Post on 19-Jul-2020
Expo LineUpgrade Strategy
Project Summary September 21, 2010
Contents i
List of Exhibits ii
Overview and Key Findings 1
1.0 Introduction 3
1.1 Overview of the Expo Line 3
1.2 Study Context 5
1.3 Objectives of this Study 5
1.4 Existing System Configuration 6
2.0 Existing and Future Issues/Constraints 7
2.1 Existing Issues 7
2.2 Future Issues 14
2.3 Review of Subsystem Constraints 16
3.0 Ridership: Existing and Forecast 18
4.0 Alternatives to Meet Future Ridership Demand 21
4.1 Alternative Measures to Relieve Future Expo Line Demand 21
4.2 Expo Line Upgrade Alternatives 22
5.0 Potential Upgrades to Subsystems to Resolve Future Capacity Constraints 24
6.0 Expo Line Upgrade Strategy: Evaluation of Alternatives 26
6.1 Fleet Upgrades 27
6.2 Subsystems Upgrades 29
6.3 Station Upgrades 29
6.4 Capital and Operational Costs 32
7.0 Recommendation and Implementation Strategy 35
7.1 Stakeholders Actions and Project Monitoring 38
ProjectSummary | i
ii | TranslinkExpoLineUpgradeStrategy
List of Exhibits ii
Exhibit 1: Metro Vancouver SkyTrain System (2010 Operations) 4
Exhibit 2: Interdependency of the Expo Line System Elements 6
Exhibit 3: Estimated Maximum Demand versus Line Capacity 8
Exhibit 4: Current Expo Line Train Profiles 11
Exhibit 5: Maximum Observed AM Peak Hour Westbound Train Arrivals at Commercial-Broadway Station (April 2010) 12
Exhibit 6: Observed Pass-Ups at Commercial-Broadway Station (April 2009 AM Peak Period) 13
Exhibit 7: Observed Pass-Ups at Commercial-Broadway Station (September 2009 AM Peak Period) 13
Exhibit 8: Observed Pass-Ups in April 2009 and September 2009 14
Exhibit 9: Constraint Summary 17
Exhibit 10: Journey-to-Work Census Data and Downtown Transit Mode Share (1996 and 2006) 18
Exhibit 11: Expo Line Ridership Forecasting Methodology 19
Exhibit 12: Anticipated Growth in Critical Link Flow Demand 20
Exhibit 13: Expo Line Upgrade Alternatives 23
Exhibit 14: Summary of Year By Year Constraints 24
Exhibit 15: Summary of the Proposed Upgrades Associated with the Base Case, Upgrade Alternative 1 & Upgrade Alternative 2 25
Exhibit 16: Expo Line Upgrade Strategy Objectives, Target Performance and Key Actions 27
Exhibit 17: Decision Flowchart for Fleet Upgrades 28
Exhibit 18: Upgrade Requirements by Subsystem 30
Exhibit 19: Upgrade Requirements for Expo Line Stations 31
Exhibit 20: Capital and Operation Cost by Alternative 32
Exhibit 21: Committed Incremental Capital Expenses Profile for Upgrade Alternative 1 (in 2010 Constant $) 33
Exhibit 22: Committed Incremental Capital Expenses Profile for Upgrade Alternative 2 (in 2010 Constant $) 33
Exhibit 23: Upgrade Path for Alternative 2 36
Exhibit 24: Stakeholder Follow-up Actions 38
Exhibit 25: Approach to Measuring Project Outcomes 39
ProjectSummary | 1
Overview and Key Findings
The Expo Line is the most important single
element in the regional transit network as it
serves as the backbone of the system, linking
the most populous parts of Metro Vancouver
between downtown Vancouver and the
municipalities east to Surrey. The line first went
into service in 1986 and has been extended
and expanded in subsequent years to meet
growing demands for service.
Due to the critical importance of the Expo Line
to the region, it is important to ensure that
optimal service levels and system reliability can
be maintained for the long-term if emissions,
transportation and land use objectives are to
be met.
Current issues on the Expo Line relate to
capacity, accessibility and general station
design. Capacity issues related to delays and
overcrowding will increase in the future as
ridership growth results in demand that exceeds
the near-term capacity. Currently committed
upgrades will address only a small portion of
what is required to address long-term growth.
This will be a particular issue at the peak load
point between the Commercial-Broadway
and Main Street-Science World Stations. As
regional centres continue to develop along the
line, delays and overcrowding will occur at an
increasing number of stations.
The objectives of the Expo Line Upgrade
Strategy are to:
� Increase the capacity to meet the anticipated increases in demand;
� Ensure that all subsystems are upgraded to handle the increase in capacity;
� Ensure that the necessary station improvements are implemented for safe and convenient passenger flows;
� Determine a staged and gradual upgrade of the system through targeted capital investments over the next 30 years;
� Describe the foreseeable impacts associated with other regional transit network elements, such as bus interchanges.
This Expo Line Upgrade Strategy identifies
the timing and costs of the upgrades needed
over the next 30 years to support the system’s
ability to meet demand and support the B.C.
Provincial Transit Plan goal of doubling the
2007 Expo Line capacity. As the Expo Line
system consists of various system elements
and these have a high level of interdependency,
there are system-wide as well as element
specific upgrades to be made. Similarly, as
improvements are carried out for one part of
the system, they will inherently affect other
parts of the system.
As part of the upgrades, the Strategy assessed
future fleet alternatives (base case, all 4-car,
and all 5-car) and recommends that the Expo
Line be upgraded to operate all 5-car Mark
II (MKII) trains. This will increase the capacity
to 25,700 passengers per hour in the peak
direction (pphpd) from 16,000 in 2010. Other
upgrades to support a 5-car MKII fleet of 300
vehicles by 2031 include the following:
2 | Translink Expo Line Upgrade Strategy
�� Improvements�to�the�Propulsion�Power�System;�
�� A�new�or�expanded�vehicle�storage�facility;�
�� Enhanced�Automatic�Train�Control�stopping�precision�at�all�stations;�
�� A�new�entrance�at�Burrard�Station;�
�� Accessibility�improvements�at�Nanaimo,�29th�Avenue,�Royal�Oak,�Edmonds,�22nd�Street,�and�Columbia�Stations;�
�� Completion�of�planned�station�upgrades�at�Main�Street-Science�World,�Commercial-Broadway�(Phase�2)�and�Metrotown�Stations;
�� Improved�neighbourhood�integration�at�Edmonds�Station;
�� Extension�of�platforms�and�reconstruction�of�entry�buildings�and�vertical�circulation�facilities�at�Stadium-Chinatown�and�Joyce-Collingwood�Stations;
�� Relocation�of�service�walkway�gates�and�edge�tapers�at�platform�edges�at�fourteen�stations;�
�� Provision�of�an�additional�emergency�stairway�at�nine�stations;
�� Lengthening�existing�platforms�at�Commercial-Broadway�Station;�and,
�� Extension�of�the�platforms�and�reconstruction�of�the�existing�footbridge�and�circulation�facilities�at�29th�Avenue�Station.
The� incremental� capital� costs� of� these�
improvements�(in�2010�$)�is�estimated�at�$783�
million�or�$39.2�million�annually�over� the�next�
20� years.� The� estimated� incremental� total�
operating�cost� is�$712�million� for� the�next�30�
years.�The�planning�and�timing�of�improvements�
should� be� conducted� in� a� logical� manner� to�
ensure� that� system�performance� is�optimized�
over�time�and�that�investments�are�coordinated�
to� maximize� their� cost-effectiveness.� It� is�
suggested�that�TransLink�continue�to�monitor�
the� ridership� on� the� Expo� Line� to� refine� the�
timing�of�upgrades�and�assess�the�success�of�
the�strategy�in�alleviating�capacity�issues.
ProjectSummary | 3
1.0 │ Introduction
The Expo Line is the backbone of Metro
Vancouver’s rapid transit network. Since
1986, it has served millions of customers by
providing a reliable and efficient link between
New Westminster, Surrey and Vancouver.
The success of this system is measured by the
number of passengers it has carried and the
increases in demand year after year. In 1999,
it carried 43.6 million passengers and in 2008
(with the Millennium Line extension), it carried
approximately 73.2 million passengers, a 68
percent increase or about 6 percent increase
per year.
Up until 2009, the Expo Line had been
operating at capacity, carrying approximately
12,000 pphpd. A fleet expansion in 2009-
2010 added 48 new MKII vehicles. Although
capacity currently exceeds demand on the line,
the expected ridership growth over the next
several years will again result in overcrowded
conditions, unless further capacity increases
are implemented.
The ultimate design capacity originally
envisaged for the Expo Line was 19,400
pphpd using trains consisting of 6 MKI vehicles
operating at 93 second headways. With more
recent design innovations the system can now
increase line capacity to 25,700 pphpd based
on running a fleet with 5 MKII vehicles per train,
operating at 93 second headways. To achieve
this new capacity target, physical upgrades to
stations, subsystems and the Operations and
Maintenance facility would be needed.
1.1 Overview of the Expo LineThe Expo Line first opened in January 1986
with an initial 21.4 km of guideway and 15
stations, linking Waterfront Station with New
Westminster Station. Progressive extensions in
1989, 1990 and 1994 brought the line to King
George Station in Surrey, establishing a total of
20 stations along 29 km of guideway.
In 2002, the SkyTrain system was further
expanded with the opening of the Millennium
Line. The Expo and the Millennium Lines share
the same guideway and station platforms
from Waterfront to Columbia Station. Beyond
that, the Expo Line continues to King George
Station in Surrey, whereas the Millennium
Line loops back via Lougheed Highway to
VCC-Clark Station in Vancouver. In addition
to Columbia Station, a platform to platform
interchange between the two lines is provided
at Commercial-Broadway Station. The two lines
also share the same vehicle fleet, controlled
from a single Operating and Maintenance
Centre (OMC) near Edmonds Station.
The combined Expo-Millennium Line is
operated by the British Columbia Rapid
Transit Company (BCRTC), a subsidiary of the
South Coast British Columbia Transportation
Authority (TransLink). Exhibit 1 shows the Expo
Line and its coverage within the TransLink
Rapid Rail Transit Network.
4|
TranslinkExpoLineUpgradeStrategy
Millennium
Line
Expo Line
Canada Line
West C
oast Express
SeaBus
Wa
terfro
nt
Stad
ium
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ina
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et-Scie
nce
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Com
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Gilm
ore
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Sperlin
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City W
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Pro
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n W
ay
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n
Hold
om
Bro
ad
wa
y
VCC
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Port M
ood
y
Exhibit 1: Metro Vancouver SkyTrain System
(2010 Operations)
ProjectSummary | 5
1.2 Study ContextIn recent years, various factors have, by
cumulative effect, contributed to the increase
in ridership demand on the Expo Line:
� Strong economic activity in the region
� Increased fuel prices and parking rates
� Heightened densities and development around transit stations
� Improved bus service
� Policies supporting increased transit use
� Improved rapid transit network connectivity
In the future, demand on the Expo Line will also
be influenced by changes in other parts of the
regional transit network, changes in land use
patterns, and changes to regional initiatives
and policies. For example:
� High-density residential and employment developments have been occurring around key SkyTrain Stations. As long as transit service continues to be an attractive option, the region will continue to see growth in transit-oriented developments.
� Carbon footprint reduction targets of the local, regional and national governments will trigger initiatives and/or policies to encourage greater shift from the private vehicle to public transit.
� The Evergreen Line is expected to start operations by 2014.
� At the time of this study, TransLink and other government agencies were studying the feasibility of the UBC Line and rapid transit in Surrey. These projects and bus service expansions will attract more trips on the Expo Line.
The end result of these changes over time
will be an increase in demand for further rapid
transit capacity along the Expo Line corridor as
it will remain the backbone of the system for
the foreseeable future.
A strategy is needed to:
� Increase the Expo Line capacity to meet the growth in demand.
� Ensure that all subsystems are upgraded to handle the increase in capacity.
� Determine if and where station improvements are needed to ensure unimpeded and safe passenger flows.
� Allow for staged and gradual upgrades of the system within reasonable budgets through targeted capital investments over the next 30 years.
1.3 Objectives of this Study The primary objectives of this study were to:
1. Confirm the existing Expo Line passenger
demand;
2. Determine existing conditions such as
passenger flows and crowding at stations;
3. Determine future ridership forecasts to
2041;
4. Test and evaluate the subsystem
capacities and limits;
5. Confirm the system’s maximum possible
capacity and any related constraints;
6. Identify required upgrades;
7. Develop alternative strategies to achieve
maximum capacity and evaluate them;
and,
8. Propose an implementation plan.
The review process also included the following considerations in the analysis of alternatives:
� Current issues related to capacity during peak hours and accessibility
� Currently committed near-term upgrades and their impact on an overall upgrade strategy;
� Additional vehicle purchase and operating scenario optimization (such as fleet mix optimization) to match capacity to projected demand;
� Fleet expansion’s effect on the existing subsystems.
1.4 Existing System ConfigurationAs part of the Expo Line Upgrade Strategy, upgrades to all subsystems are required to support
an increase in capacity. The rationale for this arises from a high level of interdependency between
the various system elements. Exhibit 2 is a schematic that illustrates this principle. As shown,
the development of the Expo Line Upgrade Strategy is highly complex, as the strategy needs to
consider and address the multi-faceted nature of the system.
A need to increase passenger carrying capacity on the Expo Line affects five to six different sets
of elements (such as the Propulsion Power Systems, vehicle fleet and station throughput). While
the design of the Expo Line originally envisaged a maximum capacity limit of around 19,400
pphpd, advances in vehicle design and other subsystems has enabled the possibility to get more
capacity than originally planned.
At the same time, growth patterns along the corridor generated more trips than originally forecast
at certain key stations. These now require expansion to meet these changes.
SUBSYSTEMS•Propulsionpowersystem•Guidewayandstructures•Trackworkandalignment•Automatictraincontrol
TRAINLENGTHINOPERATION
VEHICLEFLEET•Lifeexpectancy•Spareratio•Interiorconfiguration•Vehiclestorageyard
FLEETOPERATINGPLAN
•Headway•Dwelltime•Short-turnservice
ACCESSIBILITY•Escalators•Elevators•Newentrances•Parkandridespaces•Busloopcapacity
CODES&STANDARDS•Seismic•Emergencyegress•Safetyandsecurity•Levelofserviceetc.
STATION•Verticalcirculation•Platformlength•Egresscapacity•Faregates
PASSENGERCARRYINGCAPACITY
OFTHEEXPOLINE
6 | TranslinkExpoLineUpgradeStrategy
Exhibit 2: Interdependency of the Expo Line System Elements
ProjectSummary | 7
2.1 Existing Issues2.1.1 Line Capacity
The Expo Line suffers from a number of physical and technological constraints which prevent the
system from reaching an ultimate capacity of 25,700 pphpd without targeted investments being
made.
As of 2009, the peak hour demand estimated at 14,600 pphpd exceeded the system capacity
of 13,300 pphpd between Broadway-Commercial Station and Main Street Station. As shown in
Exhibit 3, demand in April 2009 was outstripping capacity at Commercial-Broadway Station by
9.5%. This resulted in passengers being left on platforms and waiting one or two trains before
being able to board. By 2010, capacity had been increased to 16,000 pphpd with the addition of
48 MKII vehicles to the fleet.
By September 2009 with fleet expansion underway, about 1,225 passengers (or more than 2
train loads) did not board the first train as it passed through the Commercial-Broadway Station
due to overcrowding.
Although capacity is now at 16,000 pphpd, occasional pass-ups still occur at the height of the
peak periods.
2.0 │ Existing & Future Issues/Constraints
8|
TranslinkExpoLineUpgradeStrategy
AM Peak H
our WB Capacity and D
emand
39 tph
34 tph
23 tph9700
16000
1470039 tph
13800
35 tph
884023 tph
1278039 tph
35 tph
24 tph
13340
12320
8720
37 tph
33tph
7700
11000
12000
22 tph
0
2000
4000
6000
8000
10000
12000
14000
16000
18000
20000
Waterfront
Burrard
Granville
Stadium
Main Street‐Science World
Commercial‐Broadway
Nanaimo
29th Ave
Joyce‐Collingwood
Patterson
Metrotown
Royal Oak
Edmonds
22nd St
New Westminster
Columbia
Scott Road
Gateway
Surrey Central
King George
Station
Hourly Passengers
Estimated A
pril 2010 Line CapacityObserved Septem
ber 2009 Line Capacity
Observed A
pril 2009 Line CapacityObserved 2007 Line Capacity
Estimated A
pril 2009 Dem
andEstim
ated September 2009 D
emand
Exhibit 3: Estimated M
aximum
Dem
and versus Line Capacity
Notes:
* 39tph = 39 trains per hour
2.1.2 Station Circulation Capacity
While most stations function within acceptable parameters, specific passenger elements at
certain stations are operating at close to maximum capacity, thereby lowering the overall quality
of service and passenger comfort. In particular, during the April 2009 survey, stations such as
Burrard, Commercial-Broadway and Metrotown experience surge-related circulation issues at
peak times.
Line ups at Burrard and Metrotown Station when exiting
Issues include lengthy queues at escalators, and overcrowding on platforms due to pass-ups
occurring during the 15 minute peaks. The latter occurs frequently at Scott Road, Joyce-
Collingwood, 29th Avenue, Nanaimo, Commercial-Broadway, Main Street-Science World and
Stadium-Chinatown Stations in the eastbound direction during the morning peak.
Pass-ups and platform crowding issues at Commercial-Broadway Station
ProjectSummary | 9
Pass-ups at Joyce-Collingwood and Scott Road Stations
Photos showing pass-ups and platform crowding conditions inside Expo Line Trains (April 2009)
Inside MKI Car Inside MKII Car
At Commercial-Broadway Station passenger traffic between the Millennium Line and the Expo
Line platforms also causes circulation back-ups at the escalators to/from the passerelle over
Broadway in the morning and afternoon peaks.
10 | TranslinkExpoLineUpgradeStrategy
ProjectSummary | 11
2.1.3 Train Composition Issues
Exhibit 4 shows the current Expo Line MKI train profiles. It is noted that the 2-car MKII train
shown below is rarely in use as of 2010, except during the special AM peak hour service from
Commercial-Broadway to Waterfront Stations. Exhibit 5 shows a typical AM peak period train
composition arrival pattern at Commercial-Broadway Station in 2010.
4-car MKI train332 passengers/train
6-car MKI train498 passengers/train
2-car MKII train256 or 264* passengers/train
4-car MKII train512 or 528* passengers/train
(only used during the special AM peak hour service from Commercial-Broadway to Waterfront Stations)
Exhibit 4: Current Expo Line Train Profiles
* For the new MKII trains
12 | TranslinkExpoLineUpgradeStrategy
Train Capacity WB AM Peak
0
100
200
300
400
500
600
7:37
:19
7:39
:59
7:43
:09
7:46
:44
7:49
:20
7:52
:10
7:55
:44
7:59
:21
8:02
:56
8:05
:30
8:08
:20
8:11
:54
8:15
:01
8:17
:41
8:20
:55
8:25
:09
8:28
:12
8:31
:02
8:33
:47
8:37
:15
Time
Train Ca
pacity
(passeng
ers/train)
4‐MKI 4‐MKII
2‐MKII 4‐New MKII
6‐MKI 2‐New MKII
Expo
Expo Millen
nium
Expo
Expo
Millen
nium
Broa
dway
Broa
dway
Broa
dway
Broa
dway
Millen
nium
Millen
nium
Millen
nium
Millen
nium
Millen
nium
Millen
nium
Mill.
Expo
Expo
Expo
Expo
Expo
ExpoExpo
Expo
Expo
Expo
Expo
Expo
Expo Expo
Expo
Expo
Expo
Expo
Expo
Mill.
Mill.
Broa
dway
Exhibit 5: Maximum Observed AM Peak Hour Westbound Train Arrivals at Commercial-Broadway Station (April 2010)
The current operation of trains with uneven lengths result in passengers bunching near the
stopping position of shorter trains. This also has the effect of uneven train loading on longer trains
on longer trains, which is a further cause of downstream pass-ups.
2.1.4 Pass-ups at Key Stations
The capacity issue that has become most critical in the morning peak during 2009 was pass-ups
(passengers missing one or more trains) at stations between Joyce-Collingwood and Main Street-
Science World.
On-site surveys conducted in April 2009 and September 2009 showed that during the AM peak
period, pass-ups occurred routinely at all the westbound platforms between Joyce-Collingwood
and Main Street-Science World Stations. The survey results are shown in Exhibits 6, 7, and 8.
ProjectSummary | 13
Exhibit 6: Observed Pass-Ups at Commercial-Broadway Station (April 2009 AM Peak Period)
Exhibit 7: Observed Pass-Ups at Commercial-Broadway Station (September 2009 AM Peak Period)
April 2009 Observed AM Peak Boarding at Broadway (WB)
0
50
100
150
200
7:58
:49
8:02
:21
8:05
:24
8:07
:54
8:11
:17
8:14
:52
8:17
:21
8:20
:11
8:22
:46
8:25
:56
8:29
:24
8:32
:26
8:35
:14
8:38
:59
8:41
:47
8:44
:30
8:47
:06
8:51
:35
8:57
:31
Time
N⁰ of Passeng
ers
Passengers Who Have Been Passed Up
Max. 180 Pass‐ups
September 2009 Observed AM Peak Boarding at Broadway (WB)
0
50
100
150
200
8:01
:10
8:04
:13
8:06
:44
8:10
:06
8:13
:45
8:16
:16
8:19
:09
8:22
:43
8:26
:21
8:29
:28
8:32
:11
8:35
:17
8:39
:12
8:42
:00
8:44
:51
8:47
:35
8:51
:30
8:55
:15
8:58
:10
Time
N⁰ of Passeng
ers
Passengers Who Have Been Passed Up
Max. 125 Pass‐ups
14 | TranslinkExpoLineUpgradeStrategy
Exhibit 8: Observed Pass-Ups in April 2009 and September 2009
Observed Data April 2009 September 2009
Maximum Number of Trains Per Hour (tphpd) 39 39
Maximum Line Capacity (pphpd) 13,344 13,804
Pass-ups at Nanaimo Station (pphpd) 264 142
Pass-ups at Commercial-Broadway Station (pphpd) 1,261 1,225
Pass-ups at Main Street-Science World Station (pphpd) 270 268
Estimated Maximum Demand (pphpd) 14,605 15,029
2.2 Future IssuesAs ridership on the Expo Line increases, the issues currently identified will increase in severity.
Degradation of service will continue without implementing strategic upgrades. Passenger
convenience and comfort will decline with the occurrence of delays and overcrowding, resulting in
decreased transit attractiveness. Passengers may opt for less sustainable but more comfortable
modes of travel.
2.2.1 Near- and medium-term capacity will not accommodate projected ridership demand
The near-term capacity will not accommodate the forecast ridership demand beyond 2014. At
key stations like Burrard, the existing capacity will be exceeded by 2012.
Even with the addition of fleet in 2010, the issues of congestion, overcrowding and passenger
delays and inconvenience will return when ridership growth results in passenger demand that
meets or exceeds the near-term capacity.
Furthermore, increasing passenger train capacity without improving vertical circulation capacity at
specific stations will limit the system in achieving optimal line capacity.
2.2.2 Station and platform accessibility issues will continue to reduce transit convenience to passengers
The aging population in Metro Vancouver is a key factor affecting the need to provide accessible
transit.
Some Expo Line Stations lack up-escalators making it difficult for some riders to use rapid transit.
While down-escalators are provided at a few stations that have relatively large grade changes
between station levels, consistent provision of escalators at all stations will improve accessibility.
ProjectSummary | 15
2.2.3 Stations and platforms will continue to fall below design, aesthetics and security standards
Many of the Expo Line Stations are 15 to 25 years old. Some will, over time, not comply with the
latest design standards and any related risks associated with substandard emergency evacuation
capacities.
If left unresolved, transit attractiveness will be affected. The current design standards and
aesthetics along most of the Expo Line are also different from those on the Millennium and Canada
Lines. Any major upgrades to Expo Line Stations should consider a review and confirmation of
the current applicable safety standards for rail transit stations and upgrades to station elements
that enhance patron safety and comfort.
2.2.4 The potential for transit-oriented development will be reduced
While substantial development and related densification has occurred near transit stations in
recent years, municipal support for further transit-oriented development along the Expo Line may
be reduced if existing and future capacity constraints on the system are not addressed. This may,
in turn, discourage the inclusion of transit-oriented development in municipal and regional growth
plans that identify development in areas served by rapid transit.
2.2.5 The effectiveness of the regional transit network will be reduced
Planned rapid transit lines that feed and distribute Expo Line passengers to adjacent city centres,
such as the Evergreen Line and potential UBC and Surrey lines, will be limited in their ability to
attract new riders if the Expo Line capacity is not increased to meet demand. The new lines will
not diminish the passenger demands on the Expo Line; rather, they will expand the demand.
It is therefore important to develop a strategy that will not only address the capacity of the system,
but also passenger convenience and comfort and the ability for the Expo Line to sustain required
service levels as the backbone of the region’s rapid transit network.
16 | TranslinkExpoLineUpgradeStrategy
2.3 Review of Subsystem ConstraintsThis study included a review of Expo Line
subsystems to confirm and assess their
condition and limitations and their ability to
function when capacity is increased. This
included the following:
2.3.1 Propulsion Power Systems
The Expo Line Propulsion Power System
was designed to accommodate the MKI
vehicles for at least the first 20 years without
needed upgrades, with some additional spare
capacity. With the recent increases in fleet and
the introduction of the MKII vehicles, power
upgrades are necessary to maintain a level
of performance that meets minimum service
criteria and to ensure enough capacity for
future fleet expansion and related headway
reductions.
Recent review of the Propulsion Power
System and its ability to handle more capacity
highlighted the need to immediately upgrade
the system as it was already insufficient to
handle the existing capacity for an extended
period of time. The addition of 48 new MKII
vehicles in Spring 2010 added to this need for
capacity and power system enhancements.
2.3.2 Trackwork
The existing system was designed to handle a
full MKI, 6 vehicles per train fleet operating at
recovery headway of 75 seconds. A 6 vehicle
MKI train has a length of 76.2 metres. The
system’s headway is constrained primarily by
the Waterfront Station terminus reversal, and
no other major issues were identified relating to
trackwork in relation to capacity.
2.3.3 Guideways and Structures
The structural components along the Expo
Line are generally in good condition. Although
it may be possible to increase train lengths,
further structural analysis is suggested to
assess the service life capacity of the guideway
and station structural elements.
2.3.4 Automatic Train Control
The Automated Train Control (ATC) system was
originally designed and installed over 20 years
ago but has been upgraded with successive
fleet and line additions, including the Millenium
Line. As some of the equipment is nearing end
of life, a series of upgrade programs has been
initiated to improve reliability and replace aging
equipment.
ATC system upgrades now underway will
accommodate future extensions for at least 25
years.
2.3.5 Station Emergency Evacuation
Using a holistic approach, passenger safety can
still achieved for the 2010 operating condition; however an independent review should be conducted to validate the conclusions from this study. Identification of long term expansion requirements to accommodate ridership growth and adoption of 5-car MKII trains will require strategic planning and implementation into TransLink’s infrastructure development program. More significantly, the introduction of 5-car MKII train operations would impose an increased ridership burden on the system that the stations were not designed to accommodate in their as-built conditions. As such, the required exiting capacity at most stations will need to be supplemented with
new or expanded vertical circulation.
ProjectSummary | 17
2.3.6 Operations and Maintenance Facility
The operation and maintenance facility is currently being upgraded. The current facility is expected to store 150 MKI and 36 MKII cars. The facility is being expanded to its maximum physical capacity to store an additional 14 4-car MKII trains.
Due to storage yard facility constraints, there are currently 16-21 trains stored on tail and pocket tracks on the mainline before the new MKII trains were introduced. Even with the expanded OMC storage yard, there is a shortage of storage space for four 4-car MKII
trains at the April 2010 fleet size.
2.3.7 Platform Lengths
The platform length currently provided at most
Expo Line Stations is 80 metres. This length
Element
Station Circulation Capacity
Constraints at Burrard station during peak periods given current provisions are anticipated to be reached by 2012. Other constraints at Commercial-Broadway and Metrotown Stations will be reached beyond 2012.
Propulsion Power System Upgrades needed to ensure/maintain system reliability
Station Emergency Evacuation Capacity
No significant constraint identified but eventually need to confirm 5 vehicle MKII operation *
OMC Expansion needed to accommodate existing fleet and near term additions
Structures No major issues but eventually need to confirm life cycle based on 5 vehicle MKII operation*
Platform Length Platform extension required at certain stations in order to accommodate 5 vehicle MKII operation*
ATC Mitigation measures required for 5 vehicle MKII operation*
Vehicle Fleet More fleet is required for future capacity expansion
Trackwork No major issues
would enable operations of five vehicle MKII
trains with four stations requiring modest
platform extensions. Although six vehicle MKII
trains were also considered initially, it is not
possible to accommodate this train length
without significant and costly reconstruction of
all stations, which would be particularly costly
for the underground stations.
2.3.8 Constraints Summary
Exhibit 9 summarizes the constraints identified
for the Expo Line. The most pressing need
for upgrades identified was for the Propulsion
Power System. Part of this upgrade was
initiated at the time of writing this report.
Other constraints were identified as potentially
being more problematic as capacity is
increased to meet increasing demand.
Exhibit 9: Constraint Summary
Note: * The decision on the operation of 5-car MKII trains has not yet been made.
18 | TranslinkExpoLineUpgradeStrategy
3.0 │ Ridership: Existing & Forecast
The Expo Line experienced significant growth in ridership demand in the past decade. Journey-
to-work census data between 1996 and 2006 was reviewed to obtain a historical perspective
on transit trip demand growth along the Expo Line catchment area to downtown Vancouver. The
data is shown in Exhibit 10.
Downtown Vancouver Employment
Expo Line Catchment Area Total Trip Demand
Expo Line Catchment Area Transit Trip Demand
Transit Mode Share to Downtown from the Expo Line Catchment Area
1996 113,410 42,225 21,060 50%
2006 128,875 47,800 27,810 58%
Annual Growth 1.3% 1.2% 2.8%
Exhibit 10: Journey-to-Work Census Data and Downtown Transit Mode Share (1996 and 2006)
Over the 10-year census period, the annual growth rate observed for the Expo Line catchment
area transit trip demand was more than twice the growth rates observed for downtown Vancouver
employment and the total trip demand in the Expo Line catchment area. Between 1996 and
2006, transit trip demand along the Expo Line catchment area grew by approximately 32 percent
and the transit mode share increased from 50 percent in 1996 to 58 percent in 2006 along the
corridor.
The current “peak-load point” of the Expo Line occurs during the AM peak period between
Commercial-Broadway and Main Street-Science World Stations in the westbound direction.
According to BCRTC data, the AM peak-hour link flow at this section grew at an average rate of
5 percent per annum between 1998 and 2008, and 3.4 percent per annum between 1990 and
2008.
In order to capture the most realistic passenger growth patterns for the Expo Line, the statistics
noted above were incorporated into the existing available models (Metro Vancouver model (MVM)
and Regional Transit Model (RTM)) and an Expo Line specific ridership forecast model was
developed as shown in Exhibit 11.
ProjectSummary | 19
2021AMPEAKEXPOLINERIDERSHIP
2003AMPEAKEXPOLINERIDERSHIP
2041AMPEAKEXPOLINERIDERSHIP
2019AMANDPMPEAKEXPOLINERIDERSHIP
ESTIMATED2009AMANDPMPEAKEXPOLINERIDERSHIP
2007/2011AMPEAKEXPOLINERIDERSHIP
2007/2011AMPEAKEXPOLINERIDERSHIP
2019AMANDPMPEAKEXPOLINERIDERSHIP
2041AMANDPMPEAKEXPOLINERIDERSHIPLOW
2041AMANDPMPEAKEXPOLINERIDERSHIPHIGH
RAPIDTRANSITNETWORK
ASSUMPTIONSLANDUSE
ASSUMPTIONS
PM growth assumed AM
growth transposed
SkyTrain/Census Data growth adjustment
Surrey Extension & SkyTrain Data growth adjustments
Inclusion for the observed pass-ups at stations in the estimate of
the maximum hourly demand
Apply SkyTrain Data Growth
RTM (Phase B)
MVM
Exhibit 11: Expo Line Ridership Forecasting Methodology
The adopted ridership forecast approach up to 2041 for the peak-load segment (between
Commercial-Broadway Station and Main Street-Science World Station) consists of the following:
� Taking into account the observed pass-ups at stations in the estimate of the maximum hourly demand
� Between 2009 and 2019:
- Assuming the significant growth of the past decade will continue over the next five years (using the observed growth rate between 1998 and 2008), the projected ridership to 2014 is established
- Assuming less significant growth will continue in the next 10 years (using the observed growth rate between 1990 and 2008), the projected ridership to 2019 is established
- A line connecting the current estimated maximum ridership (with pass-ups), the projected 2014 ridership and the projected 2019 ridership is established
� Beyond 2019, adopting high and low growth scenarios:
- Low growth is based on network-wide growth from the Metro Vancouver Model (at about 1.1 percent per year).
- High growth uses low growth as a base and factored up based on historical patterns (at about 1.5 percent per year up to 2025, and at about 2.0 percent per year beyond 2025).
20 | TranslinkExpoLineUpgradeStrategy
Exhibit 12 presents the AM peak hour flow on the Commercial-Broadway to Main Street-Science
World Station based on the adopted forecast approach. “Absolute demand” represents the
“ceiling” of all demand (includes all modes of both public and private transport) that travel into
downtown Vancouver across the Quebec Street-Hastings screenline.
Exhibit 12: Anticipated Growth in Critical Link Flow Demand
0
2,500
5,000
7,500
10,000
12,500
15,000
17,500
20,000
22,500
25,000
27,500
30,000
1990
1991
1992
1993
1994
1995
1996
1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
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2015
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2041
Year
AM Pea
k Hou
r WB Link
Volum
e Be
twee
n Broa
dway and
Main (pph
pd)
Actual Observed Forecast ‐ Low Forecast ‐ High
Absolute Demand Expo Line growth (1990‐2008) Expo Line growth (1998‐2008)
Estimated 2009 (with pass‐ups)
Estimated 2014 (1998‐2008 growth is applied)
Estimated 2019 (1990‐2008 growth is applied)
TransLink's Observed Data (not including pass‐ups)
ProjectSummary | 21
4.0 │Alternatives to Meet Future
Ridership Demand
Based on the anticipated Expo Line growth in ridership demand over the next 30 years, and
knowing that a maximum potential capacity of 25,700 pphpd can be achieved based on running
a fleet with 5 MKII vehicles per train, operating at 93 second headways, a series of alternatives
was considered.
At the same time, not all alternatives can achieve the ultimate capacity and therefore alternative
methods of meeting the balance of the demand were also considered.
4.1 Alternative Measures to Relieve Future Expo Line DemandThe Expo Line is the most attractive transit service into the city centre for daily commuters within
its catchment area, as Expo Line Stations serve the majority of downtown offices. While much
has been done to optimize system performance and to maximize system capacity to ensure that
the line will continue to support increased ridership, this study also reviewed potential measures
to divert the increasing passenger demand.
4.1.1 B-Lines Bus Routes
The implementation of B-Line services along the 41st Avenue and Hastings Street corridors was
reviewed. However, model results showed that the growth in Expo Line demand is not sensitive
to these B-Line Services and the diversion of the Expo Line demand to these parallel corridors
would be minimal.
4.1.2 Peak-Hour Express Bus Service on Highway 1
The implementation of peak-hour express bus services connecting Surrey, Langley and Burnaby/
Coquitlam to downtown Vancouver via the Highway 1 corridor consists of three related routes:
� Walnut Grove, Langley – downtown Vancouver
� Surrey Central - downtown Vancouver
� Lougheed Town Centre Burnaby/Coquitlam – downtown Vancouver
While some relief to the Expo Line may be realized by such a service, the level of service will
determine how many passengers will be willing to switch to bus as will the location of the bus
terminal that will be required to receive the buses and their passengers in the city centre.
22 | TranslinkExpoLineUpgradeStrategy
4.1.3 Peak Transit Fare Pricing
Increasing fares in the peak periods may reduce the level of demand at critical points of the
network and “smooth” the demand patterns. The application of peak pricing is relatively limited in
transit system and there is little literature review on its effectiveness. However, particularly in the
absence of peak pricing of the road network, implementing it on the transit network alone would
limit the ability to meet regional travel and GHG objectives.
4.1.4 Peak-Hour Shuttle Bus Service between VCC-Clark Station and Granville
The suggested service would be from VCC-Clark to Granville/Burrard with a stop near Canada
Line Olympic Village Station and use 18 metre articulated buses running at 5 minute headways in
the AM peak period. The service would have a one-way travel time of approximately 20 minutes
and the headway would be synchronized to coincide with the headway of the Millennium Line
service.
4.1.5 Effectiveness of Alternatives
While each of the alternative measures would help relieve some of the increase in Expo ridership
demand, they cannot completely replace the added capacity that will be required over the 30 year
time frame. As well, some of the options will also be adversely affected over time by congestion,
not be considered acceptable to the public (peak fare pricing) or have high capital costs..
As such, most of these options should be considered as potential temporary relief to the continuing
Expo Line capacity constraints until major upgrades are implemented.
4.2 Expo Line Upgrade AlternativesTo help meet future passenger demand on the Expo Line, two upgrade alternatives were
developed. These were compared to a base case scenario where minimum upgrades would be
implemented at minimal cost. Each alternative would achieve a different maximum capacity and
therefore generate different costs and benefits.
The upgrade alternatives are as follows:
� Base Case: Minimum upgrade and “state-of-good” repairs only, current capacity will be maintained (maximum capacity 15,300 pphpd)
� Alternative 1: System is upgraded for the operation of exclusively 4-car MKII trains to achieve a capacity of 20,600 pphpd
� Alternative 2: System is upgraded for the operation of exclusively 5-car MKII trains to achieve a capacity of 25,700 pphpd
Exhibit 13 shows the capacity constraints of the alternatives relative to the projected demand. It
also shows the upgrade paths relative to vehicle replacement and new vehicle orders for both a
4-car and 5-car MKII alternative.
ProjectSummary | 23
Note: * The line capacity of 16,000 pphpd provided by the current fleet will be achievable once the vertical circulation capacity at Burrard Station is improved by 2012
*The capacity increase in 2014 is due to truncating the “Millennium” Line at Lougheed Town Centre, allowing increased Expo Line capacity with the same fleet size
No short-turn service is assumed beyond 2014
Exhibit 13: Expo Line Upgrade Alternatives
0
2,500
5,000
7,500
10,000
12,500
15,000
17,500
20,000
22,500
25,000
27,500
30,000
1990
1991
1992
1993
1994
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2041
Year
AM Pea
k Hou
r WB Link
Volum
e Be
twee
n Broa
dway and
Main (pph
pd)
Actual Observed Demand Forecast ‐ Low Forecast ‐ High
2014 Opening of Evergreen Line* (150 MKIs + 108 MKIIs)
All 5‐car MKII Fleet (300 MKIIs)
2010 Committed Vehicle Fleet#
(150 MKIs + 108 MKIIs)
Estimated Current Line Capacity (150 MKIs + 60 MKIIs)
Alternative 1
Alternative 2Partial Replacement of MKIs with MKIIs in 3‐car Units (36 MKIs + 228 MKIIs)
All 4‐car MKII Fleet (240 MKIIs)
Base Case Assumption
Combo 3, 4 and 5‐car MKII Fleet (273 MKIIs)
Estimated Maximum (with pass-ups)
Partial Replacement of MKIs with MKIIs in 2‐car Units (36 MKIs + 216 MKIIs)
(15,300 pphpd)
(20,600 pphpd)
(25,700 pphpd)
24 | TranslinkExpoLineUpgradeStrategy
5.0 │ Potential Upgrades to Subsystems to
Resolve Future Capacity Constraints
As concluded in Section 2 and shown in Exhibit 9, there are significant constraints to the Expo
Line subsystems as ridership increases year after year. Exhibit 14 summarizes the year by year
constraints indicating the approximate year when various subsystem elements reach capacity.
Exhibit 15 shows the proposed upgrades for each alternative that would be required to mitigate
some or all of these constraints relative to the maximum line capacity that the alternative would
provide.
Exhibit 14: Summary of Year By Year Constraints
ElementMaximum Practical Line Capacity Between Commercial-Broadway and Main Street-Science World Stations
Year When Capacity is Reached
2010 Vehicle Fleet(with recent addition of 48 new MKII cars) 16,000 pphpd 2014
Vertical Circulations To/From Stations During Normal Operations
15,300 pphpd (Burrard)19,500 pphpd (Commercial-Broadway)20,700 pphpd (Royal Oak)
201220242027
Station Emergency Evacuation Capacity 20,600 pphpd 2026
Propulsion Power System (Current) 11,880 pphpd Now
Propulsion Power System (Stage 1 Upgrade) 16,000 pphpd 2014
Operations and Maintenance Centre Facility (OMC) 16,000 pphpd 2014
ProjectSummary | 25
� 1
1 The current 150 MKI vehicles were assumed to have a life expectancy of 35 years. With the initial fleet of 114 MKI vehicles acquired in 1984/85 and the rest acquired after 1991, the end of the operating life of the current MKIs will be between 2019 and 2026.
Base C
ase
Alternative 1
Alternative 2
Subsystem Element
Fleet
Basic rehabilitation of MKI cars (state of good repair up to 2026)1
Purchase of new MKII cars in 2-car units 94 160 40
Purchase of new MKII cars in 3-car units 180
Propulsion Power System
Stage 1 upgrade
Stage 2 upgrade
Stage 3 upgrade
OMCExpansion (Tracks 11 to 13)
New storage facility
Smartcard and faregate Implement smartcard and faregate system at all SkyTrain stations
ATC Compatibility to 5-car MKII train
Stations
New elevator at Scott Road
Core improvements -New entrance at Burrard -Escalators at Nanaimo, 29th Avenue, Royal Oak, Edmonds, 22nd Street and Columbia -Planned major upgrades at Main Street-Science World, Commercial-Broadway and Metrotown -Upgrade to improve neighbourhood integration at Edmonds -Upgrade to support B-Line/BRT at Joyce-Collingwood -Stadium-Chinatown accessibility upgrade
5-car train supporting upgrades -Field-testing of existing mechanical ventilation capacity at Burrard -Relocated platform end gates and tapers at 14 stations -Add emergency exit stairs at 9 stations -Platform extensions to alleviate conflicting surge spaces at Stadium-Chinatown, Commercial-Broadway and 29th Avenue
Year Maximum Line Capacity Reached 2012 2026 2041
Exhibit 15: Summary of the Proposed Upgrades Associated with the Base Case, Upgrade Alternative 1 and Upgrade Alternative 2
26 | TranslinkExpoLineUpgradeStrategy
6.0 │ Expo Line Upgrade Strategy:
Evaluation of Alternatives
System reliability and service levels that provide passenger convenience, accessibility and comfort are crucial for attracting ridership. The benefits of public transit ridership further extend to broader objectives, such as reducing greenhouse gas emissions and improving quality of life for the public. In recent years, transit-oriented developments have occurred around transit stations and have proven successful in encouraging more public transit, walking and cycling trips.
Therefore, it is important to ensure that system reliability and optimal service levels can be maintained on the Expo Line for the long-term, as it is and will remain the backbone of the region’s public transit network spanning across the most populous parts of the region between downtown Vancouver and municipalities further east to Surrey.
Currently, there are issues on the Expo Line related to capacity, accessibility and general station design and aesthetics. Despite currently committed TransLink near-term upgrades, capacity issues related to delays and overcrowding at some stations will occur in the future as ridership growth results in demand that exceeds the near-term capacity. This will be a particular issue at the “peak load point” between the Commercial-Broadway and Main Street-Science World Stations. As other regional centres develop along the Expo Line, delays and overcrowding may also occur at an increasing number of stations.
The objectives of the Expo Line Upgrade Strategy are to:
1. Increase capacity of the system to meet growing demand
2. Ensure that all subsystems are upgraded to meet the increase in capacity
3. Ensure the necessary station improvements are implemented for safe and convenient passenger flows
4. Determine a staged and gradual upgrade of the system through targeted capital investments over the next 30 years
5. Describe the foreseeable impacts associated with other regional transit network elements, such as bus services, bus interchanges, and park-and-ride facilities
As the Expo Line system consists of various
system elements with a have a high level
of interdependency (as shown in Exhibit 2),
there are system-wide as well as element-
specific goals to be achieved for the objectives
identified above. Similarly, as improvements
are carried out for one part of the system,
they will inherently affect other parts of the
system. Therefore, the planning and timing
of improvements must be conducted in a
logical manner to ensure that the system-wide
performance is optimized at any given time. A
summary of the Expo Line Upgrade Strategy
objectives, target performance and key actions
are presented in Exhibit 16.
ProjectSummary | 27
Exhibit 16: Expo Line Upgrade Strategy Objectives, Target Performance and Key Actions
Objectives of the Expo Line Upgrade Strategy Target Performance Key Actions
1. Increase Expo Line capacity
-Capacity to meet or exceed ridership demand*
-Monitor ridership on a regular basis -Purchase additional fleet to increase capacity -Ensure subsystems can support the fleet addition(s)
2. Ensure subsystem upgrades
-Support the desired line capacity at a given point in time
-Plan and implement the upgrades before additional fleet is put in service
3. Ensure station improvements
-Support passenger flows associated with the desired line capacity at a given point in time
-Plan and implement vertical circulation and accessibility provisions to accommodate passenger throughput into and out of the system
4. Determine a staged and gradual upgrade of the system
-Minimize interference to regular system operations -Keep within reasonable budgets
- Identify year-by-year action and associated capital investments - Identify stakeholder actions - Identify a program to monitor project outcomes
5. Describe the foreseeable impacts associated with other regional transit network elements
-Maintain a reliable transit service network at all times
-TransLink to coordinate the planning of regional transit services, including bus services and other planned and potential new links (UBC Line, Surrey Line and the Evergreen Line)
* Ridership demand based on the adopted forecast approach as described in Section 4.
6.1 Fleet UpgradesThe key element to be considered in upgrading the Expo Line is matching growth in capacity with
growth in demand. The fleet size and its ability to provide adequate capacity over the next 20 to
30 year become the focus and affect all subsystems during that period. In the case of the 5-car
MKII alternative, station infrastructure is also affected at key locations.
Considerations for transition from a combination 6-car MKI/4-car MKII to a 5-car MKII fleet is also
important if the Alternative 2 upgrade path is chosen.
Exhibit 17 illustrates a decision flowchart showing the timeline of key decisions related to the
suggested fleet expansion and the resulting theoretical capacities. The proposed upgrade path
identifies the intermediate steps from the 2009 fleet size of 150 MKIs and 60 MKIIs to an ultimate
all 4-car MKII fleet (Upgrade Alternative 1) and an ultimate all 5-car MKII fleet (Upgrade Alternative
2), as well as the Base Case. The fleet requirement shown does not include vehicles required
for the Evergreen Line or any potential Surrey and UBC line extension. In Exhibit 17 the line
capacity presented for the Base Case is 16,000 pphpd because the chart intends to show only
the capacity of the vehicle fleet without taking other subsystem constraints, such as the vertical
circulation at Burrard Station, into account.
28 | Translink Expo Line Upgrade Strategy
A key decision must be made by 2015 on whether to pursue a 5-car MKII fleet.
Order 28 new MKIIs in 2-car Unit
2014 Expo King George & Lougheed Lines 150MKIs + 80 MKIIs
Decision on whether further upgrade of the Expo Line capacity is
required?
2009 Expo & Millennium Lines150 MKIs + 60 MKIIs
2014 Expo King George & Lougheed Lines 150MKIs + 108 MKIIs
2010 Expo & Millennium Lines150 MKIs + 108 MKIIs
2015
2014Opening of
Evergreen Line16,000 pphpd
2014Opening of
Evergreen Line17,300 pphpd*
2011
Order 108 new MKIIs in 2-car Unit
Order 12 new MKIIs in 2-car Unit and 108 new MKIIs in 3-car Unit
Order 70 new MKIIsin 2-car Unit
2019 Expo King George & Lougheed Lines 36 MKIs + 216 MKIIs
2019 Expo King George & Lougheed Lines 36 MKIs + 228 MKIIs
Order 24 new MKIIs in 2-car Unit
Order 45 new MKIIs in 3-car Unit
2026 Expo King George & Lougheed Lines 240 MKIIs
2026 Expo King George & Lougheed Lines 273 MKIIs
Order 27 new MKIIs in 3-car Unit
2031 Expo King George & Lougheed Lines 300 MKIIs
2019 Expo King George & Lougheed Lines 36 MKIs + 150 MKIIs
Order 24 new MKIIsin 2-car Unit
2026 Expo King George & Lougheed Lines 174 MKIIs
2016
201920,500 pphpd
2023
202620,600 pphpd
2016
201920,500 pphpd
2023
202622,700 pphpd
2028
202625,700 pphpd
2016
201916,000 pphpd
2023
202616,100 pphpd
(BASE CASE) (ALTERNATIVE 1 UPGRADE)
(ALTERNATIVE 2 UPGRADE)
Decision on whether 5-car MKII trains are to
be operated?
48 new MKIIs in 2-car Units were delivered
Decision made that as of 2014, 28 MKIIs from the Expo/Millennium fleet will be reallocated to the Evergreen/Millennium Line to provide continued service on the Lougheed Town Centre – VCC-Clark line segment
200912,000 pphpd
201016,000 pphpd
Exhibit 17: Decision Flowchart for Fleet Upgrades
* The capacity increase in 2014 is due to truncating the “Millennium” Line at Lougheed Town Centre, allowing increased Expo Line capacity with the same fleet size
The special AM peak hour short-turn Commercial-Broadway to Waterfront westbound service is maintained in the Base Case.
No short-turn service is assumed beyond 2014 in Alternative 1 and Alternative 2 Upgrades.
The line capacity of 16,000 pphpd in the Base Case does not take into account the vertical circulation constraint at Burrard Station.
NO YES
NO YES
ProjectSummary | 29
The flowchart was developed on the assumption that to make up a 5-car MKII train, new stand-
alone 3-car MKII units will be purchased and coupled with 2-car MKII units. While a design
already exists for a third car (“C-car”) that can be inserted into an existing 2-car MKII unit to make
up a 3-car MKII unit, consideration should be given to the benefits of adding a “new” element into
a train that may be as much as 15 years old.
Another important consideration with regards to fleet expansion is the availability of storage
capacity. A new storage yard must be planned, designed and constructed before operating
additional fleet. In the long term (by 2026), there is some storage capacity in the existing OMC
yard that can be provided for the additional MKII cars when the MKI fleet is retired; however,
additional storage yard space needs to be made available to store all vehicles on-site. Potential
sites for a new storage yard were identified in this study.
6.2 Subsystems UpgradesExhibit 18 summarizes the upgrade requirements to the Expo Line by each subsystem on top of
those already approved in TransLink’s current 10-year plan. The justification for these upgrades
can be found in Section 2.0 where current and future capacity constraints are identified.
6.3 Station UpgradesExhibit 19 summarizes the upgrade requirements to the Expo Line Stations. Where upgrades
will be affected by the introduction of fare gates (29th Avenue and Stadium-Chinatown Stations),
incorporation of design requirements associated with the operation of 5-car MKII trains as part of
the Smart Card and Fare Gate Program would mitigate future needs to reconstruct some of the
infrastructure.
For stations in general, it will be more effective to implement all the identified upgrades at a
particular station under one construction period rather than spread out over time to avoid causing
inconvenience or disruptions to passenger flow on a recurring basis and increase efficiency.
Consideration should also be given to avoid waiting until the last possible moment to implement
upgrades as mitigation during construction may be more challenging due to increased passenger
volumes.
In summary, station upgrades may be prioritized as follows:
a. Address station emergency egress upgrades. Considerations should include upgrading
egress capacity to support the operation of an all 5-car MKII fleet (ultimate requirement) to
avoid needing to upgrade egress capacity again in the future.
b. Implement platform extension in the short term, as part of the Smart Card and Fare Gate
Program, at the Stadium-Chinatown and 29th Avenue Stations (only required for Upgrade
Alternative 2).
30 | TranslinkExpoLineUpgradeStrategy
c. The planning of major upgrades for selected stations should be tied with fare gate
requirements. Where the implementation of fare gates triggers other station renovations,
such renovations should be accounted for as part the major upgrades.
d. Provide a new east entrance at the Burrard Station where vertical circulation constraints
are currently experienced and there is inadequate space for fare gates to meet long-term
demand.
e. While guidelines on the provision of up- and down-escalators are still pending, should such
provisions be implemented at stations they may be combined with other improvements to
minimize construction impacts associated with station renovations.
Exhibit 18: Upgrade Requirements by Subsystem
Subsystem Upgrade Description Size (spatial extent)
Included in Alternative 1?
Included in Alternative 2?
Propulsion Power System
Add a second transformer-rectifier unit to existing substation, replace power rail and provide new traction power substations
7 power substations Yes Yes
Operations and Maintenance Centre
Construct new vehicle storage facility 0.8 to 1.6 ha Yes Yes
Automatic Train Control
Provide compatibility to 5-car MKII train 20 stations No Yes
ProjectSummary | 31
Exhibit 19: Upgrade Requirements for Expo Line Stations
Upgrade Description Station(s) Included in Alternative 1?
Included in Alternative 2?
Renovation of existing stairs to add a new escalator
Nanaimo22nd StreetColumbiaRoyal Oak
Yes Yes
Renovation of existing stairs to add a new escalator
Nanaimo22nd StreetColumbiaRoyal Oak
Yes Yes
Relocation of service walkway gates and edge tapers at platform ends
WaterfrontBurrardGranvilleNanaimoPattersonRoyal OakEdmonds22nd StreetNew WestminsterColumbiaScott RoadGateway Surrey CentralKing George
No Yes
New entrance Burrard Yes Yes
Modelling and field-testing of existing mechanical ventilation capacity
Burrard No Yes
Extension of platform and reconstruction of entry building and circulation facilities
Stadium-Chinatown Yes Yes
Major station upgrades
Main Street-Science World Yes Yes
Commercial-Broadway (Phase 2) Yes Yes
Metrotown Yes Yes
Edmonds Yes Yes
Extension of station platform Commercial-Broadway No Yes
Provision of additional emergency exit stairs
NanaimoJoyce-CollingwoodPattersonRoyal Oak22nd StreetNew WestminsterScott RoadGatewayMain Street-Science World
No Yes
Extension of platform and reconstruction of existing footbridge and circulation facilities
29th Avenue Yes Yes
Extension of platform and provision of new entry building with new escalator and elevator
Joyce-Collingwood Yes Yes
32 | TranslinkExpoLineUpgradeStrategy
6.4 Capital and Operational CostsThe costs of the base case and the two upgrade alternatives were estimated based on the
following capital and operation cost assumptions:
� Capital Expenditures (in 2010 constant $)
- Vehicle acquisition costs are spread out over a 3-year interval
- Station costs are based on order of magnitude lump sums
- Subsystem costs are based on lump sum or unit costs
� Operating Expenditures (in 2010 constant $)
- A base operating cost plus a variable vehicle operating cost based on the number of cars
- The base operating cost is $34 million per year
- The average vehicle operating cost is $195,000 per year (for both MKI and MKII vehicles)
Exhibit 20 summarises the total capital and operating costs for the two upgrade alternatives and
the incremental costs against the base case.
Exhibit 20: Capital and Operation Cost by Alternative
Capital Cost (2010 $) Operating Cost – Over the Next 30 Years (2010 $)
Total Incremental to Base Total Incremental to
Base
Base Case 309 M - 3,027 M -
Alternative 1 841 M 532 M 3,478 M 451 M
Alternative 2 1,092 M 783 M 3,739 M 712 M
Exhibit 21 and 22 present the profile of upgrade incremental capital expenditures for Alternatives
1 and 2, respectively.
ProjectSummary | 33
Exhibit 21: Committed Incremental Capital Expenses Profile for Upgrade Alternative 1 (in 2010 Constant $)
Exhibit 22: Committed Incremental Capital Expenses Profile for Upgrade Alternative 2 (in 2010 Constant $)
Committed Incremental Capital Expenses Profile for Upgrade Alternative 1 (in 2010 Constant $)
-
25
50
75
100
125
150
2011 2012 2013 2014 2015 2016 2017 2018
Year
Expe
nses (in 20
10 Con
stant $ Millions)
Subsystems and Yard Storage (in 2010 Constant $) Stations (in 2010 Constant $)
Vehicles (in 2010 Constant $) Average Yearly Cost (in 2010 Constant $)
$59.6M (average annual cost over 8 years in 2010 Constant $)
Committed Incremental Capital Expenses Profile for Upgrade Alternative 2 (in 2010 Constant $)
-
25
50
75
100
125
150
2011 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030
Year
Expe
nses (in 20
10 Con
stant $ Millions)
Subsystems and Yard Storage (in 2010 Constant $) Stations (in 2010 Constant $)
Vehicles (in 2010 Constant $) Average Yearly Cost (in 2010 Constant $)
$39.2M (average annual cost over 20 years in 2010 Constant $)
34 | TranslinkExpoLineUpgradeStrategy
The following elements were not included in the cost estimates:
� Upgrades to Millennium Line stations for handling 5-car MKII trains, should longer trains operate on the Evergreen Line (the future Expo-Millennium Line will run between Waterfront and Lougheed Town Centre Stations)
� Potential upgrade and/or addition of park-and-ride facilities
� Upgrades to bus loops adjacent to SkyTrain Stations and upgrades to bus service frequency and/or vehicle assignment
� Potential upgrades for compliance with new Passenger Facility Guidelines being prepared by TransLink
� Additional maintenance facilities to accommodate additional fleet
� Additional costs incurred by having the identified station upgrades implemented outside of the Smart Card and Fare Gate Program
� Lifecycle replacement of existing infrastructure and fleet
� Additional fleet required for the operation of the Evergreen Line
� Other initiatives which would enhance passenger safety, security and comfort, as well as station community integration
ProjectSummary | 35
Based on the need to meet the long term
demand which is predicted to reach between
23,000 and 26,000 pphpd at the peak point,
and based on the Provincial Transit Plan’s
stated goal of doubling the 2007 Expo Line
capacity by 2020, it is recommended that
the Expo Line be upgraded to an all 5-car
MKII fleet to provide the full capacity of
the system and to serve the travel demand
projected in this study. A Business Case that
analyzes the costs and benefits associated
with each alternative is being prepared under
separate cover, and will be used to support this
recommendation.
This study has identified the required upgrades
over the next 30 years (timing and associated
costs) to support the doubling of line capacity.
The planning and timing of improvements
should be implemented in a logical sequence
to ensure system-wide performance is
maintained while minimizing service delays,
disruptions and passenger inconvenience.
It is important that subsystem upgrades, such
as Propulsion Power System and storage
yard expansion, be implemented prior to the
operation of an expanded fleet.
The implementation of the needed upgrades
will be linked to fleet expansion as demand
warrants. Exhibit 23 shows the recommended
upgrade plan, based on the high growth
ridership forecast shown in Exhibit 12.
7.0 │ Recommendation & Implementation
Strategy
Since actual ridership will vary from the forecast,
it is recommended that passenger counts be
conducted every 3 to 5 years to adjust the
implementation of the upgrades.
To support an all 5-car MKII fleet, the
following capacity and accessibility-related
improvements will be required:
� Purchase of 40 new MKII cars in 2-car units followed by the purchase 180 new MKII cars in 3-car units to replace the MKI fleet and to expand capacity1
� Implementation of Stage 2 and 3 upgrades to the Propulsion Power System
� Construction of a new vehicle storage facility to accommodate 21 sets of 5-car MKII trains
� Adjustments of ATC loop layouts at all stations
� Construction of a new entrance, as well as modelling and field-testing of existing mechanical ventilation capacity at Burrard Station
� Implementation of accessibility improvements at the Nanaimo outbound, 29th Avenue inbound/outbound, Royal Oak inbound/outbound, Edmonds inbound/outbound, 22nd Street outbound and Columbia outbound platforms (renovating the existing stairs to add a new escalator)
� Completion of the planned station upgrades at Main Street-Science World, Commercial-Broadway (Phase 2) and Metrotown Stations
1 Note: MKI replacement is not an upgrade cost
36 | TranslinkExpoLineUpgradeStrategy
� Upgrades to improve neighbourhood integration at Edmonds Station
� Extension of the platform and reconstruction of the entry building and vertical circulation facilities at Stadium-Chinatown Station (accessibility upgrade) and Joyce-Collingwood Station (to support B-Line integration)
� Relocation of service walkway gates and edge tapers at the platform ends of Waterfront, Burrard, Granville, Nanaimo, Patterson, Royal Oak, Edmonds, 22nd Street, New Westminster, Columbia, Scott Road, Gateway, Surrey Central and King George Stations
� Provision of an additional emergency exit stair at Main Street-Science World, Nanaimo, Joyce-Collingwood, Patterson, Royal Oak, 22nd Street, New Westminster, Scott Road and Gateway Stations (an independent review should be conducted to verify the actual exit stair width requirements at each station)
� Lengthening of existing platforms 3 and 4 at Commercial-Broadway Station
� Extension of platform and reconstruction of the existing footbridge and circulation facilities at 29th Avenue Station
A more rigorous structural inspection of
all structures should be conducted before
operating 5-car MKII trains.
The strategy identified is based on the
understanding that the installation of fare gates
at all Expo Line Stations will be implemented
by 2013. Some of the upgrade projects are
considered beneficial in terms of capital cost
savings if they are implemented at the same
time as the fare gate project although they are
not required by 2013. Also, the Smart Card and
Fare Gate Project should take into consideration
the design required to accommodate the
anticipated changes associated with the
following upgrade projects:
� Major upgrade of the east entrance at Main Street-Science World Station
� Extension of platform and reconstruction of the east entry at Stadium-Chinatown Station
� Extension of platform and re-construction of the footbridge at the east entry of 29th Avenue Station
� Reconstruction of the east entry at Joyce-Collingwood Station
� Commercial-Broadway Station Phase 2 Upgrade
� New east entrance at Burrard Station
Exhibit 23: Upgrade Path for Alternative 2
2010
2011
2012
2013
2014
2015
2016
2017
2018
2019
2020
2021
2022
2023
2024
2025
2026
2027
2028
2029
2030
2031
2032
2033
2034
2035
2036
2037
2038
2039
2040
Tota
l Inc
rem
enta
l C
ost (
in 2
010
Con
stan
t $m
)
Tota
l In
crem
enta
l C
ost (
in M
OD
$m
)
Tota
l Inc
rem
enta
l co
st (i
n 20
10
Pre
sent
Val
ue*
$m)
Burrard (new entrance) 10.3 11.0 8.5
Commercial-Broadway (Phase 2 upgrade, platform extension over 10th Ave. entry) 80.4 85.9 66.1
Nanaimo, Royal Oak, 22nd Street, Columbia (new escalators) 4.0 4.3 3.3
Main Street-Science World (major upgrade and additional emergency stairs) 28.9 30.9 23.8
Purchase 28 additional MKII vehicles 85.9 89.6 66.5
14 vehicle on-board computers (same time as new vehicles are introduced) 6.2 6.5 4.8
Stadium-Chinatown (platform extension, reconstruction of stairs and entry building at east end) 4.1 4.4 3.3
29th Avenue (new escalator, platform extension, reconstruct footbridge and stairs) 6.2 6.7 5.0
Joyce-Collingwood (platform extension, new east entry building and full vertical circulation at east end) 6.2 6.7 5.0
Metrotown (major upgrade, include new west entrance) 41.2 45.6 31.9
Propulsion Power System Stage 2 upgrade 14.8 16.2 11.6
Joyce-Collingwood (additional emergency stairs) 3.1 3.7 2.1
Purchase 50 additional MKII vehicles 153.3 176.3 82.1
43 vehicle on-board computers (same time as new vehicles are introduced) 19.1 21.9 10.2
Adjust ATC loops, adding new VCC and SMC software releases 2.1 2.6 1.2
Inspection of all structures to ensure appropriate conditions for the operation of 5-car MKII trains
Burrard (field test mechanical ventilation capacity, relocate service walkway gates and edge tapers) 0.4 0.5 0.2
Nanaimo, Patterson, Royal Oak, 22nd Street, New Westminster, Scott Road, Gateway (additional emergency stairs) 21.7 27.2 12.7
Nanaimo, Patterson, Royal Oak, 22nd Street, New Westminster, Scott Road, Gateway (relocate service walkway gates and edge tapers) 1.4 1.8 0.8
Edmonds (major upgrade, include new escalator) 19.6 24.6 11.5
Waterfront, Granville, Edmonds, Columbia, Surrey Central, King George (relocate service walkway gates and edge tapers) 1.2 1.5 0.7
New satellite storage yard 41.4 52.7 23.4
Propulsion Power System Stage 3 upgrade 68.5 87.2 38.8
Review the need to extend the inbound track at VCC-Clark (as part of the Millennium Line upgrade, and pending future operating plan)
Review bus loop capacity and bus service co-ordination with SkyTrain services
Review capacity of park and ride lots and potential sites for new park and ride lots
Purchase 21 additional MKII vehicles 64.4 85.0 20.4
18 vehicle on-board computers (same time as new vehicles are introduced) 8.0 10.5 2.5
Purchase 27 additional MKII vehicles 82.8 120.6 18.0
18 vehicle on-board computers (same time as new vehicles are introduced) 8.0 11.6 1.7
Year-by-Year Capital Cost (in 2010 Constant $m) 0.0 61.3 145.0 81.9 0.8 1.6 67.7 133.4 128.3 0.0 0.0 0.0 0.0 24.1 24.1 24.1 0.0 0.0 30.3 30.3 30.3 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 783.1
Year-by-Year Capital Cost (in MOD $m) 0.0 62.9 155.7 89.1 0.9 1.8 77.4 161.5 158.3 0.0 0.0 0.0 0.0 31.2 31.8 32.5 0.0 0.0 43.2 44.1 45.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 935.4
Year-by-Year Capital Cost (in 2010 Present Value* $m) 0.0 52.0 117.0 60.9 0.6 1.0 39.7 75.3 67.2 0.0 0.0 0.0 0.0 8.2 7.6 7.1 0.0 0.0 7.1 6.6 6.1 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 456.2
Operating Fleet:150 MKIs + 108 MKIIs
Operating Fleet:36 MKIs + 228 MKIIs
Operating Fleet:273 MKIIs
Operating Fleet:300 MKIIs
ProjectSummary | 37
ProjectSummary | 38
7.1 Stakeholders Actions and Project Monitoring7.1.1 Stakeholder Requirements
The involvement of stakeholders is important for moving forward with the Expo Line Upgrades.
While TransLink has a leading role in the upgrade strategy, other stakeholders include senior
government, municipalities, British Columbia Rapid Transit Company, the public and owners of
properties adjacent to Expo Line Stations.
The stakeholders’ follow-up actions to this strategy are shown in Exhibit 24.
Exhibit 24: Stakeholder Follow-up Actions
Stakeholders Follow-up Actions Required Result if Action Not Completed
TransLink
-Lead the Expo Line Upgrade Project through securing funding, procurement, implementation and liaison with stakeholders -Provide capital funding (with partial funding from senior governments) -Plan and operate coordinated bus services and bus/Expo Line Station interface to support the Expo Line upgrade (with funding for the “RapidBus BC lines” from senior government) - Inform the public on the upgrade status -Monitor ridership every 3 to 5 years to adjust timing of upgrades as required based on demand profiles
-Lack of funding will delay the upgrade and the system will continue to experience overcrowding and risk of passengers choosing the automobile as their preferred travel mode -Lack of planning and expansion of the regional bus services will limit Expo Line passengers from accessing the expanded SkyTrain service -Lack of proactive communication with affected developments and the public could affect project progress and TransLink’s reputation
Senior Government
-Review funding requests by TransLink -Provide funding -Participate as desired
-Lack of funding will delay the upgrade and the system will continue to experience overcrowding and risk of passengers choosing the automobile as their preferred travel mode, resulting in emissions reduction targets not being met
Municipalities
-Support of permitting, utilities and potentially zoning requirements -Support transit-oriented developments adjacent to Expo Line stations
-Lack of cooperation could create delay or result in inconsistent upgrades between municipalities
British Columbia Rapid Transit Company
-Continued involvement in the development of the alternative upgrade options to ensure they can operate system efficiently during upgrade
-BCRTC support crucial for upgrade development and implementation
Adjacent Property Owners to Expanded Stations
-Discussions with TransLink on implications of station upgrades
-Lack of cooperation may require use of expropriation
Public
-TransLink to keep public informed on upgrade plans and approximate timeframes -TransLink to provide specific periods when upgrade works might create service interruptions
-Lack of public cooperation could result in delays and affect TransLink’s reputation
39 | TranslinkExpoLineUpgradeStrategy
7.1.2 Project Monitoring
Two perspectives may be adopted to measure the outcomes of the Expo Line upgrades:
� Interim Assessment
� Retrospective Assessment
The approach using each form of assessment is summarized in Exhibit 25.
Exhibit 25: Approach to Measuring Project Outcomes
Assessment Approach
Interim
-Ridership uncertainty increases over the long term -Monitoring ridership is recommended every 3 to 5 years to adjust timing of upgrades as required -Ridership counts carried out on vehicles for the assessment of link capacity and station access constraints
Retrospective -Pass-up demand is a direct indicator of capacity constraints and bottlenecks -Regular surveys will enable authorities to determine the effect of the capacity improvements
It is suggested that TransLink take a proactive approach to monitor the project outcomes by
conducting interim assessments. In this strategy, it is vital to monitor actual ridership to ensure
that actions can be taken at the appropriate times to address capacity needs and other issues
and to verify the success of the implemented improvements over time.