What pollutes more? A 4800 hp locomotive hauling 70+ heavy freight cars, or a 3 engine DMU where each engine is roughly 500 hp hauling 3 light passenger rail cars?
I agree that we need electrification but I think the issue is being used to cloud things. Why suddenly demand electrification here? What about elsewhere in the network? What good is electrification if CN continues to use massive diesel locomotives on it's freight trains.
I think IMO that electrification must begin at Union station's trackage. Until there is electrification there (which arguably is busier than Weston, in terms of rail traffic) there is no incentive to run electric trains and electrify tracks elsewhere in the region.
And plus what about the output of non electrified cars everywhere in comparison to this train anyway.
I think your mistake is, that your've forgotten that "world" is defined as Weston.My maths aren't that great, but when you add more trains doesn't that mean busier???
The Weston Nimby's spent 5 years screwing everyone over, who was involved in this project, before Metrolinx ever became involved.This whole thing would not be an issue if Metrolinx had been honest from the beginning and if the line was being built for Torontonians but neither is true.
The Weston Nimby's spent 5 years screwing everyone over, who was involved in this project, before Metrolinx ever became involved.
The Weston Nimby's spent 5 years screwing everyone over, who was involved in this project, before Metrolinx ever became involved.
Yup. Metrolinx didn't even exist as an organization when Weston began fighting this project.
The Weston Nimby's spent 5 years screwing everyone over, who was involved in this project, before Metrolinx ever became involved.
Why do you claim Metrolinx had not been honest from the beginning, when they were only brought into the process half-a-decade after the process started?
Why are you trying to distort history?
TouchéWhy are you trying to distort history to say that Weston Nimby's [sic] spent five years screwing everyone over? As I recall it was SNC Lavalin that was trying to do the screwing at the beginning.
Why are you trying to distort history to say that Weston Nimby's [sic] spent five years screwing everyone over? As I recall it was SNC Lavalin that was trying to do the screwing at the beginning.
These days, yes the Weston NIMBYs are often unreasonable and scatterbrained.
Touché
There's still some big issues - whether GO will actually provide the additional service to Brampton that it needed 15 years ago. What the pricing will be on the air link and whether it will be useful/affordable to airport commuters (the majority of the trips to the airport). The poor Bloor-Dundas station connection. And how the little things - like noise walls - will fit.
The email I sent you last spring stated that there were no plans to introduce two-way, all-day service on the Kitchener line for Opening Day 2015. This is still accurate information. After the completion of the Georgetown South Project, we will only be adding 10 additional train trips to the Kitchener corridor.
The Big Move, our 25-year, $50-billion plan for coordinated, integrated transportation and transit in the Greater Toronto and Hamilton Area. Its implementation will allow for a thriving, sustainable and protected environment, and a strong, prosperous and competitive economy. Two-way, all-day service on the Milton, Kitchener, Barrie, Richmond Hill and Stouffville lines was identified in The Big Move as the next wave of priority projects. However, there are no confirmed timelines for when this service will begin and funding sources must be identified to make this vision a reality.
With regards to your question about cost, although some of the infrastructure from the Georgetown South Project would have to be built to make the two-way, all-day service a reality, an additional $4.9B is needed to achieve the goal of two-way, all-day service for the Next Wave of Projects for GO Rail Service Expansion (detailed in the link you included in your email).
I have looked into your question, and have learned that we do not have additional information at this time as we are still doing further work to determine the costs associated with each part of the network.
me said:How can Metrolinx state that bringing all of the non-Lakeshore lines to full service levels would cost $4.9B if they do not know what the component costs are? It sounds like, either, the information is known but not available for public consumption OR it is based solely on someone sticking their thumb in the air?