Dave Fisher

Heavy construction at the West Toronto rail "Diamond" on the Georgetown line

 I recently asked Metro readers to provide questions for GO Transit’s Managing Director Gary McNeil. The first is from a long-time commuter. McNeil's response to In Transit and my comments follow.

Des O'Callaghan of Georgetown:

 "When I started riding the Georgetown train in 1986 the journey was scheduled at 48 minutes and usually ran 45-46 most days, both ways. Granted the trains are more crowded and there is one extra station, but now the journey is 63 minutes, an increase of 31%. It boggles my mind that the solution to their inability to run the trains on time is to lengthen the schedule.

 "This is about the 6th or 7th increase in schedule time over the year and I guarantee they still won't perform well, because they never have. Their on-time performance is a long-standing joke. It’s interesting that on Fridays, especially on long weekends, the homebound journey is almost invariably on time or even early -- proving that the driver can do it, if motivated."

Gary McNeil responds:

 "Your reader's comment on service schedule and reliability reflects the reality of what happens in a mixed use rail corridor that operates at capacity in the rush hours. Most of the delays which are experienced are beyond GO's control, but we are constantly striving to improve our reliability across our network. We are also replacing our older locomotive fleet to further improve reliability.

 "Most of the train tracks we use are owned by CN and CP and we are working with CN and CP to ensure their tracks and signal system are in good working order, when appropriate. In those areas owned by GO, we are also making improvements.

 "The recent schedule adjustments on the Georgetown line reflected the fact that dwell times have increased due to increased passenger volumes. Our schedules have been adjusted to reflect the increase in loading time that is necessary for customers to safely, and effectively, board the trains. As well, the major construction at the West Toronto Diamond has introduced construction slow orders that will last for a number of years. A slow order is a local speed restriction, below the track's normal speed limit, that can be imposed while construction work is being performed. Wherever possible, we attempt to minimize construction delays for our customers.

 "With respect to construction of the Georgetown South Corridor track improvements, this will be a very extensive project, involving outreach to the community to explain the project. Our goal is to minimize the construction impacts, keeping in mind the need to maintain service for existing GO, VIA and CN/CPR freight services.

 "We now have the federal and provincial environmental assessment (EA) approval and we are proceeding with the design and assessing various construction staging options.

 "One of the aspects of the project that we are currently assessing is the phased implementation of the infrastructure, relative to the service level necessary to meet the next service increase. The EA assessed the projected levels of service 25 years from now but we will not immediately operate this level of service. The service will be expanded as ridership demand and the budget allows. Therefore, to be fiscally responsible to both our capital and operating needs, we are determining the optimal infrastructure required to protect for this future, yet meet the needs of the next 10+ years.

 "Our construction plans anticipate significant construction to start in early 2010. The majority of construction will be complete in early 2015, so service will be available for the Pan Am Games."

Ed's view:

 According to GO Transit's "past train on-time performance" statistics at gotransit.com, 78 to 89 per cent of morning rush hour trains on the Georgetown line arrive "within five minutes of scheduled time", presumably at Union Station. That's one of the worst records of all GO lines.
 Despite the glass being at least four-fifths full, I'd bet many Georgetown regulars feel as if trains are more often late than on time, or spend too much time going slow -- or stopping entirely. Padding schedules is one response to frequent delays and construction slow orders, but it seems to us non-experts like the easy way out. We would need impartial, independent observers to study whether all the extra time is justified -- otherwise it's up to riders to find novels that are so engrossing that one never notices how the train is doing. Or meditate upon acceptance as the train sways slowly through the "Junction" construction zone.
 It could be a long five years as GO and Metrolinx upgrade the Georgetown corridor for more commuter trains as well as the Union-Pearson express rail service. The current plan is not popular with residents along the line who fear the pollution of many extra diesel engines: http://www.cleantrain.ca/
 Train regulars too may need long-term patience -- especially because so many years of pain may pass before any gain. GO's McNeil does not say explicitly whether riders can expect extra trains before 2015, but the last briefing I attended at GO Transit did not reveal any plans for new service before then. GO tends not to make promises about what customers can look forward to, preferring instead to announce service improvements only when they are imminent.
 One remedy for ever-longer run times is to introduce more express service as has happened on other GO lines. However until extra tracks are added to the corridor -- which is going to require some major rail bridge widening and other work -- I imagine additional expresses are not likely.

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