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GO Transit: Construction Projects (Metrolinx, various)

robmausser said:
Actaully, the distance between the two stations is so far I think adding a better streetcar stop, like a small loop type thing would benefit the connection between the two stations greatly.
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Back when there was a streetcar stop for Main station, northbound, at the top of the now-closed shares, I really don't recall too many people using it to get to the subway. Almost all just walked.

The distance is similar than the now massively long transfer tunnel between TTC and Miway/Go Bus at Kipling station. Should they run a shuttle bus there?
 
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Here is some commentary that came my way as a year-end look at things related to GO Expansion, er, RER. I presume the "we/our" in the text is Metrolinx talking.
I posted other bits of the commentary in the threads dealing with USRC and Union Station.

- Paul

On the Horizon – OnCorr early works
Metrolinx continues on-track to bringing its core communities across the region 15-minute two-way all-
day service to get you where you need to go – better, faster and easier. To deliver this service, Metrolinx
will soon be beginning early works to build new track and signals, construct new rail facilities, modify and
build bridges, improve crossings and build electrification infrastructure across the GO network. Our first
priority is to orchestrate the relocation of utility works that are positioned throughout the corridor. As
work schedules are determined communications will be shared with neighbouring communities.

Ontario Line Early Works in USRCE
Work associated with the Ontario Line, overlapping the USRCE, will continue with geotechnical drilling
and surveying into 2021. Early works construction will also begin in 2021, when teams begin work on the
Lower Don Bridge modifications, station work, utility relocations and rail corridor expansion from Eastern
to Logan Avenue. Major construction for the rest of the project (including the Corktown Station and the
Don Yard portals) will begin in 2023. Additional reports will also be released next year, including the
Environmental Impact Assessment and Early Works Reports, which will detail potential impacts of the
project and mitigation measures Metrolinx will deploy. For more information, feel free to reach out via
email (OntarioLine@Metrolinx.com) or consider signing up for the Ontario Line e-newsletter to receive
project updates.
 
nfitz said:
I don't recall any circular metro lines in Paris. How do they deal with recovery time?
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Line 2 and line 6 both use return loops at both of their ends. Lines 1 and 3 were both originally built like that as well, but both have been lengthened beyond their original limits. As well, Line 1 has had its signalling system upgraded and so it is capable of achieving tight frequencies in other manners. Line 4 still uses its original return loop at the north end of the line, but the line has been extended past its south one. It's the reverse for line 5 - it's northern loop has long since been bypassed, but it still uses its southern loop.

In the case of Line 6, a couple of stations have multiple platforms in the same direction - this allows trains to have a double-headway break. Lines 2 and 3 are both running lower headways than they had historically, and so the need for staging trains for breaks/recovery the ends of the lines have been reduced.

Dan
 
smallspy said:
Line 2 and line 6 both use return loops at both of their ends. Lines 1 and 3 were both originally built like that as well, but both have been lengthened beyond their original limits. As well, Line 1 has had its signalling system upgraded and so it is capable of achieving tight frequencies in other manners. Line 4 still uses its original return loop at the north end of the line, but the line has been extended past its south one. It's the reverse for line 5 - it's northern loop has long since been bypassed, but it still uses its southern loop.

In the case of Line 6, a couple of stations have multiple platforms in the same direction - this allows trains to have a double-headway break. Lines 2 and 3 are both running lower headways than they had historically, and so the need for staging trains for breaks/recovery the ends of the lines have been reduced.
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Don't they all have spots where at the end of each run, that a car sits, without passengers, out-of-service?

We certainly see that on similar streetcars loops in Toronto ... where at the beginning of the loop the passengers get off, and then streetcars sit empty, sometimes for quite extended periods, before loading begins.
 
nfitz said:
Don't they all have spots where at the end of each run, that a car sits, without passengers, out-of-service?

We certainly see that on similar streetcars loops in Toronto ... where at the beginning of the loop the passengers get off, and then streetcars sit empty, sometimes for quite extended periods, before loading begins.
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There is one at Kennedy for sure.
 
Anyone know why Bloor-Landsowne GO is being planned to be south of Bloor, rather than just off Wade, making a 2 minute walk to Line 2? 77 Wade is going to be built on the north side.
 
sacred said:
Anyone know why Bloor-Landsowne GO is being planned to be south of Bloor, rather than just off Wade, making a 2 minute walk to Line 2? 77 Wade is going to be built on the north side.
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The rail line will start elevating at Bloor for the Davenport Diamond grade separation, and so rail in that area will soon be at an incline making it an inappropriate location for a station.
 
max said:
The rail line will start elevating at Bloor for the Davenport Diamond grade separation, and so rail in that area will soon be at an incline making it an inappropriate location for a station.
Click to expand...

Another poster without any sense of adventure or a belief in good parking brakes! 😉
 
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