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[quote]QUOTE: Originally posted by CNMark I'm not sure where you're getting you're information on the Dalehurst, Alberta wreck of 1986, where CN train 413 collided head on with VIA train #4. First of all, the locomotive consist of the CN train was a GP38-2(W) followed by a pair of SD40's. NONE of the three units were equipped with modern Reset Safety Control devices, and the main cause of the wreck was traced back to the fact that until then, Canada had no hours of service laws, and the crew had been on duty for an excessive length of time. Nobody died before the wreck, but both members of the head end crew of the freight train were sound asleep. This wreck brought hours of service laws into effect, as well as reset safety control devices more modern than the deadmans pedal. Of course, it's been found since that repetitive motion, i.e. slapping the RSC button, does not effectively wake a person from microsleep, and may not be as effective as originally thought. While it is my opinion that Canadian SBUs have been ahead of the US, solely by the fact that Transport Canada has always mandated that two-way end of train devices be used, Canada is well behind the US in hours of service laws. The federal law works as follows: maximum on duty time: territory 199 miles or less - 10 hours territory 200 miles or more - 12 hours Crews may work 18 out of every 24 hours, but must not exceed the above listed times. If the crew is not on duty for the full time allowed, the full 8 hours rest is not required. For example, if you go on duty at your home terminal at 0100, and go off duty at your away from home terminal at 0930, you can immediately take a 2 hour call and go back on duty at 1130, and have until 2100 to go back off duty at your home terminal. Finally, for the person who mentioned the microwaves. All units that are equipped to lead CN trains in Canada are equipped with one. This was a concession to the BLE/UTU when CN implemented the run-through agreement in 1997. It eliminated several crew change locations completely, and reduced others to Certain classes of trains only. For example, crews on intermodal trains now run through from Motntreal to Toronto, while most drag freights still change crews in between at Belleville... Mark [/quote] Wreck! Canada's Worst Railway Accidents, Hugh A. Halliday, 1999, Edition 1, Printed 1997,1999. Clearly States: -The two untis, Behind the lead unit HAD Crew Alert Devices, while the head end locomotive did not. -This RR accident, did not occur at Dalehurst the city, It occured in Dalehurst Siding, and the closest city ot that is Hinton, Alberta, Hence is all Historic documents you read, it is classified as the Hinton Train Disaster, Not Dalehurst. The engineer, was not sound asleep, he was dead on the toilet after a Epileptic seizure OR A severe asthma attack left him dead. The Conductor, was sound asleep. John Edward (Jack) Hudson the engineer, was sitting on the toilet dead. The conductor in the head end Unit, A Mr. Mark Edwards, was sound asleep. And an old blue mettalic Cooler, made by coleman, Was sitting on the Deadman's pedal. Thge second Conductor, In the caboose, A Mr. Wayne Smith, was paying attention, yet somewhat in his own world, as he was aware the train flew by a yellow signal, but found nothing wrong when the train was speeding up down the hill, as he later admitted in the hearing ****To verify this evidence is correct, i suggest you look it up, in the Canadian department of Transportrt records, and the file number is 3202-10.***** I don't make up facts, I simply write thme as they are.
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