TW

There were some early adopters of systems like track warrants in the 1970's but track warrants became generally used in the mid to late 1980's.  The GCOR that made TW available in the western half of the US was adopted in 1985.

It was not only radios but labor agreements with the clerical and TE&Y.

Another option...

A few railroads used an interim system called a Manual Block System.  It looked a lot like a cross between a track warrant and a form 19. It was used in Canada on branch lines, mostly. It essentially eliminated the Operator delivering the Dispatcher's commands to the trains by using a radio and connecting the Dispatcher directly with the Conductor. Then, the conductor would write down the movement permit.

 The following is excerpted from "Branchline" magazine from 1982. "Branchline" is published by the Bytown Ry. Society in Ottawa, ON.:

In recent years a new form of authorizing the movement of trains over relatively lightly trafficked lines has been introduced. It  was first used on the (then) Pacific Great Eastern Railway, then it moved to the CN Great Slave Lake Railway and the Northern Alberta Railways. The prairies are now well covered by MBS and it is also used in Ontario and Quebec.

In a nutshell, this is a way of issuing train orders by radio. In brief:

Quote:

  there is no superiority of trains.
  the MBS clearance is the only authority for movement, except within yard limits.
 all trains are designated as "extra" or "work extra".

The dispatcher transmits a MBS clearance and must write it down in a book. The recipient must repeat the clearance which is then OK'd in the normal manner. Clearances may be given for sections of trackage as designated by mileages and may also be given to foremen authorizing them to carry out track work.

A train or track unit authorized to proceed must move in the direction specified and must advise the dispatcher when it has cleared the section. A work extra may move in either direction. Two or more work extras may be authorized, to work within the same two limits protecting against each other.

This is a very flexible system that has many advantages over the timetable and train order system. The key is good radio coverage. The system can only be established over lines with continuous radio coverage. This is an added benefit to those of us who own scanners as we can obtain a better idea of train movements anticipated.

So, there ya go--The feel and look of something other than using Track Warrants, without the time and effort of drawing up a timetable.

Manual block

In the US "manual block" systems have been used since the late 1800's, however they are completely different systems.  They were a block signal system operated by the train order operators at the various stations.  One of the reason "automatic" block signal systems are called automatic, to differeniate them from the manual systems.

Either TWC or MBS (Canadian) would be too late for your era so you could use either if you are wanting something other than TT&TO.

Thanks for the responses,

Thanks for the responses, I'll certainly be looking into the MBS system as well.

Thought of another one...

The Chicago, South Shore and South Bend railroad, used TTTO until around 2005.  Being a commuter line, with scheduled passenger trains it was easy to use.  All of the freights on the line were run as extras.  If you wanted to use Form 19's, you could just run the entire railroad with extra trains, addressed by engine number.

The Dspr would issue radio form 19's to the trains...I remember one Christmas when I was around 14 or so I got my first scanner(and that right there shows how much of a nerd I am), and quickly plugged in the CSS channels, and listened as the dispatcher issued form 19's...it had a great old time feel to it.  "all superior trains due at Emerson, E-M-E-R-S-O-N, have arrived."

MBS or TT&TO

I did some Google searches on the Manual Block System. I actually found a free 295-page publication all about block systems published in 1901 on Google. Good reading for operations-minded folks.

It seems I could "radio-modify" the MBS to be a practical system for a 1967 application. Large blocks spread out between towers and stations (a few, limited passenger trains still running around in 1967) who talk between themselves through direct channels to keep requesting and clearing blocks as trains move along. Operators would write down time that blocks are given and cleared on a log and relay this information by radio to the conductor who would also keep a similar log and be in contact with the engineer at all times. If done right, each operator as well as the trains conductor would have matching times recorded for a particular train as it moves along.

Uncommon system among modelers, I can see this causing problems with operating sessions in the future. and This could require 2-man crews for operating sessions, Engineer operating and acting brakeman and the conductor logging times and making block requests and also acting brakeman.

TT&TO has already been simplified and "perfected" (for lack of a better word) on model railroad layouts around the world. Simplified operating sessions; less paperwork = more freight moved = more enjoyable experience.

MBS and TT&TO

The thing you have to realize is that manual block as used in 1901 was an overlay on top of TT&TO operation, in the same way that automatic block is an overlay over the top of TT&TO, DTC, and TWC

The 1901 MBS still requires TT&TO to grant authority to operate on the main track and to establish meeting points between trains.  The MBS is insurance against collision for both opposing and following moves.

Another option is Direct Traffic Control or DTC.  The railroad is divided into fixed blocks (usually between sidings) and trains are given verbal permission to occupy one or more blocks.  Its also an anachronistic system, dating from the 1980's.