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Originally Posted by Firebrand
A lot of comments seem to shun smaller town centers because Newton is the biggest one, so it deserves SkyTrain and not Fleetwood, Cloverdale or Langley.
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TBF, Newton needed the Skytrain more than Fleetwood.
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Originally Posted by Galaxy
The people complaining also don't see that once the extensions for UBC are done and the Surrey/Langley extension is also complete that this BRT line would probably be next up as a contender for a future Subway using Skytrain technology and therefore the residents in the area will get a better technology that benefits them in the long run.
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And when it that? 2040? There's plenty of other corridors that could use work, like North-Van Lonsdale.
It's no guarantee, especially since Translink themselves admitted that BRT is sufficient for all corridors on the L-line capacity-wise until the 2040s, when BRT to Newton will start reaching capacity.
Quote:
Originally Posted by Firebrand
What TransLink could do is have the outermost two lanes be dedicated bus lanes only between at the start of service to 7:00 pm at weekdays. You could also have multiple bus routes using the same lane, not just the 96, and allow driving permits at certain times of the day. You can't do that on two pairs of tracks.
King George Blvd is much easier to implement because it is wide enough to accommodate bus lanes without disrupting car traffic.
The enhanced 96 can also expand beyond Guildford, and can connect it to Coquitlam Centre if demand is there. It can also extend beyond Newton as shown by the map. Since it's essentially an upgraded B-Line, some trips can interline with other routes, especially the 319, which could use some help with 60fters. All of these added features won't be seen with the LRT.
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Honestly, I think the only solution that would be viable without causing outrage would be to make the section on 104th an HOV lane, like on Hastings.
Extending the 96 to Carvolth Exchange is a better deal in my opinion- how many people need to go from Guildford to Coquitlam? Maybe to Lougheed Station, though. Plus, there's already a Skytrain most people from Newton and White Rock already transferred too if they want to go to Coquitlam.
It's also an awkwards turn in the reverse direction.
Or just do both. Both sounds good too.
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Originally Posted by Migrant_Coconut
Keeping in mind that this all depends on being able to build two $2-3B SkyTrain routes every decade. Every addition to the network multiplies TransLink's spending power, but in the meantime, we need to make sure the province and feds keep delivering.
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In the 80s, we had the Expo Line built.
In the 90s, we had the Phase I and II Expo Extensions to Surrey City Central.
Neither of these I could find cost estimates on. Any help would be appreciated.
In the 00s, the Millennium Line was completed to VCC-Clark for $1.8 Billion 2018 CDN.
In the 2010s, the Canada Line was completed for $2.24 Billion in 2018 CDN, and the Evergreen Extension for 1.55 Billion in 2018 CDN, increasing by 2.1x over the previous decade.
The plan is the 2020s will see the $2.83 Billion Broadway Subway, and the $1.6 Billion Surrey Expo Extension (Phase III), increasing by 1.16x over the previous decade.
(not entirely fair, due to the Olympics providing extra funding, though. Unless Vancouver bids for 2034, we're unlikely to see that again...)
Let's average it out and say 1.6x increase in overall money availability (adjusted for inflation) for Rapid Transit is realistic.
Quote:
Originally Posted by BirchTrain
Yeah part of it would literally go through an area even more prone to flooding than the ALR Fraser Hwy passes through.
It would probably go underground through City Centre and maybe Newton, and elevated the rest of the way. The southern terminus could be White Rock Beach, but NIMBYs might force it to stop at the current White Rock Centre bus exchange. Hopefully there will be a gondola connection to the beach.
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I doubt there would be Skytrain to White Rock until the 2050s. The demand is even lower than Skytrain to Langley, and the economics of that were considered somewhat dubious due to low usage compared to the rest of the line. (they could short half the trains, but the point still stands, of its comparatively low usage).
But really, getting to the White Rock Beach on a Skytrain from 152d to the White Rock Pier would likely be impossible without boreing. The slopes as you get down to the shore on Martin St. are steep AF.
On the flip side, it could be the location for our own version of this: https://en.wikipedia.org/wiki/Angels_Flight
Quote:
Originally Posted by Migrant_Coconut
Question: Are P&Rs really that useful? On paper it makes a lot of sense, but if you're already driving, wouldn't it be better for you to just keep driving?
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Yes. It's a good place to drop off people if you're carpooling or dropping off your kids onto the bus system.
Carvloth Exchange, for example, allows you to avoid the 20 minute
tour of Walnut Grove and Fort Langley the 562 does.
[QUOTE=Firebrand;8387736]Green Timbers is already fragmented from the 96 and 100 ave widening, and the new RCMP headquarters building. No point of saving a few more hundred trees when Fraser Hwy is backlogged by traffic west of 148th. That part of the road needs to be widened, regardless if SkyTrain is centre median or not.
If it was a Provincial Park, this will be a different story.
Making it elevated would also allow a greenway to be built under the Skytrain, so there's more reasons to just go full elevated here.
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The 401 in Toronto is the busiest corridor in North America, but only because of the sheer number of vehicles in the Golden Horseshoe and it's complex design (including the infamous Basketweave). The original Port Mann was a four lane bridge that was suffering due to it's constrained design, like the rest of the other bridges in Metro Van.
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"
One of.
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Eh, Fort Langley is kinda "meh".
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REEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEE!!!!!!!!!!!!! 
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