Rapid Transit and Surrey's Needs

Rapid transit and Surreys needs
Examining the modal shift in TransLinks Surrey Rapid Transit Study alternatives
What is:
Mode share Modal shift
Mode share describes the number of trips or percentage of travelers using a particular type of transportation. Often measures percentage of walking, cycling, public transit, and automobile trips. Modal shift can describe a shift between transportation modes, i.e. a shift from driving to transit. Can be influenced by several factors i.e. cost of driving, new rapid transit lines, personal choice.
Poor transit options are discouraging transit use
Current modal split + 2040 targets Surrey and area
Current transit mode-share in Surrey and area just 8%

84% of trips made by car
2041 modal shift target reduces car trips % to 50%
Source: Surrey Rapid Transit Study Backgrounder
Registered vehicles in Metro Vancouver

2001 2011
336165
Vehicle registrations growth 2001-2011 98,750 new cars in Surrey

Other cities Richmond
between 2001-2011
Tri-Cities
Burnaby + New West Vancouver Surrey 100% 90% 80% 79617
Surrey saw 49.3% growth in vehicle registrations between 2001 and 2011. More than double the regional average of 24.4% Vehicle registration growth in Surrey is more than 1/3 of all regional vehicle reg. growth.
Surrey saw more vehicle reg. growth than Vancouver, Burnaby, New West & Richmond combined Car use in Surrey increasing faster than any other Metro Vancouver city
Data source: Metro Vancouver, ICBC
299224
200474
Increasing car use is a problem for Surrey and Metro Vancouver
290698
70%
11400 28010 27276
60%
50% 40% 30% 20% 10% 0%
45467
98750
SURREY
VANCOUVER
% of growth
Vehicle registrations growth 1999-2013

400000
Fastest growth 2001-2011

Surrey
350000
300000
49.2%
Langley
250000
38.6%
M.R./Pitt Meadows
200000
37.8%
Regional Average
150000
100000
24.3%
Tri-Cities
50000
23.84%
Burnaby + New West
1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013
18.5%
Vancouver
Surrey + White Rock

Burnaby + New West Richmond North + West Van
Vancouver
Tri-Cities Langley Maple Ridge + Pitt Meadows
Data source: Metro Vancouver, ICBC
15.64%
Surrey growth rates

5.0%
4.5%
4.0% 3.5% 3.0% 3%
4.30%
Vehicle reg. growth rate outpaces population increase Population increase rate is already among fastest in Metro Van 70% of [upcoming growth] in Metro Vancouver will take place in the South of Fraser Both outpace road capacity increase each year
0.65%
2.5% 2.0% 1.5% 1.0% 0.5% 0.0% Growth rate in %
Impacts to congestion, the economy, health, environment Modal shift to transit, walking and cycling are absolutely needed
Avg. annual population increase (2001-11)

Avg. annual vehicle reg. increase (2001-11) Avg. annual lane-km increase (2007-10)
Surrey Rapid Transit Study
TransLink initiative to study rapid transit for Surrey and area Rapid transit supposed to address issue of increasing car use
Surrey Rapid Transit Study Alternatives
Surrey Rapid Transit Study Final 4 Alternatives
Surrey Rapid Transit Study Final analysis
Final analysis released August 2012
536-pages total incl. evaluation inputs in PDF released online
This analysis can be downloaded at:
skytrainforsurrey.org/2013/03/11/exclusive-download-final-surrey-rapid-transit-report/
Analyzing the analysis

A closer look at the mode-share expectations of the Surrey Rapid Transit alternatives
Study admits that no option will meet modal-shift targets

All alternatives will attract few new transit trips Most alternatives will shift bus trips rather than auto trips This includes SkyTrain to Langley and full LRT network (LRT1)
Source: Final Analysis PDF page 17
2041 study area mode-shares (AM peak hour, to/from/within)

Transit % Transit + walking + cycling %
60.00%
50.00%
2040 mode share predictions for final alternatives vs. regional goal
40.00%
All alternatives are more than 20% short of regional goal for transit + walking + cycling Remaining trip mode-share (over 70%) is auto trips!
30.00%
20.00%
10.00%
0.00% BRT network LRT to Langley + BRT Full LRT network RRT to Langley + BRT Regional goal
Source: Final Analysis PDF page 343-344
2041 study area mode-shares (AM peak hour, within only)

60.00%
50.00%
40.00%
All alternatives are more than 15% short of regional goal for transit + walking + cycling Transit mode share is worse (under 15%)
30.00%
20.00%
Remaining trip mode-share (over 65%) is auto trips!
10.00%
2041 mode-shares (AM peak hour)

Transit + walking + cycling % (region) Transit + walking + cycling % (study area) 60.00%
50.00%
40.00%
30.00%
Metro Vancouver regional average mode-share will not hit 50% goal, but study area (Surrey, etc) mode-shares will be lower than Metro Vancouver regional average
20.00%
10.00%
Source: Final Analysis PDF page 299, 343-344
2041 study area mode-shares with TDM (AM peak hour, to/from/within)
60.00%
TDM (transportation demand management) results in approx. 28% increase in transit mode share compared to base scenario Alternatives will still fall short despite demand-side measures or TDM if walking + cycling sees equivalent mode-share gain as transit. Walking + cycling will require an extremely unlikely +126% gain for regional goal to be met. TDM scenario assumes 150% growth (above inflation) in autorelated costs, causing trips to shorten on average by 30% and increasing demand for transit, walking & cycling.
50.00%
Demand-side measures vs. regional goal
40.00%
30.00%
20.00%
10.00%
0.00% BRT network LRT to Langley RRT to Langley Regional goal + BRT + BRT
Modal shift rate on all proposed Surrey Rapid Transit options clearly fall short of targets, in spite of transportation demand management Because of this, all Surrey Rapid Transit options do not fully meet all study objectives despite that TransLink has misleadingly claimed that objectives are met with the final 4 options
Conclusion
Study area anticipated mode-share to be lower than regional average; additional sustainable mode share in South of Fraser is key for modal shift goal to be met across the Metro Vancouver region City of Surrey will require millions of dollars to deal with high auto use + its implications on community safety, health, etc. as a trade-off for not enough investment in rapid transit New options need to be created that make a bigger impact and create more modal shift to transit in order to fully address the issues
Assessing the impacts

Comparing the planned impact of the Surrey Rapid Transit alternatives vs. what rapid transit has done in Vancouver
Modal shift in Vancouver 1996-2006

During this period, the Millennium Line SkyTrain line as well as the 99 and 98 B-Lines were introduced. As well, Mark II train service was initiated on the Expo Line to improve service and ride quality.
Source: Vancouver Transportation Plan Update

http://www.tac-atc.ca/english/annualconference/tac2012/docs/session18/krueger.pdf
Modal shift in Vancouver 1996-2006

During this period, the 99 B-Line, 98 B-Line and Millennium Line SkyTrain line were introduced. As well, Mark II train service was initiated on the Expo Line to improve service.

Study area mode share (to/from/within) 2021 (opening year) to 2041

Mode share in 2021 (opening day) 16.00% Mode share in 2041
Study area modal shift 2021 (opening year) to 2041

Additional mode share captured in %
4
3.5 3 2.5 2 BRT network LRT to Langley + BRT Full LRT network RRT to Langley + BRT
3.18
3.28
3.21
3.17
Surrey rapid transit modal shift expectation 2021-2041
14.00% 12.00%
10.00%
8.00% 6.00% 4.00% 2.00% 30% 28% 26% 24% 22% 20%
Study area modal shift 2021 (opening year) to 2041

Mode-share growth 26.72%
27.80% 27.20%
25.77%
0.00%
BRT network LRT to Langley + BRT Full LRT network RRT to Langley + BRT
BRT network
LRT to Langley + BRT
Full LRT network
RRT to Langley + BRT
Expected modal shift to transit

Additional transit mode-share captured in % 3.5 3.18 3.28 3.21 3.17
3.01
3
2.5
Comparison 1 Surrey 2021-2041 vs Vancouver 1996-2006
1.5
Vancouver has attracted a comparable modal shift in 10 years compared to what is expected in Surrey in approx. 20 years after opening date of any rapid transit line
0.5
0 Vancouver 1996-2006 Surrey 20212041, BRT1 Surrey 20212041, LRT5a Surrey 20212041, LRT1 Surrey 20212041, RRT1
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 implemented up to at least 2002 in the City of Vancouver. See report: Assessing the potential for road and parking charges to reduce demand for single occupancy vehicle commuting in the Greater Vancouver region, page 9 - http://research.rem.sfu.ca/theses/WashbrookKevin_2002_MRM298.pdf
Average yearly modal shift to transit

Average yearly additional transit mode-share captured in % 0.35 0.3
0.3
0.25
0.2
0.159
0.15
0.164
0.1605
0.1585
0.1
Previous Vancouver transit mode-share capture rate is almost twice the expected annual modal shift to transit with all proposed Surrey rapid transit options
0.05
0
Vancouver 1996-2006 Surrey 2021- Surrey 2021- Surrey 2021- Surrey 20212041, BRT1 2041, LRT5a 2041, LRT1 2041, RRT1
Average yearly modal shift

Average yearly transit mode share growth 2.00% 1.80% 1.60% 1.40% 1.34% 1.39% 1.36% 1.73%
1.29%
1.20%
1.00%
0.80% 0.60% 0.40% 0.20% 0.00% Vancouver 1996-2006 Surrey 2021- Surrey 2021- Surrey 2021- Surrey 20212041, BRT1 2041, LRT5a 2041, LRT1 2041, RRT1
Surrey to see slower annual modal shift with all proposed rapid transit options than Vancouver has already seen previously before Canada Line was built
Transit mode-shares for study sub-areas

with BRT network
30.00%
with LRT to Langley + BRT
with full LRT network
with RRT to Langley + BRT
25.00%
20.00%
Sub-area transit mode-shares in Surrey and Langley
15.00%
10.00%
5.00%
0.00%
Modal shift in Downtown Vancouver 1996-2006
Vancouver has successfully reduced amount of vehicles entering downtown core by 20% in 15 years, despite significant population and job growth Opened in this period: Millennium Line + Canada Line SkyTrain, 99 and 97 B-Lines, 98 BLine up until introduction of Canada Line

Modal shift in Downtown Vancouver 1996-2006

Measurement of transit mode-share

Transit mode share* (see note) 45.00% 40.00% 35.00% 41.28%
Comparison 4
Downtown Surrey 2041 vs Downtown Vancouver 2006
Both cases are measurements 20 years after rapid transit
30.00% 25.00% 20.00% 15.00% 10.00% 5.00% 0.00%
26.60%
26.60%
26.50%
26.90%
Downtown Surrey poised to have much lower transit mode-share than Downtown Vancouver
Downtown Downtown Downtown Downtown Downtown Vancouver Surrey 2041 Surrey 2041 Surrey 2041 Surrey 2041 2006 with BRT1 with LRT5a with LRT1 with RRT1
* Downtown Surrey estimates consider trips leaving City Centre (i.e. on the Expo Line towards Burnaby and Downtown Vancouver, or reverse commutes), whereas Downtown Vancouver numbers do not. Downtown Vancouver numbers average to/within trip mode share.
Most pedestrian friendly city in Canada
These are the results of good transit and reduction of auto use
Vancouver is the most pedestrian-friendly city in Canada (WalkScore, 2013)

Of all neighbourhoods, downtown is the most pedestrian-friendly neighbourhood in Vancouver
Comparison 5
Proposed Surrey bus network vs. 2006 Vancouver network (bus networks after 20 years of rapid transit)
All rapid transit alternatives to be complemented with BAU transit network

Surrey 2041 bus network proposed to be far more established than Vancouvers 2006 bus network. All routes to maintain peak hour service within 15 minutes in Surrey/SOF after 20 years of rapid transit.
Busy Vancouver bus routes not part of frequent transit network before 2006 (i.e. 20 years of SkyTrain) included: 17, 25, 41, 49. Vancouver bus routes 33 and 84 did not exist before 2006.
Comparison 5
Proposed Surrey bus network vs. 2006 Vancouver network (bus networks after 20 years of rapid transit)
Many Vancouver routes today (27 years after rapid transit) that do not provide service within 15 mins during peak hour (26, 27, 28, 29, etc)
Mode share goals already met by Vancouver for intra-Vancouver trips in 2006 are not met in Surrey after 20 years of rapid transit despite this more established bus network.
Source: Final Analysis PDF page 242-245, TransLink 2008 press release CPTDB Wiki on CMBC bus routes
Full tables on final analysis PDF page 242-245
Modal shift rates on all proposed Surrey Rapid Transit options clearly inferior to Vancouver achievements Surrey-wide achievements after 20 years of rapid transit completely inferior to what Vancouver has achieved after 20 years
Conclusion
Auto use to remain dominant in the City of Surrey while Vancouver has already met goals and other cities with SkyTrain rapid transit will follow. Vehicles entering/within Surrey will increase with population and jobs, and the city will require millions of dollars to address this issue as a tradeoff for not enough investment in rapid transit
Surreys preference vs. regional goal

Comparing the impacts of Surreys preferred LRT system with the regional modal shift goals
City of Surrey: Rapid Transit Now

City of Surrey is in support of city-wide LRT network (LRT1 alternative) and opposed to any SkyTrain alternative Basis of supporting LRT is largely based around shaping and managing growth as opposed to addressing transportation issues All rail rapid transit types effective at growth-shaping; many comments by Council and staff ignore growth attraction potential of SkyTrain
City of Surrey LRT proposal LRT1
Surrey Mayor/Council wants to see Light Rail Transit on all three corridors from Surrey City Centre to Guildford, Fleetwood/Langley and Newton.
2041 study area mode shares with LRT1 (AM peak hour, to/from/within)
Evident that mode-share goals will not be reached with full LRT network
Study area mode-share with LRT1 alt.
Regional goal
15.01% 73.09% 26.91% 11.90% 50.00% 50.00%
Transit, walking and cycling Auto Transit Walking/Cycling
Auto
2041 study area mode shares with LRT1 (AM peak hour, within only)
Evident that mode-share goals will not be reached with full LRT network
Study area mode-share with LRT1 alt.
Regional goal
12.50% 66.78%
33.22%
20.72% 50.00% 50.00%
Transit, walking and cycling Auto Transit Walking/Cycling
Auto

Average yearly additional mode-share captured in %
0.35 0.3
0.3
0.25
Surrey 2021-2041 vs Vancouver 1996-2006 with LRT1 alternative
0.2 0.1605 0.15
Previous Vancouver modal shift capture rate is almost twice the expected annual modal shift capture rate with full LRT network in surrey
0.1
0.05
0 Vancouver 1996-2006 Surrey 2021-2041, LRT1

Average yearly mode share growth 2.00%
1.80%
1.60%
1.73%
Surrey 2021-2041 vs Vancouver 1996-2006 with LRT1 alternative
1.40% 1.20% 1.00% 0.80% 0.60% 0.40% 0.20% 0.00% Vancouver 1996-2006
1.36%
Surrey to see slower annual modal shift with full LRT network than Vancouver has already seen previously before Canada Line was built
Surrey 2021-2041, LRT1
LRT1 Benefits-Costs
Benefits Net Costs Final Net Present Value
MILLIONS
1500
1000
500
LRT benefits vs costs
LRT1 estimated benefits do not exceed costs Taxpayers to pay $1.6 billion in costs for $1.1 billion in benefits. Net loss for Surrey.
-500
-1000
-1500
Sources: Final Analysis PDF pages 349-369
-2000
City vision for LRT will bring and shape smart growth; but, it completely fails to address transportation issues, incl. the fastest auto use growth rate in Metro Van
Conclusion
City of Surrey must change its rapid transit vision to address transportation issues City of Surrey will require millions of dollars to deal with high auto use + its implications on community safety, health, etc. as a tradeoff for not enough investment in rapid transit
What Surrey really needs

The real solution to Surreys real problem
Slow transit doesnt make people live slower lives. Instead, it makes people use their cars because those become the only way to access the city quickly
Photo: Flickr - TranBC
Jarrett Walker
Public Transit Planning Consultant, author of Human Transit
The Surrey LRT concept video looks stunning and beautiful, but misleads. Where is the congestion Surrey will be facing?
The Solution is bigger than LRT

Much bigger solution is needed for Surrey SkyTrain expansion is needed on all 3 proposed corridors, for more consistent area-wide modal shift to meet goals Above: two proposals being worked on by Better Surrey Rapid Transit

Much bigger solution is needed for Surrey SkyTrain expansion is needed on all 3 potential corridors, for more consistent area-wide modal shift to meet goals Above: conceptual image of SkyTrain in Fraser Highway median

Much bigger solution is needed for Surrey SkyTrain expansion will require more infrastructure & affect sightlines, but visual concerns must be put aside in favour of addressing the issues fully Above: conceptual image of median SkyTrain station from final analysis
Light Rail Transit (at-grade rail transit)

At-grade running means interfacing with other vehicles, pedestrians; risky environment may compromise reliability All at-grade transit governed by speed of road (50-60km/h)
SkyTrain (grade-separated rail transit)

Full grade segregation means better reliability Current SkyTrain service more than 96% on-time Higher speed (80-90 km/h) Higher capacity expansion potential to deal with growth beyond 2041
SkyTrain is better transit
Accidents blocking track cause full disruption (i.e. accident at KGB & 88th will cause an LRT closure until cleared) Higher cost may lead to lower offpeak operating frequencies
Better off-peak operating frequencies due to lower cost
New transit trips with LRT5a (LRT on Fraser Highway + BRT)
New transit trips with RRT1a (RRT on Fraser Highway + BRT)
SkyTrain attracts more riders onto transit
Alternative has total daily ridership of 178,000 in 2041 4250 passengers peak load on Fraser Highway Just 12,500 new daily transit trips across region Just 1.4 billion vehicle km travelled reduction to 2041
Alternative has total daily ridership of 202,000 in 2041

6600 passengers peak load on Fraser Highway 24,500 new daily transit trips across region 2.4 billion vehicle km travelled reduction to 2041
SkyTrain attracts 2x as many new transit trips

Sources: Final Analysis PDF page 171
Portland MAX LRT 85km

Opened 1986, 1998, 2001, 2004, 2009
Canada Line SkyTrain 19km

Opened in August 2009
MAX LRT lines have often not generated ridership meeting projections
Total MAX system ridership in 2011 was recorded at 132,500 daily (weekday boardings) Averaged growth rate: approx. 5100 riders yearly
Original projections involved daily ridership of 100,000 by 2013 and 141,000 by 2021
Summer 2011 ridership was over 136,000 daily (weekday boardings) Averaged growth rate: approx. 68000 riders yearly
Sources: TransLink media releases TriMet ridership data (Portland)
Canada Line has more riders in 3 years than entire MAX LRT system has in 26 years
Canada Line ridership vs. projections

160000 141000
Portland MAX LRT (east-side) ridership vs. projections

45000 42500 40000 35000
140000
120000
136259
39500 34000
100000
80000
100000
30000 25000 20000 22200
60000
40000
15000 10000 5000 0
20000
0
Average weekday boardings

Projected ridership by 2013 (4 years of operation) Projected ridership by 2021 (12 years of operation)
Average weekday boardings Projected ridership by 1990 (4 years of operation) Actual ridership by 1990 (4 years of operation) Actual ridership by 1998 (12 years of operation)
Actual ridership by 2011 (2 years of operation)
Actual ridership by 2005 (19 years of operation) Sources: TransLink media releases TriMet ridership data (Portland) Report by Department of Civil and Environmental Engineering at Portland State University <http://web.cecs.pdx.edu/~monserec/courses/urbantrans/projects/ce454f05_MAX20.doc>
2011 Canada Line rider survey found trip speed was the most liked aspect by riders
SkyTrain riders care about travel times
Trip speed garnered more likes than next-best trait (system cleanliness) by almost 3x Survey found mid and high frequency riders most likely valued frequency, reliability Survey found overcrowding was least liked aspect of Canada Line (i.e. capacity is important to riders)
Source: Satisfaction with Canada Line and Connecting Buses survey by TransLink & NRG Research Group
<https://www.translinklistens.ca/MediaServer/documents/Satisfaction%20with%20Canada%20Line%20and%20Connecting%20Buses%20Wave%202%20March%202011.pdf>
2041 forecast peak load

(passengers per hour per direction)
7000
6000 5000
LRT vs SkyTrain ridership projections
4000
3000 2000 1000 0 King George Blvd to Newton Bus Rapid Transit Fraser Highway SkyTrain
Average ridership gain of SkyTrain over LRT is approx. 53% on both corridors Indicates commonality in ridership estimation formula used, can be extrapolated to other corridors
Light Rail Transit
2041 forecast peak load

(passengers per hour per direction)
18000
16000 14000 12000 10000
LRT vs SkyTrain ridership projections
8000 6000 4000 2000 0 Passengers per hour per direction during peak Bus Rapid Transit on all corridors (BRT1) LRT to Langley only + BRT SkyTrain to Langley only + BRT Light Rail Transit on all corridors (LRT1)
Peak hour load significantly higher with SkyTrain on all corridors versus LRT on all corridors or any other partial arrangement More passengers attracted to transit = more transit modeshare = less people in cars = closer to modal shift objectives
SkyTrain on all corridors (estimate)
Life-cycle cost returns of alternatives

Millions
3,000
2,500
2,000
Travel time benefits alone for SkyTrain to Langley + BRT exceed benefits of other BRT & LRT options SkyTrain to Langley + BRT generates more than twice the cost returns of LRT to Langley + BRT SkyTrain generates 3x travel time savings benefits as LRT
BRT network LRT to Langley + BRT Full LRT network SkyTrain to Langley + BRT Other Travel Benefits Collission Cost Savings
LRT vs SkyTrain benefits
1,500
1,000
500
Travel Time Savings Auto Operating Cost Savinsg
Fare revenue
GHG emissions
Life-cycle cost returns of alternatives

Millions
4,000 3,500 3,000
2,500
2,000 1,500 1,000 500 0 Full LRT network SkyTrain to Langley SkyTrain on all + BRT corridors (estimate) Travel Time Savings Auto Operating Cost Savinsg Other Travel Benefits Collission Cost Savings
SkyTrain on all corridors could generate $3.75 billion in benefits and cost return Benefits with SkyTrain on all corridors could be more than 3x a full LRT network 1.46x the cost return of SkyTrain to Langley only + BRT
LRT vs SkyTrain benefits
Fare revenue
GHG Emission reductions
SkyTrain will get more people out of their cars
Reduction in amount of vehicles entering Vancouver between 1996-2006 coincides with additional SkyTrain expansion during this period 2011 Canada Line rider survey found 45% of respondents formerly commuted via SOV (single-occupancy vehicle)
Sources: Vancouver Transportation Plan Update Satisfaction with Canada Line and Connecting Buses survey by TransLink & NRG Research Group
<https://www.translinklistens.ca/MediaServer/documents/Satisfaction%20with%20Canada%20Line%20and%20Connecting%20Buses%20Wave%202%20March%202011.pdf>
More than $8 billion in development attracted in Richmond within 5 years through Canada Line SkyTrain
SkyTrain can shape growth
Strict coordination by Richmond to control growth around new SkyTrain line Innovative and well coordinated land-use plan directs development into several character zones
How to make SkyTrain a more feasible option
Discussing this can help address concerns about cost or visual impact
Potential ways to address cost issue could include: separate line with shared infrastructure but shorter (3-car?) trains and stations (Better Option B), more side-running (to avoid median utility relocation), alternate alignments (Surrey Central-Guildford), over-street stations without mezzanines, build stations over parking lots (i.e. at Willowbrook), funding participation from developers. Potential ways to address visual issue could include: shorter trains and stations, over-street stations without mezzanines, build stations over parking lots (i.e. at Willowbrook), guideway profile/construction method (i.e. Expo vs. Millennium Line), integration tactics as with Canada Line in Richmond
SkyTrain (grade-separated rapid transit) presents better opportunity for modal shift goals to be met City of Surrey must change its rapid transit vision to address transportation issues. New rapid transit vision will require incorporation of grade-separated rapid transit to meet goals City-wide SkyTrain expansion introduces potential to generate more billions of dollars in benefits than city-wide LRT City of Surrey should explore how SkyTrain can be made a more feasible option (addressing cost + visual concerns)
Conclusion
Better Surrey Rapid Transit
Daryl Dela Cruz Campaign Director and Exec of Statistics Analysis Benedic Dasalla Exec of Marketing & Communications Strategy Neo Caines Exec of Infrastructure Analysis
This presentation was brought to you by advocates for Better Surrey Rapid Transit. Better Surrey Rapid Transit will continue to advocate for new options meeting mode-share goals and addressing transportation issues fully if the City of Surrey does not correspond with these concerns.
Website: skytrainforsurrey.org Email us: [email protected]
Thank you
We look forward to an improved outlook for Surreys forthcoming transportation issues and thank you for listening.

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Rapid transit and Surreys needs

Poor transit options are discouraging transit use

Current modal split + 2040 targets Surrey and area

Current transit mode-share in Surrey and area just 8%

2041 modal shift target reduces car trips % to 50%

Source: Surrey Rapid Transit Study Backgrounder

Registered vehicles in Metro Vancouver

Vehicle registrations growth 2001-2011 98,750 new cars in Surrey

Increasing car use is a problem for Surrey and Metro Vancouver

11400 28010 27276

Vehicle registrations growth 1999-2013

Fastest growth 2001-2011

Increasing car use is a problem for Surrey and Metro Vancouver

Surrey + White Rock

Data source: Metro Vancouver, ICBC

Surrey growth rates

Increasing car use is a problem for Surrey and Metro Vancouver

2.5% 2.0% 1.5% 1.0% 0.5% 0.0% Growth rate in %

Avg. annual population increase (2001-11)

Surrey Rapid Transit Study

Surrey Rapid Transit Study Alternatives

Surrey Rapid Transit Study Final 4 Alternatives

Surrey Rapid Transit Study Final analysis

Final analysis released August 2012

536-pages total incl. evaluation inputs in PDF released online

This analysis can be downloaded at:

Analyzing the analysis

Study admits that no option will meet modal-shift targets

2041 study area mode-shares (AM peak hour, to/from/within)

Source: Final Analysis PDF page 343-344

2041 study area mode-shares (AM peak hour, within only)

Remaining trip mode-share (over 65%) is auto trips!

Source: Final Analysis PDF page 343-344

2041 mode-shares (AM peak hour)

Source: Final Analysis PDF page 299, 343-344

Demand-side measures vs. regional goal

Source: Final Analysis PDF page 520

Assessing the impacts

Modal shift in Vancouver 1996-2006

Source: Vancouver Transportation Plan Update

Modal shift in Vancouver 1996-2006

Source: Vancouver Transportation Plan Update

Study area mode share (to/from/within) 2021 (opening year) to 2041

Study area modal shift 2021 (opening year) to 2041

Surrey rapid transit modal shift expectation 2021-2041

Study area modal shift 2021 (opening year) to 2041

Source: Final Analysis PDF page 342-344

LRT to Langley + BRT

Full LRT network

RRT to Langley + BRT

Expected modal shift to transit

Comparison 1 Surrey 2021-2041 vs Vancouver 1996-2006

Average yearly modal shift to transit

Comparison 2 Surrey 2021-2041 vs Vancouver 1996-2006

Average yearly modal shift

Comparison 3 Surrey 2021-2041 vs Vancouver 1996-2006

Transit mode-shares for study sub-areas

with LRT to Langley + BRT

with full LRT network