Category: Rapidways

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General Rapidways

Why Bus Rapid Transit?

Warden Station: York Region's first built example of a rapid transit station

With GTA transit issues in the news so much lately, I’ve been asked why York Region chose to build Bus Rapid Transit instead of some other form of rapid transit. To help you understand how we decided to build vivaNext rapidways, here’s a bit of a primer on what BRT is, and why it’s great for York Region.

To begin with, Bus Rapid Transit (BRT) is defined as a public transit system that provides fast, frequent service, is able to move a lot of people, and runs on its own dedicated tracks or lanes. Other examples of rapid transit include subways and light rail transit (LRT). Some of the biggest cities in the world, including those with huge subway and LRT services, are increasingly turning to BRT as a key way to transport people quickly and reliably. And many major international cities, like New York City, are transforming their rapid transit systems by including BRT, at a fraction of what a rail system would cost. With limited resources and a lot of people to move, BRT is becoming seen as the smartest transit investment cities can make – like “a subway with a view.”

In general, the best BRT services have a number of things in common, including comfortable bus stations with amenities, well designed vehicles, a mechanism for rapid fare payment, use of Intelligent Transportation Systems (ITSs), dedicated roadway space, and frequent all day service. All aspects of a good BRT service are designed to work together to make travel faster than regular bus service. BRT vehicles need to be easy and convenient to enter, with close-to-level boarding, and rapid fare payment managed “off-board” (before passengers board). These elements help passengers get on and off more quickly, making the “dwell time” (the length of time the vehicle spends at a stop) as short as possible. And dedicated lanes through the most congested areas – as we will have here in York Region – are seen as the highest standard for BRT services.

Intelligent Transportation Systems (ITSs) are a whole story on their own, and one of the most interesting aspects of planning a BRT service. In a future blog, I’ll talk about these technologies and their huge impact on the performance of a BRT system.

Other rapid transit services such as subways or light rail may also have most of the same elements. But the main advantage offered by BRT is it can be expanded in segments as funding becomes available, and implemented quickly compared to other rapid transit services. Developing a rapid transit system in segments allows capital costs to be spread over time, which also leaves time to refine the design between each segment.

Being able to expand with funding, and the relatively fast timelines to implement, is especially important to York Region. More and more people are coming to York Region every year, and as much as this growth will bring many benefits, it also means our roads are getting more crowded – which is bad for everyone. We wanted to plan for a system that we could get up and running quickly and affordably.

The flexibility of BRT also works well for us, since development is taking place at different stages across York Region. Building BRT in segments means we can focus on the areas with the worst traffic congestion now, and then expand the system to service other areas as their population grows.

Everyone loves trains and subways, but those technologies don’t make sense in every situation. The decision to use a particular technology has to take into account the number of riders and local circumstances on the existing roadways. Subways cost a lot and are the best option where there are huge numbers of transit riders (such as south of Highway 7 on Yonge Street, or between Downsview Station and Highway 7 West in Vaughan). Most other transit routes in York Region don’t have the big city volume of riders needed to justify a subway. Light rail transit also calls for higher ridership numbers, but not as high as that needed by subways. Depending on future growth, in the future we may decide to convert our dedicated rapidways to LRT.

All in all, York Region’s BRT system will make travelling around York Region faster – at a price that we can afford. And with the first built example of a vivastation and rapidway section already in service, our new BRT system is going to be ready for passengers before you know it. We think that’s a plan to be proud of.

Categories
General Rapidways

Our partners: building on strength

Blog photo: Our partners - building on strength

Last week, I described how our partnership with the private sector is helping us to build our rapid transit system on schedule, and on budget. This week, here’s a primer on who our partners are, in particular our construction lead.

York Consortium 2002, our partner for the design components of the project, includes some of the worlds’ most experienced engineering, design and construction firms. Members of this joint venture include:

  • > AECOM Enterprises – based in the United States, one of the largest transportation firms in the world;
  • > IBI Group – Toronto-based, with offices around the world;
  • > Delcan Corporation – a Toronto-based international company that has developed rail transit in Los Angeles and Tel Aviv;
  • > Peter Kiewit Infrastructure Co. – a leading heavy civil contractor with offices across Canada; and,
  • > EllisDon Corporation – a Canadian-based international construction company that has worked on numerous major transit and transportation projects.

Under the terms of our agreement with York Consortium, they were offered the first right to bid on the construction project to build the Highway 7 East rapidway, with their bid competing in a bid process where we’ve gathered a cost estimate from an independent source.

Following this process, last year a partnership between Kiewit and Ellis-Don (Kiewit-EllisDon or KED) led the successful bid to become the construction contractor for the Highway 7 East rapidway.

Having KED is a tremendous benefit for this project, as our rapidways require a broad range of expertise in building roads, bridges, rapidways and transit stations. Kiewit has built some of the most challenging road and highway projects all across North America, including the Sea to Sky Highway in British Columbia. And EllisDon is one of the best known construction firms in Canada, with a wealth of knowledge and experience in our region.

It’s worth repeating that this is a huge project, with many challenges and months of work ahead. But we’re confident that our construction project on Highway 7 is in experienced and capable hands, and so far we’re off to a great start.

Categories
General Rapidways

Highway rapidways: shifting into the next phase

Illustration of shifted lanes: Traffic is shifted from one side to another along the roadway, to keep traffic lanes open

If you’ve been along Highway 7 East during the last few weeks, you’ll know that our work crews have been busily removing the raised concrete median that runs down the centre of the road. With that first phase of work almost complete and on schedule, here’s a primer on what we’ll be doing next, and how it will affect you.

As I described in last week’s note about construction staging, the reason we did that first phase of work was to free up some extra room so we could build the rapidway with a minimum impact on travel lanes. But that was just the warm-up act. Now that the median is gone, we’re about to shift into the heavy construction of the rapidway. To keep lanes open during peak hours we’ll be shifting traffic right and then eventually shifting traffic left – a little like a giant square dance without the fiddle music and funny clothes.

Swinging traffic right
May 11 and 12, starting at 7pm, we’re going to temporarily close all the centre lanes in both directions between Chalmers Road and Highway 404 (we’ll keep one lane open in each direction). Working over the two nights between 7pm and 7am, we’ll repaint the lanes as shown on the diagram above (we’ll reopen all lanes during the day). By Saturday, six travel lanes will be shifted to their temporary new positions. Then starting next week, our crews will begin working in the original curb lanes to widen the roadway and build the new boulevards. We expect this phase of work will take us until later this summer.

The diagram shows which lanes will be open for traffic, and where our crews will be working, starting at the west and east ends of this section of rapidway and working toward the middle at Pond Drive.

Swinging traffic left
Once the crews meet at Pond Drive, we’ll temporarily close the middle lanes again. This time we’ll repaint the lines to shift the lanes to the opposite side of the road. Then our crews will repeat the same steps, all along the second side.

We’re doing whatever we can to minimize the disruption for drivers and pedestrians. But you’ll definitely notice some changes while the lanes are in their temporary positions:

  • > There will still be left turn lanes and advance greens, but the lanes will be narrower and shorter.
  • > There will be no separate right turn lanes where construction is curbside.
  • > We’ll maintain access for businesses and intersections, although if temporary detours are needed we’ll be sure to point this out with clear signs.
  • > YRT\Viva stops will remain open, although some of them may be repositioned temporarily to allow for construction.
  • > If sidewalks have to be closed off, we’ll provide temporary sidewalks.

Although the temporary lanes will be clearly marked, they’ll be curved and slightly narrower than usual.

So please, drive carefully, watch for signs alerting you to construction zones and lane shifts, and be excited that our rapid transit future here in York Region is well and truly underway!

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Rapidways Uncategorized

Staging rapidway construction to minimize the inconvenience

Staging construction in phases helps keep traffic lanes open

Today’s blog is about building our rapidways. But to kick things off, here’s a question for those of you who’ve ever had to paint a room, or lay down a new floor. What’s easier: working in your kitchen that has to be used every day and is filled with stuff, or in an empty room in the basement that no one goes into? That may seem like a pretty silly question, with a really obvious answer. But I’m asking it to give you a sense of the biggest challenge our rapidway construction contractors are up against as construction gets going: how to work in a confined, busy space that’s open for business 24/7 – meaning our roadways.

Modern roadway building is a well understood process, following clearly defined steps, and using modern technology, equipment and materials. And in York Region, where we are fortunate to have access to some of the best, most experienced construction contractors anywhere, people really know what they’re doing. So building a rapidway is – in some ways – a very straightforward project. Straightforward, that is, until you realize that the rapidways are being built down the middle of some of the most congested stretches of road in the GTA. And that it’s critical to minimize wherever possible the impact on people using the roadway, including keeping travel lanes open during construction. And that there’s no extra room down the outside of the road to widen the working space. That’s when things get more challenging. This is where the concept of “construction staging” comes in, meaning doing the work in specific phases or steps to manage within the available space.

The first step in rebuilding a road in an existing roadway (as we’re doing when we build a rapidway) is to create some extra room to put our construction crews. For the safety of both the public and our construction crews, construction needs to happen in its own separate space; excavators need to swing their buckets, we need a place to bring in concrete, and trucks need room to back up. So finding that room is the first challenge. Our approach is to take out the median, narrow each of the lanes and shift them over by repainting the lines. We will then work in the extra space that’s been freed up, constructing all along one stretch before we move to the next.

Once one side of the road is done, we’ll then repaint the lanes to shift the lanes back, then begin work on the other side, working in stages along the entire segment. Think of our kitchen example; it’s like putting down a new floor in your kitchen – you do one side, then move your fridge and stove over to the completed side so you can do the other half.

There’s no doubt that road building would be a lot easier and a lot faster if we could just block it off and do the full width all at once. Working around traffic means work progresses more slowly; we have to use smaller equipment, construction trucks get caught in traffic, and every stage takes longer. For example, paving requires only a few hours, but new pavement can’t have traffic on it right away, so we need to time the paving work carefully so it isn’t done during the most congested times of the day.

And sometimes you may get the feeling that we’ve returned to an area even though it seemed like we were finished. In fact, what you’re seeing is that we are coming back to complete additional steps which have to be done in a certain order. As much as possible, we like to get all the work done in one segment before we move on to the next. This is all part of staging, where work is done in small, careful steps.

And just as you wouldn’t be able to live without your kitchen while you renovate, we will keep our roads open during the project, relying on staging to minimize the impact of our work while we get it done as quickly as possible.

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General Rapidways Stations Uncategorized

New vehicle + new rapidway + new station = Training

New Nova bus being used for training at Warden Station in Markham
New Nova bus being used for training at Warden Station in Markham

It wasn’t that long ago that vivaNext was listing required specs for new Viva vehicles and testing design ideas for a rapid transit station. It feels like just yesterday that we were deciding station platform widths, highlighting accessibility requirements both on and off Viva and modelling the streetscape of the rapidways.

Now, some of the new vehicles have already arrived, the first new rapid transit station has been built in York Region and the first stretch of rapidway has been completed.

The new vehicles (made by Nova Bus) have great features – larger windows, a wider centre aisle, great lighting, and an accessibility ramp at the front door instead of at the middle. They’re powered by advanced clean diesel propulsion systems that produce fewer emissions, and we’re proud to say they’re manufactured in Canada. For drivers though, it also has new, unfamiliar on-board systems and controls.

The new vivastation is completely different from a typical transit shelter. It’s a rapid transit station, complete with heated waiting area, messaging boards and safety and accessibility features. It will serve our community for generations to come. However, with the platform being much higher than a street curb, Viva drivers must practise pulling into the station and review procedures related to its operations.

The rapidways allow Viva vehicles to bypass congested traffic as they operate in their own lane. Something drivers are also becoming more familiar with, now that the first stretch of rapidway is completed at Warden Ave. and Enterprise Blvd. in Markham.

Yes, training is a key focal point right now to ensure opening day goes without any unexpected inconvenience to our customers. Driver training on all of these elements has been underway for a while, and the Nova Buses are gradually being introduced into service. In just a matter of days now, we’ll see customers using the new Warden Station, boarding a new Viva vehicle and travelling down the new rapidway.

If you’re in the Warden Avenue and Enterprise Boulevard area, join us on opening day and bring your camera! Stay tuned for the official announcement and we’ll see you on the new platform on opening day with something special.

We love to hear from you, so if you’ve seen a Nova Bus or the new Warden Station, tell us what you think by replying to this blog, or by posting a comment on Facebook or Twitter. If you have a photo of yourself or your friends on the Nova Bus, we’d love to see those too!

Categories
Rapidways Urban Planning

Hello Markham…here comes your rapid transit

Rendering of the future Highway 7 rapidway
Rendering of the future Highway 7 rapidway

We’ve all seen examples of where a transportation system has caused a town to grow. Historically, many Ontario towns grew because they became a stop along a railway line. This was true for Markham in the late 1800s, when the Toronto and Nipissing Railway Company began stopping at stations in Markham and Unionville. Another cause for Markham’s growth was the post-Second World War baby boom and migration to the suburbs, and the building of Highway 404 in the mid-1970s. With the influx of high-tech industries, among other changes, Markham has seen an astonishing 25% population increase between 2001 and 2006, ranking Markham as one of the fastest growing municipalities in Canada.

Transportation plays a key role in growth and development, and Markham needs a system to help move the current and future population from place to place. VivaNext is building a rapid transit system along Highway 7 to give people a better transit infrastructure that will accommodate the current population and allow for future growth. As well as move people efficiently, rapidways encourage the development of transit-oriented and pedestrian friendly places to live, work and play. As you can see in the photo above, Markham’s rapidways will widen Highway 7 by two lanes and include two centre lanes dedicated to Viva vehicles and flanked by attractive architectural features and landscaped boulevards.

We’ve already started preparing for construction along Highway 7 in Markham by relocating hydro poles and other utilities to allow for road widening. If you’re interested in receiving construction bulletins and invitations to public meetings, be sure to sign up for updates.

When the snow melts you’ll see road construction begin along Highway 7, and we hope you’ll see past the short-term inconveniences and construction to the more welcoming, improved Highway 7 in Markham.

Categories
General Rapidways

A hum of activity

Photo of hydrovac preparing for utility relocation
Hydrovac crew bores a hole in the ground

There has been a hum of activity on Highway 7 lately. To be specific, the hum of a hydrovac – a large truck-mounted vacuum used to bore holes in the ground. We’re widening some of York Region’s roads to add dedicated rapidway lanes, but to do that we need to locate utility cables and pipes in the ground, and then use a variety of trucks and tools to move all of the utilities further back from the roads.

In terms of utilities, all roads are not the same. Which utilities are in place, where they are placed, and who is responsible for them varies for each section of each road. Electrical power lines and telecommunication wires are often located aboveground on poles, but sometimes they’re buried underground. Gas lines, and sewer and water main pipes are also underground, but not necessarily located together.

In many cases, the utilities need to be moved in a certain order to spots designated by York Region’s Transportation Services Department, Corridor Approvals and Records Branch with input from the construction company. This branch ensures utilities are installed in appropriate locations and keeps record of utility locations. Each organization moves their own utilities and, while doing so, uses the opportunity to check over the equipment or upgrade it.

Municipal government is usually responsible for sewer and water main pipes, but a team effort is important in cases where they cross municipal boundaries. For example, the intersection of Highway 7 and Yonge Street includes land within the Town of Markham, the Town of Richmond Hill, and the City of Vaughan. Gas, electricity and telecommunication companies also vary depending on the location. At vivaNext we work with all of these stakeholders to accommodate schedules and procedures, ensuring we reach our goal of relocating utilities in time for the next scheduled construction activity.

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General Rapidways

It’s winter, but we’re not hibernating

Photo of Utility Relocation
Crew members prepare to move a hydro pole

We’re not pouring concrete in these cold temperatures, but we are still working away on building the rapidways and subway extension. We have different segments underway across York Region, all at different stages. This gives us the chance to do a lot of the prep work that’s needed, so that when spring arrives we’re ready to do the work that can only be done in warmer temperatures.

The rapidway along Yonge Street in Richmond Hill is at an early stage, but we’ve been out surveying the land along the corridor so that our planners and crews can have the exact data they need for the project. The Highway 7 rapidway east of Yonge Street is further along, so we’re now moving utilities further back from the road to make room for widening the roadway. In Markham, the new Warden Station will be the very first to be fully constructed. And, like other things manufactured for the first time, we’re doing reviews to see if any fine-tuning is needed before training the drivers and opening the station. In Newmarket, the demolition work along Davis Drive is almost completed, including recycling 85% of building and landscape materials. Work is also underway on the gas main near the Tannery and Seniors’ Meeting Place.

Work on the Spadina Subway extension is progressing throughout the winter as well. The first pair of Tunnel Boring Machines being manufactured in Toronto will soon be ready to be moved from the factory to the tunnel site, and the second pair of Tunnel Boring Machines is close behind.

All of this winter work moves the projects along so that when the green grass appears in spring all our projects are ready to keep going. We’ll just shed our heavy coats from the cold winter season.

Categories
Rapidways Stations Urban Planning

Finding your way from here to there

vivaNext - rapid transit this wayFor those of you who enjoy video or computer games (or for those who are of “a certain age” but have kids who like gaming), you may be familiar with the variety of games that involve being lost in a maze…you know the ones. You need to figure out where you are and how to get to the end (complete the level!), before something bad happens or the clock runs out. Being lost in a confusing maze can be fun when it’s a game and you’re in a virtual world.

In the real world however, feeling confused and trying to figure out which way to go in a public space, whether you’re in a shopping mall, an airport, or a transit station, is a lot less fun. At the very least, you may waste a lot of time and effort. At the worst, you may miss your connection. Helping people to navigate easily around public spaces, and in a transit environment in particular, is a specialized form of urban design called wayfinding; it’s something we take very seriously in our planning for vivaNext projects.

Our wayfinding design work began quite some time ago, as part of the overall design work for the vivaNext rapidway stations. We have a diverse range of Viva riders – people of all ages, abilities and languages – so vivaNext wayfinding needs to go well beyond simple signage. Wayfinding systems can use a number of elements, from architectural space to maps to signage to graphics, to help people figure out how to get where they want to go, in a safe way. As we design our rapidway stations and station intersections, including the cross-walks and platform layout, we always consider how people will use the stations. We want to make it as easy as possible for people to know which station they’re at, where to buy tickets, and which platform they need to be on.

One of the best parts of the vivaNext plan is the impact our stations will have on making local neighbourhoods even more attractive, providing landscaped and welcoming public spaces. Wayfinding will play a role in linking the rapidway stations with their surroundings. Our design team is working on strategies to ensure each station provides information about local destinations and connections.

So if you’re looking for the thrill of being lost, you’ll have to stick to gaming. Our design work isn’t complete, but from what I’ve already seen, getting around on Viva via the rapidways will always be safe, easy and convenient.

Categories
Rapidways Stations Urban Planning

Designing a rapidway

Designing a rapidway

Earlier this year, I wrote a series of blogs about planning for growth, discussing York Region’s long envisioned goal of a true rapid transit system. The system would have to connect regional centres and move the expanding population around quickly, without increasing car traffic. The plans for this rapid transit system have been in the works for several years, and given our population, we know that bus rapid transit (BRT) offers the right technology at this time.

But how did we get from knowing we wanted to have a BRT system, to the actual design of the rapidways?

The first design considerations went back to our basic goals for a rapid transit system: to move a lot of people around efficiently, and to not add to gridlock on the roads (in fact, to reduce gridlock). The easiest and fastest way to create rapidways on existing roads would have been to convert the curb lanes, replacing two lanes of traffic. While this option would have met our first goal of moving people around quickly, it would have also decreased existing road capacity – which would defeat our second goal of not adding to gridlock. This meant that we would have to add lanes to include the rapidways.

Once we knew that, the next design consideration was where to put those new rapidway lanes. Again, we referred back to our first goal: to move a lot of people around quickly. The basic benefit of rapid transit is that it provides a consistent, reliable way of getting from point A to point B. Riders know how often the vehicle will arrive, how long the trip will take, and they know they can count on it, no matter how heavy the traffic. So what are the design considerations to ensure a consistent, reliable ride?

One key design requirement is to provide level boarding, meaning that passengers don’t have to climb up or down steps onto the vehicle; for example, subways have level boarding. With level (or close to level) boarding, people have better access, regardless of their level of mobility or whether they are pushing a baby carriage. Level boarding allows more people to get on and off quickly and results in shorter dwell time, which means vehicles spend less time at stations. In short – level boarding helps make the service faster, which in turn helps vehicles keep to a schedule, and provide a consistently reliable, frequent service. These improvements make transit more appealing to more people – which meets our first goal.

But to provide level boarding, the platforms have to be close to bus floor height – which is about a foot off the ground (most sidewalks are closer to 6″ high). To provide higher platforms, our stations needed to be separated from sidewalks. Theoretically, we could have built higher platforms on the edges of sidewalks, but there are reasons why this isn’t ideal: our stations would take up too much of the sidewalk, which could interfere with local businesses. Therefore, the best place for our stations would be to have them physically separated from the sidewalk. In our case, this meant locating stations in the middle of the road. The benefit of having the stations in the median, is that passengers won’t have to walk all the way across the road to get to a station – they can meet us half-way.

But by adding the rapidways down the middle of the road, we then needed to widen the roads to accommodate both the rapidways as well as the existing traffic lanes. All of which takes us to our final design, which is have our rapidways running along the median, with median stations, and special left turn and u-turn lanes at intersections to allow drivers to safely and easily turn across the rapidways.

Of course, going this route has required more steps, including acquiring the land needed to widen the roads. But the end result is going to be a rapid transit system that meets our goals of providing fast, consistent transit, without adding to existing traffic congestion. And that’s a design solution that we can all be really proud of.