Yet, now that community rail service for the Fraser Valley along the still-used Interurban route is being actively discussed, some argue that the region doesn't have enough population to support such a service.

This despite estimates that the Fraser Valley's current population of about 850,000 is expected to reach one million people in 2012, which is only four years away.

More to the point, planning for public transit usually involves assessing transportation needs for 30 to 50 years hence -- or more.

In that regard, until recently the provincial government acted like a caboose at the end of the train when it came to assessing public opinion on public transit for all communities south of the Fraser River, including the Valley.

Like the caboose, Victoria was always last to cross a given point (in this case, a point of enlightenment) that the public had crossed much earlier. However, to its credit, the Gordon Campbell government is beginning to display some grasp of the obvious.

It now recognizes that there's a growing groundswell of support throughout the Fraser Valley, advocating that one of the most efficient, economical ways for this burgeoning region to catch up on its public-transit needs is to look very seriously at introducing a modern Interurban light-rail system.

And, while the government doesn't buy into the Interurban thesis completely, at least it now acknowledges that the idea is worth further study.

Hey, even a small step is progress!

Lost amid all the noise of the premier's announcement last month of a $14-billion public-transit mega-plan was a commitment by Victoria to launch a feasibility study for re-introducing some form of the old Interurban light-rail service to the Fraser Valley.

Not surprisingly, this has been welcome throughout the Valley and was a highlight for discussion at a recent public-transit forum attended by more than 200 people at the University College of the Fraser Valley.

And, while it's still very early days for this study, I'm told by the transportation ministry that its officials will meet with local government representatives in the Valley at the end of this month to work out the study's scope and terms of reference.

All of this is also good news for Abbotsford-Clayburn MLA John van Dongen, Minister of State for Intergovernmental Relations, who has been quietly lobbying his own government on this issue for about a year-and-a-half. He's convinced that the time is right, in term of population growth and demand, to take a serious look at an Interurban service that would serve the Valley -- including Abbotsford International Airport -- while connecting to Metro Vancouver's transit system.

But van Dongen also warns that Interurban rail won't get out of the station, as it were, unless local governments in the Valley become full partners with Ottawa and Victoria in making it happen.

If you have an item about the Fraser Valley, e-mail Brian via blewis@png.canwest.com

VATLAC’s third goal is re-establishment of passenger service on the Interurban corridor.

The BC Electric Railway Interuban Line fostered agricultural, residential and industrial growth of the South Fraser Valley

Because settlement focused on the Interurban corridor, many commercial, educational, commercial and recreational facilities are today within walking distance of the line. The rail still exists and carries local freight a few times a day.

VALTAC encourages growth of local freight integrated with passenger serviceRecent studies demonstrate that Interurban restoration would cost a quarter of similar passenger rail elsewhere in the lower mainland.

Community Rail must be distinguished from Commuter Rail. Studies show that the majority of the Valley Population is headed for destinations within the Valley. Community Rail, dedicated to linking local communities with only an incidental link to SkyTrain, would offer low cost, ground up, grass routes passenger transport which would be the spine of an effective integrated bus / rail system.
When the time for Commuter Rail arrives, the CN Mainline may be a better alignment for an extension of West Coast Express.

The Interurban settled the South Fraser Valley. The line touches a variety of strategic destinations. For example, most employment centres, commercial centres are within walking distance of the line. ALL post secondary education facilities, some 50,000 students are on the line from Newton to Chilliwack.

Passenger rail should serve the Langley regional town centre; the only such centre in the Greater Vancouver Regional district without passenger rail.

The South Fraser Valley area was built along the Interurban line. Passenger service needs to be restored to take advantage of the existing strategic route.

On opening in 1910, the Interurban served a population of 18,000. When rubber replaced rail in 1950, the population of the valley was 77,000. Today, we are over ten times that number at 850,000 and headed for a million souls.. And NO passenger rail. VALTAC wants our train back.

Recent TransLink trip diaries show that only 20% of traffic in the south Farser Valley crosses the river. 80% has origin and destination south of the Fraser River. Approximately 30% of the “moving” population does not have access to private motor vehicles. A Community Rail system supplies the largest demand most effectively.

Comparative rail costs:
TransLink commissioned a study by DRL in 2006 which estimated a cost of converting the Interurban line into COMMUTER rail from the Scott Road SkyTrain station to Langley City at $27 million dollars per kilometre

At the same time Surrey commissioned a study by UMA for COMMUNITY rail between Scott Road SkyTrain Station and Cloverdale. The cost estimate was $6 million dollars per kilometer.

The Fraser Valley Heritage Railway Society has determined that simply upgrading the line to carry tourists would cost in the realm of $325,000 per kilometers.

By comparison, a typical light rail installation costs about $35 million per kilometre and the RAV/Canada line has clocked in at a whopping $87 million per kilometre

Because the Interurban line exists, the property is all assembled, the rails are still there, it is a bargain; the cheapest prospect of rail based transit in the Lower Mainland.

It can be upgraded for Tourist use for a third of a million dollars per kilometer.

It can be upgraded as COMMUNITY Rail for six million dollars per kilometer

The DLR study, which added every possible bell and whistle for use as COMMUTER rail, estimated costs less than a third RAV line costs. Whikle we understand that RAV is serving the crème-de-la-crème, how about spending some of our damn money on our side of the Fraser River?

Because the Interurban line exists, implementation of light community rail would be about a third the cost of creating LRT from scratch.

On the most difficult stretch of the Interurban rail, the link between Pratt and Livingstone where heavy rail shares the route from east of Fort Langley to Cloverdale, BC HYDRO has retained passenger rights and the right to assign them. Passenger rail doesn’t pay cost until it reaches 33% of wheelage. CP has already agreed to sharing their rights with passenger service.

Surrey is studying Community Rail and has an active Interurban group, the Fraser Valley Heritage Railway Society, who are restoring original Interurban cars for heritage tourism operations on the historic line.

Surrey’s Heritage Tourism initiative can be linked between Brownsville and Fort Langley to a River Boat experience with international appeal.

Surrey’s corridor has good catchment population within one modal change

Key destinations are within walking distance of the interurban connection.

A “spine & ribs’ system is the most effective solution to public transportation in the south Fraser Valley

A consortium of the Municipalities, TransLink (or its successor BCSCTA), industry and others could put a system together.