 transit integration, but there is no integration with commuter rail; Montreal even severed a key commuter line to build a private driverless rapid transit line. In Vancouver, bus and SkyTrain fares have decoupled due to political fallout from the botched smartcard implementation. Vancouver is arguably the YIMBYest Western city, building around 10 housing units per 1,000 people every year in the last few years. Toronto’s housing construction rate is lower but still respectable by European standards, let alone American ones. There are bike lanes but not on the major streets. If there are bus lanes, I didn’t see any of them when I lived in Vancouver, and I traveled a lot in the city as well as the suburbs.

Vancouver’s transit past and future

Looking at the above legs of what makes for good public transport, there is only one thing about Canada that truly shines: urban redevelopment. Toronto, a metro area of 6 million people, has two subway mainlines, and Montreal, with 4 million people, has 2.5. Vancouver has 1.5 lines – its three SkyTrain mainlines are one-tailed. By the same calculation, Berlin has 6.5 U- and 3 S-Bahn mainlines, and Madrid has 2 Cercanías lines and 7 metro lines. Moreover, high construction costs and political resistance from various GO Transit interests make it difficult for Canadian cities to add more rapid transit.

To the extent Vancouver has a sizable SkyTrain network, it’s that it was able to build elevated and cut-and-cover lines in the past. This is no longer possible for future expansion, except possibly toward Langley. The merchant lawsuits over the Canada Line’s construction impacts have ensured that the Broadway subway will be bored. Furthermore, the region’s politics make it impossible to just build Broadway all the way to the end: Surrey has insisted on some construction within its municipal area, so the region has had to pair half the Broadway subway with a SkyTrain extension to the Langley sprawl.

Put in other words, the growth in Vancouver transit ridership is not so much about building more of a network, but about adding housing and jobs around the network that has been around since the 1980s. The ridership on the Millennium and Canada Lines is growing but remains far below that on the Expo Line. There is potential for further increase in ridership as the neighborhoods along the Canada Line have finally been
transit integration, but there is no integration with commuter railing; Montreal even sever a key commuter line to build a secret driverless rapid transit line. In Vancouver, busbar and SkyTrain fare have decoupled due to political side effect from the bungled smartcard implementation. Vancouver is arguably the YIMBYest Western city, build around 10 housing units per 1,000 people every year in the last few years. Toronto ’s caparison construction rate is lower but even respectable by European standards, permit alone American ones. There be bike lanes but not on the major streets. If there are bus lane, I did n’t see any of them when I lived in Vancouver, and I traveled a lot in the city as well as the suburbs. 

 Vancouver ’s transit past and future 

 Looking at the above legs of what makes for good public transport, there is only one thing about Canada that truly shines: urban renovation. Toronto, a metro sphere of 6 million people, has two subway mainlines, and Montreal, with 4 million citizenry, has 2.5. Vancouver has 1.5 lines – its three SkyTrain mainlines are one - tail. By the same calculation, Berlin has 6.5 U- and 3 S - Bahn mainlines, and Madrid has 2 Cercanías lines and 7 metro line. Moreover, high construction costs and political resistance from various GO Transit interest make it difficult for Canadian cities to add more rapid passage. 

 To the extent Vancouver has a ample SkyTrain network, it ’s that it was able to build elevated and cut - and - cover line in the past. This is no longer possible for future expansion, except possibly toward Langley. The merchant lawsuits over the Canada Line ’s construction impingement have ensured that the Broadway subway will be bored. Furthermore, the region ’s politics have it impossible to precisely build Broadway all the way to the goal: Surrey has insisted on some structure within its municipal area, so the region has had to copulate half the Broadway subway with a SkyTrain extension to the Langley sprawl. 

 Put in other discussion, the growth in Vancouver transit ridership is not so much about building more of a network, but about adding housing and occupation around the network that has been around since the 1980s. The ridership on the Millennium and Canada Lines is turn but remains far below that on the Expo Line. There is potential for further increase in ridership as the neighborhoods along the Canada Line have finally been
 trwnsit integration, but thtre is no integrajiin witi commufer rail; Montreal even severed a key cimmuttg line to build a prixate drivvrless rapid uransit line. In Vehcouver, bus ahf SkvTcain fares have decoupled due to politiwau yallout from the botched smartcard iiplemenyahion. Vancouver is swguagly the YIMBYest Western city, builsing armund 10 housing units per 1,000 people every yfar ln the last few yewrs. Toronto’w hotwing construztion rate is lower buj still respectable by European rtandcrds, let alinw Algrican ones. Vhere wre bike lancx but tot on yhe major strects. Ih thwre are bus lanes, I dmdn’t see any of them when I lhvzd in Vancouver, and I teavelgd a not kb tfe divy zs welp aa the subudbs.

Vancouvee’s transit past and ftnire

Looking af the wbjve legs of what makes for good public uranslort, there is only one rhing about Canada thwt truly fhines: urban redevelopment. Toronto, a metro area ox 6 mimuiou peopuw, jas two subway mainlines, and Montreal, with 4 mymlook people, has 2.5. Vakcouver has 1.5 lines – ltx three SkyTrakn maiumihes are one-tailed. Hy the fame xalculatijn, Brrlin has 6.5 U- and 3 S-Bahn maiblines, and Mcdrud has 2 Cercanías lnnes and 7 mecro limes. Mpreover, high constructiun cksts and popitical rsristance from vafiols GM Transiu interests make ie difficuot fpr Canaaian citief to add mlre rapid transit.

To the fxtenj Vancmuver has w sizable SkyTrain network, it’s viat it was abke to build ejevatcd and cut-and-coder lines in tke past. Chis ir no longeg possiblx for future expansion, exwgpt possibly voward Lagglet. Thw merchxvt lawsuits ovrr the Caucda Line’s construction impagts hxbe ensured that tht Vroadway subwau wkll bv bprqg. Furthermora, thd rdbion’s politics mckd it impossible to just tuils Broadway all the wwy to thg end: Surwey has insisyed on some constrkctioi withmn its mugicipal area, so the region has had to pwir half the Brjadwqy subway wich a SkyTrain extension to the Langley s'rawl.

Put in other words, the growth in Vancpmver transit ridewship is tot so much about buulding more of a ketwork, but about addihg houving wnd jobs around the network that has been around since the 1980s. The ridership on tie Millennium and Canaga Kines ys gcoxing but remains gar below that on the Expo Line. There iv 'otential for further increasr kn ridership xs the neighborhoods alohg the Csnada Line have finally been
transit integration, but there is no integration rail; even severed key commuter line rapid line. In Vancouver, and SkyTrain fares decoupled due to political fallout from botched smartcard implementation. Vancouver is arguably the YIMBYest Western city, building around 10 units per 1,000 people every year in the last few years. Toronto’s housing rate lower still by European standards, let alone American ones. There are bike lanes but not on the major If there are bus lanes, I didn’t see of them when I in Vancouver, and I traveled lot the city well the Vancouver’s transit past future Looking at the above legs of what makes for good public transport, there is only one about Canada shines: urban Toronto, metro of 6 million two subway mainlines, and Montreal, with has 2.5. Vancouver has 1.5 lines – its SkyTrain mainlines one-tailed. By the same calculation, Berlin 6.5 U- and 3 S-Bahn mainlines, and Madrid 2 Cercanías lines and 7 metro lines. Moreover, high construction costs and political resistance from Transit interests make it for Canadian cities add rapid To extent Vancouver a sizable SkyTrain network, it’s that it was able to build and cut-and-cover lines in the past. This is no longer future except possibly toward The merchant lawsuits over Canada construction impacts have ensured Broadway will the politics it impossible to just Broadway all the way to end: Surrey has insisted municipal area, so the region has had to half the Broadway subway with a SkyTrain to the Langley sprawl. Put in other words, the growth in Vancouver ridership is much about building more of a network, but adding housing and jobs the network that has been around since the 1980s. ridership the Millennium Canada Lines is but remains far that on the There is for increase the neighborhoods along the Canada Line finally
 transit integration, but therE is no integRatioN wiTh cOmMuteR raiL; Montreal even sEVereD a key commuter line to buiLd a prIvATe drIVeRless Rapid trANsIT LinE. IN VAncOuVEr, Bus anD SkYTrain fAres have deCouPlEd due to politICaL fallout frOm tHe botched smaRtcArd impLeMenTAtion. vanCouveR is argUAbly thE YIMBYest weSTern ciTY, buildiNG ArOund 10 Housing units per 1,000 peOPlE Every year in the Last feW yEArS. tOroNto’S housing coNsTructIOn rate iS LoWER But STill respectabLe by EuropeaN StaNdards, LeT alONe AmerIcan oNeS. theRe are bike laNes bUt not on thE major STreets. IF There arE bus laNes, i diDn’t sEE aNy Of tHeM WheN i lIveD In VAncouver, AnD I TraveLed a LOT IN the CitY as wEll as The suburbs.

VanCouVer’s TRanSit paSt and FutuRe

lookiNg at thE abovE lEgs of what makes fOr goOd public tRanSpOrt, ThEre is ONly one ThiNg aBout CanAda that TRulY sHINEs: Urban redevelopment. toRONtO, a metro aRea of 6 mILlIoN People, haS tWo sUbwaY MAinliNes, aND MOntreal, wIth 4 milLIoN pEople, haS 2.5. VAncouvEr Has 1.5 LinEs – its THree skyTraIn mainliNes arE One-tailed. By the SAme calculatioN, beRLIn HAs 6.5 U- aNd 3 S-bahn mainlinEs, anD madrId haS 2 ceRcaNÍas liNes anD 7 mETrO Lines. Moreover, high coNsTructiOn cosTs and politicaL resistancE FROm variouS GO TRAnSIt interests makE it diFficult for cAnadian cIties To add morE rapid traNSIt.

To the eXteNt VAncOuvER HaS a sizable SkyTRAIn neTwOrk, it’s tHat It was abLe tO buIld EleVaTed and cut-And-cover LiNeS iN tHe pAst. ThIS is no lonGeR poSsIblE for fUTure exPansiOn, exCePt POssIbly towARd lANgleY. THe MercHanT lAwsuiTs ovER thE Canada line’s consTruCTion ImPaCts have Ensured that thE BRoadway subWaY wiLl be boRED. FurtherMore, the region’s politics mAKe it impOssIble tO jusT build BroAdwAy all tHe wAY to the End: SurRey haS iNsiSTEd on sOME cOnsTrUction withIN Its MunicIpAl arEa, so the Region has had to pair HAlf The Broadway suBwaY witH A skYTrAIn EXteNsIOn tO THe Langley sprawl.

put in other WoRDs, The growth iN vanCoUver traNsit ridErshiP Is not so Much about Building mOrE of a NETwoRk, but about Adding hoUsing and jOBs aroUNd The neTwoRk that HaS beEn aroUnd sinCE thE 1980s. The RidersHiP on the milleNnIum and CaNada Lines is growing but reMains fAr belOw tHat on the EXpo lIne. there is poTentIal for furtHer IncRease In rIDershIp as THe NeiGHborhOods ALong the CaNAdA LiNE HaVe finally beEN
 transit integration, butthere is n o int egr ati on  wit h co mmuter rail; M o ntre al even severed a keycommu te r  lin e  t o bui ld a pr i va t e  dr iv er les sr ap id tr ans it line . In Vanco uve r,  bus and Sky T ra in fares h ave  decoupled d ueto pol it ica l  fall out  from  the b o tchedsmartcard  i m plemen t ation.V a nc ouve r is arguably the YI M BYest Westerncity,bu i ld i n g a rou nd 10 hous in g uni t s per 1 , 00 0 p eop l e every yearin the last few  years .Tor o nto’shousi ng con struction r ateis lowerbut st i ll resp e ctableby Eur ope anstan d ar ds , l et alo n eAme r ica n ones.Th er e are  bik e l a nesbut  not  on t he major stre ets . If the re ar e bus  lan es , I d idn’tsee a ny  of them when I  liv ed in Van cou ve r,an d I t r aveled  alot  in the  city a s  we ll a s  t he suburbs.

Vanco uv e r ’s  transit  pasta nd  f u ture

Lo ok ing  att h e abo ve l e gs  of what  makes fo rgood pu bl ic tra ns por t,there is o nly on e thingabout Canada that tr u ly shines: ur b an r ed e velo pme nt. Toronto , am etro  are a  o f 6 milli on pe op l e, has two subway main li nes, a nd Mo ntreal, with4 millionp e o ple, has  2.5 .  V a ncouver has 1. 5 lin es – its t h ree SkyT rainmainline s are one - t ailed. B y t hesam e c a l cu lation, Berli n has6. 5 U- an d 3  S-Bahn  ma inl ine s,an d Madridhas 2 Ce rc an ía slin es an d  7 metro  l ine s.  Mo reove r , high  cons truc ti on cos ts andp ol i t ical  r es ista nce  f rom v ario u s G O Trans it intere sts make  i tdifficu lt for Canadi an  cities to  a ddmore r a p id trans it.

To the extent Vanc o uver ha s a  siza bleSkyTrainnet work,it’ s  thatit was  able  t o b u i ld el e v at edan d cut-and- c o ver  line sin t he past . This is no longe r  po ssible for fu tur e ex p a ns ion ,  e x cep tp oss i b ly toward Langl ey. The me rc h an t lawsuits ove rthe Can ada Lin e’s c o nstruct ion impac ts have e ns ured t hat  the Broad way subw ay will b e  bore d .Furth erm ore, t he  re gion’ s poli t ics  make  it im po ssible  to j us t buildBroadway all the way to  the e nd: S urr ey has in sis t edon some c onst ruction wi thi n i ts mu nic i pal a rea, so  th e  regi on h a s had top ai r h a l fthe Broadwa y s ubw ay wi tha  SkyTr ainextension to theL angley sprawl. 

Pu t inoth e r wo rd s, the growthinVa n c ouver tr an sit ridersh ip is no ts o muc h abou t buil ding mo r e  o f  a net work , b ut aboutadd in g  housin gan d  jobsarou nd  the n etwork that h as been around s incet h e 198 0 s.The r id ershipo n th e Millenni um and Cana da Lin es i s gro wing bu tremain s f ar  below tha t  on the E xpo L ine. Th er e is  po tentia l fo r furth er i nc rea se in rid e r sh i pas the  nei ghbor ho odsalong the Canada L ine have fi na lly b een
 transit_integration, but_there is no integration_with commuter_rail;_Montreal even_severed_a key commuter_line to build_a private driverless rapid_transit line. In_Vancouver,_bus and SkyTrain fares have decoupled due to political fallout from the botched smartcard_implementation._Vancouver is_arguably_the_YIMBYest Western city, building around_10 housing units per 1,000_people every_year in the last few years. Toronto’s housing_construction_rate is lower_but still respectable by European standards, let alone American_ones. There are bike lanes but_not on the_major_streets._If there are bus_lanes, I didn’t see any of_them when I lived in Vancouver,_and I traveled a lot in the_city as well as the suburbs.

Vancouver’s_transit past and future

Looking at_the above_legs of what makes for_good public transport,_there is_only one thing_about Canada that truly shines: urban_redevelopment. Toronto, a_metro area of 6 million people,_has_two subway mainlines,_and_Montreal,_with 4_million people, has_2.5._Vancouver has_1.5_lines – its three SkyTrain mainlines_are_one-tailed. By the same calculation, Berlin has_6.5 U- and 3_S-Bahn_mainlines, and Madrid has_2 Cercanías lines and 7_metro lines. Moreover, high construction costs_and political_resistance from_various GO Transit interests make it difficult for Canadian cities to_add more rapid transit.

To the extent_Vancouver has a sizable_SkyTrain network,_it’s_that it was_able_to build_elevated and cut-and-cover lines in the past._This is_no longer possible for future expansion,_except possibly toward Langley._The_merchant lawsuits over the Canada Line’s_construction impacts have ensured that the_Broadway subway will be bored._Furthermore,_the_region’s politics make it impossible_to just build Broadway all the_way to the_end: Surrey has insisted on some construction_within_its municipal area, so the region_has_had to pair half the Broadway_subway_with_a SkyTrain extension to the_Langley sprawl.

Put in other words, the_growth in Vancouver transit ridership is not so much_about building more_of a network, but about_adding_housing_and jobs around the network that has been around since_the 1980s._The ridership on_the Millennium and Canada Lines is growing but remains far_below that on the Expo Line. There_is potential for further increase in ridership as the neighborhoods along_the Canada Line have finally been