Richard White
Senior Member
During the Metrolinx Board Mtg, Phil Verster reports the following % of pre-COVID traffic levels:
GO Transit Weekend 100%
GO Transit Weekday 45%
UP Express 56%
And yet for some reason they put less Niagara Service
During the Metrolinx Board Mtg, Phil Verster reports the following % of pre-COVID traffic levels:
GO Transit Weekend 100%
GO Transit Weekday 45%
UP Express 56%
There may be other reasons including lack of crews, track slots, etc. The Maple Leaf is back so that's one more option.And yet for some reason they put less Niagara Service
If the weekday is only 45% they really need to get on a peak train themselves and re evaluate what they’re looking at. The London or Niagara bound train alone will definitely pull a few hairs out. Unless if they’re also counting off peak and evening trains which would make sense but I still see a lot of traffic on some lines. So I still don’t get where its only that number because it feels like its a lot more than that.During the Metrolinx Board Mtg, Phil Verster reports the following % of pre-COVID traffic levels:
GO Transit Weekend 100%
GO Transit Weekday 45%
UP Express 56%
During the Metrolinx Board Mtg, Phil Verster reports the following % of pre-COVID traffic levels:
GO Transit Weekend 100%
GO Transit Weekday 45%
UP Express 56%
Luckily the Welland Canal bridge already has a decent amount of elevation over the Welland Canal due to it being on the escarpment edge and adjacent to a lock (quick measurement appears to be about 12m of clearance).
Maximum ship height on the Canal is 35.5m, so assuming we give an extra few metres of height (say 38m, which seems to align with other bridges) we would need to elevate the existing bridge by about an additional 26 metres in height. That would still require a pretty significant structure, especially on the west side of the Canal where the rail lines already slop up towards the Canal, but wouldn't be as significant as you may think.
There is space to berm most of the grade change as well from a quick glance, which should reduce costs.
Still going to be hundreds of millions of dollars, but at quick glance the project wouldn't be too much larger than the Davenport Diamond project, if anything likely a similar cost point given a less constrained construction environment and likely far less structure involved.
The Davenport Diamond contract was $175 million, for comparison.
Even 12 car trains would be nice. I still don’t know why this hasn’t been done.To which I say, if you won't give me back 15M weekday service on Lakeshore, can we at least get it on the weekends?
it feels a lot more because GO Is still running a fraction of the service levels it did pre-pandemic. LSW peak hour service had 13 trains enter Union between 7 and 9am, while current service sees just 6.If the weekday is only 45% they really need to get on a peak train themselves and re evaluate what they’re looking at. The London or Niagara bound train alone will definitely pull a few hairs out. Unless if they’re also counting off peak and evening trains which would make sense but I still see a lot of traffic on some lines. So I still don’t get where its only that number because it feels like its a lot more than that.
Do they need to cycle more stored cars Into service? It takes time to inspect them and bring them back into service? How long does that take?it feels a lot more because GO Is still running a fraction of the service levels it did pre-pandemic. LSW peak hour service had 13 trains enter Union between 7 and 9am, while current service sees just 6.
No Idea.Do they need to cycle more stored cars Into service? It takes time to inspect them and bring them back into service? How long does that take?
I understand, but I watch these vids on North American rail, tie and bed replacement and I can help but think, this seems economically doable for connecting Peterborough to Toronto (or Oshawa)by rail.It’s not rocket science, but there are numerous steps and activities.
But to increase speeds on that line you need to change the curves to be more straight, which will require you to change the profile of the tack bed.I understand, but I watch these vids on North American rail, tie and bed replacement and I can help but think, this seems economically doable for connecting Peterborough to Toronto (or Oshawa)by rail.
Does anyone know what the track speed was designed for originally? 50mph?
I understand, but I watch these vids on North American rail, tie and bed replacement and I can help but think, this seems economically doable for connecting Peterborough to Toronto (or Oshawa)by rail.
I guess basically as fast as it would go? Would be the speed limit? (At the time).A 1948 Employees' Timetable places the following speed restrictions on passenger trains between Glen Tay and Agincourt
- 50 mph on curves between Glen Tay and Ronaldson
- 55 mph on curve MP 63.55 (west of Tweed)
- 60 mph on curves Ronaldson to Havelock
- 60 mph on curves between Havelock and Peterboro
- 60 mph on curves between Tapley and Claremont
- 2800 class locomotives - 60 mph at any point while handling passenger equipment Glen Tay to Agincourt
- 3100 class locomotives - 50 mph at any point while handling passenger equipment Glen Tay to Agincourt
In theory lighter passenger locomotives (which were more typical of those actually used on this route) could go 75 mph on tangent
I'm not sure what that proves, considering that diesels have very different centers of gravity and would have had their own speed restrictions. Provided, of course, that they were equipped with speedometers - which many didn't have.
- Paul