Six Communities Endorse South Fraser Community Rail Project – Research Co.
Almost four-in-five residents say they are likely to rely on the service for work or leisure, including 81% of those who drive a vehicle.
Vancouver, BC [May 20, 2021] – A proposal to reactivate a rail corridor for daily passenger service using hydrogen powered trains is very popular among residents of six British Columbia municipalities, a new Research Co. poll conducted on behalf of the South Fraser Community Rail Society has found.
In the online survey of a representative sample of residents of six provincial communities, 88% of respondents say they support the South Fraser Community Rail project.
At least three-in-four respondents in each community are in favour of the project, including:
93% in Abbotsford 89% in Chilliwack 85% in North Delta 83% in North Surrey 82% in the Township of Langley and 76% in the City of Langley.
The South Fraser Community Rail project would rely on a publicly owned 99 km operating corridor (known as the Interurban Corridor) available with passenger rights saved and protected by a previous provincial government at no cost for its use between the Pattullo Bridge SkyTrain Station and the City of Chilliwack.
The South Fraser Community Rail project would connect 16 cities and communities, eight First Nations communities, 14 post-secondary Institutions, Industrial Parks and the Abbotsford International Airport.
Almost four-in-five respondents in the six communities (78%) say they are “very likely” or “moderately likely” to rely on the service once it becomes operational—including 88% of those who commute using public transit and 81% of those who drive to school or work.
In the survey, only 32% of respondents think the Express Bus being used on the Highway 1 corridor from Chilliwack to the Carvolth Exchange in Langley fits the needs of the community and no other public transit alternative is required at this time. Nine-in-ten respondents who have taken the Express Bus on Highway 1 (90%) support the South Fraser Community Rail project.
More than half of respondents say they are more likely to support the project because it will be good for the environment since it relies on a Hydrogen propulsion system, with zero greenhouse gas emissions (56%) and because it would allow for a commute time of 90 minutes from Chilliwack to the Pattulo Bridge—a significantly quicker commute time than the 135 minutes plus transfer time to cover the same distance with existing transit services (53%).
Practically half of respondents say they are more likely to support the project because one South Fraser Community Rail train would potentially remove 160 vehicles from Highway 1 (49%) and because the project will take three years to implement—a significantly quicker delivery timeframe than any other potential option (also 49%).
More than two-in-five respondents (44%) say they are more likely to support the project because it will cost an estimated $1.38 billion for 99 km —significantly less expensive than any other Inter-regional transit option.
Almost nine-in-ten respondents (87%) believe there must be a reactivated environmentally friendly Interurban passenger rail transit option while Highway 1 is currently being widened in stages.
==== About Research Co. Simply put, we are curious about what people think and the decisions they will make. Some call it public opinion, others call it polling or public affairs. We never compromise facts for profit. Our agenda is the truth. We have a global network of partners in the qualitative, data collection and data visualization specialities. ====
Media contact: Mario Canseco, President, Research Co. 778-929-0490 mario.canseco@researchco.ca
South Fraser Community Rail Society recently premiered a new series on the proposal to bring passenger rail back to the South of Fraser.
The 4 part interview series, hosted by chillTV News Director, Don Lehn, examines the veracity of reactivating an existing 100 year old community rail line, with hydrogen powered trains, and features interviews with former Mayor of the Township of Langley, Rick Green, former Premier of BC, Bill Vander Zalm, millenial and SFCR vice-president Brit Gardner, and UBC Urban Design professor Patrick Condon.
Viewership was significant, with 20,0000-30,000 views per episode during the facebook premiere event.
All four episodes are now uploaded to our YouTube channel for watching and sharing:
Episode 1
In this first episode, aired on Sep 19 2020, we learn about the history of the “interurban corridor” linking Surrey to Chilliwack, and how some intrepid sleuthing ensured that the 99 km community rail line is readily available to use today.
Episode 2: “Connecting Population Centres”
In Episode 2, Former Langley Mayor Rick Green and UBC Urban Design Professor Patrick Condon join host Don Lehn to examine how this 100 year old existing rail line would connect population centres within the valley, where a lot of people live and travel.
Episode 3: “A No Brainer?!”
In Episode 3, our vice president Brit Gardner joins Rick Green and host Don Lehn to weigh in with an overview on the metrics and discussion of the proposed new hydrail service, and lend a millennial perspective. Activating the entire 99 km Interurban Rail Line with hydrogen passenger trains would cost less than extending Skytrain 14 km to Langley.
Episode 4: “Making Community Rail a Reality”
We’ve seen the history behind this hundred year old line, we’ve seen where it goes and how it could connect the population centre’s in the Fraser Valley, and we’ve even seen how modern technology and green hydrogen power could reactivate the 99 km of the Interurban Rail Line between Surrey & Chilliwack. Now, how does it get done? Maybe with your help.
Bill Vander Zalm, and Rick Green, are back with host Don Lehn for the finale of the 4 part series.
An Express Bus is not a real Inter-regional transit solution.
Just as Mayors, Councillors, MLAs and MPs past and present have promised Highway widening to their constituents, they have implemented the Express Bus on Highway #1, as if what they propose is a viable transit solution for the entire Fraser Valley.
Unfortunately, as common sense will tell you, the Express Bus gets caught up in the same daily congestion that we are trying to mitigate. This post will show visuals of what that looks like numerous times each day.
Express Buses on Highway #1 are simply not the answer to a crisis situation.
Remember – the idea of Highway widening being some kind of panacea is NOT reality! It will take 30 years at best, and by the time we are finished traffic will be worse than it is today – The Facts!
Distance, Langley to Chilliwack is 56 kms @ 3.25 kms per 2 years equates to finishing an HOV lane each way by 2051, over 30 years from now!
The exponential increase in growth and traffic will out strip the benefits of widening three times what it is today
The above projection assumes that all Provincial, Federal, and Municipal budgets align annually, and that planning would start now and not stop until finished.
Estimated total cost of widening in 2018 dollars is over $1.2 Billion, and it will NOT solve our problem!
Do you want to continue to put up with this?
Stalls and/or Accidents, 4 – 5 times a day, frequently causing 3 to 4-hour commute times!
OR have the option of NEW Hydrail Service:
Some Hydrail Facts:
1,000 Kms per refuel
15 minutes to fill a tank
Up to 300 passengers per train
The COMPLETE Green Alternative to heavy polluting diesel
Emissions Free
Perfect case, showing leadership with CleanBC, Provincial legislation
Incredibly quiet service
30 minutes from Langley City to Pattullo Bridge, or less
30 minutes from City of Abbotsford to Langley City or less
45 minutes from City of Abbotsford to Newton, or less
90 minutes travel time from Pattullo Bridge to Chilliwack, or less
The Interurban Corridor holds the Solution
The 99 KM Rail Corridor, protected for passenger use, at no cost for its use, serves 16 Communities, 14 Post Secondary Institutions, Fraser Valley First Nations, Tourism, Agi-Tourism, and more.
Despite the fact Hydrail on the Interurban is a perfect environmentally friendly CleanBC solution, there is simply no other reasonable and affordable option that provides access to affordable housing and supports an improved quality of family life.
Interurban Passenger Rail is the common sense 99 KM inter-regional transit SOLUTION for 1.2 million residents South of the Fraser.
TransLink has once again made an appeal to our Provincial Government for access to MORE taxation sources in the region. This is Shorthand for taking more tax dollars out of your pocket.
We say NO, until two things happen:
Determine the NET COVID-19 effect on Transit. What are our needs and priorities, for lower mainland inter-regional transit? What are the value options?
Hold TransLink to a stringent financial oversight review, measuring value for money before considering any request for more tax dollars!
Let’s glance back in history – A short 5 years ago the people of Metro Vancouver went through a then provincial government mandated plebiscite on TransLink.
The Mayors of the region wanted support for a $7.5 Billion regional transportation plan. They asked for support for a a 0.5% sales tax to fund Metro Vancouver’s share of major infrastructure projects. A Mail in ballot was called – 759,696 votes were cast!
Parking Tax Now 24% (adds 15 cents/hr. to average $5/hr. per Parking Stall
Property Tax 7% (Incr. 3% per yr. of the TransL. Prop. Tax base per yr.)
Gas Tax 18.5 cents a litre (Highest gas taxes in North America)
Transit User Fees Single use +5 cents to 10 cents/Day Pass +25 cents/monthly passes + $2 – $3.
BC Hydro Transit Levy TransLink brought the regional trans. levy (utility tax on monthly B.C. Hydro Bill) back in 2006. Today that amount is $0.0624 cents per day for a regular single-family dwelling or $1.87 month. There are 960,890 occupied private dwellings in the region equaling $1,798,786. per month or $21,585,432. per yr.
Development Cost Charges (NEW Metro Vancouver)
effective Jan. 15th, 2020
effective Jan. 1 st , 2021
Single family
$2,100 / unit
$2,975 / unit
Duplex
$1,900 / unit
$2,470 / unit
Townhouse
$1,900 / unit
$2,470 / unit
Apartment
$1,200 / unit
$1,545 / unit
Retail/serv
$1.25 / ft2
$1.25 / ft2
Office
$1.25 / ft2
$1.25 / ft2
Institutional
$0.50 / ft2
$0.50 / ft2
Industrial
$0.30 / ft2
$0.30 / ft2
Note: Introduced in 2018, rates come into effect Jan.15 2020 and increase in 2021. This Development Cost Charge fee is just another tax, which makes housing that much more unaffordable to hard working residents trying to afford their first home.
TransLink does not have a revenue problem.
TransLink has a SPENDING problem.
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Highway #1 Widening will happen over time BUT it is not the Solution, even if you want to wait 30 years.
Here is Why.
Mayors, Councillors, MLAs and MPs, past and present, have promised us Highway Widening, suggesting it is the priority, that it will happen soon, and solve our problems.
This is totally disingenuous.
Two present examples of the realities of widening: first, 202nd to 216th, and second, the newly added 216th to 264th phase. All discussion has been about adding 1 HOV lane each way, which is what the below calculation is based on. IF it were about two lanes, you could double the time and cost required.
The following is the time reality, in terms of financial, planning and construction phases. These are real numbers and not a politician’s dream. Their promises are impossible.
While the widening is inevitable, and it will happen over time, it WILL take multiple decades. By the time we are finished, we will be worse off than we are today.
That is, unless we initiate an affordable and effective public transit option spanning our region, such as Passenger Rail.
Express Buses on Highway #1 do not work, as they get tied up in the same congestion we are complaining about and trying to solve.
Highway numbers:
202nd to 264th = 13 kms at a total cost of $294 million (cost shared, Prov., Feds and TOL) started in 2017 due to finish in 2025 (8 Years).
Distance, Langley to Chilliwack is 56 kms @ 3.25 kms per 2 years equates to finishing an HOV lane each way by 2051, over 30 years from now!
The exponential increase in growth and traffic will out strip the benefits of widening by three times than what it is today! Based on projected growth, in 8 years, by 2025 (completion of first project above) traffic will still be worse than it is today!
The above assumes that all Provincial, Federal, and Municipal budgets align annually, and that planning would start now and not stop until finished.
Estimated total cost of widening in 2018 dollars – over $1.2 Billion! It will not solve our problem!
The Township of Langley contributed $41,433,000 on the two projects above. is a precedent now set for Provincial/Federal projects? What will it cost Abbotsford and Chilliwack to do the same? Are they prepared to commit those dollars?
Do you want to continue to put up with this?
OR have the option of NEW Hydrail Service!
Hydrail Passenger Rail…. Some Facts:
1,000 Kms per refuel
15 minutes to fill a tank
Up to 300 passengers per train
The COMPLETE Green Alternative to heavy polluting diesel
Emissions Free
Perfect case, showing leadership with CleanBC; Provincial legislation
Incredibly quiet service
Estimate 90 minutes travel time, Pattullo Bridge to Chilliwack, or less
30 minutes from Langley City to Pattullo Bridge, or less
30 minutes from City of Abbotsford to Langley City or less
45 minutes from City of Abbotsford to Newton, or less
…. 99 KM Rail Corridor, protected for passenger use, at no cost for use! …. Serves 16 Communities and 14 Post Secondary Institutions …. Serves Fraser Valley First Nations, Tourism and Agi-Tourism
The Interurban Passenger Corridor:
Despite the fact Hydrail on the Interurban is a perfect environmentally friendly CleanBCsolution, There is simply NO other reasonable and affordable option that provides access to affordable housing and supports an improved quality of family life.
Sincerely,
Rick Green President of SFCRS Former Mayor of the Township of Langley (2008 – 2011)
On Behalf of the South Fraser Community Rail Society
Reactivating the Interurban Corridor with state-of-the-art Hydrogen Rail
CleanBCfor the Fraser Valley Airshed; fast to reactivate & very cost effective!
It is long past time that our Transit Providers, TransLink, and BC Transit focus on the reality of Post COVID-19, regarding costs, affordable transit expansion solutions, and the practical transit and affordable housing needs South of the Fraser.
We cannot continue pushing forward with constructing Mayoral vanity projects that are outdated, vastly too expensive, not economical in capacity and DO NOT address our real needs.
For example, “Fraser Highway SkyTrain”, is an example of the complete misuse of the scarce financial resources of our region. It was bad enough Pre-COVID-19, but it would be a monumental mistake to continue now, by pretending we are back to normal.
We do not know what our NEW normal will be like!
All indicators suggest our Post COVID-19 period will embrace a new way of doing business and a big new world in Transit.
Specifically, what transit needs will look like, what will the numbers in transit look like; and, equally as important, what will Transit expenditures for capital projects look like, to meet those numbers and that need?
Transit governance in the lower mainland is vastly outdated. We cannot continue to have two Transit providers (TransLink and BC Transit) operating in a region that is quickly becoming one.
I spoke about this at the TransLink Mayors Council Board Table when I was the Mayor of the Township of Langley. It was clear then, during debate, that there is a parochial mindset with TransLink, the Mayors Council, and the Board of Directors at Translink, that their legislated responsibility only concerns supplying transit service to meet the goals of Metro Vancouver.
Since then, we have had direct and indirect comments from TransLink that indicate that this is still the mindset.
BC Transit, on the other hand, has indicated that the Community Rail discussion is not part of their mandate!
A review of the “South Coast British Columbia Transportation Authority” provincial legislation defines its mandate and responsibility. For the record, their responsibility does not go beyond Metro Vancouver, so any talk that somehow their new Regional Transportation Strategy development “Transport 2050” will deal with anything beyond Metro Vancouver borders is a complete fallacy, it just is not true, it is disingenuous.
So, what about the Westcoast Express train, which crosses the Regional District Boundary?
West Coast Express is a division of TransLink BUT is the exception to the rule. It must be remembered that the West Coast Express was designed, negotiated, and activated in the mid 1990s, long before the new TransLink Legislation of 2014.
The West Coast Express costs us taxpayers, for its lease of CP Tracks alone – 5 Trains in and 5 trains out each day, only on business days – $20,000,000 (that’s $20 million per year) just for lease on use of the rail line.
The Interurban on the other hand, NO COST for its use! As was already negotiated and guaranteed in the terms of purchase.
That agreement includes:
A 21 Year Agreement, renewal at either party’s option, including the renewal clause. Renewed in July of 2009, next renewal by August 26th, 2030.
Passenger Rights are protected at no cost up to 33% of the total wheelage on Joint Section tracks.
Traffic on this section shall be shared equally between Passenger and Freight Traffic.
The Railway Operations Easement Area shall encompass the tracks and an area sufficient to enable CP Rail to double track, construction of such double track to be at the sole cost of CP Rail including the cost of removal and relocation of the works on the lands required to double track.
CP has agreed not to apply for this rail line to fall under the National Railway Act regulations.
Our need South of the Fraser:
We must bring Transit and its governance into the 21st century by introducing affordable, convenient and accessible INTERREGIONAL Transit that will serve 1.2 million residents in 16 communities, 14 post-secondary institutions, employment access, industrial parks, Abbotsford International Airport, Tourism, Agri-Tourism and much more!
This is the latest edition of our regular South Fraser Community Rail Newsletter. Please subscribe to stay in the loop of the latest updates!
Our activity has been low key publicly during COVID-19; however, we have been extremely active on a number of fronts behind the scenes.
Your have been receiving our weekly newsletter focusing on on activities and the issues that we feel are important to our supporters and ALL elected politicians, Municipal, Provincial and Federal, South of the Fraser.
Within the next few weeks, we will be doing a segment on “Commentary that Matters” which will be available on-line as well as a Chill TV Interview (Chilliwack TV) telling the real story and opportunity of the Interurban Rail Corridor.
Our success in getting the Interurban reactivated will lie in our ability to inform the community, our politicians, and believe it or not our Transit providers.
As one of our recent Newsletters indicated, TransLink in its report to the Mayors Council, and subsequent public interviews conducted by CEO Kevin Desmond, makes it clear that TransLink is dealing with the reality of a very NEW normal.
What will our NEW Normal look like? A few things are for sure, there will be a serious shortage of senior government funds, the Fraser Highway SkyTrain project is firmly on hold, and we are pushing for it to be reconsidered, ensuring our limited financial resources are spent wisely.
We are in good shape to achieve our goal, and now is the time to act.
Our weekly email is being distributed to over 3,500 registered supporters and growing weekly. We have had recent successes behind the scenes, with the Provincial Government and the South of Fraser Business community. They are –
The Provincial Government identified passenger rail South of the Fraser in this year’s throne speech with more detail provided within the budget that was posted later. Specifically, the B.C. Government under the Minister of Transportation will be conducting a South of Fraser Transportation and Housing Study, which will be underway shortly. There will be a public input component, it will not be driven by TransLink or B.C. Transit. You will be asked to provide input into this study, stay tuned and be ready, we will be calling on all supporters.
We have the support of the Surrey Board of Trade and all Chambers of Commerce for this study.
We need your help and donation now to achieve our collective goals.
What do we need it for?
We are on Twitter and are going to activate an Instagram account designed to host a very creative 3-minute video. We are considering a radio and TV campaign depending on donations.
Creating and publishing promotional material, including briefing binders for our elected decision makers. An example of costs to-date – Ink, paper and required postage for hard copy mailings in 6 months run close to $800.00
Holding public meetings and rallies
Multiple research initiatives underway
We are pulling out all stops. We are determined like never before to see a state-of-the-art Hydrail Passenger service between the Pattullo Bridge SkyTrain Station and the City of Chilliwack become a reality.
We invite you to join us and play an integral and a positive role in our campaign by making a donation today.
If you can help by donating, any amount, we really would appreciate your help and support, you can donate by paypal, credit card, or cheque:
1. Donate Via PayPal – This is a secure opportunity to donate by credit card through PayPal!
or
2. Cheque payable to: South Fraser Community Rail Society Please mail cheques to: SFCR c/o 1473 272 Street, Aldergrove B.C. V4W 2N2
… every dollar received is gratefully acknowledged and publicly accounted for.
Sincerely,
Bill Vander Zalm Former Premier of British Columbia Former B.C. Minister for Municipal Affairs and Transit Former Mayor of the City of Surrey
Rick Green President of SFCRS Former Mayor of the Township of Langley (2008 – 2011)
On Behalf of the South Fraser Community Rail Society
That’s what former Delta councillor and Langley mayor Rick Green is saying in a letter to the current Delta council regarding Metro Vancouver mayors’ decision to move forward with a SkyTrain extension in Surrey, saying there’s far more cost-effective solutions.
Listing a series of points he says proves the approval for the extension to appease new Surrey Mayor Doug McCallum was a bad one, Green, representing the South Fraser Community Rail Society, said it’s long past time the TransLink board of directors rethink and review their decisions and planning related to both SkyTrain, light rapid transit and the interurban south of the Fraser proposal.
“Throughout all of this discussion, our transit provider TransLink is still not facing the reality of the fact they are promoting an outdated, highly overpriced, unaffordable, and poorly performing technology at great cost to us taxpayers. We urge the Provincial Government to implement the ‘South of Fraser Transportation and Housing Study’ already promised through this year’s Throne Speech and Budget Announcement before any decisions are made on South Fraser Regional Transit or Inter-Regional Transit,” Green wrote.
Green’s group is advocating interurban passenger rail by re-activating an old interurban line, a 99-kilometre corridor that would run all the way from the Pattullo Bridge to Chilliwack.
The proposed system would use hydrogen rail, a propulsion system that has a fuel cell device, converting the chemical energy contained within the hydrogen in order to generate electricity.
Ladner resident and former premier Bill Vander Zalm is also a member of the society and has been critical of the scrapping of a pervious light rail plan in favour of the SkyTrain extension.
In a previous interview, Vander Zalm described the decision as ridiculous and making no sense. “For that kind of money they can run on the old B.C. Electric track all the way from the Pattullo Bridge SkyTrain, through North Delta, through Kennedy to Newton, and off to Cloverdale and Langley, and still have enough left over to run a tram on the ground from Guildford to Newton if that’s what they want to do,” he said.
Vander Zalm said their proposal would have the new system built in phases with service out to Langley first, but eventually to Chilliwack. He also noted that when the track rights were sold during his time in government, the freight rights were sold to CP Rail mostly, but the province ensured the right to have passenger service was reserved for that line.
In his letter to council, Green noted it’s not too late to go back to the original LRT project in Surrey. The Metro Vancouver Mayors’ Council recently approved a $39-million deal that will see the City of Surrey compensate TransLink for the expansion of the SkyTrain line to Langley.
The Surrey-Langley SkyTrain Expo Line project along the Fraser Highway currently has about $1.63 billion in available funding, but that’s only enough only to extend the line to Fleetwood.
SFCR supports CleanBC and the health of the Lower Mainland
This is the latest edition of our regular South Fraser Community Rail Newsletter. Please subscribe to stay in the loop of the latest updates!
Our BC Provincial Government has led the way with their signature environmental legislation, CleanBC.
CleanBC, as stated on the provincial government website, “puts our province on a clear path to a cleaner, better future.”
It further states that the “2018 plan includes significant actions that help us to use energy more efficiently and prevent waste, while making sure the energy we do use is the cleanest possible.”
The reactivation of the Interurban Corridor for passenger use at NO COST is positioned to be a demonstration of what CleanBC would mean to protecting the environment within the Fraser Valley, out to Chilliwack.
We urge the Provincial Government to move forward as quickly as possible.
If COVID-19 has taught us anything, it is that the removal of a significant amount of vehicle traffic from Highway #1 has substantially improved the air-quality in the Fraser Valley.
This interregional transit option is essential for environmentally and fiscally responsible transportation.
Air Quality and Health – What COVID taught us
“Most major Canadian cities saw drastic improvements in air quality over the last two months as COVID-19 kept people at home instead of on the roads. Will working from home be a NEW normal?
Experts say cleaner air, even just for a few weeks, can reduce illnesses like asthma attacks and heart attacks, which have been shown to spike when air pollution is at its worst, and which are also linked with higher risk of serious illness and death from COVID-19.
It is interesting to note that during this pandemic there has been a dramatic drop in emergency visits to hospitals, which initially had concerned the medical profession that people were staying at home due to Covid-19. It is now being considered that there were in fact a large reduction in serious illness like heart attacks? If that is so, why?
Chris McLinden and Debora Griffin, both scientists in the air-quality research division at Environment and Climate Change Canada, spend their days using satellite sensors to measure air quality and the presence of pollutants like ozone, carbon monoxide and nitrogen dioxide.
Since the middle of March, when most provinces began shuttering businesses and public spaces and asking people to stay home, their maps have shown significant drops in levels of nitrogen dioxide, one of the main gases produced when fossil fuels are burned to power and heat vehicles and buildings.
“It’s what we call an unexpected, natural experiment,” McLinden said. “It’s not really something you can duplicate in a lab.”
In cities like Toronto and Montreal, the nitrogen dioxide levels fell more than 30 percent, which McLinden said is mainly because there were fewer cars on the roads, and factories either closed or cut production. In Edmonton and Calgary, the drop was closer to 40 percent.
Dr. Sandy Buchman, president of the Canadian Medical Association, said he suspects studies will show the drop in air pollution during the slowdown will coincide with fewer admissions to hospital for heart attacks and asthma. That in turn, he hopes, will drive policies to cut air pollution permanently.”
– CBC News / Mia Robson Canadian Press posted May 21st, 2020.
The Rail Route Population Center Issue:
When the Interurban went into service (circa 1910), it opened up the Fraser Valley and created population centers along its route, from Chilliwack to Vancouver.
Today, 16 Cities, Municipalities and Communities, 14 Post Secondary Institutions, Abbotsford International Airport, Industrial Parks, First Nations Communities, employment access, Tourism, Agri-Tourism and much more are connected by the Interurban rail corridor.
The Cost Advantage:
In normal times, pre COVID-19, there were very-limited financial (your tax dollars) resources available from Municipal, Provincial or Federal Governments.
The reality post COVID-19 demands clear thinking from our elected representatives at ALL levels, as the financial resources situation is now far more acute.
According to TransLink, the 7 KM run down Fraser Highway to Fleetwood costing $1.6 Billion provides a good business case (we disagree, what input assumptions is it based on?) and yet we could serve the entire South of Fraser region, 99 KMs, for less money than the 7 KMs of SkyTrain.
We insist TransLink revisit this decision, or the Provincial Government intervene. It is the wrong decision; financially irresponsible.
The Provincial Agreement that guarantees the Interurban Corridor for Passenger Service:
In our view it untenable that regional Transit Agencies (TransLink and B.C. Transit) are being obstructionist in consideration of the public use of this corridor, when it was explicitly protected and saved for this purpose by our Provincial Government of 1988.
A primary ~7 KM section of this corridor (“The Joint Section”) had this agreement renewed in July of 2009, 6 weeks before it was lost forever, as requested by ALL Mayors and Councils South of the Fraser.
On behalf of the citizens of BC, we request that the Provincial Government of today intervene to establish this Passenger rail service, at no cost for its use.
As to any implications that this passenger service would interrupt this freight corridor, this is absolutely incorrect and misleading.
The Master Agreement covering the joint section ensures there is an ability for CP Rail to double track, ensuring the current and future pathways for trade and commerce. Other important features include:
A 21 Year Agreement, renewal at either party’s option, including the renewal clause. Renewed in July of 2009, next renewal by August 26th, 2030.
Passenger Rights are protected at no cost up to 33% of the total wheelage on Joint Section tracks.
Traffic on this section shall be shared equally between Passenger and Freight Traffic.
The Railway Operations Easement Area shall encompass the tracks and an area sufficient to enable CP Rail to double track, construction of such double track to be at the sole cost of CP Rail including the cost of removal and relocation of the works on the lands required to double track.
CP has agreed not to apply for this rail line to fall under the National Railway Act regulations.
Recap of the Benefits of the South of Fraser Community Rail Passenger Project:
NEW South of Fraser Reality
In 2002 70% of trips starting South of the Fraser ended North of the River, today 70% of trips start and stop South of the Fraser – Surrey Center is our downtown.
Cost Effective
A Passenger Rail Line using the existing Inter-urban Corridor represents less than 10% of the cost per Km of the Surrey to Langley SkyTrain proposal, while serving 10 times the population.
The entire 99 Km state-of-the-art South Fraser Hydrogen Community Rail passenger service connecting industrial parks, 14 Post Secondary Institutions and the Abbotsford International Airport could be fully operational for the same cost as 7 Kms of Surrey to Fleetwood SkyTrain
99.23 kms from Scott Road to Chilliwack that is FREE for the Province to use for passenger service. Unlike the Westcoast Express (North of the Fraser) that costs taxpayers in excess of $20,000,000 per year in leased time
Protects the Environment
Eliminates need to clear cut some of Green Timbers Urban Forest Surrey
1 Train removes ~177 cars on Hwy #1 from the Fraser Valley Airshed
NEW Canadian Hydrogen Fuel Cell Technology advances the B.C. Government’s CleanBC signature legislation
Economic Growth
Directly BOOSTS economic growth through the low-cost movement of residents and goods South of the Fraser
Direct access to the Abbotsford International Airport for passenger and employment access up and down the valley
Direct access to jobs throughout the Fraser Valley currently with no or very limited transportation options.
Ease of Movement
Would support and form an integral part of a coordinated and comprehensive transportation network for 1.2 million South of Fraser residents and/or a combined close to 3 million residents to be able to move between North and West Vancouver, Vancouver out to Chilliwack using Seabus, Skytrain and Light Rail
Connects 16 Cities, Municipality Population Centers Communities, plus Industrial Parks, International Airport and Special Interest venues that Surrey Center to Langley City SkyTrain does not
Promote Fraser Valley Tourism
Open up the Fraser Valley and it’s attractions (Wineries / theme parks / Game Farm) to Tourism with access from Vancouver to Chilliwack
Open up transportation access to a growing Agri-Tourism business and industry throughout the Fraser Valley
Access to Post Secondary Education
Connecting Fourteen University Campuses and 58,000 Students and Staff daily South of the Fraser between Surrey and Chilliwack!
“Organizing Affordable Housing and Mobility around the Interurban Rail Line”
This is the latest edition of our regular South Fraser Community Rail Newsletter. Please subscribe to stay in the loop of the latest updates!
We are entering a NEW world post COVID-19, both our economy and our environment. As important and impactful as CleanBC (the Provincial Government’s signature environmental legislation) was prior to our new normal, today it is essential to a long-term prosperous future.
How does the reactivation of the Interurban fit into the equation?
In a coordinated effort to obtain an objective look at the merits or lack thereof, to reactivate the Interurban Rail Line for Passenger Service, the South Fraser Community Rail Society solicited the service of Professor Patrick M. Condon – James Taylor Chair in Landscape and Liveable Environments at the University of British Columbia.
Patrick Condon utilized the services of a variety of local experts with a working knowledge of the Interurban Rail Line (est. circa 1910) with the UBC School of Architecture and Landscape Architecture Master of Urban Design Program, Class of 2019.
In short, the cities and towns South of the Fraser are growing at a fast pace – 7.5% in five years – compared to Vancouver’s modest 4.8%. At the current pace, the population south of the Fraser will double by 2060 to over 2.5 million people.
Much of this growth is fueled by families fleeing the City of Vancouver in search of affordable homes within which to raise families. Employers are following, happy to hire them and in search of affordable land with good transportation access.
But there is a problem. The first 1.2 million people to populate the valley have bought into an auto-dominated urban landscape, bringing with it a daily gridlocked highway #1, and an exhaust polluted, and therefore toxic and unhealthy, Fraser Valley airshed.
The Fraser Valley has no other options besides highway #1 – with one big exception, that of a readily available operating rail line that is available to our population at no cost. This PRICELESS TRANSIT OPPORTUNITY has, so far, been ignored by our political decision makers.
Coupled with this opportunity is the emergence of proven Canadian Hydrogen Technology, European developed (and now operating) state-of-the-art Hydrail Passenger Rail Service.
As a result of Patrick Condon’s and his students’ energetic and comprehensive study, a book has been released, which reviews this rail line, it’s community relationship, and connection to the City of Surrey, City of Langley, The Township of Langley and the City of Abbotsford.
The 17 Masters students were tasked with adding 500,000 dwelling units within a ten-minute walk of this rail line, and to add an equivalent number of job sites. They were asked to provide a variety of home types to support housing affordability for different family types. They were asked to create urban amenities and to protect and connect natural systems. And they were asked to do this largely within the existing urban footprint of these communities, protecting and enhancing existing productive Agricultural lands.
The results are exciting. Vibrant urban places rise out of mall-parking lots. New transit ways connect to the Interurban Line to feed and distribute a new transit using population. But to make this happen we must lay the spine for this transformed region today.
Infrastructure always leads urban development, it cannot adequately follow. Later is too late. Our region that grew first around the rail, and later around the car, can grow sustainably around rail again.
It is crucial that we initiate this urban development process by reviving the Interurban Rail Line now, which will dramatically improve availability of affordable housing.
Recap of the Benefits of the South of Fraser Community Rail Passenger Project:
NEW South of Fraser RealityIn 2002 70% of trips starting South of the Fraser ended North of the River, today 70% of trips start and stop South of the Fraser – Surrey Center is our downtown.
Cost Effective
A Passenger Rail Line using the existing Inter-urban Corridor represents less than 10% of the cost per Km of the Surrey to Langley SkyTrain proposal, while serving 10 times the population.
The entire 99 Km state-of-the-art South Fraser Hydrogen Community Rail passenger service connecting industrial parks, 14 Post Secondary Institutions and the Abbotsford International Airport could be fully operational for the same cost as 7 Kms of Surrey to Fleetwood SkyTrain
99.23 kms from Scott Road to Chilliwack that is FREE for the Province to use for passenger service. Unlike the Westcoast Express (North of the Fraser) that costs taxpayers in excess of $20,000,000 per year in leased time
Protecting the Environment
Eliminates need to clear cut some of Green Timbers Urban Forest Surrey
1 Train removes ~177 cars on Hwy #1 from the Fraser Valley Airshed
NEW Canadian Hydrogen Fuel Cell Technology advances the B.C. Government’s CleanBC signature legislation
Economic Growth
Directly BOOSTS economic growth through the low-cost movement of residents and goods South of the Fraser
Direct access to the Abbotsford International Airport for passenger and employment access up and down the valley
Direct access to jobs throughout the Fraser Valley currently with no or very limited transportation options.
Ease of Movement
Would support and form an integral part of a coordinated and comprehensive transportation network for 1.2 million South of Fraser residents and/or a combined close to 3 million residents to be able to move between North and West Vancouver, Vancouver out to Chilliwack using Seabus, Skytrain and Light Rail
Connects 16 Cities, Municipality Population Centers Communities, plus Indust. Parks, International Airport and Special Interest venues that Surrey Center to Langley City SkyTrain does not
Promoting Fraser Valley Tourism
Open up the Fraser Valley and it’s attractions (Wineries / theme parks / Game Farm) to Tourism with access from Vancouver to Chilliwack
Open up transportation access to a growing Agri-Tourism business and industry throughout the Fraser Valley
Access to Post Secondary Education
Connecting Fourteen University Campuses and 58,000 Students and Staff daily South of the Fraser between Surrey and Chilliwack!
Order a physical copy of this unique publication today “Reviving Community Rail for a Sustainable Fraser Valley” by sending us an email. Cost is $45.00 CDN, which covers the costs of production from Lulu.com.
