raptor
Senior Member
Can't have duplicate names, remember? Let's call it Northern Ontario line.
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GO Transit: Construction Projects (Metrolinx, various)
- Thread starter drum118
- Start date
SaugeenJunction
Senior Member
salsa
Senior Member
The missing link is a Smart Track that's actually smart.
robmausser
Senior Member
We should name it "Actual Smarttrack"
salsa
Senior Member
Remember, Smart Track was supposed to accept TTC fares and be run by the TTC as a separate service, therefore TTC naming convention applies here. So maybe they will call it Line 10: Weston-Midtown-Leaside-Scarborough line.
44 North
Senior Member
Don't forget that it could cut down on costs of realigning the RH corridor, since there'd no longer be a need for a rail/rail grade-separation between the CP North Toronto sub and Leaside Spur. The 2010 GO Improvements BCA (which btw gave a very favourable case for upgrading the existing RH line) said that with the current routing they could run express RHC-Union in 29mins. Keep in mind this routing is winding and slow. So with a realignment this could probably be achieved between 15-20mins. And with new stations opportunities along this realigned route, the 2031 projection of 8,700 peak pegged for the existing line would obviously be substantially higher. It's pretty clear that there's a lot of opportunities and future cost savings that can be unlocked with this Missing Link in place.
crs1026
Senior Member
I like the idea of looking for second-wave projects whose costs are reduced by building the Halton Link (my name suggestion - Missing link sounds too close to 'one card short of a deck')
If one makes this all about Kitchener RER, then it's a issue of the link arriving too late. Whereas if one makes it about projects that will emerge in a few years, then Kitchener doesnt wait (although it might be pared back a little) and the link is an enabler for what comes next.
It would definitely make the RH line cheaper, and Bolton service as well. ML is not in a hurry to upgrade the Milton line so maybe count it.
- Paul
drum118
Superstar
First of all, there is no missing link as claim, but a new branch line and mainline that has never been looked at or plan for in the past.
Who backyard should Hazardous Goods travel by as they have to do so in one form or another??
Which route will have the less risk of something happening on it as well the less economic effects if something does?? Risk is the number ONE issues that needs to be looked at and it could stop the thing in its track.
You can't look at one section without looking at the big picture how this branch line will effect the big picture from Pickering to Milton.
This will be a Federal EA and will take longer than the Provincial EA.
You need to come up with a capital cost as well time frame how long it will take to built the full new line.
Since CP is looking at closing the Toronto Yard and moving it east, you need to think long range as to what is CP looking at now and down the road, let alone CN. There will be some sort of yard in Toronto and how big it will be depends on many things.
Given the time line of 10 years for RER, far cheaper to add extra tracks to the Galt Sub all the way to Cambridge. The cost and time frame is known now for the Milton section and it was supposed to be completed in 2021/22 in 2014.
Will this new branch line and mainline add benefits for CN & CP to use than the current routes needs to be washout with the future in mind?? If it makes no sense to either RR, its dead in the water as you can't force them to use it.
The first 10+ years will be looking at the route to see what are the issues to do this idea and start looking at the various options how to deal with them. At this point, the capital cost and time frame start to show up.
The next 10+ years will be the EA time frame.
Unless there is a real business case and benefits for CN & CP, both railways could very well say no even if there is no cost to them.
How this new branch line and mainline is built depending on cost and having the funds to do it.
Just because you are moving the RR to a new location, does this line offer various new passenger rail service ranging from commuter service to HSR and that needs to be in the picture as well?? How does this effect CN & CP must be known as well??
Like it or not the existing corridors needs to be 4+ tracks to provide space for the RR and Transit today. Its done in Europe, but freight trains operate at 160 km/h and are short while ours is 100 km/h and less, as well being 300% longer. Europe is now looking at longer trains as well maintain the high speed like today.
Who backyard should Hazardous Goods travel by as they have to do so in one form or another??
Which route will have the less risk of something happening on it as well the less economic effects if something does?? Risk is the number ONE issues that needs to be looked at and it could stop the thing in its track.
You can't look at one section without looking at the big picture how this branch line will effect the big picture from Pickering to Milton.
This will be a Federal EA and will take longer than the Provincial EA.
You need to come up with a capital cost as well time frame how long it will take to built the full new line.
Since CP is looking at closing the Toronto Yard and moving it east, you need to think long range as to what is CP looking at now and down the road, let alone CN. There will be some sort of yard in Toronto and how big it will be depends on many things.
Given the time line of 10 years for RER, far cheaper to add extra tracks to the Galt Sub all the way to Cambridge. The cost and time frame is known now for the Milton section and it was supposed to be completed in 2021/22 in 2014.
Will this new branch line and mainline add benefits for CN & CP to use than the current routes needs to be washout with the future in mind?? If it makes no sense to either RR, its dead in the water as you can't force them to use it.
The first 10+ years will be looking at the route to see what are the issues to do this idea and start looking at the various options how to deal with them. At this point, the capital cost and time frame start to show up.
The next 10+ years will be the EA time frame.
Unless there is a real business case and benefits for CN & CP, both railways could very well say no even if there is no cost to them.
How this new branch line and mainline is built depending on cost and having the funds to do it.
Just because you are moving the RR to a new location, does this line offer various new passenger rail service ranging from commuter service to HSR and that needs to be in the picture as well?? How does this effect CN & CP must be known as well??
Like it or not the existing corridors needs to be 4+ tracks to provide space for the RR and Transit today. Its done in Europe, but freight trains operate at 160 km/h and are short while ours is 100 km/h and less, as well being 300% longer. Europe is now looking at longer trains as well maintain the high speed like today.
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robmausser
Senior Member
I see nothing wrong with a phased approach, where we build out tracks beside the CN/CP tracks in the short term, and look at the Missing Link for a long term solution.
We will probably eventually need to add trackage anyways for expanding transit. Build out the minimum trackage we need now to meet 10 year goals, and look at Missing Link for 20 year solutions.
salsa
Senior Member
I went to visit Weston today to check out the progress.
John Street pedestrian bridge
From the other side...
Unfortunately the arch will be covered in mesh, so the views won't be too good. Why are pedestrian bridges forced to have this but not car bridges?
A large art project is planned for the pedestrian bridge. For details and renderings, follow this link.
Weston Tunnel
King St
Between King and Church, the Weston tunnel roof is being filled as part of the St John the Evangelist school future play area.
Church St
UP Express
My pics are in that thread: http://urbantoronto.ca/forum/thread...-mmm-group-limited.3188/page-460#post-1062801
Denison Road underpass
John Street pedestrian bridge
From the other side...
Unfortunately the arch will be covered in mesh, so the views won't be too good. Why are pedestrian bridges forced to have this but not car bridges?
A large art project is planned for the pedestrian bridge. For details and renderings, follow this link.
Weston Tunnel
King St
Between King and Church, the Weston tunnel roof is being filled as part of the St John the Evangelist school future play area.
Church St
UP Express
My pics are in that thread: http://urbantoronto.ca/forum/thread...-mmm-group-limited.3188/page-460#post-1062801
Denison Road underpass
Adjei
Senior Member
Thanks for the pics. The Denison Road underpass has really changed the area.
Amare
Senior Member
Amazing pictures Salsa!
As for your question of why pedestrian bridges are forced to have the meshing while car bridges arent, that's a really good question. It's funny because many of the bridges that cross over highways in the city have a pathetic barrier on the right side that only goes up to my hip.
As for your question of why pedestrian bridges are forced to have the meshing while car bridges arent, that's a really good question. It's funny because many of the bridges that cross over highways in the city have a pathetic barrier on the right side that only goes up to my hip.
crs1026
Senior Member
Great pictures!
I wonder what kind of trees can be planted above the tunnel - that bare grass is crying for some shade. The soil may not be deep enough for large trees' roots to hold.
The mesh is likely intended to deter climbers, which includes the foolish and the distressed. When it's on an angle like that, I'm not sure it will deter much, but at least errant balls and frisbees won't fall on the tracks.
- Paul
I wonder what kind of trees can be planted above the tunnel - that bare grass is crying for some shade. The soil may not be deep enough for large trees' roots to hold.
The mesh is likely intended to deter climbers, which includes the foolish and the distressed. When it's on an angle like that, I'm not sure it will deter much, but at least errant balls and frisbees won't fall on the tracks.
- Paul
kEiThZ
Superstar
I'm wondering how much electrification can be sped up. The new federal government is going to want to invest in infrastructure They aren't going to want to wait for 10 years for Ontario's plan. And if you consider VIA's plan for electrification as well, clearly coordination is in order.
Anybody care to speculate, how much they can speed things up with more money?
Anybody care to speculate, how much they can speed things up with more money?
I was under the impression that 10 years (now 9, considering that the pledge was made in the 2014 budget) was for the completion of electrification of all lines that GO owns. There was something posted in another thread about Metrolinx having a pilot project section of the Lakeshore corridor available much sooner than the 10 year deadline. I wouldn't be surprised if Lakeshore East+West (at least Oakville to Pickering) and GTS to Bramalea are done by 2021 or 2022. GTS especially, given UPX and that the corridor is now basically electrification ready, with the corridor upgrades necessary having already taken place.