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CTrain

The CTrain is a transit (LRT) system serving Calgary, Alberta, Canada, operated by the city's public transportation authority, . It comprises two primary lines—the Red Line and the Blue Line—spanning approximately 59 kilometres with 45 stations, providing electric-powered service through dedicated rights-of-way, tunnels, and street-level tracks. Construction of the CTrain began in 1978 as part of Calgary's response to rapid urban growth and traffic congestion, with the initial 10.9-kilometre south line from Anderson station to the downtown core opening on May 25, 1981. This made it one of the first modern LRT systems in North America, featuring high-floor platforms and articulated light rail vehicles powered by overhead catenary wires. Over the decades, the network has expanded northwest and northeast, reaching current endpoints at Tuscany and Somerset–Bridlewood on the Red Line, and Saddletowne and 69 Street on the Blue Line, with a downtown tunnel section added in 2011 to improve reliability. The CTrain is integral to Calgary's integrated transit network, which includes buses and BRT corridors, facilitating over 101 million annual trips citywide in 2024, with ridership continuing to grow in 2025, and connecting key areas like the downtown core, , Stampede Park, and suburban communities. Its design emphasizes accessibility with ramps, low-emission operations, and a free-fare zone in , contributing to reduced roadway congestion and environmental benefits. The system achieves notably high ridership density compared to many North American LRT networks, driven by frequent service intervals of 4–15 minutes and integration with park-and-ride facilities. Ongoing developments include the Green Line LRT project, a 16-kilometre southeast-to-northeast extension with 10 new stations; construction on the southeast segment began in spring 2025 and is expected to open around 2031, alongside vehicle fleet modernization and track upgrades to handle growing demand from Calgary's expanding population. These enhancements aim to support sustainable urban mobility, with projecting continued ridership growth amid the city's economic diversification beyond oil and gas.

History

Origins and planning

In the 1970s, Calgary underwent explosive urban growth driven by the global , with the 's population surging from approximately 400,000 in to over 592,000 by , fueled by an influx of workers and economic prosperity from Alberta's . This rapid expansion led to sprawling suburbs, increased automobile dependency, and severe on roadways, prompting planners to seek efficient mass transit solutions to connect growing residential areas in the and northeast with the . Early transportation studies in the had highlighted the limitations of bus-only systems, advocating for rail-based to accommodate projected ridership and support amid the post-oil boom challenges. Key milestones in the project's inception included the 1976 provincial government announcement committing funds for Calgary's light rail transit (LRT) system, following a comprehensive city study that recommended LRT as the optimal mode for high-capacity urban mobility. In May 1977, Calgary City Council formally approved the implementation of the LRT, marking one of the earliest such systems in and setting the stage for detailed design and procurement. In 1978, provincial legislation and funding agreements provided the framework to enable construction and operations, facilitating coordination between municipal and provincial authorities. In 1978, the city awarded a to a Duewag/Bombardier consortium to manufacture the initial fleet of 70 light rail vehicles, emphasizing and compatibility with the planned infrastructure. Planning efforts focused on the north-south corridor, with route alignments finalized for the inaugural south line extending from to Anderson Station, prioritizing at-grade tracks through existing rights-of-way to minimize costs and disruption. Environmental impact assessments and engineering feasibility studies, including geotechnical evaluations and traffic modeling, were completed by , confirming the viability of the 10.9 km initial segment while addressing urban integration concerns such as noise mitigation and station accessibility. The first phase was budgeted at $151 million, funded through a tripartite agreement with contributions from the federal government ($75.5 million), the provincial government ($50.3 million), and the City of ($25.2 million), reflecting shared commitment to alleviating the city's transportation bottlenecks.

Initial construction and opening

Construction of the Calgary CTrain system commenced in 1978, focusing initially on the south line spanning 10.9 kilometers from 7 Avenue SW in to Anderson Station. This route incorporated a combination of at-grade trackage in suburban areas and elevated sections to navigate urban terrain, with the downtown segment integrated directly into the pedestrian-oriented 7th Avenue SW transit mall for seamless access. The project marked Calgary Transit's adoption of a fare collection system, the first implemented on a network in , eliminating the need for onboard conductors and fare gates to reduce operational costs. The south line officially opened for on May 25, 1981, after three years of construction, serving 11 stations and transforming accessibility. The inaugural fleet comprised 70 U2 vehicles, with shells imported from and final assembly completed locally by at the Anderson LRT yard, enabling efficient two-car train operations from the outset. This launch was celebrated with Mayor at the controls of the first train, symbolizing the city's commitment to modern public transit amid rapid population growth. Expansion followed swiftly, with the northeast line—adding 9.8 kilometers and eight new stations from the to Whitehorn Station—opening on April 27, 1985, to accommodate growing demand in that quadrant. Two years later, on September 7, 1987, the northwest line debuted, extending 5.8 kilometers from downtown to the campus with five stations, timed to support the and further integrate educational and residential areas. These early extensions established the system's radial structure, prioritizing high-density corridors. The initial phase faced financial hurdles, including cost overruns that elevated the south line's total expenditure to approximately $175 million Canadian, surpassing preliminary budgets due to inflation and design refinements. Despite these challenges, the system's completion ahead of schedule for the core route underscored effective , setting a benchmark for subsequent North American developments.

Major expansions and upgrades

The CTrain system underwent significant expansions in the late 1980s, beginning with the northwest leg that opened on September 7, 1987, extending service to the station with approximately 5.8 km of track and five new stations, enhancing connectivity for commuters and event attendees in preparation for the . Further extensions to the northwest line followed, including the 1990 opening to Brentwood station (0.8 km, 1 station) and the 2003 opening of Dalhousie station, which added 2.8 km and introduced the system's first four-car platform to accommodate increasing demand. In the early 2000s, the south line saw major growth with the Phase I extension opening on October 9, 2001, from Anderson station to Fish Creek–Lacombe, spanning 3.4 km and adding two stations (Canyon Meadows and Fish Creek–Lacombe) to address population booms in southern communities. This was followed by the completion of the south line to Somerset–Bridlewood on June 28, 2004, which extended another 3.6 km with two stations (Shawnessy and Somerset–Bridlewood), marking a key step in balancing the network's reach across the city's southern suburbs. Additional expansions included the northeast line to McKnight-Westwinds in 2007 (3.2 km, 1 station), the northwest line to in 2009 (2.1 km, 1 station), the west line (Blue Line extension) to 69 Street in 2012 (5.3 km, 4 stations), and the northwest line to in 2014 (2.4 km, 1 station). By 2014, these efforts had expanded the network to approximately 59 km. Throughout the , upgrades focused on modernizing infrastructure, including platform extensions at multiple stations to support longer trains and higher capacity, with projects like those at 7th Avenue stations enabling four-car operations by 2015. Signal system improvements, such as the 2017 upgrade to the Opticom traffic signal priority system using GPS technology, enhanced intersection efficiency and reduced delays for LRT vehicles crossing at-grade roadways. refurbishments during this decade transformed the 7th Avenue Transit Mall, with a multi-year project completed in 2013 that rebuilt 11 stations, added accessible features, improved lighting, and integrated pedestrian-friendly landscaping to boost safety and urban connectivity. Preparatory work for the West LRT extension, including sections completed in 2011, improved system reliability ahead of its 2012 opening. Policy and funding shifts underpinned these developments, notably the 2007 West LRT Report, which secured provincial commitment for new lines and spurred LRT growth planning. The 2012 RouteAhead strategic plan further committed to expanding the LRT network over 30 years, prioritizing high-ridership corridors and integrating transit with land-use policies. Provincial investments in the 2010s, including $800 million from in 2010 for transit infrastructure and an additional $258.9 million in 2016 toward LRT expansions, provided critical financial support for these initiatives. A notable milestone was the 2019 rebuild of Plaza station, completed in April after starting in 2018, which upgraded platforms, accessibility, and integration with surrounding public spaces without service disruptions.

Current system

Lines and routes

The CTrain operates two primary lines—the Red Line and the Blue Line—that intersect in 's , forming a Y-shaped network serving the city's major quadrants. The Red Line totals 35 km in length, with its south leg extending from City Hall station to Somerset–Bridlewood station and its northwest leg from City Hall to Tuscany station, serving residential and commercial areas in southern and northwestern . A shared downtown segment, approximately 2.5 km long along 7th Avenue SW, connects these legs, enabling bidirectional service without dedicated branches in the core. The Blue Line measures 25.7 km overall, with its northeast leg running from City Hall to Saddletowne station and its west leg from City Hall to 69 Street station, serving mixed-use developments and park-and-ride facilities in northeastern and western Calgary. Like the Red Line, it utilizes the shared downtown segment for seamless integration, supporting cross-quadrant travel. As of 2025, the CTrain network includes 45 stations and spans 59.9 km of route length along key urban corridors from suburban origins to the city center. Interline transfers between the Red and Blue lines are facilitated at 7th Street SW and within the downtown pedestrian mall, with peak-hour frequencies of 3–5 minutes ensuring high-capacity service during rush periods. This configuration stems from phased expansions that have progressively extended the lines since the system's inception.

Stations and infrastructure

The CTrain network consists of 45 stations spread across its two main lines, designed to serve both urban cores and suburban areas efficiently. These stations incorporate a mix of at-grade configurations, which dominate the system for cost-effective integration with street-level environments, alongside elevated structures in sections like the West LRT extension to navigate challenging terrain and underground elements in select areas to minimize surface disruption. A key infrastructure upgrade across the network involves extending platform lengths to 120 meters at all stations, enabling the operation of four-car to boost peak-hour capacity by approximately 33 percent without increasing service frequency. The overall system spans 59.9 kilometers of route length. All stations operate under a system, where passengers must retain valid fares for inspection by transit officers, a model reinforced in 2025 with mandatory mobile ticket validation scanners at to curb evasion and streamline boarding. The CTrain integrates closely with Calgary's MAX network, featuring coordinated timetables and shared facilities at major interchanges like Saddletowne and stations for seamless travel. City Hall station stands out as the central , linking the and with direct pedestrian access to government buildings, commercial districts, and a free-fare zone along 7th Avenue SW, handling a significant portion of daily transfers. Accessibility is a core feature, with 100 percent of stations equipped with ramps, elevators, , and audio-visual announcements to support riders with mobility, visual, or hearing impairments, in line with Calgary Transit's commitment to standards. Safety enhancements, implemented following a series of incidents around 2020, include upgraded LED lighting at all platforms for improved footage and perimeter along at-grade tracks to prevent unauthorized access and reduce risks.

Rolling stock and operations

The CTrain's rolling stock consists of high-floor vehicles (LRVs) manufactured by , including the U2 series built between 1981 and 2001 and newer S200 models delivered from 2015 onward. The fleet totals 217 vehicles as of 2025, with recent additions of 15 S200 LRVs in that year to support expansion. These vehicles feature a top speed of 80 km/h and are designed for bi-directional operation on the system's dedicated rights-of-way. The average fleet age is approximately 25 years, with reliability maintained through ongoing modernization programs that have achieved on-time performance rates above 95% in peak operations. Train configurations are typically three cars long for standard service, providing a capacity of about 400 passengers per train during peak hours. A transition to four-car trains on high-demand routes, such as the Red Line, began in 2025 to accommodate growing ridership, increasing capacity by 33%. A two-car service pilot on weekends was tested earlier in 2025 but discontinued after one weekend. The initial fleet in 1981 comprised 34 U2 LRVs to launch the system. Daily operations span approximately 20 hours, from 4:00 a.m. to on weekdays and slightly shorter on weekends, with headways as frequent as every 4 minutes during rush hours. Signaling and automated train control () systems were upgraded in the early 2020s by to enhance safety, reduce headways, and support longer consists, including elements for collision avoidance. Each train is staffed by a single , eliminating the need for conductors to streamline costs and operations. Recent infrastructure updates include the expansion of the Haysboro storage facility, completed in fall 2025, which increased capacity to 76 LRVs overall, with indoor storage for 58 vehicles to house new additions. procured 31 additional S200 LRVs from in a announced in 2023, with deliveries continuing through 2027 to address fleet growth and replace aging units. These enhancements ensure the system can handle projected ridership increases while maintaining high availability.

Fares and accessibility

Fare structure and payment methods

The system, which operates the CTrain , employs a flat fare structure for travel within the , with no additional zoning charges for standard routes. A single adult fare costs $3.80 and is valid for 90 minutes of continuous travel, allowing unlimited transfers between buses, CTrain, and other services during that period. fares are priced at $2.55 for the same duration, while children aged 12 and under ride free. Day passes provide unlimited travel for one calendar day at $11.95 for adults and $8.75 for youth, offering a cost-effective option for multiple trips. Monthly passes are available at $118 for adults and $86 for youth, with low-income monthly passes offered on an income-based sliding scale to subsidize access for eligible residents. The CTrain operates under Calgary's flat fare system. Connections to regional services beyond , operated by neighboring authorities, require separate fares. A designated free fare zone exists along the downtown 7 Avenue corridor between City Hall and West/Kerby stations, where no payment is required for boarding or alighting within that segment. Payment methods for CTrain rides emphasize pre-validation to access fare-restricted platforms, with options including cash fares paid directly on buses (though not on CTrain), pre-purchased paper tickets in books of 10 available from over 200 vendors or online, and ticket vending machines (TVMs) located at all CTrain stations that accept cash (coins only), credit, and debit cards. The My Fare enables contactless purchases and digital tickets for smartphones, requiring activation and validation via platform validators or on-bus scanners before boarding; paper tickets from TVMs are automatically validated upon purchase. As of July 2025, all mobile tickets must be explicitly validated at CTrain platforms to comply with fare rules, enhancing while maintaining convenience for riders. Fare policies enforce at all times within restricted areas, with transit peace officers authorized to check validations randomly; failure to present a valid , , or results in a $250 fine for , payable separately from and potentially escalated to collections if unpaid. The 90-minute window supports seamless multimodal trips but does not extend to future use of single , which expire after validation if not immediately utilized. These measures aim to balance accessibility with revenue sustainability, briefly integrating with broader equity policies for subsidized access.

Accessibility features and policies

Calgary Transit's CTrain system incorporates various physical features to enhance usability for passengers with disabilities, seniors, and families. All 45 CTrain stations are equipped with elevators, ramps, or ground-level access to ensure barrier-free entry. Vehicles feature deployable ramps at doors to bridge the step gap for wheelchair users and those with mobility aids, facilitating independent boarding. Priority seating areas are designated near accessible doors in every CTrain car, reserved for individuals with restricted mobility, seniors, parents with strollers, and expectant mothers. To support passengers with visual impairments, Calgary Transit has implemented tactile walking surface indicators (TWSIs) at select CTrain platforms, including City Hall and Bridgeland-Memorial stations, as part of a pilot project launched in 2023 to provide detectable warnings of edges and direction. These blue strips offer a textured change underfoot or with a cane, serving as both navigational aids and safety barriers against passing trains. The Transit app, available for smartphones, includes route planning and real-time tracking features compatible with screen readers for users with low vision. Calgary Transit Access (CTA) provides specialized paratransit services for registered passengers unable to use conventional buses or CTrains due to disabilities, offering door-to-door, shared-ride transportation in lift-equipped vehicles operating from 6 a.m. to midnight daily. Eligibility is assessed based on functional limitations, such as challenges with weather, crowds, or distances, and includes options for attendants if required for safety. Companions may accompany eligible riders on CTA trips when space allows, though they must pay the standard fare. Travel training programs offer one-on-one sessions to build confidence in navigating the CTrain system independently. The system adheres to the City of 's Access Design Standards, which exceed national requirements for in . Ongoing evaluations, including advisory input from the Accessibility Advisory Committee, guide improvements such as platform enhancements and fare gate assessments to maintain compliance and inclusivity.

Ridership and performance

Historical and current ridership

The CTrain system commenced operations on May 25, 1981, initially serving an estimated 40,000 passengers per day on its single south line from Anderson to the . Ridership grew steadily over the decades, driven by system expansions and Calgary's population boom, reaching a pre-pandemic peak of approximately 300,000 weekday boardings in 2019. The caused a sharp decline, with 2020 ridership falling to levels not seen in decades, but recovery was swift, aided by policies such as extended validity for low-income passes and eventual service restorations. By 2023, CTrain ridership had surpassed 2019 levels, exceeding 100 percent of pre-pandemic figures. In 2024, annual CTrain boardings totaled approximately 94 million, reflecting a 12 percent year-over-year increase for overall ridership amid continued population growth of about 6 percent. As of the second quarter of 2025, average weekday ridership stood at 279,200, positioning the CTrain as Canada's busiest system and one of North America's most utilized, outpacing systems like San Francisco's in per-mile ridership efficiency. This growth has been fueled by urban expansion, post-pandemic shifts toward public transit, and temporary measures like free or extended fares for recovery periods, though full free transit was not broadly implemented. Rising demand has led to overcrowding challenges, particularly during rush hours and events like the , prompting to expand four-car train configurations in 2025, including additions during summer peak periods, to boost capacity by up to 200 passengers per trip. Ongoing investments in the Primary Transit Network and anticipated extensions support continued ridership growth.

Service frequency and capacity

The Calgary CTrain system provides frequent service across its lines to meet commuter demand, with headways varying by time of day and segment. During peak hours on shared downtown trackage, trains operate at intervals of 3 to 4 minutes, enabling high throughput on the busiest corridors. Off-peak service typically features headways of 7 to 10 minutes, ensuring reliable connections throughout the day. Weekend and holiday schedules incorporate variations to balance and efficiency. In March 2025, Calgary Transit initiated a pilot project running two-car trains on weekends and statutory holidays, reducing from the standard three- or four-car configurations to match lower average loads of about 84 passengers per trip outside special events. The pilot was discontinued after one weekend due to concerns, with three-car trains reinstated on Saturdays during busier periods, such as events, to accommodate up to 300 passengers while staying below the 400-person of two-car sets. Each CTrain car has a of approximately 200 passengers, allowing four-car trainsets to carry up to 800 people and support peak-hour performance of around 7,200 passengers per hour per direction on core lines. This is set to increase to 12,000 passengers per hour per direction with platform upgrades for consistent four-car operations. Downtown bottlenecks, where all lines converge on a single bidirectional track, limit overall system efficiency despite these frequencies. Ongoing improvements in 2025 include enhanced transit signal priority measures to favor LRT over intersecting traffic, aiming to boost on-time reliability and reduce delays on surface segments. The system's primary network targets headways of 10 minutes or better for at least 15 hours daily, seven days a week, as outlined in 's service guidelines.

Facilities and maintenance

Maintenance depots and yards

The Anderson LRT Maintenance Facility, situated in southwest adjacent to Anderson , functions as the primary southern hub for CTrain vehicle (LRV) storage, repair, and overhaul. Opened in in preparation for the system's inaugural service, the facility spans over 30,000 square meters and supports light and heavy-duty maintenance operations, including a for repairs and a for component work. It also features a dedicated connecting to Canyon Meadows for performance evaluations post-maintenance. With capacity for around 120 LRVs, the site handles routine servicing to accommodate the growing fleet, including brief references to the SD-160 and Bombardier models in current use. The Haysboro Yard, located further south near Haysboro station, provides supplementary and basic capabilities, originally constructed in 1984 to support the expanding southern leg of the Red Line. The expansion project, completed in fall 2025, enhances its infrastructure for four-car train configurations, boosting total to 76 LRVs, of which 58 can be housed indoors to protect against weather exposure. This upgrade, initiated in the early , includes provisions for increased and fleet expansion, ensuring the facility can service additional vehicles as ridership demands grow. The Oliver Bowen Maintenance Facility, located in northeast at 3910 54 Ave NE, serves as the primary northern hub for LRV storage, light and heavy-duty maintenance, and operations. Opened around 2012, it supports the northeast extensions of the and , with capacity for multiple LRVs and features including a wash lane and training facilities. At both depots, maintenance encompasses comprehensive inspections, repairs, and overhauls of LRV components such as electrical systems, , and structural elements, performed by specialized electro-mechanics to maintain and reliability. These sites incorporate features like wheel truing equipment and paint booths for precise refurbishments, with processes designed to minimize downtime and support the system's high-frequency operations. Environmental measures, including emission controls during servicing, align with broader sustainability goals for Transit's infrastructure.

Control systems and technology

The Calgary CTrain system employs a conventional wayside block signaling system to manage train movements and ensure safety, dividing the tracks into fixed blocks where only one train can occupy a section at a time. This setup is supplemented by magnetic inductive trip stops that automatically enforce red-light conditions by applying brakes if a train passes a stop signal at danger, preventing unauthorized movements. Central oversight is provided through the Operations Control Centre (OCC), which uses (AIM) technology from to monitor and control the fleet, including real-time status of vehicles, tracks, and switches. Key features include automatic train supervision from the OCC, where operators use large video walls—such as a curved 9x2 array of 70-inch displays dedicated to LRT track management—to track train positions, detect anomalies, and coordinate responses. Real-time tracking is accessible to passengers via mobile apps like the official Calgary Transit app and third-party tools, which leverage General Transit Feed Specification Realtime (GTFS-RT) data for live updates on train locations and arrival times every 30 seconds. Integration with urban traffic signals enhances efficiency, particularly in downtown Calgary's transit mall, where synchronized signals allow trains to proceed without stopping at intersections, and transit signal priority (TSP) systems adjust light timings to minimize delays at at-grade crossings. Recent upgrades have modernized the infrastructure, including a 2016 fleet refurbishment by that incorporated updated onboard signaling and passenger information systems for improved reliability. The city's dark fiber optic network, accessible to , supports high-speed data transmission for control and systems, enabling secure across the network. Cybersecurity measures are integrated into the OCC's unified platform, which includes IP-based from Genetec's Security Center Omnicast to monitor operations and detect potential threats in real time. The system's safety record underscores its effectiveness, attributed to the block signaling and trip stops. Emergency protocols emphasize rapid response, including 24/7 patrols by transit peace officers, help buttons on platforms that connect directly to the OCC, and the Transit Watch texting service (text 74100) for discreet reporting of unsafe situations, which has seen increased usage since its launch in 2019.

Future plans

Extensions to existing lines

The Blue Line's west leg extension is planned to reach 85 Street SW, providing LRT service to existing communities in west . This project has been part of long-term planning since the through Calgary Transit's RouteAhead strategic plan, which identifies it as a key component of the primary transit network. Although specific funding for the west extension was not allocated in 2024 or 2025, the government provided $43.3 million over three years specifically for the Blue Line northeast extension to 88 Avenue NE, supporting design and preparatory work for that segment. The Red Line's south extension proposes a 4 km addition from Somerset-Bridlewood Station to 210 Avenue SW, including two new stations at and 210 Avenue SW, to serve growing southeast communities such as , , and . Feasibility and functional planning studies for this extension began with prioritization in the early 2020s and advanced through public engagement in 2025, with design expected to complete by 2026. As of November 2025, Phase 2 planning is in progress, including public sessions on station concepts. Other proposed augmentations include a potential northwest extension of the Red Line beyond the existing terminus, aligned with RouteAhead's vision for further growth to accommodate population increases in northwest . Construction for such extensions is targeted post-2027, subject to funding availability, with estimated costs around $500 million per major project based on similar LRT developments. As of 2025, environmental assessments and functional planning remain ongoing for these extensions, incorporating public input and alignment with broader goals. These projects are designed for integration with Calgary's BRT , such as the MAX line, to enhance connectivity and multimodal access in growing areas.

Green Line development

The Green Line is a planned 46-kilometer north-south (LRT) line for Calgary's CTrain system, extending from 160 Avenue North to Seton in the southeast, with a total of 29 stations and an estimated full-project cost of approximately $20 billion. This new corridor will connect to the existing Red and Blue lines at key interchange points, enhancing north-south capacity across the city. Development has progressed in phases since initial planning in the , with significant advancements in 2024 and 2025 following revisions to address funding and scope challenges. Phase 1, funded at $6.248 billion by contributions from the City of Calgary ($2.9 billion), the Government of Alberta ($1.5 billion), and the Government of Canada ($1.8 billion), covers 17.2 km with 12 stations from Shepard (north of Seton) to north of downtown, including a 16 km southeast segment from Shepard to Event Centre/Grand Central Station near Stampede Park and a 1.2 km elevated downtown segment along 7th Street SW and 8th Avenue SE with additional stations. Construction on the southeast portion officially started in spring 2025, following a groundbreaking ceremony on June 26, 2025, and is projected for completion by 2031. Design work for the downtown portion advanced in 2025, with completion expected by 2026 and construction to commence in 2027, as affirmed by provincial commitments to elevated tracks. Future extensions south from Shepard to Seton and north from downtown are planned but unfunded as of 2025. The north leg is planned to cover the remaining approximately 28.8 km to 160 Avenue North with 15 stations and remains in the planning phase through 2025-2027. Funding hurdles for northern segments were partially addressed in 2024 through revised Phase 1 approval, securing additional support while streamlining scope. To operate the line, has contracted () for 28 Urbos 100 low-floor vehicles, designed for full accessibility and compatibility with the existing CTrain network. Manufacturing of these vehicles is scheduled to begin in 2025, with deliveries starting in 2027 and completing by 2029 to align with phased openings.

Airport spur and other connections

The proposed airport spur for Calgary's CTrain system involves a dedicated branch connecting the Line at the 96 Avenue NE station to (YYC), enhancing transit access for passengers and employees. This approximately 5 km extension would feature 1-2 intermediate stations, such as a multi-modal hub west of and an station, allowing seamless integration with existing LRT lines. Discussions on the project intensified during Calgary city council meetings in early 2025, where councillors were briefed on a preferred route option that prioritizes an east-west connection linking the and via the . A for the rail connection, initiated in 2023, evaluated multiple alignments and recommended the Green Line spur as a key component of an integrated regional network. Potential construction is targeted for 2028-2030, aligning with broader provincial transit timelines, though phased development could adjust based on funding approvals. The estimated cost for the spur is around $800 million, to be shared between the City of and the Calgary Airport Authority, covering infrastructure like grade-separated track and automated signaling to minimize disruptions. Benefits include reducing airport access time to approximately 15 minutes from via direct service, with ridership projections estimating up to 10,000 daily users by supporting frequent operations of up to four trains per hour at full build-out. Beyond the airport spur, other connectivity projects aim to expand CTrain integration with (BRT) and . For instance, the MAX BRT network, including routes like MAX Green (formerly Route 301), incorporates design elements for future conversion to , such as dedicated lanes along corridors like 96 Avenue NE, to facilitate seamless upgrades without major reconstruction. Similarly, MAX Yellow BRT enhancements are planned with LRT compatibility in mind, enabling extensions that tie into existing CTrain lines for improved north-central access. Alberta's Passenger Rail Master Plan, completed in summer 2025, outlines intercity ties that could link CTrain to regional services, including commuter rail options connecting to surrounding communities like Airdrie and Cochrane. This plan proposes integrating airport-adjacent stations with high-speed or commuter routes to and , potentially using existing CP Rail corridors for efficient expansion. These connections would boost economic linkages by providing reliable transit alternatives to highways, with initial implementation decisions expected in fall 2025.

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