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Old 11-17-2019, 04:24 PM   #3401
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Going back to the December 2015 Green Line pitch to council, it was argued that they should skip BRT to go directly to LRT precisely because that Centre Street N ridership would pretty quickly exceed the capacity of BRT.

Reading through the material, it should have been an easy choice to go North first, when it became clear there wasn't enough money to do both directions. Yet, the fact they chose the SE first, and not even making 16th-Beddington as Stage 2 (even after 2.5 years) suggests that the City planners have little interest in the NC, unless Council forces them to.
Ya, I'm pretty sure the pressure for the south is all on council, Shane Keating in particular. It doesn't help that the north has to depend on the City's most worthless councilor for support, Sean Chu. Maybe if he had half a clue about anything other than re-tweeting right wing politicians he may have been able to influence this decision. Alas, he's a moron.
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Last edited by Fuzz; 11-17-2019 at 05:34 PM.
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Old 11-17-2019, 05:01 PM   #3402
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All the more reason to live in Southwest Calgary.
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Old 11-21-2019, 12:06 AM   #3403
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Nice recognition. Always enjoyed his morning update when I was on his train. Good at brightening up an early morning.

https://www.cbc.ca/news/canada/calga...ains-1.5367475

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Old 11-22-2019, 12:15 AM   #3404
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I know cross-posting reddit comments is usually pretty lame, but I don't think r/transit is a particularly toxic wasteland, and this sounds plausible and explains the present debacle (I'm sure the full/true story is more complicated, but no less interesting):

Spoiler!
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Old 11-22-2019, 08:45 AM   #3405
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However at the time the north councillor just wasn't enthusiastic and didn't champion for the line like Shane Keating did in the SE.

All Chu's fault!
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Old 11-22-2019, 10:19 AM   #3406
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Layperson here but is there really that much demand to move people into the core nowadays? And in the future? Office towers are sitting empty, people are working remotely, and what about automated driving technology? In other words, will the problem of 2010 or even 2015 (getting more people into downtown faster) really the problem of 2020, 2025, or 2030 and beyond?
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Old 11-22-2019, 10:56 AM   #3407
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Layperson here but is there really that much demand to move people into the core nowadays? And in the future? Office towers are sitting empty, people are working remotely, and what about automated driving technology? In other words, will the problem of 2010 or even 2015 (getting more people into downtown faster) really the problem of 2020, 2025, or 2030 and beyond?
Havent you heard, Jason Kenney will have everyone's jobs back, and another 50,000 new ones, likely by the end of December, or mid January at the latest? Although, all those amazing paying jobs will be held by people far too well off to have to ride the proletariat chariot.

Seriously though, good question, especially when it comes to Calgary. We have the worst habit of building infrastructure to fill our needs literally today, with no thought to 20-30 years down the road. The LRT system was a perfect example. Ran at 80% of capacity the day it opened, with no flexibility to increase (i.e. the 3 car platforms). I travel on a lot of mass transit systems, and almost every other one has stations with the capacity to add cars to each train as needed.
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Old 11-22-2019, 11:14 AM   #3408
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.

Seriously though, good question, especially when it comes to Calgary. We have the worst habit of building infrastructure to fill our needs literally today, with no thought to 20-30 years down the road. The LRT system was a perfect example. Ran at 80% of capacity the day it opened, with no flexibility to increase (i.e. the 3 car platforms). I travel on a lot of mass transit systems, and almost every other one has stations with the capacity to add cars to each train as needed.
Because when we do (airport tunnel) it becomes controversial.
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Old 11-22-2019, 12:14 PM   #3409
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Sometimes Calgary overbuilds. The SW leg of the ringroad was designed to be expandable to 16 lanes, which transportation planners are already acknowledging is unlikely to ever be needed with the way technology is going.
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Old 11-22-2019, 12:15 PM   #3410
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Sometimes Calgary overbuilds. The SW leg of the ringroad was designed to be expandable to 16 lanes, which transportation planners are already acknowledging is unlikely to ever be needed with the way technology is going.
Technically that’s the province overbuilding.
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Old 11-22-2019, 12:40 PM   #3411
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All Chu's fault!
And Stevenson; it could be argue that the NC LRT is even more needed for the North of Beddington Trail communities.

And while Chu certainly did not champion the NC line, it shouldn't have mattered once the Green Line, that was going both to the Far North and the Deep SE, was approved in 2015. The bulk of the blame is on the City for under-estimating the costs so badly, and then prioritizing the maintenance yard at Shepard over the ridership of the NC.

Even somebody pessimistic wouldn't have predicted that just Beddington-Shepard (the supposed core of the Green Line and sufficient for Ward 4) would end up costing more than $4.6B.

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Old 11-22-2019, 02:30 PM   #3412
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Sometimes Calgary overbuilds. The SW leg of the ringroad was designed to be expandable to 16 lanes, which transportation planners are already acknowledging is unlikely to ever be needed with the way technology is going.
What is the additional cost of designing this expandability in? Whether it's regular lanes, a BRT, or some other wacky ROW use in the future, it seems prudent to spend a few extra loonies now to move more dirt and save yourself from throwing 10x more C-notes at the problem in the future.

Prelim work on potential interchanges on North Stoney look like it will pay off soon. It's becoming increasingly clear that more lanes is rarely the solution, but when you're stuck between a reservoir and a reserve, it might actually be the best option.
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Old 11-22-2019, 02:47 PM   #3413
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Sometimes Calgary overbuilds. The SW leg of the ringroad was designed to be expandable to 16 lanes, which transportation planners are already acknowledging is unlikely to ever be needed with the way technology is going.
I believe a big part of the reason for doing that is because it required an extremely lengthy negotiation with the Tsuut'ina for the land, so they wanted to make sure everything was taken care of for the maximum possible needs of the road. When/if they ever need to expand it in the future, they won't need to go back for another multi-decade negotiation.
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Old 11-24-2019, 04:14 PM   #3414
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Random question: how long does it take to get from bridlewood station to the core shopping centre via the lrt during the morning rush?
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Old 11-24-2019, 04:21 PM   #3415
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Random question: how long does it take to get from bridlewood station to the core shopping centre via the lrt during the morning rush?
36 - 60 minutes.

Usually about 40 assuming no delays.
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Old 12-05-2019, 09:00 PM   #3416
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https://www.435mag.com/kansas-city-b...ublic-transit/

Can't imagine a free city wide system working on Calgary Transit's scale, but it's interesting to see how other municipalities go about things.
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Old 12-05-2019, 10:06 PM   #3417
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https://www.435mag.com/kansas-city-b...ublic-transit/

Can't imagine a free city wide system working on Calgary Transit's scale, but it's interesting to see how other municipalities go about things.


I suppose at the very least it would give CT an idea of how many people would be willing to take public transit. What is the operations cost of CT right now? If the economy were better, maybe the City could try an experiment for a year. More people taking transit = less people on the road = less accident = less emergency personal spending time responding to accidents. Can that be quantified? I mean, today was an okay driving day, but there was at least half-dozen little accidents all over Deerfoot alone.
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Old 12-05-2019, 10:23 PM   #3418
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I suppose at the very least it would give CT an idea of how many people would be willing to take public transit. What is the operations cost of CT right now?


A system like KC can do this because ridership provides less than 10% of its revenue; the transit agency gets access to sales tax revenue and generous funding from the Federal government.
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Old 12-05-2019, 10:25 PM   #3419
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I suppose at the very least it would give CT an idea of how many people would be willing to take public transit. What is the operations cost of CT right now? If the economy were better, maybe the City could try an experiment for a year. More people taking transit = less people on the road = less accident = less emergency personal spending time responding to accidents. Can that be quantified? I mean, today was an okay driving day, but there was at least half-dozen little accidents all over Deerfoot alone.
I would say the current system is near capacity during peak hours so I don’t think you’d get much benefit just making it free. I think discounted evenings, weekends and families could improve ridership in non peak hours
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Old 12-06-2019, 12:37 AM   #3420
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I would say the current system is near capacity during peak hours so I don’t think you’d get much benefit just making it free. I think discounted evenings, weekends and families could improve ridership in non peak hours
I agree with this completely. When I worked downtown commuting by train was an unbelievable bargain, and I would have done it at twice the price. One train fare compared to gas/maintenance/expensive parking.

But taking my family to an event downtown/zoo/etc on the weekend is totally different. 4x return train fare is invariably more expensive than gas/maintenance/cheap parking.

The reason airlines, hotels, cruise ships and every other business with a perishable product adjusts prices by demand is that it makes sense. If you build for peak usage, you have excess capacity during off peak. Discounting to fill that capacity likely increases revenue, and also provides some of the other benefits of transit use to society (less ghg emissions, traffic, etc)
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