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^To my mind, a hub west of the Canal is the perfect interim solution. Partly to grow the business, and partly because it offers a great last-mile opportunuty given that there are several smaller but growing communities (and growing retirement communities) between Port Colborne, Fort Wrie, and Niagara on the Lake. The value of central Niagara Falls as the notional terminal point for a GO rail line may be overrated, IMHO (while it is certainly material to tourisn at the Falls proper, recreational visits to Niagara Region probably already outweight visits to the Falls themselves)

Adding track is no doubt necessary, but there’s no reason why this can’t be worked out with CN.

- Paul
 
You are correct . The station spacing dates from the era where Mississauga was farmland and the first population center of any significance west of central Toronto was Oakville.

What’s curious is how long the traditional steam-era waypoints have remained unchanged.

Once GO service began (in 1967) the travel patterns, and in some ways the track infrastructure, became fixed. The concept of transit linking to development was not in vogue….all GO planners had to decide was where to put the parking lots. Not a lot has changed since then, ie current stations have not become development centers.

Hamilton has always been a tougher nut to crack, because it lies off the main line to London. The traditional solutions (backup moves by intercity trains, bus transfer from Dundas or Burlington, and direct bus service to Toronto) never really fixed things and certainly aren’t perfect.

It’s entirely timely to reconsider where express and intercity trains should stop in the sprawling west GTA urban sprawl. Port Credit is a development hub and is about to become a transit hub, so stopping there makes far more sense than Oakville, Aldershot may continue to be useful as a transfer point to GO as service towards Hamilton and Niagara evolves.

One can’t simply wave a wand, however. There might need to be physical track changes to align operating practices with Port Credit platforms and amenities. It’s a project in itself.

- Paul
Thanks for the confirmation. It’s interesting to see how this history plays out, and the fact that these things haven’t changed is a testament to VIA today. Port Credit makes far more sense now, and Aldershot seems a lot less useful for intercity riders if GO electrification will end a station before- but you can’t move it, because Aldershot exists to ‘serve’ Hamilton…
 
not sure where the thread is for the Hamilton LRT is...anyway here's a recent article posted:

________________________________________________________


Metrolinx restarts LRT demolitions and land deals for long-delayed transit project
Provincial transit agency knocking down apartment this month and approaching more landowners about selling other buildings in the way of the 14-kilometre light-rail line

https://www.thespec.com/news/hamilto...emolition.html

Metrolinx has started knocking down more buildings — and knocking on doors to buy more land — for Hamilton’s off-again, on-again light-rail transit line.

The planned Main-King corridor LRT was infamously cancelled over budget woes in 2019, but resurrected in May 2021 thanks to a $3.4-billion funding partnership between the province and federal government — both of which praised it as a “shovel-ready” project.

News about progress on the 14-kilometre line has been relatively sparse since, with the provincial transit agency so far only willing to say major construction is not expected before 2024. A “request for qualifications” for bidders expected last year has yet to go ahead and a city pitch to use excess project land for affordable housing remains up in the air.

But behind the scenes, the agency has restarted efforts to buy up to 30 more buildings needed to make room for the project, said Shane Rayman, a lawyer specializing in expropriation law who has clients on the LRT route. Metrolinx previously spent $80 million buying 60 properties for the first iteration of the project.

“They are reaching out again … (but) they are slow-playing it,” said Rayman, who is also representing a city workers’ union, CUPE 5167, in a $2.5-million lawsuit against Metrolinx over a failed project land negotiation along the route dating back to 2017.

Visible work is happening, too.

On the weekend, demolition crews starting tearing down one of the biggest buildings in the way of the train: a three-storey brick apartment building at the corner of Holton and King streets.

A notice to residents from ward councillor Nrinder Nann said the demolition should be done by the end of the month. One section of the King Street East sidewalk will be off-limits during construction.

That 20-plus unit apartment was among the earliest to have been emptied of tenants in 2018. It was also briefly eyed by advocates as a building that could be resurrected for emergency housing after the project was briefly cancelled in 2019.

City officials redirected project update questions Monday to Metrolinx, which said via email more information about a public project office and the procurement process will become available in the coming months.

More information may be available March 31, when the new council holds its first LRT subcommittee meeting.

The thread you were looking for is here:


Perhaps the MoDs can relo this to the correct spot.
 
At the risk of feeding a VIA rail discussion in the GO transit thread...

VIA needs to start serving Port Credit like...yesterday. I don't think adding a stop at Port Credit would even require taking away the stop at Oakville, the two stops are 13.5 km apart, VIA has shorter stop spacing elsewhere.

As for the Hamilton problem, I think the best option would be to abandon service at Aldershot, have Niagara trains stop at West Harbour, and have Windsor trains stop at Burlington and maybe a new stop at Dundas.

The current service pattern is dumb.
 
The easy way to find something or a thread is do this in the browser searcher if it hasn't been used in sometime:

urbantoronto Hamilton LRT or Urban Toronto X and will take you that thread or a list of things that you are looking for than use Urban Toronto search engine
 
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At the risk of feeding a VIA rail discussion in the GO transit thread...

VIA needs to start serving Port Credit like...yesterday. I don't think adding a stop at Port Credit would even require taking away the stop at Oakville, the two stops are 13.5 km apart, VIA has shorter stop spacing elsewhere.

As for the Hamilton problem, I think the best option would be to abandon service at Aldershot, have Niagara trains stop at West Harbour, and have Windsor trains stop at Burlington and maybe a new stop at Dundas.

The current service pattern is dumb.
Disagree

Aldershot is a better caught base for VIA than Burlington as you are forcing riders to travel further with Burlington in between it and Oakville.

West Harbour is mainly for the NF line and Hamilton itself,

2 different markets that requires 2 different locations. As it stands, GO has replaced VIA on the NF line and more so in the future.
 
^To my mind, a hub west of the Canal is the perfect interim solution. Partly to grow the business, and partly because it offers a great last-mile opportunuty given that there are several smaller but growing communities (and growing retirement communities) between Port Colborne, Fort Wrie, and Niagara on the Lake. The value of central Niagara Falls as the notional terminal point for a GO rail line may be overrated, IMHO (while it is certainly material to tourisn at the Falls proper, recreational visits to Niagara Region probably already outweight visits to the Falls themselves)

Adding track is no doubt necessary, but there’s no reason why this can’t be worked out with CN.

- Paul


I argued that Merritton would be an ideal spot: plenty of land, easy bus connections for Niagara College, NOTL, Thorold and Brock, adjacent to the Niagara Circle Route, and just on the right side of the canal.

 
Disagree

Aldershot is a better caught base for VIA than Burlington as you are forcing riders to travel further with Burlington in between it and Oakville.

West Harbour is mainly for the NF line and Hamilton itself,

2 different markets that requires 2 different locations. As it stands, GO has replaced VIA on the NF line and more so in the future.
Same reason why the Niagara Connections are at Burlington even though it would help ridership at West Harbour if they started in Hamilton.
 
Disagree

Aldershot is a better caught base for VIA than Burlington as you are forcing riders to travel further with Burlington in between it and Oakville.

West Harbour is mainly for the NF line and Hamilton itself,

2 different markets that requires 2 different locations. As it stands, GO has replaced VIA on the NF line and more so in the future.
Aldershot is fairly centrally located if your goal is to serve Hamilton, Dundas, Aldershot/West Burlington and Waterdown without multiple stations. Moving to Burlington heavily negates this. However, it would likely be better for quite a few parties to also serve Dundas again (although that would be better for GO) and definitely West Harbour for Niagara-bound trains- it’s hard to see a case where VIA shouldn’t actually stop in Hamilton.
 
Aldershot is fairly centrally located if your goal is to serve Hamilton, Dundas, Aldershot/West Burlington and Waterdown without multiple stations. Moving to Burlington heavily negates this. However, it would likely be better for quite a few parties to also serve Dundas again (although that would be better for GO) and definitely West Harbour for Niagara-bound trains- it’s hard to see a case where VIA shouldn’t actually stop in Hamilton.
At this time, Aldershot is the best location for VIA, not Burlington as it has a bigger catch base and easy to get to.

Once West Harbour has through tracks, it can become an VIA station for the NF line as well getting to Aldershot VIA station to go to/from west on VIA and the Maple Leaf.. It will service Hamilton a lot better for the Maple Leaf. Right now, GO has replaced VIA on the NF line.

In Future once the NF line sees more service, both stations will play a bigger part how riders can use GO, Amtrak and VIA to get to/from X using VIA for the west line. Those who use VIA to Travel west to/from X and want to use the NF line can do so using Aldershot to transfer from one line to another and not worrying about finding a place to stay over using today setup. More so for the Maple Leaf heading to the US.

The through track for West Harbour will play a big part for Hamilton, especially after more service is added to the NF.

If and when service can get to the US to meet other Amtrak trains, both Aldershot and West Harbour opens a big door to allow riders to travel by rail than drive.

From my point of view, train travel will be longer than driving thanks to RR freight trains, but come cheaper in the long run. If you are going to NYC, you will save about $50 a day not having to pay to park the car as well the wear and tear on the vehicle along with the various tolls you have to pay to get to/from NYC or any east coast city.

One thing about an tunnel under the Welland Canal, it doesn't have to meet the 2% grade that is needed for RR as GO can go a lot higher, since the trains are shorter and lighter. Cost of adding 2 extra tracks for GO will be a drop in the bucket at the end of the day as it will be able to offer service every 15 minutes if it gets down that low.

To run any VIA service to Hamilton for the Windsor Line using West Harbour or THB will require duel end control and an extra 30 minutes of travel time
 
RQQ - Request for Qualification & Quote (Formal) for the Design of the New South Platform and Modifications to the Existing South Platform at the Brampton GO Station:
https://www.metrolinx.merx.com/public/solicitations/2446875513/abstract?origin=0

It's not clear from the description whether this is for the third track at Brampton GO. I hope so!

No posting yet for upgrading Georgetown GO Station with an accessible tunnel, which is listed for this quarter in the IO summary.
 
RQQ - Request for Qualification & Quote (Formal) for the Design of the New South Platform and Modifications to the Existing South Platform at the Brampton GO Station:
https://www.metrolinx.merx.com/public/solicitations/2446875513/abstract?origin=0

It's not clear from the description whether this is for the third track at Brampton GO. I hope so!

No posting yet for upgrading Georgetown GO Station with an accessible tunnel, which is listed for this quarter in the IO summary.

Where does it say "Brampton"? UPDATE: my bad. I missed this step.

1679412086026.png
 
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Metrolinx do 5 mins of work challenge. Difficulty: impossible.

There were 2 or 3 workers south of Bloor, removing one of the "sculptures" when I went by on the GO train today.

I wonder if the work is sequenced that loosely, such that a single task like removing the sculpture means everything else is paused.

ML will blame any delay on the contractor. My main objection to their project method is that they have succeeded in a seamless blame deflection strategy. Nothing sticks to ML.

- Paul
 

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