Completed Skytrain Observation Exercise - \"Olympic Village Station and Bridgeport Station\" - grade B+ PDF

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Completed Skytrain Observation Exercise - Olympic Village Station and Bridgeport Station

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Hollie Moulaison Words: Skytrain Station Observation Exercise 1247 ! The Canada Line is a completely automated rapid transit skytrain system within Metro Vancouver (Bailey, 2009). Servicing Vancouver, Richmond and the Vancouver International Airport, this line is the newest addition to TransLink’s skytrain network (Bailey, 2009). This paper compares and contrasts two stations along the Canada Line – Olympic-Village and Bridgeport – in order to look at the relationships that exist between station layouts, integration with other transportation modes, as well as what areas can be accessed by each station (see figure 1). Furthermore, this paper analyzes the differences in land use patterns surrounding both stations and lastly, how human activities are shaped within each encompassing transit area. Overall, the Olympic-Village skytrain station facilitates a social environment while the Bridgeport skytrain station fosters human activities engaged within the act of travel. In order to evaluate both the similarities and differences that exist between the Olympic Village skytrain station and the Bridgeport skytrain station, a series of indicators were selected. The first is infrastructure for weather protection (VTPI, 2014). Due to Vancouver’s diverse climate (Jakob, McKendry, & Lee, 2003), analysing the presence of infrastructure used to protect the public from the elements is a sensible observation to make. The second considers passenger comfort (VTPI, 2014), as the ability to simulate the comfort felt within the individual car coincides with the publics’ aptitude to increasingly rely on transit (Taylor & Fink, 2003). The third analyzes the ease and efficiency of the skytrain-provided service (VTPI, 2014). Highquality transit simultaneously facilitates the development of higher-density urban centers, which can introduce efficiencies resulting from the agglomeration of human activities (Voith, 1998). The fourth observes the level of accessibility associated with each station (VTPI, 2014). Increased accessibility inversely relates to a decrease in effort associated with using public transit, thus making this transport mode a more favourable option (Taylor & Fink, 2003). The

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fifth considers the quality and extent of development existing within a 400m radius of both stations (VTPI, 2014). Also referred to as “Transit-Oriented Development”, these structures have a series of related environmental benefits, as well encourages increased ridership (TransLink, 2014). The sixth analyzes how passenger diversity is accommodated for (VTPI, 2014). By catering to a wide variety of people, such as tourists, the disabled, the elderly, etc., one creates a larger target market through which public transit can succeed (Taylor & Fink, 2003). Lastly, the seventh looks at the convenience and availability of user information (VTPI, 2014). The ease associated with gathering information on travelling via transit will affect ridership, especially those who are less familiar with Metro Vancouver’s transit system (Taylor & Fink, 2003). The Olympic-Village skytrain station is located underground at the intersection of Cambie Street and West 2nd Avenue, adjacent to the Cambie Street Bridge (see figure 2) (In Transit BC, 2012). Travelling south, the Bridgeport skytrain station is located near the intersection of River Road and Great Canadian Way (see figure 3) (In Transit BC, 2012). Adjacent to the River Rock Casino, it is the north-most skytrain station in Richmond (In Transit BC, 2012). To accompany this comparison study, a table has been constructed describing and evaluating both skytrain stations in relation to the eight indicators selected above (see figure 4). Due to the underground nature of the Olympic-Village skytrain station, it is therefore well protected from the elements. Furthermore, outside of the station, the primary bus stop servicing the skytrain station has a covered awning, protecting both seated and standing passengers while they wait. Conversely, the Bridgeport Skytrain station is above ground, elevated from the main road network. However, it is still well protected from the elements due to the far-reaching canopy that covers the platform. As well, awnings also cover a majority of the bus service bays located directly outside of the station.

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Hollie Moulaison Words: Skytrain Station Observation Exercise 1247 ! Both stations differ in size. The Olympic-Village skytrain station is quite small and narrow, easily succumbing to overcrowding especially during peak hours. However, while the Bridgeport skytrain station is much bigger – having three levels designated for skytrain access at the top, ticket sales and Casino entry in the middle, and bus access restricted to the bottom – it is very susceptible to overcrowding during peak hours as well. This is because it acts as a main connection point for multiple transportation modes. However, an effort is made to reduce such congestion by providing frequent skytrain service to both of these stations. The Bridgeport skytrain station provides a connection point for skytrains heading in the direction of Richmond-Brighouse or YVR Airport. As well, it acts as a major transit hub, connecting multiple bus lines destined for places throughout Richmond, Delta and more. Located adjacent to this station is a park-&-ride, as well as a covered area where cyclists can lock their bikes. However, there is a level of difficulty pedestrians face when trying to reach this station as there is minimal infrastructure supporting walkability. Conversely, the Olympic-Village skytrain station has pedestrian and bike-friendly pathways leading across the Cambie Bridge, as well as an abundance of large sidewalks and crosswalks, making the surrounding area highly walkable. As well, there is a park-&-ride adjacent to the station, along with a collection of bike lockers and lock-up stations. The Olympic-Village station therefore has a higher level of accessibility, in contrast to Bridgeport, as it better caters to the needs to pedestrians and cyclists. While the Bridgeport skytrain station serves as a main transportation connection hub, in comparison to Olympic-Village, it is considerably lacking in regards to the Transit-Oriented Development present around the skytrain station. The surrounding developments are lowdensity, ultimately serving industrial, warehouse, retail, and office uses. However, some of the developments present served educational and community purposes as well. In contrast, the

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developments surrounding the Olympic-Village skytrain station were of both high quality and density. The developments present included apartments, café’s, shopping centers, and gyms, largely creating a welcoming and social atmosphere. While there was no observable housing at Bridgeport, the high-rise apartments located around Olympic-Village were, however, largely unaffordable to low-income households. Overall, the differences in developments that exist between these stations largely influences how people behave and the activities they choose to partake in. Because the Olympic-Village skytrain station is located within an area that is more “transit-oriented”, it is therefore able to support higher levels of walking, cycling and transit. Furthermore, the enhanced pedestrian environment increases encounters amongst people, thus enforcing a greater sense of community. As well, the types of developments present – such as gyms, shopping centers, and café’s – further facilitated a social atmosphere. Overall, there was a notable amount of people walking, running, cycling, shopping, and socializing within the surrounding area of the Olympic-Village skytrain station. In contrast, because the Bridgeport skytrain station provides a junction through which different modes of transportation can convene, people appeared to be more concerned with reaching their final destination rather than socializing. As a result, the human behaviors apparent at this station were structured around travel –fast-paced walking, standing, waiting in lineups, etc. – all of which were activities segregating people from each other, as well as from their surroundings. To summarize, because Olympic-Village is likely an end-destination for transit travellers, many people appeared to be social, while enjoying their surroundings. Bridgeport on the other hand, ultimately serves as a middle ground where people gather in order to get where they’re going, rather than it being their final destination.

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Hollie Moulaison Words: Skytrain Station Observation Exercise 1247 ! After comparing and contrasting both skytrain stations, it is apparent that some significant differences exist. These differences, however, weren’t necessarily a result of each station itself, but rather their location and the types of developments situated around them. These developments also shaped human behaviours, further changing the surrounding atmosphere. Ultimately, transit-oriented developments found around the Olympic-Village station created a social space where people engaged in activities of enjoyment. Conversely, being that the Bridgeport skytrain station was located in a more industrial area, as well as serving as a transportation hub, created a space that appeared uninviting. This shaped human behaviour to instead center around travel. Overall, the findings of this paper conclude that transit infrastructure guides development, which then further shapes human behaviour.

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References Bailey, I., (2009). Canada line delivers a smooth ride. The Globe and Mail. Retrieved from http://www.theglobeandmail.com/news/british-columbia/canada-line-delivers-a-smoothride/article1413646/ In Transit BC, (2012). Bridgeport station. Retrieved from http://thecanadaline.com/stationguides/bridgeport-station/#.VGOg-lPF9wQ In Transit BC, (2012). Olympic-village station. Retrieved from http://thecanadaline.com/station-guides/olympic-village-station/#.VGOiZ1PF9wQ In Transit BC, (2012). The canada line. Retrieved from http://thecanadaline.com/ Jakob, M., McKendry, I., & Lee, R., (2003). Long-term changes in rainfall intensities in vancouver, british columbia. Canadian Water Resources, 28(4), 587-604. Retrieved from http://www.tandfonline.com/doi/pdf/10.4296/cwrj2804587 Taylor, B., & Fink, C. (2003). The factors influencing transit ridership: A review and analysis of the ridership literature. University of California Transportation Center, 1-17. Retrieved from http://escholarship.org/uc/item/3xk9j8m2 TransLink, (2014, January 1). Skytrain station maps. Retrieved from http://www.translink.ca/en/Schedules-and-Maps/SkyTrain/SkyTrain-Station-Maps.aspx TransLink, (2014). Transit oriented communities. Retrieved from http://www.translink.ca/en/Plans-and-Projects/Transit-Oriented-Communities.aspx Voith, R., (1998). Parking, transit, and employment in a central business district. Journal of Urban Economics, 44(1), 43-58. Retrieved from http://www.sciencedirect.com/science/article/pii/S0094119097920593 VTPI, (2014). Transit station improvements: Improving public transit waiting conditions. Retrieved from http://www.vtpi.org/tdm/tdm127.htm ! VTPI, (2014). Transit oriented development: Using public transit to create more accessible and livable neighborhoods. Retrieved from http://www.vtpi.org/tdm/tdm127.htm

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Appendix !

Figure 1: Selected Stations

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(In Transit BC, 2012)

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Appendix ! Figure 2: Olympic-Village Station Map Olympic Village Station

CMBC Service Planning

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April 2011 For route information visit www.translink.ca

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W 6th Ave

15 Cambie

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W 7th Ave

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(TransLink, 2014)

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Appendix ! Figure 3: Bridgeport Station Map Bridgeport Station VANCOUVER

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351 Crescent Beach

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311 Scottsdale 601 South Delta

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480 U.B.C. N10 Richmond-Brighouse Station

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602 Tsawwassen Heights 603 Beach Grove 604 English Bluff

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Bridgeport

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403 Three Road

352 Ocean Park 354 White Rock South

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407 Gilbert 430 Richmond-Brighouse Station

Bridgeport Station

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(TransLink, 2014)

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Appendix ! Figure 4: Station Descriptions Indicators Olympic-Village Skytrain Station Weather Protection Passenger Comfort Efficiency

Accessibility

Underground (well covered); bus shelters Small station size; limited seating; clean Frequent train service; sign showing expected wait times; 2 YVR check-in stalls; 3 ticket vendor machines High quality walking conditions; park-&-ride; bicycle storage lockers and small lock-up area; nearby bus stops servicing Waterfront, UBC, VCC-Clark skytrain station, and Cambie

Transit-Oriented Development

High density and quality of development within 400m of station; high walkability; expensive housing available within 400m; surrounding area serves a social purpose by having shopping centers, cafes, gyms

Universal Design

Minimal seating; wheelchair access; only English language present; has stairs, escalators and elevators Wait times sign; frequent announcements; availability of easy-to-read maps/signage; only English language present

User Information

Bridgeport Skytrain Station Above ground, covered platform, bus shelters Large station size, limited seating, clean Frequent train service; sign showing expected wait times; 2 YVR check-in stalls; 5 ticket vendor machines Low quality walking conditions; park-&-ride; large, covered bicycle lock-up area; junction/connection point for skytrains heading for Richmond-Brighouse or YVR Airport; major transit hub connecting multiple bus lines destined for places throughout Richmond, Delta and more Low density and quality of development within 400m of station; low walkability; casino is a main attraction; multitude of hotels present, likely accommodating airline travellers; no housing available within 400m; surrounding area serves industrial, warehouse, retail, office, education and community uses Minimal seating; wheelchair access; only English language present; has stairs, escalators and elevators Wait times sign; frequent announcements; availability of easy-to-read maps/signage; only English language present

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(VTPI, 2014)

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