It is raining here today. Not much happens when it rains. Some times a dog bites an other dog without the least provocation. A police car hurries to go somewhere; probably to pick up his pizza. A good time, therefore, to think about some BVE programming. Recently I aquired a DVD of a train trip from Montreal to Toronto. It takes this particular so-called Express 4 hours (see pix), an avarage speed of 84 miles per hour. I also obtained a rather complete track plan of the Kingston sub from Coteau to Toronto, showing every culvert and cow-crossiong, over one thousand, plus the precise distance from a certain zero point. And many other things. The zero point, I discovered, is the 1930 station belonging to the Grand Trunk RR, since amalgamated into the Canadian National. The station is no more and no one seems to know where it was.
It was not where the present Central station is located, so the precise mile points are somewhat nebulous. Strange that a modern map should show old mileages. Perhaps it does not matter. The DVD shows a route that is badly in need of maintenance. The 'Express' in this DVD is so called because is is allowed to go on one of the 6 sidings along the route (at 30m/h), in order to pass the mile-long freights that remain on the main line . All other, 'non-express' passenger trains (VIARAIL), remain stationary on the sidings while the freight passes. CN is a business, after all. Approaching Oakville, the right hand track is given to the GO commuter trains. All regular passenger trains must manage the one remaining track. At one point the 'Express' came to a stop because a switch had remained open; the operator stepped down, walked to the switch and threw it, locked it, and walked back, climbed aboard and off we went again to Toronto. (TGV it is not.) How did they know the switch was open, and why did someone not close it? There are many accidents, usually, and predictably, in build-up areas where lots of poisonous and/or corosive liquids are spilled, demanding evacuation. TV pictures usually show the condition of the tracks that have not seen a repairman for decades. There is an average of one derailment a day. I have seen photographs of a string of 6 diesels sitting next to the track; imagine the time it takes to get them back on. There was a documentary of a mountain crash where old diesels with unsuitable brakes were used on a mountainous route, and predictably again, crashed with loss of life, the usual excuses, and then nothing. Both CN and CP, not surprisingly, are very profitable.
There is no talk of upgrading this system at any forseeable time, but if I were inclined to model this route, it would have to be on my terms, with a 2 hour run (average 120 m/h), straightened track, under catenary, etc. The attachment show the Bombardier-made train. All locomotives have since been sent to the wrecker; in their place VIARail purchased GM Diesels that do not fit the profile of the rest of the train. But what the hell does it matter anyway. End of rant.
It was not where the present Central station is located, so the precise mile points are somewhat nebulous. Strange that a modern map should show old mileages. Perhaps it does not matter. The DVD shows a route that is badly in need of maintenance. The 'Express' in this DVD is so called because is is allowed to go on one of the 6 sidings along the route (at 30m/h), in order to pass the mile-long freights that remain on the main line . All other, 'non-express' passenger trains (VIARAIL), remain stationary on the sidings while the freight passes. CN is a business, after all. Approaching Oakville, the right hand track is given to the GO commuter trains. All regular passenger trains must manage the one remaining track. At one point the 'Express' came to a stop because a switch had remained open; the operator stepped down, walked to the switch and threw it, locked it, and walked back, climbed aboard and off we went again to Toronto. (TGV it is not.) How did they know the switch was open, and why did someone not close it? There are many accidents, usually, and predictably, in build-up areas where lots of poisonous and/or corosive liquids are spilled, demanding evacuation. TV pictures usually show the condition of the tracks that have not seen a repairman for decades. There is an average of one derailment a day. I have seen photographs of a string of 6 diesels sitting next to the track; imagine the time it takes to get them back on. There was a documentary of a mountain crash where old diesels with unsuitable brakes were used on a mountainous route, and predictably again, crashed with loss of life, the usual excuses, and then nothing. Both CN and CP, not surprisingly, are very profitable.
There is no talk of upgrading this system at any forseeable time, but if I were inclined to model this route, it would have to be on my terms, with a 2 hour run (average 120 m/h), straightened track, under catenary, etc. The attachment show the Bombardier-made train. All locomotives have since been sent to the wrecker; in their place VIARail purchased GM Diesels that do not fit the profile of the rest of the train. But what the hell does it matter anyway. End of rant.