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About DarkKeyo

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    Transit Geek

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  1. General Route Discussion and History

    They only need that bus at all because someone, presumably the city, decided that a place in the middle of nowhere , blocked by a freeway interchange, was a good place to relocate a mobile home park.
  2. TransLink Future - Dream's and Aspirations

    Ok, here is a longer answer. Even my transit 'fantasies' have to be practical, realistic, or helpful. Particularly since I usually imagine them to distract me from a frustrating transit trip I'm doing at the time. So, I imagine the False Creek Streetcar would be useful in the future, same with the Arbutus LRT, but they're low priority compared to 10 other things. I also can't imagine the use for high capacity grade separated heavy rail like Skytrain or Canada Line being needed in Steveston/Richmond, Ladner, or most of suburban or rural Surrey. I actually can't imagine there being any point in extending the Expo or Canada lines at all, particularly since they are at capacity. I mostly fantasize how we would solve the current problems if money were less of a limit than, say, geography. When I lived in Calgary, a group of people with similar ideas developed a plan and presented it as part of the public consultation for Calgary's transit plan. Because it was realistic in what was needed, it helped inspire and is similar to Calgary's actual plan. But, since this is a thread for ideas, and I enjoy ideas, here they are: I would love to have the Arbutus LRT extend somehow across Burrard Bridge in the way Largecat suggested the 99 B-line could be. But tying it into a False Creek Streetcar could be useful too. I don't see the point of connecting that to VCC-Clark instead of the Stadium area of downtown, because the Millennium line will already do that. I imagine that a B-line following the 410 route (except along No. 1 road) to Steveston, and one along Steveston Highway to the area of the interchange to connect with long distance express services along HWY 99 from Vancouver to Ladner, Tsawwassen, etc. I don't imagine it would need to be converted to LRT for a while. But then, I rarely go to Richmond so I don't know where the problems are. I imagine the Arbutus LRT could cross the river to Bridgeport, and then go back across the Knight St Bridge and up towards Commercial. Or, go along Marine Drive. There isn't anywhere on Commercial/Victoria for an LRT, though, although the 20 has high ridership. A train crossing would give a nice alternative to Knight st bridge when it is backed up.
  3. TransLink Future - Dream's and Aspirations

    I've assumed that apart from removing the 99 east of Arbutus, it would mostly stay the same. However, I agree with 1 and 3. 3 particularly to offset some of the evening crowding on the 95. With 2, I'm not sure that the 50 and the eastern part of the 84 need to exist together. The 84 is used enough that I don't think it could just be deleted, eg. between Main and Cambie. I didn't think they were going to build any of the 'extra' Canada Line stations. I don't know how busy the 33 gets; maybe I should try riding it today.
  4. It happened several times this week. I assume it's not permanent because it's still very situational on which route is less likely to be stuck. Since I have to cross the bridge by bus at least 3 days a week, I wish they had a way to bypass the Hastings-Cassiar lights altogether, because that (and the ramps onto and off of Highway 1) are where the traffic problems actually happen (for buses at least), and then it spreads to any bus route that uses Hastings.
  5. Calgary Transit

    The endless cycle of cutting buses/routes, then losing ridership because who takes a bus that isn't there, then needing to cut service again, continues...
  6. TransLink Future - Dream's and Aspirations

    Large Cat has a good answer, although I'm going to add in that I don't think there is actually enough space in the Broadway Right of Way for an elevated track. I remember reading that it was not physically possible. It was hard enough to fit an LRT in there when they were evaluating that against a tunnel. I would be surprised if it turns out to be convenient (or cheaper) to have the UBC Skytrain surface and run through golf course, parkland, and the expensive houses, rather than just bore another 2 km of tunnel. Even though it looks like it would fit in the median of University Blvd. I also expect the Jericho Lands to be served by the station at Alma, although they may have to build a bigger, western entrance at it or do something else creative.
  7. TransLink Future - Dream's and Aspirations

    I'm trying to decide whether it would be fun to post any of my dream maps. Now that I've moved here, I alter it based on what I see while riding certain routes, both for how busy it is, how long it takes, where stations would actually fit... I try to stay grounded to reality; It's fun but very unrealistic to imagine, for example, gondolas crisscrossing the lower mainland. It's interesting he more I learn about route patterns, the more my ideas match a hyped up 10 year vision...
  8. CTrain Station Renovations

    39 avenue could use some realtime info signs too. That station is basically just a concrete platform with old bus shelters.
  9. General CTrain Discussion

    The old realtime signs at Sunalta had been removed as of last night.
  10. Calgary Transit

    That's a good idea. Hopefully they figure out the timing on that.
  11. Calgary Transit

    Not being able to get a seat because it's a full seated load during rush hour is not what the problem is, because that's to be expected. The problem I'm talking about here is that frequency is cut because of low ridership, in this case on routes that are well used, but then the route loses ridership as soon as it starts running at a ridiculously low frequency, because then no-one wants to wait for the bus. And I have a problem with that because I can't go and drive instead like other people do, I end up waiting forever for the bus in the dead of winter. The entire mentality that a bus that isn't stuffed to the doors is "not full" and can be cut is why we don't have a Frequent Transit Network, in the way Vancouver, Montreal, and Toronto do, despite that word appearing in the official Transit Strategy. And also the reason that ridership can't keep up enough to fund that sort of frequency. Frequency comes first to build ridership. That's the generally accepted method in Transit planning. Relating to what started this discussion, the problem with cutting high demand routes in advance of the new, "Frequent" BRT, before that is actually running, is bad planning. I worry that the Crosstown BRT routes are going to fail because of this mentality.
  12. Calgary Transit

    If their new schedule for 199 does this, good on them. The 199 is not busy other than at those times, I know from riding it, although I would not have enjoyed missing it and waiting 30 minutes in the evening in the winter if I still had my old job. I've been assured by someone who rides by Winston Churchill and the schools around it every day that, since the NW route changes, whatever attempts CT has been making to provide extra service to those schools haven't stopped buses from getting full right up to the doors. You can't assume that CT is managing loads correctly based on their plans, when there are real life examples of them not doing so.
  13. General CTrain Discussion

    I prefer the old layout too. It's simple, clear, and easy to read. Hopefully this stays for a while before they change it again
  14. Calgary Transit

    Good thing I'm not going to live in the NW in September, otherwise the change in the 19 would really mess me up. That is a route that always has decently full buses all day at 20 minute frequency. They really shouldn't be cutting it until the BRT is running (at which point it won't need 20 minute frequency). As always, I'm suspicious of their numbers, as they don't often match the reality I find when riding buses. Eg. the 199 serves schools, and is very busy exactly when the schools start and end. Also, as a captive rider (I don't have a car), I have a better understanding of the difference frequency makes. For example, people will not bother to wait for a bus that's 30 min or more in frequency, they will either drive, or if they don't have a car, not make the trip unless they have to. This is doubly true in winter when it's dangerous to miss a bus on a 30 min frequency. And, finally, you can't build ridership in any way if frequency isn't there. I'm sure I've talked with Calgary Transit about this during some of the bus network open houses...
  15. Onestop Screens

    Good. That's much more important that whatever weird international news is in in the background. I find the flashy news stories get in the way of the actual information, and I'm not sure why they include them. People can get news by phone or newspaper more effectively