Millennium Line - Broadway Extension: Planning & Pre-Construction

[nname]

Originally Posted by WarrenC12

It's for inflation too. Reasonable to assume that's half of the 60% number.

Inflation 10%
Contingency 30% to 50%

Originally Posted by M00dy

That doesn't seem even close to right to me. At-grade stations on the Skytrain system aren't that much smaller or easier.

For a recent example look at Moody Station (at-grade) vs. Burquitlam (elevated) on the Evergreen Extension.

Oh sorry, I meant at-grade LRT station. Missed a word

[Migrant_Coconut]

Wonder if the plans will include spaces for future stations. Four for the entire West Side and UEL seems a little bit sparse - Jericho/Block F/University Village need some love too.

Not really surprised that elevation only saves about $200-300M (maybe more if it's extended to Alma), but disappointing nonetheless.

Originally Posted by M00dy

That doesn't seem even close to right to me. At-grade stations on the Skytrain system aren't that much smaller or easier.

For a recent example look at Moody Station (at-grade) vs. Burquitlam (elevated) on the Evergreen Extension.

Originally Posted by nname

Oh sorry, I meant at-grade LRT station. Missed a word

For $5M, I'm guessing that by "LRT station" they mean a slab of concrete and a sign, and that's it?

[nname]

Originally Posted by Migrant_Coconut

For $5M, I'm guessing that by "LRT station" they mean a slab of concrete and a sign, and that's it?

Maybe add a small canopy, a few signs, a couple of ticket machines, and some plants

[Sheba]

Originally Posted by Migrant_Coconut

Wonder if the plans will include spaces for future stations. Four for the entire West Side and UEL seems a little bit sparse - Jericho/Block F/University Village need some love too.

How close together do people want the stations? Not counting the UBC stations (and that seems undecided anyway) the spacing between the stations is (according to google maps):

Arbutus to Macdonald - 1.1km
Macdonald to Alma - 1.3km
Alma to Sassamat - 1.8km

I'll agree that last spacing is a bit large. Personally I'd like to see a station added for the Jericho lands and then move the Sassamat station to Blanca (unless of course Safeway wants to pay for a station right in front of their store... ).

[Alex Mackinnon]

Originally Posted by Sheba

How close together do people want the stations? Not counting the UBC stations (and that seems undecided anyway) the spacing between the stations is (according to google maps):

Arbutus to Macdonald - 1.1km
Macdonald to Alma - 1.3km
Alma to Sassamat - 1.8km

I'll agree that last spacing is a bit large. Personally I'd like to see a station added for the Jericho lands and then move the Sassamat station to Blanca (unless of course Safeway wants to pay for a station right in front of their store... ).

It's just a reference concept. They're pretty likely to move things around significantly.

I'd imagine they won't move the alignment off the street grid until they get some negotiations going with the land owners.

[Migrant_Coconut]

Originally Posted by Sheba

How close together do people want the stations? Not counting the UBC stations (and that seems undecided anyway) the spacing between the stations is (according to google maps):

Arbutus to Macdonald - 1.1km
Macdonald to Alma - 1.3km
Alma to Sassamat - 1.8km

I'll agree that last spacing is a bit large. Personally I'd like to see a station added for the Jericho lands and then move the Sassamat station to Blanca (unless of course Safeway wants to pay for a station right in front of their store... ).

Just going to point out that Oak-Granville is about 800-900m and Fraser-Main is 700-800, so there is a precedent.

Arbutus-Macdonald-Alma work fine - I believe I referred to Jericho (Courtenay?), Block F and University Village (probably can be one station, somewhere east of the existing Allison stop).

Not sure about Sasamat. Yes, it's a bit too close to any Jericho station, but it's also in the middle of Point Grey Village, and the Safeway lot practically screams "urbanize me;" Blanca'd mostly be for bus transfers and golfers. Tolmie, maybe?

[Galaxy]

I wonder if when this one(Millennium ext to Arbutus) plus the extensions to UBC, Expo (ext to Langley) go out to RFP if a contractor would provide a better deal if that contractor won all three contracts for these line extensions? Although this just might be wishful thinking on my side as we know most builders are out to get the most money they can get on a project.

[Tetsuo]

Originally Posted by zahav

Are you in Burnaby? (Edmonds or Metro?)

New West, but due to work spend time over all metro van

[waves]

Originally Posted by Migrant_Coconut

Just going to point out that Oak-Granville is about 800-900m and Fraser-Main is 700-800, so there is a precedent.

Arbutus-Macdonald-Alma work fine - I believe I referred to Jericho (Courtenay?), Block F and University Village (probably can be one station, somewhere east of the existing Allison stop).

Not sure about Sasamat. Yes, it's a bit too close to any Jericho station, but it's also in the middle of Point Grey Village, and the Safeway lot practically screams "urbanize me;" Blanca'd mostly be for bus transfers and golfers. Tolmie, maybe?

The majority of riders as seen in the report are making regional trips and so regional speed should be prioritized while secondarily maximizing TOD and increasing transit ridership. Research shows that 50% of people within 500m of a train station will walk to that station. This number increases as you get closer. By having stations 1km apart you are maximizing both values. But, in the case of the Sasamat Area, a station at Blanca and Courtenany would straddle the commercial area, and the station at Blanca would service 50% park land and so it loses that efficiency, plus the lack of commercial zoning at both locations make the locations less safe and less useful.

Also, unless Jericho developers are willing to pay for the Jericho Station and the potential increases in cost for the change in alignment to do it, I do not support it. Regional priorities > Developer/Private priorities.

[fredinno]

Originally Posted by WarrenC12

That's over a Billion with the latest estimates. I doubt it. I'd be pleasantly surprised if they offered $500M.

They have both the land and capacity to redevelop a huge amount of land for profit. https://thetyee.ca/Opinion/2016/05/24/UBC-Let-Students-Live-on-Campus/

Take it with a grain of salt, but TBF, it's not wrong that there is a ton of infill room in campus, not to mention surface-level parking lots and parkades that could be moved underground, and part of Acadia Park. Considering the costs of rent, and the 6,000 person waiting list, I'd not be surprised if they couldn't raise a Billion. They may be able to raise even more, by buying up and redeveloping University Hill into condos, or redeveloping some of its older facilities for greater mixed-use density and additional expansion room, for example. The new line would accommodate those people if they stopped, or didn't work or study at UBC, as it'd be 10 minutes away from Central Broadway.

Potentially even offices could be built- certainly companies could use it to network with potential new recuits, and with the existing research facilities there. There was even a proposal for a hotel at Block F at some point.

Plus, all this new rental would help with the rental supply problem across Metro Vancouver overall, killing two birds with one stone. It's also in a designated TOD zone, and is effectively a 3rd town centre for Vancouver, if not technically within its boundaries.

They might not, but UBC needs to show its commitment to an extension that is 1. overwhelmingly built, demand-wise, to support commutes to its holdings, and 2. is far outside the current funding parameters.


Otherwise, it's just a wish-list fantasy.

Originally Posted by WarrenC12

Yes but I'll be disappointed if that's all UBC wants to pay for.

Also, that's quite the corner on that map. They'll need some real estate to get the train turned like that, I wonder how well that has been mapped out.

Should be possible if turning onto Main Mall or Westbrook Mall, but the latter is probably too far to put the primary station of the Campus at.

Originally Posted by officedweller

I think that figure refers to the at-grade stations for the LRT options (but doesn't differentiate)



The write up says they haven't examined detailed routing. I think that map is just "connect the [station] dots".
If it's tunnelled, they'd need to keep it away from vibration-sensitive research labs (This was an issue at University of Washington).
I suspect Wesbrook Mall would be the corridor, as that leads to the village centre at South Campus, Main Mall is too close to engineering, and East Mall is close to hospital and biological sciences labs.

Interference From Magnetic Light Rail Trains Forces UW to Move Labs
https://interferencetechnology.com/interference-magnetic-light-rail-trains-forces-uw-move-labs/#

Sound Transit to pay $43 million for relocation of College of Engineering labs
http://www.dailyuw.com/news/article_240ef421-8c4f-5e82-bc84-36e3134f2619.html

Is it a problem for above-grade trains? Vibration can likely be compensated, but would magnetic interference still be a problem? The Space at UBC is there, UBC Blvd has a wide central median.

Originally Posted by Migrant_Coconut

Wonder if the plans will include spaces for future stations. Four for the entire West Side and UEL seems a little bit sparse - Jericho/Block F/University Village need some love too.

Not really surprised that elevation only saves about $200-300M (maybe more if it's extended to Alma), but disappointing nonetheless.

It's Point Grey. https://dailyhive.com/vancouver/broadway-subway-extension-vancouver-arbutus-station

According to TransLink, the 99 B-Line currently sees about 57,000 boardings per weekday, and 51% disembark at stops west of Arbutus Street, with Alma Street taking on 6%, Sasamat Street at 1%, and UBC at 44%.

There's potential for redevelopment in the Jericho Lands, but most of it would already be under 10 minutes from Alma St. Station, and the Western part of the lands are already a private school. (though its lease ends in 2020)

A bigger casualty is the station at Acadia Rd, to serve the residences there, where is the possibility for upzoning the proposed Block F development:
https://dailyhive.com/vancouver/ubc-lelem-musqueam-indian-band-block-f-development
and redeveloping some other nearby areas, like University Hill and Hampton Place.

UBC already has a land-development corporation, after all.

Originally Posted by Galaxy

I wonder if when this one(Millennium ext to Arbutus) plus the extensions to UBC, Expo (ext to Langley) go out to RFP if a contractor would provide a better deal if that contractor won all three contracts for these line extensions? Although this just might be wishful thinking on my side as we know most builders are out to get the most money they can get on a project.

Then we might get a Canada Line 2.0. :/

[Migrant_Coconut]

Originally Posted by waves

The majority of riders as seen in the report are making regional trips and so regional speed should be prioritized while secondarily maximizing TOD and increasing transit ridership. Research shows that 50% of people within 500m of a train station will walk to that station. This number increases as you get closer. By having stations 1km apart you are maximizing both values. But, in the case of the Sasamat Area, a station at Blanca and Courtenany would straddle the commercial area, and the station at Blanca would service 50% park land and so it loses that efficiency, plus the lack of commercial zoning at both locations make the locations less safe and less useful.

Also, unless Jericho developers are willing to pay for the Jericho Station and the potential increases in cost for the change in alignment to do it, I do not support it. Regional priorities > Developer/Private priorities.

Agreed. Blanca's got a golf course on one side, suburb apartments on the other. Not much potential there.

It's a given that Jericho owners would have to cough up most of the money. That said, it'd be an easy sell... not to mention a great opportunity to get a boatload of housing in the West Side - and on top of a transit station - for not that much additional cost. Really, it's not like it'd be stopping every 4-5 blocks like the Condonland train.

[Migrant_Coconut]

Originally Posted by fredinno

... Take it with a grain of salt, but TBF, it's not wrong that there is a ton of infill room in campus, not to mention surface-level parking lots and parkades that could be moved underground, and part of Acadia Park. Considering the costs of rent, and the 6,000 person waiting list, I'd not be surprised if they couldn't raise a Billion. They may be able to raise even more, by buying up and redeveloping University Hill into condos, or redeveloping some of its older facilities for greater mixed-use density and additional expansion room, for example. The new line would accommodate those people if they stopped, or didn't work or study at UBC, as it'd be 10 minutes away from Central Broadway.

Potentially even offices could be built- certainly companies could use it to network with potential new recuits, and with the existing research facilities there. There was even a proposal for a hotel at Block F at some point.

Plus, all this new rental would help with the rental supply problem across Metro Vancouver overall, killing two birds with one stone. It's also in a designated TOD zone, and is effectively a 3rd town centre for Vancouver, if not technically within its boundaries.

They might not, but UBC needs to show its commitment to an extension that is 1. overwhelmingly built, demand-wise, to support commutes to its holdings, and 2. is far outside the current funding parameters.


Otherwise, it's just a wish-list fantasy.

And speaking of Condon, he once again overlooks all the little details that rip his Big Idea to pieces.

Even assuming that every student can live on campus (and that they all would want to be), that opens up a host of new problems. More students/housing -> more services/amenities -> more staff -> more commuters -> more housing... soon, there's no more UEL to clear cut. Doesn't solve the problem of students heading out for a night on the town/slopes/etc, either - westbound night buses are often packed.

Originally Posted by fredinno

Should be possible if turning onto Main Mall or Westbrook Mall, but the latter is probably too far to put the primary station of the Campus at.



Is it a problem for above-grade trains? Vibration can likely be compensated, but would magnetic interference still be a problem? The Space at UBC is there, UBC Blvd has a wide central median.

It's gotta be Wesbrook. East's too narrow, and UBC likes Main as their "grande boulevard..." not to mention the new water feature blocking a viaduct. Only problem I see is the hairpin turn at University.

Originally Posted by fredinno

It's Point Grey.

But Point Grey won't always be "Point Grey." I'm not saying build Jericho Station or Lelem Station now (although it might get those parts of the line funded), I'm saying make a buildable space for them and don't let the NIMBYs paint us into a corner again.

[WarrenC12]

Originally Posted by nname

Inflation 10%
Contingency 30% to 50%

Oh sorry, I meant at-grade LRT station. Missed a word

Where do you see that? I see this on page 92 of the report:

Preliminary estimates are in 2018 dollars for purposes of comparison. Costs at the actual time of
construction would be impacted by inflation between 2018 and construction period. For example, assuming
procurement in 2025 with completion in 2030, and 2.5% annual inflation, eventual Year of Expenditure (YOE) dollars
would be roughly 25% higher.

It's not clear either way, but 2.5% annual inflation is reasonable, and there's no way this line is happening in 4 years.

[fredinno]

Originally Posted by Migrant_Coconut

And speaking of Condon, he once again overlooks all the little details that rip his Big Idea to pieces.

Even assuming that every student can live on campus (and that they all would want to be), that opens up a host of new problems. More students/housing -> more services/amenities -> more staff -> more commuters -> more housing... soon, there's no more UEL to clear cut. Doesn't solve the problem of students heading out for a night on the town/slopes/etc, either - westbound night buses are often packed.



It's gotta be Wesbrook. East's too narrow, and UBC likes Main as their "grande boulevard..." not to mention the new water feature blocking a viaduct. Only problem I see is the hairpin turn at University.



But Point Grey won't always be "Point Grey." I'm not saying build Jericho Station or Lelem Station now (although it might get those parts of the line funded), I'm saying make a buildable space for them and don't let the NIMBYs paint us into a corner again.

Well, it might; but it's survived nearly a century of amalgamation. Yes, the Jericho Lands could conceivably become a 2nd Kerrisdale, and beat the NIMBYs to the curb, but 1. It's not really needed, most of the lands are, as I said earlier, a 10 minute walk from Samasat St. or Alma Stations (including the private school), and the entirety is within 15 min.

It would have to be designated a Town Centre by Metro Vancouver to get the sort of density you'd need to actually support a Jericho Lands Station.


If you go down Westbrook Mall, it'd have to be a spur to actually have useful stations. A looping LRT on Westbrook and Main Mall might actually be a better choice in this case...

True, I know 100% is unrealistic, and doesn't negate the need for the extension (what if your spouse lives in Burnaby?); I was just using the article to make a point; which is that there is an incredible amount of redevelopment potential and demand at UBC that could, and should, be used to finance the extension's construction.

[Migrant_Coconut]

Originally Posted by fredinno

Well, it might; but it's survived nearly a century of amalgamation. Yes, the Jericho Lands could conceivably become a 2nd Kerrisdale, and beat the NIMBYs to the curb, but 1. It's not really needed, most of the lands are, as I said earlier, a 10 minute walk from Samasat St. or Alma Stations (including the private school), and the entirety is within 15 min.

It would have to be designated a Town Centre by Metro Vancouver to get the sort of density you'd need to actually support a Jericho Lands Station.


If you go down Westbrook Mall, it'd have to be a spur to actually have useful stations. A looping LRT on Westbrook and Main Mall might actually be a better choice in this case...

True, I know 100% is unrealistic, and doesn't negate the need for the extension (what if your spouse lives in Burnaby?); I was just using the article to make a point; which is that there is an incredible amount of redevelopment potential and demand at UBC that could, and should, be used to finance the extension's construction.

You could say the same about Olympic Village and Broadway, though - that's a FIVE minute walking distance. At the very least TransLink should leave an empty space and add it in later like Capstan Way.

*Wesbrook, for future reference. Westbrook's an NBA player. And I spent the better part of three years walking from Wesbrook Village to Allison, so I do know there's not much south of Thunderbird, BUT there's no other good option. Besides, there's the stadium and hospital, as well as densification options later.

I read somewhere that West Mall was designed specifically to fit a tram line; maybe run that east along Thunderbird and down to the South Campus Station, and it'll pick up the slack. Gonna be real slow though, because of all the pedestrians.

Yup. Haven't even addressed the fact that UBC's also a research institute, with all the in/out traffic that comes with that. But yes, developments fees beat the crap out of a surcharge fare like YVR's.

[fredinno]

Originally Posted by Migrant_Coconut

You could say the same about Olympic Village and Broadway, though - that's a FIVE minute walking distance. At the very least TransLink should leave an empty space and add it in later like Capstan Way.

*Wesbrook, for future reference. Westbrook's an NBA player. And I spent the better part of three years walking from Wesbrook Village to Allison, so I do know there's not much south of Thunderbird, BUT there's no other good option. Besides, there's the stadium and hospital, as well as densification options later.

I read somewhere that West Mall was designed specifically to fit a tram line; maybe run that east along Thunderbird and down to the South Campus Station, and it'll pick up the slack. Gonna be real slow though, because of all the pedestrians.

Yup. Haven't even addressed the fact that UBC's also a research institute, with all the in/out traffic that comes with that. But yes, developments fees beat the crap out of a surcharge fare like YVR's.

Only reason Olympic Village existed was because of the Olympics, though- Olympic Village itself is >10 minutes away walking from Broadway-City Hall. There's no future station @ Nanaimo for the Millennium, 15 minutes away from the Expo Nanaimo Station. Apparently those two were too close, and would be redundant, and so, was deleted.

There's not that much down at Wesbrook, so that raises the question why build the Millennium Line down there if you don't need to? Translink didn't include it in their plans, after all, and the LRT/bus loop would offer better overall coverage, if slower.

Note that the 41st Ave. B-line would service Wesbrook Village as well.

Doesn't UBC have its own development corporation?

[WarrenC12]

I wouldn't use Olympic Village Station as a reference. It's poorly named. Consider that Main St. is the closest station to OV, and the 2nd closest will probably be the Great Northern Way station of the M-Line extension, or possibly even Kingsway/Broadway.

As it stands though, I'd say Jericho doesn't need a station unless they show a significant development there, and perhaps chip-in. Plenty of time to sort that out.

[officedweller]

Originally Posted by Sheba

How close together do people want the stations? Not counting the UBC stations (and that seems undecided anyway) the spacing between the stations is (according to google maps):

Arbutus to Macdonald - 1.1km
Macdonald to Alma - 1.3km
Alma to Sassamat - 1.8km

I'll agree that last spacing is a bit large. Personally I'd like to see a station added for the Jericho lands and then move the Sassamat station to Blanca (unless of course Safeway wants to pay for a station right in front of their store... ).

When Canada Line stations were studied, the catchment area for each station was a 400m radius, so that would suggest an optional 800m between adjacent stations.

[officedweller]

Originally Posted by fredinno

Is it a problem for above-grade trains? Vibration can likely be compensated, but would magnetic interference still be a problem? The Space at UBC is there, UBC Blvd has a wide central median.

I don't know, but I would assume it could.

[fredinno]

https://dailyhive.com/vancouver/ubc-skytrain-route-options

According to the findings of the new detailed technical analysis released by TransLink earlier this week, rapid transit west of Arbutus Street to UBC needs to be SkyTrain to ensure the system is built with future-proof capacity. The final decision on rail technology lies with the Mayors’ Council.
However, if SkyTrain is chosen, the report reveals there are several route and built form options SkyTrain could take from Alma Street to the ultimate terminus at UBC’s Point Grey campus.

Future land use plans for the 90-acre Jericho Lands — the massive undeveloped property framed by West 4th Avenue to the north, Highbury Street to the east, West 8th Avenue to the south, and Trimble Park and Queen Mary School to the west — could steer the subway route to West 8th Avenue instead of the long-assumed path along West 10th Avenue beyond Alma Street, with a station at Sasamat Street.

Site of the Jericho Lands in the Vancouver Westside. (City of Vancouver)

The Jericho Lands’ property owners — a consortium comprised of First Nations and Canada Lands Company — intend to redevelop the former military base with significant density.
Between 2014 and 2016, the consortium paid a staggering $717 million for the property, so there is no question they will be pushing for a hefty return.
Amongst real estate circles, it is assumed that the residential developments in this large parcel could provide housing for tens of thousands of people, with a building form and scale that can be compared to the Olympic Village. There could also be a commercial village close to the site’s northeast corner.
The potential scale of the redevelopment could make a subway station that directly serves the Jericho Lands an attractive option to consider.
“To develop a concept, the study team followed several design development stages assuming the future UBC SkyTrain corridor will follow 10th Avenue,” reads the report.
“If the future tunnel alignment follows 8th Avenue to capture the Jericho Lands property, then an alternate route along 8th Avenue to University Boulevard would be considered.”

But land use and transportation are symbiotic; the proximity to a subway station will have a great influence on the redevelopment’s permissible density.
During today’s Mayors’ Council meeting, Vancouver Mayor Kennedy Stewart stated the First Nations that own the property have shown excitement for the extension to UBC and SkyTrain technology, and they suggested offering the land required for a station on their site.

Most early concepts for the SkyTrain extension to UBC have assumed the continuation of tunnelling west of Blanca Street, within the University Endowment Lands, along University Boulevard.
But the report explores the potential feasibility of building an elevated guideway on the median of University Boulevard to cut down on construction costs. This concept would remain elevated to the terminus station at the campus.
A tunnel portal — the transition from underground to elevated — could be built 180 metres west of Blanca Street. From this point just east of the University Golf Course entrance, the rail line would run on ground level for 700 metres in order to transition to 1.9 km of elevated guideway for the remaining journey to the UBC terminus.
It is estimated that running SkyTrain elevated in this way would result in $190 million in cost reductions compared to tunnelled in 2018 dollars; a completely tunnelled extension from Arbutus Street to UBC is estimated at $2.36 billion, while the partially elevated option is pegged at $2.19 billion (not including the 40% to 60% project contingency fund).
Although the analysis did not examine in detail, it identified two potential future station locations before reaching the academic campus along University Boulevard. Both future stations would serve future redevelopments adjacent to their location.
One future station on University Boulevard could serve the future University Golf Course Lands. Under the 2008 treaty, the Musqueam First Nation can redevelop its 146-acre golf course property after 2083, when a clause on the site’s required usage as a golf course ends.
“The proposed alignment identified in the 2012 study traverses the golf course,” the report notes. “However, much of the golf course is outside of the walk-up catchment for station locations proposed as part of that study. Provision for a future station within the golf course lands should be considered to enable longer-term redevelopment.”
A second future station was previously assumed adjacent to the site on University Boulevard east of Toronto Road, but it was not included in this analysis’ evaluation. Such a station location would serve the Musqueam’s Lelem ‘Block F’ development of 2,500 residents, a community centre, and 30,000-sq-ft of commercial space within a 21-acre site.
Furthermore, the provincial government recently launched a process of exploring additional density in the existing UEL neighbourhood framed by Westbrook Mall to the west, University Boulevard to the north and east, and Agronomy Road and Toronto Road to the south. This is just next to Lelem.

By 2045, the UBC terminus station near the intersection of University Boulevard and East Mall is projected to be the busiest station in terms of alightings today, with this single station seeing about 10,000 passengers alighting in the morning peak hour.
In contrast, the busiest station in 2018 in terms of alightings is Burrard Station, which experiences about 5,600 passenger alightings in the morning peak hour.

Metrotown Station’s new east statinhouse with four escalators opened on March 19, 2018. (TransLink)

This translates to 24 trains arriving at the UBC station every hour, based on frequencies of every 2.5 minutes. Each arriving train in the 2045 morning peak hour will be filled to capacity, with about 410 passengers pouring out of the train. This provides passengers with 150 seconds to disembark the train and clear the station platform before the next train arrives with another 410 passengers to process.
A station can certainly be designed to handle these volumes, with capacity features such as at least seven fare gates, four escalators that are reversible for peak flows, and possibly all-door boarding and alighting with the usage of multiple platforms — just like the new platform recently completed for Commercial-Broadway Station’s inbound direction.

A second station — the possible ultimate western terminus for the Millennium Line — near UBC’s south campus’ Wesbrook Village could help lessen the volumes of the aforementioned central UBC station in the core of the academic campus. It would also serve the immense future growth planned for the south campus area.
UBC first revealed the idea of bringing the extension to Wesbrook Village in its advocacy last year.
The analysis briefly examines the routing of this concept by extending the more affordable elevated guideway option that begins just west of Blanca Street. From the UBC central station at University Boulevard just east of East Mall, the elevated guideway would turn south onto east mall by running through the existing Wesbrook Building, which is ageing and slated for future redevelopment.

UBC Wesbrook Building at the southeast corner of the intersection of East Mall and University Boulevard. (Google Maps)

The Wesbrook Building is at the southeast corner of the intersection of University Boulevard and East Mall. By using the building’s site, trains could run at “a higher speed through this segment and would also help to minimize noise and vibration effects,” reads the report.
Travelling south on the East Mall, the guideway would run on the east side of this local street, which is narrow with just two lanes and bordered by buildings for the first 600 metres between University Boulevard and Thunderbird Boulevard.

East Mall looking south from Applied Science Lane. (Google Maps)

Once it reaches Thunderbird Boulevard, the guideway would transition onto the median on the wider portion of East Mall between Thunderbird Boulevard and West 16th Avenue.
The second station would be located in the area just north of the intersection of East Mall and West 16th Avenue, just north of Wesbrook Village.

Thousands of additional residents could be packed into the new 22-acre Stadium Neighbourhood planned northwest of the intersection of East Mall and West 16th Avenue, which includes redeveloping the site of Thunderbird Stadium and building a replacement 5,000-seat stadium with a smaller footprint.

So, East Mall is the preferred alignment. That future station at the Golf course is dumb. If that thing ever shuts down, it should re-connect Pacific Spirit back into one lobe; as is, it currently breaks up the wildlife and habitat in the park into less environmentally valuable disconnected parcels. Underpasses for animals should also be built.