Search results

A significant capacity problem at Union is the narrow platforms. Nothing can be done about the layout without completely re-building the trainshed and everything beneath it. The platforms are so narrow that its not safe for people to wait on the platforms for an incoming train. That really...

For one way streets to work with transit they really need to be fairly close together. Otherwise if I live on the north side of Queen I would have to walk all the way down to King to catch a streetcar to work. Vice versa for King St. residents on the way back. It might work with Richmond and...

Not much can be done about having the two stations. The TH&B station (currently Hamilton's GO terminal) is on a CP mainline that sees lots of traffic, and is reached from a single track tunnel under Hunter St. All day service here would require a rebuild of the tunnel, which would be difficult...

Its hardly fantasy to imagine more GO lines, electrified, with vast increases in service levels, to areas that are outside the GTHA. The big question is where does all that service end up? Does Union get another massive overhaul in 20 years to add another level of platforms? Does the DRL...

Sorry about the confusion regarding the bus platforms. I assumed some were for use of HSR, particularly the 4 and probably more service once the station is operational, but maybe the HSR buses will just load at a sidewalk stop. But in any case why are the bus platforms as far away from the...

This seems like nobody really thought about the future here. This is going to be a station with all day GO service, likely some VIA service, and continued use by freight trains. All in a major city. Shouldn't there by at least 4 tracks here to allow freight to bypass the platforms and allow...

Fifty road is in the middle of nowhere, and fruitland road is on the furthest edge of the city. I know GO has some opposition to more 'urban' stations but a stop in east Hamilton could be useful. There is 14km between the James North station and Fruitland road. I would suggest James North...

Just for the sake of comparison, those boarding numbers are about the same as Lansdowne, Ossington, Islington, Viva Blue, Dundas (MT), Georgetown GO. (according to slightly old data). The Charlotte system has 15km and 15 stations, which is about the length of the Yonge Subway (Union to Finch)...

Is there a reason why the carhouse can't be built on some of the empty land just north of the 401 or just south of the 407, west of Hurontario? There is enough space there to build a carhouse and leave the Hurontario frontage open for residential or other development.

The development goals of the region are aiming for exactly that; put as much new development as possible within walking distance of the LRT stations. The transit system already is structured with a linear approach. Feeder buses funnel into the nearest regional mall or closest downtown, and all...

Waterloo Region may be the same size as Ottawa, but it has a different layout. BRT has worked well in Ottawa because of its basic structure--a single dense core surrounded by a decentralized hinterland. So buses can run from anywhere, get onto one of the trunk routes that radiate from...

I have a few problems with the alignment, particularly through downtown and uptown. But overall I think its a great place for LRT. It really shows off the advantages of the mode, being able to run along existing ROWs to jump from one major node to the next, but also able to run on street in...

These may not be 100% accurate, but they should be at least in the ballpark: YUS Downsview-Finch 974 m BD Kipling-Kennedy 873 m YUS Eglinton-Union 624 m BD Keele-Woodbine 663 m SRT Kennedy-McCowan 1280 m...

I have a couple questions about things I didn't see addressed in the texts on your site. First, you rate the high residential density of the railway alignment as an advantage for that route. While I agree I would question wether residential or employment density is actually more important in...

I'd say allowing human-controlled vehicles to operate at high speed near pedestrians in all weather conditions is nuts. Computers aren't in a rush to get somewhere, or talking on their phone.

I've lived above a subway tunnel (on the ground floor) and about a block away from an elevated electric commuter railway (on the fifth floor). There is no comparison, elevated is much more disruptive. I would never want to live or go to school that close to an elevated subway. The land your...

I really don't think York U wants an elevated subway running over the roof of their business school, plowing through some touwnhouses, and cutting their prime expansion sites into odd shapes. Not to mention the noise and vibration problems. An important question is whether an elevated...

I think your post says it all. Yes, walking would be cheaper than flying or driving. But flying and driving both get you to Ottawa in reasonable time. Many choose to fly for speed and many choose to drive for convenience and affordability. The Subway/LRT debate is not a choice between flying...

But why would private business want to get anywhere near such a long and risky project?

If anyone has been to Burlington vermont they have a few blocks of pedestrian mall. Same climate, but it works great. Actually its one of the few active streets in the small city. But there is plenty of access by cars on frequent cross-streets and nearby parking garages.