Greyhound Canada’s announcement that it will eliminate or reduce passenger and freight routes in Western Canada was met with disappointment on Monday, with lawmakers and activists warning that it will leave the country’s most marginalized communities no choice but to opt for dangerous forms of travel.
These incidents are a reminder of a similar incident in November 2010 when an early winter snow storm led to service disruptions in the same location. At that time, Transport Action BC engaged with TransLink over the incident because we felt that the Canada Line’s private operator (InTransitBC / Protrans) should have been better prepared for such storms, which are not unknown in Vancouver.
One of our concerns was that there were no public statements about performance penalties to the Canada Line’s private operator. We assumed penalties were in order, based on our understanding of P3 contracts, whereby the contractor receives bonuses for exceeding performance standards and is penalised for failing to meet them. TransLink indicated that performance penalties were not an option because the incident occurred during the contracted two year “learning curve” in which performance penalties would not be applied to InTransitBC / Protrans. Details of that discussion are here.
A secondary concern was that P3 “value engineering” may have designed resiliency out of the system in order to minimise costs and/or maximise profits. This issue was never addressed by TransLink.
The February 2017 incidents have received much more public scrutiny, possibly because social media allows a quicker, more voluminous public response forcing mainstream media and TransLink to respond in kind. The general disenchantment of TransLink as a result of the 2015 Transit Plebiscite’s No Campaign may also have been a factor.
According to TransLink, the cause of the latest delays is a steep section of track to the bridge over the North Arm of the Fraser river. TransLink’s The Buzzer blog states that trains require full power to get up the steep track grade and icy buildups prevent trains from reaching full power.
This brings us back to Transport Action BC’s secondary concern about the November 2010 incident – did P3 design considerations result in a structure that is subject to operational failure under certain weather conditions? At this point, this issue has not been publicly discussed.
Of immediate interest, though, has the TransLink / BC Rapid Transit Company (BCRTC) / InTransitBC / Protrans response been acceptable or reasonable? To be fair, it must be realized that the recent snow conditions are unusual and infrequent and we can be certain that front-line staff are doing their best under trying conditions. However, heavy snow falls are not unheard of and Vancouver gets 2 – 3 of them a decade.
Several issues for consideration:
(Originally posted on 11 Feb. 2017 at Transport Action BC’s blog)
Global News BC had a 15 minute, year-end interview with TransLink Chairman Kevin Desmond on 19 Dec 2017. Issues discussed included possible later SkyTrain service on Friday and Saturday nights, safety, new Canada Line stations, Canada Line capacity expansions, double decker bus pilot, fare payment changes and mobility pricing.
The interview can be found here.
Transit ridership is up a reported 41% on certain routes in the South Okanagan. Good news but the numbers would be starting from a fairly low level. Unfortunately, there is no source for the numbers published and there is one oddity; a 30% decline in operating costs per passenger is described as “minor” so I suspect a typo. The report can be found here.