Quote:
Originally Posted by Migrant_Coconut
So far, UBC and the North Shore are the only corridors with actual studies and numbers crunched; King George, 41st and Hastings don't have that yet. It's pretty obvious what TransLink'll be looking at first.
We must be looking at different studies, because the official one doesn't give cost/benefit or ridership. And actually, most bus usage is on the Second Narrows; First is slightly greater BUT split 66/33 between West Van and North Van.*
* If TransLink does the Norgate route, the existing Park Royal-downtown ride is actually just as fast or faster than truncating the buses at Norgate, so it's likely that TL won't, and so the SkyTrain only gets the Norgate catchment; if TL does the Park Royal route, then they can truncate the buses there, but now they're tunnelling across the widest part of the inlet just to get a few thousand more boardings (less than that, if Horseshoe Bay passengers on the 250 opt to ride all the way in).
Many cities have multiple interchanges. It's a balance between efficient transfer and redundancy/crowd control... and since Waterfront is unlikely to get an expansion, the latter seems like a bigger priority.
Run it through Google Maps, and you'll find that it actually averages out to be the same; sometimes the ferry is two minutes faster, sometimes the bus. A Norgate SkyTrain really only serves the West End and West Van; it'll be just as hard to get to Yaletown, Davie or NEFC and the stadiums as with the SeaBus.
I don't see Farmer arguing against SkyTrain here (if they were a Condonbot, they wouldn't be hiding it). No, the argument is that downtown won't be the only high-demand area. So why should everybody go through downtown before going anywhere else, which is the same mistake the Surrey streetcars made? A long-distance commute from Lonsdale to Metrotown or Whalley should be equally viable. |
This is the official map of the NS crossing options.
I think you are looking at the Daily Hive map, which doesn't accurately represent what lines the study is referring to, and only shows the crossings. Both options terminating in Central Lonsdale may terminate at the Quay.
Again, literally every option in the NS crossing study has a Marine Dr. Line.
Norgate connects to both Lonsdale and West Van well.
It's only bad for Phibbs.
King George had official studies done as part of the SLS and Surrey LRT options, including Skytrain on King George, where it did ok.
If the NS study you're referring to is the Phase 2 2nd Narrows one, then Hastings was also a part of it- at least to an extent.
Yellow's demand seems to be largely from Hastings anyways, which is one of the most used bus lines, and inflates the numbers despite its circuitous route.
Either way, it's not in the 10 year plan, so it's >2030s opening date anyways, not 2030, as Farmer stated.
Cost isn't really there, TBF.
The reduction in auto demand is the important one here.
3A would do better if it was connected to Park Royal later on as a spur or new line.
2A is highest cost option.
I would also note that the Yellow option (Hastings+ NS) in the NS crossing study is the only one stated that Seabus would still be used significantly.
I was responding to the idea that Farmer had that Vancouver demand would not grow much because of regional town centers.
Vancouver is growing a lot still, and so demand will grow quite a bit.
Even if it doesn't, commuters still go back and forth from Vancouver more than if no new growth in the town centers were there at all.
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