Developers fear LRT plan off track
$100M investment in question as bus-only option gets lifeline
Two Beaverbrook partners warned council Monday they’ve already invested $100 million to create a high-density, mixed-use village on the future west LRT line.
Change rails to fancy buses on this route and it will break faith with the development community, councillors heard.
“That significantly changes our investment and that’s a concern to us,” said Salima Kherij, a developer who made a presentation to city council’s executive committee Monday. The west leg is potentially just six months away from procurement; phase one of their West Block development at 142 Street is already under construction. The debate makes her anxious. “If you’re committing to transitoriented development, you need certainty.”
Developers trust and will build projects around tracks on the ground, said business partner Ryan Smith.
“You’ve got to complete this (LRT) network so people can see the true benefit.”
The bus-rapid transit (BRT) versus light rail debate during the election campaign became serious Monday with councillors finally getting the chance to question administration on the options.
During the campaign, some candidates said buses in a dedicated lane are a better option for the west line to improve transit quickly and avoid the traffic snarls of the Metro line.
City officials say that kind of bus infrastructure is 20 per cent less expensive to build but 20 per cent more expensive to operate than a train and has a lower ridership capacity. It also is less likely to inspire the kind of high-density development council says it wants around stations to reduce sprawl.
But as of Monday evening, BRT was still an option for Edmonton, even for the west line.
Coun. Tim Cartmell gave notice he intends to bring a motion to council next Tuesday to request a full cost comparison.
“I just want to get the information out there. I’m not at all saying it must be BRT.”
If his motion is approved, city officials would break down for council exactly how much LRT costs for each segment of the line, for the tracks, overhead lines, structure components and vehicles.
Officials would compare that, and operating procedures, to BRT.
Council is expected to vote on a final west-end plan March 21.
Council’s executive committee also booked a public hearing for March 21, when members of the public can comment on details of the west line plan, such as grade separation and location of stations.
They’re hoping the provincial budget in April will confirm funding.
Mayor Don Iveson said his mind is clear. “Rail is imminent to the west. I ran on that,” he said.
Even Coun. Mike Nickel, who has criticized the city for being “dogmatic” in its commitment to LRT, said rail makes sense for the west leg if provincial dollars come through.
“Would you throw back 80-cent dollars?” he said, referencing major financial commitments from Ottawa and the province. Council won’t opt for BRT in the west, he said: “I don’t think there’s enough votes on council for that.”
Meanwhile, Coun. Michael Walters started to push for BRT options in the northwest, arguing that part of the city needs immediate transit improvement but doesn’t have the ridership for LRT.
A bus bridge over Yellowhead Trail and the Calder CN Rail yards could give northwest residents a 30-minute commute downtown, or at least to the end of the Metro line at NAIT.
The south end of the city is growing so fast it will likely need the south LRT extension plus a BRT option down a parallel route to divert riders heading to the university.
Otherwise, trains from the south could be at crush capacity before they reach Century Park, said the southwest councillor.
“There’s 9,000 people that (will be) living there because we promised them LRT out their front door and it’s full by the time it gets to them?” Walters said. “We really need to think ahead on this one.”