Canada Line

Canada Line
Canada Line SkyTrain pulling into a station
Overview
Type	Light Metro Rapid Transit
System	SkyTrain
Termini	Waterfront YVR–Airport & Richmond–Brighouse
Stations	16
Website	TheCanadaLine.com
Operation
Opened	August 17, 2009
Owner	TransLink, IntransitBC
Operator(s)	ProTrans BC
Rolling stock	Rotem EMU
Technical
Line length	19.2 km (11.9 mi)
No. of tracks	2
Track gauge	1,435 mm (4 ft 8 1⁄2 in) standard gauge
Electrification	Third rail
Operating speed	80 km/h (50 mph)
Route map

Canada Line is a rapid transit line in the Metro Vancouver region of British Columbia, Canada. Opened in August 2009, it is the third line in TransLink's SkyTrain metro network, servicing Vancouver, Richmond, and the Vancouver International Airport. It is coloured turquoise on route maps.

The Canada Line comprises 19.2 kilometres (11.9 mi) of track; the main line goes from Vancouver to Richmond, while a 4 km (2.5 mi) spur line from Bridgeport Station connects to the airport. Originally scheduled to open on November 30, 2009, it opened fifteen weeks ahead of the original schedule, well in advance of the 2010 Winter Olympics in the following February.

The Canada Line was anticipated to see 100,000 boardings per day in 2013, and 142,000 boardings per day by 2021, but it has consistently exceeded early targets. Ridership has grown steadily since opening day, with average ridership of 83,000/day in September 2009; 105,000/day in March 2010, and over 136,000 passengers per weekday in June 2011. During the 2010 Winter Olympics, the line carried an average of 228,190 passengers per day over the 17-day event.

Governance of the project was through Canada Line Rapid Transit Inc. (CLCO), formerly RAV Project Management Ltd. (RAVCO, a reflection of the original "Richmond-Airport-Vancouver" name). The line was built by SNC-Lavalin, and InTransitBC will manage the line for 35 years under a contract to TransLink. The Canada Line is operationally independent from British Columbia Rapid Transit Company, which operates SkyTrain's Expo and Millennium lines, but is considered a part of the SkyTrain network. Like other two SkyTrain lines in Vancouver, it is also light metro rapid transit, using fully automated trains on grade-separated guideways.

Route

Canada Line

Legend SeaBus ( Lonsdale Quay ) West Coast Express ( Mission ) SkyTrain Expo/Millennium lines Waterfront SkyTrain ( King George/VCC–Clark ) Vancouver City Centre Yaletown–Roundhouse False Creek Olympic Village Broadway – City Hall( 99 B-Line ) King Edward 33rd Avenue(proposed) Oakridge – 41st Avenue Langara – 49th Avenue 57th Avenue(proposed) 64th Avenue Portal Marine Drive North Arm Bridge (Fraser River) Vancouver Zone 1 / Richmond Zone 2 Operations and maintenance centre Highway 99 Bridgeport( regional buses ) Aberdeen Lansdowne Richmond–Brighouse Middle Arm Bridge (Fraser River) Grant McConachie Way Templeton Sea Island Centre YVR 3(proposed) YVR–Airport Vancouver International Airport

The Canada Line begins in Downtown Vancouver at Waterfront Station (0.0 km) in a cut-and-cover subway tunnel beneath Granville Street. It quickly transitions into twin bored tunnels, heading southwest beneath Granville Street, then curving southeast to follow Davie Street through Yaletown. The tunnels then dive deeper to pass below False Creek before rising back up to Olympic Village Station (2.7 km). There, the line transitions back to a cut-and-cover tunnel (which is noted by the tunnel going from being circular to square shaped) heading south under Cambie Street, some portions of which have the two sets of tracks stacked vertically on separate levels. The line finally emerges from the ground just south of 64th Avenue, climbing to an elevated guideway.

Canada Line bridge over the Fraser River.

The line continues elevated across the North Arm Bridge over the North Arm of the Fraser River, leaving Vancouver and entering Richmond. Just beyond Bridgeport Station (11.1 km), the line splits, with the Richmond branch heading south on elevated tracks along No. 3 Road and terminating at Richmond–Brighouse Station (14.5 km). The airport branch turns west and crosses the Middle Arm Bridge over the Middle Arm of the Fraser River, connecting to stations on Sea Island and terminating at YVR–Airport Station (15.0 km). Portions of the airport branch are at-grade in order to accommodate a future elevated taxiway for aircraft over the line. Both branches narrow to a single track as they approach their respective terminus stations. Just before the Bridgeport Station is the OMC (Operations and Maintenance Centre) facility which houses the trains when not in use.

Stations

Real-time information is provided on every station platform.

Station construction was designed as a two-stage process. Sixteen original stations opened at the same time as the line itself. Three additional stations are planned for, and may be built in the future. The stations are listed below.

Each station along the Canada Line is slightly different in appearance, and designed to blend in with the surrounding neighbourhood. For example, Langara – 49th Avenue Station is designed to fit into the area's low density residential neighbourhood.^{[citation needed]}

The five busiest stations have platforms 50 metres long, while the rest of the stations have 40 metre platforms that can be easily extended to 50 metres. The YVR terminus and the Richmond-Brighouse terminus are single-tracked, whereas Waterfront Station terminus is double-tracked. The double tracking is necessary to accommodate the 3 minute headways between trains on the Waterfront-Bridgeport portion of the line. King Edward Station is the only station with a stacked configuration and Broadway – City Hall Station is the only station with a double height ceiling over the platforms. Vancouver City Centre Station is linked to Pacific Centre Mall and Vancouver Centre Mall in addition to having street level access. All direct transfers to the Expo and Millennium Lines must be made at Waterfront Station; there is no direct connection from Vancouver City Centre Station to Granville Station. However, it is possible to transfer between those two stations via a short walk through Pacific Centre or Vancouver Centre Mall.

Stations were configured to allow for the future installation of fare gates, and will be receiving fare gates for 2013 as part of full implementation throughout all SkyTrain stations. Every station has an up-escalator and elevator, but only the three terminal stations have down-escalators.

Vancouver section

All Vancouver stations are underground except Marine Drive which is elevated.

• Waterfront (Granville Street between Pender and Hastings)
• Vancouver City Centre (Granville Street at Georgia Street)
• Yaletown–Roundhouse (Davie Street near Mainland Street)
• Olympic Village (Cambie Street at West 2nd Avenue)
• Broadway – City Hall (Cambie Street at West Broadway)
• King Edward (Cambie Street at King Edward Avenue)
• Oakridge – 41st Avenue (Cambie Street at West 41st Avenue, next to Oakridge Centre)
• Langara – 49th Avenue (Cambie Street at West 49th Avenue, near Langara College)
• Marine Drive (Cambie Street southside of Southwest Marine Drive)

• 

  Construction taking place on the south shore of False Creek, at the site of Olympic Village Station, April 14, 2006.

• 

  Construction of the Vancouver City Centre Station, below Granville Street between Robson and Georgia, April 9, 2008

Richmond section

Trains outbound to Richmond's commercial centre stop at:

• Bridgeport (River Road at Great Canadian Way, adjacent to River Rock Casino Resort, major transit exchange for suburban buses, link to Airport branch)
• Aberdeen (No. 3 Road at Cambie Road, adjacent to Aberdeen Centre)
• Lansdowne (No. 3 Road at Lansdowne Road, adjacent to Lansdowne Centre, 3–4 blocks away from the Richmond Olympic Oval speed skating venue)
• Richmond–Brighouse (No. 3 Road at Saba Road, adjacent to Richmond Centre)

Airport section

Trains outbound from Vancouver to Vancouver International Airport split from the main line after Bridgeport Station, stopping at:

• Templeton (located north of Grant McConachie Way and east Templeton Street)
• Sea Island Centre (near the Air Canada service centre)
• YVR–Airport (adjacent to the International terminal of Vancouver International Airport)

Post 2010

Provisions have been made to allow for the addition of the following stations at some time in the future:

• 33rd Avenue (Cambie Street at West 33rd Avenue, next to Queen Elizabeth Park)^{[citation needed]}
• 57th Avenue (Cambie Street at West 57th Avenue)^{[citation needed]}
• YVR 3 (Sea Island)^{[citation needed]}

A future station at Capstan Way (No. 3 Road and Capstan Way) in Richmond was originally planned, but was cancelled in March 2009. Pinnacle International and Concord Pacific, the developers of the Sun Tech City project couldn't fund the $15 million required to build the station. The developers could only offer $1 million up front, but this sum was deemed unacceptable by TransLink and the City of Richmond. Despite this, provisions for the station were engineered into the track and Richmond city council expects this station to be built at some point in the future. The Richmond Official Community Plan envisions an "Artists District" of medium density, mixed-use development surrounding the future station.

Travel times between stations

The trip from Waterfront to either Richmond–Brighouse or YVR–Airport takes 25 minutes in either direction. During the day, trains run about every 7 minutes on both branches, interleaved to provide service every 3.5 minutes on the combined section between Waterfront and Bridgeport.

Waterfront
Vancouver City Centre												1
Yaletown–Roundhouse											2	3
Olympic Village										2	4	5
Broadway – City Hall									1	3	5	6
King Edward								2	3	5	7	8
Oakridge – 41st Ave							3	5	6	8	10	11
Langara – 49th Ave						2	5	7	8	10	12	13
Marine Drive					3	5	8	10	11	13	15	16
Bridgeport				2	5	7	10	12	13	15	17	18
Aberdeen			3	5	8	10	13	15	16	18	20	21
Lansdowne		2	5	7	10	12	15	17	18	20	22	23
Richmond–Brighouse	2	4	7	9	12	14	17	19	20	22	24	25
Templeton			3	5	8	10	13	15	16	18	20	21
Sea Island Centre		1	4	6	9	11	14	16	17	19	21	22
YVR–Airport	3	4	7	9	12	14	17	19	20	22	24	25

Transit connections

Canada Line (sky blue) as part of the Metro Vancouver transit system in 2014.

A large number of transit services connect with the Canada Line and form an important part of the service. With the opening of the line, most bus routes in Richmond, as well as connecting services from White Rock, Tsawwassen, and Ladner, are doubling their service frequency. Waterfront Station provides connections to the Expo and Millennium Lines, West Coast Express and SeaBus. Broadway – City Hall provides a connection to 99 B-Line service.

Except for night service, when trains are not running, there is no longer any TransLink bus service to the airport. The Airport Station bus loop was closed on September 7, 2009, a few weeks after the opening of the line. Bus routes that used this loop were discontinued (as in the case of the 424 and the 98 B-Line), short-turned (as in the case of the 100, renamed 100 Marpole Loop), or were being redirected to Bridgeport Station (as in the case of the 620, C90 and C92).

There are proposals to extend SkyTrain west along Broadway from VCC-Clark Station towards UBC, allowing for a transfer to the Canada Line at Broadway–City Hall Station. As indicated in material presented by the City of Vancouver at public meetings in early 2006, this station was designed with such a future extension in mind. A "knock-out" panel was installed in the concourse that would allow them to easily build a connection between the station and a Broadway-corridor SkyTrain extension towards UBC.

The Canada Line uses the same fare system as the rest of the transit system managed by TransLink, with two exceptions. The YVR AddFare, started in January 2010, is an additional surcharge that applies for some passengers leaving the airport and travelling beyond Bridgeport Station. Passengers headed away from the airport who are using non-prepaid fares must pay a $5 AddFare on top of the regular fare. Travel between the Sea Island stations is free to everyone. There is no additional fare for anyone travelling towards the airport. Passengers using prepaid fare media (FareCards, FareSavers, or DayPasses) will not be required to pay any additional fare when travelling either toward or away from the airport. Prepaid transit passes can be purchased at the 7-Eleven and Pharmasave on the bottom level of the domestic terminal.

Until faregate installation is complete in 2013, Canada Line operates on a "Fare Paid Zone" system. This means passengers are required by law to have a valid fare when they enter the Fare Paid Zone. Fare Paid Zones are clearly marked and fares can be bought from Ticket Vending Machines prior to entering the Fare Paid Zone. Fare Inspections are mostly conducted by the South Coast British Columbia Transportation Authority Police Service. Passengers who fail to pay the fare or do not have a valid fare could be fined $173 and/or removed from the station/train.

Transit Security Officers occasionally inspect fares at Canada Line Stations as part of TransLink's Fare Audit. Transit Security Officers mostly focus their efforts on the bus system, bus loops, and Seabus.

Canada Line Attendants are the customer service staff for the Canada Line. They are easily identifiable by their green livery. Canada Line Attendants provide customer service, troubleshoot certain problems with the trains, observe and report safety issues, and check fares.

Technology

A train parked at the Canada Line Operations and Maintenance Centre near Bridgeport Station.

Canada Line uses a fleet of trains built by Rotem, a division of Hyundai Motor Group. They are powered by conventional electric motors, rather than the linear induction motors used by the Expo and Millennium Line's Bombardier ART trains. Canada Line trains are operated by the same SelTrac automated train control system also used in the rest of the SkyTrain network.

The selection of Rotem was largely a consequence of the Request for Proposals process for the Public-Private Partnership, whose terms did not allow Bombardier to consider efficiencies in combining operations or rolling-stock orders for the new line with those for the existing system. This placed all bidders on a level playing field, albeit at the cost of not necessarily picking the most efficient choice for long-term operation. The RFP also required that the system have an ultimate capacity of 15,000 passengers per hour per direction (leaving the choice of technology and platform length to the proponent) and required a maximum travel time between YVR and downtown Vancouver of 24 minutes.

The fleet consists of 20 fully automated 2-car articulated trains, for a total of 40 cars. The capacity of the trains is estimated at 334 people per pair of cars (comfortably), or 400 people at crush load. The trains have a top speed of 80 kilometres per hour (50 mph) in normal operation, or 90 km/h in catch-up mode. Each married pair of gangway-connected cars is 41 metres long and 3 metres wide, similar in dimensions to Ottawa's O-Train, and are longer and wider than the Bombardier ART fleet used on the Expo and Millennium lines. Each train has exterior LED electronic displays, on the exterior to indicate terminus station, and on the interior to display the next station and the terminus station; a useful feature, considering the line has two branches.

Canada Line Hyundai Rotem specifications

• Car Builder: Hyundai Rotem, South Korea
• Car Body: brushed stainless steel, with a vinyl wrap at the outer ends
• Unit Numbers: paired numbered 1xx and 2xx where xx increments from 1 to 20
• Fleet of: 20 (2 car train set)
• Train Length: 41 m (134 ft 6 in)
• Car Width: 3 m (9 ft 10 in)
• Car Height: 3.6 m (11 ft 10 in)
• Track Gauge: standard gauge of 1,435 mm (4 ft 8 ¹⁄₂ in)
• Total Weight: 76 tonnes (75 long tons; 84 short tons) (empty)
• Propulsion System: Conventional AC traction motors
• Max. Speed: 80 km/h (50 mph)
• Power: 750 V DC
• Braking System: Pneumatic Wheel Disc brake
• Total Seating: 334 (per 2-car train; seated and standees); 167 (per car; seated and standees)
• Capacity: 5,000 to 15,000 passengers per hour
• Coupling/Numbering Arrangement: All married pairs.
• Price per car
• Overall cost: 2 billion dollars
• Signalling System Moving Block controlled by Cable Loop, Thales Rail Signalling Solutions from Toronto, Canada

Name of the line

During the stages of planning and public consultation, the line was known as the "Richmond-Airport-Vancouver Line", or RAV for short. The name "Canada Line" was officially adopted in 2005 to coincide with the beginning of construction. Some early documents also refer to it as the "Olympic Line", in honour of the 2010 Winter Olympics, continuing the practice by which the Expo and Millennium lines were named after significant events occurring at the time of construction. This name was subsequently adopted for the demonstrator modern-streetcar service which operated along the Downtown Historic Railway for a two-month period centred on the Olympics.

Canada Line from conception to realization: timeline

• Between 1990 and 1992, BC Transit and N.D.Lea Consultants studied Intermediate Capacity Transit System options in the Vancouver-Richmond Corridor.
• From September 1991 through August 1993 the TRANSPORT 2021 Steering Committee carried out an extensive program of research and public consultation to create "A Long Range Transportation Plan for Greater Vancouver". Under Project Director M.L. (Martin Crilly) a comprehensive transportation investment and financing strategy was envisioned for the region. Until today all existing and proposed road and transit investments have been put forth in this plan. The plan calls for the provision of an Intermediate Capacity Transit System from Richmond to Vancouver Central Business District.
• In fall of 1994 N.D.Lea and Delcan Consultants carried out studies examining technologies, operating feasibility, ridership, capital and operating cost, traffic impacts and development potential in three corridors including the Richmond-Vancouver corridor. These studies were prepared as input into BC Transit's 10-Year Development Plan. These studies did not include a spur line to the Vancouver International Airport
• In 1995, BC Transit (a crown corporation responsible for public transit) expressed desire to create a special service of either Bus Rapid Transit (BRT) or Automated Rapid Transit (ART) service connecting the cities of Richmond, Vancouver, and the Vancouver International Airport in one of the transit improvement plans.
  • Underground rights-of-way were reserved at the Concord Pacific development close to the Cambie bridge.
• From mid-1997 to mid-1998 a number of different routes for Vancouver-Airport/Richmond were evaluated for BRT and the preferred route and station locations were selected.
• June 24, 1998, Minister in Charge of B.C.Transit, Joy McPhail announces plans to build Vancouver-Richmond ALRT. "The new line would link Richmond city centre, the airport and Downtown Vancouver—probably running north-south through Vancouver along the Cambie Street corridor." "MacPhail said the province wants to accelerate the construction of rapid transit to Richmond as part of a bid to bring the 2010 Winter Olympics to the Lower Mainland."
• In 1999 detailed design of the Vancouver-Airport/Richmond BRT was carried out.
• On April 1, 1999, The Greater Vancouver Transportation Authority, better known as TransLink is created under the direction of CEO Ken Dobell, previously City Manager for the City of Vancouver.
• In April 2000 TransLink adopts Strategic Transportation Plan 2000–2005. The plan notes that future transit lines have equal priority, and recommends the planning and design of a Richmond/Airport/Vancouver (RAV) rapid transit line.
• May 2000, Approval of RAV study, while construction had begun on the BRT Service between Richmond Center, Airport Station and Downtown Vancouver.
• Sometime in 2000, a Transport Canada report on rail access to the airport estimated it would cost $1.3 billion for SkyTrain expansion using the Cambie route and $738 million for a light rail system along Arbutus.
• In December 2000, TransLink received the report on public/Private partnerships for road and transportation Infrastructure, the model that would be used to finance, construct, and operate the new Canada Line.
• On April 1, 2001, bus operators and other CMBC employees go on strike delaying full implementation of Vancouver-Airport/Richmond BRT by four months.
• That same month, re-affirmation at TransLink of a Vancouver/Richmond line including a connection to the airport, and approval of recommendation of TransLink CEO that based on greater benefits from private sector perspective and community concerns, at-grade rail transit be excluded from further analysis and that analysis in Vancouver be restricted to underground options.
• On August 1, 2001, BRT service, known as the 98 B-Line, commences service in the corridor ultimately carrying over 20,000 passengers per day, while plans were already under way for an ART service to replace it. This proposed service was projected to carry over 100,000 passengers per day.
• On December 10, 2001, the Canadian government under Jean Chrétien announced over $2.0 billion dollars in funding for large infrastructure projects; the Canada Strategic Infrastructure Fund established by this budget would fund the Federal government contribution of the Canada Line. The government stipulated that the fund promote Private-Public Partnerships (P3) where appropriate.
• In April 2002 work was started on the third phase; the Project Definition phase. This ten-month task consisted of a technical evaluation to determine if it was possible to build the line by 2010.
• In 2003, ten companies or consortia submitted 'Expressions of Interest' in this project.
• In December 2003, this was short listed down to three who were given a 'Request for Proposal'. These three consortia were:
  • RAVLink Transportation, which included Fluor Canada, Siemens AG Canada, MTR Corporation, and Balfour Beatty Capital Projects,
  • RAVxpress, which included Bombardier, AMEC, Bouygues Travaux Publics, and Bilfinger Berger, and
  • SNC-Lavalin/Serco, which included SNC-Lavalin and Serco.
• On April 16, 2004, Federal government under PM Paul Martin increases funding promise from $300 million to $450 million.
• On June 10, 2004, the provincial government restates its commitment to the Canada line from $300 to $370 million and earmarks $170 million toward the Evergreen Line.
• On June 30, 2004, after twice voting to cancel the project, the TransLink Board approved the RAV line but maintained the right to cancel the project if none of the bids meet the approved budget of $1.35 billion.
• On November 19, 2004, RAVCO recommended that the SNC-Lavalin/Serco (now known collectively as InTransitBC) proposal for a fully automated, grade-separated system be accepted. This 'Best and Final Offer' bid was $343 million over the approved budget. The project was, however, brought to within the funding allowance, through various cost trimming measures, including design changes, the contractor agreeing to lower their bid, and the province contributing another $65 million.
• On December 1, 2004, the TransLink board gave final approval for the project.
• On July 29, 2005, the final contract to design, build and operate the RAV Line was signed between InTransitBC and TransLink. Serco is no longer a partner to InTransitBC and 2 pension funds have been brought into the partnership.
• In October 2005, the utilities relocation and roadwork was started.
• On November 25, 2005, the design of the new trains was unveiled and Hyundai Rotem was announced as the supplier of the trains. It was announced that the new line would be called the Canada Line as a funding condition from the Federal Government.
• The line opened at 1 pm local time on August 17, 2009, on budget and three and a half months ahead of schedule, and six months ahead of the 2010 Winter Olympics held in Vancouver. It began normal revenue service on the following day.
• On September 30, 2009, it was announced that the Canada Line had seen an average of 82,500 passengers per day since opening, putting it well on track to reach its ridership target of 100,000 per day within two years.
• On December 28, 2009, it was revealed that the average daily ridership (including weekends) has grown to 93,000, and has occasionally exceeded 100,000, three years ahead of expectations.
• On February 5, 2010, ridership reached a (then) record of 135,000 during a campaign to encourage residents to use transit prior to the Olympics. Further single-day records included 157,000 on February 11, 2010, and 210,000 on February 15, 2010 with all 20 trains running.
• Overall, the 2010 Winter Olympics saw the Canada Line's ridership increase 118 per cent to an average of 228,190 per day for 17 days, with a single-day record of 287,400 on February 19, 2010. Its regular non-Olympic ridership was stated as being 104,674 per weekday.
• In February 2011, Translink revealed that the average daily ridership of the Canada Line had grown to 110,000 per day.

Project funding

The Canada Line was built as a public-private partnership. Funding was provided by both government agencies and a private partner, the proponent. As of March 2009, the entire project was expected to cost $2.054 billion. The premier of BC has furthermore stated that the project is on budget and ahead of schedule. When approved in December 2004 the cost was given as $1.76 billion.

The public contributions to the budget comes from the following sources:

• Government of Canada: $450 million
• Government of British Columbia: $435 million
• Vancouver Airport Authority: $300 million
• TransLink: $334 million
• City of Vancouver: $29 million

These sums are all in 2006 dollars, except for the Government of Canada's contribution which will be paid out when constructed, and is estimated to be equivalent of $419 million 2003 dollars.

The private partner was expected to contribute $200 million, as well as being responsible for any construction cost overruns. As of November 7, 2009, InTransitBC has invested $750 million. InTransitBC is a joint venture company owned by SNC-Lavalin, the Investment Management Corporation of BC (bcIMC) and the Caisse de Depot et Placements de Quebec.

The British Columbia government initially committed $370 million but when the bid came in over budget, they contributed an extra $65 million. TransLink also put in extra money by committing money from the sale of the Sexsmith Park and Ride in Richmond and from the introduction of a special fare in the Airport Zone.

In November 2004, bid costs were reduced by postponing the construction of a walkway between Waterfront Station and the Cruise Ship terminal, by removing Westminster Station and moving Richmond Center Station and the end of the line several hundred metres north. TransLink would further pay for the cost of reinstallation of the trolley wires along Cambie. As a way to further reduce the Best and Final Offer, RAVCO no longer required that the proponent provide for 59 ticket vending machines and 38 ticket validating machines, or for a police unit to operate on the RAV line. RAVCO also shifted responsibility for moving trolley wires from SNC-Lavalin to TransLink. Costs were also decreased due to decisions to single track sections on the Richmond and Airport Branches. The Richmond branch was single tracked from Ackroyd Road onwards in large part due to Richmond City Council pressuring for the visual profile of the overhead line to be reduced for aesthetic reasons.

On July 11, 2006, decision is made to relocate Broadway station half a block north at a cost of $3 million to allow for better integration of the station with Broadway and a new development in the area. The funding is provided as follows: one third from the city of Vancouver, one third from TransLink, and one third from surplus funding available to CLCO.

In February 2007 TransLink approved the addition of a pedestrian and bike path to the Canada Line Bridge and agreed not to postpone the construction of a station at 2nd Avenue (Olympic Village Station), but instead build it to be ready when the line opens. The $10 million cost of the bridge bike path is paid for by TransLink and is not considered part of the cost of the Canada Line. The Olympic Village Station will cost an additional $29 million.

RAVCO was set up by the agencies funding the transit line to oversee project design, procurement, construction and implementation. This TransLink subsidiary, later renamed Canada Line Rapid Transit Inc (CLCO), made distributions to the builder as work progressed.

The table below lists the year by year contributions (in million dollars) made by various partner governments on a year by year basis up to December 31, 2008: Contributions by TransLink are total disbursements minus contributions by the City of Vancouver, the government of British Columbia and the government of Canada. Calculations show that TransLink has contributed $271 million to date. It has committed an additional $52 million in its 2009 budget.

Year	Vancouver	BC Gov.	Can. Gov.	Total Disbursements through TransLink	Airport Disbursements
2008	$7.1	$59.6	$93.4	$163.2	$46.8
2007	$14.9	$58.4	$167.4	$336.7	$94.6
2006	$6.9	$17.2	$125.6	$322.5	$108.4
2005	$1.1	$117.1	$108.9	$209.4	$15.7

The private sector will operate the line for 35 years in return for a share in the operating revenue of the line.

Early 2006, TransLink decided not to install turnstiles at Canada Line stations, but stations would be designed to accommodate controlled access to allow TransLink to install them for less cost if it wished to do so in the future. On April 9, 2009, TransLink, the Provincial Government, and the Government of Canada announced joint funding of $100 million to introduce turnstiles at all 49 SkyTrain stations. While a large portion of this funding will be used on the Expo and Millennium Line, a portion will be used on the Canada Line stations. The federal government is contributing $30 million and the province is adding $40 million, which will go to what it calls faregates, or controlled access gate.

Construction

Construction began in October 2005 and was completed in August 2009.

The line comprises the following construction elements:

Tunnel	9080 m
Elevated	7349 m
Bridge	614 m
At-Grade	1385 m

In addition to the 18.4 kilometres of track above, there is about 500 metres of track in the OMC.

• 

  Cut and Cover construction on Cambie Street just south of 25th Avenue, February 23, 2007.

• 

  Cut and Cover construction on Cambie Street just north of 25th Avenue, February 23, 2007

• 

  Cut and Cover construction on Cambie Street between 41st and 49th Avenue, June 7, 2007

• 

  Cut and Cover construction on Cambie Street at Cambie and 41st Avenue, June 7, 2007

• 

  Elevated guideway Construction at YVR, Nov 18, 2006

• 

  Graphical representation of movement of truss system used to install guideway segments.

• 

  Elevated guideway Construction at YVR, Nov 18, 2006, end view

• 

  Detail of crane component of overhead cantilever truss system, September 30, 2006, near Sea Island Center.

• 

  TBM installation in preparation for boring tunnel under False Creek June 10, 2006

• 

  TBM installation apparently required construction of round portals on south side of excavation, June 10, 2006

• 

  Configuration of site reflects support for tunneling operation underway under False Creek Inlet on October 5, 2006

• 

  Detail of tunnel boring machine showing wheels that allow the machine to roll along the round contoured concrete track. June 10, 2006.

Controversies

Opponents have claimed that the approval process was undemocratic and dishonest. They say that the projected ridership figures were grossly inflated; if actual ridership levels are less than projection, taxpayers and transit passengers may have to cover the shortfall in revenue. Opponents also claim that the official claim the project had nothing to do with Vancouver's bid to host the 2010 Winter Olympics was not credible.

Public-private partnerships

Opponents of the RAV line's public-private partnership (P3) believe it was politically motivated and that it will cost more money because of the private involvement. The private involvement has, however, allowed for the construction costs to be known and fixed up-front. After raising their contribution to $435 million the B.C. Minister of Transport and the Premier reaffirmed that this is the final contribution and that any cost overruns will be the responsibility of the proponent. Canadian Union of Public Employees opposed the use of P3 to design, build and operate the Canada Line. The P3 process did not allow precise plans to be developed with public consultation, but limited discussion to certain abstract parameters, while leaving the actual design details to the private partner.

Ridership projections

Before the building of the line TransLink had projected that it would require a 100,000 passenger/day average to reach the "break even point". They also projected that it would take around 3 years before capacity would reach this point and that TransLink would be responsible for the loss. However, in late 2010 the Canada line reached its projected ridership goal 3 years early.

Alignment and grade separation

Vancouver

Although the latest proposal for rapid transit did not include an option for rapid transit down the Arbutus corridor along the abandoned CPR right of way, Vancouver council reopened debate on this issue. Given that the rail right of way is currently zoned for transit use with space available for transit lines, running the line down the Arbutus corridor may have been more cost-effective than tunneling under Cambie. The planners and RAVCO, however, countered that the Arbutus corridor does not have the major concentration of transit destinations and origins that exist along the Cambie Street corridor, such as Vancouver City Hall, Vancouver General Hospital, Oakridge Centre, and Langara College that are necessary to provide the ridership required for this project to be successful. Also the Arbutus corridor is longer than the Cambie corridor and would cause longer travel times. Cambie corridor further had greater potential for future ridership growth.

The Project Definition Report further specified that any service be able to travel from Waterfront station in Downtown Vancouver to the Airport in 25 minutes or less. At-grade transit, either along Cambie or the Arbutus corridor was ruled out as a result. The reason or origin for this exact requirement was not specified, although travel times were considered an important factor in attracting new riders and in retaining existing riders who were now required to make an extra transfer relative to the existing bus service.

All partner contributions were made upon the specifications set in the Project Definition Report. Any "significant change" would allow each partner to reconsider their respective contribution. As the Arbutus corridor proposal could not meet the specifications this could put participation of funding partners in jeopardy.

Residents along Cambie Boulevard created the Cambie Boulevard Heritage Society in 1994 which opposed any alteration to a wide green center median that is currently a grassy area with various species of trees including cherry trees donated by the city of Yokohama on occasion of the 1967 Canadian Centennial. The residents had already been mobilized in 1989 in response to the possibility of elevated rail along Cambie Boulevard. In effect the residents were opposed to surface, trench or elevated rail along much of Cambie Street. Even cut and cover raised concerns over construction impact and temporary traffic diversions. Cost and ridership risk were also concerns to property tax-paying residents. Ads asked residents to join "to prevent Vancouver's worst traffic nightmare and from burdening ourselves and our children with unnecessary tax risks for years to come". The society suggested that the line instead be constructed along Arbutus where its impact and cost would be minimal. Despite the concerns of the Society, one of the final two proposals for the Canada Line in 2004 involved a trench in the center of Cambie Street from 49th to 64th avenue.

On June 18, 2004, the TransLink Board voted 6–6 to oppose sending the project to the "Best and Final Offer" stage. Opponents to the project were favouring a proposal to build a line along the Cambie corridor involving a minimal amount of tunneling at a saving of about $300 million over the previously fully grade separated proposal. The province responded to the suggestion by withdrawing funding until after the 2010 Olympics; the Minister of Transport Kevin Falcon said that such a change of scope could no longer be accommodated in the time left before 2010. Mayors and councillors sitting on the TransLink Board, however, could not come to an agreement on this alternate plan of action. The impasse created a stir in the business community with business community joining together and calling for the province to take over control of the RAV project. "The Coalition FOR a Lower Mainland Rapid Transit Solution" in a newspaper ad called on the premier to "please rescue our rapid transit". The Vancouver Board of Trade and the Council of Tourism Associations, and Tourism Vancouver lead the call on the premier. While the board ultimately voted to proceed, the incident had lasting repercussions for the TransLink organization.

Richmond

When the results of the bidding process indicated that an elevated option in Richmond was the winning bid, Richmond council engaged in some last-minute opposition to the RAV line and refused to give RAVCO the green light.

Objections to the elevated line included its visual impact, and the impact and cost of any extensions into Richmond. The line would have varied impact on businesses along No. 3 Road.

It was said that an at-grade option would cost an extra $90 million due to the need to purchase cars that could accommodate drivers. In order to meet travel-time criteria it was also argued that several intersections would need to be closed. It was also said that an at-grade-option would require a large wall to protect the track along No. 3 Road.

In November 2004, a survey of 11,750 people was conducted by RAVCO to determine if people in Richmond supported an elevated or at-grade service in Richmond. 58 percent of the respondents favoured an elevated option.

Closure and dismantling of 98 B-Line busway on No. 3 Road at Capstan Way to make way for Canada Line, April 2006

Even after the survey, however, another option was brought forward. On November 22, 2004, Richmond council considered whether an elevated guideway along No. 3 Road in Richmond was appropriate. If an at-grade service was not feasible, council had instructed staff to look into the possibility of relocating the elevated guideway further west along Minoru Boulevard. In response, residents along Minoru Boulevard presented a petition containing 666 signatures opposing the Minoru alignment. In the petition they "indicated that if Translink and RAVCO were not prepared to construct an at-grade system on No. 3 Road, then the project should be abandoned in favour of bus service on No. 3 Road."

When further surveys and public consultation conducted by city staff in December indicated that residents did not support the realignment along Minoru Boulevard, council was left to either turn down the development or support the Best and Final Offer. They chose to go ahead with the project. As a final compromise, part of the elevated track in Richmond was single tracked to reduce visual impact.

Impact on local businesses

One side of the street was cut off from traffic and parking was affected.

The "business is open" logo.

For the entire consultation process it was assumed that any underground construction along the Cambie corridor would be by bored tunnel.^{[citation needed]} It was only upon the publication of the winning bid that it became apparent that the portion of the line from 64th Avenue to 2nd Avenue would be constructed using cut and cover construction. This raised concern over the disruption of local business on Cambie Street. Businesses in Yaletown and No. 3 Road in Richmond would also be affected by the construction. Although construction in the Downtown was mostly by bored tunnel, businesses in Yaletown were caught off-guard when it turned out that Yaletown-Roundhouse Station would be north of Pacific Boulevard on Davie Street, rather than to the south of Pacific Boulevard. InTransitBC responded by launching an advertising campaign promoting local business on the line. Despite these efforts businesses on Cambie Street experienced significant loss of business. After numerous failed appeals to the provincial government for compensation, store operators unsuccessfully sued for compensation. However, since the completion of the Canada Line, it has been linked to rising property values along Cambie Street and in Richmond.

Impact on expansion of other transit options

It had been pointed out that construction of the Canada Line would do little to improve transit or alleviate congestion on the Broadway corridor to UBC, which serves more than 100,000 weekday trips on bus services, with many trips continuing to University of British Columbia. In addition, the Evergreen Line rapid transit project was delayed (until 2016). As TransLink is solely responsible for funding bus operations, any shortage of funding may translate into cuts in bus service.

Regional Growth Strategy

The Canada Line is expected to spur housing development in Richmond. Lansdowne Mall in Richmond, for example, is designed to develop into a new high rise community. This growth is contrary to the Regional Growth Strategy agreed upon by the GVRD, an organization of regional municipalities. Growth was meant to be concentrated in Surrey, Coquitlam, and the Burrard peninsula. Richmond was excluded from this area due to its existence on the flood plain, as well as to reduce pressure on development of its agricultural land. This deviation from the Regional Growth Strategy was an important reason for opposition to the Canada Line by municipal representatives on the TransLink Board. The act defining the TransLink organization states as its purpose that it support the Regional Growth Strategy.

Hiring practices

There have been several labour disputes related to wages and unionization between employees and contractors working on the construction of the Canada Line. On September 21, 2006, Canada Line construction workers planned a strike over racial issues, claiming that foreign workers were being hired at a fraction of the pay of Canadians working on the line. The BC Labour Relations Board, however, has ruled otherwise, taking into consideration the fact that the workers were being paid for their stay in Vancouver while doing tunneling work. The BC Human Rights Tribunal has not ruled on the complaint as of this writing.

On November 13, 2007, the BC Human Rights Tribunal ruled that a group of Latin-American workers had been intimidated from being represented in a union by the Canada Line contractors. The tribunal found that the workers were forced to sign a petition in the fear of possibly losing future job prospects with their employer. The petition would have prevented them from being represented by a union before the tribunal, and it would also have created evidence that could have jeopardized the ongoing investigation by the tribunal over perceived inequalities between foreign and domestic workers.

See also

• 98 B-Line
• List of rapid transit systems
• SkyTrain

External links

• The Canada Line website
• Canada Line – TransLink's page for the line
• High Risk – An Analysis of the Proposed Public-Private Partnership for the Richmond/Airport/Vancouver Rapid Transit Project, May 2003, by Blair Redlin, Report by the Canadian Centre for Policy Alternatives
• TransLink – regional transportation authority of Metro Vancouver
• The Richmond-Airport-Vancouver Rapid Link Project, The RAVP / The Olympic Line, January 2003 study, By Viven Chiu and Patrick Rault Marigni at Marigni.com