denfromoakvillemilton
Senior Member
Actually dropping Weston would make the case for Kitchener and Brampton Go service more urgent.
Isn’t that implied? More service on GO lines should make the UPX unnecessary for commuters.Actually dropping Weston would make the case for Kitchener and Brampton Go service more urgent.
Or keeping the present diesel UPX trains and terminals, and interspersing catenary powered EMUs in between on the same pathings but continued past the terminals at either end, either as run through east from their own platform at Union, and on further spurs off from the airport ones to a run-through GO hub ground level at Pearson, and continuing from there to Bramalea (poss to extend further west later). Open ticket transfers done at the new 'Airport GO hub'...which would also serve Mi-Way and Brampton Transit. Since the present DMUs would have fewer stops, the ability to inter-slot with much faster accelerating/decelerating EMUs would be possible. Max speed on the line is unlikely to change, and the ability to recover the already sizable costs of the UPX terminals maximized by leaving them 'as is'.^ But if/when UPX moves to electrification wouldn't that make up for any extra time stopping at both stations?
Will the USRC track upgrades make much of a difference? I know most of the travel time savings from that project are supposed to be on the east end of the USRC.. but still.
Does anyone know what to expect in terms of travel time savings in general from that project? I always found the 7 minute Union-Exhibition travel time to be rather ridiculous given how short a distance it is.
Should be but I don't think it will be clear knowing metrolinx.Isn’t that implied? More service on GO lines should make the UPX unnecessary for commuters.
Needless to say, the present loco-hauled DDs wouldn't run through the new Airport GO hub, but transfer made at Bamalea from the north, and then they'd run express to Union south from there, possibility of a stop at Bloor.
For a number of reasons. NB, passengers would just use the faster and more frequent options. Tunnels, can be considerably smaller with single decker vehicles. Curves and grades, can be far more severe with electric and shorter coaches. Air quality in tunnels.Why wouldn't they run through it?
EMUs certainly have better acceleration than diesel (or electric) locomotives. But how does the EMU acceleration compare to DMU acceleration? I thought UPE DMU acceleration was also better than diesel locomotives^ But if/when UPX moves to electrification wouldn't that make up for any extra time stopping at both stations?
But how does the EMU acceleration compare to DMU acceleration? I thought UPE DMU acceleration was also better than diesel locomotives
Actually *wheel traction* (or the antithesis: wheel slip) has a lot to do with limit of acceleration rate, besides thrust and weight.I would expect both DMU and EMU to be built toward the requirements (acceleration listed in the tender) rather than having a technical restriction; gearing might be a limit but traction certainly shouldn't be.
EMUs certainly have better acceleration than diesel (or electric) locomotives. But how does the EMU acceleration compare to DMU acceleration? I thought UPE DMU acceleration was also better than diesel locomotives