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Old June 20th, 2005, 10:18 PM   #201
rt_0891
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RAV-line fight goes to court

Last updated Jun 20 2005 09:44 AM PDT
CBC News

VANCOUVER – A coalition of Vancouver residents and merchants opposed to the construction of the RAV rapid transit line from Richmond to downtown Vancouver is taking its case to B.C. Supreme Court Monday.

Do RAV Right says the planned cut-and-cover method of building the underground line along Cambie Street from 2nd Avenue to 63rd Avenue will destroy numerous businesses.

The group says there would be two to three years of major street closures, reducing vehicular traffic by as much as 50 per cent.

* LINK: Do RAV Right

The group's lawyer, Joyce Thayer, argues there was no meaningful public consultation on the change from the discussed tunnelling method of construction.

"We say that has to go back to square one, and that the public is entitled to be provided with all of the information about why the change was made, and be able to make submissions as to why it should not be accepted," she says.

* LINK: Letter from Do RAV Right, detailing its objections (pdf)

RAVCO, which is building the line from Richmond will also be in court along with TransLink, to argue why the line should go ahead using cut-and-cover construction.
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Old June 21st, 2005, 07:10 AM   #202
ssiguy2
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I hope they stop the RAV, Translink has lied from start to finish.
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Old June 21st, 2005, 08:14 AM   #203
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This is turning into a big shiraid(sp?), either build it the right way or don't building it at all.
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Old June 21st, 2005, 08:26 AM   #204
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Translink didn't lie. Somehow I knew it was going to be cut-and-cover long ago. It's Do Rav Right that's lied with their stupid "environmental" concerns where they made up that there's contaminated soil. It's been proven that there isn't. Originally they didn't want it down Cambie but down Arbutis, then they didn't want cut-and-cover because of the businesses on Cambie, then they didn't want cut-and-cover because of the "environmental" conerns, and when that was shot down they've gone back to whining about the businesses. They sound like a bunch of the usual whiners to me that are opposed to any progress.
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Old June 21st, 2005, 10:09 AM   #205
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Considering there is already a corridor in the middle of Arbutus, which will not cause almost any delays during construction; it is a far better choice. You will see the chaos extending from downtown Vancouver up to Cambie due the a huge ditch being dug in the middle of one of the busiest streets in Vancouver. Between 16th and KE, there will always be virtual gridlock due to the narrow nature of the street in that location.
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Old June 21st, 2005, 11:43 AM   #206
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Quote:
Originally Posted by zivan56
Considering there is already a corridor in the middle of Arbutus, which will not cause almost any delays during construction; it is a far better choice.
It's a bit of a roundabout route to Richmond, and there are hardly any points of interest along the way (eg. hospitals, QE Park, Langara College, City Hall, Oakridge Mall, etc.). Ridership will be lower if built that way.
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Old June 21st, 2005, 07:47 PM   #207
rt_0891
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Rush 'hour' now lasts five
Study underscores need to increase transit capacity, TransLink boss says


William Boei
Vancouver Sun

Tuesday, June 21, 2005

Greater Vancouver's afternoon rush "hour" lasts nearly five hours now, almost an hour longer than in 1999, a survey of regional travel patterns has found.

The TransLink trip survey suggests the region's transportation system can't handle more growth in peak traffic loads, and it shows more people are travelling in off-peak periods to try to avoid the rush.

TransLink chairman and Surrey Mayor Doug McCallum said Monday the study underscores a need to increase transit capacity. TransLink will vote Wednesday on a plan to accelerate the purchase of new buses and possibly new SkyTrain cars.

The study produced travel records for more than 11,000 individuals in nearly 5,000 households to paint a picture of regional travel patterns.

"The amount of travel has increased significantly, causing more congestion and delays to commuters," says the report by TransLink strategic planning and policy director Clive Rock.

"The rush hour periods are continuing to spread to other parts of the day.

"The typical p.m. rush hour period has increased by almost one hour from 1999 to 2004 and it now lasts close to five hours."

A graph in the report shows the afternoon rush now gets under way shortly after 1 p.m. and continues past 6 p.m. The morning rush has not spread out nearly as much and lasts from about 7 to 9 a.m.

The report doesn't make recommendations. It says the data should help with assessing the effectiveness of the region's transportation system, identifying emerging issues and helping with long-range planning.

It will be presented Wednesday to TransLink's board of directors with a recommendation to forward it to municipal governments, the regional district and the provincial and federal ministers of transportation.

The TransLink trip survey is conducted every five years.

From 1999 to 2004, the report says, the region's population grew by 5.9 per cent to 2.13 million with much of the growth in the outer suburbs.

The number of private vehicles rose by 12.5 per cent to 1.29 million -- 3.3 new vehicles per hour.

Employment rose by 13.4 per cent, with the growth also concentrated in the outer municipalities.

"With only a minimal increase in road space over the years, increased vehicle ownership together with population and job growth places enormous pressures on the region's transportation system," the report says.

The number of trips people make per day -- walking, cycling, driving and riding transit -- rose by 16.5 per cent over the five years to nearly 6.4 million trips per day.

Half of new office jobs created in the last 10 years have gone into office parks in the outer municipalities, the report says, while only seven per cent have gone into the region's designated growth centres.

"The predominant suburb-to-downtown commuting that some other cities experience no longer exists in this region, and has not for quite some time. Instead, people travel from everywhere to everywhere.

"The dispersed nature of trips is more difficult to serve by transit and will increase traffic congestion."

With total trips up 14.6 per cent to 6.4 million a day, more people are travelling between rush hours, the report says. The survey found 34.6 per cent of trips now occur between 9:30 a.m. and 3:30 p.m.

Transit's share of daily trips grew from 10.3 per cent to 10.8 per cent.

While that's only half a percentage point, it represents an increase of 30 million "revenue rides" from 126 million in 1999 to 156 million last year.

"We're seeing huge increases in ridership," McCallum said. "It's certainly the largest [increase] in Canada and one of the largest in major cities in North America.

"We really need to accelerate the purchase of buses and SkyTrain cars."

Walking trips represented 11 per cent of the total and bicycling trips 1.7 per cent.

[email protected]

- - -

In 2004, afternoon rush hour in Greater Vancouver started just past one and didn't end until after six. That's a one-hour increase from five years before and nearly twice the 1994 duration.

Starts: Shortly after 1 p.m. Ends: After 6 p.m.

1999: 4 hours

1994: 2.5 hours

PEAK HOURS CHANGE OVER THE COURSE OF A DECADE:

SITUATION IN 2004

Morning peak 8 a.m. 700,000 trips start per hour

Rush begins: 400,000+ trips start/hr

Afternoon peak 3 p.m. 600,000 trips start per hour

CHANGING SIZE OF P.M. PEAK, '94-'04

Expanded p.m. rush-hour detail at left shows how a decade ago, it took until well past 2 p.m. before afternoon rush hour

started. That is a point reached when more than 400,000-plus start their trips each hour.

SOME SIGNIFICANT NUMBERS FOR THE REGION'S COMMUTERS:

25.9%

Share of all trips made during p.m. peak

3.3

Extra vehicles registered in GVRD per hour, 1999 to 2004

1.29

Vehicles registered in Greater Vancouver region, 2004

600

Vehicles per 1,000 people in 2004

570

Vehicles per 1,000 in 1999 and 1994

Source: GVRD

© The Vancouver Sun 2005
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Old June 22nd, 2005, 02:33 AM   #208
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Translink GV Trip Daily Survey: http://www.translink.bc.ca/files/boa...4tripdiary.pdf
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Old June 22nd, 2005, 06:14 AM   #209
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I hope they stop the RAV, Translink has lied from start to finish.

If RAV doesn't commence construction now, I doubt there will be a link from Richmond-Vancouver until at least 2014.

I don't really expect $400 million from the Feds if they don't build it now and instead delay to until after the Olympics. By then, there will be moaning about the cost of the whole thing along with a LOT more traffic.
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Old June 22nd, 2005, 06:37 AM   #210
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It's on TransLink's bill so it's TransLink's show Regional transportation body to spend about $400m on PoMo-Coquitlam line

By Diane Strandberg
The Tri-City News
Jun 18 2005

The new Port Moody-Coquitlam LRT line will be TransLink's baby, say TransLink officials.

This is going to be a traditional public project. TransLink will own it and run it," said Ken Hardie, spokesperson for the regional transportation authority.

Thursday, during a media event to highlight the need for public comment on the new line, Trasolini and Kingsbury said the project was long overdue and the Tri-Cities have waited almost 20 years for a rapid transit line.

It's kind of a milestone for me," Kingsbury said of the first joint press conference on the new LRT line. Kingsbury said he watched Surrey and Burnaby get SkyTrain and wondered when the Tri-Cities would get its own rapid transit system.

Meanwhile, at least one TransLink official is looking forward to the construction of the line from Burnaby to Coquitlam Town Centre through Port Moody. Bob Paddon, who lives in the Tri-Cities, attended the press conference and is TransLink's vice-president of corporate and public affairs. He noted that TransLink is spending more on the Tri-City line than it is on the RAV (the Richmond-Airport-Vancouver) line - $400 million compared to $300 million.

We're the major funder on this," he said. In contrast, RAV is being built with funding from the provincial government, private corporations and the airport.

Cost estimates for Port Moody-Coquitlam LRT range from $750 million to $800 million, with $130 million coming from the province. Paddon said the rest of the money is likely to come from a combination of debt financing from operating costs, federal gas taxes and possibly direct federal funding. He said the final construction costs won't be known until the technical details are worked out, possibly by next spring.

----------------------------------------------------------------------

Time key issue for LRT line


By Diane Strandberg
The Tri-City News
Jun 18 2005


The short timeline for building light rapid transit to Coquitlam is one of the project's biggest hurdles, says the woman in charge of technical engineering for the $800,000 LRT line.

Sheri Plewes, vice president of capital management and engineering for TransLink, said she's not worried about the prospect of digging a tunnel under Clarke Road.

It's competent soil," she said. From a tunneling perspective, it's not a technical challenge."

What worries her is the four-year construction time-line. There's a lot of work to do in that short period of time," she said.

TransLink has given itself until 2009 to complete the project to have it running in time for the 2010 Winter Olympics. The other challenge is to get people to buy into the project, which had a controversial beginning, with many critics calling for SkyTrain.

At a kick-off celebration for a contest to name the line at Coquitlam Centre Thursday, TransLink officials and Tri-City mayors sported My Rapid Transit 2009" buttons and asked the public to comment on station design and other details for the project.

During the next several weeks, TransLink's community relations team will visit events and locations in Coquitlam, Port Moody, Burnaby and Anmore to ask people to fill out comment sheets and suggest names for the system. The contest concludes July 31.
Plewes said the community consultation program is a key part of the strategy to build ridership on the line and move people out of their cars. Station access, location and even landscaping are important to make sure LRT is convenient, she said. We really want that input so people will be compelled to use it," she said.

The public information will be compiled along with technical and engineering data to determine the final details and cost of the project, expected by next spring.

Friday, Coquitlam and PoMo mayors and councillors were to visit Portland for a close look at that city's three-line system, which connects to three towns, the airport and the Expo Centre. Bikes are allowed on Portland's MAX system and many of the cars are low-floor and accessible vehicles, like those that will be used for the Tri-City line.

Coquitlam Mayor Jon Kingsbury said the day-long tour will give other councillors a chance to look at the technical and operation requirements of an LRT line. We'll be looking at what's different, what's important and things to watch for," said Kingsbury, who will be accompanied on the tour by councillors Barrie Lynch and Louella Hollington.

For more information on TransLink LRT events and times, go to http://www.translink.bc.ca/Plans-Pro...rtheast_Sector.

----------------------------------------------------------------------



PoMo puts in station wish list


By Diane Strandberg
The Tri-City News
Jun 18 2005


Port Moody wants to tweak" the location of proposed LRT stations in the city and possibly add a fourth stop in Glenayre so residents will have easier access to the Coquitlam light rail transit line.

PoMo councillors passed a motion Tuesday to appeal to TransLink for the changes after a staff report pointed out the planned LRT line will have three stops in the city while the current 97B bus has six. The report recommended a fourth station at the bottom of Clarke Hill, where the light rail cars emerge from the portal.

But Coun. Meghan Lahti said that wouldn't help Seaview or Glenayre residents, and convinced her colleagues to support a station at Glenayre instead, even though it would be costly to build in a tunnel and lengthen trip times for Coquitlam residents.
Coun. Gerry Nuttall said he was told a Glenayre station would be too far down" and too expensive" at $1.5 million to $2 million. They weren't prepared to consider that," he said.

But Mayor Joe Trasolini said the cost impact would be minimal compared to the total cost of the project.

He later said TransLink has been informed of the proposed changes, which also include moving the Queen Street station closer to the base of Clarke hill, to accommodate Port Moody secondary school students, and moving the Moray street station closer to Ioco Road, to accommodate NewPort Village residents.

But Coquitlam Mayor Jon Kingsbury said addition of the Glenayre stop is unlikely given the late timing of the request and the cost of building a tunnel station.

We have an $800 million project," Kingsbury said. We don't have a nickel more."
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Old June 22nd, 2005, 06:49 AM   #211
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Quote:
Originally Posted by micmiko
I hope they stop the RAV, Translink has lied from start to finish.

If RAV doesn't commence construction now, I doubt there will be a link from Richmond-Vancouver until at least 2014.

I don't really expect $400 million from the Feds if they don't build it now and instead delay to until after the Olympics. By then, there will be moaning about the cost of the whole thing along with a LOT more traffic.


You’re a moron. RAV is the most important transportation project on the table its essential, inevitable and the cost is only going to go up if we wait. Cut and cover is the cheapest and most efficient way of building it, the businesses along the route that are protesting it can suck it! Once the line is built the property value will be higher and the businesses will get way more customers.

By the way RAV has already been committed for 2009, so it will be built.
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Old June 22nd, 2005, 06:53 AM   #212
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LRT is more affordable and a better option than SkyTrain. they should, however, have the line going the way it is now but then go to Douglas Station first and then end at Coq.Centre. It would be a far easirer expansion into PoCo as it would then be on the rail ROW to downtown PoCo and eventually MapleRidge.
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Old June 22nd, 2005, 07:35 AM   #213
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Will LRT really be a long-term solution for the Coquitlam line? I am thinking capacity could be reached far too quickly.
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Old June 22nd, 2005, 07:58 AM   #214
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^ I doubt ridership levels will ever be adaquete for anything other than LRT until Coquitlam's city centre densifies & grows.
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Old June 22nd, 2005, 08:17 AM   #215
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The LRT will be fine. Look at the Millenium Line and what incredible poor ridership levels they are getting.
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Old June 22nd, 2005, 08:30 AM   #216
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Millenium Line is only a few years old, and ridership is growing. Also consider the amount of towers being built up around the line, and I think it'll continue growing strongly. If Coquitlam builds in the same way (I don't know if they plan to), then an LRT might not cut it for much more than a couple decades. I think making it part of the Skytrain backbone of the transit network might be a better choice, and extend with LRT from there.
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Old June 22nd, 2005, 09:16 AM   #217
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Quote:
Originally Posted by crazyjoeda


You’re a moron. RAV is the most important transportation project on the table its essential, inevitable and the cost is only going to go up if we wait. Cut and cover is the cheapest and most efficient way of building it, the businesses along the route that are protesting it can suck it! Once the line is built the property value will be higher and the businesses will get way more customers.

By the way RAV has already been committed for 2009, so it will be built.
I'm sorry, are you talking to me? I'm for building the RAV line now, with what's already proposed and approved.

I should have used quotes, I guess I'm more used to italics. I was quoting ssiguy2 with his "I hope they stop the RAV, Translink has lied from start to finish.".
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Old June 22nd, 2005, 10:37 PM   #218
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Vancouver simply doesn't have the density for this kind of RT. Sorry but 220,000 passengers a day for $2.4bil is really shitty when comp[ared to Calgary's CTrain with the same ridership, less rail, half the population for only $640.
I shudder to think what Translink could have done with that extra $1.8bil. We wouls have LRT and Commuter Rail all over greater Vancouver and much higher transit ridership as it has the lowest of the 5 largest metro areas in the country per-capita.
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Old June 22nd, 2005, 10:55 PM   #219
zonie
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M-Line last year was at 48,000 (or 59,000) boardings per weekday depending on how you look at it, up 34% from the 2003.

Perhaps this was revised at some point, but here's the original Skytrain-LRT comparison:

Quote:
SkyTrain:

* estimated ridership of up to 5,900 riders in peak direction

* estimated 2,600 new riders

* capital costs of up to $840 million ($75 million per kilometre)

* annualized cost of $4.30 per passenger

* travel time 12.7 minutes

* operating speed 51.5 km/h

* perceived drawbacks: negative visual and community impact; cost above available funding

Light Rail:

* estimated ridership of up to 2,600 riders in peak direction

* estimated 2,100 new riders

* capital cost of up to $670 million ($59.5 million per km)

* annualized cost of $6.95 per passenger

* travel time 20.9 minutes (via St. Johns and Barnet)

* operating speed 31.6 km/h

* perceived drawbacks: traffic impacts; cost slightly above currently available funding

* positive contribution to air quality
And this report http://www.translink.bc.ca/files/boa...4.1attacha.pdf is calling for the following capacity:

Quote:
5.5 Operating Capacity
The system will deliver a capacity that exceeds the forecasted peak hour demand at
the maximum load point on the line by 15%. The maximum capacity delivered will
be no less than:
2010: 2,500 passenger spaces per hour per direction at the maximum load point
2021: 3,500 passenger spaces per hour per direction at the maximum load point
5.6 Ultimate System Capacity
The system must be designed to be capable of accommodating 9,000 passengers per hour
per direction at the maximum load point on the line in the future.
From those numbers, it looks as if LRT would be at capacity from day 1.

And the capital cost savings don't look very good compared to the operating costs, though I'm guessing these figures aren't too accurate.
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Old June 22nd, 2005, 11:02 PM   #220
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Also, correct me if I'm wrong, but CTrain is having more capacity problems.
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