329:. Each section of bi-directional track would have a traffic control lever associated with it to establish the direction of traffic on that track. Often, both towers would need to set their traffic levers in the same way before a direction of travel could be established. Block signals in the direction of travel would display according to track conditions and signals against the flow of traffic would always be set to their most restrictive aspect. Furthermore, no train could be routed into a section of track against its flow of traffic and the traffic levers would not be able to be changed until the track section was clear of trains. Both APB and manual traffic control would still require train orders in certain situations, and both required trade-offs between human operators and granularity of routing control.
189:
379:
interlocking to set the flow of traffic and check for a clear route through the interlocking. If a command could not be carried out due to the interlocking logic, the display would not change on the CTC machine. This system provided the same degree flexibility that the manual traffic control has before it, but without the cost and complexity associated with providing a manned operator at the end of every route segment. This was especially true for lightly used lines that could never hope to justify so much
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occupancy is displayed via bold or colored lines overlaying the track display, along with tags to identify the train (usually the number of the lead locomotive). Signals which the dispatcher can control are represented as either at Stop (typically red) or "displayed" (typically green). A displayed signal is one which is not displaying Stop and the exact aspect that the crew sees is not reported to the dispatcher.
368:. CTC was designed to enable the train dispatcher to control train movements directly, bypassing local operators and eliminating written train orders. Instead, the train dispatcher could directly see the trains' locations and efficiently control the train's movements by displaying signals and controlling switches. It was also designed to enhance safety by reporting any track occupancy (
296:, where the orders would be written down on standardized forms and a copy provided to the train crew when they passed that station, directing them to take certain actions at various points ahead: for example, take a siding to meet another train, wait at a specified location for further instructions, run later than scheduled, or numerous other actions. The development of
325:(APB), where trains entering a stretch of single track would cause all of the opposing signals between there and the next passing point to "tumble down" to a Stop position thus preventing opposing trains from entering. In areas of higher traffic density, sometimes bi-directional operation would be established between manned
726:
CTC-controlled track is significantly more expensive to build than non-signalled track, due to the electronics and failsafes required. CTC is generally implemented in high-traffic areas where the reduced operating cost from increased traffic density and time savings outweigh the capital cost. Most of
312:
which allowed for efficient and failsafe setting of conflicting routes at junctions and that kept trains following one another safely separated. However, any track that supported trains running bi-directionally, even under ABS protection, would require further protection to avoid the situation of two
467:, which is automatically controlled by the conditions of the track in that signal's block and by the condition of the following signal. Train dispatchers cannot directly control intermediate signals and so are almost always excluded from the dispatcher's control display except as an inert reference.
413:
CTC machines started out as small consoles in existing towers only operating a few nearby remote interlockings and then grew to control more and more territory, allowing less trafficked towers to be closed. Over time, the machines were moved directly into dispatcher offices, eliminating the need for
275:
that would form the advanced routing plan for train movements. Trains following the timetable would know when to take sidings, switch tracks and which route to take at junctions. However, if train movements did not go as planned, the timetable would then fail to represent reality, and attempting to
259:
that allow one of the trains to move out of the way. Initially, the only two ways for trains to arrange such interactions was to somehow arrange it in advance or provide a communications link between the authority for train movements (the dispatcher) and the trains themselves. These two mechanisms
226:
and traffic flows in portions of the rail system designated as CTC territory. One hallmark of CTC is a control panel with a graphical depiction of the railroad. On this panel, the dispatcher can keep track of trains' locations across the territory that the dispatcher controls. Larger railroads may
455:
to convey the dispatcher's instructions to the trains. These take the form of routing decisions at controlled points that authorize a train to proceed or stop. Local signaling logic will ultimately determine the exact signal to display based on track occupancy status ahead and the exact route the
378:
What made CTC machines different from standard interlocking machines and ABS was that the vital interlocking hardware was located at the remote location and the CTC machine only displayed track state and sent commands to the remote locations. A command to display a signal would require the remote
303:
Where traffic density warranted it, multiple tracks could be provided, each with a timetable-defined flow of traffic which would eliminate the need for frequent single track-style "meets." Trains running counter to this flow of traffic would still require train orders, but other trains would not.
507:
will prevent the dispatcher from giving two trains conflicting authority without needing to first have the command fail at the remote interlocking. Modern computer systems generally display a highly simplified mock-up of the track, displaying the locations of absolute signals and sidings. Track
406:" (i.e., of unknown status) as far as the dispatcher was concerned. The CTC system would allow the flow of traffic to be set over many sections of track by a single person at a single location as well as control of switches and signals at interlockings, which also came to be referred to as
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follow the printed schedule could lead to routing errors or even accidents. This was especially common on single-track lines that comprised the majority of railroad route miles in North
America. Pre-defined "meets" could lead to large delays if either train failed to show up, or worse, an
474:, as they may be either remotely controlled by the train dispatcher or by manually operating a lever or pump on the switch mechanism itself (although the train dispatcher's permission is generally required to do so). These switches may lead to a
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Although some railroads still rely on older, simpler electronic lighted displays and manual controls, in modern implementations, dispatchers rely on computerized systems similar to supervisory control and data acquisition
746:
Recently the costs of CTC has fallen as new technologies such as microwave, satellite and rail based data links have eliminated the need for wire pole lines or fiber optic links. These systems are starting to be called
1223:
283:
Therefore, timetable operation was supplemented with train orders, which superseded the instructions in the timetable. From the 1850s until the middle of the twentieth century, train orders were telegraphed in
320:
Before the advent of CTC there were a number of solutions to this problem that did not require the construction of multiple single direction tracks. Many western railroads used an automatic system called
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in 1943; the continuation of tablet control on the short single-track section would have required manned tablet stations with a stationmaster and three (tablet) porters at each end of the section (see
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mechanisms have been developed in other countries, what sets CTC apart is the paradigm of independent train movement between fixed points under the control and supervision of a central authority.
313:
trains approaching each other on the same section of track. Such a scenario not only represents a safety hazard, but also would require one train to reverse direction to the nearest
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748:
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as it applies to North
American railroads. Trains moving in opposite directions on the same track cannot pass each other without special infrastructure such as
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have multiple dispatcher's offices and even multiple dispatchers for each operating division. These offices are usually located near the busiest
141:
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42:
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in stages from 1969 to completion in
February 1980. The older CTC installation from St Leonards to Oamaru was replaced in stages with
356:
company as their trademarked "Centralized
Traffic Control" technology. Its first installation in 1927 was on a 40-mile stretch of the
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555:
418:. In the late 20th century, the electromechanical control and display systems were replaced with computer operated displays. While
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systems utilizing a single common communications link and relay-based telecommunications technology similar to that used in
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375:) to a human operator and automatically preventing trains from entering a track against the established flow of traffic.
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The majority of control points are equipped with remote control, power-operated switches. These switches often are
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via radio or telephone between dispatchers and train crews made telegraph orders largely obsolete by the 1970s.
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that originated in North
America. CTC consolidates train routing decisions that were previously carried out by
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train not listed in the timetable could suffer a head-on collision with another train that did not expect it.
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735:'s track operates under CTC; the portions that are generally lighter-traffic lines that are operated under
503:) systems to view the location of trains and the aspect, or display, of absolute signals. Typically, these
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train needs to take, so the only input required from the CTC system amounts to the go, no-go instruction.
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Southern Region (Columbus
Division) Train Dispatcher controlling train movements at the CTC "B" board in
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for control would be formalized by
American railroad companies in a set of procedures called
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566:. Upon its completion, that CTC system covered the 39 mi-long (63 km) portion of
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General
Railway Signal Co. "Elements of Railway Signaling." GRS pamphlet #1979 (June 1979)
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The ultimate solution to the costly and imprecise train order system was developed by the
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completed installation of
Australia's first large-scale application of CTC, on the
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348:. At this position, one person could handle about 25 through train movements a day.
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The first CTC installation in
Australia was commissioned in September 1957 on the
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The most recent installations of CTC were completed in August 2013 on the
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CTC has since been widely deployed to major interstate railway lines.
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851:
830:"Track Capacity Improved, Operating Costs Lowered With New CTC Plant"
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or the train crews themselves. The system consists of a centralized
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Initially the communication was accomplished by dedicated wires or
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Computer-based controls for a modern electronic interlocking
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529:. 6 miles (9.7 km) in length, it was installed by the
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dispatchers to first communicate with block operators as
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in stages from 1955 to 1959. CTC was completed between
818:. Public Relations and Betterment Board. p. 176.
235:, and their operational qualities can be compared to
271:The starting point of each system was the railroad
49:. Unsourced material may be challenged and removed.
672:and Paekākāriki on the NIMT on 12 December 1966.
459:Signals in CTC territory are one of two types: an
264:, which was later partly automated through use of
1575:
428:
304:This system was further automated by the use of
813:
589:CTC was first installed in New Zealand between
867:
633:). This was followed on the NIMT by Puketutu-
332:
196:Co relay based CTC machine at THORN tower in
134:The examples and perspective in this article
1179:Interoperable Communications Based Signaling
1114:Automatic Train Protection (United Kingdom)
247:Key to the concept of CTC is the notion of
874:
860:
652:On other lines, CTC was installed between
574:, on Perth's south eastern outskirts, and
364:, with the CTC control machine located at
822:
176:Learn how and when to remove this message
109:Learn how and when to remove this message
489:
432:
336:
187:
1079:Advanced Civil Speed Enforcement System
794:
1576:
881:
542:Western Australian Government Railways
437:CTC automatic block signals along the
1239:Train Protection & Warning System
855:
807:
718:as far as North Taieri in late 2015.
972:Integrated Electronic Control Centre
120:
47:adding citations to reliable sources
18:
1234:Train automatic stopping controller
1154:Continuous Automatic Warning System
390:, but later this was supplanted by
13:
914:Communications-based train control
14:
1595:
478:, or they may take the form of a
222:'s office that controls railroad
1584:Railway signalling block systems
721:
706:from Marton to Aramoho and from
125:
23:
1396:Westinghouse Brake & Signal
1159:Contrôle de vitesse par balises
1025:North American railroad signals
34:needs additional citations for
1254:Transmission balise-locomotive
1219:Sistema Controllo Marcia Treno
1129:Automatische treinbeïnvloeding
1015:Application of railway signals
788:
779:
584:
1:
1204:Punktförmige Zugbeeinflussung
924:European Train Control System
797:"Centralized Traffic Control"
772:
761:Advanced Train Control System
511:
429:Signals and controlled points
242:
58:"Centralized traffic control"
1144:Chinese Train Control System
934:Radio Electronic Token Block
795:Calvert, J.B. (1999-05-29).
645:from 1954 to 1957; and from
516:
485:
360:between Stanley, Toledo and
7:
909:Centralized traffic control
754:
621:in 1940, and extended from
535:North East standard project
204:Centralized traffic control
152:, discuss the issue on the
10:
1600:
1109:Automatic train protection
597:on the heavily trafficked
333:Development and technology
138:the English-speaking world
1460:
1409:
1401:Westinghouse Rail Systems
1303:
1267:
1259:Transmission Voie-Machine
1104:Automatic train operation
1069:
1056:Track circuit interrupter
1038:
1005:
957:
904:Automatic block signaling
899:Absolute block signalling
889:
816:Victorian Railways to '62
358:New York Central Railroad
323:absolute permissive block
306:Automatic Block Signaling
16:Railway signalling system
1199:Pulse code cab signaling
1124:Automatic Warning System
1030:Railway semaphore signal
992:Solid State Interlocking
836:: 36–38, 44. August 1959
814:Leo J. Harrigan (1962).
749:train management systems
547:3 ft 6 in
472:dual-controlled switches
1099:Automatic train control
679:CTC was installed from
599:North Island Main Trunk
533:as a prototype for the
266:Automatic Block Signals
198:Thorndale, Pennsylvania
194:Union Switch and Signal
140:and do not represent a
1275:Level crossing signals
1194:Positive Train Control
1189:Linienzugbeeinflussung
919:Direct traffic control
834:Railway Transportation
767:Positive train control
741:Direct Traffic Control
733:Union Pacific Railroad
495:
448:
439:Union Pacific Railroad
354:General Railway Signal
349:
298:Direct Traffic Control
216:local signal operators
200:
997:Westlock Interlocking
987:Rail operating centre
949:Train order operation
944:Track Warrant Control
737:Track Warrant Control
697:Track Warrant Control
556:South Western Railway
493:
446:Coachella, California
436:
340:
262:train order operation
191:
1119:Automatic train stop
660:in 1955 and between
649:to Amokura in 1954.
631:North–South Junction
601:in 1938 followed by
158:create a new article
150:improve this article
136:deal primarily with
43:improve this article
699:in 1991 and 1992.
609:in 1939. and from
465:intermediate signal
327:interlocking towers
310:interlocking towers
959:Signalling control
883:Railway signalling
639:Frankton, Hamilton
540:In June 1959, the
531:Victorian Railways
523:Glen Waverley line
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449:
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237:air traffic towers
212:railway signalling
201:
1571:
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1381:Smith and Yardley
739:(BNSF and UP) or
716:Taieri Gorge Line
637:in 1945, between
578:, further south.
568:single-track line
451:CTC makes use of
423:signaling control
396:crossbar switches
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160:, as appropriate.
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1447:Transport Canada
1331:General Electric
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1149:Cityflo 650 CBTC
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366:Fostoria, Ohio
346:Columbus, Ohio
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552:1,067 mm
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444:Subdivision,
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400:interlockings
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373:track circuit
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362:Berwick, Ohio
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315:passing point
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99:December 2018
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60: –
59:
55:
54:Find sources:
48:
44:
38:
37:
32:This article
30:
26:
21:
20:
1391:Union Switch
1295:Wayside horn
1139:Catch points
1046:Axle counter
977:Interlocking
929:Moving block
908:
838:. Retrieved
833:
824:
815:
809:
801:the original
790:
781:
745:
729:BNSF Railway
725:
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674:
651:
588:
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525:in suburban
520:
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342:Penn Central
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41:Please help
36:verification
33:
1553:Switzerland
1528:New Zealand
1523:Netherlands
1229:Slide fence
982:Lever frame
714:and on the
662:St Leonards
658:Featherston
647:Te Kauwhata
627:Paraparaumu
623:Paekākāriki
619:Kapiti Line
615:Paekākāriki
585:New Zealand
292:to a local
1461:By country
1244:Train stop
1209:RS4 Codici
967:Block post
773:References
654:Upper Hutt
643:Taumarunui
591:Taumarunui
512:By country
392:pulse code
388:wire pairs
290:dispatcher
286:Morse code
243:Background
69:newspapers
1468:Australia
1321:AŽD Praha
1280:Crossbuck
1184:Crocodile
687:north of
681:Rolleston
611:Tawa Flat
595:Okahukura
527:Melbourne
517:Australia
486:Operation
480:crossover
416:middlemen
273:timetable
166:July 2014
154:talk page
1578:Category
1558:Thailand
1366:Safetran
1356:Magnetic
1341:Griswold
1290:E-signal
755:See also
670:Hamilton
607:Puketutu
603:Te Kuiti
576:Pinjarra
572:Armadale
570:between
381:overhead
257:switches
233:stations
148:You may
1503:Germany
1493:Finland
1478:Belgium
1473:Bavaria
1376:Siemens
1351:Hitachi
1326:Federal
1311:Adtranz
1214:SelTrac
1061:Treadle
1007:Signals
840:23 June
731:'s and
712:Mosgiel
708:Dunedin
691:on the
685:Pukeuri
675:On the
617:on the
564:Bunbury
420:similar
294:station
278:"extra"
268:(ABS).
253:sidings
192:Active
83:scholar
1548:Sweden
1543:Poland
1538:Norway
1508:Greece
1498:France
1483:Canada
1386:Thales
1316:Alstom
1285:Wigwag
1164:EBICAB
1134:Balise
763:(ATCS)
743:(UP).
689:Oamaru
666:Oamaru
635:Kopaki
85:
78:
71:
64:
56:
1518:Japan
1513:Italy
1488:China
1422:AREMA
1371:Saxby
1224:SACEM
1169:IIATS
1094:ATACS
939:Token
562:with
560:Perth
501:SCADA
288:by a
229:yards
156:, or
90:JSTOR
76:books
1442:IRSE
1437:HMRI
1346:Hall
1089:ASFA
1084:ALSN
842:2024
704:MNPL
664:and
656:and
641:and
593:and
442:Yuma
308:and
255:and
62:news
1452:UIC
1432:FRA
1427:ERA
1417:AAR
1336:GRS
710:to
683:to
625:to
613:to
370:see
231:or
208:CTC
45:by
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87:·
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73:·
66:·
39:.
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