[Bordercollie]

I can't imagine ML skipping the Peel/Brampton market. The Woodbine station and the St Clair stations will not be with us for years. The Liberty station platforms are now pretty much cast in stone and that implies a service plan that's already fairly well firmed up.

UP business does not seem to be harmed by having to make stops - it's still a very quick trip to the airport. I can't imagine that an express service on top of the current stopping business would bring in more riders.

I can believe that UP might eventually want to move to a much more frequent headway, and I suppose that might demand trains that skip every second stop on an alternating basis. They would have to increase their fleet to make that work. When the line is electrified, that may be an option.

- Paul

But you cannot expect a 10 or 12 car GO train to serve the same kind of route. 6 Cars maybe. But the costs analysis doesn't make sense for that kind of ridership.

 

[crs1026]

But you cannot expect a 10 or 12 car GO train to serve the same kind of route. 6 Cars maybe. But the costs analysis doesn't make sense for that kind of ridership.

The short UP platforms pretty much guarantee that we won't be running long GO trains to the airport. The issue is, even at the moment UP is pretty well patronised, and some of that ridership represents non-airport GO patrons who use UP because GO only runs hourly. Meanwhile, airport-related demand can be expected to rise, especially when stops at Liberty and Mount Dennis are added.
Increasing GO service and then reinstating a premium fare for non-Pearson riders is probably the best stopgap, and then one can scale up the UP headways to align to growth in airport business. Skipping alternate stops then becomes one possible way to manage those closer headways.

- Paul

 

[Bordercollie]

The short UP platforms pretty much guarantee that we won't be running long GO trains to the airport. The issue is, even at the moment UP is pretty well patronised, and some of that ridership represents non-airport GO patrons who use UP because GO only runs hourly. Airport-related patronage can be expected to rise, especially when Liberty and Mount Dennis are added.
Increasing GO service and then reinstating a premium fare for non-Pearson riders is probably the best stopgap, and then one can scale up the UP headways to align to growth in airport business. Skipping alternate stops then becomes one possible way to manage those closer headways.

- Paul

How much faster can an L6 with an MP40 accelerate vs an L12? Or use one F59 on each end.

 

[crs1026]

How much faster can an L6 with an MP40 accelerate vs an L12? Or use one F59 on each end.

It's moot.

UP couldn't run L6 trains into Pearson even if they wanted to. I believe @Willybru21 's notional map was all about meeting Pearson demand independent of GO service, which is unlikely to ever terminate at Pearson.

- Paul

 

[Bordercollie]

It's moot.

UP couldn't run L6 trains into Pearson even if they wanted to. I believe @Krypto98's notional map was all about meeting Pearson demand independent of GO service, which is unlikely to ever terminate at Pearson.

- Paul

Build a station on the main line. What happened to Union station west?

 

[crs1026]

Build a station on the main line. What happened to Union station west?

Decades away.

(There is a station proposed for the main line, by the way..... it's called Woodbine. It was announced in 2017. And was never meant to serve the airport. But it's as close as GO could ever get, unless USW actually happens)

- Paul

 

[anb]

Apparently that update was error, the bus will NOT be going from Kipling to Union.

It will instead follow the current route 21C except go to Kipling and terminate there rather than going to Port Credit.

That makes a lot more sense thank you for clarifying.

 

[WB62]

The only station opening next year is Mount Dennis. By the time the rest of the stations are open the line should be fully quad tracked.

Oh I mean when the OnXpress service plan is released, which is going to be sometime next year, not when stations are going to open

 

[nfitz]

Oh I mean when the OnXpress service plan is released, which is going to be sometime next year, not when stations are going to open

Is their timetable for building everything out yet? It's already been 18 months since the contract was awarded, and IO haven't even announced the start of construction yet.

Perhaps On Corridor (OnXpress) needs it's own thread.

 

[innsertnamehere]

Is their timetable for building everything out yet? It's already been 18 months since the contract was awarded, and IO haven't even announced the start of construction yet.

Perhaps On Corridor (OnXpress) needs it's own thread.

IIRC when they announced contract closure they stated it would be a 2-year development period.

Which honestly is sort of ridiculous since GO Expansion has been in "development" since 2015.. but that's what they said.

 

[Northern Light]

ONxpress ; the winning consortium to bring ONCorr/GO Expansion forward has its own website now:

ONxpress Transportation Partners | ONxpress

ONxpress will design, build, operate, maintain and provide vehicles for a transit network for the Greater Toronto and Hamilton Area.

onxpress.com

They have been doing some hiring:

Metrolinx hiring Project Manager, OnCorr Fleet in Greater Toronto Area, Canada | LinkedIn

Posted 8:57:49 AM. Job DescriptionMetrolinx is connecting communities across the Greater Golden Horseshoe. Metrolinx…See this and similar jobs on LinkedIn.

ca.linkedin.com

 

[crs1026]

Is their timetable for building everything out yet? It's already been 18 months since the contract was awarded, and IO haven't even announced the start of construction yet.

Perhaps On Corridor (OnXpress) needs it's own thread.

The original IO announcement said schedule to be developed by or after 2024

- Paul

 

[reaperexpress]

Is their timetable for building everything out yet? It's already been 18 months since the contract was awarded, and IO haven't even announced the start of construction yet.

Perhaps On Corridor (OnXpress) needs it's own thread.

I don't think it needs its own thread because it incorporates nearly all of GO's service, fleet and infrastructure planning. So it will naturally fit into the existing GO service, GO Fleet, and GO Construction threads

 

[Urban Sky]

I don't think it needs its own thread because it incorporates nearly all of GO's service, fleet and infrastructure planning. So it will naturally fit into the existing GO service, GO Fleet, and GO Construction threads

Distinguishing between bus and rail services might be beneficial, though…

 

[Metroscapes]

The short UP platforms pretty much guarantee that we won't be running long GO trains to the airport. The issue is, even at the moment UP is pretty well patronised, and some of that ridership represents non-airport GO patrons who use UP because GO only runs hourly. Meanwhile, airport-related demand can be expected to rise, especially when stops at Liberty and Mount Dennis are added.
Increasing GO service and then reinstating a premium fare for non-Pearson riders is probably the best stopgap, and then one can scale up the UP headways to align to growth in airport business. Skipping alternate stops then becomes one possible way to manage those closer headways.

- Paul

While I was never under any illusion the UPX fleet would be replaced, I have long believed the current local stops were, in principle, against the whole purpose of an "express train", and a conflict with the local stops GO trains should be running on an increased frequency. I thouhgt here should be none at all, but breaking it down station by station:

1. Liberty: I can see the case here, as the alternative is adding ~30 minutes to take the 504 to connect to UPX at Bloor/Dundas West.
2. Bloor/Dundas West: Nixing UPX here forces riders to take Line 2 and the 900, again adding ~30 minutes (or almost one full hour for Liberty riders if it didn't stop at Liberty)
3. Mt Dennis: We don't have travel times, but it boggles my mind UPX would be considered here when Line 5 will be a direct ride to the airport one day.
4. Weston: The 52 goes direct to the airport in 27 minutes (vs 12), and an express bus could be faster. Let's be real, it was a mea culpa stop after that stupid, offensive and harmful Georgetown South proposal to cut off all local roads without a tunnel.
5. Etobicoke North / Woodbine. I have long thought this needs to be a stop so that anyone from the west on the Kitchener line could connect to the airport.

So at the end of the day, I guess my thoughts are that the UPX should be the same number of stops, just placed elsewhere that deliver better time savings, and lack suitable TTC service. They may coincide with acceleration / deceleration points at Liberty and Woodbine too, I don't know if UPX could save any time by running at top speed between those stations.