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Orion VIII

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    Mississauga, ON
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  1. Precisely. I know I'm not around here as much as I used to be but this thread is out of control. Can no one relax? How about thanking those who post info and photos instead of immediately jumping all over them? What happened to the days when everyone worked together with constructive discussion? For those who have no idea what that was like, go back about 300 pages. Let's get things back to how they used to work. This is madness. Consider yourselves all warned, this trend of this uncalled for behaviour has to stop.
  2. For those wondering, 667's location was last updated as in interchange in Denver on the Union Pacific on November 20th.
  3. While I can't remember if it was promised, many CEM cab cars have face plates covering roughed in outlets. Just with wiring only inside and no outlets.
  4. They are allowed to operate everywhere.
  5. What leads you to believe that any UP Express equipment is massively underused?
  6. Testing for the CEM cab cars took place between Oshawa and Burlington and between Toronto and Halwest.
  7. I have done the Toronto-Chicago VIA/Amtrak trip. I used Transit Windsor and DDOT to bridge the gap between Windsor VIA and Amtrak Detroit. While a direct bus would speed this process up, I can't see it being popular enough to justify its operation. I have a higher than normal tolerance for "adventure" so take this with a grain of salt, but I found the existing arrangement adequate.
  8. No. There are no markers for trains with an F59 on the west end. The fact that these trains are able to spot properly is entirely because of the skill and memory of the engineers. L markers are at the east end of the platform only. Not at the west end of the platform. MR signs are installed at Burlington and Whitby as tests. You'll see in that photo that they are on either side of the existing 10 marker. The 10 marker indicates to the engineer the location he or she should stop the cab car window in order to be spotted properly on the platform. Unfortunately many of the markers are incorrect and it is possible to spot a train well before or after them and still be spotted properly. The solution being tested is the pair of MR signs, which indicate the earliest and latest spot at which the train will be spotted correctly. The distance between MR signs will be equal to the length of the mini-platform used for level boarding at the accessible coach.
  9. The double chime is related to how the bells are installed. Each bell has 2 different chimes, a single and a double. It is meant to be wired so that a regular stop request will activate the single chime and a wheelchair one will activate the double. Obviously on these buses, the bells have come with different specs, perhaps from different parts suppliers, so those installing them may reverse the connections.
  10. Yes. Short of modifications, no. Nothing other than a lack of familiarity and understanding with slightly different equipment. Precisely. You'll notice a cab car in service has three latching handles on its end door. When used mid-train, the top and bottom handles are removed to allow passenger access using the remaining handle.
  11. I'm told that there is a specified time period in which a component of the brake system must be rebuilt as per Transport Canada guidelines. In order to increase the duration of time between those rebuilds and make better use of the fleet when they are short on equipment, the cab cars have been used mid-train. Correct regarding the alarms. I have noticed alarm issues whenever there are more than two Master Alarm Units on a train. Each locomotive and cab car has one, and it is the unit that takes the alarm signal and sends it to the display head in the active cab. Issues are common in L10L and 2L10 consists where there are more than 2 MAUs. It is possible however would require some modifications electronically. While locomotives are equipped for operation facing either direction in a consist, in their current configuration all coaches must face the same way due to the setup of the red and yellow 27 pin cables where one is on either side of the coach. Keep in mind however, that the operation and maintenance of the fleet has been built upon standardization. Door control stations would be at the wrong end of the coach, possibly requiring internal rewiring. Having one coach facing the wrong way means toilet dumping and charging will require tractor or hose access to both sides of the consist, and there are certain mechanical and electrical components that can currently only be serviced from a single side of the coach. In short, maintenance would require changes in order to service coaches that are "backwards" if you will. What cm99746 has suggested has not been done before.
  12. The junction you're talking about is at Halwest, junction of Halton and Weston Subs. The "wye" that you see on the map is non-main track. It is frequently used for roadswitchers in the area. Also, I'm sure part of the reason they have not gone that way is the lack of track capacity on the Weston Sub, and the single track bridge at Humber on the Halton Sub. With the Weston capacity issue just about finished (UP Express-related improvements), that leaves the single track bridge at Humber as the only impedance. Park cars do not have cabs. If you are however suggesting the train could be operated from the locomotive with an employee on the Park car while shoving back, I hope you enjoy travelling at no more than 25mph the entire trip.
  13. So, seeing as GO has an insatiable appetite for new equipment, what are we going to do while we wait for the new CEM coaches to be developed?
  14. You must have graduated high school and CSAs are hired only on a full time permanent basis. Age is not a factor.
  15. On the nine regular Milton roundtrips? Commuter Train Operator. On all other trains? Customer Service Ambassador.
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