Phase Two of TransLink's UBC Rapid Transit Study Launched

TransLink has officially launched into phase two of their UBC/Broadway Rapid Transit Corridor Study. TransLink started the study in the summer of 2009 and expects to have phase two of it complete in early 2012. The UBC study is running in parallel with the Surrey Rapid Transit Study and SFU/SkyTrain Interface Study. In phase one of the study, TransLink looked at some high level corridor and technology options. Phase two of the study looks at seven possible rapid transit options. TransLink will be seeking feedback from the general public on the seven options.

I’ve outlined the different options, but I highly suggest that you check out TransLink's UBC Study Site. Right now transit service is very unreliable along the Broadway Corridor with trip to UBC taking from 25 to 45 minutes from Commercial/Broadway SkyTrain Station.

Bus Rapid Transit

Travel Time (Commercial Dr – UBC): 33mins
Capital Costs: $350m (Diesel) $450m (Trolley)
Incremental Operating Costs: $-1m (Diesel) $-2m Trolley
Project Daily Boardings (2021): 75,000

Light Rail Transit 1

Travel Time (Commercial Dr – UBC): 26mins to 29mins
Capital Costs: $1.1b
Incremental Operating Costs: $-3m to $-6m
Project Daily Boardings (2021): 99,000-109,000

Light Rail Transit 2

Travel Time (Commercial Dr – UBC): 26mins to 29mins
Capital Costs: $1.3b to $1.4b
Incremental Operating Costs: $-2m to $-3m
Project Daily Boardings (2021): 107,000-116,000

Rail Rapid Transit (SkyTrain)

Travel Time (Commercial Dr – UBC): 20mins
Capital Costs: $2.9b to $3.2b
Incremental Operating Costs: $-3m to $-7m
Project Daily Boardings (2021): 137,000-146,000

Light Rail/SkyTrain Combination

Travel Time (Commercial Dr – UBC): 27mins
Capital Costs: $2.4b
Incremental Operating Costs: $-5m
Project Daily Boardings (2021): 145,000

Bus Rapid Transit/SkyTrain Combination

Travel Time (Commercial Dr – UBC): 32mins
Capital Costs: $1.9b
Incremental Operating Costs: $4m
Project Daily Boardings (2021): 138,000

Best Bus

Travel Time (Commercial Dr – UBC): 30mins
Capital Costs: $325m
Incremental Operating Costs: $18m
Project Daily Boardings (2021): 75,000

When I look over the different options, it really seems like Bus Rapid Transit is not going to be a good fit for the Broadway corridor and we are likely to be settling on some combination of SkyTrain, light rail, or both.

If light rail is picked at the preferred alternative, the stations are being planned without fare gates. This is because fare gates will substantially increase station costs and decrees access. If we are to see fare gates, it will be a political decision. Also, the stations will be designed to handle four-car trains.

One of the challenges that TransLink will have to overcome is the issues of parking. All of the surface-based transit options will require the removal of some parking.

Cross-section of Broadway from Alma to Arbutus

Just like in Downtown Vancouver, there will be people who will claim that the world will come to an end with the removal of any parking even though we’ve seen time and time again that this is simply not the case.

TransLink first public workshop is tonight:

6pm - 9pm Vancouver Masonic Centre
4th Floor Jewel Ballroom
1495 W.8th Ave, Vancouver

Check out their website for more dates and for information on their online consultations.

New Zealand and Climate Change

Recently I received my New Zealand citizenship and thought I'd do some research about the country. The first thing that I checked out is what the country is doing to fight climate change. While it doesn't take much to beat Canada when it comes to actually doing something about climate change, New Zealand really puts us to shame. They actually have a Ministry of Climate Change!

Let compare budgeted spending on the environment per capita for 2010/11.

Canada
Federal $49
BC $37
Total C$86

New Zealand
Climate Change $241
Environment $32
Conservation $96
Total  NZ$369 or C$271.62


New Zealand outspends Canada by a factor of 3. On the climate action front, New Zealand has an Emissions Trading Scheme to reduce GHG emissions. Also, New Zealand has the goal of a 10% to 20% below 1990 levels by 2020 and a 50% reduction of net greenhouse gases from 1990 levels by 2050. Pretty impressive. Meanwhile Canada's "goal" is to reduce greenhouse gases by 17 per cent from 2005 levels by 2020. Clearly much, much more can be done in Canada.

Bike Lanes for Cars?

My friend Dan Burden has said many times that bike lanes actually do more for the motoring public than for cyclists. I'ver never had the time to research that statement, but I do trust Dan 100% and value his work very highly. Dan has said that out of the 22 benefits of bike lanes, only two are for the cyclist.

Yesterday while catching up on my reading I accessed this information and was amazed! So, while all those folks in Vancouver and elsewhere have spoken out and detest bike lanes. take a look at what they do for ALL of us, including car drivers:

(A) Safety--highways with paved shoulders have reduced accident rates, as paved shoulders:

1. Provide space to make evasive maneuvers;

2. Accommodate driver error;

3. Add a recovery area to regain control of a vehicle;

4. Provide space for disabled vehicles;

5. Provide increased sight distance for through vehicles and for vehicles entering the roadway (in cut sections or brushy areas in rural areas, and in urban areas with many sight obstructions);

6. Provide lateral clearance to roadside objects such as guardrail, signs and poles;

7. Contribute to driving ease and reduced driver strain;

8. Reduce passing conflicts between motor vehicles and bicyclists and pedestrians;

9. Make the crossing pedestrian more visible to motorists; and

10. Provide for storm water discharge farther from the travel lanes, reducing hydroplaning. This also reduces splash and spray to following vehicles and nearby pedestrians and bicyclists.

(B) Capacity--highways with paved shoulders can carry more traffic, as paved shoulders:

11. Provide more intersection and safe stopping sight distance;

12. Allow for easier exiting from travel lanes to side streets and roads (also a safety benefit);

13. Provide greater effective turning radius for trucks;

14. Provide space for off-tracking of truck's rear wheels in curved sections;

15. Provide space for disabled vehicles, mail delivery and bus stops;

16. Provide space for bicyclists to ride at their own pace;

17. Provide space between motor vehicles and pedestrians, increasing pedestrians level of comfort

(C) Maintenance--highways with paved shoulders are easier to maintain, as paved shoulders:

18. Provide structural support to the pavement;

19. Discharge water further from the travel lanes, reducing the undermining of the base and subgrade;

20. Provide space for maintenance operations and snow storage;

21. Provide space for portable maintenance signs;

22. Facilitate painting of fog lines.

Taxing

One of the things that I’ve seen in BC in the last decade is a shift from income tax and other hidden taxes to open consumption taxes and user fees. While many people complain about being taxed and feed to death now-a-days, I don’t think they realize that they were already been taxed to death, just more covertly in the past. Any economist worth his weight will tell you that moving to consumption taxes (and fees) are better than skimming people’s pay cheques with income tax. In fact, we haven’t even had income tax in Canada for a century. With consumption based taxes, you can also encourage people to make smarter choices like driving less due to carbon tax and tolling.

I cringe when I hear talk from some political parties, both provincially and federally, that want to axe user fees and consumption tax and move back to the bad old days of income tax or deficit spending. While it may appear “free”, you actually end up paying a heaver price now and in the future. With income tax, you are left with less money to save, invest, or do any of the good things that we are told we should do and actually end up being less productive. Government services tend to get bogged down and over-used without user fees because of a lack of proper valuing. We end up with congested roads, burdened water systems, and exhausted infrastructure.

All this to say that user fees and consumption taxes are something that will be needed in BC if want our government to be able to invest in all the thing we take for granted everyday and help guide us in making smart environmental and economic choices.