SaugeenJunction
Senior Member
Nothing new and may have been posted before, but was digging through VIA documents and I really liked this graphic showing the ways/tracks VIA uses to access Toronto and Montreal stations.
|
|
|
but that lack of friction has a monetary cost because of the fare foregone. Who pays for it? GTAA? Metrolinx/provincial taxpayers? Toronto ratepayers?UPE should include a TTC transfer if you're starting with your fare at Pearson.
Travel should be made as frictionless as possible. I really don't get why transit authorities in the GTA don't get that.
Nothing new and may have been posted before, but was digging through VIA documents and I really liked this graphic showing the ways/tracks VIA uses to access Toronto and Montreal stations.
Is the Barrie line and CN by-pass track loop still used?
but that lack of friction has a monetary cost because of the fare foregone. Who pays for it? GTAA? Metrolinx/provincial taxpayers? Toronto ratepayers?
This was the arrangement with the Northlander too IIRC. It would certainly maximize the use of platform dwell time and availability too at Union.My understanding is yes. This report is from 2016 so I'm assuming it is correct. This allows VIA trains to arrive from Toronto by using the Richmond Hill GO line, go to the Mimico yard to be cleaned etc, reverse to Union, then start a new trip up the Barrie Line. VIA's Canadian is too long to be efficiently turned on the VIA wye at Mimico, so this is the solution.
I really would love to photograph the Canadian on some of its "non-traditional" routing, like alongside UPE trains, at the future Downsview GO station, and eventually running over the Davenport grade separation.
This was the arrangement with the Northlander too IIRC. It would certainly maximize the use of platform dwell time and availability too at Union.
The answer might be here:The Northlander took the Bala Sub both in and out of Toronto when I rode it.
I used to have a studio at 363 Sorauren some...yikes, thirty five + years ago, and would commute every day from my apartment at Ossington and College, and often see the Northland(er?) headed north on the Newmarket sub, complete with the Dutch locomotive and cars. But I've also seen same on the Bala sub when commuting west from living at Gerrard and Pape a few years later.The Northland, I believe, took the Bala Sub (Richmond Hill Line), even when the Newmarket Sub (GO Barrie Line) was still intact between Barrie and Washago. The Canadian (and the pre-1990 Northland train to North Bay/Timmins) took the Newmarket.
I used to watch the Ontario Northland trains leaving Union Station westbound as they rolled past Spadina. [...].
https://en.wikipedia.org/wiki/Ontario_Northland_RailwayIn 1977, the railway purchased four RAm/DE train sets retired from the Trans Europ Express by the Dutch and Swiss railways, for use on its Northlander train. However, the experiment was not entirely successful. The locomotives were scrapped in 1984, although the passenger cars survived until the early 1990s. These surviving passenger cars were pulled by rebuilt Canadian locomotives (EMD FP7). The rear end of the locomotives was altered to fit to original cars. With the Canadian locomotives, the control car / DVT lost their function.
Many passenger cars used on ONR trains today are former single-level GO Transit cars that were extensively refurbished after being used for commuter service around Toronto. [...]
Hawker Siddeley RTC-85SP/D are diesel multiple units manufactured by Hawker Siddeley Canada for GO Transit, based on the H-series subway cars which they built for the Toronto Transit Commission.
The 92-seat RTC cars were ordered and delivered to GO Transit in 1967 as single-level self-propelled units # D700, D701, D702 to D708 (later renumbered as 9825-9826, 9827-9833) with total order of 117 cars.[1] All cars were built at Hawker's Thunder Bay, Ontario plant. In 1975 the cars were converted to cab cars by Ontario Northland Railway and some cars leased to MARC Train.
They have been withdrawn from service with 7 scrapped and remaining sold to other operators:
- 16 to Ontario Northland Railway (used for Northlander)
- 92 to Agence métropolitaine de transport (now retired)
- 2 cars to Pandrol-Jackson Electric Tamper and Equipment Company as crew-cars for railgrinding operations
You might find some answers in the VIA Rail timetables, which covered the ONR trains until 2007.I'd read later that one of those runs did a loop into Union via some path, and some stations were only served southbound on one alignment, others northbound on another until the lines crossed north of Washago
Any clarification or references most appreciated.
Whoa! What an absolute treasure....You might find some answers in the VIA Rail timetables, which covered the ONR trains until 2007.
You can measure the wye at Mimico (I'm not aware of any other one's relevant for the Canadian) on Google Earth, but IIRC it's barely long enough for one locomotive with 6 cars. I believe they wyed at Bayview Jct. (between Hamilton and Aldershot) until that extra mileage (must be something like 60 kilometers per move) became too much to justify...As I recall, Canadian used to be short enough to be wyed until a few years back when they cut service and ran longer trains. Now it has to make less efficient moves to leave Toronto, which is a shame.
You might find some answers in the VIA Rail timetables, which covered the ONR trains until 2007.
You might find some answers in the VIA Rail timetables, which covered the ONR trains until 2007.
Thanks very much for posting those schedules. I was particularly keen to see 1982's when passenger rail service returned to Fredericton, having lived there from 2004-2007 and remarked on the deteriorated and abandoned rail station.You might find some answers in the VIA Rail timetables, which covered the ONR trains until 2007.