micheal_can
Senior Member
That is a much different situation. The right to reside there is something that hopefully gets sorted before the permanent change occurs.
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- Thread starter Urban Sky
- Start date
micheal_can
Senior Member
Saw this on Facebook.
dowlingm
Senior Member
How would such a train manage to bypass Squamish?
Saw this on Facebook.
Krypto98
Active Member
Macyard uses the Administration Building (old RTC Building) now
Those are just recrew spots for crews running out of time due to transport Canada regulations that are convenient due to spacing between crossings and easy access. Quaker at Bethesda side road, langstaff go, Bramalea go, and quite a few other GO stations like Georgetown Mount Pleasant, Aldershot, are other pretty popular spots to recrew. However some recrew spots are pretty hard to access or even impossible to access by taxi and I've actually been hi railed to some and I've heard of crews being helicoptered out in the past.
For actual crew operations, Toronto and Capreol crews share the work between Toronto to Capreol, Capreol and Hornepayne crews share work between Capreol and Hornepayne, Hornepayne and Souix Lookout crews trade off at Armstrong. Souix Lookout and Winnipeg crews share work between Souix Lookout and Winnipeg. Toronto to Belleville is done by Belleville crews, Belleville to Montreal is shared by Belleville and Montreal. Sarnia to Toronto is done by sarnia crews.
micheal_can
Senior Member
No idea. However,even if it were a regular daily train, it might be enough. I shared it as I find it interesting that there is a desire for rail allover this country. Whether it is viable or not is a whole other discussion. Is HSR to whistler viable? No. Is a daily train between them along existing lines? Maybe.
lenaitch
Senior Member
Thanks for that. Is CN Toronto - Capreol done by a single crew? I believe CPKC still changes crews at MacTier for their Toronto - Cartier run.
micheal_can
Senior Member
Yes for CN. Friend of mine did that regularly. As I understand it, the Toronto crews the northern part of the Newmarket Sub.
Bordercollie
Senior Member
I believe via also changes crews at capreol.
micheal_can
Senior Member
They do. IIRC the crew are not just for the Canadian, but also the Budd car route as well, even though they are different lines.
Krypto98
Active Member
Yes, it's done by single crew
Yeah Toronto crews will also do the Toronto-North bay run in addition to the Toronto-Capreol run while Capreol crews only do the Toronto-Capreol run + Capreol-Hornepayne
The VIA crews for the Toronto-Capreol segment are based out of Capreol.
Metroscapes
Active Member
Good question. Squamish (census agglomeration) is 73% larger than Whistler, and it grew by 21% between 2016 and 2021. Skipping it is bonkers unless they're seriously proposing an HSR link through mountains just so a bunch of lower mainlanders can get to skiing quicker.
The Squamish subdivision is right there. They could pair it with a local LRT to link Squamish's separated parts (Brackendale, Garibaldi, downtown, Valleycliffe) and take some local car traffic off of Sea-to-Sky. I have visited some friends there a couple times and its nuts how many cars are just zipping in between places in the district.
Allandale25
Senior Member
Very cool stitch-together.
Via a TO Railway Museum X post: "Jun 17, 1925: work finally begins on the Toronto Grade Separation, or Waterfront Railway Viaduct as it is more commonly known. The construction cost was estimated at $28.5 million. There had been no agreement over who would pay this cost until November 1924. 1/3"
Via a TO Railway Museum X post: "Jun 17, 1925: work finally begins on the Toronto Grade Separation, or Waterfront Railway Viaduct as it is more commonly known. The construction cost was estimated at $28.5 million. There had been no agreement over who would pay this cost until November 1924. 1/3"
micheal_can
Senior Member
That picture has so much history on it. I have many questions on what was served that no longer is.
ownthesky
Active Member
The City of Hamilton is now deploying a Ministry Zoning Order to try to push through a stalled-out housing development a short distance from CN’s yard, which CN has been fighting over out of concerns that the yard will create conflict with the hundreds of new residents.
www.thespec.com
I’m curious, is there any way a bigger deal could be worked out that finds a new home for the yard? Folks dream up all kind of fantasy scenarios in the Alto thread about regional high(er) speed rail to Niagara or better rail connections to the USA - will all that traffic still be passing through a CN shunting yard in 100 years?
Hamilton pitches ‘last resort’ measure to break Jamesville impasse with CN Rail
CN Rail says it’s ‘disappointed’ with city’s request for minister’s zoning order
www.thespec.com
I’m curious, is there any way a bigger deal could be worked out that finds a new home for the yard? Folks dream up all kind of fantasy scenarios in the Alto thread about regional high(er) speed rail to Niagara or better rail connections to the USA - will all that traffic still be passing through a CN shunting yard in 100 years?
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crs1026
Superstar
How's your budget ? How much impact on Hamilton industry will you tolerate?
It's always theoretically possible to move a rail yard....if you can find and acquire the land to do it.
The Hamilton yard is a very long bit of grade separated space.... moving it locally would cost a lot to grade separate an equivalent tract of land, given all the existing level crossings to the east. Let alone expropriating enough adjacent land owners to widen existing trackage.
Operationally..... moving it further would mean higher charges to industries for all the extra toing and froing. And possibly more conflicts with GO service.
It happens that the current yard is very conveniently situated to allow local switchers to access some of the industrial trackage in the harbour. And the location allows headroom for switching without blocking crossings.
Possibly some of the trackage is used for storing idle cars, and this function could go further away.... but maybe those cars are kept close to service local customers efficiently..
So, all in all, I suspect CN could mount a pretty solid case that moving the yard will cost them money, both to make the move and then to operate it. That money would have to come from government and/or their customers. Service to local industry would be less efficient. And even if the yard were moved, what would be the reaction of the townsfolk in the new location?
The likely foreseeable path is for the city to get the mzo and build the development....with complaints pouring in almost immediately after moving-in day.... potentially leading to pressure on CN to impose curfews at night, limit activity, or just move out. CN can be expected to fight every step of the way, and in the end might even shed traffic that most needs switching in that location.....putting more trucks on the highway, or inducing industries to leave Hamilton altogether.
It's a "be careful what you wish for" scenario.
- Paul
PS - If transitioning Hamilton to a non-industrial, dense urban core is the plan, the railyard has to go.... but that's likely at the cost of all that employment. I'm not so sure that is a good vision for Hamilton.
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