Posted with permission from the Hamilton Spectator
October 28, 2009
Stacey Escott
Special to The Hamilton Spectator
(Oct 28, 2009)
When construction first began on the iconic Skyway bridge, it was considered the largest ongoing steel construction job in Canada and possibly North America, second only to the Golden Gate Bridge.
It would ease one of Canada's biggest traffic nightmares. But it would also highlight Hamilton's darker, grittier side from its panoramic viewpoint.
It was expected to handle a maximum of 50,000 vehicles per day. It also became Ontario's first toll bridge to help ease the costs of construction, but the controversial tolls were only bringing in half the money expected. Heavy trucks were bypassing the Skyway and travelling along the Beach Strip to avoid paying. Automatic toll machines were eventually introduced and fees went up and down.
In 1973, the toll collection would end altogether. The Skyway experienced its first closure in 1972 due to dangerous winds. For 12 hours, Ontario Provincial Police directed vehicles in one of the worst traffic jams they had ever seen.
Traffic doubled in volume since its opening, and people realized how vital the bridge had become. The Skyway was only 14 years old when the need to "twin" the bridge was no longer an option. It had to be done. There were too many cars. Lead emissions from cars on the Skyway were the highest in Ontario.
There was also talk of demolishing the approximately $19-million giant structure completely in favour of a multilane tunnel. The next decade would see debate over twins, tunnels and name changes. Numerous closures of the Skyway would continue to anger motorists and stall traffic for hours. There were suicide attempts, accidents, skydivers and even a dare, as jumpers continued to make headlines.
The new Burlington Bay James N. Allan Skyway finally had a functioning twin in 1985. At a cost of almost $42 million, it was the largest financial undertaking in the history of the Ministry of Transportation (MTO). The first accident would occur just 14 minutes after its official debut when two officials collided during opening ceremonies.
In 1986, the MTO installed a high-tech freeway traffic management system to reduce traffic congestion during construction and to help manage heavy traffic volume. The Skyway has five closed-circuit television cameras and vehicle detector stations spaced 500 metres apart. The system alerts the Traffic Operations Centre whenever a problem occurs.
But still, the traffic keeps growing. In the early '90s, the Skyway averaged 92,000 vehicles a day, and it has increased every year since. In 2006, (the most recent year the MTO has on record), the average was 136,500. With traffic comes collisions, and as one increases, so does the other.
In 1998, there were 34 reported collisions compared to 84 in 2007. In general maintenance alone, not including major projects, the MTO budgets about $75,000 a year.
The Skyway has always been the subject of heated debate, and can still be the bane of many motorists' daily commutes. But could it have been any other way? The debate continues.
October 28, 2009
Stacey Escott
Special to The Hamilton Spectator
(Oct 28, 2009)
When construction first began on the iconic Skyway bridge, it was considered the largest ongoing steel construction job in Canada and possibly North America, second only to the Golden Gate Bridge.
It would ease one of Canada's biggest traffic nightmares. But it would also highlight Hamilton's darker, grittier side from its panoramic viewpoint.
It was expected to handle a maximum of 50,000 vehicles per day. It also became Ontario's first toll bridge to help ease the costs of construction, but the controversial tolls were only bringing in half the money expected. Heavy trucks were bypassing the Skyway and travelling along the Beach Strip to avoid paying. Automatic toll machines were eventually introduced and fees went up and down.
In 1973, the toll collection would end altogether. The Skyway experienced its first closure in 1972 due to dangerous winds. For 12 hours, Ontario Provincial Police directed vehicles in one of the worst traffic jams they had ever seen.
Traffic doubled in volume since its opening, and people realized how vital the bridge had become. The Skyway was only 14 years old when the need to "twin" the bridge was no longer an option. It had to be done. There were too many cars. Lead emissions from cars on the Skyway were the highest in Ontario.
There was also talk of demolishing the approximately $19-million giant structure completely in favour of a multilane tunnel. The next decade would see debate over twins, tunnels and name changes. Numerous closures of the Skyway would continue to anger motorists and stall traffic for hours. There were suicide attempts, accidents, skydivers and even a dare, as jumpers continued to make headlines.
The new Burlington Bay James N. Allan Skyway finally had a functioning twin in 1985. At a cost of almost $42 million, it was the largest financial undertaking in the history of the Ministry of Transportation (MTO). The first accident would occur just 14 minutes after its official debut when two officials collided during opening ceremonies.
In 1986, the MTO installed a high-tech freeway traffic management system to reduce traffic congestion during construction and to help manage heavy traffic volume. The Skyway has five closed-circuit television cameras and vehicle detector stations spaced 500 metres apart. The system alerts the Traffic Operations Centre whenever a problem occurs.
But still, the traffic keeps growing. In the early '90s, the Skyway averaged 92,000 vehicles a day, and it has increased every year since. In 2006, (the most recent year the MTO has on record), the average was 136,500. With traffic comes collisions, and as one increases, so does the other.
In 1998, there were 34 reported collisions compared to 84 in 2007. In general maintenance alone, not including major projects, the MTO budgets about $75,000 a year.
The Skyway has always been the subject of heated debate, and can still be the bane of many motorists' daily commutes. But could it have been any other way? The debate continues.