Archive for the ‘Studies’ Category

Having the right team for the job

Thursday, July 26th, 2012

viva influences come from around the world

As you follow our progress in building the vivaNext rapidways across the Region, a lot of our work will appear to be straightforward construction. But what you likely won’t know is how many other areas of expertise are needed to inform a project like vivaNext – and how many experts with specialized knowledge play key roles on our project team. As you might expect, our preliminary design and design-build teams include specialists in traffic, structural and electrical engineering, landscape architects and urban designers. But our team also includes a range of other experts – many of whom have worked on major projects around the world – in many more specialized fields.

Our vivaNext vision includes a complex systems undertaking, including both new hardware and software. So our team includes systems engineers to design the multiple information systems and other communications components involved in traffic signals, bus detection equipment, ticketing and many other IT elements of our system. To ensure our curved vivastation canopies provide a comfortable shelter from the elements, micro-climate specialists studied how the stations will be affected by wind, rain and snow. And the surprisingly complex questions related to “wayfinding” – the science of helping people find their way and get from A to B easily – have been assigned to wayfinding experts, who advise on all the elements that passengers will touch, see, read, feel or use. Look for more information about these specialties in future blogs.

One area where we’re drawing on very specialized knowledge is in our planning for construction in the vicinity of the Southlake Regional Health Centre in Newmarket. In this area, as is the case across our entire project, our highest priorities are the quality of our work, as well as safety for the public and our workers during construction. Near the hospital, we add in the need to ensure there is as little disruption as possible to patients and medical staff due to our construction activities. Fortunately, our design-build partner has a wealth of experience in actually designing and constructing additions to hospitals, as well as carrying out construction projects near other sensitive locations.

We know that from time to time, construction can be noisy, and wherever we’re working we try to keep the amount of noise, vibration and dust to a minimum. In the hospital zone, our expert advisors are working closely with the hospital’s administration to plan what we’ll be working on, how we’re going to work, and when it will happen. We will also make sure the public is kept well-informed as our work near the hospital progresses, with regular updates and communication.

As we move forward with our work, our team of experts are drawing on their years of experience – literally from around the globe. We’re fortunate to have their knowledge to help anticipate the issues that might arise, to minimize problems, and ultimately get the long-term results we’re committed to achieving for vivaNext.

Ridership across country to soar shows study

Friday, September 18th, 2009
Passengers wait to board Viva.

Passengers wait to board Viva. A new study shows that ridership will greatly increase in the coming decades.

Transit ridership is expected to nearly double in Canada over the next 30 years as the population rises to 42 million, with most of those people living in urban centres.

This is according to a report released recently by the Canadian Urban Transit Association, which represents public transit agencies across the country.

The report, titled Vision 2040, suggests all levels of government must work together to put transit at the centre of community planning and design. This will help create communities that reduce dependency on cars.

“Today, national transit ridership and investment are both at all-time highs,” states the report. “Transit is widely recognized as an important part of the solution to national challenges including economic prosperity, climate change, public health, safety and security.”

When factoring population growth, ridership will increase from 1.76 billion trips in 2007 to 3.28 billion trips in 2040.

To deal with this increase, CUTA says large cities and major metropolitan areas such as York Region and Toronto, must focus on integrating transit services and expanding rapid transit.

It sounds like vivaNext is on the right track with subway extensions that will be the backbone of a seamless transit system. The subway extensions and dedicated lanes will improve travel times throughout the Viva network and help to shape successful urban revitalization.

Read the final report.

Watch the video and see how transit will play a role in the future: Scroll down to the bottom of the page and click on “Transit Vision 2040 Video”.

What do you think of this vision? What do you see as the role of transit in the future?

Metrolinx’s interim report recommends subway over BRT on Yonge

Monday, August 10th, 2009
What a transit sign may look like at the Richmond Hill Centre with connections to a subway, YRT and Viva busses, and GO trains.

What a transit sign may look like at the Richmond Hill Centre with connections to a subway, YRT and Viva busses, and GO trains.

Last Friday, Metrolinx released its interim Benefits Case Analysis (BCA) for the Yonge North Subway extension.

The BCA was developed by Metrolinx in collaboration with the City of Toronto, the Regional Municipality of York and the Toronto Transit Commission. The analysis looked at two subway options, and a bus rapid transit option.

Here are the key findings:

  • The subway options have a far greater positive impact on the environment, economy, land development and community than the BRT.
  • The economic impacts of the subway options are considerable – creating 21,800 person-years of employment.
  • Both subway options provide better service and reliability than the BRT. The BRT is not as reliable as the subway and would likely experience substantial overcrowding in peak hours.
  • The BRT is not considered a long term solution.
  • The BRT is likely limited by technology, and would not have sufficient capacity for the long-term needs of the corridor.

The proposed subway extension will meet up with the rapidways along Hwy. 7, which will soon get under construction. The combination of the rapidways and a connecting subway on Yonge St. creates a viable alternative to driving and will make it much easier for people to travel between York Region and Toronto.

While we would like to see the Yonge Subway extension proceed immediately, we know that projects of this magnitude can’t happen overnight. We will continue to work with all stakeholders and analyze the overall network elements, such as GO electrification impacts, the TTC capacity study at Yonge/Bloor, as well as the Downtown Relief Line.

The benefits of this project are significant and long-term. We will continue to work with all levels of government to ensure the funding is in place to keep this project moving forward.

The executive summary of the interim BCA is available here.

Study shows you should expect to spend longer commuting

Tuesday, June 30th, 2009
Traffic slowly moving along Highway 7.

Traffic slowly moving along Highway 7 in York Region.

If you think that your commute is taking longer, you’d be right and the bad news is that you’re not alone.

A recent survey conducted jointly by the Ontario Ministry of Transportation, the City of Toronto and the Regions of York, Durham and Peel confirms that average speeds on highways and roads all around the GTA are decreasing. On average, a trip now takes 11% to 21% longer than the exact same trip in 2002.

While this figure applies to the entire GTA, one of the worst long sections of highway is travelled by many York Region residents every day. The section travelling southbound along Hwy. 404 from 16th Ave. to Hwy. 401 during the morning rush hour is the slowest long stretch of highway in the GTA. Motorists see an average speed of 31km/h along this stretch during the morning peak period. Driving along Hwy. 404 during peak hours takes 3.5 times longer than during times when you are able to drive at the posted speed limit.

But York Region roads are not just congested by drivers heading in to and out of Toronto. The study looked at Highway 7 all the way from Durham to Peel Region, an 88 km stretch, and found that three of the five slowest sections were in York Region.

Average speeds on Hwy. 7 through York Region are often almost half of the posted speed limit and not just during rush hours. The study found that driving on Hwy. 7 in the middle of the day is almost as slow as driving it during the morning rush.

The simple solution as we see it is to get more people out of those cars that are causing the increase in congestion and get them on fast, convenient transit.

Do you agree that traffic is getting worse? What are some solutions?