Posted Mar 23, 2016, 7:32 PM
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Join Date: Jul 2001
Location: Vancouver
Posts: 38,850
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Quote:
Originally Posted by Bdawe
Crazy idea:
Buy DMU - run O-Train type DMU service New West-Broadway. At O-train $/km would cost $66 million.
Of course, given the condition of the corridor the track work necessarily would cost more, but would be an interesting transit 'target of opportunity'
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It was discussed as a future alignment option back in 2003-ish for the then PMC Line (Evergreen Line) when DMU along the southeast corridor was being considered:
Quote:
4.0 ALIGNMENT OPTIONS
Given the number and complexity of the alignment/technology options considered in the study, copies of the colour maps from TransLink's Phase 1 Report have been circulated to Council under separate cover. A copy of these maps is also available for viewing in the Planning Department on the third floor of the Main Building at City Hall.
• the Northwest Corridor is the traditional route via North Road, through Port Moody to Coquitlam, with several specific alignments considered. Since there is no existing heavy-rail alignment in the Northwest Corridor, DMU was not considered an option here.
For the remaining technologies, the only alignment considered in Burnaby was along North Road. GLT or LRT would operate in the centre of the roadway, and SkyTrain would be overhead. A previous TransLink decision established a centre road alignment for SkyTrain along North Road from Gatineau Place to north of Foster Avenue. The Lougheed Town Centre station has a pre-built section for a Northeast SkyTrain extension via a centre median North Road alignment. Moreover considerable effort and expense were involved in developing a complex series of switches and trackwork at the Lougheed Town Centre Station to allow for the interlining of SkyTrain vehicles. If trains were interlined at this station a transfer could be eliminated for people travelling between the Millennium Line and Coquitlam Centre.
The B-Line service would presumably maintain the existing North Road stops at Austin, Cameron, and Foster. These existing stops would be eliminated under all options using a different technology.
As Clarke Road descends into Port Moody, the grade is too steep for LRT. A tunnel, similar to that proposed for SkyTrain, would be needed to create a gentler grade. The report indicates that some GLT vehicles might also need a tunnel for the same reason, but the GLT options are priced on the assumption that an at-grade alignment is possible.
B-Line and GLT would have the option of being extended to Port Coquitlam, whereas LRT and SkyTrain would terminate in the Coquitlam Centre area.
• the Southeast Corridor starts in the Sapperton area of New Westminster and follows Lougheed Highway and/or the CP Rail tracks eastward to Cape Horn, past Colony Farm and then northward to Coquitlam Town Centre. The Southeast Corridor does not pass through Burnaby.
As a GLT or LRT service, transit would start at Braid SkyTrain Station, heading east on the proposed United Boulevard Extension and then north on King Edward. From there, Lougheed Highway and Pinetree Way would provide the route to Coquitlam City Centre and City Hall. SkyTrain would be similar, but would avoid the United Boulevard Extension. GLT would have a spur routing to Port Coquitlam, but LRT and SkyTrain would not.
The DMU option would use the existing CP Rail tracks. It would start at Sapperton SkyTrain station and then generally parallel the Lougheed Highway. New track would be constructed northward from Barnet Highway to Coquitlam Centre and Coquitlam City Hall, likely below grade in an open cut. This would be the main route, and most frequently served. However, it was recognized that spur routings to both Port Moody and Port Coquitlam could be provided in existing rail corridors. Accordingly, Phase 1 is based on a three-way split of DMU, with Coquitlam Centre getting half the trains, and 25% each to Port Moody and Port Coquitlam.
B-Line was not considered for the Southeast Corridor. If the Southeast Corridor was constructed (with another technology), the existing B-Line service in the Northwest Corridor would be retained, as it provides shorter travel times from Port Moody to most regional destinations.
• The North Fraser Corridor starts at Sapperton, extends southward to the downtown New Westminster waterfront and then westward through the Big Bend area in Burnaby. It remains south of Marine Way / Marine Drive, and extends to Cambie Street in Vancouver. This would allow for a connection to the Richmond / Airport / Vancouver Rapid Transit Project (subject to approval). While any of the stated technologies could operate in this corridor, TransLink chose to only consider DMU on the existing CP Rail tracks. This would only occur if DMU in the Southeast Corridor was the final choice for the Northeast Sector.
In the North Fraser Corridor, Burnaby staff had suggested two DMU stations in Big Bend: Marshland Avenue and Boundary Road. These stations would serve both ends of this growing industrial area, facilitated by a bus link between the two stations along North Fraser Way. As a fallback, if only one station was to be provided, then Byrne Road was the suggested location. This is the option that was included in the study.
The primary focus of this study was on the Northeast Sector; therefore, the North Fraser Corridor received relatively little attention. This latter element should be viewed as a longer term option.
It should be noted that the above alignment descriptions are considered “representative” for analysis and costing. There is an opportunity for these to be refined through further analysis during Phase 2.
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https://burnaby.civicweb.net/document/5212
http://council.vancouver.ca/20040113/tt1.htm
http://council.vancouver.ca/20040113/tt1.htm
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