386:(multiple-copy) forms designed for that purpose, and would repeat the order back to the dispatcher. This permitted the dispatcher and other operators concerned to confirm the accuracy or the order. As each operator correctly repeated the order, the dispatcher would give a complete time, along with the initials of the designated railroad official for that territory. After the order was completed, it was delivered by the operator to the concerned trains as they arrived or passed the delivery point. The operating timetable indicated locations at which train crews could expect to receive train orders. If that same timetable did not require that a train receive a "Clearance Form A" before departing, then a train order signal of some type was provided to advise train crews whether or not train orders were to be delivered. Delivery was accomplished by hand, if the train stopped, or posted trackside to be grabbed by a crew member while the train continued to move past the station. With the latter, the paper order was placed in a train order fork or hoop, either held by the operator as the train passed or mounted at trackside.
246:. Protective train orders would be used to ensure that no trains would be at risk of colliding with another along the line. Once the protective orders had been delivered to block operators (who might pass them to train crews), an authority could be issued to a train to move over the line where protection had been established. Normally the timetable established both protection and authority for scheduled trains so train orders were only used for extra trains, which were not in the timetable, and scheduled trains moving contrary to their normal authorities.
226:. Trains could be superior by right, by class or by direction. While a train dispatcher could establish "right" via train orders, the operating timetable established scheduled trains, their class and the superior direction. The "class" designation of a train equates to its priority, with passenger trains having the highest, freight trains having less and Extra (unscheduled) trains having the lowest. In case of trains of the same class meeting the superior direction would then apply. On
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269:. With the advent of radio communications, timetable and train order operation began to fall out of favor as DTC and CTC became more common on major carriers. CTC enabled dispatchers to set up meets remotely and allowed trains to proceed entirely on signal indication. Where signals were not present, DTC and the related
485:. At the end of their authority, the crew "fulfills" the order, after which another order may be issued for another train to occupy that track. An order can be "cancelled" if the train cannot continue for any reason (stalled, broken down, etcetera), allowing another train to occupy that line as well.
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Train orders are also used in
Australia, but differ a lot from their North American counterparts. There is no need for block operators, as there is direct verbal communication between the dispatcher and driver. Authority to occupy a track is received directly from the dispatcher, with the train crew
230:
rail lines, the timetable specifies (explicitly or implicitly) the points at which two trains would meet and pass. It would be the responsibility of the inferior train to clear the main track a safe time before the superior train is scheduled to pass. The timetable thus provides the basic framework
352:
A station may staffed by an operator who receives train orders and gives them to trains as they pass. Operators also record the passage of trains by their station. Upon receipt of an order, the operator makes copies and sets the signal to indicate to approaching trains that orders are to be picked
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Specifies the train(s) addressed and their location; this copy of the order is addressed to "conductor and engineer of Extra 2005 North at VN Tower". Extra trains are designated by their engine number. All trains affected by any order must receive a copy of the order, which will be addressed at
231:
for train movement on a particular portion of the railroad. However, variations in traffic levels from day to day, unforeseen delays, the need to perform maintenance, and other contingencies required that railroads find a way to deviate from their established schedules.
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Modifies the meet location between regular train No 123 and Extra 2005 specified in a previously issued order and specifies which train takes siding at meeting point. The engine number is specified for the scheduled train so that other trains can identify it by sight.
349:, nor does such a station have to handle train orders. In isolated areas, train order stations may be required where there are no towns, to facilitate smooth operation. In denser areas, passenger stations may be spaced more closely than train order stations.
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Train orders were issued by the dispatcher responsible for the portion of railroad concerned. They were conveyed to operators at outlying stations along the railroad via telegraph or telephone. The receiving operators would copy the order onto
194:. It was the most practical way for railroads with limited capital resources, or lines with limited traffic, to operate. To this day, many short lines, heritage railways, and railroad museums continue to use Train Order operation.
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Specifies another meet between No 123 and another scheduled train. This is a separate statement to emphasise that No 122 will take the siding in this meet. Again, not relevant to the train crew of Extra 2005 North.
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The train and engine crews addressed by the order were required to observe the instructions provided in the train order, the details of which were provided by the railroad's operating rule book to be acted upon.
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Timetable and train order operation supplanted earlier forms of timetable only and line-of-sight running. The ability for a single dispatcher to issue train orders was enabled by the invention of the
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Time and call sign (initials) of the dispatcher issuing the order; once "made complete", the order becomes operative and continues so until fulfilled, superseded, or annulled.
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allowed dispatchers to directly inform trains what they were to do instead of needing to work through intermediaries or have the train crews figure things out for themselves.
186:, unless superseded by train orders conveyed to the train from the dispatcher, through local intermediaries. Train order operation was a system that required minimum human
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provides the means to deal with changes in operating conditions as they arise. Orders modify the established timetable. Among the functions a train order can perform are:
238:. These orders would override the established timetable priorities and provide trains with explicit instructions on how to run. Train orders consisted of two types,
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is a control point at which trains can be stopped and controlled through the use of train orders. A station has a distinct name, and may have any of the following:
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Conveying warnings about temporary conditions such as temporary speed limits, track conditions or hazards which might affect the safety of trains or train crews
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Specifies another meet between No 123 and two other trains, one scheduled and one extra. This meet is not relevant to the train crew of Extra 2005 North.
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of a schedule (in essence "cloning" a train's schedule and class when, for example, too much traffic exists to be handled by a single train)
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Altering the schedule of a train to allow other trains to run with respect to the altered schedule rather than that given in the timetable
163:. In train order operation, a "train order" is an order issued by or through a proper railway official to govern the movement of trains".
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in the 1840s. The earliest recorded usage of the telegraph to convey train orders in the US came in 1851 on the
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Deviations from the timetable operation would be enacted through train orders sent from the train dispatcher to
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and trains was limited or non-existent. Trains would follow a predetermined operating plan, known as the
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at any point along the line. A train which had the right of way over another train was said to be the
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510:– A similar system used in early air traffic control, which was adapted from train order techniques
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as the preferred method of communication. By the 1970s, this function was carried out primarily by
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Timetable and train order operation was widely used on North
American railroads that had a single
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Train order operation was widely used by the railroads of North
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conveyed by radio. The system used a set of rules when direct communication between
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Giving a train rights over another train that ordinarily has timetable superiority
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A signal to indicate to trains whether there are train orders to be picked up
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No 123 Eng 1001 take siding meet Extra 2005 North at Kell instead of Texico
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Specifies the order number, location issued (the dispatcher's office at the
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Setting meeting points between extras since they have no timetable schedule
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218:. Timetable and train orders were used to determine which train had the
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The name of the operator copying and repeating the order at VN Tower.
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Articles on North
American prototype and model railroad operation
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whatever location the order is to be delivered to those trains.
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take siding meet No 174 Eng 895 and Extra 1937 North at Benton
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Creating a train not provided for by the timetable (an "extra")
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A communications means for an operator to receive train orders
29:
557:
Trains Across the
Continent: North American Railroad History
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A train order station need not be at a passenger or freight
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Stop to receive orders or to wait for another train to pass
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No 122 Eng 222 take siding meet No 123 Eng 1001 at Texico
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filling out the details on a form, similarly to as in
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A train order issued in the United States in the 1940s
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in an era before widespread use of technology-based
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60:. Unsourced material may be challenged and removed.
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353:up. Some train-order signals had three positions:
335:or other track by which trains can pass each other
619:Pennsylvania 1956 Railroad Rulebook Rules pg43-50
530:Railway Age's Comprehensive Railroad Dictionary
492:makes use of the system on most of its length.
363:Receive orders (yellow light or diagonal blade)
706:
704:
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532:. Simmons-Boardman Books. 2002. p. 256.
8:
1061:Interoperable Communications Based Signaling
996:Automatic Train Protection (United Kingdom)
638:. Minneapolis: Voyageur Press. p. 62.
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292:Annulling a train provided by the timetable
151:is a system for safely moving trains using
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667:. Minneapolis: Voyageur Press. p. 31.
120:Learn how and when to remove this message
635:Railway Depots, Stations & Terminals
961:Advanced Civil Speed Enforcement System
678:
676:
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520:
357:Proceed (green light or vertical blade)
504: – Railroad communications system
1121:Train Protection & Warning System
561:. Indiana University Press. pp.
420:
7:
1466:Rail transportation in North America
854:Integrated Electronic Control Centre
369:Stop (red light or horizontal blade)
58:adding citations to reliable sources
1116:Train automatic stopping controller
1036:Continuous Automatic Warning System
712:Pennsylvania 1956 Railroad Rulebook
796:Communications-based train control
394:Explanation of sample train order
377:Dispatcher and operator procedures
25:
1471:Railway signalling block systems
685:The Classic Railway Signal Tower
34:
1278:Westinghouse Brake & Signal
1041:ContrĂ´le de vitesse par balises
907:North American railroad signals
418:To: C & E Extra 2005 North
366:Pick up orders without stopping
136:Picking up train orders on the
45:needs additional citations for
27:System for safely moving trains
1136:Transmission balise-locomotive
1101:Sistema Controllo Marcia Treno
1011:Automatische treinbeĂŻnvloeding
897:Application of railway signals
1:
1086:Punktförmige Zugbeeinflussung
806:European Train Control System
1026:Chinese Train Control System
816:Radio Electronic Token Block
458:Made complete 659 am by RED
360:No orders; train may proceed
791:Centralized traffic control
592:. Voyageur Press. pp.
168:centralized traffic control
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991:Automatic train protection
1283:Westinghouse Rail Systems
1141:Transmission Voie-Machine
986:Automatic train operation
938:Track circuit interrupter
786:Automatic block signaling
781:Absolute block signalling
553:Daniels, Rudolph (2000).
502:Automatic block signaling
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1081:Pulse code cab signaling
1006:Automatic Warning System
912:Railway semaphore signal
874:Solid State Interlocking
683:McEvoy, Stephen (2007).
490:Trans-Australian Railway
981:Automatic train control
659:Solomon, Brian (2003).
632:Solomon, Brian (2015).
586:Solomon, Brian (2010).
257:and by the time of the
69:"Train order operation"
1157:Level crossing signals
1076:Positive Train Control
1071:Linienzugbeeinflussung
801:Direct traffic control
207:
174:(DTC), and the use of
172:direct traffic control
145:
879:Westlock Interlocking
869:Rail operating centre
831:Train order operation
826:Track Warrant Control
483:Track Warrant Control
271:track warrant control
205:
149:Train order operation
135:
1001:Automatic train stop
687:. pp. 109–112.
402:Salem Yd, 11-2-1944
399:Train order No. 115
198:North American usage
54:improve this article
395:
325:train-order station
319:Train-order station
18:Train Order Working
841:Signalling control
765:Railway signalling
663:Railroad Signaling
589:Railroad Signaling
508:Procedural control
488:Most notably, the
393:
259:American Civil War
251:electric telegraph
208:
146:
142:Isleta, New Mexico
1453:
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1263:Smith and Yardley
714:. pp. 37–42.
694:978-1-59872-858-3
603:978-0-7603-3881-0
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180:train dispatchers
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16:(Redirected from
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1329:Transport Canada
1213:General Electric
1150:Crossing signals
1031:Cityflo 650 CBTC
953:Train protection
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723:Further reading
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71: –
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43:This article
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1273:Union Switch
1177:Wayside horn
1021:Catch points
928:Axle counter
859:Interlocking
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811:Moving block
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153:train orders
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52:Please help
47:verification
44:
1435:Switzerland
1410:New Zealand
1405:Netherlands
1111:Slide fence
864:Lever frame
413:) and date
283:train order
277:Train order
1460:Categories
1343:By country
1126:Train stop
1091:RS4 Codici
849:Block post
515:References
240:protection
212:main track
192:automation
80:newspapers
1350:Australia
1203:AŽD Praha
1162:Crossbuck
1066:Crocodile
384:onionskin
295:Creating
263:telephone
244:authority
184:timetable
110:July 2021
1440:Thailand
1248:Safetran
1238:Magnetic
1223:Griswold
1172:E-signal
496:See also
297:sections
188:overhead
1385:Germany
1375:Finland
1360:Belgium
1355:Bavaria
1258:Siemens
1233:Hitachi
1208:Federal
1193:Adtranz
1096:SelTrac
943:Treadle
889:Signals
347:station
170:(CTC),
144:in 1943
94:scholar
1430:Sweden
1425:Poland
1420:Norway
1390:Greece
1380:France
1365:Canada
1268:Thales
1198:Alstom
1167:Wigwag
1046:EBICAB
1016:Balise
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333:siding
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1400:Japan
1395:Italy
1370:China
1304:AREMA
1253:Saxby
1106:SACEM
1051:IIATS
976:ATACS
821:Token
594:30–31
101:JSTOR
87:books
1324:IRSE
1319:HMRI
1228:Hall
971:ASFA
966:ALSN
689:ISBN
640:ISBN
598:ISBN
567:ISBN
534:ISBN
407:yard
281:The
242:and
138:ATSF
73:news
1334:UIC
1314:FRA
1309:ERA
1299:AAR
1218:GRS
563:223
409:in
159:or
140:in
56:by
1462::
703:^
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331:A
323:A
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