rapid transit and surrey's needs
TRANSCRIPT
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Rapid transit and Surreys needsExamining the modal shift in TransLinksSurrey Rapid Transit Study alternatives
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What is:Mode shareModal shift
Mode share descr
number of trips or ptravelers using a partransportation. Oftepercentage of walkipublic transit, and a
Modal shift can dbetween transporta
a shift from driving tbe influenced by sevi.e. cost of driving, nlines, personal choic
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Current modal split+ 2040 targetsSurrey and area
Poor transit optdiscouraging tra
Current transit mSurrey and area
84% of trips ma
2041 modal shifreduces car trip
Source: Surrey Rapid Tran
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Increasing car use is aproblem for SurreyandMetro Vancouver
200474
290698
299224 3
36165
SUR REY V AN COUVE R
Registered
vehicles in
Metro
Vancouver
2001 2011
98750
45467
27276
28010
11400
79617
0%
10%
20%
30%
40%
50%
60%
70%
80%
90%
100%
% of growth
Vehicle registrations
growth 2001-2011Other cities
Richmond
Tri-Cities
Burnaby + New West
Vancouver
Surrey
98,750 nbetween
Surrey savehicle re
2001 anddouble tof 24.4%
Vehicle rSurrey isregional
Surrey sagrowth tBurnaby,Richmon
Car use ifaster thVancouv
Data source
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Increasing car use is aproblem for SurreyandMetro Vancouver
0
50000
100000
150000
200000
250000
300000
350000
400000
1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013
Vehicle registrations growth 1999-2013
Surrey + White Rock Vancouver
Burnaby + New West Tri-Cities
Richmond Langley
North + West Van Maple Ridge + Pitt Meadows
Fa20
Sur
49
Lan
38
M.R
37
Reg
24
Tri-
23
Bur
18
Van
15Data source: Metro Vancouver, ICBC
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Increasing car use is aproblem for SurreyandMetro Vancouver
Vehicle reg. growpopulation increa
Population increaamong fastest in
70% of [upcominMetro Vancouverin the South of Fr
Both outpace roaincrease each yea
Impacts to congeeconomy, health,
Modal shift to traand cycling are a
3%
4.30%
0.65%
0.0%
0.5%
1.0%
1.5%
2.0%
2.5%
3.0%
3.5%
4.0%
4.5%
5.0%
Growth rate in %
Surrey growth rates
Avg. annual population increase (2001-11)
Avg. annual vehicle reg. increase (2001-11)
Avg. annual lane-km increase (2007-10)
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Surrey RapidTransit Study
TransLink initiative to study rapid transit for Su Rapid transit supposed to address issue of incre
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Surrey RapidTransit StudyAlternatives
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Surrey RapidTransit StudyFinal 4
Alternatives
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Surrey RapidTransit StudyFinal analysis
This analysis can be downloaded at:
skytrainforsurrey.org/2013/03/11/exclusive-download-final-surrey-rap
Final analyAugust 20
536-pagesevaluation
PDF relea
http://localhost/var/www/apps/conversion/tmp/scratch_7/skytrainforsurrey.org/2013/03/11/exclusive-download-final-surrey-rapid-transit-report/http://localhost/var/www/apps/conversion/tmp/scratch_7/skytrainforsurrey.org/2013/03/11/exclusive-download-final-surrey-rapid-transit-report/ -
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Analyzing the analysisA closer look at the mode-share expectations of thSurrey Rapid Transit alternatives
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Study admits thatno option will meetmodal-shift targets
All alternatives will attract few newtransit trips
Most alternatives will shift bus trips rather than a
This includes SkyTrain to Langley and full LRT ne
Source: Final Analysis PDF page 17
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2040 mode sharepredictions for finalalternativesvs. regional goal
0.00%
10.00%
20.00%
30.00%
40.00%
50.00%
60.00%
BRT
network
LRT to
Langley +BRT
Full LRT
network
RRT to
Langley +BRT
Regional
goal
2041 study area mode-shares
(AM peak hour, to/from/within)
Transit % Transit + walking + cycling %
All alternatithan 20% shgoal for trancycling
Remaining t(over 70%) i
Source: Final Analy
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2040 mode sharepredictions for finalalternativesvs. regional goal
0.00%
10.00%
20.00%
30.00%
40.00%
50.00%
60.00%
BRT
network
LRT to
Langley +BRT
Full LRT
network
RRT to
Langley +BRT
Regional
goal
2041 study area mode-shares
(AM peak hour, within only)
Transit % Transit + walking + cycling %
All alternatithan 15% shgoal for trancycling
Transit mod(under 15%)
Remaining t
(over 65%) i
Source: Final Analy
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2040 mode sharepredictions for finalalternativesvs. regional goal
0.00%
10.00%
20.00%
30.00%
40.00%
50.00%
60.00%
BRT
network
LRT to
Langley +BRT
Full LRT
network
RRT to
Langley +BRT
Regional
goal
2041 mode-shares
(AM peak hour)
Transit + walking + cycling % (region)
Transit + walking + cycling % (study area)
Metro Vancaverage mohit 50% goa(Surrey, etc)be lower thVancouver
Source: Final Analysi
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Demand-sidemeasures vs.regional goal
TDM (transpmanagemen28% increasshare compa
Alternatives
despite demor TDM if waequivalent mtransit.
Walking + cyextremely ufor regional
TDM scenargrowth (aborelated costshorten on aincreasing dwalking & cy
0.00%
10.00%
20.00%
30.00%
40.00%
50.00%
60.00%
BRT network LRT to Langley
+ BRT
RRT to Langley
+ BRT
Regional goal
2041 study area mode-shares with TDM
(AM peak hour, to/from/within)
Transit % Transit + walking + cycling %
Source: Final Anal
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Conclusion
Modal shift rate on all proposed Surrey Rapid Transit optfall short of targets, in spite of transportation demand
Because of this, all Surrey Rapid Transit options do not fstudy objectives despite that TransLink has misleadingobjectives are met with the final 4 options
Study area anticipated mode-share to be lower than reaverage; additional sustainable mode share in South of for modal shift goal to be met across the Metro Vancouv
City of Surrey will require millions of dollars to deal with
+ its implications on community safety, health, etc. as a not enough investment in rapid transit
New options need to be created that make a bigger imcreate more modal shift to transit in order to fully addre
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Assessing the impactsComparing the planned impact of the Surrey Rapidalternatives vs. what rapid transit has done in Vanc
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Modal shift inVancouver1996-2006
During this period, the MillenniumLine SkyTrain line as well as the 99and 98 B-Lines were introduced.
As well, Mark II train service wasinitiated on the Expo Line toimprove service and ride quality.
Source: Vancouver Transportation Plan Updatehttp://www.tac-atc.ca/english/annualconference/tac2012/docs/session18/krueger.pdf
http://www.tac-atc.ca/english/annualconference/tac2012/docs/session18/krueger.pdfhttp://www.tac-atc.ca/english/annualconference/tac2012/docs/session18/krueger.pdf -
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Modal shift inVancouver1996-2006
During this period, the 99 B-Line, 98B-Line and Millennium LineSkyTrain line were introduced. As
well, Mark II train service wasinitiated on the Expo Line toimprove service.
Source: Vancouver Transportation Plan Updatehttp://www.tac-atc.ca/english/annualconference/tac2012/docs/session18/krueger.pdf
http://www.tac-atc.ca/english/annualconference/tac2012/docs/session18/krueger.pdfhttp://www.tac-atc.ca/english/annualconference/tac2012/docs/session18/krueger.pdf -
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Surrey rapidtransit modalshift expectation2021-2041
0.00%
2.00%
4.00%
6.00%
8.00%
10.00%
12.00%
14.00%
16.00%
BRT
network
LRT to
Langley +
BRT
Full LRT
network
RRT to
Langley +
BRT
Study area mode share
(to/from/within)
2021 (opening year) to 2041
Mode share in 2021 (opening day) Mode share in 20413.18 3.28
2
2.53
3.5
4
BRT network LRT to
Langley +BRT
Study area m
2021 (opening y
Additional mode sha
26.72%27.80%
20%
22%
24%
26%
28%
30%
BRT
network
LRT to
Langley +
BRT
Study area m
2021 (opening y
Mode-share
Source: Final Analysis PDF page 342-344
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Comparison 1Surrey 2021-2041 vsVancouver 1996-2006
3.01
3.183.28
3.21 3.17
0
0.5
1
1.5
2
2.5
3
3.5
Vancouver
1996-2006
Surrey 2021-
2041, BRT1
Surrey 2021-
2041, LRT5a
Surrey 2021-
2041, LRT1
Surrey 2021-
2041, RRT1
Expected modal shift to transit
Additional transit mode-share captured in %
Vancattracomshiftcomexpeapprafterany r
Sources: Final Analysis PDF page 342-344,
Vancouver Transportation Plan Update
TDM adjustments are not included in this comparison as such measures had not been implementedof Vancouver. See report: Assessing the potential for road and parking charges to reduce demand focommuting in the Greater Vancouver region, page 9 - http://research.rem.sfu.ca/theses/Washbroo
http://research.rem.sfu.ca/theses/WashbrookKevin_2002_MRM298.pdfhttp://research.rem.sfu.ca/theses/WashbrookKevin_2002_MRM298.pdf -
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Comparison 2Surrey 2021-2041 vsVancouver 1996-2006
0.3
0.159 0.164 0.1605 0.1585
0
0.05
0.1
0.15
0.2
0.25
0.3
0.35
Vancouver1996-2006
Surrey 2021-2041, BRT1
Surrey 2021-2041, LRT5a
Surrey 2021-2041, LRT1
Surrey 2021-2041, RRT1
Average yearly modal shift to transit
Average yearly additional transit mode-share captured in %
PreviotransitcapturtwiceannuatransitSurrey
option
Sources: Final Analysis PDF page 342-344,
Vancouver Transportation Plan Update
TDM adjustments are not included in this comparison as such measures had not been implementedof Vancouver. See report: Assessing the potential for road and parking charges to reduce demand focommuting in the Greater Vancouver region, page 9 - http://research.rem.sfu.ca/theses/Washbroo
http://research.rem.sfu.ca/theses/WashbrookKevin_2002_MRM298.pdfhttp://research.rem.sfu.ca/theses/WashbrookKevin_2002_MRM298.pdf -
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Comparison 3Surrey 2021-2041 vsVancouver 1996-2006
1.73%
1.34%1.39% 1.36%
1.29%
0.00%
0.20%
0.40%
0.60%
0.80%
1.00%
1.20%
1.40%
1.60%
1.80%
2.00%
Vancouver
1996-2006
Surrey 2021-
2041, BRT1
Surrey 2021-
2041, LRT5a
Surrey 2021-
2041, LRT1
Surrey 2021-
2041, RRT1
Average yearly modal shift
Average yearly transit mode share growth
Surreyannuawith atransitVancoseen pCanad
Sources: Final Analysis PDF page 342-344,
Vancouver Transportation Plan Update
TDM adjustments are not included in this comparison as such measures had not been implementedof Vancouver. See report: Assessing the potential for road and parking charges to reduce demand fo
commuting in the Greater Vancouver region, page 9 - http://research.rem.sfu.ca/theses/Washbroo
http://research.rem.sfu.ca/theses/WashbrookKevin_2002_MRM298.pdfhttp://research.rem.sfu.ca/theses/WashbrookKevin_2002_MRM298.pdf -
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Sub-area transitmode-shares inSurrey andLangley
0.00%
5.00%
10.00%
15.00%
20.00%
25.00%
30.00%
Transit mode-shares for study sub-are
with BRT network with LRT to Langley + BRT with full LRT network with
Source: Final Analysis PDF page 87
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Modal shift inDowntownVancouver1996-2006
Vancouver has s
reduced amountentering downtoin 15 years, desppopulation and j
Opened in this pMillennium LineSkyTrain, 99 and
Line up until intrCanada Line
Source: Vancouver Transportation Plan Updatehttp://www.tac-atc.ca/english/annualconference/tac2012/docs/session18/krueger.pdf
http://www.tac-atc.ca/english/annualconference/tac2012/docs/session18/krueger.pdfhttp://www.tac-atc.ca/english/annualconference/tac2012/docs/session18/krueger.pdf -
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Modal shift inDowntownVancouver1996-2006
Source: Vancouver Transportation Plan Updatehttp://www.tac-atc.ca/english/annualconference/tac2012/docs/session18/krueger.pdf
http://www.tac-atc.ca/english/annualconference/tac2012/docs/session18/krueger.pdfhttp://www.tac-atc.ca/english/annualconference/tac2012/docs/session18/krueger.pdf -
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Comparison 4Downtown Surrey 2041 vsDowntown Vancouver 2006Both cases are measurements 20years after rapid transit
41.28%
26.60% 26.60% 26.50% 26.90%
0.00%
5.00%
10.00%
15.00%
20.00%
25.00%
30.00%
35.00%
40.00%
45.00%
Downtown
Vancouver
2006
Downtown
Surrey 2041
with BRT1
Downtown
Surrey 2041
with LRT5a
Downtown
Surrey 2041
with LRT1
Downtown
Surrey 2041
with RRT1
Measurement of transit mode-share
Transit mode share* (see note)
Downtoto have mtransit mDowntow
* Downtown Surrey estimates consider trips leaving City Centre (i.e. onthe Expo Line towards Burnaby and Downtown Vancouver, or reversecommutes), whereas Downtown Vancouver numbers do not. Downtown
Vancouver numbers average to/within trip mode share.
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Most pedestrianfriendly city inCanada
These argood trareductio
Vancouvpedestrin Canad
Of all ne
downtowpedestrineighboVancouv
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Comparison 5Proposed Surrey bus networkvs. 2006 Vancouver network(bus networks after 20 years ofrapid transit)
All rapid transit alternatives to be complemented with BAU trSource: Final Analysis PDF page 242-245
Surrey 2041 bus n
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Comparison 5Proposed Surrey bus networkvs. 2006 Vancouver network(bus networks after 20 years ofrapid transit)
Surrey 2041 bus nbe far more estabVancouvers 2006routes to maintaservice within 15Surrey/SOF after transit.
Busy Vancouver bof frequent transi2006 (i.e. 20 yearsincluded: 17, 25, 4
Vancouver bus ronot existbefore 2
Many Vancouver
years after rapid tprovide service wpeak hour (26, 27,
Mode share goalsVancouver for intin 2006 are not myears of rapid tranmore established Source: Final Analysis PDF page 242-245,
TransLink 2008 press releaseCPTDB Wiki on CMBC bus routes
Full tables on final analysis PDF page 242-245
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Conclusion
Modal shift rates on all proposed Surrey Rapid Transit clearly inferior to Vancouver achievements
Surrey-wide achievements after 20 years of rapid trancompletely inferior to what Vancouver has achieved ayears
Auto use to remain dominant in the City of Surrey whVancouver has already met goals and other cities witrapid transit will follow.
Vehicles entering/within Surrey will increase with popjobs, and the city will require millions of dollars to addissue as a tradeoff for not enough investment in rapi
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Surreys preference vs. regionComparing the impacts of Surreys preferred LRT sthe regional modal shift goals
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City of Surrey:Rapid Transit Now
City of Surrey is in support of city-wide LRT network (LRTand opposed to any SkyTrain alternative
Basis of supporting LRT is largely based around shapinggrowth as opposed to addressing transportation issues
All rail rapid transit types effective at growth-shaping; mby Council and staff ignore growth attraction potential o
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City of SurreyLRT proposalLRT1
Surrey Mayorsee Light Railcorridors from
to Guildford, and Newton.
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Study areamode-sharewith LRT1 alt.
Evident that mogoals will not bewith full LRT net
550.00%
Regional
Transit, walking and
73.09%
15.01%
11.90%
26.91%
2041 study area mode shares
with LRT1
(AM peak hour,
to/from/within)
Auto Transit Walking/Cycling Source: Final Analysis P
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Study areamode-sharewith LRT1 alt.
Evident that mogoals will not bewith full LRT ne
550.00%
Regiona
Transit, walking and
66.78%
12.50%
20.72%
33.22%
2041 study area mode shares
with LRT1
(AM peak hour, within only)
Auto Transit Walking/Cycling Source: Final Analysis P
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Surrey 2021-2041 vsVancouver 1996-2006with LRT1 alternative
0.3
0.1605
0
0.05
0.1
0.15
0.2
0.25
0.3
0.35
Vancouver 1996-2006 Surrey 2021-2041, LRT1
Average yearly modal shift
Average yearly additional mode-share captured in %
Previous Vanccapture rate isexpected annucapture rate wnetwork in sur
Sources: Final Analysis PDF page 342-344,Vancouver Transportation Plan Update
TDM adjustments are not included in this comparison as such measures had not been implementedof Vancouver. See report: Assessing the potential for road and parking charges to reduce demand fo
commuting in the Greater Vancouver region, page 9 - http://research.rem.sfu.ca/theses/Washbroo
http://research.rem.sfu.ca/theses/WashbrookKevin_2002_MRM298.pdfhttp://research.rem.sfu.ca/theses/WashbrookKevin_2002_MRM298.pdf -
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Surrey 2021-2041 vsVancouver 1996-2006with LRT1 alternative
1.73%
1.36%
0.00%
0.20%
0.40%
0.60%
0.80%
1.00%
1.20%
1.40%
1.60%
1.80%
2.00%
Vancouver 1996-2006 Surrey 2021-2041, LRT1
Average yearly modal shift
Average yearly mode share growth
Surrey to see slomodal shift withthan Vancouver previously beforebuilt
Sources: Final Analysis PDF page 342-344,Vancouver Transportation Plan Update
TDM adjustments are not included in this comparison as such measures had not been implementedof Vancouver. See report: Assessing the potential for road and parking charges to reduce demand fo
commuting in the Greater Vancouver region, page 9 - http://research.rem.sfu.ca/theses/Washbroo
LRT1 Benefits-Costs
http://research.rem.sfu.ca/theses/WashbrookKevin_2002_MRM298.pdfhttp://research.rem.sfu.ca/theses/WashbrookKevin_2002_MRM298.pdf -
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LRT benefits vscosts
-2000
-1500
-1000
-500
0
500
1000
1500
MILLIONS
LRT1 Benefits-Costs
Benefits Net Costs Final Net Present Value
LRT1 estimatednot exceed cost
Taxpayers to pain costs for $1.1 benefits. Net lo
Sources: Final Analysis PDF pages 349-369
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Conclusion
City vision for LRT will bring and shape smart growth;completely fails to address transportation issues, incauto use growth rate in Metro Van
City of Surrey must change its rapid transit vision to transportation issues
City of Surrey will require millions of dollars to deal wiuse + its implications on community safety, health, etc
off for not enough investment in rapid transit
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What Surrey really neThe real solution to Surreys real problem
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Slow transit doesnt make peoplelive slower lives. Instead, it makespeople use their cars because thosebecome the only way to access thecity quickly
Jarrett WalkerPublic Transit Planning Consultant, author of Human Transit
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The Surrey LRT conceptvideo looks stunning andbeautiful, but misleads.Where is the congestionSurrey will be facing?
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The Solution isbigger than LRT
Much bigger solution is needed for Surrey
SkyTrain expansion is needed on all 3 proposed corrconsistent area-wide modal shift to meet goals
Above: two proposals being worked on by Better Surr
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The Solution isbigger than LRT
Much bigger solution is needed for Surrey
SkyTrain expansion is needed on all 3 potential corrconsistent area-wide modal shift to meet goals
Above: conceptual image of SkyTrain in Fraser Highw
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The Solution isbigger than LRT
Much bigger solution is needed for Surrey
SkyTrain expansion will require more infrastructure & affvisual concerns must be put aside in favour of addressin
Above: conceptual image of median SkyTrain station fro
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SkyTrain isbetter transit
SkyTrain(grade-separated
Full grade segre
better reliabilit
Current SkyTrathan 96% on-t
Higher speed (
Higher capacitpotential to de
beyond 2041
Better off-peafrequencies du
Light Rail Transit(at-grade rail transit)
At-grade running meansinterfacing with other vehicles,pedestrians; risky environmentmay compromise reliability
All at-grade transit governed byspeed of road (50-60km/h)
Accidents blocking track cause
full disruption (i.e. accident atKGB & 88th will cause an LRTclosure until cleared)
Higher cost may lead to lower off-peak operating frequencies
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SkyTrain attractsmore riders ontotransit
New transit trips with LRT5a(LRT on Fraser Highway + BRT)
Alternative has total dailyridership of178,000 in 2041
4250 passengers peak load onFraser Highway
Just 12,500 new daily transittrips across region
Just 1.4 billion vehicle kmtravelled reduction to 2041
New transit trips w(RRT on Fraser Hig
Alternative has toridership of202,0
6600 passengersFraser Highway
24,500 new dailyacross region
2.4 billion vehicletravelled reducti
SkyTrain attracts 2x as many new tra
Sources: Final Analysis PDF page 171
d i kl d k
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SkyTrain attractsmore riders ontotransit
Canada Line SkyTrOpened in August 2009
Original projectiodaily ridership of 1and 141,000 by 20
Summer 2011 ride
136,000 daily (weboardings)
Averaged growth68000 riders year
Portland MAX LRT 85kmOpened 1986, 1998, 2001, 2004, 2009
MAX LRT lines have often notgenerated ridership meetingprojections
Total MAX system ridership in
2011 was recorded at 132,500daily (weekday boardings)
Averaged growth rate: approx.5100 riders yearly
Sources: TransLink media releasesTriMet ridership data (Portland)
Canada Line has more riders in 3 yeaentire MAX LRT system has in 26 y
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SkyTrain attractsmore riders ontotransit
Canada Lineridership vs. projections
42500
22200
0
5000
10000
15000
20000
25000
30000
35000
40000
45000
Average week
Projected ridership by 1990
Actual ridership by 1990 (4
Actual ridership by 1998 (1
Actual ridership by 2005 (19
Portland MAX LRridership vs. p
100000
141000136259
0
20000
40000
60000
80000
100000
120000
140000
160000
Average weekday boardings
Projected ridership by 2013 (4 years of operation)
Projected ridership by 2021 (12 years of operation)
Actual ridership by 2011 (2 years of operation)
Sources: TransLink media releasesTriMet ridership data (Portland)
Report by Department of Civil and Environmental Engineering at Portland State University
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SkyTrain riderscare abouttravel times
2011 Canada Linfound trip speemost liked aspe
Trip speed garnlikes than next-(system cleanlinalmost 3x
Survey found mfrequency ridersvalued frequenc
Survey found ovwas least liked aCanada Line (i.eimportant to rid
Source: Satisfaction with Canada Line and Connecting Buses survey by TransLink & NRG Research Group
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LRT vs SkyTrainridership projections
0
1000
2000
3000
4000
5000
6000
7000
King George Blvd to
Newton
Fraser Highway
2041 forecast peak load(passengers per hour per direction)
Bus Rapid Transit Light Rail Transit SkyTrain
Average ridershSkyTrain over L53% on both co
Indicates commridership estimaused, can be extother corridors
Sources: Final Analysis PDF page 171
f k l d
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LRT vs SkyTrainridership projections
0
2000
4000
6000
8000
10000
12000
14000
16000
18000
Passengers per hour per direction during peak
2041 forecast peak load(passengers per hour per direction)
Bus Rapid Transit on all corridors (BRT1)
LRT to Langley only + BRT
SkyTrain to Langley only + BRT
Light Rail Transit on all corridors (LRT1)
SkyTrain on all corridors (estimate)
Peak hour load shigher with SkyTcorridors versuscorridors or anyarrangement
More passengertransit = more trshare = less peo
closer to modal
Sources: Final Analysis PDF page 171
Life-cycle cost returns of alternatives
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LRT vs SkyTrainbenefits
0
500
1,000
1,500
2,000
2,500
3,000
BRT network LRT to Langley+ BRT
Full LRTnetwork
SkyTrain toLangley + BRT
Millions
Travel Time Savings Other Travel Benefits
Auto Operating Cost Savinsg Collission Cost Savings
Fare revenue GHG emissions
Travel timefor SkyTrai
BRT exceeother BRT
SkyTrain togenerates the cost reLangley + B
SkyTrain gtravel timeas LRT
Sources: Final Analysis PDF pages 349-369
Life-cycle cost returns of alternatives
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LRT vs SkyTrainbenefits
0
500
1,000
1,500
2,000
2,500
3,000
3,500
4,000
Full LRT network SkyTrain to Langley+ BRT
SkyTrain on allcorridors (estimate)
Millions
Travel Time Savings Other Travel Benefits
Auto Operating Cost Savinsg Collission Cost Savings
Fare revenue GHG Emission reductions
SkyTrain o
could genein benefits
Benefits wall corridorthan 3x a fu
1.46x the cSkyTrain toBRT
Sources: Final Analysis PDF pages 349-369
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SkyTrain willget morepeople out oftheir cars
Reduction in am
vehicles enterinbetween 1996-2coincides with aSkyTrain expanthis period
2011 Canada Linfound 45% of re
formerly comm(single-occupan
Sources: Vancouver Transportation Plan UpdateSatisfaction with Canada Line and Connecting Buses survey by TransLink & NRG Research Group
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SkyTrain canshape growth
More than $8 development
Richmond witthrough Canad
Strict coordinato control groSkyTrain line
Innovative ancoordinated ldirects develoseveral chara
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How to makeSkyTrain amore feasibleoption
Discussing this can help address concerns about cost
Potential ways to address cost issue could include: separate liinfrastructure but shorter (3-car?) trains and stations (Betterside-running (to avoid median utility relocation), alternate ali
Central-Guildford), over-street stations without mezzanines, parking lots (i.e. at Willowbrook), funding participation from d
Potential ways to address visual issue could include: shorter tover-street stations without mezzanines, build stations over pWillowbrook), guideway profile/construction method (i.e. ExpLine), integration tactics as with Canada Line in Richmond
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Conclusion
SkyTrain (grade-separated rapid transit) presents bet
opportunity for modal shift goals to be met City of Surrey must change its rapid transit vision to
transportation issues. New rapid transit vision will reqincorporation ofgrade-separated rapid transit to me
City-wide SkyTrain expansion introduces potential to more billions of dollars in benefits than city-wide LR
City of Surrey should explore how SkyTrain can be mafeasible option (addressing cost + visual concerns)
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Better SurreyRapid Transit
Daryl Dela Cruz Campaign Director and Exec of StatBenedic Dasalla Exec of Marketing & Communicatio
Neo Caines Exec of Infrastructure Analysis
This presentation was brought to you by advocates foRapid Transit.
Better Surrey Rapid Transit will continue to advocate fmeeting mode-share goals and addressing transportaif the City of Surrey does not correspond with these co
Website: skytrainforsurrey.org
Email us: [email protected]
http://skytrainforsurrey.org/mailto:infoskytrainforsurrey.orgmailto:infoskytrainforsurrey.orghttp://skytrainforsurrey.org/ -
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Thank youWe look forward to an improved outlook for Surreysforthcoming transportation issues and thank you for listening.