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Large Cat

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  1. I forgot to mention, the added N35 service on "Sundays" will address the most significant gap in Hastings corridor service, since it's really adding service that has been missing on Monday mornings between 3am and 5:30am. Most people during that time are going to work anyways, so it's really addressing a lack of super-early commuting service along Hastings.
  2. According to the new Buzzer pamphlet, all-door boarding on 95/96 is official for January 1. Also, service improvements to N35, along with 95 improvements noted by Express. Fantastic news guys.
  3. HandyDart

    What Handydart really needs are some low floor shuttles, like the ones just introduced in West Van. Why should accessible transit be the last division to get accessible buses? I'm sure using the complicated lift system to get people on board, or waiting for people with mobility issues to slowly climb up and down the stairs, doesn't help with the chronic lateness issues.
  4. Vancouver: T-Comm "E-Sightings"

    Oh god, artics on the 240 full time would be a godsend...
  5. 2019 Double-Decker bus Procurement

    Why buy any suburban Nova's at all? Just make them all double-deckers! I know...it costs money...
  6. Oubliettes? A security/conductor on every bus? All door boarding can't come soon enough. It shouldn't be seen as a cost or fare issue. It's a dramatic increase in the quality of service, which will increase ridership, and thereby recover costs if seen as part of the bigger picture. The fare system is officially "proof of payment" on the buses already anyways.
  7. Collisions and Incidents thread

    A budding flower is surrounded by bees in the spring.
  8. Interesting. The paddles for January sheet show the Central/Imperial/Willingdon routing. Here's to hoping this timetable is the correct version. 130 should be the one servicing stops on Imperial and Willingdon south of Central.
  9. The 119 certainly needs to be on Central ASAP given its high passenger volume, so it's very understandable. But yeah, there might be a better way to route it along with the other routes.
  10. I have to say, if they are routing the 119 to Imperial and Willingdon before making 2 turns to get back on McKay, I can't quite understand the reasoning. It would make far more sense to have it return to Kingsway via the Bonsor/Nelson route, and have the 144 and 110 service the McKay stops on the way to Kingsway, since they will come into the loop going that direction anyway (ideal would be to give them an on-street WB stop on Central, across the bushes from the loop maybe). I can understand for the 49, 430, 116, and even 130 if they use the Imperial/Willingdon turnaround, since they are serving areas south/west/northwest of the stationhouses anyways. But Imperial and Willingdon is a LONG way out of the way for the 119, especially for people just going to somewhere on McKay or Sussex and Kingsway.
  11. Vancouver Special Sightings

    Awesome. Is there a place we can see school bus routes? I guess it may appear really creepy, but it would be interesting nonetheless to know where the school buses are coming and going lol.
  12. TransLink Future - Dream's and Aspirations

    Good to see the problem acknowledged by Desmond. Obviously, it's easier for him to say, since he wasn't around when the Canada Line decisions were being made. But it sounds like Translink's hands were tied back before the Olympics, given skepticism about future ridership on the part of the municipalities and the public to a certain extent. This skepticism, obviously, was completely, absolutely, 600% misguided.
  13. TransLink Future - Dream's and Aspirations

    That would also probably be fine, especially if CoV gets its act together with the downtown streetcar from Main St Station to Granville Island. Along with the Millenium Line, that would cover the GNW Campus, Olympic Village, and False Creek South. Running the 4 to VCC-Clark and getting rid of the 84 would be fine, but would require a lot of trolley overhead work. It would also remove another Kits-Downtown connection, which might hurt if the 44 is also removed. I agree that NE sector trolleys wouldn't be hurt, since that area should be reworked soon anyways with new overhead on Renfrew north of Hastings. The 15 never turns around at Olympic Village at present--there's no way for it to do so. For as long as I've lived here (at least 4 years), every single trip has been interlined. That's why I recommend merging the numbers, unless the situation changes. Agree that there are multiple ways to add service on the 33, and to QEP Station, W 33rd, etc. The only thing I would recommend is not creating any "stub" lines just between the west side and the Canada Line. Continuous lines make for a better "grid" network and connections to/from the Expo Line. Regarding the 99/95 partitioning, I have several reasons for splitting them at Waterfront/Burrard rather than Arbutus Station: -First, the same reasons behind the decision to split the 22 in half (into the 2 and the 22)--congestion on Burrard, and incidents in the DTES, were creating inexplicable delays on the respective other halves of the line and resulting in inconsistent service on both halves of the route. If the 95 were extended to Arbutus Station, it would take on both of these problems and likely suffer a lot in terms of reliability. Sending the 99 downtown instead shares the issues across both routes--if the 99 is late people can attribute it to issues on Burrard, and if the 95 is late people can attribute it to issues on Hastings, but not to both. Of course, it would actually be awesome to completely merge the 95 and the 99 into one giant route. Through service across downtown is a good thing, but reliability is more important, and downtown is also the most natural place to transfer. -As mentioned before, it would be good to have an alternative high-capacity service out of downtown, and all the way to UBC, starting at Waterfront. This would capture customers from North Van, WCE, and regular downtown dwellers that might otherwise use the Canada Line. The number of people wanting to go between UBC and Downtown, without hitting (m)any of the places in between, shouldn't be underestimated. -Ending the 95 at Arbutus Stn just isn't good design, geometrically. People will rarely ever ride it just to get on a Millenium Line train heading east, nor will they ride all the way to Arbutus just to get on a B-Line heading back downtown. Rather, people will choose to ride across the Burrard St bridge because, presumably, they are going somewhere west of that bridge--otherwise, they will take the more reliable Canada Line. And the proportion of people going west of the Burrard Bridge, but not west of Arbutus, will be extremely small. In other words, MOST of the customers on a 95 Arbutus Station will just be transferring to the 99 there (or another WB bus), so why waste time on unloading and reloading in a place where it isn't convenient to most passengers to do so? The only reason I can think of, would be to isolate the UBC-Shuttle 99 to make it absolutely reliable. But that doesn't seem so important given the low traffic volumes and relative lack of issues on Broadway west of Arbutus. Anyway thank you for your comments on my post! It's fun to talk these things through. Look forward to more discussion
  14. TransLink Future - Dream's and Aspirations

    I've been thinking about how bus service in Vancouver's west side is going to work after the Millenium Line to Arbutus is complete. 1. One thing we know for sure is that the 99 will run between Arbutus Station and UBC once the line is complete. But we also know that the Canada Line, which is already overcrowded, will receive even more ridership once the M-Line is extended. So, why not extend the 99 into downtown across the Burrard Bridge to Waterfront Station? This would accomplish several things at once: -Replace the 44, whose weekday-only, no evenings service gets stuck in W 4th traffic anyways. So the service hours might end up relatively even despite the extension of the 99. -Relieve Canada Line congestion by providing another high-capacity route out of downtown, and a direct, all-day route to UBC from the Seabus. -Relieve overcrowding and pass-ups on the 14 and 4 by taking the masses going all the way between UBC and Downtown, especially on weekends and Friday nights. I envision this revised 99 stopping at the current 99 stops between Arbutus and UBC, as well as the current 44 stops on Burrard downtown. It would also provide new coverage by stopping at Burrard and Broadway before/after Burrard and 4th. 2. The 84 should switch to local service, and perhaps also service the stops in False Creek South and at Granville Island. While we're at it, merge the 15/50 into a single route number, and remove the useless section of the 50 east of Waterfront Stn (Water St is going to go vehicle-light soon anyways as per CoV). 3. The western half of the 14 should merge with the 9, and no longer go downtown from UBC. Use the saved service hours to extend service into the late evenings between Kootenay Loop and Downtown. The 16 and the 10 can easily handle the passenger volume going over the Granville St bridge from the "South Granville Station" area, especially if the 99 to Waterfront is already providing another option. But if that turns out not to be the case, the 14 can run between South Granville Station and Kootenay Loop (turning around at VSB), which would preserve more thru-service on the Granville Mall. 4. Not really connected to M-Line stuff, but when the new Canada Line station at 33rd and Cambie opens, make a "New 34" route that doubles frequency on 33rd east of QEP, and adds new service to the station and along 33rd west of QEP to Dunbar Loop. Passengers can transfer there to the 91 B-Line; this would also relieve overcrowding on the 25 to delay the need for artics on that route, and relieve overcrowding on the busiest section of the 33. Some trips on the 34 could go to UBC during peak if the passenger volumes are high enough. Fun to think about!
  15. 2018 60' Articulated Bus Order

    Ah, I see. So these 52 will arrive ~August 2018, and we're still waiting to see if the options for future deliveries will be diesel or hybrid.