Metcalfe’s Law: adding another connection to a network makes both exponentially more useful. Every B-Line that’s become a SkyTrain has quadrupled and quintupled in ridership, not just doubled; ditto the B-Line over its respective local feeder route.
Likewise, once the R2 is no longer isolated from the rest of the rapid transit network, one can expect it and the R8 to Metrotown to have ridership on par with all the other RapidBuses. And once the North Shore SkyTrain replaces the whole route (and it becomes the suburbs’ primary N-S transfer corridor, generating ridership on par with the SNG), one can also expect the M-Line exchange to have much more demand, at which point Gilmore having more faregates than Brentwood would come in handy.
Nope,
the controversy was the roadworks - Lower Lynn's actual residents were apparently pretty supportive of the density.
The North Shore (
very generally speaking) is split politically by the TCH and the bridges, forming a rough horseshoe: the YIMBYs on the inside favour TOD, while the NIMBYs on the outside want to sprawl up the mountains and across the coast... yet also don’t want more roads to support that; Lynn Valley is currently a tossup. That’s why all the transit/road/development planning is for packing all future growth into the Lower Levels and mostly ignoring the Upper Levels (aside from Lynn Centre).
Threaded Mode