375:(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.
235:. 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.
215:. 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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258:. 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
474:. 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.
469:
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
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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
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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
220:
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.
338:, 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.
370:
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
183:. 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.
175:, 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:
227:. 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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Altering timetable meeting points (for example when one train is late and adhering to the timetable meeting point would cause delays for other trains)
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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
152:. 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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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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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
America before the days of
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conveyed by radio. The system used a set of rules when direct communication between
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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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207:. 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
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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
49:. Unsourced material may be challenged and removed.
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342:up. Some train-order signals had three positions:
324:or other track by which trains can pass each other
608:Pennsylvania 1956 Railroad Rulebook Rules pg43-50
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519:Railway Age's Comprehensive Railroad Dictionary
481:makes use of the system on most of its length.
352:Receive orders (yellow light or diagonal blade)
695:
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521:. Simmons-Boardman Books. 2002. p. 256.
1050:Interoperable Communications Based Signaling
985:Automatic Train Protection (United Kingdom)
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627:. Minneapolis: Voyageur Press. p. 62.
616:
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281:Annulling a train provided by the timetable
140:is a system for safely moving trains using
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656:. Minneapolis: Voyageur Press. p. 31.
109:Learn how and when to remove this message
624:Railway Depots, Stations & Terminals
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190:
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950:Advanced Civil Speed Enforcement System
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346:Proceed (green light or vertical blade)
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493: – Railroad communications system
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1110:Train Protection & Warning System
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550:. Indiana University Press. pp.
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1455:Rail transportation in North America
843:Integrated Electronic Control Centre
660:
358:Stop (red light or horizontal blade)
47:adding citations to reliable sources
18:
1105:Train automatic stopping controller
1025:Continuous Automatic Warning System
701:Pennsylvania 1956 Railroad Rulebook
464:
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785:Communications-based train control
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383:Explanation of sample train order
366:Dispatcher and operator procedures
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1460:Railway signalling block systems
674:The Classic Railway Signal Tower
23:
1267:Westinghouse Brake & Signal
1030:ContrĂ´le de vitesse par balises
896:North American railroad signals
407:To: C & E Extra 2005 North
355:Pick up orders without stopping
125:Picking up train orders on the
34:needs additional citations for
16:System for safely moving trains
1125:Transmission balise-locomotive
1090:Sistema Controllo Marcia Treno
1000:Automatische treinbeĂŻnvloeding
886:Application of railway signals
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1:
1075:Punktförmige Zugbeeinflussung
795:European Train Control System
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1015:Chinese Train Control System
805:Radio Electronic Token Block
447:Made complete 659 am by RED
349:No orders; train may proceed
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780:Centralized traffic control
581:. Voyageur Press. pp.
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157:centralized traffic control
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980:Automatic train protection
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1130:Transmission Voie-Machine
975:Automatic train operation
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927:Track circuit interrupter
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775:Automatic block signaling
770:Absolute block signalling
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542:Daniels, Rudolph (2000).
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1070:Pulse code cab signaling
995:Automatic Warning System
901:Railway semaphore signal
863:Solid State Interlocking
672:McEvoy, Stephen (2007).
479:Trans-Australian Railway
970:Automatic train control
648:Solomon, Brian (2003).
621:Solomon, Brian (2015).
575:Solomon, Brian (2010).
246:and by the time of the
58:"Train order operation"
1146:Level crossing signals
1065:Positive Train Control
1060:Linienzugbeeinflussung
790:Direct traffic control
196:
163:(DTC), and the use of
161:direct traffic control
134:
868:Westlock Interlocking
858:Rail operating centre
820:Train order operation
815:Track Warrant Control
472:Track Warrant Control
260:track warrant control
194:
138:Train order operation
124:
990:Automatic train stop
676:. pp. 109–112.
391:Salem Yd, 11-2-1944
388:Train order No. 115
187:North American usage
43:improve this article
384:
314:train-order station
308:Train-order station
830:Signalling control
754:Railway signalling
652:Railroad Signaling
578:Railroad Signaling
497:Procedural control
477:Most notably, the
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248:American Civil War
240:electric telegraph
197:
135:
131:Isleta, New Mexico
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1252:Smith and Yardley
703:. pp. 37–42.
683:978-1-59872-858-3
592:978-0-7603-3881-0
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169:train dispatchers
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1139:Crossing signals
1020:Cityflo 650 CBTC
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256:two-way radio
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244:Erie Railroad
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60: –
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54:Find sources:
48:
44:
38:
37:
32:This article
30:
26:
21:
20:
1262:Union Switch
1166:Wayside horn
1010:Catch points
917:Axle counter
848:Interlocking
819:
800:Moving block
700:
673:
651:
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623:
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217:single track
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209:right of way
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142:train orders
141:
137:
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105:
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65:
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41:Please help
36:verification
33:
1424:Switzerland
1399:New Zealand
1394:Netherlands
1100:Slide fence
853:Lever frame
402:) and date
272:train order
266:Train order
1449:Categories
1332:By country
1115:Train stop
1080:RS4 Codici
838:Block post
504:References
229:protection
201:main track
181:automation
69:newspapers
1339:Australia
1192:AŽD Praha
1151:Crossbuck
1055:Crocodile
373:onionskin
284:Creating
252:telephone
233:authority
173:timetable
99:July 2021
1429:Thailand
1237:Safetran
1227:Magnetic
1212:Griswold
1161:E-signal
485:See also
286:sections
177:overhead
1374:Germany
1364:Finland
1349:Belgium
1344:Bavaria
1247:Siemens
1222:Hitachi
1197:Federal
1182:Adtranz
1085:SelTrac
932:Treadle
878:Signals
336:station
159:(CTC),
133:in 1943
83:scholar
1419:Sweden
1414:Poland
1409:Norway
1379:Greece
1369:France
1354:Canada
1257:Thales
1187:Alstom
1156:Wigwag
1035:EBICAB
1005:Balise
680:
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589:
558:
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322:siding
85:
78:
71:
64:
56:
1389:Japan
1384:Italy
1359:China
1293:AREMA
1242:Saxby
1095:SACEM
1040:IIATS
965:ATACS
810:Token
583:30–31
90:JSTOR
76:books
1313:IRSE
1308:HMRI
1217:Hall
960:ASFA
955:ALSN
678:ISBN
629:ISBN
587:ISBN
556:ISBN
523:ISBN
396:yard
270:The
231:and
127:ATSF
62:news
1323:UIC
1303:FRA
1298:ERA
1288:AAR
1207:GRS
552:223
398:in
148:or
129:in
45:by
1451::
692:^
662:^
613:^
601:^
585:.
554:.
320:A
312:A
746:e
739:t
732:v
686:.
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595:.
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106:(
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97:(
87:·
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73:·
66:·
39:.
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