DOCSLIB.ORG

General Operating Instructions (GOI) Dated October 14Th, 2015 Will Be in Effect

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
General Operating Instructions (GOI) Dated October 14Th, 2015 Will Be in Effect Summary of Changes GGeenneerraall OOppeerraattiinngg IInnssttrruuccttiioonnss ((GGOOII)) October 14, 2015 On October 14th, 2015 a complete revision of the General Operating Instructions (GOI) dated October 14th, 2015 will be in effect. Although it does not form part of the GOI, you will also notice the addition of the new Safety Rule Book placed at the back of the new document. The following is a summary of relevant changes included in the revised GOI. Prior to the effective date, employees in any service connected with the movement of trains or engines must: 1. Obtain a copy of the revised GOI dated October 14th, 2015. 2. Review the changes, using this document as a guide, and 3. Ask their immediate supervisor or rules instructor to clarify any questions that they have on the changes. Note: The revised GOI includes revisions previously carried in your Summary Bulletins (SB) and any bulletined changes to the GOI that have been issued since the Summary bulletin was last issued. All NEW changes are highlighted with a vertical black bar in the margin. The main focus of this summary document is to identify changes and revisions of high interest. They may or may not have been previously bulletined. Summary of GOI Changes Section 4 – Hand Brakes – Leaving Equipment With the revision to Rule 112 for the securement of equipment, Note: this section once again has been revised to meet the new Every effort has been made to include all significant requirements of the rule. changes to the new GOI, some smaller revisions may Employees are encouraged to review this entire section. not be included. It is suggested that employees should Some of the highlights are; review the entire document and seek clarification if unsure of the meaning of a particular instruction. ñ Employee securing equipment must confirm with another employee the manner in which the equipment has been secured. Section 1 – Locomotive & Train Operation / Train Handling ñ In addition to the “cause or allow” current effectiveness test P. 4: New Item 2.6 requires the automatic brake handle on procedures, we have added an additional procedure which 105 control stands, to be pinned into the proper allows for sufficient tractive effort to be applied, to cause position to prevent accidental emergency applications force on the equipment. due to the seat swiveling and contacting the brake ñ New list of approved physical securement or mechanical handle. devices P. 19: New Item 36.1 which now allows for cycle braking ° Hand Brakes from a minimum application. When used, a sufficient ° Air brakes brake reduction must be made prior to passing the next HDB. CAUTION: Using this method can result in ° Derails an increased risk of an undesired brake release. ° Mechanical Emergency Devices P. 21: Item 38.5 has been revised to only apply to ° Locomotive with an RSC with rollaway protection conventional trains and suggests that the air brake where air pressure is maintained “should” be applied first when both air and DB will be ° Bowled terrain needed. This was changed as there are areas when The following may also be used in a Yard; train handling requires the use of DB before the air ° Retarder / Stop-block / Wheel Chocks / Skates brake is set. ñ Special instructions can be issued to leave equipment P. 38: Horse Power ratings for locomotives have been further than 100 feet from a derail. added to Appendix 4, this is for instructions in the Time Tables that restrict locomotives in specified ñ New flow charts, no longer have separate flow charts for tracks as governed by horse power ratings. unattended equipment / trains or switching enroute on non- main track. It is either unattended equipment (incl P. 39: New Appendix 5 contains the Speed Table that used movements) or unattended locomotives. Same for main to be contained in the Time Table General. track, sidings and high risk locations. Section 2 – Distributed Power ñ Other than on shop tracks in yards and terminals, all References have been added to a couple of items in regards to locomotives must be locked and hand brakes applied. cycle braking from a minimum and pinning of the automatic ñ New requirement should trespassers or emergency brake handle. responders come in “contact” with unattended equipment, the equipment must be inspected without delay to ensure Section 3 – Air Brake Tests and Procedures that it remains secured. Employees who witness No new changes other than those that have been previously trespassers or emergency responders contacting bulletined. unattended equipment, must report it to the RTC and if in a position to do so, verify that the equipment remains secure. ñ New hand brake chart that now covers grades to 0.0%. Our grade location chart still only covers grades to 0.8%. For grades less than 0.8%, local track profiles (if available) will provide grades. If no profile is available and the grade is unknown but less than 0.8%, then the minimum number of hand brakes to be applied will be as indicated in the 0.8% column of the chart. GOI Change Summary October 14, 2015 2 Section 5 – Train Inspections / HBD Instructions P. 15: Item 27.0 new note has been added to remind employees that the speed restriction for Key trains also applies at double asterisk HBD locations. P. 16: Item 28.0 has been changed to better clarify when a HBD is considered as defective. Incorrect axle count is not considered as a defect, unless the count is exceedingly inaccurate or the detector is a double asterisk HBD location. Section 6 – TIBS Instructions P. 13: Item 19.2 includes an equation for calculating the DMD difference to enter, following a measured mile test. Section 7 GOI – Train Marshalling / Equipment Handling P. 13: Item 7.5 new note added that exempts empty crude oil trains with loaded buffer cars next to the remotes from the remote zone violation. P. 26: Item 3.1 renamed as Business Equipment. Locomotives assigned to business train service are now shown in the list. Section 8 – Dangerous Goods P. 3: Item 3.1(1) second bullet point has been revised to allow for lifting a dangerous goods car with a shipper supplied document and either an electronic work order/instructions or documented verbal confirmation of system waybilling from a CP manager. Section 9 – Radio Procedures No new changes. Section 10 – Dimensional Handling No new changes other than those that have been previously bulletined. Some minor changes to the specific curves and sidings contained in Item 4.2. Section 11 – General Information / Special Instructions P. 7: Item 17.0 Special Control Zone has been updated to reflect rule changes and remove reference to rule numbers. Section 12 – Track Signs P. 6: New remote locomotive operation sign. GOI Change Summary October 14, 2015 3 GGeenneerraall OOppeerraattiinngg IInnssttrruuccttiioonnss ((GGOOII)) TABLE OF CONTENTS Section 1 Locomotive and Train Operation / Train Handling Section 2 Distributed Power Section 3 Air Brake Tests and Procedures Section 4 Handbrakes – Leaving Equipment Section 5 Train Inspections / HBD Instructions Section 6 TIBS Instructions Section 7 Train Marshalling / Equipment Handling Section 8 Dangerous Goods Section 9 Radio Procedures Section 10 Dimensional Handling Section 11 General Information / Special Instructions Section 12 Track Signs Effective 10/14/2015 CP Section 1 General Operating Instructions (GOI) Section 1 – 10/14/2015 Locomotive and Train Operation Train Handling TABLE OF CONTENTS LOCOMOTIVE / TRAIN OPERATION ....................................................................................... 3 1.0 Duties of the Locomotive Engineer ................................................................................... 3 2.0 General Instructions .......................................................................................................... 4 3.0 Maximum Speed of Locomotive and Rail Diesel Car Consists ......................................... 4 4.0 Number of Locomotives in a Basic Consist ....................................................................... 5 5.0 Handling Locomotives NOT Equipped with Coupler Alignment Control ........................... 6 6.0 Operating Restrictions – Yard Switchers .......................................................................... 6 7.0 Dead or Disabled Locomotives ......................................................................................... 6 8.0 Pre-Departure Locomotive Inspections ............................................................................. 7 9.0 Movements Not Headed by a Locomotive ........................................................................ 8 10.0 Cold Weather Operation: Leaving Locomotives Unattended ............................................ 8 11.0 Draining A Locomotive In Freezing Weather .................................................................... 9 12.0 Causes of a PCS Operation (Pneumatic Control or Power Cut-off Switch) .................... 10 13.0 Penalty / Emergency Brake Application Recovery .......................................................... 10 14.0 Recovery from an Emergency Brake Application – TIBS Failure ................................... 10 15.0 Starting/Stopping Locomotives........................................................................................ 10 16.0 Engine Shutdown - Crankcase Overpressure ................................................................. 11 17.0 Locomotive Stop Start Systems ...................................................................................... 11 18.0 Operating over Railway Crossings at Grade ..................................................................
Load more

Recommended publications
  • Download This Investigation Report In
    RAILWAY INVESTIGATION REPORT R11T0016 MAIN TRACK DERAILMENT CANADIAN PACIFIC RAILWAY FREIGHT TRAIN 220-24 MILE 105.1, MACTIER SUBDIVISION BUCKSKIN, ONTARIO 26 JANUARY 2011 The Transportation Safety Board of Canada (TSB) investigated this occurrence for the purpose of advancing transportation safety. It is not the function of the Board to assign fault or determine civil or criminal liability. Railway Investigation Report Main-Track Derailment Canadian Pacific Railway Freight Train 220-24 Mile 105.1, MacTier Subdivision Buckskin, Ontario 26 January 2011 Report Number R11T0016 Summary On 26 January 2011, at approximately 0310, Eastern Standard Time, as Canadian Pacific Railway (CP) freight train 220-24 was travelling southward at about 45 mph, one of its cars derailed at Mile 105.1 of the CP MacTier Subdivision, near Buckskin, Ontario. The train continued on to the Buckskin north siding switch at Mile 103.7 where an additional 20 cars, including dangerous goods tank car PROX 33743, loaded with non-odorized liquefied petroleum gas (UN 1075), derailed. Some of the derailed cars side-swiped northbound CP freight train 221-25, which was stationary in the Buckskin siding, derailing its lead locomotive, and damaging the second locomotive and the first 9 cars on train 221. As a precaution, 15 families from the nearby area were evacuated. There were no injuries and no loss of product. Ce rapport est également disponible en français. - 2 - Other Factual Information Canadian Pacific Railway (CP) and Canadian National (CN) operate parallel trans-continental rail routes throughout the area. Under a bidirectional running agreement, both railways operate primarily empty trains northbound on CP track between Mile 20.1 and Mile 112.7 of the Parry Sound Subdivision, and loaded southbound trains on CN track between Mile 146.2 and Mile 247.5 of the CN Bala Subdivision, respectively (see Figure 1).
    [Show full text]
  • Land Use Study: Development in Proximity to Rail Operations
    Phase 1 Interim Report Land Use Study: Development in Proximity to Rail Operations City of Toronto Prepared for the City of Toronto by IBI Group and Stantec August 30, 2017 IBI GROUP PHASE 1 INTERIM REPORT LAND USE STUDY: DEVELOPMENT IN PROXIMITY TO RAIL OPERATIONS Prepared for City of Toronto Document Control Page CLIENT: City of Toronto City-Wide Land Use Study: Development in Proximity to Rail PROJECT NAME: Operations Land Use Study: Development in Proximity to Rail Operations REPORT TITLE: Phase 1 Interim Report - DRAFT IBI REFERENCE: 105734 VERSION: V2 - Issued August 30, 2017 J:\105734_RailProximit\10.0 Reports\Phase 1 - Data DIGITAL MASTER: Collection\Task 3 - Interim Report for Phase 1\TTR_CityWideLandUse_Phase1InterimReport_2017-08-30.docx ORIGINATOR: Patrick Garel REVIEWER: Margaret Parkhill, Steve Donald AUTHORIZATION: Lee Sims CIRCULATION LIST: HISTORY: Accessibility This document, as of the date of issuance, is provided in a format compatible with the requirements of the Accessibility for Ontarians with Disabilities Act (AODA), 2005. August 30, 2017 IBI GROUP PHASE 1 INTERIM REPORT LAND USE STUDY: DEVELOPMENT IN PROXIMITY TO RAIL OPERATIONS Prepared for City of Toronto Table of Contents 1 Introduction ......................................................................................................................... 1 1.1 Purpose of Study ..................................................................................................... 2 1.2 Background .............................................................................................................
    [Show full text]
  • UPPER CANADA RAILWAY SOCIETY BOX 122 STATION "A" TORONTO, ONTARIO Photo
    UPPER CANADA RAILWAY SOCIETY BOX 122 STATION "A" TORONTO, ONTARIO Photo On Oct. 15, 1989, CPR's yard trackage in Goderlch, Ont. was almost completely dismantled, this being the western terminus of the 80- mile Goderlch Sub. from Guelph. This view, looking west toward Lake Huron, shows the station (which, hopefully, will survive) and the engine shed, right. ^^^^^ Western visitor: two of these Edmonton Transit trolley coaches are in Toronto for tests. The bodies were built by General Motors and the motors and controls by Brown Boveri; the 100-unit order commenced service in the Alberta capital eight years ago. This view of 178 was taken in Edmonton on July 13, 1983. _Dave Chalmers Survivor: 60 years young and still apparently going strong in CPR Engineering Dept. service was former ore car 376784, photographed on a siding beside the railway's West Toronto Shop, Nov. 4, 1989. It was built by Canadian Car & Foundry to the designs of the Hart- Otis Car Co.; the 25-foot car was designed to hold 80 tons of nickel ore. The railway ordered several hundred such cars in the 1920s. __john D. Thompson UCRS Newsletter • January 1990 * 3 CP Rail's New The tenninal will have four 609 metre (2,000 foot) working tracks under three gantry cranes, along with six storage and makeup tracks of similar length. The accompanying cross- sectional schematic shows the positioning of the cranes relative to the tracks. The facility will be connected to the MacTier VAUGHAN Subdivision by two 1,525 metre (5,000 foot) lead tracks; a wye track layout wfll permit access and egress from both north and south.
    [Show full text]
  • The Corporation of the Town of New Tecumseth Order of Proceedings
    THE CORPORATION OF THE TOWN OF NEW TECUMSETH MEETING OF COUNCIL MEETING NO. 2015-06 MONDAY MARCH 9, 2015 Council Chambers 10 Wellington Street East, Alliston, Ontario 7:00 P.M. CHAIR: MAYOR RICK MILNE ORDER OF PROCEEDINGS Awards and Recognitions Confirmation of Agenda Disclosures of Pecuniary Interest Adoption of Minutes Communications Determination of Items Requiring Separate Discussion Adoption of Items Not Requiring Separate Discussion Deputations Requiring Statutory or Public Meeting Deputations Relating to New Matters Consideration of Items Held For Separate Discussion By -laws New Business Public Notice Confirming By-law Adjournment Correspondence intended for Committee and/or Council is generally received as public information, subject to the Municipal Freedom of Information and Protection of Privacy Act. Any person submitting correspondence shall advise the Clerk of any confidential items and the general nature of the confidentiality. 2 A G E N D A Council Meeting No. 2015-06 March 9, 2015 Awards and Recognitions NOTE TO USERS Nil Click on Item (ie: Minutes, Reports, etc.) to Confirmation of Agenda immediately view that item. Press “Home” key to go back to Disclosures of Pecuniary Interest the first page of the agenda. Adoption of Council Minutes Council Meeting No. 2015-03, February 9, 2015 Special Council Meeting No. 2015-04, February 20, 2015 Special Council Meeting No. 2015-05, March 2, 2015 Communications COM-1 EDGERTON D. FORSYTH Memorial Wall of Names of Canada’s Fallen Project, February 14, 2015 COM-2 COUNTY OF SIMCOE Free Mulch and Compost Distribution Program, February 20, 2015 Determination of Items Requiring Separate Discussion Adoption of Items Not Requiring Separate Discussion Deputations Requiring Statutory or Public Meeting Deputations Relating to New Matters DEP-1 MARIE SHAW Re: Petition to Lower Speed Limit on the 10th Sideroad from the 5th Line to Highway 9 from 80 kph to 60 kph 3 Items for Consideration: 1.
    [Show full text]
  • The Canadian
    THE CANADIAN 60 Years of Trans-continental Passenger Service 1955 - 2015 VOLUME 1A: The Canadian Pacific Era 1955 – 1978 Eastern Canada C. van Steenis, Calgary, AB. April 2015 CONTENTS Though by no means complete, this series is a pictorial history of Canadian Pacific Railway’s THE CANADIAN and VIA Rail’s CANADIAN marking 60 years of operation from the inaugural runs on 24 April 1955 to 2015; in four volumes: Vol. 1A: The Canadian Pacific Era 1955-1978 in Eastern Canada Vol. 1B: The Canadian Pacific Era 1955-1978 in Western Canada Vol. 2: The Via Rail Canada Era 1978-2015 Vol. 3: Motive Power & Passenger Equipment This Volume, 1A, focuses on Canadian Pacific’s ‘THE CANADIAN’ in eastern Canada, from the terminals in Montreal and Toronto to Sudbury, Ontario. The author wishes to express thanks to the following individuals who kindly provided photos and/or information for this volume: William Baird, James Brown, Bruce Chapman, Peter Cox, Kevin Day, Peter Layland, Bill Linley, Jim Parker, Doug Phillips, Ron Richie, Robert Sandusky and Dale Wilson. Photo Credits: All photos are used with the permission of the photographers. The photos of the old stations from the early part of the 20th century are in the public domain; the copyright has expired. Cover Photo: The last CPR ‘THE CANADIAN’ departs Renfrew, Ontario, on 28 October 1978 – Bruce Chapman Photo CPR Skyline Dome 517 - 1954 Builder’s Photo THE ORIGINAL ORDER Striving to reverse the trend of declining passenger volumes after World War II and to replace aging equipment, in June of 1953 the Canadian Pacific Railway placed its initial order (of two orders) for 173 stainless steel cars with the Budd Company of Philadelphia, PA.
    [Show full text]
  • Railway Investigation Report R04t0013 Main-Track
    RAILWAY INVESTIGATION REPORT R04T0013 MAIN-TRACK DERAILMENT CANADIAN PACIFIC RAILWAY FREIGHT TRAIN NO. 104-18 MILE 24.83, MACTIER SUBDIVISION BOLTON, ONTARIO 22 JANUARY 2004 The Transportation Safety Board of Canada (TSB) investigated this occurrence for the purpose of advancing transportation safety. It is not the function of the Board to assign fault or determine civil or criminal liability. Railway Investigation Report Main-Track Derailment Canadian Pacific Railway Freight Train 104-18 Mile 24.83, MacTier Subdivision Bolton, Ontario 22 January 2004 Report Number R04T0013 Summary At approximately 0315 eastern daylight time on 22 January 2004, southward Canadian Pacific Railway freight train 104-18, travelling at 56 mph, derailed 2 locomotives and 26 cars at Mile 24.83 of the MacTier Subdivision. The derailed cars included 14 loads of general freight and 12 intermodal flat cars loaded with containers. One container was carrying a regulated product. The derailment occurred immediately south of a rural level crossing, approximately five miles west of Bolton, Ontario. There were no injuries and no release of product. Ce rapport est également disponible en français. - 2 - Other Factual Information Train Information Canadian Pacific Railway (CP Rail) freight train 104-18 (the train), comprised of 3 locomotives and 43 loaded freight cars, was en route from Edmonton, Alberta, to Toronto, Ontario,1 and was proceeding southward on the MacTier Subdivision (see Figure 1). It was 4284 feet long and weighed 5077 tons. The crew, a locomotive engineer and a conductor, had taken control of the train at MacTier. They were familiar with the territory, qualified for their positions, and met fitness and rest requirements.
    [Show full text]
  • Belleville Subdivision
    BELLEVILLE SUBDIVISION COUNTIES: LANARK, FRONTENAC,LENNOX& ADDINGTON, HASTINGS, NORTHUMBERLAND, DURHAM AND METRO CP MILEAGE COUNTY MUNICIPALITY FROM TO Lanark Smiths Falls Town 0.00 0.60 Lanark Montague Twp 0.60 1.44 Lanark Drummond/North Elmsley Twp (North Elmsley Twp) 1.44 10.20 Lanark Drummond/North Elmsley Twp (Drummond Twp) 10.20 11.20 Lanark Perth Town 11.20 12.91 Lanark Bathrust Burgess Sherbrooke Twp (Bathurst Twp) 12.91 23.08 Lanark Bathrust Burgess Sherbrooke Twp (South Sherbrooke T 23.08 31.00 Frontenac Central Frontenac Twp 31.00 36.58 Frontenac South Frontenac Twp 36.58 40.19 Frontenac Central Frontenac Twp 40.19 53.97 Lennox & Addington Stone Mills Twp 53.97 54.73 Lennox & Addington Stone Mills Twp 54.73 67.97 Lennox & Addington Greater Napanee Town 67.97 74.01 (Richmond Twp) Hastings Tyendinaga Twp 74.01 85.46 Hastings Belleville City 85.46 94.27 Hastings Quinte West City 94.27 108.84 Northumberland Brighton Mun. 108.84 114.85 Northumberland Cramahe Twp 114.85 121.34 Northumberland Alnwick/Haldimand Twp 121.34 130.5 Northumberland Hamilton Twp 130.5 134.04 Northumberland Cobourg Town 134.04 136.18 Northumberland Hamilton Twp 136.18 140 Northumberland Port Hope & Hope Town 140.00 149.81 Durham Clarington Mun. 149.81 170.71 Durham Oshawa City 170.71 175.87 Durham Whitby Town 175.87 181.47 Durham Ajax Town 181.47 185.97 Durham Pickering Town 185.97 191.97 Metro Toronto City (Scarborough City) 191.97 202.35 Metro Toronto City (North York City) 202.35 205.21 Metro Toronto City (East York Borough) 205.21 207.89 Metro Toronto
    [Show full text]
  • 3 Feasibility Study for Proposed Rerouting of the Greater Toronto Rail Network
    Clause 3 in Report No. 1 of Committee of the Whole was adopted, without amendment, by the Council of The Regional Municipality of York at its meeting held on January 21, 2016. 3 Feasibility Study for Proposed Rerouting of the Greater Toronto Rail Network Committee of the Whole recommends: 1. Receipt of the presentation by Stephen Collins, Director, Infrastructure Management and Project Management Office. 2. Adoption of the following recommendations, as amended, in the report dated December 19, 2015 from Commissioner of Transportation Services: 1. Council formally request Metrolinx to undertake consultation with York Region, the Cities of Markham and Vaughan and the Town of Richmond Hill before proceeding with additional detailed studies relating to the rerouting of a freight rail proposal. 2. The Regional Clerk circulate a copy of this report to the Clerks of the Cities of Cambridge, Markham, Mississauga, Toronto, Vaughan, the Towns of Richmond Hill and Milton and Metrolinx. 1. Recommendation It is recommended that: 1. Council formally request Metrolinx to undertake consultation with York Region and the Cities of Markham and Vaughan before proceeding with additional detailed studies relating to the rerouting of a freight rail proposal. 2. The Regional Clerk circulate a copy of this report to the Clerks of the Cities of Cambridge, Markham, Mississauga, Toronto, Vaughan, Town of Milton and Metrolinx. Committee of the Whole 1 Transportation Services January 14, 2016 Feasibility Study for Proposed Rerouting of the Greater Toronto Rail Network 2. Purpose This report informs Council on the findings of a feasibility study commissioned by Cities of Cambridge, Mississauga, Toronto and Town of Milton to look at rerouting freight rail traffic to separate it from passenger rail services on the GO Transit Milton and Kitchener lines.
    [Show full text]
  • Railway Investigation Report R04t0008 Main-Track
    RAILWAY INVESTIGATION REPORT R04T0008 MAIN-TRACK DERAILMENT CANADIAN PACIFIC RAILWAY TRAIN NO. 239-13 MILE 178.20, BELLEVILLE SUBDIVISION WHITBY, ONTARIO 14 JANUARY 2004 The Transportation Safety Board of Canada (TSB) investigated this occurrence for the purpose of advancing transportation safety. It is not the function of the Board to assign fault or determine civil or criminal liability. Railway Investigation Report Main-Track Derailment Canadian Pacific Railway Train No. 239-13 Mile 178.20, Belleville Subdivision Whitby, Ontario 14 January 2004 Report Number R04T0008 Synopsis On 14 January 2004, at approximately 1942 eastern standard time, Canadian Pacific Railway intermodal train 239-13, travelling westward, derailed 11 car platforms transporting 18 containers at Mile 178.20 of the Belleville Subdivision. The derailment occurred just east of the overpass at Garden Street in Whitby, Ontario. Some of the rail car platforms and containers fell onto the roadway below, striking a southbound vehicle and fatally injuring the two occupants. Ce rapport est également disponible en français. © Minister of Public Works and Government Services 2006 Cat. No. TU3-6/04-1E ISBN 0-662-42997-4 TABLE OF CONTENTS 1.0 Factual Information ............................................................................1 1.1 The Accident ................................................................................................................ 1 1.2 Site Examination.........................................................................................................
    [Show full text]
  • Feasibility Study and Business Case of Construction The
    RE:EX16.18 Appendix 1 Report Feasibility Study and Business Case of Constructing the Missing Link by IBI Group with Stantec August 19, 2015 IBI GROUP REPORT FEASIBILITY STUDY AND BUSINESS CASE OF CONSTRUCTING THE MISSING LINK Document Control Page CLIENT: City of Mississauga PROJECT NAME: Feasibility Study of the Missing Link in Toronto's Rail Network REPORT TITLE: Feasibility Study and Business Case of Constructing the Missing Link IBI REFERENCE: TO-38736 VERSION: DIGITAL MASTER: J:\38736_MissingLink\10.0 Reports\TTR_Missing Link Feasibility2015-08-06.docx\2015-08-19\SD ORIGINATOR: Lee Sims REVIEWER: [Name] AUTHORIZATION: [Name] CIRCULATION LIST: HISTORY: August 19, 2015 IBI GROUP REPORT FEASIBILITY STUDY AND BUSINESS CASE OF CONSTRUCTING THE MISSING LINK Executive Summary Attached is a report on the feasibility of adding the “Missing Link” to the Greater Toronto rail network. The Missing Link is a new rail corridor linking the CN bypass line at Bramalea with the CP through route near the Milton-Mississauga border. The purpose of the Missing Link is to separate major through rail freight flows from passenger services on the GO Transit Milton and Kitchener lines. Just constructing the Missing Link does not fulfil all the requirements for rerouting of through freight flows; this requires upgrading of several other lines and providing new connections between CP and CN. Constructing the Missing Link and the other rail improvements has three major benefits: • It eliminates the impacts of the widening of the Milton and Kitchener GO Transit routes. These will be considerable and will be felt in the centres of Mississauga and Brampton.
    [Show full text]
  • Planning, Design and Development Committee Item Q1 for May 9, 2011
    TOWN HALL 6311 Old Church Road, Caledon, ON L7C1J6 Town of caledon 905,584.227211.888.CALED0N IFAX 905.584.43251 www.caledon.ca March 28, 2011 RECEIVED CLERK'S DEPT. Region of Peel 10 Peel Centre Drive APR 0 4 2011 Brampton, Ontario L6T4B9 REG. NO.: FILE NO.: Attention: Ms. Carol Reid, Clerk PLANNING, DESIGN &DEVELOPMENT COMMITTEE Dear Ms. Reid: RE: Bolton Commuter Rail Service - Feasibility Study At the regular meeting of Council held on March 22, 2011, Council received Report PD-2011-019 regarding the Bolton Commuter Rail Service - Feasibility Study. The following was adopted: ThatReport PD-2011-019 regarding Bolton Commuter Rail Service Feasibility Study-Metrolinx be received; and That Metrolinx be requested to expedite the implementation of GO commuter rail service to Bolton and accordingly initiate the property protection process,environmental assessment studyand detailed design process;and That Metrolinx be requested to amend its capital budget to include planning, augmentation and construction within a 10-year priority time frame tofacilitate early implementation for the GOrail service to Bolton; and That Council direct staff to work with the Region of Peel to undertake necessary steps to initiate the Official Plan Amendments as appropriate todesignate the location ofthe preferred GOstation and layover facility site;and That a copy ofReport PD-2011-019 andtheresulting Council resolution be forwarded to Metrolinx, the Regions ofPeel and York and the Cities of Brampton, Mississauga and Vaughan. Please find attached a copy of Report PD-2011-019. If you have any questions regarding the report, please contact Kant Chawla, Senior Transportation Planner at 905-584-2272- ext: 4293 or [email protected].
    [Show full text]
  • Railway Investigation Report R06t0022 Main-Track
    RAILWAY INVESTIGATION REPORT R06T0022 MAIN-TRACK DERAILMENT CANADIAN PACIFIC RAILWAY FREIGHT TRAIN 230-30 MILE 114.65, MACTIER SUBDIVISION BUCKSKIN, ONTARIO 31 JANUARY 2006 The Transportation Safety Board of Canada (TSB) investigated this occurrence for the purpose of advancing transportation safety. It is not the function of the Board to assign fault or determine civil or criminal liability. Railway Investigation Report Main-Track Derailment Canadian Pacific Railway Freight Train 230-30 Mile 114.65, MacTier Subdivision Buckskin, Ontario 31 January 2006 Report Number R06T0022 Synopsis On 31 January 2006, at approximately 0750 eastern standard time, southward Canadian Pacific Railway freight train 230-30 derailed one car at Mile 114.65 of the MacTier Subdivision. The train continued at 45 mph to Mile 103.48 near Buckskin, Ontario, where it experienced an undesired emergency train brake application and 11 additional cars derailed. Approximately 400 feet of track, including the Buckskin Siding north turnout and signal structures, were destroyed and the preceding 11 miles of track was heavily damaged. There were no dangerous goods involved and no injuries. Ce rapport est également disponible en français. © Minister of Public Works and Government Services Canada 2008 Cat. No. TU3-6/06-1E ISBN 978-0-662-48683-1 TABLE OF CONTENTS 1.0 Factual Information ........................................................................ 1 1.1 The Accident...............................................................................................................
    [Show full text]