Neutrino
Senior Member
Of course they filmed it. Doesn't get any more teen than that. Gotta say, the dog trick is genius.
|
|
|
- Thread starter drum118
- Start date
jje1000
Senior Member
Did not know that tech workers get bused into Kitchener from Toronto everyday- interesting.
www.cbc.ca
GO train service between Kitchener and Toronto 'near the top' of Metrolinx priority list: Redman | CBC News
Region of Waterloo Chair Karen Redman met with Metrolinx officials Monday to discuss two-way, all-day GO trains between Kitchener and Toronto.
www.cbc.ca
Jonny5
Senior Member
I don't know for sure, but I suspect most of the people in those buses or vans are wrokers who only occasionally are required to be at the office in K-W, but otherwise work remotely from home or at a small satellite or flex-office space here in Toronto. They book the trip on the company website and go to K-W only when there is an actual need to physically be in that office, like for big project meetings or client presentations. So, it's not the same people every day, but whomever needs to go there can go with ease.
smallspy
Senior Member
Shopify runs a couple of buses from downtown Toronto to their office in Waterloo every morning, and back in the afternoons. It wouldn't surprise me if others did the same.
Dan
thettctransitfanatic
Senior Member
More a failure of all common sense and knowledge
Yeah, children and teenage gotta film everything they see these days. It's annoying, feel the pain
Wow, is it free? That's cool!
APTA-2048
Senior Member
Well it's payed for by the company. These types of office shuttles are pretty common. There are a number of them operating within the City of Toronto.
Northern Light
Superstar
Scotiabank has shuttles between several of its Toronto properties, notably its large Birchmount/Eglinton campus and Scotia Plaza/downtown.
thettctransitfanatic
Senior Member
Ah, now I see. But it makes sense
Allandale25
Senior Member
I've posted this in other threads, but since service levels on the Kitchener Line was mentioned at the town hall, here's the video:
thettctransitfanatic
Senior Member
Wow. How is the ridership on Kitchener line?
Allandale25
Senior Member
^ Check out the Ridership thread from February or the Metrolinx board report from February. It's there.
thettctransitfanatic
Senior Member
Now that the Woodbine Racetrack GO station will be built since no one mentioned it, will the Etobicoke North GO close?
TOareaFan
Superstar
Yes.....it is well discussed
robmausser
Senior Member
it was set to close even before Woodbine, as the reason is different.
It is closing because they are demolishing it to fit in a 4th track.
Now, they could rebuild it, but they would rather build a station at Woodbine.
reaperexpress
Senior Member
As expected, most of the panel's answers were either:
- Yes we are working on that but we can't undermine a minister's announcement so stay tuned, or
- If that were economically viable we would be doing it already.
10:00 - GO is no longer committing to decommissioning the Kitchener West yard as was previously planned.
This is concerning because that west yard interferes with the construction of the desperately-needed Kitchener Central Station
14:00 - The Freight Bypass is dead.
We knew this already, but Verster proceeds to totally misrepresent the project, suggesting it was a superfluous investment that would necessitate long waits until any service improvement. This is totally false - obviously it doesn't take a $5-billion railway to run 1 train per hour to Kitchener, the critical limit is the lack of passing sidings on the Guelph Subdivision. The upgrades now underway under Verster would have been needed along with the bypass anyway, they're not alternatives to each other. The bypass railway was actually planned because we want to accommodate growth well beyond 1tph, including intercity services to London, Sarnia and Windsor (allowing VIA to grow service without the restrictions on their current CN mainline via Brantford), and extending 15-minute local service to Mt Pleasant rather than Bramalea. It is simply impossible to accommodate all that service on the single track CN sets aside for passenger service, especially given that CN has absolutely refused to electrify any of its lines. The methodology described by Verster parrots the short-sighted direction of the Provincial government, where the only goal is to increase service during the next five years while they are in office (and Verster is CEO), with no investment to enable any growth beyond that.
16:32 - The Guelph Subdivision is undergoing a $75-million speed and capacity upgrade (though Percy notes that $75M probably isn't enough to accomplish all the upgrades Verster wants), including
- Removing Temporary Slow Orders and Permanent Slow Orders (currently under construction)
- Constructing a new mainline platform at Georgetown Station (currently at 30% design, contract to be issued by the end of this year, construction planned next year)
I'm not sure what work that would be in Georgetown given that the aforementioned new platform is still two years away from completion.
32:47 - The general plan for the Kitchener line is to build a flyover bringing a track from the south side to the north side of the corridor between Mt Pleasant and Georgetown and to introduce passing loops at all stations along the Guelph subdivision, including specifically at Guelph, Acton and Georgetown stations. GO is also interested in eliminating level crossings, not only using grade separations but also by simply closing some crossings. CN has agreed that these upgrades would be sufficient for them to permit GO to operate some sort of AD2W service to Kitchener (presumably 1tph off-peak and counter peak and 2tph peak).
The elephant in the room regarding station capacity upgrades is the future Kitchener Central Station, which is addressed later.
37:44 - The aforementioned $75 Million investment on the Guelph Sub is projected to save 10 minutes (but Verster wants more savings than that).
The work underway in Guelph this year will save about 5-6 minutes, and the work planned in Georgetown next year should save another couple minutes, so this adds up. If Verster wants more savings than that, Metrolinx will also need to upgrade the line speed above its current 70 mph limit (112 km/h), given that by the end of the currently-planned work they will have already resolved the most significant slow zones.
50:00 - Metrolinx thinks that the future Kitchener Central Station is a fantastic idea, but it is a Region of Waterloo project, and Metrolinx is not doing anything to help the Region to build it.
This is seriously disappointing given that the Region has been struggling with the large project and the Province's power could really help move the project along. In addition to the local benefits, GO also stands to benefit from the new station since it will provide multiple platform tracks (which is the same objective Metrolinx is spending its own money to accomplish at Guelph, Acton and Georgetown) and will increase train ridership (i.e. revenue) due to improved access.
57:43 - Percy's goal is to bring the travel time down to 90 minutes.
GO express trains currently take 110 minutes, so that's a 20-minute time savings. 10 minutes of that has already been accounted for above by increasing speeds in Guelph and Georgetown, but the remaining 10 minutes will need to come from track speed upgrades and running an express service with fewer stops (VIA currently runs the line in 95 minutes, and should be able to achieve 90 minutes by the end of this year based on the aforementioned upgrades in Guelph).
1:16:46 - The propulsion of GO trains is up to private bidders for the really broadly-written electrification contract, and may not even include overhead wire electrification (hydrogen fuel cells were mentioned).
We also knew this already, but it's still frustrating that Metrolinx is indulging the Province in their charade regarding Hydrogen as a viable alternative to overhead electrification. As Verster specifically points out, the primary benefit of electrification is not the environmental benefit, the primary benefits are of improved acceleration and lower operating costs. No other power sources come anywhere close to the cost-effectiveness or the power-to-weight ratio of overhead electrification.
Last edited: