In This Issue
1	Message from the Chair
2	Editor’s Message
3	Special Feature - SkyTrain
4	Program Notes
5	Announcements
6	Upcoming Event
7	1999 Group Committee

I am glad to report a vigorous growth in support for our recent events. The dinner dance, following our annual general meeting in January, was enjoyed by a record 114 members and guests. Average attendance for the five technical events in this session has been 27. The May visit to SkyTrain operations was limited to 25. Many were turned away. Our new editor, Andrzej Nawrocki has written a special feature on the SkyTrain event for this issue of The ChallEnge, so those of us who missed the visit can catch up on some of the content.

SkyTrain climbing up the SkyBridge,

picture courtesy of Robert Schwandl

The encouraging trend in attendance reflects the success of our hardworking program committee in finding events that appeal to the engineering disciplines we represent. Perhaps more particularly it confirms that we need to find subjects that interest our physical or economic health. (Hon Sec, Bob Martin, proved the effectiveness of this approach with his talk on leaky condos last year.)

Since December our technical program has offered six visits and lectures covering a field of interest from beer to disaster recovery. To those of you who come, thank you for your support. To those who do not, please check out the upcoming events in the notices sent to you in the mail and posted on our Web site. If you like what you see, come along. If you think your colleagues may be interested, post the notices on your company notice boards. The group mandate is to promote awareness of our profession and our professional institutions. We can do this by contact with people in our community, and especially those we can reach through the practical demonstration of engineering accomplishment that has been the focus of our programming. We cordially invite non-members (including spouses) to our events. Good engineering is vital for the success and safety of modern life. It is work done by standing on the shoulders of greatness. It is always challenging and often exciting. We are fortunate to have a diverse membership in the Western Canada Group of Chartered Engineers, and many examples of engineering accomplishments in our community. If you are a Chartered Engineer and want to help run this group, come to the AGM and bring your significant other to the dinner dance that follows. You will be welcome, and I hope you will enjoy our group.

The next social event will be the annual phone box inspection and barbecue on 24 July. I look forward to meeting many of you at this always popular occasion.

Brian Redway, C.Eng, MIMechE, Chair 1999

After three years Brian Redway has stepped aside from the editor’s desk. On behalf of the 1999 WCGCE Committee I would like to thank Brian for his hard work and dedication. Now, being in the editor’s shoes, I can appreciate how much work, time and effort is required to write the reports about the group’s monthly technical meetings and put together each issue of the The ChallEnge. I hope that this first issue under new editorship will be informative and will continue to be of the calibre set by my predecessor.

I would like to take this opportunity to encourage WCGCE members to actively participate in the newsletter format and content by submitting materials, comments and suggestions for the subsequent issues of the newsletter. If you would like to contribute to the future issues, please contact me at my e-mail address nawrocki@xillix.com, or Bob Martin, the Honorary Secretary at (604) 261-8913, or e-mail to iamrtm@direct.ca.

Andrzej Nawrocki, C.Eng., MIEE, Newsletter Editor

SkyTrain has been in operation for more than a decade and it seemed a perfect occasion to go to the SkyTrain Operation Centre in Burnaby for a Site visit on 12 May, 1999. Our hosts for this evening were Mr. Chris Morris, P.Eng. and Mr. Rob McHugh, P.Eng. Chris graduated in Mechanical Engineering from Leeds University and has a background in the Railway and Rapid Transit industry. Currently he is Maintenance Co-ordinator at the SkyTrain Maintenance Department. Rob graduated from Waterloo University in Electrical Engineering. He works as an Electrical System Engineer at the SkyTrain Technical Support Department.

The presentation started with a short video explaining technical details of an automatic train control system. This was followed by a tour of the facility during which the audience of 25 members and their guests (what a crowd!) had to be split into two separate groups, each one guided by a host. This very interesting and enjoyable evening ended with a half hour "questions and answers" session.

Greater Vancouver is the third largest metropolitan community in Canada. In order to provide effective transit services to this vast expanse, the Vancouver Regional Transit System (VRTS) has developed a unique land-sea-rail network. The network spans over 1,800 square kilometres and the SkyTrain, the Vancouver region’s advanced rapid transit system, is the backbone of this multi-modal transit system. Its 29-kilometre route links four municipalities, stretching from downtown Vancouver through East Vancouver, Burnaby, New Westminster to Surrey.

The SkyTrain runs entirely on a segregated right-of-way with no vehicular or pedestrian crossings. This is achieved by a special design of dual guideway (one track for each direction). Most of the guideway is elevated above the ground utilising pre-stressed, concrete trapezoidal box beams (each weighing an average 100 tonnes) seated on poured-in-place columns. The SkyTrain also includes two sections of tunnel (1.3 km in downtown Vancouver and 0.3 km in New Westminster), as well as a 616 metre SkyBridge that spans the Fraser River and connects New Westminster with Surrey.

The generic name for Vancouver SkyTrain is Advanced Rapid Transit (ART), previously know as Advanced Light Rapid Transit (LART), which was developed by the Transportation Arm of Bombardier Inc. It blends the principles of conventional Rapid Transit (subways) with Light Rapid Transit (LRT). The technology incorporates a driverless moving-block automatic train control system supplied by SEL Canada Ltd. The system allows close operating headway (time between trains), flexible operations, and increased passenger capacity over LRT. Other technology innovations include steerable axle trucks and linear induction motors (LIMs).

The proposed expansion of the SkyTrain system for the cities of Vancouver, Burnaby, Coquitlam and New Westminster will increase the passenger-carrying capacity of the original SkyTrain vehicle by 50%. The new technology is similar to that currently being implemented on Phase 1 of the ART in Kuala Lumpur, Malaysia. The Bombardier Consortium, under a turnkey electrical and mechanical contract will supply most of the system-wide elements, including 70 vehicles.

Bombardier has elected to establish its Centre for Advanced Transit Systems in Burnaby in B.C. The Burnaby site has been selected mainly due to its proximity to the actual maintenance facility and its accessibility to the existing SkyTrain guideway. This Centre, which will devote its efforts to promoting the Vancouver SkyTrain system internationally as a world-class model for urban transit solutions, will include systems engineering as well as manufacturing capabilities in a 5,510-square metre (60,000 square feet) complex and it will employ approximately 165 people. Construction is planned to begin soon and operations are scheduled to start by year-end.

The SkyTrain system uses two-, four- or six-vehicle trains capable of running at a maximum speed of 90 km/h (55 mph). All vehicles are bi-directional and are coupled semi-permanently in pairs. Trains can be coupled or uncoupled automatically for a desired combination of vehicles (two- four- or six-vehicle operation), but usually they run in four-vehicle trains. The fully automatic train operation allows for reduced headway, as low as 75 seconds. Typical service headway during peak hours averages 150 seconds, otherwise 5 minutes or better at other times. End-to-end journey time between Waterfront and King George stations is 39 minutes, and that includes all intermediate station stops. This represents, for the total distance of 28.3 km, an average service speed of 43.5 kilometres per hour.

An empty vehicle weighs about 15,000 kg due to welded, light-weight aluminium construction. A few advantages of this design include: higher performance, less installed propulsion and braking power, reduced wear and tear, and lower construction costs for the guideway and track work. Its normal passenger load is 35 seated and 45 standing, for an average capacity of 80 people per vehicle, or 320 for a typical four-vehicle train. Under exceptional circumstances each vehicle can carry more than 100 passengers.

Each ART vehicle is powered by two Linear Induction Motors (LIMs). This was the first major application of this type of motor on a rapid transit system. In simple terms the operating principles of LIM are similar to the conventional AC rotary induction electric motor. However, the LIM has no moving parts (does not require gears and transmission), which extends its lifetime, lowers cost of maintenance, and reduces probability of mechanical failure. The motor interacts with an aluminium-clad flat steel rail mounted in the centre of the guideway to provide propulsion. DC current from a 600 volts DC source is supplied by two insulated power rails (upper delivers +300 volts DC and lower delivers –300 volts DC). AC power is obtained from on board converters, which provide varying frequency and voltage. The choice of LIMs was also dictated by their ability to drive and stop the ART vehicles completely independent of wheel-to-rail adhesion and to eliminate of the slip/slide problem commonly found in conventional systems.

The braking system of each ART vehicle incorporates LIMs and conventional brakes. The LIMs perform most of the normal braking, regenerating a significant portion of power back into the power rails for use by other trains. For final stopping and parking, the LIMs are supplemented by spring-applied, hydraulically released disc brakes. In the event of emergency a rapid stop can be assured by activating four electromagnetic track brakes that slide along the running rails. They are powered from the on-board batteries to ensure a back-up in case of any propulsion power failure.

The trucks are one of the key features of the ART vehicle. Their wheel diameter is much smaller than those found in conventional transit, only 470 mm. This makes them much lighter, about one-third the weight of a similar subway car truck, which contributes directly to the overall light vehicle weight and the benefits resulting from low mass. Another distinguishing feature of the ART truck is its steerable axle. Each axle follows the track curvature. This way the flange contact with the rail is negligible and subsequently the average life of wheels is extended and truck maintenance reduced. The wheels are re-machined at intervals of 100,000 km. This is performed on an in-floor wheel lathe that is installed at the vehicle maintenance centre. The process of re-machining wheels removes approximately 1 mm from the wheel surface in order to restore the original conical profile. The process itself does not require wheel or truck to be disassembled from the ART vehicle.

This is the brain of the SkyTrain system. All movements of the "driverless" trains are controlled by an automatic, computer-based train control system supplied by SEL Canada. The system is software based and relies on continual data communication between trains and wayside computers. This is different from the traditional "track-circuit" method in which the wheels have to interact with electric signals that are sent between the two rails of the track.

All essential data, such as speed, gradient, station location, etc. is coded in software. The wayside computers communicate with the vehicle-borne computers via a high-capacity, two-way data link using an inductive loop cable. This cable, in sections approximately 2 km long, is laid through the entire length of the guideway. Every 25 metres the inductive loop is transposed causing a phase shift in the signal at each crossover. Number of crossovers is counted by vehicle-borne equipment while the train is moving. This information, together with axle-mounted tachogenerator signals, provides an accurate train position measurement.

The system uses the "moving block" principle of train separation. Based on this principle each train is assigned a portion of track, which is adjusted in very small units and frequently updated. The minimum spacing between trains is speed dependent and increases for the fast-moving trains allowing for more stopping distance. Also, other factors e.g. current train weight, weather conditions, or track curvature are taken into account during "moving block" computation. This approach allows for maximum capacity while ensuring maximum safety throughout the system.

Another safety feature is based on the "brick wall" concept. The wayside computers receive position information for each train and they calculate the permitted speed and safe stopping point for the following train. The next train must stay within its braking limit in order to ensure that it can brought to a safe, smooth stop, even if the moving train ahead were to stop instantaneously. Part of the essential "fail-safe" principle is to ensure that in the event of loss of communication with a particular train the following train will be stopped behind the train that has stopped communicating.

The automatic train control system operates at three different levels. The top level is called Management Level and it provides overall train management. This includes the operation of scheduled service, automatic launching of trains, speed regulation, data logging, and also running the "mimics" – a bank of four colour graphic CRT display representing the trains and tracks in a scaled schematic diagram. The middle level is an Operation Level, which is responsible for directing train movement and ensuring safe spacing between trains. The lowest level, called Activation Level, is provided by a dual processor computer located on the ART vehicle. It monitors the train position, its speed and general status of the train; regulates the movement of the train (speed, track direction, acceleration, braking); operates the doors.

Even the most sophisticated automatic control system requires people to operate and maintain it. People are really at the heart of the SkyTrain. During the tour of the facility we had an opportunity to meet some of them. The Control Centre is staffed around the clock. All Control staff is trained on operating systems (train control, propulsion power, security and communications). Since routine train operation is automated, much of the operator’s attention is focussed on exceptions. Closed circuit television cameras are located in the stations and they are monitored all the time and staff are ready to provide passenger assistance if it is needed.

Twenty five group members and their guests gathered on a cold, rainy evening in Vancouver at the function room of the Molson Brewery Company. Mr. Gifford Robb, Brewmaster at Molson in Vancouver, was originally scheduled to be our presenter. Regrettably, he was unable to be there due to health problems. On his behalf Mr. Rick Malloy (Maintenance Engineer) and Mr. Steve Dunn (Brewing Supervisor) at Molson Breweries told us a most fascinating story about how to make superior quality beer. The presentation was complemented with samples of different the brands of beer made by Molson Breweries, which were provided not only for tasting, but also for the participants’ enjoyment.

Three natural ingredients: barley, hops, and water are converted during brewing process into great-tasting, natural beer. Barley must be first malted. Malt is the final product of a process known as malting, in which grain, usually barley, is treated for use in making ale and beer. The barley is steeped in water until it germinates. Germination activates certain enzymes within the grain that convert starches to fermentable sugars. Heating the grains in a kiln terminates the germination process.

The length and intensity of kilning control malt flavour. Malt gives beer its body, its strength and much of its colour and flavour. . Some beers, such as stout, have a heavier flavour and darker colour because dark-roasted malt is used. Molson’s malt comes from western Canadian barley although small amounts of specialty malts are imported from Europe. 

Hops are largely responsible for the aroma and bitter flavour of beer. Bittering hops and aroma hops (mostly from Europe) are added at different stages of brewing in order to obtain a specific flavour of beer.

The final natural ingredient, water, imparts flavour of beer. Water is treated to the level of purity and content of natural minerals that are most suitable for brewing. Because the quality of water, which is used for brewing, varies from place to place the same beer made at different breweries will have a different taste.

To transform the mixture of these components into beer the "living ingredient" - yeast is put to work. Different types of yeast are responsible for different beer taste and alcohol content (ranging from 2.5% to 5% by volume). The process of yeast production is strictly protected and is a well-guarded secret.

Making beer is more than just technology and chemistry combined together. It requires a passion to make the best product possible. Molson Brewmasters add this ingredient to the brewing process making the production of beer a fine art.

Beer, like any other perishable food, must be properly stored in order to preserve its great taste and texture. A cool, dark place is the obvious choice with a constant temperature around 13 degrees Celsius. In these conditions, beer will remain fresh for up to 3 months after the day it is made. Proper storage is only the first step to enjoying your beer. The next step is to ensure the cleanliness of the beer glass.

You should use only dedicated glasses for drinking beer. Milk, tea, coffee and even the soap used for cleaning the glasses, can leave a residue that diminishes a beer’s head (foam). Molson’s experts advise rinsing the glasses in cold water before serving beer. This will prevent the beer’s head from evaporating too quickly. Before you start pouring beer into the glass, you should be aware, that the way in which you pour it into the glass affects the taste and texture of beer. The goal is to pour a beer with a perfect head of foam. This can be achieved if you place the neck of the bottle over the edge of a cool, wet glass, tilting the bottle to a high angle and pouring the beer into the glass until a fine, dense textured head is created. While the size of the head is strictly a matter of taste a head of approximately 1.5 to 2 inches high is recommended. After the desired head is obtained, lower the bottle until the foam reaches the top of the glass. It sounds like a lot of engineering effort is required to serve one glass of beer. But I can assure you it is worth it. Cheers!

Our presenter was Mr. Dave Mitchell is Communications Operations Manager at the Emergency Communications (E-Comm) Centre for Southwest British Columbia. He joined E-Comm in August 1998 and his main duties include coordination, management and overall operation of the centre. During his lively, well-attended presentation, 30 members and their guests learned about the genesis of this project and the services that will be provided by E-Comm to the community living in the south west of the province of British Columbia. After presentation we toured the facility and examined various communications control rooms.

Most of emergency communications systems in Southwest British Columbia were inadequate to the task. Fire, police, ambulance service, and engineering personnel could not communicate effectively in the field, or with their counterparts from other municipalities. Most existing systems were more than twenty years old and were operating at maximum capacity. Some improvements and upgrades have been recently made but they lacked modern capabilities. Critical systems are currently housed in buildings that are subject to earthquake damage. Many systems lack redundancy – a single failure could result in loss of communications capability.

In order to overcome these problems a special purpose company, legally known as E-Comm, has been formed under the BC Company Act to provide a high standard of communication services in the best interests of public safety and public service. The corporation represents an alternative service delivery model for government services and it is designed to provide cross-agency, cross-jurisdiction, and cross-government cooperation by maintaining critical communication links during emergencies.

The E-Comm building site is located in Vancouver across from Hastings Park. It is easy reachable by transit and readily accessible via major highways. Access to the site is off Pender and Hastings Streets.

The E-Comm building is a three-level, 60,000 square feet, reinforced concrete post-disaster, purpose-built facility. The building is capable of surviving a major earthquake and providing a nearly self-sufficient environment for extended periods of operation during an emergency. This was achieved by incorporating a number of backup support systems that include communication, mechanical plants, emergency power generation, uninterruptable power sources, emergency water, and emergency food storage.

Durable materials have been selected for the building envelope and low maintenance materials have been used wherever possible as interior finishes. The facility has been designed to allow natural light in the workplace, specifically in the consolidated 911-call taking and dispatch centre.

A proximity card control system is employed restricting access to the building. The building and parking lot are monitored on a 24-hour basis by Closed Circuit Television (CCTV) surveillance.

The building’s central functional components include:

• a consolidated police, fire and ambulance 911 call taking and dispatch centre;
• a Regional Emergency Coordination Centre (RECC);
• the City of Vancouver's Emergency Operations Centre and Vancouver Police Special Events Services;
• the regional office of the Provincial Emergency Program (PEP);
• the Port of Vancouver and Fraser Port Disaster Recovery Centre;
• an alarm monitoring centre;
• an E-Comm radio system's central components.

Furthermore, space has been provided for media briefing, amateur radio operations for disaster support, kitchen facilities, a lunchroom, lockers, and even a small exercise facility.

Special considerations have been given to the building’s mechanical, electrical, structural, and communication systems to ensure that they are highly reliable, redundant, fault tolerant and resistant to hazard.

Hot water heating is provided by two boilers, each sized for 100 percent of design load that can be fired either by natural gas (during normal operation) or by diesel fuel in the event of a gas outage. An underground fuel tank will provide fuel for three days following an emergency. The air-conditioning plant consists of two 40-ton coolers and a 1,350 ton-hour ice storage plant. Each cooler is able to provide cooling to essential equipment in the event that one of them fails. The ice storage system provides back-up cooling for a minimum of one day in the event of failure of both coolers.

In the event that chlorine or ammonia contaminates the outside air gases, outside sensors will close all air intakes and the main air-handling unit will run in a recirculating mode.

Two 500 kW diesel-operated generators will provide backup power in the event of a power failure. Each generator has sufficient capacity to provide enough power for operating all computers, radio equipment, lighting, and miscellaneous equipment. An uninterruptable power supply system will provide power during the generator’s start-up period for about 30 to 45 minutes.

A 5,000 US gallon water tank will provide potable water for 2 days period in the event of a water main failure. A second 5,000 US gallon holding tank will provide sewage storage in the event of failure of the City of Vancouver’s sanitary main for a period of 48 hours.

Satellite signals are collected with a system of fixed and steerable antennas, which are distributed on the in-house cable system. Back-up satellite telephone circuits are provided in the event of disruption in the local telephone system.

When required, a remote video collection system could be used to gather live audio and video signals from a mobile camera mounted in a helicopter or from fixed camera locations. The system will use microwave radio systems to transmit video signals to the E-Comm Building.

This communications facility is the central answering point for 911 calls and provides police, fire, and ambulance dispatch services. Computer aided dispatch technology supports the operations and provides full mapping of the coverage area. This enables 911 operators to instantly pinpoint the exact location of an emergency, determine the fastest route to that location, and allows radio dispatchers to determine the closest unit to the incident.

The dispatch technology has the capability to store text and image data, which when required can be sent to police, fire, and ambulance vehicles and displayed on in-vehicle laptop computers. This allows, for example, missing person photos to be sent directly to a police car, building floor plans to a fire truck, or patient information to a hospital.

Another example is the event when an incident escalates into major disaster. When a 911 call is answered, the telephone number and location will be displayed on the dispatcher’s screen and the mapping system will immediately pinpoint the location. The computer aided dispatch system then will provide supplementary information, including details about other incidents in the area, topography, landmarks, hazardous conditions, etc.

As other 911 calls are received, call takers will supplement the original incident report with detailed information that continuously updates the radio dispatcher. Further escalation might involve an activation of the Regional Emergency Coordination Centre.

Three large rear projection screens in the Vancouver Emergency Operations Centre and two 4' x 6' front-projection screens in the Regional Emergency Coordination Centre will display a situation to personnel in these operation rooms.

The facility’s operational space will accommodate about 50 call taker positions and 36 functional dispatch consoles. In addition, there are dispatch consoles in the command breakout room and 12 fully functional training stations in the training area.

The new area wide radio system will cover approximately 13,000 square miles, bounded by Boston Bar, Pemberton, Sechelt, and the US Border, providing service to over half the population of British Columbia. The central controller for the radio system will be located in the E-Comm building. A contract to build the radio system was awarded to Ericsson/BMS.

Some unique features will include encryption of communications with high security methods that are nearly impossible to break, the capability to automatically locate personnel using radios in vehicles, and an automatic vehicle location that will also help pinpoint units that have requested an assistance. Equipped with the modern technology E-Comm will be able to provide a high standard of communication services in the best interests of public safety and public service.

Our speaker for this evening was Mr. Fred Baines, P.Eng. He is a graduate of Mechanical Engineering at UBC and has 27 years experience in the natural gas business that includes the design, construction, and operations of high-pressure transmission pipelines, compressor stations, and Liquefied Natural Gas facilities. Currently, he is a Business Leader for Transmission Operations Division at B.C. Gas Utility Ltd. His lively talk was well illustrated with numerous overheads and slides. The audience of 20 members and their guests had a rare opportunity to learn about the many challenges that an existing energy infrastructure has to cope with to preserve a safe urban environment while satisfying the customers.

The world, which we live in, is constantly changing and people’s values are changing too. For example, in the past, a majority of the population would be more concerned with their standard of living or nuclear threats. Today, the same people seem to care more about their quality of life and environmental threats. This shift of values can pose unexpected challenges for companies like B.C. Gas. The rapid expansion of urbanisation demands more and more land. This process affects the existing and future energy infrastructure such as natural gas pipelines and plant facilities and presents challenges to the utility to maintain a safe, reliable and cost-efficient system.

During the presentation the audience was presented with several examples showing how difficult it is to maintain this delicate balance. For instance, problems arise when the utility has to upgrade an existing network of high-pressure gas pipes. For many years people have been living in areas adjacent to the underground infrastructure without realising what is hidden deep underneath their neighbourhood. One day, they discover that the utility needs to carry out regular maintenance work or, an upgrade project (very often in their backyards) and suddenly they realise that this imposes a risk to their lives or property. People, in general, like to have control of their actions and the risks involved. For example, they like to drive a car but they don’t like any risk imposed upon them by any adjacent energy infrastructure even if it was there first! This kind of situation calls for actions and practices that take into account public values.

Suddenly, the energy utility has to deal with all its stakeholders and negotiate and communicate its position on issues. Interested stakeholders include environmentalists, governments, local residents etc. Expectations are high and the energy utility is challenged to develop creative solutions. The interests are diverse and yet, in many cases, quite reasonable. And while everybody enjoys the comforts that energy provides, there is a desire to maintain the quality of life. Sometimes the concerns can be addressed by a simple realignment, other times it might involve directional drilling 42" diameter pipe under future dykes (that may never be built) at costs far in excess of what might normally be expected. Directional drilling has been also employed to overcome problems of laying high-pressure natural gas pipes through mountainous terrain or to cross under lakes and rivers.

Other problems can be created by an extensive industrial development in areas that used to be once farmland or just a garbage dump. A 4,000 hectare pristine bog, such as Burns Bog was an ideal location for a pipeline 50 years ago. Today, it has become a centre of attention for major industrial and commercial interests. The industrial expansion in this area has led to undesired permanent changes in the terrain such as partial subsidence of a land fill and displacement of a slope. As a result of these changes, the routine inspection of the existing 24-inch high-pressure natural gas pipe system detected a shift of 3 meters with respect to the pipe’s original position. Quite a surprise and a tremendous challenge at the same time! Further investigation revealed that no other damage has been done, but since then the system needs is regularly monitored in order to ensure its safe operation.

Thirty-six members met for a visit to the Canadian Coast Guard Marine Communications and Traffic Services Control Centre on the top floor of the Kapilano 100 building in West Vancouver. This facility is preparing to close. Most of the systems we saw presented their own view of the marine world and were operated in darkened rooms. The building’s magnificent view of the approaches to the Lion’s Gate Bridge had become more of a glare problem than an asset for the functions performed with all-weather, 24 hour, surveillance technology.

Peter Harsche, supervisor of the maintenance workshop and Paul Peltier, took us in groups through the Centre which plays a key role in keeping shipping in the region safely separated and informed of other traffic, weather, hazards, regulations, clearances and instructions.

The Centre has visual and close circuit television, radar and radio contact with all vessels entering and leaving Vancouver Harbour. The vessels are given harbour anchorages or are directed through the First Narrows under the Lions Gate bridge into the inner harbour. We were given a live demonstration of the radar images of vessels in the harbour area and also vessels in the Georgia Strait and down as far as Victoria where they are handed over to the American Coast Guard for their trip through Juan de Fuca Strait out to the Pacific. We also saw the various radar screens and radio systems.

The Canadian and United States Coast Guards jointly operate a voluntary Cooperative Vessel Traffic Service under which a common reporting format may be used by all vessels of more than 300 gross tons that wish to pass through Canadian or US waters surrounding Southern Vancouver Island and North Western Washington.

For more information about the MCTS visit their web site at www.island.net/~comoxcg/vts.htm

Our group needs a logo. This presents an opportunity to win a valuable prize. The 1999 Committee would like to invite all members of the group to take part in a competition for the WCGCE logo design. The logo should include an abbreviated group name "WCGCE". The rest of the design is really up to you, dear engineer, but it should include some elements that could be easily associated with an engineering profession and the multidisciplinary characteristic of our group.

Please submit your design idea to Bob Martin, the Hon. Secretary, fax: (604) 261-4686, or e-mail as an attachment to iamrtm@direct.ca by November 30^th, 1999. The Committee will review all design proposals during the December meeting and will choose the best design. The name of the winner will be announced during the next AGM (to be held in January 2000) and the mystery prize will be awarded. The results of the competition will be also published in December edition of The ChallEnge, and on our Web site too.

The 1999 Committee would like to conduct a survey and find out how many members of the WCGCE would prefer to receive The ChallEnge as an e-mail attachment (zipped Microsoft® Word document format) or maybe print it out directly from our Web Site (www.wcgce.org) rather than receive a traditional hard copy (like this one). Obviously, this service would be only available to those members who have access to the Internet or have e-mail accounts. We could extend this service further and also send the technical meeting notices as an e-mail attachment rather than mailing them to you. Please, let us know what you think.

The hard copy of The ChallEnge and the technical meeting notices still would be sent to those members who do not have Internet or e-mail access or just simply prefer the old traditional way of receiving the mail. The decision is yours and the Committee is waiting for your feedback. Please reply by e-mail to Ian Price, our Webmaster at iprice@iee.org or call Bob Martin, the Hon. Secretary, tel. (604) 261-8913, or e-mail to iamrtm@direct.ca by September 30^th, 1999.

The 1999 Annual General Meeting took place at the Hyatt Regency Vancouver Hotel on Saturday, January 30^th. The minutes of the AGM, at which your present committee were elected, were distributed beforehand. Following the AGM 114 members and guests enjoyed an excellent dinner. And this was just the beginning of an evening full of fun, swinging jazz and outstanding British entertainment.

It first started with Tommy Cooper & Company, a hilarious British comedy cabaret. Everybody laughed and had a jolly time! At the end we were all invited to sing along the chorus of "Master of the House" (Les Miserables). Then, it was time for a dance and good music. Red Nickers, 6 piece traditional jazz and 4 piece swing band, got everybody on the dance floor. To conclude the British theme for this event Boddingtons pub ale was served the whole evening.

Our appreciation for organising this wonderful evening goes to Mr. Colin Marsh. We also would like to thank our sponsors for financial contributions: Mr. John Collings – Vice President Transportation of DELCAN, Ms. Tiffany De Frang – Oland Specialty Beer Company, Mr. Thomas Wu – WCGCE member, and Mrs. Linda Jackson – VIP Royal Diamond Casino.

Do not forget about this major event of the summer 1999. Mark your calendar now. The inspection of this historic telephone box starts at 5:00 PM on Saturday, July 24^th (if it rains the event is moved to Sunday, July 25^th). The usual location: Jane and Ian Price Residence, 2414 Tree Top Lane, North Vancouver, BC.

For more information regarding this event, please see the notice included with this mailing or visit our Web site (www.wcgce.org). All members, their spouses or significant others are invited. Please remember to confirm your attendance in advance.

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Many of the above can be contacted directly via e-mail. Please visit our Web site www.wcgce.com to find the address or contact Bob Martin, Hon. Secretary at tel. (604) 261-8913.

O Lord above, send down a dove,