And paid to widen the driveway to make it wide enough to park the truck on, based on the vendor's promise that the driveway would be shared "equitably".
ML apparently paid to widen the Credit River bridge, the single track section through Brampton, and the trackage from Peel to Bramalea without securing rights to make full use of these additions. And they arranged the new interlockings in such a way that CN controls how the new track is operated.
A fairly obvious modification to the trackage at Halwest would allow GO to have exclusive use of the stub-end platform track at Bramalea without treading on CN trackage. Three new crossovers - one at Peel, and one at Brampton, one at Georgetown - would put CN's track back to the way it was before GO came on the scene. Go takes exclusive use of the Track 3 Halwest to Peel, the south track through Brampton, the south track over the Credit, and completes the third span of the Credit bridge, tieing it into Track 3 at either end. That would give GO a single track with unfettered use as far as Georgetown plus a passing siding at the Credit River. The only fly in the ointment would be crossing over to the north side for acces to the GO yard and the Guelph Sub. Frankly, CN does not have enough freight trains on the line for that to create more than short periods of delay even if GO had no rights over freights at that crossover.
CN would likely refuse, but that court case would probably have a better chance of success than say cancelling an LRT procurement, and ML has no hesitation to that one. Far, far cheaper than building a bypass.
Just spitballing.
- Paul