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cprted

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Everything posted by cprted

  1. We'll see what time VIA 1 makes into Vancouver today. They left Ashcroft 4 hours late but managed to gain back half an hour by the time they got to Boston Bar. If they get a relatively clear shot into Vancouver from Hope (stop laughing ... ) they should be able to make up another 2-3 hours anyway. Still an improvement over the 12-24+ hours late they would get here on the old schedule.
  2. Train 1 has been arriving in Vancouver early pretty consistently. Big change from the 12-24 hours late every trip just a few weeks ago.
  3. My understanding is the after the 2 current orders of MK3 trainsets are delivered, all new purchases with be in the 5-car configuration. But yes, planning for an additional east-west service needs to start before we hit peak capacity.
  4. That is one of the key points, right there. Anyone familiar with the Surrey community plan, the goal is over the next 30-50 years, create a "second downtown" focused around Surrey Central and extending to Guildford and Newton. The LRT link along the KG/104 corridor is one of the lynchpins to that plan.
  5. Lets also be clear that typically when the term "Streetcar" is used, the application is referring to a single unit LRT vehicle that operates in mixed traffic and stops curbside. Quite different from 2-3 unit trains operating in dedicated LRT lanes/transit only lanes, or LRT RoW that stops at station facilities. Compare the Portland Streetcar vs the MAX, or the Seattle Streetcar vs Link LRT. Both use similar vehicles, but in very different ways.
  6. No idea for actual numbers but I don’t think many people commuting for work would find a noon departure from Vancouver to be super useful. As well, the VIA fare from Vancouver to Mission is $37 and the fare on the WCE is under $10.
  7. It's about the access from Pacific Central to the North Shore of Vancouver, not turning the train in Vancouver that becomes the issue. Coming out of Vancouver, the line to North Van is a trailing switch at Willingdon Junction. Thus if you're not able to stop and reverse direction at the junction to head through the Thorton Tunnel, you either need to back the train 7.5km from Pacific Central to Willingdon Junction, or run 15km from Pac Central to the junction in New West and turn at the wye there, both of which would be less than ideal. To illustrate, this train is WB on the BNSF/CN Main at Willingdon Junction where it takes the diverging route into the tunnel. Had it kept on ahead, it would end up in Vancouver.
  8. I see no reason additional sidings would have to be built to accommodate reinstated passenger service. Rocky currently uses the former BC Rail station in Whistler and it doesn't have a siding, nor has it ever. Rocky also uses the Quesnel Station, and while Quesnel does have a yard, the station and platform are on the main track, not a siding. If there was political will to reinstate North Van-PG passenger service, I'm sure CN would play along in exchange for similar trackage fees that VIA pays for the Canadian and Skeena, which both run on CN lines in BC. Operationally, one of the biggest impediments would likely be where the train originates from. The North Vancouver passenger station and steam shop was demolished a few years ago and there are condos being built on the site. A VIA Cariboo Prospector service could come out of Vancouver's Pacific Central Station (which VIA already owns) but it would add almost an hour to the travel time and would require some type of equipment capable of bi-directional running.
  9. It will be interesting to see what, if anything, comes from the discussions at the UBCM. As much as I'd love to see a North Van-PG passenger service reinstated, I really think it is just a pipe dream. The track is in good condition as it is maintained by CN as a secondary mainline. Stations stops do block the main, as they have on this single track mainline since it was constructed. These days, CN is usually only running 2-4 trains/day.
  10. Interesting motion by Lilloeet at the Union of BC Municipalities conference. From the Vancouver Sun:
  11. The VIA Rail app is your friend when railfanning VIA. Takes all the guess work out of it
  12. Worth noting that two weeks into Train 1/2's new schedule, things seem to be going better, at least west of the Rockies. Today's train 1 is on track to put into Vancouver on-time (possibly early) and the last couple of 2's out of Vancouver have also been on time or even early by the time they get to Jasper. Not sure how things have been further east, but out here the new schedule seems to be delivering good on-time performance.
  13. This 160km (or whatever) of light rail by 2100 is just a concept ... they're not locking in the routes 80 years before they go into revenue service.
  14. But those projects weren't actually started with Federal and Provincial funds in place when the change happened. The LRT prepatory work has been underway for several months and they're planning to start putting rails in the ground in 2019 ... too late to stop by a Mayor that won't be sworn in until Jan 2019 (assuming he gets elected). But he were able to scrap the project, you need only look to Toronto to see how far behind canceling projects puts all transit development ... if you want to make sure there is no rapid transit construction in Surrey for the next decade, just cancel the LRT project and see how long it takes for anything other than a new bus lane to get off the ground ...
  15. So this went into service this today. BCAS 63600, Chev/Crestline Hybrid ambulance.
  16. Rocky's gripes with VIA haven't been given much traction in the past. VIA launched Prestige Service over Rocky's objections with a Conservative government in power (RMR has pretty solid ties to the CPC), so if it didn't make a difference then, I have no idea why anyone would think Rocky's objection would matter now. Not only is Rocky an infrequent, tourist targeted trip which does not make any stops along it's route: It is also seasonal. The thing runs May-Sept only. But as I've said in every post about this idea--while I'd love it to be reality--there is essentially a <1% change of the Cariboo Dayliner service being reactivated. So it's really just a hopes/dreams discussion as opposed to something that's actually on the table.
  17. RMR came out of VIA's short lived tourist-based service in the Rocky Mountains (the name of which is currently eluding me). I'm not sure what that has to do with their operations 18 years later or the possibility of activating passenger service on the former BC Rail (which is pretty unrealistic). It would be hard for RMR to to whine about competition from a train running with RDCs or something similar ... lol
  18. Then they should probably stop running the Vancouver-Jasper-Edmonton route ... lol ... and if Rocky wants to make a beef about a VIA dayliner service "competing" with them, they'd need to operate that route more than 3 times/month ... The only plausible beef Rocky can have with VIA is over the "Prestige Class" service, which is a direct play at their market.
  19. Total pipe dream, but I would love it if the BC government subsidized VIA to increase service on 5/6 from Prince George to Prince Rupert (maybe up to 5 or 6/week, leaving PG to Jasper at 3x) and made a move to restore 3/week service on the former BC Rail from Prince George to Vancouver. As for the Canadian, the new schedule will actually be of use, given that Kamloops-Vancouver in both directions will now happen during the day. Even better if the trains start running something close to on time with the extra hours inserted into the timetable.
  20. I'm not sure specifically where, but @Express691 is correct. The shuttle bus stays on Bowen as the first trips in the morning meet the first ferry departure from Snug Cove.
  21. The port is only ice-free for about 3-4 months/year.
  22. If adding hours on the total trip help VIA 1 and 2 run something even remotely close to on time, then it is a win. No one picks VIA for the trip across the country due to speed, but having the train show up on time to the points in between will increase ridership. Just the other day I had car trouble and needed to book tickets on VIA 2, to get me to Kamloops where a rental car was waiting ... the ticket agent on the phone laughed out loud when the topic of what time the train would be there came up. So if VIA employees are laughing to customers about the on-time reliability of Train 1 and 2, we have a pretty big problem. Thankfully in my case, the train was only 40 mins behind schedule (good enough for me), but VIA 1 was running 9 hours behind, so it hit Kamloops just before we got there, meaning our train had to sit on the siding for an extra 25 mins waiting for Train 1 to take on fuel and clear the station.
  23. The issue I have with the SRY right of way is the meandering route it takes through the valley without hitting many of the current centres. The line was built to connect the population centres as they existed before WW2 and as many farmers as possible. Since passenger service ended in the 50s and highways have been build, the population has grown up in places the where the former BCER isn't. Following the SRY, Chilliwack to Scott Road Station is 103km, whereas if some new interurban service were to follow Hwy 1, Chilliwack to a station in Guildford would be 70km. So here's my version of a new Interurban: Waterfront station into the Grandview Cut with a platform at Commercial-BWay Stn, along the BNSF line to Braid Stn, then onto it's own RoW along Hwy 1 with stops in Guildford, 200th/Carvoth Exchange, 264th, Mt Lehman Rd, Sumas Way, and eventually back onto the CN RoW into downtown Chilliwack. The Guildford stop could easily have a connection to the Surrey LRT, with bus loops and Park and Ride at the other stations through the valley.
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