Frequently Asked Questions

The Canada Line Project and the Community
CLCO
Canada Line Project Costs
Involving the Private Sector
Building the Canada Line Project
Working with Property and Business Owners
Environmental Assessment
Employment Opportunities
Subcontracting and Related Construction Business Opportunities

• Underground tunnel, constructed using the cut-and-cover method, up Granville Street from Waterfront Station to Dunsmuir Street
• Twin-bored tunnel up Granville Street from Pender Street to Davie Street, and from Davie Street, under False Creek, to 2nd Avenue near Cambie
• Cut-and-cover tunnel under northbound traffic lanes of Cambie from 2nd Avenue to 64th Avenue
• Elevated guideway from 64th Avenue, over SW Marine Drive, then south along the west side of Cambie, over Kent Ave. to the North Arm of the Fraser River
• Elevated guideway from the North Arm of the Fraser River to Bridgeport Station in Richmond
• Elevated guideway south along the east side of No. 3 Road to the terminal at Richmond-Brighouse Station on No. 3 Road south of Saba Road
• Elevated guideway from Bridgeport Station west across Richmond industrial lands to the Middle Arm of the Fraser River
• Elevated guideway west across southern approach ramp of Arthur Laing Bridge, around north side of Sea Island Interchange, across Templeton Road, then west at grade, separated from traffic approximately 1.7 kilometres before finishing as an elevated guideway at YVR terminal
• The guideway will be single track rather than a double track for a 650 metre segment in the vicinity of the YVR terminal
• YVR 3 Station on Sea Island will be deferred to a future date

The Canada Line Project is being implemented by Canada Line Rapid Transit Inc. (CLCO) , which is a subsidiary of TransLink. Through a process of competition, selection and negotiation, InTransitBC was selected to design, build, operate and maintain the Canada Line for 35 years. InTransitBC will also invest in the project and assume significant risks including construction, schedule, operations and maintenance risks through a fixed-price, date-certain contract. The public sector will own the Canada Line, set fares and monitor system performance.

2. Why should we build the line now?
The transportation corridor connecting downtown Vancouver with downtown Richmond is one of the busiest in Greater Vancouver and home to one third of the region's jobs and 20 percent of its population. With congestion worsening, the average commuter trip time in the region has increased 36 percent in the last 10 years (from 19.5 minutes to 26.5 minutes). Projected population growth means an increased burden on existing roads and bridges, impacting not only our economy and environment but also our quality of life.

The Canada Line will provide additional capacity equivalent to 10 arterial road lanes in a dense corridor where expanding roads and bridges is neither practical nor desirable. This additional capacity will address congestion and make commutes more manageable, boosting the region's livability, sustainability and competitiveness.

3. Is this an Airport line?
The Canada Line is designed to be a commuter transit line. By far, the majority of the riders will be traveling between Richmond and Vancouver. The connection to the Vancouver Airport will serve the growing employment population on Sea Island - 26,000 people work at the Airport today and this number is expected to climb to about 40,000 by 2021 - as well as passengers and tourists. The Vancouver Airport Authority is paying for the Airport Line and is contributing to common Main Line costs.

The fare system on the Canada Line will be the same as on the existing SkyTrain line, as the Canada Line will be fully integrated with the transit services of TransLink.  The fare structure will also be the same 3 zone system as the existing TransLink fare structure, except for the Airport Special Fare Zone, for Canada Line trips entering or leaving Sea Island (YVR stations).

The decision to add a special fare for people using the airport was made in 2004. At the time, it was decided that approximately $2 extra fare would be charged for Airport users. At the time of these discussions, it was expected that the fare would not apply to people who work at the Airport and residents of Sea Island. TransLink is responsible for setting the fares of the entire transit system and is in the process of sorting out the details surrounding fares and other operational aspects so that everything will be in place when the Canada Line begins serving the public on November 30, 2009.  At this time, TransLink has not made a final decision on the special fare and how it will be applied. It is expected that the fare structure will be made public well before Canada Line begins operating in 2009.

The Canada Line service to the airport represents a premium service to the airport passenger market, providing a reasonable and reliable alternative to the taxi, shuttle bus services and parking fees.  The special fare structure for the airport passenger market is commonly found in cities around the world with rail service to the airport. Service is also reliable and frequent and in the case of the Canada Line, the cars are longer and wider, allowing for more room and more luggage space.

A link like the Canada Line has been planned for decades. According to earlier regional transportation plans, a line was to be completed by 2006. Olympic dates are important because if we are going to build the line now, it must be complete by 2009 in order to avoid major construction during the Games.

While Greater Vancouver and Whistler can host the 2010 Olympic and Paralympic Winter Games without the line, the addition of this link to the rapid transit network makes a new and different kind of traffic planning possible for Olympic events.

With the Canada Line in place, good transit access is provided to the Vancouver City centre from all directions. Traffic planners have identified the opportunity to create an Olympic zone in the central city, with enhanced transit services and limited vehicle access. Such a traffic plan would clearly contribute to a more sustainable Winter Games. It would also help build transit ridership for the longer term and a commitment to a more environmentally friendly central city.

A rail connection between Vancouver and Richmond has been the subject of many studies and public dialogue dating back to the early 1970s all of which were developed with extensive public consultation.

The current Canada Line Project team consulted with the public in March and April of 2001 and again throughout the month of March 2003.

In late 2003/spring 2004, CLCO conducted community consultation to gather public input on draft design objectives for stations and guideways. Each of these phases of activity showed strong public support for this transit improvement.

Public consultation took place through the environmental reviews of the Project, including public review of the Environmental Assessment Certificate Application. On June 7, 2005, the Canada Line Project received an Environmental Assessment Certificate (EAC) following a thorough assessment under a joint provincial and federal environmental assessment process. A favourable decision followed from the Canadian Environmental Assessment Authority on June 21, 2005.

Public consultation for the Preliminary Design Phase for the Canada Line's 16 stations took place in June, 2005. A report on that phase of consultation was released in August 2005.

From January 2006 to June 2006, a Detailed Design Consultation Phase for the Canada Line Stations took place. This phase focused on concepts for system-wide and station-specific designs. A report on this final phase of consultation was released in November 2006.

Please visit the public consultation web page for more information on public consultation.

• Working with CLCO and InTransitBC on the development of the Construction Management, Traffic Management and Consultation Plans for the Project;
• Involved in the design and temporary relocation of any City streets and/or utilities to allow for construction of the Canada Line;
• Working closely with InTransitBC and the public on day to day issues of interest and concern that arise with the Project;
• Participating with InTransitBC and CLCO in the public consultation on design and construction of the Project;
• Undertaking the City's own public consultation concurrently with InTransitBC on matters that are the City's responsibility, including any potential changes to zoning in neighbourhoods or around stations and on local pedestrian or vehicle connections to stations;
• Providing advice on the final alignment and station locations, entrances, and design, including reviews by the Urban Design Panel and Development Permit Boards;
• The City of Vancouver has also decided to fund the Olympic Village station so that it can be built by 2009.

The local agencies funding the Canada Line established Canada Line Rapid Transit Inc. (CLCO) as an independently governed subsidiary of TransLink to implement the design, construction and financing of the line as envisioned in TransLink's strategic plans. CLCO is responsible for ensuring the project meets its commitments to Funding Agencies, stakeholders, the competitive procurement process and the public.

• Larry Bell, Chair, and Chair, BC Hydro, Independent Director
• Larry Berg, President & CEO, Vancouver Airport Authority, representing VAA
• Fred J. Cummings, Professional Engineer, Major Construction Projects, TransLink, representing TransLink
• Dan Doyle, Executive Vice President Construction, VANOC, Independent
• Pat Jacobsen, CEO, TransLink, representing TransLink
• Eva Matsuzaki, Matsuzaki Architects Inc., Independent Director
• Daniel L. Nocente, Vice-Chairman, National Bank Financial Group, Independent Director
• Norris R.G. Paget, Professional Engineer, President, Paget Engineering Consultants Ltd., Independent Director
• David Unruh, Vice Chairman, Duke Energy Gas Transmission Canada, Independent Director

• George C. Duncan, Chief Administrator Officer, City of Richmond, non-voting representative
• Judy Rogers, City Manager, City of Vancouver, non-voting representative

CLCO Directors are nominated by the local Funding Agencies either as independent Directors, or to represent their nominating Agency. TransLink, as CLCO's shareholder, appoints CLCO's Directors for three-year terms. The CLCO Board elects the Chair.

Each local Funding Agency nominates Directors after considering the balance of skills, knowledge and experience required to effectively implement and govern the Canada Line Project. Recognizing the importance of working collaboratively with the Cities, the CLCO Board invites one senior representative from the City of Vancouver and one from the City of Richmond to attend the meetings of the CLCO Board in a non-participating (non-voting) capacity.

CLCO is committed to reporting publicly on the status of the project and to being accessible to ensure that the public's ideas and concerns are heard as the project is implemented. The CLCO Board publishes minutes of Board Meetings on the project website and holds quarterly meetings to hear from public delegations.

Board members that represent their nominating agency (employer) do not receive additional compensation, as this is considered part of the range of duties for which their employer already compensates them. Independent Directors do receive compensation consistent with compensation provided to Directors of provincial crown corporations of similar size and complexity.

The Funding Agencies (Governments of Canada and British Columbia, TransLink, and the Vancouver Airport Authority) have a set of clear requirements for the Canada Line. These relate not only to safety, capacity, speed, and frequency, but also the affordability of both the construction and operations.

Highly experienced proponent teams were invited to propose solutions that would best meet our operational needs, within the financial parameters specified. These financial parameters included two kinds of costs - capital and operating. A system that is less expensive to build but too expensive to maintain, or one that doesn't generate enough riders and therefore fares to pay for itself over the long run, is not an affordable system.

All of these variables were considered when looking at the overall cost. The Canada Line's estimated capital cost of about $1.9 billion ($2003) will provide the additional transportation capacity equivalent to 10 major road lanes and serve the region for the next 50 to 100 years. Fare revenue and savings associated with the Canada Line are projected to be equal to or greater than operating costs over the life of the 35-year contract, i.e., requiring no net operating subsidy.

The Governments of Canada and British Columbia, the South Coast British Columbia Transportation Authority (TransLink), the City of Vancouver and the Vancouver Airport Authority are each contributing to the Canada Line. In addition, InTransitBC will design, build, operate, maintain and partially finance the Line.

• Available funding from the public and private sectors is sufficient to fund Project costs during construction; and
• Operating revenues and cost savings from the Line are forecast to equal or exceed operating costs, including repayment of InTransitBC's capital, over the operating period (i.e., no net operating subsidy over the life of the contract).

Through a process of competition, selection and negotiation, a private sector team was chosen to design, build, operate and maintain the Canada Line for 35 years. The successful team is also investing in the project and will assume significant risks including construction, schedule, operations and maintenance risks through a fixed-price, date-certain contract. The public sector will own the Canada Line, set fares and monitor system performance.

The private sector is being involved in the Canada Line Project to achieve the best transit solution for the corridor at the most competitive price and to maximize risk transfer away from the public sector while protecting the public's investment over the long-term.

• The approach provides the public sector with access to the skills, expertise and creativity that will lead to the most innovative design solutions - from those who have experience with similar kinds of projects worldwide;
• All over the world, projects with private-sector involvement had better project definition, reduced delays, and more financial control;
• There are typically fewer cost overruns, and under the terms of the contracts that are used in these arrangements, the cost overruns are generally the responsibility of the private sector companies, not the public sector;
• This approach means the public sector gets more from public assets;
• The public sector and the public can focus on outcomes, performance standards and monitoring.

Prior to the evaluation of RFP stage proposals, CLCO prepared a "public sector comparator" or PSC. The PSC is an estimate of the cost or range of costs for a project delivered solely by the public sector and is the benchmark against which a project involving both the public and the private sectors is compared in order to assess value for money.

The Value For Money Report on the Canada Line Project found that the approach to funding and managing the Project, involving both the public and the private sectors as outlined in the RFP and BAFO proposals, achieved a transit system at a lower cost and with less risk to the taxpayer than a project funded and managed solely by the public sector.

KPMG reviewed the methodology and assumptions used to develop the PSC and Mr. George Morfitt, former Auditor General for the Province of B.C., reviewed the Value For Money Report at the RFP stage. Both independent reviews are available on the project website and found the conclusions of the value for money analysis to be sound.

A final report on the Procurement Phase of the Project was published in April 2006. The Report reviews the competitive process that resulted in the selection of InTransitBC. The Report also summarizes, the Final Value-For-Money results, and specifics of the contract with InTransitBC.

CLCO asked the Auditor General of British Columbia to review the Report as an added accountability measure and consistent with best emerging practice. The results of the Auditor General's review are included in the Report.

Of the two teams invited to submit "best and final offers," InTransitBC, a team comprising SNC-Lavalin Inc. and others, was selected following vigorous competition and an evaluation of proposals involving more than 60 professionals from TransLink, the Vancouver Airport Authority, the Cities of Vancouver and Richmond, the Project team, and independent evaluators and advisors with financial, design & construction, operations, legal and other expertise.

The competition and selection process, or procurement process, was a multiple-stage process designed to elicit the best rapid transit solution for the best price and with the least risk for the public sector.

CLCO is responsible for negotiating the best agreement possible within the mandate provided by the Funding Agencies. In addition, retired Judge and former BC Deputy Attorney General and Conflict of Interest Commissioner Ted Hughes, O.C., Q.C., was appointed as Fairness Auditor at the outset of the process. Mr. Hughes had complete and unrestricted access to every aspect of the competition/selection process and his reports on fairness are publicly available.

The "reference project" was developed as the public sector's best estimate of how the Canada Line could be built. While certain essential elements were prescribed, including the requirement for the Line to be underground from Waterfront Station to at least 46th Ave., the call for proposals invited innovation and improvement on this "reference project" wherever possible. Indeed, all proponents responded with innovation and delivered alignments and tunnel construction methods that differed from the reference project.

InTransitBC, the selected contractor for the Canada Line Project, examined a range of issues in proposing their construction program and method. The proposal advanced, including the mix of cut and cover (75%) and bored tunnel (25%) construction methods achieves important benefits:

• It is shorter than the Arbutus corridor;
• It provides service to many more employment, education, commercial and other centres, including the Vancouver General Hospital, Langara College, Oakridge Shopping Centre, Vancouver City Hall and the central Broadway business district;
• It generates higher ridership and revenues to cover operating costs;
• It has greater potential for future ridership growth.

The Canada Line will be an automated light metro system. It is a rail rapid transit system using an electric propulsion system. The Line will be equipped with an Automatic Train Control (ATC) System based on the proven technology that is similar to that utilized in the Vancouver SkyTrain transit system.

The Canada Line will be in tunnel from Waterfront Station in downtown Vancouver to 64th Avenue and will then be elevated over the Fraser River, in Richmond and on Sea Island to the Airport.

The tunnel will be built using a combination of cut and cover (about 75 percent of the underground section) and bored tunneling techniques. The cut and cover approach is similar to the technique used to install sewer and water mains across the region. A trench is dug to an appropriate depth, tunnel segments are placed into the trench and, once the tunnel is assembled, the trench is backfilled. The roadway or ground above the construction is then returned to a pre-construction condition.

• Longer Tunnel
  The tunnel section extends beyond the minimum requirement to 49th Avenue to as far south as 64th Avenue and has less impact on long-term parking and less visual impact along Cambie Street over the long term.
• More Convenience With a Shallow Tunnel
  The shallow level of the cut-and-cover tunnel construction, will allow most Canada Line stations to be constructed closer to the surface. This way, the stations will be easier and more convenient for passengers to access.
• Better Protection of the Cambie Heritage Boulevard
  The construction program as approved offers better protection of the Boulevard than any of the alternatives.
• Improved Ability to Manage the Construction Schedule
  Cut and cover technology is generally acknowledged as providing less risk for schedule and cost overruns.
• Transfer of Geotechnical Risk to the Private Sector
  InTransitBC has assumed 100% of geotechnical risk on the Project.

In British Columbia, an extensive legislative and regulatory framework is in place to manage environmental aspects of all construction projects. The Canada Line construction will adhere to all applicable requirements and will be built safely and professionally.

Our paramount concern during construction is the safety of workers, nearby residents and businesses, and the general public. The risk to public safety associated with this construction method is no higher than that associated with any other construction method. The construction areas will be well controlled. Specific, detailed construction, traffic and environmental management plans will be followed.

Disposal at Sea is a common federally permitted practice within the construction industry on Canada's west coast and continues to be used for all types of projects within the Lower Mainland. For example, many foundation excavation works for high-rise construction projects in the region utilize disposal at sea.

If disposal at sea is required for the Canada Line Project, the InTransitBC team will be required by CLCO to submit an Application for Disposal at Sea Permits in accordance with The Canadian Environmental Protection Act (CEPA) and all other applicable regulations.

Any material from excavations at construction sites that is considered for disposal at sea would consist only of clean, surplus, native excavated material. Only materials that have been rigorously tested and that meet the Disposal at Sea Regulations and Disposal at Sea Interim Contaminant Testing Guidelines are approved for disposal at sea.

In order to ensure that only clean material is disposed of at sea, CLCO has examined potential sources of contamination along the route and will conduct further investigations where necessary. In addition, during construction the InTransitBC team is required to identify and segregate any contaminated soils that are encountered. Such material, if found, would not be considered for disposal at sea. Furthermore, transportation and disposal of contaminated soils are closely controlled and monitored by the Ministry of Water, Land and Air Protection Contaminated Sites Regulation (BC Environmental Management Act, [SBC 2003] [Ch53] and this too requires appropriate planning, procedures and documentation.

Before considering Disposal at Sea, InTransitBC must evaluate all possible economic land based alternatives according to Environment Canada's Disposal at Sea Program. For example, some of the surplus excavated material generated by the Vancouver segment of the Canada Line Project could be used for beneficial means such as engineering fill or cover material on other projects. While landfill disposal will also be considered, there are only a limited number of licensed landfills within reasonably close proximity to the Project and therefore disposal in a licensed landfill is not likely to be considered a viable option.

In the event that no land-based alternative is available, material destined for disposal at sea would be transported to the designated Point Grey Disposal Site, which is situated in the Straight of Georgia north of the mouth of the Fraser River. This site has been designated for ocean disposal of excavated materials by Environment Canada. Disposal of excavated material in this location has the same overall effect as the natural process whereby sediment is carried downstream by the Fraser River and deposited on the ocean floor.

Because only clean, inert material is disposed of at sea, and because the Point Grey site is a pre-existing site designated for this purpose, no negative impacts other than temporary covering of bottom dwelling organisms are anticipated.

A Community Liaison and Notification Program will be in place before and during the construction period to provide information to merchants, residents and commuters. A range of communications materials and tools will be used to keep the public informed, including print and information bulletins, media coverage, road signage, and a 24-hour project telephone line. Dedicated community liaison officers will provide up to date information as well as maintain ongoing contact with local groups and businesses.

The InTransitBC team will address vehicle and pedestrian access concerns by developing traffic and construction management plans, with input from the cities, businesses and residents prior to construction.

We will work closely with residents and merchants to ensure the community is aware of construction activity in the area. We will also work to reduce construction-related disruption, where possible.

In Vancouver, construction hours of work will generally be between 7:30 a.m. and 8:00 p.m. Monday to Friday, with the likelihood of some weekend work. All work will be conducted in accordance with the City of Vancouver's Noise Control bylaw, which permits on-street construction between 7:00 a.m. and 8:00 p.m., Monday to Saturday, and between 10:00 a.m. and 8:00 p.m. on Sundays and holidays.

In Richmond, construction hours of work will generally be between 7:00 a.m. and 8:00 p.m. Monday to Friday, with the likelihood of some weekend work. All work will be conducted in accordance with the City of Richmond's Public Health Protection bylaw, which permits on-street construction between 7:00 a.m. and 8:00 p.m. Monday to Saturday, and between 9:00 a.m. and 6:00 p.m. on Sundays and holidays.

While most of the Canada Line will be constructed during daytime hours on weekdays, InTransitBC will endeavour to minimize construction impacts to the public if and when intermittent activity is required after hours and on weekends.

Safety and security of pedestrians and drivers during construction will be of paramount importance to the InTransitBC team and CLCO. The construction and traffic management plans, which will be developed with input from the cities of Vancouver and Richmond prior to construction, will contain details on how traffic will be controlled to minimize impacts on pedestrians and drivers. A Community Liaison and Notification Program will also be implemented during construction.

The tunneled segment of the Canada Line will run along the well-developed, busy, inner urban corridor of Granville and Cambie Streets. Much of the tunnel will be constructed by a cut-and-cover method that involves digging a trench from the surface, placing concrete tunnel segments in the trench, and then backfilling and restoring the ground/roadway.

Typical noise sources during construction will be trucks and equipment, which will be similar acoustically to the current sound of large trucks travelling along Cambie Street and downtown.

The noise impact zone will typically occur over a 25-day period. Exposure to construction noise will peak during surface trench excavation and again during backfilling.

Construction noise will likely be most pronounced at the work site at 2nd Avenue and Cambie Street for the tunnel boring activities; near the underground stations; and along excavated portions of the line.

Although the downtown corridor runs near or beneath some commercial and retail buildings, there are no significant vibration impacts expected for businesses or residences. Cut-and-cover tunnel construction will produce noise impacts similar to those experienced on other excavation projects, like City sewer or water improvement projects.

During construction, mitigation measures from InTransitBC's Noise Management Plan will be implemented. CLCO will review the Noise Management Plan prior to construction to ensure adherence to all applicable Bylaws and other requirements.

Yes. Generally, City of Vancouver Noise Bylaw (#6555) will be adhered to during construction. Some exemptions from these noise bylaws are anticipated for tunnel boring activities. Where exemption from the noise bylaws is required, the Cities' process for noise bylaw exemption will be applied, including public notification.

CLCO conducted geo-technical testing along the route as part of a series of due diligence engineering studies. Geo-technical testing involved the collection of soil and bedrock samples for analysis. The purpose of the geo-technical testing was to confirm the subsurface soil, bedrock and groundwater conditions.

CLCO and InTransitBC have reached final agreement for a fixed-price, date-certain contract to design, build, partially finance, operate and maintain the Canada Line. The 35 year agreement allows the construction phase to begin.

Pre-construction activities include permitting, traffic planning, utility relocation planning and approvals, preparation for building the bridge over the North Arm of the Fraser and preparation of the site at which concrete tunnel segments will be made. Work began on these activities in August 2005.

Much of the Canada Line will be constructed within public rights-of-way (public land upon which public projects are built and operated). Occasionally, public infrastructure projects such as the Canada Line must acquire some private property. CLCO will need to buy certain properties along the route to build the guideway, stations and related infrastructure.

If the property you own or occupy is under consideration to be acquired by the Canada Line Project, a member of the Canada Line property team will contact you personally to discuss the process in more detail. If you have not yet been contacted but wish to speak to a representative of CLCO about your property, please call our property information line at 604.484.6700.

• A fair and transparent process;
• Respect for the privacy and confidentiality of negotiations;
• Fair market compensation;
• Minimal disruption, dislocation and inconvenience wherever possible;
• Negotiation of consensual agreement wherever possible;
• Meet all obligations, legislative and regulatory requirements; and
• Achieve the construction schedule.

Municipalities and other agencies in the region, including TransLink, do not offer compensation to adjacent businesses during construction or service improvement projects. As a result, CLCO is not in a position to offer financial compensation.

Instead, CLCO and the InTransitBC team will focus on reducing construction-related disruptions and achieving predictability of schedule, where possible.

• Establish and Support Business Liaison & Communication Committees in Vancouver and Richmond. CLCO will establish committees to facilitate coordination, communication and enable business representatives to work with CLCO during the construction period to further develop the Business Liaison Program.
• Engage retail consultant services to help small and independent businesses plan for construction and post-construction periods. A retail consultant will be engaged to develop tools to assist small and independently-owned businesses in developing strategies to address periods when normal traffic and customer patterns may be disrupted due to construction.
• Conduct market research and share this research with small and independent businesses along the route to assist in developing customer attraction/promotion programs to be implemented during the construction period. This market information program (exit or intercept survey and a telephone survey) will help small and independently-owned businesses identify current customer activity patterns and other information that will help them prepare for the construction period.

CLCO and InTransitBC will maintain ongoing dialogue with property and business owners along the Canada Line corridor prior to and during the construction period.

Every effort will be made to avoid impacts to neighbouring sites. However, if you believe your property has been damaged by Canada Line construction please contact Jason Chan, in Richmond at (604) 608-0200, or Colleen Sondermann in Vancouver at (604) 608-0200.

Since January 2005, CLCO has provided project information and updates to corridor residents and stakeholders, contacted individual businesses, business associations and neighbourhood groups along the corridor, and developed a growing distribution list of individuals and groups who subscribe to receive regular updates.

These activities are the first steps in involving the community in discussions about how to reduce construction-related disruption and achieve predictability of schedule where possible. These activities will continue until active construction commences and throughout the construction period.

• Information Bulletins;
• Fact Sheets;
• Newsletters and Postcards;
• Letters (by mail and e-mail);
• Neighbourhood Meetings;
• A Project Telephone Line;
• Canada Line website;
• One-on-one Meetings; and,
• A Public Enquiry/Response Program.

The Business Liaison Program was established by CLCO with feedback from corridor businesses to minimize disruption and maximize predictability during the construction period. Two separate Business Liaison Committees have been established in Richmond and Vancouver. These committees will facilitate coordination, maintain communication, and enable business representatives to work with CLCO prior to and during the construction period. The committees will act as a point of contact between corridor businesses, CLCO and InTransitBC, the selected contractor who will build, maintain, operate and partially finance the Line. CLCO has hired a full-time Project Director to organize these committees. Additionally, market research has been conducted for small and independent businesses along the route to assist in developing customer attraction and promotion plans to be implemented during the construction phase. CLCO is also retaining a retail consultant to develop tools to help small and independent businesses plan for the construction and post-construction periods.

Project approvals are required from the BC Environmental Assessment Office and the Canadian Environmental Assessment Agency.

• Development permit from the Vancouver Airport Authority for the airport segment of the linw;
• Approval from Transport Canada under the Navigable Waters Protection Act for the two Fraser River crossings.

• Authorizations under the Federal Fisheries Act for crossings of fish-bearing waters and/or impacts to fish and fish habitat;
• Disposal at Sea Permit under the Canadian Environmental Protection Act, if disposal at sea of excavated materials is selected as the preferred disposal method;
• Approvals under the BC Water Act for any works in and about a watercourse;
• Facility alteration permit from the Vancouver Airport Authority;
• Municipal approvals, including Heritage Alteration Permits.

On September 13, 2005, CLCO submitted an application under the Environmental Assessment Act for an amendment to the Project's Environmental Assessment Certificate (EAC) with respect to design and construction method changes to the Cambie portion of the Vancouver segment of the Canada Line.

The EAO invited public comments on these specific design and construction method changes during a formal public consultation period, which ran from September 26, 2005 to October 17, 2005. The purpose of the public comment period was to document specific public issues as they relate to the technical review of the amendment application.

In December 2004, CLCO submitted an Environmental Assessment Certificate and Application Supplement to the BC Environmental Assessment Office for review.

The public was invited to submit comments on the Application and Supplement during a formal public comment period between January 10 and February 23, 2005.

The EAO prepared an assessment report and submitted it to Provincial Ministers on April 13, 2005 for review.

Provincial Ministers asked for a further assessment on two segments of the Canada Line where cut-and-cover tunnel construction will be used. The segments of the further assessment were: along Granville street from Hastings Street to the south side of Dunsmuir Street and Cambie Street from 2nd Avenue to 37th Avenue.

The EAO invited public comments on these specific segments of the Canada Line during a formal public consultation period between April 25 and May 16, 2005.

In June of 2005, the Canada Line Project received an Environmental Assessment Certificate (EAC) following a thorough assessment under a joint provincial and federal environment assessment process. A favourable decision followed from the Canadian Environmental Assessment Agency on June 21, 2005.

• Vancouver Public Library - Central Branch;
• Richmond Public Library - Brighouse (Main) Branch;
• University of British Columbia (David Lam) Library;
• Simon Fraser University (Bennett) Library.

InTransitBC has submitted an Air Quality and Dust Control Plan to CLCO for approval and the appropriate agencies for review. InTransitBC will be responsible for adhering to the terms and conditions of the Concession Agreement, the Environmental Assessment Certificate, the Environmental Management Plan, which directs construction environmental management, and all other applicable permits, licenses and approvals related to the mitigation of construction-related air quality impacts.

The air quality assessment in the Environmental Assessment Certificate Application and Supplement has determined that temporary, localized air quality impacts will occur during the construction of these cut-and-cover sections of the Canada Line corridor. Specifically, the two sources of emissions are dust, and exhaust from construction vehicles and stationary combustion sources.

Contractors will be responsible for conducting activities in a manner that reduces the release of airborne particulates and follows best management practices, including those recommended by the Greater Vancouver Regional District (GVRD). This information is reflected in the Air Quality Management Plan being developed by InTransitBC.

First designated as a landscape heritage feature in 1993, the Heritage Boulevard dates to 1940 and was built to serve as a ceremonial gateway to the growing city. The selected project provides for almost the entire length of the line in Vancouver to be underground, and offered the least disturbance to this landmark of the proposals evaluated.

The Line itself will not run immediately below the Boulevard, but will generally run under northbound traffic lanes of Cambie Street from 2nd Avenue to 64th Avenue, thereby avoiding significant and long-term impact to the Boulevard.

• Protect the Sequoia trees at the north end of Cambie Street;
• Ensuring no-net-loss of green-space along the Boulevard;
• Prune, transplant or replace any affected trees ;
• Work with the City and the community as design and construction planning proceeds to develop a process to preserve and enhance the Cambie Boulevard trees and land-scape where possible .

CLCO will work with residents, businesses and City of Vancouver representatives to protect and enhance the existing trees and landscape. An Arboricultural Survey and Assessment of Existing Trees was conducted as part of the Environmental Assessment Application. Canada Line Project, City of Vancouver and InTransitBC arborists will conduct a tree-by-tree investigation to determine specific impacts from temporary traffic relocation, station construction, and the transition or tunnel portal area.

Mitigation strategies being reviewed include: reducing the width of temporary lanes, considering thee-lane instead of four-lane temporary road configurations, and designing and locating work areas and station infrastructure to minimize potential impacts.

The initial assessment has not revealed conclusively any areas where there are assumed to be archeologically significant artifacts underground. It has been impossible to do a comprehensive archaeological assessment on areas that are currently required for traffic flow.

To ensure potentially significant areas are not threatened, the InTransitBC team is required to provide CLCO with an Archaeological Monitoring Plan for the construction stage. We expect this Monitoring Plan to be based on similar plans developed for the VAA's International Terminal Building Third Runway Expansion project and the Millennium Line Sky Train project.

The plan will address key areas: downtown station locations, the Cambie and Broadway intersection, the Richmond Terminal, and much of the proposed route on Sea Island.

The Canada Line Project received environmental certification in June 2005. Condition 7 of the certificate for the Canada Line Project, require that CLCO, as the Project Proponent, submit a report on the status of compliance with the Conditions of the Certificate, and Final Commitments, one month prior to the start of construction of the project. This Pre-Construction Report was submitted to the BC Environmental Assessment Office (BCEAO) on August 26, 2005.

As part of the certification process, InTransitBC committed to the development of a Construction Environmental Management Plan (EMP). The EMP, which outlines the way in which issues such as habitat restoration, tree conservation, soil disposal, noise and dust management etc. are handled, is submitted to the Environmental Assessment Office before construction can get underway. The plan not only outlines methods for dealing with issues, it points to environmental improvements that will occur during and after the construction phase of the Canada Line.

The EMP outlines general guidelines and technical procedures for environmental management during a construction project. Specific measures are adopted as circumstances evolve. A separate EMP will be developed for the operations and maintenance phase of the Project.

If you have questions regarding employment, you may wish to contact the InTransitBC team:

If you have questions regarding sub-contracting and related construction business opportunities associated with construction of the Canada Line, you may wish to contact the InTransitBC team:

c/o SNC-Lavalin Inc.
E-mail: mike.stevenson@snclavalin.com