I sent the blog post I created on the Interurban being “dead” as a newsletter to the Surrey Leader, responding to this column about it by Frank Bucholtz. Looks like it was published today on their website, and is likely going to be on tomorrow’s paper issue.
- Being “ready-to-build” for a relatively inexpensive Fraser Valley rail transit service.
Between these advocates and official transportation planning and funding authorities like TransLink, BC Transit and the Province in general, there has been a lot of argument. Conflicting studies suggesting different capital costs per km have been thrown around here and there and claims of bias have been called by some of these advocates, pitting one study over another and citing differing reasons as to why.
Yet, at the same time, it seems that many of t
It also doesn’t seem that any of them have bothered to look at other alternatives to providing quality transit to the Fraser Valley from Metro Vancouver. An official proposal by B.C. Transit, albeit it is without funding and without a (detailed) implementation timeline, suggests a 10-minute peak rapid bus service extending from the new Carvolth Exchange in Langley Township to Abbotsford via the Trans-Canada Highway, and a 15-minute peak service to Chiliwack. I like this idea. I think that this is a very responsible and reasonable alternative, because it does provide a quality service, and only costs enough to warrant debate if demand warrants more buses or an upgrade to trains.
I’m not an anti-history person. On the Interurban cars and service, I believe they are a truly fascinating subject on how our region has grown and how people used to get around. Last week during the Salmon Festival in Steveston, I decided to check out Interurban car #1220 (as the admission was free for the day) and found myself fascinated by the ability to switch the seat backs from forward-facing to rear-facing (driver cabs are on both sides, so the seats can be re-oriented when the train reversed), something not done even on our current SkyTrain system. I must remind myself to soon check out that actual running interurban car – no thanks to the Fraser Valley Heritage Railway Society – in Cloverdale right now, which lets people relive the past transportation experience in addition to just being around it.
Next up on this blog: an examination of why the Interurban has been largely rejected, and an examination of reasonable alternatives that haven’t been suggested by advocates.
Until then, I have put a snippet of the letter below, and you can read the rest of it on the Surrey Leader website:
Great transit is like the SkyTrain, or maybe it’s like the new 555 rapid bus: It’s reliable, frequent, runs several times daily, and is filled with choice riders – riders who justify transit over driving, largely because the services they choose are of high quality.
In one survey of riders on the new Canada Line SkyTrain, trip speed is the favourite aspect.
The old Fraser Valley interurban, which was recently described in a Frank Bucholtz column (“Surrey had great transit… 100 years ago”) as “great transit”, ran only thrice daily.
When the service started in 1910, not many could actually afford the recently invented car. It’s easy to see why ridership declined after the 1940s as the car became more affordable and routes became straighter. For many, the new options won over a three-times-daily service that cannot be missed.
I agree that it was inexcusably short-sighted that the recently partly restored interurban was ended in 1955 without a reasonable alternative, but the old interurban was not great transit. It was just… transit.