The only thing constant is change, and the railroads seem to be fairly slow to accept new ideas preferring evolution, but then sometimes can seemingly change overnight in a revolution. Because of the increasing amount of shared trackage, it made sense in 1985 to adopt a common rule book for the western railroads. This wasn't anything new, as the ARA/AAR had adopted by 1900 a "standard" suggested rule book that most railroads basically followed in creating their own, which reduced confusion for boomers and shared terminals. There were already examples of shared rulebooks between railroads, in some cases a railroad might even have different rule books depending on division.

The first GCOR just happened to catch the western railroads in the middle of changing from track warrants that had been used for a century, to Track Warrant or DTC which could only be accomplished through constant radio communication. Track Warrant rules have since evolved, primarily due to the elimination of the caboose and ability to provide flag protection.

It seems to me that the western railroads have somewhat strayed away from the advantages that standardization on the GCOR provided. One only needs to look at the myriad of changes in System Special Instructions for the Class 1 railroads, not to mention the variations in Track Warrants and the procedures in issuing them. I remember being able to use the same track warrant form to copy a warrant for BN, Soo and the shortline I was working on. For some reason, BN also insisted on using OCS in a few places, which was nothing more than a simplified variation of TWC, but required its own form.

Now it seems much of the standardization (and limiting potential confusion when operating on more than one railroad) has been lost, as railroads insist on their own variations. This can't be cheap, as changing the format means an extremely expensive update to the CAD software each time. It is being reported that UP as of midnight has changed their TWC forms, possibly something similar (the same?)to BNSF which combines the track warrant form with MOW track authority. Not sure if this is necessarily better or just different (aka someone trying to justify their job).

One thing I have never understood is why shortlines insist on using and spending the money on CAD for TWC. The older version of DTC (not the current corrupted version for Alaska) is much more suited and can be safely issued from a dispatcher's sheet.

I imagine the next edition of the GCOR will be out soon. This one should have all the new rules for PTC assuming that is ever figured out. I wonder how many "glitches" and insane FRA additions we will have to deal with?

Can anyone confirm the new UP form or know of other variations in the west?


Original suggested form for Track Warrants in 1985 GCOR:

(I'm not shouting - Capitalization as on original forms.)

1. TRACK WARRANT NO. ___ IS VOID.
2. PROCEED FROM ___ TO ___ ON ___ TRACK.
3. PROCEED FROM ___ TO ___ ON ___ TRACK.
4. WORK BETWEEN ___ AND ___ ON ___ TRACK.
5. NOT IN EFFECT UNTIL ___.
6. THIS AUTHORITY EXPIRES AT ___.
7. NOT IN EFFECT UNTIL ARRIVAL OF ___ AT ___.
8. HOLD MAIN TRACK AT LAST NAMED POINT.
9. DO NOT FOUL LIMITS AHEAD OF ___.
10. CLEAR MAIN TRACK AT LAST NAMED POINT.
11. BETWEEN ___ AND ___ MAKE ALL MOVEMENTS AT RESTRICTED SPEED. LIMITS OCCUPIED BY TRAIN.
12. BETWEEN ___ AND ___ MAKE ALL MOVEMENTS AT RESTRICTED SPEED. LIMITS OCCUPIED BY MEN OR EQUIPMENT.
13. DO NOT EXCEED ___ MPH BETWEEN ___ AND ___.
14. DO NOT EXCEED ___ MPH BETWEEN ___ AND ___.
15. FLAG PROTECTION AS REQUIRED BY RULE 99 NOT REQUIRED AGAINST FOLLOWING TRAINS ON THE SAME TRACK.
16. TRACK BULLETINS IN EFFECT ____.
17. OTHER SPECIFIC INSTRUCTIONS: ___.

Changes: Line 6 originally required a train to be in the clear or provide flag protection when time expired. Rule changed in second edition to time extended indefinitely until reported clear (and making the dispatcher extremely unhappy). "as required by Rule 99" dropped from Line 15 when rules renumbered.

Alaska Railroad, dated 3-86:

1. TRACK WARRANT NO. ___ IS VOID.
THIS IS AUTHORITY TO:
2. PROCEED FROM ___ TO ___ ON ___ TRACK.
3. WORK BETWEEN ___ AND ___ ON ___ TRACK.
SUBJECT TO THE FOLLOWING SPECIFIC INSTRUCTIONS:
4. NOT IN EFFECT UNTIL ___.
5. THIS AUTHORITY EXPIRES AT ___.
6. NOT IN EFFECT UNTIL ARRIVAL OF ___ AT ___.
7. HOLD MAIN TRACK AT LAST NAMED POINT.
8. CLEAR MAIN TRACK AT LAST NAMED POINT.
9. BETWEEN ___ AND ___ MAKE ALL MOVEMENTS AT RESTRICTED SPEED. LIMITS OCCUPIED BY TRAIN.
10. BETWEEN ___ AND ___ MAKE ALL MOVEMENTS AT RESTRICTED SPEED AND STOP SHORT OF MEN OR EQUIPMENT.
11. DO NOT EXCEED ___ MPH ___.
12. PROTECTION BY RULE 99 NOT REQUIRED.
13. TRACK RESTRICTION IN EFFECT ____.
14. OTHER SPECIFIC INSTRUCTIONS: ___.
15. __ ITEMS CHECKED ___.

No. 15 does not have a check box. Perhaps the first major variation. I would presume changes matched Alaska's CAD program. Since they do not have any joint operations with another railroad, no potential conflict existed.



Union Pacific Railroad dated 11/97 (changes from GCOR)

2, 3 and 4 "ON ___ SUBDIVISION/BRANCH" added to each line.
Line 7 can list up to three trains to be met.
18. JOINT WITH:
____ BETWEEN ___ & ___
____ BETWEEN ___ & ___
____ BETWEEN ___ & ___
THIS WARRANT HAS ___ BOXES MARKED ____.

Line 18 was in effect by 1993 and Special Instructions required a train to contact everyone listed in joint territory before entering the joint limits, or be preceded by a flagman. Was taught in rules classes as the "talk or walk" provision. Form not incompatible with most other railroads.


BN and later BNSF added to standard GCOR:

20. Be prepared to stop at following switch(es) until known to be in normal position: ___.
21. Permission to leave the following switch(es) in reverse position: ___.
This warrant has ___ boxes marked: ___.


CN (DMIR lines) by 2010:

1. Track Authority Number ___ is void.
2. Proceed from ___ to ___ on ___.
Proceed from ___ to ___ on ___.
3. Clear Main Track at ___.
4. AFTER THE ARRIVAL OF ___ at ___
Proceed from ___ to ___ on ___.
5. Clear Main Track at ___.
6. Work Between ___ Switch Yes/No and ____ Switch Yes/No on ___.
Work Between ___ Switch Yes/No and ____ Switch Yes/No on ___.
Work Between ___ Switch Yes/No and ____ Switch Yes/No on ___.
Track released by ___ between ___ and ___ at ___.
Track released by ___ between ___ and ___ at ___.
Track released by ___ between ___ and ___ at ___.
Track released by ___ between ___ and ___ at ___.
7. DO NOT SET ON AHEAD OR PASS PRECEDING TRAIN(S) ___.
8. JOINT AUTHORITY between ___ and ___
with ___ between ___ and ___.
with ___ between ___ and ___.
with ___ between ___ and ___.
with ___ between ___ and ___.
with ___ between ___ and ___.
9. STOP at ___ until known the switch is in the normal position.
STOP at ___ until known the switch is in the normal position.
10. PERSISSION to leave the following switch(es) in reverse position ___.
11. Additional Instructions ____.
12. This authority requires a meet with another train(s) at ___.
This authority has ___ boxes marked ____.

At some point, BNSF went to the following form (by 2010):

Top of form includes check boxes to mark if it is a Track Warrant, Track Permit, Track and Time or Foul Time.

1. Void authority numbers ___
2. Proceed from ___ Switch Yes/No to ___ Switch Yes/No on ___
Proceed from ___ Switch Yes/No to ___ Switch Yes/No on ___
3. Clear at last named point.
4. Work Between ___ Switch Yes/No and ____ Switch Yes/No on ___
Work Between ___ Switch Yes/No and ____ Switch Yes/No on ___
5. Authority in effect after arrival of ___ at ___
6. Authority in effect behind ___
8. Joint authority between ___ and ___
Note: Trains must move at restricted speed.
9. Overlaps ___ between ___ and ___
Overlaps ___ between ___ and ___
Overlaps ___ between ___ and ___
10. Clear by ___
11. Do not exceed ___ MPH between/at ___ and ___
Do not exceed ___ MPH between/at ___ and ___
12. Be prepared to stop at the following switch(es) until known to be in the normal position: ___
13. Permission to leave the following switch(es) in reverse position ___.
14. _____________________________
___ Box(es) marked: ___.

Track released between/by ___ and ___ at ___
Track released between/by ___ and ___ at ___
Track released between/by ___ and ___ at ___
Track released between/by ___ and ___ at ___
Track released between/by ___ and ___ at ___

Limits reported clear at ___

(No line 7 on BNSF warrant form.)