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Platform 27 said:
Hunter's relatively wide, the apartment blocks are set back fairly far from the curb, and I'm fairly certain that they don't have underground parking. It's also a deceptively deep tunnel--it's cutting horizontally through a berm of leftover earth dating back to the various convolutions Lake Iroquois went through, if I remember my tangent-inclined urban geography prof rightly. ;)
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City bylaw states you must have 1 1/2 parking space for every unit so obviously those apartments have underground parking.

The boundary for downtown Hamilton is from Queen to Wellington and Main St and York Blvd and it also includes all of James St North until LIUNA Station.
 
unimaginative2 said:
The key is including the frequent GO service before the new neighbourhood is built, and building the neighbourhood around the station. Right now, we build the subdivision and then years later try to squeeze in some transit, as always slowly progressing from rush hour buses through full service buses to eventually something higher order decades down the line. It's a lot cheaper to build the rapid transit on empty land before the subdivision is built than squeezing it in a tunnel or whatever years later.

That's how they do it in Europe. They never build a new suburban neighbourhood without first extending regional rail, and the new station becomes the centre of the community. If roads are the only infrastructure when the neighbourhood is first built, they become the centre of the community.
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In Canada it's even worse than that. First they make an industrial wasteland around the rail corridor, then try to retrofit it to commuter rail, with the stations in ugly gray industrial zones.
 
vegeta_skyline said:
Oh please, the 2 locations are less than a mile away from each other away, as if thats an insurmountable distance.
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It is about the same as locating Union Station at College Street. With most of the development being south of Queen, a station at College, while not an insurmountable distance and while likely a station that would be well utilized, it would not be as successful as the station at Union.
 
These problems are why I've advocated (and even done a little map) upgrading the Belt line that connects the CN and CP lines in East Hamilton. The section of CP west of the Belt Line would be given over exclusively to GO Transit, who would then be able to operate as much service as they like and restore double track in the Hunter Street tunnel. CP freights would be diverted along the belt line to the CN corridor (they could even build their own track along the route) to Hamilton Junction at Bayview, where they would rejoin their existing route. GO and VIA trains could also use the belt line to return to the CN line for service to Niagara.
 
Is the free return trip from Niagara Falls on Canada Day enticing anyone to go try out the new trip?
 
Kiwi said:
City bylaw states you must have 1 1/2 parking space for every unit so obviously those apartments have underground parking.

The boundary for downtown Hamilton is from Queen to Wellington and Main St and York Blvd and it also includes all of James St North until LIUNA Station.
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Time to change the bylaw to lower numbers.

Mississauga has 1.05 per unit in the core, yet on move in day 2-4 cars show up.

Now where do you put those extra cars????....................................OH!!! in the vistor spot, on the street or in a mall/plaza lot...

There are development where there is good transit around them that are seeing parking for only 60% of the units.

To go to good low number per unit, need real good transit service 0n a 7/24 base
 
I guess it's safe to assume that any necessary signal upgrades have been/will be made.
 
The passing tracks on both the Stouffville Line and the Barrie Line are to be finished this fall. The Stouffville Line passing track is located between Unionville and Denison as mentioned and the Barrie Line passing track is just north of Maple.
 
The first train to Niagara had to stop at the canal for nearly 30mins because a boat was coming through. Perhaps a route through Welland would have been a better choice?
 
jn_12 said:
The first train to Niagara had to stop at the canal for nearly 30mins because a boat was coming through. Perhaps a route through Welland would have been a better choice?
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The line through Welland goes to Fort Erie, so it would have had to crawl through industrial spur lines to get back to the main to Niagara Falls, if a connection even exists.
 
EnviroTO said:
The passing tracks on both the Stouffville Line and the Barrie Line are to be finished this fall. The Stouffville Line passing track is located between Unionville and Denison as mentioned and the Barrie Line passing track is just north of Maple.
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Thanks for this update!
 
Talk about a cheap out, that passing track for Stouffville is in the wrong place. Basically at current track speeds its impossible for two trains to meet there in order to run and hourly service on the line.
Meaning, the service won't be hourly.

Unless… they allocate 3 trains to the line.
Then there would be 2 meeting points and that location (mile 51-52) would be ideal for one, while the other would be Scarborough on the multi-track Kingston sub.
It'll be interesting to see what happens. If I hear anything about frequencies (before any official announcement) I'll drop a line.


RedRocket191 said:
The line through Welland goes to Fort Erie, so it would have had to crawl through industrial spur lines to get back to the main to Niagara Falls, if a connection even exists.
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The tracks still exist all the way into Niagara stopping less than a 1/4 mile from the falls and they are main lines.
Though the speeds aren't that fast going along the 2 subdivisions a train would have to take to get there via the CP route.

Hamilton sub (44 miles, avg speed 38.5 = 68:30)
Montrose sub (10.7 miles, avg speed 40mph = 16:00).
The total travel time would be appox. 84:30
Add a couple minutes to that for a likely stop at Welland and the train would take almost exactly the same amount of time as the current Niagara GO train from where the 2 routes diverge (at Hamilton Jct.).

Unfortunately, the CP Hamilton sub is a busy freight line and its only single track with sidings. CP won't allow GO train exclusive use of the main line while diverting their freights into sidings for the obvious reasons.

Any GO train that encounters a freight on the line would have to enter the siding (which aren't located very close together) and stop & wait for that freight train to pass (the freight train could be miles away still - at one point sidings are 17 miles apart!). That would lead to a delay that could be just as long as waiting for a boat to pass at the Welland. Also this could happen several times along the line, theres no way to know.

CP is demanding that GO double track the line before they'll allow them to use it.
GO might be able to make a compromise and just build a few more sidings i.e. "passing tracks" so that the wait for freights wouldn't be as long.

Thought they'd still make better time along the CN route except for when a boat is coming. :p But then again the station would be only a 1/4 mile away instead of being 2 miles away.

GO could also build (and I believe have considered) a new taller bridge over the cannel on the CN trackage which would eliminate any delays on the CN line.
But that would cost considerably more than installing more sidings on the CP run (But not as much as 2 tracking the CP line).


Guess it just depends on how much money their willing to spend and that will depend on how much of a demand there is for the service.
 
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