Referendum – Surrey Light Rail – Facts


The Guildford to Surrey Centre Line

The proposal is for electric light rail which would make the trip in 10 minutes (

All existing bus routes take less time than this, and two take only five minutes.

The existing routes except the 96 pass through guildford. Inserting a light rail leg would require all passengers on the 320, 337, 509, and 590 from south and east of guildford to do an inter-modal transfer.

The existing bus connections between Guildford and Surrey central are excellent! The peak service interval is 2 minutes. The proposed light rail trip time is longer with a higher interval. How did such a proposal ever get on to

Light Rail would benefit only Sears, Hudson’s Bay, and the Construction industry.

Use the right of way for the proposed light rail line as a busway instead. A busway will accommodate any amount of population growth while the costs are incurred over time as required. Compare to Transitway – in Ottawa

The busway should continue to highway 1 making use of the money recently spent. Controlled access will keep traffic moving at freeway speed.

This can be done now in a five year referendum which can pass.



Departure Time


Trip Time


168 st & 104 ave


9 minutes


208 st & 40 ave




212 st & 88 ave




Langley, Cloverdale







Accept Climate Change – See the Future

We have two Regional Districts: North of the Fraser and South of the Fraser.

In a hundred years or maybe more, every existing rail, road, air, and water access route to North Fraser will be inundated. Except the heli-pads at Royal Columbian and VGH.

All access from the rest of Canada and the U.S.A. will need to be along an umbilicus or two on high ground through Surrey, Langley, Aldergrove, Abbotsford, skirting Chilliwack prairie.

This will include the CPR mainline, the CNR mainline, and the Burlington Northern mainline. They all must be relocated to high ground south of the Fraser.

It will include intra-Regional passenger transit.

Ferries between the Island and South Fraser will depart from Ocean Park, Tswassen being far under water.

DeltaPort will be moved to Ocean Park, which is on high ground.

There will be only two bridge crossing areas of the Fraser. One just downstream of the existing Pattulo, and one between Walnut Grove and Coquitlam. Those are the only locations with high ground on both sides. All existing crossings, or at least the approaches to them will be flooded.

No new Fraser crossing should be built anywhere else. Especially not a Deas Island replacement bridge connecting two municipalities which are both already pumping water out over their dykes, and much of one of which is FLOATING on top of the River. Redirect that money to transit.

When the next major subduction occurs offshore, as it did in Chile in 2011, what happens to a highway built on bog? such a highway will sink out of sight. Not if, When!

The challenge today is to secure rights of way for transportation in years 2100 to 2200. Land swaps and rezoning can be used to effect this.

Not until we start getting our boots wet in salt and river water will enough people realize that driving a personal SOV in a metropolitan area is a major cause of that very sea level rise. But the rights of way need to be secured now. Debt for temporary infrastructure must be avoided.

So back to the current decision. Remove Surrey light rail and the completely dysfunctional Arbutus subway from the table and there is a reasonable platter to be offered to the voters.

Include enough for five years. Hope that five years from today Victoria will be more attentive to the real transportation needs of South Fraser.

The Langley Line

YVR has the lowest elevation of any major airport in the world. Even the Seychelles, a coral atoll in the Indian Ocean, is 3 metres higher than YVR.   YXX will replace YVR as Vancouver International Airport.

Therefore the “Langley Line” must go to YXX. This right of way will be for passenger rail, freight rail, and road.

YVR has 18 million in and outs annually. It has 25,000 employees, with thousands more people involved. Moving these people to YXX will require high volume rail. It’s not Heathrow and the Piccadilly line, but the volume will be very high.

A new city centre must be built from scratch somewhere east of 202nd street. Many of the 18 million connected on to destinations in the U.S.A. The price of oil in the 22nd century, along with advances in internet communication which we cannot even visualize, will slash air travel enormously from current levels. But Vancouver international airport (YXX) will still draw millions of passengers.

Light rail would be swamped by the demands imposed by the migration to YXX. Heavy rail is inevitable. West Coast Express equipment operating 24/7 on a dedicated passenger line is inevitable. It will connect YXX to Surrey Central and to Walnut Grove. It might cross the Fraser at the Pattulo reach then carry on west on the Burlington Northern cut as far as Clark Drive. It might cross at Walnut Grove and continue to Port Moody.

A new city centre is needed. It should be built from raw land, logically between Langley City and YXX. The land which is now the greater Vancouver zoo would be ideal.

The existing proposal is to locate a terminus at Langley City where infrastructure now exists. The existing infrastructure could not support the new City Centre. None of the water, sewer, street, or utilities has the capacity. Everything now in place, especially the individual property rights, is an impediment to creating a new City Centre there. Much better to start from raw land, the rawer the better. Langley City would be one stop on the way to YXX.

What is needed to be done now is to locate the right of way for all services, to restrict development on the designated land, and to start the acquisition process.

The Langley Light Rail Line as proposed would work for today, but would soon have to be discarded. It would need to be replaced by heavy rail.

Delta Port and the Tsaawassen ferry terminal will have to relocate to Ocean Park, the only high ground on the coast south of the Fraser.

There will need to be freight rail as well. Freight and passenger can share a single heavy rail line for a time. In western Europe electric heavy rail accommodates both passenger and freight on the same lines with one rail in each direction, Belgium for example. But the wider right of way needs to be reserved for eventual separate tracks.

Electricity is the preferred energy medium. Surely ocean current electricity capitalizing on the terrific tidal current potential between Vancouver Island and the mainland will be available once oil prices rise again, as they will.

The Newton Line

Time saving of the Newton light rail line relative to express bus 96 is trivial. Any time which can be trimmed from the existing 14 minutes to King George station by going to light rail can be matched by green-lighting the 96. Because of the relatively light cross traffic, green-lighting is minimally intrusive to general traffic.

Buses offer the advantage of shorter service intervals.

They also don’t have inter-modal transfer at Newton for passengers from White Rock and south Surrey on the 394 and 321.

The 96 is express Newton to Guildford in 22 minutes. Light rail could not beat that.

The 321 would still be required for local service along King George between Newton and Surrey central. The 394 from south Surrey park and ride to Surrey central is faster than transferring to light rail at Newton.

Anyone traveling from somewhere beyond Newton to perhaps metrotown would first take a bus, then light rail, then skytrain. A tedious trip to be sure.

Light rail to Newton would not replace any existing route.





Trip Time to King George

to Surrey Central




White Rock





King George






140 street







King George


South Surrey





King George info@ December, 2014

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