Geeking out about SkyTrain technology and the Evergreen Extension

Have you ever wondered why there is a wide rail in between the regular rails on the SkyTrain network? Well, this is the reaction rail and is part of the unique linear induction motor system used by SkyTrain. I was browsing the dark corners of the transportation-related Internet and discovered a paper called, “Linear Motor Propulsion for Urban Transit” by Kurt Vollenwyder.

Linear induction motor topology. Select image to enlarge.

The SkyTrain was designed in Canada starting in the late 1970s. What made those engineers choose linear induction motors to power the rail rapid transit vehicle of the future?

SkyTrain is an automated system designed for 1980s computers. The linear induction motor design ensured that SkyTrain cars would accelerate and brake without sliding in all-weather conditions. This meant that SkyTrain cars could be deterministically started and stopped.

Linear induction motors also allow SkyTrain cars to operate on high-grades with ease such as the climb from Scott Road to Downtown Surrey, or along North Road.

To learn even more about SkyTrain technology, I suggest that you read the full paper.

Speaking about the Evergreen Extension, on Saturday Paul Hillsdon, Rob Bittner, and I decided to check out the most recent section of our rail rapid transit network. At Moody Centre, we discovered Alex Gaio and Aaron Meier who also decided to check out the Evergreen Extension on the same day. We joined forces.

At Inlet Centre Station with Rob Bittner, Alex Gaio, Paul Hillsdon, and myself. Photo by Aaron Meier. Select image to enlarge.

I snapped some pictures, and uploaded them on Flickr.

This will be my last post of 2016; I’ll be back posting on Tuesday, January 3rd. Merry Christmas and have a great holiday season!

TransLink’s about face on customer service and regional engagement welcomed

TransLink is an interesting organization. It delivers some of the highest-quality transportation services in Canada. It is known internationally as a great place to work; I have a good number of friends who are transportation planners that would take a job at TransLink in a heart beat. It has also been audited by the provincial government to “find efficiencies,” yet audit after audit states that “the organization is well run and manages its costs.” Maybe TransLink is a little bit too well run because it has a poor reputation in Metro Vancouver.

Providing transit services is a balancing act between servicing high-demand transit corridors, and providing service that while not efficient serves the greater good. In the quest for efficiency, TransLink skewed a bit to much towards providing high-demand service.

A perfect example would be Gloucester Industrial Estates in the Township of Langley. For years, residents and local politicians have wanted a community shuttle between Gloucester and Aldergrove. Due to the location of Gloucester and its business mix, this would not be an efficient bus route. It would likely cost $400,000 per year or more to provide, and would have low ridership. This is why the agency in the past has refused to provide transit service to this area. The route would serve the greater good of the region though.

TransLink has also done a poor job in general communicating with people in Metro Vancouver. When opponents of the agency railed on about how poor it was, no matter how inaccurate the information, TransLink remained silent. I remember being in a meeting with TransLink senior management in the fall of 2013, and telling them that they had a brand problem. They were dismissive. The failed transit referendum was a wake-up call.

Since Kevin Desmond has become CEO of TransLink, I’ve noticed that the agency has markedly improved when it comes to communication. Desmond used to work for King County Transit where engaging with its riders and the broader community was critical to ensuring funding.

TransLink now does a better job communicating with its customers. When there are delays on SkyTrain, there is an announcement every 30 seconds. With the support of the Mayors’ Council, TransLink now has a new 10-year transportation plan that balances efficiency and the greater good. It has also been more visible. It has press conferences more frequently pointing out what the agency is doing. It has been more transparent and open when things don’t go as planned, allowing the media greater access to information.

Now TransLink it far from perfect, but it is good to see that it is working towards doing a better job of listening to the region, and building credibility.

TransLink recently presented its 2017 Business Plan at an open board meeting. There are three priorities for 2017: ensure its transportation infrastructure is in a good state of repair, implement the new 10-year vision for improving transportation in the region, and improve customer experience & public support for the agency.

In the business plan, TransLink’s objectives under the last priority include: improving TranLink’s reputation, increasing ridership, and empowering its employees to meet its customer services standard and corporate objectives.

When it comes to improving TransLink’s reputation, some of the big initiatives include making enhancements to the Compass Card system, developing and implementing a new customer experience strategy, and developing and implementing a brand strategy.

With new leadership in place, and new funding to improve the transportation network in Metro Vancouver, 2017 will be a big year for TransLink.

Toll bridges and taxpayer subsidies: prioritizing transportation investments

No matter whether federally, provincially, or locally, the list of infrastructure and services that can be provided by government is larger than funding available. One of the difficult choices that elected representatives must make is to prioritize where investments are made.

This is especially true when it comes to our transportation network. In Metro Vancouver, there is the region’s vision as articulated in the Mayors’ Council Regional Transportation Vision. There is also the provincial vision which is focused on freeways and bridges.

Road pricing, such as tolling, is an important tool for funding transportation infrastructure and reducing congestion. While tolling covers some of the cost of transportation infrastructure, every new bridge or kilometre of highway requires an increase in taxpayer subsidy. This is true of some transit investments as well.

Not surprisingly, the bigger the bridge, the bigger the subsidy. For example, the Golden Ears Bridge cost to build was $808 million, and was subsidized to the tune of $45 million in 2015.

Golden Ears Bridge taxpayer subsidy from 2011 to 2015. Select chart to enlarge.

The Port Mann Bridge/Highway 1 project cost $2.46 billion to build, and was subsidized to the tune of $82 million in 2016.

Port Mann Bridge taxpayer subsidy from 2011 to 2016. Select chart to enlarge.

The proposed Massey Bridge is going to cost north of $3.5 billion to build, and even with a toll, will have a higher subsidy than the Golden Ears Bridge or Port Mann.

The Mayors’ transportation vision currently has a provincial funding gap of $50 million per year. This plan funds a lot more than one bridge.

Breakdown of major components of Mayors' Plan, and where funding for each component is coming from. Source: Fair Share Funding for 10-Year Transit & Transportation Plan.

Like I said earlier, when it comes to investment decisions and government, it is all about prioritization. It seems that the provincial government has prioritized the Massey Bridge. That wouldn’t have been the decision I made.

Building better streets in the City of Langley: 56 Avenue, 201A Street, and 203 Street

The City of Langley has several roads that are highway-sized, yet have traffic levels which could be comfortably handled by a side street. These streets were built in an era where roads like 53rd Avenue were planned to handle traffic volumes similar to the Langley Bypass. This never happened, nor will happen now.

These highway-sized roads create some challenges such as people treating them like speedways, but they also provide tremendous opportunity. 203rd Street is a great example. This highway-sized street has been redesigned with wider sidewalks, protecting bike lanes, parking, and narrower travel lanes which encourage people to keep the speed limit.

203rd Street of the past. Select image to enlarge. Source: Google Street View.

203rd Street today with wider sidewalks, protecting bike lanes, narrower travel lanes, and parking. Select image to enlarge.

With the recent week of snow, it has been interesting to see how people use our roads. I snapped the following pictures last night.

Parallel parking on 201A Street in the snow. Select image to enlarge.

This street is officially parallel parking only, but as you can see, people are angle-parking. The road is so wide that you could support angle-parking on both sides of the street, and still have room for travel lanes. The following picture shows where people actually drive on that road.

Snow on 201A street shows which part of the street is not used for travel. Select image to enlarge.

As you can see by the snow, there are whole sections of the road that aren’t used. This extra space could be used in the future for wider sidewalks, protected bike lanes, and more parking.

The City of Langley will be replacing the watermain and storm sewer under 56th Avenue between Glover Road and the Langley Bypass. 56th Avenue is a highway-sized street. As the pavement will need to be replaced anyways because of the underground work, it is a good opportunity to rethink the design of this street.

This is what 56th Avenue looks like today.

56th Avenue today. Select image to enlarge. Source: Google Street View.

This is what is being proposed for 56th Avenue.

Proposed plan for 56th Avenue, east of 206th Street. Select image to enlarge.

Proposed plan for 56th Avenue at Salt Lane. Select image to enlarge.

The City of Langley is seeking your feedback on the design. You can find out more information at the City’s website, and feedback will be accepted until December 23rd.