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Translink Buzzer Blog

The Millennium Line turns 10!

The Millennium Line Travel Guide

Would you believe that the Millennium SkyTrain Line is 10 years old? Well, it’s true! The line officially opened on August 31, 2002, and connected to the bus network on September 3, 2002.

The Millennium Line was a long time coming, a version of it having been in the works since the inception of SkyTrain 26 years ago. Today it’s an integral part of our system. In fact, there are roughly 80 000-85 000 people who board the line everyday (excluding Commercial-Broadway Station)! Here’s a great primer on the building of the 13 stations and over 21 kilometers of track that make up the Millennium Line. In addition, this station tour brochure of the line gives an overview of the each station and each station’s unique features.

 

 

Along with the Canada Line, the Millennium Line has greatly expanded the system to include more communities within Metro Vancouver. With the Evergreen Line linking to the Lougheed Town Centre Station (Millennium Line) in the future, the Millennium Line is projected to increase further in ridership.

As mentioned in our Managing the Transit Network series, planning new communities around transit is important to ensuring a well used and productive transit system. The Price Tags blog recently covered how rapid transit has driven progress at Brentwood Mall (serviced by Brentwood Town Centre Station on the Millennium Line).

Of course, a birthday of the Millennium Line would be nothing without talking about the Mark II SkyTrain cars. We now run these trains on all of the SkyTrain lines (except Canada Line), but it was the Millennium Line that first used the Mark II cars were originally built for the Millennium Line. The Mark II trains seat 50 more people than the Mark I (130 compared to 80 people per car) have space for bikes and wheelchairs and have a different seating arrangement.

There’s a lot to be said about the Millenium Line and a lot of stories to tell. We’d love for you to share your stories and reflections on the line. Happy birthday Millennium Line!


38 Comments

  • By Vitus, September 6, 2012 @ 2:52 pm

    I find it interesting that Lake City station isn’t mentioned in the station tour brochure… why is that?

  • By Jhenifer Pabillano - Buzzer Editor, September 6, 2012 @ 4:10 pm

    Vitus: Just off the top of my head, Lake City was a station added after the Millennium Line was completed. We have some promotional material that indicates Lake City was an optional station, but clearly the option was exercised after the fact!

    If anyone else out there can add detail, your input is more than welcome :)

  • By Elfren Ordanza (VanTransitFan), September 6, 2012 @ 5:02 pm

    Happy birthday to the Millennium Line. The line was originally went from Waterfront to Braid Station (PLEASE DON’T FORGET THIS FACT!). Then the line got extended to Commercial Drive (got renamed as Commercial-Broadway to reduce confusion from Canada Line’s Broadway-City Hall). Then it again got extended but by one station, VCC-Clark.

    Despite the fact the line have a lower capacity of passengers, I think this line would help for the connection to the Evergreen Line, from Vancouver to Coquitlam, which will be built in 2016 (better be 2016, it’s been overdue for years!).

  • By Sheba, September 6, 2012 @ 9:06 pm

    I remember that a few stations were listed but weren’t going to be there when the line first opened. I can’t remember exactly how many or which ones they were.

    The line was briefly only out to Braid, and then I think Lougheed, before the rest of the line (with a few stations less than we have now) opened. That was to work out any bugs in the system. At that time it only went as far as Broadway, as Elfren mentioned.

    I checked Wiki to see if it had any of this info (it doesn’t) and I found this, which is a little weird:

    “When the Evergreen Line extension from Lougheed Town Centre Station to Coquitlam opens in summer 2016, the Millennium Line route will be shortened to serve Waterfront Station to Lougheed Town Centre. The Lougheed Town Centre to VCC–Clark section of the line will be served by the Evergreen Line, which will operate between VCC–Clark and Douglas College stations.”

    The wording is what’s throwing me off. Does that mean that the trains will be like they are now, only the VCC to Lougheed section will get more trains and they’ll alternate between Millennium and Evergreen – just like the trains alternate at Columbia Station between Expo and Millennium. Or is it saying that all the trains from VCC will head out to Evergreen and you’ll have to change trains at Lougheed.

  • By Eugene Wong, September 6, 2012 @ 9:13 pm

    @ Vitus & Jhenifer

    Wikipedia confirms that Lake City Way Station was opened the following year. I thought that it was Holdom Station, but I was wrong.

    I definitely remember passing under the construction.

    I wonder if it is best for Translink to build like that more often. Opening the line to the busiest stations could allow for us to use the line as soon as possible.

  • By Eugene Wong, September 6, 2012 @ 9:25 pm

    @ Sheba

    I’d interested in a response to your question. However, I think that what they are trying to say is that Douglas College Station is the eastern end of the line, and that the trains will run from VCC to Douglas uninterrupted, which is ideal.

    They are saying that the current VCC to Louheed section will be “severed” from the Millenium Line, and added/connected to the Evergreen Line.

    The key word is “shortened”.

  • By Elfren Ordanza (VanTransitFan), September 6, 2012 @ 9:30 pm

    Eugene:
    Building a SkyTrain line costs about 1 to 2 billion dollars. It’s VERY expensive to build them more often like very.

  • By Eugene Wong, September 6, 2012 @ 10:20 pm

    @ Elfren

    Is the total price the same if they build all the stations first vs. building some stations now, and then opening, and then build the remaining amount of stations after opening?

  • By ???, September 6, 2012 @ 11:18 pm

    and then enlarging station with faregates.

  • By Brian, September 6, 2012 @ 11:50 pm

    Too bad half of the Millennium Line will be taken over by the Evergreen Line when it’s completed

  • By Bryan, September 7, 2012 @ 8:46 am

    @Elfren. Actually when it was being proposed and built, the first station on the line was Columbia. They only added the Expo Line section AFTER it was finished. Then months later, Lougheed Town Center was completed. Eventually, you had the line go all the way to Commercial Station, and one year after that VCC-Clark. By 2009 after the Canada Line was built they decided to rename it as Commercial-Broadway.
    @Eugene, if you do the math yes. You might save 10 or even 20 million dollars if you don’t build a station, but otherwise it would still cost a lot of money to build a skytrain line.

  • By Eugene Wong, September 7, 2012 @ 11:27 am

    @ Bryan

    I meant, is it more expensive to build some stations now, and some later, or is it more expensive to build them all now? Either way, the total number of stations and total number of kilometers are the same.

  • By Jeff, September 7, 2012 @ 10:24 pm

    The lines are definitely expensive to build, but worth it overall.

    I still remember the first day when this line opened since I bought a ticket to be on the first train at 530am I believe. Was fun riding it that very first time from Commercial all the way to Waterfront and back. Even have a model of the train in my office that I won.

  • By Harry, September 7, 2012 @ 11:30 pm

    @Sheba
    Actually… what the article for the Evergreen Line is saying is that Millennium Line trains will run from VCC-Clark to Lougheed, and then those trains will become Evergreen Line trains to Douglas College. This will mean that Braid, and Sapperton Stations will become the dominion of the Expo line, and those trains will alternate between Lougheed and King George. This means Lougheed will be served by all three Skytrain lines (Expo, Millennium and Evergreen)

    Generally I think it’s ludicrous that it should be done in this manner. Sapperton and Braid have always been the dominion of the Millennium Line, and it will only further confuse anyone who is new to the system.

  • By Eugene Wong, September 8, 2012 @ 4:17 am

    @ Harry

    No. No. The quote says, “the Millennium Line route will be shortened to serve Waterfront Station to Lougheed Town Centre”. This means going through Columbia, Braid, and Sapperton to Lougheed.

    @ Everybody

    Please do not worry. The changes might be painful, but Translink has learned from the past, and this will work out for the best. It’s just that everybody misunderstands the quote.

    This time around, let just Translink do it.

  • By Sheba, September 8, 2012 @ 10:09 am

    I hope that Jhen or Robert will show up with news on what will happen with the trains once Evergreen Line is open.

  • By Ernest, September 9, 2012 @ 11:26 pm

    I think the station tour brochure came with a CD.
    @Bryan: I remember when the Millennium Line train would go through the switch at Columbia…

  • By Ian S, September 14, 2012 @ 2:06 am

    The Millennium Line opened as far as Braid on January 5, 2002.

    Service was extended to Commercial-Broadway on August 31, 2002.

    Lake City Way station opened on November 21, 2003.

    The extension from Commercial-Broadway to VCC-Clark opened on January 5, 2006.

    When the Evergreen Line opens, its trains will run from Douglas College to VCC-Clark. Millennium Line trains from Waterfront will terminate at Lougheed Town Centre and return from there. Passengers on those trains wishing to continue westward will need to transfer to an Evergreen Line train.

  • By Elfren Ordanza (VanTransitFan), September 14, 2012 @ 7:05 am

    Ian S,
    I don’t really think the Millennium Line trains would terminate at Lougheed Station. I don’t see the sense of the trains terminating at Columbia. If the trains were to terminate at Lougheed Station and passengers want to go beyond WB, then it would be a drag for transferring from the Millennium Line train to an Evergreen Line train to VCC – Clark. This would mean for frequent service on the Millennium Line from Lougheed to VCC.

    I think Millennium Line trains from Waterfront SHOULD continue their Millennium Line service terminating at VCC – Clark. From what I’ve heard, the Millennium Line trains and the Evergreen Line trains will share the line from Lougheed to VCC. For example: Expo and Millennium Line(s) share line from Waterfront to Columbia.

  • By Elfren Ordanza (VanTransitFan), September 14, 2012 @ 7:06 am

    I meant to say “This would mean more frequency on the second paragraph.” Sorry folks.

  • By Eugene Wong, September 14, 2012 @ 12:13 pm

    @ Elfren

    Ian S is correct. There is a Wikipedia article detailing the route, and the article points to an official source documenting the route. I shared the link in another discussion in another Buzzer Blog post. Unless you know of something new, the source is authoritative in this discussion.

    Doing what you suggest would not increase the frequency for long. Translink already runs the highest frequencies on SkyTrain, so mixing the 2 routes means less frequency on part of the Millenium Line, and a significant chunk of the Evergreen Line.

    As long as they always run the the Evergreen Line at full capacity, then there would be no problems, and SkyTrain has a reputation for doing that.

    Most importantly, it is better to let the Evergreen Line go between the 2 colleges, because it is less confusing than merging the 2 lines. I hate have to look at the platform sign.

    On top of that, there is the timing issue. It will be hard to make the trains alternate. That means that some trains will have to slow down just for alternating. That makes it harder to program the software as well.

    In short, it was a total loss for Surrey, when the Millenium Line was built, because Surrey ended up getting less service, so it will be for the Millenium Line if it is merged. It’s just all round bad.

  • By Ian S, September 14, 2012 @ 3:35 pm

    The transfer between Millennium Line trains terminating at Lougheed Town Centre and Evergreen Line trains running westbound to VCC-Clark will be expedited by the platform arrangement.

    The Millennium Line trains will terminate in the current eastbound track and reverse from there. Westbound Evergreen Line trains bound for VCC-Clark will use the other side of that platform (just as westbound Millennium trains do now), so the westbound passenger off a Millennium Line train can wait on the same platform — no need to go down the stairs/escalator and then up to a different platform.

    Eastbound Evergreen Line trains to Douglas College will use a new platform on the north side of Lougheed station. This platform was roughed-in when the station was built and is readily visible. It just needs to be properly finished.

    To make this arrangement work, the Evergreen Line trains will be running on the “wrong” track into and out of Lougheed. There will be crossover tracks at either end of the station to put the trains back on the correct right-hand side track in either direction.

  • By Ian S, September 14, 2012 @ 3:53 pm

    There was a small error in my post at 2:06 a.m.

    VCC-Clark station opened on January 6, 2006, not January 5. So it was four years and one day after the opening of Braid and Sapperton stations on the first section of the line.

    @Sheba asked about the stations planned for the Millennium Line at a later date than 2002. One was Lake City Way, which we have already discussed.

    The other would be at Woodlands, immediately at the north end of the tunnel between Columbia and Sapperton (access would be from McBride Blvd. at Columbia St.). Some provision was made for this station at track-level when the line was built, by leaving extra room on either side for platforms. It’s hard to see now from a passing train, but there was an “open house” public walk through the tunnel on October 15, 2000, and the extra space was quite obvious to see.

  • By Eugene Wong, September 14, 2012 @ 6:46 pm

    I’d like to add a minor correction to Ian S’s explanation. The crossover tracks are already there. It might be hard to see, because of the way that it’s built, but on the eastern end of Lougheed Station, there are 2 spurs. Forgive me, if my terminology is incorrect.

    The easy-to-spot spur is for the new platform that Ian S spoke of. The tiny spur is just a few meters to the east. I checked Google Maps to ensure that I wasn’t imagining it.

    I think that the designers were wise to ensure that they left their options open. They probably learned from Columbia Station that the cost and time of adding crossover tracks to a live system is disasturous. That’s why I was so suprised that Ian’s usage of the word “will”. I’d be disappointed if we had to go through that again, when there are already tracks there.

  • By Elfren Ordanza (VanTransitFan), September 14, 2012 @ 7:10 pm

    Eugene:
    I just strongly disagree with Ian S. That’s all I have to say.
    I just don’t see the sense why Millennium Line trains would be terminating at Lougheed while the existing Millennium Line stations might belong to the Evergreen Line …

  • By Ian S, September 14, 2012 @ 9:37 pm

    @Elfren

    I am not stating my opinion on what is going to happen, so there is nothing for you to disgree with me about. I am stating the facts on how the new line will operate. That was decided by TransLink, not by me. So if you want to have a disagreement, your issue is with TransLink, not with me.

  • By Eugene Wong, September 14, 2012 @ 9:52 pm

    @ Elfren

    The bottom line is that we are quoting actual material, and unless there is new material, it’s going to be the way that we said.

    The sense behind it is that when people get on at VCC or somewhere there, they don’t have to be wary of accidentally getting on a Millenium Line train if they want to go to Burquitlam and beyond. It’s very annoying to have to get off, go back, and then change trains. At night, that could amount to 15 wasted minutes. I’ve riden the wrong train several times. It’s not user friendly, although Translink has done all that it can.

    On top of that, there is frequency. It’s better to make half of the people connect, than it is to make everybody have to choose the correct train. With the current proposal, some people will change trains, but the frequency will stay high. With your proposal, everybody will on average have to wait longer, and we will often get on the wrong train.

    If you don’t see the sense behind it, then I don’t think that you have a clear perspective on this. Also, it might be because you did not read carefully what I wrote. I clearly [I hope] spelled out the principles.

    1 thing to bear in mind is that most people won’t be riding the Millenium Line down through Columbia and around past Lougheed. No matter what time of day it is, I bet that the trains are relatively abandoned in all directions between Columbia and Lougheed. It would be better for most commuters to transfer at Commercial-Broadway. Therefore, there isn’t a strong need to make a Millenium Line train continue past Lougheed.

    Another way of thinking of this is the distance between trains. As it is, we have the highest frequency during rush hours. I think that it’s the highest in North America, if not the world. I even get the impression, that Translink pushed the boundaries a bit further than they are supposed to.

    They want the highest frequency for the longest stretch of the route. Trains going from Burquitlam to Production can go at the highest frequency, only if they don’t merge with the Millenium Line. If they must merge, then they Evergreen Line must reduce its frequency, and that’s bad.

    At the very least, they should build it as we discussed, so that they can make the necessary changes if they want in the future.

  • By Ian S, September 14, 2012 @ 10:31 pm

    @Eugene

    When the planners were designing the layout at Lougheed, there was no firm operating plan in place for what we now call the Evergreen Line. There was no assumption, for example, that Evergreen trains would run on the “wrong” line through the station. A westbound train could instead have used the new platform on the north side of the station, thereby staying on its correct right-hand track without any need for crossing over.

    But the planners have now decided on “left-hand” running through the station for Evergreen trains.

    The current arrangement of switches at the east end of Lougheed, as shown in Google Maps, would not permit a westbound Evergreen Line train to cross from the right-hand side track to the left-hand side as it approaches the existing Millennium Line guideway. That will have to take place farther to the east on the new guideway, which has yet to be built. This will not affect operations on the Millennium Line while it is taking
    place.

    On the other hand, there is already provision for an eastbound Evergreen train using the new platform to cross back to its proper right-hand line as soon as it leaves the station, but whether that is is the optimal place to do so is another matter. Again, if a different crossover were needed for this purpose, it could be be built farther east on the separate Evergreen Line guideway, without disruption to existing Millennium Line operations.

    Regarding your terminology, what you see at Lougheed are “stubs” of the future Evergreen Line guideway. What we call the Evergreen Line was originally Phase 2 of the Millennium Line, and went by the working name of Port Moody-Coquitlam Line. Although this did not go ahead at the time, because TransLink could not come up with its share of the funding, the province advanced $20 million for engineering studies and for construction of the guideway stubs, to minimize disruption when the project finally proceeded.

  • By Eugene Wong, September 15, 2012 @ 2:45 am

    @ Elfren

    I think that I see where your concern is about frequency. The Evergreen Line is supposed to go ever 3 minutes at rush hour, according to Wikipedia. 3 minutes doesn’t sound very exciting.

    @ Ian S

    Thanks for the correction. Even though I looked at it, I didn’t look carefully enough.

    Now that I have looked at it again, I can see that there is going to be a lot of crossing over. Unless the Millenium Line crosses over just north of Braid Station, the west bound Evergreen will have to coordinate really well, to cross the east bound Evergreen twice, and the Millenium once.

    If we count each direction’s crossovers, that would be 6 crossovers.

    It would be interesting to see why they favoured 1 direction over the other. Do you have any explanation for it? The way I see it, changing platforms is going to happen no matter what, because the rider will usually make a round trip.

    At least if they don’t monkey around with the directions, there will only be only 4 crossovers.

    Also, thanks for the correction regarding terminology.

  • By Ian S, September 15, 2012 @ 7:33 pm

    @Eugene

    It wouldn’t surprise me if some of the existing crossovers on the east side of Lougheed are removed. With a new crossover that is isolated from the Evergreen Line, the Millennium Line trains coming from Braid could cross to the correct track for their platform a bit farther to the east than in the current layout. Otherwise there is too much potential for conflict with the westbound Evergreen trains.

    On the other hand, SkyTrain management might want to retain the existing layout to maximize operational flexibility. If so, it would certainly be the most complicated track layout in the whole system.

    I don’t know the official answer, but I think the intention of having a simple cross-platform transfer between the Millennium Line and the westbound Evergreens is to minimize the hassle for the westbound Millennium Line passengers in the morning, when most have a deadline for getting to work or class. A lot of SFU students who currently go straight through to Production Way-University on the M-Line will now have to transfer just to go one more station; at least this layout will will make the morning commute a little easier for them. But, you are right, on the way home eastbound they will have to go down the escalator/stairs and then up again to get to the right platform.

    I am not certain that the crossovers at the west end of Lougheed will be maintained in their current configuration. It’s true that the current layout would permit an eastbound Evergreen train to reach the new track in the north side platform. But the crossover from the eastbound to westbound line is followed very soon by the switch from the westbound line into the new platform track. That means a long train (six Mark I or four Mark II cars) could occupy the first crossover, a bit of the westbound running line, and the switch to the new platform track all at the same time, which would have to be done very slowly.

    An alternative would be to move the first crossover farther to the west, so that an eastbound train would be entirely on the westbound track before starting its move into the switch to the new platform track.

    Yet another alternative would be to replace the eastbound to westbound crossover with a diagonal diamond (scissors) crossing of the westbound track. This would see an eastbound Evergreen train crossing the westbound track on a diagonal without briefly switching on to the westbound track. In other words, the connection would be directly from the eastbound track to the new platform track.

    I have been to most of the Evergreen Line open houses and asked questions about some of these matters, but the staff on hand at these events are provincial Ministry of Transportation employees, whose role is to build the line, not operate it. I hope at future events there will be some TransLink operational staff on hand to answer these questions.

  • By Eugene Wong, September 15, 2012 @ 9:05 pm

    @ Ian S

    Regarding your Millenium Line comments, I think that they might add crossovers in the new tracks, but keep those already in place. The idea of moving crossovers is expensive. They are already struggling for cash, and spending a million bucks to increase frequency might not be worth it.

    Based on what you said, they might as well let the Millenium Line trains change over just after Braid, and then go to Lougheed. Trains in both directions sharing most of the tracks between the 2 stations would really reduce frequency, but the portion of the Millenium Line between Columbia and Lougheed is so small, that it wouldn’t be worth spending millions of dollars to increase frequency; especially when the trains are never full at that part.

    If they reduced Millenium Frequency to every 5-10 minutes all day, then they would still fulfill their commitment to keeping it as part of the frequent service. So, somewhere between its current frequency and 10 minutes gives the train a lot of time to wait for an opening in the Evergreen Line traffic to pull into the station.

    During the following years, they could update their software to allow some northbound trains to use the right tracks until close to Lougheed, and then change. Other trains could switch over just after Braid and then go to Lougheed. It would take some fancy computer software, but they did have programmers on staff at 1 time, from what I heard.

    The easiest alternative is to switch over just before Lougheed, but make the rule that all Evergreen Line trains get right of way. As it is, the Evergreen Line is supposed to get 3 minute frequency. Even at 90 seconds, which is supposed to be closest allowed, it can still leave enough time to clear the crossover.

    A messy variation of the latter alternative is to have the Millenium Line pull past the first switch, then back up into the other tracks, and then pull forward into the station. I think that it can do it, even with 4-car Mark II trains and 6-car Mark I trains, and while the 2 Evergreen Line trains are in there. I’ll let the experts chime in, though.

    You seem to speak good wisdom regarding the inbound trip in the morning. Being on time is much more important, and that should be prioritized. Just walking across the platform could save 3 minutes, which is very important. I think that some bus schedules seem to reflect this idea. There seem to be more rush hour buses after work, but they seem to be spread out more.

    Regarding your comments on the west side of the station, I’m not sure that it’s worth the disruption in service and cost of adjusting crossovers and creating diamonds. Do you have any statistics on costs of adding crossovers and removing them?

    I remember when they added the switch at Columbia Station. What an annoyance. I’m surprised that it took as long as it did. As I type this, I think that it was the concrete. They probably had to drill into the concrete, and then fill in their drilling a little, and then allow it to cure. I’m just guessing. Do you have any information on why it takes so long, or why most of it can’t just be done during the night?

  • By Ian S, September 15, 2012 @ 10:40 pm

    @Eugene

    I don’t see Millennium Line frequency being reduced. The current frequency is necessary to maintain service levels along the shared Expo-Millennium trunk between Waterfront and Columbia. The only alternative way of achieving that is to boost service to Surrey to make up for any M-Line reduction.

    Without a reduction in M-Line frequency, the best place for a new M-Line westbound to eastbound crossover would be on the straight section immediately west of North Road, adjacent to the two buildings with dark roofs. That would allow the maximum flexibility in operation, compared with a site just north of Braid that would restrict movements in that section. Access to the pocket track west of Braid also has to be considered.

    My comments about the crossover set-up west of Lougheed are idle speculation, so indeed nothing might happen there.

    Installation of crossovers can be done quite quickly on a conventional at-grade railway because the track and switch components are assembled off-site and shipped by rail to the installation point. It’s somewhat like assembling a model railway layout with pre-made switches.

    With an elevated line like SkyTrain, the switch panels would have to be trucked to the site and lifted up by crane, but that would be quite feasible in the location I suggested.

    The project at Columbia was more than a simple switch. It involved building a new at-grade guideway for the track leading toward Braid (the M-Line track and switch on the other side had existed for many years as a short stub for storing equipment).

    This work included demolishing a section of the existing eastbound Expo Line guideway right back to dirt level (I have photos of this) and building the new M-Line outbound guideway. Installation of the track and switch here was just a detail. The eastbound line was closed and operation over the bridge was single-track for five weeks. Installation of a switch or crossover on existing guideway would be much simpler.

    You are right that cost is a factor, but remember that this is a capital project, of which TransLink is paying about 30%, as distinct from TransLink’s operating budget, which is indeed under pressure.

  • By Eugene Wong, September 16, 2012 @ 12:37 am

    @ Ian S

    You are right about west of North Road. It might even be good to build the switch on the curve, so that the train doesn’t need to go up and over. Then again, I’ve never seen a switch on a curve, as far as I can recall.

    Regarding capital projects, that just means that other governments get to say that they are under pressure, instead of Translink. If those governments weren’t under pressure, and if the 30% Translink portion were insignificant, then we’d be done with the Evergreen Line and the Surrey portions.

    Ultimately, I’d like to see your ideas get implemented. You seem to have good ideas. I think that the provincial and federal governments see transit as a cost of politics, rather than a solution to real problems.

  • By Vancouver2012, September 21, 2012 @ 3:02 pm

    How do you know Millennium line will be shortened? Don’t believe anything you read on Wikipedia, anyone can edit that page. Lougheed station will be like Bridgeport station. Lougheed station will have an extra platform.

  • By Eugene Wong, September 21, 2012 @ 4:19 pm

    @ Vancouver2012

    I think that I already told people to read the cited text on Wikipedia. I even gave the page numbers, when I commented on one of the blog posts.

    However, don’t take my word for it. Everytime you read a Wikipedia entry see where citations take you. If it happens to be an offical government site, or some such site, then trust it.

    For those of us, who bothered to download the PDF, and go to the page number, we found it quite informative. I even gave the document’s page number *and* the software’s page number of the file. Of course, you can always use your software to search for words.

    You didn’t need to repeat information about Lougheed Station since nobody disagreed with it.

  • By Ian S, September 21, 2012 @ 8:59 pm

    @Vancouver2012

    This has nothing to do with Wikipedia. The Millennium Line will terminate at Lougheed and that is a fact. The decision has been made by TransLink — a long time ago. It’s a done deal. Capice?

    This was communicated last year to the bidders interested in building the Evergreen Line in the official Request for Proposals, which you can get from the link below. Check out Figure 2 on page 10 of the printed document.

    [http://www.partnershipsbc.ca/files/documents/EvergreenLineRapidTransitProjectRequestforProposals-InstructionstoProponents.pdf]

    This has been known since last year, but for some strange reason various people commenting on this blog don’t seem to get it.

  • By Anonymous, February 3, 2013 @ 8:24 pm

    I’ve linked a track diagram I did of the Skytrain Network in 2009. I have since updated it, but not yet published the update. The Evergreen Extension was going to have a fly-over for trains to regain the correct “right-hand” running after leaving Lougheed eastbound. I believe this has been dropped in favour of a switch.

    The track diagram includes the track layout, switches and platform locations. It also includes the date stations and line segments opened.

    If anybody knows of a source showing the track layout, switches, platforms, etc for the Evergreen, please let me know and I’ll update this diagram and re-publish to wiki.

    I believe the lines will be as follows once Evergreen opens:

    EXPO – Waterfront to King George (possible extension to Fleetwood)
    MILLENIUM – Waterfront to Lougheed
    EVERGREEN – Douglas College to VCC-Clark (possible extension to UBC)
    CANADA – Waterfront to Richmond Brighouse/YVR-Airport

    http://upload.wikimedia.org/wikipedia/commons/d/d4/Vancouver_SkyTrain_track_diagram.svg

  • By Ian S, February 4, 2013 @ 12:17 am

    @ Anonymous: That’s a great map, but you need to change the opening dates for the new Evergreen Line stations to 2016 from 2014.

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