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GO Transit: Construction Projects (Metrolinx, various)

PShells said:
While double track has been laid between Unionville and Kennedy (minus this bridge) I notice that there are a lot of stop/starts of the tracks where they aren’t connected (not even by a switch). There’s still missing track for short segments around Milliken station.

There will have to be some clean up of the track to connect everything before it’s formally double tracked between Unionville and Kennedy.
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The brief discontinuities without switches are just places where the temporary route shifts from the east track to the west currently. Those spots will be realigned and reconnected so there will just be two continuous tracks without a switch at that location. That type of track shift can be completed in a day, as we saw on LSE last weekend.
 
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Hairball said:
This is basically the last missing link of double track between Kennedy and Unionville right? It doesn't even look like that big of a bridge, it's like it's been stalled for years.
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Not quite.

This is to do the final realignments on the stretch of track between Eglinton and Progress, and to connect and test the signal system in order to activate the second mainline track through this section.

It sounds like the last of the three Highland Creek bridges is now earmarked to be completed next year.

Dan
 
A bit ago now, we looked at the City's update on the GO Expansion program.

That reported was adopted, but amended at Council.

The result could just as easily go in the Cycling Thread, so I will probably crosspost it there.

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SaugeenJunction said:

Doug Ford promised to build a new local train station. Metrolinx says it’s a bad idea​


Coverage of the proposed Lakeview GO.
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While I think Do Fo is an idiot, I don't give any bonus points to Metrolinx, they've proved they are incompetent as well.

A lot of their analysis about stations and what is possible/not possible looks at the existing block signaling and heavy diesel bi-level fleet for that data. They refuse to consider what the possibilites would be with the planned GO Expansion using electric locos and the better signaling system. Two things they are already planning on doing! They refuse to look further and see what is possible with EMU's, and other enhancements. Their studies are always stuck in the present and past.
 
robmausser said:
While I think Do Fo is an idiot, I don't give any bonus points to Metrolinx, they've proved they are incompetent as well.

A lot of their analysis about stations and what is possible/not possible looks at the existing block signaling and heavy diesel bi-level fleet for that data. They refuse to consider what the possibilites would be with the planned GO Expansion using electric locos and the better signaling system. Two things they are already planning on doing! They refuse to look further and see what is possible with EMU's, and other enhancements. Their studies are always stuck in the present and past.
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In this case, there was a Lakeshore transportation study that considered extending some form of LRT west from Long Branch to Port Credit. That extension would serve the area and the proposed development much better than re-spacing GO stops, creating local connectivity as well as Regional connectivity - and likely in a similar range of cost.

I support electrification and a more frequent go service, but we really need to not fall into the fantasy that electrification and signalling is a magic bullet that can transform LSE/LSW into everybody's favourite subway system with stops spaced like the Yonge subway.. . GO should be left as a regional system with measured station spacing capable of competing with longer distance highway travel, and we need to build higher order transit for those first/last mile legs and to meet local needs.

- Paul
 
crs1026 said:
I support electrification and a more frequent go service, but we really need to not fall into the fantasy that electrification and signalling is a magic bullet that can transform LSE/LSW into everybody's favourite subway system with stops spaced like the Yonge subway.. . GO should be left as a regional system with measured station spacing capable of competing with longer distance highway travel, and we need to build higher order transit for those first/last mile legs and to meet local needs.
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Yes! Thank you! Thank you!

Exactly what I've been arguing for years on this forum. There are people on this forum that would be content to see stop spacing for the GO trains equivalent to a downtown streetcar because they can't say "No" to any station proposal. In their minds every proposed station is justified and warrants being built.

I'm against the Park Lawn proposal as well because of it's close proximity to Mimico. Would rather see the Ontario Line extended from Exhibition to Mimico with a stop at Park Lawn.

I don't understand the logic of claiming we can add more stops due to electrification. Why not get all the benefits of electrification and NOT add more stops? That would certainly make the GO train more competitive with highway driving. Build more subways and BRTs connecting to existing GO station instead of constructing infill GO stations.
 
robmausser said:
A lot of their analysis about stations and what is possible/not possible looks at the existing block signaling and heavy diesel bi-level fleet for that data. They refuse to consider what the possibilites would be with the planned GO Expansion using electric locos and the better signaling system. Two things they are already planning on doing! They refuse to look further and see what is possible with EMU's, and other enhancements. Their studies are always stuck in the present and past.
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It's only about 1.5 km from the Long Branch station to "Lakeview". Less if you include the length of the platforms! I think that a big factor in their analysis was the timing changes if they had two stops so close together, and that they'd actually cut ridership if they moved the existing station. To put this in perspective, it's 3 km between East Harbour and Union, and 6 km between Union and Exhibition!

And there's still a big last-mile issue, as the station would still be about 700 metres north of the the main Lakeview land. 1.5 km from some of it. An express bus from Port Credit, with multiple stops south of Lakeshore would probably be faster!

crs1026 said:
I support electrification and a more frequent go service, but we really need to not fall into the fantasy that electrification and signalling is a magic bullet that can transform LSE/LSW into everybody's favourite subway system with stops spaced like the Yonge subway.. .
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It's over 2 km between the Yonge stations from Eglinton to Sheppard.
 
Bojaxs said:
Yes! Thank you! Thank you!

Exactly what I've been arguing for years on this forum. There are people on this forum that would be content to see stop spacing for the GO trains equivalent to a downtown streetcar because they can't say "No" to any station proposal. In their minds every proposed station is justified and warrants being built.

I'm against the Park Lawn proposal as well because of it's close proximity to Mimico. Would rather see the Ontario Line extended from Exhibition to Mimico with a stop at Park Lawn.

I don't understand the logic of claiming we can add more stops due to electrification. Why not get all the benefits of electrification and NOT add more stops? That would certainly make the GO train more competitive with highway driving. Build more subways and BRTs connecting to existing GO station instead of constructing infill GO stations.
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Unfortunately I disagree with both of you, however on one caveat:

Using EMU's and advanced signalling CAN transform a regional rail system into basically an overground subway with stops as close as 1km apart, as long as their is a third and even a fourth track for express service.

You can't have a ton of stops on a service that comes in from Hamilton, but, those trains should almost never be making milk runs with a stop at every station.

They already have some express service on Lakeshore West, but it should be a consistent thing. Trains from Oakville and west should stop at a couple of stations at most on their way to Union, permanently. All the infill stations should be a service that only runs as far as Oakville (or even further east) and back to Union.

As long as there are two tiers of service like this, its totally feasible to have subway stop spacings on an EMU regional line.
 
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I think that, as long as people insist on turning the subway into a quasi-GO train, it's only reasonable to expect the reverse to be done as well.

Personally, I have no idea why local transit can't serve a local function and regional transit a regional function, but at this point the lines are so blurred I have no idea what the point of any transit system is supposed to be anymore. Does the Yonge line exist to provide local transit in Toronto, or to replace the GO train as a commuter service from Richmond Hill? Who knows? When you have opponents of the Crosstown station spacing saying the stations should be further apart so the line can serve a cross regional purpose akin to a GO train, all logic has gone out the window.
 
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