![]() This, new government legislation was enacted to protect historically and architecturally significant stations such as the Hunter Street station. RebirthĬP Rail gained a measure of infamy in the early 1980s, when it demolished its West Toronto station in the face of widespread opposition. With the shutting down of the TH&B’s Centralized Traffic Control centre. This process was completed as of December 8, 1990 Into CP Rail in 1987, all remaining corporate and railroad operations began were transferred to Toronto. Resulted in the removal of all passenger service off of the TH&B, with the last train leaving on April 23, 1981. At the same time, the formation of Via Rail Soon after began the transfer of TH&B’s operations to Toronto. Minority shareholder CP Rail bought all of the TH&B’s shares, andīecame the sole owner of the TH&B in 1977. As part of Conrail’s formation, all foreign properties were to be eliminated. The TH&B underwent major corporate changes in the 1970s, with the bankruptcy of majority shareholder Penn Central in 1972, and the subsequent creation ofĬonrail. ![]() By the start of the 1970s, the only passenger traffic that Hunter Street saw was a daily Toronto-Buffalo Were gone, as had most of the traffic to the US. As cars and planes rose in popularity, the passenger traffic plummeted. Grandfather) to training camps at Niagara-on-the-Lake, and airmen to the airbase at Dunnville.īut when the war ended, so did the good times. Special trains carried troops (such as my War years, the TH&B saw passenger levels double as gas and rubber rationing force people onto the rails. By the start of WWII, Hunter street station saw nearly 30 trains a day. The Good YearsĪs the Great Depression slowly improved, so did the station’s fortunes. To finish, with the official opening on June 26, 1933. Construction of the new station began in December 1932, and took 8 months The reduced size of the station resulted in an outcry from the city council, and it was only after the facade of the building was changed to moreĮxpensive stone, that the council approved the smaller structure in November 1932. As well, a number of other features such as underground passageways wereĮliminated. To be added at a later date), and the number of platforms was reduced to one. ![]() The office tower was reduced to 7 stories (although it was built with the ability for the remaining three stories The TH&B, the plans were reduced in size. However, as the Great Depression took its toll on The original design for the new Hunter Street station consisted ofĪ 10-story office tower with wings for the passenger facilities, and two platforms for passenger trains. The new Hunter street station was built adjacent to the original TH&B Hamilton station. ![]() Construction began the following April on the grade separation. The south side of Hunter Street, for both the construction of elevated tracks and a new station, as the old Hamilton station was becoming overcrowded.Īs the 1920’s wore on, arguments between the city of Hamilton and the TH&B dragged on, until an agreement on the closing of several streets and theĬonstruction of elevated trackwork was signed on Oct 20, 1930. As World War I progressed, the TH&B acquired property on The TH&B began studying means of separating the tracks from the streets. This was later squashed in the courts, but Hunter Street abandoned, and to have the Grand Trunk allow the TH&B to run on their tracks along the waterfront. In the 1910’s, the city of Hamilton attempted to convince the federal government’s Board of Railway Commissioners (the BRC) to have the TH&B tracks along With the advent of the automobile, and the TH&B’s trainsīlocking traffic, pressure mounted for a separation of road and rail. This soon proved to be troublesome, as complaints about noise and soot quickly mounted. When the TH&B was originally constructed in the 1890’s, its Hamilton-Welland mainline ran at grade through central Hamilton down the middle of Hunter TH&B’s Hunter Street Station/Hamilton GO Centre The Early Years
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