[Dan416]

On the Milton line they cancelled a good number of trains. But Union also seemed less busy than normal. So I think a chunk of people stayed home today.

In the morning the cancellation of trains seemed a bit premature. In the afternoon when it turned to snow, it looked to be snowing pretty hard. But in the afternoon the weather seemed fine.

I can't really fault Metrolinx for it too much, but it is kinda annoying. Definitely a damned if they do, damned if they don't situation.

 

[nfitz]

On the Milton line they cancelled a good number of trains. But Union also seemed less busy than normal. So I think a chunk of people stayed home today.

I was surprised at 5 pm how empty the 506 streetcar was at Woodbine - after a 40-minute gap. And how much faster it was at 5 pm, with not much traffic. Then at Main just how empty Line 2 was westbound - last year I was taking it daily and it was much busier. So much quieter driving and transit today.

In the morning the cancellation of trains seemed a bit premature. In the afternoon when it turned to snow, it looked to be snowing pretty hard. But in the afternoon the weather seemed fine.

I can't really fault Metrolinx for it too much, but it is kinda annoying. Definitely a damned if they do, damned if they don't situation.

Where were the service gaps problematic?

If they hold more trains in reserve, they are much better equipped to respond to service problems, while at the same time not having overcrowding.

 

[crs1026]

If they hold more trains in reserve, they are much better equipped to respond to service problems, while at the same time not having overcrowding.

Having reserve trainsets may not have been the key constraint. Keeping switches clear and reducing the need to throw them to route movements might have been a factor. And getting crews to trains over bad roads.

Freezing rain and ice buildup on turnouts must have been a worry. Simplifying the operating plan helps assure operations.

- Paul

 

[smallspy]

Having reserve trainsets may not have been the key constraint. Keeping switches clear and reducing the need to throw them to route movements might have been a factor. And getting crews to trains over bad roads.

Freezing rain and ice buildup on turnouts must have been a worry. Simplifying the operating plan helps assure operations.

- Paul

And that's precisely what their "storm service" call does. A lot of expresses get downgraded to locals, and fewer crossovers are used in an effort to minimize service disruptions during the storm. Even operations through the Flyunder are changed to help prevent trains from getting caught in there.

It also stops some of the scheduled lineside maintenance and redirects those forces to known trouble areas - particularly key interlockings, such as Wice.

Dan

 

[Allandale25]

And that's precisely what their "storm service" call does. A lot of expresses get downgraded to locals, and fewer crossovers are used in an effort to minimize service disruptions during the storm. Even operations through the Flyunder are changed to help prevent trains from getting caught in there.

It also stops some of the scheduled lineside maintenance and redirects those forces to known trouble areas - particularly key interlockings, such as Wice.

Dan

Speaking of Wice (I think it's on the Kitchener Line if memory serves), would there be any benefit to creating a structure to cover it to reduce the impacts of snow and ice? I'm almost thinking of the equilvant of the shelters used to diver rocks slides.

 

[crs1026]

Speaking of Wice (I think it's on the Kitchener Line if memory serves), would there be any benefit to creating a structure to cover it to reduce the impacts of snow and ice? I'm almost thinking of the equilvant of the shelters used to diver rocks slides.

That's an interesting thought - I have always wondered along the same lines. It might just take too large and massive a structure to be practical or economically viable - to meet clearance requirements (with provision for electrification) it would have to be very high; to handle an interlocking such as Wice it would have to be extremely long (the interlocking itself can stretch for a fair distance, and there would have to be added length to protect against blowing snow), and I have wondered if over the course of winter, exposure to sunlight might be more of an advantage than the exposure to the elements is a problem. And any permanent structure would then work against any rearrangement of track and switches. Also, ice and snow falling off passing trains rather than rainfall or snowfall is often the problem.

I have always wondered about a sailcloth version that is removed in spring and re-installed in fall, but that again is a load of work and demands a permanent structure to support it.

Deploying a few track workers as needed with the right work equipment, and installing high volume snow melters, seems a lot more manageable.

The railways have started along those lines with Rail Inspection Portals as a strategy for all-weather wayside remote monitoring, but these are not even the length of a single turnout and only one track wide.

- Paul