UPDATE Mon Oct. 3: It appears that TransLink has reversed the drop in service frequencies on the Expo Line as part of the upcoming changes. While retaining the lengthening of Mark I trains to 6 cars, Expo Line passengers will continue to have 6-minute service on each branch during off-peak periods, and peak period service will be increased versus the original proposal. The issues brought up in this blog post were cited by TransLink as having contributed to the decision to reverse the frequency changes.
The following reports have further confirmed the changes:
Yes, you read that headline correctly – this is not a joke, and not some mis-interpretation of the upcomingSkyTrain changes on October 22nd. TransLink is going to reduce Expo Line service frequencies, at all times of day, on October 22nd.
The Expo Line, the original SkyTrain corridor extending to King George Station in Surrey, is the busiest line on our SkyTrain rapid transit system. After poking around on TransLink’s website along with forumers on discussion boards, I made a startling discovery about the upcoming October 22 SkyTrain changes. It appears that, for no apparent reason, TransLink is sneaking a reduction in service frequencies at all times of day on the Expo Line, and this is not being communicated with the public.
I initially confirmed this when I and some fellow online forumers on SkyscraperPage, CPTDB and others were looking into SkyTrain’s schedule changes. The operating schedules for SkyTrain, SeaBus and West Coast Express can be accessed through TransLink’s “bus schedules” page by typing in corresponding numbers in the 900s. The current Expo and Millennium Lines were using numbers 999 and 996, but we discovered that the numbers 992 and 991 were being utilized for a brand new schedule effective starting in October.
This schedule showed that SkyTrain frequencies were clearly being subject to a decrease at basically all times of day – not just the peak service hours. Mid-day and evening service (currently at every 6 minutes) and weekday day-time service (currently at every 7 minutes) would be operated less frequently at every 7.5 minutes. Some parts of the schedule have seen a minor service increase from 10 to 8 minutes, but this is happening at parts of the day where the issue of frequency is not as critical – such as late at night on weekdays and weekends.
TransLink representatives at a recent media event had commented that passengers would be waiting an “extra 10 seconds at peak times” (see: report by Jeff Nagel on Surrey Leader), although trains would be consolidated into longer consists (i.e. 6-car Mark I, 4-car Mark II or Mark III) make up for this and ensure a high capacity.
However, the actual schedule change I have uncovered shows that the actual increase in wait time is closer to 25 seconds on the Expo main-line inbound from Columbia Station (108 -> 133 seconds), and will be as high as 38 seconds on average on the King George branch in Surrey (162 -> 200 seconds). In addition, in a move that has by far been completely unannounced, passengers will be waiting up to an additional 1.5 minutes on each branch during mid-days and other off-peak periods.
TransLink has never confirmed this explicitly during Q&A sessions for the October 22 changes, but has recently quietly confirmed the change on its SkyTrain schedules page, which are now showing a “Current” and “Oct. 22” schedule that reflects the proposed change on the “bus schedules” page. For more info, see the page:
Frequencies will change as follows, according to TransLink’s website:
Expo Line – Waterfront to King George
Time of Day
Frequency before Oct 22nd
Frequency after Oct 22nd
Peak Hours (6-9AM, 3-6PM)
Evening (6PM onwards)
The changes in service frequencies will mean longer waits for trains at almost all times of day, making the Expo Line less reliable and less versatile to its many riders. It will also result in more overcrowded SkyTrain platforms – as longer waits between trains means each platform will need to service up to 25% more waiting passengers than there are today with higher frequencies. Some of our stations – particularly ones in the middle of reconstruction, such as Metrotown Station – could have trouble having to accommodate for additional waiting passengers.
While train lengths are increasing, I do see the possibility that overall service capacities will come down as a result of the changes. Going from 6 to 7.5 minute service in the mid-day and on weekends is a substantial 20% reduction in service frequency, and while Mark I trains would be operated in longer 6-car formation, the Mark II trains currently operating in 4-car formation would be essentially the same as they are today.
SkyTrain passengers already swallowed a change in 2013 that saw weekend frequencies on the Expo Line drop from 6 to 7 minutes on each branch, as part of a package of cost reductions implemented throughout the entire system to improve cost-efficiency. This has resulted in substantially increased weekend overcrowding, with Saturday PM volumes between Commercial-Broadway and Main Street-Science World stations now nearly at the line’s practical capacity in both directions (see: 2015 Transit Service Performance Review, Appendix E).
Why this makes absolutely no sense, whatsoever.
One of the big advantages to the driver-less, automatic train control technology we use on our SkyTrain system has always been our ability to maintain high frequencies at any time of day, without high operating costs. On our system, shorter trains at higher frequencies can provide the same capacities as longer trains and lower frequencies typically found on other light and heavy rail systems, but without the higher costs associated with needing extra drivers and conductors.
This has made us a continental leader in providing rail rapid transit services among North American cities. I have previously noted that Metro Vancouver is unmatched in its off-peak rail transit service frequencies, when compared to metro areas of similar sizes – in which off-peak service on the rail network is generally provided every 10 to 15 minutes on individual lines.
Portland, Denver, Pittsburgh and Cleveland are other metro areas similar in size to Metro Vancouver with rail transit systems, yet none of them are able to provide the kinds of service frequencies we have on our fully-automated SkyTrain system. Go [HERE] to see a comparison of our service frequencies against these cities’.
What can be done about this
TransLink is dealing with a public credibility problem and this is certainly not going to help their case. The entire service change on October 22nd is being made without a formal public consultation process, which wouldn’t really be so much of a problem if there weren’t going to be major changes in service frequencies on existing lines – but there are. And, there has been no indicated rationale as to why mid-day and weekend service frequencies are also being reduced.
I don’t see any barriers to continuing to provide a 6-minute service off-peak with the longer trains, or utilizing the existing schedule whereby peak service is operated at higher frequencies, with a mix of trains including shorter 4-car Mark I trains.
UPDATE Fri Sept. 23 @ 10:24AM: At the moment, the fabrics of how this decision went through are still unknown to me. However, I am now working on communicating with BCRTC and TransLink’s planning department to get some answers and gauge whether I could push to have this decision reversed.
UPDATE Mon Oct. 3: It appears that TransLink has reversed the drop in service frequencies on the Expo Line as part of the upcoming changes. While retaining the lengthening of Mark I trains to 6 cars, Expo Line passengers will continue to have 6-minute service on each branch during off-peak periods, and peak period service will be increased versus the original proposal. The issues brought up in this blog post were cited by TransLink as having contributed to the decision to reverse the frequency changes.
The following reports have further confirmed the changes:
Proposed driverless train network cites Vancouver as model in case study
The Caisse de dépôt et placement du Québec (CDPQ), an institutional investor responsible for financing major transportation projects in Quebec, has proposed the construction of a driverless rapid transit network,similar to our SkyTrain system, to service Greater Montreal.
The Réseau électrique métropolitain (REM; English: Metropolitan Electric Network) will span 4 proposed corridors and 67km. The system will serve several Greater Montreal cities and be the 3rd longest driver-less system in the world after the Dubai Metro and Vancouver’s SkyTrain.
The proposal will double the length of Montreal’s rail rapid transit network, and addresses the need for rapid transit to service areas in Greater Montreal where most commuters are driving to access the inner city, or are putting up with long bus and commuter train rides. The service will address the previously identified need to bring rail rapid transit across the Champlain Bridge, and bring new rapid transit to many areas of western Montreal that do not have any access to rapid transit currently.
Travel time savings and high service frequency were made key focuses in the CDPQ’s proposal, which outlined what kind of travel time savings would be achievable on each of the 4 proposed corridors:
REM Travel time and frequency at rush hour
REM Project overview
REM project benefits/logistics
Part of the project would involve the conversion of the existing Deux-Montagnes commuter rail line to integrate with the proposed rapid transit network. Similar to SkyTrain’s Expo Line, an existing rail tunnel will be repurposed in order to service the new rapid transit line (this tunnel currently carries the Deux-Montagnes line’s existing service). In addition to servicing 3 major suburban areas, the proposal includes a branch to the airport that fulfills an earlier proposal to build a Canada Line-like system connecting to the rest of Greater Montreal.
At a cost of $5.5 billion to build, the new line will represent a major investment in Greater Montreal rapid transit that will be the biggest since the Montreal Metro. However, Caisse, which was awarded the responsibility for financing major transportation projects in Quebec in an infrastructure deal last year, has offered to invest $3 billion – just over 50% of the project’s cost – into the REM project. Additional public investment would then be split between senior-level governments.
The massiveness of the CDPQ’s investment commitment shows that it is confident that the project will succeed. The CDPQ’s case study clearly identified the potential to bring serious benefits for transit riders, and its clearly identified rationale for choosing driverless train technology dignifies its success here in Metro Vancouver and around the world.
The new system is expected to have 150,000 riders on opening year (2021), 65,000 higher than currently exist on those corridors.
To fulfill the expectation that the system will raise this ridership, the CDPQ has designed the project with an intense focus on travel time benefits and rider comfort. Focus was placed on making sure trains were accessible all-day, every day, with the project advertising that service will run 7 days a week for 20 hours, and much more frequently than existing commuter rail service. CDPQ also focused on ensuring the system had quality amenities such as a free wi-fi network along the line for all commuters.
SkyTrain cited as inspiration
In addition to the improvements in transit service, over $5 billion in economic development is expected to be attracted along the line, with Vancouver and the Canada Line cited as the primary example. The construction process is expected to contribute $3 billion to the GDP, and the reduction in road congestion is expected to reduce economic losses of $1.4 billion per year and 16,800 tonnes of greenhouse gas emissions every year.
Following the SkyTrain model
Caisse was one of the private investors in the private consortium chosen to build the highly successful Canada Line rapid transit project back in 2009. Caisse’s experience from co-investing in the Canada Line, and then co-experiencing its record ridership numbers well above target while billions in economic growth is spurred along the line, appears to be directly translating into the choices of station spacing, technology and level of investment on the REM.
These choices are remarkably similar to the ones that we have made with transit here in Vancouver – as an example, we also repurposed an existing tunnel for our driverless SkyTrain system – and would suggest that Greater Montreal is on its way to a transit future that is sustainable to maintain and feasible to expand. Here in Vancouver, we’ve managed to expand rail transit faster than every other city in Canada, while our system boasts an exceptional system ridership record that is envied throughout North America by other cities.
Just like our SkyTrain system, the system will make use of shorter trains (2-car trains off-peak, joined to form 4-car trains during peak hours) at a higher frequency, providing the same capacity as longer trains at a lower frequency.
With 24 stations over 67km, the station spacing means that the REM is a cross between suburban/commuter rail and urban rail.
The spacing is wider, resulting in faster service, in outer areas where rapid transit is competing against commuting by car and localized access is not its main purpose. However, it condenses in inner areas where the line can then double its purpose and act an urban rapid transit link. This is similar to what is done by our SkyTrain system here.
To top things off, the system includes an airport branch which is similar to what was done with our very own Canada Line. This approach to integrating airport service with other nearby urban rapid transit service is different from what was done in Toronto with the construction of its dedicated Union-Pearson Express train, which was heavily criticized for its high fares.
The concept 2-car trains (which are joined to form 4-car trains during rush hour) look similar to the Bombardier ART and Innovia trains being used here in Metro Vancouver. The system will share the same 80m platform lengths used by our Expo and Millennium Lines.
The project mentions that they will be “electric light metro” cars that use overhead catenary power, presumably to capitalize on the existing commuter rail infrastructure on the Deux-Montagnes line and through the Mount Royal Tunnel. While it’s plausible that the trains will be using conventional propulsion technology, the train size and specs suggest that linear motor train technology as used in our Expo and Millennium Line could be adopted.
Bombardier currently offers its Innovia Metro trains (used on our SkyTrain system) with third rail propulsion options, but it would not be difficult to modify the design to take overhead power. Existing third rail trains can be easily modified and outfitted with pantographs.
As an example, last year a number of Tokyo Metro Series 01 train cars, which were used on the city’s busiest Ginza Line, were transferred to a local railway in Kumamoto, which required the installation of an overhead catenary and other modifications (whereas the previous metro line was a third-rail subway).
I have previously commented on how Montreal rail rapid transit projects have specified trains that are similar to those used on our SkyTrain system. This proposal, which actually encompasses many of the same corridors, continues that trend, and it is becoming increasingly likely that a full ALRT adoption is going to be used.
The cost rationale for going driverless
Greater Vancouver pioneered driverless rapid transit when SkyTrain was introduced more than 30 years ago, utilizing what was then the latest technology developed by Alcatel and UTDC. Since then, other systems have been built in numerous cities around the world. According to the International Association of Public Transport (UITP), 35 cities around the world operated 52 automated metro lines, spanning over 700km, in 2014. This is expected to increase three-fold to over 2000km by 2021.
Automation brings many operational advantages, in particular, increased safety and flexibility in operation, unrivalled reliability, and more attractive job profiles for the staff on the line. Building on these strengths, metro operating companies can seize on automation as a lever for change at all company levels: operational, maintenance and customer service.
One of the more obvious ways that a driver-less system saves money is with the reduction in staffing (no drivers on each of the many trains), headroom is created to operate much more frequent service during less busy weekends and off-peak hours, without incurring an operating cost penalty.
However, the REM’s design choices also show how driver-less train systems can also create the flexibility to save on the project capital cost while maintaining the highest quality of service.
With service frequencies as high as every 2 minutes in the central portion of the line through Montreal City Centre (and potentially higher as ridership increases), driver-less technology is what fosters the potential to combine the no less than 3 forking lines to the west, each already operating at a high frequency, into a single line heading into the city core.
Traditional, driver-operated commuter railways do not always benefit from the ability to merge lines, as the lower permitted frequencies and longer train sizes make running at such high frequencies prohibitive and infeasible. As an example, in Osaka, Japan, the 3 ‘Hankyu’ commuter train line branches serving the areas north of the main city enter the city core on a wide 6-track right-of-way, including a 6-track bridge over the Umeda River. Each line gets its own set of tracks and is operated separately from one another.
Montreal’s REM proposal is using driverless technology to avoid this setup, utilizing driverless technology to have trains from 3 different lines travel into the city core at very high frequencies – without the need for separate tracks, additional tunnels and viaducts, and larger infrastructure, meaning costs and land footprint are significantly reduced.
It is clear why CDPQ is choosing a driverless, automated light metro system – the higher frequencies allow for capacities that are comparable or better despite shorter platforms, and compared to an investment in heavy commuter rail, the REM’s choice for driverless train technology could be saving billions upon billions of dollars.
Opening to public in 2020
One of the marvellous things about the R.E.M. plan is the speed at which the CDPQ wishes to set it up. With a clear business case and clear benefits presenting the opportunity to quickly approve funding from the provincial and federal governments, construction is expected to start in Spring of 2017, approximately 1 year from now.
The line will then open in 2020, with construction sped up by the well-planned re-use of existing rights-of-way and tunnels, and its integration with other projects such as the new Champlain Bridge.
Despite what could be seen as challenges due to the cost, the REM proposal, and the speed at which it will be ready for service, is a showcase of what happens when all parties can come together with a great plan and a great business case. Moreover, driverless train technology, which was pioneered and made extremely successful here in Vancouver, is the basis of this proposal.
I think I am most delighted by the indication that driverless train lines are still worth building and make a lot of sense for urbanized cities. Many of Vancouver’s SkyTrain expansion critics seem to think that isn’t the case.
My guess is that once the REM is complete and its success plays out, its success could very well trigger a rapid transit planning revolution and the mass spread of driverless train systems throughout world cities. Canada will not only be the country that pioneered this technology – but also the world leader in implementing it, with two of the world’s longest driverless systems in Montreal and in Vancouver.
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.
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.
Above: The Canada Line at Marine Dr. Station. Featured photo by Larry Chen.
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:
Data shown in alphabetical order, with Vancouver (NoF) on top.
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
Featured above: The Nanakuma Line in Fukuoka uses LIM propulsion (SkyTrain technology)
Above video: (Japanese) report about the Nanakuma Line extension project in the City of Fukuoka
Japanese cities are leading the way in their investment in the same linear motor technology systems powering the Vancouver SkyTrain system.
A few weeks ago, the City of Fukuoka confirmed a major 1.6km extension of its Nanakuma Subway line, from its present terminus in Tenjin-Minami to the city’s intercity train terminal at Hakata Station. This extension will create a new extension from the south end of the Tenjin city centre area to Hakata Station, while passing underneath Canal City – a major mall in the city and Japan’s largest private development complex.
This extension will make the Nanakuma Line more accessible to intercity travellers arriving via the bullet train (Shinkansen) from Osaka, Kagoshima or Nagasaki at Hakata Station, and it will also improve transfers to the city’s Airport Line subway and connections to the airport, by allowing travellers to bypass the most congested section of the airport line at Nakasu-Kawabata.
Construction for this extension is already ongoing and is visible on Fukuoka’s city streets. The new extension is expected to be complete by 2020.
I am pleased to hear about this extension as Fukuoka is the largest city in Kyushu, the southwestern area of Japan where I lived in during my past year. In my time there I made frequent visits to the city, including frequent use of its subway lines. The Nanakuma Line was the first “SkyTrain technology” subway I visited, right after I arrived last September.
Sendai opening brand new SkyTrain technology line next week
Next week, Sendai will be proceeding with the opening of its east-west Tozai Line – a brand new subway system constructed with linear motor (SkyTrain) technology.
The City of Sendai has already hosted a test ride, attended by over 6000 would-be passengers of the new rapid transit line.
Above video: (Japanese) news report showing test rides last week on the Sendai Subway Tozai Line
The test rides were successful and the line is on track to open for revenue service in exactly 1 week on December 6, 2015.
As reliable as Japan’s public transportation system is, with so many trains running from morning to night, eventually some sort of problem is going to occur. Passengers heading to work or school in central Kobe had their commute interrupted at approximately 8 a.m. on November 16, when it was discovered that an overhead line had snapped on the Japan Railways (JR) Kobe Line between Kobe and Motomachi Stations.
Seeing that the repairs would take some time to complete, some 5,000 passengers were instructed to leave the carriages, which were stopped in an empty stretch of the tracks, and walk to the nearest station, as directed by JR staff who were on the scene.
Even in Japan, which is known for having one of the world’s supposedly most “punctual” train systems, delays and incidents can occur. Last week in Kobe, this was the scene on the city’s main JR rapid transit line after an incident with an overhead power-line was found, requiring a full shut-down of the system in Kobe and service disruptions throughout the 194km-long intercity rapid transit line.
If this sounds familiar, that’s because it does resemble some of the incidents that have plagued our SkyTrain system here in Metro Vancouver over the past few years.
I’m also sure many of you are aware of what happened to the SkyTrain yesterday (November 24th), when it was shut down in downtown due to a “power failure” incident that turned out to be a ‘one-in-a-million’ misplaced replacement rail part that moved on the tracks and struck/damaged the power shoe of an oncoming train.
I was in Japan last week and happened to actually experience the Kobe incident in the video at the top of this post, although I wasn’t in Kobe when it occurred. Instead, I felt the ripple effects over 140km away at Maibara Station, on the eastern end of the line, as I transferred from another train from Nagoya intending to ride this particular line en route to Kyoto.
The featured photo at the very top of this post is my own picture of the “trains delayed” notice display I ran into when I arrived at Maibara Station. I could feel my stomach churn even more when I checked the departure time-boards on the station platform itself, which showed that westbound express trains had been completely cancelled.
This left me and perhaps several hundred other passengers waiting on the platform before having to crowd onto a smaller local train, which we would ride until another station down the line (Yasu) where express trains would re-commence. The incident was uncomfortable, cost me nearly 90 minutes in delay and had a major effect on my plans for the day.
This is, incidentally, longer than the approx. 60 minute delay I experienced yesterday when I was caught in yesterday’s SkyTrain delay. I started commuting from Surrey to the Main St. Station area to fulfill an errand, right after delays began at around 2:50PM. I went through stopped trains, crowdedness of the trains and crowded-ness again when I boarded a replacement shuttle bus at Commercial-Broadway Station.
There’s a lot that we can learn from the Japanese when incidents like these happen. In Japan, trains are so critical to the functions of life, responsible for moving millions of people every day in a very dense country. Punctuality is considered very important, and so train operators concentrate on providing the best service possible when everything is working. It’s important to understand that things can sometimes not work – and when that happens, instructions have to be followed and anger has to be calmed. Which is why the train evacuations showcased in the video were so smooth and orderly.
The most important thing to remember is that at the end of the day, these incidents don’t actually happen that often – SkyTrain has maintained a statistical reliability that tops transit systems in other cities. I pride myself over having kept myself calm throughout yesterday, and hope that other passengers who were able to do the same do so as well.
We can’t let these incidents affect the way we think about transit and play our part in shaping major transit decisions, like the recent NO vote on the regional transit referendum. It’s easy to lose sight of the facts when you’re inconvenienced and made bitter, but at the end of the day, in doing you really aren’t helping anyone.
I’m noticing many commuters on Twitter talking about how reluctant they were to take SkyTrain today. If I had let the incident from last week stop me from using the JR train line again out of fear, I wouldn’t have been able to resume with my plans to visit Himeji Castle and take these gorgeous pictures….
Lastly, here’s a bit from the Rocketnews article that perhaps TransLink could take from for next time…
…we think what really sealed the deal is the Japan Railways representative who shows up on the platform at the video’s 0:27 mark, ready to apologize to those who were inconvenienced and hook them up with bottles of tea, which he opens for each person who walks by. Because hey, on the occasions when you can’t be punctual, you may as well be classy.
^ New Yongin Everline promotional video (in Korean)
The 18km “Everline” rapid transit system in Yongin (near Seoul), South Korea, which utilizes the same “SkyTrain technology” trains used here in Vancouver, has celebrated its two year anniversary this past week – and along with that, city residents and officials have also been celebrating its positive effect in transforming the city of Yongin.
A new report published in English by the Korea Herald reports that the Everline is transforming Yongin City – helping to foster business growth and attract high-tech industries, encourage more people to adopt transit-oriented lifestyles and reduce congestion. The Everline is now meeting the ridership projection that was initially made in 2011.
Yongin, once regarded as a commuter town in Gyeonggi Province, is now developing into a business-centered metropolis equipped with a growth engine as it amasses infrastructure befitting a city of more than 1 million residents.
The development has been underway since Mayor Jung Chan-min took office nine months ago. The city is setting up several industrial complex centers including the Yongin Techno Valley currently under construction, and the once-dormant light rail ‘Everline’ is currently used by over 30,000 passengers daily.
The Everline opened for service in 2013, after being unable to open in 2011 (the line had been fully constructed and in a ready-to-open state since before even then) and again in 2012, due to refusal from the City over issues with both construction and projected ridership (see INTERVIEW with Joongang Daily – Feb 2011). The delay was seen negatively by the Yongin Rapid Transit Company (YRTC), the line’s operator, which was awarded nearly $500 million in damages through the International Court of Arbitration, after suing Yongin City for delaying the opening of the line.
These issues, among others, gave the Everline a very dismal reputation among city residents – and a reportedly low ridership when the line was opened did not make things any better. One group of vocal residents, who were understandably not too happy about the delays and lawsuit, at one point called for the Everline to be dismantled altogether.
But, according to The Korea Herald’s report, it turned out that one of the key problems with the Everline during its initial year of operation was a total lack of fare integration with surrounding transit systems. There was also no direct station-to-station connection or fare integration between the Everline’s terminus station in Giheung, and the nearby Giheung Station of the Bundang Line subway connecting to Seoul City Centre.
Both of these issues were fixed by late September last year, causing ridership levels on the Everline to increase by triple by this April, a period of just over 6 months.
Everline, the major light rail line of Yongin, opened two years ago, but it had been long regarded as a public nuisance with fewer than 10,000 users per day. After implementing the Metropolitan Unity Fare system in September last year, the number of passengers drastically increased. After one month, over 20,000 passengers on average used the light rail daily, and the number reached an average of 30,000 passengers last month.
The ridership is now close to meeting the latest daily ridership forecast of 32000, by the Gyeonggi Research Institute in 2011; and at this rate will surpass it some time this year.
This is very significant for Yongin, because one of the things that pressured the City into refusing to open the line in 2011 was the lack of confidence that it would meet this projection – the city’s internal projections of 10,000 daily riders disagreed with the Gyeonggi Research Institute. The Mayor stated the City did not want to open the line, expressing concern about the increased operating subsidy and a loss of revenue due to lower ridership.
When the line finally opened in 2013, Korean transit blog Kojects noted that the city’s projection had turned out to be true (see No Passengers on Yongin Everline – June 2013) – with the line recording just under 10,000 passengers daily. However, the fare integration with surrounding transit had not yet been implemented, despite its anticipation during previous attempts to open in 2012. Now that it has been implemented, the ridership level is now triple the city’s initial projections and nearly matches the projections set by the Gyeonggi Research Institute; it will handily surpass those projections within this year.
The Everline costs about $26 million to operate yearly, which is a relatively low cost made possible by driver-less train operation. As a result, it is now close to half-way to reaching its total “break-even” point when daily ridership hits 75000 (This is according to a Korean newspaper – [see here]). At 75000, fare revenues will 100% cover all operating costs, completely eliminating the operating expense for city taxpayers.
By comparison, here in Vancouver our SkyTrain lines have hit their break-even points and are covering their operating costs through fare revenue. The newest Canada Line, opened 2009 and using Korean-built trains from Rotem in two-car sets, hit its break-even point of 100,000 daily riders in 2011 (against projections of hitting this in 2013). However, our SkyTrain lines have opened on-time and on-budget. The Canada Line opened several months early, and was bolstered further by the 2010 Winter Olympics in Vancouver.
Everline as an asset to Yongin City
On top of the recent fare integration, new efforts – including the promo video at the top of this post – have been made to promote the viability of the line to residents, many of them still bitter from having to wait years to ride and sitting through the handover of a major chunk of the city treasury.
It’s taken some time, but shuttle buses from the four main universities that are connected by the Everline, which previously were connecting to major transit centres, are now connecting to the Everline (According to previously linked report in Korean – [see link]), helping the universities reduce their transport costs. Activity on the line is increasing and there are now buskers performing at many of the line’s busier stations, fostering a lively urban atmosphere.
New developments on the line aim to take advantage of the Everline’s convenience. One multiple high-rise proposal, at the Everline’s junction with the Bundang Subway Line at Giheung Station, is expected to be a massive contribution to the line’s ridership (see report in Korean – [link])
The new Mayor of Yongin, who was elected to office 9 months ago, has supported the Everline and demonstrated its versatility by making the Everline a part of his own commute (the Everline has a station in front of Yongin City Hall), and has organized a citizens committee to make the best of the line now that it has been built. He has also used the Everline’s example to push for further rail investment in Yongin City – which may include further extensions of the Everline itself.
Everline trains consist of a single car, which is the same length as our Mark II cars but as wide as our Canada Line vehicles at 3.2m wide. The trains have been termed by some media and riders as “cute”, but derided by critics as being “more like buses”.
Nevertheless, trains run every 4 minutes during weekday peak periods, and no less frequently than every 6 minutes except during early mornings and late nights on weekdays and weekends. This is a higher quality service than many grade-level, driver-operated Light Rail systems. In addition, all stations are ready to accommodate 2-car trains.
Significance to Vancouver
The Everline has often caught the attention of transit observers in Metro Vancouver, noting the identical ‘SkyTrain technology’ from Bombardier being used on the new line.
Critics of SkyTrain expansion in our region were the first to jump on the Everline story, framing its issues as reasons that we should avoid expanding our SkyTrain system. I find it particularly ironic that it is the same kind of interference from municipal politicians – which resulted in the Everline’s shortfall as a Yongin City asset – that has been desired by critics referencing that shortfall as a way of stopping SkyTrain expansion.
But it should be clear that none of the problems with the Everline were the result of ‘SkyTrain technology’, or Bombardier. In his interview with Joongang Daily, the Mayor of the City in 2011 cited two reasons why the City was refusing to open the project: issues with ridership (which we now know to have been lack of integration), and issues with construction resulting in “noise and safety concerns”. These apparent construction issues were related to the elevated guideway structure and so a result of the construction contractor, not Bombardier or anything regarding ‘SkyTrain technology’.
Regardless of everything, the Everline has proved to be a successful transit system – and every day it carries more passengers and transforms life for more and more citizens in Yongin, it is turning around its dismal beginning of being a “failure” or a “white elephant” and becoming a true rapid transit icon in Korea.
I believe the Everline Story has two main lessons for all of us here in Metro Vancouver:
“P3” transit projects must be carefully planned and considered. The Yongin Everline is essentially akin to a “what if the Canada Line P3 failed” scenario, with ridership not meeting projections – except the disaster was also kind of pre-empted as a result of fear of failure from the City’s politicians, the resulting delays in opening, and the lack of fare integration. The Canada Line did not fail because it was built on a well-demonstrated transit corridor (the previous 98 B-Line rapid bus was demand proof) and kept a promise to riders by mandating travel time improvements – the designer was actually required to orient its proposal around a set travel time value, and the Canada Line’s reliability in meeting that travel time was subsequently found to be the line’s #1 most-liked aspect in rider surveys. The City of Surrey should particularly be paying attention because it wants to use a P3 model on its proposed grade-level Light Rail system, which is more vulnerable to ridership not meeting projections than a grade-separated SkyTrain extension.
Featured above: A Mark II train on the region’s existing Kelana Jaya Line
It’s official: SkyTrain technology has been confirmed in Malaysia for a brand new, 36km rapid transit line to be built on the outskirts of Kuala Lumpur. The new ‘Klang Valley LRT Line 3’ will begin construction at the beginning of next year, and is expected to open for revenue service in the year 2020. An alignment study has been completed, and the project owner has distributed the construction tenders just last week for the new line so that the detailed design process may proceed.
The Klang Valley line will intersect with the existing Kelana Jaya Line on Kuala Lumpur’s RapidKL network. The Kelana Jaya Line was built on the same propulsion and driver-less technology used on the SkyTrain system in Metro Vancouver, and uses the same Mark II vehicles manufactured by Bombardier. In addition to the Klang Valley Line, RapidKL is also currently in the process of completing a 17km extension of the Kelana Jaya Line, which will open in 2016. Here’s a short description of the new line from RapidKL:
Designed to ease traffic congestion in the Klang Valley and connected to the current LRT Kelana Jaya Line and the upcoming MRT Line 1 Sungai Buloh–Kajang, the proposed alignment of the LRT3 is currently being finalised by the Land Public Transport Commission.LRT3 aims to connect Bandar Utama to Klang, covering 36km, and will comprise 25 new stations.
Daryl’s take reported on the Klang Valley Line last year, then known as the “Shah Alam Line” (SEE: Previous article) when its potential use of SkyTrain technology was merely a possibility. This has now been confirmed in the alignment studies.
The environmental impact assessment for the Klang Valley/LRT3 project, which was uploaded by observers on the SkyscraperCity forum, mentions that the vehicles on the proposed transit line will be the “similar to those used on the Kelana Jaya line” – indicating that they will be the exact same vehicles or a close variant, using the same linear motor propulsion technology, and driver-less operation.
The Light Rail Vehicle train, similar to those used in the Kelana Jaya LRT Line, will be used. The train can be configured to a 2, 4 or 6 car-vehicle train. The dimension of each car is 20 m long x 2.65 m wide x 3.44 m high. Each car will have a minimum of 36 seats and 6 passenger doors (3 doors on each side). It will be full Automatic Train Operation driverless system.
While the assessment did not specifically mention the use of linear motor propulsion, it did specify a vehicle height of 3.44m, matching the vehicle height of the Mark II trains on the Kelana Jaya line and thereby requiring the use of linear motor “SkyTrain technology”, as the height would not permit standard rotary motor propulsion due to its requirement of a higher platform. As a comparison, the regional network’s Ampang Line trains, using standard rotary-motor propulsion, have a height of about 3.9m. The assessment also specified a 5% maximum grade, requiring linear motor trains for safe operation. For rapid transit rail lines, standard rotary propulsion trains are generally limited to 3% maximum grades in order to accommodate for push-pull operations in the event of train stoppages and other emergencies.
The initial operation will use 54 2-car trains, at a 2-minute headway throughout the day. There will be an end-to-end time of 51 minutes on a running speed of 80 km/h, for an average speed of 42 km/h. Here are some additional highlights of the new Klang Valley line:
Largest SkyTrain technology expansion in recent history
At a whooping 36km from end-to-end, with 25 stations, the line will be the largest expansion of SkyTrain technology in recent history. I believe this will assuage some critics in Metro Vancouver who have claimed that the expense of SkyTrain technology prevents us from building larger-scale expansions. This is 36km of track being built at once, within 4 years!
The new line will be designed to accomodate 6-car trains on platforms that are 120 m long – 50% longer than those used on the Expo and Millennium Lines. This will not be the first example of a SkyTrain technology transit line with trains longer than 4 cars (the Toei subway Oedo Line in Tokyo runs 8-car trains), but it may be the first done with Mark III trains if Bombardier is awarded the rolling stock contract.
330,000 daily passengers after 30 years
The line is being designed to meet projections of carrying 330,000 daily passengers by the year 2050, which will make it one of the busiest SkyTrain technology lines in the world – and possibly the busiest using Bombardier’s Innovia trains if those are used on the new line. Opening-day ridership is estimated at 70,000 riders.
82km of SkyTrain technology
With the existing Kelana Jaya Line and its extension, the Klang Valley line’s 36km addition will result in over 80km of SkyTrain technology rapid transit in operation in the Greater Kuala Lumpur area.
This will be the second largest network in the world, short of the Guangzhou Metro which is already operating over 100km of linear motor rapid transit and continues to expand that. If the rolling stock is provided by Bombardier, then RapidKL will surpass Vancouver’s SkyTrain to become host to the world’s largest SkyTrain technology system with Bombardier trains.
CSR-Zhuzhou consortium bids, debunks “SkyTrain is proprietary” myth
According to a recent news report, Chinese rolling stock manufacturer CSR-Zhuzhou, which has previously provided linear motor technology for the Guangzhou Metro and the Changsha Maglev, has bidded for the Klang Valley line in a consortium with local construction firm Naza Engineering & Construction. The Naza-CSR consortium have offered to fund up to 90% of the project cost, in an effort to lure the contract.
If the consortium wins the contract, the trains will then be built by CSR-Zhuzhou rather than Canada’s Bombardier. They will still have to fit the specifications in the alignment study, meaning that linear motor propulsion trains – likely based on the ones in service in Guangzhou – will be used.
A Naza-CSR win would mark the second time in history (the first being Tokyo) that a SkyTrain technology rapid transit system is operating vehicles from two different manufacturers, effectively debunking a commonly spread idea throughout this region that “SkyTrain technology”, which was originally developed in Canada, is proprietary. The Greater Kuala Lumpur region is familiar with CSR-Zhuzhou: they had previously provided rapid transit vehicles (of standard rotary propulsion tech) for the region’s older Ampang Line.
Bombardier eyeing Klang Valley Line, sets up resources in Malaysia for prospective bid
A representative from Canada’s Bombardier Transportation (the manufacturer of our Expo and Millennium Line SkyTrain cars) has previously stated that the company is eyeing a train order for the proposed Klang Valley Line project, as well as other proposed heavy rail rapid transit projects throughout the region. Bombardier Rail opened a new office in Kuala Lumpur last year to facilitate operations in Malaysia and throughout Asia, accomodating 100 engineering, project management, systems integration and signalling specialists. If Bombardier bids for the Klang Valley line, they will then be in open competition with CSR-Zhuzhou and any other bidders for the line rolling stock.
While we can’t seem to decide on transit projects or technologies here in Metro Vancouver, the Klang Valley region has progressed quickly and the project owner has already started the call for construction tenders. This is not just a proposal at this point – the consultations have been finished, and the project is moving forward. The line will be open for service just 5 years from today.
About Kuala Lumpur’s “Rapid Rail” system
Kuala Lumpur’s RapidKL network is like a clone of our SkyTrain system overseas: the system is composed of several grade-separated, automated (driverless) rapid transit lines. Some use the same linear induction motor propulsion technology and Bombardier Mark II vehicles used on SkyTrain here in Vancouver, whereas others use standard rotary motor technology (as with the Canada Line). The Ampang Line, the first rapid transit line, used standard rotary propulsion and was opened in 1996. This was followed by the 1998 opening of the Kelana Jaya Line, the fully automated linear-propulsion line that looks and works exactly like our SkyTrain system, with the same Mark II trains.
The 29km Kelana Jaya Line is built with both overhead sections and bored tunnel sections through the city core. It is the busiest and most popular rapid transit line in metropolitan Kuala Lumpur with 160,000 riders daily , and was for a long time the only rapid transit service in the Klang Valley metropolis that broke even (revenues paid for operations costs) until the Ampang Line, which had historically fallen a few thousand riders short from breaking even , was equipped with thec system to itself become fully automated (driverless) . Both lines are currently receiving extensions that are due to open at around the same year the Evergreen Line is opened here in Vanouver.
The extensions are shown in the above map (note the unnamed stations near the bottom). Kuala Lumpur’s Rapid Rail system has been immensely successful since its opening, being major money generators for the regional rapid transit system and the biggest drivers of ridership and high-density development. SkyTrain technology helped the fares on RapidKL’s rapid transit lines remain completely unchanged for 10 years , despite hydro bill increases for the operating company, as a result of continually increasing ridership . The RapidKL network is considered the “key revenue-generator contributor” for Prasarana, the regional transportation authority if the Klang Valley 
Passenger numbers from Urban Rail Development Study, page 19 [LINK]
The Ampang Line breaks even at 170,000 riders daily, according to Malaysian Business (article “Red Flags” from 16 June, 2000 issue – not available online) – most recent recorded ridership was 141,000 daily
The Kelana Jaya Line has been automated from start of service; the Ampang Line was refitted with the Thales SelTrac system in 2012 [SEE HERE]
LRT, Monorail fares to go up next year – Astro Awani report [LINK]
Prasarana Power Cost Up 17% since Jan 1 – The Edge Malaysia [LINK]
“SkyTrain technology” (linear motor propulsion, with automated operation) has been declared for a major investment in rail rapid transit in the outer boroughs of the city of Tokyo, Japan – the world’s largest metropolitan area with over 38 million people residing.
The proposed lines – initially two separate projects codenamed “Metro Seven” and “Eight Liner” – will be merged into a single project that is 59.7km long, with 42 stations.
There is an additional 13.7km extension to Tokyo’s Haneda Airport (bringing the total project length to a whooping 73.4km) under consideration. It has not been finalized as part of this proposal and is pending further study, likely given that other Haneda-oriented rail projects are currently being considered by other operators.
I was given a link to a study on the Itabashi ward website, which concluded that the use of SkyTrain technology would significantly save costs and improve the project business case, due to significant reductions in tunneling and land acquisition costs.
The Tokyo Metropolitan Bureau of Transportation (Toei) has proposed to build and operate the subway line with public funds, a rarity in a country where most major railways are built and operated by private companies.
Linear Motors Save Costs
The new metro line in Tokyo will use a new specification called “Smart Linear Metro“, which is identical to the 69km SkyTrain technology railway line proposed in Okinawa. Short, 12m long cars – similar to Vancouver’s Mark I SkyTrain vehicles – will enable a further reduction in tunnelling height, curve radius and land costs compared to 16m long “standard linear metro” cars already in use in Fukuoka, Yokohama, Kobe and other cities, which themselves allow for smaller tunnels than standard 20m rotary propulsion metro cars. To enable the high carrying capacity required for a Tokyo metro line, multiple-car, articluated units will be used.
Through the reduction in tunnelling and land acquisition costs – made possible by the key advantages of linear motor propulsion in lower floor heights and tighter curve radii – the use of SkyTrain technology is estimated to save taxpayers the equivalent of $300 million Canadian dollars.
Slides from the case study (tap to enlarge):
Trains will initially operate every 3 minutes during peak times on the higher-demand western segment, whereas a 5 minute frequency will be used on the eastern segment.
Toei has previously demonstrated SkyTrain technology successfully on the Toei Oedo Line, a major Tokyo subway line with a ridership of over 850,000 passengers daily. The Oedo Line has operated successfully for over 23 years. It’s no surprise that with this record, Toei would want to build another such line.