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maege

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  1. I would sort of hope that there would be requirement to use at least the majority for service to south of Fraser areas that would potentially have been served by said bridge (Delta, White Rock, Surrey). If that was the case, regional rail from Vancouver, down the Arbutus corridor to Bridgeport, likely along the Shell Rd rail line ROW or HWY 99, through a new rail/bike/pedestrian tunnel to Ladner. From there is would split to Tsawwassen/South Delta/ferries, White Rock, and Langley. All that could be built for $3.5 Billion (~$50M/km), and possibly less. As that local serving requirement probably wouldn't happen, probably spend the equivalent amount on a Skytrain extension to UBC. 7km vs 70km seems like a terrible waste when put in that perspective I would hope, instead, that the extension from Arbutus wouldn't be tunneled much further, but go elevated to save 75-80% on costs, and use the remainder for a desperately needed reliever for the Expo line (either Kingsway LRT, or regional train to at least Surrey/Langley via existing ROW), LRT extensions to Langley and White Rock, and Burnaby Mountain Gondola.
  2. Kinda funny how you say the SRY misses many current centers, then propose Hwy 1, which hits significantly less centers. It would be nice if it followed the Fraser Hwy through Murrayville and Aldergrove, but there is already a very workable ROW with an existing line, which dramatically lowers costs over following the Fraser Hwy or Hwy 1. The SRY would serve multiple purposes: local service within Surrey and Langley, which turns into express service to downtown, regional to Abbotsford and Chilliwack, and possibly local Sumas/Abbotsford/Mission. Side note: Hwy 1 actually follows the old Great Northern Rwy route between Abbotsford and Chilliwack.
  3. Assuming, enough housing could possible be built in that amount of time, one of the first things that comes to mind is that money will be very constrained if that happens in such a short period of time, so things would need to be built to handle massive amounts of people, very efficiently. This would almost completely rule out all subways, partly because they are so expensive, and partly because they take longer to built than surface infrastructure. 1. Kingsway would become a LRT route, likely with median tracks on a separated ROW, with 80-150M platforms, running from Scott Rd Stn, following existing railroad ROW to 12th St in New West, and Kingsway to Main, either ending at Pacific Central Stn, or continuing to Waterfront. 2. There would be express/regional trains from Pacific Central, using new double-tracks through the Grandview Cut, splitting around Braid Stn to PoCo/Pitt Meadows/Maple Ridge and to Scott Rd/Surrey/Langley/Fraser Valley via SRY ROW. These would likely use 100-250M trains/platforms. Some combination of one or both of these is already needed within the next 20 years as the Expo Line will be at max build-out capacity by ~2040. 3. Arbutus corridor would become a main passenger rail corridor, providing access from Vancouver to Marpole (connecting with the existing rail ROW to New West), and Bridgeport, where is would split into local LRT service along Garden City Rd and down to Steveston, and regional service, likely along Hwy 99, to Delta where it would split into 3 lines to Ladner/Tsawwassen, White Rock, and Langley. 4. Rail lines (separated LRT or elevated rail) along many of the lines you mentioned, including (but not limited to) Hastings, King Edward/22nd Ave/Kincaid/Canada Way (UBC-Central Burnaby), 41st Ave, 49th Ave, Main, Fraser, Commercial/Victoria, Willingdon, Scott Rd, Granville, Dunbar/Alma, Lynn Valley/Grand, Marine Dr/Keith/Mt Seymour Pkwy, Nordel/88th Ave, King George(to White Rock) Basically, this map for all longer/regional connections, plus more "local" lines such as along Granville, 128th in Surrey, etc. I agree with most of your post, with 3 exceptions: 1. Express route paralleling Expo line - I would have this be following the SRY corridor from Langley, across a new rail bridge/tunnel and through the Grandview Cut to Pacific Central. Benefits of this are that the corridor is almost fully grade separated and the route can be shared by multiple services (to Tri-cities express, Surrey/Langley all day express, Abbotsford/Chilliwack regional). 2. The bi-directional loop around downtown serves many local places, but does so fairly circuitously. Who would the main ridership be? People in the West End to Granville Island? Waterfront to the West End (missing much of the central Georgia/Robson CBD)? Waterfront to Main St? That would be well served by the lines replacing the 3 and 8. Science World to Granville Island? Tourists? Basically, I don't see who the main user group for this line would be, because although it serves many places, it would be faster and more direct to take other lines for the vast majority of people, leaving relatively few to use what would presumably be a very expensive line due to it's location. 3. Lastly, as I mentioned at the beginning there would be very little subway or tunneling due to the exorbitant cost associated with it and at-grade or elevated being significantly faster to construct, especially when there would be a huge constrain on time and finances. Using the SRY right-of-way, which is the former BCER interurban line. With a new rail bridge/tunnel and some additional tracks through the Grandview Cut, it could cross the Fraser and head to Pacific Central Station.
  4. The Canada Line will be unable to support ridership along it's current line for more than a few decades, much less extra growth from extending the line further south. Tsawwassen, Delta, and other SoF municipalities need a regional rail system that connects with the Canada Line (likely at Bridgeport) before continuing downtown. And has significant historical/heritage value and is a National Historic Place. Also, the bridge was significantly upgraded/refurbished in 2000-2001. There will not be any replacement or expansion of the bridge due to these factors and that the City of Vancouver has consistently rejected any possible increase in vehicles into downtown, including when the Lion's Gate was being looked at in the 1990's for possible replacement. A bridge would be insanely expensive, and quite possibly completely unworkable due to crossing a very active and busy port on both sides, as well as the very significant shipping channel. If Billions of dollars are going to be spent, it will be for a high capacity passenger rail crossing, not yet another road with vastly lower capacity.
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