Archive for the ‘transit’ Category
I apologize for driving you to a paywalled article. Francis Bula is reporting on what Geoff Freer (executive project director for the Massey project) says about replacing the tunnel and why transit won’t meet that “need”
60 per cent of the commuters are travelling to Richmond or Surrey, the U.S. border or the ferries – so are unlikely to use transit anyway.
The chutzpah of this statement takes one’s breath away.
It is not as if the Canada Line was not already changing travel patterns in Richmond. And the introduction of useful inter-regional connections to the transit system (over many years since it was entirely focussed on downtown Vancouver) with direct service to Metrotown and Newton shows that when the transit system actually looks at how people are moving, as opposed to used to move, even ordinary bus services can be successful. When I first arrived in Richmond and had to commute to Gateway in Surrey I initially tried the #410. Then it was infrequent, with a huge one way loop through Richmond wand was always very lightly loaded. Over the years it has become one of the busiest bus services in Richmond and the only one in the Frequent Transit Network.
The other huge change was when Translink backed off the long held belief that it ought not to compete with Pacific Stage Lines and run a direct bus between the ferry at Tsawwassen and downtown Vancouver. The new service they introduced initially required a transfer to the B-Line at Airport Station, and now requires a transfer to the Canada Line at Bridgeport. It coincided with increased vehicle fares on the ferry so that walk-on traffic grew exponentially. (BC Transit had long met ferries with an express bus from Swartz Bay to downtown Victoria). The #620 now requires articulated buses and frequent relief vehicles. Just like the express bus to Horseshoe Bay.
As for cross border services, it would be easy to set up a “walk across the line service” at Peace Arch, with connections to Bellingham. There are just much more pressing priorities – mostly getting students to post secondary institutions thanks to UPass. But bus service across the line has seen significant commercial traffic with both Bolt bus and Quick Shuttle in head to head competition. Some of the casinos down there run their own shuttles too. The best thing that has happened so far on this route has been the introduction of a morning Amtrak train departure for Seattle.
What is actually needed is transportation planning that looks at the future pattern of development in the region, and integrates land use planning to meet population growth and travel needs. Strangely the desire of Port Authority for deeper draft for vessels in the Fraser River is not the first and foremost consideration. Port expansion is not a driver of economic growth. It is path towards calamity, since it is driven by the desires of a few very rich people to export yet more fossil fuel at a time when anyone with any sense recognizes that we as a species have no choice but to leave the carbon in the ground.
I think that one of the great benefits of rail transit development would be protection of the last bits of highly productive agricultural land left after the ruinous performance of the BC Liberals to date. People riding on trains get fast frequent service through areas which see no development at all, because it is concentrated around the stations. What part of Transit Oriented Development do you NOT understand, Mr Freer? Expand the freeway and sprawl follows almost inevitably.
It is perhaps a bit hard for people here to understand the idea of fast frequent electric trains that are not subways or SkyTrain, but they are a feature of most large city regions – even in America. As we saw in yesterday’s post even LA is bringing back the interurban. West Coast Express is not a good model as it only serves commuting to downtown on weekdays. All day every day bi-drectional service demands dedicated track – or at least the ability to confine freight movements to the hours when most people are asleep.
Transit to Delta and South Surrey has to be express bus for now, just because there is so much catch up in the rest of the region. But in the longer term, really good, fast, longer distance electric trains – which can actually climb quite steep grades equivalent to roads over bridges – must be part of planning how this region grows. It requires a bit better understanding of the regional economy than just assuming that somehow coal and LNG exports will secure our future, when they obviously do no such thing.
I do hope that as a regular reader of this blog you follow Human Transit on twitter (@humantransit). If you do, you’ve already seen this. But I think this deserves a wider audience, and I especially hope that my followers at Translink read it. Not because of what it is, but how it was done.
Before you roll your eyes, I am not going to take the line that just because it is done somewhere else it is necessarily superior to what is done here. Nor is it something that we could now adopt. Unless there is someway a smartphone can communicate with a proximity reader. But it does seem to me from reading the following two blog posts that there is something happening in Portland that seems better suited to systems our size than the big system, Cubic engineered gates and readers we have imported.
The first article “Joseph Rose: GlobeSherpa’s TriMet Tickets app rescues riders from the machines” explains why TriMet were looking for a new system – and how the beta testers found the new app working. The second “TriMet’s highly anticipated Tickets app ready for download (a day early)” looks at its roll out.
I look forward to reading in the comments section below a comparison with the experience of the beta testers of Compass. And no, I do not know if the TriMet system would allow for conversion of or three zone fares to fare-by-distance at some later date, which does seem to be the USP for Translink.
And I found some pictures of TriMet light rail cars from a visit I made there in 1998 – when the technology available for web pictures was considerably less advanced
Obviously it is well past time for me to go to Portland again, soon
UPDATE September 4
Compass/faregate introduction delayed or maybe not , but it is over budget. And although Compass may not be available to everyone by then, FareSavers will still be gone by 1 January. All of this and more from Jeff Nagel in the Surrey Leader and other local press from the same stable
Having looked at Glasgow for a comparison on Compass, here’s another very instructive comparison, a bit closer to home. This op-ed piece appears in the Toronto Sun and is by R. Michael Warren who is a “former corporate director, Ontario deputy minister, Toronto Transit Commission chief general manager and Canada Post CEO”. He was present when the decision was made to buy “the province’s untested “Intermediate Capacity Transit System” (ICTS)” which we know as SkyTrain.
The parallels between us and them are obvious. The tussle between city and suburbs, the choice of technology – it’s all exactly the same
Toronto Mayor Rob Ford has been on the wrong side of this issue longer than anyone. “Stopping the war on cars” to him means putting rapid transit below ground or making it grade-separated. Out of the way of cars.
It seems to me that an endorsement by Rob Ford should be enough to deter anyone. But Vision Vancouver wants a subway under Broadway. And for very similar reasons. What is even more striking is the way that the link has been made in local planning for Grandview - where towers were suddenly added to the plan, much to the surprise and dismay of those who had been consulted. And one suggestion has been this is necessary to show that Vancouver is committed to increasing density (in the form of high rise towers) at subway stations. The quid pro quo being that if the City wants rapid transit then there has to be supporting denser land use. No repeat of what happened along the Expo Line – with no development happening at all at Broadway, Namaimo or 29th Avenue stations. By the way exactly the same effect was seen along the second subway in Toronto. The Bloor-Danforth line cannot be seen as clusters of towers around stations the way the Yonge line can be.
It is also worth re-iterating that the idea that a subway can be inserted underneath an existing street without interfering with it is foolish. Sure cut and cover subways and surface light rail create disturbance all along the street, but subway stations are significant objects at major intersections and have to have connections to the surface. And despite the nonsense that was peddled by the Canada Line constructors, entrances are needed at all street corners, not just one of them. If only to handle transfers to other transit effectively.
But also if you build very expensive subways, and you want fast services, there are going to be fewer stations – and most development is going to have to occur within a short walk of the station entrance. Do not think you can do that without upsetting the neighbours. Or you can have enough new development without increasing building heights significantly.
To make the headline a bit clearer, politics is always going to decide how public money is spent on major infrastructure projects. There is no way this can decided simply by technical considerations. These are not engineering decisions. They are planning decisions. They are about place making. We have already plenty of experience of what happens to places when decision making is based on engineering standards. It is absolutely right that both politicians and communities get involved. The important thing is that the final outcome is not decided on short term political advantage.
The Scarborough RT was supposed to have been extended north and then east from Scarborough Town Centre to serve a new area of affordable housing known as Malvern. But the route, protected from development, ran though a neighbourhood that got built before the line did. When the TTC got ready to start building the local politicians listened to the protests of the neighbours who did not want trains running past the end of their backyards. Malvern, by the way, is now one of the greatest concentrations of visible minorities in Toronto – and one of the poorer and most troublesome areas for crime and social problems. Which cannot be blamed on SkyTrain!
What the headline means is that politicians tend to make decisions based on what is best for their party, or will be most popular with current voters. Politicians who act with an eye to the long term future are much rarer. But the decision to build the Canada Line underground beneath Cambie was based on those kinds of calculation. Or rather, the decision to refuse to consider light rail – either along the existing CP right of way in the Arbutus corridor or along the “heritage boulevard” of Cambie Street – was all about placating the existing voters, not about accommodating the people who were going to move to the Vancouver region. Or looking at something like “the best benefit-for-cost solution”.