BY RENÉ BRUEMMER, GAZETTE CIVIC AFFAIRS REPORTER MAY 26, 2014
MONTREAL — The start of Monday’s monthly city council meeting was dedicated to a man who never served as an elected official but whose life left an enduring mark on a city he loved.
After his homage, a large part of the meeting was dedicated to the question of putting a light-rail transit system on the new Champlain Bridge, a topic close to the heart of Marcel Côté.[READ MORE – The Gazette]
In the City of Montreal, City Council is at odds as to what type of transit should complement the replacement of the dangerous Champlain Bridge, which has come under increased scrutiny after the federal government announced its funding.
Montreal’s transit authority is pleading the City Council to vote in favour of a Light Rail Transit (LRT) system on a replacement for the crumbling Champlain Bridge, whereas some stakeholders prefer a Bus Rapid Transit (BRT) system. The LRT line, initially meant to provide an alternative transit option for the corridor with no Champlain Bridge replacement, has been in the planning stages since before the need to replace the bridge was identified.
I was reading about this and came across a concept image for the proposed highway median LRT system, on the official website for the proposed line. The yellow-coloured train looks suspiciously like a Mark II SkyTrain vehicle in a 5-car configuration:
I did some further digging and found that this image is repeated in the preliminary design studies for the light rail transit system, which is comprehensively suggesting that the desired specifications of the new “LRT” line are fully compatible with linear induction motor propulsion (“SkyTrain technology”) and will be using similar rapid transit vehicles.
This is made evident by a number of items on the project’s list of desired performance criteria on page 32:
• an attractive service operating at a high commercial speed (over 50 km/h) and a high maximum speed (100 km/h); • a high frequency (intervals less than every 3 minutes at rush hour); • a high level of safety thanks to guide rails, an exclusive track, automated operating systems and anti-collision devices;
and on page 55:
3.4.1 Operating mode Automatic train operation has been retained because, among other things, it allows for reduced service intervals and running times, increased flexibility for adjustments of timetables and intervals, as well as improved safety, better controlled accelerations, and greater passenger capacity in each train set.
and on page 56:
3.4.7 Car performance requirements …The design load of the cars (seated passengers + four standees/m2) is 131 passengers per car. Each train will be made of 5 cars and will therefore have a capacity of 655 passengers.
Notice how this is exactly the passenger capacity of a Mark 2 vehicle.
With 80-90m platforms, frequencies less than 3 minutes, 5-car trains, and high-floor cars on a fully grade-separated right-of-way with 6% slopes… almost everything matches. You name it, SkyTrain has it, and Montreal’s Champlain Bridge “LRT” is also going to have it.
Studies have identified that the proposed rapid transit line, which will be fully grade separated, has a positive benefit:cost ratio of 1.11:1. It is 15km long, and advertises a travel time of just 18 minutes from the outbound terminus to Montreal City Centre.
Why this matters
You may recall that I recently started a new blogseries called The Problem with SkyTrain critics, which comes at a time when several SkyTrain or other rapid transit expansions are being debated here in Metro Vanouver. One of the problems I have identified with SkyTrain critics (and will be discussing shortly in more articles on the matter) are the numerous dubious claims of SkyTrain’s “obsolescence” – SkyTrain critics claim that the technology, which was developed in the 1980s, no longer has a place in rail rapid transit planning.
SkyTrain criticsdeny SkyTrain’s potential as a high-quality rapid transit system that 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.
But, this is the second example I have uncovered as of late that shows that the technology we use in SkyTrain is becoming a serious rail rapid transit option for cities worldwide. In another recent blog article, I brought to light that Kuala Lumpur [SEE HERE] has approved an additional 36km of SkyTrain expansion in addition to the ongoing 17km extension of the Kelana Jaya Line. Other extensions are taking place in Sendai, Japan and in Riyadh, Saudi Arabia. The Guangzhou Metro recently opened a new metro line using SkyTrain technology, which already carries over 700,000 passengers daily.
The success of SkyTrain (in particular, the Canada Line) has also inspired the Montreal airports authority to advocate for a light metro-type shuttle to the airport.
Today I bring you news from Malaysia! A news release from a few days ago reveals details of a new 36km SkyTrain line to complement an already under-construction 17km extension of the Kelana Jaya line are beginning to surface. The new extension would run from a proposed new transit hub, intersect the Kelana Jaya Line, and then travel through Shah Alam to a terminus at Klang – a city of close to 850,000 people situated 32km west of Kuala Lumpur.
The original regional transportation plan finalized in 2011 [CLICK HERE] proposed that this line would be constructed after 2030; however, a re-examination of the business case in June 2013 has resulted in the project being pushed up to the pre-2020 timeframe. An even newer study focusing specifically on the line details itself has suggested that there are immediate benefits to reap – and with that, the line is now a top priority investment. Construction is likely to begin on the new SkyTrain extension at the beginning of next year, where it will parallel the ongoing extension of the Kelana Jaya Line.
The new plan helps show that the technology we use in SkyTrain is becoming a serious rail rapid transit option for cities worldwide, with expansions of SkyTrain-type lines now well under way in multiple cities – including here in Vancouver, there in Kuala Lumpur, in Sendai, Japan and in Riyadh, Saudi Arabia.
The “Shah Alam LRT” will be the second SkyTrain-type line in Kuala Lumpur (or the third if the Kelana Jaya Line extension is considered a separate line). The new line will connect directly to the Kelana Jaya Line and may offer a continuous service onto the line. With its completion, Kuala Lumpur’s RapidRail system will eclipse the SkyTrain system in the amount of in-service linear motor trackage, spanning a distance of 82km before 2020 – whereas SkyTrain (lines using linear induction motor tech) will span just 63km after the completion of the Evergreen Line. This will make Kuala Lumpur’s system the second longest linear motor rapid transit system in the world, after the 100km Guangzhou Metro system.
The new “Shah Alam LRT” line will complement an already in-service commuter rail transit line, similar to how the Evergreen Line will complement the non-stop West Coast Express service in the tri-cities. The rapid transit stock for the new line can be expected to be built by either Bombardier or CSR-Zhuzhou. Bombardier has been a major supplier for the rapid transit cars on the Kelana Jaya Line (ART 200/Mark II trains), while CSR-Zhuzhou has supplied standard rotary-motor rapid transit cars for the Ampang Line (but is also a major supplier of linear motor cars for the Guangzhou Metro system).
About Kuala Lumpur’s “Rapid Rail” system
In case you weren’t initially aware, Kuala Lumpur’s “Rapid Rail” network is like a clone of our SkyTrain system overseas: the system is composed of several grade-separated, automated (driverless) rapid transit lines, many of which use the same linear induction motor propulsion technology and Bombardier Mark II vehicles used on SkyTrain here in Vancouver. The Ampang Line, the first rapid transit line using standard rotary motor technology, was opened in 1996 as the first rapid transit rail line in Kuala Lumpur. This was followed by the 1998 opening of the Kelana Jaya Line, the fully automated linear-motor type line that looks and works exactly like our SkyTrain system. The 29km Kelana Jaya Line is built with both overhead sections and bored tunnel sections through the city core. It is the busiest and most popular rapid transit line in metropolitan Kuala Lumpur with 160,000 riders daily , and was for a long time the only rapid transit service in the Klang Valley metropolis that broke even (revenues paid for operations costs) until the Ampang Line, which had historically fallen a few thousand riders short from breaking even , was equipped with the Thales SelTrac system to itself become fully automated (driverless) . Both lines are currently receiving extensions that are due to open at around the same year the Evergreen Line is opened here in Vanouver. The extensions are shown in the above map (note the unnamed stations near the bottom). Kuala Lumpur’s Rapid Rail system has been immensely successful since its opening, being major money generators for the regional rapid transit system and the biggest drivers of ridership and high-density development. SkyTrain technology has helped the fares on RapidKL’s rapid transit lines remain completely unchanged for 10 years , and continue to remain the same (so far) through power tariff increases for the operating company, mainly because of increasing ridership . The rapid transit lines are considered the “key revenue-generator contributor” for Prasarana, the regional transportation authority if the Klang Valley 
Passenger numbers from Urban Rail Development Study, page 19 [LINK]
The Ampang Line breaks even at 170,000 riders daily, according to Malaysian Business (article “Red Flags” from 16 June, 2000 issue – not available online) – most recent recorded ridership was 141,000 daily
The Kelana Jaya Line has been automated from start of service; the Ampang Line was refitted with the Thales SelTrac system in 2012 [SEE HERE]
LRT, Monorail fares to go up next year – Astro Awani report [LINK]
Prasarana Power Cost Up 17% since Jan 1 – The Edge Malaysia [LINK]
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 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.
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.
As a Burnaby resident and transit user for the past 8 months, I must admit that I, perhaps among others, have been bothered by the lack of structure in Burnaby’s bus transit network.
It’s evident if you ever have a look at a map of Vancouver’s transit system and Burnaby’s transit system. Notice how Vanouver manages to conform to a standard grid – but once Boundary Road is crossed, the grid gives way to a series of indirectly routed buses that twist and turn along Burnaby’s many local streets. There’s some coherency in the form of the busiest and most popular routes crossing the city (the 25, 106, 123, 129, 130, 135 express) but most of the routes swerve around the city in a non-gridlike fashion, and are unable to manage frequent transit network (FTN) service levels.
For example, through travellers from Kingsway to Edmonds St and 6th Ave on the 106 face a lengthy detour as the bus detours to reach Edmonds SkyTrain Station. And, you betcha, that lack of a through connection on the C5 from Royal Oak Station to Kingsway (where there are businesses, including a major grocery store) and points north is an annoyance. The winding state of many routes also makes commutes much longer – as such that if I want to travel home from – say – the bowling centre near Holdom Station, I’ll usually take the SkyTrain the long way around. This is often faster than timing the 129 and then actually taking it, but still much slower than if I could drive. Network gaps and limitations like this are a serious impediment to transit ridership growth in Burnaby.
According to TransLink, capacity utilization of Burnaby and New Westminster’s buses dropped 2.6% in 2012 – and it was the only area of Metro Vancouver where this value dropped. Cost per boarded passenger decreased – but did so at a lower rate compared to other areas of Metro Vancouver, exceeded by only the North Shore area where it rose 1.2%.
Many of these bus routes were initiated with the introduction of Expo Line service in 1986, and received minimal redesigns with the introduction of the Millennium Line in 2002, probably not helped by the major transit strike that occurred just 1 year prior. There have been a few changes since that I feel have been particularly good, such as the current C5/C7 service in South Burnaby (which apparently replaced a number of bus routes that ran less frequently and not in both directions), but there are still a lot of gaps in the service. I would like to see a regular service down Imperial Avenue east of Kingsway, but instead riders are currently being forced to walk long distances to access their bus.
While I was browsing through the numerous transit-oriented articles on Voony’s Blog, I found the graphic that inspired me to write this article attached to a comment on a write-up focusing on the proposed route 49 change:
The concept points out a simplified Burnaby bus network where routes are straight, simplified and apparentlly more frequent. The commenter (mike0123) had this to say about his image:
The local transit network in the southeast corner of Vancouver, in all of Burnaby, and in all of New Westminster is poorly integrated with rapid transit and with other local transit. The loopy patterns are similar throughout, and they are inherently indirect and infrequent and slow. Nearly all routes currently run every 30 minutes off peak.
Bus routes should run primarily on arterials perpendicular to rapid transit and connect at the stations. They should cross the city so that connections are possible at Hastings, the Millennium Line, the Expo Line, and at Marine. There should be fewer routes that are more direct and have higher frequency.
The image [above] shows a network in which most of the routes run better than 15 minutes off peak and all of the routes run at most every 20 minutes off peak. This is possible just be redistributing service without any increase in cost.
The last line captured me before I clicked on the full-size image because I see this as a value riders do consider important and may consider in their favour when discussing changing Burnaby’s transit network.
Mike makes a great point. TransLink has pointed out in their transit system performance analyses in 2013 that the highest performing routes on the system had these four common characteristics:
Direct, simple and consistent routing
Serve areas of strong demand
Busy destinations at both ends (strong anchors) and along the route
In my proposal, I have determined that there are overlapping services, and many places with extremely lacking services. By removing bus routes, higher frequencies may be achieved. This though, will decrease the coverage level (eg: I have removed the 116). From my analysis, the higher frequencies and less routes in my proposal will save money, or at least cost less than the current system.
There’s a useful point-out of which routes have what frequencies (8 or better, 15 or better, or above 15) during a mid-day time point just before the PM peak, which shows us that many of the current routes/corridors simply do not manage 15 minute off-peak frequencies. The whole plan is based on a “bus skeleton” basis of focusing on frequency and simplification. The proposals manage to give the entire network a 15 minute off-peak frequencies.
The proposal also comes with a fully costed business case analysis, which analyzes the cost of providing the current and proposed bus networks (it seems that Mike’s proposal has also been included in this analysis). All in all, it checks out: many Burnaby residents receive a 15-minute off-peak bus service in return for routing changes, and it’s possible within existing budget limitations: it doesn’t cost TransLink any (or much) more money to do this.
The Practical Limitations
Unfortunately, all proposals have their flaws – and these ones are no exception. Both of the concepts are impressive in that they try to get all services to improve in frequency, but such improvements can often come at a cost to mobility.
In Mike’s proposal, many areas lose their direct connections with important travel markets and anchors. For example: services cease to exist where the 110 currently runs north of Metrotown Station, cutting off service to a major local travel anchor (Burnaby Central Secondary School – a very large school that hosts special programs not found in other schools) in addition to Central Burnaby residents in general. It would also limit connections to Burnaby’s City Hall and Art Gallery from the rest of the city and region.
The proposal also eschews major, popular portions of route 106, including Kingsway west of Imperial Street and in front of Metrotown Mall; direct connections between Edmonds Station and both Kingsway and 6th Street are also cut off. I think these changes to the 106 will become a huge problem, because the 106 is one of the 10 most cost-effective routes on TransLink’s entire bus network. As well, entire corridors in New Westminster that currently see frequent, 15-minute service – including both 8th Street and 8th Avenue – are cut from service, alienating several local businesses and residents from the service that drives their sales and productivity.
Entire areas are seeing a significant cut in bus service options. South Burnaby, for example, loses a lot of the service coverage provided by the C5, C6, C7 and 116 in favour of just one service that seems to replicate what existed before the C5 and C7 were created. Riders have less choice, and it is not as easy to travel to places like Metrotown.
All in all, the more frequent service comes at a cost: new walking distances to buses in some instances exceeds 10 minutes – something that could become particularly problematic for disabled transit users, as well as senior citizens.
In Kyle’s proposal, much of the existing bus network coverage is actually retained, but there area number of obvious flaws: the first that stood out to me being the removal of the C5 – a popular transit link from my station of residence (Royal Oak). Not only does the plan limit an otherwise quick connection with SkyTrain for South Burnaby residents, but the whole plan prevents South Burnaby area commuters from making any connection to Marine Drive (route 100) and South Vancouver altogether, unless they travel to 22nd Street Station.
In many of the proposals, connections with major anchors are compromised. Proposals 2 and 3 cut 8th Street service, as with Mike’s proposal, limiting connections to Douglas College, New Westminster Secondary and many local businesses. In some instances, major anchors are just barely missed; proposal 1 has a great bus route going down Royal Oak that could offer a connection to Metrotown or Royal Oak, but this is eschewed in favour of a turn on Oakland to reach Edmonds Station, which has become a centre for several routes.
The 116 is also removed – which, while explicitly mentioned in his article on the matter – is done without the provision of any replacement, alienating commuters into the South Burnaby industrial areas altogether. The reason for the removal was just something I didn’t understand, especially seeing as the 116 is doing better than many of Burnaby’s less frequent bus routes, ranking 94 of 212 Metro Vancouver bus routes in terms of cost per boarded passenger.
There are also a number of less optimal route choices. In all three proposals, the Forest Grove and Government Street areas are relegated to using a one-way 136 bus service. This will provide a one-way service every 15 minutes or better, but as I (and hopefully you also) know from TransLink’s guidelines on good route design, one-way services usually aren’t very cost-effective, nor are they in any way optimal for mobility at the end of the day.
So what should we do, anyway?
I agree – there’s a lot of room for improvement in Burnaby’s bus transit network. Mike’s proposal shows us that by pursuing a more Vancouver-styled network based on intersecting routes in straight lines, better frequencies throughout can be achieved. Kyle’s proposal also shows us that by simplifying the skeleton, we can make vast improvements to service frequencies.
I do, however, think there’s another important question we need to ask before trying to proceed with anything, that being: Is Burnaby ready for a modified network?
Some of these ideas can be carried forward. Kingsway/12th Street residents (especially those between Edmonds and 14th) coud benefit from a straight route that offers more direct connections to major anchors such as the growing Edmonds Village and Community Centre, Tommy Douglas Library, and Nikkei Japanese Cultural Centre. Straight north-south connections, so long as connections to places like Burnaby Central Secondary aren’t affected, could help residents better and faster connect with SkyTrain service and regional centres. #28 riders could probably live with the longer walk to the bus stop in favour of a straighter and more direct service on Boundary, and a route down Royal Oak Street north of the station would be absolutely great for riders. Optimizations for increased frequency always help.
However, the current network is actually doing fairly well.
As I mentioned earlier, cost per boarded passenger decreased – but did so at a lower rate compared to other areas of Metro Vancouver, exceeded by only the North Shore area where it rose 1.2%. Nevertheless, at $1.33/boarded passenger, this is still the second lowest cost of any area in Metro Vancouver, defeated only by Vancouver itself.
That means that the current bus network is nevertheless working: the amount of passengers attracted to each bus justifies the costs better than in many other areas of Metro Vancouver.
The power of community consultation
The community consultations for the recent route 49 changes were popular, that would have resulted in the end of a longtime service detour to Champlain Heights that has existed since before the Expo line was built, and before the route even serviced Metrotown in Burnaby.
More than 150 stakeholders showed up to the Metrotown consultation centre in protest of the change that would have seen 49 Ave service remain on 49th rather than detour in Southeast Vancouver to service the Champlain Heights area, seen by many planners, riders and myself as a barrier to ridership and reliability on the route. The pre-Expo Line detour costs riders 5 to 10 minutes, mostly affecting riders from Metrotown heading to points on 49th, Langara College and the Canada Line SkyTrain and Richmond.
These stakeholders cited heavy ridership in Champlain Heights as well as the service needs of many seniors in the area as reasons to keep the current 49 arrangement – and I believe they had legitimate concerns. A good friend of mine who I work with in organizing the Northwest Fan Fest event lives on 49th west of Champlain Heights, and was among the more active opposition of the 49th change.
I think this shows two problems with trying to make the transit network better:
Improving the network overall often requires more funding (which we currently are figuring out how to provide) in order to make sure certain groups don’t lose out from the changes
It’s important that there is an active discussion with the community before any bus route changes are made.
Many of the proposals sought forward by individuals like Mike and Kyle or by TransLink itself in any finalized concepts could be shot down in favour of established and subjective needs. At the end of the day, while there’s a lot of room for improvements, I think we’re going to have to be careful to ensure that in the end, both connections are improved and everyone is happy with the new service.
In spite of wide, dubious claims of “taxpayer waste” and awards that were given based on such claims, TransLink managed a surplus last year of almost $50 million, helping restore a reserve fund that has been largely dipped into in the past few years in order to maintain service levels. Revenues increased by 1.6% while expenses were reduced by 1.7%. This happened despite some major introductions in 2013 such as the 96 B-Line rapid bus in Surrey.
Here’s one extremely interesting line in the new report:
Operating cost per service hour in 2013 at $143.55 is 6.3 per cent lower than budget.
There was one more interesting line for me, in 24 Hour newspaper’s report on the matter:
In terms of service cuts, Expo and Millennium SkyTrains did have weekend mid-day frequencies reduced by one minute, but that won’t continue, she added.
In 2013, weekend SkyTrain service frequencies shifted from 6 minutes on individual lines and 3 on combined portions (Columbia-Waterfront, Bridgeport-Waterfront) to 7/3.5 minutes. This is something I campaigned against in 2012 (resulting in a presentation to the Regional Mayor’s Council) contending that savings could be offset by decreased revenue as ridership drops with rider discomfort.
And, indeed, riders weren’t enjoying the reduced service. There was little impact to be had on Sunday…. but on Saturday, it was easy to find yourself passed up if a smaller 4-car Mark I train pulled into the station. Strollers and cyclists faced limitations in boarding trains, and it really did “feel like rush hour all day”. I ended up sending numerous complaint forms myself over Saturday SkyTrain overcrowding, probably among many as complaints per 1 million riders went up this year. Thankfully, due to other efficiencies that have been found in the system, this is going to be over soon. Hooray!
The amount of boarded passengers across the regional transit system dropped 2.2% this year. I could contend that reducing SkyTrain weekend frequencies might have had to do with this, but it’s important to remember that there were two fewer business days than 2012 (2012 was a leap year, and Family Day was introduced in 2013). Farebox revenues nevertheless increased, and at 7.3% this appears to be in line with the average fare increase rate (cash fares rose in January for the first time in 5 years); much of this increase was in shifts to prepaid fares (less cash fare payments! yay!), indicating that riders are choosing to commit to more regular transit use.
By Michael Mui, 24 Hours Vancouver
Thursday, April 3, 2014 10:00:46 PDT AM
Cost-cutting measures such as optimization of bus routes and new software upgrades for SkyTrain have helped put TransLink in the black, according to its annual report.
TransLink chief financial officer Cathy McLay told 24 hours on Wednesday the transit provider had a surplus of $47.9 million at the end of 2013, an amount that’s been added to its “safety net” totaling $342.7 million.
Last year I was working in a building in New Westminster with a window that overlooked the railway crossing at Front Street. There, I witnessed the passing of trains and truck traffic on a daily basis. I still remember wanting to close the window every time I opened it to enjoy the fresh air, because the air smelled like diesel. It just wasn’t something I wanted to breathe, and I kept that window closed as much as I can for the duration of my stay. According to Councillor Bill Harper, Front Street is one of the “most toxic” areas in the Lower Mainland in terms of air quality.
Trucks that use Front Street, as they do regularly with Columbia Street not being suitable for large amounts of trucks, have to contend with these trains, which slowly continue onto the Fraser River Bridge into Surrey. As well, New Westminster residents have to contend with the train whistles, and the air pollution resulting from the stop and go movement. On a transportation basis, it’s not efficient and not predictable to use front street.
This is where a new six-lane Pattullo bridge replacement – which I discussed in a previous blog article and through letters now published in three Burnaby and New Westminster newspapers – can most handily come in.
The Front Street corridor was part of a previous highway proposal called the North Fraser Perimeter Road (NFPR), which was part of the regional Gateway Program. However, both New Westminster and TransLink have placed this project on the backburner, perhaps indefinitely. Plans for a new Pattullo Bridge no longer show a connection with Front Street, and the United Boulevard Extension is off the table.
Instead, the City of New Westminster has discussed the potential to revitalize Front Street into a “neighbourhood street” lined with business and mixed-use development, deconstructing it as the current through route for many trucks travelling from the southwest to the northeast.
The revitalized Front Street concept included a car, bike and pedestrian overpass at Sixth Street, connecting with the new Waterfront Park, to eliminate the railway crossing at Eight Street and – along with the elimination of the Front Street crossing and the closure of Front Street as a through route – result in the elimination of all railway crossings in New Westminster, and associated train whistle habits.
As a proponent of sustainable urban development and a nearby resident just 10 minutes away by SkyTrain in Burnaby, a revitalized Front Street is something I really look forward to. It has the potential to bring increased business, quality of life and tourism to New Westminster, benefitting everyone in the big picture.
Already, new investments into the community like the Waterfront Park have greatly improved the quality of life in New Westminster, and have given people across the region more reasons to come into New Westminster. More than ever, New Westminster is an accessible, vibrant regional centre – and I think that planners and decision makers should be building on that momentum that started with first steps like Plaza 88 at New Westminster Station and the under construction civic centre across the street.
However, the construction of a six-lane Pattullo Bridge with extra capacity to redirect traffic is the only way the City of New Westminster can realistically follow through with this priority.
While the City has discussed redirecting trucks onto alternate parallel corridors like 10th and Royal Avenues, neither are very suitable for trucks. The former is a two-lane, low-capacity corridor for much of its length not suitable for schedule-oriented goods movement. The latter puts trucks through a climb on a very steep hill, which apart from being an issue for truckers themselves, creates noise and pollution for New Westminster residents.
The issues with 10th and Royal were being discussed in detail in New Westminster’s official downtown community plan. However, these discussions seem to have been ignored in more recent viewpoint establishments.
It remains a fact that the South Fraser Perimeter Road (SFPR) with an expanded Pattullo Bridge can fulfill a role that Front Street currently dominates: getting trucks and goods from the South-of-Fraser ports in Delta to Northeast sector ports and industrial centres. A six-lane Pattullo Bridge is the only way to facilitate a direct connection between the SFPR and Columbia Street and totally replace Front Street as well as the heavily congested Queensborough Bridge in this segment with a reliable alternative.
I think the City of New Westminster could be taking this into account in having a position on a Pattullo Bridge replacement. Being open to six lanes, the possibilities with Front Street would be endless.
NEXT UP: Pattullo Problems – 3: Queensborough Matters
NEW: Read my letter supporting a six-lane Pattullo Bridge as it appeared on the Royal City Record…
New Westminster’s Jim Lowrie told us that a six-lane Pattullo would cost about twice as much as a four-lane bridge, but the released study reports an entirely different number. Given the actual premium for two extra lanes stands at a more reasonable $200 to $300 million, I am in favour of a six-lane bridge.
Before anyone complains, I think it’s important to establish first what exactly the extra lanes will be for, where will they go, and what are the benefits.
I have heard some complaints about how McBride would become a “six-lane expressway” and overload New Westminster and Burnaby streets with traffic. But TransLink’s concepts from last year’s consultations show that the third lane is intended to split off towards Columbia Street north of the bridge – a road leading away from New Westminster….
This is the first in a series of several blog articles I’m going to be publishing on why I think a Six-lane Pattullo bridge (as opposed to a four-lane Pattullo bridge or other options) does make sense and should be built. The articles will publish every week and discuss my viewpoint in-depth.
^ This is the headliner for a recent Letter to the Editor I submitted to the Burnaby News Leader (and to other local newspapers, pending publishing) with my viewpoint on the Pattullo Bridge. In it, one of the things I’m trying to do is get readers to start asking and finding answers to the question:
Why do we need a new Pattullo Bridge? And how could it be useful to us?
I think the first and foremost reason and benefit is the most obvious and well known: the current bridge is built to old standards with narrow lanes and poor seismic resistance, and could potentially be a major liability for the regional transportation authority. It is past its lifespan and needs to be removed or replaced. Since the bridge is an established goods movement corridor for close to 70,000 vehicles daily, the consensus has been that it needs to be replaced – but some decision-makers, including a few in my current city of residence, are suggesting that the bridge should be torn down with no replacement.
I think the most important things we need to consider – the aforementioned questions of why and how, and the establishment of the actual issues – have been missing from the many viewpoints I have read over what needs to be done for the Pattullo Bridge, from both locals with an opinion and officials with decision-making authorities.
What makes 6 lanes more special than 4
As early as two years back I had been commenting on opinions discouraging the build-out of the Pattullo as a six-lane bridge, finding that the writers are not exactly seeing the big picture. When I lived in Surrey two years ago, I sent a letter to the New West News Leader pushing very much the same viewpoint I am trying to push now. I contended a person with the thinking that the lineups approaching the bridge will increase with the expansion of the lanes and the removal of merge points:
There is an unusual mentality among many New Westminster residents complaining about a six-lane Pattullo Bridge expansion. It particularly caught my attention last week when Mr. Vladimir Krasnogor sent in a letter to this paper.
I’d like to point out one ridiculous claim: “With a new six-lane bridge, the traffic jams will extend to five to six blocks, but the actual number of cars going over the bridge to Surrey will not increase by much.”
If there will be no more vehicles crossing the new bridge than the existing one but the bridge will have more capacity and through lanes that prevent merging movements, wouldn’t lineups through New Westminster get shorter? His logic defies itself.
While the City of Surrey has contended that a six-lane Pattullo Bridge is necessary, it has done so in a way that many New Westminster residents and officials have found to be quite ignorant – which has allowed this wave of incomplete, not-so-well-thought-out opinions to dominate the public scene. While I don’t disagree in that the city of Surrey has not exactly been very mindful of New Westminster’s community integrity, I do agree with the need for a new six-lane connection over the Fraser River to replace the Pattullo Bridge.
It’s just the fact that constructing a six-lane Pattullo is the most practical solution for so many problems – more than New Westminster residents have been thinking of. In one go, we could solve all of these problems with widespread support for a six-lane Pattullo Bridge:
Seismic and road-standard safety issues on the existing Pattullo Bridge
Safety issues on the existing Queensborough Bridge – which, in case anyone hasn’t noticed, also has very narrow lanes
Congestion and pollution on New Westminster’s Front Street, Columbia Street and Royal Avenue(s) through SFPR connections
Major flaws in New Westminster’s plan to revitalize Front Street
Growing congestion levels on the Queensborough Bridge, hampering commutes on some of the region’s fastest growing regional bus routes and hampering growth, prosperity and productivity in Queensborough
Growing congestion levels on approaching roads such as 20th Street and 6th Avenue, which hamper intra-community movement in New Westminster
Growing congestion levels on the Alex Fraser Bridge, affecting goods movement from port to port
Funding (because a six-lane Pattullo Bridge expansion decongests the Queensborough and Alex Fraser Bridges, which are important ports and goods movement corridors for the region and for the country, there is a significantly improved case for provincial and federal funding for the Pattullo replacement).
You’re a pro-transit advocate. Why do you even support more lanes!?
There are actually a number of transit-related problems that a Pattullo replacement with six lanes could help solve – in particular, I’m talking about transit routes downriver crossing the Alex Fraser and Queensborough Bridges. In the following weeks, I will be elaborating and writing on the above reasons and many others in a new topic-centric blog series (akin to my popular “No Credit for TransLink” series) titled “Pattullo Problems“, which will discuss the many problems brought up by the current Pattullo setup and potentially solved by a new one.
The next article will discuss how a 6-lane Pattullo Bridge can tie in with New Westminster’s Front Street revitalization plan.
There were a few other people with me in the waiting room at Surrey’s (old) city hall on January 15th. I was waiting to present to the Transportation and Infrastructure Committee on the missing 156 St Rapid Bus Stop and a few other were sat with me, which compelled me to start a discussion on matters of transit.
This was where I first heard a concern about the expansion and usage of the South Surrey Park and Ride, hearing that the new lot wasn’t being used effectively and also hearing that the new park-n-ride fees had something to do with it. Earlier in the day I had passed this park-n-ride lot on the commute to city hall from my university in Richmond. Looking at the facility from the windows of my 351 bus, I did indeed notice that the newly expanded portion was sitting there largely unused – and this was at 1PM on a Monday, when commuters using the lot had parked there to ride to their jobs.
So, I’m sure there were a lot of people in Metro Vancouver who raised their eyebrows and turned their heads this week when the Canadian Taxpayers’ Federation – an avid and frequent critic of TransLink – awarded TransLink with a “Teddy Award” for wasteful spending over this issue.
BY GORDON MCINTYRE, THE PROVINCE – FEBRUARY 27, 2014
Like the hospital with no patients in the old British comedy Yes Minister, like the “road to nowhere” in Alaska that leads to a non-existent bridge, TransLink can boast of an expensive tax-funded project that isn’t used, too.
It’s a vacant lot. The problem is, it’s also a parking lot, a lot no one parks in, and it cost $4.5 million to build.
“Aren’t there better ways to spend that money?” Jordan Bateman, B.C. director of the Canadian Taxpayers Federation, asked. “I’ve been here four times during workdays and there has never been a car here.”
Did TransLink sit still? Not at all. And, they were correct in stating that the $4.5 million expansion was funded by the provincial government in its entirety, with TransLink in charge of only the operations and maintenance. I think this was a great defense and really all that they needed to do – but CTF’s Bateman doesn’t believe it. Accusations on TransLink have taken the media and public by storm as media agencies rushed to report on the matter.
Seeing the empty new park-n-ride lot for myself demonstrated to me that the model with which TransLink is approaching park-n-ride users is not currently working, and in this regard the CTF may have a point. However, I also think that they are wrong in two regards: 1. that the expansion of this park-n-ride facility is an impractical and wasteful decision at the end of the day; 2. that TransLink should be chastised for this apparent “waste”. I think that TransLink made a great decision to allow the park-n-ride expansion a priority while the funding was available from the provincial government.
So, to introduce the third installment in my “No credit for TransLink” blog series, let me tell you what’s wrong with the CTF’s rationale for the Teddy Award given to TransLink:
Part I: A reality check
I think one of the things that really helps us get the correct picture about issues like these is to get a view of how something began and progressed. To aid readers, I have created a timeline graphic that shows this park & ride issue from start to finish. Pay attention to the dates and ordering of events.
I don’t think anyone realized this, but the park-n-ride expansion itself was announced by the B.C. Government as part of a $60.5 million highway improvement package on October 12, 2012 – an expansion commitment was made afterTransLink’s proposal to start charging fees across all parking lots in the region, which was part of the draft 2013 base plan being discussed in September.
This was a sudden announcement by the B.C. Government. The minutes for meetings of Surrey’s Transportation and Infrasructure Committee and other relevant reports that were made approaching the announcement suggest not only that the expansion was not being discussed until about the time it was announced, but also that TransLink was looking to alleviate the overcrowding issue in South Surrey through other means.
Shortfall 1: No communication
While TransLink had been studying the expansion of the park and ride back in 2010, this wasn’t the solution TransLink was looking for in July 2012, just as TransLink was beginning to tow cars out of the park-n-ride in order to deal with its overuse. At the time, TransLink contacted Grace Point Church, a nearby church on 34th Ave and King George Blvd that is served by stops for the same routes that pass through the park-and-ride.
As the Church parking lot is of course largely disused on weekdays, it represented an opportunity to service riding passengers on South Surrey buses. TransLink would have required a temporary use permit and to install revenue machines on the lot to operate it as an extension of South Surrey’s Park & Ride.
The plan was to begin negotiating the temporary use permit in the fall, but by then it had been made unnecessary with the provincial government’s announcement of a park and ride expansnion, as part of a highway improvement project that would have also added many interchanges to the area.
Any solution would have appeased many residents in the area and Surrey’s Citizen’s Transportation Initiative (CiTI), who had been advocating for a solution to address park-n-ride overcrowding. However, CiTI did not specify that it had to be an expansion of this lot – rather suggesting that new park and rides were necessary.
What this showcases is that the direct expansion of the park-n-ride really wasn’t in the interests of TransLink or any stakeholders at all. There appears to have been no communication with TransLink on whether other solutions were possible, no consultation with the public, and no prior communication with the City of Surrey. Mention of the park-n-ride’s $4.5 million expansion did not show up in the city’s Transportation and Infrastructure Committee discussions and minutes until October 15 – 3 days after the province’s announcement.
Shortfall 2: Surrey’s failed anticipation and action
BY KELLY SINOSKI, VANCOUVER SUN – JANUARY 15, 2014
Surrey city officials are poised to impose parking restrictions around the South Surrey park-and-ride lot, following complaints that drivers are clogging local streets to avoid a $2 parking fee at the lot.
Coun. Tom Gill said the issue will likely be raised at the transportation and infrastructure committee Monday and will probably involve posting ‘no parking’ signs around the area.
The city has shied away from Vancouver’s practice of having permit-only residential areas, he said, and likely won’t adopt that here.
“We are looking at a new strategy,” Gill said. “I would suggest we’re going to be forced to look at some sort of parking restrictions on the side streets given the demand.”
The issue of the park and ride’s underutilization was paralleled by resident complains that local streets near King George Blvd were being used as free “park and ride” spots, a major shortfall that had not been anticipated by the City of Surrey. As reported by the Sun’s Kelly Sinoski, Councillor Tom Gill suggested that the issue woud be raised at the Transportation and Infrastructure Committee meeting during which I was in attendance.
This didn’t happen. Meaning, this issue for now remains unresolved.
In conclusion, we’re pointing the blame finger in the wrong direction.
The park-and-ride fees were put into place at about the same time the park-and-ride expansion opened – but this had little to do with the underutilization of the new parking lot. The fees were actually in place over a week before the expansion opened and the decision making process that resulted in the fees neither had to do with the expansion, nor did it target that park-and-ride exclusively.The CTF’s Teddy Award also completely fails to consider municipal-level issues that have not yet been solved.
It’s clear that TransLink had no responsibility in the current situation facing South Surrey commuters, and the Canadian Taxpayers’ Federation does not have a suitable rationale for giving TransLink a “Teddy Award” for taxpayer waste over this situation. The Canadian Taxpayers’ Federation should revoke this award, apologize to TransLink, and make a statement to the public about its mistake.
The Canadian Taxpayers’ Federation should revoke the municipal Teddy award given to TransLink, apologize to TransLink, make a statement to the public about its mistake, and reassess its criteria for future Teddy Awards ceremonies. (darylvsworld.wordpress.com)
Part II: Bad coincidence, or growth investment?
I don’t think that it’s viable to see this as a waste of taxpayer’s money, and there are good reasons for this. At the end of the day, there are two ways in which you can properly view the decision to expand the South Surrey Park & Ride while charging fees on it.
This is a picture of Morgan Crossing. It is the built-out centerpiece of Surrey’s Grandview Heights NCP (new community plan) and features a center where residents of the area can access retail and services. Accompanying this centre is a set of medium-density apartments: the center is largely built as mixed-use development, with shops at street level and condominiums up above it. There’s a lot of population in this newly developed area of South Surrey.
This is a picture showing the extent of the city’s Grandview Heights NCP.
And this is a picture showing how much of it is actually built. (Google Earth – May 2013 image)
As I was mentioning, you can see the expansion of this park-and-ride and implementation of parking fees as a bad coincidence. Or, you can see it as a growth investment to accompany one of the largest community build-outs in Metro Vancouver.
I think we should give the decision-makers some credit for anticipating high growth in this area and increased demand for transit, especially as the coming development increases congestion on Highway 99 (that expanded Massey Tunnel or Bridge is at least 10 years out!)
This was a horrible accident which has changed many people’s lives. I feel for all these people and hope they have the support and understanding they require to recover as best they are able to continue on with their lives.
However, during the period when my daughter attended Kwantlen University I often dropped her off and picked her up at different times of the day, I saw many of the local high school students crossing the street wherever they wanted instead of using the safer alternative of crossing the street at 72 Avenue and 128, which is a light regulated cross walk and not far off their chosen path. In addition, these students were often on their cell phones, engaged with one another and not paying attention to the traffic and their own safety.
High school students go on to Kwantlen campus (why?) and often walk in a horizontal line across the limited driving lanes in the parking lot, disrespectful of vehicle drivers doing their best to safely navigate through a maze of students, who are not walking where and as they should be (on the side, single file). Drivers have to come to complete stops and wait. It was a very frustrating situation for drivers accompanied at times by rude behavior from the students.
I hope that the administration at Princess Margaret high school have had numerous pedestrian safety workshops for students teaching them their own responsibilities when walking in traffic, and that Kwantlen University is not their ‘playground’.
Perhaps the Surrey School District should share in the responsibility and have secure high fences around the entire school premises with designated entries/exits which would file students/visitors on and off the premises using safe methods (e.g. entry/exit onto 72 Avenue where they would then walk to the street corner to cross in the light-controlled crosswalk; entry/exit at the back to then cross at the new crosswalk). Otherwise, 128 Street could be ‘littered’ with crosswalks every half block based on where the high school students choose to cross the road! What a traffic nightmare that would be.
I hope that the safety of all improves with this new crosswalk, student traffic/safety education and that suggestions from community people be heard and possibly implemented.
According to City of Surrey & BC by-laws, students crossing to reach the businesses at 70th Avenue are not jaywalking. This is because they are crossing more than 1 block away from the lighted crosswalk – and Surrey bylaws state that if there’s no crosswalk, you’re expected to just cross. Lunch break at Princess Margaret is just 45 minutes long. You seriously cannot (and I mean CANNOT and SHOULD NOT) expect students to go out of their way to 72nd Ave on limited lunch time. I reckon that habits of running and hurrying would make them even less safe than with the current arrangement where they cross 128th St closer to the businesses.
As I mention in my above write-up, I am a graduate from Johnston Heights Secondary in Guildford. Previous to my 9th grade year, students were regularly crossing 4 lanes of 100th Avenue, either at an unmarked location on 153rd Street – not within 1 block of any signalized intersection – or at varying points to the west and east, within 1 block of a signalized intersection and thus doing so illegally. This crosswalk and another on 152nd St was signalized in 2009 and all students use the signalized crosswalks today. They were a huge success, and they are benefiting not only school students, but also the entire neighbourhood through improved access on several fronts.
128th Street does not have to be littered with crosswalks every half block – there are two spots where signalized or at least marked crosswalks do make sense. My experience at JH demonstrates that one or two crosswalks would probably be fully successful at preventing crossing at any unmarked spots.
I don’t think that money spent to educate students on where to cross and not cross the road would be money not well spent, but think of the logistics – you’d have to do this every single year. A signalized crosswalk, on the other hand, would be not only be a one-time investment – there would be a cost offset through economic benefits, as the crosswalk may encourage students to check out the local businesses. It can’t be denied that ease of access matters a lot in our society. Why do you think high-density neighbourhoods are popping up along the SkyTrain lines throughout Metro Vancouver?
On the issue of high school students going into Kwantlen and crossing the parking lot the way they do…. well, it’s a parking lot. Do you seriously expect students to adhere to unwritten rules of walking along the edge of a parking lot that does not have any proper sidewalk or walking path defining a pathway to Kwantlen? I would think that Kwantlen needs to make changes to their parking lot design if through pedestrian traffic is supposed to be accommodated.
Lastly, please allow me to say that I take issue with your suggestion that PM Secondary be turned into a prison with high fences around the entire premises and limited exits from all directions. What did we do to deserve that kind of shame? And, what do you think we are? Sheep!?
I recently updated my List of Linear Induction Motor rapid transit systems [LINK] list to reflect the opening of Guangzhou Metro’s Line 6 – the world’s newest “SkyTrain technology” line, adding 25km of linear motor trackage to Guangzhou’s Metro system. The opening was met with a celebration last week.
The new line is expected to carry 700,000 passengers daily (about twice as much as our SkyTrain system carries) in the first month – making it one of the world’s busiest applications of SkyTrain technology on a rapid transit line. Guangzhou now has 100km of active linear motor rapid transit track – twice the length that Vancouver has on our SkyTrain system. Line 6 has both above-ground sections and tunnel sections; the latter in particular takes advantage of the low-height of linear motor cars, which enables smaller tunnels and cost savings.
Line 6 is very unique among the Guangzhou Metro Lines in that it has the most stations, the most passenger amenities, and offers the most frequent service of any Guangzhou Metro line. Basically, Guangzhou has chosen to build the most important subway line in the city with SkyTrain technology.
Guangzhou Metro ordered almost 200 linear motor rapid transit cars from Itochu and China’s CSR Sifang for Line 6. [SEE LINK]
A recent Vancouver Sun piece [LINK HERE] that I’m planning to send commentary on took note on the apparent obsolescence of “25-year-old SkyTrain technology”. The opening of this new line in Guangzhou, which is a high-capacity application, shows that this is far from true. In fact, there’s new research going on in India [LINK] at the Indian Institute of Technology (Banaras Hindu University) Varanasi to make it the fourth country to offer a “SkyTrain technology” product – after Canada, Japan and China.