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SkyTrain (Vancouver)

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Vancouver SkyTrain
File:MKII-Terminal.jpg
Overview
LocaleVancouver, British Columbia
Transit typeRapid transit
Number of lines2 (2 others under construction)
Number of stations33
Daily ridership220,000
Operation
Began operationExpo Line: 1985
Millennium Line 2002
Operator(s)TransLink
Technical
System length49.5 km

The SkyTrain is a two-line urban mass transit system in Greater Vancouver, British Columbia, Canada. It uses Bombardier's Advanced Rapid Transit technology, with fully automated trains running principally on elevated tracks (hence the name). There have been no derailments or collisions in its history.[1] It uses the same linear induction motor-driven trains as the Scarborough RT line in Toronto; the Putra LRT in Kuala Lumpur, Malaysia; Detroit's People Mover; and the JFK AirTrain in New York City.

SkyTrain is operated by British Columbia Rapid Transit Company under contract from TransLink, a regional government transportation agency. It operates on a proof-of-payment fare system and is policed by the Greater Vancouver Transportation Authority Police Service. Skytrain Attendants (STAs) are present to provide first aid, directions, customer service and inspect fares, and they monitor train faults and drive the trains when necessary. TransLink claims to lose about C$6 million in unpaid fares annually, including $3 million from SkyTrain alone.

SkyTrain's 49.5 km (30.8 mi) of track make it the longest automated light rapid transit system in the world. It also uses the longest mass transit-only bridge, the SkyBridge, to cross the Fraser River. There are 33 stations in the system, which carries more than 220,000 people every day on the two lines.[2] The Expo Line was built in time for the Expo 86 World's Fair; the Millennium Line opened in 2002 and further expansions are underway to coincide with the 2010 Winter Olympics.

Construction of the Canada Line began in November 2005. The Evergreen Line, as of 2007, is in its planning stages. The former will be completed in 2009, and the latter in 2011 if funding is approved. Translink has also released a ten year plan outlining a Broadway Line and further expansion of the Expo Line into Surrey. The Canada Line will run from downtown Vancouver to Richmond, with a branch to Vancouver International Airport. Evergreen will be a light-rapid-transit line from Lougheed Town Centre to Coquitlam Town Centre. The Broadway Line, although not confirmed, is said to extend from the Millennium Line at VCC-Clark station and end at the University of British Columbia, tunneling underneath Broadway Ave. a majority of the way. The system has been the subject of several political, social, and economic controversies.

History

A plaque commemorating the inauguration of the SkyTrain.

The lack of a rapid transit system was said to be the cause of traffic problems in the 1970s, and the municipal government could not fund the construction of such a system.[3] During the same period, Urban Transportation Development Corporation, a former Ontario-based crown corporation was developing a new type of rapid transit officially known as "Intermediate Capacity Transit System".[4] In 1980 the need for rapid transit was great, and Ontario needed buyers for its new technology. "Advanced Rapid Transit" was selected to be built in Vancouver to showcase the Ontario project at Expo 86 (though there had been plans as early as the 1950s to build a monorail system, with modernist architect Wells Coates pencilled in to design it. The project was abandoned). Construction was funded by the provincial and federal government.[5] The system was ideal for a long-term transit solution primarily because labor costs would be low.[6] Construction of the original line proceeded on March 1, 1982 under the Socred government of Bill Bennett,[7][8] who inaugurated the system at Waterfront Station. The SkyTrain was conceived as a legacy project of Expo 86 and the first line was finished in 1985 in time to showcase the fair's theme: "Transportation and Communication: World in Motion - World in Touch."[9]

SkyBridge and Scott Road Station were added in 1989, extending service to Surrey.[10] The line was expanded yet again in 1994 with the opening of the Gateway, Surrey Central, and King George stations. The SkyTrain is part of the 1996 Greater Vancouver Regional District's (GVRD) Livable Region Strategic Plan, which discusses strategies to deal with the anticipated increase of population in the near future. Some of these include methods of increasing transportation choices and much higher transit use.[11]

In 1997 negotiations began on transferring responsibility for SkyTrain from the province to the local governments at the GVRD after different visions emerged on how to cope with the growing region and expansion line.[12] In 1999, with the adoption of the Greater Vancouver Transportation Authority Act, responsibility for SkyTrain, and the ownership of SkyTrain's operating company British Columbia Rapid Transit Company Ltd., was transferred from BC Transit to the Greater Vancouver Transportation Authority, later re-named Translink.[13][14] As part of the deal, they agreed on a limited growth plan with the province taking responsibility for expansion under the Crown corporation Rapid Transit Project 2000 Ltd. (RTP 2000) and a cost-sharing scheme.

Expansion options for the rapidly growing region that was outstripping TransLink's capacity and ability to cope, included streetcars, rapid buses, and light rapid transit, which were passed-over in favour of new SkyTrain lines.[15] RTP 2000 proposed a two phased expansion: for Phase I a $1.2 billion Millennium Line from New Westminster to the Vancouver Community College via Lougheed Town Centre and for Phase II a $730 million Coquitlam line from Lougheed Mall to Coquitlam Centre via Port Moody and a Western Line from Vancouver Community College to Granville Street via the Broadway Corridor(both to be completed before 2006).[12]

The first section of the Millennium Line opened in 2002, with Braid and Sapperton stations. Most of the remaining portion began operating later that year, serving North Burnaby and East Vancouver. Critics of the project dubbed it the "SkyTrain to Nowhere", claiming that the route of the new line was based on political concerns, not the needs of commuters.[16] An illustration of this complaint is that the end of the Millennium Line is in a vacant field, a site that was chosen because it was supposed to be the location for a new high-tech development and is a few hundred metres from the head office of QLT Inc. but additional development has been slow to get off the ground.[17] Vancouver Community College is currently building its north campus close to the station. That station, VCC-Clark near Clark Drive and Broadway, did not open until 2006 because of difficulty in negotiating the right-of-way from BNSF, but it is still five kilometres short of the original proposed Phase II terminus at Granville Street.[18] The second Phase II segment also remains unbuilt and has been replaced with the Evergreen Line LRT project, not Skytrain. Phase I of the Millennium was completed under budget.

Lines

The SkyTrain Route map.

The SkyTrain runs on two lines: the Expo Line and the Millennium Line, coloured blue and yellow respectively on maps. A third line — The Canada Line — is slated for completion in November 2009. The Evergreen Line is another line that has passed the approval stage and will be Light Rail Transit. There are 33 stations on the two existing lines. The length of the system is 49.5 kilometres (approximately 30.8 mi).[19] When not in use, the trains are stored at the Edmonds Yard and Control Centre, located between the Edmonds and 22nd Street stations (Southridge and Griffiths Drives) in Burnaby.

A Mark II train travelling along the Expo Line between Broadway Station and Main Street-Science World Station, picture taken at The Home Depot parking lot.

In operation

Main articles: Expo Line and Millennium Line

The Expo Line connects Waterfront Station in Vancouver to King George Station in Surrey, principally along a route established by the Westminster and Vancouver Tramway Company as an interurban line in 1890.[20] It was built in 1985 in time for Expo 86 and has 20 stations. It was given its name only after the Millennium Line was built. Until 1989, it only ran as far as New Westminster Station. In 1989 it was extended to Columbia Station and in 1990 ran across the Fraser River to Scott Road once the Skybridge was finished. In 1994 the terminus of Expo line became King George Station in Central Surrey. It was built on a budget of $854 million (1986 dollars).[21]

A train passing by on the Millennium Line, between VCC-Clark Station and Commercial Drive Station.

The Millennium Line follows the Expo Line from Waterfront Station to Columbia Station in New Westminster, then continues along its own route through North Burnaby and East Vancouver, ending at Vancouver Community College (VCC-Clark Station) in Vancouver. It was built on a $1.2 billion budget and the final extension from Commercial Drive Station to VCC-Clark Station was opened on January 6, 2006).[22] The Millennium Line has 13 stations that are not shared with the Expo Line. Unlike the Expo Line, Millennium Line stations were designed by British Columbia's top architects, resulting in dramatically different stations from those on the Expo Line.[22] In 2004, Busby + Associates Architects, designers of the Brentwood Town Centre Station in Burnaby, were honoured for their work with a Governor General's Medal in Architecture.[23] As of 2007, there is a proposal to run either a rapid bus route, an LRT, or SkyTrain westward along the Broadway corridor through the Central Broadway business district, but stopping short of the University of British Columbia (UBC). Such an extension is not covered in TransLink's 10 Year Plan, and is therefore unlikely to be constructed soon.[24]

Expansion

A map of the SkyTrain network in 2011.

Canada Line

Main article: Canada Line

The Canada Line (known in earlier planning stages as the Richmond-Airport-Vancouver (RAV) Line) is scheduled for completion in November 2009, in time for the 2010 Winter Olympics. It will be built by InTransitBC, a consortium headed by SNC-Lavalin on a $1.9 billion contract.[25] It will design, finance, build, operate, and maintain the line in a Public Private Partnership Project (P3 or PPP).[26] It was announced on November 25, 2005 that the new line would be called the Canada Line.[27]

File:BannerFront.jpg
An artist's conception of a Canada Line vehicle.

The fully-automated Canada Line will use trains with conventional motors rather than Bombardier's proprietary linear induction technology, as used on the Expo and Millennium lines. This was largely a consequence of the public-private partnership format (a condition of BC government funding), which selected the proposal by SNC-Lavalin/Serco over that of the RAVxpress (Bombardier) consortium. It will use the same fare system as the rest of the transit system managed by TransLink. The line will run from Waterfront Station to Richmond-Brighouse Station, with a branch serving Vancouver International Airport, with 16 new stations: nine in Vancouver, four on Lulu Island, and three on Sea Island.[28]

Evergreen Line

Main article: Evergreen Line

The Evergreen Line (referred to in planning as the Coquitlam Line or Northeast Sector Line) replaces the Phase II segement of the Millennium Line previously known as the PMC (Port Moody Coquitlam) Line. The Evergreen Line was originally scheduled to be completed in 2009, but was delayed to 2011 due to budget concerns.[29] This delayed timeline allows re-use of the Canada Line's tunnel boring machine to save costs. The line will connect Lougheed Town Centre Station on the Millennium Line in Burnaby to Coquitlam City Centre. It will be a light-rail tramway built mostly at street level, rather than a fully segregated rapid transit system. The expected cost is $970 million.[30]

From Lougheed Station, the line will run north along the North and Clarke Roads, then through a tunnel under Burnaby Mountain, through Port Moody, and towards Coquitlam Centre where it will have another short elevated section. It will then turn northward again along Pinetree Way and end at Guildford Way, with another possible station somewhat further north.[31]

Millennium Line extension

TransLink has stated that if the proposal to extend the SkyTrain along the Broadway corridor were to be realised, it would not go all the way to UBC because of the cost. It would instead travel beneath Broadway and ending at an undetermined transfer point where SkyTrain riders would have to take a rapid bus the rest of the way to the university. If the SkyTrain were to end at Arbutus, there would be stops at Finning, Main, Cambie, Willow/Oak, Granville and Arbutus. The Rapid Bus system would finish the route with stops at MacDonald, Alma, Sasamat, Wesbrook and UBC. The estimated cost for this extension of the Millennium Line would be approximately $700 million (1999).[32] According to TransLink's Three-Year Plan and 10-Year Outlook written in 2004, the construction on this extension is unlikely to start before 2013 and would not take priority over construction of the Canada or Evergreen lines.[33] The line would connect with the Canada Line at Broadway-City Hall Station.

Fares

Further information: [[:TransLink fares (Vancouver)]]
TransLink's zone boundary map
Fare class One zone Two zones Three zones
Adult $2.25 $3.25 $4.50
Concession $1.50 $2.00 $3.00

Greater Vancouver is divided into three zones with fares varying depending on how many zone boundaries are crossed during one trip. Fares may be purchased using cash, debit cards or credit cards at the mezzanine level each station from self-serve ticket vending machines. There is a variety of transit passes available, such as a pre-paid FareSaver ticket, daily DayPass, monthly FareCard, annual EmployerPass, post-secondary student U-Pass, and other specialized passes. CNIB identification cards are accepted without the need to be read by the fair box. The fares are valid for the entire trip no matter the mode of transportation, including all SkyTrain lines, bus, and Seabus. Concession fares are available for children (6–13), secondary school students, and the elderly.[34]

A ticket vending machine, next to a FareSaver validator.

SkyTrain's fare system is a proof-of-payment system; there are no turnstiles at the entrances to train platforms. Fares are enforced by random sweeps by SkyTrain attendants through trains and stations, or at special events such as after BC Lions or Vancouver Canucks games. TransLink estimates it loses $4 million (5% of its revenue) annually from fare evasion on the SkyTrain.[35] The fine for failure to show proof of payment, or fare evasion, ticket reselling or other scams, is $173.[36][37] Installing turnstiles to prevent fare evasion has been considered, but rejected due to the expense of implementing, maintaining, and enforcing them which would exceed the losses prevented.[38] In spite of this, TransLink directors are considering turnstiles at new Canada Line stations.[39]

The cost of operating the SkyTrain system in 2005, with an estimated 66,292,000 boarded passengers, was $73,381,000.[40] To cover this, TransLink draws mostly from two revenue sources: transit fare ($285,520,000 in 2005) and tax ($254,628,000 from fuel taxes and $216,824,000 from property taxes in 2005), though it must also pay for bus service, certain roads and bridges, and other infrastructure and services.[40] The capital costs of building the system are shared with other government agencies. For example, the cost of building the Canada Line is being shared between Translink ($335,000,000 or 22%), the federal government (29%), the province (28%), the airport authority (19%), and the City of Vancouver (2%).[41] While Translink has run surpluses for operating costs since 2001,[40][42] to cover these capital costs it incurs debt. As a whole, Translink has $1.1 billion in long term debt, as of 2006, of which $508 million was downloaded from the province during the 1999 transfer of responsibility for the SkyTrain.[40][43] As the province retained ownership of the causeway, bridge, and certain services, it retained a portion of SkyTrain's debt as well.

Security

Law enforcement services are provided by the Greater Vancouver Transportation Authority Police Service (GVTAPS). They replaced the old TransLink Special Provincial Constables, who had limited authority. On December 4, 2005, GVTAPS officers became the first and only transit police force in Canada with full police powers and carry firearms. They may arrest people for outstanding warrants, enforce drug laws, and enforce the criminal code beyond TransLink property, as well as deal with offences that begin off TransLink property and make their way onto it. They issue tickets for fare evasion and other infractions on SkyTrain, buses, SeaBus, and West Coast Express.[44]

Bus advertisement for the GVTAPS police.

SkyTrain attendants provide customer service, first aid, and troubleshoot train and station operations, as well as perform fare inspections alongside the police force.[45] Public controversy was sparked in March 2005 when it was announced that transit police would carry guns. Solicitor General John Les however, defended the move saying that it was necessary to enhance SkyTrain security.[46] Some critics, such as the Bus Riders Union claim that the police frighten youth and ethnic minorities during fare checks, though the union has not tracked any statistics.[47]

Over the years, violence and other criminal activities has been a major concern, but TransLink insists the system is safe.[48][49] Neighbourhoods served by SkyTrain have become areas known for drug dealing, break-ins, and robberies. Inspector Kash Heed of the Vancouver Police Department says that little crime takes place in the stations themselves. However, criminal activity becomes more visible 400–700 metres outside them.[50]

Stations are monitored with closed circuit television cameras, allowing SkyTrain operators to monitor any criminal activity. Designated wait areas have enhanced lighting, waiting benches, and emergency telephones. Trains have yellow strips above each window. Pressing it alerts operators of a security hazard. On-board speaker phones provide two way communication with passengers and control operators.[51] The surveillance system has been updated from analog to digital technology.[52]

Public reaction

According to BC Transit's document SkyTrain: A catalyst for development, more than $5 billion dollars of private money had been invested within a 10–15 minute walking distance of the SkyTrain and SeaBus. The report claimed that the two modes of transportation were the driving force of the investment, though it did not disaggregate the general growth in that area.[53] When Broadway Station opened in 1985, it caused disruption to business south of the station. In an effort to repair the damage done, the Hub was created when the adjacent Commercial Drive Station opened. The Hub is a strip of retail businesses situated within Commercial Drive Station where Expo Line passengers transfer to the Millennium Line and vice versa. Close to 50,000 people pass through the intersection every business day.[54]

Larry Ward, former president and CEO of British Columbia Rapid Transit Corporation told Goliath that the public reaction of the Millennium Line was positive; customers enjoy the spaciousness of the Mark II cars, the brighter station colours, and the general ambiance.[55] The SkyTrain has had a significant impact on the development of areas in which stations are located for several reasons, including the fact residents in the growing suburbs were given an efficient alternative to the Trans-Canada highway for commuting to and from Vancouver. Since SkyTrain began, the overall population of the area rose from 400,000 to 1.3 million people.[56] According to Graham R. Crampton's research paper, the SkyTrain, and San Diego trolley systems were among the most successful in the three arenas:

  1. Stimulation of growth in city centres;
  2. Stimulation of growth in declining areas; and
  3. Change in the pattern of urban development

Vancouver was particularly impressive, according to E. Babalik's paper:[57]

The most effective system in terms of shaping urban growth is the SkyTrain. The corridor that the SkyTrain runs through became the main development axis of Vancouver with a notably denser urban form after the opening of the SkyTrain. Development densities along the SkyTrain route have changed especially as a result of the rezoning plans of the municipalities. These plans increased the densities at station areas, and encouraged office and retail centres at stations. Some of the SkyTrain stations became the `new town centres' as proposed in the metropolitan development plan.

Controversy

A survey in 1998 conducted by Canadian Facts for the Light Rapid Transit showed that:

  • 61% of residents in Greater Vancouver were "more likely" to support the construction of SkyTrain rather than ground-level LRT;
  • 71% said that "even though SkyTrain is more expensive to build, it is better than ground LRT";
  • 69% felt that SkyTrain would have the largest impact on traffic reduction followed by either transit links (54%) rapid buses/dedicated lanes such as the ones used for the B-Line bus routes (40%) and less expensive LRT lines (32%);
  • 51% said the terminus should have been at UBC, followed by Granville Street (24%) and Broadway/Commercial Station (17%);
  • 63% of respondents said that SkyTrain is the best mode of transportation followed by the bus system (24%), the West Coast Express (3%) and the Seabus (1%);

The survey was released to the public eight days after former premier Glen Clark stated his preference was SkyTrain.[58]

The "business is open" logo.

Environmentalists say that the BC Government used contrived cost figures to argue that SkyTrain was better than light rail. Deming Smith of the Society Promoting Environmental Conservation believes the use of Bombardier's technology was politically charged; that construction workers would vote for Glen Clark's party, the New Democratic Party of British Columbia, for providing them with employment.[59] In May 2001, protesters halted construction of the Millennium Line in an attempt to save the trees and vegetation within the Grandview Cut. TransLink scrapped the original plan of building a tunnel in favour of a guideway.[60]

The bridge over the Cut was consequently out of service from April to December 2001. It disrupted bus service and several local businesses, including Canada Post, a hairdressing school and a restaurant, which experienced a $5000 per month loss of revenue. The owner appealed to city hall, the Millennium Line Rapid Transit Project Office for compensation, and complained to both then Premier Ujjal Dosanjh and deputy premier Joy MacPhail. Dosanjh sent her a polite, pre-election letter which said he would pass her concerns on to Economic Development Minister Mike Farnworth. MacPhail declined her pleas for compensation and said the Nanaimo Bridge construction project was a "necessary evil".[61] A similar event occurred in May 2007, when several businesses were down 50-70%. Gregor Robertson, in response, introduce a bill that call for relief in the form of a grant equivalent to property tax levied on a businesses owner's premises, and includes a provision for interest-free loans. Robertson feels that his bill will become law.[62]

Construction of the Canada Line raised concerns over the disruption of local business near Yaletown, Cambie Street, and No. 3 Road in Richmond. InTransitBC responded by launching an advertising campaign promoting local business on the line.[63] Residents of Cambie Street opposed the building of the Canada Line on their street and advocated for the line to be built down the Arbutus Corridor instead, which is zoned for rail transit. Officials say that Cambie is preferred because the line is shorter, and covers more areas of employment, which are Vancouver General Hospital, Vancouver City Hall, Oakridge Mall, and Langara College. Cambie would therefore generate more revenue.[64] The system has also had debt problems in 1998. The debt servicing of SkyTrain was three and a half times the actual operating budget whereas the debt servicing of buses was only one-seventh the operating budget.[65] During the construction of the Surrey extension, the Vancouver Regional Transit Commission, a division of BC Transit was $30 million in debt. The provincial government agreed to cover the debt in 1991 for three years.[66]

Design

A Mark II SkyTrain at Rupert station, Millennium Line

The SkyTrain uses Alcatel's SelTrac signalling technology to run trains automatically.[67] Its use has never led to accidents. The two lines follow a common route between Waterfront Station in downtown Vancouver and Columbia Station in New Westminster, serving the cities of Vancouver, Burnaby, and New Westminster. From Columbia, Expo Line trains continue through Surrey to King George Station; Millennium Line trains loop back through New Westminster, Burnaby, and Vancouver to VCC-Clark Station. Although most of the system is elevated, SkyTrain runs at or below grade through downtown Vancouver, and for short stretches in Burnaby and New Westminster. The SkyTrain was one of the first fully automated rapid-transit systems in the world, and remains the longest today.[19]

All stations have elevators. On September 22, 2006, a new entrance to Granville Station was opened, making this previously inaccessible station accessible for disabled patrons, who previously had to board trains at either the Burrard or Stadium-Chinatown stations.[68]

SkyTrain uses the world's longest bridge dedicated to transit services. The Skybridge crosses the Fraser River between New Westminster and Surrey. It is a 616 m (2,021 ft) long cable-stayed bridge,[69] with 123 m (404 ft) tall towers.

TransLink upgraded all Expo Line platform station edges to match those on the Millennium Line shortly after it was completed. The new, wider edges are brighter and have been tiled in hopes of providing a safer environment for the visually impaired.[70]

Rolling stock

The MK II trains have more spacious interiors than earlier models, allowing them to carry more riders in trains of the same size.
The interior of the older MK I train.

The Expo Line used 12-metre (40-foot) lightweight 'MK I' ('Mark I') ICTS cars from Urban Transportation Development Corporation and similar to the ones used in Toronto's Scarborough RT and Detroit's People Mover. For the Millennium Line, articulated pairs of new 18-metre (60-foot) 'MK II' ('Mark II') cars were built by Bombardier Transportation, similar to the cars used in Kuala Lumpur's Putra LRT. Each pair of cars (either two old cars or one articulated set of two new cars) is permanently joined together in a two-car trainset, or 'married pair'. Both MK I and MK II cars are wheelchair-accessible vehicles, having space for wheelchairs. However, three stations have accessibility issues because of nearby construction: Columbia, Scott Road, and Sapperton stations. Bicycles are also permitted on board during non-peak hours in both directions, and opposite the peak direction during peak hours.

SkyTrain cars reach speeds of 90 km/h (56 mph).[71] When including wait times at stops, the end-to-end average speed is 35 km/h (22 mph), three times faster than a bus and almost twice as fast as a B-Line express bus.[72]

Both old and new cars run on both lines. MK I vehicles normally run as 4-car trains, but can be run in 2, 4 or 6-car configuration. MK IIs can operate in 2 or 4-car trains. MK I and MK II vehicles cannot operate together in normal service, but can be coupled in manual operation for failure recovery. One set of articulated MK IIs is usually run during periods of low passenger volume (late at night, for example), while six-car MK I and two joined MK II trains are possible at times of peak capacity and during track maintenance or severe winter weather when frequencies are reduced.

The fleet is made up of 210 cars (150 MK I and 60 MK II): the original 114 MK I cars from 1984–1986, which have run an average of more than 3.2 million kilometres apiece; 16 MK I cars from 1990 for the Scott Road extension; 20 MK I cars from 1994 for the King George extension; 60 MK II cars from 2002 for the Millennium Line and ridership growth on the Expo Line.[73]

In November, 2006, Bombardier won a contract to supply 34 ART MKII cars with a bid of $113 million. The cars are expected to be in service in the first half of 2009. Canada Line will be using ROTEM (a unit of Hyundai) EMU cars when it opens in the same year.[74] The Burnaby factory that produced the train cars cost Bombardier $15 million.[75]

See also

References

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  45. ^ "Common Questions". Greater Vancouver Transportation Authority Police Service. Retrieved 2006-12-15.
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  47. ^ "SkyTrain security increase questioned". The Westender. 2006-06-15. p. 11. {{cite news}}: Check date values in: |date= (help)
  48. ^ Carrigg, David (2004-08-05). "SkyTrain says system safe despite latest attack". Vancouver Courier. Retrieved 2007-01-05. {{cite news}}: Check date values in: |date= (help)
  49. ^ "Murder charge laid after teen killed at B.C. SkyTrain stop". CBC News. 2005-07-04. Retrieved 2007-01-05. {{cite news}}: Check date values in: |date= (help)
  50. ^ Howell, Mike (2005-08-28). "Cyclist warns of crime increase". VancouverCourier. {{cite news}}: Check date values in: |date= (help)
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  53. ^ "Vancouver BC SkyTrain" (PDF). City of Seattle. Retrieved 2007-02-23.
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  55. ^ Nickerson, Kathryn (2003-04-01). "Vancouve's SkyTrain has new extension: the 20 km Millennium Line was completed in an unprecedented 33 months-10 weeks ahead of schedule and $50 million under budget" (fee required). Thompson-Gale Goliath. Retrieved 2007-01-02. {{cite news}}: Check date values in: |date= (help)
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  60. ^ Stowe, Barbra (2001-05-17). "Don't cut Grandview Cut'; [Final Edition]". The Province. p. A.45. {{cite news}}: Check date values in: |date= (help)
  61. ^ Lee, Jeff (2001-04-20). "Bridge delays costly for restaurateur: The Nanaimo Bridge over Grandview Cut was to have re-opened in December; [Final Edition]". The Vancouver Sun. p. B.1.FRO. {{cite news}}: Cite has empty unknown parameter: |1= (help)
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  63. ^ "Business is open, are you?" (PDF) (Press release). InTransitBC. 2006-03-20. Retrieved 2007-03-09. {{cite press release}}: Check date values in: |date= (help)
  64. ^ Krangle, Karenn (2003-03-04). "Translink seeks public input on rapid Richmond route; [Final Edition]". The Vancouver Sun. p. B.2. {{cite news}}: Check date values in: |date= (help)
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  66. ^ Lee, Jeff (1991-10-05). "City unloads $30-million SkyTrain debt; [1* Edition]". The Vancouver Sun. p. A4.
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  69. ^ "Vancouver SkyTrain — a proven success story" (PDF). Japan railways and transport review. Retrieved 2007-01-28.
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  71. ^ "Safety and Security on SkyTrain". The British Columbia Rapid Transit Company Ltd. Retrieved 2006-12-08.
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  74. ^ "Bombardier lands $113M deal with Vancouver SkyTrain". CBC News. 2006-11-23. Retrieved 2006-12-15. {{cite news}}: Check date values in: |date= (help)
  75. ^ "Questions about Skytrain $". CBC News. 2000-05-25. Retrieved 2007-02-03. {{cite news}}: Check date values in: |date= (help)
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