Why we build with LRT

What is Light Rail Transit or more commonly known as LRT? According to the Light Rail Transit Association (www.lrta.org) Light rail is a 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. But there is more, by track-sharing with existing railways on their rights-of-ways, means that LRT can effectively and affordably service less populated areas, with public transport. Streetcars are also light rail, but operate on-street, in mixed traffic, with little or no signal priority at intersections. The main difference between LRT and a streetcar is the quality of rights-of-way, where a streetcar operates on-street, LRT operates on a reserved rights-of-way or a route that is reserved for the sole purpose of the light rail vehicle. A reserved rights-of-way can be as simple as a HOV lane with rails, to a lawned park like route with trees, hedges and flowerbeds. LRT, in it’s various forms is used in over 600 cities around the world and is the first choice of transit planners for affordable, customer friendly public transport.

The German city of Karlsruhe (City population 275,285) has taken light rail to a new standard, by track sharing with mainline railways and operating, what is called tramtrains. In Karlsruhe, one can board a tram, on-street, on the pavement and alight, on-street in Ohringen some 210km (130 mile) later, with the tram acting as a streetcar, light rail vehicle and a passenger train! Karlsruhe’s light rail network now extends over 400 km. (250+ mile) of route, servicing scores of small towns and villages with high quality public transit at very little cost simply because the tram can use existing railway tracks.

In British Columbia, tramtrain can be a useful tool for implementing a high quality ‘rail’ transit service, not only in Vancouver and the Fraser Valley, but in Victoria (E & N Railway) and the Kelowna/Vernon rail corridor as well.

The question is: Why does TransLink and the BC government reject modern LRT out of hand and continue to build with dated SkyTrain light metro?

Langley not in rail study

Langley not in rail study (Langley Advance)

“Rail for the Valley says Langley is being railroaded when it comes to a study of local transit options…”

Jordan Bateman is also quoted. He seems to think the study will seriously look at the Interurban. If that were the case, wouldn’t Langley be included in the study announcement?

Brian Lewis: Transit boss’s credentials starting to show

Is Translink REALLY going to give honest consideration to light rail on the Interurban route? Brian Lewis seems to think so. He really likes their new CEO Tom Prendergast:

Brian Lewis’s Province column yesterday

Excerpt:

“…after listening to Prendergast yesterday, my gut feeling says: Don’t count this guy out.

He’s a consummate transit professional, as his more than 30 years in the business suggests. His previous posts include senior vice-president of New York City’s subway system and president of the Long Island Rail Road, which is the largest commuter railroad in the U.S.

Yes, the man knows his rails and, as he said yesterday, he’s not about to dismiss either light rail or the existing Interurban right-of-way options as TransLink plans its options for south of the Fraser.

Nor is he convinced that SkyTrain’s extension in Surrey has to be a continuation of the elevated system.

In fact, when TransLink announces today that it’s embarking on two new major studies — one covering a westward, rapid-transit extension to the University of B.C. and the other focusing on Surrey — the latter study will look at all options, Prendergast told me yesterday.”

LANGLEY COMPLETELY LEFT OUT OF TRANSIT STUDIES (press release)

The following press release was sent out today, in response to the provincial government’s announcement today of transit implementation studies:

Today, the province and Translink announced implementation studies for rapid transit lines to UBC and to Surrey (see link). According to the provincial Transit Plan, the estimated cost of these expansions is $2.8 billion (UBC) and $1.1 billion (Surrey), assuming elevated SkyTrain is chosen. This would work out to $180 million/km for the line in Surrey and more than $200 million/km for the UBC subway line.

Light rail transit, in contrast, costs $20-30 million/km to implement from scratch, or much less for any project using the existing Interurban line. (According to a 2006 UMA study commissioned by the City of Surrey, Interurban light rail would cost only $6 million/km, and experts agree that east of Langley this figure drops off considerably, due to a far lower density of stations.)

Rail For The Valley points out that neither this study, nor the recently announced FVRD study focusing on Abbotsford and Chilliwack, includes Langley. “It’s a travesty that Langley, a full member and funder of Translink, appears to be left out yet again,” said Rail For The Valley spokesman John Buker.

Rail For The Valley appeals to Translink to shift it’s expansions away from the extremely expensive Skytrain option towards light rail, for both UBC and Surrey lines, and to include Langley and the rest of the Fraser Valley. Buker said, “While it’s encouraging that Translink is now saying the Surrey line could be light rail, we’re disappointed that they’re still even considering Skytrain as an option, given that Surrey strongly prefers light rail, and given that light rail is by far the more cost-effective option.”

During November’s civic election campaign in Surrey, it was revealed that not a single mayoral or council candidate favoured Skytrain expansion to light rail. (see link).

Rail for the Valley on CTV

John Vissers and Abbotsford councillor Lynne Harris did great on CTV. Check out the video here: