If you’ve read about me in any way, you’ll likely know about my issue with the Surrey at-grade rail (Light Rail Transit) proposal. It was the turnkey issue that became responsible for dragging me into a world of politics. As a stakeholder, it motivated me to educate myself as best as I could about issues in the community, and is the reason why I pay attention.
My problem with Light Rail? As much as everyone seems to like the option – especially over a SkyTrain expansion – and as much as it DOES work well in many locations around the world, the reality of Light Rail in Surrey is that it won’t help us achieve ambitious goals (rather restricting us from getting to them ever); won’t move our people the most efficiently; and won’t give us the most benefits for the cost.
These aren’t wild claims; these are facts and stats that have been made clear in numerous studies, including TransLink’s Surrey Rapid Transit Study. So far, people across the city of Surrey – from stakeholders to big advocacy organizations like the Surrey Board of Trade – have disregarded these facts and stats. It really dismays me to see that over $5 million that was put into the Surrey Rapid Transit Study – which was made specifically to compare the rapid transit options from a technical perspective – is largely going to waste.
One of the most alarming things about the proposal for me is that one of the proposed corridors (104 Ave to Guildford Town Centre) will actually see transit worsen with Light Rail, especially during its construction. It’s been a concern not just as a long-time resident of the Guildford area (and a rider on 104th Ave transit routes), but as a generally astute Surrey issues follower for the sake of citizens in all areas, and our region.
With over 5 years of advocacy of Light Rail Transit from numerous city organizations and politicians, stakeholders like me now face a situation where city organizations that control our future unanimously support Light Rail and unanimously disregard its serious downsides. Light Rail for Surrey was recently approved in the Mayors’ Council’s regional transit vision, which is why I believe the time for action is more urgent ever. It’s a perfect time, actually, with the next municipal elections only months away and the attractive lure of political discussion in this city being just around the corner. I think there’s a real potential to turn this around, and I think it has to be done more than ever.
So today I present you with a new Surrey Rapid Transit Vision: a vision that promises more practicality at a lower cost, and with more than twice the transit improvement benefits for our citizens. And, I plead that you don’t ignore this.
It’s the convergence of my best research, put together in a way that residents, current politicians and candidates for the upcoming Surrey municipal elections will be able to understand. In the following months you will be seeing me circulating this presentation to associations in the city and working hard to make this issue clear in advance of the next municipal elections. You’ll see me contacting potential Mayor and Council candidates, current politicians, the media and stakeholders about this issue. You’ll see me working at this because I believe this is a big issue and people NEED to hear about it, right now.
Without further ado:
Vibrant Communities, Productive Citizens: A Surrey Rapid Transit Vision
(Recommended: Tap the icon on the bottom right to view in full screen!)
Now that I guess we’re all in a sort of transit thinking mindset with yesterday’s Mayors’ Council plan reveal, here’s a bit of transit history!
I found this old transit map dating from about 10 years ago while on a recent internet browsing rampage. Here are some highlights about our previous transit network:
Unbuilt/nonexistent:Canada Line SkyTrain, VCC-Clark Station, 96 B-Line
Other nonexistent routes: 84 VCC-Clark/UBC,555 Port Mann Express, 301 Newton/Richmond, 791 Maple Ridge/Braid Stn, 620 Tsawassen/Vancouver, 430 Metrotown/Richmond, 531 White Rock/Langley, 364 Scottsdale/Langley, C12 Lions Bay
The routes were coloured in red!
Different route numbers! The #10 was part of the #8, and the #14 was the #10
No #9 service whatsoever past Alma
#135 continues to Stanley Park Loop
Today’s C21 and C23 were previously the #1
Today’s C5 and C7 were previously the #114 and #115
Today’s C71 and C73 were previously the #317 and #328
Richmond had several peak hour express routes (491, 496, etc) that complemented local routes and ran to Vancouver
The #41 used to do an evening detour onto Thunderbird Blvd at UBC
The #640 was the Tsawassen Ferry route!
The #319 portion between Scottsdale and Newton was served by separate #322
The #340 was one huge, confusing mess of a route running on today’s 340 and 341 bus routes
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.
“The LRT or BRT plan to Guildford is very inconsiderate… Never mind the permanent effects – during construction, Guildford residents will be giving up quality transit altogether. Commute times to Surrey Central will double or worsen as 96 B-Line buses must share that one lane of traffic or detour.” All this for several (four plus) years to save one minute using the LRT.
If anything, these words probably highlight one of my original reasons to oppose the Surrey Light Rail transit plan, then as a resident of the Guildford area of Surrey. This later materialized into a strong research effort and the establishment of an advocacy website (skytrainforsurrey.org), one of my biggest efforts since I started discussing transportation and politics issues throughout this region.
My support for SkyTrain-type rapid transit in most any situation, something I understand a lot of you criticize me for, is probably no secret. Yesterday, in a gesture of support for planned SkyTrain on Broadway, I launched an article criticizing one planner’s poorly laid “alternative”. It was a big hit, achieving an April-May viewcount record for my blog and becoming a popular discussion topic on other blogs and boards such as on reddit.
Now that I’m returning to this long-time advocacy priority of SkyTrain for Surrey, I hope to engage the same type of discussion. This is beginning to materialize: the Now just published a newsletter I sent encouraging the next running Mayor for Surrey to show some support for SkyTrain as a rapid transit alternative for Surrey. You can read the new letter in today’s Surrey Now issue or here online.
One reader is adamant that expanding SkyTrain would serve Surrey much better than Light Rail Transit.
Surrey’s departing Mayor Dianne Watts told reporters at city hall one of the things she regrets is that she couldn’t secure Light Rail Transit (LRT) for this city, which will probably do all of us very good.
It was three years ago when she announced her LRT ambitions on the basis that SkyTrain is too expensive and disruptive. But SkyTrain has spurred billions in real estate, building entire communities like Metrotown, Brentwood and downtown Richmond. It’s building our city centre right now and is what’s responsible for making it a more vibrant area.
Because of SkyTrain, Metro Vancouver’s transit system isleading in ridership attraction in North America– ranking 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.
LRT has its own downsides. It’s slower, vulnerable to accidents, and we don’t get many transportation benefits. A study suggested the monetary value of LRT’s benefits will not recover costs.
There are other implications. The LRT or BRT plan to Guildford is very inconsiderate, removing two traffic lanes on 104th Avenue. Never mind the permanent effects – during construction, Guildford residents will be giving up quality transit altogether. Commute times to Surrey Central will double or worsen as 96 B-Line buses must share that one lane of traffic or detour. Graduating students and Guildford’s many low-income residents won’t find the options they need to manage busy lives, access jobs and get to classes.
All this for several (four plus) years to save one minute using the LRT.
SkyTrain can cost more money to build but will give us actually veritable benefits. Imagine this: vibrant communities and productive citizens. Less traffic and safer roads. Newton to Guildford in 13 minutes.
Our high-quality, grade-separated rapid transit system gives us these benefits and more, and I want to see the next Surrey mayor pushing for SkyTrain.
Critics of SkyTrain as a technology and rapid transit option are everywhere. Largely motivated by a fear of all megaprojects with high capital costs, SkyTrain critics are vocal, active, and will stop at nothing to act on this fear. They deny the productivity and developmental benefits that the system has given our region, and they refuse the potential that SkyTrain has to continue to be useful to our region if extended further.
With a $3 billion capital cost, it’s no surprise that numerous SkyTrain critics, fearing the investment cost, have scrambled to promote or find alternatives. “Just another SkyTrain critic” was my first response when I first read about an “alternate proposal” for a Light Rail Transit (LRT) line on 16th over a Broadway subway crafted together by Adam Fitch – a planning technician for the Thompson Nicola Regional District – just over 1 year ago when it was featured suddenly in the Vancouver Sun.
But, the response seemed to be triggered by an absolutely valid series of concerns over the impact on businesses on Central and West Broadway if an at-grade LRT were to be built on Broadway itself – including the loss of parking, impacts to parallel cycling routes, and expropriation at a few properties (particularly at Broadway and Kingsway/Main) where it would indeed be necessary. I suspected that Fitch crafted the idea to counter the imminent disappearance of LRT consideration from public policy in Vancouver.
…The most appropriate solution, with due consideration for costs, regional transit priorities (i.e. Surrey, etc.) and time frame (10 years from now to build the subway at a minimum) is to build a mainly street-level light rail along the CPR corridor, the Arbutus corridor, and West 16th Avenue to UBC. Compare this route with a Broadway subway on cost, construction time and capacity, and it prevails.[READ MORE]
Over the years, this idea continued to circulate in the local discussion scene. It has been featured on a number of regional transit issues outlets, including: Price Tags, Stephen Rees, Rail for the Valley (obviously) and – most notably, but not surprisingly given the paper’s perpetual pro-LRT bias – the Georgia Straight newspaper, in a feature with an intimidating headline that immediately implies that the alternative is “better” – or at least, as reviewed by editor Stephen Hui.
Critics of the planned Broadway SkyTrain wasted no time backing this idea, calling it the next big thing, triumphing it as a “realistic priority” and denouncing the SkyTrain extension proposal as “another megaproject” in the comments for this article.
I find it unfortunate that these people were given this opportunity to further this cause, because it honestly surprises me that the idea – despite the objections from many others aside from myself – has not already died. The fact of the matter that some editors at the Georgia Straight (among others) haven’t seen is that the 16th Ave LRT and B-Line combo idea is a poor, discredited and badly planned idea from someone who doesn’t have a clue how this city works.
A 16th Ave LRT just doesn’t work
I contend that advocating for this idea is a collosal waste of time and money for three simple reasons:
No benefits to Central Broadway riders
Few, if any, benefits to UBC students
Doubling of annual operating debt
Let’s put it into context:
Take a look at this stylized map showing both the routings for the planned Broadway SkyTrain extension and Adam Fitch’s LRT proposal. Notice how the planned Broadway SkyTrain services all of the busy business and activity districts on Broadway, but the LRT misses them – making the only possible benefactors the rider from either existing SkyTrain Lines, Broadway & Arbutus, and residents along the 16th Avenue corridor.
What this show is that there are clearly no benefits to Central Broadway riders – which actually make up a significant majority of the current 99 B-Line’s ridership, as opposed to UBC – and the West Broadway business district is missed as well. That’s millions of dollars in economic potential that could be unlocked, but that isn’t happening under Fitch’s plan. In what would quite possibly be the least equitable planning move in Metro Vancouver transportation planning history, billions of dollars would be spent to benefit only a small portion of the tens of thousands who are actually facing the problems that riders are facing on the Broadway corridor daily.
As many, the Adam’s proposal apparently assumes that the main demand is on UBC. It is worth to mention that the numbers ran by Translink suggests that the highest demand is on the central Broadway portion (Voony’s Blog)
It was one of the shortfalls I mentioned in my original letter to the sun responding to the concept. The City of Vancouver’s report on Broadway rapid transit finds that the Central Broadway area generates at least as many trips as UBC, if not more.
It is extremely important to bring any rapid transit to where the anchors and trip generators actually are – both at the ends and along the route itself. That’s why the Canada Line uses the Cambie Street corridor, as opposed to either Granville or Arbutus Streets – because it provides strategic connections to busy anchors like Central Broadway, City Hall, various major hospitals, Queen Elizabeth Park, and Oakridge Mall along the way.
The indirectness of the proposal also has some other consequences: the proposal is 2.3km longer than any route going down Broadway, an additional distance that not only adds to the proposal’s capital costs – it brings up the travel times as well.
On top of the longer line distance, while parts of the line will be capable of 80-90km/h operation like SkyTrain – supported by crossing gates and some tunnelling – there are several portions of the line that will need to be limited to 50-60km/h speed limits – further dampening the supposed speed benefit:
As a result of the longer distance combined with the speed restrictions, the proposal fails to offer a significant benefit to the one possible travel crowd that could seriously benefit: the UBC traveller; which brings me to my second contention: the Fitch proposal offers few, if any, benefits to UBC students.
With the longer route and deferred connections, it’s reasonable to think that many riders – especially in non-congested off-peak hours, when the 99 B-Line trip takes as little as 30-minutes end-to-end – will opt to continue using the 99 B-Line on Broadway.
This especially applies for UBC students who live on campus, where the 99 is an important connection to businesses in Point Grey/Sasamat, West Broadway and Central Broadway. Fitch’s proposed LRT links fewer business centres, with the first major business cluster from UBC being reached when the line hits Dunbar – a full 6km away, twice as far as Sasamat. Meaning, for items and needs like groceries, doctor’s appointments and other outings, UBC students likely won’t be utilizing the billions of dollars spent on Fitch’s LRT – they’ll be continuing to use the 99 B-Line.
Which brings me to the third reason why Fitch’s LRT proposal is an extremely bad idea: with the required retention of the 99 B-Line, the Fitch LRT proposal doubles the annual operating debt of providing Broadway-UBC corridor transit. By not replacing the 99 B-Line, the operating cost of providing UBC-Broadway corridor transit can only increase.
Versus the current (“business-as-usual”) setup that includes the 99 B-Line, the planned Broadway SkyTrain is expected to save $7 million incrementally in annual operating costs (see: design guide). With estimates already pitting the operating cost of a separate LRT on Broadway itself at over $10 million annually by 2041 (in 2011 dollars), the operating debt with the Fitch LRT simply doubles over the existing setup.
The bigger picture
I could go so far as to say that the Fitch LRT proposal hurts the entire region, because it is really that short-sighted in terms of practical thinking.
As aforementioned, the planned driverless SkyTrain extension is expected to save $7 million in annual operating costs – savings that could be redirected to improving transit around the region. With over 54,000 new transit trips daily attracted around the region – more than double other studied options, including any theoretical LRT on Broadway itself – the planned Broadway SkyTrain generates new fare revenue. That would have also been a serious contributor to expanded transit around the region.
The elimination of the 99 B-Line also means bus services improve throughout the region – because the 99 B-Line consumes more than half of TransLink’s articulated diesel bus fleet. These buses could be redirected to other busy routes in the region to address growing transit demands.
With the Fitch LRT proposal, none of these improvements are able to materialize.
Such bus service redirection can also take from the numerous other high-frequency bus routes that connect to UBC from different parts of the city, usually during peak hour periods. These are the:
43 Joyce Station – via 41st Ave and Oakridge
44 Downtown – via 4th Ave
84 VCC-Clark Station (ALL-DAY) via 4th Ave, Olympic Village and Great Northern Way
480 Bridgeport Station (ALL-DAY Weekdays) – via Kerrisdale and Marpole
The planned Broadway SkyTrain is the only option that offers the significant travel time benefits (cutting travel time between Commercial-Broadway and UBC in half, to 19 minutes!) that could enable the truncation of some of these routes to save even more money annually. For example: the 44 duplicates the 84, and is likely to be eliminated in favour of the faster connections downtown riders will get by utilizing the Broadway Subway with connecting routes and the Canada Line. The 480 could also be eliminated, perhaps following my suggestion. However, with the incremental operating cost savings, bus service on even these routes could theoretically be increased without costing more than the transit on the Broadway-UBC corridor today.
By denying these benefits and choosing an alternative simply because it offers the prospect of less initial capital cost, the region loses out on better transit both on Broadway itself and elsewhere.
Responding to the Straight over the mention of Vancouver Mayor Gregor Robertson being on record for supporting the planned Broadway SkyTrain extension, Fitch rather arrogantly proclaimed in the opening of the recent article on his proposal:
“He’s wrong on probably four or five fronts.”
But, as an upvoted commenter pointed out, he didn’t list a single one. Which I think highlights another problem with critics who fear studied and decided megaprojects and act quickly to try and debase them: they don’t do a good job at it. In this case that doesn’t help, because I think that the City of Vancouver has done an excellent job at laying down the benefits and the business case of a Broadway SkyTrain extension – probably much to the dismay of many critics who have already quit.
As for Adam Fitch’s 16th Ave LRT proposal, it’s evident that not only does it have no case – it really has no argument either.
Author’s note: Thanks for reading this far! I encourage you to subscribe to my blog by clicking the “follow” button on the left sidebar! As I previously mentioned, I will be detailing why there is really no alternative to the Broadway subway – how its business case is proven, and why any alternatives just do not work – in a follow-up article.
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.
I almost let this one slip under my nose! It looks like the Langley Times published one of my letter submissions from last month.
One of the things I noticed in the letter I responded to is how misinformed some TransLink critics can be on who did what. I could explain more, but the best explanation would probably be to read my letter:
Editor: I think that Gordon Price is right — whoever set this widespread anti-TransLink agenda has really damaged the state of transit debate in this region.
Particularly, the recent letter in The Times (“TransLink is never satisfied,” Sept. 12) is like many I’ve read before, in that it’s painting a completely incorrect picture of TransLink. If you’ve heard about the .5 per cent sales tax proposal recently, it was brought up by two well-known South of Fraser transit advocates — not by TransLink. TransLink’s board has never requested a sales tax of such calibre for transit.
The .5 per cent sales tax proposal was first brought up earlier this year by a group of people we have previously elected to lead us: our mayors. The Regional Mayors’ Council has been very vocal in trying to ensure that transit investment in this region can move forward.
Why is that? Because they know that investing in transit is the most efficient way of providing needed new transportation options for a growing population….
Police searching for driver of silver four-door Mercedes with tinted windows and large, stock rims CBC News Posted: Jun 07, 2013 4:06 PM – RCMP are searching for the driver of a silver-coloured Mercedes who struck a young boy and drove away in the Surrey neighbourhood of Fleetwood Friday afternoon. Five-year-old Arshdeep Singh Sidhu is recovering in hospital after being struck by the car, his aunt told CBC News.
Surrey RCMP Cpl. Bert Paquet said the hit and run happened in the 16100 block of 92nd Avenue at around 3 p.m. PT. (More on CBC news)
It has only been a few months since I took notice of an incident this past summer in Fleetwood that sent a 5-year-old boy to the hospital. The incident gained particularly big attention from the media as it was a hit-and-run. I was just reading the news that day and it struck me that the accident occured in a place that is within easy biking distance of my home. So, the next day, I decided to head out on my bike and check out what the area looks like.
This is what I found:
First of all, let me start off by pointing out what is wrong in these pictures:
One side of the road does not have a sidewalk, which is violating city policies that mandate that collector roads have sidewalks on both sides of the street.
Despite a downhill approach, there is absolutely no measure on the road for slowing vehicles down – something that is especially heinous, given that the downhill direction is the side without a sidewalk.
Despite that the road crosses commute paths to a local school, and borders its grass sports field, there are no markings or signs to facilitate safe pedestrian crossings.
Although nearby signage points out that children may be playing in the area and advises drivers to slow to 30km/h, there is absolutely nothing ensuring that drivers will be actually at that speed, and so this stretch of 92nd Avenue is a recipe for disaster. I wrote a letter to the editor denouncing that city policies may have contributed to causing this accident, citing the low investment in pedestrian and cycling facilities and the stringent process for applying for traffic calming, and also forwarded this letter to the nearby school’s principal and parent advisory council. It was never published on the newspaper.
A teenage girl is dead and two others have been seriously injured, along with the rider of a motorcycle, following a traffic accident just before noon today in Surrey, B.C. RCMP Cpl. Bert Paquet said the motorcyclist was travelling southbound on 128 Street near 68 Avenue at 11:30 a.m. PT when he struck the three teenage girls as they were crossing the street. (More on CBC news)
Yesterday, I heard the news that a teenage girl from Princess Margaret Secondary was killed in an accident not one block away from my current school (Kwantlen Polytechnic University). I know many friends personally, who go or went to Princess Margaret Secondary, and who know the girl that was killed in a recent motorcycle accident during the lunch hour. It caught my attention when an R.I.P. post appeared on my Facebook news feed. So, I decided to look into the incident and the area where this accident occured. This is what I found:
128th Street is a four-lane arterial road signed at 60km/h. Despite the nearby presence of both a post-secondary and a secondary institution, there is absolutely no signage to notify drivers that they should expect students.
There are no crosswalks on the entire four-lane stretch of road.
There are no crosswalks fronting the local business cluster, despite the school, significant residential and transit stop on the other side.
There is nothing else on the road stretch that compromises the right-of-way and could possibly slow vehicles down. It is a straight stretch of completely unobstructed road, signed at 60km/h, and an enticing environment for over-speeding.
128th Ave carries 13,000 vehicles daily, which does not even necessarily warrant a four-lane road to begin with. Yet whoever at the City of Surrey decided to pursue an expansion of this road anyway. And so, it is possible to go 60km/h or over on 128th Ave very easily, as there are no obstructions to face. On the entire four-block stretch of road, there are no crosswalks.
The girl who was killed, one among three girls who were crossing (the two other girls were injured), was crossing just north of 69A Avenue. Her destination was a pizza restaurant on the other side of the road way at a business complex. The Vancouver Sun interviewed several people from the local area who conjured these responses:
Local residents say the spot where the teens were hit is a particularly dangerous section of road, where Princess Margaret students often jaywalk across four lanes in the middle of a very long block to get cheap slices of pizza or a samosa during lunch. “There’s always a big problem with (students) crossing,” said Cherenjit Dhillon, who owns a retail building near the crash site. “The kids don’t have enough time to go to the traffic lights and cross.” Read more: Vancouver Sun
Where the girl was crossing the street, it is absolutely legal and okay to cross*, and according to a student from Princess Margaret Secondary School I was talking to, students do it often.
While even a basic crosswalk with just markings and signs could have been doable for a very small cost, there are no plans for a crosswalk outlined in the City’s 10 year servicing plan.
* For clarification, while jaywalking is discouraged, it is not actually illegal in British Columbia (see: Section 179 MVA) to do so. Municipal authorities do, however, have the power to set some of their own by-laws regarding motor vehicles and pedestrians (see: Section 124 MVA); in the City of Surrey, jaywalking is illegal, but crossing at an unmarked location is only considered jaywalking if the crossing is done within one block of a signalized intersection or marked crossing (see: Bylaw No. 13007).
Why students will cross
The alternative to reaching this pizza store by crossing 128th Street at an unmarked location is a 6-7 minute each way detour (at a reasonable 100 metres per second, and accounting for signal waiting time) to 72nd Avenue to cross at the signal. The lunch break time at Princess Margaret Secondary is only 45 minutes (including the time between the warning bell and absolute class time), which means that students have reasons to be in a hurry. A clear justification for this crosswalk should have already been established by the demand alone, in addition to the fact that students will require crossing facilities on a more on-demand basis.
Often times, kids can’t make the BEST decisions possible. That’s why most developed societies have set different laws for anyone who is under 18. The government recognizes a child’s inferior ability to reason and make rational decisions, so they make laws that account for that. It’s all risk compensation at the end of the day. Unfortunately, this mindset does not necessarily extend to infrastructure policies, and that is something that has the potential of being a huge problem.
In my times as a high school student at Johnston Heights Secondary School, I witnessed jaywalking all the time. It couldn’t be stopped. Students were in a hurry. Lunch break at my school was 50 minutes long, slightly longer than at Princess Margaret. Students would pass through a nearby townhouse complex from the school, emerging at 100th Avenue and 153rd Street. Here, many students crossed to reach a major T&T Supermarket and food court and other local businesses. The alternate and staff-mandated route was to have students cross at 152nd Street and 100th Ave, which a lengthy detour for students heading to some of the establishments, such as T&T.
In spite of staff notifications telling students not to cross there, crossing at 153rd Street was nevertheless a popular shortcut for accessing local businesses during lunch time and homes both before and after school – so popular that during my 9th grade, the demand alone was noticed and resulted in the installation of a full, signalized crosswalk. Another crosswalk was installed on 152nd Street at 99th Ave. This project was successful, and the crosswalk is now well used at all times of day. My younger sister, who goes to the school now and is entering the 8th grade, is benefiting from this crosswalk, as it is the closest way to school from home.
How the City responded
The CBC article reports that the nearby secondary school (Princess Margaret) where these students attended requested a crosswalk in this area three years ago, and were told “no” by the city. At a community association meeting in Fraser Heights today, I noticed how much emphasis was being put on feedback having been received from the city that stated that “there is no money in this year’s budget” to solve a safety problem on a section of 156th Street in Fraser Heights. At 128th Street, the city rejected the crosswalk on the basis that according to a study, a crosswalk was not appropriate. But, is it really that a crosswalk is not necessary, or that the city spends far too conservatively for a crosswalk to be acceptable in their eyes without meeting a minimum standard, except in certain circumstances?
That stretch of 128th Street, like the stretch of 100th Avenue in my community that received a crosswalk, services between 10,000 and 15,000 vehicles daily. Like 100th Ave, there is a clear demand for constant crossing between the local businesses and residents/other patrons. Unlike 100th Ave, there is also a bus stop nearby, where riders most certainly cross the street at least once a day for that purpose.
The same 10-year report I linked earlier listing future city projects also reveals that there’s not a lot of money going around in this city to invest in basic road safety. Behind the Mayor’s boasting that Surrey has the lowest taxes in the region is the fact that Surrey dedicates just $4.95 million a year to pedestrian/cycling infrastructure projects – less than half the dedication put forward by Vancouver, despite that Surrey is bigger than Vancouver in size and will soon eclipse it too in population. If there was more money available to be dedicated to improving pedestrian and cycling infrastructure, there would most certainly be less or lower standards. Although, that’s debatable, since the current policy of not being wasteful and requiring rigorous standards may hold through higher investment.
Politicial incompetence kills
I have been saying for a long time that our Mayor and Council need to realize that there can be serious consequences to Surrey’s minimal taxes and spending policies, which do not offer much leeway for proactive spending. Their failure to realize this is part of why we are hearing of this unfortunate reality that a girl is dead.
I watched a recent and excellent documentary called Speed Kills your Pocketbook (you should all watch this) that explores how and why speed can be better fine-tuned to improve safety. Still, while speed can kill your pocketbook, it can still kill lives. A crash with a pedestrian is more deadly if the driver is going faster, an indisputable fact that is reported in many studies.
Political incompetence can be very much the same way. Political incompetence, in the sense of a politician being both a wasteful and extravagant spender, kills your pocketbook. Political incompetence in the sense of being too ignorant and dismissive can kill lives.
However, political incompetence is also unlike speed. While the issue of speed killing pocketbooks and lives can both be solved, in the case of political incompetence, you can only solve one or the other. Saving lives might come at the expense of killing pocketbooks (okay, perhaps killing would be a bit extreme, but it could be painful). It’s a fine line – and a very significant one – that ultimately the residents of this city are going to have to think about.
A girl is dead.
“Unnecessary” should not be an excuse. Families of Surrey, I hope this makes you think about whether this could be your child in a future incident.