Burrard is an underground station on the Expo Line of Metro Vancouver's SkyTrain rapid transit system. The station is located in Downtown Vancouver on Burrard Street, where Melville and Dunsmuir Streets meet, is the western terminus of the 95 B-Line that provides service to Simon Fraser University; the station serves Vancouver's financial district and is within walking distance of the Coal Harbour and West End neighbourhoods. The station is accessible via the surface from Art Phillips Park or via the underground shopping centres of the Royal Centre and Bentall Centre skyscraper complexes. Burrard station opened in 1985 and is named for nearby Burrard Street, which in turn is named for Sir Harry Burrard-Neale. Prior to the opening of the Canada Line in 2009, Burrard station was the northern terminus of the 98 B-Line and was served by a number of bus routes that provided service to Vancouver's southern suburbs of Delta, Richmond and White Rock. In 2016, bus service to the eastern suburbs of the Tri-Cities was discontinued when the Millennium Line's Evergreen Extension opened.
The structure housing the surface station entrance was designed to resemble Victorian-era British railway stations, with a peaked glass roof. The station was designed by the Austrian architecture firm Architektengruppe U-Bahn; when opened, the station's only underground passage was to the Bentall Centre skyscraper complex. A connection to the Royal Centre complex was constructed some years while an anticipated underground passage to the Park Place skyscraper across the street was never built. A new entrance to the station, at the southeast corner of the intersection of Burrard and Dunsmuir, has been funded as part of TransLink's 10-Year Vision. Like Granville, the station was built inside the Dunsmuir Tunnel and has a distinctive platform design; the inbound track is stacked on top of the outbound track, with the inbound platform being one level above the outbound platform. Burrard station is one of four SkyTrain stations on the Expo Line, it has connections with many TransLink bus routes in Metro Vancouver.
Burrard Street entrance: the main entrance for Burrard station, with connections to Royal Centre and Bentall Centre at concourse level. Three escalators are available between platform and concourse level, 1 up-escalator between concourse and street level. Fare gates are located at inbound platform level for this entrance. Burrard Street elevator access: separated from the main entrance at street level and located to the north, closer to the Burrard and Dunsmuir intersection. A small station house accommodates fare gates at street level. At platform level, the access to the elevator is behind a short corridor. Burrard station provides an on-street transit exchange on Burrard and Thurlow Streets. Bus bay assignments are as follows
Royal Canadian Mounted Police
The Royal Canadian Mounted Police is the federal and national police force of Canada. The RCMP provides law enforcement at the federal level, it provides provincial policing in eight of Canada's provinces and local policing on contract basis in the three territories and more than 150 municipalities, 600 aboriginal communities, three international airports. The RCMP does not provide municipal policing in Ontario or Quebec; the Royal Canadian Mounted Police was formed in 1920 by the merger of the Royal Northwest Mounted Police, founded in 1873, the Dominion Police founded in 1868. The former was named the North West Mounted Police, was given the royal prefix by King Edward VII in 1904. Much of the present-day organization's symbolism has been inherited from its days as the NWMP and RNWMP, including the distinctive Red Serge uniform, paramilitary heritage, mythos as a frontier force; the RCMP-GRC wording is protected under the Trade-marks Act. Despite the name, the Royal Canadian Mounted Police is no longer an actual mounted police force, with horses only being used at ceremonial events.
The predecessor NWMP and RNWMP had relied on horses for transport for most of their history, though the RNWMP was switching to automobiles at the time of the merger. As Canada's national police force, the RCMP is responsible for enforcing federal laws throughout Canada while general law and order including the enforcement of the criminal code and applicable provincial legislation is constitutionally the responsibility of the provinces and territories. Larger cities may form their own municipal police departments; the two most populous provinces and Quebec, maintain provincial forces: the Ontario Provincial Police and Sûreté du Québec. The other eight provinces contract policing responsibilities to the RCMP; the RCMP provides front-line policing in those provinces under the direction of the provincial governments. When Newfoundland joined the confederation in 1949, the RCMP entered the province and absorbed the Newfoundland Ranger Force, which patrolled most of Newfoundland's rural areas; the Royal Newfoundland Constabulary patrols urban areas of the province.
In the territories, the RCMP is the sole territorial police force. Many municipalities throughout Canada contract to the RCMP. Thus, the RCMP polices at the federal and municipal level. In several areas of Canada, it is the only police force; the RCMP is responsible for an unusually large breadth of duties. Under their federal mandate, the RCMP police including Ontario and Quebec. Federal operations include: enforcing federal laws including commercial crime, drug trafficking, border integrity, organized crime, other related matters. Under provincial and municipal contracts the RCMP provides front-line policing in all areas outside of Ontario and Quebec that do not have an established local police force. There are detachments located in small villages in the far north, remote First Nations reserves, rural towns, but larger cities such as Surrey, British Columbia. There, support units investigate for their own detachments, smaller municipal police forces. Investigations include major crimes, forensic identification, collision forensics, police dogs, emergency response teams, explosives disposal, undercover operations.
Under its National Police Services branch the RCMP supports all police forces in Canada via the Canadian Police Information Centre, Criminal Intelligence Service Canada, Forensic Science and Identification Services, Canadian Firearms Program, the Canadian Police College. The RCMP Security Service was a specialized political intelligence and counterintelligence branch with national security responsibilities, replaced by the Canadian Security Intelligence Service in 1984, following revelations of illegal covert operations relating to the Quebec separatist movement. CSIS is its own entity. Prime Minister Sir John A. Macdonald first began planning a permanent force to patrol the North-West Territories after the Dominion of Canada purchased the territory from the Hudson's Bay Company. Reports from army officers surveying the territory led to the recommendation that a mounted force of between 100 to 150 mounted riflemen could maintain law and order; the Prime Minister first announced the force as the "North West Mounted Rifles".
However, officials in the United States raised concerns that an armed force along the border was a prelude to a military buildup. Macdonald renamed the force the North-West Mounted Police when formed in 1873; the force added "royal" to its name in 1904. It merged with the Dominion Police, the main police force for all points east of Manitoba, in 1920 and was renamed the "Royal Canadian Mounted Police"; the new organization was charged with federal law enforcement in all the provinces and territories, established its modern role as protector of Canadian national security, as well as assuming responsibility for national counterintelligence. As part of its national security and intelligence functions, the
The Canada Line is the third rapid transit line built in the SkyTrain metro system in Metro Vancouver, British Columbia, Canada. The line is owned by TransLink and InTransitBC and operated by ProTrans BC, links Vancouver and the Vancouver International Airport, it is coloured turquoise on route maps. The Canada Line comprises 19.2 kilometres of track. It had been scheduled to open on November 30, 2009, but opened three months ahead of schedule, well in advance of the 2010 Winter Olympics the following February; the Canada Line was anticipated to have 100,000 boardings per day in 2013 and 142,000 boardings per day by 2021, but it has exceeded early targets. Ridership has grown since opening day, with average ridership of 83,000 per day in September 2009, 105,000 per day in March 2010, over 136,000 passengers per weekday in June 2011. During the 17 days of the 2010 Winter Olympics, the line carried an average of 228,190 passengers per day. Governance of the project was through Canada Line Rapid Transit Inc. RAV Project Management Ltd. a reflection of the original "Richmond-Airport-Vancouver" name).
The line was built by SNC-Lavalin, InTransitBC will manage the line for 35 years under a contract with TransLink. The Canada Line is operationally independent from British Columbia Rapid Transit Company, which operates SkyTrain's Expo and Millennium lines, but is considered a part of the SkyTrain network. Like the other two SkyTrain lines in Metro Vancouver, it is light metro rapid transit, using automated trains on grade-separated guideways. However, the trains are powered by conventional motors rather than the linear induction system used on the other SkyTrain lines; the Canada Line begins in Downtown Vancouver at Waterfront Station in a cut-and-cover subway tunnel beneath Granville Street. It goes into twin-bored tunnels, heading southwest beneath Granville Street curving southeast to follow Davie Street through Yaletown; the tunnels dive deeper to pass below False Creek before rising back up to Olympic Village Station. There, the line transitions back to a cut-and-cover tunnel heading south under Cambie Street, some portions of which have the two sets of tracks stacked vertically.
The line emerges from the ground just south of 64th Avenue, climbing to an elevated guideway. The line continues elevated across the North Arm Bridge over the North Arm of the Fraser River, leaving Vancouver and entering Richmond. Just beyond Bridgeport Station, the line splits, with the Richmond branch heading south on elevated tracks along No. 3 Road and terminating at Richmond–Brighouse Station. The airport branch turns west and crosses the Middle Arm Bridge over the Middle Arm of the Fraser River, connecting to stations on Sea Island and terminating at YVR–Airport Station. Portions of the airport branch are at grade in order to accommodate a future elevated taxiway for aircraft over the line. Both branches narrow to a single track. Just before Bridgeport Station is the OMC facility, which houses the trains when not in use. Station construction was designed as a two-stage process. Sixteen original stations opened at the same time. Three additional stations are planned, may be built in the future.
The stations are listed below. Each Canada Line station is different in appearance, designed to blend in with the surrounding neighbourhood. For example, Langara – 49th Avenue Station is designed to fit into the area's low-density residential neighbourhood; the five busiest stations have platforms 50 metres long, while the rest of the stations have 40-metre platforms that can be extended to 50 metres. The YVR terminus and the Richmond-Brighouse terminus are single-tracked, whereas the Waterfront Station terminus is double-tracked; the double tracking is necessary to accommodate the 3-minute headways between trains on the Waterfront-Bridgeport portion of the line. King Edward Station is the only station with a stacked configuration, Broadway – City Hall Station is the only station with a double-height ceiling over the platforms. Vancouver City Centre Station is linked to Pacific Centre mall and Vancouver Centre Mall, in addition to having street level access. All direct transfers to the Expo and Millennium Lines must be made at Waterfront Station.
However, it is possible to transfer between those two stations via a short walk through Pacific Centre or Vancouver Centre Mall. Stations were configured to allow for the future installation of fare gates, received fare gates in 2013 as part of full implementation throughout all SkyTrain stations; every station has an up escalator and an elevator, but only the three terminal stations have down escalators. All Vancouver stations are underground except Marine Drive, elevated. Waterfront Vancouver City Centre Yaletown–Roundhouse Olympic Village Broadway–City Hall King Edward Oakridge–41st Avenue Langara–49th Avenue Marine Drive Trains outbound to Richmond's commercial
The Canadian dollar is the currency of Canada. It is abbreviated with the dollar sign $, or sometimes Can$ or C$ to distinguish it from other dollar-denominated currencies, it is divided into 100 cents. Owing to the image of a loon on the one-dollar coin, the currency is sometimes referred to as the loonie by foreign exchange traders and analysts, as it is by Canadians in general, or huard in French. Accounting for 2% of all global reserves, the Canadian dollar is the fifth most held reserve currency in the world, behind the U. S. dollar, the euro, the yen and the pound sterling. The Canadian dollar is popular with central banks because of Canada's relative economic soundness, the Canadian government's strong sovereign position, the stability of the country's legal and political systems; the 1850s were a decade of wrangling over whether to adopt a sterling monetary system or a decimal monetary system based on the US dollar. The British North American provinces, for reasons of practicality in relation to the increasing trade with the neighbouring United States, had a desire to assimilate their currencies with the American unit, but the imperial authorities in London still preferred sterling as the sole currency throughout the British Empire.
The British North American provinces nonetheless adopted currencies tied to the American dollar. In 1841, the Province of Canada adopted a new system based on the Halifax rating; the new Canadian pound was equal to four US dollars, making one pound sterling equal to 1 pound, 4 shillings, 4 pence Canadian. Thus, the new Canadian pound was worth 5.3 pence sterling. In 1851, the Parliament of the Province of Canada passed an act for the purposes of introducing a pound sterling unit in conjunction with decimal fractional coinage; the idea was that the decimal coins would correspond to exact amounts in relation to the U. S. dollar fractional coinage. In response to British concerns, in 1853 an act of the Parliament of the Province of Canada introduced the gold standard into the colony, based on both the British gold sovereign and the American gold eagle coins; this gold standard was introduced with the gold sovereign being legal tender at £1 = US$4.86 2⁄3. No coinage was provided for under the 1853 act.
Sterling coinage was made legal tender and all other silver coins were demonetized. The British government in principle allowed for a decimal coinage but held out the hope that a sterling unit would be chosen under the name of "royal". However, in 1857, the decision was made to introduce a decimal coinage into the Province of Canada in conjunction with the U. S. dollar unit. Hence, when the new decimal coins were introduced in 1858, the colony's currency became aligned with the U. S. currency, although the British gold sovereign continued to remain legal tender at the rate of £1 = 4.86 2⁄3 right up until the 1990s. In 1859, Canadian colonial postage stamps were issued with decimal denominations for the first time. In 1861, Canadian postage stamps were issued with the denominations shown in cents. In 1860, the colonies of New Brunswick and Nova Scotia followed the Province of Canada in adopting a decimal system based on the U. S. dollar unit. Newfoundland went decimal in 1865, but unlike the Province of Canada, New Brunswick, Nova Scotia, it decided to adopt a unit based on the Spanish dollar rather than on the U.
S. dollar, there was a slight difference between these two units. The U. S. dollar was created in 1792 on the basis of the average weight of a selection of worn Spanish dollars. As such, the Spanish dollar was worth more than the U. S. dollar, the Newfoundland dollar, until 1895, was worth more than the Canadian dollar. The Colony of British Columbia adopted the British Columbia dollar as its currency in 1865, at par with the Canadian dollar; when British Columbia joined Confederation in 1871, the Canadian dollar replaced the British Columbia dollar. In 1871, Prince Edward Island went decimal within the U. S. dollar unit and introduced coins for 1¢. However, the currency of Prince Edward Island was absorbed into the Canadian system shortly afterwards, when Prince Edward Island joined the Dominion of Canada in 1873. In 1867, the provinces of Canada, New Brunswick, Nova Scotia united in a federation named Canada and the three currencies were merged into the Canadian dollar; the Canadian Parliament passed the Uniform Currency Act in April 1871, tying up loose ends as to the currencies of the various provinces and replacing them with a common Canadian dollar.
The gold standard was temporarily abandoned during the First World War and definitively abolished on April 10, 1933. At the outbreak of the Second World War, the exchange rate to the U. S. dollar was fixed at C$1.10 = US$1.00. This was changed to parity in 1946. In 1949, sterling was devalued and Canada followed, returning to a peg of C$1.10 = US$1.00. However, Canada allowed its dollar to float in 1950, whereupon the currency rose to a slight premium over the U. S. dollar for the next decade. But the Canadian dollar fell after 1960 before it was again pegged in 1962 at C$1.00 = US$0.925. This was sometimes pejoratively referred to as the "Diefenbuck" or the "Diefendollar", after the Prime Minister, John Diefenbaker; this peg lasted until 1970. Canadian English, like American English, used the slang term "buck" for a former paper dollar; the Canadian origin of this term derives from a coin struck by the Hudson's Bay Company during the 17th century with a value equal to the pelt of a male beaver – a "buck".
Because of the appearance of the common loon on the back of the $1 coin that replaced the dollar bill in 1987, the word "loonie" was adopted in Canadian parla
Surrey, British Columbia
Surrey is a city in the province of British Columbia, located south of the Fraser River and north of the Canada–United States border. It is a member municipality of metropolitan area. A suburban city, Surrey is the province's second-largest by population after Vancouver and the third largest by area after Abbotsford and Prince George; the seven neighbourhoods or "town centres" the City of Surrey comprises are: Fleetwood, City Centre, Newton and South Surrey. Surrey was incorporated in 1879, encompasses land occupied by a number of Halqemeylem-speaking aboriginal groups; when Englishman H. J. Brewer looked across the Fraser River from New Westminster and saw a land reminiscent of his native County of Surrey in England, the settlement of Surrey was placed on the map; the area comprised forests of douglas-fir, red cedar, blackberry bushes, cranberry bogs. A portion of present-day Whalley was used as a burial ground by the Kwantlen Nation. Settlers arrived first in Cloverdale and parts of South Surrey to farm, harvest oysters, or set up small stores.
Once the Pattullo Bridge was erected in 1937, the way was open for Surrey to expand. In the post-war 1950s, North Surrey's neighbourhoods filled with single family homes and Surrey became a bedroom community, absorbing commuters who worked in Burnaby or Vancouver. In the 1980s and 1990s, Surrey witnessed unprecedented growth, as people from different parts of Canada and the world Asia, began to make the municipality their home. Surrey is projected to surpass the city of Vancouver as the most populous city in BC by 2020 - 2030. Surrey is governed by an eight-member city council; the current mayor of Surrey is Doug McCallum, who took office on November 5, 2018. The last elections were held in October 2018. In the 2017 provincial election, the BC NDP doubled their held three elected MLAs to six, while the number of MLAs for the BC Liberals dropped from five to three. In 1997, Gurmant Grewal became the first visible minority elected in Surrey. In 2004, when his wife, Nina was elected to parliament, they became the first married couple to serve Canadian parliament concurrently.
Following the 2015 federal election, the Liberal Party of Canada holds three of Surrey's four seats in the House of Commons of Canada. Conservative MP Dianne Watts resigned in 2017 to compete to be the leader for the BC Liberal Party. In 2016 the population was recorded at 517,887, an increase of 10.6% from 2011. This made it the 12th largest city in Canada, while being the fifth largest city in Western Canada. In recent years, a expanding urban core in Downtown Surrey, located in Whalley has transformed the area into the secondary downtown core in Metro Vancouver. Surrey forms an integral part of Metro Vancouver as it is the second largest city in the region, albeit while serving as the secondary economic core of the metropolitan area; when combined with the City of Vancouver, both cities account for nearly 50% of the region's population. Within the City of Surrey itself feature many neighborhoods including Whalley, Guildford, Fleetwood and South Surrey. Immigration to Surrey has drastically increased since the 1990s.
52% do not speak English as their first language, while over 30% of the city's inhabitants are of South Asian heritage. In the early 2000s, an influx of South Asians began moving to the city from neighbouring Vancouver due to rising housing costs and increasing rent costs for businesses; the outflow of these residents and increased immigration from the Indian Subcontinent therefore established in Surrey one of the largest concentrations of ethnic South Asian residents in North America. Other significant Asian groups which reside in the city include Chinese and Southeast Asian; the city houses large Aboriginal and African populations, when compared with the rest of cities in the region. The 2016 census found; the next most common language was Punjabi, spoken by 20.48% of the population, followed by Mandarin at 4.42%. The 2011 National Household Survey states, "71.4% of the population in Surrey reported a religious affiliation, while 28.6% said they had no religious affiliation. For British Columbia as a whole, 55.9% of the population reported a religious affiliation, while 44.1% had no religion.
The most reported religious affiliation in Surrey was Sikh, reported by 104,720 of the population. Other reported religions included: Roman Catholic and Christian, n.i.e.. In comparison, the top three most reported religions in British Columbia were: Roman Catholic, Christian, n.i.e. and the United Church." As of 2010, Surrey had the highest median family income of CDN$78,283, while BC provincial median was $71,660, national's median was $74,540. The average family income was $85,765. South Surrey area had the highest average household income of all six town centres in Surrey, with an average of $86,824 as of 2010. Median household income was high at $62,960. South Surrey's neighbourhood of Rosemary Heights is the richest in Surrey and throughout the Metro Vancouver area, with a median income more than twice the regional average; as of 2010, the median household income of Surrey was $67,702 (versus the national medi
History of the SkyTrain
The SkyTrain rapid transit system in Metro Vancouver was conceived as a legacy project of Expo 86 and the first line was finished in time to showcase the fair's theme: "Transportation and Communication: World in Motion – World in Touch". Construction was funded by the federal governments. Vancouver had plans as early as the 1950s to build a monorail system, with modernist architect Wells Coates pencilled in to design it; the lack of a rapid transit system was said to be the cause of traffic problems in the 1970s, the municipal government could not fund the construction of such a system. During the same period, Urban Transportation Development Corporation an Ontario crown corporation, was developing a new rapid transit technology known as an "Intermediate Capacity Transit System". In 1980 the need for rapid transit was great, Ontario needed buyers for its new technology. "Advanced Rapid Transit" was selected to be built in Vancouver to showcase the Ontario project at Expo 86. Construction of the original line began on March 1, 1982 under the Social Credit government of Bill Bennett, who inaugurated the system at Waterfront Station.
SkyTrain opened on December 11, 1985, with free weekend service, entered full revenue service on January 3, 1986. Until 1989, SkyTrain terminated at New Westminster Station; the line was expanded yet again in 1994 with the opening of the Gateway, Surrey Central, King George stations. SkyTrain is part of the 1996 Greater Vancouver Regional District's Livable Region Strategic Plan, which discusses strategies to deal with the anticipated increase of population in the region; these strategies include transit use. From 1989 to 1993, BC Transit had carried out an extensive analysis on rapid transit from Vancouver to Richmond. Close to a million dollars was spent by BC Transit carrying out engineering and cost estimates on various possible alignments. Routes in Vancouver such as Granville, Heather and Main Street were all examined and eliminated. Recommended routes for the final assessment were the Arbutus corridor; the final option selected was SkyTrain running along Cambie, but the Arbutus line was a strong contender from the point of view of cost and LRT technology.
In about 1995, the Provincial government changed its priorities, announced a Broadway/Lougheed/New Westminster rapid transit route, with a future line to Coquitlam. As part of that announcement, there were rapid transit corridors for future studies shown from Vancouver to Richmond; these corridors were Cambie streets. In 1997 negotiations began at the GVRD on transferring responsibility for SkyTrain from the province to the local governments, after different visions emerged on how to cope with the growing region and expansion line. In 1999, with the adoption of the Greater Vancouver Transportation Authority Act, responsibility for SkyTrain, ownership of SkyTrain's operating company, British Columbia Rapid Transit Company Ltd. were transferred from BC Transit to the Greater Vancouver Transportation Authority, branded as TransLink. As part of the deal, they agreed on a limited growth plan with the province taking responsibility for expansion under the Crown corporation Rapid Transit Project 2000 Ltd. and a cost-sharing scheme.
Transit expansion options for the growing region, outstripping TransLink's capacity, included streetcars, rapid buses, light rapid transit, which were passed over in favour of new SkyTrain lines. RTP 2000 proposed a two-phase expansion: a $1.2-billion Millennium Line from New Westminster to Vancouver Community College via Lougheed Town Centre in Phase I. The first section of the Millennium Line opened with Braid and Sapperton stations. Most of the remaining portion began operating that year, serving North Burnaby and East Vancouver. Phase I of the Millennium Line was completed $50 million under budget. Critics of the project dubbed it the "SkyTrain to Nowhere", claiming that the route of the new line was based on political concerns, not the needs of commuters. One illustration of the legitimacy of this complaint is that the end of the Millennium Line is located in a vacant field chosen because it was supposed to be the location for a new high-tech development and is close to the head office of QLT Inc. but additional development has been slow to get off the ground.
That station, VCC–Clark near Clark Drive and Broadway, did not open until 2006 because of difficulty in negotiating the right-of-way from BNSF, but it is still five kilometres short of the original proposed Phase II terminus at Granville Street. By 1998 plans for a line to Richmond resurfaced, including a spur to the Vancouver International Airport, in part to strengthen Vancouver's planned bid for the 2010 Winter Olympics. Equal shares of funding was obtained from the federal and provincial governments as well as the airport authority; the Richmond line contradicted Translink's stated priority of building Phase II of the Millennium Line, Translink's board twice rejected using the offered funding to build the Richmond line narrowly approved it in a third vote in 2004. The new line was named the Canada Line to acknowledge the federal government's contribution; the Canada Line was built as a public–private partnership
British Columbia Electric Railway
The British Columbia Electric Railway was an historic railway which operated in southwestern British Columbia, Canada. The parent company, a division, of BC Electric, the BCER assumed control of existing streetcar and interurban lines in southwestern British Columbia in 1897, operated the electric railway systems in the region until the last interurban service was discontinued in 1958. During and after the streetcar era, BC Electric ran bus and trolleybus systems in Greater Vancouver and bus service in Greater Victoria. Trolley buses still run in the City of Vancouver and one line extends into Burnaby. Streetcar and interurban services were inaugurated in southwestern British Columbia between 1890 and 1891, operated by the following companies: National Electric Tramway and Lighting Company Limited, which launched the streetcar service in Victoria on February 22, 1890. With the global depression in the 1890s, all three companies went into receivership, were amalgamated in 1895 into the Consolidated Railway and Light Company.
The newly founded company was forced into receivership again after a streetcar accident in Victoria resulted in 55 deaths, was reorganized as the British Columbia Electric Railway Company Limited in April 1897. Power was supplied by then-innovative diversion projects at Buntzen Lake and on the Stave River system farther east, all of which were built to supply power for the interurbans and street railway. Vancouver-Marpole BCER began the Vancouver-Steveston interurban and freight service in 1905 after leasing the line from Canadian Pacific Railway and electrifying it; the Vancouver-Marpole line's right-of-way remained under the ownership of the CPR, which continued running freight trains on the corridor until June 2001. With the end of freight operations on the line in sight, Vancouver City Council adopted the Arbutus Corridor Official Development Plan in 2000, designating the corridor as a transportation/greenway public thoroughfare to prevent other types of development from taking place along the right-of-way.
Marpole-Steveston The Steveston line's alignment on Lulu Island can be traced by Railway Avenue, Granville Avenue, Garden City Road, Great Canadian Way. After the end of passenger service in 1958 the Granville and Garden City section of the line was relocated parallel to River Road north of Westminster Highway. Marpole-New Westminster Interurban service between Marpole and New Westminster along the North Arm of the Fraser River was started in 1909. Still in operation today, as part of the Southern Railway of British Columbia. New Westminster to Chilliwack Opened October 4, 1910 and still in operation today, as part of the Southern Railway of British Columbia; this line made use of the New Westminster Bridge, opened in 1904. Burnaby Lake Line The Burnaby Lake line's right-of-way is taken up by the Trans-Canada Highway, but sections of it survive as walking and biking trails. Central Park Line Following the cessation of interurban services on the Central Park Line, the right-of-way remained under the control of BC Hydro.
By 1975, the Greater Vancouver Regional District proposed incorporating the right-of-way into a light rail line linking Vancouver and New Westminster, thereby reinstating passenger rail service on the corridor. The provincial government took over the project, which evolved into the Vancouver SkyTrain's Expo Line. New Westminster to Queensborough The tracks from New Westminster to Queensborough and the'Railway Bridge' across the north arm of the Fraser River are still in operation today, as part of the Southern Railway of British Columbia. New Westminster to Fraser Mills Opened in 1912, construction of ramps leading to and from the new Pattullo Bridge resulted in the closure of the Queensborough and Fraser Mills lines in 1937, as well as the truncation of the Burnaby Lake line to Sapperton. Victoria to Deep Bay Now called Deep Cove, the Victoria to Deep Cove line, was one of three passenger railways to serve the Saanich Peninsula, was closed on November 1, 1924 due to low ridership; the Victoria-Deep Cove interurban's alignment can be traced by Burnside Road, Interurban Road and the Interurban Rail Trail, West Saanich Road, Wallace Drive, Aldous Terrace, Mainwaring Road, one of Victoria International Airport's runways, Tatlow Road to Deep Cove.
Besides the stretch through the airport, the stretch at the Experimental Farm has been blocked. Stave Lake A 6-mile steam train branch line, the Stave Falls Branch, was isolated from the main interurban network, linked the power plant and community at Stave Falls to the Canadian Pacific Railway station at Ruskin; the route of the Stave Falls Branch along Hayward Lake is now a walking trail managed by BC Hydro and the District of Mission, with sections of it south of Ruskin Dam used as local powerline and neighbourhood walking trails. Port Moody-Coquitlam The Port Moody-Coquitlam Railway connected the Port Moody-Ioco spur of the Canadian Pacific Railway to the Coquitlam Dam in order to haul supplies and materials to the dam. Alouette Lake