Rapid Transit

[SteelTown]

The city has opened an official LRT office at the Hunter Street GO station.
Hamilton's $1-billion light rail transit project has a home.

http://www.thespec.com/news-story/6221630-lrt-gets-on-track-at-go-station/

Most members of the fledgling LRT team made up of city and Metrolinx officials started moving into the fourth floor of the Hunter Street GO Station this week.

Within a few months, the expanding team will also take over the fifth floor of the provincially owned heritage station, said David Dixon, the city's transit head.

"As the project ramps up, so will the size of the team," he said Wednesday during a sneak-peek tour of the still half-empty office, which gives the initial dozen-or-so staffers an overhead view of GO trains on the Canadian Pacific line. "But this is our home base, for now."

It's the first physical manifestation of the long-planned rapid transit line, which will run from McMaster University to the Queenston traffic circle, plus a spur to the James Street North GO station.

It's not the street-level, publicly accessible office some councillors have lobbied for to keep LRT interest top-of-mind.

But that "storefront space" is still part of the plan, said downtown Coun. Jason Farr. The chair of the LRT subcommittee pointed to the success of 294 James St. N., which the city and charity Evergreen are using as a community hub and "conversation space" to engage residents on west harbour rejuvenation.

"I think that would be brilliant (for LRT) and I think we've made it clear that type of public interaction is a priority," he said, suggesting a separate site in a high-traffic area could be staffed "with one or two people" to interact with the public.

Paul Johnson, the city's new director of LRT co-ordination, said he also expects a "public display space" at some point. "What we have now is a behind-the-scenes, technical work area," he said. "That's important and a good first step, but there's more to come."

After the project is tendered, the successful design-build consortium will be expected to find larger work space for everyone, including public officials.

Johnson and HSR head Dixon are the senior city officials with the joint LRT office, with Andrew Hope heading the effort on behalf of project lead Metrolinx.

The city has also just hired an LRT communications officer and interviews for a stakeholder relations manager are underway.

Other looming milestones for the project include a council sign-off on an early memorandum of understanding between Metrolinx and the city.

Council also expects to receive a more detailed timeline for the project by the end of January, when the next LRT subcommittee is held.

[mdrejhon]

Originally Posted by markbarbera

This scathing column on the new Edmonton LRT line should be required reading for anyone at Metrolinx planning out LRT for Hamilton.

http://news.nationalpost.com/full-commen...wn-transit-times-and-increases-emissions

We really need to learn from Edmonton's experience. I am particularly concerned because, thus far, preliminary design elements for Hamilton's A-Line are hauntingly similar to what Edmonton has put in place. There is a lesson-learned opportunity here that I hope Hamilton does not squander.

We knew this concern would happen....

This is part of why our new Hamilton LRT citizen advocacy run by local residents started up recently;
Make sure it stays on track -- get best economic/social benefits -- and avoid big mistakes.

Concerned residents wanting the best possible LRT system (efficient ones in other cities than Edmonton), including myself, have started up a new Hamilton LRT advocacy this September 2015 precisely to help avoid this type of situation. We advocate for the best possible LRT system -- as well as best social/economic benefits.

Since we started up a mere few months ago, we now got highly active Twitter and Facebook accounts. Website (www.hamiltonLRT.ca) is coming soon.



Several members of the original hamiltonlightrail.ca advocacy ("help get LRT funded") are also currently involved with us, with our advocacy ("help keep LRT on track").

We've been sending a delegation of multiple members to the City Hall LRT subcommittee meeting, and made a PowerPoint presentation in front of city council and mayor Fred at their previous LRT sub-committee meeting (from meeting agenda at City Hall document storage website, click on my name "Mark Rejhon"):



We also have a different upcoming presentation planned for the Sherman Hub neighborhood community meeting we've been invited to (and other hubs we get invited to), including a workshop where residents are able to crayon comments/suggestions onto 2011 LRT plan printouts which also has parallel neighborhood revitalization initiatives along the LRT corridor such as sidewalk trees, wider sidewalks, curb bumpouts, etc.



Other groups are doing parallel work (e.g. Keanin Loomis, for businesses) and we collaborate with them too; for example businesses that expressed construction concern along the corridor, etc.

There are many other things we are currently doing, reaching out to new groups, plus having attended every single Hamilton Citizen Jury public event (while we are not Jury members, we have attended their events and engaged). We were also invited to man the extended demo LRT exhibit in front of city hall, for one day, with our custom Hamilton LRT T-Shirts with our logo, etc.

Feel free to join by following us on Twitter/Facebook.
Retweet, share, contact us, link us with other people, etc.

We now have many connections to both City of Hamilton and Metrolinx, so we're able to pass information to them via multiple channels now for due consideration. And we are always recruiting new additional volunteers too, ranging from artwork, web designers, brainstorming, flyer deliveries, new connections, etc. Get familiar with us; plus read my massive GO train articles on RaiseTheHammer -- big-time transit enthusiasts are welcome to get in touch!

As residents, let's prevent costly mistakes in the construction of Hamilton LRT. Join us!

Cheers
Mark Rejhon
Leader, Hamilton LRT citizen advocacy run by local residents.
Twitter: @ham_LRT / Facebook: HamiltonLRT

[thistleclub]

Mississauga closely watching Edmonton LRT ‘nightmare’
(Toronto Star, San Grewal, Jan 15 2016)

The provincial agency responsible for building Mississauga’s planned $1.4 billion light rail system up the city’s spine is allaying concerns that it might create problems similar to those in Edmonton, where an LRT is reportedly causing traffic nightmares.

“Metrolinx, along with the cities of Mississauga and Brampton, are closely studying best practices and lessons-learned from other jurisdictions in North America — including Edmonton — and around the world to minimize impacts to traffic both during construction, as well as when the LRT is operational,” wrote Metrolinx spokesperson Vanessa Barrasa, in an email to the Star.

This week during a general committee meeting of council, Edmonton’s LRT was discussed by Mississauga councillors. A newspaper article on the agenda outlined online claims of drivers having to wait up to 15 minutes at intersections while the LRT passed. The National Post article described the Alberta capital as a “gridlocked nightmare of idling cars, trucks and city buses” when the LRT often causes traffic backups.

“We’ll be looking at what went right and what went wrong (with Edmonton) and we need to spend considerable time on that,” Martin Powell, Mississauga’s commissioner of transportation and works, told councillors Wednesday.

City staff told the Star that Metrolinx would have to answer technical questions, such as the length of wait times on the LRT route. Asked about wait times at Mississauga intersections along the planned LRT route along Hurontario St., Metrolinx said those details are not yet known, but a preliminary design report has been prepared.

“The report recognizes the unique characteristics of Hurontario Street including intersecting transit, municipal roads/highways and the need to ensure the introduction of an efficient, convenient and reliable LRT service to respond to future transportation demand and minimize the impacts on vehicular traffic,” Barrasa stated in her email.

Questions about who will own and operate the LRT have also been raised, as have concerns about how much Mississauga might have to pay for local costs, beyond the $1.4 billion the province is providing.

“Metrolinx will own the infrastructure, vehicles and signalling system associated with the Hurontario LRT line,” Barrasa stated.

“Decisions about who will operate and maintain the LRT have not yet been made. As part of the project implementation, Metrolinx will work with both municipalities (Brampton has a very short amount of the LRT line, up to Steeles Ave., just north of the Mississauga border) to examine operating and maintenance options.”



Read it in full here.

[bigguy1231]

Originally Posted by markbarbera

This scathing column on the new Edmonton LRT line should be required reading for anyone at Metrolinx planning out LRT for Hamilton.

http://news.nationalpost.com/full-commen...wn-transit-times-and-increases-emissions

We really need to learn from Edmonton's experience. I am particularly concerned because, thus far, preliminary design elements for Hamilton's A-Line are hauntingly similar to what Edmonton has put in place. There is a lesson-learned opportunity here that I hope Hamilton does not squander.

These have been my concerns all along. The problem is no one seems to be addressing those concerns. If we are going to create congestion, where none currently exists, just so we can say we have an LRT, then do we really need an LRT.

[Innsertnamehere]

The Edmonton LRT is run entirely differently than the various systems in southern Ontario will be run. Edmonton runs on 100% ROW control, that is, it NEVER gets a red light, and has crossing arms at every intersection. Its worse in Edmonton right now than it will be long term as well, as these long waits are being caused by screwed up signaling software that they are trying to fix.

The Hamilton LRT I expect will largely work like the VIVA BRT in Newmarket and Markham, if you have seen those. Those use small levels of signal priority, where a light cycle may be cut short by a few seconds for a bus, but the buses still experience plenty of red lights and car traffic moves just fine with them.

[matt602]

Originally Posted by bigguy1231

These have been my concerns all along. The problem is no one seems to be addressing those concerns. If we are going to create congestion, where none currently exists, just so we can say we have an LRT, then do we really need an LRT.

The point of LRT isn't to create congestion and the LRT office aims to set the record straight on that, from what I've seen. People need to see past the black and white "war on cars" vision of LRT and see how this is both a city building and capacity addressing project. The B-Line bus route and associated King-Main corridor routes are bursting at the seams currently even with articulated buses and 10 minute frequencies and this is only going to get worse as more people move to Hamilton. Traditional bus serve cannot keep up with the demand of East-West transit any longer, we need higher order solutions.

[movingtohamilton]

Originally Posted by matt602

...Traditional bus serve cannot keep up with the demand of East-West transit any longer, we need higher order solutions.

^ This.

[thistleclub]

Originally Posted by matt602

The point of LRT isn't to create congestion and the LRT office aims to set the record straight on that, from what I've seen. People need to see past the black and white "war on cars" vision of LRT and see how this is both a city building and capacity addressing project. The B-Line bus route and associated King-Main corridor routes are bursting at the seams currently even with articulated buses and 10 minute frequencies and this is only going to get worse as more people move to Hamilton. Traditional bus serve cannot keep up with the demand of East-West transit any longer, we need higher order solutions.

I agree that there are logical remedies to any challenges associated with LRT, but am also discomfited by the limitations of the current system and the HSR's seeming inability to optimize its service or respond to ridership. For example: 25+ years after the 10 Express launched, there is still no B-Line bus route service after 8pm weekdays or anytime Sat/Sun/Holidays.

Similarly ominous is the headway aside in PW13014, the covering report for Rapid Ready:

“There may be a need for some reduction in service frequency to fully utilize the available train capacity.”

This wouldn’t be without precedent. The TTC has positioned itself along similar lines. In Feb 2015 the Toronto Star reported:

The wait for a streetcar has been climbing since 1990. Twenty-five years ago, the gap between streetcars on Dundas was three minutes, 15 seconds. Today it is five minutes and 15 seconds. When the new streetcars come online, the TTC plans gaps of six minutes, 45 seconds in the morning peak.

Traditional bus service in Hamilton is wanting, but that seems to be more a reflection on operational limitations than technological ones. The HSR’s B-Line has only had articulated buses in service since Sept 2007 (shortly after crosstown LRT was first promised by the province). Around the same time, the HSR expanded B-Line service hours between rush hours (ie. 9am-2pm) and narrowed the rush-hour headway from 12 to 10 minutes. All good, as far as these things go, but those improvements were completed by March 2010. Aside from two anomalous 5-minute headways in the 5-7pm pocket (an overly cautious nod to LRT’s forecast 6.5- to 4-minute headways), 2013’s "Quick Wins" Amenities and 2014's ill-fated bus lane pilot, I’m not aware of any service enhancements to the B-Line in the last 5 years.

Anyone?

Content removed

[thistleclub]

Hamilton sets down demands in LRT agreement with Metrolinx
(Stoney Creek News, Kevin Werner, Jan 25 2016)

With construction problems at Tim Hortons Field still fresh in politicians’ minds, Ancaster councillor Lloyd Ferguson insisted that any agreement the city has with Metrolinx over building the light rail transit system should include penalties for any cost overruns.

“We need to have a statement (in the memorandum of agreement),” said Ferguson, who oversaw the Tim Hortons Field project. “There should be serious consequences if it comes in late.”

He also didn’t want Metrolinx to bill Hamilton for any cost overruns.

Ferguson discovered that once the city signed its agreements with Infrastructure Ontario, which oversaw all the facility construction projects for the Pan Am Games, including the stadium, the city was forced to sit back and do nothing when the project failed repeatedly to meet deadlines.

Ferguson doesn’t want the same experience to occur with Metrolinx overseeing the $1 billion project.

He said once the city signs the MOA with Metrolinx, Hamilton will have to sit on the sidelines, so it’s imperative Hamilton gets what it wants now before approving the draft document.

The MOA spells out the responsibilities Metrolinx and the city have when it comes to the project. Paul Johnson, director of LRT project co-ordinator, said Metrolinx will be paying the entire capital cost of the project. That includes any costs such as replacing sewers, sidewalks and roads, he said.

If the city wants to enhance those services, Hamilton will have to pay for the additional cost. It was a statement that was applauded by councillors.

“That is great news,” said Ward 4 councillor Sam Merulla during the Light Rail Transit sub-committee meeting Jan. 25.

Johnson said Metrolinx also agrees to build the spur LRT line along James Street to the waterfront within the $1 billion budget.

Construction for the LRT is scheduled to begin late in 2018, and continue to 2024 when it is slated to open. The procurement process, including issuing tenders, is set to begin late in 2016 and take upwards of 20 months, a normal time for a project of this scope, said Andrew Hope, director of Hamilton’s Light Rail transit.

Hope said any environmental appeals, or other opposition to the project that could delay it will be mitigated and won’t be an obstacle.

[johnnyhamont]

LRT spur line might not go on James Street North after all
By Samantha Craggs, CBC News Posted: Jan 25, 2016 3:26 PM ET

For the past year, images of Hamilton's future light rail transit (LRT) system have shown a line going down James Street North to the west harbour.

But the city's LRT co-ordinator says the system may travel down one of Bay, Hughson or John streets instead.

'We're still in an evaluation phase as a group.'
- Paul Johnson LRT co-ordinator
Paul Johnson says James Street North may not be chosen as the route for the north-south spur line, depending on what Metrolinx finds as it plans for it.

Metrolinx and the city are weighing factors such as underground infrastructure, traffic patterns and the potential impact on the community, Johnson said. And it's looking at "that John-through-Bay corridor."

"There are still a lot of conversations still," he said. "It's not just dusting off the whole thing and saying, 'Here you go.' We're looking at the entire route."

LRT: How does city prevent it from becoming another stadium debacle?
James Street North's LRT surprise: What will it mean for street's revival?
Last year, the province pledged $1 billion for LRT in Hamilton. The main line will run along King Street between McMaster University and the Queenston traffic circle. It will also have a north-south spur line going from King Street to at least the West Harbour GO station, or the waterfront if budget permits. The memorandum of agreement, and all plans so far, assume the line is going to the waterfront, Johnson said.

Newer part of project

The King Street part of the project has been in the works for years. But the north-south line, Johnson said, is "a newer part of the project," so "we're still in an evaluation phase as a group."

Metrolinx will pay for and own the system, which is expected to launch in 2024. On Monday, city councillors on the LRT subcommittee approved a draft memorandum of agreement.

Under the agreement, Metrolinx largely maintains control over the project, including assuming any cost overruns. The city's only authority is over parts of its own infrastructure.

If crews uncover old infrastructure that needs to be replaced, Metrolinx will pay to replace it, Johnson told councillors. That's the case as long as the replacement equipment doesn't increase the capacity or functionality.

Toronto firm Steer Davies Gleave is designing the system. Metrolinx and the city hope to consult the public in May or June on "key elements" of the project, Johnson said. That will likely include where the north-south line goes.

[Dr Awesomesauce]

Hughson northbound to the CN station and then back on to James to the waterfront.

Potentially taking LRT off James between King and Barton is a tough call. I understand it but...

[Jon Dalton]

I don't want to see a loop. Having different stops according to which direction you're going is a pain in the ass and it costs more. If they put it on James the businesses will just have to swallow it. It's like a hipster paradise with money overflowing into the street right? No reason to complain. What I also don't want is mixed traffic anywhere on the LRT. It will ruin the efficiency of the system and people will say we spent a billion dollars on something no better than buses. And they will mostly be right.

So I'd rather see them do it properly on James or else leave James the way it is and put LRT on MacNab or Hughson - one of those - two ways. Actually I'm leaning more towards leaving James the way it is - not because I think LRT would ruin it but because it's one of the precious few things the city did a good job of, and it's not even that old. It would be a shame to tear it up.

I should drop into the new LRT office and tell them all this. I'm sure my opinion is really important.

[Dr Awesomesauce]

^I'm sure they'd love that!

[The Gore]

I like the Hughson Street scenario. Hughson Street S. starts right at the front doors of Hunter Street Station and Hughson N ends at Discovery Drive. Nice corridor through the downtown which runs one block west of John and one block east of James.

[HillStreetBlues]

Originally Posted by Jon Dalton

What I also don't want is mixed traffic anywhere on the LRT. It will ruin the efficiency of the system and people will say we spent a billion dollars on something no better than buses. And they will mostly be right.

I hate to be the one to tell you this, but a lot of the LRT is going to be in mixed traffic. I think that's unfortunate, too, but it's the way it's going to be. I think the inevitable criticisms of that will probably be accurate, as you say.

Hughson seems good to me for the same reason that I think Main would be smarter than King: more potential. James North is doing great, and LRT wouldn't add much and could even detract. Putting it on Hughson (and Main...) adds redevelopment opportunities probably superfluous on James or King.

[ScreamingViking]

Originally Posted by HillStreetBlues

I hate to be the one to tell you this, but a lot of the LRT is going to be in mixed traffic. I think that's unfortunate, too, but it's the way it's going to be. I think the inevitable criticisms of that will probably be accurate, as you say.

Hughson seems good to me for the same reason that I think Main would be smarter than King: more potential. James North is doing great, and LRT wouldn't add much and could even detract. Putting it on Hughson (and Main...) adds redevelopment opportunities probably superfluous on James or King.

The plan is to run it in dedicated lanes. The International Village was the only stretch of the B-Line where it had yet to be decided whether to run in mixed traffic or close the street to automobiles.

I'm not sure Hughson makes a lot of sense. It dead-ends in front of LIUNA Station with no crossing over the CN tracks, so a direct connection to the waterfront would require a bridge or a detour onto James or John (likely James to meet up with the West Harbour GO station directly). It's also a narrower street fronting lots of houses north of the armouries... so running in mixed traffic is the only option there, as opposed to eliminating parking on James and keeping two lanes of car traffic for example.

[markbarbera]

Dear Metrolinx architects, please bin the current design for Hamilton's LRT and have the B-Line run on Main Street so it may operate as it should along a 100% dedicated route, with minimal impact on existing commercial business during construction.

For the A-Line, please remove automobile traffic on Hughson Street and have the A-Line run along the stretch between Main and Murray which can be a pedestrian zone along with dedicated LRT and cycle tracks linking the two GO stations. Have the southbound A-Line loop west at Hunter to MacNab, south to Main, then east on Main to Hughson. Have the northbound A-Line loop west at Murray to Bay, north from Bay to Strachan, then return southbound back from Strachan to Hughson along a newly constructed bridge to span the CN tracks. Phase Two can have A-Line extend north along Hughson and Discovery, looping at Pier 8, and B-Line extended along Queenston to Centennial, then North along Centennial to the future Centennial GO station.

[mattgrande]

Originally Posted by markbarbera

Dear Metrolinx architects, please bin the current design for Hamilton's LRT and have the B-Line run on Main Street so it may operate as it should along a 100% dedicated route, with minimal impact on existing commercial business during construction.

For the A-Line, please remove automobile traffic on Hughson Street and have the A-Line run along the stretch between Main and Murray which can be a pedestrian zone along with dedicated LRT and cycle tracks linking the two GO stations. Have the southbound A-Line loop west at Hunter to MacNab, south to Main, then east on Main to Hughson. Have the northbound A-Line loop west at Murray to Bay, north from Bay to Strachan, then return southbound back from Strachan to Hughson along a newly constructed bridge to span the CN tracks. Phase Two can have A-Line extend north along Hughson and Discovery, looping at Pier 8, and B-Line extended along Queenston to Centennial, then North along Centennial to the future Centennial GO station.

[Jon Dalton]

Originally Posted by markbarbera

Dear Metrolinx architects, please bin the current design for Hamilton's LRT and have the B-Line run on Main Street so it may operate as it should along a 100% dedicated route, with minimal impact on existing commercial business during construction.

For the A-Line, please remove automobile traffic on Hughson Street and have the A-Line run along the stretch between Main and Murray which can be a pedestrian zone along with dedicated LRT and cycle tracks linking the two GO stations. Have the southbound A-Line loop west at Hunter to MacNab, south to Main, then east on Main to Hughson. Have the northbound A-Line loop west at Murray to Bay, north from Bay to Strachan, then return southbound back from Strachan to Hughson along a newly constructed bridge to span the CN tracks. Phase Two can have A-Line extend north along Hughson and Discovery, looping at Pier 8, and B-Line extended along Queenston to Centennial, then North along Centennial to the future Centennial GO station.

The first part makes a lot of sense. Planning for LRT started a long time ago and there was a lot of focus on integrating with the streetscape of King St which at the time needed a lot of help. The economic uplift argument seemed to take priority over concerns about speed and efficiency. Now there are not many vacant stores and new projects like the Connaught are underway. Main Street on the other hand has little to lose from the construction hassles and as far as street vibrancy goes it has nowhere to go but up.