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GO Transit: Service thread (including extensions)

crs1026 said:
It’s not rocket science, but there are numerous steps and activities.
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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.


 
Admiral Beez said:
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.


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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.

You also need to make the curves longer so you will need to do some engineering in some places.

Does anyone know what the track speed was designed for originally? 50mph?
 
Bordercollie said:
Does anyone know what the track speed was designed for originally? 50mph?
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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 classes of 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
 
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Admiral Beez said:
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.
Click to expand...

Sure, replacing the track is a relatively straightforward task that railroads and contractors are knowledgeable and effective about.

(Just bring money).

But it assumes that what's underneath is solid and does not need restoration or modification.

- Paul
 
crs1026 said:
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
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I guess basically as fast as it would go? Would be the speed limit? (At the time).

I have a question about how the CSA controls the doors on the train, I see that in the accessibility coach there is a tablet that allows them to select which doors open and close. I guess it's either open or doors before or after the accessibility coach?

How did they do this in the old days when the conductor sat at the top?

Also does the CSA tell the engineer when the doors are closed and the train can depart?
 
11th said:
If the milk run is delayed by 5+ min, then you can do the express to milk run transfer at UW.
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I attempted this today, and failed miserably. Was planning on taking the 11:55am bus from Square One but finished my errand at Square One early and caught the 10:55am bus. My bus from Square One left late while the milk run I wanted to catch stayed ahead of schedule so I missed it. Ended up walking to St. Jacobs since there weren't any GRT routes available when I got there and the next GO wasn't for an hour. I checked the Transit app during my walk and both the milk run and express got to WLU at the same time for the 11:55am express run, but it was cutting it really close. I don't understand why they can't make things easier for passengers instead of gambling to transfer buses.

Coming back, I took the milk run from St. Jacobs but got off at WLU and grabbed a coffee since it was faster to do that then to stay on the milk run. The Express was ahead of schedule but it basically took 4 hours to get home with the disaster downtown shown above. We sat at Yonge/Harbour for 30 minutes and it was so frustrating...and you wonder why people don't want to take transit unless it's a train.

It was still worth it for Apple Fritters though lol.
 
LNahid2000 said:
I attempted this today, and failed miserably. Was planning on taking the 11:55am bus from Square One but finished my errand at Square One early and caught the 10:55am bus. My bus from Square One left late while the milk run I wanted to catch stayed ahead of schedule so I missed it. Ended up walking to St. Jacobs since there weren't any GRT routes available when I got there and the next GO wasn't for an hour. I checked the Transit app during my walk and both the milk run and express got to WLU at the same time for the 11:55am express run, but it was cutting it really close. I don't understand why they can't make things easier for passengers instead of gambling to transfer buses.

Coming back, I took the milk run from St. Jacobs but got off at WLU and grabbed a coffee since it was faster to do that then to stay on the milk run. The Express was ahead of schedule but it basically took 4 hours to get home with the disaster downtown shown above. We sat at Yonge/Harbour for 30 minutes and it was so frustrating...and you wonder why people don't want to take transit unless it's a train.

It was still worth it for Apple Fritters though lol.
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Possibly some bus only lanes should be put into place? And a dedicated U-turn signal for buses coming from the west to loop around?
 
LNahid2000 said:
I attempted this today, and failed miserably. Was planning on taking the 11:55am bus from Square One but finished my errand at Square One early and caught the 10:55am bus. My bus from Square One left late while the milk run I wanted to catch stayed ahead of schedule so I missed it. Ended up walking to St. Jacobs since there weren't any GRT routes available when I got there and the next GO wasn't for an hour. I checked the Transit app during my walk and both the milk run and express got to WLU at the same time for the 11:55am express run, but it was cutting it really close. I don't understand why they can't make things easier for passengers instead of gambling to transfer buses.
Click to expand...

This reminded me of when I attempted last weekend to try to catch a 12B bus at Burlington by taking the local 12 from the carpool, but of course that bus had to come miserably late and miss the connection. The worst part of it all was that the express bus left 5 mins late and still couldn’t catch it because our bus was late by just *1 min*. I just left it and my backup plan was just to head to Toronto instead. Who thought it was a good idea to leave out the 407 riders from getting an express bus to Niagara as well especially coming from an express bus (40), and who was the genius that had the bright idea to have both the express and local bus leave at the same time from Burlington?

I had better luck this weekend doing the exact same route and succeeding this time. The problem however was the massive overcrowding at Burlington and the poor communication all around. When we pulled up to the station, the volume of passengers were about 3 bus platforms long and some of that crowd almost reaching the main doors of the building. There were supposed to be 2 extra buses heading straight to Niagara and surprise surprise, both buses filled to the max and in standing room only (was on one of them and I'm really glad i stayed on the lower level of the bus because it was a lot more quiet and comfortable in comparison to the packed upper level). So instead of thinking logical and have as much buses as they can get on standby, these backup buses didn't come until like 20-25 mins after the scheduled time for the express bus to leave... knowing that its especially a long weekend and almost the entire GO ridership wants to head to Niagara, and I have no words as to what I have experienced, just exhaustion of consistent disappointment on the communication side. Besides all this however, it was actually really great coming back. Got to Brampton in just only 2:30 hrs which was purely because every connection was timed so close between the 12B -> 12 -> 40, and it felt like a miracle. Guess that's what happens when you actually have an express service...
 
anb said:
This reminded me of when I attempted last weekend to try to catch a 12B bus at Burlington by taking the local 12 from the carpool, but of course that bus had to come miserably late and miss the connection. The worst part of it all was that the express bus left 5 mins late and still couldn’t catch it because our bus was late by just *1 min*. I just left it and my backup plan was just to head to Toronto instead. Who thought it was a good idea to leave out the 407 riders from getting an express bus to Niagara as well especially coming from an express bus (40), and who was the genius that had the bright idea to have both the express and local bus leave at the same time from Burlington?

I had better luck this weekend doing the exact same route and succeeding this time. The problem however was the massive overcrowding at Burlington and the poor communication all around. When we pulled up to the station, the volume of passengers were about 3 bus platforms long and some of that crowd almost reaching the main doors of the building. There were supposed to be 2 extra buses heading straight to Niagara and surprise surprise, both buses filled to the max and in standing room only (was on one of them and I'm really glad i stayed on the lower level of the bus because it was a lot more quiet and comfortable in comparison to the packed upper level). So instead of thinking logical and have as much buses as they can get on standby, these backup buses didn't come until like 20-25 mins after the scheduled time for the express bus to leave... knowing that its especially a long weekend and almost the entire GO ridership wants to head to Niagara, and I have no words as to what I have experienced, just exhaustion of consistent disappointment on the communication side. Besides all this however, it was actually really great coming back. Got to Brampton in just only 2:30 hrs which was purely because every connection was timed so close between the 12B -> 12 -> 40, and it felt like a miracle. Guess that's what happens when you actually have an express service...
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I really think that connection times are too tight. Need at least another +5 minutes, this goes with the KW route meets at Royal Bank dr as well at Bramelea.
 
Richard White said:
Apparently people were sitting on the stairs due to lack of proper seating. Given that it is a fire hazard, I cannot understand how GO transit does not see the need to add more service.
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I’m sure they do. My bet is they’re waiting for the Provincial government to get up and running again to it can be an announceable.
 
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