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In areas of higher traffic density, sometimes bi-directional operation would be established between manned interlocking towers. Many western railroads used an automatic system called absolute permissive block (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. īefore the advent of CTC there were a number of solutions to this problem that did not require the construction of multiple single direction tracks. Such a scenario not only represents a safety hazard, but also would require one train to reverse direction to the nearest passing point. However, any track that supported trains running bi-directionally, even under ABS protection, would require further protection to avoid the situation of two trains approaching each other on the same section of track.
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This system was further automated by the use of Automatic Block Signaling and interlocking towers which allowed for efficient and failsafe setting of conflicting routes at junctions and that kept trains following one another safely separated. 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. The development of Direct Traffic Control via radio or telephone between dispatchers and train crews made telegraph orders largely obsolete by the 1970s.
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From the 1850s until the middle of the twentieth century, train orders were telegraphed in Morse code by a dispatcher to a local station, 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. Therefore, timetable operation was supplemented with train orders, which superseded the instructions in the timetable. Pre-defined "meets" could lead to large delays if either train failed to show up, or worse, an "extra" train not listed in the timetable could suffer a head-on collision with another train that did not expect it. This was especially common on single-track lines that comprised the majority of railroad route miles in North America. However, if train movements did not go as planned, the timetable would then fail to represent reality, and attempting to follow the printed schedule could lead to routing errors or even accidents. Trains following the timetable would know when to take sidings, switch tracks and which route to take at junctions. The starting point of each system was the railroad timetable that would form the advanced routing plan for train movements. These two mechanisms for control would be formalized by railroad companies in a set of procedures called train order operation, which was later partly automated through use of Automatic Block Signals (ABS). 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. Trains moving in opposite directions on the same track cannot pass each other without special infrastructure such as sidings and switches that allow one of the trains to move out of the way. Key to the concept of CTC is the notion of traffic control as it applies to railroads.