Canada Line

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Canada Line
A Canada Line train parked during testing near the YVR-Airport Station
Info
Type	Rapid transit
System	SkyTrain
Termini	Waterfront YVR-Airport & Richmond-Brighouse
Stations	16 (at opening)
Operation
Opened	By September 7, 2009 (scheduled)
Owner	TransLink
Operator(s)	ProTrans BC
Technical
Track gauge	1,435 mm (4 ft 8+1⁄2 in) (standard gauge)

The Canada Line is a new rapid transit line in the Metro Vancouver region of British Columbia, Canada. Currently under construction, this metro will be the third line in TransLink's SkyTrain network, servicing Vancouver, Richmond, and the Vancouver International Airport. It comprises 19.2 kilometres (11.8 mi) of track; the main line goes from Vancouver to Richmond, while a 4 km spur line from Bridgeport Station connects to the airport.^[1] Originally scheduled to open November 30, 2009, in time for the 2010 Winter Olympics, the project is ahead of schedule and will now open before Labour Day (September 7).^[2]The new service is expected to experience 100,000 boardings per day at launch and 142,000 by 2021.^[3]

Governance of the project is through Canada Line Rapid Transit Inc. (CLCO), formerly RAV Project Management Ltd. (RAVCO, a reflection of the original "Richmond-Airport-Vancouver" name).^[4] The line is being built by SNC-Lavalin, which will also operate it for 35 years. The Canada Line is operationally independent from the SkyTrain's existing Expo and Millennium lines,^[5] but is considered part of the SkyTrain network.^[6]

Contents 1 Route description 2 Stations 2.1 Vancouver section 2.2 Richmond section 2.3 Airport section 2.4 Post 2010 2.5 Travel times between stations 3 Transit connections 4 Technology 4.1 Canada Line ROTEM EMU specifications 5 Name of the line 6 Canada Line from conception to realization: timeline 7 Project funding 8 Construction 9 Controversies 9.1 Public Private Partnerships 9.2 Ridership Projections 9.3 Sources of funding for Translink 9.4 Alignment and grade separation 9.4.1 Vancouver 9.4.2 Richmond Centre 9.5 Impact on local businesses 9.6 Impact on expansion of other transit options 9.7 Regional Growth Strategy 9.8 Hiring practices 10 See also 11 References 12 External links

[edit] Route description

Starting from Waterfront Station (0.0 Km) the line runs under Granville Street through a cut and cover tunnel as far as Dunsmuir Street. For the remainder of Granville Street, and under Davie Street and False Creek the line runs through a twin bored tunnel to Olympic Village Station (2.7 Km). The line then follows Cambie Street in a cut-and-cover tunnel as far south as 64th Avenue with the two tracks either side-by-side or stacked on separate decks.^[7]

From there the line is elevated and crosses the North Arm of the Fraser River from Vancouver to Richmond via a new cable-stayed bridge. At Bridgeport Station (11.1 Km), the line splits, with the main line heading south on elevated tracks along No. 3 Road and terminating at Richmond Centre Station (14.5 Km). A branch line turns west and crosses the Middle Arm of the Fraser River (via the Middle Arm Bridge), connecting Bridgeport Station 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. In addition, segments of the Richmond and Airport branches are single tracked instead of double tracked.

There is a proposal to extend the Millennium Line west along Broadway to Cambie Street, 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 is being designed with such a future extension in mind.

Travel times southbound from Downtown Vancouver will be 25 minutes to Richmond Centre and 26 minutes to the airport terminus (YVR). Northbound, trains will leave Richmond City Centre and YVR every six minutes heading to Vancouver. The departures will be coordinated to allow for a train every three minutes between Bridgeport Station and Waterfront Station. ^[3]

Canada Line

Legend SeaBus ( Lonsdale Quay ) West Coast Express ( Mission ) SkyTrain Expo/Millennium lines ( King George/VCC-Clark ) Waterfront 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 Airport branch: Middle Arm Bridge (Fraser River) Grant Mcconachie Way Templeton Sea Island Centre YVR 3 (proposed) YVR-Airport Vancouver International Airport

[edit] Stations

Stations are to be built in two stages: 16 stations are under construction for the line's projected opening prior to the 2010 Winter Olympics. Up to three additional stations may be added after the lines open. The stations are listed below.

Each station along the Canada Line is planned to be slightly different in appearance, and designed to blend in with the surrounding neighbourhood. Yaletown-Roundhouse Station, for instance, may be built in brick to match Yaletown's warehouse heritage whereas Langara-49th Avenue Station will be designed to fit into the area's low density residential neighbourhood.

Station platforms are 40 metres long, extendable 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 will be linked to Pacific Centre Mall and Vancouver Centre Mall in addition to having street level access. There is no direct connection from Vancouver City Centre Station to the Expo Line's Granville Station. Bridgeport Station has a single platform that accesses trains travelling in either direction, while most other stations have platforms that provide access to only one direction of travel.

All direct transfers to the SkyTrain must be made at Waterfront Station. The line will use the same fare system as the rest of the transit system managed by TransLink, with an additional surcharge for passengers using the airport stations.^[1] Sea Island residents and airport employees are expected to be exempt from this surcharge.^[1]

Stations are configured to allow for the future installation of fare gates if required. Every station has an up-escalator and elevator, but only the three terminal stations have down-escalators.^[8]

[edit] 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 Robson 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)
• 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 beteen Robson and Georgia, April 9, 2008

[edit] Richmond section

Trains outbound to Richmond's commercial centre will stop at:

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

[edit] Airport section

Trains outbound from Vancouver to Vancouver International Airport will 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 main terminal of Vancouver International Airport)

[edit] 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)
• 57th Avenue (Cambie Street at West 57th Avenue)
• YVR 3 (Sea Island)

[edit] Travel times between stations

Departing\Arriving	W	V	Y	O	B	K	O	L	M	B	A	L	R
Waterfront	0	1	3	5	6	8	11	13	16	18	21	22	25
Vancouver City Centre	1	0	2	4	5	7	10	12	15	17	20	21	24
Yaletown-Roundhouse	3	2	0	2	3	5	8	10	13	15	18	19	22
Olympic Village	5	4	2	0	1	3	6	8	11	13	16	17	20
Broadway-City Hall	6	5	3	1	0	2	5	7	10	12	15	16	19
King Edward	8	7	5	3	2	0	3	5	8	10	13	14	17
Oakridge-41st Avenue	11	10	8	6	5	3	0	2	5	7	10	11	14
Langara-49th Avenue	13	12	10	8	7	5	2	0	3	5	8	9	12
Marine Drive	16	15	13	11	10	8	5	3	0	2	5	6	9
Bridgeport	18	17	15	13	12	10	7	5	2	0	3	4	7
Aberdeen	21	20	18	16	15	13	10	8	5	3	0	1	4
Lansdowne	22	21	19	17	16	14	11	9	6	4	1	0	3
Richmond-Brighouse	25	24	22	20	19	17	14	12	9	7	4	3	0

[edit] Transit connections

A large number of transit services will link with the Canada Line and form an important part of the service. Most bus routes in Richmond will double in frequency upon start of Canada Line service, as will connecting services in White Rock, Tsawassen, and Ladner. Waterfront station will provide connections to Expo and Millennium Lines, West Coast Express and SeaBus. Broadway-City Hall provides connection to 99 B-Line service.

There will not be any TransLink bus service to the airport.^{[citation needed]} Passengers travelling to and from the airport will likely be charged an extra fare of approximately $2, but the final decision has not yet been made.^[9]

[edit] Technology

The Canada Line will use a dedicated fleet of trains built by Rotem, a division of Hyundai Motor Group. Rather than the linear induction motors used by the existing system's Bombardier ART trains, they are powered by conventional electric motors. They are wider and longer than existing SkyTrain cars, but driven by similar automated technology.^[5]

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.^[10]

In total, 40 fully-automated articulated trains are on order. The capacity of the new trains is estimated at 334 people, with a top speed of 80 kilometres per hour (50 mph). Married pairs of gangway-connected cars are 41 metres long and 3 metres wide, similar in dimensions to Ottawa's O-Train, but both longer and wider than the Bombardier ART fleet used by the current SkyTrain lines. They have electronic ‘Next Destination’ signs on each train, since the Canada Line has two branches.

[edit] Canada Line ROTEM EMU specifications

• Car Builder: ROTEM, South Korea
• Car Body: brushed stainless steel, with a vinyl wrap at the outer ends
• Unit Numbers: TBD
• Fleet of: 20 (2 car train set)
• Car Length: 41 m
• Car Width: 3 m
• Car Height: 3.6 m
• Track Gauge: standard gauge of 4'8.5"/1435 mm
• Total Weight: 76 tonnes (empty)
• Propulsion System: Conventional AC traction motor
• Motors:
• Max. Speed: 80 km/h
• Power:
• Braking System: N/A
• Total Seating: 394-400 (per train; seated and standees)
• Capacity: 5,000 to 20,000 passengers per hour
• Coupling/Numbering Arrangement: All married pairs.
• Air Conditioning System: Yes
• Price per car
• Overall cost:

[edit] 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.^[11] Some early documents also refer to it as the "Olympic Line",^[12] 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 has since been adopted for the demonstrator streetcar service along the Downtown Historic Railway that is to accompany the Olympics.^[13]

[edit] 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. ^[14]
• 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.^[15]
• 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^[16]
• 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 Light Rapid Transit (ALRT) 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 various different routes for Vancouver-Airport/Richmond were evaluated for BRT and the preferred route and station locations were selected. ^[17]
• 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." ^[18]
• 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 a SkyTrain system using the Cambie route and $738 million for a light rail system along Arbutus.^[19]
• 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 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 ALRT 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 Chretien 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.^[20]
• In April 2002 work was started on the 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.^[21][22]
• 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.^[23][24]
• 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 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.^[25]
• The line is expected to be operational by Labour Day 2009, just in time for the 2010 Winter Olympics held in Vancouver.

[edit] Project funding

The Canada Line is build as a Public Private Partnership. Funding is provided by both government agencies and a private partner, the proponent. As of March 2009, the entire project is expected to cost $2.054 billion. The premier of BC has furthermore stated that the project is on budget and ahead of schedule.^[26] When approved in December 2004 the cost was given as $1.76 billion.^[27]

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^[28]

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 1993 dollars.

The private partner was expected to contribute $200 million, as well as being responsible for any construction cost overruns.^[29]

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. ^[30]

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 meters north. Translink would further pay for the cost of reinstallation of the trolley wires along Cambie. As a way to further reduce the BAFO, 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.^[31] 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 1/3 city, 1/3 Translink, and 1/3 surplus funding available to CLCO^[32]

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 bikelane bridge bike path is paid for by Translink an is not considered part of the cost of the Canada Line. The Olympic Village Station will cost an additional $29 million. ^[33]

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 made by various partner governments on a year by year basis up to December 31, 2008:^[34][35] Contributions by Translink are total disbursements minus contributions by COV, BC-Gov and Can.Gov. Calculations show that Translink has contributed $271 million to date. It has committed an additional $52 million in its 2009 budget.

year	COV	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.^[36] 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 ALRT stations. The turnstiles are to be installed starting in Spring 2010. 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 further increasing the total cost of the project.The federal government is contributing $30 million and the province is adding $40 million, which will go to what it calls Faregate, or controlled access gate.

[edit] Construction

In October 2005 construction was begun and is projected to be complete by Labour Day, September 2009. The line comprises the following construction elements:

• Tunnel 9080 metres
• Elevated 7349 metres
• Bridge 614 metres
• At-grade 1385 metres

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.

[edit] Controversies

Opponents have claimed that the approval process was undemocratic and dishonest. They say that the projected ridership figures were grossly inflated,^[37] 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 that the project had nothing to do with Vancouver's bid to host the 2010 Winter Olympics was not credible.^[38]

[edit] Public Private Partnerships

Opponents of the RAV line's public-private partnership 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 overrruns will be the responsibility of the proponent.^[39] 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.

[edit] Ridership Projections

Ridership projections have financial implications for Translink as they have assumed ridership risk. TransLink is required to guarantee 90% of projected ridership and to make up the shortfall in revenue if this is not achieved.

[edit] Sources of funding for Translink

As the funding is likely to be provided by at least partially by property taxes collected from throughout the Lower Mainland. The western North Shore municipalities, for example, have the highest real estate prices in the Lower Mainland and therefore the highest property taxes, would relatively contribute more per capita than areas with lower real estate prices.

[edit] Alignment and grade separation

[edit] 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 Shopping 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.^[40].

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 as well 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 specifcations 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 possiblity of elevated rail along Cambie Boulevard.^[41] 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 unecessary tax risks for years to come". The society suggested that the line instead be constructed along Arbutus where it's impact and cost would be minimal.^[42] 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, 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. ^[43]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.^[44] While the board ultimately voted to proceed, the incident had lasting repercussions for the Translink organization.

The City of Vancouver plans to run a streetcar line down the Arbutus corridor and in February 2006, won a Supreme Court of Canada decision against the Canadian Pacific Railway upholding the City's right to rezone the lands for a transportation corridor (the CPR had wanted to develop the corridor with housing).[1]

[edit] Richmond Centre

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 oppostion 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. ^[45]

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." ^[46]

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(BAFO). 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.

[edit] Impact on local businesses

For the entire consultation process it was assumed that any underground construction along the Cambie corridor would be by bored tunnel. 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. Business 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 station would be north of Pacific Boulevard on Davie Street, rather than to the south of Pacific Boulevard.^[47] InTransitBC responded by launching an advertising campaign promoting local business on the line.^{[48] [49]} Despite these efforts businesses on Cambie Street experienced significant loss of business. After numerous failed appeals to the provincial government for compensation, store operators sued for compensation.

[edit] Impact on expansion of other transit options

Some observers claim that the portion of the cost of the Canada Line that TransLink is covering will be at the expense of improving bus service in Greater Vancouver. It has been pointed out that construction of the Canada Line will do nothing to improve transit or alleviate congestion on the Broadway corridor, which serves a majority of the more than 100,000 weekday trips to the University of British Columbia, Greater Vancouver's most frequent weekday destination after the downtown core. In addition, the Evergreen Line rapid transit project has been delayed (until 2014). As Translink is solely responsible for funding bus operations, any shortage of funding may translate into cuts in bus service. Increasing debt and debt service payments mean that Translink must have access to more funding sources. Translink spokesman, Ken Hardie, frquently states that if more funding sources are not found, needed transit expansion will not occur and service cutbacks may be implemented. Until 2013 Translink will continue to enjoy significant fuel tax revenue, but beyond 2013 this is again subject to federal or provincial government approval.

[edit] Regional Growth Strategy

The Canada Line is epected to spur housing development in Richmond. Landsdowne Mall in Richmond, for example, is designed to develop into a new higrise 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.

[edit] 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.^[50]

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.^{[51] [52]} 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.^[53]

[edit] See also

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

[edit] References

[edit] External links

Wikimedia Commons has media related to: Canada Line

• Canada Line - Project Site by CLCO (formerly RAVCO)
• http://www.policyalternatives.ca/documents/BC_Office_Pubs/rav.pdf - Report on project by the Canadian Centre for Policy Alternatives
• Richmond-Airport-Vancouver Rapid Transit - TransLink's page for the line.
• TransLink - The regional transportation authority of Metro Vancouver.
• A 2003 study
• Press release on station names - May 9, 2006

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