ARMY RAIL OPERATIONS PART 2
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Tampering with the track and fastenings is the simplest way to cause a derailment. Removing enough spikes from rails will cause them to spread under the weight of a locomotive or buffer cars.Removing nuts and bolts from the joint bars is another method of causing rails to spread.Continuous welded rail lessens the danger of rails spreading, but it is doubtful that this type of rail will be found in many undeveloped areas
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Railroad crews moving along a main track are always on the alert for hand signals displayed on the track ahead.
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A red flare or fuse waved violently across the track is a universal stop signal.
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Trains move either east and west or north and south. The train sheet lists trains moving west or south on the left and those moving east or north on the right. The train sheet is kept for a 24-hour period, beginning with a new sheet at 0001 hours and ending at 2400 of each day. The train dispatcher signs his name and records his duty time in the block provided
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The railway organization, location of the dispatcher, current date, commanding officer’s name, type of track, and the chief dispatcher’s name are recorded in the proper blocks.
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Four times a day the dispatcher records the condition of the weather along the division.The locomotive cannot pull as much tonnage, nor can the train maintain speed, in cold or severe weather conditions
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Arrival and departure times of trains moving west or south are entered to the left of the station column and read from top to bottom. Those moving east or north, entered to the right of the station column, are read from bottom to top. For trains moving west or south,the arrival time at each station is shown in the upper square and the departure time in the lower square.
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When a personal injury occurs or when the main line is blocked and train movements are affected, a report is submitted by the fastest available means to the chief dispatcher
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The three types of main track operations are discussed below
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 In a single-track operation, dispatching is carried out by written train orders. A first-class train depends on the timetable schedule for its authorization. When leaving the starting terminal, the crew is authorized to travel along the route according to the established timetable schedule. On a single track line, the timetable specifies the superior direction. Therefore, a first-class train traveling in the superior direction would be superior to all other trains on the line. Inferior trains must clear the main track completely by going into a siding or yard and line the switch for the main track. In no way should the arrival of the first-class train be delayed
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In a double-track operation, each track is designated a direction of traffic specified by timetable.No deviation by crews is allowed without specific orders from the dispatcher. The dispatcher must continue to ensure that inferior and superior trains do not meet and that opposing trains are separated. Although double-track operations are simpler than single-track operations, the density of traffic is generally two or three times greater than on a single line. Most double-track lines are equipped with automatic block signals. These signals require the dispatcher to space the trains so that neither of them are hindered by the reduce-speed and stop signals of the train ahead. Proper train spacing is a delicate phase of dispatching. Too much starting and stopping results from trains being too close together
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Multiple-track systems are rare in military operations On three- and four-track systems, the operating problems are even further reduced. Four tracks are ideal because they can provide high- and low speed tracks in both directions. High-speed tracks are usually on the outside to permit passenger trains to load at stations. These tracks are often thought to be reserved for passenger trains only.However, express trains and fast freights can use them providing they can make passenger-train running time. The flow of traffic can be more rigidly enforced on a four-track system because there are two tracks running in each direction.
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A chief train dispatcher is in charge of the dispatch office. He supervises train movement,reroutes rail traffic in emergencies, determines train tonnage, orders motive power, determines rail line capacity, and establishes train movement priority. The chief dispatcher initials all orders,messages, and instructions. In any matter affecting main-track operations, he acts as the superintendent
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The assistant chief dispatcher may be assigned at a division terminal. An assistant chief must be qualified to assume responsibility of the chief dispatcher. He must also be qualified to assume responsibility of any train dispatcher working in the particular office, on shift, or in emergencies. A large portion of work may be devoted to processing telegraphic accident reports and in preparing train delay reports. The office train master or superintendent uses these reports. He does other related work as prescribed by the chief dispatcher.
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A train dispatcher is responsible for main-line movement of passenger and freight trains on a division. His objective is to get scheduled trains from one end of the division to the other according to their published timetables. He must also get extras (unscheduled trains) over the road in the briefest (but safest) possible time.
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The car distribution clerk maintains visibility for all rail cars (including loaded or empty cars) in the division area. The car distribution clerk will compare the car requirements for loading with the location of empty cars and will prepare the documentation for redistribution of rail cars as desired. He will also report any delays in car unloading to the chief train dispatcher
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timetable authorizes the movement of scheduled trains. Designators in the timetable show train superiority. First-class trains are superior to all other class-designated trains. Extra or unscheduled trains are inferior to all regular trains having a class designator. No superiority or inferiority exists between extra trains. The timetable on a single track also specifies the superior direction. Division timetable pages dealing with schedules appear similar to those in the timetables furnished to the traveling public. The two timetables should not be confused because the division timetable contains much greater detail. You could use the division timetable as a supplementary book of rules to amend, supplement, extend, and even interpret many of the standing operating rules
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On occasion, a scheduled train may lose its right and its schedule. With a loss of schedule, the train loses its right to continue occupying the main track. Loss of schedule and restricted superiority are entirely different events and distinction must be clearly understood. A train may have its timetable superiority temporarily suspended by a train order. This suspension puts restrictions on the train. These restrictions are only temporary and the train continues on its normal schedule after the train order is fulfilled. However, on two occasions the train actually loses its schedule and therefore,its superiority.
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When a scheduled train becomes more than 12 hours late, it is said to "die on its schedule." A train will die on its schedule if it arrives more than 12 hours late at a scheduled station or departs more than 12 hours late. This means that it has lost its schedule and that all train orders, if it holds any, are annulled. The train can proceed from the point where it loses its schedule only on new train orders from the dispatcher In either event, the dispatcher would have to recreate the train as an extra or run it as a section of another scheduled train. Loss of schedule should not be a common occurrence because some positive action should be taken to assist a train or annul its schedule before it becomes 12 hours late.
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"Right" as a dispatcher uses it, can be conferred by train order alone. ‘‘Superiority‘’ is granted by the timetable based on a train’s superior class or superior direction. A regular train may have timetable authorization or timetable superiority, but not necessarily superiority by right. In single track operations, a train is generally superior to another train by right, class, or direction—with right being superior to class or direction. Direction is superior between trains of the same class. In double track operations, a train is generally superior to another train by right or class—with right being superior to class. Direction is not significant in double-track operations since each set of tracks would normally carry traffic in the opposite direction. Direction is a factor in single-track operations since trains can travel toward each other on the same track
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Class is conferred by timetable and cannot be raised or lowered by train order. Class can betaken away by annulling the train schedule and running the train as an extra. Extra trains are inferior to all others. On most railroads, when two extra trains meet on a single track, the train moving in the superior direction holds main track, while the other takes siding.
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In handling late trains, the dispatcher has the following three options
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When a dispatcher issues a run-late order, he is amending the timetable schedule (called "putting out time") for the particular train for the particular trip. Therefore, he is granting others the use of the time represented by the difference in minutes between the advertised and the run-late time. If the dispatcher takes no train-order action, the delayed train would be free to make up some of the time. However, other trains and yard crews would not know the precise time to expect the train, and they could not depend on using the full lost time because this figure might be progressively reduced as the train travels over the division. Issuing a run-late order guarantees to all concerned that the amount of lost time will not be reduced.
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wait order, also called a time order, may be issued instead of a run-late order. It is not popular with all dispatchers and some railroads prohibit its use. A wait order permits the engineer to make up time and tells everyone concerned about how much time will be made up. The order permits a train to make up a specified number of stations, but the train may not leave a station before a stated time. A new schedule is written for most of the run. In effect, the wait order shortens the individual running time between certain stations
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When a track warrant is in effect and the limits or instructions are changed, a new track warrant is issued with the instructions and will include the words "Track Warrant No______ is void." When a track warrant of a previous date is voided, the date must be included. The previous track warrant will no longer be in effect.
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track warrant authorizes the train or engine addressed to occupy the main track within designated limits. The train must not foul a switch at either end of the limits that may be used by an opposing train or engine to clear the main track. Movement must be made as follows:
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An extra train is a train not designated by timetable. These trains are designated as extra,extra passenger, and extra work trains. Since extra trains are not authorized by timetable, they are identified by the number assigned to the locomotive pulling the train
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Work extras are work trains from which personnel perform track maintenance and construction along the right-of-way between specified points. Since these trains move in both directions, no directional designator is used when referring to them. Unless provided in a train order, a work extra must clear all regular trains and protect against other extras in both directions. A work extra may not protect against a regular train; that is, work on the time of an overdue scheduled train under flag protection unless instructed to do so by a train order.
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Trains of superior class do not protect against work trains. On double track, all operating crews know the location of the work train’s work area. Notices posted in crew offices along the line specify the work area, the number of days the work will be in progress, and a reduced-speed limit for the area. On single track, all trains in each direction are given copies of the work extra’strain orders. Instructions generally require all work extras to clear the trains without delay.However, no approaching train, regardless of superiority, tonnage, or importance will run past a work train flagman.
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When the work train pulls into a siding and clears the main, an appropriate number of blasts are sounded on the whistle. This is called "whistling in" the flagman
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Before the train again blocks the main, a specified number of blasts are sounded and the flagman goes out to flag. This is called "whistling out."
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