Millennium Line - Evergreen Extension | Completed

[DKaz]

It'd be a shame if Newport wasn't directly served by Skytrain. A frequent bus like the would help similar to 106 connecting Highgate and Edmonds, but I did notice that there were nearby highrises and the heart of Newport seems to just be 800m away which is within walking distance for the average person.

[red-paladin]

The Ioco station would be directly next to the Sutter Brook development, which is the same size as the Newport village with towers and retail. That is just one block south of newport. So the person would just have to walk about one block to get to newport from the Ioco station, and only cross one road

[twoNeurons]

double post

[twoNeurons]

Originally Posted by SpongeG

guildford in Coqutilam was planned with the idea of a future skytrain line running down the middle

anyone from coquitlam since the 80's has known of it

unfortunately the area developed a lot in the time since than and people were against that alignment

that whole newport are of port moody wasn't even imagined when it was thought out

The M-line near Gilmore may not have been approved today with all those condos there now. They would've forced it up Boundary and down Lougheed.

I don't think Guildford being "curvy" has ANYTHING to do with the alignment.

It's a whole lot easier (politically) to build down the main transportation vein than Guildford. Installing a "Y" switch at Pinetree will allow you to expand to Port Coquitlam or Maple Ridge.

But remember, much of the alignment to Maple ridge is paralleled by the WCE.

Then again, running the EG line to PoCo station would allow the WCE to divert away from its current route and go along the south line, but that's a whole other story.

[DKaz]

Originally Posted by tintinium

Then again, running the EG line to PoCo station would allow the WCE to divert away from its current route and go along the south line, but that's a whole other story.

Yea, let's not discuss rerouting the WCE at all. It's not going to happen, ever.

[nname]

Originally Posted by tintinium

Then again, running the EG line to PoCo station would allow the WCE to divert away from its current route and go along the south line, but that's a whole other story.

Having the Evergreen Line go to the PoCo WCE station would mean it will miss the majority of PoCo population and go into the sparsely populated industrial land if it is ever going to be extended again. I would rather have it at-grade along the north side of track and have the station above or beside the Shaughnessy underpass.

[officedweller]

Of interest from the 2000 reports:

http://www.translink.bc.ca/files/board_f...dyCoq-PrfrdOptionBurquitlam-Aberdeen.pdf

For the Aberdeen segment, one of the operational impacts of Option 1 is "additional curves". Curves would add wear to wheels and track and slow operating speeds.


http://www.translink.bc.ca/files/board_f...pmc_coquitlam_pinetree_final_report2.pdf

Tail Track / Storage Issues

Terminus Stations play a key role in the operation of any rail system, especially those
operating at short headways, such as SkyTrain. As such, tail tracks are usually required
to provide a number of operational functions, including safety distance and rail arrestors,
vehicle crossover and reversal functions, operational (daytime) storage for adjustment in
delays and headway transitions, the take-out of trains during service reductions and
emergency storage of faulty trains, and overnight storage of trains.

The City of Coquiltam has expressed concern over the existence and length of the tail
track and its visual and urban impacts to its Town Centre. Initial reviews of the
Coquitlam terminus station configuration requirements by the BC Rapid Transit
Company have indicated that a tail track meeting all desired operational functions would
be up to 330 metres in length. In alternative configurations, a centre platform with
asymmetric pocket track in front of the station was also reviewed, in which case, the tail
track would still need to be a minimum length of approximately 70 m to allow for
overhang, safety distance, and rail arrestor. More work and design review is required
with RTP2000 to optimize the tail track configurations, noting that design variations
could tradeoff system capacity, operating efficiency, and customer convenience.

The existing Operations and Maintenance Centre (OMC) in Burnaby has reached its
storage capacity with the SkyTrain cars from the Expo and Millennium Lines. With the
completion of the PMC Line, storage of the additional 24 cars proposed by RTP2000,
could potentially be located in tail and pocket tracks, but delivery of a secondary OMC
facility will be required by TransLink as part of the PMC Line project. TransLink staff
are currently reviewing potential sites along the line including sites in Port Moody and
Coquitlam, for this secondary OMC site which would meet the long term needs of
SkyTrain, while meeting the operational and technical constraints of an OMC site. The
location of the spur line and switching equipment for the secondary OMC site needs to be
designed and constructed as part of the PMC line.
...


TransLink Staff Comments
...
While the Coquitlam City Council resolutions approved on February 5, 2001 calls for the
provision of three stations along the Pinetree Corridor – West Coast Express, Lincoln,
and Town Centre (City Hall), the project scope and budget only allows for two station
locations along this corridor. Investigations by RTP2000 into potential public/private
partnerships for the additional commercial centre station have resulted in an offer from
Morguard to provide land and $3 million for a Lincoln Station, but falls short of
providing sufficient funding to cover the additional station costs. There are also
operational and efficiency impacts on the SkyTrain Line in locating three stations with
two consecutive short distances of 560 m and 460 m. The optimal spacing between
stations is 1000 metres, and as such, these consecutive short distances make this option
not desirable. For comparison, the distance from Patterson Station to Metrotown Station
is 800 m. .

Found a supplemental report that shows Expo Line station spacing for comparative purposes:

http://www.translink.bc.ca/files/board_f...-1_supplemtal_pmc_coquitlam_pinetree.pdf

This report sets out the whole "preferred allignment" for the PMC Line - scroll to "Preferred Allignment of Northeast Skytrain extension" in the left hand index:

http://www.translink.bc.ca/files/board_files/meet_agenda_min/2000/july19-00agenda.pdf

More old stuff - see Page 40 for Coquitlam Line info from 1999:

http://www.llbc.leg.bc.ca/public/PubDocs/bcdocs/331448/status.pdf

[STEELWHEELS]

If this line is to open in 2014, the Project Office had better get moving
on further test drilling for the Clarke Road tunnel. The previous tunnel study
(done in 1999, I believe) recommended further test drilling for the deepest
sections to determine if there is any bedrock at those depths. This would
then determine the type of tunnel boring machine that would be required.
I would guess that the lead time for aquiring the TBM is long, and I calculate
that the 2km dual tunnel would take about 400 days to bore (based on 10m
per day progress).

[mr.x]

^ still plenty of time, considering the late-2010 construction start will likely only be preliminary construction and preparation work. Actual major construction probably wouldn't even begin until mid-2011.

[Metro-One]

So much for "shovel ready" If they really busted their humps they could be starting preliminary construction by the end of the year (I seem to remember Falcon spitballing about it starting possibly this summer a couple months ago, the time frame has been pushed back to far for my liking.) 1.5 years to start preliminary construction does not seem shovel ready at all. Highway 1's timeframe in my mind is what is meant by shovel ready.

[GeeCee]

Originally Posted by STEELWHEELS

I would guess that the lead time for aquiring the TBM is long, and I calculate
that the 2km dual tunnel would take about 400 days to bore (based on 10m
per day progress).

I believe the plan at one point was to use the TBM from the Canada Line to bore the tunnel for the Evergreen.

[mr.x]

Actually, I believe it's a 3-km tunnel.


I wonder if the boring machine will be one big one to bore both tracks or one smaller one like the Canada Line to bore two smaller tunnels. There would definitely be enough mileage left over from a new machine to use it again for the UBC extension, immediately.

[officedweller]

At one time RTPO 2000 was going to buy the boring machine(s) from the Sheppard Line in Toronto for use on the PMC Line.

[Kwik-E-Mart]

Originally Posted by red-paladin

The Ioco station would be directly next to the Sutter Brook development, which is the same size as the Newport village with towers and retail. That is just one block south of newport. So the person would just have to walk about one block to get to newport from the Ioco station, and only cross one road

It's also easier for members of the UN gang to pop the Bacons and make their escapes should the older one remains in Sutter Brook.

[twoNeurons]

Interesting thoughts.

Here's one... if they put in a station at Cameron... what zone would it be in? It would be on the boundary, either in the median or on the Burnaby side... but if it was in Zone 2, people coming from the tri-cities can't travel the whole evergreen line without upzoning. If it's Zone-3, people in the Cameron area can't get to Lougheed without upzoning.

I'm thinking Zone-2 would make more sense as it's more a Burnaby station than Coquitlam... but Lougheed is a bus terminal for Coquitlam and Burnaby.

It COULD be a Zone 2/3 station, meaning when you buy a ticket it asks you which zone you would like, but disembarking passengers from both zones could get off there.

Ahh... these are the problems that a zone system opens up.

[twoNeurons]

Originally Posted by Kwik-E-Mart

It's also easier for members of the UN gang to pop the Bacons and make their escapes should the older one remains in Sutter Brook.

Yeah... because we all know that Gangsters use transit.

[nname]

Originally Posted by tintinium

Interesting thoughts.

Here's one... if they put in a station at Cameron... what zone would it be in? It would be on the boundary, either in the median or on the Burnaby side... but if it was in Zone 2, people coming from the tri-cities can't travel the whole evergreen line without upzoning. If it's Zone-3, people in the Cameron area can't get to Lougheed without upzoning.

I'm thinking Zone-2 would make more sense as it's more a Burnaby station than Coquitlam... but Lougheed is a bus terminal for Coquitlam and Burnaby.

It COULD be a Zone 2/3 station, meaning when you buy a ticket it asks you which zone you would like, but disembarking passengers from both zones could get off there.

Ahh... these are the problems that a zone system opens up.

Either way, going from Coquitlam to Lougheed would be 2 zones as it is always 2 zones to get to Lougheed Station on the 97. In fact, Lougheed is the only zone 2 stop on the 97. Cameron should be zone 2/3 (zone 3 for eastbound platform and zone 2 for westbound platform, just like the current 97 - you just need a different set of machines for different platform), Lougheed should be zone 2, Burquitlam should be zone 3.

Cameron is not the only one that have problem. If you go to Braid station, Bay 1 to 5 are in zone 3, but Bay 6 and Skytrain are in zone 2. So don't try to buy a ticket at the Skytrain station and thinking that you can use it to ride a bus to Coquitlam - it won't work.

[DKaz]

Well, at one point they may have. At least the gangsta wannabes.

http://www.youtube.com/watch?v=Rg9-dn_LcDo

[Metro-One]

The zone system is retarded at best, but on a different note, is there any idea where the new OMC yard is going to be placed?

[twoNeurons]

Originally Posted by nname

Either way, going from Coquitlam to Lougheed would be 2 zones as it is always 2 zones to get to Lougheed Station on the 97. In fact, Lougheed is the only zone 2 stop on the 97. Cameron should be zone 2/3 (zone 3 for eastbound platform and zone 2 for westbound platform, just like the current 97 - you just need a different set of machines for different platform), Lougheed should be zone 2, Burquitlam should be zone 3.

Good points. Thanks for that. In these stations, the machines should be configured to ask which zone the person wants.

Cameron is not the only one that have problem. If you go to Braid station, Bay 1 to 5 are in zone 3, but Bay 6 and SkyTrain are in zone 2. So don't try to buy a ticket at the SkyTrain station and thinking that you can use it to ride a bus to Coquitlam - it won't work.

I've seen this happen. It's rather silly, really. The station is physically in Zone 2, but the Coquitlam buses can't go one stop without entering Zone 3 anyhow. The machines, however, accept credit cards and bank cards, while buses do not.

However, it's less of a problem because the vast majority of people who originate their trip at Braid are not walking to the station, but arriving from the Train or the bus.

These would be issues at Cameron Station... or for that matter, are currently a problem for Lougheed.