And spark a competitor to Bombardier?
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There aren't that many passenger rail companies. Bombardier (Canada), Siemens (Germany), Alstom (France), Breda (Italy), Skoda (Czech), Stadler (Swiss), one for every other European country basically, and a bunch of Japanese companies.
I think Toronto and Calgary are trying to do something similar to this. The total probably doesn't add up to $25 billion. |
I don't think I posted the two maps properly. They go together.
The interurban one was posted properly above: http://maps.google.ca/maps/ms?hl=en&...,1.235962&z=10 The light rail + skytrain one has hardly any views so I don't think I posted it properly: http://maps.google.ca/maps/ms?hl=en&...,0.617981&z=11 |
:previous: Exactly what I was thinking about for the Abbotsford Line! Although I wonder if the line should follow Old Yale Road instead. It could eventually be extended to the residential areas where it would better serve residents, the Auto Mall, then sweep down to the Airport. Keeping on S. Fraser Way would connect it through the industrial area and provide a more direct connection to the Airport...
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Calgary's CBD is the working home for more than a 1/4 of working Calgarians, and provides a natural focus for service. This did not appear out of a vacume however, and is the result of many years of pro CBD policies. (as a result we have much fewer people living in the core compared to Vancouver, but it is reversing a bit these days). I wouldn't call the CBD small, but concentrated. (Calgary has more leaseable office space than Vancouver, about 25% more) And yes, sprawl is bad in Calgary, but not any worse than in any other Canadian Metropolitan Area. New suburbs are built with density targets of 12.5 UPA, and all suburbs approved after the early 1980s are at least 6 UPA. Quote:
Skoda is building a plant in Portland for streetcars. Toronto can't even decide to buy any new cars as of today. A nail everyone here has hit on the head is how difficult it is to plan transit in Vancouver, due to a current lack of natural hubs. The advantage to this is you can create hubs and fund construction through MTR style land development at these hubs. |
One thing I wonder is whether having multiple hubs (a natural consequence of the multiple municipalities) is just diluting ridership to the point where it is too expensive to build rapid transit. Metro Vancouver has, however, done a good job of connecting the hubs with rapid transit (i.e. now that the regional town centres are connected to each other (or will be with the Evergreen Line), we now you have to feed each of those hubs to get them to grow with office space - which could be more challenging).
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Bus: 674,000 SeaBus: 16,720 WCE: 8,400 The total would be well over 1 million trips a day by now I think... |
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I'd favour whatever alignment serves most of the population centres while minimizing the cost of the line. I don't know that this alignment is most cost-effective. I don't think grade-separation is necessary in rural parts of the valley, but at the same time it's important to limit grade-crossings at major roads. This alignment stays in farmland whenever it can, and approaches population centres/stations on a tangent. It doesn't parallel major roads Quote:
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just want to know which year the SkyTrain 220,000 figure was from. Given that EXPO is frequently on crush load during entire daytime nowadays, my guess is Skytrain ridership figure at least 20% more than a few years ago |
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The 220,000 ridership for SkyTrain comes from a combination of 2 different documents - one which gives Expo Line figures of 169,467 from 2003 and the other which gives Millennium Line figures of 48,100 from 2005 - resulting in 217,567 or in other words ~220,000. At least I can only assume that is what wikipedia's number is based on since the following are the two easiest sources to find data on through Google (only problem is that they're quite out of date):
2003 E-Line & M-Line: http://www.skytrain.info/retail/2003...ary_Report.pdf 2005 M-Line: http://www.llbc.leg.bc.ca/public/Pub...enniumline.pdf I'd assume ridership is now over 250,000 between the two lines, especially since Expo ridership is said to reach 210,000 alone by 2010 (according to wikipedia). If anybody has links to more recent Translink reports for daily ridership I'd love to see them. |
Here's a quick way to calculate the daily skytrain ridership, using the 2003 report Raggedy posted, and these numbers:
http://public.metrovancouver.org/abo...p1989-2007.pdf 2003 Annual Ridership: 62,047,997 2007 Annual Ridership: 71, 212, 840 This represents an increase of 14.77057027% So, taking the weekday ridership number of 204, 989 (from Raggedy's 2003 link) and increase that by the above percentage, which yields a 2007 daily weekday ridership of 235, 267. Furthermore, if we want to ballpark 2008 figures, we can take the rate of growth, i.e. 14.77/4 %/year, and then multiply it by 5 years, to get the expected 2008 increase over 2003 figures. Multiplying this figure by the 2003 ridership gives a 2008 weekday average of 242, 837. Of course, there are a number of flaws with these calculation, but it's probably not bad for a rough estimate. |
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It does cut through a few farms, especially on corners and to avoid the hill (quarry?) west of Abbotsford airport. I've tried to avoid property acquisition wherever possible while still actually serving the communities in the Valley, which wouldn't be possible if it followed the highway. I know it's not easy to see where it follows existing rights-of-way in the satellite map with a giant red line over top. More info here: http://www.vanc.igs.net/~roughley/gn_fv_3.html |
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