Rapid Transit

[SteelTown]

So that’s what rapid transit looks like

ANDREW DRESCHEL

Holy shiitake.

So that’s what rapid transit for Hamilton looks like.

No on-street parking along the entire route from University Plaza to Eastgate Square.

Two-way traffic on King Street, maybe Main Street, too.

Cars and trucks banned from a section of King in the downtown core.

No left turns except at traffic signals.

The exit ramp from Highway 403 to Main East closed with traffic diverted to the York Boulevard ramp.

All this combining to provide a 30 to 40 per cent reduction of current traffic volumes along the King-Main corridor.

And all to be completed in the next five years for a measly $650 million.

Stop the streetcar.

I want to get on.

This vision is arguably the most exciting and potentially transforming Hamilton has faced since the dawn of the steel mills.

The growth of the health-care and secondary education sectors in this town have been evolutionary.

The coming of rapid transit — first to the lower city, then to the upper — would be nothing short of revolutionary in terms of improving our transportation patterns, image and quality of life.

But, before we get too excited, there are a number of big caveats we need to keep in mind.

For rapid transit to weave its transforming magic, it has to be in the form of light rail, not an express bus service, the other system in the running.

Studies have repeatedly shown that image is a key driver in promoting public transit and that nothing grows ridership like rail.

Quite simply, it has the snob and sex appeal buses will never have.

Metrolinx, the Greater Toronto and Hamilton area transit authority, is slated to decide in January whether we’ll get the romance of rail or the bummer of buses.

Shortly after, city staff will take most of the aforementioned proposals to city council for a decision.

That’s the second caveat.

None of this, from the two-way conversions to the left-turn restrictions, has been debated or approved.

Most of the proposals have been out there for months. They’ve been published in reports, they’ve informed public surveys, and they’ve appeared in council updates.

Some of the designs and concepts are necessary for simple safety and traffic flow reasons.

Some just make sense.

For instance, running the transit corridor down King East instead of Main East is better for downtown economic development.

On the flip side, Main East is far superior to King East for maintaining fast car and truck flow, which, yes, will still be necessary in this brave new world.

Some plans are purely optional.

For example, if they build a dedicated rail bridge over the 403, connecting King West to Main West, they won’t have to monkey around with any of the highway ramps.

The point is, other than stating a preference for a light rail system, council has yet to vote on anything.

Finally, there’s the biggest qualification of all.

This born-again dream is predicated on the provincial government coughing up the vast bulk of the cash.

And, as we know, the province is now bumping heads with a $24.7-billion deficit.

That’s not to say light rail — which is much more costly than a bus system — is going to fall between the chairs.

But we shouldn’t get too bunged up about the gargantuan migraines all this gear-shifting construction might one day unleash.

The downside is, it might never happen.

[highwater]

We are living in strange times when you have to look to Dreschel for balance.

[SteelTown]

It was discussed in the past but here's what I have from the proposed 1981 rail transit in Hamilton, Bill Davis government wanted it in Hamilton.

[realcity]

I love El Trains

[realcity]

and Hamilton hated Davis???? Elevated trains rule

[matt602]

Wow... definitely dodged a fatal bullet there.

[realcity]

are you saying nothing was better then having this since 1981?

[SteelTown]

Originally Posted by SteelTown

I believe that's James St South going up West 5th Street.

Why not have our A-Line LRT go elevated like that picture instead of an expensive tunnel? Probably save a lot of money.

[SteelTown]

Actually that elevated section is exactly the same location as the old James Street Incline.

[realcity]

either is cool to me... if its a tunnel then we can call it a "subway".

Only two cities have subways in the country

[SteelTown]

But we'd be drilling limestone.

[Gurnett71]

Originally Posted by SteelTown

But we'd be drilling limestone.

Wonder if they could use the tunnel boring machine to bore throught he limestone like they are doing down in Niagara for the big hydro tunnel project?

http://www.niagarafrontier.com/tunnel.html

[MalcolmTucker]

Originally Posted by realcity

either is cool to me... if its a tunnel then we can call it a "subway".

Only two cities have subways in the country

If that is your standard, Calgary, Vancouver and Edmonton also have subways.

[hamtransithistory]

In the final proposed form, the RT line would have begun at the corner of Upper James and Mohawk, with Mohawk station on the northeast corner elevated above Mohawk Plaza. The line would head north on Upper James along the centre of the roadway, and then swing onto the eastside of the roadway, gradually descending until passing underground near the intersection of Upper James and Monarch Rd, on the parking lot of Mountain Plaza.

Fennel Station would be located underground on the southeast corner of the intersection of Upper James and Fennell. North of Fennell station the RT would continue to descend until it emerged from the side of the Niagara Escarpment at the site of the old James St Incline, where the James St stairs are today. Now again on an elevated track, the line would have swung slightly east, to parallel James St south on the east side.

The elevated line would have jumped from James to Hughson Street, either by cutting across the St. Joseph’s Hospital, or by making a sharp turn from James onto Charlton, and then another sharp turn from Charlton onto Hughson. St. Joseph’s station would have been located either on the southeast corner of James St and Charlton, or above Hughson Street at Charlton. These two sets of options were presented as St. Joseph’s hospital had not decided whether or not to allow the RT to cut across the property.

At Hughson and Haymarket, right behind the TH&B station on Hunter St, the RT would have its maintenance and storage yard, oriented east-west above what are now the GO centre’s bus platforms. This is also the location where the downtown loop would begin. Turning west, the one-way line would turn from Hughson, pass over the TH&B tracks, and then curve between City hall and Whitehern. It would pass over the Canadian Football Hall of Fame as it reached MacNab Station.

MacNab station would be placed above the now closed bus platforms at MacNab and Main, and would serve as the transfer point between the RT and the buses coming from the West end, as well as serving City Hall, Jackson Square, Copps Coliseum, and the Art Gallery of Hamilton.

From MacNab station, the line would make a sharp turn onto King, another sharp turn from King onto James, and a third sharp turn from James onto King William. The line would run along King William to John St, where King William station would be located, which at the time was intended serve the old Hamilton intercity bus terminal at John and Rebecca streets, and the east side of the downtown core.

After King William station, the line would head up Catherine St to Hunter, where it would turn west, cross over the TH&B tracks, and head up Hughson heading for St Joseph’s station.

[flar]

Originally Posted by Sir.Humphrey.Appleby

If that is your standard, Calgary, Vancouver and Edmonton also have subways.

And Hamilton already has a subway under Hunter St.

[Jon Dalton]

I think it says alot that some of the same organizations that fought to defeat the 1981 proposal are now supporting the current LRT. Elevated tracks detract from the streetscape, street level tracks done properly add to it. I don't think we would have been worse off with the 1981 system but we wouldn't be much better off. The coverage was pretty useless and any expansion today would mean a change to LRT technology. Even the most recent line in Vancouver (which is awesome) did away with elevated within the core. Apparently they eventually got it.

[MalcolmTucker]

Originally Posted by Jon Dalton

I think it says alot that some of the same organizations that fought to defeat the 1981 proposal are now supporting the current LRT. Elevated tracks detract from the streetscape, street level tracks done properly add to it. I don't think we would have been worse off with the 1981 system but we wouldn't be much better off. The coverage was pretty useless and any expansion today would mean a change to LRT technology. Even the most recent line in Vancouver (which is awesome) did away with elevated within the core. Apparently they eventually got it.

The original line isn't elevated in the core either.

[SteelTown]

McMaster and the City of Hamilton are seeking input from faculty, staff and students as work continues on a city rapid transit plan.

A campus-wide survey is being launched this week to learn more about the McMaster community’s transit usage and preferences. The consultation is part of the work underway to bring a rapid transit system to Hamilton, which would include a terminal on campus.

City representatives will be in the McMaster University Student Centre on December 1 and 2 to distribute and collect surveys. You can also complete survey online by visiting www.hamilton.ca/rapid-transit

McMaster is committed to working with the City to locate a rapid transit terminal on campus in an appropriate spot that provides convenient access to transit for the McMaster community and respects the campus plan. A key goal of the City is to effectively and efficiently serve the campus community and the survey will help create a better understanding of the needs of students, staff and faculty.

The City’s priority is a Light Rail Transit (LRT) system which includes a McMaster to Eastgate Square line. The City is working with Metrolinx, the provincial body responsible for expanding transit in southern Ontario. A decision is expected in the new year.

Thank you

[SteelTown]

Possible Campus Zones - Rapid Transit


McMaster and the City have identified four possible campus zones that could be potential areas for rapid transit. As the University and the City review these zones, information about your transit preferences will be helpful.

Potential A and B-Line

[matt602]

I think the best routing would be a service that serves 3 terminals at locations other than the Sterling St. one. The line would turn in from Main St at the hospital after serving a platform along Main St in front of the hospital. It would come inside of the campus, service another platform At King St. W/University Ave, then a final platform at the existing GO bus platform along Cootes Dr. The LRT line would jut back South along Cootes to Main, following normal routing back to downtown and/or further West to University Plaza.

I think the Sterling platform is out of the way and unnecessary.