Surrey’s Mayor thinks helicopters for the 1% are more important than transit

Surrey’s Mayor thinks helicopters for the 1% are more important than transit

From The Globe and MailPeople travelling the 40 kilometres between Surrey and Vancouver tend to drive or take transit. Surrey’s mayor wants to add a third option: helicopter.


…I have often shared the sentiment that Surrey’s transit future is in a bad shape as it is, but an announcement today by the City Mayor just took that sentiment to a whole new level. A network of helicopter take-off and landing pads to service business-men and wealthy commuters who can afford it has just jumped the priority list over a rapid transit system to service the city’s transit-dependent.

Yes, I said that right. The City of Surrey has decided to leave the city’s transit commuters behind to facilitate helicopter commutes for the 1%. If you don’t believe me, you can read her speech transcript for yourself.

Hepner between helicopters and LRT

The media still has yet to catch onto the ridiculousness and mismatched premise of this idea, but soon will come the rewatches and re-reads of the Mayor’s State of the City speech during which this is bound to be uncovered. The announcement was made immediately after a segment of the talk that focused on the city’s transit ambitions (specifically, the City’s plan for an LRT system). The segment was very short and offered no promises on the transit, and then quickly segued into announcing the plan for helicopters and helipads – which did come with a solid promise to start construction by 2017.

Now, let me back up a little bit and tell you exactly what is wrong here.

First, Mayor Hepner stated that she could only “believe” that construction of a proposed Light Rail Transit network would be started by the year 2018. And, that’s after initially promising that it would be finished by 2018 in the last elections.

“[Ms. Hepner] said she hopes to have construction [on the helipads] under way by this time in 2017.”

Secondly, she announced that the City would potentially be spending untold millions of taxpayer dollars on a network of helipads (and the associated land) with construction starting in 2017 or at least a full year before anything on rapid transit begins.

Now, a rapid transit network for far more people might be a significantly bigger public investment with bigger risks, so to an extent it is kind of understandable why this has ended up jumping the gun into first place.

Surrey’s LRT proposal has suffered major delays in producing a business case and a $500 million increase in cost

No less, the City’s Light Rail Transit proposal been thrown in limbo due to major delays in producing a business case, a $500 million increase in cost and ongoing standstills in finding regional fundingno thanks to a serious lack of confidence in the establishment conveyed in the transit referendum “no” vote. Not to mention, the serious drawbacks of an LRT system and the significant opposition to LRT from a group which I lead (opposition that’s so strong that even the Mayor of the City of Langley announced his preference for a SkyTrain extension instead).

Although the LRT proposal has its serious problems, deciding that facilitating helicopters can come first is inexcusable. To be unable to make a serious commitment on a transit network meant to service thousands of city residents, yet be completely able and willing to commit on something that will pretty much exclusively service the “1%” and let them literally fly over everyone else, really suggests to me that the Mayor’s priorities aren’t to ensure the best for the people that the city wouldn’t be without, if we’re to believe what she mentioned earlier in her speech.

What is a city, but its people helicopter-entitled 1%?

And what is Surrey but its helicopter-entitled Mayor. If there’s any tidbit of the proposal that we should all be looking at, it’s Mayor Hepner’s personal stake in desiring the service…

“She emphasized the city is looking beyond links between Vancouver and Surrey to flights to the B.C. capital of Victoria, which she said she would use herself.”

We already know this Mayor and Council to be relentless in billing taxpayers for the cost of trips. With the helicopters being said to cost $12 to $16 a minute I can’t imagine how much taxpayers will be paying to give the Mayor the luxury to fly over traffic to Victoria. And I certainly don’t think, from any feasibility perspective, that it is acceptable.

As a young, transit-dependent person living in this city (and one among potentially thousands of others now and in the future) I think to say that I’m outraged would be a serious understatement.

I must also seriously question the timing and viability of this proposal.

Sky Helicopters, a helicopter company mentioned by the Globe and Mail that is considering partnering with the City in delivering the service mentioned in the Globe and Mail’s article that they had been discussing this with the city for “several years”. This really makes me wonder why steps couldn’t have been taken earlier to implement this infrastructure within the City at a reasonable and low cost.

For example, the City decided to blow over $100 million on a new city hall that’s been put through significant criticism over its over-budget cost. For $100 million I don’t think it would have been too much of a stretch to include a rooftop helipad in the design of the new City Hall and within that cost.

This is the same Mayor who at the beginning of her term insisted that Surrey taxpayers should pay for a waterfront ferris wheel. Photo: City of Surrey

So why now? Well, only a couple of months ago, The Province came out with an article (“High-end Metro Vancouver real estate buyers commuting by helicopter” – March 14, 2016) discussing how real estate buyers, realtors and other business-people in the developer community are commuting by helicopter between Vancouver and expensive Fraser Valley estates.

“Usually we take six (Concord Pacific realtors) at a time, flying two of our smaller helicopters in formation,” Westlund said. “In one trip we covered about seven of their developments. They like getting the lay of the land.”

It should be noteworthy that the company that is mentioned in the article as facilitating these commutes is the same one that’s in talks with Surrey in establishing the heli-service.

I wonder which of the numerous developers, business elites and business associations who donated big bucks to the Surrey First election campaign is Hepner trying to feed from her hand.

Surrey LRT cost increases to $2.6 billion

Surrey LRT cost increases to $2.6 billion

Surrey LRT header generic

If you've hard about the Surrey Light Rail Transit project (and how I am leading the opposition campaign), you've probably heard most people refer to the project as having a projected cost of about $2.1 billion.

Well, that changes today. The capital cost of Surrey's Light Rail Transit (LRT) proposal has increased to $2.6 billion, according to a new corporate report released by the city.

Download the City's report

From City report 2016-R050
From city report 2016-R050

Pending whether the City claims there was a typo in the report, you're reading the above correctly. The cost has increased to $2.6 billion, which is slightly above the rate of inflation compared to the previous 2012 estimate of $2.18 billion, reported in 2010 dollars.

Rapid transit to White Rock is officially out

I became the centre of something of a publicity flip last week when CKNW news radio attempted to turn around an issue I pointed out over the lack of a rapid transit link to South Surrey/White Rock on the City's LRT promotion map, something the City responded to by saying that the map was only meant to show the LRT network, and that I edited the map and was messing up the context (I wasn't).

Now it's become clear that proper bus rapid transit to White Rock has been dropped from the city's project radar, because it's not included on the list at all.

This also means that the actual cost increase for the LRT project is closer to $700 million. The 2012 "LRT1" estimate in the Surrey Rapid Transit Study included the BRT link from Newton to White Rock. This estimate only includes the LRT project portion of the original plan.

What this means for LRT in Surrey

While the cost of the LRT project has increased, the major issues with the project have probably remained the same: it's still an on-street LRT system, and so it's still going to come with major trade-offs such as potential safety issues, a compromise in speed and reliability, fewer travel time and economic benefits, and higher long-term operating costs.

The most interesting thing about this cost increase is the effect it's going to have on the project's business case.

Staff anticipate that the Surrey LRT Project will be successfully screened-in for Round Seven. This will require the submission of a completed P3 Business Case in March 2016. The scope of work for completing the Business Case includes additional engineering design, geotechnical work, preparation for environmental assessment, and public consultation.

City report dated June 2015

Supposedly, according to the City, the business case isn't finalized, and the City and TransLink have been rushing to put together a new one in time for a March 2016 (as in, yes, this month) deadline to qualify for P3 Canada project funding.

However, any new, final business case that attempts to portray the LRT proposal in a positive light will come into serious conflict with the results that were found in Phase 2 of the Surrey Rapid Transit Study – which found the overall business case for the Light Rail proposal to be negative, with a 0.69:1 benefit-cost ratio (compared to a more positive 1.45:1 benefit-cost ratio for SkyTrain). And, that result was based on the original (lower) LRT cost estimate.

With all of this in mind, I'm starting to believe that there isn't going to be an LRT business case ready for this month. I haven't heard any new technical details on this project (until word of today's cost increase reached me), with everything happening behind closed doors (if it's even happening at all). The standstill reminds me of the one faced by the Evergreen Line as a Light Rail project, before the Province stepped in with a final business case and changed the Evergreen Line to its present form as a SkyTrain extension. (See also: The Real Evergreen Line Story).

After a desperate and questionable LRT poll, a broken LRT promise by the City Mayor, silence over brand new transit buses and still no update from TransLink on Phase 3 consultation, it's becoming more and more apparent that the City of Surrey's LRT project is seriously doomed to fail.

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LRT? How about Skytrain instead! Sign my petition now below

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Surrey deserves fair debate on LRT issues

Surrey deserves fair debate on LRT issues

Traffic jam sim header

I was caught off-guard by the new viewpoint article in The Now Newspaper, which claims that there is no more reason to pursue the SkyTrain vs LRT debate because voters supposedly “elected” the party supporting it, so therefore, the debate is dead. Here’s the scoop:

Surrey First was elected in an overwhelming sweep of city council in late 2014, after campaigning with promises of building light rail in Surrey

That means they have a mandate – a mandate to build light rail. That means all the debate surrounding what Surrey wants and doesn’t want is pointless.

(From The Now Newspaper: OUR VIEW: Debate over LRT in Surrey is moot – that train has left the station)

The viewpoint is implying that within the framework of a municipal election, Surrey residents were participating in a fair debate surrounding these issues. It’s implying that by electing the Surrey First Party (led by current Mayor Linda Hepner), Surrey voters endorsed Light Rail because Surrey First also happened to endorse it. The problem with this claim is that….

Surrey residents never had a choice.

Surrey residents did not have a choice to oppose LRT because at the time of the election, as all three major parties competing for Council seats were in support for Light Rail technology. Our candidates for Council never tried to foster a debate to begin with. The SkyTrain vs LRT debate was effectively shut out.

Transportation wasn’t the defining issue in the last elections.

Before you go ahead and conclude from the above that this is indeed not significant enough to result in debate, it is also extremely important to note that in the last elections, transit was not considered to be the most important election issue; it was considered to be the second most important issue – however, it was a distant second. The dominating election issue, affirmed in multiple overlapping polls, was crime.

More than half (55 per cent) of respondents to an Insights West poll conducted earlier this month said crime is the most important issue the city is facing heading into the Nov. 15 election. That’s a big leap from transportation, which came in a distant second at 14 per cent. (From CTV News – “Crime is Surrey’s top election issue, new poll reveals”)

The online survey conducted Thursday to Saturday among 510 Surrey residents aged 18 and over found that crime continues to be the most important issue for most residents (54 per cent), with transportation (16 per cent) a distant second. (From the Vancouver Sun – “Surrey Election extremely close: Poll”)

The Now’s viewpoint article would seem to imply that Surrey’s voting decision was based largely on transportation and support for Light Rail, but that was clearly not the case. So I think it’s pretentious to say that we should just follow the elections results – which could have been a result of numerous factors – and stop the rapid transit debate altogether.

A picture of myself participating in the CiTI rally in 2013
A picture of myself participating in the CiTI rally in 2013

Over the years, I have watched the concern on Surrey transit matters fade into relative insignificance. There used to stronger calls for expanded transit, and so many people here who were passionate on transit issues, particularly on how the South-of-Fraser wasn’t getting its “fair share” on transit compared to the North-of-Fraser. There used to be organizations, like the Surrey Citizens’ Transportation Initiative (Surrey CiTI), which hosted rallies on issues of transit that I participated in (can you see me in the video above?). However, the leaders of these organizations didn’t show up during the 2014 elections. In fact, they have disbanded them or otherwise completely disappeared, because these groups no longer even exist (the www.surreyciti.org website has been out of service for over a year).

Surrey citizens are already less motivated to discuss transit issues than before; now, there has been virtually no discussion on major issues with things such as the proposed LRT system. Now is not the time to apply the brakes when it comes to local transit issues that will affect the lives of everyone living in this city.

More than 1100 people are now calling for a fair debate on the proposed Light Rail.

Say what you will about how (in)significant the issue I am now raising was to decision-makers at election time, but that has changed significantly today. Over 1100 supporters have signed the SkyTrain for Surrey petition urging that the proposed Light Rail Transit line be changed to SkyTrain. This momentum is no secret – and I think Global, News1130, Omni and others had good reasons to bring me in to talk about these issues the other day.

The fact is, issues around the proposed Light Rail system have remained unresolved. Those who are supporting our organization are concerned about issues like whether this is the best way to spend lots of money, how much the LRT will cost to operate, whether congestion will be caused, and what safety issues may arise by having trains interface with everyone on-street. And with the Surrey First-dominated City Council being entirely in support of this, there has practically been no debate allowed. The Mayor and Council aren’t just forcing us to go with their vision – they are forcing us to take in all the issues that will come with it, even if they have gone without discussion.

So here’s what I’d like to say about this: we are demanding a fair debate. It seems like the decision to proceed with Light Rail technology was done with very little actual consultation from potential users. It was practically forced onto us by our Mayor, and moved forward through the stifling of a dialogue on the benefits and tradeoffs.

LRT was not the best option for Surrey

If there was anything that resembled a “fair debate” on this issue – it happened 3 years ago, and concluded LRT was not the best option for Surrey.

Does anyone even remember the Surrey Rapid Transit Study anymore? Let alone the people and the media forgetting it and how important it is to consider the study in this context, but the decision makers and planners that are working on the Light Rail Transit project seem to have forgotten about it as well. They’re now clamoring to have a new business case analysis to qualify for P3 funding, even though there was a perfectly good business case analysis in Phase 2 of the Rapid Transit Study – although it did not come out with a positive outlook for the favoured on-street Light Rail Transit system.

Grassroots advocacy has shaped transit planning in the region.

In this LRT versus SkyTrain debate, there is no referendum. And so, if the proponents of SkyTrain really think they’re going to throw Mayor Linda Hepner and her crew off the LRT track, well, fuggedaboutit.

I want to single out this last paragraph because The Now seems to be in need of a history lesson. They don’t seem to recall that a certain other famous young transit spokesperson from Surrey, who ran for Council on rapid transit issues, was one of the first people to put the consideration of street-level Light Rail on the map in the first place.

Back in 2008, then 18-year-old Paul Hillsdon took on the local media by storm, looking to break-up an impasse on transit planning and offered a solution – street-level Light Rail Transit – that was considered by many to be better than a planned 6km extension of SkyTrain at the time (the recent proposal was for a much better 16km extension to Langley). He then took this issue with him and ran for Council, although did not succeed in getting a seat.

Regardless, Paul put Light Rail on the map and took his success in transit advocacy to even further heights. He was successful in establishing himself as a voice on transit issues in this region (through his website Civic Surrey), and later went on to develop (with a colleague) Leap Ahead, the regional transit vision that became a model for the Mayor’s Transit Plan formed in advance of last year’s transit funding referendum.

The grassroots effort that had started with rapid transit advocacy, continued with the establishment of Civic Surrey and through that the inspiration of numerous other startup transit blogs and bloggers, managed to make this major difference in the way transit is being planned in our region today.

So, I think it’s more than a little unfair to rule out the potential that any of my campaign work (or for that matter, any grassroots transit advocacy) has in shaping transit planning in this region. Paul showed us that a consistent voice and a genuine interest in local transit issues is able to make a real difference – without the context of a public referendum.

There has never been a fair debate.

For the record, I’m not entirely sure if Paul Hillsdon was factual on his argument. When I had a look at his LRT vision, which was built from scratch (my vision for SkyTrain + BRT, by comparison, is based on an already-studied option), I noticed that he had an inconsistency in his cost estimates. Paul’s estimates that came from non-on-street, separated right-of-way Light Rail systems, without accounting for street-scaping costs and other construction costs associated with on-street building. In other words, it seemed misleading.

The capital cost estimates are based on a conceivably generic number of $27 million per km, and that is a problem.  One cost estimate for a certain type of LRT cannot be used generally unless the implementation described is the same kind of implementation and not something totally different.

What this cost he is using describes is the cost of a fully electrified light rail service on the Interurban corridor, a pre-existing right of wayThe same cost cannot describe the cost of implementing an at-grade Light Rail service on-street in Surrey, which is not a pre-existing right of way.

Read more: Inconsistencies in Paul Hillsdon’s 2008 “Transit for Tomorrow” LRT proposal on SkyTrain for Surrey)

Yet when Paul touted his LRT plan back in 2008, as faulty as it seemed, it was met with virtually no resistance. Anyone with a technical/research background could have easily spotted the major flaw in his proposal, but it was never brought up and there were never any attempts by local media to smear him and his efforts to advocate on transit issues.

So why shut me, and my campaign? What’s so special about this campaign that the debate it raises does not deserve attention? Is it special because it happens to be taking sides with grade-separated SkyTrain over ground-level rail? Is expanding SkyTrain something the Surrey Now’s writers and editors hold a long-running bias on, like many people in this region, to the extent where they would want to shut down a productive and highly-needed issues debate?

I don’t understand why The Now Newspaper is having us think that the train has left the station, when it was never even there to begin with. Light Rail isn’t even going to be built for at the very least, the next 3 years. Why are they trying so hard to stifle a debate that still hasn’t happened, and needs to happen? Why say no?

It seems that the Now just doesn’t want to either acknowledge or handle this campaign, given how successful it has become, and how much work it will give them as a result. However, it is their duty to do this as local media. The people of this fine city deserve a fair debate on LRT issues.

FOR SLIDER

Who’s telling the truth on Surrey’s Light Rail?

Who’s telling the truth on Surrey’s Light Rail?

salt lake LRT

Global News had me on air this morning to comment on the SkyTrain for Surrey movement, which has been gaining some pretty serious momentum recently with over 1000 supporters on our site’s petition calling for a SkyTrain and Bus Rapid Transit system instead of LRT. While this should have certainly raised some eyebrows, not everyone has been on the “supporting” camp.

Earlier today, CKNW’s assistant news director, Charmaine de Silva, had me give the station a call to comment on an issue raised through my organization that the City of Surrey was not considering rapid transit to South Surrey as part of their Light Rail Transit vision. The resulting article, no less, has attempted to frame me as misleading, because of a difference in context and a sound bite during the telephone interview. Here’s the scoop:

Where it went wrong

For his part, the blog’s creator, transit activist Daryl Dela Cruz says it’s not his job to double check the facts he publishes on his website.

“And the end of the day, we’re here as a voice for citizens to raise…”

“So, you don’t think it’s irresponsible of you to put out information that’s just not true without double checking your facts?”

“Well, we’re an advocacy group.”

The City of Surrey says the current plan for rapid transit in the area continues to include LRT and a B-Line, and has not changed since it was approved by the Mayor’s council in 2014.

As you can see, CKNW is trying to make it look like I don’t double check my facts and, in light of that, am misleading people.

There is one thing here that I’m willing to own up to: In this particular case, I did not previously ask the City whether the omission of the rapid transit link to South Surrey was intentional or attached to some sort of context.

However, finding that answer is not my job and it is not the job of my advocacy group either. When I offered the previous response “we are an advocacy group”, I meant that in the context that we are as bound to be misled by the info that is supplied to us as is anyone else who is following us on these issues. Like all advocacy groups, there is a certain degree to which we work off of the information that is supplied to us as-is and as-published. We don’t make up these things from scratch.

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It should have been up to the City to clarify in the first place whether rapid transit to South Surrey was still being supported. Previous maps showcased on the city website clearly showed a rapid transit link extending to South Surrey, in the form of a Bus Rapid Transit line. The previous maps also showed the proposed Light Rail Transit “L Line” extending as far south as King George Blvd & Hwy 10, and as far north/east as 104th Ave & 156th St – stops that have been removed in the new LRT map.

Regardless of what the context of the City’s current map is, the main issues that SkyTrain for Surrey raised were that communities are being missed, and that the selection of LRT technology was being put in front of the people and the service. That concern still stands today, and brings forth with it a lot of questions Such as….

  • Why exactly is the city only promoting the Light Rail part of its ultimate rapid transit vision for the city, which supposedly includes BRT to White Rock?
  • Doesn’t that show technology-first thinking rather than people-first thinking?
  • Wasn’t LRT supposed to be about “serving more communities”?
  • Or, is the City suddenly ready to admit that this supposed philosophy is a fallacy?

All of these are legitimate questions that deserve better answers from City of Surrey representatives than “they cropped our map”. (I’d like to note, by the way, that the post on our website included a link to the city’s full LRT map, below the image that CKNW called into question)

I think that this fact also makes CKNW’s takeaway that I am “misleading” people more than just a little unfair. I would even call it misleading in itself.

Failing to show up gets you low marks

The thing that strikes me even more is how one-side this debate has become, with little discussion happening on the issues my organization raises – many of which are, arguably, far more significant. In these regards, CKNW has been failing to show up.

When I called the City of Surrey’s recent Ipsos Reid poll claiming high LRT support in the city into question – something that should easily be far bigger than this – CKNW conveniently reported on the Ipsos Reid poll, but didn’t take any interest in the issue I was raising. Did Charmaine de Silva do any of her homework checking on those?

CKNW also failed to show up when I pointed out a number of other issues, which should honestly receive more attention from everyone observing, listed below:

Promise to start LRT construction last year was broken

In case anyone doesn’t seem to recall it, present Surrey Mayor Linda Hepner – a big champion of the City’s LRT vision – wanted to have construction of the system started last year.

That is a year later than the start date promised by Surrey First candidate Linda Hepner, who said she plans to break ground for the first phase of the line in 2015 and use revenues from development along the route to pay for it. (From The Vancouver Sun – “Need for light rail transit unites Surrey candidates”)

Now, instead of having started the construction last year, she now wants to see the LRT system’s first phase construction process started in 2018. Voters in Surrey elected Hepner on an LRT promise, which was to – no less – have the first phase of LRT up and running by the year 2018. So she is also breaking that promise.

Despite the significance of this major discrepancy, hardly anyone has bothered taking a look at whether the Mayor is serious about her plans.  If the City Mayor can’t make a realistic promise on when LRT would be up and running, who’s to say that any of the technical claims the City has made on its LRT vision are valid?

Progress on the Surrey Rapid Transit Study has frozen

There was supposed to be a 3rd phase of the TransLink and provincial ministry-sponsored Surrey Rapid Transit Study – one that was meant to move and finalize and refine the design of the many examined options (four of which were presented by TransLink at the end of phase 2), and consult with the community on the refinement of the designs. It is mentioned on the TransLink website. TransLink committed the funding for its portion of this phase back at the September open public meeting, so at this point we’re just awaiting on cooperation from others participating – including the City of Surrey. In any case, it still hasn’t happened.

There’s still no business case for the LRT

Staff anticipate that the Surrey LRT Project will be successfully screened-in for Round Seven. This will require the submission of a completed P3 Business Case in March 2016. The scope of work for completing the Business Case includes additional engineering design, geotechnical work, preparation for environmental assessment, and public consultation.

City report dated June 2015

City reports have emphasized the need to advance the development of a final business case for the LRT system – which currently remains incomplete – by March 2016, in order to qualify for a P3 funding application deadline set by Transport Canada.

Well, there are only 4 days left until March. Where’s that business case?

The previous Surrey Rapid Transit Study business case was negative

Also, any new, final business case that attempts to portray the LRT proposal in a positive light will come into serious conflict with the results that were found in Phase 2 of the Surrey Rapid Transit Study – which found the overall business case for the Light Rail proposal to be negative, with a 0.69:1 benefit-cost ratio.

The benefits in the rapid transit study were based on a monetized net present value conversion of the travel time savings, economic benefits and reliability benefits (expressed as “other travel benefits” in the study), auto operating cost and collision cost savings, and air emissions savings (or negative savings, in the case of an increase). I can’t imagine there would be any reason to think of this analysis as in-comprehensive.

Surrey launches a questionable LRT poll

As I previously mentioned, Surrey In my earlier post, “Deconstructing Surrey’s LRT survey”, I called into question numerous things about the City of the Ipsos Reid survey sponsored by the City of Surrey, which that trumpets that 80% of City residents support the proposed Light Rail Transit system (although using a rather tiny sample size of 600, about 0.1% of the city’s actual population). The issues included that:

  • Relatively Few transit riders were asked in respondent pool (85/600, <0.1% of transit users),
  • Many respondents didn’t live near the proposed LRT lines,
  • The age of the respondents was out of touch with the city’s composition (there were more respondents in a single group – age 55+ and said they would never use an LRT – than there were transit users of any age group),
  • Respondents weren’t asked to consider LRT against other alternatives,
  • A phone survey may not have been the best way to collect the info,
  • The City has withheld other surveys on the LRT matter as they have never been released.

The hypocrisy is stifling

So who’s telling the truth on Surrey’s proposed Light Rail Transit anyway? Because to me, it doesn’t seem like anything that LRT’s supporters have been saying contains any semblance of the truth. More alarmingly, these are big discrepancies and yet the media hasn’t been willing to take appropriate notice.

Mike Folka offered an excellent Tweet earlier that caught my attention and got me thinking whether there is something else going on behind the scenes…

Perhaps his might be a great opportunity to offer a throwback when I became one of the biggest names opposing Jordan Bateman’s No TransLink Tax campaign with the post Referendum Myths: TransLink and Executive Pay, which is still the biggest post on this blog to date, a post that gained so much popularity that it caught the attention of a columnist on the Vancouver Sun, and even TransLink eventually incorporated the data-set as part of their The Facts Matter campaign.

I think this fact will offer more than just a little context on whether CKNW is playing this game fairly or whether they aren’t. The hypocrisy is stifling.

Deconstructing Surrey’s LRT survey

Deconstructing Surrey’s LRT survey

EXCLUSIVE - Surrey, BC - February 16, 2016

Some of you might be already familiar with the comments I made through SkyTrain for Surrey on the new LRT survey that was released by the City, claiming 80% of residents are in support of the LRT project. If you aren't, my chief complaint is that only 600 residents were asked, which means that about 0.1% of residents are being asked to represent a City of over 500,000.

This statement has been met with a mixed response: some people agreed that such a small number shouldn't represent the city by any means; others disagreed, telling me that I was going up against a professional organization and that the sample size and margin of error was acceptable.

With that said, I was prompted to look into finding even more answers. After turning to my connections in the community, Ipsos Reid's entire, detailed LRT survey results paper managed to find its way to my e-mail inbox. You can download the results and verify my findings yourself below:

LRT survey screenshot

Download the results

When I opened the PDF document for the first time, the first thing that caught my eyes within the tables and tables of info was the composition of the respondents (this data I am very glad to have collected), followed by the composition of the actual questions. Here are the things that stood out the most to me:

The survey asked only 85 actual transit riders.

A next-generation 96 B-Line bus
A next-generation 96 B-Line bus

Yes, not 85% - 85 out of 600. Out of thousands upon thousands of Surrey transit riders, the surveyors are asking for representation from just 85. All other respondents drive for their commute.

This isn't only low to begin with, but it's also lower than the "weighted" base (i.e. if the amount of transit riders asked is to be in-line with the actual percentage of transit users in the city, then the poll should have asked 111 transit riders). For a poll that's supposed to decide on future transit matters, you'd think that more actual transit riders would be consulted on this - which is sorely disappointing.

Let's put that into another perspective. Surrey's 4 SkyTrain stations service 39,169 passenger boardings per weekday. There are many more transit boardings on buses in Surrey, but if we start with the amount of SkyTrain riders, then approximately just 0.2% of Surrey's transit riders are being asked to decide for all of them on future rapid transit.

I get that there aren't relatively a lot of people in Surrey who ride transit compared to the amount driving, but neglecting transit rider input for a transit project is absolutely ridiculous. If you agree that it's ridiculous, then prepare yourself because this is only where I begin...

Many respondents didn't live near the proposed LRT lines.

LRT survey table 1

The three LRT lines are supposed to travel on 104 Ave, Fraser Highway and King George Blvd. - serving City Centre, Fleetwood, Guildford and Newton. But when compared against the weighted average, the amount of respondents that were from Cloverdale and South Surrey - areas that aren't necessarily near the proposed LRT lines, requiring connections by bus - was significant in contrast to the amount of respondents that actually live near them and would more likely use them. Both of these areas exceeded their "weighted" base.

Concerningly, very few of the respondents (just 89, compared to a weighted base of 147) live in Whalley or City Centre, which is where one would expect most of Surrey's transit ridership to come from - since riders here would have access to all 3 proposed lines, SkyTrain and other buses.

The survey weighs these answers in attempt to gather a fairer perspective from these neighbourhoods; regardless, with these numbers on where the respondents are actually from, I definitely don't feel that accurate information has been collected. The survey neglects people whose lives would actually be affected by the construction and operation of the new LRT lines.

The age of the respondents is out of touch with the city's composition.

LRT survey table 2

I don't mean to pick on seniors for any reason, but there were 270 people aged 55+ who responded to this survey - against a significantly lower weighted base of 186. On top of that, forty-five per cent of this group said they would never use an LRT system. Yes, you heard that right - there were more non-transit users aged 55+, than transit users of any age group, polled in this new Surrey LRT survey. Is that misleading or what?

The thing I'm even more concerned about, however, is that very few of the respondents (120) were aged 18-34. That means that the least responses were collected from the age demographic that is statistically the most likely to use transit.

That these respondents were weighted serves as no excuse. This is completely out of touch with the city's composition, and I would expect the input to be more considerate in its distribution considering that over 25% of the city's population - by that I mean children and youth aged 0-19, many of who will be moving into the 18-34 age bracket by the time of the LRT system's launch - was not included in the survey.

Respondents weren't asked to consider LRT against other alternatives.

For me one the most alarming aspects of this survey is that the question of whether a respondent supports LRT or doesn't was narrowed down to a simplified yes-or-no question, without any chance to weigh LRT against other alternatives (like SkyTrain and Bus Rapid Transit) - and without any consideration of the LRT project's own practicalities.

In some cases (like on 104th Avenue, which is served by both the 96 B-Line and a nonstop frequent #337 bus), the future LRT is not as fast as existing buses. If the questions were modified to reveal the future LRT travel times then the conversation would probably have changed immediately. Instead, we're supposed to rely on answers to vague questions that don't create the opportunity to consider issues with the LRT proposal.

If a survey is going to conclude a support for LRT technology, it must absolutely consider the alternatives and present them to respondents. I've been saying for a long time that the City of Surrey has refused to open a dialogue on LRT benefits/tradeoffs, as well as LRT alternatives, and that it is something that badly needs to be done. Instead, we're supposed to decide the future based on uneducated opinions supplied by a handful of completely misled people.

Was a phone survey even the right idea?

Phone lulz

My professional day job happens to be in the same field as the people who conducted this survey: canvassing people over the phone. As the client manager for a service-oriented company, having phone conversations with people is something I do all the time. And, while I approach this from a business/sales environment rather than that of a polling company seeking opinions, there is one thing I will say in confidence: this kind of survey should not have been done over the phone.

The thing about phone calls is that they're unexpected - people don't want to stay on the phone; they just want to get off it and go back to their day. The telephone is a great place to repeat a written statement, have a quick chat with a friend or land a sale/appointment for your service; but it's a terrible place to expect a well-thought-out, educated answer from a stranger who's expected to provide one with very little thinking, on-the-spot.

As a demonstration of this, when respondents were asked some of the more detailed questions, like: "What would be your main question or concern about building this LRT network?" or "What do you think would be the main benefit of building this LRT network?", most of the answers grouped into specific ones like: "Cost/funding" or "Traffic flow/congestion problems/concerns", but relatively few of the answers were unique answers in the other categories. There are places for phone surveys, but this clearly wasn't one. I hate to say it, but we really shouldn't expect people to spend time and effort thinking about transit issues over the phone.

How many people rejected the survey phone call? Well, the survey numbers I was sent don't even reveal that number. We will never know whether the 600 respondents were 600 out of 1,000, or if they were actually 600 out of 10,000.

What about the other surveys?

By the way, this isn't the City of Surrey's first LRT survey.

Back in the fall of last year, Surrey had an LRT survey done on their internal, online CitySpeaks platform. I took this survey, and in the process made notation on SkyTrain for Surrey of an error in the comparison between rapid buses and the proposed LRT system.

However, the results of this survey were never released. There is mention of the survey on the CitySpeaks page on the City website, but Surrey has never released the survey results or used them anywhere.

It is plausible that the respondents, given room to think (as this was an online survey with no time-limits or on-the-spot pressures), did not respond favourably to the idea of an LRT system. And, it is plausible that this was withheld by the city in favour of paying a pollster to perform another survey with the intention of achieving a favourable result.

In conclusion: The public is being fooled.

Vehicle train collision small header

What in the blazes is going on here?

I can't even think of where I should start but the numbers that I've been given have made it expressly clear that this is a terrible survey. It definitely does not confirm that 80% of Surrey residents support an LRT system, or come to any other conclusion on matters of Surrey transit.

Not only is it unable to effectively conclude that an LRT system would be popular with transit riders (because it doesn't ask them), but it makes no effort to consider the younger residents who will grow up and be stuck with such a system, by neglecting to include them as part of the conversation and favouring responses from non-transit users aged 55+ instead. It is also using the worst possible format to collect this sort of information (over the phone), and that weakness is visible in many places in the survey results.

The end result is nothing short of unacceptable, and that's before you even take into account the fact that the 600 respondents makes up approximately just 0.1% of the actual population of this city - a percentage that will get smaller as the city grows ever larger.

Before we come to a conclusion on surveys like the new Ipsos Reid survey, I would like to see more and different surveys - and I would like to see them done fairly, with a consideration of those who actually ride transit, and with the ability to consider LRT against different alternatives including SkyTrain and Bus Rapid Transit.

Surrey deserves better

Sign my petition to get Surrey's LRT system changed to SkyTrain + BRT!

Sign the petition

City of Surrey is neglecting safe crosswalks

City of Surrey is neglecting safe crosswalks

2 children injured after family struck at Surrey crosswalk

CTV Vancouver; Published Wednesday, February 3, 2016 7:58AM PST ; Last Updated Wednesday, February 3, 2016 7:33PM PST

Police are reminding both drivers and pedestrians to pay more attention on the road after two young children and their mother were hit by a car as they crossed a street in Surrey.

A four-year-old girl and her six-year-old brother were crossing the road with their mom and dad around 6 p.m. Tuesday at 76th Avenue at 147A Street when three of them were struck.

The little girl suffered critical injuries and is in serious condition, and her brother was also seriously hurt. The mother suffered minor injuries.


I’ve been hearing of pedestrian crossing-related accidents in Surrey for years: Another day, another major crosswalk accident. And this time, it was an entire family – a mother and 2 children – struck while trying to cross the road, at a recently-built crosswalk in the east part of Newton.

I’m a busy person day-to-day – often, these issues show up on my news feed and then go away. The issue was just as said, there’s nothing else to report and it’s practically over. But, there was something about this particular issue that I couldn’t get out of my mind. CTV news did a very good report that showcased the incident crosswalk, and pointed out what issues have been had with it in the community. For most people, it’s an issue of speed. It’s an issue of traffic being unable to stop.

They don’t stop. They go more than 50… it’s all the time… nobody cares.
– Woman in red jacket on CTV report

How many times I come down this crosswalk to see people on the sides waiting to cross — nobody stops. Everyone’s in too much of a hurry.
– Scott Ogden, nearby resident

Watch as three vehicles blow right through, with a man trying to cross. Residents say this is common.
– CTV reporter

But the City’s Transportation Manager, Jaime Boan, can’t seem to have what these local residents are saying. He’s dismissed practically all of it, citing that:

Only two vehicle collisions there in the past five years — neither of them involving pedestrians.
– Jaime Boan, City of Surrey Transportation Manager 

and that the crosswalk “doesn’t fit the criteria for a lit crosswalk”.

Questionable criteria

Firstly, I don’t know how valid it is to cite that this crossing had been statistically safe for the past 5 years when there was also no crosswalk, which would understandably mean there are more crossings today as a crosswalk is now actually built for regular use. And secondly, I have found the criteria the City uses to decide on crosswalks to be questionable and far too conservative.

Picture of the 128 Street crash from 2013. Taken by CBC News

If you’ve been a reader of this blog, you may recall that just over 2 years ago, I took an issue with an accident that happened right by my University (in the post: “Political Incompetence Kills”). The City of Surrey flopped on building a badly-needed crosswalk, and subsequently a teenage girl was struck and killed by a motorcyclist.

Some of the people commenting on the news reports (and some of the news reports themselves) attributed this incident to jaywalking, but I later discovered that wasn’t the case. The fine lines between what is considered a legal crossing and what is considered “jaywalking” are set by each municipalities’ bylaws. In Surrey, you are legally crossing the street if a proper crosswalk is more than 1 block away, meaning Amarpreet Sivia (the victim) crossed the street legally when she was fatally involved in the motorcycle incident.

Since that incident has occurred, the City of Surrey has responded to media concerns by expediting the construction of a traffic signal. That traffic signal had been requested 3 years prior by the nearby school, but initially rejected because – like in this incident – a crosswalk had been deemed unnecessary. In order to prove the opposite, a teenage girl died. This is something we need to prevent in future incidents by investing in safer, properly-designed crosswalks now, not later. We can’t afford to wait.

Behind the Mayor’s boasting that Surrey has the lowest taxes in the region is the fact that Surrey dedicates just $4.95 million a year to pedestrian/cycling infrastructure projects – less than half the dedication put forward by Vancouver, despite that Surrey is bigger than Vancouver in size and will soon eclipse it too in population.
– From my original post in September 2013: “Political Incompetence Kills”

If this had been done previously, it would have saved a girls life. Instead the traffic signal was brought to life by the urgency of her example, sitting no less than a block away from my classes at Kwantlen, used by students daily unbeknownst to the fact that it was expedited due to a girl’s death.

Stooping even lower

This time, however, I think the City stooped even lower than it did back in 2013. Going back to what was said by City Transportation Manager Jaime Boan…

Only two vehicle collisions there in the past five years — neither of them involving pedestrians.
– Jaime Boan, City of Surrey Transportation Manager 

What a clever excuse to let go of a legitimate issue that’s caused serious injury to an entire family. Right now, A four-year-old girl is clinging to life, while her brother, 6, is in serious condition. That alone should be grounds for a serious investigation of the safety of this crosswalk. I actually find it ironic that a City Engineer (and the transportation manager no less), who was asked to comment on this crosswalk, managed to miss this particular shortfall:

Crosswalk 1
From the CTV video showing a person attempting to cross at this specific crosswalk.

Because of the parked vehicle in the foreground, it is impossible to see that a pedestrian wishes to cross. It is also practically impossible to see the crosswalk sign. It’s the most basic rule established between drivers and pedestrians – that eye-contact is made before the crossing is attempted – but there is practically zero line-of-sight. Which also means that there is no room for a vehicle to slow-down to prevent an accident. Add that to the total lack of traffic calming on this street, and it’s no wonder that cars are blowing through this intersection one after the other – it’s practically impossible to tell whether anyone is crossing, much less that there even is a crosswalk – especially at night, when the incident occurred.

After checking with the City’s by-laws, which specify that one must not park within 15 metres of a crosswalk approach, the van in the video may have been parked there illegally. However, if the van belongs to the adjacent residence, then the City should have notified the owner that it would no longer be possible to park the van there and that it should be moved. Even then, the City should also have properly installed “no parking” or “no stopping” signs, which were not in place at the time of this incident and are not visible in the news video.

Regardless of these things, no attempt was made to create an intersection that is safer for crossing, as the intersection was not modified to bring the curb to the edge of the travel lane, which would also reduce crossing distances and make for an overall much safer crossing.

What needs to be done

Some of the people interviewed by the news suggested that this crosswalk needs to have a light – something that the City will probably debate forever with its “traffic statistics”, but it’s clear that regardless of whether or not a light is needed, the crosswalk that was built was poorly engineered. Marking a crosswalk defines a place for people to cross, but if the safety improvement aspect is to be fully realized, that crosswalk must be paired with changes to the roadway or intersection.

What should’ve been built at this crosswalk (and at any other unmarked intersections that may demand crossings) would resemble another crosswalk only two blocks to the west, where the roadway is narrowed so as to slow down vehicles, reduce crossing distances, and ensure eye contact can be made between pedestrians and vehicles:

Significantly better crosswalk

I find it ironic how this significantly better-designed crosswalk exists nearby, and yet the City of Surrey didn’t take it into account when it built the crosswalk ramps at the existing curb edges, did nothing about the parked vehicles, and completely ignored the line-of-sight.

You owe the people of Surrey an apology, Mr. Boan.

Actually, a lot of people in the City of Surrey might owe apologies. The reason I’m picking on Jaime Boan in particular is because of the dismissive explanation he provided in news interviews – which is also indicative of just how unwilling the City of Surrey is to fix its serious issues with (un)safe crosswalks.

Now, I’m not an engineer. My dad is, but I’m not – I’m just a plain old university student. I haven’t finished my degree in engineering… no less, I’m not even studying engineering. So I have practically no expertise on this matter at all. But it alarms me that a professional engineer (and no less, the manager of transportation in this City), supposedly far more trained than me on this issue, couldn’t nail down the simple, visible reasons why this crosswalk is unsafe. And it alarms me even more that he is now implying that it is still okay to use this crosswalk and that the City is planning to do nothing about it.

Perhaps it’s tempting to think that the stats will say everything, and perhaps it is true that this is the first time an accident has ever developed here at this location. But if there’s any Surrey crosswalk stat that needs to be told, it’s the fact that Surrey has the unfortunate distinction of being home to the highest ratio of pedestrian-related motor vehicle fatalities in the entire province. (according to: The Surrey Leader)

When an entire family is in the hospital because of something that is clearly a result of your (department’s) shortcoming, telling people dismissively that the city won’t consider changes at the problem intersection is absolutely unacceptable. Mr. Boan, you owe the people of Surrey an apology.

And in addition, this neighbourhood is owed a crosswalk redesign. Now.

I would encourage the City of Surrey to expedite efforts to redo this crosswalk right away, and perhaps redo the entire street so that vehicles are slowed down. The city should also expedite other needed safe crossings throughout the city.

Why isn’t the City of Surrey more excited for the new 96 B-Line buses?

Why isn’t the City of Surrey more excited for the new 96 B-Line buses?

96 headerThere are 5 of the new 96 B-Line buses in service today, which has me thinking that by now there should be some excitement in the city regarding this brand-new transit infrastructure. The new buses are absolutely wonderful: they’re smooth and quiet; have more space inside for passengers; and feature security cameras, modern LED lighting and air-conditioning. These are the first hybrid diesel-electric buses in Surrey, and it is the first time that Surrey’s bus depot has received brand new buses (instead of old hand-me-downs) in 17 years.

While great investments like these tend to come with big political photo-ops, only TransLink seems to be bothering with any sort of advertisement about the fact that there are new buses in Surrey.

The City of Surrey’s own Twitter feeds are blank, the Facebook page is blank, and not one Councillor or the Mayor has offered a single word about the new buses. No one from the city had anything to say about the buses during the time before their arrival, and this has continued now that many of them are in service. I thought politicians in this city really cared about transit issues, but it seems that riders are expected to enjoy the new buses without even a single word from their representatives.

As a regular 96 B-Line rider, this leaves me more than a little disappointed. The new buses are a huge step forward in improving the quality of transit in Surrey, and deserve the excitement from City representatives that transit riders will have today.

So what do I think?

Well, the main transit item on the City’s agenda is the replacement of the 96 B-Line with Light Rail Transit, something that was politically deadlocked with an election promise. Perhaps the City of Surrey fears that the appeal of these buses will take attention away from future LRT.

If the City of Surrey were to assist in advertising these buses, it might foil their LRT master-plan by exposing some of its major shortfalls. The expected overall travel time savings on King George Blvd and 104 Ave is only 1 minute over the existing 96 B-Line. In addition, the construction process for the LRT system will require the street to be closed from edge-to-edge and create huge disruptions for transit riders on the 96.

A street-level LRT would be limited to the same speed as on-street traffic and will not bring anything that can’t already be provided by a high-quality bus service. At best, this LRT is years away from opening (due to continued conflicts over transit funds) and I think the City should be proud of the service improvements that TransLink has been able to introduce today. The new buses are hybrid-electric, giving riders the same smooth-and-quiet ride experience that a street-level tram brings and bridging the gap between today’s bus service and LRT. They can also get around accidents and road closures that would close down an LRT service.

However, anything that bridges the gap between existing bus service and future LRT is likely something the City of Surrey doesn’t want. It’s no secret that the business case for the proposed LRT system is extremely questionable, and I’ve already caught the city trying to mislead citizens in a CitySpeaks survey on the difference between bus rapid transit (BRT) and LRT.

As well, in terms of neglecting the 96, the City of Surrey has done that in more ways than refusing to give it deserved attention. While other B-Line bus routes have been introduced with high levels of accompanying investments (such as the median bus lanes on Richmond’s No. 3 Road for the previous 98 B-Line), the City of Surrey has spent little to boost the 96 B-Line, if it has even spent anything at all. Some portions of King George Boulevard have had exclusive bus lanes installed to speed up the 96, but these bus lanes were funded by TransLink. The City could have implemented traffic signal pre-emption to keep B-Line buses moving, last year when it renewed the city-wide traffic management system at a cost of $2.7 million dollars. That also didn’t happen.

96 riders are extremely satisfied with the service.

Regardless of all this, the SOFATP 2015 monitoring report indicated that nine in ten (91%) rate their overall satisfaction with the 96 B‐Line as good‐to‐excellent, with an average rating of 9.0. This was measured before the introduction of these new buses. Is the City of Surrey not interested in addressing its many happy B-Line riders? Or perhaps there are fears that within these riders, there are people who will organize against the City’s plan for LRT?

In any case, I guess the City of Surrey is not interested in taking any credit for this wonderful investment. The new buses have brought as much improvement for 96 riders as a future LRT and perhaps even more. Their loss, and our gain.

Next generation 96 B-Line bus "S15003" at Newton Exchange | Photo by me
Next generation 96 B-Line bus “S15003” at Newton Exchange | Photo by me

TransLink launches next-gen 96 B-Line buses

TransLink launches next-gen 96 B-Line buses

NEW – Read my follow-up: Why isn’t the City of Surrey more excited for the new B-Line buses?

On this rainy day in February, TransLink and Coast Mountain Bus Company debuted the first 2 of 12 new next-generation New Flyer Xcelsior XDE60 articulated buses on the 96 B-Line in Surrey.

I managed to catch the first of the new buses, “S15003”, on a ride home from Newton Exchange and took several pictures. The second bus, “S15002”, entered service later in the day.

(Full-size photos are available on my Flickr)

Back in December of last year I posted the first report on the arrival of these buses. The bus order replaces the 11 existing, old articulated buses (delivered 18 years ago in 1998) with 12 brand new, hybrid-electric buses. As the new buses probably won’t need to be taken out of service as often as the old ones (requiring standard-size bus replacements), these buses will allow every bus running on the 96 to be articulated.

The new buses feature a hybrid diesel-electric transmission to improve energy-efficiency and solve the ride jerky-ness of plain diesel buses. Improved LED lighting is used, there are security cameras, and the seating layout is optimized – accommodating more passengers than the older buses.

As well, these buses are equipped with air-conditioning – meaning more comfortable rides during summer months, and windows that aren’t fogged in the winter.

My experience riding the new buses has been very pleasant: the new buses are fluidly smooth on Surrey’s roads and – owing to the hybrid system – are extremely quiet while they’re running. As most of the buses running in Surrey tend to be older and louder, the difference riding on these buses is like night and day.

(Additional info on the order of 21 new buses in total was posted on The Buzzer!)

With the addition of the new buses, the old existing buses - introduced in 1998 and among the region's first - can now be retired after 18 years of service to the region.
With the addition of the new buses, the old existing buses – introduced in 1998 and among the region’s first ever “bendy buses” – can now be retired after 18 years of service.

Next-generation buses coming to 96 B-Line

I am pleased to announce that I’ve received word through forum networks such as Skyscraperpage and CPTDB that new buses coming to Surrey Transit Centre will be 60-foot hybrid articulated buses for the 96 B-Line.

This newest bus order is being assigned to both Surrey and Burnaby Transit Centres to replace old articulated buses due for retirement, and the first buses will be arriving later this month. They will be similar to the 12000-series Xcelsior XDE60s (pictured above) currently being used on routes in Richmond and Vancouver.

The new buses will feature a hybrid diesel-electric transmission to improve energy-efficiency and solve the ride jerky-ness of plain diesel buses, offering smoother and higher quality rides. LED lighting will be used along with a better-optimized seating layout. Finally, these buses will be air-conditioned, giving Surrey riders a more comfortable experience in warmer summer months.

XDE60
One of the upcoming buses, pictured by Wade B on Flickr; licensed CC-BY-NC-ND 2.0
coast_mountain_bus_company_8001-a
96 B-Line waiting to depart Guildford Exchange, pictured by Blue Bus Fan on Flickr

Surrey’s 96 B-Line, linking Newton Exchange with Guildford Town Centre through Surrey Central, was originally made possible with a transfer of 11 of the region’s oldest articulated buses (S8001-8011) to Surrey Transit Centre in late 2013. These buses were the first “B-Line” buses brought to the region to service the #99 B-Line back in 1998.

Due to their age, the old buses aren’t always available; standard-size buses are often used as a substitute when one of the articulated buses is in for repairs or maintenance.

The upcoming XDE60’s will let the old buses be retired, while giving the city 12 of the fleet’s newest articulated buses (one additional bus!). This will ensure that every bus running on the 96 is articulated.

Surrey Plan Full Cleaned Up FINAL CROP BRT MAP
[OPEN TO ENLARGE] Concept of rapid bus service instead of LRT on King George Blvd/104 Ave.
I look forward to the arrivals of S15001-S15012. As a regular 96 B-Line user I’m excited for the new transit experience that these new buses will bring for Surrey transit riders.

I’m also excited for the potential they have in demonstrating BRT (bus rapid transit) as an option for improving transit the city. As some of you know, I have been a strong proponent of a BRT network and SkyTrain expansion over the currently proposed Light Rail Transit network in Surrey.

A Bus Rapid Transit network would reduce transfers by enabling buses to through-run onto corridors like 72nd Ave or continuously down King George Blvd. to White Rock Centre. Riders on the corridor could then use buses for longer-distance commutes with less transferring. This would also cut down on the amount of transfer line-ups that crowd buses and space at transit centres such as Newton Exchange.

It would be less disruptive to build BRT infrastructure compared to LRT infrastructure, with the potential to build gradually and avoid the service disruptions riders would face with edge-to-edge street construction required for an LRT system. A BRT system would also cost less to operate; City officials have still not demonstrated what the plan is to pay for $22 million in annual deficits for operations of the city’s LRT network.

b822206843z-1_20151116110958_000_g0j1j560t-3_gallery
This is an actual photo of LRT construction work in Kitchener-Waterloo, Ontario, and shows the reality that Surrey commuters will have to face if the City moves ahead with an LRT.

SkyTrain technology is not outdated and not proprietary

RE: Critics say SkyTrain technology is outdated – Global News

Pictured above: The new Tozai Line in Sendai, Japan uses SkyTrain technology – and is opening in just 7 days.

Nathan Pachal was incorrect in stating that Bombardier “dictates what we’re going to do in our region” in a recent interview with Global BC, and I couldn’t have been more disappointed at what he said. I couldn’t have been more disappointed with the report either, which claimed and brought attention to SkyTrain technology being “outdated” and a “boutique system is made by only one company.

This is misleading and untrue, and I have proven this many times in my research and advocacy efforts throughout the past few years.

SkyTrain technology is proven, efficient, and used around the world in more than just a handful of cities. The idea that SkyTrain is a single-company offering, and that it’s outdated, comes down to a lot of miscommunication, misinformation and the sheer lack of information in discussion circles here. It’s important to get some perspective, so firstly…

What is “SkyTrain technology”?

Used in our Expo and Millennium Lines, SkyTrain technology basically comes down to two unique aspects:

  1. Automatic train control (ATC)
  2. Linear induction motor (LIM) propulsion

See: NEARLY ONE IN FOUR METRO CITIES HAS AT LEAST ONE AUTOMATED LINE

Longest metro systems
The world’s longest automated metro systems are in major global cities including Dubai, Singapore, Paris and Tokyo, among others.

The former (automatic train control) has become the global standard in rapid transit, with more than 1 in 4 cities now having at least one automated metro line as part of their system, according to the Automated Metros Observatory. There are 732km of automated metro lines, and the observatory expects this to triple in the next 10 years.

I can imagine that the latter (LIM propulsion) has become the popular subject of contention – since only 5 systems have been built if you only count the systems installed by Bombardier.

However, if you count all of the other systems offered by other companies, LIM technology is now used in over 20 systems in cities around the world, including many busy, large-scale systems in China and in Japan.

Bombardier isn’t the only manufacturer of LIM cars

See also: List of Linear Induction Motor rapid transit systems

Osaka's Nagahori-Tsurumi-Ryokuchi line was the first of numerous linear motor train lines.
I took this photo when I was visiting Osaka in March of this year. Look, a reaction rail!!!

The biggest thing we misunderstand is that we think Bombardier is the “owner” of LIM technology and is the only manufacturer and provider of LIM cars. This is false.

In the city of Guangzhou, China, the world’s largest linear motor train system has over 100km of track. Already, three train lines in the city are using the technology and are responsible for carrying hundreds of thousands of passengers each day.

These are some of the newest subway lines that have been built in the city. One of them, line 6, opened just 2 years ago and is now the busiest line in the whole city.

The 3 Guangzhou metro lines use cars that were jointly manufactured by ITOCHU and CSR-Sifang. Meanwhile, in some of Japan’s biggest cities, Kawasaki Heavy Industries has manufactured LIM transit cars for systems serving hundreds of thousands of passengers a day in Kobe, Osaka and Tokyo.

sub_i_20150330_h_1
Brand new linear motor trains on Tokyo’s Oedo Subway line were made by a different manufacturer than the one that made the first-generation cars.

Kawasaki isn’t the only Japanese manufacturer of LIM cars. The upcoming system in Sendai is being supplied by Kinki Sharyo, and the Fukuoka system was supplied by Hitachi.

The Oedo subway line in Tokyo, one of the busiest lines in the city, is using several different manufacturers’ offerings: the first generation cars were manufactured by Nippon Sharyo and Hitachi, while new-generation cars delivered just this year were made by Kawasaki Heavy Industries. Tokyo’s example is proving that more than one manufacturer can be the supplier of linear motor trains.

These companies aren’t unaware of each others’ presence and do work with (and compete with) each other. They have even collaborated on certain occasions (as an example, Bombardier supplied bogies for some of Guangzhou’s metro cars – while Mitsubishi supplied the actual linear motors).

These cities chose SkyTrain technology for various reasons, one of the most popular reasons being the reduction in tunnel sizes and – as a result – the reduction in capital costs for building the system. In Japan, SkyTrain technology systems are directly promoted as a way of saving money.

See also: Linear Metro promotion page by Japan Subway Association

New systems are being announced and built very often, speaking to the success of this technology. The systems are responsible for moving many more people than even SkyTrain does – and do so reliably, every single day.

The newest system is opening in just 7 days in Sendai, Japan. I am looking forward to the launch celebrations.

Above: A promotional video for Sendai’s upcoming Tozai Line, showing the use of SkyTrain technology. The Tozai Line opens on December 6.

This technology is still very much being developed

Last month we were greeted by the arrival of the first “Mark III” SkyTrain vehicles. Bombardier’s Innovia Metro 300 product is the newest generation of Bombardier’s offering of SkyTrain technology. It has won orders here in Vancouver, for an expansion in Kuala Lumpur, Malaysia and – of all places – for a new rapid transit line in Riyadh, Saudi Arabia.

The renaming of what was previously called “ART” (Advanced Rapid Transit) into a “Metro” class product shows that Bombardier is as committed to keeping up with the development of linear motor propulsion technology, as its competitors are in China and Japan.

But what about all the breakdowns?

I’ve been feeling that SkyTrain technology critics would be motivated to speak as such due to the intensity of the recent SkyTrain breakdowns. For this, it’s important to get some perspective – particularly on what’s been causing some of these incidents to occur.

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Track displays at SkyTrain control in Burnaby

Many of the recent break-downs on SkyTrain have been made worse by a particular shortfall that was identified in the commissioned SkyTrain performance review.

In the 1990s, BC Transit decided not to add a simple component to the automatic train control system which would have allowed the system to recover more quickly when a train is stalled. Other driverless transit systems have installed this component and thus do not face this particular problem.

From the independent SkyTrain performance review:

The SELTRAC technology of the 1980s has been upgraded with new control and software elements. SkyTrain was upgraded to the 2nd generation of the SELTRAC technology in 1994. However, SkyTrain did not include the auto-restart module that was available. Therefore, in a temporary loss of communication from the VCCs or VOBCs, SkyTrain SELTRAC technology still requires each train to be manually introduced into the control computer system.

Averaging 5-10 minutes per train to enter the necessary data, this equates to approximately 5 hours to fully recover operations, as there are approximately 40-58 trains operating depending upon when a service delay related to a train control communication failure occurs.

TransLink has identified the addition of this system as an immediate priority, but it may not be happening for another 5 years as the installation is a complex undertaking.

If BC Transit installed it 21 years ago, it would have been in place before the Millennium Line was built and we would be saving a lot of time with recent issues.

See: Fast SkyTrain restart 5 years away – Surrey Leader

Other breakdowns simply amounted to – in the case of last week’s incident – misplacement; – in the case of one of the 2014 breakdowns – human error; or – in the case of both the recent birds nest fire and tree hitting train incident – sheer bad luck.

Perhaps some of these breakdowns have resulted from the particulars of how our system was designed. Regardless, any transit system is prone to a breakdown of some sort. There are many different reasons.

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At the same time as the SkyTrain incidents last week, a light rail train struck a pedestrian in Seattle and caused a 3-hour closure of the line in that area. Courtesy KIRO 7

My last blog post (We can learn from Japan on transit delays/incidents) was about a similar transit mishap in Japan last week on the JR Kobe Line, due to a fallen power pole. This is a conventional electric train line with rotary motors.

And, it seems no one knew about this but on the same day (and at the same time) as the SkyTrain breakdown of this week, Seattle’s LINK Light Rail line faced a 3 hour closure and disruption, when a pedestrian was struck by a train on an at-grade section.

What about the Scarborough RT?

You definitely can’t excuse the fact that Toronto wants to shut down the Scarborough RT, one of the first SkyTrain lines built and in-service, and replace it with either an extension of the Eglinton Crosstown LRT on the same route – or an extension of the Bloor-Danforth Subway line.

However, I reckon that the conversion and replacement has more to do with the desire to provide a through service with these other lines and reduce transfers. From a transportation planning perspective, that’s a very natural thing to want to have. It’s part of why the City of Vancouver has preferred that the “Broadway Subway” be built as an extension of the existing Millennium Line and not in any other way.

However, it’s also importance to have some perspective. The Scarborough RT was the first SkyTrain-technology line ever built, and was converted from what was supposed to be a standard extension of the Toronto streetcar system. The system was built to run only shorter Mark I cars, with newer Mark II cars deemed incompatible without a refurbishment.

Scarborough RT
The Scarborough RT was built well before a “Mark II” train car was even considered as part of the design.

This refurbishment was in fact studied, and was valued at $360 million. Going with a refurbishment was considered one of the most cost-effective ways to improve transit to Scarborough. The existing line and stations would be rebuilt to accommodate newer Mark IIs and Mark IIIs, and so provide a better service.

It would have cost less than rebuilding the line as an LRT system to integrate with the Crosstown line, and far less than building a new subway. It would have also avoided 28 additional months of transit service disruption for riders in Scarborough.

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See: Our neglect of Scarborough RT is shameful: James – The Star

For whatever reason, be it political or otherwise, this suggestion fell on deaf ears – and that has been the subject of plenty of criticism. Transit planners in Toronto have condemned the neglect of the Scarborough RT’s infrastructure, calling it “shameful” and “inefficient”. It is pointed out that a January 2013 report by the TTC, commenting on the technology matter for a Scarborough rapid transit project, explicitly stated that:

“Notwithstanding criticisms and misinformation over the years, the Scarborough RT has been the single most-reliable service operated by the TTC. The service has been very successful at attracting ridership and has been operating over-capacity for a decade.” (2013 TTC report – page 9)

In addition, the Scarborough RT is run with drivers who operate the doors – breaking the fully-driverless design standard to which it was built to. As Toronto has not seen the full benefits of running ALRT the way it was designed, it’s hard to consider today’s judgement of replacing/shutting down the RT fair or unbiased.

2 years ago, Michael Schabas, a UK-based railway consultant of the Neptis Foundation, published an excellent report hypothesizing that the acceptance of SkyTrain technology in Greater Toronto could have saved billions of dollars and prevented a lot of the choking debate that’s put transit expansion there at a standstill today.

See: Toronto rapid transit review recommends SkyTrain expansion over LRT

Reports and viewpoints like these provide great insight and in my view are worth serious consideration. We all lose when someone is dismissive to consider really great alternatives, and ignores facts when there are facts at hand.


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