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Posted Apr 17, 2009, 6:55 PM
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Registered User
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Join Date: Jul 2001
Location: Vancouver
Posts: 41,633
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The biggest factor that will turn around the West Broadway Business Association:
SURFACE LRT ==> PERMANENT LOSS OF [SOME] ON-STREET PARKING
Also, if other cities with LRT are any indication - strict enforcement of anti-jaywalking measures across the LRT right-of-way.
http://vancouver.ca/engsvcs/transport/rto/ubcline/previous.htm
Here's the 1999 M-Line Phase II report that recommended SkyTrain to Arbutus (as opposed to surface LRT to UBC) - note 5.2MB - download then view:
http://vancouver.ca/engsvcs/transport/rto/ubcline/pdf/beyondthebline.pdf
LRT Excerpt - see the report for maps:
Quote:
B. Light Rail Transit (LRT)
The LRT alternative evaluated in this study is a fair representation of the range of
LRT designs that meet the planning objectives of the City and Region, but is not
meant to be the preferred LRT design concept. This alternative was developed
under a set of parameters provided by the project TAC and Steering Committee.
These included development of an LRT concept generally contained within the
current right-of-way, and in some instances within the existing curb-to-curb envelope.
Other guidance included retention of two through travel lanes in each
direction west of Macdonald, and retention of left turn lanes at major intersections.
Should LRT be selected as the preferred technology, a more detailed study
and comparison of LRT options will be undertaken. Specific design elements
requiring resolution include the width of station platforms at the Commercial,
Columbia, Willow, Oak, and Granville stations. Station platforms located at Fraser
and Sasamat will require special attention, due to the grades in these areas. The
transition from Broadway to 10th at Alma Street warrants added exploration of
options to accommodate the auto, bus, pedestrian, and LRT requirements in this
area.
Service Concept - The LRT alternative is designed to serve the dual function of
serving regional trips headed to major destinations within the Broadway/Lougheed
corridor, and also to provide local circulation within the Central Broadway area.
Station spacing will average 400 metres east of Arbutus (2 to 3 blocks), while
station spacing west of Arbutus will be much less frequent (6 to 8 blocks).
While operating at street level within a mixed automobile and pedestrian environment,
the light rail alternative would employ a number of measures to make
operations as time-competitive as possible. These measures include a raised
rail median to provide separation from auto traffic in order to allow the trains
to operate without interacting with encroaching traffic. At signalized intersections,
the trains would receive preference in terms of either advancing or holding
signals to allow trains to proceed without significant delay. Proof-of-payment
fare collection would allow all-door loading on one side, thereby reducing
station dwell time. The use of low-floor vehicles would also foster faster
loading, further reducing the stop dwell times.
Alignment - The LRT alignment alternative evaluated would operate on
Broadway between Commercial and Alma, on Alma between Broadway and
10th, on 10th between Alma and Blanca, and on University Boulevard from
Blanca to the west terminal on the UBC campus. The alignment on Alma,
although geometrically possible, would impact traffic substantially, suggesting
that other options, including a diagonal alignment through the block east of
Alma, be explored if LRT were to be pursued. (See linear maps that follow.)
Stations - Stations would be located at Commercial, Clark, Fraser, Main,
Columbia, Cambie, Willow, Oak, Birch, Granville, Burrard, Arbutus, Macdonald,
Alma, Sasamat and UBC. Due to the constrained right of way available to
accommodate sidewalks, parking, auto lanes, the rail alignment, and station platforms,
some areas required that minimum widths be used. The Columbia Station
may need to be moved or property acquired to provide added platform width.
Platforms were laid out in a number of configurations, including single center
platforms, dual side-by-side platforms, near side or far side platforms, and offset
or shadowed platforms. The platform widths vary, although attempts were made
to provide greater widths at major transfer points. High frequency service will
somewhat offset the need for greater platform width. Given the median rail alignment,
platforms will require designs that protect passengers from adjacent traffic
as well as to prevent spray from passing traffic. To accommodate a proof-of-payment
system, platforms would be equipped with ticket vending machines and
validators, as well as sheltered waiting areas, information systems, and lighting.
Operations - The LRT alternative would operate between Commercial to UBC
with each train making all stops. Service would be provided by two-car trains
during most hours, although single-car operation may be sufficient during some
periods. Two-car trains provide a practical capacity in the range of 320 passengers.
During peak hours, 3 minute headways would be provided, with 5 to 10
minute service midday, evenings, and Saturdays; and 10 to 15 minute service
during late nights and on Sundays. The proof-of-payment system would allow
use of all doors for loading, resulting in an average dwell time of 20 seconds.
Maximum speed of the system would be 50 km/hour.
Vehicles - To size the system and establish vehicle capacity, this study assumed
commonly used North American light rail vehicles. The standard width of light rail
cars is 2.65 metres; lengths vary with most cars in the range of 26 to 28 metres.
Low floor cars are recommended because they reduce the loading time at stops
for all passengers. Narrower vehicles in the range of 2.4 metres are potentially
available, although not common in the North American market. The advantage of
narrower vehicles is the reduced space required, in the range of .8 metres, for a
two-track alignment. Such space could be allocated to wider platforms or sidewalks.
The disadvantage of the narrower cars is the loss of seating and on-board
circulation space. The latter is a particularly important consideration for service
with relatively frequent stops and high levels of on and off riders.
Connecting and Local Transit Service - The LRT alternative would connect to
North-South Rapid Transit service either at Cambie (SkyTrain from Richmond to
downtown Vancouver) or Arbutus (LRT from Richmond to downtown Vancouver).
Parallel local service would be provided between Boundary and Main by Route
9. Route 10 would provide local service between Granville and UBC. Given the
LRT station spacing, Route 9 service would be discontinued between Main and
Granville. Routes 42, 3, 20, 51, 16, 17, 19, 15, 50, and 8 would provide additional
connecting local bus service.
Traffic, Parking and Access - The LRT alternative would provide for two
continuous through travel lanes in each direction between Commercial and Trafalgar.
Between Trafalgar and UBC the design retains a single travel lane in each direction,
with left turn lanes at major intersections. At all station locations, on-street
parking would be removed to accommodate auto lanes, rail right of way, station
platforms, and sidewalks. In many sections parking would be eliminated or reduced
to one side of the street. Parking would be retained on both sides of
Broadway between Trafalgar and Alma. Minor, unsignalized streets and midblock
access driveways would be converted to right-in and right-out in order to
prevent uncontrolled crossing of the rail alignment. The following drawings illustrate
the light rail alignment, travel lane configuration, and parking and access
restrictions. Conceptual design of light rail platform layouts follow for several
station locations.
Right of Way and Property - The LRT conceptual alternative would require
acquisition of property at two locations along the alignment, otherwise the alignment
will be built within current public right of way. These locations are on the
south side of Broadway between Kingsway and Main, and on the southeast quadrant
of the Broadway and Cambie intersection. In addition, property will be
required to accommodate a maintenance and operations facility, which will include
the storage of vehicles.
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Last edited by officedweller; Apr 17, 2009 at 7:28 PM.
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What AMS council member would be "in charge" of representing the student interest for the UBC Skytrian? VP External?
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