Maybe that's the way it works. Our rules examiner told me it (Train Coordination) would never be used unless there was a failure of communication. Otherwise we'd get joint authority either T&T or TW.

I think the TM snowman talks about is wrong. If you can imagine that! If a track man takes a crane and gons out on the main he gets T&T or TW or Form B the same as a track machine. Same with a rail grinder. If a train crew operates an engine and gons or a rail grinder they use the normal methods of authorization as applies to a train. It can get confusing when a rail grinder stops grinding and can then give up T&T and operate at track speed on signals. The bottom line is that train crews use their method of authorization and trackmen use something else.


BNSF Rule Guy Wrote:
-------------------------------------------------------
> ex-BN Wrote:
> --------------------------------------------------
> -----
> > There is an odd and unused (in my experience)
> > exception called "Train Coordination" or
> something
> > but I hesitate to even mention it. It has to
> do
> > with an emergency situation when communication
> > with the dispatcher does not exist and the
> track
> > man is working on the main (but then how did
> the
> > foreman get authority?).
>
> The Train Coordination thing (GCOR Rule 6.3.1) is
> actually very helpful, especially in Track Warrant
> Control territory with work trains. Its almost
> the opposite of what Northern Snowman was asking
> about. One example: A work train has a track
> warrant allowing movement in both directions on a
> piece of track. Say this work train is to unload
> welded rail at a specific curve location (to be
> placed between the rails). By the rules, normally
> the track crew unloading the rail would have to
> have a Form B and/or joint track and time.
>
> Instead the train engineer gives the men on the
> track crew the train's authority to occupy the
> main track. The foreman on the ground now
> controls everything, the movement of train and the
> men on the ground. When work is done, he gives it
> back to the train. This can be done in CTC too,
> but any one-way authorize limits what track the
> foreman can control (front of train only) and the
> train can never move backwards. There are some
> under requirements to keep the situation safe.
> Its very handy if used the right way by the
> dispatcher, engineer and foreman.