[C_Johnson_1995]

After reading this release, I'm concerned about what this means for the Kitchener line, among other projects. It seems we're in a constant state of, "yes, no, maybe so" because we have Metrolinx either getting projects closer to completion, shelving projects for whatever reason, committing to projects, but taking years to ever get shovels in the ground, and as a consequence, the projects taking much longer due to inflation, among other systemic issues that have plagued Metrolinx for years, if not decades.

It feels like nobody is learning that the more we push projects further down the road, the more things cost, the more resources that are involved, the more Metrolinx, their subsidiaries, and other stakeholders have to delegate and make changes because of other construction projects that ended up receiving approval, or being constructed while transit projects were shelved. It's a recipe for disaster if Metrolinx is not out in the community actually doing research on what is happening, and is instead steamrolling other projects just because they're a government agency and suddenly have a sense of urgency for a few weeks.

An example of this is downtown Brampton along Railroad Street. I can't find the document right now, but there's a proposed project for three highrises that was supposed to be starting sometime within the next year or two. Due to the need for an additional track or two along that exact corridor, along with the proper buffer, the new proposal is to instead change the orientation of the highrises, and instead of constructing three, they construct two.

That being said, I have no idea what the future holds, or if this missing link will even be constructed. I don't see any business use case that will make CN/CPKC want to use anything that Ford/Metrolinx will propose if it takes them so far out of the way and as a result extends their fuel, crew time, and so on. I can understand that CN was at one point a crown corp, and Ford/Metrolinx may want to use that as leverage, but 1995 was 30 years ago.

I agree. This is such a weird time to go all in on this concept when you've just about done or committed to do everything to avoid needing to do it.

This all but confirms to me that he wants an election, but when to do it will be tricky.

 

[Sauga89]

The idea of running CPKC and CN in the existing ROW along the 407 is out of the question as it cannot support 4 tracks nor 6 tracks

Can I ask you to clarify? Do you mean the 407 hydro corridor can't support 4 tracks, or that the 407 highway corridor can't support 4 tracks? Or that neither one could support even 2 tracks, which would be 4 total between them?

I guess what I'm also asking is what makes the hydro corridor north of Finch better than the hydro corridor along the 407? Is it that much straighter or are the gradients easier to deal with? These aren't rhetorical questions. I'm genuinely asking.

I also wonder if the 401 traffic might be better relieved by a Sheppard subway extension, since Sheppard is closer to the 401 than the Finch hydro corridor, and a subway would stop more than a conventional GO line (though I suppose a finch hydro transit corridor might not be conventional GO either).

 

[crs1026]

After reading this release, I'm concerned about what this means for the Kitchener line, among other projects. It seems we're in a constant state of, "yes, no, maybe so" because we have Metrolinx either getting projects closer to completion, shelving projects for whatever reason, committing to projects, but taking years to ever get shovels in the ground, and as a consequence, the projects taking much longer due to inflation, among other systemic issues that have plagued Metrolinx for years, if not decades.

I share the concern that ML may be walking the plan back.... or at least using the GO 2.0 as an excuse to rest on their oars.

A key is, the public stakeholders (ie we observers, plus the public and municipal officials in affected communities) needs to know what firm commitment ML has with CN re upgrading the Bramalea-Silver section.... and what limits does it contain for the service plan (ie how many trains will CN allow when it is complete)..... and is the funding committed and released?

I can sort of (gritting my teeth) understand that ML has not rushed to finish construction west of Silver, given that the upgrading of the CN owned segment may be critical path, and so the remaining elements are not affecting service offerings.. (I'm being charitable, sure seems more likely that ML simply hasn't managed this work properly). But it's really needed to know the plan going forward from today, and are promises being kept.

- Paul

 

[drum118]

A challenge for CPKC is that while it runs fewer trains than previously on the Milton line, there are few places where those longer trains can stop without blocking level crossings. So unlike past years, every freight now needs a "clear alley" through the length of the route. Plus, stopping a longer freight is operationally less desirable - a trickier proposition for the operator. While the line may look underused, that trackage is needed to keep traffic moving.
Judicious grade separation might help, but CP is unlikely to give up its two dedicated freight tracks.

- Paul

There are 4 crossings in Streetsville where 2 will remain grade crossing as well 2 grade crossing west of Dixie with the rest to be grade separation. Been a long time I seen a train stop on line in Mississauga. Seen them more on line stop in Toronto where it doesn't effect GO. CPKC seems to split the number of trains equal for day and night.

It will cost close to $200 million to deal with grade crossing in Mississauga with Mississauga Rd being the most expansive one of them.

 

[drum118]

Can I ask you to clarify? Do you mean the 407 hydro corridor can't support 4 tracks, or that the 407 highway corridor can't support 4 tracks? Or that neither one could support even 2 tracks, which would be 4 total between them?

I guess what I'm also asking is what makes the hydro corridor north of Finch better than the hydro corridor along the 407? Is it that much straighter or are the gradients easier to deal with? These aren't rhetorical questions. I'm genuinely asking.

I also wonder if the 401 traffic might be better relieved by a Sheppard subway extension, since Sheppard is closer to the 401 than the Finch hydro corridor, and a subway would stop more than a conventional GO line (though I suppose a finch hydro transit corridor might not be conventional GO either).

Its Hwy 407 as well the hydro corridor considering hydro doesn't want train/transit in the corridor these days.,

The 401 will not be better off with a Sheppard or a 401 elevated subway if they were built. One only has to look where traffic is getting on/off the 401 to see it. You have the 427/400/404 as the main points. Eastbound 401 traffic are using 427/400 higher that the 404 with 400 going west on 401 and south on 427

 

[Bojaxs]

Putting it on the CPKC line, however, simply replicates the TTC Line 2, and is not far enough north to attract riders from 401 and beyond..

If the Midtown line were to start in Milton and end in Pickering then I think that would attract some 401 drivers.

 

[Bojaxs]

There is more than enough capacity today and tomorrow for the Milton Line with out GO using any tracks tacks at all, let alone one a peak time.. Adding 2 more tracks will deal with GO service needs even with a fly under/over at the Humber.

The number of CPKC trains on the Milton Line is almost 50% less than in the past as the trains are 2-4 times longer today that requires less trains. Its possible from time to time CPKC could use a 3rd track, but rarely it will happen. What ML will want from the 4 track corridor is able to run express trains on a 3rd track. Electrify the line is an issues and by the time the corridor is 4 track, battery power or other type of power will replace the need for the line to be electrified.

Keep in min, CPKC will be using that line on a daily base to service the Streetsville yard and various industries along it regardless if ML owns that corridor. Not all movements can take place at night.

The last cost to 4 track the corridor was $2,5B and take 3 years to do it.

Yeah, 4 tracks would be enough, but you didn't address my original point which is about "ownership".

Plus you bring up another point I forgot. Not building the freight bypasses and sharing the line with CPKC will make electrification more difficult.

by the time the corridor is 4 track, battery power or other type of power will replace the need for the line to be electrified.

You sure about that?