Hot Times on the High Iron - Today We Roll Into The Meet Market
|
||||||
November 24, 2003
The thought might strike you that we are discussing the butcher
shop where one would purchase their fresh beef, pork, poultry and lamb.
You might also think I have spelled it wrong. Remember, the rail industry
used to haul dressed beef and other meats literally, by the refrigerated
boxcar load. But alas you are wrong. See, there you go thinking again
before I tell you to.
Or perhaps you are contemplating the notion that we are going to look at the gin joints and nightclubs railroaders may frequent while laying over at the away from home terminal. Again, this is not the case. Although at some point I will do a piece on rule G which deals with the use of alcohol and illegal controlled substances, this lesson will not cover that.
Today, we will focus upon the meeting and passing of trains on single track railroad.
As long as there has been bidirectional operation of trains on a single track railroad, there have been meets with trains of the opposing direction. Over the years there have been various methods employed to affect such meets. They include timetable and train orders (TT&TO), track warrant control (TWC), form D control (DCS), direct traffic control (DTC), and the mother and most efficient of all, centralized traffic control (CTC). CTC is called by many different names depending upon which carrier is involved. These names include traffic control system (TCS), Rule 261, and traffic control (TC). We will examine and attempt to explain many of the different systems in this lesson.
In the years before automatic block signal systems were developed and then improved, a method of operation was needed to govern the movements of trains operating in the same and opposite directions on any given portion of railroad. Without some method of order, there would be and often was chaos. There had to be some sort of guidance or code to allow for the meeting and passing of trains. Usher in the train order and the timetable schedule.
Train orders were the mainstay for train operations for years. While appearing somewhat complicated and overwhelming to the new shooter railroader, it was a very good system. Being this method lasted across two centuries it was, without a doubt, very thoughtfully and skillfully designed. While I won't get into all the nuts and bolts of train orders, I will touch upon some of the important aspects of train orders as we progress. A piece about train orders lies in the future.
The timetable schedule was used hand in hand with train orders. And like train orders, these schedules worked very well also lasting across two centuries. They served a vital purpose to create an order to train movements on main tracks. With timetable schedules another portion of the needed order was set into place.
Trains were conveyed authority by right, class and direction, in that exact order. Right was conveyed by train order. The train order reigned supreme and superceded class and direction. Class was conveyed by timetable. Regular scheduled trains were designated by class, first, second and third. First class trains were generally passenger and mail trains, the hottest movements out on the high iron. On rare occasion a high priority manifest freight might be given a first class designation. Second class trains were generally higher priority manifest trains often referred to as red ball or time freights. Some local passenger trains (the ones that made each every local stop along the way) might be designated second class as well. Third class trains were normally the lowest of the low, freight locals and low priority manifest freights.
"I have all kinds of class, its just all low."
The timetable authorized the superior direction. Depending upon the particular nature of the operation, one direction was always made superior to the other, e.g. eastward or northward trains would have superiority over westward or southward trains. Taking this further, such authority conveyed eastward or northward trains having superiority over opposing trains of the same class. We'll take two second class trains making a scheduled (not train order) meet. The inferior train by direction would have to clear the main track for the superior train. If an eastward train was superior by direction, the opposing westward train of the same class, inferior by direction, was required to clear up for it.
If the inferior train by direction was a first class train and the superior train was a second class train, the second class train would have to clear as it was inferior by class to the first class train as class comes before direction on the superiority totem pole. Meets between regular trains were frequently and commonly designated by timetable schedules. If for some reason one of the involved trains was operating behind schedule, instead of having the inferior train wait at the scheduled meeting point for an extended period of time, a train order would be issued to change the scheduled meet. It might state "No 21 has right over No 4 between Knuckle and Bone. This gives No 21 right to the railroad up to and including the switch where 21 will enter the siding and clear the main track.
Each timetable station page had the schedules for all regular trains operating over that portion of the railroad. In the case of scheduled meets, the number or symbol of the train that one train was scheduled to meet was included on the schedule, indicated in smaller, bolder print. You could look at your schedule on the schedule portion of the station page and easily see the intended meet.
Extra trains were non-scheduled movements. Extra trains had no class.
"Man, you got no class!"
Extra trains were conveyed authority to operate by train order. In yard limit territory unless otherwise provided by special instructions in the timetable, extra trains could usually occupy the main track without a train order. In these limits you could go back and forth as you pleased, but you had to clear all scheduled train movements. If for any reason you could not clear in time, you were required to provide flag protection against the superior trains. Actually whether within or outside of yard limits, if you failed to clear for a superior train you had to afford flag protection.
Meets had to be scheduled between extra trains operating against each other. I in most circumstances these meets had to be set up by train order. The order would say "Extra 3277 south meet extra 3156 north at Bean." Using the old Uniform Code of Operating Rules (the rulebook I was introduced into railroading with), it was directed that the first named train would take the siding and clear for the second named train in a train order meet. So while the order did not specify which train cleared the main track for the other, knowing your rules told you that if you were the first named train on the order, you were inferior to the second named train.
So this order is issued to both of the extra trains and one of them falls down en route. To avoid delay to both of the trains the Dispatcher opts to change the meet. He issues an order to supercede the original meet. This order reads "Extra 3277 south meet extra 3156 north at Onion instead of Bean." An order could only be superceded one time. If the meet needed to be changed again, the second order would have to be annulled and an all new order creating a meet would have to be issued.
At least one railroad, the Illinois Central Gulf, used to designate which train was to take the siding at a meeting point. It would read "Extra 6001 north take siding and meet extra 9627 south at Chowder.
Train orders involved the use of Operators at various locations to copy and transmit the orders to the affected trains. The orders were transmitted through the use of train order hoops. There were several different types of train order hoops; those that were permanently mounted to the ground on a mast or those held in the Operator's hand. The latter required the Operator to have to stand near the passing train to "hoop up the orders" to the crews on both the head end and tail end of the train. Not exactly the safest method. I have heard plenty of horror stories from Operators that had to transmit orders in this method.
Train orders were in effect until fulfilled, superceded or annulled. Fulfilled meant you lived up to the instructions in that order. You affected your meet with that opposing train thus, the order is fulfilled. Superceded meant another order changed this one. That would be the order that used the words "instead of" when changing the meet. Annulled meant this order was annulled by another train order. Order number one reads "Extra 6027 north meet Extra 3197 south at Mutton." For whatever reason extra 3197 south had problems of some sort and is not going to be in the picture for quite awhile. So now another order is issued annulling order number one. This new order reads "Order number one is annulled." Order number one is now dead and gone. It cannot be resurrected. Extra 6027 now has the railroad beyond Mutton until another order is issued to them to create a meet with the Extra 3197 north at another location. And in order to allow the Extra 6027 to proceed, an order was issued to the Extra 3197 south to either hold them somewhere or even to rescind or perhaps shorten their initial running rights.
Some Dispatchers preferred the timetable and train order system of dispatching. They feel the use of Operators to copy and transmit the orders to the trains involved was safer as it offered a back up system of checks and balances to the system. Perhaps they are correct. I know several Operators who have told me stories of catching a mistake in an order issued by the Dispatcher. On the other hand, it was also possible to have that extra set of hands possibly make a mistake. In more than one situation an Operator screwed up and wrote the wrong station, repeated it back wrong only to have the Dispatcher give the time complete and let it go. What they were thinking and what they were hearing were two different creatures. This however, was not very likely though as the station name or names involved in the body of the order had to be spelled out in addition to being stated. For example, if the station name involved was Pin, both the Dispatcher when issuing and the Operator when repeating, would have to say "Pin, P-I-N."
I do know many Dispatchers who tell me they do not miss issuing train orders. As we cover the other methods of dispatching and arranging meets, you'll understand why they take this attitude.
Track warrant control is the baby in methods of train dispatching. My first exposure to it was in 1985 with the issuance of the General Code of Operating Rules (GCOR). Track warrants are pre-printed forms in which both the employees issuing and copying the form simply filled in the blanks. The blank form would look like this,
No._______ _______________20_______
To:_____________At:____ _______________
There are various lines with boxes at the beginning of each line like this,
1. [ ] Track warrant number______________________is void.
2. [ ] Proceed from _______________To_______________On________track
In addition, there are other lines on the form as well for other items including arranging meets. The number of lines and the line number next to each line can and does vary a bit. The track warrant forms CN uses are slightly different than those in service on Norfolk Southern. The General Code railroads like UP, BNSF, Soo Line and Rail America have forms that differ from both CN and NS. While they use much of the same vernacular, the line numbers conveying the information is somewhat different. Also, CN has no rules in regards to flagging, so there is no line dealing with relief from providing flag protection. To make life simple (for me) I'll use the CN version.
The following lines are used to arrange meets and allow trains to pass. 7. [ ] Not in effect until after the arrival of____________at _______________
8. [ ] Hold main track at last named point.
10. [ ] Clear main track at last named point.
At the bottom of the track warrant form are the following lines.
OK___________________ Dispatcher______________ Relayed to_____________ Copied by______________ Limits reported clear at__________ By______________
When the Dispatcher calls a train and notifies them they will copy a track warrant, a member of the crew not operating the controls of a moving locomotive must prepare themselves and then notify the Dispatcher they are ready to copy.
The Dispatcher will then issue the warrant something like this.
"Track Warrant number 6296 dated February 5, 2003 to the CN 5664 South at Ashkum. Check (or X) line two; proceed from Gilman to Thawville on main track. Check (or X) box 8; hold main track at last named point. This warrant has two boxes checked, 2 and 8. You may repeat when ready, over."
The employee copying the warrant will fill in all the blank lines and then repeat All of this back to the Dispatcher, not just the lines they filled in. When completed with this portion of the repeat we are the required to say "Track warrant number 6296 with two boxes checked 2 and 8, over."
The Dispatcher will then give us the OK time and his (or her) initials like this, "Track warrant 6296 with two boxes checked 2 and 8, okayed at 2215 hours, Dispatcher MHC, over" The employee copying the warrant will repeat these instructions usually also giving their name or initials as the employee copying the warrant. Being that most of our Dispatchers know many of us quite well, some employees don't always state their name or initials as the Dispatcher knows their voice and knows who they are.
So now the completed track warrant looks like this,
No __6296________ February 5, 2003 To: CN5664 South At: Ashkum___
2 [X] Proceed from Gilman To Thawville on Main track. 8 [X} Hold main track at last named point.
OK 2215 Dispatcher MHC___ Relayed to________ Copied by Santucci__
When the Dispatcher acknowledges the repeated correctly time, the warrant is now in effect. In some cases, the Dispatcher initials made a word. In my Wisconsin Central days, we had Dispatcher John A. Busa. His initials were J-A-B and oftentimes he and the crews copying that knew him well would say "Dispatcher Jab" instead of spelling out his initials.
This authority allows my train to proceed to Thawville and remain on the main track when I reach there. I cannot go any further than the clearance point of the switch at the south end of Thawville Siding. My authority ends at that limit.
The Dispatcher has decided to hold us at Thawville in order to meet an opposing train, a train coming against us. He has issued the opposing train, in this case Norfolk Southern train 68V a track warrant to proceed from milepost (MP) 110.1 (which is the interlocking at Gibson City) to Thawville and a line 10 to clear main track at last named point. In setting up meets in TWC territory, the Dispatcher will often take into account which train is likely to arrive there first to determine who will hold the main track and who will clear the main track.
In the case of the Gilman Sub, the siding at Thawville has spring switches at either end. A train pulling out of the siding does not have to operate the hand throw switches there when leaving; they can just proceed on through. The switch points automatically line for your movement being pushed over by the wheels of your locomotives and cars. The switch points are connected to a cylinder which forces them back to their normal route of lined for the main track when the wheels clear the switch. To enter the siding from either end, you still need to operate the switch by hand and line it for your route.
In having the first train hold the main track, a member of the crew of this train can communicate with the opposing train and notify them the switch will be lined for their movement into the siding. This means the opposing train will not have to stop and line the switch themselves. It is also required by the rules to perform this step whenever practicable. However, the train entering the siding must have their speed reduced to the maximum allowable speed of that turnout and of the siding itself. And we do not operate the switch until he is past the past signal before the siding so as not to drop a signal on him. Once the train entering the siding clears the main track, a member of the crew of the train on the main track can then reline the switch behind the opposing train. In this method, the Conductor of the train taking the siding does not have drop off, line the switch back and then walk all the way up to the head end. In situations where there are no spring switches and just hand operated switches, both trains will have to stop to line at least one switch.
Now to get both trains moving quickly, the Dispatcher can immediately issue another warrant to each train involved in the meet at Thawville right after issuing the first warrant, in our case, track warrant 6296. Our next warrant would read something like this,
No: 6300 February 5, 2003 To: CN 5664 South At: Thawville
2 [X] Proceed from Thawville To MP 110.1 On Main track. 7 [X] Not in effect until after the arrival of NS 9350 North at Thawville
After giving these instructions, the Dispatcher will say "Track warrant 6300 with two boxes checked, 2 and 7 including a meet with the NS 9350 North at Thawville. Repeat when ready, over." The employee copying this warrant has to fill in the blanks and repeat all these instructions including the information acknowledging the meet between us and the NS 9350 North at Thawville. Only then will the Dispatcher give the okay time and initials. This is a check and balance added to the system several years ago. The meet acknowledgement was instituted after a couple of big wrecks occurred when either information about the station name and/or meets involved was mishandled.
When repeating a track warrant back to the Dispatcher, any numbers must be stated as a word and digits. So when the track warrant number is repeated back, it should be stated as "sixty-three hundred and then read six-three-zero-zero. Being an old school railroader, I tend to use the word "naught" instead of zero. Once upon a time we were not allowed to use the words "zero" or "oh" for that digit, we had to use "naught." Some railroads require all station names to be stated and spelled as well. So Thawville would have to be spoken and then spelled "T-H-A-W-V-I-L-L (or double L) -E." This is also a carryover from train order days. Personally, I feel the say and spell method is much safer, but our Rules and Operating practices guy doesn't subscribe to this theory.
With track warrant 6300 in hand, once the NS 9350 North was in the clear at Thawville and the switch restored to normal, I could immediately proceed.
When the time comes to report clear of a track warrant after our entire train is out of those limits, we use a specific procedure. We will inform the Dispatcher they can have back the limits of track warrant 6296 (or whatever one we are clearing). The Dispatcher will say, "Track warrant number 6296 of February 5, 2003 limits reported clear at 0005 hours by Santucci" (or whomever the employee is handling the reporting). We repeat these instructions back and get the Dispatcher's acknowledgement. This warrant is now dead. The time reported clear and the employee performing this exercise must write this all in the required spaces at the bottom of the warrant. You must then write the word "VOID" upon the face of this track warrant as well.
OK_____2215___________ Dispatcher_MHC________ Relayed to_____________ Copied by_Santucci______ Limits reported clear at_0005_____ By_Santucci _____
Under the old rules I could crunch this warrant up and toss it into the garbage. Under the current CN US Operating Rules, we must keep this and all mandatory directives issued for the duration of our trip. Once we tie up, we can toss them. Should there be some sort of mishap or episode, the officer or officers investigating such a situation will request to see all of your mandatory directives issued prior to and while en route on your trip. "This information can and will be used either for or against you in a court of law."
We do have one Dispatcher who will specifically say "X box such and such" not "check." If you say "Check box such and such" he will tell to "take that check off and send it to me in the mail. Then put an X in that box."
If you noticed, there was a line at the bottom of the track warrant that said "Relayed to". This was used in the event somebody other than a member of your crew, such as a Yardmaster or Operator had copied the warrant for you before you went on duty and then handed it to you. The employee copying it would place their name in the copied by box and then the Dispatcher would have them relay it to you. Thus, your name would go into the box as having had it relayed to you.
Another method of setting up meets uses direct traffic control, DTC. In this method, the main track is broken down into a series of blocks. Each block has specified limits with a sign at each end designating the beginning and end of each block. One or more of these blocks will be issued to a train for movement.
There are two slightly different methods of issuing DTC blocks depending upon whether the route has automatic block signals (ABS) and block signal rules in effect or not. With ABS in effect you are issued proceed blocks which convey your authority to occupy the main track in the specified block or blocks. In non-signaled territory you would be issued absolute, clear or occupied blocks. An absolute block allows for only train to occupy the block. Clear is a block clear of opposing and following trains and occupied is a block clear of opposing, but not necessarily preceding trains. What this means is that it is likely that you are following another train. For this segment of today's lesson we will use CSX's Monon Sub, which happens to be near my house and a line I frequently hear trains being issued DTC blocks. This line is protected by automatic block signals and governed by block signal rules.
A northbound train wanting to operate on the Monon Sub will contact the RA Dispatcher in Calumet City, IL to get their block authority. CSX uses two letter codes for each Dispatcher console. In this case, the RA console. We'll use local train J769 for this purpose. J769 works industries between Lafayette and Munster, IN and generally has a rather short train. They will have to meet a southbound train in their travels and the instructions and authority issued would be as follows, "Engine 6027 has a proceed north in the Monon, Surrey and Lowell blocks, take siding at Dyer. This authority has three blocks and one take siding, Dispatcher TMM, over." The employee copying this repeats it all back including the part that states "This authority has three blocks and one take siding" getting the OK time and the Dispatcher's initials.
J769 will take the siding upon arrival at Dyer and then report clear of all the blocks. A southbound train can then get blocks to proceed south. Now the way blocks are usually set up, the new block begins beyond the switch the opposing train will use to clear the main track. The Dyer block begins and the Lowell block ends just north of the switch the northbound, in this case J769, will use to clear up. This method allows a train of the opposite direction to come south into the Dyer block and wait on the main track. If the southbound was already en route towards Dyer after J769 was issued his blocks, this train would be issued one block, the Dyer block. Being they own this block in its entirety, they are not required to clear the main track. They can pull up to, but in no case beyond the sign that says "End Dyer Block, Begin Lowell Block."
The Monon Sub uses seven individual blocks in addition to the automatic block signal system. They are the Dyer (between MP 25.4 and 30.4), Lowell (between MP 30.4 and 45.5), Surrey (between MP 45.5 and 68.2), Monon (between MP 68.2 and 86.1), Junction (between MP 86.1 and 90.3), Chalmers (between MP 90.3 and 102.2) and Brookston (between MP 102.2 and 113.3). Block names are sometimes derived from station names on the route or even physical characteristics. Within the Junction block is the location where Monon Sub junctions with the Medaryville Spur and the Indianapolis Branch at MP 88.4.
The signs which mark the end point of each block acknowledge the beginning of one and end of another, "Begin Dyer Block" and beneath it "End Lowell Block". The opposite side of that sign reads, "Begin Lowell Block" and beneath it "End Dyer Block."
CSX issues blank DTC forms generated on a printer with the train release and train message for that particular train. They do not have the forms in a book or pad like a track warrant or form D. On the other hand, Kansas City Southern uses a pad of preprinted forms that make carbon copies. There is another difference between the way CSX and KCS issues DTC permits and we will look at that as well.
When a DTC permit is issued, the engine number, date, location of the train or engine at the time the permit is copied, and the subdivision the train is operating over is used as the address to the train or engine that will use the DTC permit. The KCS preprinted form has seven lines with various instructions relating to the permit.
1 [ ] Engine _____ is granted DIRECTIONAL AUTHORITY from _________ to_________.
This grants a train or engine permission to proceed in one direction from the first named point to the second named point only.
2 [ ] Use SIDING at ______________________________________________.
This instruction is used to designate a meeting point between two trains.
3 [ ] After DEPARTURE of Engine(s)____, ____, ____ and ____ Engine ______ is granted DIRECTIONAL AUTHORITY from___________ to____________.
This instruction is what affects a meet between two (or more) trains at a specific location. It allows for a train or engine to proceed after all engines numbers listed in the spaces have arrived and passed the first named point of this line.
4 [ ] Use Siding at _________________________________________________.
5 [ ] ________ is granted Work And Time Authority between __________ and ________ until ______hrs. with _____, _____, _____, _____and ______. ______, ______, ______, _____, and _____.
This allows a train or engine to work back and forth between the two named locations. It may also allow for two or more engines to work in these limits, or Maintenance of Way to also work within these limits in either direction. When more than one train, one train with MofW or two or more MofW gangs are working within these limits, all of them would be required to have a copy of this authority that shows all trains, engines or MofW crews that were issued this same authority.
Also with the scope of line 5 is the following:
DO NOT SET ON AHEAD OF OR PASS PRECEDING TRAIN _____ _____ and ________ ______.
This means that you must not set your equipment on the main track or pass the stated train on this authority, You must let the stated train pass and you must remain behind them, even if they stop to do work at a station.
That portion of WORK AND TIME AUTHORITY number _____ is released between ______ and _______. between ______ and _______. between ______ and _______.
RELEASE TIME ______ DATE ______ TRAIN DISPATCHERS INITIALS _____
This allows for a train, engine or MofW gang to shorten up the limits behind them if they will not require movement beyond the point they wish to clear their limits up to. For example, if their original authority was between A and D but they had now finished their work at A and B and no longer needed the authority between these points, they could clear that portion of their limits while still retaining authority between B and D. This allows for the Dispatcher to operate other trains of engines between A and B and up to, but not beyond B. 6 [ ] Current AUTHORITY NUMBER ______ is VOID.
This cancels out the entire authority, not just a portion of it.
7 [ ] Additional Instructions: A.___________ B.___________ C.___________ D.___________
These spaces are used as required with other specific instructions as required.
THERE ARE ______ LINES ISSUED, THEY ARE LINES NUMBER(S) 1,2,3,4,5,6,7.
The correct number of lines issued would be circled.
[ ] THIS INCLUDES A REQUIREMENT TO MEET ANOTHER TRAIN.
Only checked when a meet with another train is required as part of this authority.
EMPLOYEE RECEIVING INSTRUCTIONS: _________________ RELAYED TO ___________ "OK" TIME ______ DATE _______ TRAIN DISPATCHERS INITIALS ______
So a properly issued authority would look something like this:
AUTHORITY NUMBER 2055
At Dallas Dallas Subdivision
1 [X] Engine KCS 6634 is granted DIRECTIONAL AUTHORITY from Garland to Alliance Jct.
THERE ARE 1 LINES ISSUED, THEY ARE NUMBERS (1),2,3,4,5,6,7.
EMPLOYEE RECEIVING INSTRUCTIONS: GRAY
"OK"TIME 0710 DATE 11/8/00 TRAIN DISPATCHERS INITIALS BEG
And there you have it, DTC issued in just a slightly different format.
Finally we look at the Cadillac of authorizing meets; Centralized Traffic Control (CTC). The definition of CTC from the old Uniform Code which actually says it all pretty concisely;
"A block signal system whose indications supercede the superiority of trains in both following and opposing movements on the main track."
The Train Dispatcher or Control Operator acting under the authority of the Dispatcher controls the signals, signal appliances and switches within CTC territory. The signal indications received are the authority to proceed. These signal indications convey any and all superiority between trains. While in the days of schedules you were aware of the schedules of trains, whatever the signals received conveyed to your train, you acted upon those and not the schedule. Today with no trains actually operating on timetable schedules on most railroads, you simply follow the signals. The only time a passenger train schedule now matters in CTC territory is when you might have the instance to pass such a train at a station they are working.
In CTC territory, all the switches at meeting points are operated remotely by the Dispatcher or Control Operator. The switches and any associated appliances are motorized or air powered to move the switch points or derails within interlockings known as control points. In the Uniform Code an interlocking was defined in part as "An arrangement of signals and signal appliances so interconnected that their movements must succeed themselves in proper sequence." This system is so connected and arranged that conflicting routes are not able to be lined at the same time.
For an example let's use Kankakee (KX) on the CN Chicago Sub as an example. At KX we cross the NS Kankakee Branch. Also at KX is the connection from the siding to the Kankakee, Beaverville & Southern (KBSR) Railroad and the south end of the Kankakee Siding. The Desk Two Dispatcher in Homewood controls this plant. Now if the Dispatcher lines the plant to allow an eastbound NS across, the system will not allow them to simultaneously line a CN move in either direction across the plant. They can code in a request for a line up for a CN train into the computer, but nothing will happen until the NS train is clear of the limits of the KX control point. And at no time will a signal to proceed appear for a CN train while an NS train is occupying the plant.
The signals protecting such control points are directly wired into the same system that controls the switches and other appliances. If the switch fails to properly line or lines but fails to lock into place, or perhaps a derail fails to move into the proper position, the signal will not clear. There are also other conditions that may cause a signal to fail to clear for a train as well, but we won't delve into them at this time. When a signal fails to clear as the result of some sort of problem, it is then that we are notified of a problem. When the signal fails to clear, this means it remains at its most restrictive condition, a stop signal. And yes, we must stop without fail. However, we will normally have an approach (yellow) signal in advance of the stop signal, so it is not like it just pops out at us. An approach indication on a signal tells us that we must proceed prepared to stop before passing the next signal.
The Dispatcher or Control Operator will give us very specific instructions on what to do upon our arrival at the control point. It may be that a member of the crew will have to operate one or more switches by hand in order to get it properly lined for our route. On occasion, debris may fall in between the switch points preventing them from properly lining. Or there may be another problem within the system that needs to be repaired. Should that be the case, people like my good friend and Signal Maintainer extraordinaire, Jim Sinclair will get the call. Now while Jim works for NS and not CN, he and the folks of his craft are very worthy of the recognition for the work they do and the vital services they perform.
Now within CTC, the Dispatcher or Operator do not control the aspects (colors) of the signals. They cannot give me a clear or approach signal. They can only clear a signal to display a PROCEED indication of some sort. Conditions in the block ahead and the route we are lined for will dictate what sort of actual signal we will get in the field on the trackside signals or on a cab signal in the locomotive. In CTC just like in DTC, there are blocks. Only these blocks are controlled electronically based upon what is happening within that block or the blocks ahead of it.
Under normal conditions, we do not proceed right from a clear (green) signal right to a stop, stop and proceed or restricted proceed (red) signal. That's not to say that it doesn't, won't or can't happen, but this is not the normal situation. Should such a situation occur, it may be a man-made condition or a failure. Somebody may have opened an electric lock box for a hand operated switch after we passed the last clear signal, a hand operated switch may have been operated, a car might have rolled out or perhaps another train may have failed to stop at a stop signal causing my block to drop to restricting or stop signal. There could also be an electronic failure or perhaps even some sort of track problem developed as well.
The Dispatcher or Operator can take control point signals away from us after they have cleared them, but they must first positively ascertain from the train involved that it is indeed okay for them to take such action. If you are listening in on the action you may, from time to time hear them call us and ask if it is okay form them to drop the signal at a certain location. Only when we inform them that they may take the signal away from us are they allowed to do so. The rulebook has very clear and concise wording for such situations. If for any reason we as the Engineers feel that it is unsafe or that we cannot stop in time, we will inform them of such and they are not to drop the signal for any reason, except for an emergency. Now if it was an emergency, they would tell us as much and instruct us to bring our train to an immediate stop. Deciding the meet they had or failed to set up is not considered an emergency.
Within CTC limits, two opposing trains cannot be lined against each other. Again, the entire system is interlocked, just like within the control points themselves. Blocks in CTC limits are directional just like in DTC; only the direction is controlled electronically. In CTC you cannot clear a signal or change the direction of the block once a train has entered those limits. If for any reason it is deemed necessary to bring two opposing trains into the same limits, one train will have to stop at a control point first, and then be talked by the signal. They will have to proceed at restricted speed. Once they pass that stop signal, all of the signals for movement in the opposite direction will drop red immediately. Normally under such circumstances, the other train involved will already be stopped or is in the process of stopping. And the crew of this train must be notified of such an event before it is allowed to occur. Oftentimes when it does occur, it is because the train that already owns the block may have stopped or stalled owing to engine or train trouble.
The Dispatcher has complete control of the direction of the blocks within CTC. That control takes place at the control points. As an example, we'll use the portion of the railroad between South Paxton and North Rantoul on the CN Chicago Sub. Both locations are control points. The south end of the Paxton Siding is located at South Paxton. The north end of the Rantoul Siding is located at North Rantoul. In between the two points it is single track railroad. There are two intermediate or block signals between the two control points as well as the signals at the control points themselves. What we have are four separate small blocks within the block between the two control points. The Dispatcher does not control the intermediate signals, only the control points. The intermediate signals convey information based upon what is happening between that signal and the next signal, and what is happening immediately beyond that next signal. That occurs automatically.
If we are lined up to proceed south at South Paxton and there are no trains ahead of us at all, we should get a clear (green) signal at South Paxton. Now once lined up to go south, there is no way the Dispatcher can line up a northward move at North Rantoul. The two northward intermediate signals between North Rantoul and South Paxton will both drop and display restricted proceed (red with a number plate on the signal mast). This is because the block is lined to proceed south from South Paxton to North Rantoul. If there are no trains at all between the two points and we are also lined up to proceed south at North Rantoul, the first three signals, South Paxton and block signals 106.3 and 110.5 between the two points should display clear signals. Depending upon whether or not we are lined up at South Rantoul will determine the signal at North Rantoul. If we are going to get held at South Rantoul, there will be a stop signal displayed there. This means the signal at North Rantoul will display an approach (yellow) signal telling me that I will have to approach South Rantoul ready to stop before passing that signal.
To sum it all up for CTC, you are operating on signal indication. If for some reason you cannot get favorable signals, you operate at restricted speed. CTC allows a tremendous amount of flexibility for Dispatchers. You can operate a greater volume of trains more timely. However, contrary to what some railroad officials I have known over the years claim, you cannot run more trains faster on single track than on two main tracks. The only way possible to operate more trains faster on single track is to take non-signaled (using TWC, DTC or Form D control) or DTC and ABS territory and upgrading that to CTC.
This Thursday here in the US we will celebrate Thanksgiving. Those of you in Canada have already celebrated yours and I was remiss in failing to mention this. To my US readers I wish to extend to you all a safe and happy Thanksgiving. Even during these bad economic times and with our men and women of the military abroad right now that are caught up in some serious hotspots, we still have a great deal to be thankful for. One of the biggest is the freedom those men and women serving in our military are presently defending worldwide. We should give thanks for their willingness to serve and for all veterans who served before them whether by choice or from the era of the draft. Take a moment on Thursday to really give thanks, be it a silent prayer or perhaps attending a Thanksgiving service at your place of worship.
And so it goes.
Tuch