Hamilton's B-Line LRT construction
 

Starting a separate thread to organize construction-specific updates about the B-Line LRT to keep the Rapid Transit thread from getting too congested. Doing this partly from my perhaps-overly optimistic hope that the B-Line LRT will become one of only several rapid transit projects in Hamilton in coming years.

Good idea, I was actually thinking about this the other day.

Hopefully we can continue the conversation about the demolitions here.

I don't actually think the demolitions of the existing houses at the rail tunnel/bridge at Gage will be all the noticable. If you look at the preliminary civil plans, the road will be quite wide there. I think the more noticable demolitions will be at intersections. Hopefully developers will be interested in buying up the tiny lots at those intersections. Hopefully developments like Gore Park condos will go up at those spots.

Do we know what will start first? Or what is phase 1?

I'm guessing they'll want to start on the bridge over 403 and the tunnel in the east end at the beginning?

Sounds like the Request for Qualifications for bidders will go out very soon, this fall. So we should know the timeline for construction then.

based on other LRT projects in the GTA, the first significant work is usually the maintenance facility.

From my understanding there is still negotiating and discussion with the bidders to be done about how to build the system. The two major options I've heard are:

1) Build the entire thing at once, with the most disruption in about 3-3.5 years.

2) Build in phases in about 5 years.

I really hope they go with option 1 because I personally would like to see this done asap. I'd rather not be elderly by the time this is done. Also I don't think there's much to be saved in terms of disruption, sure construction in your area will be quicker, but the it'll sit in a 90% complete state for months or years unusable, and still not allowing as many automobiles, so it'll just be crappy for everyone for years regardless and even longer, except instead of 3 years of construction, you'll have to bear with maybe 8-15 months instead.

How long did Ion take?

Also, although slightly biased against the construction of the LRT, this is a good website that shows exactly which buildings will be demolished.

https://kingstreettenantsunited.com/...-virtual-tour/

The plan to split the project up into separate bids may make it easier for different parts to be done concurrently. I.e., if one company were to build it, it would have to dedicate relatively more of its resources to the project; with several firms working on it, they may not have to spread themselves as thin on other projects.

I can see Metrolinx issuing separate contracts for the maintenance facility, the guideways, the electrical, the city infrastructure that needs to be moved or replaced, etc.

Early works began late in 2013, with major construction starting mid-2014. They were testing the system by early 2017, but it didn't open for passengers until June 2019 (delays in getting the rolling stock; it was supposed to be running later in 2017).

A substantial portion of it was built on existing rail corridors though, so the comparison is a bit tricky.

Hamilton should be able to avoid rolling stock delays, as it seems that they have been mostly ironed out, and the city is going to order them much earlier.

Would anyone care to explain what the transit oriented corridor upzoning actually means? Also, I really hope that when Metrolinx sells off these vacant plots of land they put in some sort of stipulation to the sale that says a new development has to be built within, say, 2 years.

https://www.hamilton.ca/city-plannin...-law-no-05-200

I can go into more detail such as the aspects you should pay attention to it you'd like. I've spent an embarrassing amount of time reading through these.

Very pleased to see this new thread :D

I haven't yet wrapped my head around everything (Ritsman enlighten us plz) and the zoning regs describe heights in metres rather than storeys, so broadly speaking the corridor will be zoned for mixed-use developments no shorter than 2.5 storeys (11m) and no taller than about 5 storeys (22m) by default, which is good.

Really that should be the case for every commercial street in the city but hey, it's a start isn't it?

I found this presentation from 2016. Little dated now, but I guess it illustrates the idea of the transit zoning with some theoretical renderings.

https://pub-hamilton.escribemeetings...umentId=122590

I'd think it will be part of a larger purchase by Metrolinx anyway. With multiple lines under construction or forthcoming, they can buy in bulk.

When can we expect new developments to begin on the demolished plots of land? I would hope that Metrolinx is diligent and starts that process as soon as the buildings are demolished. Demolish them, sell the land with a stipulation that the new residential/commercial development needs to be built by the time the LRT is operational. That should be the goal.

I'll go through it and summarize areas.

Agreed that every commercial street should have the TOC zoning. Much of Barton already is and actually centre on Barton is zoned for high density interestingly enough, all the malls are.

The biggest issue with the heights along the LRT corridor is that they all abut 2-3 storey residential for the most part, so it has to step up. What should have been done is anything 150m off the LRT corridor was automatically upzoned to 5 storeys, and the LRT corridor should have been upzoned to 8-10 storeys. There should also be station specific zoning that allows for no parking adjacent to the station with increasing minimums the further from the station along the corridor. This would increase ridership immediately, but Hamilton is not progressive enough to reduce parking minimums to a level that actually pushes people out of their cars, instead arguing "people must need to drive so we have to force parking spots" instead of allowing developers to judge the market. (Remember developers won't build a building in a way that loses them money if they can avoid it, so if a building needs parking to sell units they'll include parking).

Let's hope the LRT here works out a little bit better than in Ottawa.

https://www.thestar.com/news/canada/...=&utm_content=

Ottawa really made a mess of everything. They did tram grade cars, tried to run them as a metro, and tried to squeeze them on corners that were too tight. And used equipment that couldn’t work in winter… Since Hamilton is getting help from Metrolinx, which will have had experience running LRT already, it hopefully won’t go so badly.

Given that the Hamilton LRT will be using the exact same trains and infrastructure as the ION and Eglinton LRTs, I think it should be much smoother than Ottawa's experience.

They haven’t procured the trains yet so we don’t know what trains it will be, though they will likely be similar.

Here's more about the disaster in Ottawa.

https://globalnews.ca/news/8239554/o...Os5HLZh7PUy9zk

Fortunately the LRT situation in Ottawa is completely unrelated to anything Metrolinx. Different trains, different engineering firms, etc.

We will see.

FUD is still in full swing. Should really get rolling once the project's contracts go to tender, and especially after they're awarded. :rolleyes:

Still annoyed that not only did Ottawa use a terrible design for the trains they bought, but the fact they replaced existing fully grade separated (bus) rapid transit with it, which, outside of downtown at rush hour, generally made the system more annoying to use even when it’s working due to the forced transfers of the LRT only covering part of the BRT, is just… depressing. Especially when construction on the LRT meant shutting down large chunks of the BRT network, forcing buses onto general traffic roads.

Hamilton, thankfully, doesn’t have that issue.

The forced transfers is more of a temporary condition until the second phase opens in a few years. The system is still too small for Ottawa as it stands, once the second phase opens the transfers will be less annoying.

The biggest oddity with the Ottawa system is that they used light rail vehicles at all, given that it's really a full metro system with 100% grade seperation.

Its not too odd, LRT is cheaper than heavy metro, the larger oddity is that they didn't use high floor LRVs as they are cheaper, and have more space, and could still have level boarding since there are no street based stations.

RM Transit goes over this well: https://youtu.be/pI6oi8x7HYc

I like low floor because they look better in my opinion, but high floor has a lot of advantages, especially in a grade separated system.

Fiver or six years of forced transfers after 3-4 years of terrible service through the core due to construction isn’t good. But worse is the fact that there are a number of forced transfers that aren’t be addressed, or are even being added. There used to be a single express bus from the airport to downtown. With the rail link they’re building, there will be two transfers to get downtown, with two of three trains you have to take being on 15 minute frequencies, which is worse than the bus often was. Plus the South West Transitway and connection to Barhaven is staying as a forced transfer (where there used to be a direct rapid transit connection) for the foreseeable future.

A bus to rail transfer really isn't that bad, and is a global norm. The Airport connection is less than ideal though, yea.

It's only Ottawa that complains about a bus transfer because their previous system is so used to being direct buses at all times. It's really not a big deal as long as the train is frequent. which for Barrhaven, it is.

It's annoying today because those passengers transfer at Tunney's Pasture and have to take the LRT only a handful of stops before getting off, but when the transfer involves a longer distance, it really isn't anything annoying. Barrhaven will eventually get the LRT anyway, Ottawa has already completed the EA for the extension.

Ottawa has some unfortunate growing pains related to the LRT, especially right now, but otherwise the system is generally well designed (Airport connection notwithstanding). They probably should have gone with ICTS tech or some other form of light metro train though instead of LRVs.

LRT is cheaper than heavy metro when it's not grade separated, as eliminating grade separations saves money. The way Ottawa has built it's network it would have cost basically the same, if not actually less, to use a light metro technology.

They used LRVs as at the time they weren't sure if the future outer sections of the LRT would be at grade or not. That didn't end up happening, instead opting for a 100% grade separated system, which makes the LRVs pointless.

The LRVs used in Ottawa look odd in consists as they aren't really designed to be tied together in multiple-car trains. It's the same thing in Toronto with the Eglinton LRT using 3-car consists. There it actually makes sense though as there is a significant surface running section.

The following properties are scheduled to be demolished as of Tuesday (Oct. 12):

85 Paisley Ave South
918 Main St West
930 Main St West
160 Bond St South
940 Main St West
670-674 King St East
676-680 King St East
692 King St East
696 King St East
787-789 King St East
924 King St East
1030 King St East
1407 Main St East

Demolition work will begin across the corridor as early as November, pending permit approvals, with utility disconnections beginning this week.

https://www.insauga.com/these-hamilt...cPKxqyGptcJiMk

The Metrolinx Community Engagement crew was on King William apparently this afternoon.

Credit: https://twitter.com/JoeyColeman/stat...12071710859265

https://pbs.twimg.com/media/FCuOkdWV...pg&name=medium

Glad to see an acquaintance still helping then out at the table. Haven't spoken to her in a while, I'm going to say hi and see if I can get any info too ;)

I haven't really heard anything about the LRT since October. Does anyone know if there has been any movement on contracts etc?

From my understanding they are hoping to have the RFP started by next spring is what I recall hearing. Early works will start fall 2022 and main construction will start 2023. I'm excited for the RFP process because by the end of that we'll likely have full engineering docs and new renders (That will not contain Blockbuster in the background).

About the same time the Conservatives get re elected and cancel it once again.

Pretty sure it cannot be cancelled this time. There is a legally binding contract in place now, which was not the case before. Neither party can drop out at this point. It's happening.

They are the provincial government they can do whatever they want. They have absolute control over municipalities in this province. Just ask Toronto about their lost fight at the Supreme Court over their city council.

The Ontario conservative government are the ones who are putting up the money (together with the federal liberals). If the Ford gov is re-elected, why would they decide to pull the funding?

And there is a legally binding contract in place between Metrolinx, the federal gov, the provincial gov and the city of Hamilton. It was signed. It has to go forward at this point, otherwise... lawsuits.

The issue with the hugely bloated Toronto city council is a completely different issue and really cannot be compared to a legally binding contract to build an LRT.

They canceled the project last time because it was a started and funded under the provincial liberals. This time its 100% their own project (so they can't use the same rationale of botched liberal numbers) AND the federal government is on board with secured funding, which means they'd face HUGE penalties for canceling. I'm not saying it would be uncharacteristic of them to try and cancel it again but I am saying it would be far harder since theres a lot more legal agreements and partners in play this time. From a political standpoint they'd have absolutely nothing to gain from canceling it and a whole lot to lose.

Exactly what penalties would the feds impose. They can refuse funding it's as simple as that. Contracts between levels of government really means nothing. New governments cancel programs that are funded by both levels of government all the time. They haven't signed anything with a contractor yet so they wouldn't be liable for any penalties. The position of the city is irrelevant they aren't even recognized constitutionally.

There would be contracts signed before the next provincial or federal election.

You would think that might happen. Don't count on it.

Either level of government could pull funding any time. They've shown time and again that financial penalties are not a deterrent. And a project being under construction or in implementation means little either -- recall that the Eglinton West subway project was cancelled by the Harris government, and they had already started digging; the provincial Liberals put a stop to planning major transportation corridors deep into the process; the Cap and Trade agreement was thrown out the window by the current government; military procurements have been torn up by the feds; etc., etc., etc.,...)

I think the political cost would be a lot bigger though. And this is now a PC project, despite half the money coming from the federal Liberals, so there's no reason to stop it because a previous provincial government comprised of a different party got the ball rolling.

If all the dithering hadn't delayed this we'd be talking about expansion not first steps. But with a big project like this, dithering always seems to be part of the routine.

Thats kinda why I said the bottom line is that they have nothing to gain by canceling it now. If there was, they would have never revived the project to begin with. Its a hell of a lot easier to cancel a funded project that a previous, opposing government started than it is to backtrack on your own (basically admitting that your own government screwed up). Kinda political suicide.

The thing is they wouldn't lose anything by cancelling it either. The provincial Conservatives don't like Hamilton, it is a political wasteland for them outside of one riding that they could possibly lose it next election. Until the LRT is significantly under way and by that I mean roads ripped up and concrete being poured don't count on it getting built.

I don't see it getting cancelled at this point. Perhaps it's not a non-zero chance, but I just don't see it happening.

How about looking at what they have to gain?

Like credibility. Saving face. Showing they can follow through on more than cancellations of prior governments' commitments, announcing greenfield highways, enacting MZOs that run counter to local decisions/opinion, etc..

As the pandemic lingers, so does the lack of confidence in this government. One can argue few governments have really done well, or even had much they could do to handle the virus and its impacts to make enough of a difference, but that's not how many people see it.

Though the PCs may not care about the local seats they have little chance of winning (though as Hamilton's demographics change, the chances of it being home to swing ridings rises). What they should be caring about is the perception people have about them, and it's not good... in Hamilton, nor in many places in the province.

Canada’s parliamentary budget officer will not probe Hamilton LRT funding

An analysis of federal infrastructure spending by Canada’s parliamentary budget officer will not include a specific review of Hamilton’s LRT requested by former MP Bob Bratina.

Bratina announced last May he would not seek re-election as a Liberal because of his government’s decision to put up $1.7 billion to help resurrect a cancelled light-rail transit line in Hamilton. The former mayor, a longtime LRT opponent, characterized the 14-kilometre line as a “pet project” of then-infrastructure minister Catherine McKenna and not in the best interest of the city.

Bratina asked parliamentary budget officer Yves Giroux to review the appropriateness of the LRT funding, including whether it meets the criteria of the federal Investing in Canada Plan.

An analysis of federal infrastructure spending is underway and should be done in February — but it “will not include numbers attached to specific projects such as Hamilton’s LRT,” said PBO director of parliamentary relations and planning Melissa Fraser-Arnott.

Fraser-Arnott said the PBO considered Bratina’s specific request to delve into the LRT budget, but “will not be proceeding with the analysis at this time” because of competing priorities. She said election-related costing studies took priority last summer, followed by other required reports and requests from parliamentary committees.

Bratina expressed hope more details about LRT funding would still come out.

Giroux did ask the federal infrastructure ministry in June for a detailed breakdown of committed and intended expenditures under the Investing in Canada plan, which includes $180 million in anticipated transit and transportation, green and social infrastructure spending over 12 years.

“All Canadians, including myself as a taxpayer and your employer as a news outlet, should want to be informed about how government spends its money,” said Bratina in an email to The Spectator.

The parliamentary budget officer can choose to review any federal budgetary issue at the request of a MP. Now that Bratina is no longer an elected official, it is not clear if his request will remain in the queue.

The province and federal government have jointly put up $3.4 billion to build the 14-kilometre light-rail line, a project previously cancelled by Ontario’s Progressive Conservative government in 2019 over projected budget overruns.

The city signed a memorandum of agreement in the fall to move ahead with the project, which would require Hamilton to cover operating costs for the transit line. Utility relocation along the Main-King corridor could begin in early 2022, but the timeline for major construction bidding remains unclear.