Millennium Line - Evergreen Extension | Completed

[Zassk]

Originally Posted by st7860

The thing is because of the way the Canada line was funded(public private etc) its not so simple to even use more trainsets to meet demand. for comparision, on the expo line its easy. translink just needs to call BCRTC and ask them to send out more trains .

Either way, there is a bill to be paid for the extra service - BCRTC is not free - and I've never seen any material to suggest that ProTrans has a premium cost per train trip over BCRTC. I believe both operators are able to respond on short notice with extra trains and we've seen that in the past. The limitation is still Translink's ability to pay for the extra trips.

[st7860]

Originally Posted by Zassk

Either way, there is a bill to be paid for the extra service - BCRTC is not free - and I've never seen any material to suggest that ProTrans has a premium cost per train trip over BCRTC. I believe both operators are able to respond on short notice with extra trains and we've seen that in the past. The limitation is still Translink's ability to pay for the extra trips.

The Protrans agreement is secret so the public won't know the exact cost of an extra train. I haven't read anything either about the extra cost. What people say is that well, the contract says they have to provide X trains at Y time of the day, and anything more than that, translink has to pay for.

[Zassk]

Originally Posted by st7860

What people say is that well, the contract says they have to provide X trains at Y time of the day, and anything more than that, translink has to pay for.

Yes, and whenever BCRTC runs an extra train on Expo or Evergreen, there will be a cost that Translink must pay as well.

[officedweller]

Originally Posted by Zassk

Yes, and whenever BCRTC runs an extra train on Expo or Evergreen, there will be a cost that Translink must pay as well.

it's just harder to quantify and point a finger at...

Originally Posted by aberdeen5698

The double track allows them to add a crossover switch beyond the station which can significantly increase ultimate capacity. If the Broadway line ever gets opened then at some point it will reach the kind of volumes which would require that kind of capacity, so it's a good idea to provide for that eventuality.

Agreed regarding a switch after the station (avoiding the delay of trains crossing in front of each other) increasing capacity - but given the various crossings at Lougheed, will they ever need/be able to achieve that high an ultimate capacity?

[aberdeen5698]

Originally Posted by officedweller

Agreed regarding a switch after the station (avoiding the delay of trains crossing in front of each other) increasing capacity - but given the various crossings at Lougheed, will they ever need/be able to achieve that high an ultimate capacity?

That's a good point. I can't help feeling that Braid/Sapperton are a glitch in the design of the overall network because of the way they split frequency for both lines. I guess one option, which I'm sure would be strongly resisted by some, would be to abandon them or at least severely curtail their service level when it gets to the point that they're the bottleneck.

[Axe]

why would you ever abandon those station?? how would that help the system?

[WarrenC12]

Originally Posted by aberdeen5698

That's a good point. I can't help feeling that Braid/Sapperton are a glitch in the design of the overall network because of the way they split frequency for both lines. I guess one option, which I'm sure would be strongly resisted by some, would be to abandon them or at least severely curtail their service level when it gets to the point that they're the bottleneck.

Worst. Idea. Ever.

[Zassk]

Originally Posted by aberdeen5698

That's a good point. I can't help feeling that Braid/Sapperton are a glitch in the design of the overall network because of the way they split frequency for both lines. I guess one option, which I'm sure would be strongly resisted by some, would be to abandon them or at least severely curtail their service level when it gets to the point that they're the bottleneck.

Both stations are getting anchor developments beside them. ToD is arriving and it is too late to consider whether they were good or bad ideas.

[nname]

Originally Posted by officedweller

it's just harder to quantify and point a finger at...



Agreed regarding a switch after the station (avoiding the delay of trains crossing in front of each other) increasing capacity - but given the various crossings at Lougheed, will they ever need/be able to achieve that high an ultimate capacity?

The Millennium train can always wait for an Evergreen train. There should be more than enough time to cross over when the Evergreen train is loading within the station. I think the bottle neck is still at the end of the track.

Originally Posted by aberdeen5698

That's a good point. I can't help feeling that Braid/Sapperton are a glitch in the design of the overall network because of the way they split frequency for both lines. I guess one option, which I'm sure would be strongly resisted by some, would be to abandon them or at least severely curtail their service level when it gets to the point that they're the bottleneck.

That's that Chicago did.. to the point they ended up just demolish the line all together...

[nname]

And.. regarding to Evergreen Line construction, today they are demolishing part of the pre-built platform at Lougheed station, stating from the west side

[queetz@home]

Originally Posted by nname

And.. regarding to Evergreen Line construction, today they are demolishing part of the pre-built platform at Lougheed station, stating from the west side

I'm assuming you are referring to the passenger platform, correct?

[dpogue]

Originally Posted by nname

And.. regarding to Evergreen Line construction, today they are demolishing part of the pre-built platform at Lougheed station, stating from the west side

It looked to me (vaguely between gaps in the plastic sheeting) that they were only demolishing a portion of the platform, presumably where an escalator of elevator would be at the west end.
They've also started putting up boards of wood along the outer edge of the platform where the glass will eventually go.

From the work on the guideway columns on the existing pillars, it looks like they're not planning to take out that bump on the inbound guideway, and it looks like they might keep it at that height (or higher) for at least the first part of the curve.

Originally Posted by Mac Write

We want photos.

Video from this morning (unfortunately not showing the platform demolition at the west end of the platform)