Quote:
Originally Posted by Migrant_Coconut
Adanac's part of the bike network though; either a streetcar'd have to operate in mixed traffic anyway, or the bikes are going on the sidewalk  . If we're going with a train option over a bus option, a Prior route (built in tandem with the Malkin/National connector) isn't any worse.
I think we've lost each other again. If you're trying to get onto Union from Main, that's still hard: that block is only 3 lanes and a bike lane wide.
Agreed, but there's no corridor anyway. At least a six-lane road gives a bit more room to work with. |
True, but Bike lanes aren't exactly that wide, and the grid system gives us quite a few lanes to move the bike lanes up or down one block. But I see your point.
There's the Hogan's Alley empty space the COV could steal a lane's worth of land off of.
I was assuming the arterial would stay Prior. Putting Malkin on the table changes the considerations enormously, which I ignored because the precise details for the Malkin option haven't been made yet.
Note that's the biggest reason I didn't even want to consider putting the streetcar on Malkin either, since it depends on a lot of details we don't really have yet.
Really, that's my primary point. The 6-lane road option has no excess capacity to burn off- in fact, the roads in the area are pretty much all being narrowed (or removed in the case of Carrall St. and the viaducts) to provide more land to develop in order to justify taking the viaducts down in the first place. All of this removes space for cars- but also parallel routes for streetcars and bikes.
Accounting for street parking, the roads on the surface level are 1 lane wider than the planned 6-lane connector- note that this excludes bike lane facilities- which can, and should be moved off Pacific Blvd.
There is about as much 'reserve' for streetcar on the NEFC plan as there is for LRT on the Port Mann. Theoretically- yes: in practice, no.
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