Michael Marriott

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About Michael Marriott

  • Birthday 04/24/1988

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  • Website URL http://www.flickr.com/photos/michael-edmonton-transit
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  • Gender Male
  • Location Vancouver, BC

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  1. The BYD is running on the 41 today. I am currently on it heading east on 41 Ave through Kerrisdale. If you want to track it on TCOMM, it looks like it is shadowing 9508's block today.
  2. What future routes? The grid in that part of Vancouver is complete, and any added routes would wind up overlapping both existing bus routes and rapid transit. You would eliminate two stops, but add a stop that takes longer to access negating any time savings. Plain and simple, a bus loop at Olympic Village is an idea that doesn't make sense and would actually be detrimental to transit. The main idea behind extending the 9 is to provide a connection to a Skytrain from the east end of the route, as opposed to its current terminus underneath a highway at a McDonalds. Brentwood is usually mentioned as it is a major bus exchange and an anchor in its own right with the mall and redevelopment. Even just getting the 9 to Gilmore Station would be an improvement, allowing for easier access to the rest of the system for east Broadway riders. If there was a desire to run a bus parallel to the Millennium Line through Burnaby it would make more sense to have a dedicated shuttle as the 9 is already a very long route, and runs at much higher frequencies than such a service would warrant. Other than the cluster of redevelopment between Gilmore and Holdom, there is very little along Lougheed Highway through Burnaby. The highway is also very pedestrain unfriendly, with long stretches where there are no crossing lights; and most of the neighborhood housing is oriented away from the Highway. For your Edmonds-Lougheed proposal, that is similar to how the 112 used to look. When the M-Line first opened, it ran its current route from Edmonds to New West, then via Columbia St/North Rd to Lougheed. Low ridership along Columbia St resulted in the route being split at New West, with the east half becoming the C9 which has seen frequency cuts since.
  3. You seem to have a serious misunderstanding of how bus procurement works. Translink specs a bus a certain way, and New Flyer (or Nova or whoever) builds the bus to those specs. A manufacturer who refused to build to the specs would not get the tender; and if they tried to arbitrarily change it after the tender was awarded they would be opening themselves up to order cancellation or lawsuits for breach of contract.
  4. I specifically asked if convential peak runs of the 214 would be coming to West Van as well and was told would be. Granted, this information could wrong and/or change before September.
  5. Yep, we were told Blue Bus will also start operating the conventional peak trips on the 214.
  6. Related to this point, during a tour of West Vancouver's yard yesterday, we were told that Blue Bus will be taking over operations of the 214, 227 and C15 in September due to the long travel time from Hamilton to the north shore.
  7. Everyone needs to look over all the screenshots; the whole reason this new depot is being considered is because there is the potential for Translink to lose the lease on parts of VTC. If that were to happen, then this new depot would take over the routes kicked out of VTC. Given that, as well as the fact that RTC has plenty of room, it is completely illogical to think that any Richmond local routes or Highway 99 routes will be moved to the new depot. If there was a need to add more routes to the new depot beyond what it takes from VTC, it would almost certainly be taking the 49 or 100, as those are the routes that operate closest to the new site and would not have to fight their way across a congested bridge to start service.
  8. The full ten year plan does include extending the 96 to White Rock; it just wasn't included with the phase one improvements and will likely be part of phase two.
  9. The last time that service pattern was operated the VCC-New West trains were taken from the Expo Line.
  10. There was talk a couple of years ago of splitting the two routes up, but nothing ever came of it. Given that demand for the two routes is very unbalanced (Looking at the 2015 bus stats, the highest average peak passenger load on the 15 is 12 people in the PM rush hour, and single digits for most time periods, whereas the 50 has peak passenger loads above 30 people 7 days a week), they may be kept as two separate numbers to allow for some future service redesign. Indeed, the 50 could use extra afternoon/weekend frequency to handle the crowds heading to Granville Island, while the 15 really could go to community shuttle operation off peak.
  11. They can't; NAIT station is only a 3 car platform. This is why there is a notice on the ETS website encouraging people to walk to the Capital Line at Bay.
  12. Just because this project was only for the original order doesn't mean there won't be another refurb project for the younger cars in a couple of years. Indeed, the successful completion of this project makes it more likely that the remaining Mark I's will be given a refurb for life expansion rather than being retired.
  13. That would have certainly been a 101, 110 or 136 heading back to HTC from Lougheed.
  14. The afternoon Cascades departure passing through New Westminster today:
  15. King County Metro XT60 running on Pine St in Downtown Seattle as a route 7.