Transit gurus in the region constantly criticize SkyTrain and it doesn’t make sense.
I think I’ve pretty much seen it all: unfound claims on SkyTrain’s financial burden, claims that entire tram networks could be built at the same cost as a SkyTrain extension (ignoring the impracticalities of trying to conduct such a massive replacement of buses without ever improving transit speed), and other alternate light-rail transit (LRT) proposals that just don’t make any practical sense.
SkyTrain is constantly being challenged, and this contention has had a phenomenal effect in getting people involved with transit planning matters. Some of the biggest names we know in Metro Vancouver transit issues discussions – the ones you might hear about in newspapers; examples include: Paul Hillsdon, Nathan Pachal, Jordan Bateman, John Buker – are or at one point have been motivated by a criticism of SkyTrain rapid transit.
If there were no one to respond to these criticisms and unearth the problems with such a viewpoint – as I am doing so now – the quality of transit planning in Metro Vanouver would deteriorate to the point where perhaps no disagreement would be had on transit projects; and consequently, little progress would be made in changing communities and peoples’ lives for the better.
Denying the Benefits
SkyTrain critics deny SkyTrain’s potential as a high-quality rapid transit system. They don’t even want to see it acknowledged that SkyTrain generates billions of dollars in transportation, developmental and economic benefits. They clutter our blog-feeds, newsletter sections and comments with endlessly varied suggestions to perpetuate the belief that SkyTrain simply isn’t the best option for investment.
They’re often proponents of Light Rail Transit (LRT), an alternative option that could allow rail transit to be built in a somewhat more flexible manner (including at-grade and on-street), who are quick to bring forward the positives of community-building, lower capital cost and less obtrusive (at-grade) infrastructure as upsides when compared to SkyTrain.
Can LRT be an appropriate solution in the transit planning sense? Absolutely. That should be quite obvious: there’s a reason why light rail investments are so popular around the world, with hundreds of proposals to reference at any time. However, the versatility of LRT should not be resulting in the dismissal of SkyTrain as another great – and often better – solution to addressing transportation problems, especially here in Metro Vancouver.
And yet, the critics are relentless in their criticisms. . Worse – they’re ridiculing and, apparently, finding reasons to shame our system and the way we’ve built it. These are the worst kind – the kind that try to deny altogether that building SkyTrain has provided Metro Vancouver with any benefits – and the ones who should arguably be disallowed from participating in public policy debacles, because they seem to have no understanding of what has been happening here in Vancouver for the past 30 years.
Sample contentions by SkyTrain critics that are incorrect
1. SkyTrain hasn’t gotten people out of their cars.
TransLink’s trip diary data is a difficulty: there is little bearing that can be had about the accuracy of the measurements (this is a sample size) and the types of commutes that were recorded (i.e. are they commutes to work, shopping, and at what time of day/day), but nevertheless, it is a valid source. It’s used by TransLink and Metro Vancouver in regional planning matters, and is and often utilized by SkyTrain critics. As SkyTrain critics have been quick to point out, the 2011 value is only 3% higher than the valule recorded in 1994 – the year SkyTrain was expanded across the Fraser River and into Surrey. It’s tempting, when you look at this, to think that SkyTrain has failed us in serving its original purpose.
The problem with these numbers is that they really don’t tell the whole story.
The trip diary draws data from 22,000 households in the region, and is meant to take a “snapshot” of a day in Metro Vancouver transportation. It is a partial survey – it’s not the same as the much more accurate ‘journey-to-work mode-share’ numbers collected by Stats Canada from every household, which show that transit mode share in Metro Vancouver is a bit higher than that collected in the Trip Diary and – together with walking and cycling – has grown significantly since 1996.
Closer studies have suggested that the biggest impact in transit modal shift is coming from SkyTrain and SkyTrain expansion. The City of Vancouver has also collected more specific numbers [Vancouver Transportation Plan Update – CLICK HERE] that not only show a big increase in transit ridership from outside of the city (i.e. connected by SkyTrain) – but also that the amount of motor vehicle trips actually declined for the past decade, despite population growth.
An even closer 2009 study [Niko Juevic SFU study – LINK HERE] that more closely looked at households within both 400m and 1500m radii of Expo and Millennium SkyTrain stations showed even more significant changes – outpacing transit modal shift across the region. The opening of the Millennium Line SkyTrain had a phenomenal effect on the surrounding area: within a 1500m radius of each station, transit mode-share had nearly doubled 4 years after the line opened – growing at more than 4x the regional average rate.
I compiled a summary of these numbers in the graphic below:
2. 80% of SkyTrain riders are recycled bus riders
While I’ve never really been able to track a definitive source for this statistic (I have seriously only ever heard it from one SkyTrain critic group), I see it repeated in discussion circles and used as justification that SkyTrain is weak at attracting ridership. SkyTrain critics have repeated this number to contend that the majority of riders on the SkyTrain were already taking transit before the line was built, claiming that this is “double the industry standard” – and were extremely vocal in certain situations where SkyTrain expansion replaced one or mutliple bus routes, especially in the case of the Canada Line (which replaced express segments for multiple south-of-Fraser bus routes heading into Vancouver).
Firsty, I have never understood why such a vague 80% number is being portrayed as a weakness. In the City of Calgary, a single centralized high-density core and the most expensive downtown parking in North America combine with free park-and-ride facilities along Light Rail Transit lines to give the Calgary C-Train the majority of its nearly 300,000 daily boardings. The Calgary C-Train is a versatile system and many of its riders have chosen to use transit, but not for their entire commute – the first segment of their trips is more often being done by car than by bus, walk or bike.
If the majority of SkyTrain riders are taking other transit to get there first, then that is at least as much a strength as much as it is a weakness (and, very likely, very much more a strength) – because this kind of transit commute coherency is simply not being replicated by other rail transit systems.
Secondly, this claim – at least in the case of the Canada Line – certainly doesn’t hold up to collected ridership numbers.
Passenger measurements by Canada Line operator ProTransBC collected by the Richmond Review were showing that Canada Line ridership in its first few weeks averaged 77,000 – meaning over 55% of today’s ridership numbers were already on board the Canada Line before September 7th, 2009 – when the 98 B-Line and 490-series express routes were terminated, and the many South-of-Fraser express buses (351, 601, etc) were terminated at Bridgeport rather than continuing to downtown Vancouver.
These bus routes make up only a small percent of the Canada Line’s total ridership – the vast majority were choosing to ride the Canada Line before any of these buses were transferred to terminate at Bridgeport or eliminated. A rider survey conducted in 2011 indicated that 40% of those surveyed were new to the system – that being, they previously drove and did not take transit at all for that commute – and that riders’ biggest vaues for the system were speed, frequency and reliabillity.
With the cancellation of the 98 B-Line and associated peak-hour express routes, it’s true that a number of the Canada Line’s passengers were riders of the previous bus-only system; however, this is something that needs to be expected from all rapid transit projects regardless of technology and alignment. Each and every SkyTrain line, C-Train Line, Portland MAX line, etc. replaced a previous bus service and took in riders from that bus service.
Claims like this also downpay the benefits being provided to any previous bus riders, whose faster commutes are fostering increased productivity, lower stress levels and better comfort. For most of the first month of operation, the 98 B-Line continued its operations alongside the new Canada Line until its termination on September 7th. Riders had the option of continuing to ride the 98 or take the new SkyTrain – and as evidenced by ridership numbers that averaged more than double what the 98 B-Line carried before the new SkyTrain opened, the majority of 98 riders were opting for the faster ride.
The proof is in the ridership
The Canada Line, which was introduced just 4 years ago, is already a Vancouver icon; a part of this city’s fabric of life. It’s hard to believe that less than 5 years ago, the link between downtown Vancouver and Richmond was a miserable bus trip that took as long as the SkyTrain’s Expo Line took to travel nearly twice the distance to Surrey. As a daily rider of the Canada Line to reach Kwantlen University in Richmond (and again later in the day to go from there to work downtown), the Canada Line’s benefits are evident to me in person. I don’t have to worry about potential traffic issues heading into Vancouver that can make buses (or even light rail trains) late – and neither do the 121,999 others who ride with me each and every day.
Riders, stakeholders and decision makers have been clamouring to build something similar and soon under Broadway between UBC and Commercial-Broadway Station. Support has been near unanimous, because previous experience with SkyTrain has shown us that we can be confident about the expanding the system.
Local mayors who were concerned that the expense of SkyTrain would make TransLink’s assets like electric trolleys “crash” were proved wrong when the Canada Line exceeded ridership expectations well ahead of time.
In walks of transit planning and provision, I have always thought that SkyTrain isn’t getting enough credit for what it does. SkyTrain has been part of why Metro Vancouver has lead North American cities in transit ridership. We rank third in transit trips per person per year, behind only New York and Toronto. We’re ahead of Montreal, Boston, and Washington, D.C. – cities with full-size metro systems – and far ahead of cities with only LRT systems. This has grown from 4th in 2006.
We are achieving great things because we approved the construction and expansion of the SkyTrain system. Which is why making sure SkyTrain critics who mess up the facts do not get a grip on transit-planning decision makers is my top priority for this year.