Caledon-Vaughan GO Rail Line

[crs1026]

One of the most instructive things to consider when planning new heavy rail corridors is needed additional infrastructure. If you could serve Bolton with zero new infrastructure besides a station (think additional tracks), then sure, peak only service may be acceptable. If CPKC demanded a bunch of double tracking, or even 3rd tracking in some spots, then running peak only service preforms super poorly in a business casing scenario.

So TLDR, if you can run Bolton service on existing rails without new tracks, sure peak only may work. But if you’re adding lots of new infrastructure, you need TWAD.

And reminder, Metrolinx doesn’t decide what is needed, CPKC does.

To keep it short -
- CPKC's main transcontinental line, largely single track
- Most time critical intermodal yard in CPKC's operations in Eastern Canada
- Need to construct a direct connection to the ML infrastructure to Union (needed regardless of peak or 2WAD)

I'm not leaning towards "cheap and straightforward".

- Paul

 

[Bureaucromancer]

To keep it short -
- CPKC's main transcontinental line, largely single track
- Most time critical intermodal yard in CPKC's operations in Eastern Canada
- Need to construct a direct connection to the ML infrastructure to Union (needed regardless of peak or 2WAD)

I'm not leaning towards "cheap and straightforward".

- Paul

agreed; waiting on what CPKC actuall demands, but I tend to think that the realistic options are CPKC demanding largely triple track and still shared with CPKC ownership, and a vague possibility a single track parallel Metrolinx owned corridor might be allowed…

 

[SaugeenJunction]

To keep it short -
- CPKC's main transcontinental line, largely single track
- Most time critical intermodal yard in CPKC's operations in Eastern Canada
- Need to construct a direct connection to the ML infrastructure to Union (needed regardless of peak or 2WAD)

I'm not leaning towards "cheap and straightforward".

- Paul

Bingo.

agreed; waiting on what CPKC actuall demands, but I tend to think that the realistic options are CPKC demanding largely triple track and still shared with CPKC ownership, and a vague possibility a single track parallel Metrolinx owned corridor might be allowed…

To your last point, parallel tracks seem to be the key to unlocking passenger rail on CPKC corridors. We now have two examples of this in the GTHA: Milton and Bowmanville.

 

[dowlingm]

Need to construct a direct connection to the ML infrastructure to Union (needed regardless of peak or 2WAD)

Or, don’t and instead terminate on the North Toronto Sub, and provide transfers at Weston and/or Mount Dennis. Boltoners can still reach Union but their train can also facilitate a 1 change journey from Kitchener/Brampton/Pearson to Yonge/Summerhill and 1-2 other stations between there and West Toronto Diamond.

 

[SaugeenJunction]

Or, don’t and instead terminate on the North Toronto Sub, and provide transfers at Weston and/or Mount Dennis. Boltoners can still reach Union but their train can also facilitate a 1 change journey from Kitchener/Brampton/Pearson to Yonge/Summerhill and 1-2 other stations between there and West Toronto Diamond.

This may be the ideal option. Union will be at capacity post OnCorr. Not to mention we can’t handle another line from the west entering union without an appropriate line pair.

 

[crs1026]

Or, don’t and instead terminate on the North Toronto Sub, and provide transfers at Weston and/or Mount Dennis. Boltoners can still reach Union but their train can also facilitate a 1 change journey from Kitchener/Brampton/Pearson to Yonge/Summerhill and 1-2 other stations between there and West Toronto Diamond.

Adding yet more platforms is cost, and CP will be far from eager to share its tracks on the North Toronto line. A junction with the Kitchener line at Jane St would be preferable, and cheaper......north of the Nickle interlocking so that its crossovers can route Bolton trains as needed.

- Paul

 

[smallspy]

Or, don’t and instead terminate on the North Toronto Sub, and provide transfers at Weston and/or Mount Dennis. Boltoners can still reach Union but their train can also facilitate a 1 change journey from Kitchener/Brampton/Pearson to Yonge/Summerhill and 1-2 other stations between there and West Toronto Diamond.

Keep in mind that historically the TTC has been adamantely opposed to this particular version of that idea. The Yonge Line is already busy enough before dumping several additional GO trains worth of people headed downtown.

Now, that said..... a station connecting with Dupont on the University side - where ridership is lower - could be much more pallatable to the TTC.

Dan

 

[Bureaucromancer]

Now, that said..... a station connecting with Dupont on the University side - where ridership is lower - could be much more pallatable to the TTC.

For North Toronto Station reopening is a nice idea, but yeah, if this is the option and it's serving as a Union reliever Dupont makes a lot more sense.