News   GLOBAL  |  Apr 02, 2020
A Message to Our Readers
 11K     0 
News   GLOBAL  |  Apr 01, 2020
EarthCam Time-Lapse Documents Rafael Viñoly-Designed New Stanford Hospital Construction
 43K     0 
News   GLOBAL  |  Apr 01, 2020
Resort Town
 6.7K     0 
Northern Light said:
In the heart of the City, I don't see this happening in the foreseeable future.

I think the Gardiner west of the Humber could spare a lane fairly easily and there is some room in the ROW in spots as well.

That said, it is key to set up some time of reserved/preferred lanes right around the bus terminal to get buses to/from the Gardiner.

Beyond that, I think, if they get rail service up to promised/planned levels, it should do a lot to dissipate the traffic. (Service that is every 15M or better on the core of the K-W and LSW lines, and every 30M or better on Milton will draw people out of their cars.
Click to expand...
But let's be real. 15 minute frequency on the Kitchener Line even as far as Bramalea is still a long way into the future. Even a 60 minute service is far more reasonable at this point and should be doable, to Bramalea for sure and optimally to Mount Pleasant. Alas, according to a post a few lines up, there is apparently still a lot of work/negotiating to do with CN to get access to the trackage west of the junction ahead of Bramalea. Anecdotally, the eye test says the room is there for hourly trains to Mount Pleasant similar to current weekday service. Oh well...

Added: Perhaps they could run a train Union-Malton, if that would make sense operationally, given the parallel and more frequent UPX service.. That idea has been hashed here before..
 
Last edited:
To me, there’s probably 3 options they can go about this


Option 1: Run at least 60 min service from Union-Bramalea and allow the 21 GO buses to also go there for transferring as well. Probably the best option that they can come up with, given the new bus terminal.

If they run a 8-10 car train which will be empty at Bramalea instead of the near full trains we have to deal with at Port Credit, with the addition of Milton riders having the advantage of the free flowing 407 to use, there’s no doubt this will work best. The local 21 branch that stops at Square One and Cooksville can be the only ones that heads to Port Credit as that makes the most sense

Option 2: Allow 21/31 buses to start/end at Pearson or Viscount and allow fare integration with the UPX providing 15 min service on the weekends again. Yes it is probably the most stretch, but requires the least effort to set up besides the operation side of the UPX again.

Option 3: Run all 21/31 buses to Kipling and call it a day. This option works but would be even better if GO/TTC had its fare integration again.
 
anb said:
To me, there’s probably 3 options they can go about this


Option 1: Run at least 60 min service from Union-Bramalea and allow the 21 GO buses to also go there for transferring as well. Probably the best option that they can come up with, given the new bus terminal.

If they run a 8-10 car train which will be empty at Bramalea instead of the near full trains we have to deal with at Port Credit, with the addition of Milton riders having the advantage of the free flowing 407 to use, there’s no doubt this will work best. The local 21 branch that stops at Square One and Cooksville can be the only ones that heads to Port Credit as that makes the most sense

Option 2: Allow 21/31 buses to start/end at Pearson or Viscount and allow fare integration with the UPX providing 15 min service on the weekends again. Yes it is probably the most stretch, but requires the least effort to set up besides the operation side of the UPX again.

Option 3: Run all 21/31 buses to Kipling and call it a day. This option works but would be even better if GO/TTC had its fare integration again.
Click to expand...
At least the tracks to Bramelea are within GO control. That would be the best option. Express to union in 30mim? Is that possible?
 
Bordercollie said:
At least the tracks to Bramelea are within GO control. That would be the best option. Express to union in 30mim? Is that possible?
Click to expand...
Well, technically ML control stops short of Bramalea. So even that short access would have to be negotiated. Also, all stops Bramalea to Union takes 35 minutes. If this train were going to run, it would make sense to at least serve Malton and maybe Etobicoke North, and perhaps skip Weston and Bloor, leaving them to the UPX service.
 
cbrown2009 said:
Well, technically ML control stops short of Bramalea. So even that short access would have to be negotiated. Also, all stops Bramalea to Union takes 35 minutes. If this train were going to run, it would make sense to at least serve Malton and maybe Etobicoke North, and perhaps skip Weston and Bloor, leaving them to the UPX service.
Click to expand...
Just for reference. MX control ends at mile 16.9 weston sub and CN control starts beyond which is Mile 11.1 Halton Sub. Bramalea GO is at Mile 11.6. This means that MX only needs to use the Halton for 0.5 -0.8 miles... on a rule 105 track that no CN train uses.
 
smallspy said:
Track 3 of the Halton is most certainly not rule 105 trackage.

Dan
Click to expand...
I meant track 4, aka the Bramalea Commuter lead, i think? Couldn't they use that as a turnback like they were using it last September to November for local services?
 
Last edited:
Krypto98 said:
I meant track 4, aka the Bramalea Commuter lead, i think? Couldn't they use that as a turnback like they were using it last September to November for local services?
Click to expand...

They could, and should....and really, similar to Aldershot and other locations it should be a signallised track with a power switch and signal at the west end of the platform. Not much added cost in the scheme of improvements at Bramalea.

- Paul
 
For weekend service or more off-peak service to Bramalea, I wonder if part of the challenge is the frequency of CN"s switching on the south side, east of Bramalea and CN being hesitant to giving up more track time.

1661179154130.png
 
Allandale25 said:
For weekend service or more off-peak service to Bramalea, I wonder if part of the challenge is the frequency of CN"s switching on the south side, east of Bramalea and CN being hesitant to giving up more track time.
Click to expand...

Quite likely. The issue is not just the time and moves needed to access that one spur track. The switching assignments in the area from Peel to Etobicoke North must work along both sides of the ROW on both the ML and CN portions. There are service tracks in some places but not others, and switching will require sawing back and forth between various points..... for instance, the next task for the switcher might be to cross over from the spur in red to the north service track west of Bramalea station. That would require blocking every track for CN and ML while that move was accomplished. And, being a switching job, it might involve a shoving move with someone riding on the tail end car to protect the move. That requires extra time and caution. I'm sure CN would insist on retaining considerable flexibility in track availability and time slots to cover a range of customer requirement scenarios.

Having said that, it doesn't imply there can be no GO service... but it might constrain what is possible.

- Paul
 
^ Random person? I think of it as an update from a fellow UTer for VIPs like us who know this is a good source for updates. Also, fellow UTer gets action (as the Star likes to say).
 
  • Like
Reactions: anb
Krypto98 said:
I meant track 4, aka the Bramalea Commuter lead, i think? Couldn't they use that as a turnback like they were using it last September to November for local services?
Click to expand...
Sure they could. They could also use track 3 - in fact, they've used both as necessary.

But no matter what, the trains have to traverse at least some length of track 3, which isn't Metrolinx-owned or dispatched track.

Dan
 
You must log in or register to post here.

Back
Top