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V.S. - QCTO(GO/Bomb)

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  1. Sounds like they either had to get switches in hand(legitimate reason for the excessive delay) or the RTC was trying to play the "blame game"(an illegitimate reason). If there has been a 439(pass stop) violation - either crew responsible or a "technical"(system fault) the RTC will immediately get an alarm on their panel. They must then immediate contact the crew and confirm the situation in the field. If the crew states the signal dropped on them the RTC shouldn't waste any time dilly dallying and should issue a pass stop(rule 564) immediately. Most RTC are quick about it, but some like to be accusatory and waste time unnecessarily questioning the crew, in essence trying to find some kind of fault with the crews actions in self serving attempt to absolve themselves or CN of any responsibility. I am speaking from personal experienced having gone through this a few times myself. Meanwhile the conditions of a "pass stop" allow a train to enter and pass through a signal block safely. Copying the form takes some time as does going through the block at restricted speed(15mph maximum). However if the crew has to get "switches in hand" that would of required them to stop before every switch in the controlled location, take it off power, reroute it for the route to be used and then have the train pull up directly on top of the switch before putting it back in power. The "dual control" switches used in "controlled locations" are not easy or quick to use and would explain the larger than normal delay.
  2. I assume you mean the Pearson Sub. i.e. the viaduct to the airport. Nothing but UP equipment(and certain track units) are allowed there.
  3. There's no additional training requirements for the new cab car on any particular line. Other than it being coincidence, my guess would be that they're mostly on the Lakeshore so that they'd have more run time/to break them in quicker.
  4. Yesterday morning the CTC system finally went online on the Newmarket sub after numerous delays. The new controlled locations are located at; -Holland, mile 41.1 Newmarket Sub. (Bradford) -Lefroy, mile 51.9 -Allandale, mile 62.8 This was the last stretch of non-signaled OCS territory remaining on the current GO network. The end of the paper-based method of control (aka dark territory) has arrived for us. No speeds have been changed.
  5. More of the 300 series cab cars are finally starting to roll out. They jerry-rigged a solution for the reverser problem, though I'm surprised that Transport Canada doesn't have an issue with it considering it would seem to be in violation of(or at least the intent of) CROR rule 62. Frankly I'm still bewildered as to how it could be so difficult to procure more copies of such a small piece of metal. Perhaps there's a transponder inside of them, but even still there's no excuse for why more copies weren't made available prior to the equipment being delivered. It's just common sense, or in this case a lack there of.
  6. The CTC system was finally been activated on the Guelph sub/Kitchener line on Monday. CTC on the remainder of the Newmarket sub/Barrie line from Machell(Aurora) to Painswick(Barrie South) will also finally be in service before the end of the year. This will result in the complete elimination of non-signaled (OCS) territory on all GO lines. Unlike the piecemeal approach on the Newmarket sub. the CTC service on the Guelph has been activated on the entire line(89.1 miles) from Silver(Georgetown) to Ashland(GEXR)/Pottersburgh(CN)(London); The CTC is only single track the entire route. Controlled locations are as follows; mile/name 30.0 Silver 39.2 Eramosa 50.2 Hanlon 62.7 Kitchener(siding) 75.1 New Hamburg 88.5 Stratford(siding) 106.0 Kellys(siding) 119.1 Ashland Current zone speeds(maximum track speeds) are; 70 mph 30.0 to 88.5 10 mph 88.5 to 89.3 60 mph 89.3 to 119.1 However, additional speed restrictions are located at; PSO's 45 mph 35.5 to 35.7 10 mph 48.8 to 49.8 30 mph 61.8 to 62.8 25 mph 72.03 20 mph 88.3 to 88.5 15 mph 99.7 to 99.97 35 mph 116.5 to 119.1 TSO's 60 mph 48.5 to 48.8 30 mph 58.4 to 59.8 slight difference in mileage for eastward & westward trains 10 mph 62.8 to 63.52 slight difference in mileage for eastward & westward trains 40 mph 63.5 to 70.2 30 mph 72 to 74 25 mph 77.1 to 77.78 slight difference in mileage for eastward & westward trains 30 mph 89.3 to 89.9 25 mph 99.3 40 mph 90 to 116.5 30 mph 109.7 to 119 As you can tell, the track is in very shitty shape, especially west of Kitchener where speeds is restricted below 40 mph on 83% of the track (46.7 miles of 56.4) and that doesn't take into consideration acceleration/deceleration. Only stretch where poor 'ol VIA trains are able to do track speed is just east of Stratford for maybe 6-7 miles in between mileages 77.78 & 88.3.
  7. Not sure, but the fact that they(stupidly) use a new type of revereser(and door key) and have no spares to give out to crews at this time might be part of the problem. The reverser has to be signed out.
  8. That one(on the east side of the yard next to the loco wash) is being used for crew familiarization. The white flashing light indicates that either the holding brake or the parking brake has been activated, neither of which are to be confused with a hand brake. These coachs are actually not equiped with a traditional hand brake.
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