Stephen Rees's blog

Thoughts about the relationships between transport and the urban area it serves

Extending the Canada Line?

with 9 comments

UPDATED April 24, 2012

The headline in the Richmond Review actually reads “Extending the Canada Line won’t happen in our lifetime, says Richmond mayor”.

That is his opinion and he is entitled to it. But the – shortish – piece under it also illustrates not only why he may well be wrong, but also why Strategic Planning is too important to be left to politicians – or people who seriously think that perception is reality.

Malcolm Brodie has shown himself to be a capable politician – simply because he has survived in his position for such a long time, not been tempted to get out his depth, and now and again stood up to the bullies in the provincial government who come from the same part of the political spectrum as he does. I do not buy the appellation “non partisan”. Malcolm is no socialist, nor is he in the slightest danger of being labelled Green. But he also shows that his perspective is what the local electorate generally wants to hear. South of Granville, most of Richmond is still single family homes (though many have “mortgage helpers”) and, like most people up to the eyes in debt, deeply distrustful of change in the neighbourhoods. After all, that was why they bought where they did, and they do not want to find themselves living somewhere else without moving. So this kind of stuff plays well with the local Chamber of Commerce, which is where he was speaking.

But Richmond is changing, and changing fast, and not just in the bits served by the Canada Line. Though the massive retail development proposed in the Bridgeport area is getting the headlines, change is happening along the bus routes, because of a council decision that allows that. Even though only of one them is classified as frequent (#410). At one time most change was small bungalows on large lots getting replaced by monster homes. That still happens within the subdivisions, but along the edges (i.e the arterial roads that are bus routes) the development of choice is townhouses. Lots of them, packed in tight and usually with lane way access. Because even though there may be a bus route, most people are still going to drive and parking standards have not been relaxed.

This blog has consistently pointed out that the Canada Line was not, in fact “specifically built with the idea that it could be extended”. Malcolm and other Richmond Councillors might have thought that, but they were not in charge. In fact they wanted surface light rail on the old B Line “central reservation” – which could have been easily extended, much cheaper but was also incompatible with automatic train operation. The Canada Line has significant limitations – mostly short underground stations – and a P3 “concession agreement”. The single track bit in Richmond does limit frequency as it is operated in two directions.

South end of the Canada Line at Richmond-Brighouse Station

South end of the Canada Line at Richmond-Brighouse Station by "indyinsane", on Flickr

As I have said, what could be done is to build a one way loop by tacking new track on the end of the Brighouse Station and linking back to Lansdowne, taking in the areas with significant traffic generating potential. (No 3 to Granville, east on Granville, north on Garden City, west on Lansdowne). Then it can operate at line frequency as there would be no need to wait until the train gets back to Landowne. The loop might have stations at City Hall, and two more on Garden City.  Indeed, I can imagine the sort of people who think concrete would greatly improve the Garden City lands as salivating at that thought. Not that I am proposing such a thing – or even saying that it would be a Good Thing. Just sketching out a possibility.

I think the cited “$107.9 million per kilometre” as the cost of the line probably includes the very expensive underground route in Vancouver. Single track guideway around a couple of square kilometres of high rises might be a lot cheaper. Though don’t expect the people living at track level to cheer about that. Ideally, of course, one builds rail rapid transit before the people move in. Much easier then to get the thing accepted, and a much better rate of return on capital employed. There is even enough room on the ground, thanks to the old BCER tracks which ran along Garden City and Granville, explaining the generous right of way those roads have, and the bizarre layout of their intersection.

This might well happen, if things develop as nows seems likely. Peak oil, and the lack of affordability of electric cars means that finally Greater Vancouver could get serious about providing alternatives to single occupant motor vehicles. This would be because transit is much more fuel efficient per passenger kilometre even if it is in old diesel buses – and exponentially better if it is in modern electric trains. And the majority of people who live in Richmond now are not people like Malcolm Brodie. They know at first hand what very high residential densities and excellent public transport look like. They just have not been very much involved in municipal politics – as the present ethnic make up of Richmond Council makes clear.

Of course, some of the other likely scenarios have to play out differently too. The major earthquake and tsunami might not happen for a while longer – or we may have actually done something effective to mitigate their impacts. Similarly sea level rise – expected to be much higher in the Pacific North West – will happen, but for Richmond to continue to exist will require a radically changed approach to flood prevention. Salt water ingress into the soil may have some impact on the remaining agricultural lands (if they have not all been paved for port expansion) but fresh water flow from the Fraser might hold that back – despite the loss of the last glaciers and much less snow pack.

One thing I would caution people like Malcolm making prognostications like this is the propensity of history to show that they were wrong and often much sooner than you might think. It does seem to me that those who have been saying that the North American style of car oriented suburb was a short lived idea and one that has now seen its heyday pass are much better founded in their understanding than someone who says “you’re going to have a huge expense for really very little value in terms of densities”. Malcolm really does not understand what is happening in the broadest sense. It may play well now that we are embroiled in trying to cut costs and avoid more property taxes, but it is very short term, local thinking.  And that worries me when we say that the Mayors need to be in charge of the agency that plans the region’s transportation system.

Written by Stephen Rees

April 20, 2012 at 10:43 am

9 Responses

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  1. Stephen,

    Canada Line’s actual capital cost per km was $76.3 million/km ($2011), not $107.9. The latter value describes the project costs over the lifecycle but is not a measurement of the capital costs of construction, which form a portion of those costs.

    See: http://skytrainforsurrey.org/2012/04/20/historical-skytrain-costs/ and http://skytrainforsurrey.org/2012/02/17/skytrain-costs-less-than-you-think/

    Daryl

    April 20, 2012 at 12:16 pm

  2. I could see a localized network of streecars or LRT around Richmond, taking advantage of the Railway Ave. RoW and other wider streets that would then feed into downtown Richmond and then beyond (via the Canada Line).

    Guest

    April 20, 2012 at 1:04 pm

  3. What is the “secret” Canada Line contract? The Concession Agreement was ordered fully released by the Information and Privacy Commissioner: http://www.oipc.bc.ca/orders/2009/OrderF09-13.pdf
    Which contract are you referring to?

    prowsej

    April 20, 2012 at 2:02 pm

  4. Why provide a link to the order. Why not a link to the Concession Agreement itself?

    Stephen Rees

    April 20, 2012 at 2:18 pm

  5. I’m not sure where the Concession Agreement is online. I’m not sure if it has been posted online and didn’t see it with a Google Search. I just wanted to clarify, though: is the Concession Agreement the contract that you’re referring to when you refer to a secret contract?

    prowsej

    April 20, 2012 at 2:24 pm

  6. “And that worries me when we say that the Mayors need to be in charge of the agency that plans the region’s transportation system” truer words were never spoken etc.
    But who then? not a premier and provincial ministers of transportations that have likely never ventured on their own to ride Toronto subway or Portland MAX or….
    One of the last head honchos that knew something was Pendergast (spelling?) and he gave up very quickly…

    I still have nighmares of open houses in Vancouver and Coquitlam when TransLink staff showed videos of Euro LRT they couldn’t explain as they had never actually seen them and where stumped.
    Not that I can fault them too much..they were regular office workers, not TransLink management.

    Yet…I have worked in hospitals and retirement homes in Vancouver and, when on holidays abroad, have gone to visit these type of facilities to see how they did things. I felt that it was a valuable learning experience.
    Seing ambulance staff in Venice remove a patient (on a stretcher) from a boat-ambulance that was bobbing up and down, and was not even tied up to the quai, was an eye opener..

    Red frog

    April 20, 2012 at 11:41 pm

  7. BTW – I recall reading somewhere that a piece of artwork will be install at the end of the guideway (where that sign is in the above pic). I thnk it’s part of the perks from the adjacent condo (Mandarin Residences), as well as an art piece facing the station.

    Guest

    April 23, 2012 at 2:54 am

  8. The Concession Agreement is on the TransLink’s website. There are 18 pdf’s in total, just search for “Concession Agreement” in the document library and then filter by type “agreement”.

    ss

    April 25, 2012 at 2:32 am

  9. ss – thank you I will now edit the text to include a link

    Stephen Rees

    April 25, 2012 at 9:02 am


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