crs1026
Superstar
The short answer - to have a reverse direction train during peak, two things are required: there has to be a peak-direction train that turns back at Unionville, and there has to be a 40 minute hole in the peak-direction headway because the reverse direction train has no where to pass other trains between Milliken and Scarboro Jct. There can't be a "next" northbound train at Scarborough until the previous train has cleared at Unionville, and the southbound has come to Scarborough.
The earliest that a train could proceed southwards in the evening is about 1910 out of Unionville, once the 18:35 train arrives (at 19:13). But - there would have to be a train that can be turned back that had run earlier. That would have to be an additional train, otherwise one of the previous trains (before the 18:35 train) would not offer service beyond Unionville. That may be a bridge too far.
I'm interested in how the new service will dovetail with the other lines, especially Kitchener Line service. In the morning post-rush hour, peak trains that would have laid over (with crews working a split shift) will instead finish their day doing mid-day runs. New crews will come on in the afternoon to do some peak service work (replacing the previous split shift crews) and then finish their shift doing evening trains to Unionville.
Note that the last run of the night goes all the way back to Lincolnville - I wonder if it ties up there or deadheads back to wherever the crew started its shift.
PS - Look how the 15:11 train out of Union is "Stranded" at Lincolnville at 16:24. There is no track to let that train come back into the City for more service until rush hour ends. That's a very costly proposition - adding passing capability is really desirable just to move the equipment around.
- Paul
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