GREATER VANCOUVER REGIONAL DISTRICT TRANSPORTATION COMMITTEE

REGULAR MEETING

Wednesday, May 7, 2014

Time change: 1:00 p.m.

2nd Floor Boardroom, 4330 Kingsway, Burnaby, British Columbia.

R E V I S E D A G E N D A1

1. ADOPTION OF THE AGENDA

1.1 May 7, 2014 Regular Meeting Agenda That the Transportation Committee adopt the agenda for its regular meeting scheduled for May 7, 2014 as circulated.

2. ADOPTION OF THE MINUTES

2.1 April 9, 2014 Regular Meeting Minutes That the Transportation Committee adopt the minutes of its regular meeting held April 9, 2014 as circulated.

3. DELEGATIONS No items presented.

4. INVITED PRESENTATIONS No items presented.

5. REPORTS FROM COMMITTEE OR STAFF

5.1 Metro Vancouver ‘Facts in Focus’ Series Designated Speaker: Elisa Campbell, Director, Regional and Strategic Planning Planning, Policy and Environment Department That the Transportation Committee provide input to the development of a Metro Vancouver ‘Facts in Focus’ series, to include planning and transportation issues related to Metro Vancouver’s regional planning mandate.

1 Note: Recommendation is shown under each item, where applicable.

May 2, 2014 Transportation Committee Regular Agenda May 7, 2014 Agenda Page 2 of 3

5.2 Federal Gas Tax Program Designated Speaker: Ray Kan, Senior Regional Planner Planning, Policy and Environment Department That the Transportation Committee receive for information the report dated April 30, 2014, titled “Federal Gas Tax Program”.

5.3 Proposed TransLink Projects for Federal Gas Tax Funding – Part 1 Designated Speaker: Ray Kan, Senior Regional Planner Planning, Policy and Environment Department That the GVRD Board endorse the following projects in TransLink’s application for federal gas tax funding: a) 2016 Conventional Bus Replacement; b) 2017 Conventional Bus Replacement; c) Trolley Overhead Rectifier Replacement – Metrotown; d) Automated Train Control Equipment Replacement; and e) Surrey Transit Centre CNG Facility Retrofit.

5.4 Proposed TransLink Projects for Federal Gas Tax Funding – Part 2 Designated Speaker: Ray Kan, Senior Regional Planner Planning, Policy and Environment Department That the GVRD Board endorse the following projects in TransLink’s application for federal gas tax funding: a) West Coast Express Rail Cars Buyout; b) Additional funding for Compass Card Bus Upgrades; and c) Additional funding for Hamilton Transit Centre – Richmond.

5.5 Manager’s Report Designated Speaker: Elisa Campbell, Director, Regional and Strategic Planning Planning, Policy and Environment Department That the Transportation Committee receive for information the report dated April 30, 2014, titled “Manager’s Report”.

6. INFORMATION ITEMS No items presented.

7. OTHER BUSINESS No items presented.

8. RESOLUTION TO CLOSE MEETING No items presented.

May 2, 2014

Transportation Committee - 2 - Transportation Committee Regular Agenda May 7, 2014 Agenda Page 3 of 3

9. ADJOURNMENT/TERMINATION That the Transportation Committee conclude its regular meeting of May 7, 2014.

Membership: Watts, Dianne (C) – Surrey Drew, Ralph – Belcarra Schaffer, Ted – Langley City Jackson, Lois (VC) – Delta Forrest, Mike – Port Coquitlam Stewart, Richard - Coquitlam Brodie, Malcolm – Richmond Harris, Maria – Electoral Area A Walton, Richard – North Vancouver District Clay, Mike – Port Moody Meggs, Geoff – Vancouver Wright, Wayne – New Westminster Corrigan, Derek – Burnaby Mussatto, Darrell – North Vancouver City

May 2, 2014

Transportation Committee - 3 - 2.1 GREATER VANCOUVER REGIONAL DISTRICT TRANSPORTATION COMMITTEE

Minutes of the Regular Meeting of the Greater Vancouver Regional District (GVRD) Transportation Committee held at 12:30 p.m. on Wednesday, April 9, 2014 in the 2nd Floor Boardroom, 4330 Kingsway, Burnaby, British Columbia.

MEMBERS PRESENT: Vice Chair, Director Lois Jackson, Delta Director Malcolm Brodie, Richmond Director Mike Clay, Port Moody Director Derek Corrigan, Burnaby Director Ralph Drew, Belcarra Councillor Mike Forrest, Port Coquitlam Director Geoff Meggs, Vancouver (arrived at 12:55 p.m.) Director Darrell Mussatto, North Vancouver City Mayor Ted Schaffer, Langley City Director Richard Stewart, Coquitlam Director Richard Walton, North Vancouver District Director Wayne Wright, New Westminster

MEMBERS ABSENT: Chair, Director Dianne Watts, Surrey Director Maria Harris, Electoral Area A

STAFF PRESENT: Elisa Campbell, Director, Regional and Strategic Planning, Planning, Policy and Environment Carol Mason, Chief Administrative Officer Janis Knaupp, Assistant to Regional Committees, Board and Information Services, Legal and Legislative Services

1. ADOPTION OF THE AGENDA

1.1 April 9, 2014 Regular Meeting Agenda

It was MOVED and SECONDED That the Transportation Committee adopt the agenda for its regular meeting scheduled for April 9, 2014 as circulated. CARRIED

Minutes of the Regular Meeting of the GVRD Transportation Committee held on Wednesday, April 9, 2014 Page 1 of 10

Transportation Committee - 4 - 2. ADOPTION OF THE MINUTES

2.1 March 12, 2014 Regular Meeting Minutes

It was MOVED and SECONDED That the Transportation Committee adopt the minutes of its regular meeting held March 12, 2014 as circulated. CARRIED

3. DELEGATIONS No items presented.

4. INVITED PRESENTATIONS No items presented.

5. REPORTS FROM COMMITTEE OR STAFF

5.1 Metro Vancouver Comments on Port Metro Vancouver’s Draft Land Use Plan Report dated February 24, 2014 from Eric Aderneck, Senior Regional Planner, Planning, Policy and Environment, providing staff comments related to Port Metro Vancouver’s current draft Port Land Use Plan.

Members were provided a presentation about Port Metro Vancouver’s draft Land Use Plan (the Plan) highlighting: development process; Port and Plan overview; Port planning areas; relationship to Metro 2040; Metro Vancouver comments; and expanded implementation measures.

12:55 p.m. Director Meggs arrived at the meeting.

Comments were offered about: • Metro Vancouver comments not being integrated/reflected • Impacts to agricultural land • A lack of public interest and mainly business focus • Given industrial land challenges, concerns about the land parcel located at the mouth of Seymour River being designated Recreation • Protecting economic and transportation needs and exploring Fraser River short-sea shipping opportunities

In response to questions, members were informed about: • The need to extend the comment deadline to May 2, 2014 • Staff communicating to Port Metro Vancouver about maps needing to clearly identify the beginning and end of water and land designations • Conservation designations in navigable waters not restricting economic uses • Next steps for the Plan

Minutes of the Regular Meeting of the GVRD Transportation Committee held on Wednesday, April 9, 2014 Page 2 of 10

Transportation Committee - 5 - Main Motion It was MOVED and SECONDED That the GVRD Board: a) endorse the comments on Port Metro Vancouver’s Draft Land Use Plan as contained in the report titled, “Metro Vancouver Comments (2014) on Port Metro Vancouver’s Draft Land Use Plan”, dated February 24, 2014; and b) reiterate the Board’s objection to the use of agricultural land for port purposes.

Members discussed Port Metro Vancouver responding to issues raised by Metro Vancouver which have not been integrated into the Plan.

Amendment to the Main Motion It was MOVED and SECONDED That the Committee amend the Main Motion by adding: “and c) request that Port Metro Vancouver respond to the issues raised in the report prior to finalizing the Plan.” CARRIED

Question on the Main Motion as Amended Question was then called on the Main Motion as amended and it was CARRIED Councillor Forest voted in the negative.

The Main Motion as amended now reads as follows: “That the GVRD Board: a) endorse the comments on Port Metro Vancouver’s Draft Land Use Plan as contained in the report titled, “Metro Vancouver Comments (2014) on Port Metro Vancouver’s Draft Land Use Plan”, dated February 24, 2014; and b) reiterate the Board’s objection to the use of agricultural land for port purposes; and c) request that Port Metro Vancouver respond to the issues raised in the report prior to finalizing the Plan.”

Presentation material titled “Metro Vancouver Comments on Port metro Vancouver’s Draft land Use Plan” is retained with the April 9, 2014 Transportation Committee agenda.

5.2 2012/13 (Year 8) TransLink Federal Gas Tax Application Report dated March 5, 2014 from Carol Mason, Chief Administrative Officer, providing the Transportation Committee with information on the endorsed project list and scope changes submitted by TransLink for capital projects included in the 2012/13 (Year 8) funding request under the Federal Gas Tax Program.

Minutes of the Regular Meeting of the GVRD Transportation Committee held on Wednesday, April 9, 2014 Page 3 of 10

Transportation Committee - 6 - Main Motion It was MOVED and SECONDED That the Board receive for information the March 5, 2014 report titled “2012/13 (Year 8) TransLink Federal Gas Tax Application”.

Discussion ensued about: • Projects presented to the Gas Tax Management Committee being different than what was presented to and endorsed by the Metro Vancouver Board • Reviewing procedures and providing clarity on allocation, reallocation, and purpose of funds for future applications • The need for senior government to clarify the Board’s role going forward • The need to consider potential TransLink governance changes and Mayors Council on Regional Transportation decisions

Amendment to the Main Motion It was MOVED and SECONDED That the Transportation Committee amend the Main Motion, at the end of the motion, by adding the following: “and requests the Province and Union of British Columbia Municipalities to replace the Gas Tax Management Committee with the Metro Vancouver Board for the approval and distribution of future Gas Tax Program funds under the new Federal Building Canada Program”. CARRIED

Question on the Main Motion as Amended Question was then called on the Main Motion as amended and it was CARRIED

The Main Motion as amended now reads as follows: “That the GVRD Board receive for information the March 5, 2014 report titled “2012/13 (Year 8) TransLink Federal Gas Tax Application” and requests the Province and Union of British Columbia Municipalities to replace the Gas Tax Management Committee with the Metro Vancouver Board for the approval and distribution of future Gas Tax Program funds under the new Federal Building Canada Program”.

5.3 Proposed TransLink Projects for Federal Gas Tax Funding Report dated March 5, 2014 from Ray Kan, Senior Regional Planner, Planning, Policy and Environment, seeking Board endorsement of projects in TransLink’s application for federal gas tax funding under the final year of the current gas tax agreement.

Members were provided a presentation on the proposed TransLink projects for Federal Gas Tax Funding highlighting: previously approved funding needing to

Minutes of the Regular Meeting of the GVRD Transportation Committee held on Wednesday, April 9, 2014 Page 4 of 10

Transportation Committee - 7 - be reallocated; the West Coast Express rail cars lease agreement and service life remaining; and the ability to consider each project separately or together.

Main Motion It was MOVED and SECONDED That the GVRD Board endorse the following proposed projects in TransLink’s application for federal gas tax funding: a) 2016 Conventional Bus Replacement; b) 2017 Conventional Bus Replacement; c) Trolley Overhead Rectifier Replacement – Metrotown; d) Automated Train Control Equipment Replacement; e) Surrey Transit Centre CNG Facility Retrofit; f) West Coast Express Rail Cars Buyout; g) Additional funding for Compass Card Bus Upgrades; and h) Additional funding for Hamilton Transit Centre – Richmond.

Concerns were expressed about: • A lack of clarity on eligible expenditures in the funds’ Terms of Reference • Investment in Compressed Natural Gas (CNG) with no tax revenue potential • Funds being used to: o Manage the Compass Card Program budget overrun and implications to TransLink’s capital budget o Sustain existing buses rather than expanding transit systems as intended o Upgrade and make lease payments for the Hamilton Transit Centre • Hamilton lease payments not being factored into the budget process; lease payments contributing to a TransLink capital surplus

In response to questions, TransLink informed members about: • Unanticipated costs and scope changes for the Compass Card Program • TransLink analysis of short and long-term benefits of technology; challenges with projecting investment more than 18 months in the future • Projections that CNG buses will be paid for in 4-5 years after which fuel costs will be half of diesel and maintenance costs comparable with diesel • Redesign and construction of the Hamilton Transit Centre • The existing and future planned CNG bus fleet

In response to questions, members were informed about Gas Tax Management Committee project funding criteria and timing of the current funding program.

Concerns were expressed about: • The purchase of West Coast Express rail cars being outside the funding scope • Funds being used to improve provincial Skytrain infrastructure • The future of existing unspent funds being unknown • BC not being able to layer gas tax funding like other provinces

Minutes of the Regular Meeting of the GVRD Transportation Committee held on Wednesday, April 9, 2014 Page 5 of 10

Transportation Committee - 8 -

Amendment to the Main Motion It was MOVED and SECONDED That the Transportation Committee amend the Main Motion, at the end of the motion, by adding section 2) as follows: “2) direct staff to obtain clarity from TransLink with respect to ownership of TransLink assets.” CARRIED

Amendment to the Main Motion It was MOVED and SECONDED That the Transportation Committee amend the Main Motion, at the end of the motion, by adding section 3) as follows: “3) Request the Province and Union of British Columbia Municipalities carry forward any unspent money in the Federal Gas Tax Program, for TransLink projects, for use under the new program.” CARRIED

Amendment to the Main Motion It was MOVED and SECONDED That the Transportation Committee amend the Main Motion, at the end of the motion, by adding section 4) as follows: “4) Direct staff to provide clarity on the criteria for applying Federal Gas Tax Funds towards TransLink Capital Projects.” CARRIED

Amendment to the Main Motion It was MOVED and SECONDED That the Transportation Committee amend the Main Motion, at the end of the motion, by adding section 5) as follows: “5) Direct staff to report back with more information related to the following projects: automated train control equipment replacement; West Coast Express rail cars buyout; additional funding for Compass Card Bus upgrades; and additional funding for Hamilton Transit Centre – Richmond.” CARRIED

Question on the Main Motion as Amended Discussion ensued about the need for more information on specific projects.

Referral Motion It was MOVED and SECONDED That the Transportation Committee refer the report dated March 5, 2014 titled “Proposed TransLink Projects for Federal Gas Tax Funding”, and the following motion back to staff for consideration and to report back at the May 7, 2014 meeting:

Minutes of the Regular Meeting of the GVRD Transportation Committee held on Wednesday, April 9, 2014 Page 6 of 10

Transportation Committee - 9 - “That the Transportation Committee refer to staff, the report dated March 5, 2014 titled “Proposed TransLink Projects for Federal Gas Tax Funding”, and the following motion back to staff for consideration, to report back at the May 7, 2014 meeting: “That the GVRD Board: 1) Endorse the following proposed projects in TransLink’s application for federal gas tax funding: a) 2016 Conventional Bus Replacement; b) 2017 Conventional Bus Replacement; c) Trolley Overhead Rectifier Replacement – Metrotown; d) Automated Train Control Equipment Replacement; e) Surrey Transit Centre CNG Facility Retrofit; f) West Coast Express Rail Cars Buyout; g) Additional funding for Compass Card Bus Upgrades; and h) Additional funding for Hamilton Transit Centre – Richmond. 2) Direct staff to obtain clarity from TransLink with respect to ownership of TransLink assets. 3) Request the Province and Union of British Columbia Municipalities carry forward any unspent money in the Federal Gas Tax Program, for TransLink projects, for use under the new program. 4) Direct staff to provide clarity on the criteria for applying Federal Gas Tax Funds towards TransLink Capital Projects. 5) Direct staff to report back with more information related to the following projects: automated train control equipment replacement; West Coast Express rail cars buyout; additional funding for Compass Card Bus upgrades; and additional funding for Hamilton Transit Centre – Richmond.” CARRIED Councillor Forest voted in the negative.

Presentation material titled “Proposed TransLink Projects for Federal Gas Tax Funding” is retained with the April 9, 2014 Transportation Committee agenda.

5.4 Transportation Committee Consideration of Attendance at 2014 Events Report dated January 27, 2014 from Paulette Vetleson, Director, Board and Information Services/Corporate Officer, Corporate Services, seeking a committee decision on the event(s) it will support for attendance and on recommended attendees at those events.

Members were requested to inform the Board Chair of any interest in attending approved 2014 events.

Minutes of the Regular Meeting of the GVRD Transportation Committee held on Wednesday, April 9, 2014 Page 7 of 10

Transportation Committee - 10 - It was MOVED and SECONDED That the Transportation Committee supports attendance at the Regional Transportation Summit and at Rail-Volution in 2014 and recommends attendee(s) to the Board Chair. CARRIED Director Jackson voted in the negative.

5.5 Manager’s Report Report dated February 18, 2014 from Elisa Campbell, Director, Regional and Strategic Planning, Planning, Policy and Environment, updating the Transportation Committee on: Transportation Committee 2014 Work Plan; map of the month - 2011 Fall Baseline Truck Traffic in Metro Vancouver; TransLink’s Goods Movement Strategy consultation; Pattullo Bridge review; Mayors’ Council on Regional Transportation website; Roberts Bank Terminal 2 project; Port Metro Vancouver Port 2050 Energy Forum; Trans Mountain Expansion Project; SFU Centre for Dialogue’s Mobility Pricing Community Summit; and the Urban Land Institute Governor’s Advisory Panel – UBC-Broadway Corridor Rapid Transit Project.

Discussion ensued about the 2011 regional fall baseline truck traffic data.

Request of Staff Staff was requested to bring forward to the May 7, 2014 Transportation Committee meeting, any updated data for Metro Vancouver baseline truck traffic related to Fraser River bridge crossings.

It was MOVED and SECONDED That the Transportation Committee receive for information the report dated February 18, 2014, titled “Manager’s Report”. CARRIED

5.6 2014 Transportation Committee Priorities and Work Plan (Revised) Report dated March 17, 2014 from Elisa Campbell, Director, Regional and Strategic Planning, Planning, Policy and Environment, providing the Transportation Committee with the priorities and a revised work plan for the year 2014.

Discussion ensued about the need for a regional perspective on goods movement and industrial activity as part of the Work Plan.

It was MOVED and SECONDED That the Transportation Committee: a) direct staff to amend the 2014 Work Plan presented in the March 17, 2014 report titled “2014 Transportation Committee Priorities and Work Plan (Revised)”, in the 2nd quarter, to include the examination of the issues of goods movement under emerging transportation issues; and

Minutes of the Regular Meeting of the GVRD Transportation Committee held on Wednesday, April 9, 2014 Page 8 of 10

Transportation Committee - 11 - b) endorse the work plan as amended and the terms of reference as presented. CARRIED

6. INFORMATION ITEMS

It was MOVED and SECONDED That the Transportation Committee receive for information the following Information Items: 6.1 Government announces new rail safety measure on information sharing with municipalities – FCM Board Alert Communiqué – November 20, 2013. 6.2 Proposed Bridge to Replace the George Massey Tunnel 6.2a Correspondence dated December 13, 2013 from Nancy Olewiler, Chair, TransLink Board addressed to Greg Moore, Chair, Metro Vancouver Board. 6.2b Correspondence dated November 19, 2013 from Greg Moore, Chair, Metro Vancouver Board addressed to Nancy Olewiler, Chair, TransLink Board. 6.3 TransLink Governance and Referendum – Correspondence dated February 6, 2014 from Minister Todd Stone, Ministry of Transportation and Infrastructure addressed to Mayor Richard Walton, Chair, Mayors’ Council on Regional Transportation. 6.4 George Massey Tunnel Replacement Project – Correspondence dated February 27, 2014 from Minister Todd Stone, Ministry of Transportation and Infrastructure addressed to Greg Moore, Chair, Metro Vancouver Board. CARRIED

7. OTHER BUSINESS

7.1 Municipal Appointment to Vancouver Fraser Port Authority Board – Correspondence dated February 18, 2014 from Mayor Lois Jackson, Corporation of Delta addressed to Mayor Dianne Watts, Chair, Metro Vancouver Transportation Committee.

It was MOVED and SECONDED That the Transportation Committee receive for information the February 18, 2014 correspondence from Mayor Lois Jackson, Corporation of Delta addressed to Mayor Dianne Watts, Chair, Metro Vancouver Transportation Committee regarding municipal appointment to the Vancouver Fraser Port Authority Board. CARRIED

Minutes of the Regular Meeting of the GVRD Transportation Committee held on Wednesday, April 9, 2014 Page 9 of 10

Transportation Committee - 12 - 8. RESOLUTION TO CLOSE MEETING

It was MOVED and SECONDED That the Transportation Committee close its regular meeting scheduled for April 9, 2014 pursuant to the Community Charter provision, Section 90 (1) (e) as follows: “90 (1) A part of a meeting may be closed to the public if the subject matter being considered relates to or is one or more of the following: (e) the acquisition, disposition or expropriation of land or improvements, if the board or committee considers that disclosure could reasonably be expected to harm the interests of the regional district”. CARRIED

9. ADJOURNMENT/TERMINATION

It was MOVED and SECONDED That the Transportation Committee adjourn its regular meeting of April 9, 2014. CARRIED (Time: 2:37 p.m.)

______Janis Knaupp, Lois Jackson, Vice Chair Assistant to Regional Committees

9269271 FINAL

Minutes of the Regular Meeting of the GVRD Transportation Committee held on Wednesday, April 9, 2014 Page 10 of 10

Transportation Committee - 13 -

5.1

To: Transportation Committee

From: Elisa Campbell, Director, Regional and Strategic Planning Planning, Policy and Environment Department

Date: April 25, 2014 Meeting Date: May 7, 2014

Subject: Metro Vancouver ‘Facts in Focus’ Series

RECOMMENDATION That the Transportation Committee provide input to the development of a Metro Vancouver ‘Facts in Focus’ series, to include planning and transportation issues related to Metro Vancouver’s regional planning mandate.

PURPOSE This report provides an opportunity for the Transportation Committee to review and provide input to the development of a Metro Vancouver ‘Facts in Focus’ series, to include planning and transportation issues related to Metro Vancouver’s regional planning mandate.

BACKGROUND Metro Vancouver’s recently-approved Board Strategic Plan articulates the importance of timely research and information in successfully fulfilling our mission and three broad roles. The Board Strategic Plan includes such strategic directions as: enhancing the Board’s ability to have informed discussions on issues prior to making decisions, and continuing to find effective and innovative ways to communicate and engage with our community.

In early 2013, the Transportation Committee expressed a strong interest in having a better understanding of some of the background facts related to the movement of goods in the region, which resulted in a policy backgrounder on goods movement. The policy backgrounder “Moving Goods through Marine Ports in Metro Vancouver” was completed in late 2013 and provides important facts and information about how best to integrate goods movement planning into regional land use and transportation planning.

The process of preparing the “Moving Goods” policy backgrounder initiated the concept for a ‘Facts in Focus’ series encompassing regional planning matters more broadly, including both land use and transportation.

DISCUSSION The ‘Facts in Focus’ series of policy backgrounders is intended to compile relevant, evidence-based information about a range of issues and opportunities that frame Metro Vancouver’s regional planning mandate, including topics that pertain to transportation, planning, and land use.

Transportation Committee - 14 - Metro Vancouver ‘Facts in Focus’ Series Transportation Committee Meeting Date: May 7, 2014 Page 2 of 3

The objectives of the ‘Facts in Focus’ series are to: • Offer timely facts and information to help shape informed decisions related to regional planning matters; • Provide input into regional planning and transportation policy analysis and formulation and to advance discussions and actions which are supportive of Metro 2040; • Build awareness of planning, land use and transportation issues of regional interest; • Expand recognition of Metro Vancouver’s role in regional planning and transportation issues; • Support the engagement and education of the broader community.

The policy backgrounders published in the ‘Facts in Focus’ series will have a visual and graphically- pleasing layout in order to be user-friendly and easily understood by a wide audience. They will be researched and written by Metro Vancouver staff with support as needed from publicly-available information, consultants, and input from other sources as appropriate. Following review, the publications will be disseminated internally and amongst member municipalities and other stakeholders. The publications will also support efforts to build relationships and linkages with industry, other agencies, and local communities.

Future policy backgrounders will address various transportation and land use issues, including: • Optimizing Efficiencies in the Goods Movement System (Transportation Committee); • Possibilities and Constraints for Expanding Short Sea Shipping in Metro Vancouver (Transportation Committee); • The Trucking Sectors in Metro Vancouver (Transportation Committee); • Understanding the Housing and Transportation Cost Burden (Regional Planning and Agriculture Committee); • Agriculture and Farming in Metro Vancouver (Regional Planning and Agriculture Committee); • Industrial Land Supply and Utilization (Regional Planning and Agriculture Committee); • Incorporating Climate Change into Land Use Planning (Regional Planning and Agriculture Committee).

As noted in the list above, some of the publications will be reviewed by the Transportation Committee and others by the Regional Planning and Agriculture Committee. The preparation of each issue in the series will take place over the course of the year and into next year as appropriate.

ALTERNATIVES 1. That the Transportation Committee provide input to the development of a Metro Vancouver ‘Facts in Focus’ series, to include planning and transportation issues related to Metro Vancouver’s regional planning mandate. 2. That the Transportation Committee offer alternate direction.

FINANCIAL IMPLICATIONS The resources required to undertake the ‘Facts in Focus’ series will come from the budget approved by the Board in 2013 for the Policy, Planning and Environment Department.

Transportation Committee - 15 - Metro Vancouver ‘Facts in Focus’ Series Transportation Committee Meeting Date: May 7, 2014 Page 3 of 3

SUMMARY / CONCLUSION Metro Vancouver’s Board Strategic Plan articulates the importance of timely research and information in successfully fulfilling our mission and three broad roles. The ‘Facts in Focus’ series of policy backgrounders is intended to compile relevant, evidence-based information about a range of issues and opportunities that frame Metro Vancouver’s regional planning mandate, including topics of regional interest that pertain to transportation, planning, and land use.

The policy backgrounders published in the ‘Facts in Focus’ series will be highly visual and user- friendly, and are intended to be disseminated internally and amongst member municipalities and other stakeholders. The publications will also support efforts to build relationships and linkages with industry, other agencies, and local communities.

The preparation of a series of policy backgrounders will support the Board’s strategic directions and will support implementation of Metro Vancouver 2040: Shaping our Future, the regional growth strategy. Staff recommend Alternative 1.

Reference: Metro Vancouver Implementation – Facts in Focus Series: www.metrovancouver.org/planning/development/strategy/Pages/Implementation.aspx

9354655

Transportation Committee - 16 -

5.2

To: Transportation Committee

From: Ray Kan, Senior Regional Planner Planning, Policy and Environment Department

Date: April 30, 2014 Meeting Date: May 7, 2014

Subject: Federal Gas Tax Program

RECOMMENDATION That the Transportation Committee receive for information the report dated April 30, 2014, titled “Federal Gas Tax Program”.

PURPOSE This report presents information about the current Federal Gas Tax Program.

BACKGROUND At its meeting on April 9, 2014, the Transportation Committee asked staff to report back on the provisions of the Federal Gas Tax Program, including evaluation criteria. The request was made in the context of the discussion around TransLink’s application for federal gas tax funding.

DISCUSSION

The Federal Gas Tax Transfer Program The original head agreement between Canada, British Columbia, and the Union of British Columbia Municipalities was signed in 2005. The head agreement has been amended four times. These documents can be found on the UBCM website at: http://www.ubcm.ca/EN/main/funding/gas-tax- fund/gas-tax-agreement-and-amending-agreements.html

Program Purpose and Outcomes The purpose of the program is to provide local governments with a stable, predictable, and long- term source of funding towards environmentally sustainable municipal infrastructure that meet both infrastructure needs and sustainability objectives. The gas tax funds are directed towards the achievement of three environmental sustainability outcomes: • Reduced greenhouse gas emissions; • Cleaner air; • Cleaner water.

Eligible Project Categories and Costs The agreement sets out eligible project categories for different communities and regions in the province. In 2005, the Board endorsed a resolution to pool and direct 100% of gas tax funds allocated to the region to TransLink for the development of public transit. This policy was formalized in the Strategic Priorities Fund Agreement for Greater Vancouver, executed in January 2006.

Transportation Committee - 17 - Federal Gas Tax Program Transportation Committee Meeting Date: May 7, 2014 Page 2 of 4

As per the Strategic Priorities Fund Agreement, the eligible costs include only: • the capital costs of acquiring, constructing, or renovating a tangible capital asset and any related debt financing charges; • fees paid to professional, technical personnel, consultants, contractors specifically engaged to undertake the surveying, design, engineering, manufacturing or construction of a project infrastructure asset, and related facilities and structures; and, • the costs of environmental assessments, monitoring, and follow-up programs, as required by the Canadian Environmental Assessment Act or a provincial equivalent.

Further, TransLink must retain title to, and ownership of, the infrastructure resulting from the gas tax funded project for at least 10 years after project completion.

Gas Tax Funding Application Evaluation Criteria The criteria used by the Gas Tax Management Committee to evaluate the eligibility of TransLink’s projects are high-level. The first criterion is to ensure spending is directed towards public transit (note that improvements to local roads, bridges, tunnels, bicycling lanes, walking paths, and sidewalks in the region were never included in the original agreements as eligible projects for the region). The second criterion is that the project must be consistent with TransLink’s current strategic plan. The third criterion is an encouragement that projects maximize progress towards the program outcomes of reduced greenhouse gas emissions and cleaner air as appropriate for transportation.

Metro Vancouver Process of Review Prior to the enactment of the South Coast British Columbia Transportation Authority Act in 2008, the Metro Vancouver Board had approval authority over TransLink’s strategic and financial plans. With the shift in authority in 2008, and in order to maintain some degree of accountability over the transfer of federal gas tax funding to TransLink, the Metro Vancouver Board in 2012 approved a process whereby TransLink must consult and seek the endorsement of the Board prior to submitting its application to the Gas Tax Management Committee. The Gas Tax Management Committee does not take any action on TransLink’s applications without first receiving direction from the Metro Vancouver Board.

When the Board introduced this process in 2012, it did not establish specific criteria for the evaluation of projects. The key working criterion that staff have used (for both Year 8 and Year 9) is whether a project supports the implementation the Metro Vancouver 2040 (the regional growth strategy) and the greenhouse gas and air quality objectives of the Board. With respect to the transport elements in Metro 2040, the objectives are to develop a transportation system (paraphrased): • To support the safe and efficient movement of people, goods, and service vehicles to, from, and within Urban Centres and Frequent Transit Development Areas (Metro 2040 Action 1.2.9). • To support economic activity in Urban Centres, Frequent Transit Development Areas, Industrial, Mixed Employment areas, marine ports, and airports (Metro 2040 Action 2.1.5). • To support community design and facility provision that encourages transit, cycling and walking (Metro 2040 Action 3.3.4). • To support reductions in common air contaminants and greenhouse gas emissions from on-road transportation sources and to protect public health (Metro 2040 Action 3.3.6, 3.3.7, 4.2.4, 5.2.6). • To support the expansion of the Frequent Transit Network (Metro 2040 Action 5.1.2).

Transportation Committee - 18 - Federal Gas Tax Program Transportation Committee Meeting Date: May 7, 2014 Page 3 of 4

A second consideration is the project’s general consistency with TransLink’s strategic plan. As the original memo to Metro Vancouver, dated November 25, 2013, notes, TransLink acknowledges that the original intent for the use of federal gas tax funding in the region was to pay for capital projects that would expand the transit system (see the Attachment to the report titled “Proposed TransLink Projects for Federal Gas Tax Funding – Part 1” listed as 5.3 on this Agenda). Due to the ongoing structural operating deficit, TransLink is precluded from undertaking significant service expansions. Rather, TransLink’s strategic theme of “manage the system” and placing a priority on state of good repair has meant shifting the capital use of the gas tax funds towards these type of projects.

More structured and defined criteria could be contemplated under the pending new agreement for the distribution of federal gas tax funding to TransLink.

TransLink’s Capital Projects Approval Process The selection of projects for federal gas tax funding is subject to TransLink’s two-stage capital approval process. In stage 1, projects are identified along with a budgetary estimate. These projects are put forward for approval as part of an annual process. The Capital Review Committee (comprising the Chief Operating Officer, Chief Financial Officer, Chief Information Officer, and the Vice-President of Infrastructure Management and Engineering) reviews the projects for inclusion in an annual capital plan which is then proposed to the Executive. Once this is approved, the new capital plan is incorporated into the Base Plan, which is reviewed and approved by the TransLink Board.

In stage 2, a detailed project application, comprising scope definition, identification of key stakeholders, risk assessment, mapping consistency with corporate and financial objectives, is prepared. The Capital Review Committee reviews the project application in the context of available and eligible funding, business priorities, and the capital program contained in the Base Plan. Projects with high risk and costs are referred to the TransLink Board for approval.

Federal Gas Tax Renewal In its 2013 budget, the Federal government introduced The New Building Canada Plan, a key element of which is to make available $21.8 billion over 10 years through the Federal Gas Tax Fund. The annual payment of $2 billion will be indexed at 2 percent per year starting in 2014/15. Negotiations are now underway with to establish new agreements with the provinces and territories.

In 2013, the Metro Vancouver Board approved resolutions advising the Province and the UBCM on the preferred distribution formula, approving authority, and definition of eligible projects for federal gas tax funds allocated to the region:

• Replacement of participation in the Innovations Fund with a 5% population based fund allocated to the Metro Vancouver area, to be delivered as Metro Vancouver Innovation Funds to Metro Vancouver and its member municipalities, distributed on a per capita basis, with project selection to be determined by the individual local governments. • The remainder of the population based fund allocated to the Metro Vancouver area to be pooled and directed towards regional transportation projects with funding allocations to be determined by the Metro Vancouver Board.

Transportation Committee - 19 - Federal Gas Tax Program Transportation Committee Meeting Date: May 7, 2014 Page 4 of 4

• 100% of the Strategic Priorities Fund allocated to the region be directed to regional transportation (TransLink) projects, defined as regional public transit expansion and state of good repair projects, active transportation projects, and goods movement projects that are supportive of the Regional Growth Strategy’s Urban Centres and Frequent Transit Development Areas, and as determined by the GVRD Board.

Details about the new agreement are still pending.

ALTERNATIVES As this is an information report, no alternatives are presented.

FINANCIAL IMPLICATIONS There are no financial implications directly associated with this information report.

SUMMARY / CONCLUSION The Government of Canada, Province of British Columbia and the Union of BC Municipalities entered into the Gas Tax Agreement in 2005. The purpose of federal gas tax funding is to provide a stable, predictable and long-term funding source for environmentally sustainable municipal infrastructure that contributes to meeting sustainability objectives. The Strategic Priorities Fund Agreement for Greater Vancouver commits all of Metro Vancouver’s Gas Tax funds to regional transportation investments.

9358024

Transportation Committee - 20 -

5.3

To: Transportation Committee

From: Ray Kan, Senior Regional Planner Planning, Policy and Environment Department

Date: April 30, 2014 Meeting Date: May 7, 2014

Subject: Proposed TransLink Projects for Federal Gas Tax Funding – Part 1

RECOMMENDATION That the GVRD Board endorse the following projects in TransLink’s application for federal gas tax funding: a) 2016 Conventional Bus Replacement; b) 2017 Conventional Bus Replacement; c) Trolley Overhead Rectifier Replacement – Metrotown; d) Automated Train Control Equipment Replacement; and e) Surrey Transit Centre CNG Facility Retrofit.

PURPOSE This report brings forward five of the eight projects in TransLink’s application for federal gas tax funding under the final funded year of the current gas tax agreement. The report contains updated information as provided by TransLink.

BACKGROUND At its meeting on April 9, 2014, the Transportation Committee referred back to staff a report recommending endorsement of TransLink’s application for federal gas tax funding. The Committee raised several questions regarding three of the projects. For the convenience of the Committee, a separate report addresses the three projects, which are requesting Year 9 funds and unspent funds from prior years. This report deals with the other five projects, which are requesting only Year 9 funds. TransLink also provided additional contextual information.

DISCUSSION A summary of the five projects, plus additional information from TransLink (highlighted in bold font), is presented below. Summary of Proposed TransLink Projects for Federal Gas Tax Funding as of November 2013 Project # Vehicles Total Cost Funding Request Funding Request ($ millions) ($ millions) Source A. 2016 Conventional Bus 26 31.7 25.4 Year 9 (2013/14) Replacement B. 2017 Conventional Bus 106 101.2 75.0 Year 9 (2013/14) Replacement C. Trolley Overhead Rectifier N/A 6.3 4.7 Year 9 (2013/14) Replacement - Metrotown D. Automated Train Control N/A 6.5 4.5 Year 9 (2013/14) Equipment Replacement E. Surrey Transit Centre CNG N/A 5.0 4.0 Year 9 (2013/14) Facility Retrofit

Transportation Committee - 21 - Proposed TransLink Projects for Federal Gas Tax Funding – Part 1 Transportation Committee Meeting Date: May 7, 2014 Page 2 of 5

A. 2016 Conventional Bus Replacement – Funding Request $25.4 million

Project Scope: Procure 26 60-ft hybrid buses to replace aging vehicles scheduled for retirement in 2016. Project Initiation: TransLink anticipates going out to market with a request for proposal in summer 2014 (along with the other bus replacement orders for 2015 and 2017). If the competitive solicitation is able to proceed and is complete, TransLink’s Capital Review Committee would be able to consider releasing funds in Q1 2015. TransLink If TransLink is unable to go to market in 2014 with a multi-year fleet Considerations: replacement order, then it may lose out on its ability to leverage their buying power for better pricing and to put a placeholder in the supplier’s manufacturing schedule.

Older buses may have to remain in service longer and may be less reliable and accrue higher maintenance costs. Older buses also have relatively higher emissions than comparable new buses. Metro Vancouver Modernization of the transit fleet supports Metro 2040 and environmental Objectives: objectives.

B. 2017 Conventional Bus Replacement – Funding Request $75.0 million

Project Scope: Procure 54 40-ft buses and 52 60-ft buses to replace buses scheduled for retirement in 2017. The technologies will be determined later. Project Initiation: TransLink’s desire is to go out to market with a request for proposal in summer 2014 (along with the other bus replacement orders for 2015 and 2016) in order to leverage their buying power for better pricing and to put a placeholder in the supplier’s manufacturing schedule. If the competitive solicitation is able to proceed and is complete, TransLink’s Capital Review Committee would be able to consider releasing funds in Q1 2016. TransLink If TransLink is unable to go to market in 2014 with a multi-year fleet Considerations: replacement order, then it may lose out on its ability to leverage their buying power for better pricing and to put a placeholder in the supplier’s manufacturing schedule.

Older buses may have to remain in service longer and may be less reliable and accrue higher maintenance costs. Older buses also have relatively higher emissions than comparable new buses.

Technology/fuel choices are based on life-cycle cost analysis, vehicle emissions, external noise, health impacts (targeting cleanest buses to high density parts of the region), and transit centre infrastructure requirements to operate a propulsion system or fuel type choice. Metro Vancouver Modernization of transit fleet supports Metro 2040 and environmental Objectives: objectives.

Transportation Committee - 22 - Proposed TransLink Projects for Federal Gas Tax Funding – Part 1 Transportation Committee Meeting Date: May 7, 2014 Page 3 of 5

C. Trolley Overhead Rectifier Replacement - Metrotown – Funding Request $4.7 million

Project Scope: Replace three trolley overhead rectifier stations in Metrotown, which are approaching the end of their useful lives. Project Initiation: June 2014, with the installation of the first station to be completed in 2015, second station in 2016, and third station in 2017 (the phased construction will minimize disruptions to bus operations). TransLink The three rectifier stations were installed in 1987. If project initiation is Considerations: delayed, the risk of unexpected maintenance events and service disruptions increases.

TransLink forecasts that, after Metrotown, the next scheduled series of trolley overhead rectifier replacements will take place between 2018 and 2021 (The Rectifier UBC Group, Rectifier Southlands Group, Rectifier Siemens Group 1 Oakridge and Sperling). Metro Vancouver Modernization of transit infrastructure and preservation of service reliability Objectives: supports Metro 2040 and environmental objectives.

D. Automated Train Control Equipment Replacement – Funding Request $4.5 million

Project Scope: Replace the original SkyTrain Automatic Train Control subsystems Project Initiation: Q2 2014 TransLink The equipment is now 29 years old. Only the Expo Line is directly affected, Considerations: but because TransLink is operating a seamless operation, any system/equipment failure on the Expo Line will affect the operation of the Millennium Line, especially at the junctions between the two lines. If the project initiation is delayed, the risk of system issues continues to increase, along with the potential for service disruptions. Metro Vancouver Modernization of transit infrastructure and preservation of service reliability Objectives: supports Metro 2040 and environmental objectives.

E. Surrey Transit Centre CNG Facility Retrofit – Funding Request $4.0 million

Project Scope: Retrofit Surrey Transit Centre to allow for fueling and maintenance of 100 or more CNG buses. Project Initiation: Q2 2014

Transportation Committee - 23 - Proposed TransLink Projects for Federal Gas Tax Funding – Part 1 Transportation Committee Meeting Date: May 7, 2014 Page 4 of 5

TransLink If project initiation is delayed, the retrofit for Surrey Transit Centre may not Considerations: be ready in time for the delivery of CNG buses (TransLink plans to purchase up to 171 CNG buses in 2014-2016). If this happens, then new CNG buses may need to operate from the Port Coquitlam transit centre, which does have CNG infrastructure. This alternate arrangement, however, may result in added operating costs due to non-revenue travel time between the garage and bus routes.

This project responds in part to a March 12, 2012, Surrey Council resolution requesting TransLink to purchase CNG buses for all new buses in the City of Surrey.

RES. R12-640: Whereas an ENERGYShift is underway in the City of Surrey to address climate change, increase local energy security and support the BC government’s Clean Energy goals,

Whereas as a major urban growth centre, it is imperative that Surrey is positioned as a leader in sustainability, acting to advance new technologies, reduce energy consumption and create healthier communities,

Whereas having begun by reducing its own corporate emissions, the City of Surrey is now reaching out to the community to develop a Community Energy and Emissions Plan,

Whereas the City of Surrey is seeking the use of alternate fuels in all of its fleet vehicles and those of its major contractors, and

Whereas 25% of all new North American buses built in 2011 were powered by natural gas (CNG),

Whereas natural gas is abundant in BC and less expensive than other fuels thus reducing expenses, and

Whereas BC companies are leaders in the NGV industry,

Therefore, be it resolved that the City of Surrey request TransLink to purchase CNG buses for all new buses in the City of Surrey.

Metro Vancouver CNG buses generally offer air quality and GHG benefits in comparison to the Objectives: old diesel buses being replaced, and GHG benefits comparable to modern diesel buses. On balance, these benefits support Metro 2040 and the Board’s environmental objectives.

Transportation Committee - 24 - Proposed TransLink Projects for Federal Gas Tax Funding – Part 1 Transportation Committee Meeting Date: May 7, 2014 Page 5 of 5

ALTERNATIVES 1. That the GVRD Board endorse the following projects in TransLink’s application for federal gas tax funding: a) 2016 Conventional Bus Replacement; b) 2017 Conventional Bus Replacement; c) Trolley Overhead Rectifier Replacement – Metrotown; d) Automated Train Control Equipment Replacement; and e) Surrey Transit Centre CNG Facility Retrofit. 2. That the GVRD Board provide alternate direction to staff.

FINANCIAL AND REGIONAL GROWTH STRATEGY IMPLICATIONS The five projects presented in this report generally support Metro 2040 and the environmental objectives of the GVRD Board. The proposed investments contribute to the continual modernization of the transit fleet and assets, preservation of service reliability, and continual improvements to environmental performance.

If the Board chooses Alternative 1, TransLink can advance these five projects to the Gas Tax Management Committee for consideration. The Board is provided the opportunity to consider each project separately for endorsement. If TransLink modifies any of the endorsed projects in any material way prior to transmittal to the Gas Tax Management Committee, then it must return to the Board to seek an endorsement on such changes. In the event that the Board chooses to not endorse one or more projects, then TransLink could defer or cancel other capital projects to fund these unapproved projects, or borrow additional money from market.

If the Board chooses Alternative 2, the Board may wish to provide alternate direction to staff or TransLink. At the time of writing, it is uncertain whether unallocated money from Year 9 and unspent money from prior years will be rolled over to the renewed federal program.

SUMMARY / CONCLUSION The Government of Canada, Province of British Columbia and the Union of BC Municipalities entered into the Gas Tax Agreement in 2005. The purpose of federal gas tax funding is to provide a stable, predictable and long-term funding source for environmentally sustainable municipal infrastructure that contributes to meeting sustainability objectives. The Strategic Priorities Fund Agreement for Greater Vancouver commits all of Metro Vancouver’s Gas Tax funds to regional transportation investments.

The five projects presented in this report aim to contribute to the continual modernization of the transit fleet and assets, preservation of the reliability of transit services for existing customers, and continual improvements to environmental performance. The five projects generally support the Board’s Metro 2040 and environmental objectives. Staff recommends Alternative 1.

Attachment: Strategic Priorities Fund Agreement for Greater Vancouver: Application by the South Coast British Columbia Transportation Authority, Federal Gas Tax Year 9 (2013/14) and Proposed Amendments to Federal Gas Tax Year 5 (2009/10), Year 6 (2010/11), and Year 7 (2011/12) (Doc. #9355019).

9356173

Transportation Committee - 25 -

TransLink #400-287 Nelson Court New Westminster, BC V3L 0E7 Canada

www.translink.bc.ca

South Coast British Columbia Transportation Authority November 25, 2013

Elisa Campbell Director, Regional and Strategic Planning Metro Vancouver 4330 Kingsway, Burnaby, BC V5H 4G8

Dear Elisa:

RE: FURTHER INFORMATION ON TRANSLINK’S 2014 GAS TAX APPLICATION

The purpose of this memo is to provide further information to Metro Vancouver on TransLink’s draft Year 9 (2013/2014) Gas Tax Application following our consultations with the Transportation Committee on October 9 and with the Metro Vancouver Board on October 25. The draft Application was subsequently revised in November and is provided as an attachment. Program Background The Government of Canada, Province of British Columbia and the Union of BC Municipalities (UBCM) entered into the Gas Tax Agreement on September 19, 2005. The purpose of Gas Tax funding is to provide a source of stable, predictable and long‐term funding for environmentally sustainable municipal infrastructure that helps to meet sustainability objectives. The Strategic Priorities Fund (SPF) Agreement for Greater Vancouver, which commits all of Metro Vancouver’s Gas Tax funds to regional transportation investments, was executed in January 2006 (with subsequent amendments). In 2012, at the request of the Metro Vancouver Board, TransLink began to consult with Metro Vancouver on the Gas Tax Application prior to submitting it to UBCM. Funding Priorities At the outset of the Gas Tax program, the funds were used primarily to pay for capital projects that would expand transit service capacity. At the time, TransLink had funding available to operate expanded service as funding for capital purchases became available through the Gas Tax. Over time, however, available funding for transit operations has not kept pace with increasing demand, and ability to increase service levels has been constrained. TransLink operates with a deficit, and is drawing down its reserves and is relying on the sale of assets to fund operations. Because funds for service expansions are not available, TransLink relies on SPF funds to pay for capital expenses – primarily replacement of the bus fleet – that would otherwise need to be financed using funds diverted from other programs. In this way, TransLink relies upon Gas Tax funding to maintain current service levels. Cumulatively, trips taken by transit rather than by private car make a significant impact on regional GHG emissions. Ongoing support for capital projects to sustain and enhance the reliability and environmental efficiency of transit operations

Transportation Committee - 26 -

November 21, 2013 Metro Vancouver Page 2 of 4 ______contributes significantly to Metro Vancouver’s Regional Growth Strategy priority to “achieve an increased share of trips made by transit, multiple‐occupancy vehicles, cycling and walking, and reductions in energy consumption and air emissions from on‐road transportation sources.”

In 2014, TransLink’s revenues are anticipated to fall short of expenses. The Year 9 Application seeks funding for the following projects:  Replacement of three Trolley Overhead Rectifier Stations at Metrotown to avoid power outages, which could lead to service disruptions  Replacement of Skytrain Automated Train Control equipment to avoid service disruptions  Retrofit of the Surrey Transit Centre to accommodate Compressed Natural Gas (CNG) vehicles  Purchase of West Coast Express rail cars that have reached the end of their lease  Replacement of 132 conventional buses with lower‐emission vehicles (2016 and 2017) Gas Tax Application Amendments Because the project execution begins after the estimated funding for a project is applied for, from time to time it is necessary to amend previous‐year Gas Tax Applications to re‐organize the distribution of funds among projects. There are two complementary reasons for most amendments: 1. To meet SPF project criteria, projects may not commence prior to the submission of the application for funding. 2. Once the application for funding has been submitted, the project approval process can be initiated, and the procurement process can start. The project budget and scope are typically further refined from the original estimate at the project approval stage. Many capital projects will then go through a design phase, which often results in a change in budget estimate. Additionally, the project scope may change slightly to reflect recent plans conducted in the period between the Fund application date and the project execution date. The project budget may change again when contracts are awarded. The timing requirements of the SPF program mean that it is sometimes necessary to amend previous‐year SPF applications. The funds conserved from cost savings realized during

Transportation Committee - 27 -

November 21, 2013 Metro Vancouver Page 3 of 4 ______procurement or refinements to project scope cannot be utilized on other projects until an amendment has been approved; therefore, amendments are needed in order to ensure that unused funds are re‐allocated to other projects. As an example, in Gas Tax Years 5, 6 and 7, several fleet replacement procurements attracted bids that were lower than anticipated project costs for two reasons: 1. The Canadian dollar was strong compared with the American dollar in this period; therefore, bids received from US vendors were relatively low. 2. TransLink was able to secure very aggressive pricing through the competitive procurement process. TransLink constantly seeks cost efficiencies in its operations; because of the Gas Tax timeline, some opportunities may not be identified until after the funding application has been submitted. For example, in Year 7 (2011/2012), TransLink applied for a mix of Conventional Buses and Community Shuttles, to be acquired in 2013 and 2014. In the course of transit service optimization efforts, it was found that certain transit services could be operated effectively with Community Shuttles, which are less expensive to operate than Conventional Buses. For this reason, the Year 9 Application requests to amend the vehicle mix to procure a larger number of Community Shuttles and a smaller number of Conventional Buses. Per Metro Vancouver’s request, TransLink is consulting with Metro Vancouver prior to submitting its Gas Tax Application to UBCM, including review of new projects and previous‐year project amendments. Vehicle Lifecycles and Replacement Schedule As vehicles age, they begin to experience more frequent breakdowns, use more fuel per kilometre, and have more frequent and expensive maintenance needs. All TransLink vehicles are subject to a rigorous preventive maintenance program, but all vehicles eventually must be replaced. TransLink uses a set of vehicle lifecycle replacement guidelines that align with industry standards used throughout Canada, which are based on the kilometres traveled and age of the vehicle:  HandyDart vehicles – six to eight years / 200,000 to 250,000 kilometres  Community Shuttle bus – six years / 450,000 kilometres  40' and 60' conventional buses – 17 years / 1,000,000 kilometres Like most North American transit agencies, TransLink assesses the ‘health’ of each vehicle individually, and attempts to use vehicles for as long as financially and environmentally prudent. For example, some of TransLink’s very durable Trolley fleet vehicles have been kept in service long past the usual replacement date. Vehicle replacement standards in Canada are longer than those in the US, where vehicles are generally retired on a more frequent basis. Expansion of CNG Vehicle Fleet and Infrastructure The most recent edition of the Year 9 Gas Tax Application includes a new project to retrofit the Surrey Transit Centre to accommodate CNG vehicles, as well as projects to purchase CNG vehicles. As noted in the Gas Tax Year 8 application, in early 2013, TransLink conducted a review of current fuel technologies to evaluate the benefits of different available options. The study indicated that CNG had substantial advantages compared with other fuel types that have been verified using a sample of TransLink buses equipped with modern CNG engines:

Transportation Committee - 28 - Transportation Committee - 29 - Strategic Priorities Fund Agreement For Greater Vancouver

Application by the South Coast British Columbia Transportation Authority: Federal Gas Tax Year (/)

Proposed Amendments: Federal Gas Tax Year  ( /) , Federal Gas Tax Year  (/) Date of Submission: Federal Gas Tax Year  (/) December XX, 2013

Transportation Committee - 30 -

Table of Contents 1 Planning Context ...... 3

1.1 South Coast British Columbia Transportation Authority Act ...... 3 1.2 Gas Tax Agreement ...... 3 1.3 Regional Transportation Strategy ...... 4 1.4 2014 Base Plan and Outlook ...... 5 1.5 Sustainability Policy ...... 6 1.6 Environmental Policy ...... 6 1.7 Emissions Policy ...... 7 1.8 Infrastructure Policy ...... 7 1.9 Evaluation and Outcomes ...... 7

2 Proposed Amendments to Year 5 of Gas Tax Funding ...... 8

Changes to Existing Projects ...... 9 2.1 HandyDART Vehicle Replacement 2011-2012 – Updated Amount ...... 9

New Project ...... 10 2.2 West Coast Express Rail Cars (Part 1) ...... 10

3 Proposed Amendments to Year 6 of Gas Tax Funding ...... 12

Changes to Existing Projects ...... 13 3.1 2011 Community Shuttle – Updated Amount ...... 13 3.2 2012 Conventional Bus – Updated Amount ...... 13 3.3 2014 Community Shuttle – Updated Amount ...... 15

3.4 Smart Card Bus Upgrades – Updated Amount ...... 16 New Project ...... 16 3.5 West Coast Express Rail Cars (Part 2) ...... 16

4 Proposed Amendments to Year 7 of Gas Tax Funding ...... 19

Changes to Existing Projects ...... 20 4.1 2012 Community Shuttle – Updated Amount ...... 20 4.2 2013 Community Shuttle – Updated Vehicle Amount ...... 20 4.3 2014 Conventional Bus – Updated Amount ...... 21 4.4 Hamilton Transit Centre – Updated Amount ...... 23

5 Year 9 Proposed 2013/14 Projects ...... 25

5.1 2016 Conventional Bus Replacement (Part 2) ...... 25 5.2 Trolley Overhead Rectifier Replacement – Metrotown ...... 27 5.3 West Coast Express Rail Cars (Part 3) ...... 28 5.4 Automatic Train Control Equipment Replacement ...... 30 5.5 2017 Conventional Bus ...... 31 5.6 Surrey Transit Centre CNG Facility Retrofit ...... 33

APPENDIX 1 – SUSTAINABILITY POLICY ...... 36 APPENDIX 2 – ENVIRONMENTAL POLICY ...... 38 APPENDIX 3 – EMISSIONS POLICY ...... 39 APPENDIX 4 – INFRASTRUCTURE POLICY ...... 40

Strategic Priorities Fund Agreement for Greater Vancouver: 2 Application by the SCBCTA: Gas Tax Year 9, December XX, 2013

Transportation Committee - 31 -

1.0 Planning Context

1.1 South Coast British Columbia Transportation Authority Act The Greater Vancouver Transportation Authority was established in June 1998 under the Greater Vancouver Transportation Authority Act (the GVTA Act) to provide the planning, funding, management and operation of an integrated regional transportation system for the greater Vancouver region, effective April 1, 1999. In November 2007, the provincial legislature passed Bill 43, the Greater Vancouver Transportation Authority Amendment Act, 2007. Bill 43 significantly amended the existing GVTA Act, changed the name of the Act to the South Coast British Columbia Transportation Authority Act (the SCBCTA Act), and changed the name of the Greater Vancouver Transportation Authority to the South Coast British Columbia Transportation Authority (TransLink).

The SCBCTA Act required TransLink to produce a long-term transportation strategy (30+ years) that is updated every five years, and a rolling 10-Year Plan that is updated annually. TransLink is required to consult with the public, governments and stakeholders in the service region as these plans are created.

In June 2010, the SCBCTA Act was amended to change the 10-Year Plan to a Three-Year Plan and Outlook for years four through 10 (the Base Plan).The Three-Year Plan is required to be fully funded, but the outlook does not have the same funding requirement.

In May 2012, the SCBCTA Act was further amended to change the due date for TransLink’s Base Plan from August 1 to November 1 each year to better align this process with the annual budget process.

1.2 Gas Tax Agreement and Strategic Priorities Fund Agreement The Government of Canada, Province of British Columbia and the Union of BC Municipalities (UBCM) entered into the Gas Tax Agreement on September 19, 2005 (amended March 2008, April 2008, September 2010 and February 2013). The purpose of the Gas Tax funding is to provide a source of stable, predictable and long-term funding for environmentally sustainable municipal infrastructure that helps to address infrastructure needs and meet sustainability objectives. The three key environmental sustainability outcomes are: reduced greenhouse gas emissions (GHG), cleaner water and cleaner air. The Strategic Priorities Fund (SPF) Agreement for Greater Vancouver, which commits all of Metro Vancouver’s Gas Tax funds to regional transportation investments, was executed by UBCM, Metro Vancouver (GVRD) and TransLink in January 2006 and amended February 2011, November 2011, and March 2013.

Strategic Priorities Fund Agreement for Greater Vancouver: 3 Application by the SCBCTA: Gas Tax Year 9, December XX, 2013

Transportation Committee - 32 -

1.3 Regional Transportation Strategy 1.3.1 Plan Highlights

TransLink’s long term strategy was updated in July 2013, consistent with the SCBCTA Act requirement to update the long term strategy every five years. Now referred to as the Regional Transportation Strategy (RTS) Strategic Framework, this strategy replaces Transport 2040, which was approved in July 2008. The Strategic Framework will be paired with an Implementation Plan that is currently under development.

The RTS reaffirms the vision and goals for regional transportation established in Transport 2040. In addition, the RTS recognizes that to reach our future vision faster, we need to sharpen our focus on three key high-level strategies – Invest, Manage, and Partner – and the importance of pursuing these at the same time.

The RTS sets out 5 goals, 2 headline targets and 3 strategy areas, which are as follows:

1.3.2 RTS Goals

• Provide sustainable transportation choices • Support a compact urban area • Foster safe, healthy and complete communities • Enable a sustainable economy • Protect the environment

1.3.3 RTS Headline Targets

As a region, we can best achieve these goals by designing our communities and transportation system in a way that:

• Makes it possible to make half of all trips by walking, cycling and transit • Makes it possible to reduce the distances people drive by one-third

1.3.4 RTS Strategy Areas

• Invest strategically to maintain and expand the transportation system • Manage the transportation system to be more efficient and user-focused • Partner to make it happen

Strategic Priorities Fund Agreement for Greater Vancouver: 4 Application by the SCBCTA: Gas Tax Year 9, December XX, 2013

Transportation Committee - 33 -

1.3.5 Commentary

Notably, the RTS goals and strategy areas are consistent with the stated purpose of the Gas Tax Agreement of providing a source of stable, predictable and long-term funding towards sustainable municipal infrastructure to address infrastructure needs and meet sustainability objectives. The RTS goals and strategy areas provide a policy framework for developing more environmentally sustainable transportation infrastructure in Metro Vancouver.

An implementation plan for the RTS will be developed in 2013-2014 and will bring together strategies for investing in system expansion, managing demand and coordinating land use, to deliver a transportation system that is affordable and supports healthy lives, in communities with prosperous businesses, safe streets, clean air and thriving natural environments.

1.4 2014 Base Plan and Outlook The Base Plan identifies the investments in infrastructure, programs and services that TransLink can afford given the revenue reasonably expected to be available. Development of the base plan must be guided by TransLink’s current RTS.

The 2014 Base Plan and Outlook (2014 Base Plan) has been developed within the policy framework of TransLink’s current long term transportation strategy – the Regional Transportation Strategy. The 2014 Base Plan delivers on all of the commitments identified in the 2013 Base Plan, including:

• Transit service hours remain the same • Funding to Major Road Network programs remains the same • Funding to Bicycle Infrastructure Capital Cost Share program remains the same • Seven SkyTrain station upgrades are still going forward • TransLink’s contribution to the Evergreen Line project remains the same

The 2014 Base Plan identifies up to $299 million in funding to mitigate seismic risk and address the condition of the bridge deck.

The investments for which funding is being applied for under the Strategic Priorities Fund Agreement for Greater Vancouver are described in this application.

1.4.1 Financial Plan Highlights

The financial plan that supports the Base Plan meets TransLink’s legislative requirements. Under the SCBCTA Act, the Base Plan can only use established funding resources, and projected borrowings cannot exceed the current borrowing limit.

Strategic Priorities Fund Agreement for Greater Vancouver: 5 Application by the SCBCTA: Gas Tax Year 9, December XX, 2013

Transportation Committee - 34 -

The 2014 Base Plan was developed based on the following financial plan assumptions:

• Maintain fuel tax rate at $0.17 per litre • Property tax revenues increase at the allowable rate of 3% per year • Annual allowable transit fare increases (2% per year) will resume in 2015 • Golden Ears Bridge toll rates increase with inflation annually (assumed at 2% per year) • No changes to hydro levy, replacement tax, parking rights tax

In order to provide the programs, services, and investments included in the 2014 Base Plan, TransLink is counting on the sale of real estate assets and will need to draw on its cumulative surplus. The 2014 Base Plan forecasts that TransLink will meet its cumulative surplus and capital borrowing requirements, but will continue to run a deficit on an annual basis until 2020. Through increased efficiencies, further cost containment, and changes to timing for the borrowing program, TransLink will be able to manage the projected gap in meeting cumulative surplus requirements for 2015 which was forecast in the 2013 Supplemental Plan and Outlook.

1.4.2 Commentary

The 2014 Base Plan has been developed within the policy framework of the RTS and includes specific actions for implementing the strategy within the existing funding constraints. Capital infrastructure contained in the implementation of the 2014 Base Plan projects will result in environmental sustainability outcomes consistent with the stated outcomes of Gas Tax Funding of reduced GHG emissions, cleaner water and cleaner air.

1.5 Sustainability Policy TransLink Sustainability Policy, attached as Appendix 1, was adopted July 2009 and revised November 2013. The Policy establishes TransLink’s commitment to making sustainability a key factor in strategies, plans, business practices, decisions and operations. The Sustainability Policy also articulates TransLink’s commitment to developing and maintaining a transportation system that meets the needs of people, organizations and businesses, and fosters the ecological, economic and social well-being of the Metro Vancouver region and beyond.

1.6 Environmental Policy The Environmental Policy, attached as Appendix 2, adopted in 2003, highlights TransLink’s environmental responsibility in the planning, provision and maintenance of regional transportation services. The Environmental Policy establishes TransLink’s commitment to seeking financially and technologically viable, long-term solutions that reduce the environmental impacts of operations and services provided.

Strategic Priorities Fund Agreement for Greater Vancouver: 6 Application by the SCBCTA: Gas Tax Year 9, December XX, 2013

Transportation Committee - 35 -

1.7 Emissions Policy TransLink’s Emissions Policy, attached as Appendix 3, was adopted in 2007 and establishes emissions reduction objectives at two levels. The first is related to overall regional transportation emissions, which can be influenced by transit services, ridership and other programs supported by TransLink. The second level pertains to direct emissions from the TransLink fleet of vehicles, light and heavy rail and vessels.

1.8 Infrastructure Policy TransLink’s Infrastructure Policy, attached as Appendix 4, was adopted in 2011. The Infrastructure Policy articulates TransLink’s commitment to reducing the environmental impacts of transportation infrastructure in accordance with the principles of social, economic and environmental sustainability. Environmental impacts related to transportation infrastructure include greenhouse gas emissions, energy and water use, open space, materials and resources, air quality and durability.

1.9 Evaluation and Outcomes TransLink submitted its first Outcome Report in 2009 based on a set of indicators and a methodology developed through intergovernmental and internal workshops. The final report data was used to evaluate the reduction of GHG emissions and criteria air contaminants (CAC) from federally funded public transit projects. TransLink will submit an updated Outcome Report in 2014 to evaluate SPF project results in reducing GHG and other harmful air emissions as outlined in the SPF agreement.

Strategic Priorities Fund Agreement for Greater Vancouver: 7 Application by the SCBCTA: Gas Tax Year 9, December XX, 2013

Transportation Committee - 36 -

2.0 Proposed Amendments to Year 5 of Gas Tax Funding

Projects for 2009/10 – Previously Approved (in $ millions)

% Gas No. of Total Gas Tax Tax Section Funding Year 5 Purpose Vehicles Costs Funding # Used Conventional Bus- Hybrid Fleet Expansion/ Expansion and 32 21.200 20.017 100% Replacement Replacement SkyTrain Mark II Vehicle Fleet Expansion 14 42.200 40.979 100% Expansion- Option 1 Expo Line Propulsion Infrastructure N/A 58.300 43.000 50% Power Upgrade Upgrade SkyTrain Operating and Infrastructure Maintenance Centre- N/A 47.200 9.400 100% Upgrade Phase 2 HandyDART Vehicle 2.1 Fleet Replacement 81 12.000 10.900 83% Replacement 2011-2012 Total Year 5 127 180.900 124.296 81%

Projects for 2009/10 – Requested Change (in $ millions)

% Gas No. of Total Gas Tax Tax Section Funding Year 5 Purpose Vehicles Costs Funding # Used Conventional Bus- Hybrid Fleet Expansion/ Expansion and 32 21.200 20.017 100% Replacement Replacement SkyTrain Mark II Vehicle Fleet Expansion 14 42.200 40.979 100% Expansion- Option 1 Expo Line Propulsion Infrastructure N/A 58.300 43.000 50% Power Upgrade Upgrade SkyTrain Operating and Infrastructure Maintenance Centre- N/A 47.200 9.400 100% Upgrade Phase 2 HandyDART Vehicle 2.1 Fleet Replacement 81 9.498 9.019 100% Replacement 2011-2012 West Coast Express 2.2 9 7.650 1.881 0% (WCE) Rail Cars (Part 1) Total Year 5 136 186.048 124.296 81%

Strategic Priorities Fund Agreement for Greater Vancouver: 8 Application by the SCBCTA: Gas Tax Year 9, December XX, 2013

Transportation Committee - 37 -

Changes to Existing Projects

2.1 HandyDART Vehicle Replacement 2011-2012 – Updated Amount 2.1.1 Project Description

As part of maintaining custom transit service levels identified in the 2014 Base Plan and Outlook, this project consists of purchasing 81 HandyDART vehicles to replace vehicles that have reached the end of their useful lives.

2.1.2 Issues

The HandyDART fleet typically provides service for users with disabilities who use medical and social services, as well as engaging in social recreational and other activities. The fleet is comprised of three vehicle types with different life expectancies:

• 8-passenger microbus has an economic life of six years and 200,000 kilometres • 12-passenger microbus has an economic life of six years and 200,000 kilometres, and • 20-passenger minibus has an economic life of eight years and 250,000 kilometres.

Continued operation beyond a vehicle’s economic life expectancy results in the generation of higher emissions, fuel consumption, and maintenance and operating costs. Delaying vehicle replacements would eventually lead to the need to increase vehicle spare ratios in order to maintain the existing level of service. The new HandyDART vehicles will reduce breakdowns that lead to increased downtimes and degraded customer service.

2.1.3 Budget Change Requested

The total estimated budget for the project was $12.000 million and the SPF funding approved was $10.900 million. The new budget estimate for the project is $9.498 million and the requested SPF funding is $9.019 million. The continuing strong Canadian dollar resulted in favorable pricing and decreased costs relative to budget.

This is a reduction in funding of $1.881 million.

2.1.4 Timing

The 81 HandyDART vehicles have been delivered, 35 vehicles in 2011 and 46 vehicles in 2012.

Strategic Priorities Fund Agreement for Greater Vancouver: 9 Application by the SCBCTA: Gas Tax Year 9, December XX, 2013

Transportation Committee - 38 -

New Project

2.2 West Coast Express Rail Cars (Part 1) 2.2.1 Project Description

Twenty-eight (28) West Coast Express (WCE) rail cars will reach the end of their lease periods in 2015 and 2016 and have to be returned to the lessor unless the option to buyout the cars is exercised 24 months prior to the lease termination date (there is no option to extend the existing leases). This project is to exercise the buyout of the 28 rail cars. Funding for the buyout would be drawn from three SPF years; the opportunity to add new projects to previous years is a direct outcome of cost saving in existing projects:

• $1.881 million in Year 5 funding for nine rail cars would come from cost savings achieved in the HandyDART vehicle replacement 2011-2012 project • $3.198 million in Year 6 funding for four rail cars would come from cost savings achieved in multiple vehicle procurement projects • $8.979 million in Year 9 funding for 15 rail cars.

2.2.2 Issues

There are currently twenty-eight (28) rail cars in the WCE fleet that are under two operating leases. At the end of the termination dates (December 28, 2015 for 13 cars and March 28, 2016 for the remaining 15 cars), the cars must either be returned or bought out of the existing lease. The notice to exercise the buyout option must be given no later than 24 months before the termination date. The 28 cars will have 15 years of the original 35 year useful life remaining (43%) at the time of buyout and could last longer based on their excellent current condition.

2.2.3 Relationship to Gas Tax Funding

Based on 2011 numbers, the WCE fleet emitted 4,383 tonnes of GHG emissions during the year. A comparative analysis found that shifting existing WCE passengers to single occupancy vehicles would have resulted in 14,700 tonnes of GHG emissions during 2011 or 3.4 times the GHG emissions emitted by the WCE Rail transportation system. The purchase of the 28 cars would represent a significant investment in an eco-sustainable mode of transportation that is estimated to reduce GHG by more than 10,000 tonnes annually when compared with single occupancy vehicles.

Strategic Priorities Fund Agreement for Greater Vancouver: 10 Application by the SCBCTA: Gas Tax Year 9, December XX, 2013

Transportation Committee - 39 -

2.2.4 Relationship to RTS Strategic Framework

The WCE rail car buyout project supports the following RTS Strategic Framework goals:

• Provide sustainable transportation choices • Foster safe, healthy and complete communities • Enable a sustainable economy • Protect the environment

The project also supports the following RTS Strategy areas:

• Invest strategically to maintain and expand the transportation system, and • Partner to make it happen

2.2.5 Budget

The total estimated budget of this project is $23.820 million ($7.650 million for Year 5) and the request for Year 5 SPF funding is $1.880 million. The total buyout cost is $850,000 per rail car.

2.2.6 Timing

The notice to buyout the existing leases must be given before December 28, 2013 for 13 rail cars and March 28, 2014 for the 15 remaining rail cars.

Strategic Priorities Fund Agreement for Greater Vancouver: 11 Application by the SCBCTA: Gas Tax Year 9, December XX, 2013

Transportation Committee - 40 -

3.0 Proposed Amendments to Year 6 of Gas Tax Funding Projects for 2010/11 – Previously Approved (in $ millions)

Total No. of Gas Tax % Gas Tax Costs Section Funding Year 6 Purpose Vehicles Funding # Used 2nd SeaBus Fleet Replacement 1 25.100 23.197 28% Replacement 2011 Community 3.1 Fleet Replacement 13 3.000 2.700 69% Shuttles 2012 Conventional 3.2 Fleet Replacement 42 38.700 31.932 89% Bus SkyTrain Mark 1 Fleet 114 37.875 28.460 0% Vehicles Refurbishment 2014 Community 3.3 Fleet Replacement 55 14.940 13.446 0% Shuttles Compass Card Infrastructure 3.4 N/A 171.300 22.829 47% Faregates Upgrade Total Year 6 225 290.915 122.564 39%

Projects for 2010/11 – Requested Change (in $ millions)

Total % Gas No. of Gas Tax Costs Tax Section Funding Year 6 Purpose Vehicles Funding # Used Fleet 2nd SeaBus Replacement 1 25.100 23.197 28% Replacement Fleet 3.1 2011 Community Shuttles 13 2.087 1.851 100% Replacement Fleet 3.2 2012 Conventional Bus 42 30.000 28.626 99% Replacement Fleet SkyTrain Mark 1 Vehicles 114 37.875 28.460 0% Refurbishment Fleet 3.3 2014 Community Shuttles 53 9.900 8.910 0% Replacement Smart Card Bus Infrastructure 3.4 N/A 47.400 28.322 38% Upgrades Upgrade West Coast Express 4 3.403 3.198 0% 3.5 (WCE) Rail Cars (Part 2) Total Year 6 227 155.765 122.564 39%

Strategic Priorities Fund Agreement for Greater Vancouver: 12 Application by the SCBCTA: Gas Tax Year 9, December XX, 2013

Transportation Committee - 41 -

Changes to Existing Projects

3.1 2011 Community Shuttle – Updated Amount 3.1.1 Project Description

As part of maintaining bus service levels identified in the 2010 10-Year Plan, this project consists of purchasing 13 new 24-passenger community shuttle buses for replacement of vehicles that have reached the end of their economic lives.

3.1.2 Issues

Community shuttle services are integral to TransLink’s fleet services, and demand for these services has been increasing in Metro Vancouver. A community shuttle has a useful economic life of six years and 450,000 kilometres. Continued operation beyond this point results in the generation of higher emissions, fuel consumption, maintenance and operating costs. Delaying vehicle replacements would eventually lead to the need to increase vehicle spare ratios in order to maintain the existing level of service. The new community shuttle vehicles will replace ones reaching the end of their economic lives, and will reduce the number and severity of breakdowns that lead to increased downtimes and degraded customer service.

3.1.3 Budget Change Requested

The total estimated budget for the project was $3.000 million and the SPF funding approved was $2.700 million. The new budget estimate for the project is $2.087 million and the requested SPF funding is $1.851 million.

This is a reduction in funding of $0.849 million. There was a significant reduction in the unit cost per vehicle due to a marked change in the Canadian/US dollar exchange rate and because less expensive gas shuttles were procured rather than higher cost diesel shuttles.

3.1.4 Timing

The community shuttles were delivered in 2012 Quarter 4.

3.2 2012 Conventional Bus – Updated Amount 3.2.1 Project Description

This project is to procure a total of 42 replacement conventional buses (17- 40’ standard diesel and 25 60’ articulated hybrids). The seventeen 40 foot diesel buses were specifically designated for operation by West Vancouver Transit for use on mixed urban/suburban routes. The steep

Strategic Priorities Fund Agreement for Greater Vancouver: 13 Application by the SCBCTA: Gas Tax Year 9, December XX, 2013

Transportation Committee - 42 -

hills and challenging terrain throughout West Vancouver were determined to be unfavorable for hybrid bus operation. The new conventional buses with the 2010 EPA engine have seen marked improvement in fuel economy as evidenced by an 8% reduction in fuel consumption (with comparable reduction in GHGs) reported by West Vancouver.

3.2.2 Issues

TransLink’s fleet replacement policy is based on lifecycle cost and emission criteria. Conventional fleet vehicles have an economic life expectancy of 17 years and one million kilometres. The 17 year lifespan is in line with the Canadian Urban Transit Association’s (CUTA’s) 15-20 year estimated average economic life of an urban transit bus. Vehicles that continue to operate beyond the end of their economic lives have higher fuel consumption, maintenance and operating costs.

Replacement of these vehicles will result in savings by avoiding incremental costs, reducing vehicle breakdowns and downtime, and improving customer service. Delaying vehicle replacements would eventually lead to the need to increase vehicle spare ratios in order to maintain the existing level of service. Better service reliability will be provided by employing newer, cleaner, quieter, and more accessible vehicles. TransLink’s replacement policy incorporates service optimization analysis which includes targeting an optimal spare ratio. The current spare ratio is at 25.8% for conventional buses compared with the Canadian average of 22% as per CUTA. Spare ratio targets have recently been decreased from 25% to 20% to reflect improvement in maintenance and quality.

3.2.3 Budget Change Requested

The total estimated budget for the project was $38.700 million and the SPF funding approved was $31.932 million. The new budget estimate for the project is $30.000 million and the requested SPF funding is $28.626 million.

This is a reduction in funding of $3.306 million. The project benefitted from a significant reduction in the unit cost per vehicle due to a marked change in the Canadian/US dollar exchange rate as well as aggressive pricing in the conventional heavy-duty bus market.

3.2.4 Timing

Seventeen 40’ diesel and 25 60’ hybrid conventional buses completed delivery in March 2013.

Strategic Priorities Fund Agreement for Greater Vancouver: 14 Application by the SCBCTA: Gas Tax Year 9, December XX, 2013

Transportation Committee - 43 -

3.3 2014 Community Shuttle – Updated Vehicles and Amount 3.3.1 Project Description

As part of maintaining bus service levels identified in the 2014 Base Plan and Outlook, the community shuttle vehicle replacement project consists of purchasing 53 new 24-passenger community shuttle buses to replace vehicles that have reached the end of their economic lives. This represents a reduction of two community shuttles from previously approved.

3.3.2 Issues

Community shuttle services are integral to TransLink’s fleet services, and demand for these services has been increasing in Metro Vancouver. A community shuttle has an economic service life of six years and 450,000 kilometres. Continued operation beyond this point results in the generation of higher emissions, fuel consumption, maintenance and other operating costs. Delaying vehicle replacements would eventually lead to the need to increase vehicle spare ratios in order to maintain the existing level of service. The new community shuttle vehicles will replace ones reaching the end of their economic lives, and will reduce breakdowns that lead to increased downtimes and degraded customer service.

3.3.3 Vehicle and Budget Change Requested

The number of vehicles was reduced from 55 to 53 due to a reduction in the fleet spare ratio. TransLink’s replacement policy incorporates service optimization analysis which includes targeting an optimal spare ratio. The 2014 target spare ratio is 28.7% for community shuttle buses, compared to 32.1% at the end of 2012. The spare ratio reduction is a reflection of improvements in maintenance and vehicle quality.

The total estimated budget for the project was $14.940 million and the SPF funding approved was $13.446 million. The new budget estimate for the project is $9.900 million and the requested SPF funding is $8.910 million.

This is a reduction in funding of $4.536 million. The project benefited from a significant reduction in the unit cost per vehicle due to a marked change in the Canadian/US dollar exchange rate and a reduction in the quantity of vehicles being procured from 55 to 53.

3.3.4 Timing

It is anticipated that the vehicle contract will be awarded by the end of 2013 with vehicle delivery and service commencement in the fall of 2014.

Strategic Priorities Fund Agreement for Greater Vancouver: 15 Application by the SCBCTA: Gas Tax Year 9, December XX, 2013

Transportation Committee - 44 -

3.4 Smart Card Bus Upgrades – Updated Amount 3.4.1 Project Description

This project is for the provision of smart card bus equipment to be installed on TransLink buses as part of the implementation of the new integrated Compass Card fare system.

The project was originally approved under the project name Compass Card Faregates with a budget of $171.300 million. The SPF project scope includes only the bus-related scope and budget. This amendment proposes to change the project name and budget to reflect the bus- related scope only.

3.4.2 Issues

TransLink buses require the installation of specialized fare readers to read the Compass Card fare media. There are numerous system complexities due to the wide range of fare types that must be incorporated into the system. The installation of the overall system is expected to increase security, enhance customer safety and reduce fare evasion.

3.4.3 Budget Change Requested

The approved budget of $171.300 million is the entire budget of the Compass Card Faregates project including non-bus-related costs, which are not being claimed under the SPF project. The proposed new budget for the Smart Card Bus Upgrades of $47.400 million represents only the portion of the budget related to bus equipment. The requested SPF funding is $28.322 million.

This represents an increase in funding of $5.493 million.

3.4.4 Timing

Project completion is expected before the end of 2014 Quarter 4.

New Project

3.5 West Coast Express Rail Cars (Part 2) 3.5.1 Project Description

Twenty-eight (28) West Coast Express (WCE) rail cars will reach the end of their lease periods in 2015 and 2016 and have to be returned to the lessor unless the option to buyout the cars is exercised 24 months prior to the lease termination date (there is no option to extend the existing leases). This project is to exercise the buyout of the 28 rail cars. Funding for the buyout would be drawn from three SPF years; the opportunity to add new projects to previous years is

Strategic Priorities Fund Agreement for Greater Vancouver: 16 Application by the SCBCTA: Gas Tax Year 9, December XX, 2013

Transportation Committee - 45 -

a direct outcome of cost saving in existing projects:

• $1.881 million in Year 5 funding for nine rail cars would come from cost savings achieved in the HandyDART vehicle replacement 2011-2012 project • $3.198 million in Year 6 funding for four rail cars would come from cost savings achieved in multiple vehicle procurement projects • $8.979 million in Year 9 funding for 15 rail cars.

3.5.2 Issues

There are currently twenty-eight (28) rail cars in the WCE fleet that are under two operating leases. At the end of the termination dates (December 28, 2015 for 13 cars and March 28, 2016 for the remaining 15 cars), the cars must either be returned or bought out of the existing lease. The notice of buyout must be given no later than 24 months before the termination date. The 28 cars will have 15 years of the original 35 year useful life remaining (43%) at the time of buyout and could last longer based on their excellent current condition.

3.5.3 Relationship to Gas Tax Funding

Based on 2011 numbers, the WCE fleet emitted 4,383 tonnes of GHG emissions during the year. A comparative analysis found that shifting existing WCE passengers to single occupancy vehicles would have resulted in 14,700 tonnes of GHG emissions during 2011 or 3.4 times the GHG emissions emitted by the WCE Rail transportation system. The purchase of the 28 cars would represent a significant investment in an eco-sustainable mode of transportation that is estimated to reduce GHG by more than 10,000 tonnes annually when compared with single occupancy vehicles.

3.5.4 Relationship to RTS Strategic Framework

The WCE railcar buyout project supports the following RTS Strategic Framework goals:

• Provide sustainable transportation choices • Foster safe, healthy and complete communities • Enable a sustainable economy • Protect the environment

The project also supports the following RTS Strategy areas:

• Invest strategically to maintain and expand the transportation system, and • Partner to make it happen

Strategic Priorities Fund Agreement for Greater Vancouver: 17 Application by the SCBCTA: Gas Tax Year 9, December XX, 2013

Transportation Committee - 46 -

3.5.5 Budget Change Requested

The total estimated budget of this project is $23.820 million ($3.403 million for Year 6) and the request for Year 6 SPF funding is $3.198 million. The total buyout cost is roughly $850,000 per rail car.

3.5.6 Timing

The notice to buyout the existing leases must be given before December 28, 2013 for 13 rail cars and March 28, 2014 for the 15 remaining rail cars.

Strategic Priorities Fund Agreement for Greater Vancouver: 18 Application by the SCBCTA: Gas Tax Year 9, December XX, 2013

Transportation Committee - 47 -

4.0 Proposed Amendments to Year 7 of Gas Tax Funding Projects for 2011/12 – Previously Approved (in $ millions)

Total No. of Gas Tax % Gas Tax Costs Section Funding Year 7 Purpose Vehicles Funding # Used 2012 Community Fleet 4.1 25 6.201 5.500 65% Shuttles Replacement 2013 Community Fleet 4.2 44 8.680 8.276 72% Shuttles Replacement 2014 Conventional Fleet 4.3 52 34.000 30.600 0% Bus Replacement Hamilton Transit Facilities 4.4 N/A 125.400 78.188 6% Centre Upgrade Total Year 7 121 174.281 122.564 11%

Projects for 2011/12 – Requested Change (in $ millions)

Total No. of Gas Tax % Gas Tax Costs Section Funding Year 7 Purpose Vehicles Funding # Used 2012 Community Fleet 4.1 25 4.014 3.560 100% Shuttles Replacement 2013 Community Fleet 4.2 57 8.680 8.276 72% Shuttles Replacement 2014 Conventional Fleet 4.3 45 30.550 25.750 0% Bus Replacement Hamilton Transit Facilities 4.4 N/A 125.400 84.978 5% Centre Upgrade Total Year 7 127 168.644 122.564 11%

Strategic Priorities Fund Agreement for Greater Vancouver: 19 Application by the SCBCTA: Gas Tax Year 9, December XX, 2013

Transportation Committee - 48 -

Changes to Existing Projects

4.1 2012 Community Shuttle – Updated Amount 4.1.1 Project Description

As part of maintaining bus service levels identified in the 2014 Base Plan and Outlook, this project consists of purchasing 25 replacement community shuttles.

4.1.2 Issues

Community shuttle services are integral to TransLink’s fleet services, and demand for these services has been increasing in Metro Vancouver. A community shuttle has a economic life of six years and 450,000 kilometres. Continued operation beyond this point results in the generation of higher emissions, fuel consumption, and maintenance and operating costs. Delaying vehicle replacements would eventually lead to the need to increase vehicle spare ratios in order to maintain the existing level of service. The new community shuttle vehicles will replace ones reaching the end of their economic lives, and will reduce the number and severity of breakdowns that lead to increased downtimes and degraded customer service.

4.1.3 Budget Change Requested

The total estimated budget for the project was $6.201 million and the SPF funding approved was $5.500 million. The new budget estimate for the project is $4.014 million and the requested SPF funding is $3.560 million.

This is a reduction in funding of $1.940 million. There was a significant reduction in the unit cost per vehicle due to a marked change in the Canadian/US dollar exchange rate and because less expensive gas shuttles were procured rather than higher cost diesel shuttles.

4.1.4 Timing

Twenty-five gas community shuttles were delivered in 2013.

4.2 2013 Community Shuttle – Updated Vehicle Amount 4.2.1 Project Description

This project consists of purchasing 57 new 24-passenger Community Shuttle buses for replacement of vehicles that have reached the end of their economic lives by the end of 2013. This is an increase of 13 vehicles over the prior approved 44 Community Shuttles.

Strategic Priorities Fund Agreement for Greater Vancouver: 20 Application by the SCBCTA: Gas Tax Year 9, December XX, 2013

Transportation Committee - 49 -

4.2.2 Issues

Community shuttle services are integral to TransLink’s fleet services, and demand for these services has been increasing in Metro Vancouver. A community shuttle has a useful service life of six years and 450,000 kilometres. Continued operation beyond this point results in the generation of higher emissions, fuel consumption, and maintenance and operating costs. Delaying vehicle replacements would eventually lead to the need to increase vehicle spare ratios in order to maintain the existing level of service. The new community shuttle vehicles will replace ones reaching the end of their economic lives, and will reduce the number and severity of breakdowns that lead to increased downtimes and degraded customer service.

4.2.3 Vehicle Change Requested

The additional 13 shuttles are to replace seven conventional vehicles in section 4.3. The 2013 Bus Service Implementation Plan includes a number of service changes involving the conversion of vehicles which are expected to result in an estimated annual operating savings of $1.8 million. The plan calls for the conversion of some services from conventional bus to community shuttle to better match services to demand in specific routes. As a result, an additional 13 peak community shuttles will replace 7 conventional 40’ buses, reducing the number of replacement conventional diesel buses procured in 2014 from 52 to 45. In addition to reducing operating costs due to using less expensive community shuttles, the changes from conventional buses to community shuttles on some routes will free up conventional buses to be deployed to other needed services as identified in the plan.

There is no change to the budget or requested Gas Tax Funding.

4.2.4 Timing

Delivery of 37 diesel community shuttles are expected in late 2013 and 20 gas-powered community shuttles in early 2014.

4.3 2014 Conventional Bus – Updated Vehicles and Amount 4.3.1 Project Description

This project consists of procuring 45 standard forty-foot buses to replace diesel buses scheduled for retirement. This represents a decrease of seven vehicles from the previously approved project. The new buses will be operated from Surrey Transit Centre which also houses the older buses scheduled for retirement. Because of the suburban location, the average operating speed of the buses is higher than the overall fleet average and would not support the efficient use of diesel-electric hybrid buses. The optimal use for hybrid buses is on busy city routes, where the stop-and-go nature of bus routes will result in higher fuel economy.

Strategic Priorities Fund Agreement for Greater Vancouver: 21 Application by the SCBCTA: Gas Tax Year 9, December XX, 2013

Transportation Committee - 50 -

As a result of a recent technology review, a decision was made to procure CNG buses for the replacement vehicles. CNG buses will result in a five percent GHG reduction compared with the buses to be retired. New diesel and CNG buses are both required to meet the same stringent NOx and particulate matter emission standards, however, CNGs have a simpler and more effective emission control system. In addition, while both diesel and CNG engines will meet the NOx and particulate emission standards, the CNG engine is likely to beat the standard by a wider margin compared to diesel. In addition to being consistent with the Gas Tax goal to reduce GHG emissions, procuring CNG vehicles rather than diesel is consistent with Metro Vancouver’s strategy of reducing public exposure to diesel particulate matter.

During the technology review, it was found that: • Useful life of CNG buses has improved over past CNG buses and is now consistent with modern diesel engines with an overall vehicle life of 17 years/1 million kilometres. • Capital costs of CNG buses compared to diesel have narrowed due to an increase in price of modern diesels with chemical factories now having to be installed after the diesel (CNG buses used to be 20% more expensive, but are now about 10% more expensive).

4.3.2 Issues

TransLink’s fleet replacement policy is based on economic lifecycle cost and emission criteria. Conventional fleet vehicles have a useful life expectancy of 17 years and one million kilometres. The 17 year lifespan is in line with the Canadian Urban Transit Association’s (CUTA’s) 15-20 year estimated average useful life of an urban transit bus. TransLink’s replacement policy incorporates service optimization analysis which includes targeting an optimal spare ratio. The current spare ratio is at 25.8% for conventional buses compared with the Canadian average of 22% as per CUTA. Spare ratio targets have recently been decreased from 25% to 20% to reflect improvement in maintenance and quality. Vehicles that continue to operate beyond the end of their economic lives have higher fuel consumption, maintenance and operating costs. Delaying vehicle replacements would eventually lead to the need to increase vehicle spare ratios in order to maintain the existing level of service.

Replacement of these vehicles will result in savings by avoiding incremental costs, reducing vehicle breakdowns and downtime, and improving customer service. Service reliability will be improved by employing newer, cleaner, more accessible and quieter vehicles.

All vehicles scheduled for replacement in this procurement will have traveled approximately one million kilometres by the end of 2013.

Strategic Priorities Fund Agreement for Greater Vancouver: 22 Application by the SCBCTA: Gas Tax Year 9, December XX, 2013

Transportation Committee - 51 -

4.3.3 Vehicle and Budget Change Requested

The 2013 Bus Service Implementation Plan includes a number of service changes involving the conversion of vehicles which are expected to result in an estimated annual operating savings of $1.8 million. The plan calls for the conversion of some services from conventional bus to community shuttle to better match services to demand in specific routes. As a result, an additional 13 peak community shuttles will replace 7 conventional 40’ buses, reducing the number of replacement conventional diesel buses procured in 2014 from 52 to 45. In addition to reducing operating costs due to using less expensive community shuttles, the changes from conventional buses to community shuttles on some routes will free up conventional buses to be deployed to other needed services as identified in the plan.

The total estimated budget for the project was $34.000 million and the SPF funding approved was $30.600 million. The new budget estimate for the project is $30.550 million and the requested SPF funding is $25.75 million. The overall decrease in budget reflects both the reduction in the number of vehicles, and the lower project costs resulting from aggressive procurement strategies. The allocated funding was decreased, both to reflect the reduction in the total budget and to account for other funding (Fortis BC) that is to be received on the project. For each CNG vehicle, TransLink is to receive 70% Fortis funding towards the price differential between a 40’ CNG bus and a 40’ diesel-powered bus. The total Fortis funding is estimated at $1.26 million. Gas Tax funding will be applied to all eligible costs on the project which are not reimbursed through Fortis Funding.

This is a reduction in funding of $4.850 million.

4.3.4 Timing

The contract for this project is expected to be awarded by the end of 2013, and bus delivery and service commencement is scheduled before the end of 2014.

4.4 Hamilton Transit Centre – Updated Amount 4.4.1 Project Description

The scope of this project is to construct a transit centre for the operation and maintenance of 300 to 350 buses on TransLink-owned property located in the Hamilton area of East Richmond.

4.4.2 Issues

Seven transit centres currently serve the Metro Vancouver region. Several of the transit centres are operating beyond capacity and are unable to adequately service the full fleet size. During development of the Transport 2040 strategy, TransLink identified the need for three additional operating and maintenance transit centres. The Hamilton Transit Centre (HTC) is the first of

Strategic Priorities Fund Agreement for Greater Vancouver: 23 Application by the SCBCTA: Gas Tax Year 9, December XX, 2013

Transportation Committee - 52 -

these new transit centres to be developed to alleviate overcrowding and to maintain the level of customer service set out in the Base Plan.

Once completed and in service, the HTC will offer capacity relief for the three regional transit centres in Richmond, Burnaby and Surrey, and will allow the closure of the smaller North Vancouver Transit Centre which has reached the end of its useful life.

4.4.3 Budget Change Requested

The total estimated budget for the project was $125.400 million and the SPF funding approved was $78.188 million. There is no change in project budget and the requested SPF funding is $84.978 million.

This is an increase in funding of $6.790 million.

4.4.4 Timing

Project completion is estimated for 2015.

Strategic Priorities Fund Agreement for Greater Vancouver: 24 Application by the SCBCTA: Gas Tax Year 9, December XX, 2013

Transportation Committee - 53 -

5.0 Year 9 Proposed 2013/14 Projects Projects for 2013/14 – Proposed (in $ millions)

Section No. of Total Gas Tax # Year 9 Purpose Vehicles Costs Funding 2016 Conventional Bus (Part 5.1 60' Fleet Replacement 26 31.700 25.360 2) Trolley Overhead Rectifier Infrastructure Upgrade N/A 6.300 4.725 5.2 Replacement - Metrotown West Coast Express Rail Cars Fleet Purchase 15 12.767 8.979 5.3 (Part 3) Automated Train Control Infrastructure Upgrade N/A 6.500 4.500 5.4 Equipment Replacement 60' & 40' Fleet 5.5 2017 Conventional Bus 106 101.200 75.000 Replacement Surrey Transit Centre CNG 5.6 Infrastructure Upgrade N/A 5.000 4.000 Facility Retrofit Total Year 9 147 163.467 122.564

5.1 2016 Conventional Bus Replacement (Part 2) 5.1.1 Project Description

This project will consist of procuring 26 sixty-foot hybrid replacement buses in 2016 to replace vehicles that have reached the end of their economic lives.

5.1.2 Issues

The proposed vehicle replacement is included in the 2014 Base Plan and Outlook. TransLink’s fleet replacement policy is based on economic lifecycle cost and emission criteria. Conventional fleet vehicles have an economic life expectancy of 17 years and one million kilometres. The 17 year lifespan is in line with the Canadian Urban Transit Association’s (CUTA’s) 15-20 year estimated average economic life of an urban transit bus. TransLink’s replacement policy incorporates service optimization analysis which includes targeting an optimal spare ratio. The current spare ratio is at 25.8% for conventional buses compared with the Canadian average of 22% as per CUTA. Spare ratio targets have recently been decreased from 25% to 20% to reflect improvement in maintenance and quality. Vehicles that continue to operate beyond the end of their economic lives have higher fuel consumption, maintenance and operating costs. Delaying vehicle replacements would eventually lead to the need to increase vehicle spare ratios in order to maintain the existing level of service.

Strategic Priorities Fund Agreement for Greater Vancouver: 25 Application by the SCBCTA: Gas Tax Year 9, December XX, 2013

Transportation Committee - 54 -

5.1.3 Relationship to Gas Tax Funding

The vehicles procured under the project will meet stringent emission regulations and contain technology improvements that will substantially reduce particulate matter (95 per cent) and NOx (86 per cent), and improve fuel efficiency and reduce GHG emissions (30 per cent) over the vehicles they will be replacing.

5.1.4 Relationship to RTS Strategic Framework

The procurement and deployment of these buses to TransLink’s transit system will support the following RTS Strategic Framework goals:

• Provide sustainable transportation choices • Support a compact urban area • Foster safe, healthy and complete communities • Enable a sustainable economy • Protect the environment

In addition, this project will support the following RTS strategies:

• Invest strategically to maintain and expand the transportation system, • Manage the transportation system to be more efficient and user-focused, and • Partner to make it happen

5.1.5 Budget

The total estimated cost of this project is $31.700 million and the request for SPF funding is $25.360 million.

5.1.6 Timing

Final delivery of the twenty-six 60’ hybrid buses is expected in December 2016.

5.1.7 Evaluation and Outcomes

Possible outcomes could include: • Reduced GHG emissions and CAC emissions, • Increased transit ridership, and • Improved customer service and satisfaction.

Strategic Priorities Fund Agreement for Greater Vancouver: 26 Application by the SCBCTA: Gas Tax Year 9, December XX, 2013

Transportation Committee - 55 -

5.2 Trolley Overhead Rectifier Replacement - Metrotown 5.2.1 Project Description

All three Trolley Overhead (TOH) Rectifier stations in the Metrotown area were installed in 1987 and are nearing the end of their useful lives. This project proposal is to complete the detailed design and phased construction of the rectifier station replacements. Replacement of the Metrotown rectifier stations will provide the TOH network with greater capacity and reliability. More consistency of TOH grid voltage levels will allow trolley buses to run more smoothly around the system.

5.2.2 Issues

The proposed rectifier station replacement is included in the 2014 Base Plan and Outlook. The three modular rectifier stations in the Metrotown group are more than 25 years old and are at the end of their service lives. Due to the age of the components, some parts may be obsolete and may lead to lengthy outages when equipment failures occur. If the rectifier stations are not replaced, there will be an increased risk of equipment failure due to the age of components. If failures occur, disruption duration would likely be significant.

5.2.3 Relationship to Gas Tax Funding

The Trolley Overhead system utilized the Lower Mainland power grid, which is provided by hydroelectricity, so the trolley buses contribute more to the reduction of GHGs when compared with diesel and CNG buses. The electric trolley buses also incorporate regenerative braking systems which feed power back to the grid thus reducing overall energy consumption.

5.2.4 Relationship to RTS Strategic Framework

The replacement of the Trolley Overhead system will support the following RTS Strategic Framework goals:

• Provide sustainable transportation choices • Support a compact urban area • Foster safe, healthy and complete communities • Enable a sustainable economy • Protect the environment

In addition, this project will support the following RTS strategies:

• Invest strategically to maintain and expand the transportation system, • Manage the transportation system to be more efficient and user-focused, and • Partner to make it happen

Strategic Priorities Fund Agreement for Greater Vancouver: 27 Application by the SCBCTA: Gas Tax Year 9, December XX, 2013

Transportation Committee - 56 -

5.2.5 Budget

The budget for the project is $6.300 million and the requested SPF funding is $4.725 million.

5.2.6 Timing

The design will be completed in 2014. Construction will be staged, one rectifier station per year starting 2015 in order to maintain bus operations throughout the replacement work.

5.2.7 Evaluation and Outcomes

Possible outcomes could include:

• Reduced GHG emissions and CAC • Increased transit ridership, and • Improved customer service and satisfaction.

5.3 West Coast Express Rail Cars (Part 3) 5.3.1 Project Description

Twenty-eight (28) West Coast Express (WCE) rail cars will reach the end of their lease periods in 2015 and 2016 and have to be returned to the lessor unless the option to buyout the cars is exercised 24 months prior to the lease termination date (there is no option to extend the existing leases). This project is to exercise the buyout of the 28 rail cars. Funding for the buyout would be drawn from three SPF years; the opportunity to add new projects to previous years is a direct outcome of cost saving in existing projects:

• $1.881 million in Year 5 funding for nine rail cars would come from cost savings achieved in the HandyDART vehicle replacement 2011-2012 project • $3.198 million in Year 6 funding for four rail cars would come from cost savings achieved in multiple vehicle procurement projects • $8.979 million in Year 9 funding for 15 rail cars.

5.3.2 Issues

There are currently twenty-eight (28) rail cars in the WCE fleet that are under two operating leases. At the end of the termination dates (December 28, 2015 for 13 cars and March 28, 2016 for the remaining 15 cars), the cars must either be returned or bought out of the existing lease. The notice of buyout must be given no later than 24 months before the termination date. The 28 cars will have 15 years of the original 35 year useful life remaining (43%) at the time of buyout and could last longer based on their excellent current condition.

Strategic Priorities Fund Agreement for Greater Vancouver: 28 Application by the SCBCTA: Gas Tax Year 9, December XX, 2013

Transportation Committee - 57 -

5.3.3 Relationship to Gas Tax Funding

Based on 2011 numbers, the WCE fleet emitted 4,383 tonnes of GHG emissions during the year. A comparative analysis found that shifting existing WCE passengers to single occupancy vehicles would have resulted in 14,700 tonnes of GHG emissions during 2011 or 3.4 times the GHG emissions emitted by the WCE Rail transportation system. The purchase of the 28 cars would represent a significant investment in an eco-sustainable mode of transportation that is estimated to reduce GHG by more than 10,000 tonnes annually when compared with single occupancy vehicles.

5.3.4 Relationship to RTS Strategic Framework

The WCE railcar buyout project supports the following RTS Strategic Framework goals:

• Provide sustainable transportation choices • Foster safe, healthy and complete communities • Enable a sustainable economy • Protect the environment The project also supports the following RTS Strategy areas:

• Invest strategically to maintain and expand the transportation system, and • Partner to make it happen

5.3.5 Budget

The total estimated budget of this project is $23.820 million ($12.767 million for Year 9) and the request for Year 9 SPF funding is $8.979 million. The total buyout cost is $850,000 per rail car.

5.3.6 Timing

The notice to buyout the existing leases must be given before December 28, 2013 for 13 rail cars and March 28, 2014 for the 15 remaining rail cars.

5.3.7 Evaluation and Outcomes

Possible outcomes could include:

• GHG emissions and CAC emissions from transportation are aggressively reduced, in support of federal, provincial and regional targets. • Most trips are by transit, walking and cycling. • Traveling in the region is safe, secure and accessible for everyone.

Strategic Priorities Fund Agreement for Greater Vancouver: 29 Application by the SCBCTA: Gas Tax Year 9, December XX, 2013

Transportation Committee - 58 -

5.4 Automatic Train Control Equipment Replacement 5.4.1 Project Description

The purpose of this project is to replace the SkyTrain Automatic Train Control (ATC) subsystems as they are reaching 28 years of service and have not been improved or upgraded since service commencement. The project will improve system reliability and thereby reduce service disruption and maintenance requirements. This will be achieved by replacing aging components and moving to a more reliable communication technology using fibre optics.

The objective of this replacement is to improve system reliability and customer service and satisfaction, and to maintain a state of good repair.

5.4.2 Issues

Communication System Upgrade

Currently, analog signals are used to communicate over copper cables. With the new technology, digital signals can be sent over fibre optic cables for more reliable communications. Fibre cores have been assigned for Automatic Train Control (ATC) communications from a previously completed Fibre Optics Upgrade Project.

Line amplifier units are currently required at critical stations to amplify signals to stations far from the SkyTrain Operations and Maintenance Centre. A failure in this unit could affect all stations downstream from its location. Moving to fibre optic communication would eliminate the need for these amplifiers, thereby eliminating a failure that could affect a large geographical area.

Vehicle Control Computer and Data Rack Replacement

The Vehicle Control Computer and Data Rack electronics will be replaced, and will include new designs and components. In the event of failure, the number of trains that could be affected ranges from all trains in a particular loop up to all trains controlled by the VCC.

5.4.3 Relationship to Gas Tax Funding

Replacing the system is important for improving system reliability and thereby reducing service disruptions and improving customer experience. Providing a more reliable system and improved customer experience will encourage ridership and potentially decrease GHGs.

Strategic Priorities Fund Agreement for Greater Vancouver: 30 Application by the SCBCTA: Gas Tax Year 9, December XX, 2013

Transportation Committee - 59 -

5.4.4 Relationship to RTS Strategic Framework

The procurement and replacement of the ATC systems within the transit system will support the following RTS Strategic Framework goals:

• Provide sustainable transportation choices • Support a compact urban area • Foster safe, healthy and complete communities • Enable a sustainable economy • Protect the environment

In addition, this project will support the following RTS strategies:

• Invest strategically to maintain and expand the transportation system, • Manage the transportation system to be more efficient and user-focused, and • Partner to make it happen

5.4.5 Budget

The total estimated budget of this project is $6.500 million and the request for SPF funding is $4.500 million.

5.4.6 Timing

Procurement of the replacement system is estimated for April 2014 with implementation to begin in June 2014. The in-service date for the project is estimated for June 2016.

5.4.7 Evaluation and Outcomes

Possible outcomes could include:

• Improved customer service and satisfaction • Increased transit ridership and therefore reduced GHG emissions

5.5 2017 Conventional Bus 5.5.1 Project Description

This project will consist of procuring 54 forty-foot buses and 52 sixty-foot buses to replace vehicles scheduled for retirement in 2017.

Strategic Priorities Fund Agreement for Greater Vancouver: 31 Application by the SCBCTA: Gas Tax Year 9, December XX, 2013

Transportation Committee - 60 -

5.5.2 Issues

The proposed vehicle replacement project is included in 2014 Base Plan and Outlook. TransLink’s fleet replacement policy is based on economic lifecycle cost and emission criteria. Conventional fleet vehicles have an economic life expectancy of 17 years and one million kilometres. The 17 year lifespan is in line with the Canadian Urban Transit Association’s (CUTA’s) 15-20 year estimated average economic life of an urban transit bus. TransLink’s replacement policy incorporates service optimization analysis which includes targeting an optimal spare ratio. The current spare ratio is at 25.8% for conventional buses compared with the Canadian average of 22% as per CUTA. Spare ratio targets have recently been decreased from 25% to 20% to reflect improvement in maintenance and quality. Vehicles that continue to operate beyond the end of their economic lives have higher fuel consumption, maintenance and operating costs. Delaying vehicle replacements would eventually lead to the need to increase vehicle spare ratios in order to maintain the existing level of service.

5.5.3 Relationship to Gas Tax Funding

The vehicles procured under the project will meet stringent emission regulations and contain technology improvements that will substantially reduce particulate matter (95 percent) and NOx (86 per cent), and improve fuel efficiency and reduce GHG emissions (30 percent for hybrids; five percent for CNG) over the vehicles they will be replacing. (Note: The technology for the replacement vehicles has not been chosen at this time, these emission reductions assume replacement vehicles are CNGs or hybrids).

5.5.4 Relationship to RTS Strategic Framework

The procurement and deployment of these buses to TransLink’s transit system will support the following RTS Strategic Framework goals:

• Provide sustainable transportation choices • Support a compact urban area • Foster safe, healthy and complete communities • Enable a sustainable economy • Protect the environment

In addition, this project will support the following RTS strategies:

• Invest strategically to maintain and expand the transportation system, • Manage the transportation system to be more efficient and user-focused, and • Partner to make it happen

Strategic Priorities Fund Agreement for Greater Vancouver: 32 Application by the SCBCTA: Gas Tax Year 9, December XX, 2013

Transportation Committee - 61 -

5.5.5 Budget

The total estimated budget of this project is $101.200 million and the request for SPF funding is $75.000 million.

5.5.6 Timing

Final delivery of the 2017 Conventional Buses is expected in December 2017.

5.5.7 Evaluation and Outcomes

Possible outcomes could include:

• Reduced GHG emissions and CAC emissions • Increased transit ridership, and • Improved customer service and satisfaction.

5.6 Surrey Transit Centre CNG Facility Retrofit 5.6.1 Project Description

Surrey Transit Centre (STC) was originally built in 1993 and is not equipped to maintain and/or fuel CNG vehicles. There are 192 diesel buses and 36 community shuttles operating out of STC as of November 2013. A number of the buses are nearing the end of their useful lives and are planned to be replaced by more eco-sustainable CNG buses. In order for STC to support CNG bus fuelling and maintenance the following work is required: an expansion of the existing diesel fuelling station for inclusion of natural gas compression, dispensing and downloading capability, and safety upgrades to the main garage to bring it into code compliance for gaseous fuels.

5.6.2 Issues

Currently, STC can only accommodate diesel buses. For CNG bus fuelling, a new compression station will need to be installed. Additional dispensers will also be required to allow for high pressure natural gas fuelling equipment used by CNG buses. Enclosed buildings where CNG buses will pass through (garage, bus wash and fuel island) will need to be upgraded, where required, to comply with fire safety codes.

The project was originally identified as being eligible for Fortis funding to retrofit the facility with CNG bus fuelling stations, and was therefore excluded from consideration for SPF funding. Further research and discussions were undertaken to explore this alternative funding source. However, from further research and discussions it was determined that this funding source would be almost negligible. Given that the project is not eligible for other funding and will fulfill

Strategic Priorities Fund Agreement for Greater Vancouver: 33 Application by the SCBCTA: Gas Tax Year 9, December XX, 2013

Transportation Committee - 62 -

Gas Tax goals to reduce GHG emissions, it was identified as a project worthy of inclusion in the Gas Tax Application.

5.6.3 Relationship to Gas Tax Funding

The CNG facility upgrade to Surrey Transit Centre will allow for the refueling and maintenance of 100 or more CNG buses. The CNG vehicles will meet stringent emission regulations and contain technology improvements that will reduce particulate matter (95 percent) and NOx (86 percent) substantially, and improve fuel efficiency and reduce GHG emissions (five percent) over the diesel vehicles they will be replacing. Upgrades and improvements to existing facilities are required to accommodate the newer and more fuel-efficient CNG technology.

5.6.4 Relationship to RTS Strategic Framework

The procurement and deployment of these buses to TransLink’s transit system will support the following RTS Strategic Framework goals:

• Provide sustainable transportation choices • Support a compact urban area • Foster safe, healthy and complete communities • Enable a sustainable economy • Protect the environment

In addition, this project will support the following RTS strategies:

• Invest strategically to maintain and expand the transportation system, • Manage the transportation system to be more efficient and user-focused, and • Partner to make it happen

5.6.5 Budget

The total estimated budget of this project is $5.000 million and the request for SPF funding is $4.000 million.

5.6.6 Timing

The design phase of this project will start in 2014 with construction scheduled to begin in 2015.

Strategic Priorities Fund Agreement for Greater Vancouver: 34 Application by the SCBCTA: Gas Tax Year 9, December XX, 2013

Transportation Committee - 63 -

5.6.7 Evaluation and Outcomes

Possible outcomes could include:

• Reduced GHG emissions and CAC emissions • Increased transit ridership, and • Improved customer service and satisfaction.

Strategic Priorities Fund Agreement for Greater Vancouver: 35 Application by the SCBCTA: Gas Tax Year 9, December XX, 2013

Transportation Committee - 64 -

APPENDIX 1 – SUSTAINABILITY POLICY

Sustainability Policy TRANSLINK

Date: October 2013

This policy articulates TransLink’s commitment to making sustainability a key factor in all our strategies, plans, business TransLink Corporate Vision practices, decisions, and operations. This policy applies to all A better place to live built on employees and activities of TransLink, its subsidiaries, and service transportation excellence. contractors and is supported by specific social, economic, and environmental strategies and policies. TransLink Corporate Mission Together, we connect the region and TransLink commits to developing and maintaining a sustainable enhance its livability by providing a transportation system that meets the needs of people, sustainable transportation network, organizations and businesses, and fosters the ecological, economic embraced by our communities and our and social well-being of the Metro Vancouver region and beyond. people.

We advance sustainability by: Definition of a Sustainable • Providing and promoting sustainable transportation Transportation System choices in the region – enabling more people to choose A sustainable transportation system is walking, cycling, multiple-occupancy vehicles or transit for one that: more of their trips • allows the basic access needs of • Developing strong partnerships to pursue common individuals and societies to be met sustainability goals and objectives safely and in a manner consistent with human and ecosystem health, and with • Working collaboratively to ensure land use and equity within and between transportation infrastructure decisions are well generations; coordinated and are supportive of sustainable • is affordable, operates efficiently, transportation offers choice of transport mode, and • Managing and operating our business in an supports a vibrant economy; environmentally, socially, and financially responsible manner • limits emissions and waste within the planet’s ability to absorb them,

minimizes consumption of non- TransLink will integrate and advance sustainability through its renewable resources, limits various roles. consumption of renewable resources to the sustainable yield level, and

reuses and recycles its components.

Strategic Priorities Fund Agreement for Greater Vancouver: 36 Application by the SCBCTA: Gas Tax Year 9, December XX, 2013

Transportation Committee - 65 -

As an Organization, we will:

• Incorporate sustainability commitments into our business processes and practices • Develop and implement a corporate sustainability strategy • Set economic, environmental and social targets appropriate to our vision, mandate and values • Make decisions that consider economic, social, and environmental objectives and reflect our commitment to sustainability and leadership, ensuring the best value for transportation investments • Aim for continual innovation and improvement in all aspects of our business to reach our corporate and regional transportation goals As a Transportation Provider, we will:

• Develop and implement strategies, plans and policies and make transportation investments that foster sustainable transportation choices • Provide a diversity of transportation services and pursue operation and design innovations that maximize the benefits to society, the economy, and the environment while minimizing adverse impacts, locally and globally • Develop a resilient transportation system that can adapt to the region’s changing needs and foster our capacity to respond in challenging or exceptional situations

As an Employer, we will:

• Cultivate an inclusive and respectful workplace • Provide a safe and healthy work environment • Encourage employees to innovate and play an active leadership role in the pursuit of our sustainability goals • Empower staff with the resources they need to make responsible decisions regarding sustainability in the workplace and to encourage them to expand this into their personal lives

As a Member of the Community, we will:

• Work with our stakeholders and community partners to foster the livability, sustainability and resilience of our region and provide leadership for developing and enhancing the region’s transportation system • Conduct transparent, inclusive and respectful consultations with our stakeholders and the public to obtain meaningful input into TransLink activities • Encourage and recognize the efforts of employees, subsidiaries, service contractors and partners for their sustainability practices and innovations

Strategic Priorities Fund Agreement for Greater Vancouver: 37 Application by the SCBCTA: Gas Tax Year 9, December XX, 2013

Transportation Committee - 66 -

APPENDIX 2 – ENVIRONMENTAL POLICY

Environmental Policy TRANSLINK Date: October 29, 2003

The purpose of the GVTA (TransLink) is to provide a regional transportation system that: a) moves people and goods, and b) supports:

i. the regional growth strategy; and ii. the air quality objectives and economic development of the transportation service region.

In carrying out its purpose, TransLink is committed to continued environmental responsibility in the planning, provision and maintenance of regional transportation services. We are uniquely positioned to help reduce the impacts to the environment that occur with the transportation of people and goods.

To meet this commitment, TransLink will:

• work cooperatively with municipalities, partners and other stakeholders;

• continue to seek financially and technologically viable, long term solutions that reduce the environmental impacts of operations and services we provide and initiatives we participate in;

• include the environment as a factor in business decisions;

• develop and continually improve an environmental management system; and

• meet or exceed applicable legislation, regulations and adopt accepted environmental practices.

This policy is applicable to all employees, subsidiaries and contractors.

Strategic Priorities Fund Agreement for Greater Vancouver: 38 Application by the SCBCTA: Gas Tax Year 9, December XX, 2013

Transportation Committee - 67 -

APPENDIX 3 – EMISSIONS POLICY

Emissions Policy TRANSLINK

Date: June 16, 2006

The purpose of the GVTA (TransLink) is to provide a regional transportation system that: a) moves people and goods, and b) supports: i. the regional growth strategy; and ii. the air quality objectives and economic development of the transportation service region.

TransLink is committed to the reduction of impacts from vehicle emissions through its ability to influence the use of vehicles in the region. TransLink is uniquely positioned to help reduce emission impacts that occur with the transportation of people and goods. To meet this commitment, TransLink will work cooperatively with municipalities, partners and other stakeholders to: • encourage walking, bicycling and carpooling as modes of choice through funding programs and support of initiatives that promote and enhance these modes as viable and desirable alternatives to automobile use; • enhance transit’s ability to be a mode of choice by providing transit services that are a viable and desirable alternative to automobile use; • implement transportation demand management strategies and programs; • manage congestion and ease the movement of goods and services; • implement the actions outlined in the current Three-Year Plan; • ensure that vehicles in the region operate close to their design emission standards by operating emission inspection and maintenance programs as directed by the provincial government; and • support Metro Vancouver’s Livable Region Strategic Plan and the goals and strategies of Metro Vancouver’s Air Quality Management Plan.

TransLink recognizes that its own fleet of vehicles, rail cars and vessels must seek opportunities to reduce omission impacts. We will continue to seek cost effective, technologically viable, short and long term solutions that will improve air quality and at the same time maintain safe, economically viable transportation choices for residents. To meet this commitment, TransLink will: • surpass applicable emission regulations and standards in the procurement of new fleet vehicles and vessels; • seek continuous improvement in emissions from the existing fleet by retrofitting or replacing existing equipment and using cleaner fuels; • continue to investigate the feasibility of alternative fuels and technologies; • increase the fuel and energy efficiency of the TransLink fleet; • adopt accepted environmental practices and implement best management practices to reduce emission impacts; • monitor and report on progress toward achieving fleet emissions objectives; and • ensure that fleet emission policies and actions are compatible with Metro Vancouver’s Livable Region Strategic Plan and the goals and strategies of Metro Vancouver’s Air Quality Management Plan

Strategic Priorities Fund Agreement for Greater Vancouver: 39 Application by the SCBCTA: Gas Tax Year 9, December XX, 2013

Transportation Committee - 68 -

APPENDIX 4 – INFRASTRUCTURE POLICY

Infrastructure Policy TRANSLINK

Date: Nov 14, 2011

TransLink is committed to reducing the environmental impacts of transportation infrastructure in accordance with the principles of social, economic, and environmental sustainability. TransLink is well positioned to reduce the environmental impacts associated with the transportation of people and goods through the planning, funding and operation of regional transportation systems.

TransLink’s commitment applies to all types of infrastructure that it controls or influences through investment of financial, material or human resources, including:

• Bus and rail operations • Ferry terminals Transit • Tunnels Maintenance and overhaul exchanges Park & ride • Bridges centres lots Transit stations • Bicycle pathways • Administration offices • Rail guideways Greenways • Electrical substations • Major Road Network • Trolley overhead network

To meet this commitment, TransLink will strive to reduce greenhouse gas emissions, manage energy and water use sustainably and improve durability. TransLink will achieve its environmental objectives by continually developing and employing a comprehensive set of Best Management Practices, and where relevant, Passenger Facility Guidelines, in the following areas:

Energy: Reduce energy use, favour clean Materials and Resources: Favour sources and harvest renewable energy sustainable material sourcing and reduce solid waste Water: Reduce potable water use, waste water and water pollution and manage Indoor Environmental Quality: Improve storm water on site air quality, increase visual comfort, optimize light control, reduce noise, and Open Space: Protect natural systems and increase thermal comfort minimize environmental impacts

Strategic Priorities Fund Agreement for Greater Vancouver: 40 Application by the SCBCTA: Gas Tax Year 9, December XX, 2013

Transportation Committee - 69 -

TransLink will endeavor to implement these Best Management Practices throughout all stages of infrastructure life cycle, including:

• Strategic planning • Operation, maintenance and occupancy • Design • Rehabilitation and major upgrades • Construction • Decommissioning

TransLink embraces an inclusive process that educates, inspires and encourages staff, management, partners, stakeholders and the public to participate in the sustainable development of its infrastructure.

Strategic Priorities Fund Agreement for Greater Vancouver: 41 Application by the SCBCTA: Gas Tax Year 9, December XX, 2013

Transportation Committee - 70 -

5.4

To: Transportation Committee

From: Ray Kan, Senior Regional Planner Planning, Policy and Environment Department

Date: April 30, 2014 Meeting Date: May 7, 2014

Subject: Proposed TransLink Projects for Federal Gas Tax Funding – Part 2

RECOMMENDATION That the GVRD Board endorse the following projects in TransLink’s application for federal gas tax funding: a) West Coast Express Rail Cars Buyout; b) Additional funding for Compass Card Bus Upgrades; and c) Additional funding for Hamilton Transit Centre – Richmond.

PURPOSE This report brings forward three of the eight projects in TransLink’s application for federal gas tax funding under the final funded year of the current gas tax agreement. The report contains updated information as provided by TransLink.

BACKGROUND At its meeting on April 9, 2014, the Transportation Committee referred back to staff a report recommending endorsement of TransLink’s application for federal gas tax funding. The Committee raised several questions and issues regarding three projects. For the convenience of the Committee, this report presents the three projects, which are requesting Year 9 funds and unspent funds from prior years. The other five projects are included in a separate report.

DISCUSSION A summary of the three projects, plus updated information from TransLink, is presented below. (Information provided by TransLink that is additional to what was provided in reports at previous Committee meetings is highlighted in bold font.) Summary of Proposed TransLink Projects for Federal Gas Tax Funding as of November 2013 Project # Vehicles Total Cost Funding Funding Request ($ millions) Request Source ($ millions) A. West Coast Express Rail Cars 28 23.8 14.1 Year 9 (2013/14) Buyout + Unspent money from Year 5 (2009/10) + Unspent money from Year 6 (2010/11) B. Additional Funding for Compass N/A $47.0 $5.5 Unspent money from Card Bus Upgrades Year 6 (2010/11) C. Additional Funding for Hamilton N/A $125.4 $6.8 Unspent money from Transit Centre – Richmond Year 7 (2011/12)

Transportation Committee - 71 - Proposed TransLink Projects for Federal Gas Tax Funding – Part 2 Transportation Committee Meeting Date: May 7, 2014 Page 2 of 6

The Year 5 “unspent” money results from cost savings from: • Favourable currency exchange rate and prices for HandyDART vehicles (note: all 81 HandyDART vehicles approved in Year 5 were delivered in 2011-2012).

The Year 6 “unspent” money comes from a combination of cost savings from: • Favourable currency exchange rate and prices for Community Shuttle and buses. • Reduction in the procurement of 2014 Community Shuttles by 2 vehicles.

The Year 7 “unspent” money comes from a combination of cost savings from: • Favourable currency exchange rate and prices for Community Shuttles and buses. • Adjusting the mix of Community Shuttles (increase by 13 vehicles) and conventional buses (decrease by 7 vehicles) to be procured.

A. West Coast Express Rail Cars Buyout – Funding Request $14.1 million

Project Scope: Buyout of the leases of 28 West Coast Express rail cars. These leases cannot be extended as the current owner, Pitney Bowes, has undertaken a business re-alignment. The rail cars have 15 years of service life remaining (out of 35 years). The termination dates for the two leases are December 28, 2015 and March 18, 2016. Project Initiation: In Q3 2014, TransLink and Pitney Bowes will agree on requirements for a 3rd party market appraiser. The market appraisal will be initiated in Q1 2015 and completed by Q3 2015. Sources of TransLink proposes to fund this project from the following sources: Requested Funding: • $1.9 million from Year 5 (2009/10); • $3.2 million from Year 6 (2010/11); • $9.0 million from Year 9 (2013/14). TransLink If funding is not approved, then TransLink may have to reallocate capital Considerations: funding from other projects or borrow additional money from market. TransLink is unlikely to acquire new rail cars, which is more capital-intensive and the long time lag for delivery would lead to service reductions in the near term.

TransLink pays an escalating amount per year until lease expiry as per the contract with Pitney Bowes. The annual lease payments in recent years were on the order of $10 million to $13 million.

TransLink has an option available to purchase new rail cars. The delivery of the new fleet would be fall 2017, leaving a service gap of approximately 18 months. Metro Vancouver Preservation of service levels supports Metro 2040 and environmental Objectives: objectives. Any actions that may induce an increased in car travel, such as reducing transit service, is counter to Metro 2040 and environmental objectives.

Transportation Committee - 72 - Proposed TransLink Projects for Federal Gas Tax Funding – Part 2 Transportation Committee Meeting Date: May 7, 2014 Page 3 of 6

B. Additional Funding for Compass Card Bus Upgrades – Funding Request $5.5 million

Project Scope: Additional funding for the installation of Compass Card readers on buses. The complexities of upgrading the buses to enable farecard reader communication with a central computing system have contributed to the increase in budget to fully implement the Compass Card readers on the buses. Project Initiation: Already initiated. TransLink received federal gas tax funding approval for $22.8 million in Year 6 (2010/11). Source of The request is to increase the funding by $5.5 million. This amount comes as Requested a result of reducing the number of Community Shuttles by two to be Additional Funding: procured, as well as updated pricing on procured transit vehicles in Year 6. TransLink The original Compass Card Faregates budget was $171.3 million. In Considerations: October 2013, the budget was increased to $194.2 million.

TransLink has received funds from the Building Canada Fund (directed towards upgrading stations) and federal gas tax funds (directed towards upgrading the buses).

For the bus upgrade component of the project, gas tax funding was approved for $22.8 million in 2010 (Year 6 application). TransLink is seeking an additional $5.5 million from unspent gas tax funds to be allocated to the project. Metro Vancouver The decision to proceed with the Compass Card Faregates Project has Objectives: already been made. An incomplete implementation of the bus component of the project will adversely affect the service quality (integration and seamless customer experience) and fare revenue generation potential. While Metro 2040 does not contain specific policies around transit fare technologies and faregates, the plan does advocate for greater use of transportation demand management measures, of which transit pricing is one potential element and would be made possible using the Compass Card system.

C. Additional Funding for Hamilton Transit Centre – Richmond – Funding Request $6.8 million

Project Scope: To construct a transit centre for the operation and maintenance of 300 to 350 buses in the Hamilton area of Richmond. Once completed, the Hamilton Transit Centre will offer capacity relief for other overcrowded transit centres and allow for fleet reallocation upon the closure of the North Vancouver Transit Centre.

The Hamilton Transit Centre will also be able to house and maintain CNG buses. Note that this element of the project was added only after the Year 9 application was completed and submitted to Metro Vancouver for review. TransLink will cover the budget change through its capital program.

Transportation Committee - 73 - Proposed TransLink Projects for Federal Gas Tax Funding – Part 2 Transportation Committee Meeting Date: May 7, 2014 Page 4 of 6

Project Initiation: Already initiated. TransLink received federal gas tax funding approval for $78.2 million in Year 7 (2011/12). This original amount does not cover all of the eligible costs under the project; therefore, TransLink is proposing to reallocate additional unspent gas tax funds to this project. Source of The original budget was $110 million; budget updated in 2010 to $125.4 Requested million. The budget was most recently updated in late 2013 to $137 million Additional Funding: to include CNG infrastructure. The budget and scope change occurred after the Year 9 application was completed and submitted to Metro Vancouver for review.

The current request is to increase the gas tax funding by $6.8 million. This amount will be used to pay for the eligible costs of completing the transit centre. This amount comes as a result of refining the Year 7 application for the number of community shuttles and conventional buses to be procured, and updated pricing on procured transit vehicles.

The increase in the overall project budget will be paid for through TransLink’s capital program. TransLink The Hamilton Transit Centre is one of three new transit centres identified by Considerations: TransLink in Transport 2040 to alleviate overcrowding. It can hold up to 350 buses, including up to 80 CNG buses once CNG infrastructure is put in. When it opens in Q1 2016, the utilization will be 50 percent, with capacity to accommodate fleet growth in the future. Metro Vancouver Metro 2040 advocates for the greater use of transportation system Objectives: management measures to maximize the efficiency of the transportation system for both roads and transit. The Hamilton Transit Centre will accommodate the system impacts of the North Vancouver Transit Centre closure. Further, any future increases in bus frequencies or new bus routes will require additional capacity to house and maintain the buses – the Hamilton Transit Centre provides this important system function.

Ownership of SkyTrain and West Coast Express Properties and Infrastructure The Transportation Committee also asked for details about the ownership of the SkyTrain and West Coast Express infrastructure. TransLink provided the following information.

Rail Line Ownership Expo Line BC Transit owns the infrastructure and property interests, and leases such interests to TransLink. Millennium Line BC Transit, Rapid Transit Project 2000 Ltd. and the Province of British Columbia own the infrastructure and property interests, and lease such interests to TransLink. West Coast Express Canadian Pacific Railway company owns much of the infrastructure properties and and has granted certain rights to BC Transit to use the infrastructure. infrastructure BC Transit also owns other infrastructure on the West Coast Express. BC Transit leases to TransLink all of its interests (owned and otherwise) with respect to West Coast Express properties and infrastructure.

Transportation Committee - 74 - Proposed TransLink Projects for Federal Gas Tax Funding – Part 2 Transportation Committee Meeting Date: May 7, 2014 Page 5 of 6

ALTERNATIVES 1. That the GVRD Board endorse the following projects in TransLink’s application for federal gas tax funding: a) West Coast Express Rail Cars Buyout; b) Additional funding for Compass Card Bus Upgrades; and c) Additional funding for Hamilton Transit Centre - Richmond. 2. That the GVRD Board provide alternate direction to staff.

FINANCIAL AND REGIONAL GROWTH STRATEGY IMPLICATIONS The most pressing concern for TransLink is the buyout of the 28 West Coast Express passenger rail cars. The two leases end in 2015 and 2016. TransLink has confirmed that it will proceed with buying out the leases for the West Coast Express rail cars with or without federal gas tax funds. Returning the rail cars to Pitney Bowes is not a functional option as it would severely affect commuters from the Northeast Sector, Pitt Meadows, Maple Ridge, and the Fraser Valley. TransLink will not acquire new rail cars given the capital required and the time lag for delivery would lead to service reductions in the near term (on the order of 18 months).

Another pressing concern is for TransLink to fully implement the Compass Card system, and this will require ensuring that the bus fleet is fully upgraded to the technology.

Regarding the Hamilton Transit Centre, TransLink has advised staff that the project budget was increased from $125 million to $137 million in late 2013 after the Year 9 application was completed. The purpose of the budget and scope change was to accommodate CNG buses and associated infrastructure. The actual request of $6.8 million in additional federal gas tax funding is intended to go towards the overall construction of the facility. TransLink will cover the increase in budget through its capital program.

If the Board chooses Alternative 1, TransLink can advance these three projects to the Gas Tax Management Committee for consideration. The Board is provided the opportunity to consider each project separately for endorsement. If TransLink modifies any of the endorsed projects in any material way prior to transmittal to the Gas Tax Management Committee, then it must return to the Board to seek an endorsement on such changes. In the event that the Board chooses to not endorse one or more projects, then TransLink could defer or cancel other capital projects to fund these unapproved projects, or borrow additional money from market.

If the Board chooses Alternative 2, the Board may wish to provide alternative direction to staff or TransLink. At the time of writing, it is uncertain whether unallocated money from Year 9 and unspent money from prior years will be rolled over to the renewed federal program.

SUMMARY / CONCLUSION The Government of Canada, Province of British Columbia and the Union of BC Municipalities entered into the Gas Tax Agreement in 2005. The purpose of federal gas tax funding is to provide a stable, predictable and long-term funding source for environmentally sustainable municipal infrastructure that contributes to meeting sustainability objectives. The Strategic Priorities Fund Agreement for Greater Vancouver commits all of Metro Vancouver’s Gas Tax funds to regional transportation investments.

Transportation Committee - 75 - Proposed TransLink Projects for Federal Gas Tax Funding – Part 2 Transportation Committee Meeting Date: May 7, 2014 Page 6 of 6

The West Coast Express, Compass Card Bus Upgrade, and Hamilton Transit Centre projects generally support the Board’s Metro 2040 and environmental objectives. Staff recommends Alternative 1.

Attachment: Strategic Priorities Fund Agreement for Greater Vancouver: Application by the South Coast British Columbia Transportation Authority, Federal Gas Tax Year 9 (2013/14) and Proposed Amendments to Federal Gas Tax Year 5 (2009/10), Year 6 (2010/11), and Year 7 (2011/12) (Doc. #9382825).

9356671

Transportation Committee - 76 -

TransLink #400-287 Nelson Court New Westminster, BC V3L 0E7 Canada

www.translink.bc.ca

South Coast British Columbia Transportation Authority November 25, 2013

Elisa Campbell Director, Regional and Strategic Planning Metro Vancouver 4330 Kingsway, Burnaby, BC V5H 4G8

Dear Elisa:

RE: FURTHER INFORMATION ON TRANSLINK’S 2014 GAS TAX APPLICATION

The purpose of this memo is to provide further information to Metro Vancouver on TransLink’s draft Year 9 (2013/2014) Gas Tax Application following our consultations with the Transportation Committee on October 9 and with the Metro Vancouver Board on October 25. The draft Application was subsequently revised in November and is provided as an attachment. Program Background The Government of Canada, Province of British Columbia and the Union of BC Municipalities (UBCM) entered into the Gas Tax Agreement on September 19, 2005. The purpose of Gas Tax funding is to provide a source of stable, predictable and long‐term funding for environmentally sustainable municipal infrastructure that helps to meet sustainability objectives. The Strategic Priorities Fund (SPF) Agreement for Greater Vancouver, which commits all of Metro Vancouver’s Gas Tax funds to regional transportation investments, was executed in January 2006 (with subsequent amendments). In 2012, at the request of the Metro Vancouver Board, TransLink began to consult with Metro Vancouver on the Gas Tax Application prior to submitting it to UBCM. Funding Priorities At the outset of the Gas Tax program, the funds were used primarily to pay for capital projects that would expand transit service capacity. At the time, TransLink had funding available to operate expanded service as funding for capital purchases became available through the Gas Tax. Over time, however, available funding for transit operations has not kept pace with increasing demand, and ability to increase service levels has been constrained. TransLink operates with a deficit, and is drawing down its reserves and is relying on the sale of assets to fund operations. Because funds for service expansions are not available, TransLink relies on SPF funds to pay for capital expenses – primarily replacement of the bus fleet – that would otherwise need to be financed using funds diverted from other programs. In this way, TransLink relies upon Gas Tax funding to maintain current service levels. Cumulatively, trips taken by transit rather than by private car make a significant impact on regional GHG emissions. Ongoing support for capital projects to sustain and enhance the reliability and environmental efficiency of transit operations

Transportation Committee - 77 -

November 21, 2013 Metro Vancouver Page 2 of 4 ______contributes significantly to Metro Vancouver’s Regional Growth Strategy priority to “achieve an increased share of trips made by transit, multiple‐occupancy vehicles, cycling and walking, and reductions in energy consumption and air emissions from on‐road transportation sources.”

In 2014, TransLink’s revenues are anticipated to fall short of expenses. The Year 9 Application seeks funding for the following projects:  Replacement of three Trolley Overhead Rectifier Stations at Metrotown to avoid power outages, which could lead to service disruptions  Replacement of Skytrain Automated Train Control equipment to avoid service disruptions  Retrofit of the Surrey Transit Centre to accommodate Compressed Natural Gas (CNG) vehicles  Purchase of West Coast Express rail cars that have reached the end of their lease  Replacement of 132 conventional buses with lower‐emission vehicles (2016 and 2017) Gas Tax Application Amendments Because the project execution begins after the estimated funding for a project is applied for, from time to time it is necessary to amend previous‐year Gas Tax Applications to re‐organize the distribution of funds among projects. There are two complementary reasons for most amendments: 1. To meet SPF project criteria, projects may not commence prior to the submission of the application for funding. 2. Once the application for funding has been submitted, the project approval process can be initiated, and the procurement process can start. The project budget and scope are typically further refined from the original estimate at the project approval stage. Many capital projects will then go through a design phase, which often results in a change in budget estimate. Additionally, the project scope may change slightly to reflect recent plans conducted in the period between the Fund application date and the project execution date. The project budget may change again when contracts are awarded. The timing requirements of the SPF program mean that it is sometimes necessary to amend previous‐year SPF applications. The funds conserved from cost savings realized during

Transportation Committee - 78 -

November 21, 2013 Metro Vancouver Page 3 of 4 ______procurement or refinements to project scope cannot be utilized on other projects until an amendment has been approved; therefore, amendments are needed in order to ensure that unused funds are re‐allocated to other projects. As an example, in Gas Tax Years 5, 6 and 7, several fleet replacement procurements attracted bids that were lower than anticipated project costs for two reasons: 1. The Canadian dollar was strong compared with the American dollar in this period; therefore, bids received from US vendors were relatively low. 2. TransLink was able to secure very aggressive pricing through the competitive procurement process. TransLink constantly seeks cost efficiencies in its operations; because of the Gas Tax timeline, some opportunities may not be identified until after the funding application has been submitted. For example, in Year 7 (2011/2012), TransLink applied for a mix of Conventional Buses and Community Shuttles, to be acquired in 2013 and 2014. In the course of transit service optimization efforts, it was found that certain transit services could be operated effectively with Community Shuttles, which are less expensive to operate than Conventional Buses. For this reason, the Year 9 Application requests to amend the vehicle mix to procure a larger number of Community Shuttles and a smaller number of Conventional Buses. Per Metro Vancouver’s request, TransLink is consulting with Metro Vancouver prior to submitting its Gas Tax Application to UBCM, including review of new projects and previous‐year project amendments. Vehicle Lifecycles and Replacement Schedule As vehicles age, they begin to experience more frequent breakdowns, use more fuel per kilometre, and have more frequent and expensive maintenance needs. All TransLink vehicles are subject to a rigorous preventive maintenance program, but all vehicles eventually must be replaced. TransLink uses a set of vehicle lifecycle replacement guidelines that align with industry standards used throughout Canada, which are based on the kilometres traveled and age of the vehicle:  HandyDart vehicles – six to eight years / 200,000 to 250,000 kilometres  Community Shuttle bus – six years / 450,000 kilometres  40' and 60' conventional buses – 17 years / 1,000,000 kilometres Like most North American transit agencies, TransLink assesses the ‘health’ of each vehicle individually, and attempts to use vehicles for as long as financially and environmentally prudent. For example, some of TransLink’s very durable Trolley fleet vehicles have been kept in service long past the usual replacement date. Vehicle replacement standards in Canada are longer than those in the US, where vehicles are generally retired on a more frequent basis. Expansion of CNG Vehicle Fleet and Infrastructure The most recent edition of the Year 9 Gas Tax Application includes a new project to retrofit the Surrey Transit Centre to accommodate CNG vehicles, as well as projects to purchase CNG vehicles. As noted in the Gas Tax Year 8 application, in early 2013, TransLink conducted a review of current fuel technologies to evaluate the benefits of different available options. The study indicated that CNG had substantial advantages compared with other fuel types that have been verified using a sample of TransLink buses equipped with modern CNG engines:

Transportation Committee - 79 - Transportation Committee - 80 - Strategic Priorities Fund Agreement For Greater Vancouver

Application by the South Coast British Columbia Transportation Authority: Federal Gas Tax Year (/)

Proposed Amendments: Federal Gas Tax Year  ( /) , Federal Gas Tax Year  (/) Date of Submission: Federal Gas Tax Year  (/) December XX, 2013

Transportation Committee - 81 -

Table of Contents 1 Planning Context ...... 3

1.1 South Coast British Columbia Transportation Authority Act ...... 3 1.2 Gas Tax Agreement ...... 3 1.3 Regional Transportation Strategy ...... 4 1.4 2014 Base Plan and Outlook ...... 5 1.5 Sustainability Policy ...... 6 1.6 Environmental Policy ...... 6 1.7 Emissions Policy ...... 7 1.8 Infrastructure Policy ...... 7 1.9 Evaluation and Outcomes ...... 7

2 Proposed Amendments to Year 5 of Gas Tax Funding ...... 8

Changes to Existing Projects ...... 9 2.1 HandyDART Vehicle Replacement 2011-2012 – Updated Amount ...... 9

New Project ...... 10 2.2 West Coast Express Rail Cars (Part 1) ...... 10

3 Proposed Amendments to Year 6 of Gas Tax Funding ...... 12

Changes to Existing Projects ...... 13 3.1 2011 Community Shuttle – Updated Amount ...... 13 3.2 2012 Conventional Bus – Updated Amount ...... 13 3.3 2014 Community Shuttle – Updated Amount ...... 15

3.4 Smart Card Bus Upgrades – Updated Amount ...... 16 New Project ...... 16 3.5 West Coast Express Rail Cars (Part 2) ...... 16

4 Proposed Amendments to Year 7 of Gas Tax Funding ...... 19

Changes to Existing Projects ...... 20 4.1 2012 Community Shuttle – Updated Amount ...... 20 4.2 2013 Community Shuttle – Updated Vehicle Amount ...... 20 4.3 2014 Conventional Bus – Updated Amount ...... 21 4.4 Hamilton Transit Centre – Updated Amount ...... 23

5 Year 9 Proposed 2013/14 Projects ...... 25

5.1 2016 Conventional Bus Replacement (Part 2) ...... 25 5.2 Trolley Overhead Rectifier Replacement – Metrotown ...... 27 5.3 West Coast Express Rail Cars (Part 3) ...... 28 5.4 Automatic Train Control Equipment Replacement ...... 30 5.5 2017 Conventional Bus ...... 31 5.6 Surrey Transit Centre CNG Facility Retrofit ...... 33

APPENDIX 1 – SUSTAINABILITY POLICY ...... 36 APPENDIX 2 – ENVIRONMENTAL POLICY ...... 38 APPENDIX 3 – EMISSIONS POLICY ...... 39 APPENDIX 4 – INFRASTRUCTURE POLICY ...... 40

Strategic Priorities Fund Agreement for Greater Vancouver: 2 Application by the SCBCTA: Gas Tax Year 9, December XX, 2013

Transportation Committee - 82 -

1.0 Planning Context

1.1 South Coast British Columbia Transportation Authority Act The Greater Vancouver Transportation Authority was established in June 1998 under the Greater Vancouver Transportation Authority Act (the GVTA Act) to provide the planning, funding, management and operation of an integrated regional transportation system for the greater Vancouver region, effective April 1, 1999. In November 2007, the provincial legislature passed Bill 43, the Greater Vancouver Transportation Authority Amendment Act, 2007. Bill 43 significantly amended the existing GVTA Act, changed the name of the Act to the South Coast British Columbia Transportation Authority Act (the SCBCTA Act), and changed the name of the Greater Vancouver Transportation Authority to the South Coast British Columbia Transportation Authority (TransLink).

The SCBCTA Act required TransLink to produce a long-term transportation strategy (30+ years) that is updated every five years, and a rolling 10-Year Plan that is updated annually. TransLink is required to consult with the public, governments and stakeholders in the service region as these plans are created.

In June 2010, the SCBCTA Act was amended to change the 10-Year Plan to a Three-Year Plan and Outlook for years four through 10 (the Base Plan).The Three-Year Plan is required to be fully funded, but the outlook does not have the same funding requirement.

In May 2012, the SCBCTA Act was further amended to change the due date for TransLink’s Base Plan from August 1 to November 1 each year to better align this process with the annual budget process.

1.2 Gas Tax Agreement and Strategic Priorities Fund Agreement The Government of Canada, Province of British Columbia and the Union of BC Municipalities (UBCM) entered into the Gas Tax Agreement on September 19, 2005 (amended March 2008, April 2008, September 2010 and February 2013). The purpose of the Gas Tax funding is to provide a source of stable, predictable and long-term funding for environmentally sustainable municipal infrastructure that helps to address infrastructure needs and meet sustainability objectives. The three key environmental sustainability outcomes are: reduced greenhouse gas emissions (GHG), cleaner water and cleaner air. The Strategic Priorities Fund (SPF) Agreement for Greater Vancouver, which commits all of Metro Vancouver’s Gas Tax funds to regional transportation investments, was executed by UBCM, Metro Vancouver (GVRD) and TransLink in January 2006 and amended February 2011, November 2011, and March 2013.

Strategic Priorities Fund Agreement for Greater Vancouver: 3 Application by the SCBCTA: Gas Tax Year 9, December XX, 2013

Transportation Committee - 83 -

1.3 Regional Transportation Strategy 1.3.1 Plan Highlights

TransLink’s long term strategy was updated in July 2013, consistent with the SCBCTA Act requirement to update the long term strategy every five years. Now referred to as the Regional Transportation Strategy (RTS) Strategic Framework, this strategy replaces Transport 2040, which was approved in July 2008. The Strategic Framework will be paired with an Implementation Plan that is currently under development.

The RTS reaffirms the vision and goals for regional transportation established in Transport 2040. In addition, the RTS recognizes that to reach our future vision faster, we need to sharpen our focus on three key high-level strategies – Invest, Manage, and Partner – and the importance of pursuing these at the same time.

The RTS sets out 5 goals, 2 headline targets and 3 strategy areas, which are as follows:

1.3.2 RTS Goals

• Provide sustainable transportation choices • Support a compact urban area • Foster safe, healthy and complete communities • Enable a sustainable economy • Protect the environment

1.3.3 RTS Headline Targets

As a region, we can best achieve these goals by designing our communities and transportation system in a way that:

• Makes it possible to make half of all trips by walking, cycling and transit • Makes it possible to reduce the distances people drive by one-third

1.3.4 RTS Strategy Areas

• Invest strategically to maintain and expand the transportation system • Manage the transportation system to be more efficient and user-focused • Partner to make it happen

Strategic Priorities Fund Agreement for Greater Vancouver: 4 Application by the SCBCTA: Gas Tax Year 9, December XX, 2013

Transportation Committee - 84 -

1.3.5 Commentary

Notably, the RTS goals and strategy areas are consistent with the stated purpose of the Gas Tax Agreement of providing a source of stable, predictable and long-term funding towards sustainable municipal infrastructure to address infrastructure needs and meet sustainability objectives. The RTS goals and strategy areas provide a policy framework for developing more environmentally sustainable transportation infrastructure in Metro Vancouver.

An implementation plan for the RTS will be developed in 2013-2014 and will bring together strategies for investing in system expansion, managing demand and coordinating land use, to deliver a transportation system that is affordable and supports healthy lives, in communities with prosperous businesses, safe streets, clean air and thriving natural environments.

1.4 2014 Base Plan and Outlook The Base Plan identifies the investments in infrastructure, programs and services that TransLink can afford given the revenue reasonably expected to be available. Development of the base plan must be guided by TransLink’s current RTS.

The 2014 Base Plan and Outlook (2014 Base Plan) has been developed within the policy framework of TransLink’s current long term transportation strategy – the Regional Transportation Strategy. The 2014 Base Plan delivers on all of the commitments identified in the 2013 Base Plan, including:

• Transit service hours remain the same • Funding to Major Road Network programs remains the same • Funding to Bicycle Infrastructure Capital Cost Share program remains the same • Seven SkyTrain station upgrades are still going forward • TransLink’s contribution to the Evergreen Line project remains the same

The 2014 Base Plan identifies up to $299 million in funding to mitigate seismic risk and address the condition of the bridge deck.

The investments for which funding is being applied for under the Strategic Priorities Fund Agreement for Greater Vancouver are described in this application.

1.4.1 Financial Plan Highlights

The financial plan that supports the Base Plan meets TransLink’s legislative requirements. Under the SCBCTA Act, the Base Plan can only use established funding resources, and projected borrowings cannot exceed the current borrowing limit.

Strategic Priorities Fund Agreement for Greater Vancouver: 5 Application by the SCBCTA: Gas Tax Year 9, December XX, 2013

Transportation Committee - 85 -

The 2014 Base Plan was developed based on the following financial plan assumptions:

• Maintain fuel tax rate at $0.17 per litre • Property tax revenues increase at the allowable rate of 3% per year • Annual allowable transit fare increases (2% per year) will resume in 2015 • Golden Ears Bridge toll rates increase with inflation annually (assumed at 2% per year) • No changes to hydro levy, replacement tax, parking rights tax

In order to provide the programs, services, and investments included in the 2014 Base Plan, TransLink is counting on the sale of real estate assets and will need to draw on its cumulative surplus. The 2014 Base Plan forecasts that TransLink will meet its cumulative surplus and capital borrowing requirements, but will continue to run a deficit on an annual basis until 2020. Through increased efficiencies, further cost containment, and changes to timing for the borrowing program, TransLink will be able to manage the projected gap in meeting cumulative surplus requirements for 2015 which was forecast in the 2013 Supplemental Plan and Outlook.

1.4.2 Commentary

The 2014 Base Plan has been developed within the policy framework of the RTS and includes specific actions for implementing the strategy within the existing funding constraints. Capital infrastructure contained in the implementation of the 2014 Base Plan projects will result in environmental sustainability outcomes consistent with the stated outcomes of Gas Tax Funding of reduced GHG emissions, cleaner water and cleaner air.

1.5 Sustainability Policy TransLink Sustainability Policy, attached as Appendix 1, was adopted July 2009 and revised November 2013. The Policy establishes TransLink’s commitment to making sustainability a key factor in strategies, plans, business practices, decisions and operations. The Sustainability Policy also articulates TransLink’s commitment to developing and maintaining a transportation system that meets the needs of people, organizations and businesses, and fosters the ecological, economic and social well-being of the Metro Vancouver region and beyond.

1.6 Environmental Policy The Environmental Policy, attached as Appendix 2, adopted in 2003, highlights TransLink’s environmental responsibility in the planning, provision and maintenance of regional transportation services. The Environmental Policy establishes TransLink’s commitment to seeking financially and technologically viable, long-term solutions that reduce the environmental impacts of operations and services provided.

Strategic Priorities Fund Agreement for Greater Vancouver: 6 Application by the SCBCTA: Gas Tax Year 9, December XX, 2013

Transportation Committee - 86 -

1.7 Emissions Policy TransLink’s Emissions Policy, attached as Appendix 3, was adopted in 2007 and establishes emissions reduction objectives at two levels. The first is related to overall regional transportation emissions, which can be influenced by transit services, ridership and other programs supported by TransLink. The second level pertains to direct emissions from the TransLink fleet of vehicles, light and heavy rail and vessels.

1.8 Infrastructure Policy TransLink’s Infrastructure Policy, attached as Appendix 4, was adopted in 2011. The Infrastructure Policy articulates TransLink’s commitment to reducing the environmental impacts of transportation infrastructure in accordance with the principles of social, economic and environmental sustainability. Environmental impacts related to transportation infrastructure include greenhouse gas emissions, energy and water use, open space, materials and resources, air quality and durability.

1.9 Evaluation and Outcomes TransLink submitted its first Outcome Report in 2009 based on a set of indicators and a methodology developed through intergovernmental and internal workshops. The final report data was used to evaluate the reduction of GHG emissions and criteria air contaminants (CAC) from federally funded public transit projects. TransLink will submit an updated Outcome Report in 2014 to evaluate SPF project results in reducing GHG and other harmful air emissions as outlined in the SPF agreement.

Strategic Priorities Fund Agreement for Greater Vancouver: 7 Application by the SCBCTA: Gas Tax Year 9, December XX, 2013

Transportation Committee - 87 -

2.0 Proposed Amendments to Year 5 of Gas Tax Funding

Projects for 2009/10 – Previously Approved (in $ millions)

% Gas No. of Total Gas Tax Tax Section Funding Year 5 Purpose Vehicles Costs Funding # Used Conventional Bus- Hybrid Fleet Expansion/ Expansion and 32 21.200 20.017 100% Replacement Replacement SkyTrain Mark II Vehicle Fleet Expansion 14 42.200 40.979 100% Expansion- Option 1 Expo Line Propulsion Infrastructure N/A 58.300 43.000 50% Power Upgrade Upgrade SkyTrain Operating and Infrastructure Maintenance Centre- N/A 47.200 9.400 100% Upgrade Phase 2 HandyDART Vehicle 2.1 Fleet Replacement 81 12.000 10.900 83% Replacement 2011-2012 Total Year 5 127 180.900 124.296 81%

Projects for 2009/10 – Requested Change (in $ millions)

% Gas No. of Total Gas Tax Tax Section Funding Year 5 Purpose Vehicles Costs Funding # Used Conventional Bus- Hybrid Fleet Expansion/ Expansion and 32 21.200 20.017 100% Replacement Replacement SkyTrain Mark II Vehicle Fleet Expansion 14 42.200 40.979 100% Expansion- Option 1 Expo Line Propulsion Infrastructure N/A 58.300 43.000 50% Power Upgrade Upgrade SkyTrain Operating and Infrastructure Maintenance Centre- N/A 47.200 9.400 100% Upgrade Phase 2 HandyDART Vehicle 2.1 Fleet Replacement 81 9.498 9.019 100% Replacement 2011-2012 West Coast Express 2.2 9 7.650 1.881 0% (WCE) Rail Cars (Part 1) Total Year 5 136 186.048 124.296 81%

Strategic Priorities Fund Agreement for Greater Vancouver: 8 Application by the SCBCTA: Gas Tax Year 9, December XX, 2013

Transportation Committee - 88 -

Changes to Existing Projects

2.1 HandyDART Vehicle Replacement 2011-2012 – Updated Amount 2.1.1 Project Description

As part of maintaining custom transit service levels identified in the 2014 Base Plan and Outlook, this project consists of purchasing 81 HandyDART vehicles to replace vehicles that have reached the end of their useful lives.

2.1.2 Issues

The HandyDART fleet typically provides service for users with disabilities who use medical and social services, as well as engaging in social recreational and other activities. The fleet is comprised of three vehicle types with different life expectancies:

• 8-passenger microbus has an economic life of six years and 200,000 kilometres • 12-passenger microbus has an economic life of six years and 200,000 kilometres, and • 20-passenger minibus has an economic life of eight years and 250,000 kilometres.

Continued operation beyond a vehicle’s economic life expectancy results in the generation of higher emissions, fuel consumption, and maintenance and operating costs. Delaying vehicle replacements would eventually lead to the need to increase vehicle spare ratios in order to maintain the existing level of service. The new HandyDART vehicles will reduce breakdowns that lead to increased downtimes and degraded customer service.

2.1.3 Budget Change Requested

The total estimated budget for the project was $12.000 million and the SPF funding approved was $10.900 million. The new budget estimate for the project is $9.498 million and the requested SPF funding is $9.019 million. The continuing strong Canadian dollar resulted in favorable pricing and decreased costs relative to budget.

This is a reduction in funding of $1.881 million.

2.1.4 Timing

The 81 HandyDART vehicles have been delivered, 35 vehicles in 2011 and 46 vehicles in 2012.

Strategic Priorities Fund Agreement for Greater Vancouver: 9 Application by the SCBCTA: Gas Tax Year 9, December XX, 2013

Transportation Committee - 89 -

New Project

2.2 West Coast Express Rail Cars (Part 1) 2.2.1 Project Description

Twenty-eight (28) West Coast Express (WCE) rail cars will reach the end of their lease periods in 2015 and 2016 and have to be returned to the lessor unless the option to buyout the cars is exercised 24 months prior to the lease termination date (there is no option to extend the existing leases). This project is to exercise the buyout of the 28 rail cars. Funding for the buyout would be drawn from three SPF years; the opportunity to add new projects to previous years is a direct outcome of cost saving in existing projects:

• $1.881 million in Year 5 funding for nine rail cars would come from cost savings achieved in the HandyDART vehicle replacement 2011-2012 project • $3.198 million in Year 6 funding for four rail cars would come from cost savings achieved in multiple vehicle procurement projects • $8.979 million in Year 9 funding for 15 rail cars.

2.2.2 Issues

There are currently twenty-eight (28) rail cars in the WCE fleet that are under two operating leases. At the end of the termination dates (December 28, 2015 for 13 cars and March 28, 2016 for the remaining 15 cars), the cars must either be returned or bought out of the existing lease. The notice to exercise the buyout option must be given no later than 24 months before the termination date. The 28 cars will have 15 years of the original 35 year useful life remaining (43%) at the time of buyout and could last longer based on their excellent current condition.

2.2.3 Relationship to Gas Tax Funding

Based on 2011 numbers, the WCE fleet emitted 4,383 tonnes of GHG emissions during the year. A comparative analysis found that shifting existing WCE passengers to single occupancy vehicles would have resulted in 14,700 tonnes of GHG emissions during 2011 or 3.4 times the GHG emissions emitted by the WCE Rail transportation system. The purchase of the 28 cars would represent a significant investment in an eco-sustainable mode of transportation that is estimated to reduce GHG by more than 10,000 tonnes annually when compared with single occupancy vehicles.

Strategic Priorities Fund Agreement for Greater Vancouver: 10 Application by the SCBCTA: Gas Tax Year 9, December XX, 2013

Transportation Committee - 90 -

2.2.4 Relationship to RTS Strategic Framework

The WCE rail car buyout project supports the following RTS Strategic Framework goals:

• Provide sustainable transportation choices • Foster safe, healthy and complete communities • Enable a sustainable economy • Protect the environment

The project also supports the following RTS Strategy areas:

• Invest strategically to maintain and expand the transportation system, and • Partner to make it happen

2.2.5 Budget

The total estimated budget of this project is $23.820 million ($7.650 million for Year 5) and the request for Year 5 SPF funding is $1.880 million. The total buyout cost is $850,000 per rail car.

2.2.6 Timing

The notice to buyout the existing leases must be given before December 28, 2013 for 13 rail cars and March 28, 2014 for the 15 remaining rail cars.

Strategic Priorities Fund Agreement for Greater Vancouver: 11 Application by the SCBCTA: Gas Tax Year 9, December XX, 2013

Transportation Committee - 91 -

3.0 Proposed Amendments to Year 6 of Gas Tax Funding Projects for 2010/11 – Previously Approved (in $ millions)

Total No. of Gas Tax % Gas Tax Costs Section Funding Year 6 Purpose Vehicles Funding # Used 2nd SeaBus Fleet Replacement 1 25.100 23.197 28% Replacement 2011 Community 3.1 Fleet Replacement 13 3.000 2.700 69% Shuttles 2012 Conventional 3.2 Fleet Replacement 42 38.700 31.932 89% Bus SkyTrain Mark 1 Fleet 114 37.875 28.460 0% Vehicles Refurbishment 2014 Community 3.3 Fleet Replacement 55 14.940 13.446 0% Shuttles Compass Card Infrastructure 3.4 N/A 171.300 22.829 47% Faregates Upgrade Total Year 6 225 290.915 122.564 39%

Projects for 2010/11 – Requested Change (in $ millions)

Total % Gas No. of Gas Tax Costs Tax Section Funding Year 6 Purpose Vehicles Funding # Used Fleet 2nd SeaBus Replacement 1 25.100 23.197 28% Replacement Fleet 3.1 2011 Community Shuttles 13 2.087 1.851 100% Replacement Fleet 3.2 2012 Conventional Bus 42 30.000 28.626 99% Replacement Fleet SkyTrain Mark 1 Vehicles 114 37.875 28.460 0% Refurbishment Fleet 3.3 2014 Community Shuttles 53 9.900 8.910 0% Replacement Smart Card Bus Infrastructure 3.4 N/A 47.400 28.322 38% Upgrades Upgrade West Coast Express 4 3.403 3.198 0% 3.5 (WCE) Rail Cars (Part 2) Total Year 6 227 155.765 122.564 39%

Strategic Priorities Fund Agreement for Greater Vancouver: 12 Application by the SCBCTA: Gas Tax Year 9, December XX, 2013

Transportation Committee - 92 -

Changes to Existing Projects

3.1 2011 Community Shuttle – Updated Amount 3.1.1 Project Description

As part of maintaining bus service levels identified in the 2010 10-Year Plan, this project consists of purchasing 13 new 24-passenger community shuttle buses for replacement of vehicles that have reached the end of their economic lives.

3.1.2 Issues

Community shuttle services are integral to TransLink’s fleet services, and demand for these services has been increasing in Metro Vancouver. A community shuttle has a useful economic life of six years and 450,000 kilometres. Continued operation beyond this point results in the generation of higher emissions, fuel consumption, maintenance and operating costs. Delaying vehicle replacements would eventually lead to the need to increase vehicle spare ratios in order to maintain the existing level of service. The new community shuttle vehicles will replace ones reaching the end of their economic lives, and will reduce the number and severity of breakdowns that lead to increased downtimes and degraded customer service.

3.1.3 Budget Change Requested

The total estimated budget for the project was $3.000 million and the SPF funding approved was $2.700 million. The new budget estimate for the project is $2.087 million and the requested SPF funding is $1.851 million.

This is a reduction in funding of $0.849 million. There was a significant reduction in the unit cost per vehicle due to a marked change in the Canadian/US dollar exchange rate and because less expensive gas shuttles were procured rather than higher cost diesel shuttles.

3.1.4 Timing

The community shuttles were delivered in 2012 Quarter 4.

3.2 2012 Conventional Bus – Updated Amount 3.2.1 Project Description

This project is to procure a total of 42 replacement conventional buses (17- 40’ standard diesel and 25 60’ articulated hybrids). The seventeen 40 foot diesel buses were specifically designated for operation by West Vancouver Transit for use on mixed urban/suburban routes. The steep

Strategic Priorities Fund Agreement for Greater Vancouver: 13 Application by the SCBCTA: Gas Tax Year 9, December XX, 2013

Transportation Committee - 93 -

hills and challenging terrain throughout West Vancouver were determined to be unfavorable for hybrid bus operation. The new conventional buses with the 2010 EPA engine have seen marked improvement in fuel economy as evidenced by an 8% reduction in fuel consumption (with comparable reduction in GHGs) reported by West Vancouver.

3.2.2 Issues

TransLink’s fleet replacement policy is based on lifecycle cost and emission criteria. Conventional fleet vehicles have an economic life expectancy of 17 years and one million kilometres. The 17 year lifespan is in line with the Canadian Urban Transit Association’s (CUTA’s) 15-20 year estimated average economic life of an urban transit bus. Vehicles that continue to operate beyond the end of their economic lives have higher fuel consumption, maintenance and operating costs.

Replacement of these vehicles will result in savings by avoiding incremental costs, reducing vehicle breakdowns and downtime, and improving customer service. Delaying vehicle replacements would eventually lead to the need to increase vehicle spare ratios in order to maintain the existing level of service. Better service reliability will be provided by employing newer, cleaner, quieter, and more accessible vehicles. TransLink’s replacement policy incorporates service optimization analysis which includes targeting an optimal spare ratio. The current spare ratio is at 25.8% for conventional buses compared with the Canadian average of 22% as per CUTA. Spare ratio targets have recently been decreased from 25% to 20% to reflect improvement in maintenance and quality.

3.2.3 Budget Change Requested

The total estimated budget for the project was $38.700 million and the SPF funding approved was $31.932 million. The new budget estimate for the project is $30.000 million and the requested SPF funding is $28.626 million.

This is a reduction in funding of $3.306 million. The project benefitted from a significant reduction in the unit cost per vehicle due to a marked change in the Canadian/US dollar exchange rate as well as aggressive pricing in the conventional heavy-duty bus market.

3.2.4 Timing

Seventeen 40’ diesel and 25 60’ hybrid conventional buses completed delivery in March 2013.

Strategic Priorities Fund Agreement for Greater Vancouver: 14 Application by the SCBCTA: Gas Tax Year 9, December XX, 2013

Transportation Committee - 94 -

3.3 2014 Community Shuttle – Updated Vehicles and Amount 3.3.1 Project Description

As part of maintaining bus service levels identified in the 2014 Base Plan and Outlook, the community shuttle vehicle replacement project consists of purchasing 53 new 24-passenger community shuttle buses to replace vehicles that have reached the end of their economic lives. This represents a reduction of two community shuttles from previously approved.

3.3.2 Issues

Community shuttle services are integral to TransLink’s fleet services, and demand for these services has been increasing in Metro Vancouver. A community shuttle has an economic service life of six years and 450,000 kilometres. Continued operation beyond this point results in the generation of higher emissions, fuel consumption, maintenance and other operating costs. Delaying vehicle replacements would eventually lead to the need to increase vehicle spare ratios in order to maintain the existing level of service. The new community shuttle vehicles will replace ones reaching the end of their economic lives, and will reduce breakdowns that lead to increased downtimes and degraded customer service.

3.3.3 Vehicle and Budget Change Requested

The number of vehicles was reduced from 55 to 53 due to a reduction in the fleet spare ratio. TransLink’s replacement policy incorporates service optimization analysis which includes targeting an optimal spare ratio. The 2014 target spare ratio is 28.7% for community shuttle buses, compared to 32.1% at the end of 2012. The spare ratio reduction is a reflection of improvements in maintenance and vehicle quality.

The total estimated budget for the project was $14.940 million and the SPF funding approved was $13.446 million. The new budget estimate for the project is $9.900 million and the requested SPF funding is $8.910 million.

This is a reduction in funding of $4.536 million. The project benefited from a significant reduction in the unit cost per vehicle due to a marked change in the Canadian/US dollar exchange rate and a reduction in the quantity of vehicles being procured from 55 to 53.

3.3.4 Timing

It is anticipated that the vehicle contract will be awarded by the end of 2013 with vehicle delivery and service commencement in the fall of 2014.

Strategic Priorities Fund Agreement for Greater Vancouver: 15 Application by the SCBCTA: Gas Tax Year 9, December XX, 2013

Transportation Committee - 95 -

3.4 Smart Card Bus Upgrades – Updated Amount 3.4.1 Project Description

This project is for the provision of smart card bus equipment to be installed on TransLink buses as part of the implementation of the new integrated Compass Card fare system.

The project was originally approved under the project name Compass Card Faregates with a budget of $171.300 million. The SPF project scope includes only the bus-related scope and budget. This amendment proposes to change the project name and budget to reflect the bus- related scope only.

3.4.2 Issues

TransLink buses require the installation of specialized fare readers to read the Compass Card fare media. There are numerous system complexities due to the wide range of fare types that must be incorporated into the system. The installation of the overall system is expected to increase security, enhance customer safety and reduce fare evasion.

3.4.3 Budget Change Requested

The approved budget of $171.300 million is the entire budget of the Compass Card Faregates project including non-bus-related costs, which are not being claimed under the SPF project. The proposed new budget for the Smart Card Bus Upgrades of $47.400 million represents only the portion of the budget related to bus equipment. The requested SPF funding is $28.322 million.

This represents an increase in funding of $5.493 million.

3.4.4 Timing

Project completion is expected before the end of 2014 Quarter 4.

New Project

3.5 West Coast Express Rail Cars (Part 2) 3.5.1 Project Description

Twenty-eight (28) West Coast Express (WCE) rail cars will reach the end of their lease periods in 2015 and 2016 and have to be returned to the lessor unless the option to buyout the cars is exercised 24 months prior to the lease termination date (there is no option to extend the existing leases). This project is to exercise the buyout of the 28 rail cars. Funding for the buyout would be drawn from three SPF years; the opportunity to add new projects to previous years is

Strategic Priorities Fund Agreement for Greater Vancouver: 16 Application by the SCBCTA: Gas Tax Year 9, December XX, 2013

Transportation Committee - 96 -

a direct outcome of cost saving in existing projects:

• $1.881 million in Year 5 funding for nine rail cars would come from cost savings achieved in the HandyDART vehicle replacement 2011-2012 project • $3.198 million in Year 6 funding for four rail cars would come from cost savings achieved in multiple vehicle procurement projects • $8.979 million in Year 9 funding for 15 rail cars.

3.5.2 Issues

There are currently twenty-eight (28) rail cars in the WCE fleet that are under two operating leases. At the end of the termination dates (December 28, 2015 for 13 cars and March 28, 2016 for the remaining 15 cars), the cars must either be returned or bought out of the existing lease. The notice of buyout must be given no later than 24 months before the termination date. The 28 cars will have 15 years of the original 35 year useful life remaining (43%) at the time of buyout and could last longer based on their excellent current condition.

3.5.3 Relationship to Gas Tax Funding

Based on 2011 numbers, the WCE fleet emitted 4,383 tonnes of GHG emissions during the year. A comparative analysis found that shifting existing WCE passengers to single occupancy vehicles would have resulted in 14,700 tonnes of GHG emissions during 2011 or 3.4 times the GHG emissions emitted by the WCE Rail transportation system. The purchase of the 28 cars would represent a significant investment in an eco-sustainable mode of transportation that is estimated to reduce GHG by more than 10,000 tonnes annually when compared with single occupancy vehicles.

3.5.4 Relationship to RTS Strategic Framework

The WCE railcar buyout project supports the following RTS Strategic Framework goals:

• Provide sustainable transportation choices • Foster safe, healthy and complete communities • Enable a sustainable economy • Protect the environment

The project also supports the following RTS Strategy areas:

• Invest strategically to maintain and expand the transportation system, and • Partner to make it happen

Strategic Priorities Fund Agreement for Greater Vancouver: 17 Application by the SCBCTA: Gas Tax Year 9, December XX, 2013

Transportation Committee - 97 -

3.5.5 Budget Change Requested

The total estimated budget of this project is $23.820 million ($3.403 million for Year 6) and the request for Year 6 SPF funding is $3.198 million. The total buyout cost is roughly $850,000 per rail car.

3.5.6 Timing

The notice to buyout the existing leases must be given before December 28, 2013 for 13 rail cars and March 28, 2014 for the 15 remaining rail cars.

Strategic Priorities Fund Agreement for Greater Vancouver: 18 Application by the SCBCTA: Gas Tax Year 9, December XX, 2013

Transportation Committee - 98 -

4.0 Proposed Amendments to Year 7 of Gas Tax Funding Projects for 2011/12 – Previously Approved (in $ millions)

Total No. of Gas Tax % Gas Tax Costs Section Funding Year 7 Purpose Vehicles Funding # Used 2012 Community Fleet 4.1 25 6.201 5.500 65% Shuttles Replacement 2013 Community Fleet 4.2 44 8.680 8.276 72% Shuttles Replacement 2014 Conventional Fleet 4.3 52 34.000 30.600 0% Bus Replacement Hamilton Transit Facilities 4.4 N/A 125.400 78.188 6% Centre Upgrade Total Year 7 121 174.281 122.564 11%

Projects for 2011/12 – Requested Change (in $ millions)

Total No. of Gas Tax % Gas Tax Costs Section Funding Year 7 Purpose Vehicles Funding # Used 2012 Community Fleet 4.1 25 4.014 3.560 100% Shuttles Replacement 2013 Community Fleet 4.2 57 8.680 8.276 72% Shuttles Replacement 2014 Conventional Fleet 4.3 45 30.550 25.750 0% Bus Replacement Hamilton Transit Facilities 4.4 N/A 125.400 84.978 5% Centre Upgrade Total Year 7 127 168.644 122.564 11%

Strategic Priorities Fund Agreement for Greater Vancouver: 19 Application by the SCBCTA: Gas Tax Year 9, December XX, 2013

Transportation Committee - 99 -

Changes to Existing Projects

4.1 2012 Community Shuttle – Updated Amount 4.1.1 Project Description

As part of maintaining bus service levels identified in the 2014 Base Plan and Outlook, this project consists of purchasing 25 replacement community shuttles.

4.1.2 Issues

Community shuttle services are integral to TransLink’s fleet services, and demand for these services has been increasing in Metro Vancouver. A community shuttle has a economic life of six years and 450,000 kilometres. Continued operation beyond this point results in the generation of higher emissions, fuel consumption, and maintenance and operating costs. Delaying vehicle replacements would eventually lead to the need to increase vehicle spare ratios in order to maintain the existing level of service. The new community shuttle vehicles will replace ones reaching the end of their economic lives, and will reduce the number and severity of breakdowns that lead to increased downtimes and degraded customer service.

4.1.3 Budget Change Requested

The total estimated budget for the project was $6.201 million and the SPF funding approved was $5.500 million. The new budget estimate for the project is $4.014 million and the requested SPF funding is $3.560 million.

This is a reduction in funding of $1.940 million. There was a significant reduction in the unit cost per vehicle due to a marked change in the Canadian/US dollar exchange rate and because less expensive gas shuttles were procured rather than higher cost diesel shuttles.

4.1.4 Timing

Twenty-five gas community shuttles were delivered in 2013.

4.2 2013 Community Shuttle – Updated Vehicle Amount 4.2.1 Project Description

This project consists of purchasing 57 new 24-passenger Community Shuttle buses for replacement of vehicles that have reached the end of their economic lives by the end of 2013. This is an increase of 13 vehicles over the prior approved 44 Community Shuttles.

Strategic Priorities Fund Agreement for Greater Vancouver: 20 Application by the SCBCTA: Gas Tax Year 9, December XX, 2013

Transportation Committee - 100 -

4.2.2 Issues

Community shuttle services are integral to TransLink’s fleet services, and demand for these services has been increasing in Metro Vancouver. A community shuttle has a useful service life of six years and 450,000 kilometres. Continued operation beyond this point results in the generation of higher emissions, fuel consumption, and maintenance and operating costs. Delaying vehicle replacements would eventually lead to the need to increase vehicle spare ratios in order to maintain the existing level of service. The new community shuttle vehicles will replace ones reaching the end of their economic lives, and will reduce the number and severity of breakdowns that lead to increased downtimes and degraded customer service.

4.2.3 Vehicle Change Requested

The additional 13 shuttles are to replace seven conventional vehicles in section 4.3. The 2013 Bus Service Implementation Plan includes a number of service changes involving the conversion of vehicles which are expected to result in an estimated annual operating savings of $1.8 million. The plan calls for the conversion of some services from conventional bus to community shuttle to better match services to demand in specific routes. As a result, an additional 13 peak community shuttles will replace 7 conventional 40’ buses, reducing the number of replacement conventional diesel buses procured in 2014 from 52 to 45. In addition to reducing operating costs due to using less expensive community shuttles, the changes from conventional buses to community shuttles on some routes will free up conventional buses to be deployed to other needed services as identified in the plan.

There is no change to the budget or requested Gas Tax Funding.

4.2.4 Timing

Delivery of 37 diesel community shuttles are expected in late 2013 and 20 gas-powered community shuttles in early 2014.

4.3 2014 Conventional Bus – Updated Vehicles and Amount 4.3.1 Project Description

This project consists of procuring 45 standard forty-foot buses to replace diesel buses scheduled for retirement. This represents a decrease of seven vehicles from the previously approved project. The new buses will be operated from Surrey Transit Centre which also houses the older buses scheduled for retirement. Because of the suburban location, the average operating speed of the buses is higher than the overall fleet average and would not support the efficient use of diesel-electric hybrid buses. The optimal use for hybrid buses is on busy city routes, where the stop-and-go nature of bus routes will result in higher fuel economy.

Strategic Priorities Fund Agreement for Greater Vancouver: 21 Application by the SCBCTA: Gas Tax Year 9, December XX, 2013

Transportation Committee - 101 -

As a result of a recent technology review, a decision was made to procure CNG buses for the replacement vehicles. CNG buses will result in a five percent GHG reduction compared with the buses to be retired. New diesel and CNG buses are both required to meet the same stringent NOx and particulate matter emission standards, however, CNGs have a simpler and more effective emission control system. In addition, while both diesel and CNG engines will meet the NOx and particulate emission standards, the CNG engine is likely to beat the standard by a wider margin compared to diesel. In addition to being consistent with the Gas Tax goal to reduce GHG emissions, procuring CNG vehicles rather than diesel is consistent with Metro Vancouver’s strategy of reducing public exposure to diesel particulate matter.

During the technology review, it was found that: • Useful life of CNG buses has improved over past CNG buses and is now consistent with modern diesel engines with an overall vehicle life of 17 years/1 million kilometres. • Capital costs of CNG buses compared to diesel have narrowed due to an increase in price of modern diesels with chemical factories now having to be installed after the diesel (CNG buses used to be 20% more expensive, but are now about 10% more expensive).

4.3.2 Issues

TransLink’s fleet replacement policy is based on economic lifecycle cost and emission criteria. Conventional fleet vehicles have a useful life expectancy of 17 years and one million kilometres. The 17 year lifespan is in line with the Canadian Urban Transit Association’s (CUTA’s) 15-20 year estimated average useful life of an urban transit bus. TransLink’s replacement policy incorporates service optimization analysis which includes targeting an optimal spare ratio. The current spare ratio is at 25.8% for conventional buses compared with the Canadian average of 22% as per CUTA. Spare ratio targets have recently been decreased from 25% to 20% to reflect improvement in maintenance and quality. Vehicles that continue to operate beyond the end of their economic lives have higher fuel consumption, maintenance and operating costs. Delaying vehicle replacements would eventually lead to the need to increase vehicle spare ratios in order to maintain the existing level of service.

Replacement of these vehicles will result in savings by avoiding incremental costs, reducing vehicle breakdowns and downtime, and improving customer service. Service reliability will be improved by employing newer, cleaner, more accessible and quieter vehicles.

All vehicles scheduled for replacement in this procurement will have traveled approximately one million kilometres by the end of 2013.

Strategic Priorities Fund Agreement for Greater Vancouver: 22 Application by the SCBCTA: Gas Tax Year 9, December XX, 2013

Transportation Committee - 102 -

4.3.3 Vehicle and Budget Change Requested

The 2013 Bus Service Implementation Plan includes a number of service changes involving the conversion of vehicles which are expected to result in an estimated annual operating savings of $1.8 million. The plan calls for the conversion of some services from conventional bus to community shuttle to better match services to demand in specific routes. As a result, an additional 13 peak community shuttles will replace 7 conventional 40’ buses, reducing the number of replacement conventional diesel buses procured in 2014 from 52 to 45. In addition to reducing operating costs due to using less expensive community shuttles, the changes from conventional buses to community shuttles on some routes will free up conventional buses to be deployed to other needed services as identified in the plan.

The total estimated budget for the project was $34.000 million and the SPF funding approved was $30.600 million. The new budget estimate for the project is $30.550 million and the requested SPF funding is $25.75 million. The overall decrease in budget reflects both the reduction in the number of vehicles, and the lower project costs resulting from aggressive procurement strategies. The allocated funding was decreased, both to reflect the reduction in the total budget and to account for other funding (Fortis BC) that is to be received on the project. For each CNG vehicle, TransLink is to receive 70% Fortis funding towards the price differential between a 40’ CNG bus and a 40’ diesel-powered bus. The total Fortis funding is estimated at $1.26 million. Gas Tax funding will be applied to all eligible costs on the project which are not reimbursed through Fortis Funding.

This is a reduction in funding of $4.850 million.

4.3.4 Timing

The contract for this project is expected to be awarded by the end of 2013, and bus delivery and service commencement is scheduled before the end of 2014.

4.4 Hamilton Transit Centre – Updated Amount 4.4.1 Project Description

The scope of this project is to construct a transit centre for the operation and maintenance of 300 to 350 buses on TransLink-owned property located in the Hamilton area of East Richmond.

4.4.2 Issues

Seven transit centres currently serve the Metro Vancouver region. Several of the transit centres are operating beyond capacity and are unable to adequately service the full fleet size. During development of the Transport 2040 strategy, TransLink identified the need for three additional operating and maintenance transit centres. The Hamilton Transit Centre (HTC) is the first of

Strategic Priorities Fund Agreement for Greater Vancouver: 23 Application by the SCBCTA: Gas Tax Year 9, December XX, 2013

Transportation Committee - 103 -

these new transit centres to be developed to alleviate overcrowding and to maintain the level of customer service set out in the Base Plan.

Once completed and in service, the HTC will offer capacity relief for the three regional transit centres in Richmond, Burnaby and Surrey, and will allow the closure of the smaller North Vancouver Transit Centre which has reached the end of its useful life.

4.4.3 Budget Change Requested

The total estimated budget for the project was $125.400 million and the SPF funding approved was $78.188 million. There is no change in project budget and the requested SPF funding is $84.978 million.

This is an increase in funding of $6.790 million.

4.4.4 Timing

Project completion is estimated for 2015.

Strategic Priorities Fund Agreement for Greater Vancouver: 24 Application by the SCBCTA: Gas Tax Year 9, December XX, 2013

Transportation Committee - 104 -

5.0 Year 9 Proposed 2013/14 Projects Projects for 2013/14 – Proposed (in $ millions)

Section No. of Total Gas Tax # Year 9 Purpose Vehicles Costs Funding 2016 Conventional Bus (Part 5.1 60' Fleet Replacement 26 31.700 25.360 2) Trolley Overhead Rectifier Infrastructure Upgrade N/A 6.300 4.725 5.2 Replacement - Metrotown West Coast Express Rail Cars Fleet Purchase 15 12.767 8.979 5.3 (Part 3) Automated Train Control Infrastructure Upgrade N/A 6.500 4.500 5.4 Equipment Replacement 60' & 40' Fleet 5.5 2017 Conventional Bus 106 101.200 75.000 Replacement Surrey Transit Centre CNG 5.6 Infrastructure Upgrade N/A 5.000 4.000 Facility Retrofit Total Year 9 147 163.467 122.564

5.1 2016 Conventional Bus Replacement (Part 2) 5.1.1 Project Description

This project will consist of procuring 26 sixty-foot hybrid replacement buses in 2016 to replace vehicles that have reached the end of their economic lives.

5.1.2 Issues

The proposed vehicle replacement is included in the 2014 Base Plan and Outlook. TransLink’s fleet replacement policy is based on economic lifecycle cost and emission criteria. Conventional fleet vehicles have an economic life expectancy of 17 years and one million kilometres. The 17 year lifespan is in line with the Canadian Urban Transit Association’s (CUTA’s) 15-20 year estimated average economic life of an urban transit bus. TransLink’s replacement policy incorporates service optimization analysis which includes targeting an optimal spare ratio. The current spare ratio is at 25.8% for conventional buses compared with the Canadian average of 22% as per CUTA. Spare ratio targets have recently been decreased from 25% to 20% to reflect improvement in maintenance and quality. Vehicles that continue to operate beyond the end of their economic lives have higher fuel consumption, maintenance and operating costs. Delaying vehicle replacements would eventually lead to the need to increase vehicle spare ratios in order to maintain the existing level of service.

Strategic Priorities Fund Agreement for Greater Vancouver: 25 Application by the SCBCTA: Gas Tax Year 9, December XX, 2013

Transportation Committee - 105 -

5.1.3 Relationship to Gas Tax Funding

The vehicles procured under the project will meet stringent emission regulations and contain technology improvements that will substantially reduce particulate matter (95 per cent) and NOx (86 per cent), and improve fuel efficiency and reduce GHG emissions (30 per cent) over the vehicles they will be replacing.

5.1.4 Relationship to RTS Strategic Framework

The procurement and deployment of these buses to TransLink’s transit system will support the following RTS Strategic Framework goals:

• Provide sustainable transportation choices • Support a compact urban area • Foster safe, healthy and complete communities • Enable a sustainable economy • Protect the environment

In addition, this project will support the following RTS strategies:

• Invest strategically to maintain and expand the transportation system, • Manage the transportation system to be more efficient and user-focused, and • Partner to make it happen

5.1.5 Budget

The total estimated cost of this project is $31.700 million and the request for SPF funding is $25.360 million.

5.1.6 Timing

Final delivery of the twenty-six 60’ hybrid buses is expected in December 2016.

5.1.7 Evaluation and Outcomes

Possible outcomes could include: • Reduced GHG emissions and CAC emissions, • Increased transit ridership, and • Improved customer service and satisfaction.

Strategic Priorities Fund Agreement for Greater Vancouver: 26 Application by the SCBCTA: Gas Tax Year 9, December XX, 2013

Transportation Committee - 106 -

5.2 Trolley Overhead Rectifier Replacement - Metrotown 5.2.1 Project Description

All three Trolley Overhead (TOH) Rectifier stations in the Metrotown area were installed in 1987 and are nearing the end of their useful lives. This project proposal is to complete the detailed design and phased construction of the rectifier station replacements. Replacement of the Metrotown rectifier stations will provide the TOH network with greater capacity and reliability. More consistency of TOH grid voltage levels will allow trolley buses to run more smoothly around the system.

5.2.2 Issues

The proposed rectifier station replacement is included in the 2014 Base Plan and Outlook. The three modular rectifier stations in the Metrotown group are more than 25 years old and are at the end of their service lives. Due to the age of the components, some parts may be obsolete and may lead to lengthy outages when equipment failures occur. If the rectifier stations are not replaced, there will be an increased risk of equipment failure due to the age of components. If failures occur, disruption duration would likely be significant.

5.2.3 Relationship to Gas Tax Funding

The Trolley Overhead system utilized the Lower Mainland power grid, which is provided by hydroelectricity, so the trolley buses contribute more to the reduction of GHGs when compared with diesel and CNG buses. The electric trolley buses also incorporate regenerative braking systems which feed power back to the grid thus reducing overall energy consumption.

5.2.4 Relationship to RTS Strategic Framework

The replacement of the Trolley Overhead system will support the following RTS Strategic Framework goals:

• Provide sustainable transportation choices • Support a compact urban area • Foster safe, healthy and complete communities • Enable a sustainable economy • Protect the environment

In addition, this project will support the following RTS strategies:

• Invest strategically to maintain and expand the transportation system, • Manage the transportation system to be more efficient and user-focused, and • Partner to make it happen

Strategic Priorities Fund Agreement for Greater Vancouver: 27 Application by the SCBCTA: Gas Tax Year 9, December XX, 2013

Transportation Committee - 107 -

5.2.5 Budget

The budget for the project is $6.300 million and the requested SPF funding is $4.725 million.

5.2.6 Timing

The design will be completed in 2014. Construction will be staged, one rectifier station per year starting 2015 in order to maintain bus operations throughout the replacement work.

5.2.7 Evaluation and Outcomes

Possible outcomes could include:

• Reduced GHG emissions and CAC • Increased transit ridership, and • Improved customer service and satisfaction.

5.3 West Coast Express Rail Cars (Part 3) 5.3.1 Project Description

Twenty-eight (28) West Coast Express (WCE) rail cars will reach the end of their lease periods in 2015 and 2016 and have to be returned to the lessor unless the option to buyout the cars is exercised 24 months prior to the lease termination date (there is no option to extend the existing leases). This project is to exercise the buyout of the 28 rail cars. Funding for the buyout would be drawn from three SPF years; the opportunity to add new projects to previous years is a direct outcome of cost saving in existing projects:

• $1.881 million in Year 5 funding for nine rail cars would come from cost savings achieved in the HandyDART vehicle replacement 2011-2012 project • $3.198 million in Year 6 funding for four rail cars would come from cost savings achieved in multiple vehicle procurement projects • $8.979 million in Year 9 funding for 15 rail cars.

5.3.2 Issues

There are currently twenty-eight (28) rail cars in the WCE fleet that are under two operating leases. At the end of the termination dates (December 28, 2015 for 13 cars and March 28, 2016 for the remaining 15 cars), the cars must either be returned or bought out of the existing lease. The notice of buyout must be given no later than 24 months before the termination date. The 28 cars will have 15 years of the original 35 year useful life remaining (43%) at the time of buyout and could last longer based on their excellent current condition.

Strategic Priorities Fund Agreement for Greater Vancouver: 28 Application by the SCBCTA: Gas Tax Year 9, December XX, 2013

Transportation Committee - 108 -

5.3.3 Relationship to Gas Tax Funding

Based on 2011 numbers, the WCE fleet emitted 4,383 tonnes of GHG emissions during the year. A comparative analysis found that shifting existing WCE passengers to single occupancy vehicles would have resulted in 14,700 tonnes of GHG emissions during 2011 or 3.4 times the GHG emissions emitted by the WCE Rail transportation system. The purchase of the 28 cars would represent a significant investment in an eco-sustainable mode of transportation that is estimated to reduce GHG by more than 10,000 tonnes annually when compared with single occupancy vehicles.

5.3.4 Relationship to RTS Strategic Framework

The WCE railcar buyout project supports the following RTS Strategic Framework goals:

• Provide sustainable transportation choices • Foster safe, healthy and complete communities • Enable a sustainable economy • Protect the environment The project also supports the following RTS Strategy areas:

• Invest strategically to maintain and expand the transportation system, and • Partner to make it happen

5.3.5 Budget

The total estimated budget of this project is $23.820 million ($12.767 million for Year 9) and the request for Year 9 SPF funding is $8.979 million. The total buyout cost is $850,000 per rail car.

5.3.6 Timing

The notice to buyout the existing leases must be given before December 28, 2013 for 13 rail cars and March 28, 2014 for the 15 remaining rail cars.

5.3.7 Evaluation and Outcomes

Possible outcomes could include:

• GHG emissions and CAC emissions from transportation are aggressively reduced, in support of federal, provincial and regional targets. • Most trips are by transit, walking and cycling. • Traveling in the region is safe, secure and accessible for everyone.

Strategic Priorities Fund Agreement for Greater Vancouver: 29 Application by the SCBCTA: Gas Tax Year 9, December XX, 2013

Transportation Committee - 109 -

5.4 Automatic Train Control Equipment Replacement 5.4.1 Project Description

The purpose of this project is to replace the SkyTrain Automatic Train Control (ATC) subsystems as they are reaching 28 years of service and have not been improved or upgraded since service commencement. The project will improve system reliability and thereby reduce service disruption and maintenance requirements. This will be achieved by replacing aging components and moving to a more reliable communication technology using fibre optics.

The objective of this replacement is to improve system reliability and customer service and satisfaction, and to maintain a state of good repair.

5.4.2 Issues

Communication System Upgrade

Currently, analog signals are used to communicate over copper cables. With the new technology, digital signals can be sent over fibre optic cables for more reliable communications. Fibre cores have been assigned for Automatic Train Control (ATC) communications from a previously completed Fibre Optics Upgrade Project.

Line amplifier units are currently required at critical stations to amplify signals to stations far from the SkyTrain Operations and Maintenance Centre. A failure in this unit could affect all stations downstream from its location. Moving to fibre optic communication would eliminate the need for these amplifiers, thereby eliminating a failure that could affect a large geographical area.

Vehicle Control Computer and Data Rack Replacement

The Vehicle Control Computer and Data Rack electronics will be replaced, and will include new designs and components. In the event of failure, the number of trains that could be affected ranges from all trains in a particular loop up to all trains controlled by the VCC.

5.4.3 Relationship to Gas Tax Funding

Replacing the system is important for improving system reliability and thereby reducing service disruptions and improving customer experience. Providing a more reliable system and improved customer experience will encourage ridership and potentially decrease GHGs.

Strategic Priorities Fund Agreement for Greater Vancouver: 30 Application by the SCBCTA: Gas Tax Year 9, December XX, 2013

Transportation Committee - 110 -

5.4.4 Relationship to RTS Strategic Framework

The procurement and replacement of the ATC systems within the transit system will support the following RTS Strategic Framework goals:

• Provide sustainable transportation choices • Support a compact urban area • Foster safe, healthy and complete communities • Enable a sustainable economy • Protect the environment

In addition, this project will support the following RTS strategies:

• Invest strategically to maintain and expand the transportation system, • Manage the transportation system to be more efficient and user-focused, and • Partner to make it happen

5.4.5 Budget

The total estimated budget of this project is $6.500 million and the request for SPF funding is $4.500 million.

5.4.6 Timing

Procurement of the replacement system is estimated for April 2014 with implementation to begin in June 2014. The in-service date for the project is estimated for June 2016.

5.4.7 Evaluation and Outcomes

Possible outcomes could include:

• Improved customer service and satisfaction • Increased transit ridership and therefore reduced GHG emissions

5.5 2017 Conventional Bus 5.5.1 Project Description

This project will consist of procuring 54 forty-foot buses and 52 sixty-foot buses to replace vehicles scheduled for retirement in 2017.

Strategic Priorities Fund Agreement for Greater Vancouver: 31 Application by the SCBCTA: Gas Tax Year 9, December XX, 2013

Transportation Committee - 111 -

5.5.2 Issues

The proposed vehicle replacement project is included in 2014 Base Plan and Outlook. TransLink’s fleet replacement policy is based on economic lifecycle cost and emission criteria. Conventional fleet vehicles have an economic life expectancy of 17 years and one million kilometres. The 17 year lifespan is in line with the Canadian Urban Transit Association’s (CUTA’s) 15-20 year estimated average economic life of an urban transit bus. TransLink’s replacement policy incorporates service optimization analysis which includes targeting an optimal spare ratio. The current spare ratio is at 25.8% for conventional buses compared with the Canadian average of 22% as per CUTA. Spare ratio targets have recently been decreased from 25% to 20% to reflect improvement in maintenance and quality. Vehicles that continue to operate beyond the end of their economic lives have higher fuel consumption, maintenance and operating costs. Delaying vehicle replacements would eventually lead to the need to increase vehicle spare ratios in order to maintain the existing level of service.

5.5.3 Relationship to Gas Tax Funding

The vehicles procured under the project will meet stringent emission regulations and contain technology improvements that will substantially reduce particulate matter (95 percent) and NOx (86 per cent), and improve fuel efficiency and reduce GHG emissions (30 percent for hybrids; five percent for CNG) over the vehicles they will be replacing. (Note: The technology for the replacement vehicles has not been chosen at this time, these emission reductions assume replacement vehicles are CNGs or hybrids).

5.5.4 Relationship to RTS Strategic Framework

The procurement and deployment of these buses to TransLink’s transit system will support the following RTS Strategic Framework goals:

• Provide sustainable transportation choices • Support a compact urban area • Foster safe, healthy and complete communities • Enable a sustainable economy • Protect the environment

In addition, this project will support the following RTS strategies:

• Invest strategically to maintain and expand the transportation system, • Manage the transportation system to be more efficient and user-focused, and • Partner to make it happen

Strategic Priorities Fund Agreement for Greater Vancouver: 32 Application by the SCBCTA: Gas Tax Year 9, December XX, 2013

Transportation Committee - 112 -

5.5.5 Budget

The total estimated budget of this project is $101.200 million and the request for SPF funding is $75.000 million.

5.5.6 Timing

Final delivery of the 2017 Conventional Buses is expected in December 2017.

5.5.7 Evaluation and Outcomes

Possible outcomes could include:

• Reduced GHG emissions and CAC emissions • Increased transit ridership, and • Improved customer service and satisfaction.

5.6 Surrey Transit Centre CNG Facility Retrofit 5.6.1 Project Description

Surrey Transit Centre (STC) was originally built in 1993 and is not equipped to maintain and/or fuel CNG vehicles. There are 192 diesel buses and 36 community shuttles operating out of STC as of November 2013. A number of the buses are nearing the end of their useful lives and are planned to be replaced by more eco-sustainable CNG buses. In order for STC to support CNG bus fuelling and maintenance the following work is required: an expansion of the existing diesel fuelling station for inclusion of natural gas compression, dispensing and downloading capability, and safety upgrades to the main garage to bring it into code compliance for gaseous fuels.

5.6.2 Issues

Currently, STC can only accommodate diesel buses. For CNG bus fuelling, a new compression station will need to be installed. Additional dispensers will also be required to allow for high pressure natural gas fuelling equipment used by CNG buses. Enclosed buildings where CNG buses will pass through (garage, bus wash and fuel island) will need to be upgraded, where required, to comply with fire safety codes.

The project was originally identified as being eligible for Fortis funding to retrofit the facility with CNG bus fuelling stations, and was therefore excluded from consideration for SPF funding. Further research and discussions were undertaken to explore this alternative funding source. However, from further research and discussions it was determined that this funding source would be almost negligible. Given that the project is not eligible for other funding and will fulfill

Strategic Priorities Fund Agreement for Greater Vancouver: 33 Application by the SCBCTA: Gas Tax Year 9, December XX, 2013

Transportation Committee - 113 -

Gas Tax goals to reduce GHG emissions, it was identified as a project worthy of inclusion in the Gas Tax Application.

5.6.3 Relationship to Gas Tax Funding

The CNG facility upgrade to Surrey Transit Centre will allow for the refueling and maintenance of 100 or more CNG buses. The CNG vehicles will meet stringent emission regulations and contain technology improvements that will reduce particulate matter (95 percent) and NOx (86 percent) substantially, and improve fuel efficiency and reduce GHG emissions (five percent) over the diesel vehicles they will be replacing. Upgrades and improvements to existing facilities are required to accommodate the newer and more fuel-efficient CNG technology.

5.6.4 Relationship to RTS Strategic Framework

The procurement and deployment of these buses to TransLink’s transit system will support the following RTS Strategic Framework goals:

• Provide sustainable transportation choices • Support a compact urban area • Foster safe, healthy and complete communities • Enable a sustainable economy • Protect the environment

In addition, this project will support the following RTS strategies:

• Invest strategically to maintain and expand the transportation system, • Manage the transportation system to be more efficient and user-focused, and • Partner to make it happen

5.6.5 Budget

The total estimated budget of this project is $5.000 million and the request for SPF funding is $4.000 million.

5.6.6 Timing

The design phase of this project will start in 2014 with construction scheduled to begin in 2015.

Strategic Priorities Fund Agreement for Greater Vancouver: 34 Application by the SCBCTA: Gas Tax Year 9, December XX, 2013

Transportation Committee - 114 -

5.6.7 Evaluation and Outcomes

Possible outcomes could include:

• Reduced GHG emissions and CAC emissions • Increased transit ridership, and • Improved customer service and satisfaction.

Strategic Priorities Fund Agreement for Greater Vancouver: 35 Application by the SCBCTA: Gas Tax Year 9, December XX, 2013

Transportation Committee - 115 -

APPENDIX 1 – SUSTAINABILITY POLICY

Sustainability Policy TRANSLINK

Date: October 2013

This policy articulates TransLink’s commitment to making sustainability a key factor in all our strategies, plans, business TransLink Corporate Vision practices, decisions, and operations. This policy applies to all A better place to live built on employees and activities of TransLink, its subsidiaries, and service transportation excellence. contractors and is supported by specific social, economic, and environmental strategies and policies. TransLink Corporate Mission Together, we connect the region and TransLink commits to developing and maintaining a sustainable enhance its livability by providing a transportation system that meets the needs of people, sustainable transportation network, organizations and businesses, and fosters the ecological, economic embraced by our communities and our and social well-being of the Metro Vancouver region and beyond. people.

We advance sustainability by: Definition of a Sustainable • Providing and promoting sustainable transportation Transportation System choices in the region – enabling more people to choose A sustainable transportation system is walking, cycling, multiple-occupancy vehicles or transit for one that: more of their trips • allows the basic access needs of • Developing strong partnerships to pursue common individuals and societies to be met sustainability goals and objectives safely and in a manner consistent with human and ecosystem health, and with • Working collaboratively to ensure land use and equity within and between transportation infrastructure decisions are well generations; coordinated and are supportive of sustainable • is affordable, operates efficiently, transportation offers choice of transport mode, and • Managing and operating our business in an supports a vibrant economy; environmentally, socially, and financially responsible manner • limits emissions and waste within the planet’s ability to absorb them,

minimizes consumption of non- TransLink will integrate and advance sustainability through its renewable resources, limits various roles. consumption of renewable resources to the sustainable yield level, and

reuses and recycles its components.

Strategic Priorities Fund Agreement for Greater Vancouver: 36 Application by the SCBCTA: Gas Tax Year 9, December XX, 2013

Transportation Committee - 116 -

As an Organization, we will:

• Incorporate sustainability commitments into our business processes and practices • Develop and implement a corporate sustainability strategy • Set economic, environmental and social targets appropriate to our vision, mandate and values • Make decisions that consider economic, social, and environmental objectives and reflect our commitment to sustainability and leadership, ensuring the best value for transportation investments • Aim for continual innovation and improvement in all aspects of our business to reach our corporate and regional transportation goals As a Transportation Provider, we will:

• Develop and implement strategies, plans and policies and make transportation investments that foster sustainable transportation choices • Provide a diversity of transportation services and pursue operation and design innovations that maximize the benefits to society, the economy, and the environment while minimizing adverse impacts, locally and globally • Develop a resilient transportation system that can adapt to the region’s changing needs and foster our capacity to respond in challenging or exceptional situations

As an Employer, we will:

• Cultivate an inclusive and respectful workplace • Provide a safe and healthy work environment • Encourage employees to innovate and play an active leadership role in the pursuit of our sustainability goals • Empower staff with the resources they need to make responsible decisions regarding sustainability in the workplace and to encourage them to expand this into their personal lives

As a Member of the Community, we will:

• Work with our stakeholders and community partners to foster the livability, sustainability and resilience of our region and provide leadership for developing and enhancing the region’s transportation system • Conduct transparent, inclusive and respectful consultations with our stakeholders and the public to obtain meaningful input into TransLink activities • Encourage and recognize the efforts of employees, subsidiaries, service contractors and partners for their sustainability practices and innovations

Strategic Priorities Fund Agreement for Greater Vancouver: 37 Application by the SCBCTA: Gas Tax Year 9, December XX, 2013

Transportation Committee - 117 -

APPENDIX 2 – ENVIRONMENTAL POLICY

Environmental Policy TRANSLINK Date: October 29, 2003

The purpose of the GVTA (TransLink) is to provide a regional transportation system that: a) moves people and goods, and b) supports:

i. the regional growth strategy; and ii. the air quality objectives and economic development of the transportation service region.

In carrying out its purpose, TransLink is committed to continued environmental responsibility in the planning, provision and maintenance of regional transportation services. We are uniquely positioned to help reduce the impacts to the environment that occur with the transportation of people and goods.

To meet this commitment, TransLink will:

• work cooperatively with municipalities, partners and other stakeholders;

• continue to seek financially and technologically viable, long term solutions that reduce the environmental impacts of operations and services we provide and initiatives we participate in;

• include the environment as a factor in business decisions;

• develop and continually improve an environmental management system; and

• meet or exceed applicable legislation, regulations and adopt accepted environmental practices.

This policy is applicable to all employees, subsidiaries and contractors.

Strategic Priorities Fund Agreement for Greater Vancouver: 38 Application by the SCBCTA: Gas Tax Year 9, December XX, 2013

Transportation Committee - 118 -

APPENDIX 3 – EMISSIONS POLICY

Emissions Policy TRANSLINK

Date: June 16, 2006

The purpose of the GVTA (TransLink) is to provide a regional transportation system that: a) moves people and goods, and b) supports: i. the regional growth strategy; and ii. the air quality objectives and economic development of the transportation service region.

TransLink is committed to the reduction of impacts from vehicle emissions through its ability to influence the use of vehicles in the region. TransLink is uniquely positioned to help reduce emission impacts that occur with the transportation of people and goods. To meet this commitment, TransLink will work cooperatively with municipalities, partners and other stakeholders to: • encourage walking, bicycling and carpooling as modes of choice through funding programs and support of initiatives that promote and enhance these modes as viable and desirable alternatives to automobile use; • enhance transit’s ability to be a mode of choice by providing transit services that are a viable and desirable alternative to automobile use; • implement transportation demand management strategies and programs; • manage congestion and ease the movement of goods and services; • implement the actions outlined in the current Three-Year Plan; • ensure that vehicles in the region operate close to their design emission standards by operating emission inspection and maintenance programs as directed by the provincial government; and • support Metro Vancouver’s Livable Region Strategic Plan and the goals and strategies of Metro Vancouver’s Air Quality Management Plan.

TransLink recognizes that its own fleet of vehicles, rail cars and vessels must seek opportunities to reduce omission impacts. We will continue to seek cost effective, technologically viable, short and long term solutions that will improve air quality and at the same time maintain safe, economically viable transportation choices for residents. To meet this commitment, TransLink will: • surpass applicable emission regulations and standards in the procurement of new fleet vehicles and vessels; • seek continuous improvement in emissions from the existing fleet by retrofitting or replacing existing equipment and using cleaner fuels; • continue to investigate the feasibility of alternative fuels and technologies; • increase the fuel and energy efficiency of the TransLink fleet; • adopt accepted environmental practices and implement best management practices to reduce emission impacts; • monitor and report on progress toward achieving fleet emissions objectives; and • ensure that fleet emission policies and actions are compatible with Metro Vancouver’s Livable Region Strategic Plan and the goals and strategies of Metro Vancouver’s Air Quality Management Plan

Strategic Priorities Fund Agreement for Greater Vancouver: 39 Application by the SCBCTA: Gas Tax Year 9, December XX, 2013

Transportation Committee - 119 -

APPENDIX 4 – INFRASTRUCTURE POLICY

Infrastructure Policy TRANSLINK

Date: Nov 14, 2011

TransLink is committed to reducing the environmental impacts of transportation infrastructure in accordance with the principles of social, economic, and environmental sustainability. TransLink is well positioned to reduce the environmental impacts associated with the transportation of people and goods through the planning, funding and operation of regional transportation systems.

TransLink’s commitment applies to all types of infrastructure that it controls or influences through investment of financial, material or human resources, including:

• Bus and rail operations • Ferry terminals Transit • Tunnels Maintenance and overhaul exchanges Park & ride • Bridges centres lots Transit stations • Bicycle pathways • Administration offices • Rail guideways Greenways • Electrical substations • Major Road Network • Trolley overhead network

To meet this commitment, TransLink will strive to reduce greenhouse gas emissions, manage energy and water use sustainably and improve durability. TransLink will achieve its environmental objectives by continually developing and employing a comprehensive set of Best Management Practices, and where relevant, Passenger Facility Guidelines, in the following areas:

Energy: Reduce energy use, favour clean Materials and Resources: Favour sources and harvest renewable energy sustainable material sourcing and reduce solid waste Water: Reduce potable water use, waste water and water pollution and manage Indoor Environmental Quality: Improve storm water on site air quality, increase visual comfort, optimize light control, reduce noise, and Open Space: Protect natural systems and increase thermal comfort minimize environmental impacts

Strategic Priorities Fund Agreement for Greater Vancouver: 40 Application by the SCBCTA: Gas Tax Year 9, December XX, 2013

Transportation Committee - 120 -

TransLink will endeavor to implement these Best Management Practices throughout all stages of infrastructure life cycle, including:

• Strategic planning • Operation, maintenance and occupancy • Design • Rehabilitation and major upgrades • Construction • Decommissioning

TransLink embraces an inclusive process that educates, inspires and encourages staff, management, partners, stakeholders and the public to participate in the sustainable development of its infrastructure.

Strategic Priorities Fund Agreement for Greater Vancouver: 41 Application by the SCBCTA: Gas Tax Year 9, December XX, 2013

Transportation Committee - 121 -

5.5

To: Transportation Committee

From: Elisa Campbell, Director, Regional and Strategic Planning Planning, Policy and Environment Department

Date: April 30, 2014 Meeting Date: May 7, 2014

Subject: Manager’s Report

RECOMMENDATION That the Transportation Committee receive for information the report dated April 30, 2014, titled “Manager’s Report”.

Transportation Committee 2014 Workplan The Transportation Committee 2014 Workplan is attached to the Manager’s Report each month, with updates on the status of the items listed in the workplan (Attachment 1).

As per the direction from the Committee at the April 9, 2014 Transportation Committee meeting, the Workplan has been updated to include the examination of the issues of goods movement under emerging transportation issues.

Map of the Month This month’s Map of the Month (Attachment 2) is actually a composition of bar charts depicting trends in driver licensing rates in the region. Between 2004 and 2013, the region saw marked shifts in the rates of licensing by age and gender. The percentage of teenagers and young adults having active Class 5 or Class 7 driver licenses declined the most of any cohorts. The licensing rate for adults in their mid-30’s through 50’s remained relatively stable. Towards the other end of the spectrum, the older adults were the only cohorts who experienced an increase in licensing. Women led the upswing in licensing rates for the older cohorts. Individual municipalities and subregions generally exhibited patterns similar to that of the region.

While the amount of actual driving – vehicle kilometres travelled – must be accounted for, the rate of driver licensing point to areas affecting regional growth management. For the younger cohorts, the decline in licensing coincided with enhancements to BC’s Graduated Licensing Program, the expansion of transit, and the introduction of the U-Pass program. It remains uncertain how the behaviour of this generation will translate as it grows older. But this trend may be starting to reverse already. For adults in their prime working years, given the diversity of households and life stages, the lack of large scale declines in licensing rates points to the difficulty of providing viable alternatives to the automobile. For the older adults, whose trip rates are comparable to young adults, the increasing rates of licensing suggests a population that is increasingly active, mobile, and independent. The planning and provision of local and regional transportation services should recognize this fast-growing segment of the population.

Transportation Committee - 122 - Manager’s Report Transportation Committee Meeting Date: May 7, 2014 Page 2 of 3

Baseline Truck Traffic for Fraser River Watercrossings At the April 9 Transportation Committee meeting, staff presented a Map of the Month of general purpose and truck traffic in the region (based on TransLink’s 2011 Screenline Survey). Staff received direction to provide updated truck traffic information for the Fraser River watercrossings. A wide variety of data is currently collected by various parties at different frequencies; ensuring comparability and consistency of methods used to collect the data is a crucial first step. For example, the next regional screenline survey to be undertaken by TransLink will likely be in the fall of 2016. Over the next few months, staff will coordinate with Port Metro Vancouver, the Ministry of Transportation and Infrastructure, TransLink, and municipalities to compile and summarize the range of traffic data available for the major watercrossings in the region.

In the interim, it should be noted that the Map of the Month presented in April contained two charts depicting historical daily traffic between 1994 and 2013, for the Pattullo Bridge, Golden Ears Bridge, Port Mann Bridge, and Alex Fraser Bridges. This data was produced from the Pattullo Bridge Review Study and provided to Metro Vancouver by TransLink.

Additionally, a source of open data is the Ministry’s Traffic Data Program website, which contains an interactive map and historical data collected by traffic counter stations at specific locations on provincial highways in the region (http://www.th.gov.bc.ca/trafficData/).

Transportation Committee - 123 - Manager’s Report Transportation Committee Meeting Date: May 7, 2014 Page 3 of 3

Attachments (Doc. # 9344788): 1. Transportation Committee 2014 Workplan. 2. Map of the Month – 10-Year Trend in Active Driver Licensing Rates in Metro Vancouver.

9340995

Transportation Committee - 124 -

5.5 Attachment 1

Transportation Committee 2014 Work Plan (Revised) Report Date: April 30, 2014

Priorities 1st Quarter Status Receive report on TransLink’s preliminary analysis of the new Delta-Richmond In Progress Bridge Review and comment on policy analysis related to emerging transportation In Progress issues Convey comments to Port Metro Vancouver on its draft Land Use Plan In Progress Endorse TransLink’s federal gas tax application In Progress Consider the preparation of transportation-focused fact sheets and policy In Progress backgrounders (for example, a Facts in Focus policy backgrounder series) 2nd Quarter Review and comment on policy analysis related to emerging transportation Pending issues, including the examination of issues of goods movement Consider a concept plan for a Metro Vancouver Regional Transportation Summit Pending / Forum Endorse the next in the series of transportation-focused Facts in Focus policy Pending backgrounders Consider a concept plan for a proposed Regional Transportation Needs Pending Assessment of Metro Vancouver Residents and Businesses Host a Metro Vancouver Regional Transportation Summit / Forum Pending 3rd Quarter Comment on and provide input to interagency land use and transportation Pending planning initiatives (TransLink’s Regional Transportation Strategy, Port Metro Vancouver’s Land Use Plan Update, etc.) Endorse a publication of input from Regional Transportation Summit / Forum Pending Review and comment on policy analysis related to emerging transportation Pending issues, including the examination of issues of goods movement Review and revise Transportation Committee Terms of Reference Pending 4th Quarter Receive a study on car share effects on vehicle ownership Pending Receive a study on the demand and supply for on-street and off-street Pending apartment parking Review and comment on policy analysis related to emerging transportation Pending issues Endorse the next in the series of transportation-focused Facts in Focus policy Pending backgrounders

Transportation Committee - 125 - ϭϬͲzĞĂƌdƌĞŶĚŝŶĐƟǀĞƌŝǀĞƌ>ŝĐĞŶƐŝŶŐZĂƚĞƐŝŶDĞƚƌŽsĂŶĐŽƵǀĞƌ ;ůĂƐƐϱĂŶĚϳĂĐƟǀĞĚƌŝǀĞƌůŝĐĞŶƐĞƐĂƐŽĨ:ƵŶĞϯϬƚŚŽĨĞĂĐŚLJĞĂƌͿ dƌĂŶƐƉŽƌƚĂƟŽŶŽŵŵŝƩĞĞ DĂƉŽĨƚŚĞDŽŶƚŚ DĂLJϳ͕ϮϬϭϰ DĞƚƌŽ sĂŶĐŽƵǀĞƌ͛Ɛ ƚƌĂǀĞů ďĞŚĂǀŝŽƵƌ ŝŶ ƉĂƌƚ ƌĞŇĞĐƚƐ ĞǀŽůǀŝŶŐ ĚĞŵŽŐƌĂƉŚŝĐƐ͕ ĂƫƚƵĚĞƐ͕ ĂŶĚ ƉƌĞĨĞƌĞŶĐĞƐ͘ ĞƚǁĞĞŶ ϮϬϬϰ ĂŶĚ ϮϬϭϯ͕ ƚŚĞ ƌĞŐŝŽŶ ƐĂǁ ŵĂƌŬĞĚ ƐŚŝŌƐ ŝŶ ƚŚĞ ƌĂƚĞƐ ŽĨ ZĞŐŝŽŶĂůdƌĞŶĚ ůŝĐĞŶƐŝŶŐďLJĂŐĞĂŶĚŐĞŶĚĞƌ͘dŚĞƉĞƌĐĞŶƚĂŐĞŽĨƚĞĞŶĂŐĞƌƐĂŶĚLJŽƵŶŐĂĚƵůƚƐŚĂǀŝŶŐĂĐƟǀĞ ůĂƐƐϱŽƌůĂƐƐϳĚƌŝǀĞƌůŝĐĞŶƐĞƐĚĞĐůŝŶĞĚƚŚĞŵŽƐƚŽĨĂŶLJĐŽŚŽƌƚƐ͘dŚĞůŝĐĞŶƐŝŶŐƌĂƚĞĨŽƌ ϭϬϬй ϮϬϬϰ ĂĚƵůƚƐ ŝŶ ƚŚĞŝƌ ŵŝĚͲϯϬ͛Ɛ ƚŚƌŽƵŐŚ ϱϬ͛Ɛ ƌĞŵĂŝŶĞĚ ƌĞůĂƟǀĞůLJ ƐƚĂďůĞ͘ dŽǁĂƌĚƐ ƚŚĞ ŽƚŚĞƌ ĞŶĚ ϮϬϬϱ ϵϬй ŽĨƚŚĞƐƉĞĐƚƌƵŵ͕ƚŚĞŽůĚĞƌĂĚƵůƚƐǁĞƌĞƚŚĞŽŶůLJĐŽŚŽƌƚƐǁŚŽĞdžƉĞƌŝĞŶĐĞĚĂŶŝŶĐƌĞĂƐĞŝŶ ϮϬϬϲ ůŝĐĞŶƐŝŶŐ͘ tŽŵĞŶ ůĞĚ ƚŚĞ ƵƉƐǁŝŶŐ ŝŶ ůŝĐĞŶƐŝŶŐ ƌĂƚĞƐ ĨŽƌ ƚŚĞ ŽůĚĞƌ ĐŽŚŽƌƚƐ͘ /ŶĚŝǀŝĚƵĂů ϴϬй ϮϬϬϳ ϮϬϬϴ ŵƵŶŝĐŝƉĂůŝƟĞƐ ĂŶĚ ƐƵďƌĞŐŝŽŶƐ ŐĞŶĞƌĂůůLJ ĞdžŚŝďŝƚĞĚ ƉĂƩĞƌŶƐ ƐŝŵŝůĂƌ ƚŽ ƚŚĂƚ ŽĨ ƚŚĞ ƌĞŐŝŽŶ͘ ϳϬй ϮϬϬϵ ϮϬϭϬ tŚŝůĞ ƚŚĞ ĂŵŽƵŶƚ ŽĨ ĂĐƚƵĂů ĚƌŝǀŝŶŐ ʹ ǀĞŚŝĐůĞ ŬŝůŽŵĞƚƌĞƐ ƚƌĂǀĞůůĞĚ ʹ ŵƵƐƚ ďĞ ĂĐĐŽƵŶƚĞĚ ϲϬй ϮϬϭϭ ĨŽƌ͕ƚŚĞƌĂƚĞŽĨĚƌŝǀĞƌůŝĐĞŶƐŝŶŐƉŽŝŶƚƚŽĂƌĞĂƐĂīĞĐƟŶŐƌĞŐŝŽŶĂůŐƌŽǁƚŚŵĂŶĂŐĞŵĞŶƚ͘&Žƌ ϮϬϭϮ ϱϬй ϮϬϭϯ ƚŚĞ LJŽƵŶŐĞƌ ĐŽŚŽƌƚƐ͕ ƚŚĞ ĚĞĐůŝŶĞ ŝŶ ůŝĐĞŶƐŝŶŐ ĐŽŝŶĐŝĚĞĚ ǁŝƚŚ ƚŚĞ ĞŶŚĂŶĐĞŵĞŶƚ ŽĨ ͛Ɛ 'ƌĂĚƵĂƚĞĚ >ŝĐĞŶƐŝŶŐ WƌŽŐƌĂŵ ĂŶĚ ƚŚĞ ŝŶƚƌŽĚƵĐƟŽŶ ŽĨ ƚŚĞ hͲWĂƐƐ ƉƌŽŐƌĂŵ ŝŶ ĨĂůů ϮϬϬϯ͕ ϰϬй ƚŚĞŐĞŶĞƌĂůĞdžƉĂŶƐŝŽŶŽĨƚƌĂŶƐŝƚ͕ĂŶĚƚŚĞŝŶĐƌĞĂƐĞŝŶŐĂƐŽůŝŶĞƉƌŝĐĞƐ͘/ƚƌĞŵĂŝŶƐƵŶĐĞƌƚĂŝŶ ϯϬй WZEd>/E^ ŚŽǁƚŚĞďĞŚĂǀŝŽƵƌŽĨƚŚŝƐŐĞŶĞƌĂƟŽŶǁŝůůƚƌĂŶƐůĂƚĞĂƐŝƚŐƌŽǁƐŽůĚĞƌ͘ƵƚƚŚŝƐƚƌĞŶĚŵĂLJďĞ ϮϬй ƐƚĂƌƟŶŐƚŽƌĞǀĞƌƐĞĂůƌĞĂĚLJ͘&ŽƌĂĚƵůƚƐŝŶƚŚĞŝƌƉƌŝŵĞǁŽƌŬŝŶŐLJĞĂƌƐ͕ŐŝǀĞŶƚŚĞĚŝǀĞƌƐŝƚLJŽĨ ŚŽƵƐĞŚŽůĚƐĂŶĚůŝĨĞƐƚĂŐĞƐ͕ůĂƌŐĞƐĐĂůĞƐŚŝŌƐĂƌĞƵŶůŝŬĞůLJ͘&ŽƌƚŚĞŽůĚĞƌĂĚƵůƚƐ͕ǁŚŽƐĞƚƌŝƉ ϭϬй ƌĂƚĞƐĂƌĞĐŽŵƉĂƌĂďůĞƚŽLJŽƵŶŐĂĚƵůƚƐ͕ƚŚĞŝŶĐƌĞĂƐŝŶŐƌĂƚĞƐŽĨůŝĐĞŶƐŝŶŐƉŽŝŶƚƐƚŽĂƉŽƉƵůĂƟŽŶ ϭϲͲϭϵ ϮϬͲϮϰ ϮϱͲϮϵ ϯϬͲϯϰ ϯϱͲϯϵ ϰϬͲϰϰ ϰϱͲϰϵ ϱϬͲϱϰ ϱϱͲϱϵ ϲϬͲϲϰ ϲϱͲϲϵ ϳϬͲϳϰ ϳϱͲϳϵ ϴϬͲϴϰ 85+ ƚŚĂƚŝƐŝŶĐƌĞĂƐŝŶŐůLJĂĐƟǀĞ͕ŵŽďŝůĞ͕ĂŶĚŝŶĚĞƉĞŶĚĞŶƚ͘dŚĞƉůĂŶŶŝŶŐĂŶĚƉƌŽǀŝƐŝŽŶŽĨůŽĐĂůĂŶĚ ''ZKhW ƌĞŐŝŽŶĂůƚƌĂŶƐƉŽƌƚĂƟŽŶƐĞƌǀŝĐĞƐƐŚŽƵůĚƌĞĐŽŐŶŝnjĞƚŚŝƐĨĂƐƚͲŐƌŽǁŝŶŐƐĞŐŵĞŶƚŽĨƚŚĞƉŽƉƵůĂƟŽŶ͘

ZĞŐŝŽŶĂůdƌĞŶĚͲ&ĞŵĂůĞ ZĞŐŝŽŶĂůdƌĞŶĚͲDĂůĞ

ϭϬϬй ϭϬϬй

ϵϬй ϵϬй

ϴϬй ϴϬй

ϳϬй ϮϬϬϰ ϳϬй ϮϬϬϰ ϮϬϬϱ ϮϬϬϱ ϲϬй ϮϬϬϲ ϲϬй ϮϬϬϲ ϮϬϬϳ ϱϬй ϮϬϬϳ ϮϬϬϴ ϱϬй ϮϬϬϴ ϮϬϬϵ ϮϬϬϵ ϰϬй ϰϬй ϮϬϭϬ ϮϬϭϬ ϮϬϭϭ ϯϬй ϯϬй ϮϬϭϭ ϮϬϭϮ ϮϬϭϮ ϮϬй ϮϬϭϯ ϮϬй ϮϬϭϯ

ϭϬй ϭϬй

ϭϲͲϭϵ ϮϬͲϮϰ ϮϱͲϮϵ ϯϬͲϯϰ ϯϱͲϯϵ ϰϬͲϰϰ ϰϱͲϰϵ ϱϬͲϱϰ ϱϱͲϱϵ ϲϬͲϲϰ ϲϱͲϲϵ ϳϬͲϳϰ ϳϱͲϳϵ ϴϬͲϴϰ 85+ ϭϲͲϭϵ ϮϬͲϮϰ ϮϱͲϮϵ ϯϬͲϯϰ ϯϱͲϯϵ ϰϬͲϰϰ ϰϱͲϰϵ ϱϬͲϱϰ ϱϱͲϱϵ ϲϬͲϲϰ ϲϱͲϲϵ ϳϬͲϳϰ ϳϱͲϳϵ ϴϬͲϴϰ 85+

^ƵďƌĞŐŝŽŶĂůdƌĞŶĚƐ ZŝĐŚŵŽŶĚ >ĂŶŐůĞLJŝƚLJĂŶĚdŽǁŶƐŚŝƉ

ϭϬϬй ϭϬϬй

ϵϬй ϵϬй EŽƌƚŚ^ŚŽƌĞ ϴϬй ϴϬй

ϳϬй ϳϬй ƵƌŶĂďLJ sĂŶĐŽƵǀĞƌ EŽƌƚŚĞĂƐƚ^ĞĐƚŽƌ ϲϬй ϲϬй EĞǁtĞƐƚ- hh> ŵŝŶƐƚĞƌ ϱϬй ϱϬй ϰϬй ϰϬй ZŝĐŚŵŽŶĚ ^ƵƌƌĞLJ ϯϬй ĞůƚĂ ϯϬй tŚŝƚĞZŽĐŬ >ĂŶŐůĞLJŝƚLJ dƐĂǁǁĂƐƐĞŶ ϮϬй ĂŶĚdŽǁŶƐŚŝƉ ϮϬй &ŝƌƐƚEĂƟŽŶ ϭϬй ϭϬй

ϭϲͲϭϵ ϮϬͲϮϰ ϮϱͲϮϵ ϯϬͲϯϰ ϯϱͲϯϵ ϰϬͲϰϰ ϰϱͲϰϵ ϱϬͲϱϰ ϱϱͲϱϵ ϲϬͲϲϰ ϲϱͲϲϵ ϳϬͲϳϰ ϳϱͲϳϵ ϴϬͲϴϰ 85+ ϭϲͲϭϵ ϮϬͲϮϰ ϮϱͲϮϵ ϯϬͲϯϰ ϯϱͲϯϵ ϰϬͲϰϰ ϰϱͲϰϵ ϱϬͲϱϰ ϱϱͲϱϵ ϲϬͲϲϰ ϲϱͲϲϵ ϳϬͲϳϰ ϳϱͲϳϵ ϴϬͲϴϰ 85+ EŽƌƚŚĞĂƐƚ^ĞĐƚŽƌ EŽƌƚŚ^ŚŽƌĞ ƵƌŶĂďLJͲEĞǁtĞƐƚŵŝŶƐƚĞƌ

ϭϬϬй ϭϬϬй ϭϬϬй

ϵϬй ϵϬй ϵϬй

ϴϬй ϴϬй ϴϬй

ϳϬй ϳϬй ϳϬй

ϲϬй ϲϬй ϲϬй

ϱϬй ϱϬй ϱϬй

ϰϬй ϰϬй ϰϬй

ϯϬй ϯϬй ϯϬй

ϮϬй ϮϬй ϮϬй

ϭϬй ϭϬй ϭϬй

ϭϲͲϭϵ ϮϬͲϮϰ ϮϱͲϮϵ ϯϬͲϯϰ ϯϱͲϯϵ ϰϬͲϰϰ ϰϱͲϰϵ ϱϬͲϱϰ ϱϱͲϱϵ ϲϬͲϲϰ ϲϱͲϲϵ ϳϬͲϳϰ ϳϱͲϳϵ ϴϬͲϴϰ 85+ ϭϲͲϭϵ ϮϬͲϮϰ ϮϱͲϮϵ ϯϬͲϯϰ ϯϱͲϯϵ ϰϬͲϰϰ ϰϱͲϰϵ ϱϬͲϱϰ ϱϱͲϱϵ ϲϬͲϲϰ ϲϱͲϲϵ ϳϬͲϳϰ ϳϱͲϳϵ ϴϬͲϴϰ 85+ ϭϲͲϭϵ ϮϬͲϮϰ ϮϱͲϮϵ ϯϬͲϯϰ ϯϱͲϯϵ ϰϬͲϰϰ ϰϱͲϰϵ ϱϬͲϱϰ ϱϱͲϱϵ ϲϬͲϲϰ ϲϱͲϲϵ ϳϬͲϳϰ ϳϱͲϳϵ ϴϬͲϴϰ 85+ ĞůƚĂͲdƐĂǁǁĂƐƐĞŶ&ŝƌƐƚEĂƟŽŶ ^ƵƌƌĞLJͲtŚŝƚĞZŽĐŬ sĂŶĐŽƵǀĞƌͲhͬh>

ϭϬϬй ϭϬϬй ϭϬϬй

ϵϬй ϵϬй ϵϬй

ϴϬй ϴϬй ϴϬй

ϳϬй ϳϬй ϳϬй

ϲϬй ϲϬй ϲϬй

ϱϬй ϱϬй ϱϬй

ϰϬй ϰϬй ϰϬй

ϯϬй ϯϬй ϯϬй

ϮϬй ϮϬй ϮϬй

ϭϬй ϭϬй ϭϬй

ϭϲͲϭϵ ϮϬͲϮϰ ϮϱͲϮϵ ϯϬͲϯϰ ϯϱͲϯϵ ϰϬͲϰϰ ϰϱͲϰϵ ϱϬͲϱϰ ϱϱͲϱϵ ϲϬͲϲϰ ϲϱͲϲϵ ϳϬͲϳϰ ϳϱͲϳϵ ϴϬͲϴϰ 85+ ϭϲͲϭϵ ϮϬͲϮϰ ϮϱͲϮϵ ϯϬͲϯϰ ϯϱͲϯϵ ϰϬͲϰϰ ϰϱͲϰϵ ϱϬͲϱϰ ϱϱͲϱϵ ϲϬͲϲϰ ϲϱͲϲϵ ϳϬͲϳϰ ϳϱͲϳϵ ϴϬͲϴϰ 85+ ϭϲͲϭϵ ϮϬͲϮϰ ϮϱͲϮϵ ϯϬͲϯϰ ϯϱͲϯϵ ϰϬͲϰϰ ϰϱͲϰϵ ϱϬͲϱϰ ϱϱͲϱϵ ϲϬͲϲϰ ϲϱͲϲϵ ϳϬͲϳϰ ϳϱͲϳϵ ϴϬͲϴϰ 85+

ŝƚďŽƵƚdŚŝƐĂƚĂ Transportation Committee - 126 - EŽƌƚŚ^ŚŽƌĞŝŶĐůƵĚĞƐŽǁĞŶ/ƐůĂŶĚ͕>ŝŽŶƐĂLJ͕EŽƌƚŚsĂŶĐŽƵǀĞƌŝƐƚƌŝĐƚĂŶĚŝƚLJ͕ĂŶĚtĞƐƚsĂŶĐŽƵǀĞƌ͘EŽƌƚŚĞĂƐƚ^ĞĐƚŽƌŝŶĐůƵĚĞƐŶŵŽƌĞ͕ĞůĐĂƌƌĂ͕ŽƋƵŝƚůĂŵ͕DĂƉůĞZŝĚŐĞ͕WŝƩDĞĂĚŽǁƐ͕WŽƌƚDŽŽĚLJ͕ĂŶĚWŽƌƚŽƋƵŝƚůĂŵ͘ĂƚĂ^ŽƵƌĐĞ͗/ĂŶĚ^ƚĂƚƐ͘