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Michael Marriott

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    Vancouver, BC

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  1. Michael Marriott

    TransLink Future - Dream's and Aspirations

    The D40's were not retired early, they were from 1991/92 and most were retired in 2009/2010 after 18-19 years of service. The C40's were from 1995 and lasted until 2011 so around 16 years. Slightly premature, but at the time the provincial government had ordered an audit of Translink, and one of the claims was that Translink had too high a spare ratio and it should be brought down. The desire to follow that edict, coupled with the shelving of planned service expansion due to the financial situation at the time meant the bus fleet was reduced in size, and the C40's, being the oldest buses and still being high floor, got the axe.
  2. Michael Marriott

    Collisions and Incidents thread

    Well, they did have all 19's start looping Downtown instead of having them go into Stanley Park. The reality is when incidents like this happen, especially when they happen in a high traffic, congested area like Georgia St/Lions Gate Bridge, the delays can happen so quickly that some buses can get stuck before anything can be done or anyone realises what's going on. This is one of the reasons a lot of the long routes are being split up. As for the 5/6, they are a special case. They are short routes, with no viable short turn locations. With the 19, short turning Downtown meant that service on Kingsway could be maintained. However, if you sent a 5/6 up Granville or Burrard to short turn, you would miss the majority of the route where most of the ridership is. You would wind up running empty buses just to get them on time, meeting a performance metric while providing worse service on the street. As well, even if the buses are bunched out one way, they may be getting broken up and spread out. For instance, if they are multiple 19's the first one might get short turned at Sloan, the second at Joyce with the third going to Metrotown. Spreading out the service eastbound would then result in an even longer gap past the short turn point(s).
  3. Went hiking above Buntzen Lake today, and coming back down the 182 was completely full. I got on at the stop at East Rd and Sunnyside Rd, along with several other hikers. At that point we had 23 people on board, so we wound up passing up a couple of people in the eastern part of Anymore, as well as several people on the Ravine Dr loop. n the summer, I have also seen the 179 leave people behind at Buntzen Lake due to the shuttle being full. It seems with the Evergreen Line, more people are using transit to go to Buntzen Lake and service has not kept up with demand. At this point, either the 182 needs 30 minute service 7 days a week or the 179 needs to be expanded to run year round and seven days a week.
  4. Michael Marriott

    Collisions and Incidents thread

    7115 never made it out yesterday (Friday). TComm last saw it at 1820 on Thursday, October 4.
  5. Michael Marriott

    Vancouver general sightings and notes

    West Vancouver established their own bus system in 1912. Since it was a public, municipally owned system from the start, there wasn't the need for BC Hydro to take over in 1962 when the BCER could no longer continue as a private enterprise. Since then, they have maintained some operational independence even as the system became more integrated with the rest of the Metro Vancouver network.
  6. Michael Marriott

    2018 Garage Transfers and Storage Reactivations

    Great, why don't you start writing your MLA for that. Now, to bring this back to reality, TRAMS could apply for grants from various cultural/historic funding sources, but they would be competing against other organizations around the province (or even country, since there are some federal grants avaliable to) for the limited amount of money. In addition, most of those grants are one time for specific projects, not blank cheques. Even ones for operations would need to be reapplied for every year. Also, if the bus went out on a regular basis, it would be given a specific schedule, not randomly assigned. After all, if the provincial government is giving TRAMS money, then part of the condition of receiving that money would be to actually have people experience the transit history. Having a heritage bus randomly assigned to different routes would not be conductive to that goal, and would only be there to give foamers bragging rights about something.
  7. Michael Marriott

    VIA Rail Canada

    They would have been on time into Vancouver on Monday, but Rocky Mountaineer got priority to go up the Grandview cut first, and it had to wait for the Amtrak Cascades to pull out as well. The new schedule has a lot of padding to deal with freight delays in the Vancouver area. #1 gets over 4 hours to get from Abbotsford to Vancouver, without waiting for other trains that would only take 90 minutes.
  8. Except, you really can't provide local service on that stretch of Lougheed Highway. There are a limited number of streets that actually meet the highway, most of which don't have pedestrian crossings that would be necessary for bus stops. Looking at google maps, the only streets that would work for a bus stop that don't have a proposed or future B-Line stop are 207 and 216 streets. Wasting service hours to extend the 595 to Haney Place for two unique stops is not a good use of resources; if there was demand for those stops they could be added to the B-Line. This whole idea of running the 595 to Haney Place keeps cropping up, but it will likely never happen. The 595 used to run to Haney Place, but it was cut back to Maple Meadows because there was not enough ridership to justify duplicating the 701. Between the 701, 791 and the new B-Line there is already more than enough service running down the corridor.
  9. Important context for the Seattle/New Flyer trolley situation. The rumor is that New Flyer doesn't want to build a one off order of 12 buses with several unique features (motors on both the centre and rear axles, as well as driver side doors for island platforms). That is just a rumor, other rumors say Seattle may have to pay significantly more than was budgeted. New Flyer would likely have little issue for a hypothetical 250 to 300 bus order for Vancouver.
  10. Michael Marriott

    2018 60' Articulated Bus Order

    Which is why this order has options for future years that Translink can exercise for extra buses.
  11. Michael Marriott

    2018 60' Articulated Bus Order

    It's been made clear in several posts that the 104 new Nova hybrids are the expansion buses. And there are more artics on order than there are D60LF's remaining in service, any attempt to claim that the D60LF's will survive the coming order is an attempt to impose your fantasy on reality.
  12. Michael Marriott

    Vancouver general sightings and notes

    An artic is 1.5 times the size of a regular bus, so 2 Novas would be higher capacity than 1 artic. Also, your logic is very suspect, given that the two Novas on the 43 were not on sequential runs, and could hardly be merged into one trip. As for why the service was added, the route is busy and using 40 foot buses for a couple of trippers is better than not providing the extra service.
  13. A couple of points regarding all the recent talk about restructures involving the east end of the 25: The 125 is not a route that should be considered for expansion/merging with other services. All this talk shows a serious misunderstanding of what the point of the 125 in the transit network is. The 125 exists solely as point to point connection for the peak loads between the Skytrain and BCIT. It only exists because at the Metrotown bus loop had no extra peak capacity for passengers or buses, so some of the crowd was redirected to Patterson Station. This capacity crunch, and the high volume of peak ridership is the only reason you justify giving service on Willingdon two different Skytrain connection points, off peak all service is directed to Metrotown and the 130. Giving the 125 off peak service for these proposed mergers would duplicate service on the south end of the 130. In addition, having some of the buses on Willingdon go to Patterson would needlessly complicate the service pattern in the area, forcing riders to choose between two transfer points from the Skytrain. At the same time, talk of turning the 125 off of Willingdon before BCIT completely misses the point of the route; turning off before the main ridership anchor would remove any justification for the duplication of service or the split south end points. Also, given that the 125 runs solely for peak loads, attempting to attach it to a local service that runs all day would result in an unbalanced demand, and one part of the route being over or under served. Finally, with the future plans for a Willingdon B-Line and the extra capacity at Metrotown with some routes moving to Central Blvd the 125 is likely already running on borrowed time. Related, talk of moving the 129 to replace the service to BCIT should be a complete non-starter. Beyond the above points related to the purpose of the 125, to be successful transit routes should be as direct and clear as possible. Sometimes deviations are needed due to the reality of the road network, adding them for no reason should be avoided. The 129 travels north-south along Patterson and Gilmore, with a slight deviation west to Smith due to a lack of roadway suitable for buses between Moscrop and Sanderson. Adding a deviation to BCIT would mean a 129 leaving Patterson would first pull west of its direct line, then east of it, then back. This would needlessly complicate the route, and delay through riders.
  14. The 10 year plan already has target corridors for B-Lines. Phase one is the four B-Lines currently under planning, phase two has Scott Rd (319) and Richmond-Metrotown (430). Phase three has the remaining B-Lines on Willingdon (130), Commercial/Victoria (20), Lynn Valley to Downtown via Lonsdale (229/240), Coquitlam to Langley via 200 St (501).
  15. Michael Marriott

    Vancouver general sightings and notes

    It's part of the second order of Vicinity's for ERS.