CP Rail Symbol Trains Operating Instructions

CP Rail Symbol Trains Operating Instructions

Subject to marshalling requirements as published in C.S. 44, Time Tables or Superintendents Bulletins.

Effective April 28, 1974 (Daylight Savings time applies to October 27th)

System Operating Plans General Operating Instructions for High Reliability Trains 901,902,921,949,951,952,953,965

Designated Purpose of Specified Symbol Trains Handling Transcontinental Traffic

System Marshalling Book

Effective April 28, 1974

Eastward Direction Trains

*Train 902 Coquitlam to Toronto
*Train 952 Alyth to Saint John
Train 954 Alyth to Toronto
Train 944 Alyth to North Portal
Train 940 Alyth to North Portal
Train 976 South Edmonton to Winnipeg
Train 946 Winnipeg to Toronto
Train 904 Windsor to White River Jct.
Train 916 Windsor to Montreal
Train 906 Windsor to Toronto
Train 910 Toronto to Montreal
Train 928 Toronto to Montreal
Train 930 Toronto to Montreal
Train 912 Sault Ste. Marie to North Bay
Train 506 Obico to Montreal

* See General Instructions

Westward Direction Trains

*Train 949 Saint John to Alyth
*Train 951 Montreal to Vancouver
*Train 901 Toronto to Coquitlam
*Train 965 Toronto to Coquitlam
*Train 921 Toronto to Winnipeg
*Train 953 Toronto to Winnipeg
Train 903 St. Johnsbury to Windsor
Train 915 Montreal to Toronto
Train 929 Montreal to Toronto
Train 931 Montreal to Toronto
Train 911 Montreal to Sault Ste. Marie
Train 975 Winnipeg to South Edmonton
Train 945 Moose Jaw to Alyth
Train 947 Winnipeg to Alyth
Train 905 Montreal to Toronto
Train 505 Montreal to Obico

* See General Instructions

Regional Information

Atlantic Region

Eastern Region

Prairie Region

Pacific Region

Index – 900 Series Trains

Recent Posts

Begin/End CTC Romford

Our big push for the Doubleheaders Tour this past March was to finally fill in the scene at Romford ON, the junction where the Parry Sound Sub from Toronto joins in to the Cartier Sub. This finally enclosed and hid the helix we had built in this corner of the layout that carried the tracks from the Parry Sound Sub staging yard to the upper level deck where Romford is situated. But really the scenery was just roughed in at the time, and many more details were required to finish the area. Our upcoming Fall Open House has provided us with a cause to continue the scenic efforts from here further down towards Coniston ON (diamond crossing with the CN Bala Sub), and to populate Romford with more details.

Romford cabride CP train 12 - 06 October 1971

Approaching Romford junction in the cab of the Toronto Section of the ‘Canadian’ at Sudbury, ON on 06 October 1971 (Roger Puta photo – Marty Bernard collection)

Being a mainline junction, Romford was a controlled interlocking. In the 1970s Centralized Traffic Control (CTC) governed train movements over the Cartier Sub from this point (mileage 72.4) eastward to North Bay ON (mileage 0). Westward for the six miles between here and Sudbury, the Cartier Sub was double-tracked with Automatic Block System (ABS) signals protecting movements in one direction only (right-hand running). The Parry Sound Sub travelling south was single-track ABS territory. Because the CTC section began, or ended (depending on which way you were going) at this interlocking, dispatchers would refer to this spot as ‘Begin/End CTC Romford’.

Beyond the obvious signals, real life interlockings are filled with all sorts of trackside details such as large signal bungalows, relay cabinets, battery vaults, electric switch motors, and if you’re railroading in Canada; switch heaters, and associated fuel tanks. With this in mind, we felt further enhancement of this scene should be done before our next open house.

RomfordCTC001

Looking east from signal 724 – Romford. From this point east to North Bay, the CP Cartier Sub was CTC territory.

RomfordCTC002

Signal 724 and its companion dwarf signal, along with a GRS model 5H dual-control switch motor, an oil-fired switch heater (it gets very cold here in winter), and signal relay cabinet. The old-school switch stand here guards a storage track, which is obviously controlled manually by crews.

We are still waiting for the actual station to be completed, along with a custom-built cantilever signal bridge that is required to elevate signal 1217 over the Parry Sound Sub (both are in development). But in the mean time with telephone poles added, more vegetation and ground cover, and all these interlocking details, we are at a level where Romford can almost be called complete.

RomfordCTC003

Guarded by signal 723 (westward signals are odd-numbered, and eastward even) this area of the junction is full of assorted CTC details. The Parry Sound Sub to Toronto is the line curving to the south here. A cantilever signal bridge that governs this line will be added in the future.

RomfordCTC004

Signal 723 with associated relay cabinet and a battery vault. The manual switch stand here controls the Romford set-off track.

RomfordCTC005

Not just CTC details, we’ve also finished off the swamps surrounding the Parry Sound Sub’s approach into Romford. Oh, incidentally, don’t drink the water here.

We’re starting to get excited about the open house, and wanted to share these photos of our progress. There are many other additions and improvements we’ve made since the Doubleheaders Tours this past spring, let alone last year’s open house. All of this will be here for you to explore this Saturday October 14th. Hope to see you there.

 

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