Planned obsolescence, on a massive scale (part 1)

While as not to get too in deep here, as Metro Vancouver’s newest rapid transit line, the Canada Line is now over a month into revenue service, certain things are being put through the microscope. What is missing, what can be improved, and what may or will happen in the not too distant future will be put into question. This is clearly through my perspective, and some may not agree though.

Now at first glance when you first step into one of the 16 stations along the Canada Line, euphoria sets in. You can’t help but gaze in awe of what $2 billion does. The trains are, for the most part, clean, and quiet. While you down your Jugo Juice heading to the city centre you think to yourself, “My God, why didn’t we get this sooner?!”. Step back to reality.

There is an immediate problem here, and we shall start in the process of entering a station.
All but 5 stations (Waterfront, Vancouver City Centre*, Bridgeport, Sea Island Way and YVR-Airport) have only 1 entrance. And since most are situated adjacent to a street corner, it would make sense to have added a second entrance on the opposite corner– convenient for bus stops close to the stations. It doesn’t have to be extravagant as the main entrance, even just a small ubiquitous glass-housed sheltered stairwell heading underground (if applicable). Since the line itself wasn’t built in the ground lower than it is (only about 25m burrowed if I’m not mistaken), It wouldn’t work and thus unlikely for a re-fit later on.
*During business hours, entrances from Vancouver Centre and Pacific Centre are open.

Faregates. There was an issue on why it wasn’t installed on launch day (either time constraints or money, likely the latter). TransLink plans to have them installed on Canada Line stations in 2010, and existing Expo and Millennium Line stations in the near future. All this talk about fare evasion, this would’ve been a chance to do something about it. In regards to this, for the entire revenue day (around 4.30am – 1.30am) there should be at least 1 attendant either near the future faregates, or somewhere in the vicinity. Most often a Transit attendant present is sparse. Of course, the implementation of faregates, would mean a new fare system (as apposed to the 90-minute tickets), but that’s for another topic.

No growth for retail opportunities in the station itself. Sure, you have Jugo Juice in pretty much every station, but this would have been prime opportunity to have a multitude of businesses operating, occupying an otherwise empty, cold and, let’s face it, bland interior the Canada Line provides. This is especially true to high occupancy stations such as Broadway City Hall and Vancouver City Centre Station (save for adjacent shopping centres).

*This is more of an irk I see when approaching the platform, as for station signage, it doesn’t mention the previous or next station anywhere (and I don’t mean those red signs on the far ends). So let’s take a page from Japan’s JR system; picture it: you’re on Shibuya Station on the Yamanote Line. Assuming you’re going clockwise, the next station would be Harajuku, while the station inbound was Ebisu (noted in a faded text). As a tourist, for example, it would serve a benefit for what it’s worth.

Now to the platform itself. At a mere 40 metres in length, the platform itself spans just about the entire length of the 2-car Hyundai Rotem train. Now, TransLink can expand it to 50 metres in the future but really, it won’t make a significant difference from the original 40m. This comes from the original planning, and the choice of trains (over, say Bombardier, maker of the Expo and Millennium Line trains). As the platforms for the Expo and Millennium Lines being expanded to cover either a 6 car MK II or 8 car MK I, this is the end o’ the line in terms of the platforms for the Canada Line. Minimal expansion + Population Growth – Discontinued Bus Routes + Olympics = Busy. The tunnels themselves have a lifespan of 100 years. In a fraction of that, population in Metro Vancouver will most certainly rise significantly

Speaking of the discontinued (or rerouted) bus routes, *cough*98, 311, 351, 352, 354, 424, 488, 490, 491, 492, 496, 601, 602, 603, 604*cough*, It creates a massive bottleneck at Bridgeport Station. With only the #480 UBC/Richmond – Brighouse Sta the only bus route connecting Richmond & Vancouver. Suppose a major incident or track malfunction occurs at practically any of the stations, this creates a complete shutdown. And guaranteed, the happenings will be a common sight.

The trains themselves are Hyundai-Rotem, as opposed to using Bombardier. And much like the station interiors, the train’s interiors are just as bland, cold, plain, and sterile (well, not anymore). While the train is noticeably wider than the MK I and MK II SkyTrain, the seating arrangements and bar placements are off the mark. Bench seating across the entire train, and bars overhead with swinging drop handles allow for more standees, Instead the majority are front facing seats. While there are LED destination signs inside the train, there are no sign of LCDs for digital ads, station maps, station info, etc. What replaces it is a slide in sheet of a rudimentary map of Metro Vancouver.

Part 2 coming soon.

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