Interesting discussion going on. Here are my thoughts:
(1) North Shore Alignment from Phibbs to Lonsdale: I think along Main Street we are likely to see an elevated alignment at least up until the intersection with 3rd Street. The center bus lane would be removed and replaced with the supports for a center street alignment.
(2) An elevated alignment along Main/Cotton can reduce grades if the line goes up the 3rd Street hill and, if it to transitions to below grade cut & cover it will reduce the hill grade even further. Where I see value in potentially going along Esplanade and Forbes rather than 3rd would more so be related to the connection with the bus exchange at Lonsdale Quay rather than the Seabus itself, but you could also argue that all the busses that go to that exchange would cross a Skytrain alignment on 3rd anyway so from a commuter perspective 3rd potentially decreases travel time at the expense of the comfort of a nice bus exchange. It might also make more sense for the lower road such that the line could stay above grade and so that the line could terminate at Lonsdale Quay (with continuation along to Park Royal in a separate phase).
(3) It makes sense to prioritize North-South travel objectives along the line and a Z-alignment on Hastings doesn't necessarily accomplish this well for a number of reasons:
- Interlining decreases the functionality of both lines.
- The z shape makes the line longer and therefore slower than a more direct alignment between the North Shore and Gilmore/Brentwood.
- The 90d turns are also fairly significant, particularly with any turn from Hastings south onto Willingdon or Gilmore where the intersections are already significantly crowded with mid-rise buildings.
- The PNE is a seasonal destination and in my view is not important enough to prioritize a connection unless the connection will be inconsequential because of other routing requirements, plus when there is a future Hastings line it will have the ability to be connected from that line.
- Commuters using the North Shore line will not be primarily heading downtown as chowhou has outlined. There are simply faster options that no skytrain option short of a Gold line that can compete with existing options.
(4) Willingdon has a lower peak elevation than Gilmore and has a roughly 3.5% grade north of the highway with sections up to 5.5%. It is likely not possible to go from a below grade alignment to an above grade alignment directly north of the mall because the grades would be too steep. Either the entire portion would need to be elevated causing problems with getting past the Millenium Line, or the portion from Lougheed to Hastings would need to be cut & cover. It might make sense for this if we are considering a future Hastings Line that could potentially be elevated along the full length of Hastings.
(5) If we are prioritizing North-South travel objectives, then perhaps connecting the crossing with a more direct route might be considered that doesn't include 90d turns and crosses Hastings rather than interlines with it. A non-exhaustive list of options:
- Cassiar-1st Alignment: Using the new IWMB then following Cassiar St above grade to 1st ave. Following 1st ave above grade until Douglas St with Cut & Cover down Lougheed until Willingdon with a station in the SE corner of Lougheed & Willingdon before turning south above grade down Alpha. This option is probably cheapest with available space for above grade following the highway and 1st without lots of land acquisition. However, it may cause challenges when a future Hastings Line is built with one line having to fly over the other (can't go underground because the highway is there). It also has an advantage of giving Boundary & 1st the opportunity for a station.
- Willingdon-Maplewood Skybridge Alignment: Extending the line past Phibbs to Maplewood, then turning south with an independent skybridge over the eastern part of the narrows. Advantage of connecting Maplewood where higher density TOD is a possibility, but a disadvantage of having to be a separate bridge project from a new IWMB.
- South Shore to Willingdon Alignment: Routing the Skytrain from a new IWMB to Gilmore or Willingdon elevated along the waterfront beside the CP rail. This has the advantage of being simple and integrated with a new highway bridge, but a disadvantage of not having a station at Maplewood for the same distance of track.
- Bored Tunnel Alignment: Bored tunnel from a new IWMB paralleling the rail line but not as deep with a station at Hastings (3% grade is easily accomplishable) then continuing straight towards Halifax and Douglas with cut & cover along Willingdon to Lougheed with a transition to above grade before turning south at Alpha. Advantage of being the most direct but introduces bored tunnel expenses and challenges.
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