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I wasn't living near the tracks when the PCCs were frequent. But what made the most difference, on Gerrard at least, was when they rebuilt the tracks to the newer standards about 2006 with ... (dampeners?) under(?) the rail. Before that, I could clearly feel every streetcar pass, in the shower, because of the feet on the bathtub. Much less so as soon as it reopened. I'm slightly further away now, and only feel the vibration occasionally in the basement.
This is obviously a deadheading move of an empty Siemens trainset, which doesn’t trigger any of the speed restrictions, as CN has no problem detecting the presence of the leading legacy trainset.
Very obviously, not.
I'm currently on train 62. When I have a chance I'll ask a VIA staff member if that Venture set is deadheading.
No need (and you see it really helps to provide train numbers when sharing such observations). It‘s train 52 and you are both passing through Napanee, as we speak:
654 km or 654 miles? The old VIA timetables through Dauphin, Saskatchewan, and the Pas say it's 1,149 km (714 miles). It looks similar on Google Maps now.
It took me less than five minutes to realize that he must have been on train 60 or 62, which I immediately corrected by adding the part of the message you snipped away for whatever reason. If you look at his immediate response 9 minutes later, you can see that it already includes that part.
I believe they already do, by minimizing their deployment to TM trains, which are the most exposed Corridor trains to these speed limits.
Indeed, but that only applies to eastbound direction and for the TM trains only until Brockville.
Sure, but that way you need an additional consist, which are still in short supply.
This would reduce the flexibility offered to passengers. They should probably adjust the schedules of affected trains, but that would hard-code the Siemens deployment…
Yeah my point was just that it's not good to act incredulous in response to a post that is totally reasonable (regardless of who the post is from).
That's good to hear.
It applies to the entire trip to Ottawa, and most of the trip to Montreal. And those are those trains' first trips of the day, so if they arrive on time (or at least not horribly late), then they can start their next trip on time as well. When trains are late, they cause other trips to also become delayed (e.g. other trains holding for connections, trainsets not being available when they need to be, etc), so the longer the timetable can be kept relatively intact without cascading delays, the lower the total delays will be by the end of the day.
New Siemens sets are steadily entering service, so I was hoping that the rate of new equipment arrival was exceeding the rate of equipment retirement, or that the rate of retirement could be temporarily slowed. But if that's not possible, I did provided alternative option to couple together trips that are only an hour apart.
I'd argue that massive unpredictable delays are a more severe impact on flexibility than a departure time 1h later that passengers already know about before they leave home.
They still need to service the T-M route. But if that is the only section in question, there should be no reason they could not bring back the old retired fleet and run it. I don't think it would have been sent for scrap yet.
According to the VIA Rail Route Guide I can access, Thompson is mile post 199.8 as measured from Winnipeg. Or 321 km’s ……and then I remembered that the miles reset at each subdivision, so that is not an accurate measure.
Just out of curiosity: what „VIA Rail Route Guide“ (and reference on viarail.ca) are you referring to?
