^One caveat to Dan's stats - the effective speed limit will depend on specific equipment (HEP vs LRC, P42 vs F40PH-2) and on permanent and temporary slow orders. There are many optimal consists out there, but many are not.
More specifically - LRC, REN and HEP-2 equipment is allowed to operate at 100mph. The charts in the timetables will give a different speed where it exists for the two - LRC and REN are allowed the P1 speed, the HEP-2s P2 speed. The long-distance HEP cars have a maximum of 90mph.
And as for the locos, F40s are allowed 95mph and the P42s 100mph.
One (admittedly old) document that I have shows that at that point in time, on the Kingston Sub there was only one stretch of 38.2 miles where 100 mph could be sustained without slowing down - that was between Cornwallish and Brockvilleish. The second longest segment was 20.2 miles between Grafton and Trenton. Only five other segments of 12-13 miles and three of 7-9 miles existed, the remainder were under five miles long.
- Paul
One not-so-old document that I have shows the following long-ish sections of 100mph track on the Kingston Sub:
- 49.3 to 62.6 (13.3 miles) (This whole section allows for P1 equipment to run at 100mph, with additional restrictions for P2 equipment in a couple of locations)
- 85.4 to 111.1 (25.7 miles)
- 112.6 to 121.0 (8.4 miles)
- 143.5 to 154.3 (10.8 miles) (P1 speed only - P2 limited to 95mph)
- 154.9 to 169.5 (14.6 miles) (P1 speed only - P2 limited to 95 with additional restrictions in a couple of locations)
- 184.7 to 198.1 (13.4 miles) (This section is only for eastbounds - there is a 50mph restriction on westbounds at the crossing at 191.02)
- 199.1 to 218.4 (19.3 miles) (This section is only for eastbounds - there is a 90mph restriction on westbounds at the crossing at 216.24)
- 230.8 to 221.1 (9.7 miles) (P1 speed only - P2 limited to 95mph)
- 223.8 to 262.0 (38.2 miles) (P1 speed only - P2 limited to 95 with additional restrictions in a couple of locations)
- 271.4 to 290.9 (19.5 miles) (P1 speed only - P2 limited to 95 with additional restrictions in a couple of locations)
Not including the 2 sections of extended running for westbounds only, that's still over 140 miles of track rated at 100mph on the Kingston Sub. With those two restrictions (one of which is almost negligible), the number is about 175 miles.
OK, slowing from 100 to 90 or 80 for a slow order and accelerating back up does not add that many seconds, but no one should have the illusion that VIA trains zoom along at present at the full 100 mph for sustained distances.
Most passengers would be hard-pressed to tell the difference between 90mph and 100mph.
That said, to me the bigger issue is the crossovers and interlockings. Slowing down from 100 or 95 to 80 to navigate a turn is one thing - slowing down to 45mph to negotiate a crossover and then accelerating back up to speed represents a huge loss of time and performance. I would love to see a number - it doesn't need to be every one of them, but maybe a selection of a half-dozen or so - of the crossovers upgraded to a higher number to allow for higher speed movements. Amtrak has upgraded a lot of the crossovers on their higher-speed lines, and to great benefit for their on-time performance on those corridors.
There was a story told to me by some of the "old hands" that back when VIA was running the Metropolis on its old 3:59 schedule that they could only cross over 4 times on the run. The 5th time would result in the train being delayed enough to become late. I don't know how true it was, but considering how high the average speed was, i believe it.
Many of these slow orders could be lifted with capital investment. I hope HFR will provide the opportunity to fix these.
- Paul
Some can, sure. But many can't, at least not easily or cheaply. Some, like the 70mph PSO through Napanee, would require a several-mile bypass around the town to eliminate. Same with the 45mph PSO through Port Hope. Even that 50mph restriction through the level crossing at 191.02 isn't easily fixed, as it is a farm access located at the end of a long curve. I don't think that a grade separation for someone's driveway is an appropriate answer, but then, what is?
So what's precluding 105 or 110 mph operation on the Kingston sub now? It used to be 90 mph didn't it, for anything that wasn't tilting ... something like that - so something changed. I don't think I've seen the old dual-speed limit signs for a long time.
What's precluding the operation? At the very least, level crossings in the zone to have its speed increased would all need to have their sightlines improved to meet the regulatory standards. I don't know if TC would also require track structure improvements, as Class 5 only really allows up to 100mph.
Dan