CBTC from the start:28 years of SkyTrain in Vancouver

Ian R GrahamManager (retiring) Operations Planning

Expo/Millennium LinesBC Rapid Transit Company, Burnaby, Canada

12th March 2014 ConferenceThe Hatton London, UK

CBTC:More than a signalling system

Ian R GrahamManager (retiring) Operations Planning

Expo/Millennium LinesBC Rapid Transit Company, Burnaby, Canada

12th March 2014 ConferenceThe Hatton London, UK

Vancouver in context

• >3 decades of history and development since 1980 – a different starting point now.

• Green field – a clean start.

• No regional interoperability issues.

• Proprietary technology, but generally applicable experience.

Vancouver, Canada

• Canada’s 3rd largest city

• metro area 2.5 million in 2013

• 3 million by 2027?

• was 1.5 million in 1980 (SkyTrain decision)

Technology

• Urban Transportation Development Corporation (UTDC), now part of Bombardier– small lightweight cars– steerable trucks– linear induction motors (LIM)

• SelTrac S40 inductive loop ATC system (Thales)– full operational dependence on primary system – no axle

counters or other “backup” systems.– ongoing evolution of functionality around the original

system principles

Expo/Millennium Lines

• 1986: 21 km / 15 stns / 114 cars / 20M pass/year

• now: 49 km / 33 stns / 258 cars / 80M pass/year

• 2016: plus 11 km / 6 stns / 28 cars

• future: discussions of extensions; $$$?

Canada Line:same but different

• opened in 2009

• separate line (non-interoperable), but integral part of the transit system

• P3 project with 30 year concession

• 19 km / 16 stns / 40 cars (larger) / 40M pass/year

• Rotem cars, with AC rotary motors

• Seltrac ATC, similar to Expo/Millennium

• generally similar operational approach

5 km

5 mi

Expo Line(1986-1994)

Millennium Line(2002)

Canada Line(2009 - separate

P3 operation)

Evergreen Line(2016)

Surrey extension(future)

Broadway-UBC(future)

The commitment to automate

• Automation experience in the 1970’s

• High dependence on signalling in “manual” systems

• An attendant to watch a machine drive itself?

• Eliminating the cab – no turning back

Unattended Train Operation (UTO)

• SkyTrain is:– not only automated– not only driverless– it operates trains primarily in unattended mode

• Unchaining the driver from the cab makes a fundamental customer service difference.

• The SkyTrain system is not unstaffed;– not about eliminating staff or unions

Operating staff levels

• BCRTC total 600 staff for O&M

• Operations staff on duty (per shift) for:– 33 stations, 49 km, 22-57 trains

• Field:– 38 SkyTrain Attendants (STAs)– 4 Field Supervisors– 1 Duty Manager

• Control:– 7 Control Operators (ATC, power, alarms, communications)– 1 Duty Manager

Original issues and concerns

• No driver to view the track ahead– full track segregation– intrusion detection system (no platform screen doors)

• No on-board personnel– passenger security features (intercom, alarm, PA)– door safety (positive interlocking; “pushback” feature)– system reliability and redundancy

• Unattended stations– design, CCTV, communications; passenger self-service

• => organizational confidence / public acceptance

CBTC/UTO achievements (1)

• throughput– 108 sec. sustained AM/PM 3-hour peaks– 96 sec. average, inner 6 stations, 2-hour AM peak– 95 sec. target future headway– 80 sec. “recovery” headway at terminus => 75 sec. potential

• increased service frequency– same operating cost with shorter trains at higher frequency =>less

waiting time for passenger

• travel time (average in-service speed)– optimized and consistent speed control =>shorter travel time

• headway consistency– all “drivers” are the same => variation and bunching are reduced

CBTC/UTO achievements (2)

• delay recovery– no recovery (rest) time required for drivers at end stations;

insertion of spare trains in front of delayed train

• schedule adjustments– additions or reductions based on demand

• special events– additional trains without extra drivers (some extra staff may

still be needed to manage crowds and supplement fare collection)

• alternative service (planned / unplanned)– preplanned for maintenance, or unplanned for emergencies

CBTC/UTO achievements (3)

• safety– automated train control minimizes routine human error,

although giving up opportunity for human discretion

• fleet productivity– higher average speed and reduced end-station turnaround

means fewer vehicles, and smaller yard, to serve the same ridership

• yard flexibility and productivity– automation of storage lanes and some maintenance tracks allow

trains to be launched, returned, and inspected, with minimal driving

CBTC/UTO achievements (4)

• fault response– SkyTrain Attendants (STAs) can deal with many train faults while

the train is still in service, minimizing delay or disruption

• passenger emergency– STAs can respond to passenger emergencies

• customer assistance– STAs available to assist customers with directions, information,

fare payment, etc.

Ongoing and future challenges

• Proprietary technology

• Technology obsolescence and upgrades

• Maintenance and upgrades of aging system

• Growth – getting better to stay the same

• “More than a signalling system” -- CBTC is not a “get and forget” system

Conclusions

A rapid transit system is always a “work in progress”.

CBTC, and the related commitment to UTO, has provided Vancouver with a successful, well-used, efficient rapid transit system, and provided a relevant reference point to other cities around the world.