Campbell’s “Reshuffling of The Deck Chairs on TransLink” Can’t Hide The fact That TransLink, is Steering Directly Into a Financial Iceberg!


 The series of amendments are in response to a report filed in November by B.C. comptroller-general Cheryl Wenesenki-Yolland who found that TransLink was plagued by “significant operational issues” and has not worked hard enough to manage its finances.

 One amendment will allow service improvements to proceed at any time, rather than on the restrictive annual process currently in place. The legislation also amends the requirement for a fully-funded plan from 10 years to three years.

 The legislation also requires an outlook plan from years four to 10, focusing on future services.

 “The board and management at TransLink should be commended for already taking action on key recommendations of the comptroller-general,” said Transportation and Infrastructure Minister Shirley Bond in a media statement.

 “In recent months the company has taken significant steps to find efficiencies to help meet its financial goals.”

 Bond said the comptroller-general found that BC Ferries is “well managed overall” but had recommended improvements to B.C. Ferry governance, transparency and regulations on executive-compensation.

 To that end, an amendment being introduced today would subject B.C. Ferries and the B.C. Ferry Authority to the Freedom of Information and Protection of Privacy Act, in order to improve transparency.

 Another amendment will ensure, according to a media statement, that compensation for future B.C. Ferries executive and board is comparable to other public sector organizations.

 The legislation will also separate the B.C. Ferry Services board of directors from the B.C. Ferry Authority. A final amendment will include reservation fees in the price cap regulated by the B.C. Ferry Commission.


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One Response to “Campbell’s “Reshuffling of The Deck Chairs on TransLink” Can’t Hide The fact That TransLink, is Steering Directly Into a Financial Iceberg!”

  1. Bryan Vogler Says:

    History says, first it was the B.C.E.R. the longest Inturban electrically driven, pollution free system in North America. From 1895 to 1958 this system went down in B.C.’s Cenntenial year. This system boasted a continous line from downtown Vancouver, thru New Westminster, with branches to Steveston and Chilliwack. A combination of English governance under statues of King Edward VII and the C.P.R. charter of the joint Vanvcouver and Lulu Island Railway, and the 1909 Westminster Subdivision. The Central Park line connected and collected all lines at New Westminster where the shops were that built some of the cars.

    Along came Priemer W.A.C. Bennett who beyond any doubt was the most popular political leader B.C. ever had, and his record is unbeaten to date. At the time his problem was coming from Ottawa and a federal government that could not twist the arm of the C.P.R. hard enough to continue ferry service to Vancouver Island. Expropriating the Black Ball Line segment of Puget Sound Navigation, the ferry service became B.C. Ferries and Washington State Ferries. Today the M.V.Coho runs between Victoria and Port Angeles to make the legal joint as the only Black Ball ferry left. The B.C. Coastal Service became redundant except for The Princess of Vancouver relegated to more a rail service to Nanaimo, and the Princess Margurite, more the historic show case.
    The streetacars and Interurbans like the ferries were mostly a walk on system, but federally an extention to both services was impossible.
    The name was changed to The B.C.Electric Company which would by buses and join the congested city streets of a post war boom that literally ran the streetcars to halt. By 1949 the Interurban went no further than Langley, being replaced by a bus service. The last Interurban was run in 1958 on the C.P.R. V&LI.
    Save B.C. Bennett made no mistake controlling the evergrowning motorists demand for more highways and less train travel. More airline jets and a bigger airport, we cannot be strapped to to train ties forever because it joined Canada together. Bigger ferry terminals with car ferries and fixed fares, on a pay as you go system started the exodus from earlier social standards.
    If Bennett was big, his Highway Minister, Phil Gaglardi was as close to God as one could get, as he ran his church and made new highways into the wilderness of the west. Between both they passed a law to remove all tolls of all bridges forever. The bus system grew and was sluggish due to volume, and demand to cover the distance faster than the streetcars. That never materialized, as the pollution increased, and now cars were cutting off buses like the streetcars of old and still do. After 1982 and the new Canadian Constitution the name was changed to B.C. Hydro and Power Authority and later Translink. Then came Dave Barrett and the N.D.P. who realized the roads needed improvement, the ferry terminals enlarged, and who could keep up with all the cars. The internal combustion engine was expensive to engineer around areas of density, yet the growing demand was costing taxpayers billions of dollars for future development.
    The came Vander Zalm, another Socred Priemier with a modern idea of the Interurban in the air over the Central Park line. Skytrain, was the system of driverless rail drones interconnected by electric switches and couplers. The Zalm zipper turned out to be slower than the old system.
    The system started at the old C.P.R. station in 1986, after the 1886 lease expired to the C.P.R. to build Vancouver. The line was two miles longer, through some of the most congested downtown traffic, which resulted in more tears and torrment, than relief from the road rage down below.
    With Clark, the N.D.P. Premier unjustly thown out, left behind the most successful railway system ever built in a urban universe that utilized once again the C.P.R. and the Central Park Line. It could not have been done without The Lower Mainland Commuter Rail Consortium, running the lobbying and liason between government and railways to return to an old demand for a new century. The West Coast Epress, a third generation of Interurbans, took its past from the railiners, “Budd Cars” with its fully electrically connected and diesel driven consist cars.
    The extention of the Millenium Line in 2000, was also the Clark government preparing for the future of Burnaby and a future rail line down the median of the Freeway to Chilliwack by 2015. Today we watch the freway construction take place and the train bridge now erected over the 12th ave on ramp. The Canada Line was done by Clark in 1990 with an environmental study done for the airport. The Lower Mainland Commuter Rail Consortium was given many awards for its work. It had only one President, and that was Bryan Vogler.
    There is no doubt Shirley Bond would be a small contributing factor to such familiar names leaving such a huge legacy behind her. She would have to do something extraordinary and consistent to carry the highway and railway heroes legends that would bring us into this century.
    To do that she wouldf have to complete the the light rail line on the south side of the Fraser Valley to Chilliwack down the unobstructed freeway median with a train reaching speeds up to 325 kilometers an hour.
    With that extravagance she would join others proven exemplarary heroes in the transportation field of B.C. Good Luck Shirley, I’d like to see you make it.

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