GO Transit: Service thread (including extensions)

[T3G]

Another baffling communications issue from Metrolinx.

A train today was held at Clarkson for 7 minutes. At first, the CSA claimed that we were waiting for a signal (traumatic flashbacks to Monday morning...), but after we left he said that they'd had to fix a minor brake problem.

It was a minor delay, thankfully, but for what possible reason did they change the story?

 

[lastcommodore]

Repairs still ongoing (shot now).

Another baffling communications issue from Metrolinx.

A train today was held at Clarkson for 7 minutes. At first, the CSA claimed that we were waiting for a signal (traumatic flashbacks to Monday morning...), but after we left he said that they'd had to fix a minor brake problem.

It was a minor delay, thankfully, but for what possible reason did they change the story?

I suspect either both (signal & brake) or what seems to be more likely, MX defaults to "signal issues" as the problem until they have more info. Wonder what a "minor brake" issue would be.

 

[WB62]

Another baffling communications issue from Metrolinx.

A train today was held at Clarkson for 7 minutes. At first, the CSA claimed that we were waiting for a signal (traumatic flashbacks to Monday morning...), but after we left he said that they'd had to fix a minor brake problem.

It was a minor delay, thankfully, but for what possible reason did they change the story?

Red signal is the first thing the customer service ambassador assumes when the train stops.

People want a reason why they’re being delayed as soon as it happens, the CSA isn’t at the front of the train, and doesn’t have immediate context to why the train may have stopped.

 

[Metroscapes]

^Begs the question, how diligent was the track inspection regime before the incident and why added diligence is now seen as necessary.

View attachment 713211

I think this photo shows why detailed track inspections are not being undertaken and defects would be hard to detect. The snow is caked over the corridor. Normally Toronto doesn't have so much snow, and we've had a couple undesirable melts due to temperature and/or rain to better expose the tracks. The dark ballast would also help accelerate melting.

It's going to be a lot of work to uncover all those tracks and inspect ties / plates. Especially in the picture, adjacent to the accident scene, where the snow got packed down by dozens of staff trampling around.

 

[smallspy]

I too always thought that there were onboard systems designed to determine the integrity of the consist. Something to tell the operators when a situation outside the norm arises.

There is. The MU, HEP, COMM and brake systems all do that - if the train comes apart, the failures will be immediately evident within the operating cab.

But none of those coming apart were applicable in the derailment on Monday.

Pardon the pun, but it's not my wheelhouse so find your salt and administer the appropriate dosage. My thought was that if track circuits are being used, the voltage being used to detect train presence would be measured to detect the locomotive is still on the tracks. Otherwise, the locomotive itself could provide a signal from one wheel set and detect it on another. Automagic detection of which situation a locomotive is operating in would probably be desired and would have to be certain not to trigger or disrupt track circuits as they are safety critical.

Admittedly it would add cost, complexity, and is yet another system that could fail leading to trains not moving when they should which are all possible reasons why such a thing hasn't been developed.

It sounds like what you're suggesting is a means of the train talking back to the signalling system. Which is in a round-about-way sort of how CBTC signal systems work. (Although they specifically can't detect derailments, either.)

But as you note, that would add a lot of cost and complexity.

And this is just it - this is one of those ideas that sounds like it should be a pretty easy thing to solve, but it really isn't - otherwise it would have been solved already and in use everywhere.

Dan

 

[mburrrrr]

I think this photo shows why detailed track inspections are not being undertaken and defects would be hard to detect. The snow is caked over the corridor. Normally Toronto doesn't have so much snow, and we've had a couple undesirable melts due to temperature and/or rain to better expose the tracks. The dark ballast would also help accelerate melting.

It's going to be a lot of work to uncover all those tracks and inspect ties / plates. Especially in the picture, adjacent to the accident scene, where the snow got packed down by dozens of staff trampling around.

I guess so. They will need lots of brooms. Picture from mid January.

UP conductor cleaning the white bugs off the train today.

GO conductors changing trains last week.

4 trains east of Jarvis where there are 6 tracks.

Can we squeeze a few Altos in there and maybe a soprano too.

 

[stevensontransit]

Metrolinx board meeting documents for next week is out:

Meeting 2026-02-12

Learn more about the Board of Directors' agenda for Thursday, February 12, 2026

www.metrolinx.com

Also in this report (https://assets.metrolinx.com/image/...rate/Item_11.4_-_Marketing_-_FINAL_ENG_Mx.pdf), amid those growing 4 and 5 days a week RTO mandates, events, and one fare program, why does go transit and up express ridership continues to set new heights while the TTC and other 905 transit systems ridership are either struggling or falling?

 

[Dan416]

Metrolinx board meeting documents for next week is out:

Meeting 2026-02-12

Learn more about the Board of Directors' agenda for Thursday, February 12, 2026

www.metrolinx.com

Also in this report (https://assets.metrolinx.com/image/...rate/Item_11.4_-_Marketing_-_FINAL_ENG_Mx.pdf), amid those growing 4 and 5 days a week RTO mandates, events, and one fare program, why does go transit and up express ridership continues to set new heights while the TTC and other 905 transit systems ridership are either struggling or falling?

I feel like the people taking TTC and other local agencies were working jobs that already required being at a physical location (think warehouses in Brampton and Mississauga). They never didn't have to go in.

On the other hand, GO handles commuters who typically work office jobs which were made hybrid during the pandemic. Forcing those workers back in affects GO more than the other transit systems, since they drive to their GO station, and then they often can just walk to their ultimate destination in the downtown core. So them being back in the office doesn't necessarily add to their local transit system usage or TTC's.