Mike F

It's from:
"[191-?] (Creation)
Creator
Coquitlam (B.C.). Engineer's Office
Note
Date is of original; date of creation of this tracing unknown."

searcharchives.vancouver.ca/sketch-of-pr...

From the Vancouver archives "Sketch of proposed interurban canal and harbour development for Greater Vancouver, B.C." "Item is a copy of a map depicting the approximate location of a proposed canal from Burrard Inlet to the Pitt River and the Canadian Pacific Railway line. The map also includes "Detail of wharves and locks at Second Narrows"."

Part of the previous image showing a map of the Vancouver to North Vancouver rail line

Inset of the first map showing "detail of wharves and locks at second narrows"

It's not the craziest idea

Map of the B.C. Electric Interurban lines from Vancouver out to the Fraser Valley from https://searcharchives.vancouver.ca/b-c-electric-railway-co-ltd-map-of-interurban-routes

Map of BCER lines and transmission lines https://searcharchives.vancouver.ca/british-columbia-electric-railway-company-limited-vancouver-island-system-and-mainland-system

Map of 1923 BCER city and suburban lines from https://searcharchives.vancouver.ca/vancouver-city-and-suburban-lines-3

A map showing bus routes and interurbans and streetcars in Burnaby, Vancouver, and New Westminster in 1935 from https://searcharchives.vancouver.ca/guide-map-vancouver-new-westminster-burnaby-and-north-shore-municipalities-4

There's also these maps in the Vancouver archives

BC Electric Railway Map | rbrtwhite Did you know from 1890 to 1958 the BC Electric Railway Co. Ltd. installed and operated interurban and streetcar lines throughout Metro Vancouver and the Fraser Valley? Check out this interactive map t...

This website has a map of the BCER, split between interurbans and streetcars
maps.nicholsonroad.com/bcer/

BCER interurban is SE not FE

I'd group Belcarra and Anmore in E instead of FE because they're not more east than E, but it won't noticeably change the graphic

I have a Mott Macdonald one from 2020 news.gov.bc.ca/files/9-15_B...

And there's this INSTPP one from 2018 nvcan.ca/wp-content/u...

There's also this McElhanney one from 2021 northshoreconnects.ca/wp-content/u...

I'd put at about #8 on my list of proposed rapid transit lines, just ahead of the North Fraser line and a PoCo branch

Maybe the prospect of 10000 coal dust condos next to Coal Dust Station is too much for planners to pass up, though

A map showing the approved alignment for Victoria rapid transit showing a line from behind the Empress down Douglas to Uptown then along the highway to Six Mile and into Langford along Coldstream

This is not so far off from the orange trunk and red branch

Maybe it's not quite the same alignment

www.bctransit.com/victoria/wp-...

The Phase 2 study alternative rapid transit technologies including SkyTrain, Light Rail Transit, Guided Light Transit, and Diesel Multiple Units

A cross-section of the DMU between and at a station

That's not even the worst thing - this report pushes GLT hard

It shows an Ottawa O-train once (in the wrong colours), but it shows the Colorado DMU more

A description GLT. The document does not permit copying. GLT is a bus that follows a track in the road.

GLT is a bus that follows a track in the road

It's a type of gadgetbahn that is designed to quickly destroy the asphalt where the tires on the bus always run because they always run in the same place

It's been removed everywhere it's installed or it will be soon

A map showing alternative rapid transit alignments for the northeast sector including GLT, LRT, SkyTrain, and DMU

Map showing where stations would be located along the southeast corridor for a DMU service, with future branches to Ioco Road and Port Coquitlam

Map showing where stations would be located for a DMU service between Sapperton and big bend in Burnaby

Map showing where stations would be located for a DMU service between big bend in Burnaby and the Canada Line at Marine Drive Station

The Phase 2 study (2004) included other amazing options like GLT, which rated highly in the study and has probably been happily forgotten by most

I think there are some problems with assumptions in the study, leading to questionable results

In any case, there's another set of maps of the alignment

A map showing the N Fraser Corridor Option on a map showing Metro Vancouver rapid transit and other lines under consideration, especially lines to Coquitlam From Northeast Sector Rapid Transit Alternatives Project Phase 1 - Conceptual and Technical Feasibility Study (2003)

A map showing alignments for the southeast corridor DMU between Sapperton and Coquitlam with branches to Ioco Road, Coquitlam City Hall, and Port Coquitlam

A map showing alignments for the north fraser DMU from Sapperton to Marine Drive Station on the Canada (then RAVP) Line with intermediate stops at Columbia, Byrne Road, Kerr Street, and Knight Street

A comparison table of the different technologies and alignments considered in the Phase 1 study

I think it's a pretty good corridor with quite a lot of jobs and good connections at the ends

It scored pretty well in the Northeast Sector Rapid Transit Alternatives Project Phase 1 Study (2003), and there's a lot more there now

The text reads: The tunnel alignment was prepared utilizing the same Design Criteria used in A2, included in the appendix. Although tunnel design may reduce certain challenges, other issues specific to tunnels need to be addressed. Several options for an immersed tube tunnel (ITT) and a bored tunnel were evaluated. It became obvious after reviewing the site conditions that an ITT was not the most feasible option. It was ruled out for the following reasons: 1. Low navigation draft clearance on the riverbed -- 15m water depth in the navigation span at low tide. With the height of the tunnel section being 10m, this leaves only a 5m draft for marine vessels, which is not sufficient. Burying the tunnel sections in the riverbed is expensive due to the soft riverbed and strong currents of the Fraser River. 2. With a maximum grade of 1%, most of the tunnel would be bored, rendering the ITT portion a small portion of the total tunnel length. This is uneconomical because a transition would have to be made from ITT to bored tunnel. The bored tunnel plan that was chosen takes a straight line path rather than a circular spiral path to return to the grade elevation for economical reasons i.e. a straight boring is less expensive, and extra reinforcement is not needed as it would be when the tunnel is stacked one on top of the other, as in a spiral configuration. The minimum radius of horizontal curvature is 219m, thus allowing a train speed of 30mph (48 km/h). Due to the soft soil on the south side of the Fraser, the bored tunnel can continue until it reaches 17m below grade. After that point, cut and cover construction would be more economical. The alignment for cut and cover has been chosen to minimize interference with existing buildings. The north side of the Fraser is glacial till; so boring is feasible all the way to where the tunnel emerges at-grade on a steep slope - near the current SkyTrain Millennium Line tunnel portal.

Here's a link: www.gvgc.ca/pdf/GVGC_Low...

The study at least suggests a bored tunnel is feasible at this location, combined with cut and cover on the south side above some depth

Plan for a spiral tunnel under New Westminster

The study was called Greater Vancouver Gateway Council Lower Mainland Rail Infrastructure Study (2004)

Can we have the orange trunk and red branches?

Surrey's proposal for a ~150 km light rail transit network showing lines on King George, Fraser Hwy, and 104th at first, then Scott Road, 152nd, King George from Newton to White Rock, 192nd, 64 Avenue, 72 Ave, 88 Ave, and 96 Ave in future

We also have this amazing map from the City of Surrey

A diagram showing that people will follow the desire line between 5th and the Arbutus Greenway crossing Fir dangerously across traffic or in the wrong direction for a while along Fir. There's a curb cut where people will ride the wrong way along Fir.

I think this is what they expect or should expect everyone to do

No and "we accept e-transfer" is also recent I think

Creative Products Manufacturing is identified in the floor plan of the building recently built on the site

I don't know but now it's for Creative Products Manufacturing, which I think means software but industrially zoned

*jumping through westbound trains

Like the westbound Spanish solution platform on the other side of the station

Now we've got people jumping through eastbound trains to make the Millennium Line connection a little easier

Do we get another eastbound platform out of this?

A model of Keikyu Kamata and surrounding area

There's a whole 3d model on the concourse level

If the city tries to capture all the value, it constraints redevelopment to a narrow set of lots where conditions are optimal

The number of new homes built will be less

Any increase in interest rate or costs or reduction in sales price will make the frontier vanish

Suppose there are dozens of similar lots in the area worth $4m to $7m if rezoned, but worth $2m to $5m with IZ

Only the lots worth more than the SFH value of $4m might be redeveloped

With IZ, ~1/3 of lots will be built on

The price of new homes will need to rise to make the other ~2/3 viable

Three generations of trains at or approaching Stadium-Chinatown Station

Trains

Pilings for the new bus depot are very nicely aligned

Vanishing points

Downtown-Hastings-Metrotown doesn't free capacity from the Expo Line because none of the new stations would provide a faster trip

Still, this is the type of radial that we underbuild

Our regional political arrangement spreads investment between municipalities vs focusing on the biggest problems

We're going to follow Toronto by building too few radial lines, leading to crowding at peak times that will make transit less reliable and leading to difficult choices around maintenance and operating hours as the lines age

Expo Line is very long for rapid transit - a faster mode should parallel it

A boat washed up on the shore with towers under construction across the water in the distance

At sunset beach