Posts Tagged ‘commuter rail’

Rail for the Valley News in the EUROPEAN Press!

November 9, 2010

Ha, ha, ha………

If TransLink, the provincial government and the Vancouver Sun don’t think the Rail for the Valley/Leewood TramTrain report isn’t worth responding too, Railway Strategies do. Here we have a situation of the RftV/Leewood report being deemed more important overseas than in the Vancouver metro area! This just furthers the evidence that our regional transportation planning has completely off the track or put another way, TransLink is taking the regional taxpayer for a very long ride on the wrong train!

The following link is to the Railway Strategies article.

http://www.railwaystrategies.co.uk/article-page.php?contentid=11367&issueid=346

Let’s NOT make a Deal – Property tax hike for transit only choice before mayors

November 8, 2010

Is TransLink like the Titanic, sailing full steam ahead into a "financial" iceberg?

TransLink is at it again, playing brinkmanship with regional mayors and I hope the valley politicos see through this tawdry charade, which has become a cliché for TransLink’s haphazard planning efforts.

  • Behind door number 1, you have option A
  •  behind door number 2, you have option B;
  • behind door number 3, you have option A & B.

But here’s the trick, you got to play TransLink’s game because provincial transportation minister, Shirley Bond insists that regional mayors do play. Some regional mayors, including Fassbender from the City of Langley are acting the part of the country rube, easily outwitted by TransLink’s hucksters selling financial snake oil.

TransLink is in deep financial trouble, yet it plans more expensive metro lines; BRT, a transit mode with a poor record in attracting ridership; community buses, which mostly run empty; and continuing with the $1.00 a day U-Pass, a heavily subsidized student fare which clogs up buses and fills metro cars, leaving transit customers who pay full fare standing or just taking the car instead! To pay for this nonsense, the regional taxpayer is once again going to be forced to pay for really amateur transit planning, done by a bureaucracy which cares more about their perks and pensions, than planning for an affordable and accessible public transit system.

So here is the Zweisystem solution for transit funding. Let the municipalities with SkyTrain, pay for SkyTrain and the municipalities who have only bus operation, pay only for bus operation. As SkyTrain and light-metro financing so dominate TransLink’s balance sheet, the cities with one or more light-metro lines should pay more for SkyTrain and associated improved bus operations.

Example:

  • Municipalities which only operate buses are charged a flat fee of $150 on their property assessments.
  • Municipalities with one light-metro line pay a flat fee of $275 on their property assessments.
  • Municipalities with two light metro lines pay a flat fee $400 on their property assessments.
  • Municipalities with three light metro lines pay a flat fee of $525 on their property assessments.
  • Municipalities that operate trolley buses pay an additional flat fee of $50.00 on their property assessments.

This simple formula, taxes those municipalities and cities who benefit from light-metro and trolley buses and provide an incentive for taxpayers to insist getting the biggest bang for their buck!

It is time to stop playing; “Let’s make a Deal” with TransLink and the provincial government and insist that those who benefit in having light-metro actually pay their fair share for light-metro.

Property tax hike for transit only choice before mayors

By Jeff Nagel

Local mayors will not be asked to vote on imposing a vehicle levy to fund transit expansion – at least not this year.

Instead, the only option to finance the Evergreen Line and possibly other transit improvements will be an increase to property taxes.

If approved, a typical $600,000 home will pay $31 in increased tax to raise $465 million for TransLink’s share of the $1.4-billion Evergreen SkyTrain line to Coquitlam and the first phase of the North Fraser Perimeter Road.

Mayors council chair Peter Fassbender said it was too late to contemplate the Transportation Improvement Fee, a levy which would have raised the same amount of money by charging $15 to $55 per registered vehicle each year, depending on their carbon footprint.

“It would require legislative change, administrative changes and a number of elements for that to even be considered,” the Langley City mayor said of the vehicle levy.

“And it’s going to get significant pushback from south of the Fraser.”

Metro mayors meet Tuesday (Nov. 9) to be briefed on the proposed financial supplement for TransLink, which still has to be assessed by the independent TransLink commissioner before it goes to a vote on Dec. 9.

But Fassbender is still hopeful a scenario is possible where the mayors are able to negotiate different TransLink funding sources with the province, in line with an accord struck in September.

In essence, he thinks the property tax hike could be voted in now to satisfy the provincial government’s insistence of funding certainty for the Evergreen Line, which breaks ground next year.

But Fassbender notes the extra revenue from TransLink won’t be needed until 2012.

That means a property tax lift pencilled in now could be erased next year if Victoria agrees to provide alternative sources – such as road pricing, a share of carbon tax or even the vehicle levy – which could flow by 2012.

“Can this get us far enough down the road that it gives us time to find other solutions?” Fassbender asked, referring to temporary approval of a property tax hike.

“If we can take pressure off one way or another so we have some breathing space, let’s do it.”

That scenario would require trust – several other mayors fear no such deal with the province may be forthcoming once they sign off.

Transportation minister Shirley Bond has also hinted the government may take unilateral action to ensure TransLink raises the money if mayors vote down the supplement.

Then there’s the resignation of the premier and the ensuing Liberal leadership race that clouds the political landscape and will distract some of the players.

Fassbender said even that could work in favour of a deal.

“We’re in a very interesting time because of the changes,” he said, suggesting the government and leadership contenders will likely want to preside over good news, not discord.

More time to negotiate would provide a better chance to consider the how to implement something like the vehicle levy, he said, noting there’s been talk of options like adjusting the rate depending on the level of local transit service.

Fassbender said TransLink’s plan to introduce smart card payment will also open up intriguing options like rebating vehicle levy or road pricing fees collected back to motorists in the form of transit credits, encouraging them to switch modes some of the time.

“When you pay that fee you get an equivalent amount of transit fares built into that card,” he suggested. “That way we not only raise revenue but also help to shift behaviour.”

Mayors will also have the option to vote on a larger set of transit upgrades, including bus service increases and various SkyTrain station upgrades. That would cost an additional $338 million, lifting the property tax hit to $54 for a typical home.

PROPOSED TRANSLINK INVESTMENTS

OPTION A:

Evergreen Line – $412 million

(TransLink capital contribution, bus and facilities integration, wayfinding and Broadway-Commercial station)

North Fraser Perimeter Road phase 1 – $53.2 million

(United Boulevard extension)

OPTION A TOTAL: $465.3 million, requiring $39 million per year

PROPERTY TAX IMPACT: $31 per $600,000 home or $5.20 per $100,000 value.

OPTION B:

Bus service boost to accommodate U-Pass expansion: $85.1 million

Bus service boost to meet minimum service standards: $51.3 million

Highway 1 Bus Rapid Transit: $40.9 million

(Linking Lougheed Station- Surrey Central-Walnut Grove with buses every 10 mins)

Minor Road Network minor capital: $37.9 million

Bus service boost to keep pace with population growth: $36.7 million

Cycling projects: $17 million

Main Street Station upgrade: $16.3 million

Metrotown Station upgrade: $12.9 million

King George Boulevard B-Line Bus service: $12.6 million

New Westminster Station upgrade: $9.2 million

White Rock to Langley bus service: $7.5 million

(community shuttles every 30 mins)

Surrey Central Station upgrade: $5.9 million

Lonsdale Quay upgrade: $4.2 million

TOTAL FOR OPTION B: $337.6 million

TOTAL OF OPTIONS A + B: $802 million, requiring $68 million per year
PROPERTY TAX IMPACT OPTIONS A + B: $54 per $600,000 home or $9 per $100,000 assessed value
 

The Vogtlandbahn TramTrains & Interurbans – A Template For The Valley Interurban

October 29, 2010
 

A diesel TramTrain

The following is a summery of the Vogtlandbahn TramTrain operation in Germany. Contrary to TransLink’s (and Metro Vancouver and Liberal government) spin that one needs oodles & oodles of density for ‘rail‘ transit, the continues success of new TramTrain operations dispels the many negative myths.

The SkyTrain lobby is also desperately hard at work spreading myth and tall tales about LRT, that it can’t do this or it can’t do that and TransLink continues to support these negative myths by claiming that LRT can carry only about 10,000 pphpd and streetcars much less. The truth be know, LRT can carry over 20,000 pphpd! The fear is widespread among transit and planning bureaucrats that LRT, built and operated in any form, will give an apples to apples comparison of light rail and their beloved SkyTrain. The push to build the Evergreen line in the Tri-cities, planning for SkyTrain expansion in surrey and the $4 billion UBC/Broadway subway point to their anti LRT agenda.

TramTrain is about economy and giving the transit customer want he wants, a one stop (no-transfer) travel experience. To provide this, one must plan for cheap transit options, not gold-plated metro and TramTrain is the cheapest light rail option available.

Valley politicians have a choice, either continue supporting SkyTrain light-metro which never will be built or BRT, which has proven not to attract the motorist from the car – or – support TramTrain, a proven transit mode for reducing auto congestion and gridlock for the Fraser Valley.

The Vogtlandbahn  Tram-Trains & Interurbans

The Vogtlandbahn is a private railway company in Germany, which runs diesel trains on regional lines in the states of Saxony, Thuringia, Bavaria, Brandenburg, and Berlin and as well as routes into the Czech Republic. Vogtlandbahn is wholly owned by the Arriva subsidiary Regentalbahn.

After German Reunification in 1990, there was a sharp drop in passenger numbers on the local rail network. The railways had old locomotives rolling stock and couldn’t compete with the rapidly improving roads. The Saxony government invested in an attempt to improve the attractiveness of the Zwickau–Falkenstein–Klingenthal line and the Herlasgrün–Falkenstein–Adorf Line, the track was relaid to a 80 km/h standard, disabled access was facilitated at all stations and new stations opened. Train and track maintenace was rationalised and to reduce costs some stations such as Schöneck were restyled as simple halts.

The investments in upgraded track and rolling stock proved successul and reversed the fortunes of the reailway.

A further success, is the extension of the network into Zwickau town centre (TramTrain). Following the example set by very successful Karlsruhe Zweisystem (TramTrain), the lines extend from Zwickau Hauptbahnhof (Main Railway Station) to the central market. As most of the Vogtland network has not been electrified, the train-trams do not use current from the overhead tramwires (as in Karlsruhe) but use diesel engines. From there to Zentrum the train and the tram use the same tracks. To do this, dual-gauge track has been laid; there are three rails, the tram uses metre gauge(1000 mm), and the Vogtlandbahn uses standard gauge (1435 mm). An extra rail was laid next to the tram line so that  they share one rail and each use one of the others as appropriate.

Dual trackage on city streets

Success followed success and several abandoned or disused railway lines were relaid or upgraded for servcie. Today the Vogtlandbahn is the second largest railway company in Geramny.

http://en.wikipedia.org/wiki/Vogtlandbahn

http://www.railfaneurope.net/pix/de/private/passenger/Vogtlandbahn/RegioSprinter/pix.html

News About the Esquimalt and Nanaimo Railway

October 27, 2010

PASSENGER TRAIN SERVICE EXPANSION PROPOSED

Oct 26, 2010
THE ISLAND CORRIDOR FOUNDATION HAS UNVEILED THE FIRST STAGE OF ITS PROPOSAL TO EXPAND PASSENGER TRAIN SERVICE ON VANCOUVER ISLAND. 

EXECUTIVE DIRECTOR GRAHAM BRUCE MADE THE ANNOUNCEMENT TODAY… 

“We’ve made formal application to VIA Rail to move the terminus from Victoria to Nanaimo and initiate an early morning southbound rail service from Nanaimo to Victoria. This would tie in to the daily service that then runs from Victoria to Courtenay, and provides a more friendly service for people on the rail, moving to the southern sector of Victoria” 

BRUCE SAYS IT’LL BE 12 TO 18 MONTHS BEFORE THE SERVICE ENHANCEMENT COULD BE ACHIEVED. IT DEPENDS, IN PART, ON A 15 MILLION DOLLAR UPGRADE OF THE RAIL TRACK, WHICH THE I-C-F IS ASKING THE FEDERAL AND PROVINCIAL GOVERNMENTS TO FUND. 

BRUCE WAS SPEAKING WITH DAVE DICKSON ON C-FAX1070 THIS AFTERNOON.

A comment by Zweisystem
$15 million is chump change for a transit project these days and I hope that Federal and provincial politicians look “three minutes into the future” and fund this worthwhile investment.
Zweisystem believes that two TramTrain services on the E&N are both feasible and practical.
TramTrain option 1.
Shawnigan Lake to Victoria, with a 3 to 4 kilometer streetcar loop in Victoria for the use of both TramTrain and heritage trams.
TramTrain option 2.
Duncan to Nanaimo Harbour, with limited on-street (streetcar) operation to the BC Ferry Depot.
The cost to provide an hourly schedule for both options would be well under $250 million or about 1 km. of a Broadway/UBC subway.

News and Letters – October 27, 2010

October 27, 2010

Local news & Letters

Chilliwack Progress#

http://www.bclocalnews.com/fraser_valley/theprogress/opinion/letters/105729548.html

William Chambers has very succinctly scored with a well landed punch on Sharon Gaetz, with this one.

 Also in the Chilliwack Times

http://www.chilliwacktimes.com/news/High+cost+rail+just+myth/3727555/story.html

 Langley Times#

Metro urged to recant rapid transit priority for Surrey

http://www.bclocalnews.com/surrey_area/langleytimes/news/105694708.html

Two more overpasses planned for Langleys

 http://www.bclocalnews.com/surrey_area/langleytimes/news/105490118.html

 Surrey Leader#

Make Bond use transit

http://www.bclocalnews.com/surrey_area/surreyleader/opinion/letters/105542243.html

 The Province#

Valley commuters need bridge

http://www.theprovince.com/opinion/letters/Valley+commuters+need+bridge/3718612/story.html

A Siemens Combino tram in Budapest colours.

International News

Gold Coast, Australia

http://www.goldcoast.com.au/article/2010/10/26/265831_gold-coast-news.ht
ml

Phoenix

http://raillife.com/blog/

Los Angeles

http://redondobeach.patch.com/articles/locals-prefer-light-rail

Denver

http://www.railway-technology.com/projects/eaglepcommuterrailpr/

Dulwich Hill, Sydney

http://lightrailextension.metrotransport.com.au/proposed-routes/light-rail-to-dulwich-hill/

Utrecht

http://www.railwaygazette.com/news/urban-rail/single-view/view/qbuzz-wins-utrecht-sneltram-concession.html

Why there is antagonism towards at-grade Light Rail/Tramways & streetcars (North America + Canada)

October 26, 2010

The following was sent to Zwei by a very concerned urban transportation advocate.

All the SkyTrain lobby has is fear to debate light rail and spread fear they do. All technical debates between LRT and SkyTrain/light-metro have been won or lost decades ago and SkyTrain has been relegated to the history books. Like uber Regulus fanatics, the SkyTrain Lobby and its ilk, well entrenched in TransLink, desperately try to keep building with the aging SkyTrain system with any argument they can muster.

Zweisystem predicted over a decade ago, if TransLink persisted in building with SkyTrain/light metro, it would bankrupt itself and that prediction has come true, with TransLink, balancing on the knifes edge of financial peril. It can not fund the $1.4 billion SkyTrain Evergreen Line, it can’t fund the proposed $2 billion plus Surrey/Langley extension and TransLink certainly can’t fund the proposed $4 billion UBC/Broadway subway; yet TransLink still wastes the taxpayers money, playing the same games planning for light-metro that no one can afford.

Like a slow motion train wreck, TransLink skirts with financial oblivion, ignoring all danger signals, until it finally crashes into a brick financial wall.

In the end, as noted American transit expert, Gerald Fox: “But, eventually, Vancouver will need to adopt lower-cost LRT in its lesser corridors, or else limit the extent of its rail system. And that seems to make some TransLink people very nervous.”

Why there is antagonism towards at-grade Light Rail/Tramways & streetcars (North America + Canada)

The title could be for a doctorate or thesis on public attitudes & political psychology, towards public transport.

The anathema is not always or usual directed towards cost of a project. Over the last ten years or so of Light Rail advocacy, I has noted a number of key arguments which I have listed below.

  • The road lobby fear at-grade Light Rail/Street Tramways, because of the reduction in road width/road capacity for cars.
  • The road lobby and dedicated motorists don’t like  Light Rail/Street Tramways, because it means that junction/intersection signals will be prioritized for Light Rail
  • Buses & BRT are tolerated because it is known that these modes will not offer modal shift comparable to Light Rail/Street Tramways
  • Downtown & suburban/out of town retailers fear Light Rail/Street Tramways will give shoppers a reliable transport service into the city centre to shop & by so reducing their trade.
  • Politicians & business leaders in suburban townships & rural areas, fear Light Rail/Street Tramways will turn their communities into dormitories as residents find that a commute to  the big city is feasible.
  • Politicians, civic leaders & established residents fear Light Rail/Street Tramways, will bring developers & an influx of newbie’s into their communities.
  • Big city politicians & civic leaders fear Light Rail/Street Tramways will mean citizens moving out further into the suburbs to live, work & shop.
  • Planners & politicians fear Light Rail/Street Tramways will bring urban sprawl.
  • Contrary to many expressed views, major private bus operators are remarkably tolerant of Light Rail/Street Tramways, in Europe many of them operate the Light Rail/Street Tramway systems. With public bus operators, competition with Light Rail/Street Tramways cannot be an issue. There may be a number of small existing public transport operators such as cab firms that fear a loss of trade, but often they readily adapt to the changing patterns.

 To put this into a Fraser Valley/Vancouver/BC context.

  1. TransLink fears Light Rail/Street Tramways, because its likely popularity with the general public will undermine their business model for SkyTrain & their credibility.
  2. Likewise the TransLink apparatchiks on Skyscraper, for whom urban transport is ART running through densely populated cities on elevated segregated tracks surrounded by ….. wait for it……Skyscrapers….of course! What they would actually like to see is a Dan Dare year 3000 scenario with thousands of PRT pods flying around.
  3. Gordon Campbell fears Light Rail/Street Tramways, because it will destroy his credibility and his power base.
  4. Civic politicians  fear Light Rail/Street Tramways will turn their communities into dormitories as residents find that a commute to  the big city is feasible and will bring developers & an influx of newbie’s into their communities.
  5. Civic politicians would support buses or BRT, cos they know that mode will not offer a comparable modal shift.
  6. Langleyapparatchiks  fear Light Rail/Street Tramways, cos it wasn’t their idea and they didn’t think of it first.
  7. Mike Archer & others of his ilk fear Light Rail/Street Tramways, because he’s a journalist & it’s his job & nature to write negative articles about what he doesn’t really understand.

More Transit News – October 15, 2010

October 15, 2010

From the Victoria Times Colonist

http://www.timescolonist.com/technology/Think+rail+only+rail+future+transportation/3649005/story.html

 http://www.timescolonist.com/sports/Maclean+Cars+here+stay/3651236/story.html

 http://www.timescolonist.com/news/Public+input+sought+last+route/3613881/story.html

 http://www.timescolonist.com/travel/rail+line+along+Johnson+Street/3613919/story.html

 http://www.timescolonist.com/ahead+interchange/3532824/story.html

 Vancouver Courier October 13, 2010

http://www.vancourier.com/technology/case+free+transit+downtown+core/3663446/story.html

 Public transit debate can get messy, murky 

Vancouver Courier Wednesday, November 04, 2009

Vancouver bus routes dwarf Surrey grid

http://www.vancourier.com/life/Public+transit+debate+messy+murky/2900233/story.html

The Tyee

 Get Rolling on Streetcars, Say Gathered Experts

They reduce carbon, promote healthy development, and tourists love them, Translink is told.

http://thetyee.ca/News/2010/10/01/Streetcars/

Coquitlam NOW

SkyTrain is too expensive

http://www.thenownews.com/SkyTrain+expensive/3631453/story.html

Internationally

Philadelphia – work begins on streetcar casino branch

Historic trolley off track

Philly.com

http://www.philly.com/community/Historic_trolley_off_track.html?viewAll=y

http://www.septa.org/maps/trolley/pdf/015.pdf

Phoenix

Valley Metro

http://www.valleymetro.org/metro_light_rail/future_extensions/tempe/

Tempe-South update

http://tinyurl.com/35zampm

http://raillife.com/blog/

Wellington, New Zealand

Councillors signal Light Rail battle lines

http://tinyurl.com/2udcyql

The Fruit of the Poisonous Tree – TransLink’s Regional Transit Planning

October 13, 2010

Fruit of the poisonous tree is a legal metaphor in the United States used to describe evidence that is obtained illegally. The logic of the terminology is that if the source of the evidence (the “tree”) is tainted, then anything gained from it (the “fruit”) is as well.

TransLink’s planning officials still maintain that modern light Rail has a limited capacity of about 10,000 persons per hour per direction and refuse to entertain the fact that they are wrong. All of TransLink planning, including the RAV/Canada Line, the Evergreen line, the Broadway/UBC rapid transit line, and Fraser Valley transportation have assumed LRT’s seemingly inferior capacity and despite the fact that modern LRT can carry in excess of 20,000 pphpd, have portrayed LRT as a poorman’s SkyTrain.

The assumption that light rail has only a capacity of 10,000 pphpd is wrong.

The Light Rail Transit Association [ www.lrta.org ], which can trace its history back 63 years, which has continually campaigned for affordable and efficient public transit, defines light rail transit as:

“a steel wheel on steel rail transit mode, that can deal economically with traffic flows of between 2,000 and 20,000 passengers per hour per direction, thus effectively bridging the gap between the maximum flow that can be dealt with using buses and the minimum that justifies a metro.”

The following study from the LRTA, shows that even in 1986, it was generally understood that modern LRT could carry 20,000 pphpd.

https://railforthevalley.wordpress.com/2010/05/20/the-1986-lrta-study-bus-lrt-metro-comparison/

More recently, (2006) Calgary Transit LRT Technical Data page claims that the maximum theoretical capacity of the C-Train is 30,700 pphpd!

Maximum THEORETICAL single direction capacity (pass./hr/dir) at 256 pass./car and 2 min. headway:
3-car train 23,040
4-car train 30,720

http://www.calgarytransit.com/html/technical_information.html

If TransLink’s basic assumption about light rail (including streetcar) is wrong, then TransLink’s entire planning history, regarding bus, LRT, and SkyTrain is wrong and is not worth the paper it is printed on. Yet TransLink, without any public scrutiny and very little political oversight, continues to plan for hugely expensive SkyTrain light-metro projects, which supposed support for, has been heavily biased by questionable studies and even more questionable tactics – all fruit from the poisonous tree!

Noted American transportation expert Gerald Fox, summed up his observations on the TransLink business case for the Evergreen line;

” It is interesting how TransLink has used this cunning method of manipulating analysis to justify SkyTrain in corridor after corridor, and has thus succeeded in keeping its proprietary rail system expanding.”

https://railforthevalley.wordpress.com/2010/09/20/a-must-read-for-regional-mayors-before-they-talk-transit/

Has TransLink’s regional transit planning over the past ten years nothing more than “Fruit of the poisonous tree?”, based on the fact that TransLink’s bureaucrats desired that light rail (LRT) be seen inferior to SkyTrain, on paper, to ensure further planning and building of their cherished light metro system?

Rail for the Valley would welcome TransLink’s clarification on this issue!

If One Build Metro On Routes That Do Not Have The Ridership That Would Justify Contruction……

October 8, 2010

…..Then One Will Have To Pay Large Subsidies To Build And Operate It!

Large Subsidies Translates Into Higher Taxes!

Of course those high subsidies will have to be borne by the taxpayer, either in gas taxes, car levies, or road pricing (or all three), and or increased property taxes. The current belief by TransLink’s highly paid bureaucrats is that the homeowner in the Metro Region is flush enough to pay more property taxes.

What TransLink isn’t doing is planning for cheaper transit options and the term “affordable transit“, is not in their lexicon. Politicians and bureaucrats in Victoria are the same, as they force the metro region to build more SkyTrain and light metro. The time has come for Metro and Valley politicians to draw a line in the sand with this nonsense. If the politically unaccountable TransLink and Victoria want more SkyTrain in our region, then let Victoria pay for it, or better yet, take back the financial black-hole TransLink has become, in its entirety.

As previously mentioned, TransLink’s anti-LRT rhetoric has skewed all regional ‘rail‘ transit planning to favour SkyTrain, despite the fact that no one around the world buys SkyTrain for regional ‘rail’ transit. One now must consider all TransLink’s regional transit planning reported as “fruit of the poisonous tree” and reject it all!

https://railforthevalley.wordpress.com/2010/10/05/the-10000-pphpd-question-translink-is-hoisted-on-its-own-petard/

TransLink’s business case for the Evergreen Line was so planned to support only SkyTrain construction, has been shredded by American transit & transportation expert Gerald Fox.

https://railforthevalley.wordpress.com/2010/09/20/a-must-read-for-regional-mayors-before-they-talk-transit/

The Rail for the Valley/Leewood report has shown that there is another much cheaper way in providing regional ‘rail‘ transit the light rail or LRT and TramTrain solution.

https://railforthevalley.wordpress.com/2010/09/20/groundbreaking-report-on-interurban-light-rail-released-today/

Thus we come to TransLink’s and the provincial government’s gambit to saddle regional property owners with ever increasing  taxes to continue building with the now obsolete proprietary SkyTrain light metro system. Regional mayors should stand fast and reject any further financial demands for ‘rapid transit’ until TransLink does a complete independent financial review of transit options for future ‘rail‘ transit construction, including the the contentious Evergreen Line and a complete independent audit is done on TransLink itself, SkyTrain/RAV-Canada Line and the bus system.

May Zwei suggest Mr. Gerald Fox or Mr. David Cockle to head such a review?

From the press.

TransLink asked mayors for a $68.5 million handout.

The Vancouver Sun

 http://www.vancouversun.com/news/TransLink+asks+Metro+mayors+million+handout/3639962/story.html

The Black Press

http://www.bclocalnews.com/surrey_area/surreyleader/news/104509894.html

BRT to Chilliwack & SkyTrain to Langley? Just Business as Usual in BC!

October 7, 2010

The following article by Brian Lewis should forewarn us that the transit decision for the Fraser Valley has been already made. Like all transit studies done in the region in the past 30 years, the decision on transit mode is made beforehand and then a study is commissioned to confirm the decision. This is how transit planning is done in BC: Politicians make the decision and the bureaucrats make sure the political decisions stand with bogus, yet expensive studies.

One wonders why Trans Link is needed at all!

It is to be certain, Premier Campbell has not read the RftV/Leewood Report, though he is aware of its content with the announcement of an Express bus to Chilliwack and SkyTrain to Langley, sometime in the future. The TramTrain study is a radical change how transit is planned for in BC, in which no special party is rewarded, except for those wishing to use ‘rail‘ transit!

In Mr. Campbell’s world, bus based transit means new highways, which will keep the road Builder’s Association happy and building more SkyTrain will keep both Bombardier Inc. and land developers happy. Happy people translates into lucrative political donations to a political party which the happy people belong!

The Premier’s speech to the Union of BC Municipalities, was just telling the party faithful that it is business as usual in BC.

 

 

 

Premier’s transit pitch hard to swallow

By Brian Lewis, The Province

October 7, 2010

A mother shoving cod liver oil down her child’s throat in the belief it’s a good health remedy — even though it tastes bad — is one thing, but unilaterally shoving public transit policy down taxpayer throats is positively unpalatable.

That’s precisely what Premier Gordon Campbell did last week at the Union of B.C. Municipalities convention in Whistler when he announced Victoria’s intention to extend SkyTrain through Surrey to Langley. The tasteless tactic was repeated in the same speech when he proclaimed that Rapid Bus service would link Chilliwack with the rest of the Fraser Valley.

On both counts reaction throughout the transit-challenged region was predictable: “Oh, really?”

Regarding the SkyTrain extension, TransLink, the region’s mayors and all other stakeholders are a long, long way from agreeing on what type of rapid transit technology should be used in building the 17-kilometre link between SkyTrain’s current terminus in north Surrey and Langley district. By far the most expensive option is SkyTrain’s elevated guideway, which in current dollars is estimated to cost a whopping $2.5 billion, or more.

Campbell’s announcement took mayors such as Dianne Watts of Surrey by total surprise. As she has said many times, a ground-level system between Surrey and Langley makes more sense because it’s far cheaper, easier and quicker to build.

Langley Township Mayor Rick Green’s response was blunt : “SkyTrain to Langley is simply pie-in-the-sky,” he tells me.

“There’s no question the premier is jumping the gun here.”

Green notes that TransLink, its Mayor’s Council and the B.C. government only several weeks ago signed a Memorandum of Understanding to conduct long-term transit planning throughout the region.

Yet, here comes Campbell with an announcement that the extension to Langley will be the SkyTrain technology. “He does this even though the ink on the MOU isn’t even dry,” Green adds.

As for establishing a Rapid Bus system to serve as far east as Chilliwack, those advocating that the old Inter Urban rail line be utilized to re-establish light rail transit from Chilliwack to Surrey are more than a little miffed.

Green, who also heads the South of the Fraser Community Rail Task Force, points out that unlike Vancouver, Richmond or Burnaby, population densities in the valley tend to form in pockets, which makes an Inter Urban light rail system much more efficient and cost-effective than SkyTrain, which works best in areas where high density is uniform.

The premier announcing that Rapid Bus is the choice for service to Chilliwack also reinforces suspicions that a $400,000 study of transit options for the valley, undertaken by Victoria almost two years ago, which still hasn’t been released, will kill the Inter Urban light rail option.

Despite Campbell’s announcements, Langley City Mayor Peter Fassbender says all transit options for the region will remain on the table.

He also chairs the Mayor’s Council and acknowledges that this places him in a consensus-building role to keep peace between the region and Victoria and to move the issue forward.

“We all have to work together for the south of Fraser solutions,” Fassbender says.

But a premier dispensing policy like spoonfuls of cod liver oil makes that job tougher.

blewis@theprovince.com

Read more: http://www.theprovince.com/opinion/Premier+transit+pitch+hard+swallow/3635873/story.html?cid=megadrop_story#ixzz11g8drgeT