87-576: Evergreen Line can refer to one of the following: The Evergreen Extension to the Millennium Line rapid transit route in Vancouver, British Columbia The fleet of container ships operated by Evergreen Marine Topics referred to by the same term [REDACTED] This disambiguation page lists articles associated with the title Evergreen Line . If an internal link led you here, you may wish to change
174-563: A Government of Ontario –owned crown corporation . It was designed as a system that would provide economic rapid transit service in the suburbs , which would have ridership levels between what a bus could serve at the low-end, or a subway at the high-end. During development, the system was known as the ICTS ( Intermediate Capacity Transit System ). The ICTS was chosen for lines in Vancouver , Toronto , and Detroit . Further sales were not forthcoming and
261-488: A third rail but are powered by a linear induction motor that provides traction by using magnetic force to pull on a "fourth rail" (a flat aluminum slab) placed between the running rails. However, newer versions of the technology are available with standard electric rotary propulsion. The design was originally developed in the 1970s by the Urban Transportation Development Corporation (UTDC),
348-686: A track brake . The new Innovia Metro still offers linear motor propulsion as the advantageous option but an electric rotary propulsion version is also an option. The first rotary-powered Innovia Metro 300 system is being implemented in Riyadh, Saudi Arabia. The Innovia Metro vehicle was built using a lightweight aluminum frame riding on two sets of articulated trucks using small steel wheels. The original Innovia ART 100 cars are 12.7 metres (41 ft 8 in) long. The second generation Innovia ART 200 cars are 16.7 metres (54 ft 9 + 1 ⁄ 2 in) long each and come in articulated pairs . By 2011,
435-537: A 1.9-kilometre (1.2 mi) oval test track that included at-grade, elevated and ramped sections, switches, and the automatic control centre. Phase III of the ICTS program ended on January 31, 1980, when testing on the prototype was completed at the Millhaven site, by this point the government had invested about $ 57.2 million, of a total $ 63 million spent on the product by the government and its industrial partners. By
522-565: A community update issued May 2007, TransLink summarized the state of the project as follows: Work continues to resolve several outstanding issues before the project proceeds. Until there is project certainty, the planned consultation process in support of detailed design, the planned submission of the Application for an Environmental Assessment Certificate and the anticipated start date of the project construction are delayed. This statement prompted local news agencies to assume TransLink had shelved
609-431: A consortium to continue the development of the ICTS, changing their name to "Urban Transportation Development Corporation" ( UTDC ) to avoid any "provinciality" during their efforts to market the design to other cities. The result was essentially a larger, rubber-wheeled version of the original maglev vehicle. The consortium included of SPAR Aerospace for the linear induction motor , Standard Elektrik Lorenz (SEL) for
696-457: A contract with Bombardier Transportation to supply 28 SkyTrain cars. On December 8, 2012, the final early works contract for the Evergreen Line was awarded and was to be completed by March 2013. The statement also promised that the project was still on track for completion in 2016. On February 5, 2013, Thales Canada announced that it had been awarded a contract by Partnerships BC to install
783-405: A high cost to include operator cabins and conventional controls. No other Innovia Metro system uses manual control. The Innovia Metro 300 systems are marketed to use Bombardier's own CITYFLO 650 automation system, but can also use other automation systems, such as SelTrac . The original versions of Innovia Metro were based on a linear induction motor (LIM) using vehicle-mounted windings and
870-471: A large market for automated transit systems in the 1970s and 80s. As GO-Urban was larger than most networks being considered, practically every company working on an AGT, or hoping to, submitted a proposal. The first cut reduced the field to a still-large fourteen proposals. After a year-long selection process, GO selected the Krauss-Maffei Transurban maglev as the preferred solution. As a maglev,
957-591: A light rail line was the best option, as it would better blend in with the neighbourhood, cost less, better fit ridership patterns, and not compete with customers from the existing West Coast Express . Detailed design began in October 2006, when the TransLink Board approved the Evergreen Light Rail Transit (LRT) project definition phase. Despite a series of public consultations held during this period, in
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#17328447709281044-747: A major new revision and winning several additional sales in New York City , Beijing , Kuala Lumpur and Yongin , near Seoul . Bombardier would later be purchased by Alstom, which continues to market the technology. The latest version is marketed as the Innovia Metro, while previous models are retroactively branded as Innovia ART. The largest system is part of the Vancouver SkyTrain metro network, which has seen several major expansions over its lifetime. It operates just under 50 kilometres (31 mi) of track compatible with Innovia Metro trains. Vancouver
1131-723: A portion of both Vancouver's Expo and Millennium Lines (using a converted freight tunnel for the Expo line, and a bored tunnel under Clarke Road for the Evergreen Extension), Kuala Lumpur's Kelana Jaya Line, and Beijing's Airport Express. The Scarborough RT in Toronto also includes a short tunnelled section, though there are no stations within it. The Kuala Lumpur and Beijing systems, along with New York's Airtrain JFK, also incorporate platform screen doors commonly found in automated people movers around
1218-465: A potential extension. After completion of the Millennium Line, TransLink undertook several studies regarding the fate of the extension, considering a variety of possible options, including a diesel multiple unit -based railway, a light rail transit line, a new SkyTrain line, and an express bus service. In September 2002, the 97 B-Line express bus service was launched. In 2004, it was decided that
1305-522: A result of the COVID-19 pandemic . A rapid transit extension to Coquitlam was intended to be phase 2 of the new Millennium Line that was completed in 2002. As the costs of the project rose, however, plans to extend the line into Coquitlam were cancelled, though not before a third incomplete concrete platform on the westbound side of the Lougheed Town Centre station was built, with a spur of tracks for
1392-668: A revised business case for the Evergreen Extension, preferring the Advanced Light Rapid Transit (ALRT) used by SkyTrain over the light rail technology that had been proposed. The expected completion date was pushed back from 2011 to 2014. On April 18, 2008, the Transport Ministry and TransLink announced that of the two routes proposed in the business case, the North West route was selected after consultation with
1479-526: A stipulation most US companies were not willing to agree to. Local testing, construction and sales were centralized in the newly created "Ontario Transportation Development Corporation" (OTDC). Construction of a test track on the grounds of the Canadian National Exhibition started in late 1975, but shortly after this Krauss-Maffei announced that development funding provided by the German government
1566-571: A subway line, from Kennedy station along a new route to Scarborough Centre. Line 3 Scarborough was scheduled to be decommissioned in November 2023, with bus service covering the route until the subway extension opens in 2030. However, an accident involving a car detachment and derailment on July 24, 2023, resulted in the TTC closing the line prematurely. The SkyTrain metro network has the largest Innovia Metro system in operation, and currently has two such lines:
1653-457: A track-mounted stator consisting of a thin aluminum plate mounted flat between the rails . The small size and flat shape of the motor , and its lack of a transmission connected to the bogies , allows the ART to be much closer to the ground than a traditional subway car. The motor is used for all control with the exception of final stopping and positioning using disc brakes and emergency braking using
1740-512: A traditional subway would be too expensive to build and operate. Designed to have a design capacity half-way between buses and subways, the new system was referred to as the Intermediate Capacity Transit System or ICTS. The space age automated guideway transit (AGT) systems being designed in the late 1960s seemed like the right solution. Toronto was not the only city looking for such a solution, and there appeared to be
1827-416: Is currently owned by Thales . SelTrac is a completely automated system, with centralized control. The system originally used a current loop in the track bed to signal to and from the vehicles, but this has been replaced in more modern versions with a variety of radio systems. In the original system, the current loop also provided positioning by crossing the lines every metre, with an onboard sensor counting
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#17328447709281914-657: The Cabinentaxi system from Germany, but that company decided to pull out of the contest in order to focus on a larger development in Hamburg . The UTDC responded to a "buy American" clause in UMTA by opening a branch office in Detroit, and that immediately swung the decision in their favour. However, with the Ronald Reagan administration taking office in 1981, DPM was rapidly de-funded. Four of
2001-597: The Evergreen Extension , a 10.9-kilometre (6.8 mi) extension from Burnaby to Coquitlam in the northeast, which the Millennium Line now re-routes to. Although at one point the extension was proposed to be a street-level LRT system that would not have used Innovia ART technology, in 2008 plans were changed back to the SkyTrain option by the provincial government to facilitate higher ridership from increased capacity, shortened travel times and to integrate seamlessly with
2088-432: The Evergreen Extension . The SkyTrain system uses a mixed fleet of Innovia ART 100, 200 and 300 cars. The latest version of the technology uses the name "Innovia Metro" and is marketed as a mid-size metro system. Innovia Metro is compatible with Bombardier's own CITYFLO 650 integrated transit automation system and is offered in variants compatible with both linear motor and electric rotary propulsion. Bombardier now markets
2175-581: The Evergreen Line ) is a 10.9-kilometre-long (6.8 mi) extension of the Millennium Line of Metro Vancouver 's SkyTrain rapid transit system. The extension runs from Lougheed Town Centre in Burnaby to Lafarge Lake–Douglas in Coquitlam and included six new SkyTrain stations and an upgraded existing station (Lougheed Town Centre) on the Millennium Line. It began operations on December 2, 2016. Since
2262-564: The Expo Line and the Millennium Line . Vancouver's SkyTrain network continues to maintain on-time reliability over 95%. The Expo Line opened in late 1985, in time for Expo '86. With the opening of the Millennium Line in 2002, Vancouver added to its original Innovia ART 100 fleet the longer, articulated Innovia ART 200 trains first used in Kuala Lumpur, which allow for significantly greater rider capacities. In 2012, Vancouver began construction of
2349-609: The Toronto Transit Commission (TTC) was planning to build a streetcar line serving the city's eastern district of Scarborough , but the Ontario provincial government convinced it, by threatening to withhold funding, to switch to the Innovia ART 100 technology. This would act as a demonstration system for other transit operators considering buying the trains. In exchange, the government agreed to pay for any cost overruns over
2436-560: The "Moving Forward" 2012 Supplemental Plan to fund various transportation projects in the Metro Vancouver region, including the Evergreen Line. Funding would be provided in part by a two-cents-per-litre increase in the Metro Vancouver fuel tax that was to be implemented in April 2012, with further funding from new sources that had yet to be determined. Of the projected $ 1.4 billion cost for the Evergreen Line, TransLink would provide $ 400 million,
2523-461: The City of Coquitlam, and Coquitlam Centre Mall reached an agreement to add Lincoln station to the Evergreen Line project with the federal government contributing $ 7 million to the public–private partnership that built the station. On October 4, 2012, SNC-Lavalin was chosen as the primary contractor to construct the Evergreen Line. On December 3, 2012, the provincial government and TransLink signed
2610-448: The Evergreen Extension instead of the Evergreen Line. On October 22, 2016, Expo Line and Millennium Line route changes took effect to accommodate the Evergreen Extension. The changes, announced on September 19, 2016, were implemented ahead of the Evergreen Extension opening to familiarize riders with the new operating pattern. On November 7, 2016, TransLink announced that the extension would open on December 2, 2016. Funding for
2697-428: The Evergreen Line project office. Also in the design plans was a short spur at Coquitlam Central station, added to allow for a possible future extension of the line to Port Coquitlam . Bombardier Advanced Rapid Transit Upcoming: Former: Former: Innovia Metro is an automated rapid transit system manufactured by Alstom . Innovia Metro systems run on conventional metal rails and pull power from
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2784-821: The Evergreen Line, including the following: The LRT-based plan foresaw eleven stations. As part of the decision to use ALRT technology, four planned stations were cut: Cameron, Buller, Lansdowne, and Coquitlam Civic Centre. Six new stations were confirmed for the opening of the Evergreen Extension: Two existing SkyTrain stations were upgraded to serve the Evergreen Extension: The design blueprints showed allowances for two future stations, at Queens Street in Port Moody and Falcon Drive in Coquitlam, should future development warrant their construction, according to
2871-463: The Innovia ART 100 car meant that the traditional Toronto solution of taking up the front-right corner of the cab left too little room for the operator to work in, and the entire front of the car had to be used up, reducing seating. Additionally, the Innovia ART 100 control system was based on "dumb" cars and "smart" control centres, so there was no system on the train itself for control or presenting information. These systems had to be retrofitted and were
2958-428: The Innovia ART 100 fleet overdue for replacement and expensive upgrades to the line needed to handle the longer Innovia ART 200 trains, replacement of the line was decided upon. One proposal would have converted the line to use conventional light rail vehicles and seen it extended west by 19 kilometres (11.8 mi), but the city council voted to ask for provincial and federal funding to extend Line 2 Bloor–Danforth ,
3045-433: The Innovia ART 200 design has been updated and Bombardier is currently marketing the third generation as Innovia Metro 300 (retiring the ART branding). While three vehicle orders have been placed, new vehicles are still in the production stage. Vehicle dimensions are similar to the Innovia ART 200 vehicle, but passenger capacity has been increased through redesigned car layout. The vehicles appear sleeker, with larger windows on
3132-593: The Innovia Metro alongside the larger Movia Metro and has touted its system versatility. The first rotary-powered Innovia Metro 300 vehicles were ordered by Riyadh Metro in Saudi Arabia for Line 3 of its new rapid transit network. Those 47 vehicles will be equipped with Bombardier's MITRAC propulsion drives. The ICTS was the original platform for the SelTrac automated control system by Standard Elektrik Lorenz . This system has changed hands several times since then and
3219-647: The Innovia Metro system has a number of competitors in the field of automated light metros , including the VAL technology developed by Matra for the Lille Metro in France (and now owned by Siemens ) and the Météor technology used by Paris Métro Line 14 (which is built to high-capacity, full metro standards). Furthermore, the CITYFLO and SelTrac signaling technologies are not specific to
3306-440: The Innovia Metro, but can also equip most conventional railway lines regardless of propulsion technology or carrying capacity. Innovia Metro lines are designed to run on elevated structures , and indeed the systems that use these trains include such sections, with most being predominantly elevated. Using a grade-separated guideway , though, allows them to perform equally well on ground level and in tunnels , as they in fact do for
3393-585: The Official Plan in 1959. By the mid-1960s, there was a growing awareness that the growth of the suburbs led to a flight of capital from the city cores, resulting in the urban decay being seen throughout the US leading to freeway revolts across North America. Activists inspired by urbanist Jane Jacobs rallied to oppose development of the Spadina Expressway project. The government reconsidered and cancelled
3480-529: The Ontario government lost interest in the company, selling it to Lavalin of Quebec in 1986. Lavalin ran into serious financial difficulties and the UTDC returned to Ontario control, only to be immediately sold to Bombardier Transportation . Bombardier used the name Advanced Rapid Transit ( ART ) after its acquisition of the technology. The company was much more active in developing and promoting this system, introducing
3567-502: The United States Urban Mass Transportation Administration (UMTA) Downtown People Mover (DPM) program. After ten years, little actual development had taken place and UMTA was mandated to install systems with all possible speed. None of the high-tech developments funded by UMTA had been installed, nor developed to the point where they were ready for service. Instead, the Detroit system was favouring
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3654-557: The automatic control system, Dofasco for the bogies , Alcan and Canadair for the design of the car bodies and a set of prototypes, and Canadair as the overall prime contractor. The arrangements, funding and final system definitions were in place by 1976. Between 1976 and 1980, three prototype cars were built. The first immediately demonstrated a problem with the rubber-wheeled bogies. The linear induction motor required very accurate positioning about 15 millimetres (0.59 in) above its "reaction rail" in order to work efficiently and
3741-764: The cars, as well as adding more internal space for passenger seating. These versions of the Mark II design won several more contracts, and are currently operating on the Kelana Jaya Line in Kuala Lumpur, the Airport Express, Beijing Subway in China (in four-car trains), and the YongIn EverLine near Seoul in South Korea. When Bombardier started marketing ART as part of its Bombardier Innovia family of automated transit systems,
3828-469: The case and in operations at just the wrong conditions close to freezing, the opposite occurred: when the train passed and heated the rail, microscopically thin layers of snow would be melted, and if the rail was below zero as a whole, the water would freeze to the rail and cause ice buildup. Another retrofit was required to solve this problem, by adding wooden covers over the rail, a system used throughout Toronto's subway system. Even with these covers in place,
3915-400: The cause of considerable expense and confusion. Entering operation, the problems continued. The braking system had been designed to be fully automated but was now being operated by manual control, and the brakes were being over-applied. This led to problems with the wheels being rubbed flat in spots when the brakes were applied too strongly, producing buzzing noises when running at speed. Since
4002-597: The company for only CAD$ 50 million, less than the $ 70 million spent on the UTDC by the government up to 1981. The sale was highly controversial at the time, due to several non-performance payments due to the early problems on the ICTS that had to be paid out by the government, to the tune of $ 39 million. Soon after, Hawker Siddeley announced that they were selling their remaining interest in Can-Car to Lavalin as well. A series of financial difficulties caused by Lavalin's rapid expansion led to its bankruptcy. A clause in
4089-457: The company's SelTrac communications-based train control (CBTC). On March 23, 2013, the final names of the Evergreen Line stations were announced. It was also announced that construction of the Evergreen Line guideway would start in the Burquitlam area of Coquitlam in mid-2013 and continue south to Lougheed Town Centre station. The stations were to be built in the following order: In October 2014,
4176-497: The construction of the Spadina Expressway and other planned expressways. Instead of expressways, Bill Davis and his new Minister of Transport, Charles MacNaughton , outlined the " GO-Urban " plan. GO-Urban called for a system of three advanced mass transit lines that would be run by the newly formed GO Transit . The idea was to select a system with low capital costs, one that would be cost effective in low-density areas where
4263-494: The delay would come at no cost to the taxpayers and would instead be covered by the contractor. In June 2015, the project management team announced that they would begin testing trains between Lougheed station and Burquitlam station in July 2015. In the week of July 6, 2015, testing began. On November 27, 2015, the provincial government announced that the opening of the line would be further delayed until early 2017. As of April 2016,
4350-531: The elevated guideway section between Lougheed Town Centre station to the South Tunnel Portal was completed. The launching truss was transported to Coquitlam Central station, where crews continued to build the elevated guideway north to Lafarge Lake–Douglas station. On February 13, 2015, the provincial government announced that the opening of the line would be delayed until late 2016, due to a slower-than-expected tunnel boring process. Any costs associated with
4437-616: The existing system should be prioritized before the construction of the Evergreen Line. Later that month, the second project update was released by the Evergreen Line Project. The update stated that contractor selection would begin in early to mid-2010, environmental assessment would be completed in 2010, and construction would proceed in late 2010. The update also announced open houses for the environmental assessment process for September 2009 and open houses for preliminary design in October and November 2009. It did not make reference to
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#17328447709284524-562: The extension opened, the Millennium Line has operated between VCC–Clark and Lafarge Lake–Douglas . In 2012, the Evergreen extension was expected to see 50,000 riders daily in its first year of operation, rising to 70,000 passengers per day by 2021. Actual usage, however, has consistently been lower than this, with 30,000 trips taken on an average weekday in January 2017, rising to almost 40,000 trips per day in 2019, before usage dropped sharply as
4611-530: The five cities ended their development plans, but Detroit and Miami (using a different design) decided to press ahead with their deployments. Construction of the Toronto and Vancouver systems proceeded apace, with the Scarborough RT opening for service on March 22, 1985, followed by the SkyTrain on December 11, 1985, with passenger service starting in January. Sales of additional ICTS systems went nowhere, and
4698-499: The flange and track that caused the screeching noise. UTDC bought two modern articulated bogie patents from a private developer in the United States, which were further developed by Dofasco . A dedicated test facility was desired; modelled after the similar Transit Testing Center set up in the US as part of their own mass transit developments, the site would be open to use for any company that wanted to test new technologies without
4785-533: The funding issues that remained unresolved at the time. On October 26, 2009, the TransLink Mayors' Council voted against the increased funding necessary to pursue the Evergreen Line, instead voting for keeping existing services as they are. However, on October 28, 2009, Premier Gordon Campbell stated that the project would continue even though it had been voted down. On October 7, 2011, the Mayors' Council approved
4872-426: The government began to worry about UTDC's continued successes. The government pushed any potential deployment to buy from UTDC, but with only one product, and that product having many problems in Toronto, there was little interest from other cities. At the same time, the buy-UTDC clause locked Hawker Siddeley Canada out of many local projects, and they had formerly been a major supplier in the local market. The solution
4959-495: The late 1970s, it appeared there were no more technology issues to overcome and efforts turned to debugging the system and developing methods for mass production. As this process started, UTDC started its own efforts to market the design. Toronto, the inspiration for the system, was an obvious target, but the company also found interest in the system in Ottawa , Hamilton , Vancouver , Detroit and Los Angeles . A test system in Toronto
5046-472: The line can be shut down by any heavy snowfall that covers the fourth rail to a depth that fills the distance between the rail and the linear motor. Only two of Line 3's stations have ridership comparable to those of the TTC's conventional subway lines , and most passengers see it merely as an extra transfer they must make in order to get onto a subway line running downtown. Although there had been proposals to extend Line 3, none of these gained traction. With
5133-465: The line. In May 2012, preliminary construction began, including the removal of some buildings and the construction of underground utility tunnels in certain areas of Port Moody and Coquitlam . At the same time, the province also awarded contracts to widen sections of North Road that were to be affected by construction of the line in the middle of the year. On July 19, 2012, the Government of Canada,
5220-421: The link to point directly to the intended article. Retrieved from " https://en.wikipedia.org/w/index.php?title=Evergreen_Line&oldid=753105025 " Category : Disambiguation pages Hidden categories: Short description is different from Wikidata All article disambiguation pages All disambiguation pages Evergreen Extension The Evergreen Extension (previously known as
5307-585: The need to build out their own testing sites. A 480-acre (190 ha) site in Millhaven, outside of Kingston, Ontario , was selected for the new test centre. Kingston had been home to the Canadian Locomotive Company that closed its doors in 1969, and the city lobbied hard for the new company to locate to their city. The site was officially opened on September 29, 1978, by James Snow , the Minister of Transportation and Communications. The site included
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#17328447709285394-510: The number of times the polarity changed. Additional fine-tuning was available via a wheel rotation counter, which was used for positioning in stations. The Toronto Transit Commission union, ATU Local 113, rejected automated control as they felt this was the start of a switch to automating the entire fleet, thereby cutting some of the highest paid jobs in the TTC. This led to the Scarborough Rapid Transit vehicles being modified at
5481-459: The original LRT costs. The 7-kilometre (4.3 mi) six-station Scarborough RT (now called Line 3 Scarborough ) line opened in March 1985. Although its Innovia ART 100 trains are capable of driving themselves, the TTC chose to run them semi-automatically with operators on board in order to keep peace with their main union. This conversion proved much more difficult than imagined; the small confines of
5568-400: The original sales contract returned UTDC to Ontario crown control, and they quickly sold it to Bombardier in 1991. Bombardier started a redesign effort for the ICTS, resulting in the larger, advanced rapid transit (ART) Mark II vehicle. Compared to the original ICTS (retroactively named Mark I), the newer ART cars are longer with more seating, and have a more open layout inside. ART technology
5655-429: The original streetcar budget. Construction of the internal streetcar platform and a turn-around loop had already been completed at the station. The platform had to be raised to the higher floor height of the ICTS, but UTDC claimed the vehicle would be able to make its way around the existing 18-metre (59 ft) radius loop at 10 km/h (6.2 mph) without additional modification. Vancouver proved very interested in
5742-413: The project was 85% complete, including trackwork in elevated and at-grade guideways, guideway construction, tunnel boring, tunnel base, station buildings, and testing between Lougheed and Burquitlam station . On September 8, 2016, it was announced that the line would be opening before the end of 2016 but that a concrete date had yet to be set. It was also announced that the line would be referred to as
5829-645: The project was provided from four major groups: The July 2012 project update gave the following description of the alignment: From the line's opening until June 24, 2018, trains ran in the direction of left-hand traffic instead of the standard right-hand traffic between Burquitlam and Lougheed Town Centre, and used two switches just south of Burquitlam station to return to normal travelling direction. Normal right-hand running between those two stations commenced on June 25, 2018, in order to reduce delays. The May 2009 Project Description Report and September 2009 Project Update provided previously unconfirmed details about
5916-476: The project. TransLink responded by issuing a subsequent statement on July 19: "The Light Rail Transit system for the Northeast Sector is the number one rapid transit priority for TransLink", TransLink Chair Malcolm Brodie said. "We have defined the project, and now we are waiting for funding to be confirmed from senior levels of government." On February 1, 2008, the provincial government and TransLink unveiled
6003-414: The provincial government would contribute $ 583 million, and the federal government would contribute $ 417 million. Transportation Minister Blair Lekstrom announced that construction was expected to begin in mid-2012, soon after a winning bid for construction had been chosen from three shortlisted builders. On January 25, 2012, the provincial government announced that pre-construction work would proceed on
6090-554: The release of the report on TransLink's 2010 ten-year plan by Martin Crilly, the Regional Transportation Commissioner appointed by the provincial government, indicated that rapid transit expansion, which included the Evergreen Line, was highly unlikely without a predictable source of operational funding. Although he stopped short of offering his opinion on the project, he agreed nonetheless with TransLink that upgrades to
6177-530: The sides of the train, and redesigned windows and headlights on the ends of the cars. The linear motors and steerable axles used in Innovia Metro trains are relatively rare, although similar Japanese designed linear motor propulsion technologies are also used on a number of subway lines in East Asia, such as the Nagahori Tsurumi-ryokuchi Line , Toei Ōedo Line and Guangzhou Metro Line 5 . However,
6264-402: The slight give in the wheels was enough to make this a problem. The obvious solution to this would be to use steel wheels instead, but that would re-introduce the noise problem as the trains rounded curves in the tracks. A new solution was selected, using steel wheels with an articulated bogie that would steer each wheel set into the direction of the track and thereby avoid the rubbing between
6351-405: The suburbs. Construction had already started on the streetcar system at the eastern end of the line at Kennedy station . The provincial government asked the TTC to switch the streetcar line to the ICTS. The TTC was uninterested until the government threatened to pull their financing, which accounted for 75% of its capital budget. In exchange, the government agreed to pay for any cost overruns above
6438-518: The system on its own merits. As early as 1978, the city had been planning a transportation-themed event for its centennial in 1986, and in 1980 they won the rights to host the Expo '86 World's Fair, giving it the theme "Transportation and Communications". The city is newer than Toronto and more spread out, making a traditional subway unattractive – precisely the problem that the ICTS had been designed to solve. The ICTS vehicle design, with shorter vehicle heights,
6525-461: The system would be silent, addressing concerns about noise on elevated portions of the track. Additionally, the system's linear induction motor did not require physical contact for traction, which meant it would run with equal capacity in snow or icy conditions. Krauss-Maffei agreed to do all vehicle construction in Ontario, and allow the local office to handle all sales efforts in North America –
6612-458: The technology was rebranded as the Innovia ART 100 for the Mark I and Innovia ART 200 for the Mark II. Vancouver continues to be the largest operator of an Innovia ART system, with 49.5 km (30.8 mi) of operational lines in its SkyTrain network (Expo Line and Millennium Line). This network increased in 2016 with the opening of a 10.9-kilometre (6.8 mi) extension of the Millennium Line, named
6699-476: The various municipalities. On August 5, 2008, the provincial government and TransLink agreed on Evergreen Line delivery. On May 4, 2009, the Ministry of Transportation released a Project Description Report for the Evergreen Line. The report provided more information about the scope and characteristics of the proposed line and detailed the project's environmental and socio-economic requirements. On September 3, 2009,
6786-449: The vehicles were brand-new, the TTC did not have a machine capable of grinding the small-diameter wheels, and one had to be purchased for $ 1.5 million. Another $ 250,000 was needed for a rail grinder to remove "totally unexpected rail corrugations". Additionally, the cars were found to be incapable of turning the short radius , 18-metre (59 ft 1 in) turning loop at one end of the line, in spite of UTDC's claims it could, which
6873-515: The world. Prior to a change in approach to marketing and the introduction of the "Metro" branding, Innovia ART 100 and 200 technologies were sometimes referred to as " light rail ", especially in Asia. Because of their use of automated operation and third-rail power, however, they are unsuitable for the unprotected , street-level trams that the term usually indicates in Europe and North America. In 1981,
6960-509: Was also ideal, as the old heavy-rail Dunsmuir Tunnel in downtown Vancouver could be easily modified and split into two stacked tunnels. With UTDC interested in showcasing the system at the Expo, and the Expo backers interested in a transit solution that could be open in time for the show, a deal was quickly arranged that was attractive to both parties. At the time, it was a somewhat controversial project and had its detractors. Detroit had been one of six cities selected for rapid development under
7047-482: Was ending. Ontario was not willing to continue funding development of the system on their own, and cancelled the maglev plans. Instead of returning to their earlier submissions, the OTDC decided to press ahead with many portions of the existing ICTS design. On April 14, 1975, the Ministry of Transportation arranged financing for Phase I and II studies to develop the new version. In June 1975, OTDC announced that it had arranged
7134-426: Was going to have to be re-built at a cost of about $ 6 million. Instead, this portion of the track was simply abandoned. Over $ 1 million was originally budgeted to heat the third rail to prevent ice buildup but this feature was later removed as a cost-cutting move. It was believed that the rapid operation (short headways ) would keep the rail free of snow as the passing cars heated the rail. This proved not to be
7221-537: Was selected for the AirTrain JFK project, which is widely considered a great success in spite of predictions to the contrary. After winning the SkyTrain Millennium Line contract in Vancouver, Bombardier further improved the design by introducing an articulating section between adjacent cars, replacing the coupling and doors of the older Mark I design. The articulation allows passengers to move freely between
7308-493: Was that without a manufacturing business, UTDC would find it difficult to make enough income to justify its Kingston operations. If the company did start a manufacturing side, it would be inappropriate for the company to remain government owned. The Can-Car deal put this on hold for a time. In 1986 the new Ontario government announced their intention to sell UTDC to Lavalin , a large engineering company in Montreal. Lavalin purchased
7395-424: Was the first to order Innovia Metro 300 vehicles. Since then, vehicle orders for the latest Innovia Metro technology have been made by transit authorities in Kuala Lumpur and Riyadh. During the 1950s, Toronto experienced the same sort of urban sprawl that was sweeping through the United States. This caused enormous traffic problems within the city, and a network of new highways to address the problem became part of
7482-503: Was the primary concern. With the GO-Urban concept having since been cancelled, and GO Transit having turned to conventional heavy rail systems, the only suitable local market was the Toronto Transit Commission (TTC). The TTC had recently extended the east–west Bloor-Danforth subway line with the addition of another station on each end of the line, and had planned to further extend the line with streetcars running from those stations into
7569-432: Was to form a 50–50 combined company, Can-Car Rail, who marketed the combined product line. Hawker had a number of successful products, notably their Bombardier BiLevel Coach , and as these other products were selling well through this period, interest in actively selling ICTS waned. In spite of Can-Car's success in other markets, as early as 1981 the government had considered selling UTDC to the private sector. Their concern
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