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Canada Line

From Alfawiki
Canada Line
Company typeRapid transit line
IndustryPublic transportation
FoundedAugust 17, 2009; 17 years ago (2009-08-17)
Headquarters
Greater Vancouver
,
Canada
ProductsRapid transit service
OwnerTransLink, InTransitBC
ParentSkyTrain network

The Canada Line forms a rapid transit corridor within the Greater Vancouver area of British Columbia and is a component of the SkyTrain network. Ownership lies with TransLink and InTransitBC, while operations are handled by ProTrans BC. Identified by a turquoise hue on transit maps, this line functions as an airport rail link, connecting downtown Vancouver, Richmond, and the Vancouver International Airport (YVR). It spans 16 stations across of track, featuring a primary route from Vancouver to Richmond and an additional branch extending from Bridgeport station to the airport. The line commenced service on August 17, 2009, prior to the 2010 Winter Olympics.

Forecasts initially anticipated daily ridership of 100,000 by 2013 and 142,000 by 2021; however, the Canada Line has consistently exceeded these projections. Average daily passengers increased from approximately 83,000 in September 2009 to more than 136,000 by June 2011. During the 2010 Winter Olympics, it accommodated an average daily ridership of 228,190.

Governance of the project was overseen by Canada Line Rapid Transit Inc. (CLCO), previously known as RAV Project Management Ltd. Construction was carried out by SNC-Lavalin, with InTransitBC contracted to operate the line for an initial period of 35 years through to 2044. Although it functions independently from the British Columbia Rapid Transit Company—which operates the Expo and Millennium lines—the Canada Line is integrated into the broader SkyTrain system. It employs fully automated light metro trains running on grade-separated guideways but differs in its use of conventional electric motors powered via a third rail instead of the linear induction technology utilized on other SkyTrain routes.

Route

Beginning at Downtown Vancouver's Waterfront station (0.0 km), the Canada Line runs through a cut-and-cover subway tunnel beneath Granville Street. Shortly thereafter, it enters twin-bored tunnels that extend southwest under Granville Street before curving southeast beneath Davie Street through the Yaletown district. The tunnels deepen beneath False Creek and then rise at Olympic Village station (2.7 km), where the line returns to cut-and-cover construction under Cambie Street. Certain segments feature vertically stacked tracks. South of 64th Avenue, the line surfaces and ascends onto an elevated guideway.

Crossing the Fraser River via the elevated North Arm Bridge, the line departs Vancouver and enters Richmond. Past Bridgeport station (11.1 km), a flying junction divides the route: one branch continues south along elevated tracks adjacent to No. 3 Road to reach Richmond–Brighouse station (14.5 km), while the other heads westward, crossing the Fraser River’s Middle Arm on the Middle Arm Bridge toward stations on Sea Island, terminating at YVR–Airport station (15.0 km). Segments of this airport branch are constructed at grade level to accommodate a potential future elevated aircraft taxiway. Both branches reduce to single track near their respective termini. The Operations and Maintenance Centre located near Bridgeport houses trains that are not currently in service.

Stations

The initial launch of the line featured sixteen stations, with an additional three planned for upcoming development. Station architecture is tailored to harmonize with the character of their neighborhoods—for instance, Langara–49th Avenue station reflects the ambiance of its low-density residential surroundings.

Platform lengths differ among stations: the five with the highest passenger volumes have 50-meter platforms, while the remainder possess 40-meter platforms designed for potential extension to 50 meters. The termini at YVR–Airport and Richmond–Brighouse operate with single tracks; meanwhile, Waterfront station utilizes double tracks to enable three-minute intervals between trains running from Waterfront to Bridgeport. King Edward station is notable for its vertically stacked platform arrangement, and Broadway–City Hall station features a ceiling with double height. Vancouver City Centre station provides direct access to Pacific Centre and Vancouver Centre shopping malls as well as street-level entrances. Transfers between the Expo and Millennium Lines are exclusively available at Waterfront station; meanwhile, Vancouver City Centre and Granville stations are connected via mall passageways.

Stations were constructed with provisions for future fare gate installations, which were implemented system-wide in 2013. Every station is equipped with an escalator ascending to the platform and an elevator, but only the three terminus stations include escalators for descending.

Up until late 2019, six stations—namely Vancouver City Centre, Olympic Village, Broadway–City Hall, Marine Drive, Templeton, and YVR–Airport—offered passengers self-service flight check-in kiosks for Vancouver International Airport.

Station City Connections Location
Waterfront Vancouver
Granville Street between Pender and Hastings Streets
Vancouver City Centre Granville Street at Georgia Street
Yaletown–Roundhouse Davie Street near Mainland Street
Olympic Village Cambie Street at West 2nd Avenue
Broadway–City Hall Template:Rint 99 B-Line Cambie Street at West Broadway
King Edward Cambie Street at King Edward Avenue
Oakridge–41st Avenue Template:Rint R4 RapidBus Cambie Street at West 41st Avenue; adjacent to Oakridge Centre
Langara–49th Avenue Cambie Street at West 49th Avenue; close to Langara College
Marine Drive Cambie Street at Marine Drive
Station City Connections Location

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Station City Connections Location



Station City Connections Location
Station City Connections Location



Prospective station additions

Plans allow for the future installation of the following infill stations:

  • 33rd Avenue (located at Cambie Street and West 33rd Avenue, close to Queen Elizabeth Park)
  • 57th Avenue (situated at Cambie Street and West 57th Avenue)

The status of the 57th Avenue station remains unclear. Initially included in the 2014 redevelopment strategy for the Pearson Dogwood area, recent updates reveal considerable obstacles. It is currently excluded from regional transit strategies and key projects such as the Broadway Corridor line. If this station cannot be realized, the designated budget will be reallocated to enhance facilities within Pearson Dogwood and along the Cambie Corridor to better serve community needs.

  • YVR Terminal 3 (adjacent to Vancouver International Airport’s Terminal 3)

This stop is planned to coincide with the airport’s proposed Northeast Terminal expansion, as detailed in Vancouver International Airport’s 2027 master plan.

Transit integration

The Canada Line connects seamlessly with various transit options, greatly improving access across the region. Following its inauguration, bus services in Richmond along with routes serving White Rock, Tsawwassen, and Ladner doubled their frequency. At Waterfront station, passengers can transfer to the R5 Hastings St, Expo Line, West Coast Express, and SeaBus, while Broadway–City Hall offers connections to the 99 B-Line.

Currently, two bus routes provide service to Vancouver International Airport: the N10 NightBus operating on Granville Street and route 412 linking Airport South with Bridgeport station. Passengers on these lines are exempt from paying the YVR AddFare. In September 2009, the Airport Station exchange was downgraded to a standard bus stop, resulting in several routes being discontinued or rerouted.

Work commenced in May 2021 to extend the Millennium Line westward from VCC–Clark station along Broadway to reach the new Arbutus station, facilitating transfers with the Canada Line at Broadway–City Hall. This extension was anticipated in initial design phases, which included provisions for future interconnections.

The Canada Line operates within TransLink’s fare framework with two notable exceptions:

  • The YVR AddFare, implemented in January 2010, applies a $5 surcharge on eastbound trips originating from Sea Island stations toward Bridgeport and beyond, except for holders of monthly passes or qualifying single-ride tickets.
  • Travel strictly between Sea Island stations is complimentary when using a dedicated Sea Island ticket purchased at station vending machines; however, this ticket does not permit exiting at stations outside Sea Island.

A "Fare Paid Zone" system is enforced throughout designated areas on the line, requiring passengers to hold valid fare media. Fare compliance checks are primarily conducted by officers from the South Coast British Columbia Transportation Authority Police Service. Failure to comply may result in fines up to $173 and removal from transit property.

Canada Line attendants, distinguishable by their green uniforms, assist customers by addressing minor operational issues, ensuring safety protocols are followed, and performing fare inspections.

Technology

The Canada Line utilizes a train fleet produced by Rotem, part of the Hyundai Motor Group. In contrast to the Expo and Millennium Lines' Bombardier ART trains, which operate using linear induction motors, the Canada Line trains run on traditional electric motors. They share the SelTrac automated train control system implemented across the SkyTrain network.

Rotem was awarded the contract through a public-private partnership tender process that deliberately prevented Bombardier from capitalizing on synergies with existing SkyTrain assets or orders. This approach aimed to maintain fair competition but potentially reduced long-term operational efficiencies. The request for proposals required a capacity of 15,000 passengers per hour per direction and set a maximum travel time of 24 minutes between the airport and downtown.

The rolling stock consists of 32 fully automated two-car articulated trainsets (totaling 64 cars), each capable of comfortably seating about 334 passengers or accommodating up to 400 at crush capacity. These trains operate at top speeds of 80 km/h under normal conditions and can accelerate up to 90 km/h in catch-up mode. Each married pair is 41 meters in length and 3 meters wide, making them larger than the Bombardier ART vehicles used on other lines. Exterior LED screens display terminal stations, while interior screens inform passengers of upcoming and final stops, facilitating navigation on the line’s bifurcated route.

In 2018, TransLink procured an additional twelve trainsets from Hyundai Rotem for $88 million to increase service capacity. This direct award ensured compatibility with existing units, minimizing the need for specialized maintenance tools and parts. Deliveries took place during 2019 and 2020.

Canada Line Hyundai Rotem specifications

  • Manufacturer: Hyundai Rotem, South Korea
  • Car construction: brushed stainless steel with vinyl wrapping at outer ends
  • Unit numbering: pairs numbered in the ranges 1xx and 2xx, incrementing from 01 to 32
  • Total fleet: 32 two-car trainsets
  • Train length:
  • Car width:
  • Car height:
  • Track gauge:
  • Empty weight:
  • Propulsion: Mitsubishi Electric (MELCO) AC traction motors
  • Maximum speed:
  • Power source: 750 V DC
  • Braking mechanism: Pneumatic wheel disc brake
  • Passenger capacity per trainset: 342 (41 seats)
  • Peak throughput: between 5,000 and 15,000 passengers per hour
  • Coupling/numbering system: All units are married pairs
  • Signalling technology: Moving block system controlled via cable loop, supplied by Thales Rail Signalling Solutions (Toronto, Ontario)

Name

During its planning phase and public consultations, the project was identified as the "Richmond-Airport-Vancouver Line" (RAV). The designation "Canada Line" was adopted in 2005 to coincide with construction commencement. Initial documents also referred to it as the "Olympic Line," commemorating the upcoming 2010 Winter Olympics and continuing a tradition of naming transit lines after major events during their development. This name was also used for a demonstration streetcar service during the Olympic Games.

Timeline

  • From 1990 to 1992, BC Transit and consultants explored options for intermediate-capacity transit within the Vancouver–Richmond corridor.
  • Between 1991 and 1993, the TRANSPORT 2021 Steering Committee formulated a long-term transportation plan prioritizing an intermediate-capacity system connecting Richmond to Vancouver’s central business district.
  • In 1994, studies evaluated technologies, ridership forecasts, costs, and development potential for three corridors including Richmond–Vancouver; no airport connection was included at this stage.
  • In 1995, BC Transit proposed bus rapid transit (BRT) or automated rapid transit (ART) services linking Richmond, Vancouver, and Vancouver International Airport.
    • Underground rights-of-way were reserved near Concord Pacific development adjacent to Cambie Bridge.
  • From 1997 to 1998, evaluations of BRT routes were conducted and preferred alignments selected.
  • On June 24, 1998, BC Transit’s minister announced plans for a Vancouver–Richmond ALRT line connecting Richmond city centre, airport, and downtown Vancouver via Cambie Street corridor to support a bid for the 2010 Winter Olympics.
  • In 1999, detailed design work began on the Vancouver-Airport/Richmond BRT.
  • On April 1, 1999, Greater Vancouver Transportation Authority (TransLink) was established under CEO Ken Dobell.
  • April 2000 saw TransLink’s Strategic Transportation Plan recommending planning for a Richmond-Airport-Vancouver rapid transit line.
  • May 2000 marked approval of the RAV study; construction started on BRT service between Richmond Centre, Airport Station exchange, and downtown Vancouver.
  • A Transport Canada report from 2000 estimated costs at $1.3 billion for SkyTrain expansion via Cambie and $738 million for light rail along Arbutus.
  • December 2000 brought a report endorsing public-private partnerships as a means of financing infrastructure projects.
  • On April 1, 2001, a bus operator strike delayed full rollout of Vancouver-Airport-Richmond BRT by four months.
  • In April 2001, TransLink reconfirmed plans for the Vancouver–Richmond line including an airport connection; at-grade rail transit was excluded in favor of underground options within Vancouver due to community concerns and benefits.
  • The launch of the 98 B-Line BRT occurred on August 1, 2001; it carried over 20,000 daily passengers while plans progressed toward an ART replacement designed to handle over 100,000 daily riders.
  • On December 10, 2001, federal government funding exceeding $2 billion was announced for infrastructure projects including support through Canada Strategic Infrastructure Fund emphasizing public-private partnerships for the Canada Line.
  • Project definition phase commenced in April 2002 with technical evaluations targeting completion by the year 2010.
  • By December 2003, out of ten interested companies or consortia, three finalists were shortlisted:
    • RAVLink Transportation (Fluor Canada, Siemens Canada, MTR Corporation, Balfour Beatty)
    • RAVxpress (Bombardier Transportation, AMEC, Bouygues Travaux Publics, Bilfinger Berger)
    • SNC-Lavalin/Serco
  • Federal funding increased from $300 million to $450 million on April16, 2004.
  • Provincial funding rose from $300 million to $370 million on June10, with $170 million allocated specifically for Evergreen Line development.
  • On June30, TransLink Board approved proceeding with RAV line construction with cancellation rights if bids exceeded $1.35 billion budget cap.
  • November19 saw RAVCO recommend SNC-Lavalin/Serco’s fully automated grade-separated system despite a $343 million budget overrun; subsequent cost reductions combined with additional provincial funds brought project costs within budget.
  • Final approval by TransLink board occurred on December1.
  • The design-build-operate contract was signed with InTransitBC on July29, 2005; Serco withdrew from partnership while two pension funds joined as partners.
  • Utility relocations and roadworks began in October2005.
  • On November25, train design was revealed; Hyundai Rotem selected as train supplier; "Canada Line" name confirmed in compliance with federal funding requirements.
  • The line officially opened on August17, 2009—on budget and three and a half months ahead of schedule—with regular service starting the following day.
  • By September30 that year average daily ridership reached approximately82,500 passengers; projections aimed for reaching100,000 within two years.
  • Daily ridership increased to around93,000 by December28 including weekends; occasionally exceeding100,000 three years ahead of schedule.
  • February2010 witnessed single-day ridership peaks up to210,000 during Olympic-related campaigns; overall Olympic period ridership grew by118% averaging over228,000 daily with a peak near287,400 on February19. Regular non-Olympic weekday ridership stood near104,674.
  • By February2011 average weekday ridership had grown to approximately110,000 passengers per day.
  • Construction on Capstan station at Capstan Way began in September2021; station opened in December2024.

Project financing

The Canada Line was established through a public-private partnership involving contributions from governmental bodies and a private entity. By March 2009, the total expenditure was projected at $2.054 billion, an increase from the originally approved $1.76 billion in 2004. The Premier of British Columbia confirmed that the project remained within its budget and was progressing ahead of schedule.

Public financing sources comprised:

These figures are expressed in 2006 dollars, except for the federal government's contribution, which is valued at $419 million in 2003 dollars.

The private partner initially pledged $200 million and took on the risk for any construction cost overruns. By November 2009, InTransitBC—a consortium formed by SNC-Lavalin, bcIMC, and the Caisse de dépôt et placement du Québec—had invested $750 million.

Following bids exceeding initial estimates, the BC government augmented its funding by $65 million. TransLink supplemented its budget through asset divestitures and special fare zones around the airport.

Measures to reduce costs included deferring some infrastructure components, eliminating Westminster station from the plan, relocating Richmond Centre station, and transferring responsibility for trolley wire installation to TransLink. Additionally, sections of single-track on the Richmond and airport branches were implemented, partly influenced by aesthetic objections raised by Richmond city officials.

In 2006, Broadway station was moved at a cost of $3 million, funded equally by the City of Vancouver, TransLink, and surplus project funds. The following year, TransLink approved a $10 million pedestrian and bicycle pathway on the Canada Line Bridge and ensured that Olympic Village station ($29 million) would be operational upon the line's opening.

Project design, procurement, construction, and implementation were overseen by RAVCO (later renamed Canada Line Rapid Transit Inc) on behalf of the funding partners.

Annual government contributions through 2008 (in millions) were as follows:

Year Vancouver BC government Canadian government Total disbursements through TransLink Airport disbursements
2008 $7.1 $59.6 $93.4 $163.2 $46.8
2007 $14.9 $58.4 $167.4 $336.7 $94.6
2006 $6.9 $17.2 $125.6 $322.5 $108.4
2005 $1.1 $117.1 $108.9 $209.4 $15.7

By 2008, TransLink’s net contributions amounted to roughly $271 million, with an additional commitment of $52 million made in 2009.

The line's operation is managed by the private sector under a 35-year agreement in return for a portion of fare revenues.

Initially, turnstiles were omitted from Canada Line stations to minimize initial expenses; however, stations were constructed to allow future installation if necessary. In April 2009, a joint funding initiative comprising federal ($30 million), provincial ($40 million), and TransLink ($30 million) contributions was announced to equip all SkyTrain stations—including those on the Canada Line—with turnstiles.

Construction

Work on the project commenced in October 2005 and reached completion by August 2009.

Upon finishing, the line comprised the following components:

Type of segment Distance
Tunnel 9,080 m
(29,790 ft)
Elevated 7,349 m
(24,111 ft)
Bridge 614 m
(2,014 ft)
At-grade 1,385 m
(4,544 ft)

Besides the main track length, approximately of additional track is present within the OMC.

Controversies

Critics asserted that the approval process lacked transparency and democratic legitimacy. In 2004, some argued that ridership estimates were exaggerated; nevertheless, actual passenger numbers surpassed these predictions by 2010 and continued to grow afterward. Questions were also raised about official denials of any link between the project and Vancouver’s successful bid for the 2010 Winter Olympics.

Public-private partnerships

Detractors of the RAV line’s public-private partnership (P3) model claimed it was driven by political motives and would escalate expenses due to private sector involvement. Conversely, the inclusion of private partners established fixed construction costs upfront. After increasing its financial commitment to $435 million, both the BC minister of transport and premier confirmed this amount as final, with any additional costs to be absorbed by the private proponent. The Canadian Union of Public Employees opposed employing a P3 arrangement for designing, building, and operating the Canada Line, citing limited public input during planning and deferring detailed design responsibilities to private entities.

Ridership projections

TransLink initially estimated an average daily ridership of 100,000 passengers as necessary to break even, anticipating this figure within roughly three years while covering any shortfalls. The Canada Line reached this milestone by late 2010, achieving it three years ahead of expectations. In 2017, TransLink CEO Kevin Desmond acknowledged that demand had outpaced initial capacity, particularly as transit-oriented developments along the corridor boosted ridership. Former Vancouver city councillor Gord Price observed that constraints related to meeting the 2010 Winter Olympics deadline and budget limitations resulted in conservative planning choices. To accommodate growing demand, an additional 12 trainsets were procured in 2018, increasing capacity by 35 percent by spring 2020.

Vancouver

Although earlier rapid transit proposals excluded using the Arbutus corridor along the disused CPR right-of-way, Vancouver city council reopened discussions regarding this option. The corridor, designated for transit and offering available space, could have been more economical compared to tunneling beneath Cambie Street. However, planners and RAVCO contended that Arbutus lacks key transit destinations such as Vancouver City Hall, Vancouver General Hospital, Oakridge Centre, and Langara College—all located along Cambie—which are critical for generating sufficient ridership. Moreover, Arbutus’s longer route would increase travel times, whereas Cambie presents greater potential for future passenger growth.

The Project Definition Report stipulated that service from Waterfront station to the airport must be completed within 25 minutes or less, effectively ruling out at-grade transit on either corridor. This travel time target was essential for attracting and maintaining ridership levels, especially since transfers increased compared to previous bus services.

Funding from partners was conditional upon meeting these criteria; substantial alterations risked withdrawal of financial support. Since the Arbutus option failed to satisfy these requirements, funding partners faced potential loss of contributions.

Residents along Cambie Boulevard established the Cambie Boulevard Heritage Society in 1994 to oppose changes to the green median featuring mature trees—including cherry trees gifted by Yokohama. They resisted surface-level, trench, or elevated rail options due to concerns over construction disruption, traffic impacts, costs, and tax implications. The society advocated for routing transit along Arbutus to minimize disturbance and expenses. Despite opposition, one of the final Canada Line proposals in 2004 included a trench segment beneath Cambie from 49th to 64th Avenues.

On June 18, 2004, the TransLink Board was evenly divided (6–6) on proceeding to the "best and final offer" phase. Opponents preferred a Cambie alignment with limited tunneling to reduce costs by approximately $300 million compared to a fully grade-separated design. In response, the province withdrew funding until after the 2010 Olympics, citing insufficient time for scope modifications. Mayors and councillors within TransLink failed to reach consensus on alternative plans.

This impasse led business leaders—including representatives from the Vancouver Board of Trade and tourism organizations—to urge provincial takeover through a public campaign. Although TransLink ultimately moved forward with the project, this episode had enduring effects on its governance structure and stakeholder relationships.

Richmond

Following the selection of an elevated design in Richmond, the municipal council expressed opposition to the RAV line and withheld its endorsement from RAVCO. The primary concerns centered on the visual intrusion and financial implications of extending the line into Richmond, along with varying impacts on enterprises situated on No. 3 Road.

A survey conducted in November 2004 among 11,750 residents revealed that 58% supported an elevated structure. Despite this majority, Richmond council explored shifting the elevated guideway westward to Minoru Boulevard if at-grade service along No. 3 Road proved impractical. Residents near Minoru responded with a petition bearing 666 signatures opposing this proposed route, advocating instead for discontinuing the project in favor of enhanced bus services on No. 3 Road.

Additional public engagement in December reaffirmed resistance to the Minoru alignment. Consequently, the council decided to advance the project, adopting a compromise by implementing single-track operation on a segment of the elevated portion within Richmond to minimize visual disruption.

Impact on local businesses

Initially, it was anticipated that construction along the Cambie corridor would involve bored tunneling. However, the awarded contract disclosed cut-and-cover methods between 64th and 2nd Avenues, raising concerns about disturbances to businesses located on Cambie Street, Yaletown, and Richmond’s No. 3 Road. Yaletown merchants expressed surprise when the Yaletown-Roundhouse station was positioned north of Pacific Boulevard on Davie Street rather than to the south.

InTransitBC initiated a marketing campaign aimed at promoting commercial establishments along the transit line. Despite these promotional efforts, many Cambie Street businesses endured substantial financial setbacks during construction. Appeals for government compensation and subsequent legal actions were unsuccessful, resulting in no reparations granted. Nevertheless, since completion, the Canada Line has been associated with increased property values along Cambie Street and within Richmond.

Impact on expansion of other transit options

The development of the Canada Line faced criticism for its limited effect on enhancing transit service or alleviating congestion along the Broadway corridor leading to UBC, which accommodates over 100,000 bus trips daily on weekdays—many continuing to University of British Columbia. Moreover, the Evergreen Extension rapid transit initiative experienced delays until 2016. Given that TransLink exclusively finances bus operations, any shortfall in funding could potentially trigger reductions in bus services.

Hiring practices

Labour conflicts emerged concerning wages and union representation during Canada Line construction. In April 2006, SELI Canada and SNC (Pacific) employed a group of 36 Latin American workers from Costa Rica, Ecuador, and Colombia to assemble the tunnel boring machine (TBM) and excavate the final two kilometers beneath downtown Vancouver. Initially compensated at US$1,000 per month for 65-hour workweeks (equating to under $4 per hour), these temporary workers joined Construction and Specialized Workers Unions Local 1611 and achieved union certification in June 2006—the first instance of temporary foreign construction workers unionizing in Canada.

Prior to commencing collective bargaining, wages were increased unilaterally to $14.21 per hour with reduced hours but without union involvement. This action prompted an unfair labour practice complaint; however, the BC Labour Relations Board ruled in favor of the employer due to errors in wage calculations. Negotiations subsequently stalled until August 2006 when the board mandated a return to bargaining.

In September 2006, breakdowns in negotiations led workers to threaten strike votes as leverage for renewed discussions. After nearly two years of legal proceedings, the BC Labour Relations Board dismissed all unfair labour practice allegations brought by the union.

Separately, allegations arose claiming discrimination based on nationality: Latin American employees earned only half as much as European counterparts performing identical TBM duties despite wage increases. On November 9, 2007, the BC Human Rights Tribunal determined that Latin American workers had been coerced into signing anti-union petitions due to fears of job loss, which undermined investigations into discriminatory practices.

Upon completion of tunneling work in March 2008, most workers were laid off and repatriated; only five were rehired by SELI. On December 3, 2008, the tribunal ruled in favor of discrimination claims, banning wage disparities based on country of origin and awarding approximately $50,000 each—including punitive damages—to affected Latin American workers for a total near $2.5 million.

SELI Canada filed an appeal but ultimately reached a settlement in December 2012; workers accepted payments amounting to half of the original award.

External links

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