ALL:
My previous topic about Canadian built locomotives built for US railroads that operate in Canada has led me to ask another question:
Outside of different terminalogy (as RTC for Dispatcher), how do the COR differ from the GCOR? I assume that the BNSF and AMTRAK Seattle crews must be examined on both COR and GCOR. Any comments are appreciated.
Ed Burns
Happily retired for 14 years from a Class 1.
I wouldn’t really know. I am not qualified on the US rules. I do know there are differences in how horn and headlight/ditchlight failure are treated. I know there are different whistle signals rules they use in the US and not in Canada.
I would imagine CTC and OCS (Track Warrant) rules are likely different.
You’d have to sit down with two guys working under each one and go through the rules together.
Our Canadian operating manual is huge. There are many parts to it besides just the ‘rule’ book.
CROR is available on line, tc.gc.ca
There are numerous changes to the most recent version.
I am given to understand that this is one of the bigger differences in terminology.
In Canada main track dark territory is operated under the Occupancy Control System (OCS, not to be confused with On-Company Service), and a train’s written authority is called a OCS Clearance.
In the U.S. I believe dark territory is called Track Warrant Control (TWC, correct me if I am wrong here) and a train’s written authority is called a track warrant.
Now in Canada a “track warrant” is a written authority in CTC territory, written permission to pass a stop signal would be one example.
Essentially the same under NORAC - just a difference in terminology. Dark territory is “DCS” (Form D Control System) and the written authority is the Form D.
ALL:
I believe that my question has been answered. Thanks for all for their input. The two biggest differences between the COR and the GCOR are the terminalogy and the the standarization of signals, switch banners, etc. all over Canada. It is my opinion that the BNSF and Amtrak Seattle crews are also examinated on the COR.
Thanks to all.
Ed Burns
Eddie, another difference between US and Canadaian operation is that, from my observations while traveling across Canada, all signals along the line, whether lineside or interlocking, have numbers. I understand that if there is only one head, the signal is simply a lineside signal and so is permissive; if two or more heads are present, the signal is an interlocking signal and therefore is absolute.
I do not hve my Canadian rulebook here, and my daughter might have great difficulty finding it in whatever box she packed it.
https://www.tc.gc.ca/eng/railsafety/rules-tco167.htm
This seems to be a master, with some rules or parts thereof optional for adoption by the individual railroads.
Jeff
All signals in Canada do have numbers. They represent the subdivision milage to the nearest tenth.
A single head HIGH MAST signal in Canada can only be a stop signal if it has an ‘A’ letter plate on the mast. If it has an ‘R’ letter plate it is a Restricting indication when red and if there is no letter plate it is a Stop and Proceed when red. You will never see an R or an A together because they’re contradictory.
Single head HIGH MAST signals are NOT RTC controlled.
There are two types of HIGH MAST double head signals.
Staggered ones are treated the exact same as single headed ones with the exception being you’re less likely to see an ‘A’ letter plate on a staggered one.
Most (if not all) ‘A’ letter plates on these signals (single and staggered) are only used in OCS territory where ABS signals are in use.
In line ones are stop signals when red and ARE RTC controlled. Staggered ones are NOT RTC controlled.
transessive1, thank you for the detailed discussion of the Canadian signals.
To have the references available in one place:
Transition guide from GCOR 6th edition to 7th edition (PDF)
10th edition NORAC (PDF) - so far I can’t find a downloadable 11th edition, which took effect mid-February this year.
As Jeff mentioned, individual railroads will have changes to the ‘universal’ editions.
Don’t forget NS and CSX.
http://davewisniewski.com/bletdiv4/documents/rules/Operating%20Rules%20Book%2001%2001%202015.pdf
http://0924.utu.org/Files/[3100]2014%20CSX%20Rule%20Book.pdf
Jeff
I have the synopsis of changes. If someone wants it, PM me.
Is CORA still a thing? And is it just a combination of rulebooks, or does it add to them?
Clarification, TWC is a track authority that is used outside of CTC, it is used in both signaled and non-signaled territory.
Most “dark” territory (territory without a block signal system) is TWC, but having TWC does not mean the territory is dark.
The amount of ABS-TWC is going down as much of that is being converted to CTC.
Sounds similar to up here, non-CTC signalled territory is OCS with ABS and you still need a OCS Clearance to operate in it, the signals by themselves do not give authority to occupy the main track.
CN has already upgraded to CTC or removed the signals from any remaining OCS-ABS territory, and the section on ABS rules has been removed from our version of the CROR.