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Michael Marriott

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  1. Broadway SkyTrain Extension

    For the 14, I would suggest maybe continuing to run it over the Granville Bridge, and having it loop via 10th and Fir on the current 9 short turn wire. This would maintain the capacity over the Granville Bridge and along Granville St through Downtown, as well as giving a transfer to the Broadway Line. For the 15/50, if the infill stations at 33rd and 57th are built then almost all remaining demand on Cambie south of King Edward would be gone. The loads would be so unbalanced that keeping the routes together would no longer be justifiable. One idea I've had for this is to make the 15 a shuttle from King Edward to Marine Dr, while the 50 could run with big buses on its current route, then run up Cambie to King Edward, then turn around the Queen Elizabeth Park. For your 33/34 proposal, my concern is that people transferring from the Canada Line to go east would have two separate stations to choose from. The 33 would be at King Edward, while the new 34 would connect to the Canada Line at the new 33rd Ave Station.
  2. Broadway SkyTrain Extension

    That is the plan, the project has been outright called the Millennium Line Broadway extension. And, every diagram and map of the project has shown it continuing from VCC-Clark, swinging south to Broadway around Main St. I don't know how you would get the idea that it would be an independent line starting at Commercial-Broadway.
  3. Bus Network Redesign

    It's a good thing Edmonton doesn't have bus service to any rural areas then.
  4. A lot of the proposed improvements in the mayor's ten year plan are proactive ones, designed to make transit more attractive and boost ridership. If people know that the service is frequent and reliable, they will be more likely to use it. There is something to be said for making improvements before the buses are over crowded and riders are being passed up. As well, improving on existing routes does make the service more usable for current riders. The 112 is a logical route to boost frequency on, given it already has some periods of off-peak frequent service. As for the 100, it is not every 10 minutes until 9pm 7 days a week. Saturday and Sunday service never gets more frequent than every 15 minutes. Weekdays, 10 minute service is during peak hours, and the early afternoon. Service is every 12 minutes late morning, and every 15 minutes in the early evening. Given that buses heading east from Marine Dr Station have full loads in the evening, there is plenty of room for frequency improvements on that route. And the N10/N15 changes were spelled out in the South West Area Transit Plan; the plan is for all N10 trips to skip YVR, saving Richmond bound riders 10-15 minutes on their trip, and extending the N15 to YVR in its place, with expanded service hours. This would allow for people with early flights to use transit, as well as giving YVR shift workers a transit option if they happen to work during the hours the Canada Line is out of service.
  5. You don't need to apologize, all you did was post a list of potential service improvements that was taken straight from a publicly available document that was linked to on the previous page. If people have an issue with the choice of service improvements, they can direct it either to their elected representatives on the mayors council or to the Translink service planning department.
  6. Blue Bus has had changes happen at different times from CMBC in the past though. In 2014 when the 251/252 were redesigned the change took place on the first weekend of April, almost a month before the CMBC changes. That would be about when the 257 starts running its summer schedule, so I would guess that Blue Bus will have their sheet change then.
  7. TransLink Future - Dream's and Aspirations

    And there is also a massive redevelopment planned for Oakridge Mall and the old Oakridge Transit Centre site, but you don't propose diverting multiple routes to serve 41st Ave between Oak and Cambie. The nice thing about service within in the City of Vancouver is that the fundamental transit network is solid (for the most part, the 26 is a glaring exception), the bus routes all all direct and form a grid allowing for transfers between most points in the city without out of direction travel. As a result, the best move to deal with redevelopment and increased population and employment activity in any area is to simply increase service on the existing network, rather than altering the network. If there is a need to improve mobility in South Vancouver there are alternatives instead of spending money expropriating businesses and building giant new bus loops. Outside of simply increasing service on the 100, two potential projects I would consider are: 1. Adding a B-Line from Marine Dr Stn to 22 St Stn if demand on the 100 grows enough. 2. Adding a 57 Ave crosstown route to fill the gap in E-W service between the 49 and 100 (This would also have the benefit of taking over some parts of the 26 in Champlain Heights, allowing that route to be straightened out a bit)
  8. Vancouver general sightings and notes

    The plan is to have bus bays on both sides of Joyce.
  9. TransLink Future - Dream's and Aspirations

    Extending every single bus route to Marine Dr Station is not a good idea for a few reasons. The main reason is that Marine Dr Station is not a strong enough anchor to justify the extra service hours to extend every single bus route across the entire city. Despite the redevelopment there, it is still only one cluster of shops and services and doesn't warrant having the transit network modified to serve it to the exclusion of all else. The increase in population and employment in the Cambie Corridor plan is not a justification; as the name implies that is the plan for the entire corridor, from Marine Dr all the way up to Broadway. Overloading bus service at one end of the corridor while ignoring the rest of it is not a good idea. The comparison to Downtown Vancouver is not a legitimate one since Downtown Vancouver has more services, activities and employment than Marine Dr Station does. As well, going to my next point, the geography is such that buses heading to Downtown Vancouver are spread out; on the west side the 7 heads down 4th while the 2 uses Cornwall and on the east side the north-south routes heading into Downtown are spread out over Prior (22), Hastings (16/20) and Powell (7) reducing service duplication and allowing for some schedule co-ordination. By contrast all buses heading to Marine Dr Station would have to use Marine Dr itself, severely over serving that corridor. In addition, since all these routes are running their own schedules based on the service demands of their corridors, they would all be coming onto Marine Dr on varying frequencies, making a co-ordinated, evenly spaced schedule impossible. A far better use of resources would be to invest in higher frequencies on the 100, which would allow for evenly spaced service on Marine Dr with easy connection to the north-south routes. In addition, the size of the bus loop to handle all these services would be ridiculous. To put things in perspective, the two busiest suburban bus loop (Surrey Central and Coquitlam Central) handle about 70-75 buses per hour during peak hours. And at Surrey Central, the 96 B-Lines don't enter the loop but remain on City Parkway. By contrast, all the services you want to extend to Marine Dr would entail 103 buses per hour, all of which would terminate requiring layover space. The loop would have to be significantly larger than Surrey or Coquitlam, due to the extra buses and the fact that several of the routes would run with articulated buses as opposed to mostly 40 foot buses at the suburban stations. The sale of several small loops would not fund this is, in addition several of those loops house operator washrooms and trolley substations which would have to be relocated.
  10. The only reason there's more information about the Fraser Highway B-Line is because a Councillor from Langley City shared the Translink presentation to the council on his blog (that I happen to follow). There's been similar presentations to the city councils of other municipalities served by the other new B-Lines, as the mayor of Pitt Meadows had some comments about the proposed routing of the Lougheed Highway B-Line. https://www.mapleridgenews.com/news/mayor-wants-b-line-bus-to-run-through-pitt-meadows/ Of note, this confirms that Translink wants to have the B-Line stay on Lougheed Highway instead of diverting into Pitt Meadows (allowing it to avoid the two rail crossings the 701/791 encounter). There's really nothing suggesting that Translink is making efforts to have the Fraser Highway B-Line start before the others, all of them are at the same stage of planning and they need to wait for new equipment to arrive before they can start operation anyway.
  11. Collisions and Incidents thread

    Commercial Drive is completely blocked south of Broadway, there were multiple police cars, fire trucks and ambulances on the street (and in the curb lane on Broadway), plus one NB 20 at 10 Ave stuck in the middle of everything. There are pole pullers for the EB 9's, since they have to run in lane three to get by all the emergency vehicles. The 20 is split up; any trolleys that were north of Broadway are running between Downtown and Commercial-Broadway Station only. Trolleys that were on the south end of the route are running up Victoria as far as Kingsway, then running via Kingsway to turn around at the 34th Ave/Slocan turn around wire, Novas are running a shuttle to connect the two halves.
  12. 2018 Standard 40' Bus Procurement

    Between the Nova Suburbans this year and the Double Decker order next year, a good chunk of those will be gone within the next year as well. All it would take would be an add on to either of those orders to kill off any remaining 2001 Orions.
  13. https://sfb.nathanpachal.com/2018/03/march-5-2018-council-meeting-notes_7.html For those who are interested, a city Councillor for the City of Langley posted some details about the Fraser Highway B-Line from a Translink presentation on his blog.
  14. 2018 Standard 40' Bus Procurement

    Another issue at play is the desire to have some uniformity in the fleet; with the amount of replacement buses coming in it would be advantageous to ensure that all remaining D40LF's have the same drive train and engine. Looking a the wiki, there are currently 143 D40LF's (including the ex-C40LF's) powered by series 50 in the fleet. Assuming all 153 XN40's are for replacement, that would be enough to kill all the series 50 D40LF's as well as a few of the worst condition Cummins ones. Coupled with the current artic order, which is enough to kill all remaining D60LF's, this year could see the end of series 50 powered vehicles. Even if a handful of series 50 D40LF's were still in good shape, it won't make sense to maintain a seperate parts inventory for such a small number of buses.
  15. Vancouver Special Sightings

    The 403 has full artic service on Saturdays between 2013 (when the first batch of XDE60's arrived) until Fall 2015, when the 403 was increased from every 20 to every 15 minutes during Saturday midday. As for the peak hour trips, the artics were assigned to the 480, and just happened to do 403 trips due to interlines. As these interlines were reduced, and the 49 became a higher artic priority than the 480, it resulted in less peak hour artics on the 403.
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