Three Must Build Regional Railways
With global warming and climate change begin to cast a fiery shadow over the province this summer, what is the provincial government planning?
Three guesses and the first two don’t count: building more highways.
Our politcal “rubber on asphalt” mentality will be the death of this province as the provincial government continues to promote car use instead of investigating alternatives.
There are three regional railway projects, that the government must take a serious look at.
- Rail for the Valley’s Marpole to Chilliwack restoration of a modern interurban service on the former BC Electric line.
- Restoration of passenger service on the E&N railway.
- A Salmon Arm to Kelowna, regional railway, on the former CNR railway route.
If we are to mitigate the pollution caused by cars and commercial vehicles on our roads and highways, we must provide an affordable alternative and rail is that alternative.
Each of these regional railways, service population centres, airports, business parks, and post secondary institutions.
Regional railways are also affordable, using established Rights-of-Ways greatly reduces costs.
What are the cost estimates?
- Marpole to Chilliwack – 130 km – under $2 billion.
- E&N restoration – 230 km – $3 billion to $4 billion
- Salmon Arm to Kelowna – 140 km – $2 billion to $3 billion
Considering that the provincial government is spending over $11 billion to extend the Expo and Millennium Lines a mere 21.7 km, An estimated $7 billion to $9 billion for 500 km of new regional railway seems to be a very good investment.
If government is serious about Global Warming and if the Carbon Tax is more than just a government tax grab, the government must invest in regional railways as an alternative to using the car.
I find it interesting how political realities can change even the most staunch politicians.
You would think Conservatives would balk or outright cancel a Liberal rail network plan spending $20 -$25 Billion on 400 km – 500 km of Regional Rail (GO Expansion formerly GO RER).
That’s 15 minute or better service frequency, all day, 7 days a week, bidirectional service on 320 km of core part of the network, most of that electrified (5 of 7 lines) and at least hourly service 5 to 7 days a week for the rest of the network that includes a service area that is a large portion of Ontario’s Greater Golden Horseshoe Region (population 10,000,000+).
Nope, they expanded it and actually increased its spending on the plan! Why? The Lionshare of its supporters and seats at Queens Park are in this region. They want to get elected again. To increase service levels to the Niagara Region, they even proposed to build a bigger wider rail bridge over the Welland Canal (Part of the St.Lawrence Seaway System), to increase GO Train service frequency. This section of the GO Train Network isn’t even owned by the government, it’s owned by CN Rail! They were willing to build CN a new railway bridge so 2 dozen more GO Trains a day could use the line. A Conservative government, wow!
My point, make it about votes and rapid transit cost realities, watch the money flow.
Pretty sure the historic spur went to Kamloops which would be a better terminus with 90 000 people instead of 15,000.
Zwei replies:
Kelowna population – 144,500
Lake District population – 20,000
Vernon population – 45,000
Enderby/Enderby population – 10,000
Salmon Arm population – 20,000
I agree, that Kamloops would be the better terminus but small steps.
This route operates on one of the most heavily used stretches of highway in BC in the summer and it directly services Kelowna International Airport and UBC University Okanagon and Kelowna’s industrial/business corridor.
This is line Line #2 & #4 testing in Ottawa. Regional trains hiding as a diesel LRT Line. Enjoy the pictures. This is what $810 Million used to buy you before Covid related inflation.
https://youtu.be/IKsOv4nnrY4
Here is a video for our diesel LRT/regional rail line.
https://youtu.be/IKsOv4nnrY4
I think regional rail on the Island and in the Okanagan could work, with some straightening of some curves and a few tunnels, maybe a Downtown Victoria tunnel would be a good idea for the E&N, after they restart service that is, as the tunnel would likely cost one or two billion.
Okanagan Rail would be great, maybe Kelowna to Vernon and Penticton, maybe even Osoyoos. Vernon to Lumby possibly, should Lumby reach 10,000.
For the Valley, I’d imagine it could follow Highway 1 east of Abbotsford, and join the CN mainline west of Chilliwack, along with straightening a few curves, grade separation and electrification, it could work. Although it wouldn’t be a SLS replacement.
Marpole to New West could also work, as a separate line however. EMU most likely, with grade separation. Could continue to PoCo or Port Moody.
Zwei replies: Using Hwy 1 would cost $200 million+ per km; using the original interurban route $15 million/km at most. Hwy.1 ridership potential, almost zero; Rail for the Valley interurban, huge as it services at least 14 major destinations.