A Guest Post by David Marlor
David Marlor was raised in the UK and is currently a regional planning manager working on the coast of British Columbia, Canada in a coastal rural setting. He holds a planning degree from the School of Community and Regional Planning at UBC, where his thesis was on an integrated approach to transportation planning in the lower mainland.
In the past couple of years, led by Bob Boutilier (general manager of transportation) the City has been planning the expansion of the LRT using low-floor technology. Edmonton is credited with leading in transit innovation twice in the past. In the mid-1960s, transit superintendent Don MacDonald introduced an early version of a hub and spoke [or pulse] transit system. This is still widely used in Edmonton and in many other North American cities. The second was the introduction of the modern LRT to North America in 1978.
What’s different about the current LRT plans in Edmonton is that instead of fast LRT trains moving commuters from suburbs to the city, the LRT will be a European style system, still in its own right of way, but with stops closer together, smaller and more intimate with the community, low floor vehicles and replacing car lanes with LRT lanes. That last is a paradigm shift for Edmonton. LRT up until now has been about building it without removing road capacity for private automobiles. The new LRT lines, the cost of which is currently pegged at about Cdn$3.4 billion, will see extension of the existing high-floor system to the north-west north-east and south as demand warrants, but the lines will fit the community better than before.
The approved plans includes a completely new low-floor network running on the street, even in the city centre. It is a system designed to support future TOD at the stations, to encourage higher densities. Unlike the existing system, only five stations on the proposed 29 station low floor line have bus stations attached to them and only two have park and ride facilities, both adjacent to freeways. This is about shaping the city, not moving commuters from the suburbs to the city (although that is part of it, it is not the focus). The plan includes future low-floor line linking the downtown with the Old Strathcona business district on the Southside of the river and a line out to the eastern suburbs.
In fact, the proposed the proposed Edmonton system may remind some readers of Strasbourg. Like Strasbourg, Edmonton is envisioning completely remodeling the streets the trams run on – in many cases removing lanes of traffic, restricting turn movements, closing or redesigning intersections, and where possible, widening and improving the pedestrian infrastructure. Like Strasbourg, the stations (stops) will be located every 3-4 blocks (300-400 metres) in the city centre and further apart outside the core. The aim is around every 800 m, but in reality the stops will be placed at convenient nodes or logical locations that best fit the fabric of the city.
The City of Edmonton website has extensive information, including design details, routing, and illustrations. Unfortunately, the project is not funded yet, but City Council and the Mayor are keen to see it happen and want to get it built in the next 6-8 years. The plans are ambitious, and it's exciting to see a car-oriented oil producing city like Edmonton be thinking and supportive of this direction.
Illustration: Simulated image by City of Edmonton