[crs1026]

That's exactly what I'm saying. I can't see how DB proposed to reduce the staffing requirements, unless they were to axe the second person in the cab, which seems unworkable to me unless you have the CSA respond to alarms instead, which in turn is a thought not compatible with the extreme frequencies GO Expansion promised once.

Well, considering how many systems worldwide operate with one in the cab and one onboard, I wouldn’t say never.
What DB underestimated was, just how much change is needed for that to work here, both in equipment and physical plant, and in the operating and regulatory regimes.
However…. Ultimately it can and should be done, but patiently and with a sufficiently rigourous pkan.

- Paul

 

[WB62]

CSA respond to alarms instead

Which is exactly what happens, the CSA responds to all onboard emergencies.

 

[T3G]

Which is exactly what happens, the CSA responds to all onboard emergencies.

I ride the GO train daily, and usually do so in the accessibility coach since it's centralized, and almost every day I hear on the PA that a crew member is on their way to assist (if this is a widespread vandalism campaign or if there's an epidemic of GO train passengers having emergencies), and not once have I seen the CSA go to assist, it's always one of the crew members.

 

[WB62]

I ride the GO train daily, and usually do so in the accessibility coach since it's centralized, and almost every day I hear on the PA that a crew member is on their way to assist (if this is a widespread vandalism campaign or if there's an epidemic of GO train passengers having emergencies), and not once have I seen the CSA go to assist, it's always one of the crew members.

The CSA is the only person onboard that assists to the priority alarm every time. The defibrillator and narcan kit, which both have to be taken to the coach the strip was pressed in every time, is located inside the accessibility coach cabinet.

If revenue protection or transit safety/special constables happens to be onboard (which happens on a really small percentage trips), they can also choose to go to the coach with the alarm if they know which coach it’s in.

Transit safety/all Metrolinx employees on the ground have no way to communicate with train crews, so the CSA has to respond anyway, regardless if Metrolinx staff are onboard or responding.

 

[T3G]

Most recently this afternoon, I was sitting on the bottom floor of the accessibility coach and an alarm sounded right as we were leaving Union. I could see the CSA the whole time, someone else got on the PA saying that help was on the way, and the CSA remained where he was the whole time. And this has happened a bunch of times in the past few weeks, too.

 

[E•MO•TION]

Most recently this afternoon, I was sitting on the bottom floor of the accessibility coach and an alarm sounded right as we were leaving Union. I could see the CSA the whole time, someone else got on the PA saying that help was on the way, and the CSA remained where he was the whole time. And this has happened a bunch of times in the past few weeks, too.

I will echo @WB62 by reiterating that it is in fact the CSA's responsibility to respond to passenger assist alarms. However, there are several layers to the policy which may restrict when and how the CSA responds to the alarm, which may not necessarily be immediately after the Conductor makes the "Code 10-33" announcement over the PA.

That being said, there are situations where it may be easier for the Conductor to respond (i.e. cab-leading trains where the alarm is activated on or near the cab), or situations when a second CSA is present in the vicinity of the accessibility coach (although, they would still be required to grab the AED and Naloxone kit from the cabinet in the accessibility coach before responding).

 

[WB62]

However, there are several layers to the policy which may restrict when and how the CSA responds to the alarm, which may not necessarily be immediately after the Conductor makes the "Code 10-33" announcement over the PA.

I didn’t want to make my post longer but the process apparently did change within the past year.

Previously the CSA was to respond immediately or on platform if at or approaching a station, now the process is to respond after departing the next station.

Obviously theres some leeway with this, if the train just departed St. Catharines, an alarm won’t go unattended until after West Harbour, although I’ve personally seen a 20 minute wait while the train made its way through Bradford.