Pictured above: A Compass card next to my personalized SUICA, the IC card used on Tokyo’s transit network.
I neglected to make a formal announcement on this blog before I left, but I’m sure many of you were following me this past year for my journeys in one of the most transit-developed countries in the world. My opportunity to live in this country came with a scholarship study program that I was admitted to last year, and brought with it a form of excitement in terms of not only getting to lived in a country I had dreamed of visiting for personal interest reasons, as well as further my personal ambitions – but to see what I could take back from a country that has developed what may perhaps be the world’s best, most comprehensive transportation network.
As a student without a lot of money (apart from my scholarship money) there wasn’t really a lot to expect, and I didn’t think I would make it much further than destinations near my hometown in Nagasaki prefecture – but I was determined to make it more than just a matter of staying in one city and picking up another language. Fortunately, I was proved wrong and it was thanks to the country’s excellent transportation system.
With the 3rd biggest domestic flight market in the world, the expenses of domestic air travel had dropped to the point where you could fly to other cities with just a few hours of earnings on minimum wage – this materialized for me in January when I was able to book no less than 7 individual flights with an airline for under $200 CAD. Train operators offered deals like the JR Seishun 18 Pass and Kintetsu Rail Pass that helped me cut down on the costs of intercity travel. All in all I was able to amass more than 10 weeks of travel experience, reaching all of the country’s biggest cities, and numerous areas in-between. I did this all with only the resources I had in my pocket and no drivers’ license, no car and no need for taxis to fill the gaps.
For a country with one of the world’s most prominent and largest automobile industries in the world, car usage in Japan is surprisingly low. The Japanese have lived with a built-in culture of utilizing transit options, boosted heavily by the small size and relative density enabling the inexpensive construction of nationwide train networks.
In my view, after a year of experiencing the country, Japan’s transportation excellence primarily comes from its advantageously small size, and its commitment to keeping transit networks around. There are few areas in North America with the same kind of supporting density as can be found throughout this East Asian country, and you won’t be surprised to find that these areas also have well-built inter-city and intra-city train and transit systems. Many of the rapid transit train lines you’ll find in cities have been around for anywhere between 50 and 100 years, built in advance of developments with developments and communities orienting themselves around transit lines. Stations are meeting places, and are often community hubs with large pick-up and drop-off places and a large congregation of businesses. Often these businesses are built into the station itself.
We have a few examples of that here in Vancouver, the most prominent being the newly built Plaza 88 and Shops at New West Station, and I would really like to see more of them. Japanese cities have mastered the maximization of the accessibility of a train station. In large cities like Tokyo, major train stations are built under or adjacent to massive, 10-story shopping malls with every single service you can find. Businesses, including shops and restaurants, can set up their shops/restaurants at fewer locations than you would expect, because it’s fast and easy to get there from anywhere in the city. Many smaller businesses set up shop only at or near the busiest train stations, yet have no problem reaching and catering to a large amount of people from faraway places. The versatility, flexibility and cost-savings in having transit has proven to be a strong driver in Japan’s consumer economy.
Japan is famous for not only its trains and what its trains have made possible, but also for its railway innovations and pioneers. The “Shinkansen” or “bullet train” was the world’s first high speed rail system between Tokyo and Osaka, which is now the busiest line in the country and is in the process of being replaced by a 600km/h maglev.
Big cities in Japan have extensive transit systems supported by trains that run skip-stop “express” and local services on the same track, carefully timed to the second, with coordinated transfers between those services to maximize passenger flow and minimize travel time.
In addition to pioneering the systems that have been popularized in other countries, Japanese planners are keen to pay attention to trends from abroad. When our SkyTrain system in Vancouver opened in 1986, it was one of the most innovative transit systems in the world. Many Japanese cities have borrowed the same “SkyTrain technology” we use, best characterized by the linear motor rail in the centre of the track, in high-capacity, big-city subway systems – taking advantage of the tighter radius curves and smaller tunnels to save trillions of Yen in public transit projects.
Japanese cities have used linear motor propulsion on nearly every subway line built since the 1990s – all of which I have visited during my 1 year stay. In many of the cities the trains are of a newer-generation than the ones used here in SkyTrain. Fukuoka’s Nanakuma Lines trains are not only well-built and modern, but surprisingly quiet going through tunnels.
The latest system, the “Tozai Line” in Sendai, will be opening this December, and will revitalize transit and tourism in a city which in my experience was comparatively lacklustre with its supporting buses.
All in all I enjoyed fulfilling my objectives, especially in transit research. Returning to Canada was a challenge in my realization that many of the Japanese lifestyle things I enjoyed cannot be found in Canada. There’s a lot to say about my time in Japan and how I viewed particular aspects in transit planning topics, but that’s a discussion I’ll be saving for later. I look forward to returning to active blogging on both Metro Vancouver and Japan topics.
Fraseropolis recently did an opinion piece on the Surrey Light Rail Transit proposal. And while that may or may not be pretty interesting in its own right depending on what you think, a comment posted by a Brendan Dawe did interest me a lot in its description of the realities surrounding at-grade (on-street) light rail transit.
What I don’t see is how an shared-grade line intended to be *rapid transit* is pedestrian friendly. Sure, if it’s going streetcars speeds than it may be, but that’d be a considerable sum to ask the rest of the region to chip in for a project that does not improve mobility overall, and as such the choice of rail over rubber would be really an aesthetic position, and as Vancouver is supposed to be paying for the non-technically-necessary costs of tunneling under Broadway, it would make much more sense to ask Surrey to pay for the extra costs of installing rail and electrical systems. If it’s going at something approaching rapid transit speeds than it’s outright pedestrian unfriendly – it’s a fast train going down the middle of a street. If it’s to be operated with the sort of priority over the street that makes practical use of the capabilities of rail transit, than it will require reduction in potential pedestrian connectivity by limiting cross walks and signal preemption. That sort of issue is why many regard shared-grade rail as inappropriate for Broadway and it’s abundance of close-spaced signalized intersections.
If elevated rail is transit’s freeway, shared-grade rail rapid transit is it’s stroad, – slow enough to be limiting, fast enough to be dangerous, and expensive to build and operate all the same.
I don’t think your observations on development form are really based on anything inherent to particular transit modes, but rather a result of what municipal governments have permitted. There’s a huge amount of demand for space in this region, and in it will take the densest form that city planners allow in reasonably well located sites. At Brentwood and Metrotown, it’s towers, while at Royal Oak or Commercial-Broadway it’s low rises and at Nanaimo and 29th Avenue it’s nothing at all. This is because Burnaby encourages dense development at official town centers while Vancouver hasn’t until recently allowed any development in SFH neighborhoods. If Surrey wants lowrise development, than it’s entirely within the competence of the authorities in Surrey to limit low-rises.
** Note: Brendan also posted this disclaimer at the beginning of his comment:
To avoid being drawn into inane technological arguments, I will be referring to ‘shared-grade rail’ and ‘elevated rail’ instead of skytrain or metro and light rail, since grade separation is the real contention.
Malaysia’s busiest railway line is about to receive an injection of new trains. Bombardier and Prasarana launched the first next-generation SkyTrain technology vehicles (Innovia Metro 300) yesterday in Kuala Lumpur, beating Vancouver to the task.
The next-generation, 4 car vehicles feature a next-generation design with larger windows. 56 cars were ordered, both to serve an extension of Malaysia’s busiest railway line (the Kelana Jaya Line) and increase its service frequency to beyond 3 minutes.
The new train features a humongous front window and side windows that go down to waist-height, which I can imagine would provide exquisite views from inside the vehicle.
From the launch event
From the launch event
From the launch event
From the launch event
Featured: Kuala Lumpur’s next-generation Mark III train
An info brochure
Similar trains have already been received at SkyTrain OMC and are undergoing testing here in Vancouver right now, although an unveiling event has yet to be announced.
For Kuala Lumpur, the first train is to undergo a testing phase that starts now, and ends at around May of this year – at which time the new-generation train will enter service.
With two SkyTrain technology extensions now in the works in Kuala Lumpur (the current extension of the Kelana Jaya Line and an all new “LRT3” Klang Valley Line), Bombardier’s Innovia Metro 300 vehicles will be seeing a lot of service in Malaysia for years to come.
Summary: Most people are still asking the question of why the province decided to suddenly switch the Evergreen Line to SkyTrain technology in 2008. I think we should be asking questions about why the LRT design process suddenly stopped, with no reason, back in 2007.
The Evergreen Line is now slated to open in 2017, which just happens to be yet another delay in a consecutive series. Nobody likes delays, and these Evergreen Line delays have injected a new wave of doubt among transit observers here in Metro Vancouver, who may remember a time not too long ago when the Evergreen Line was comparable to a hot potato. That is, hardly anyone could come to an agreement about it.
During the late 2000s, what is now the Evergreen Line had to go through numerous obstacles, ranging from funding shortages to planning issues to a lack of clarity in the political commitment to the line itself. The Evergreen Line was first proposed as the second phase of what became the Millennium Line SkyTrain, cancelled along with a switch in government, and then brought back to life later on as an at-grade Light Rail Transit proposal on the original alignment.
However, perhaps one of the most perplexing twists in the Evergreen Line story was the controversial change from an at-grade Light Rail Transit system, to the currently-being built extension of the existing SkyTrain system. It took people by surprise, changed the focus of the discussion and was so significant that it caught the attention of transit bloggers in other Canadian cities.
The move was controversial because of the creation of a new business casereleased by the provincial government (hereafter referred to as the “2008 business case”) that overrode a previous business casereleased by TransLink (the “2006 business case”) for the Evergreen Line LRT. A following, final business case by the province (the “2010 business case”) adopted the results of the 2008 business case without making major changes to it, or addressing its supposed issues.
The 2008 business case explained that its recommendation for SkyTrain (ALRT) on the current corridor was based on 4 key findings:
Ridership – ALRT will produce two and a half times the ridership of Light Rail Transit (LRT) technology; this is consistent with the ridership goals in the Provincial Transit Plan.
Travel Time – ALRT will move people almost twice as fast as LRT (in the NW corridor).
Benefits and Cost – ALRT will achieve greater ridership and improved travel times at a capital cost of $1.4 billion, with overall benefit-cost ratio that favour ALRT over LRT.
System Integration – ALRT will integrate into TransLink’s existing SkyTrain system more efficiently than LRT.
The new business case recommended SkyTrain based on finding advantages in 4 key areas: Ridership; Travel Time; Benefits and Cost; and System Integration.
Light Rail advocates who looked into the study insisted that the new analysis was biased in favour of SkyTrain, saying it rejected what was an already-sound business case. Some of these people alleged that the switch was a result of insider connections, shady agreements, and other under-the-radar proceedings. 2008 was a time when it wasn’t as clear to people that SkyTrain isn’t a proprietary transit technology and it was probably no surprise that critics of the decision showed up in waves.
These critics were joined by others, including City Councils of the time, who expressed concern about some aspects of the newer business case. Two particular major players come into mind:
1. The City of Burnaby released a staff report that injected doubt into the Evergreen Line’s cost estimates, ridership estimates and evaluation. (See [HERE] for report)
“This report recommends that the Province and TransLink undertake to re-evaluate the choice of technology and prepare a business case of LRT technology for the Evergreen Line based on the concerns and questions raised in this report with regard to service speed, ridership estimates, operating and capital costs, inter-operability, community service and other factors.”
2. A Portland-based transportation engineer named Gerald Fox alleged that the analysis had been manipulated to favour SkyTrain. (The original letter was posted [HERE]).
“It is interesting how TransLink has used this cunning method of manipulating analysis to justify SkyTrain in corridor after corridor, and has thus succeeded in keeping its proprietary rail system expanding.”
It is, however, important to remember that when the Auditor General of British Columbia was asked to look into the Evergreen Line technology switch, the finished report in 2013 concluded that while some information was missing, the switch to SkyTrain was the right decision.
The Auditor General summarized the missing information as a shortfall in explaining the following:
Options’ risks, costs and benefits;
Assumptions underpinning SkyTrain ridership;
Wider transit system risks and dependencies; and
How agencies would measure performance
In the approximately 3 years since this Audit was released and the 7 years since the decision to switch to SkyTrain, new information has been released that makes it possible to fill in all four of these gaps, as well as the other concerns raised by critics and the City of Burnaby.
With my conclusion that the Evergreen Line business case was not manipulated to favour SkyTrain, I present my results below.
1. Were SkyTrain and LRT compared properly?
The first and foremost concern by the auditor general was that the SkyTrain and LRT options may not have been compared properly, citing that numerous numbers in the comparison were skewed and contained significantly shortfalls.
The City of Burnaby’s staff report probably best summarized the issues that were raised surrounding the comparison. They are:
Capital cost estimates
As the capital cost estimates for LRT increased from $970 million (2006 business case) to $1.25 billion (2008 business case) with little explanation, the City of Burnaby complained that this increase was unreasonable – especially as it brought the cost difference with SkyTrain down to a mere $150 million (12%). Light Rail advocates and critics, including Gerald Fox, complained that the cost increase was manipulated to favour SkyTrain.
It was noted in the 2006 study that the cost estimate of then was done at a 90% preliminary design stage – not a fully detailed design stage presenting a finalized cost. It thus seems conceivable that costs increased while the final alternative was being analyzed for the 2008 business case.
Recently I performed some research on the capital costs of Canadian rail transit systems. With several rapid transit and light rail systems now proposed across the country, I took the opportunity to compile an inflation-adjusted comparison of the projects’ capital costs – adjusting each project for the amount of grade-separation (tunnelled, or elevated) and using that as a guideline to compare the costs. This extensive research took me several weeks to complete as I had to manually measure most of the proposals to assess the amount of grade-separation.
Unsurprisingly, I reached the conclusion that – with the steepest trend in perecentage-to-cost – bored tunnel is the most expensive alignment to construct.
The Evergreen Line, no matter whether it were to be SkyTrain or Light Rail Transit, has a 2km bored tunnel as a part of its alignment through the mountainous terrain between Burquitlam and Port Moody. This accounts for about 20% of the entire route.
My measurements indicated that the 2006 cost-per-km estimates were the lowest of the other projects. The estimate was significantly below other projects with a ~20% bored tunnel percentage, and below the average trend line that related percentage in a tunnel to rapid transit cost per km.
In other words, the 2006 cost estimates are too low and were probably incorrect.
Now that we know how much trouble it took to construct the Evergreen Line’s 2km tunnel, it’s certain that the LRT project’s final cost would have come closer to $1.25 billion. LRT tunnels need to account for pantographs and higher vehicle heights; whereas the linear motors used on our SkyTrain technology lines are more optimal for tunnels as the train is lower and closer to the ground. As a result, an LRT tunnel would have been larger and more complex and would have likely lead to additional potential problems, necessitating a higher contingency budget.
Just imagine what kind of liability chaos there’d be if a sinkhole did open under a home above the tunnel route. It hasn’t happened with our SkyTrain tunnel, but it’d be more likely under a larger tunnel (and a larger, more powerful tunnel boring machine) needed for an LRT tunnel.
Most critics were adamant to point out that the operating costs rose from $12.21 million in 2006, to $15.3 million in 2008 (both measurements were in 2007 dollars). What was overlooked by these critics is that the cost increase can be explained by a difference in service frequency.
The 2006 business case’s estimate was based on a 6 minute initial operating frequency. The 2008 business case’s operating costs were based on a higher 5 minute initial operating frequency to presumably make the LRT service more competitive and boost its business case (the higher frequency would have also added additional trains, explaining part of the capital cost increase). Whereas the 2008 cost estimates are 25% higher while a 5 minute frequency is 20% higher than 6, the newer numbers seem just about right to me.
The City of Burnaby’s assessment of travel times suggested that the SkyTrain alternative’s travel time estimates were far too high and the LRT alternative’s estimates were far too low. It provided this graphic to show the disparity:
Burnaby complained that the Evergreen Line’s LRT speed estimates were lower than two existing LRT systems in Canada (Calgary and Edmonton).
However, most of Calgary and Edmonton’s LRT systems are built off-street, and with gated crossings and absolute priority like railway systems. Most of the Evergreen Line as an LRT would be in the middle of streets and would have to follow the roadway speed limits (typically 50-60km/h). Naturally, this would result in slower average speeds than Calgary and Edmonton, where trains may run at 80km/h on dedicated rights-of-way.
While the SkyTrain alternative had much higher average speeds than the existing Expo & Millennium Lines (average of 43km/h), the addition of Lincoln Station to the proposal has added some length to the travel time to the extent that the Evegreen Line’s end-to-end travel time is now usually described as 15 minutes – an average speed of 43.6km/h.
At the end of the day, these differences aren’t really dictated by the transit technology. The Evergreen Line will have the system’s longest station-less segment, which is largely in part due to the 2km tunnel between Burquitlam and Port Moody stations. The higher average speeds near here would be comparable to other long sections crossing geographical features, such as the 2.3km SkyBridge segment on the Expo Line over the Fraser River.
Gerald Fox also raised an issue that the stated maximum LRT speed in the 2008 business case (60km/h) was lower than the potential speed limits that could be achieved in the off-street, 2km tunnel – claiming that the 2006 business case accounted for faster running speeds of up to 80km/h inside the tunnel.
However, the end-to-end travel time estimates in the 2008 business case were actually lower than that of the 2006 business case by 0.4 minutes.
The 60km/h expression in the 2008 business case was probably meant to highlight the speed on most of the on-street sections (outside of the tunnel), which accounted for as much as 80% of the route.
Based on the data I’ve collected above it is clear that SkyTrain and LRT were not compared unfairly.
There is little reason to believe that the 2008 business case was wrong in assumptions. There could’ve been better distribution of the info at hand, and some improvements in the planning process (like the addition of Lincoln Station from the beginning). However, no skewering of the numbers and manipulation to favour SkyTrain has taken place.
2. Was ridership over-estimated?
Ridership was an additional concern raised by the City of Burnaby, which complained that the ridership estimates for the SkyTrain option (at 2.1 million passengers annually/km) were too high, and that the LRT ridership estimates were too low. Burnaby complained that the 2008 business case did not provide a proper explanation of how ridership was estimated.
The LRT ridership estimates were said to be too low because they were lower than two existing Canadian LRT systems (40% lower than Calgary, and 9% lower than Edmonton). For the same reasons as I explained above, it’s not possible to put the Edmonton and Calgary systems in the same category as an Evergreen Line LRT. The Evergreen Line LRT is largely on-street; the Calgary and Edmonton systems are not, and tend to run on exclusive rights-of-way at speeds of 80km/h.
This leaves the high ridership estimates with the SkyTrain system. The auditor general raised an issue that the SkyTrain ridership assumptions with the Evergreen Line were made with assumptions that a completed transit network would be built by 2021 following the 2008 Provincial Transit Plan. This included SkyTrain extensions in Broadway and Surrey, neither of which will be built by 2021 based on the current situation.
Burnaby complained that at 2.10 million annual passengers per km, the estimates were higher than the existing SkyTrain system (1.60 million annual passengers per km) and thus much higher than would be realistic.
When this annual ridership is worked out per-km, the Canada Line is carrying 2.10 million annual passengers per km – the same amount that was projected for the Evergreen Line – and as such is also contributing to an increase in the system-wide value.
A huge part of the reason the Canada Line was so successful was because efforts by the City of Richmond to make the elevated segment on No. 3 Road at-grade (like a light rail system) were defeated, resulting in the construction of a fully grade-separated line. The full grade-separation enabled higher trip speeds, which have been cited in rider surveys as the #1 most-liked aspect of the Canada Line system – outpacing every other favourable aspect mentioned by riders.
The Evergreen Line’s SkyTrain switch decision was largely based on favouring the faster travel-times and transferless journeys of a SkyTrain system. It’s thus conceivable that the Evergreen Line could see the same kind of ridership success that the Canada Line did.
3. Were the risks properly and thoroughly assessed?
The auditor general commented that the 2008 and 2010 business cases did not provide information on the risks that came with connecting Evergreen Line outcomes with the performance of other parts of our regional transit system. In particular, the Evergreen Line’s performance estimates did not account for the potential impacts of:
the level and coverage of bus connector services on ridership;
parking at the more popular Evergreen stations;
changes to the West Coast Express (WCE), which provides peak commuter services for passengers who want to travel between the northeast Metro Vancouver and downtown Vancouver
Evergreen services on those parts of the SkyTrain system that are near or at capacity in the commuting peak periods (for example, around Broadway station).
These concerns present significant risks and it is of my opinion that they should have been addressed.
However, accounting for these risks whenever a large transit priority is laid out in our region is hardly ever common practice. Today’s transit projects have continued the practice of tying performance estimates to grandiose plans for the rest of the regional transit system, like the transit vision crafted by the Regional Mayors’ Council that was defeated in the March 2015 referendum.
When the 2015 referendum was defeated, so too were the additional commitments to connecting bus service that would have been critical to the success of the included rapid transit projects. It’s raised concern among decision-makers such as Coquitlam Mayor Richard Stewart, for example, who raised a concern with the potential costs of increasing parking as additional bus services connecting to the Evergreen Line were rejected along with the other proposals.
Nevertheless, local governments have forged ahead in planning for these lines, despite the new risks created with the lack of a regional vision component. As I believe that there will be opportunities in the future to return to those other critical transit priorities, continuing planning anyway – rather than letting all transit priorities come to a halt – is the best practice.
4. How are we going to measure performance?
The last issue concerned the collection of performance data to measure performance after the line’s opening. No framework had been set in the 2008 and 2010 business cases, and the lack of such a framework would have a consequence on future transit planning.
However, the Auditor did acknowledge in his report that a framework could still be completed in time for the line’s opening. Although it remains to be said if the province has followed through on this recommendation, this issue isn’t relatively as much of a concern as the others as it has an immediate, clear solution.
So what’s the real “Evergreen Line Story”?
When the Evergreen Line was changed to a SkyTrain extension project in 2008, the switch came after an extended halt in design work and public consultation.
Like today’s rapid transit projects, the Evergreen Line was determined through a multiple-account evaluation that includes a Phase 1 (draft option comparison), Phase 2 (detailed option comparison) and a Phase 3 (finalized option comparison and detailed design).
The 2006 study was finalized at the phase 2 stage, and it noted that its cost estimates were done at the 90% preliminary design stage.
After that, there was silence in the project design work.
At the time, there were plenty of issues around project funding (which can be backtracked to on the Skyscraperpage archives). I can understand delays with transit funding (still a very big issue with projects today). However, the funding issue shouldn’t have delayed detailed design work on the Evergreen Line LRT project. For awhile we didn’t hear anything from planners, politicians or anyone involved regarding the project’s design until rumours of a major announcement surfaced in January 2008. The final business case that was then released in February had been completed by the province rather than TransLink.
For awhile we didn’t hear anything from planners, politicians or anyone involved regarding the project’s design
So it honestly has me raising questions: what exactly was going on? Why did Evergreen Line design works come to a stop, and why didn’t the next phase of consultations take place? Did planners at TransLink realize they under-estimated the LRT costs, and had nervousy about going public with the news? Did local governments start losing confidence in the at-grade project’s business case?
There’s all these disconnects that don’t seem to make sense, and I would argue that this should have been of far greater concern than the provincial government’s decision to switch the project to SkyTrain. It’s not the province’s fault the planning department of the time had decided to cut us off for just over a year on the project’s progress. It’s almost as if the sudden switch to SkyTrain was a measure to deal with these serious problems.
All I do know is that in October 2007, the B.C. Finance minister came to the public with a statement that the Evergreen Line’s progress had indeed been frozen, but that it wasn’t due to the funding shortfall…
Finance minister Carole Taylor: The premier did say last week that the Evergreen will be built. The funding is not holding it up. They haven’t decided on exactly the route and exactly the stops. So, we have made the commitment to financially be there when everybody’s ready to go.
This almost certainly indicates that the LRT planning department had run into issues with the design, since the 2006 business case had anticipated the start of construction by September 2007.
Instead, in October 2007 the design hadn’t been finished and the planners in-charge “hadn’t decided on exactly the route and exactly the stops.”
You be the judge, but it sounds a heck of a lot like that the province managed to narrowly get us out of an Evergreen Line LRT fiasco in its decision to build SkyTrain instead.
Jaded by SkyTrain and a lack of LRT
There hasn’t been a single, grade-level Light Rail project approved in this region except for the currently proposed project in Surrey, and that’s probably what has raised the irk of some people who have been enthusiastic about the idea of at-grade rail. It’s probably why there’s a commonly-held belief that only provincial government overrides result in SkyTrain, and that at-grade Light Rail systems don’t have major shortfalls of their own that have resulted in their rejection here in Metro Vancouver so far.
However, the argument that lack of at-grade rail infrastructure in this region really caused us to lose out on transit benefits (i.e. we could have built a bigger transit network!) is entirely debatable. The benefits of SkyTrain should be clear to decision-makers, planners and transit enthusiasts in our region.
Despite the constant use of grade-separation and SkyTrain technology, Metro Vancouver’s SkyTrain network expanded at a faster pace than any other system in Canada. Vancouver’s rapid transit growth has lead Canadian cities – and when the Evergreen Line opens to the public next year, we’ll have the longest rapid transit system in Canada spanning nearly 80km – and the longest driverless transit network in the world. The lower operating costs of driverless trains make it possible to keep expanding our transit network without bankrupting our operating budget on the cost of drivers.
SkyTrain also has the highest ridership of any rapid transit system in North America that isn’t classified as “heavy” rail. At nearly 9,000 boarding passengers per kilometre, SkyTrain outperforms every single at-grade rail system in Canada and the U.S.
* Q3 numbers were not reported. Data from Edmonton Transit, collected during the same period, used instead.
** Q3 numbers were not reported. NJ Transit’s own FY2014 data is used in place (the same number is reported in APTA’s Q4 ridership report).
On top of everything, SkyTrain has made us one of the most successful metropolitan areas in transit ridership with an annual ridership per capita that is 3rd highest on this continent (beat only by New York City and Greater Toronto)
I am pleased to announce that I’ve received word through forum networks such as Skyscraperpage and CPTDB that new buses coming to Surrey Transit Centre will be 60-foot hybrid articulated buses for the 96 B-Line.
This newest bus order is being assigned to both Surrey and Burnaby Transit Centres to replace old articulated buses due for retirement, and the first buses will be arriving later this month. They will be similar to the 12000-series Xcelsior XDE60s (pictured above) currently being used on routes in Richmond and Vancouver.
The new buses will feature a hybrid diesel-electric transmission to improve energy-efficiency and solve the ride jerky-ness of plain diesel buses, offering smoother and higher quality rides. LED lighting will be used along with a better-optimized seating layout. Finally, these buses will be air-conditioned, giving Surrey riders a more comfortable experience in warmer summer months.
Surrey’s 96 B-Line, linking Newton Exchange with Guildford Town Centre through Surrey Central, was originally made possible with a transfer of 11 of the region’s oldest articulated buses (S8001-8011) to Surrey Transit Centre in late 2013. These buses were the first “B-Line” buses brought to the region to service the #99 B-Line back in 1998.
Due to their age, the old buses aren’t always available; standard-size buses are often used as a substitute when one of the articulated buses is in for repairs or maintenance.
The upcoming XDE60’s will let the old buses be retired, while giving the city 12 of the fleet’s newest articulated buses (one additional bus!). This will ensure that every bus running on the 96 is articulated.
I look forward to the arrivals of S15001-S15012. As a regular 96 B-Line user I’m excited for the new transit experience that these new buses will bring for Surrey transit riders.
I’m also excited for the potential they have in demonstrating BRT (bus rapid transit) as an option for improving transit the city. As some of you know, I have been a strong proponent of a BRT network and SkyTrain expansion over the currently proposed Light Rail Transit network in Surrey.
A Bus Rapid Transit network would reduce transfers by enabling buses to through-run onto corridors like 72nd Ave or continuously down King George Blvd. to White Rock Centre. Riders on the corridor could then use buses for longer-distance commutes with less transferring. This would also cut down on the amount of transfer line-ups that crowd buses and space at transit centres such as Newton Exchange.
It would be less disruptive to build BRT infrastructure compared to LRT infrastructure, with the potential to build gradually and avoid the service disruptions riders would face with edge-to-edge street construction required for an LRT system. A BRT system would also cost less to operate; City officials have still not demonstrated what the plan is to pay for $22 million in annual deficits for operations of the city’s LRT network.
There’s been a lack of clarity when it comes to the big numbers that define the planning of transit systems in Canada. It’s particularly evident when transit technology becomes a matter of discussion.
Of course, millions of dollars are at stake. So there’s no doubt that when the cost estimate for a major project is higher by so much as a few million dollars, it’s the kind of thing that sends transit advocates scrambling to get attention and some people in the media practically screaming.
So I decided to take all the recent and upcoming Light Rail projects in Canada, research their costs and alignment details, and put them in a table for proper comparison. I put the data in a Google spreadsheet:
All projects were included regardless of technology. Alignment was divided by percentage and split into/measured in 7 categories: on-street, above-grade (i.e. elevated), below-grade (i.e. tunnel, open cut), disused R.O.W. (i.e. railway R.O.W., other empty lands), bored tunnel (the most expensive kind of tunnelling), shared-lane (on-street in mixed traffic like a streetcar), and the total at-grade percentage.
Since the transit planning complaints here in Vancouver always seem to be directed at grade-separation, I decided to focus on seeing if there was a cost trend regarding the amount of grade separation for the line.
Same data as above, but sorted by amount of grade-separation
What I found is that there is a trend that occurs when the chart data is pinpointed on a graph and assessed by percentage, but it’s very inconsistent and the projects are all over the map:
Several projects end up below the average and several end up above it. As an example, there’s a difference in the four projects on this chart closest to the 100% mark. The highest mark is for the proposed Scarborough extension of Toronto’s Bloor-Danforth subway line, which will be fully underground. The lowest mark is from the estimate for a SkyTrain Expo Line extension in Surrey, which will be fully grade-separated but built in an elevated guideway as opposed to a tunnel.
Despite the use of grade-separation, many of the highest-cost projects are not fully grade-separated and feature many at-grade segments that can limit potential. Even projects with only about 20% grade-separation can come close to or even breach $200 million per km.
In order to account for the differences associated with much more expensive below-grade (tunnelled) segments, I took the data and assessed it by percentage below-grade and found a much steeper and more consistent trend-line:
The amount of systems at the 100% mark has decreased from 4 to 3, and the trend-line now hits the middle of these three dots. The middle dot, closest to the line, is the current ongoing extension of Toronto’s Yonge-University Spadina subway line. The lowest dot is the cost estimate for the ‘Broadway Subway’ (the Millennium Line’s proposed extension down Broadway), which is below the trend-line but is built around a medium-capacity system unlike Toronto’s fully-fledged, high-capacity subway.
Still, there are some differences to account for in terms of alignment. At the 45-50% mark there are two projects that deviate both from the trend-line and from each other.
The higher of these two marks, at $279 million per km, is the Eglinton Crosstown LRT being built in Toronto. The Crosstown was planned as an on-street LRT system, but the central portion will be placed in a 10km dual underground bored tunnel, which spans more than half of the final construction. The lower of these two marks is actually our SkyTrain system’s Canada Line. The Canada Line is a fully grade-separated light metro and a slightly higher total percentage of it is below grade. However, only a much smaller portion of this is expensive bored tunnel – the rest was done as less expensive cut-and-cover. Therefore, it manages to be less expensive despite the full grade-separation.
To account for that difference I created one more plot excluding everything but projects with bored tunnel segments. The plot line managed to stay the almost same, and the relationship between high capital costs and tunnels is thus made clear:
Since only 13% of the Canada Line was built in a bored tunnel, it is now to the left of where it was in the last chart and sitting very close to the trend-line (the Eglinton Crosstown is also closer to the trend-line). Meanwhile, our Evergreen Line SkyTrain extension, which encountered challenging soils with its single tunnel bore, is right on the trend-line when set amongst the other systems.
This article surmised that our Light Rail cost estimates are triple what they should be, based on cost estimates being about one-third as much in European and American cities. (And it was, of course, brought up as a way of hurling tomatoes at the idea of a Broadway Subway line – which is still a great idea for a number of reasons).
Interestingly, of all the American cities that could’ve been chosen in the comparison, it was Minneapolis and its Hiawatha Blue Line. This comparison is invalid as over 80% of the line is placed in either disused R.O.W. or tunnel, with only 20% of it being on-street. All of the other examples are from cities in Europe.
Regardless of whether you believe these numbers or not, the reality is that transit projects and their costs are more complicated than being able to be broken down into a simple cost-per-km value that can apply nationwide, across nations, or across transit projects. There are differences in labour laws, work schedule expectations, material costs, acquisition costs, logistics costs, varying land values, differences in local terrain and differences in economy. All of these need to be accounted for and thus it can’t be assumed that a transit project that cost a certain amount in Europe (or any other country, really) could be replicated in Canada for a similar cost.
Here in Vancouver, for example, any big rapid transit projects are likely to cost more than anywhere else in Canada simply because the higher cost of land would likely significantly raise the costs of project elements such as the operations & maintenance centre (OMC).
Despite this, at the end of the day, both the Broadway Subway and the LRT proposals were consistent with the trendlines across Canadian rapid transit systems.
To further address the point raised by The Tyee, I compiled one more chart between the predominantly on-street LRT systems:
From the wide spectrum in cost of what would otherwise be similar at-grade, on-street LRTs, it may appear that The Tyee would have a point. Even this can be explained, however. The two lowest-cost systems on this chart are Kitchener-Waterloo’s ION rapid transit and the proposed Victoria LRT system. They also happen to have the highest percentages (44% and 31% respectively) on a disused right-of-way (i.e. beside a railway), which is the least expensive place to build any transit because there’s no utility removal, property acquisition or street-scaping work adding to the cost.
In the middle are the Mississauga and Hamilton systems, which are slightly lower than the big-city systems in Greater Vancouver and Greater Toronto (they are also among the 3 systems with occasional mixed-traffic rights-of-way), which seems just right to me. The Mississauga system (Hurontario LRT), in particular, is being built on a wide roadway that in most places still has significant allocations on either side where the roadway can be expanded if necessary (in other words, there’s almost no property acquisition).
The cost for a Broadway LRT system is certainly on the high-end of the spectrum. This makes sense as a Broadway system would need to offer the highest capacity of all of these systems and would face street-scaping challenges with the need to stay within property lines (though this won’t stop property acquisitions from being necessary at station locations). There’s also the uncertainty around an OMC, which would have likely had to be built underground and/or expensively due to the lack of lands along Broadway and high land costs in Vancouver.
In the end, the amount of bored tunnel has a somewhat linear relation with project costs – but grade-separation altogether does not. This doesn’t mean we should avoid building systems with bored tunnel segments from end-to-end (at the end of the day, whether to go that far or not should come down to detailed evaluations of each corridor and transportation needs), but what I do hope to achieve with this article is to facilitate an improvement in the discussion of rapid transit projects (Especially capital costs, since it seems to be the only thing people want to talk about when thinking of rapid transit projects – I, of course, completely disagree).
It’s time to stop thinking that we can build paradise if we replicate the results of other countries, at the costs those other countries experience – it’s impossible. Let’s build transit systems that are adapted to the way our cities work, so that we are sure to be rewarded with positive outcomes.
The sun is rising over a quiet city, where the lights inside 13 new rapid transit stations turn on and the first station staff make their way down the relatively unused escalators to prepare to open the platforms for the first wave of customers.
The familiar hum of a linear induction motor system populates the station as the first of 15 four-car trains rolls in from the maintenance yard, ready to board passengers for the first service of the day.
If you think I’m describing an event in Vancouver, you would be wrong because I am describing what’s happening right now in a major Japanese city, one that decided to build a brand new rapid transit line with the same SkyTrain technology developed in Canada and pioneered here in Vancouver.
Sendai, Japan is the city that was hit hard during the March 11, 2011 Tohoku earthquake and tsunami. The completion of the new Tozai Line, a 14km rapid transit subway with both underground and elevated stations, has turned the page for the city, marking its vibrance and prosperity as it progresses in its recovery from the devastation of 4 years ago.
I went back to Sendai for a business trip, and it also happened to be the day the Tozai line opened to the public. It was crazy! The city and its people are treating it like a big event! -Ryukyurhymer from Skyscrapercity(LINK)
Videos and photos of the launch celebrations show thousands of people making use of the new system, and celebrations ranging from idol girl groups performing on the station platforms, local sports team mascots out to celebrate, men in samurai outfits, traditional dance performances on board the trains, and picnics at the park beside the train’s visible elevated section. It is a lively hustle and bustle and the mood appears to be as festive as when I visited Sendai just 4 months ago to attend the city’s most famous Tanabata Festival, as part of my 1-year Japan studies journey. It is arguably the biggest occurrence in the city since this August and the biggest revolution for the city since the first steps in recovery were made after 2011.
Since the first km of demonstration track opened in early 1983 here in Vancouver, SkyTrain technology has made its way around the world with just over 20 systems complete or being proposed in 15 cities worldwide. We have reinvested in it and expanded our system several times, yet we’ve been overtaken by a certain Guangzhou, China that has made a monstrous investment in this technology with over 99km of track – reaching 130km by next year.
Sendai’s will to revitalize their city with the help of a technology pioneered here in Vancouver, Canada should be seen as a wonderful treat and a mark of our contributions to this technology’s progress, and a reminder of the big impacts we can make with choices that we would otherwise deem irrelevant. Sendai’s choice of SkyTrain technology will help the city fast-track its ongoing recovery from the events of 4 years ago.
The line will serve 80,000 riders a day next year, with an additional 3% more estimated to come each year and grow the system’s ridership. According to the schedule on the city’s website, trains will run every 3-4 minutes during peak hours and no less frequently than every 7.5 minutes at off-peak times and weekends – an excellent service standard for a medium-sized city of 1 million people.
The new line is already enabling new transit-oriented development nodes in the city, maximizing the line’s potential and giving a nod to the transit-oriented development practices that Greater Vancouver pioneered for every city in North America.
In an area around Arai Station, work to establish a new community of nearly 20,000 people is progressing. Public apartments have been built for those affected by the tsunami, with people moving there from areas closer to the Pacific coast as part of a collective relocation program.(The Japan Times)
We should celebrate a technology that’s made an impact around the world
As a result of the practical research for three years from Fiscal 1985, we confirmed that low-cost subway “Linear Metro” that has been developed as a public transport is suitable for regional hub city as a semi-main metropolitan line or branch line. For this reason, the Japan Subway Association established the “Linear Metro Promotion Headquarters” within the association in October 1988.
Japanese researchers started studying linear induction motors (LIMs) as train propulsion in 1985. After Osaka built Japan’s first LIM line (the Nagahori Tsurumi-Ryokuchi line), it was found that the city had saved approximately 20% in construction costs. This is one of the key advantages that come with LIMs – the less-complicated motors enable trains to have lower platform heights, which means tunnels can be significantly smaller and less costly without impacting the quality of service. There is no doubt that with the majority of Sendai’s new subway line tunneled, millions in cost savings were found with the use of SkyTrain technology.
This same advantage was directly to blame for the use of an existing railway tunnel on our Expo Line SkyTrain downtown, a choice that saved us hundreds of millions of dollars as a traditional light rail system would have required new and larger tunnels to be dug under our downtown core.
“The new line is a symbol of development for the disaster-hit Arai district. I hope the Tozai Line will play a major role in leading the city.” – Emiko Okuyama, Mayor of Sendai(The Japan Times)
Sendai’s system brings the amount of in-service SkyTrain technology systems from 17 to 18. 14 cities/areas are currently using SkyTrain technology, and a 15th (Okinawa Island, also in Japan) has declared its use for a major future transit investment.
I am pleased to hear about and report on this successful launch, and I encourage all of us in Vancouver to cheer this Japanese city and its people in celebrating a brand new era of progress and motion.
Local news report (Japanese)
Watch trains arrive and depart at Sendai Central Station