TransLink Bus Speed and Reliability Report

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2023 Bus Speed and Reliability Report translink.ca translink.ca

TRANSLINK | 2023 BUS SPEED AND RELIABILITY REPORT

Table of Contents EXECUTIVE MESSAGES.....................................................................................................................................II A MESSAGE FROM THE CEO OF TRANSLINK......................................................................................................................................... II A MESSAGE FROM THE PRESIDENT AND GENERAL MANAGER OF COAST MOUNTAIN BUS COMPANY.................................. III PART 1: INTRODUCTION.................................................................................................................................... 1 WHY ARE WE UPDATING THIS DOCUMENT?.........................................................................................................................................2 HOW TO USE THIS DOCUMENT...............................................................................................................................................................3 GLOSSARY...................................................................................................................................................................................................4 PART 2: CONTEXT............................................................................................................................................. 5 IMPORTANCE OF TRANSIT SERVICE.......................................................................................................................................................5 IMPORTANCE OF BUS SPEED AND RELIABILITY..................................................................................................................................9 COSTS OF DELAY..................................................................................................................................................................................... 13 PART 3: PLANNING AND DELIVERING PROJECTS............................................................................................... 17 HIGH QUALITY TRANSIT TAKES A REGIONAL EFFORT...................................................................................................................... 17 OVERCOMING COMMON CHALLENGES TO FAST, RELIABLE BUS SERVICE................................................................................. 21 OUR APPROACH TO IDENTIFYING NEEDS.......................................................................................................................................... 23 REGIONAL INVESTMENTS IN BUS PRIORITY...................................................................................................................................... 33 RANKED PRIORITIES............................................................................................................................................................................... 35 COMING SOON............................................................................................................................................... 43

APPENDICES APPENDIX A: SUB-REGIONAL PROFILES APPENDIX B: PROFILE AREAS



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A Message from the CEO of TransLink

TRANSLINK | 2023 BUS SPEED AND RELIABILITY REPORT

Executive Messages

Executive Messages A Message from the CEO TransLink Public transit is fundamental to howofpeople in Metro Vancouver move around the region.

In a year full of uncertainty, TransLink provided consistent and reliable service for our customers Every day, onwas buses getthem them to people and places and school every day,customers whetherrely that totoget tothe work, services, or that helpmatter themmost—from reconnectwork with their to healthcare appointments, and everywhere in between. Representing almost two-thirds of our daily boardings, communities as Metro Vancouver reopened. customers take more than half a million bus trips every day. As ridership continued to recover from the pandemic

2022, bus ridership consistently rebounded any other transit mode. Busesour areservice the backbone of Inin managing the third and fourth waves faster of thethan pandemic, we maintained to provide our transit system, and as we look to the future, they will continue to play a key role in how we move around customers with the reliability they needed to get to the people and places that mattered the most. this region.

We saw an increase in ridership as vaccinations ramped up and people in the region returned to Our 30-year regional transportation strategy, Transport 2050, envisions a bold “bus-first” approach. In the first work and school in the fall. decade, priority investments include doubling bus service, 11 new RapidBus routes, seven new Express bus lines, and up to nine new Bus Rapid Transit corridors. Since 2019, TransLink’s Bus Speed & Reliability (BSR) Municipal TransLink was responsive to changing demands and shifting customer needs.

Funding Program has awarded almost $15 million in funding to more than 100 studies and projects. While this

is encouraging progress, there is way still much to be done so we can achieveand the future weappointments envision for our Our customers changed the theywork move.

Hybrid work, school, virtual bus system. We will continue to work with the TransLink Board of Directors and the Mayors’ Council on Regional reduced long commutes. Still, transit was chosen for travel to industrial employment areas, Transportation to secure funds for this program because investing in bus priority measures will directly help us errands, orfuture shortgoals: commutes, and we continuously adapted to provide thataffordable, responded achieve our to make transportation more convenient, reliable, safe andservices comfortable, andto carbon-free. our customer needs.

With opportunities more transit through lanes, effects queue jumps, bulbs, and we’ll signal We know that as to weprioritize continue toroad facespace and for respond to the bus ongoing of thebus pandemic, improvements, we can clear the way for faster, more reliable, and more efficient bus service, ultimately reducing need to reimagine how we serve our customers. Looking ahead, TransLink will continue delivering delays and helping our customers get to where they need to go. exceptional service, plan for the bright future of the region, and remain responsive to our everThe humble bus is the future of mass transit. In planning for this future, this Bus Speed & Reliability Report serves changing as a call to environment. action. Working with our customers, local and regional government, Indigenous Nations, and partners, now is the time to make it happen.

Kevin Quinn

Kevin Quinn Officer Chief Executive TransLink Chief Executive Officer TransLink

2021 Transit Service Performance Review | 3

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TRANSLINK | 2023 BUS SPEED AND RELIABILITY REPORT

Executive Messages

A Message from the President and General Manager of Coast Mountain Bus Company Across CMBC, our employees—from Transit Operators to Mechanics, Schedulers and many more—work hard every day to provide the high-quality bus service that our customers expect, all while interacting with millions of other road users. However, increasing roadway traffic slows down our buses.

Operating alongside mixed traffic such as private cars, freight trucks, and other vehicles presents both daily and long-term challenges. Despite a temporary respite during the pandemic, traffic is anticipated to continue growing.

This means we need to increase the number of buses and Transit Operators on the road, and the number of people working behind the scenes, to maintain our status quo. Just because of traffic, our operational budget must grow $2–$7 million every year, and the cost continues to accumulate. This report estimates the total cost of delay in 2021 was more than $80 million.

Bus priority measures such as bus lanes, queue jumps, bus bulbs, and signal improvements can help. These efficiency improvements allow us to provide additional service at the same cost and help us save for the future.

When buses are protected from rising congestion, we can make more durable improvements in bus service, and most importantly, ensure that employees and customers have more certainty in knowing how long each transit journey will take.

This report has a hopeful outlook, highlighting both the problem of bus delay and its potential solutions. By identifying key locations for future bus priority investments, it provides an overview of 20 corridors that most warrant our attention, illustrating where we need to focus our work. Coast Mountain Bus Company service has a big impact on the region, and we’ll need help from all our partners to maintain the excellent transit experience our customers expect and deserve.

Michael McDaniel President & General Manager Coast Mountain Bus Company

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TRANSLINK | 2023 BUS SPEED AND RELIABILITY REPORT

Part 1: Introduction

Part 1: Introduction Bus delay due to congestion is a significant, but solvable, regional problem Transit service is critical to access and mobility in Metro Vancouver. People in Metro Vancouver board transit to get to their destinations more than 800,000 times every weekday. Before the COVID-19 pandemic, transit ridership was increasing faster in Metro Vancouver than any other region in Canada and the US; and since the pandemic, ridership has recovered faster than most other metropolitan areas in North America.

Buses are the workhorses of the transit system.

Most of TransLink’s riders take the bus, and buses carry a substantial share of all people traveling on some streets. Bus ridership grew faster prior to the pandemic and recovered more quickly than other transit modes. And continued expansions in bus service are central to TransLink’s regional transportation strategy (Transport 2050).

Fast, reliable bus service makes transit an attractive and healthy travel choice and increases access to opportunity. Frequent and reliable bus service allows Metro Vancouver residents to plan their travel around their lives, rather than plan their lives around their travel.

TransLink and Coast Mountain Bus Company work hard to provide frequent and reliable service, including: adding service to reduce passenger wait times and crowding, adjusting schedules to improve accuracy, and launching new frequent-service routes, such as the five RapidBus lines launched in 2020.

However, traffic worsens customer experience and increases operating costs. Traffic-related delays means passengers must add extra travel time to their plans, or risk being late for work or appointments.

Delays also require TransLink to either put more buses on the street to maintain the same frequency, or else accept reduced service levels.

These are solvable problems. The early months of the pandemic helped us see where buses freed from congestion can run faster and more reliably. And there are many tools to make these improvements more permanent. These rely on strong partnerships between TransLink, municipalities, and the BC Ministry of Transportation and Infrastructure (BC MOTI).

TransLink will be investing to keep our buses reliable as our region grows. The Bus Speed and Reliability (BSR) Program is focused on making improvements to our network where they are most needed. These investments will be complemented by the service enhancements and new RapidBus and Bus Rapid Transit (BRT) corridors than are central to the regions’ plans for growth.

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TRANSLINK | 2023 BUS SPEED AND RELIABILITY REPORT

Part 1: Introduction

WHY ARE WE UPDATING THIS DOCUMENT? TransLink’s first Bus Speed & Reliability Report, published in 2019, highlighted the issue of bus-delay in Metro Vancouver, its impacts on customers, and its operational costs. The Report also identified corridors for future bus priority investment, establishing a foundation for the new Bus Speed & Reliability Municipal Funding Program (“BSR Program”).

The 2023 Bus Speed & Reliability Report serves several purposes. It is an opportunity to: • Refresh data about bus speed and reliability to create a solid basis for future reporting.

• Report on performance of bus priority projects delivered since 2019, including lessons learned about the priority measures that were most effective.

• Support a growing municipal funding program to improve bus speed and reliability. The Program will grow approximately 35%, from $5.25 million (2022) to over $8 million (2023). This complements the region’s ambitious plans to improve bus service with new RapidBus and Bus Rapid Transit routes.

• Identify lessons learned about bus performance during the low-traffic period of the COVID-19 pandemic.

This example of a commercial street with offset bus lanes, cycling facilities, and on-street parking would work well for people riding transit, walking, and biking as well as business interests. It includes bus and pedestrian bulb-outs and right-turn pockets, along with possible restrictions on some left-turns.

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Part 1: Introduction

HOW TO USE THIS DOCUMENT

This report informs the public, elected leaders, and municipal staff about where delays have the greatest impact on bus service and what to do about it The 2023 BSR Report explores:

Upcoming releases of the BSR Report include:

1. The causes and effects of delay on buses and people in our region.

• Part 2 will provide an inventory of existing bus priority measures constructed since the launch of TransLink’s BSR Program and profile bus priority project examples to help us understand the measures that have been most effective and how to apply what we have learned to make future projects better.

2. The strategies available to TransLink, municipalities, and the BC Ministry of Transportation Infrastructure (“BC MOTI”) to improve bus speed and reliability.

3. Specific, actionable, and effective improvements that TransLink can help fund through the Bus Speed and Reliability Program.

The report will be released in several parts.

This document is Part 1.

Part 1 begins by establishing the context for bus speed and reliability, describing the importance of fast, reliable bus service to Metro Vancouver. It also describes the current state of bus speed and reliability, and how delay impacts people in our region. It examines travel time and ridership data before, during, and after the COVID-19 pandemic to draw conclusions about the essential nature of bus service and the benefits of protecting buses from traffic congestion.

The report describes how TransLink, municipalities and BC MOTI partner to deliver bus priority projects, along with some common challenges. It summarizes our approach to identifying needs, including potential equity considerations. It emphasizes the partnerships needed to implement bus priority improvements, and identifies 20 Profile Areas as focal points for future bus priority investments.

• Part 3 will identify gaps between current bus priority measures and areas of highest need along the Frequent Transit Network (FTN). It will also highlight areas of opportunity for bus priority measures within the 20 Profile Areas.

The Appendix provides more detail on areas of interest including detailed maps and statistics about delay.

• Subregional Profiles: The location and magnitude of delay in each subregion.

• Profile Areas: The location and magnitude of delay on selected major corridors.

The Appendix will be updated as each part of this report is published.

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TRANSLINK | 2023 BUS SPEED AND RELIABILITY REPORT

Part 1: Introduction

GLOSSARY Term

Definition

Boarding

Every time a passenger enters a bus, train or SeaBus. Transfers are counted as additional boardings.

Bus Rapid Transit (BRT)

Bus service that is fast, frequent and high-capacity, typically via dedicated, fully traffic-separated lanes, with signal priority at intersections.

Bus Speed & Reliability Municipal Funding Program (BSR Program)

A TransLink cost-share funding program to support municipalities in planning, designing, and constructing bus priority projects.

Delay

Excess time spent traveling between bus stops, defined in this report as the difference between the “average” and “best case” conditions. (See "Our Approach to Identifying Needs" on page 23.)

Frequent Transit Network (FTN)

TransLink’s network of corridors where transit service runs at least every 15 minutes in both directions throughout the day and into the evening, every day of the week. It is the focus of the BSR Program.

Dwell

Time spent at a bus stop to allow customers to get on and off.

Journey

A complete transit trip, regardless of the number of transfers.

On-time Performance

The percent of trips that arrive at their destination at the time scheduled.

Passenger Load

The number of people on a bus at any given time.

Person-hours of Delay

The total amount of excess time spent in transit for all passengers on the bus.

RapidBus

A TransLink brand of bus service operating at least every 10 minutes at peak times, with bus priority, limited stopping, and enhanced passenger amenities.

Ridership

The total number of people who use transit, typically reported for an average weekday or entire year.

Speed

The rate at which something moves, generally expressed in kilometres per hour. Speed is a useful metric for comparing the performance of buses traveling different distances.

Travel Time

Time spent traveling between locations (e.g., stops or termini). Most bus riders think about their experience on transit in terms of travel time (rather than speed).

Variability

The range of travel times observed for a given route, direction, segment, and time of day—in this report defined as the range between 80th and 20th percentile travel times, by hour of the day. Variability is used as the primary measure of reliability in this report. (See "Our Approach to Identifying Needs" on page 23.)

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Part 2: Context

Part 2: Context IMPORTANCE OF TRANSIT SERVICE

Transit service is critical to access and mobility in Metro Vancouver.

Transit helps people in Metro Vancouver reach the things that are most important to life and liveliness: work, school, shopping, services, cultural centres, and social gatherings. Travelling by transit is more affordable than driving and is often the only option for people who don’t drive, including those who are too young to have a driver’s license, older adults, people with disabilities, and low-income populations. People may choose to take transit because it is convenient, sustainable, or safer, such as returning home after a night out. Good transit service also complements active modes of transportation—filling in gaps in the walking or cycling network, and extending the range of people who use a different mode for the first-mile or last-mile of their trip.

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2.2M 850K >60% >75% Unique customers

Weekday boardings

Person throughput

Pre-COVID ridership

In Fall 2021, TransLink served nearly 2.2 million unique customers— that’s equivalent to 84% of the Metro Vancouver population.1

People in Metro Vancouver boarded transit nearly 850,000 times every weekday in fall 2021.2

Buses carry over 60% of travelers on some streets, and ridership was increasing prior to the pandemic.3

By Fall 2022, ridership had recovered to above 75% of its pre-pandemic levels, which is higher than other metropolitan areas in Canada and the US.4

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TRANSLINK | 2023 BUS SPEED AND RELIABILITY REPORT

Buses are the workhorses of the transit system.

Buses serve a significant majority of all transit users.

In fall of 2021, almost two-thirds of transit journeys (63%) were by bus—a share that increased from about 61% in 2018.5 And almost three-quarters of transit journeys included a bus for at least a portion of the trip.6 On an average weekday in fall 2021, there were more than 530,000 boardings of a TransLink bus.7 Bus riders are a significant share of road users in many places. (See map of mode-share below.) In others, buses still play a vital role providing access for all. Metro Vancouver has an extensive bus network that reaches communities across the region and runs from early morning to late evening.

Part 2: Context

Throughout the peaks of the pandemic, TransLink maintained high-frequency bus service on many routes in order to serve essential trips. It also continued to fund and construct new bus priority measures to make service faster and more reliable over the long term.

Ridership continues to recover from the pandemic.

In Metro Vancouver and elsewhere, transit ridership dropped steeply during the start of the pandemic in spring 2020. But as daily life outside the home resumed, riders returned. By fall 2021, TransLink’s overall ridership levels were 59% of those in 2019.

Bus ridership recovery was at 62%—more than the SkyTrain, SeaBus, West Coast Express, and the HandyDART.8 By fall of 2022, ridership recovery rates had reached above 80%.

Distribution of Total System-Wide Boardings by Mode and Ridership Recovery, Fall 2021

Source: 2021 Transit Service Performance Review

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Part 2: Context

Transit Ridership by Month for TransLink Compared to other Canadian and US Metro Areas, April 2020–April 2022

Since the pandemic began, ridership rates have been higher in Metro Vancouver than elsewhere in US and Canada—a testament to the importance of transit service in the region.9 But ridership rates are still not back to pre-pandemic levels, and the patterns of ridership are still stabilizing. (See "Off-peak person-delay has become relatively more important." on page 28.)

Data Sources: 2021 Transit Service Performance Review, page 17.

Estimated based on data sourced from the International Association of Public Transport.

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Bus riders are a significant share of road users.

Buses can carry more people than cars—a reality that sometimes obscures their important role. In many areas of Metro Vancouver, buses carry more than 60% of travellers at peak times.10 • Transit mode share in the AM Peak ranges from 30% to 50% or more on many corridors (see map below).

• The highest mode share corridors include: Broadway, Wesbrook Mall, North Granville, 41st Ave, Marine Dr/15th St, No 3 Rd, and Edmonds/6th St. Transit mode share across the day exceeds 30% to 40% on these corridors.

Part 2: Context

New rapid and reliable bus service is integral to our growing transit network.

TransLink’s regional transportation strategy documents—Transport 2050, and its related “10-Year Priorities” are “bus-first” plans for growth, guided by goals to make transit convenient, reliable, affordable, safe and comfortable, and carbon-free.

Building on the 2020 launch of “RapidBus”—a new brand of faster, more frequent and reliable service supported by extensive bus priority measures—these future plans will expand RapidBus service further while also building new Bus Rapid Transit routes, which will benefit from even more comprehensive bus priority. (See "Regional Investments in Bus Priority" on page 33.)

Bus Mode Share, 2021, AM Peak

This map includes the top 20 corridors for personhours of delay, as well as most of the frequent transit network. It uses vehicle volume estimates obtained from Streetlight Data. Streetlight estimates were compared to loop counter data from selected sites in the City of Surrey, and showed a sufficiently close match with an R-squared value of 0.95.

Data Source: TransLink (buses), Streetlight (vehicles)

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Part 2: Context

IMPORTANCE OF BUS SPEED AND RELIABILITY

Fast, reliable service makes transit an attractive alternative to driving Traffic congestion affects our health, safety, and quality of life.

More cars on the road mean more air pollution and more opportunities for collisions with other vehicles, cyclists, and pedestrians. Congestion also means people must spend more of their valuable time sitting in traffic, reducing time for the rest of life’s activities.

Fast and reliable bus service provides a better alternative, alleviating congestion, and complementing healthy active transportation such as walking and biking. Transit customers have the freedom to take their eyes off the road, and not worry about driving safely, or finding a parking spot.

Fast, reliable bus service increases access to opportunity.

Good transit expands people’s access to jobs, schools, and social activities—especially people who cannot afford to live in urban centres. When service is reliable and frequent, people feel more confident taking longer transit trips or trips that require transfers. They may also opt to take trips they previously wouldn’t have attempted, increasing their freedom to live life fully.

Enabling people to use transit for more trips makes transportation more affordable.

Owning and driving a car is more expensive than taking transit, which does not entail expenses such as gas, insurance, and maintenance. Fast and reliable transit enables more people to forego car ownership, something that could save them thousands of dollars a year.11 On average, people living in the Vancouver metro region spend 40% to 49% of their income on housing and transportation.12 Making transit more convenient will help to achieve the Transport 2050 goal so that no one in the region needs to spend more than 45%.

Annual Cost of Owning a Car vs. Transit Pass 13

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Part 2: Context

Bus service is also among the most efficient and effective uses of limited resources.

Buses are an efficient way to move people. Unlike trains, they do not require the construction of tracks, and can use existing rights of way. Buses can also hold a lot more people than a car, using the road space more efficiently.

Faster and more reliable bus service can attract new riders. It can also allow TransLink to run more frequent service, further attracting riders. By moving people from cars into buses, the person-moving capacity of the road can be increased, without spending money on widening a road.

How Many People Can Move in Cars Versus a Bus Lane

Source: Based on typical capacities for vehicles and buses traveling in different types of travel lanes.14

People Carried by Mode

Existing: Based on vehicle and transit volumes on Hastings Street at Gilmore Avenue in Fall 2019.15

Conceptual with bus lanes: Based on assumed capacity for vehicles and buses.16

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Part 2: Context

Myth: The bus lanes are empty.

Fact: On Hastings Street, one of our RapidBus corridors, buses carry up to a third of the 5,000 people moving through Burnaby Heights in the PM Peak, with only 3% of total vehicles.22

Good bus service helps reduce carbon emissions and slow climate change.

about 2.3 kg of carbon emissions.20 Fast and reliable bus service makes this choice easier.

Transportation generates over a third of the region’s "on-road" greenhouse gas emissions.17 Light-duty vehicles are the primary contributors (84%).18 A key strategy of Metro Vancouver’s Climate 2050 Transportation Roadmap is therefore to shift trips from passenger vehicles to public transit. Today, 70% of all trips in the region are made by car.19 Every time a resident takes the bus instead of driving a gas-powered car for a typical trip they’re avoiding

Even as drivers increasingly use electric cars, TransLink’s buses will still be a lower carbon option.

There are still greenhouse gas emissions associated with manufacturing batteries, and these are more efficiently used by a bus moving many passengers. In addition, TransLink already has a large fleet of buses that are powered by overhead wire. These not only don’t require a big new battery, but also weigh less, making them even more efficient.21

Transportation’s Role in Greenhouse Gas Emissions and Meeting Our Climate Goals

Data Sources: TransLink Climate Action Strategy (2022) and Climate 2050 Roadmap: Transportation (2021)

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TransLink and Coast Mountain Bus Company work hard to provide frequent and reliable service.

High quality bus service allows Metro Vancouver residents to plan their travel around their lives, rather than plan their lives around their travel. TransLink and CMBC work hard to make this possible.

TransLink plans service increases, to both support existing ridership and to shape future ridership growth. For example, the new RapidBus routes launched in 2020 increased the frequency, as well as reliability, of buses along some of the most important transit corridors in the region. During the pandemic, other adjustments were important—including focusing service toward areas where ridership remained high, by making small reductions on frequent bus routes with extra capacity.

TransLink can also work with local partners to invest in bus priority measures. Under the BSR Program,

Part 2: Context

almost $15 million has been allocated for measures such as bus bulbs, queue jumps, transit lanes, and re-balancing bus stops. (See "Multi-agency partnerships are required for progress on bus priority." on page 20.)

CMBC adjusts schedules, ensuring that transit customers have accurate expectations when they plan their trips. This is based on measures of on-time performance (the percent of buses arriving at their destinations on time). As traffic conditions change, CMBC staff change their predictions of how long the bus will take to travel from one stop to the next.

CMBC also manages the complex implementation of service plans—ensuring that enough buses and operators are ready to go, and that routine problems on the ground are resolved quickly—in order to deliver frequent and reliable service on a day-today basis.

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Part 2: Context

COSTS OF DELAY

Traffic greatly affects customer experience and operating costs Delay has direct impacts on peoples’ lives.

Bus delays have real impacts on the lives of people who rely on transit. As they sit in traffic or wait to transfer, transit riders face a time penalty—which can be particularly steep for those who cannot afford to live in an urban core. This reduces people’s confidence in riding the bus, pushing them toward driving a car instead, a choice that not only costs more for an individual, but also adds further to the road congestion everyone must deal with.

Highly-variable, or inconsistent, bus service means people must include more travel time in their plans to ensure they’re not late. Buses may not come on schedule, especially at peak times. Inconsistent service means longer waits, and increased overcrowding when more than one bus arrives at once.

And being late for an appointment, childcare pick-up, or exam can be more than an inconvenience. It can mean paying a late fee, waiting until the next slot, or failing a course. Being late for a job can mean losing it.

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TRANSLINK | 2023 BUS SPEED AND RELIABILITY REPORT

Delay affects our ability to provide great service.

As congestion slows buses down, TransLink must either put more buses on the street—to maintain the same frequency of service—or else accept a reduction in service—requiring customers to wait longer for the next bus. (See diagram below.) When service is inconsistent, it can also be hard to provide an accurate schedule, unless this is based on the slowest days, which guarantees slow service even on good days.

Part 2: Context

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Service that is unreliable or slow reduces the overall attractiveness of transit as a mode choice, reducing fare revenues. In turn, less revenue reduces TransLink’s ability to maintain high quality service.

This can lead to a downward spiral of declining ridership and lower service levels—a situation experienced by many transit agencies in North America.

Conversely, when buses get faster and more reliable, TransLink can either provide the same level of service with fewer buses or increase frequency with no additional cost.

This graphic shows the additional buses needed to maintain the same frequency of service when a bus runs more slowly.

TRANSLINK | 2023 BUS SPEED AND RELIABILITY REPORT

Roadway delay is responsible for approximately 15% of CMBC bus operating costs.

We estimate that over $80 million per year (800,000 annual service hours), or 15% of Coast Mountain Bus Company total bus operating costs, are attributable to roadway delay.

A further 19% of CMBC’s operating cost is attributed to recovery time spent at termini. While this provides important break time for operators, some of it is also necessary as a buffer against unreliable bus trips.

This buffer is not defined as “delay” in this report, but when bus travel times become longer and more irregular, recovery time must also be increased to ensure on-time departures. It adds further to the costs of delay.

Part 2: Context

Breakdown of Annual Scheduled Service Hours, 2021

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TRANSLINK | 2023 BUS SPEED AND RELIABILITY REPORT

Part 2: Context

Each year, TransLink adds over $2M of service to offset the impacts of traffic.

Bus delay is back to the same levels as before the pandemic.

In the face of growing roadway congestion, CMBC has endeavored to maintain service levels and on-time performance by increasing the number of buses on the road. Except for one year during the pandemic, these adjustments have added $2M–$7M each year in operating costs in recent years. That’s comparable to the operational cost of introducing a new RapidBus route every 2 years. In 2022, it cost $28.6 million to counter delays from increased traffic relative to 2014 levels. The cumulative cost from 2014 to 2022 is $155.4 million.

Although pandemic restrictions and remote working policies have shifted travel patterns, overall busdelay is at the same levels, or worse than before COVID-19. Buses did run faster for a brief period in Metro Vancouver in the spring of 2020 (see "Buses freed from congestion are faster and more reliable." on page 26). But by fall of 2021, the total hours of bus-delay on weekdays were the same as those just before the pandemic (in fall 2019), and exceeded those in fall 2018 by about 3%.

Change in Annual Operating Costs due to Schedule Maintenance, 2014–2022

Note: Costs due to bus delay increased in all years except 2021, during the pandemic.

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Part 3: Planning and Delivering Projects

Part 3: Planning and Delivering Projects High quality transit takes a regional effort There are many tools to improve the speed and reliability of bus service.

These interventions range from dedicated busonly lanes that separate buses from congestion, to fare-payment policies that allow customers to board and alight more quickly. Transit approach lanes and queue jumps allow buses by bypass congested intersections. Turn pockets can move private vehicles out of the bus’s path. Bus stops can be removed, or shifted out from the curb, in order to reduce the time buses spend merging; and traffic signals can be designed to recognize and prioritize bus movements.

(See “The Infrastructure” portion of this report— forthcoming—for more discussion about these bus priority measures.)

TransLink has developed a Transit Priority Toolkit (see next page) that provides examples of bus priority measures and the challenges they address. These tools vary in terms of cost, effectiveness, complexity, and visibility.

Bus lane on Georgia Street

Bus-only signal at Metrotown

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TransLink Transit Priority Toolkit

Part 3: Planning and Delivering Projects

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TRANSLINK | 2023 BUS SPEED AND RELIABILITY REPORT

Part 3: Planning and Delivering Projects

The tools for improving bus speed & reliability are controlled by different authorities.

In Metro Vancouver, no single entity controls all the interventions that improve bus performance. Making transit better therefore is a shared responsibility between TransLink, CMBC, municipalities, and the BC Ministry of Transportation and Infrastructure (BC MOTI).

TransLink has control or direct influence over operating considerations such boarding and fare payment policies, route design, and service frequency. Coast Mountain Bus Company (CMBC), a subsidiary of TransLink, operates the bus fleet and manages the schedules.

Municipalities and BC MOTI own the roadway and control traffic signals. This means they have ultimate authority over changes to the right of way, such as the addition of bus lanes, the management of parking, and the programming of traffic signals.

TransLink, the municipalities, and BC MOTI share responsibility for many interventions. For example, if TransLink wishes to move a bus stop—or modify its design—municipalities must approve the change, which occurs on their property.

Private property owners and municipalities also share control over parts of the roadway. These include street patios, the addition of which can impact bus operations.

The table below illustrates what TransLink has control over in the right-of-way and what is controlled by municipalities, MOTI, and private property owners—or is a shared responsibility.

TransLink and Municipality Control

Operations

Bus Stops

Travel Lanes

Intersections

Public Realm

Boarding policy (e.g., all-door boarding)

Stop relocation or consolidation

Bus lanes

Turn and movement restrictions

Street patios

Route design

Bus platform design

Transit

Transit signal priority

Connecting shuttles or bike share

Bus bulbs

Queue jump

Boarding islands

Roadway channelization

Bus fleet size

Frequency and hours of service

Municipality and MOTI Control

Municipality and Property Owner Control

TransLink Control

Parking restrictions

Turn lanes and pockets

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Part 3: Planning and Delivering Projects

Multi-agency partnerships are required for progress on bus priority.

Although bus priority improvement projects can be done cost-effectively and quickly, they are not always easy to accomplish, in part due to their multiagency nature. No agency can successfully deliver these projects alone. In additional to having different authorities over road-space, each offers unique skills, perspectives, and resources.

TransLink has staff with expertise in transit operations and design. They can identify causes of delay and propose potential solutions. TransLink also provides funding resources to municipalities to design and deliver projects.

Municipalities and BC MOTI have staff with expertise in transportation engineering and traffic signal operation and design. They can also identify causes of delay and potential solutions. But they also bring local knowledge of conditions, including previous and planned initiatives, and they have the ability to integrate bus priority elements into already-planned roadway maintenance and upgrade projects.

A recent collaborative speed & reliabilty project on Edmonds at Kingsway in Burnaby.

In recent years TransLink, BC MOTI, and some Metro Vancouver municipalities have ramped up their efforts to improve bus performance, in support of regional and provincial goals. That collaboration has been aided by the launch of the RapidBus brand of service, which focused new transit priority measures along some of the highest ridership corridors in the region. In parallel TransLink has also dedicated funding for the BSR Program—nearly $15 million between 2019 and 2022. (See "Regional Investments in Bus Priority" on page 33.) This has been supported by the development of new data analytics and visualizations that support analysis of existing bus delay.

The launch of new RapidBus routes requires close coordination between TransLink, municipalities, and BC MOTI.

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OVERCOMING COMMON CHALLENGES TO FAST, RELIABLE BUS SERVICE Most municipalities and BC MOTI face similar challenges to providing fast, reliable bus service.

Many cities have been successful at providing fast, reliable bus service.

Although each city has unique characteristics, they all must balance competing demands on public roadways and sidewalks. In addition to transit vehicles, roads must also accommodate personal cars, taxis, goods movement and delivery trucks, emergency services, bicycles, and pedestrians.

Similarly regional authorities like BC MOTI must balance competing demands for the space on provincially managed highways.

Fortunately many cities across the globe, including several in Metro Vancouver, have successfully reallocated road space. Many of these efforts were accelerated during the pandemic, when very low levels of traffic prompted a unique opportunity to rethink priorities.

Sometimes bus priority improvements have benefits to other users of the roadway, such as widening projects that add bus or HOV lanes. But, in general, the most impactful and inexpensive interventions are the most politically sensitive—because they require an explicit trade-off between users of the roadway. For example, converting general travel lanes or parking lanes into bus lanes is a fast, effective, and low-cost way to improve bus service. However, it can be challenging to reallocate space—or time in the traffic signal cycle—from one user to another, especially when changes are subject to public comment or approval from the City Council.

In particular, major corridors often serve many different modes of travel at once, notably buses, cycling, and goods movement. Along these, multiple goals must be balanced, and the impact on overall people-moving capacity of the road should be considered.

Road reallocations to support transit are often done in recognition of the fact that transit riders already make up a major share of the people moving through major corridors. But many cities have made changes to encourage mode shifts in the future. For example, most cities have some experience reallocating road space to provide safer facilities for cycling or walking.

The same can be done to protect people on transit from congestion.

Data helps leaders make more informed decisions about trade-offs.

As the manager of Metro Vancouver’s integrated regional transit network, TransLink has enormous amounts of data to identify where, when, and by how much buses are slowed down. In tandem, municipal and provincial agencies have information about traffic volumes, and other roadway activity such as parking usage. Using this data to develop analytics and visualizations on bus delays, traffic conditions, and parking have helped municipal and provincial leaders make informed decisions and balance competing needs.

Example of TransLink Data Used to Make Informed Decisions

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TRANSLINK | 2023 BUS SPEED AND RELIABILITY REPORT

It is possible to achieve shared goals with businesses.

Improving and promoting transit supports local businesses. Locations with convenient access to good public transport are more valuable,23 and improving transit access to business districts increases the customer base.24 Notably, employees who commute by transit are also interested in shopping without going home to get their car, and tourists and visitors often don’t have one at all.

Examples from several Canadian and US cities found that transit brings new and existing customers, who then spend more time in shops and businesses.

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• Toronto, ON: 76% of people surveyed felt that “complete street” installations that supported bus access in Summer 2021 helped local businesses, and 31% of respondents visited the area more often.25 • San Francisco, CA: An intercept survey on Mission Street showed that 60% of people arrived by transit. Transit riders also spent more than those who arrived by other modes such as walking, biking, driving, or ride share.26 • Seattle, WA: An intercept survey in downtown Seattle found that workers who take transit are also much more likely to spend more time in the neighbourhood to shop or eat, spending more than triple that of car commuters.27

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OUR APPROACH TO IDENTIFYING NEEDS

What causes delay?

Traffic congestion delays all road users.

Buses and cars alike are stuck in traffic.

Some of this time is built into bus schedules.

Bus Stop

As traffic congestion increases, buses spend more time moving and waiting at red lights. It takes longer for people on the bus to get where they want to go.

Buses must slow down and speed up for each stop, and on some streets, merge back into traffic. Buses also take longer to accelerate and decelerate than cars. When bus stops are too close together, it makes the bus slower.

DOWNTOWN

When traffic is heavy it can be more difficult for bus operators to find safe gaps to change lanes.

Incidents like crashes or construction can also cause heavier than normal traffic but can be hard to plan for.

When congestion varies from day to day or from one time of day to another, it makes taking the bus unpredictable.

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Data from TransLink buses are used to quantify delay across the region.

This report uses TransLink’s bus performance and passenger delay data from across the region to aid the discussion within municipal and provincial agencies and with the public about where bus priority improvements may be most beneficial.

TransLink collects multiple sources of data from buses, from GPS units that track their movement to automated passenger counters (APCs) and Compass card readers that track passenger activity. From these data sources we calculate measures of bus performance due to road congestion.

This report focuses on the time buses spend traveling between bus stops. This is approximately 85% of the time between the start and the end of a route.

Part 3: Planning and Delivering Projects

Importantly, it excludes the time spent picking up and dropping off passengers, which can be affected by ridership levels.

“Delay” is the key metric for this report. It’s defined as the difference between an average and optimal (fastest 20%) trip on the bus. It can be seen as the additional time it takes the bus to make a trip on a typical day, compared to the best day of the week.

“Variability” is another useful metric, to evaluate the reliability of bus service. It’s defined as the difference between the worst case (slowest 20%) and optimal (fastest 20%) trips. This can be seen as amount of additional travel time a transit customer must plan into their schedule, due to road congestion.

Conceptual Illustration of Delay and Variability

Delay is the difference between typical and bestcase conditions Variability is the difference between worst-case and bestcase conditions

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25

Customer-focused metrics like “person-hours of delay” identify areas of greatest need.

TransLink can calculate the amount of time our customers spend delayed by traffic. This highlights parts of the bus network where delay is impacting the most riders, helping to prioritize investments in bus priority where they will benefit the greatest number of people.

Calculation of Person-Hours of Delay

Note: Person-delay is calculated for each bus trip in a service period based on the number of people on board. Data are summarized by hour and totaled for the full day.

Measures of “bus delay” help to evaluate trends.

Measures of bus performance that are not weighted by passenger loads are still useful. These highlight areas where road congestion is incurring the greatest costs on TransLink’s operations. They also help to reveal trends across the region and over time, independent of differences in ridership. This is particularly useful after the COVID-19 pandemic, which has had significant impacts on ridership.

TRANSLINK | 2023 BUS SPEED AND RELIABILITY REPORT

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Lessons from the Pandemic Buses freed from congestion are faster and more reliable.

In the early days of the COVID-19 pandemic—when lockdown orders were most stringent—general purpose traffic fell significantly. This period provides a glimpse of how much faster and more reliable buses can be when they’re not stuck in traffic.

Between February 2020 and April 2020, bus performance improved as follows: • 14% faster system-wide speed, on average. Some routes saw 15% to 20% increases in end-to-end speed, with some sections increasing more than 25%.

• 34% reduction in system-wide delay, with some routes experiencing 50% to 75% reductions.

For example, a trip from Metrotown Station to UBC using 49th Avenue was both faster and more reliable (less variable). A trip that had taken between 36 and 62 minutes during the PM peak, was taking 32 and 50 minutes when buses could move more freely.28 An average trip increased from 25 km/hour to 30 km/hour, and weekday delay fell from 13 minutes to 9 minutes.

The following map highlights where bus service improved the most during the early months of the pandemic.29 Over 90% of the Frequent Transit Network saw an increase in speed between the two months; 35% of the Frequent Transit Network saw an increase in 5 km/hour or more, much of it happening along major corridors.

Change in Bus Speed for Frequent Network, February to April, 2020

See enlarged map on next page

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TRANSLINK | 2023 BUS SPEED AND RELIABILITY REPORT

As a percentage, buses improved the most in downtown areas—especially downtown Vancouver— which are also destinations for the kind of work commutes and shopping trips that were most impacted by early pandemic restrictions. In absolute terms, sections of major arterials such as Lions Gate Bridge, Trans-Canada Hwy, Hwy 99, Fraser Hwy, and Lougheed Hwy and streets such as Hastings St., Kingsway, SE Marine Dr., Granville Ave., and Scott Rd., increased in speed by over 10 km/hour.

Likewise, these are key corridors for work commutes and shopping trips.

Part 3: Planning and Delivering Projects

Change in Bus Speed in Downtown Vancouver, February to April, 2020

The chart below shows the savings for the routes that improved the most.

If these temporary improvements were made permanent via bus priority measures, TransLink could save over 500 hours per weekday and reduce the number of buses needed to run frequent routes by more than 60.30 Travel Time Savings for the Routes that Saved the Most Time, April vs February 2020 (Top 25 based on Percent Savings)

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TRANSLINK | 2023 BUS SPEED AND RELIABILITY REPORT

Off-peak person-delay has become relatively more important.

As ridership has returned from pandemic-lows, it is still highest at weekday rush hour peaks—a similar pattern as before.31 However, ridership has not returned evenly throughout the week, increasing relatively more on the weekends, early mornings, and late nights. As a result person-delay is also relatively more important during these “off-peak” times.

Part 3: Planning and Delivering Projects

This may be because work-from-home policies have reduced the number of traditional commute trips, while errands and off-peak commutes have still continued.

Regardless, this trend suggests that peak-only transit priority measures (such as AM peak-hour bus lanes) have also become relatively less valuable than all-day or 24-7 measures.

Percent Recovery in Person-Hours of Delay, November 2022 vs November 2019

Addressing Social Equity There are different frameworks for addressing social equity, an increasingly important consideration.

Unfortunately the pandemic worsened, and brought new attention to, many social inequities—due to both lingering historical injustices and rising economic inequality.

Public transportation has an important role to play in mitigating these inequities. It provides affordable access to all, including those who are unable to drive due to age, disability, or limited resources. And bus service in particular—which extends more broadly throughout the region than ferries or rail lines – can provide access for historically disadvantaged ethnic groups and neighborhoods.

Improvements to bus speed and reliability can therefore bring improvements in access for equity-seeking groups. There are many different “equity lens” that could be adopted to prioritize projects, but three are discussed here: • “Transit need” • “Essential trips” • "Location-based demographics” such as neighborhoods with relatively higher low-income and visible-minority populations

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Transit Need It is possible to identify areas where people are most likely to be reliant on transit. The map below illustrates “transit need” based on a combination of: • Overall population density • Percentage of the population that is low-income • Percentage of households who do not own a car Although this is not a precise indicator, places where a large number of people cannot afford a car are impacted more by bus delay.

Index of Transit Need by Traffic Analysis Zone (TAZ), 2017

Source: TransLink and CPCS

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ANALYTICAL APPROACH TO IDENTIFYING NEEDS

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Extensive data provides insights about bus performance, including speed, variability, reliability, and delay to custom Transit Need and Access Locations with high transit need—and where transit service is also limited—should be particularly important targets for new investments in transit.

The map below overlays the data from the first map with an analysis of “transit access” to jobs and other destinations. This is based on the number of destinations people can reach in a given time, based on TransLink’s regional transportation model. Areas with high need and low access (coloured bright red) are where people are more likely to both rely on transit, and to be poorly served by it.

These areas will most benefit from investments in new transit lines or increases in the frequency of existing service—to make transit more useful.

However, improving the speed & reliability of bus routes can also play a role, by allowing customers to access more destinations in the same amount of time.

Buses generate enormous amounts of information Each bus generates approximately 20,000 Index of Transit Need and Access by Traffic Analysis Zone (TAZ),records 2017per day. That adds up to more electronic than 28 million records per day, systemwide. These records include information about the time of day, location of the bus, and number of customers getting on or off the bus at each stop.

TransLink uses that data to gain insights about

Source: TransLink and CPCS

bus performance and make service im such as increasing frequency or fleet address overcrowding or updating bu accurately reflect roadway conditions

TransLink can also use this data to ca amount of time our customers spend traffic. This process is described in m below.

TRANSLINK | 2023 BUS SPEED AND RELIABILITY REPORT

Essential Trips The pandemic provided another way to identify where Metro Vancouver residents are most reliant on transit service. When stay-at-home orders were issued in the spring of 2020, ridership dropped sharply—by nearly 55%.32 Those who continued to ride were largely making essential trips, to get to work, to take care of relatives, or to access healthcare and other services. Corridors where bus ridership fell the least can be seen as areas where investments in bus speed & reliability would improve access for people with the fewest alternatives, reducing transportation inequities.

Comparing September 2019—before the pandemic— with September 2020, ridership on TransLink’s frequent routes dropped by approximately 54% on weekdays. The map below shows that all lines lost ridership, but the changes were not consistent.

Part 3: Planning and Delivering Projects

• Ridership increased or stayed the same in areas outside the regional core of Vancouver and Burnaby, notably south of the Fraser River (in Surrey, Delta, and Langley), and east of Port Coquitlam. While some of this ridership retention can be attributed to the introduction of new service, it still reveals how many people relied on bus service during the pandemic.

• Industrial areas—important locations for warehousing and freight distribution—also saw relatively higher ridership. These jobs remained important during the pandemic, but they are less amenable to working-from-home. The southeast industrial, warehouse, and distribution sectors stand out relative to the region.

Change in Bus Ridership on Frequent Routes, September 2019 to September 2020

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Demographics A range of other demographic characteristics can also be used to indicate where to target inequityreducing transit investments. People who are too young or old to drive, for example, need transit to ensure their access to the region; and neighborhoods with a high concentration of minority ethnicities may have historically received less public investment— either because of overt racial prejudice or because they have not been included in political processes.

People who do not speak English, for example, may not be heard by decision makers. In the United States, Title VI of the Civil Rights Act requires transit agencies to demonstrate that any major changes in service do not discriminate based on race, colour, or national origin.

An “intersectional” approach tries to account for the exacerbated inequity faced by people in multiple disadvantaged groups. The following is a list of Visible Minority Population (TAZ), 2016

Source: TransLink and CPCS. Data from Canadian Census, 2016

Part 3: Planning and Delivering Projects

these groups, for which there is Canadian Census data available, and which the City of Vancouver has included in developing a metric for Disproportionately Impacted Communities: • Seniors (people aged 65+) • Indigenous people • Visible minorities • Single-parent households • People with limited knowledge of English • Rent-burdened households (30%+ of income) • Median household income • Recent immigrants • Youth under 14 Unfortunately, there is complexity in ensuring that demographic data is intersected in a meaningful way, and that each factor is appropriately weighted. The following map shows just one of these demographic characteristics, which was not included in the “transit need” analysis above: the share of visible minorities by census tract.

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REGIONAL INVESTMENTS IN BUS PRIORITY Faster and more reliable bus service is a keystone of the region’s growth.

Metro Vancouver’s regional transportation strategy— Transport 2050—aims to put transit within a short walk of most homes and jobs. This goal is to be achieved by quadrupling the size of the rapid transit network from 100 to 400 kilometres—relying in large part on buses. Enhancements to the bus network can be quicker and more cost-effective than other approaches, and these investments will build on TransLink’s previous efforts to provide high quality bus service across the region.

The RapidBus Program is a new brand of faster and more reliable service.

In 2020, TransLink launched a new brand of service —“RapidBus”—along five corridors. RapidBus aims to be 20% faster than local buses—via fewer stops, alldoor boarding, and extensive bus priority. All five of Existing (and Planned) RapidBus Routes

Source: Transport 2050: 10-Year Priorities (RapidBus)

the new RapidBus lines have achieved the program’s goal of having bus priority measures such as bus lanes, transit approach lanes, and queue jumps on at least one-third of each corridor.

Upcoming expansions to RapidBus service are already planned: • The 6th RapidBus (R6) is on track to launch in 2023, with bus priority measures on approximately 36% of the 72 Ave/Scott Road corridor.

• A further 11 new RapidBus lines are prioritized for the first 10 years of Transport 2050, with five lines proposed in the next five years.33 An additional 7 new Express bus routes are prioritized as well. Also supported by extensive transit priority, these will provide connections over longer distances.

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Bus Rapid Transit corridors will become increasingly important.

The Bus Speed & Reliability Program makes investments across the network.

Building on the success of RapidBus, Bus Rapid Transit corridors will provide even faster and more reliable service along key corridors. BRT runs along dedicated, fully traffic-separated lanes, with signal priority at intersections. While BRT requires reallocating traffic lanes to dedicated rapid transit running ways, its lower cost means that the region can bring fast, frequent, and reliable rapid transit service more quickly and affordably and to more areas than would otherwise be possible with a railonly approach.

TransLink’s BSR Program helps improve bus performance along parts of the network that carry the most riders and experience the highest delay —regardless of whether they are future RapidBus or BRT corridors. Bus priority interventions at high delay locations can reduce travel times by 5% to 10%.

These minutes add up and help improve the access available by transit.

Up to nine new Bus Rapid Transit routes are prioritized for the first 10 years of Transport 2050, including several corridors also identified as future RapidBus routes. The phased implementation of these routes will be determined via a BRT Action Plan.

Between 2019-2022, TransLink has worked with municipalities to identify and fund 103 bus priority projects, totaling almost $15 million. TransLink aims to expand bus priority measures to the entirety of the existing frequent bus network and up to 25% of an expanded frequent bus network.34 These projects will not only improve the speed and reliability of the buses running today. By investing now, we can ensure bus service remains reliable, even if traffic congestion increases in the future.

Conceptual Illustration of the Long-Term Impact of Speed and Reliability Improvements

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RANKED PRIORITIES Delay exists across the region.

Despite active efforts to reduce delay for our buses, there are many locations throughout the network where bus priority solutions can be beneficial.

The total amounts of delay are significant. Buses Person-Hours of Delay in the Region, Fall 2021

experience more than 2,400 hours of delay each weekday. Collectively, people on those buses are delayed by over 28,000 hours.

The map below shows the distribution of delay.

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TRANSLINK | 2023 BUS SPEED AND RELIABILITY REPORT

Delay is concentrated along the most congested and well-used transit corridors.

TransLink has identified over 60 corridors that are served by many of the most frequent and highest ridership routes. Nearly 60% of the person-delay in

Map of Corridors Evaluated

Part 3: Planning and Delivering Projects

the system in Fall 2021 was concentrated on these corridors, which make up only 30% of the transit network (by kilometres). Over 40% of the person-delay is concentrated on less than 10% of the network.

The map below shows the corridors identified by TransLink for further evaluation.

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The table below provides statistics for each of the corridors evaluated, which are ranked by person-delay per kilometre.

Rank within Sub-Region

Vancouver/UBC

9, 99

40

89

1

1

2

W Georgia St

Vancouver/UBC

240, 246, 250, 257

44

78

2

3

Wesbrook Mall

Vancouver/UBC

49

76

57

3

4

Hastings St

Vancouver/UBC

R5

47

51

5

49 Ave

Vancouver/UBC

49

22

48

6

Scott Rd

Southeast

319

26

7

41 Ave

Vancouver/UBC

41, R4

33

8

104 Ave

Southeast

R1, 320, 337

9

Burrard St

Vancouver/UBC

2

10 Marine Dr

North Shore

11 Granville St

Vancouver/UBC

12 Willingdon Ave

Primary Route(s)

System-Wide Total

Daily Person Load (One Direction) [2]

Profile Area?

Rank within Region

Broadway

Sub-Region

Daily Bus Delay (hours)

Daily Person Delay (hours per km)

1

Corridor

Daily Person Delay (hours)

Max. Hourly Buses (One Direction) [1]

Statistics for Corridors Ranked by Person Delay per Kilometre

11,700

Yes

28.3K 2.4K 1,500

75

2

360

25

7,800

3

380

21

10,900–13,100

Yes

4

4

1,200

96

8,000

Yes

5

5

1,140

45

5,600

Yes

46

6

1

770

47

6,000

46

7

6

1,130

57

7,300

44

44

8

2

400

28

5,700–6,100

38

41

9

7

250

16

5,600

R2

32

40

10

1

570

42

5,600

10

48

36

11

8

700

55

8,400

Burnaby/ New Westminster

130

34

34

12

1

410

29

4,300–4,400

13 72 Ave

Southeast

301, 319, 322, 335

31

30

13

3

430

29

6,000–7,500

14 Robson/Denman/ Davie

Vancouver/UBC

5, 6

19

30

14

9

250

21

2,300

15 Pender/Powell/ Dundas/McGill

Vancouver/UBC

4, 7, 19, 22, 210

57

30

15

10

460

53

4,900

Yes

16 Main St

Vancouver/UBC

3

36

29

16

11

460

34

4,100–4,200

Yes

Yes Yes Yes

17 W 4 Ave

Vancouver/UBC

84

33

27

17

12

470

33

5,800–6,000

Yes

18 Kingsway

Vancouver/UBC

19

20

26

18

13

440

29

4,200

Yes

19 Edmonds St

Burnaby/New Westminster

106

16

26

19

2

120

8

3,100

20 Fraser Hwy

Southeast

502, 503

20

26

20

4

850

58

4,300 - 4,400

21 University Boulevard

Vancouver/UBC

4, 9, 14, 99

37

25

21

14

120

8

7,300

22 No 3 Rd

Southwest

403

49

25

22

1

330

33

4,800–6,000

Yes

23 King George Blvd

Southeast

R1, 321

34

25

23

5

850

45

11,100

Yes

24 Lonsdale Ave

North Shore

229, 230, 232

20

23

24

2

180

18

2,300–2,700

Yes

25 Lions Gate Bridge

North Shore

240, 246, 250, 257

43

22

25

3

210

10

7,000–7,300

26 SE Marine Dr

Vancouver/UBC

100

17

22

26

15

260

16

3,300

Yes

27 King Edward

Vancouver/UBC

25

17

22

27

16

370

20

3,000

Yes

28 Commercial/Victoria

Vancouver/UBC

20

29

22

28

17

350

21

2,700–8,800

29 6 St

Burnaby/ New Westminster

106

13

21

29

3

130

11

1,700

30 Cambie Rd

Southwest

405, 410

13

19

30

2

190

14

2,300

31 Garden City Way

Southwest

407, 408

57

18

31

3

140

12

6,200–6,700

32 Queensborough Bridge/Hwy 91A

Burnaby/ New Westminster

104, 340, 388, 410, 418

69

17

32

4

160

9

4,900–13,500

33 Knight St

Vancouver/UBC

22

16

16

33

18

340

22

2,500

Yes

Sub-Region

Primary Route(s)

Rank within Sub-Region

Daily Person Delay (hours)

Daily Bus Delay (hours)

Daily Person Load (One Direction) [2]

34 15 St

North Shore

240, 255

15

15

34

4

60

5

2,000

35 108 Ave

Southeast

335

14

15

35

6

130

9

2,300

36 3Rd/Main

North Shore

R2

43

14

36

5

140

13

2,500–3,700

37 Canada Way

Burnaby/ New Westminster

123

22

14

37

5

260

22

2,200–2,600

38 Wilson/Shaugnessy

Northeast

159, 160, 173, 174

35

14

38

1

40

13

1,300

39 Granville Ave

Southwest

404, 406

9

14

39

4

90

7

1,400–1,500

40 Bridgeport Rd

Southwest

407, 430, all hwy routes

39

13

40

5

90

6

4,900

Yes

Profile Area?

Corridor

Rank within Region

38

Daily Person Delay (hours per km)

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Max. Hourly Buses (One Direction) [1]

TRANSLINK | 2023 BUS SPEED AND RELIABILITY REPORT

Yes

41 152 St

Southeast

375

27

13

41

7

470

39

3,200

Yes

42 128 St

Southeast

322, 323

9

11

42

8

220

14

2,500

Yes

43 Harris Rd

Maple Ridge/ Pitt Meadows

701

12

9

43

1

30

4

900

44 Lougheed Hwy

Maple Ridge/ Pitt Meadows

R3, 701

43

9

44

2

320

40

3,000–3,400

45 Westminster Hwy

Southwest

401, 405

10

9

45

6

110

8

1,800

46 Pinetree Way

Northeast

183, 186

20

9

46

2

70

15

1,400

47 Dewdney Trunk Rd

Maple Ridge/ Pitt Meadows

701

15

8

47

3

90

12

900

48 Ironworkers Memorial Bridge

North Shore

28, 130, 210

30

8

48

6

70

6

2,700

49 Saint Johns St

Northeast

160, 180, 183, 184

25

7

49

3

40

10

1,300 - 1,400

50 84 Ave

Southeast

301

6

6

50

9

40

2

1,400

51 Lynn Valley Rd

North Shore

240, 228, 255

18

6

51

7

50

9

1,100

52 200 St Golden Ears

Southeast

501, 595

20

6

52

10

150

12

1,500–2,800

53 North Rd

Northeast

109, 180

19

5

53

4

60

13

1,100–1,900

54 Hammond Rd

Maple Ridge/ Pitt Meadows

701

12

5

54

4

20

2

900

55 David Ave

Northeast

191

11

5

55

5

30

4

1,000

56 96 Ave

Southeast

501

9

4

56

11

60

4

1,400

57 Hwy 99

Southwest

351, 601, 620

31

4

57

7

260

16

3,600

58 Hwy 91

Southwest

301, 410

11

4

58

8

150

8

1,700–2,500

59 24 Ave/200 St

Southeast

531

10

3

59

12

110

9

900

60 Mountain Hwy

North Shore

210

20

3

60

8

30

4

600–1,000

61 88 Ave

Southeast

326, 388

7

3

61

13

60

5

600

62 Steveston Hwy

Southwest

403

10

3

62

9

30

10

600

63 Hwy 1 To Carvolth

Southeast

509, 555

13

3

63

14

110

5

2,500

64 Hwy 17A

Southwest

620

20

2

64

10

40

3

2,200

1 To 65 Hwy Horseshoe Bay

North Shore

257

5

1

65

9

30

2

1,000

Yes

Yes

Yes

Notes: 1. Highest number of bus trips per direction within the AM Peak, Midday, and PM Peak time periods. 2. Daily passenger load is reported for the location along the corridor in one direction with the highest number of cumulative passengers on-board the bus throughout the day. For corridors with a range of loads, the lower range represents the maximum daily load, accounting only for routes that have at least 1 km of their alignment along the corridor. The upper range reflects the maximum daily load for all routes, regardless of distance along the corridor.

TRANSLINK | 2023 BUS SPEED AND RELIABILITY REPORT

The most-delayed corridors typically contain retail areas.

Of the most-delayed corridors, 14 out of the top 15 have notable retail areas (all but 49 Ave)—which can impact bus operations. “Traditional” retail zones” feature on-street parking, frequent deliveries, and rideshare pick-up/drop-off—each of which have

Part 3: Planning and Delivering Projects

potential to interfere with bus movements. Likewise “auto-focused” retail areas have access driveways, which bring turning cars into the buses’ path, and many retail strips have few parallel roads for traffic to divert onto. Both types of retail development may have constrained or non-existent sidewalks, limiting the space available to optimize bus stop locations.

Comparison of Traditional and Auto-Oriented Retail Chacteristics that Affect Bus Operations Traditional Retail (e.g., on-street parking)

Auto-Focused Retail (e.g., off-street parking)

Examples

Examples

• Hastings St • W 4th Ave • Lonsdale Ave • Robson St

• Scott Rd • Lougheed Hwy • No. 3 Rd

Characteristics that affect bus operations

Characteristics that affect bus operations

• On-street parking • Deliveries • Rideshare pick-up/drop-off • Constrained sidewalks

• Driveways • Constrained sidewalks • Lack of parallel roads

39

TRANSLINK | 2023 BUS SPEED AND RELIABILITY REPORT

Part 3: Planning and Delivering Projects

Delay remains concentrated in the Vancouver/UBC subregion.

share, with 45% of the region’s person-hours of delay and 37% of the bus-delay. This proportion fell slightly from 2018, in part because bus service was reallocated from Vancouver/UBC to other sub-regions with strong ridership growth, notably the Southeast and Maple Ridge/Pitt Meadows.

The table below shows total person-hours and bushours of delay each day, by sub-region. In 2021, the Vancouver/UBC sub-region had the biggest

Share of Daily Passenger Delay and Bus Delay by Subregion, 2018 and 2021 (ordered by total person-hours of delay) Network (% of km)

Daily Bus Trip-KM (% of trip-km)

Daily Person Delay (% of person-hours)

Daily Bus Delay (% of hours)

Sub Region

2021

2018

2021

Chg*

2018

2021

Chg*

2018

2021

Chg*

Burnaby/New Westminster

12%

14%

13%

-0.4

13%

12%

-0.3

14%

13%

-0.5

Maple Ridge/Pitt Meadows

8%

3%

3%

0.8

1%

1%

0.2

2%

2%

0.8

North Shore

10%

8%

8%

0.2

6%

6%

-0.7

7%

7%

-0.3

Northeast

12%

10%

10%

0.1

4%

4%

0.7

8%

9%

1.4

Southeast

24%

18%

21%

2.3

18%

22%

4.0

17%

20%

3.1

Southwest

18%

15%

15%

0.1

10%

10%

0.3

10%

11%

0.4

Vancouver/UBC

16%

33%

30%

-3.0

49%

45%

-4.2

42%

37%

-4.9

Note: *Change values represent the change in percentage points from 2018 to 2021.

Map of Sub-Regions

See Appendix A for more detailed profiles of each sub-region.

40

TRANSLINK | 2023 BUS SPEED AND RELIABILITY REPORT

Part 3: Planning and Delivering Projects

The share of delay outside Vancouver/UBC and Burnaby/New Westminster rose.

Opportunities to reduce bus delay exist throughout our region.

Adjusting for changes in bus service, delay per bus kilometre traveled also remains highest in the Vancouver/UBC sub-region. But between 2018 and 2021, it fell slightly in Vancouver/UBC and the North Shore, while rising outside the Burrard peninsula, especially the Southeast and Northeast.

Even though delay is not distributed evenly, there are corridors that warrant improvement in every subregion. Profiles of each sub-region (see Appendix A) provide additional statistics and maps highlighting hotspot areas for attention.

Return of Bus Delay by Sub-region, 2018 to 2021

41

TRANSLINK | 2023 BUS SPEED AND RELIABILITY REPORT

Part 3: Planning and Delivering Projects

Profile Areas

Maps of each are provided in Appendix B.

Bus speed and reliability investments are most impactful when focused where they can benefit the most people. Among the corridors evaluated, TransLink has identified 20 “Profile Areas” to analyze in more detail. These are primarily the corridors with the most person-hours of delay. However, the list excludes those with transit improvements already underway, while corridors identified as near-term RapidBus or Bus Rapid Transit lines are also included.

These Profile Areas differ slightly from the corridors shown on page 36. In order to better align with existing and planned bus routes, some overlap with parts of more than one corridor. Others have been adjusted to focus away from transit investments underway. (The table on page 37 identifies the corridors included in these Profile Areas.)

Note that additional analysis of these Profile Areas will be added in future publications of the report.

Map of Profile Areas

See Appendix B for more detailed maps of each Profile Area.

42

TRANSLINK | 2023 BUS SPEED AND RELIABILITY REPORT

Coming Soon This section will be updated with each new part of the report. The next part of the report will include: • Inventory and analysis of completed bus-priority projects in Metro Vancouver • Case studies of bus-priority measures • Gaps in bus-priority infrastructure on service network • Challenges and opportunities in Profile Areas

Coming Soon

43

TRANSLINK | 2023 BUS SPEED AND RELIABILITY REPORT

Endnotes

Endnotes 1

TransLink, 2021 Transit Service Performance Review, page 15.

2

TransLink, 2021 Transit Service Performance Review, page 16.

3

Bus loads measured by TransLink Automated Passenger counts; Vehicle estimates from StreetLight Data.

4

TransLink Ridership Recovery Update Report, August 30, 2022.

5

TransLink System Analytics, 2018-2021, based on Compass farecard data.

6

TransLink, 2021 Transit Service Performance Review, page 20.

7

TransLink, 2021 Transit Service Performance Review, page 16.

8

TransLink, 2021 Transit Service Performance Review, page 16.

9

https://www.thestar.com/news/canada/2022/05/25/translink-says-ridership-recovery-outpacing-othernorth-american-systems.html. SkyTrain lines rebounded by between 54% and 57% over the same period.

10 Bus loads measured by TransLink Automated Passenger counts; Vehicle estimates from StreetLight Data.

11 Metro Vancouver, Housing and Transportation Cost Burden. Data from 2011.

12 A TransLink annual pass saves over 75% of the typical cost of owning a car. Source: Estimated total annual driving costs from https://carcosts.caa.ca/ (British Columbia, Compact). Cost of TransLink Annual Transit Pass from https://www.translink.ca/transit-fares/pricing-and-fare-zones (Compass 3 Zone). The yearly savings is $7,077.

13 Based on data from https://carcosts.caa.ca/ (car) and https://www.translink.ca/transit-fares/pricing-andfare-zones (bus).

14 Vehicles: Based on up to 800 to 1,100 vehicles per lane per hour, and 1.3 people per vehicle on average.

Buses: Based on 95 people per bus, at 75% to 100% of capacity and up to 20 buses per hour per direction in mixed traffic (every 3 minutes) and up to 40 buses per hour per direction in a priority lane (every 1.5 minutes).

15 Existing: Vehicles - Based on existing vehicles per direction along Hastings Street at Gilmore in the PM Peak hour and 10% of vehicles in the HOV lane and 1.3 people per vehicle on average. Buses - Based on existing transit volumes on Hastings at Gilmore (Fall 2019).

16 Conceptual with Bus Lanes: Vehicles - Based on up to 1,000 vehicles per lane per hour, and 1.3 people per vehicle on average. Buses - Based on 95 people per bus, at ~85% of capacity (85 people), and up to 30 buses per hour per direction in a priority lane (every 2 minutes), plus a local bus with 50 people every 10 minutes.

17 TransLink, Climate Action Strategy, January 2022, page 5.

18 Metro Vancouver, Greenhouse Gas Emissions Inventory, 2019.

19 Metro Vancouver, Climate 2050 Roadmap: Transportation, November 2021, page 22-23.

20 TransLink, Climate Action Strategy, January 2022, page 5.

21 TransLink, Low Carbon Fleet Transition Plan, 2020.

44

TRANSLINK | 2023 BUS SPEED AND RELIABILITY REPORT

Endnotes

22 Hastings Street in Burnaby Heights. The estimate of people traveling through the corridor was based on traffic counts, bus volumes, and bus passenger loads at Gilmore Street in Fall 2019. It assumed each auto carried 1.3 passengers, which is the regional average.

23 The Centre for Active Transportation. Complete Streets in The 15 Minute City, https://www. completestreetsforcanada.ca/wp-content/uploads/2021/02/Complete-Streets-and-the-15-Minute-City.pdf 24 New York City Department of Transportation. The Economic Benefits of Sustainable Streets, https://www.nyc. gov/html/dot/downloads/pdf/dot-economic-benefits-of-sustainable-streets.pdf 25 The City of Toronto. ActiveTO Midtown Complete Street Pilot Public Intercept Survey Evaluation Report, https://www.toronto.ca/wp-content/uploads/2022/03/970b-8705-atm-intercept-studyAODA-Compliant.pdf 26 San Francisco Municipal Transportation Agency. Results of Intercept Survey. https://www.sfmta.com/sites/ default/files/projects/2015/14_Survey_Summary.pdf 27 Downtown Seattle Association. Tourists spend $195 a day in downtown Seattle—that’s twice as much as local visitors. https://downtownseattle.org/2017/12/tourists-spend-195-day-downtown-seattle-thats-twice-muchlocal-visitors/ 28 Range between 20th and 80th percentile travel times.

29 Data is based on the comparison of bus speeds on weekdays in February 2020 to speeds in April 2020, for AM peak, midday, and PM peak hours. Values exclude dwell time.

30 Data represents savings on Rapid, All-Day Frequent and Peak Frequent routes. Savings on other routes are not included, but would increase these values.

31 See Figure 4 of the 2021 Transit Service Performance Review, page 19, for a chart illustrating boardings by time of day in Fall 2021 compared to Fall 2019.

32 TransLink, 2021 Transit Service Performance Review, page 12.

33 Transport 2050: 10-Year Priorities for TransLink. https://www.translink.ca/-/media/translink/documents/ plans-and-projects/regional-transportation-strategy/transport-2050/t2050_10yr-priorities.pdf 34 Transport 2050: 10-Year Priorities for TransLink. https://www.translink.ca/-/media/translink/documents/ plans-and-projects/regional-transportation-strategy/transport-2050/t2050_10yr-priorities.pdf

45

TRANSLINK | 2023 BUS SPEED AND RELIABILITY REPORT

APPENDIX A: SUB-REGIONAL PROFILES A-1

Appendix A: Sub-Regional Profiles Within each sub-region there are other priority areas and hotspots where travel time, reliability, and customer experience can be improved through transit priority treatments. This appendix provides sub-regional maps illustrating where people experience the most delay. These maps highlight problem areas where targeted interventions could make big improvements to bus speed and reliability.

Delay "hot-spots" are found across the region and, in some cases, may be nearly as intense as those along the top delay corridors (profiled in Appendix B) and are just more geographically constrained, including key intersections, bridge approaches, and entrances to transit hubs. These may also be areas that could benefit from strategies to mitigate potential problems developing in the future.

TRANSLINK | 2023 BUS SPEED AND RELIABILITY REPORT

APPENDIX A: SUB-REGIONAL PROFILES A-2

BURNABY/NEW WESTMINSTER Corridors in top 20 for systemwide passenger delay • Willingdon Ave • Edmonds St Additional Profile Areas • Queensborough Bridge/ Hwy 91A • Canada Way High Ridership Locations • Metrotown Station • Edmonds Station • Hastings St & Willingdon Ave

Quick Facts Sub-Region

Percent of System

Network Kilometres

401

12%

Total Person Delay (Hours)

3,500

12%

Total Bus Delay (Hours)

320

13%

Weekday Daily Ridership

73,300

13%

Weekday Daily Bus Trip-KM

38,000

13%

Metric

Statistics for Fall 2021. Ridership is the total for routes in the sub-region.

Demographic data is from the 2016 Canadian Census; zero vehicle households data from Insurance Corporation of British Columbia (ICBC).

128,000 Total households

���

35%

Low income households

���

14%

Zero vehicle households

Demographics within 400m of corridors (2016)

TRANSLINK | 2023 BUS SPEED AND RELIABILITY REPORT

APPENDIX A: SUB-REGIONAL PROFILES A-3

MAPLE RIDGE/ PITT MEADOWS Corridors in top 20 for systemwide passenger delay • None Additional Profile Areas • Lougheed Hwy High Ridership Locations • Haney Place • Maple Meadows Station • Dewdney Trunk Rd & 248 St

Quick Facts Sub-Region

Percent of System

Network Kilometres

274

8%

Total Person Delay (Hours)

300

1%

Total Bus Delay (Hours)

60

2%

Weekday Daily Ridership

7,600

1%

Weekday Daily Bus Trip-KM

10,000

3%

Metric

Statistics for Fall 2021. Ridership is the total for routes in the sub-region.

Demographic data is from the 2016 Canadian Census; zero vehicle households data from Insurance Corporation of British Columbia (ICBC).

36,000

Total households

���

���

Low income households

Zero vehicle households

31%

7%

Demographics within 400m of corridors (2016)

TRANSLINK | 2023 BUS SPEED AND RELIABILITY REPORT

APPENDIX A: SUB-REGIONAL PROFILES A-4

NORTH SHORE Corridors in top 20 for systemwide passenger delay • Marine Dr Additional Profile Areas • Lonsdale Ave • 3rd/Main (as part of Marine Dr) • Downtown to Ironworkers Memorial Bridge High Ridership Locations • Park Royal [Multiple] • Marine Dr & Hamilton Ave • Phibbs Exchange • Keith Rd & Horseshoe Bay Ferry Terminal

Quick Facts Sub-Region

Percent of System

Network Kilometres

342

10%

Total Person Delay (Hours)

1,600

6%

Total Bus Delay (Hours)

170

7%

Weekday Daily Ridership

42,100

8%

Weekday Daily Bus Trip-KM

23,000

8%

Metric

Statistics for Fall 2021. Ridership is the total for routes in the sub-region.

Demographic data is from the 2016 Canadian Census; zero vehicle households data from Insurance Corporation of British Columbia (ICBC).

77,000

Total households

���

25%

Low income households

���

10%

Zero vehicle households

Demographics within 400m of corridors (2016)

TRANSLINK | 2023 BUS SPEED AND RELIABILITY REPORT

APPENDIX A: SUB-REGIONAL PROFILES A-5

NORTHEAST SECTOR Corridors in top 20 for systemwide passenger delay • None Additional Profile Areas • Lougheed Hwy High Ridership Locations • Coquitlam Central Station • Lougheed Hwy & Westwood St • Lougheed Hwy & Shaughnessy St

Quick Facts Sub-Region

Percent of System

Network Kilometres

415

12%

Total Person Delay (Hours)

1,200

4%

Total Bus Delay (Hours)

220

9%

Weekday Daily Ridership

23,500

4%

Weekday Daily Bus Trip-KM

28,000

10%

Metric

Statistics for Fall 2021. Ridership is the total for routes in the sub-region.

Demographic data is from the 2016 Canadian Census; zero vehicle households data from Insurance Corporation of British Columbia (ICBC).

89,000

Total households

���

���

Low income households

Zero vehicle households

31%

8%

Demographics within 400m of corridors (2016)

TRANSLINK | 2023 BUS SPEED AND RELIABILITY REPORT

APPENDIX A: SUB-REGIONAL PROFILES A-6

SOUTHEAST Corridors in top 20 for systemwide passenger delay • Scott Rd * • 104 Ave • 72 Ave * • Fraser Hwy Additional Profile Areas • King George Blvd / 104 Ave • 152 St • 128 St • 200 St / Golden Ears Bridge High Ridership Locations • Surrey Central Station • King George Station • Scott Road Station • Newton Exchange * Detailed profile not developed along route of the forthcoming R6 RapidBus.

Quick Facts Sub-Region

Percent of System

Network Kilometres

799

24%

Total Person Delay (Hours)

6,300

22%

Total Bus Delay (Hours)

480

20%

Weekday Daily Ridership

108,300

20%

Weekday Daily Bus Trip-KM

59,000

21%

Metric

Statistics for Fall 2021. Ridership is the total for routes in the sub-region.

Demographic data is from the 2016 Canadian Census; zero vehicle households data from Insurance Corporation of British Columbia (ICBC).

236,000 Total households

���

���

Low income households

Zero vehicle households

31%

7%

Demographics within 400m of corridors (2016)

TRANSLINK | 2023 BUS SPEED AND RELIABILITY REPORT

APPENDIX A: SUB-REGIONAL PROFILES A-7

SOUTHWEST Corridors in top 20 for systemwide passenger delay • None Additional Profile Areas • No 3 Rd • Bridgeport Rd High Ridership Locations • Richmond-Brighouse Station [Multiple] • Bridgeport Station • No 3 Rd & Cook Rd

Quick Facts Sub-Region

Percent of System

Network Kilometres

598

18%

Total Person Delay (Hours)

2,800

10%

Total Bus Delay (Hours)

260

11%

Weekday Daily Ridership

39,300

7%

Weekday Daily Bus Trip-KM

43,000

15%

Metric

Statistics for Fall 2021. Ridership is the total for routes in the sub-region.

Demographic data is from the 2016 Canadian Census; zero vehicle households data from Insurance Corporation of British Columbia (ICBC).

112,000 Total households

���

���

Low income households

Zero vehicle households

33%

8%

Demographics within 400m of corridors (2016)

TRANSLINK | 2023 BUS SPEED AND RELIABILITY REPORT

APPENDIX A: SUB-REGIONAL PROFILES A-8

VANCOUVER/UBC Corridors in top 20 for systemwide passenger delay • Broadway* • W Georgia St* • Wesbrook Mall1 • Hastings St • 49 Ave1 • 41 Ave* • Burrard St* • Granville St* • Robson/Denman/Davie* • Pender/Powell/Dundas/ McGill3 • Main St2 • W 4 Ave • Kingsway2 Additional Profile Areas • SE Marine Dr • King Edward High Ridership Locations • Commercial-Broadway Station • Broadway-City Hall Station • W 41 Ave & Cambie St • Burrard Station • Marine Drive Station * Detailed profile not developed 1, 2: Combined into profile areas 3: Profiled as "Downtown to Ironworkers Memorial Bridge"

Quick Facts Sub-Region

Percent of System

532

16%

Total Person Delay (Hours)

12,600

45%

Total Bus Delay (Hours)

900

37%

Weekday Daily Ridership

252,900

46%

Weekday Daily Bus Trip-KM

87,000

30%

Metric Network Kilometres

Statistics for Fall 2021. Ridership is the total for routes in the sub-region.

Demographic data is from the 2016 Canadian Census; zero vehicle households data from Insurance Corporation of British Columbia (ICBC).

299,000 Total households

���

36%

Low income households

���

26%

Zero vehicle households

Demographics within 400m of corridors (2016)

TRANSLINK | 2023 BUS SPEED AND RELIABILITY REPORT

APPENDIX B: PROFILE AREAS B–1

Appendix B: Profile Areas In order to facilitate more focused conversations about opportunities to reduce delay across the region, 20 profile areas are analyzed in greater depth. These areas are not simply the top 20 most-delayed corridors, although they are were primarily selected based on the amount of person-delay per kilometre.

Routes prioritized in the near term as future RapidBus or Bus Rapid Transit lines in TransLink’s 10 Year Priorities are also included, while corridors with work already underway are excluded. In order to better align with existing and planned bus routes, some profile areas overlap with parts of more than one corridor.

A map of the profile areas illustrates their extents, and the list at right provides the page number.

Broadway 49 Ave to UBC Hastings St King George Blvd / 104 Ave Marine Dr & 3rd/Main Willingdon Ave Downtown to Ironworkers Memorial Bridge Main St / Kingsway West 4th Ave No 3 Rd Lonsdale Ave SE Marine Dr King Edward Queensborough Bridge/Hwy 91A Canada Way Bridgeport Rd 152 St 128 St Lougheed Hwy 200 St / Golden Ears Bridge

B-2 B-3 B-4 B-5 B-6 B-7 B-8 B-9 B-10 B-11 B-12 B-13 B-14 B-15 B-16 B-17 B-18 B-19 B-20 B-21

Map of the 20 Profile Areas WEST VANCOUVER

MARINE DR/3RD ST/MAIN ST

LONSDALE AVE

NORTH VANCOUVER

W 4 AVE TO UBC UBC

VANCOUVER

M BROADWAY KIN AIN GS ST WA / KING EDWARD Y

49 AVE TO UBC

ANMORE

DOWNTOWN TO IRONWORKERS BRIDGE HASTINGS ST WILLINGDON AVE

COQUITLAM PORT MOODY

CANADA WAY

LOUGHEED HWY

PITT MEADOWS

PORT COQUITLAM

MAPLE RIDGE

BURNABY NEW WESTMINSTER

SE MARINE DR BRIDGEPORT RD QUEENSBOROUGH BRIDGE/HWY91A RICHMOND

NO 3 RD

152 ST

200 ST GOLDEN EARS BRIDGE

128 ST SURREY DELTA

KING GEORGE BLVD/104 AVE TSAWWASSEN FIRST NATION

LANGLEY

TRANSLINK | 2023 BUS SPEED AND RELIABILITY REPORT

APPENDIX B: PROFILE AREAS B–2

BROADWAY Legend 2021 Person-Hours of Delay per km SkyTrain Station or 0.0 - 0.1 10.1 - 30.0 Bus Exchange 30.1 - 100.0 0.2 - 1.0 SkyTrain 100.1 - 234.2 1.1 - 10.0 UBC Exchange

E Broadway Commercial Dr

Clark Dr

Fraser St

Main St

Cambie St

Oak St

Granville St

Burrard St

Arbutus St

Macdonald St

Blanca Loop

Commercial-Broadway Station

W Broadway Blenheim St

ll Ma ok

ro sb We

U BC

W 10th Ave

Alma St

University Blvd

Broadway-City Hall Station

Va ncou v er 0

1 Km

Corridor Description

Quick Facts

• The Broadway corridor connects multiple key north-south streets including Commercial Drive, Main Street, Cambie Street, and Granville Street.

Length

13.1 km

Subregion

Vancouver/UBC

• Broadway connects the Expo, Millennium, and Canada lines by serving the Commercial-Broadway and Broadway-City Hall stations.

• The surrounding neighbourhoods include key destinations like Vancouver City Hall, UBC, and Vancouver General Hospital.

• Broadway is the second largest employment corridor in British Columbia after the downtown Vancouver business district.

40

1,750

Maximum hourly bus trips per direction

Person-hours of delay per day

11,700

92

Total ridership (daily load in one direction)

Bus-hours of delay per day

40,300

Total households (1,900/km2 density)

Primary Routes 9, 99 All Routes

4, 8, 9, 14, 44, 84, 99, N8, N9, N17

Notes: Corridor ranked #1 for person-delay per km in Fall 2021. Profile area adds an extension to UBC. Ridership is reported for the location with the most cumulative passengers on-board the bus throughout the day.

�� � 37%

Low income households

Demographics within 400m of corridor

�� � 33%

Zero vehicle households

TRANSLINK | 2023 BUS SPEED AND RELIABILITY REPORT

APPENDIX B: PROFILE AREAS B–3

Corridor Significance • Broadway is a well-served and well-utilized transit corridor. During weekday peak hours, there is a bus every 2-3 minutes on Broadway. The 99 B-Line sees over 29,000 boardings each weekday. Nearly 60% of people traveling on some parts of Broadway are on buses during morning rush hours. Broadway ranks third among profile areas in the share of zero-vehicle households.

• Bus performance along Broadway has an enormous impact on regionwide bus service. More than 13% of Vancouver/UBC bus boardings start in this corridor. During heavier traffic, an end-to-end trip on Broadway can take nearly 13 minutes longer compared to a best-case trip, when the bus is able to move smoothly along the corridor. People experience a total of 1,750 person-hours of delay per day on Broadway, the highest of all profile areas.

Coming soon! Causes of delay along this corridor will be documented in a future update to this document, planned for Spring 2023.

TRANSLINK | 2023 BUS SPEED AND RELIABILITY REPORT

APPENDIX B: PROFILE AREAS B–4

49 AVE TO UBC Legend 2021 Person-Hours of Delay per km McGill St Eton St 0.0 - 0.1 10.1 - 30.0Dundas St SkyTrain Station or St Exchange 30.1 - 100.0E HastingsBus 0.2 - 1.0 SkyTrain 100.1 - 234.2 1.1 - 10.0

UBC Exchange

E 1st Ave

ll Ma ok

W 16th Ave

Va ncou v er

Victoria Dr

Knight St

Fraser St

Main St

Cambie St

Oak St

0

Granville St

Dunbar Loop

E 49th Ave

1 Km

Boundary Rd

W 49th Ave

Tyne St

Langara-49th Avenue Station

Kerr St

W 41st Ave

Arbutus St

e Dr

Blenheim St

Dunbar St

SW M arin

Rupert St

o sbr We

U BC

W 10th Ave

Imperial St

Metrotown Station

Corridor Description

Quick Facts

• The 49 Ave corridor is served by lines 49 and 430 and directly connects the Expo and Canada Lines in serving the Metrotown and Langara-49th Avenue stations.

Length

19.9 km

Subregions

Vancouver/UBC, Burnaby/ New Westminster

• The surrounding neighbourhoods feature key education destinations as the corridor serves multiple elementary and secondary schools, Langara College, and UBC.

Primary Routes 49; 430, R4 All Routes

25, 26, 31, 33, 41, 49, 68, 430, R4

Notes: Consists of the Wesbrook Mall and 49 Ave corridors, ranked #3 and #5 for person-delay per km in Fall 2021, respectively. Ridership is reported for the location with the most cumulative passengers on-board the bus throughout the day; lower end of the range accounts only for routes using the corridor for at least 1 km and upper end of the range reflects all routes.

76

1,740

Maximum hourly bus trips per direction

Person-hours of delay per day

6,500-13,100

76

Total ridership

(daily load in one direction)

Bus-hours of delay per day

24,300

Total households (700/km2 density)

�� � 39%

Low income households

Demographics within 400m of corridor

�� � 11%

Zero vehicle households

TRANSLINK | 2023 BUS SPEED AND RELIABILITY REPORT

APPENDIX B: PROFILE AREAS B–5

Corridor Significance • 49 Ave is served by the second busiest bus route in the region. Route 49 has over 22,000 boardings each weekday and provides an important east-west connection between the Canada and Expo lines, with 3,500 daily boardings at Langara Station and 2,900 daily boardings at Metrotown Station. Approximately 8% of bus journeys in Vancouver/UBC begin on 49 Ave. Approximately a third of people traveling along 49 Ave in the morning rush hours are on buses. And buses carry almost 50% of people travelling along Wesbrook Mall at peak hours. The share of low-income households along 49 Ave ranks third among profile areas.

• 49 Ave has the highest variability among areas profiled. During heavier traffic, an end-to-end trip between Metrotown Station and UBC can take over 18 minutes longer compared to a best-case trip, when the bus is able to move smoothly.

• A portion of 49 Ave is a proposed future BRT line in TransLink's 10-Year Priorities. People travelling on 49 Ave experience a total of 1,740 person-hours of delay daily, the second highest of all profile areas. Improvements to reduce congestion on 49 Ave will improve reliability and support transit expansion in the future.

Coming soon! Causes of delay along this corridor will be documented in a future update to this document, planned for Spring 2023.

TRANSLINK | 2023 BUS SPEED AND RELIABILITY REPORT

APPENDIX B: PROFILE AREAS B–6

HASTINGS ST Legend 2021 Person-Hours of Delay per km SkyTrain Station or 0.0 - 0.1 10.1 - 30.0 Bus Exchange 30.1 - 100.0 0.2 - 1.0 SkyTrain 100.1 - 234.2 1.1 - 10.0

Burrard Station

Kootenay Loop

Cliff Ave

Sperling Ave

Kensington Ave

Holdom Ave

Delta Ave

Va ncou v er

Willingdon Ave

Gilmore Ave

Boundary Rd

Rupert St

Renfrew St

Nanaimo St

Victoria Dr

Commercial Dr

Clark Dr

Main St

Waterfront Station

0

Hastings St

Duthie Ave

Ho we

St

E Hastings St

Burn a by

1 Km

Corridor Description

Quick Facts

• Northernmost continuous east-west arterial across Vancouver and Burnaby, connecting neighborhoods, employment, goods, services, and other destinations. Routes serve the Northeast Sector and North Shore.

Length

11.7 km

Subregions

Vancouver/UBC, Burnaby/ New Westminster

• Direct connection to Barnet Hwy (extending furthest east to Port Moody, Coquitlam, Port Coquitlam, Maple Ridge, Pitt Meadows, and beyond) and Hwy 1 (extending to the City of North Vancouver and District of North Vancouver).

Primary Routes R5

• Very high combined frequency of service: R5 RapidBus connects Downtown Vancouver and Simon Fraser University; many local bus routes serve parts of the corridor, including Route 130 through Burnaby Heights and Route 160 between Burnaby Heights and Port Coquitlam.

47

1,200

Maximum hourly bus trips per direction

Person-hours of delay per day

4,200-8,000

96

Total ridership

(daily load in one direction)

Bus-hours of delay per day

27,000

Total households (1,500/km2 density)

All Routes

3, 8, 14, 16, 20, 28, 129, 130, 131, 132, 160, 222, R5, N8, N20, N35

Notes: Corridor ranked #4 for person-delay per km in Fall 2021. Ridership is reported for the location with the most cumulative passengers on-board the bus throughout the day; lower end of the range accounts only for routes using the corridor for at least 1 km and upper end of the range reflects all routes.

�� � 43%

Low income households

Demographics within 400m of corridor

�� � 30%

Zero vehicle households

TRANSLINK | 2023 BUS SPEED AND RELIABILITY REPORT

APPENDIX B: PROFILE AREAS B–7

Corridor Significance • Hastings is a well-served and well-utilized transit corridor. The R5 RapidBus along with Routes 14, 16, and 20 operate through downtown Vancouver. R5 and Route 130 are the most heavily used bus routes in Burnaby. Combined, these five routes have more than 50,000 boardings each weekday. Buses on Hastings St arrive every 2-3 minutes or more often throughout the day. Entering downtown Vancouver, Hastings St has a bus mode share of more than 40% in the AM peak.

• Performance on Hastings has an enormous impact on regionwide transit service. The above routes, along with Route 160 serving Port Coquitlam, all serve FTN corridors that provide important connections to UBC and throughout the region.

Hastings St ranks first in bus delay per kilometre among profile areas. During heavier traffic, an end-to-end trip between Kensington and Burrard Station can take over 13 minutes longer compared to a best-case trip, when the bus is able to move smoothly.

• Social equity need along Hastings is significant. Among profile areas, Hastings St ranks second for the share of lowincome households and fourth for the share of zero-vehicle households.

• Transit improvements are under consideration. The Hastings Street Improvement Project is considering a range of mobility improvements along Hastings St in Burnaby. Upgrading R5 to a BRT line is identified in TransLink’s 10-Year Priorities.

Coming soon! Causes of delay along this corridor will be documented in a future update to this document, planned for Spring 2023.

TRANSLINK | 2023 BUS SPEED AND RELIABILITY REPORT

APPENDIX B: PROFILE AREAS B–8

KING GEORGE BLVD / 104 AVE

96 Ave

• This corridor connects Surrey’s most populated urban town centres to key destinations such as downtown Surrey, City Hall, Surrey Memorial Hospital, SFU, and the Expo SkyTrain.

• At the heart of this corridor is Surrey Central Station where many of the busiest routes in Surrey and Langley originate or pass through. This area is a regional target for future growth.

Quick Facts Length

20.7 km

Subregion

Southeast

Primary Routes 320, 321, 337, R1 All Routes

314, 320, 321, 326, 329, 337, 351, 352, 354, 363, 375, 393, 394, 501, 502, 503, 509, R1

68 Ave

Legend 2021 Person-Hours of Delay per km Delta 0.0 - 0.1 0.2 - 1.0 1.1 - 10.0 10.1 - 30.0 30.1 - 100.0 Bus Exchange 100.1 - 234.2

Bus-hours of delay per day

56 Ave Colebrook Rd

SkyTrain Stations

SkyTrain Station or SkyTrain Bus Exchange SkyTrain

40 Ave

Crescent Rd 32 Ave

28 Ave

18,100

Total households (400/km2 density)

�� � 34%

Low income households

Demographics within 400m of corridor

South Surrey Park & Ride lvd

Total ridership

(daily load in one direction)

60 Ave

148 St

72

64 Ave

B ge or

6,300-11,100

Surre y

72 Ave

Ge

Person-hours of delay per day

84 Ave

ng

Maximum hourly bus trips per direction

88 Ave

Ki

1,260

92 Ave

76 Ave

Newton Exchange

Notes: Consists of the King George Blvd and 104 Ave corridors, ranked #23 and #8 for person-delay per km in Fall 2021, respectively. Ridership is reported for the location with the most cumulative passengers on-board the bus throughout the day; lower end of the range accounts only for routes using the corridor for at least 1 km and upper end of the range reflects all routes.

44

152 St

King George Station

100 Ave

148 St

Surrey Central Station King George Blvd

• The R1 RapidBus links King George Blvd and 104 Ave as a single, continuous transit corridor between the Newton Exchange and Guildford Town Centre.

Routes 321 and 394 run continuously along King George Blvd between Surrey Central and South Surrey Park & Ride.

140 St

Corridor Description

Guildford Exchange

104 Ave

0

�� � 10%

Zero vehicle households

1 Km

TRANSLINK | 2023 BUS SPEED AND RELIABILITY REPORT

APPENDIX B: PROFILE AREAS B–9

Corridor Significance • King George Blvd is a major transit corridor. More than a quarter of bus journeys in Southeast begin on this corridor.

During morning rush hours, buses carry approximately 30% of the people traveling through the northern and central parts of the corridor. During weekday peak hours, a bus arrives every 2-3 minutes.

• Variability along King George Blvd is third highest among areas profiled. During heavier traffic, an end-to-end trip between South Surrey and Guildford can take 17 minutes longer compared to a best-case trip, when the bus is able to move smoothly. King George Blvd has the sixth highest person-hours of delay per kilometre among profile areas.

• King George Blvd is a key area for continued investment in transit priority. In 2021, the R1 RapidBus saw over 11,000 average daily boardings, the highest among all routes on the corridor. Building on the success of the R1 line, TransLink's 10-Year Priorities includes a possible extension of RapidBus service or conversion to BRT.

Coming soon! Causes of delay along this corridor will be documented in a future update to this document, planned for Spring 2023.

TRANSLINK | 2023 BUS SPEED AND RELIABILITY REPORT

APPENDIX B: PROFILE AREAS B–10

MARINE DR / 3RD ST / MAIN ST

no Rd Capil a

Br idg eR d

W3

W 13th St

rd S

Lio

ns Ga te

t

Grand Blvd E

Park Royal Exchange

W 16th St

Nor t h Va ncou v er Lonsdale Ave

Marine D r

Jones Ave

Taylor Way

11th St

15th St

21st St

27th St

We s t Va ncou v er

E 3rd St

Legend

Mai n

Lonsdale Quay

2021 Person-Hours of Delay per km SkyTrain Station or 0.0 - 0.1 10.1 - 30.0 Va- 100.0 ncou v er Bus Exchange 30.1 0.2 - 1.0 SkyTrain 100.1 - 234.2 1.1 - 10.0

Phibbs Exchange

1 Km

0

Corridor Description

Quick Facts

• The Marine Drive and 3rd/Main Street corridor provides access to key destinations along the North Shore waterfront including Park Royal and Lonsdale Quay.

Length

13.0

Subregion

North Shore

• The R2 RapidBus line connects to many other North Shore transit lines at Park Royal, Lonsdale Quay, and Phibbs Exchange.

All Routes

• Surrounding areas feature shopping, restaurants, and the North Vancouver waterfront.

43

780

Maximum hourly bus trips per direction

Person-hours of delay per day

4,600-5,600

62

Total ridership

(daily load in one direction)

Bus-hours of delay per day

18,700

St

Primary Routes R2, 255 228, 231, 232, 236, 240, 241, 246, 247, 249, 250, 251, 252, 253, 254, 255, 256, 257, R2, N24

Notes: Consists of the Marine Dr and 3rd/Main corridors, ranked #10 and #36 for person-delay per km in Fall 2021, respectively. Ridership is reported for the location with the most cumulative passengers on-board the bus throughout the day; lower end of the range accounts only for routes using the corridor for at least 1 km and upper end of the range reflects all routes.

Total households (900/km2 density)

�� � 29%

Low income households

Demographics within 400m of corridor

�� � 18%

Zero vehicle households

TRANSLINK | 2023 BUS SPEED AND RELIABILITY REPORT

APPENDIX B: PROFILE AREAS B–11

Corridor Significance • Marine Drive is an important connection for passengers moving along the North Shore. The R2 RapidBus has over 4,000 average weekday boardings. Marine Dr sees a bus approximately every 3 minutes all day. Buses carry a quarter of people travelling on Marine Drive during the morning rush hours, depending on the portion of the corridor.

• Bus performance on Marine Drive impacts people traveling in the North Shore. During heavier traffic, an end-to-end trip between West Vancouver and North Vancouver can take nearly 14 minutes longer compared to a best-case trip, when the bus is able to move smoothly. Marine Dr ranks sixth highest in terms of bus delay per kilometre.

• Transit priority improvements are planned on Marine Drive. Two RapidBus routes are planned as part of TransLink's 10-Year Priorities, including connections to Lynn Valley and Park Royal/Ambleside. Consideration and planning work for BRT is also proposed.

Coming soon! Causes of delay along this corridor will be documented in a future update to this document, planned for Spring 2023.

TRANSLINK | 2023 BUS SPEED AND RELIABILITY REPORT

APPENDIX B: PROFILE AREAS B–12

WILLINGDON AVE Corridor Description • This key north-south Burnaby corridor connects Burnaby Heights to Metrotown, and includes destinations such as BCIT and Brentwood.

Oxford St Hastings St

Willingdon Ave

• The routes on this corridor connect the Expo Line, Millennium Line, and the R5 RapidBus.

Gilmore Ave

Kootenay Loop

Boundary Rd

• The corridor also serves routes that connect beween Burnaby and the North Shore.

Halifax St

Va ncou v er

Lougheed Hwy

Dawson St

Quick Facts Length

9.4 km

Subregions

Vancouver/UBC, Burnaby/ New Westminster

Primary Routes 130, 222 All Routes*

25, 28, 110, 123, 130, 131, 134, 160, 222

* Does not include Routes 129, 132, 160, R5, N35 which travel on Hastings Street portion only

Brentwood Town Centre Station

Legend 2021 Person-Hours of Delay per km 0.0 - 0.1 0.2 - 1.0 1.1 - 10.0 10.1 - 30.0 30.1 - 100.0 100.1 - 234.2

Canada Way

Moscrop St

SkyTrain Station or Bus Exchange SkyTrain

Burke St

Burn a by

Deer Lak e Pky

Willingdon Ave

Notes: Corridor ranked #12 for person-delay per km in Fall 2021. The profile area includes an extension of the Willingdon corridor along Hastings Street and the approach to the Ironworkers Memorial Bridge.

Ridership is reported for the location with the most cumulative passengers on-board the bus throughout the day; lower end of the range accounts only for routes using the corridor for at least 1 km and upper end of the range reflects all routes.

Parker St

Bond St

Kin

gsw ay

Ce n

tra lB

Metrotown Station

52

670

Maximum hourly bus trips per direction

Person-hours of delay per day

4,300-9,500

54

Total ridership

(daily load in one direction)

Bus-hours of delay per day

15,300

Total households (800/km2 density)

�� � 37%

Low income households

Demographics within 400m of corridor

lvd

0

�� � 18%

Zero vehicle households

1 Km

TRANSLINK | 2023 BUS SPEED AND RELIABILITY REPORT

APPENDIX B: PROFILE AREAS B–13

Corridor Significance • Willingdon Ave is a well-utilized transit corridor. Line 130 has the 2nd highest boardings in Burnaby/New Westminster.

Line 25, which runs on Willingdon between Brentwood Town Centre and BCIT, has the 4th highest boardings in the system. Buses carry up to a quarter of people travelling on Willingdon Ave during morning rush hours.

• Bus performance on Willingdon impacts people traveling in Burnaby. Willingdon ranks third highest in bus delay per kilometre and fourth highest in person-hours of delay per kilometre among profile areas. During heavier traffic, an endto-end trip between Metrotown and Burnaby Heights can take nearly 10 minutes longer compared to a best-case trip, when the bus is able to move smoothly.

Coming soon! Causes of delay along this corridor will be documented in a future update to this document, planned for Spring 2023.

TRANSLINK | 2023 BUS SPEED AND RELIABILITY REPORT

APPENDIX B: PROFILE AREAS B–14

DOWNTOWN TO IRONWORKERS MEMORIAL BRIDGE Legend

Nor t h Va ncou v er

2021 Person-Hours of Delay per km

2021 of Delay 0.0Person-Hours - 0.1 10.1 - 30.0 per km Bus Exchange SkyTrain Station or 0.0- -1.0 0.1 10.1 30.0 0.2 30.1 - -100.0 SkyTrain Stations Bus Exchange 30.1 0.2- -10.0 1.0 1.1 100.1 -- 100.0 200.1 SkyTrain SkyTrain 100.1 - 234.2 1.1 - 10.0

McGill St

Stadium-Chinatown Station

St er m Ho

Nanaimo St

Granville Station

Main St

r St

Clark Dr

Cordova St

Commercial Dr

St

Dundas St

Powell St

Victoria Dr

Powell St

Renfrew St

Waterfront Station

Pend e

St

Phibbs Exchange

Burrard Station

we Ho

Mai n

Va ncou v er 1 Km

0

Corridor Description

Quick Facts

• This corridor is a critical connection between Downtown Vancouver, the North Shore, and neighbourhoods in East Vancouver.

Length

9.7 km

Subregions

Vancouver/UBC, North Shore

• It connects the Waterfront in Downtown Vancouver with North Shore destinations such as Capilano University, Lynn Creek, and Deep Cove.

Primary Routes 4, 7, 209, 210, 211, 214 All Routes

• It also shares corridors with commercial traffic related to Port of Vancouver and Hwy 1 access.

3, 4, 5, 7, 8, 19, 22, 28, 130, 209, 210, 211, 214, 222, N8, N15, N19, N22, N24

Notes: Consists of the Pender/Powell/Dundas/McGill and Ironworkers Memorial Bridge corridors, ranked #15 and #48 for person-delay per km in Fall 2021, respectively. Ridership is reported for the location with the most cumulative passengers on-board the bus throughout the day.

57

460

Maximum hourly bus trips per direction

Person-hours of delay per day

4,900

51

Total ridership (daily load in one direction)

Bus-hours of delay per day

20,200

Total households (1,300/km2 density)

�� � 44%

Low income households

Demographics within 400m of corridor

�� � 38%

Zero vehicle households

TRANSLINK | 2023 BUS SPEED AND RELIABILITY REPORT

APPENDIX B: PROFILE AREAS B–15

Corridor Significance • Ironworkers Memorial Bridge is a key connection to the North Shore. The bridge serves routes to the North Shore from downtown Vancouver as well as from Burnaby.

• The streets connecting buses to the bridge from Downtown Vancouver are highly utilized. The primary bus routes that use the bridge to connect to the North Shore combine to run every 2 to 3 minutes all-day, not including various other routes that also run on these streets.

• Social equity need is significant along the corridor. It ranks first among areas profiled in the share of both low-income households and zero-vehicle households.

Coming soon! Causes of delay along this corridor will be documented in a future update to this document, planned for Spring 2023.

TRANSLINK | 2023 BUS SPEED AND RELIABILITY REPORT

APPENDIX B: PROFILE AREAS B–16

MAIN ST / KINGSWAY E Cordova St E Hastings St St

Way

t

St

Joy ce S

E 33rd Ave

Smith Ave

E 29th Ave t

gs wa y

rt

Kin

Ru

Fraser St

E King Edward Ave

Knight St

Va ncou v er Main St

Cambie St

Oak St

E 16th Ave

Boundary Rd

Victoria Dr

E Broadway E 12th Ave

pe

orthern

W 7th Ave

sS

Great N

r le

W Broadway

W 2nd Ave

Term inal A ve

Ea

Main Street-Science World Station

Legend 2021 Person-Hours of Delay per km SkyTrain Station or 0.0 - 0.1 10.1 - 30.0 Bus Exchange 30.1 - 100.0 0.2 - 1.0 SkyTrain 100.1 - 234.2 1.1 - 10.0

Prior St

Main St

nder

Nanaimo St

W Pe

Burke St

Bond St

0

Nelson Ave

E 41st Ave

Patterson Station

1 Km

Corridor Description

Quick Facts

• The Kingsway / Main Street corridor is a major connection between Southwest Burnaby and Downtown Vancouver/Chinatown.

Length

10.2 km

Subregions

Vancouver/UBC, Burnaby/ New Westminster

• The neighbourhoods surrounding Kingsway feature shopping and dining destinations.

• The corridor connects passengers travelling along Kingsway with the Expo Line, serving Main Street-Science World Station.

• Many trolley routes converge north of Broadway.

21

680

Maximum hourly bus trips per direction

Person-hours of delay per day

4,200

48

Total ridership (daily load in one direction)

Bus-hours of delay per day

35,400

Total households (1,900/km2 density)

Primary Routes 19, N19 All Routes

3, 8, 19, 22, 25, 26, N8, N19

Notes: Consists of the Main St and Kingsway corridors, ranked #16 and #18 for person-delay per km in Fall 2021, respectively. Ridership is reported for the location with the most cumulative passengers onboard the bus throughout the day.

�� � 37%

Low income households

Demographics within 400m of corridor

�� � 27%

Zero vehicle households

TRANSLINK | 2023 BUS SPEED AND RELIABILITY REPORT

APPENDIX B: PROFILE AREAS B–17

Corridor Significance • Main St and Kingsway are significant transit streets. Route 19, the primary route serving both of the streets profiled, arrives roughly every 7 minutes all day. Buses arrive every 2 to 3 minutes along Main St. Approximately 6% of bus journeys in Vancouver/UBC begin on Main St/Kingsway.

• Variability along Main and Kingsway is second highest among areas profiled. During heavier traffic, an end-to-end bus trip along this corridor can take over 15 minutes longer compared to a best-case trip, when the bus is able to move smoothly.

• Buses serve an important mobility need on Main St and Kingsway. A quarter to a third of people traveling on these streets are on buses in the morning rush hours. The area profiled ranks fifth for the share of zero-vehicle households.

Coming soon! Causes of delay along this corridor will be documented in a future update to this document, planned for Spring 2023.

TRANSLINK | 2023 BUS SPEED AND RELIABILITY REPORT

APPENDIX B: PROFILE AREAS B–18

WEST 4TH AVE Legend 2021 Person-Hours of Delay per km SkyTrain Station or 0.0 - 0.1 10.1 - 30.0 Bus Exchange 30.1 - 100.0 0.2 - 1.0 SkyTrain 100.1 - 234.2 1.1 - 10.0 VCC-Clark Station

Va ncou v er

t Nor

thern

Way

Olympic Village Station

Corridor Description

Quick Facts

• West 4th Ave connects Dunbar, Kitsilano, and West Point Grey with Downtown, and UBC.

Length

10.2 km

Subregion

Vancouver/UBC

• The corridor provides transit connections to the Canada and Millennium Lines, serving Olympic Village and VCC-Clark stations.

Primary Routes 84; 4, 44

• The surrounding areas feature destinations for shopping and enjoying the waterfront.

33

560

Maximum hourly bus trips per direction

Person-hours of delay per day

5,800-6,000

38

Total ridership

(daily load in one direction)

Bus-hours of delay per day

34,700

Total households (2,600/km2 density)

Clark Dr

Cambie St

Grea

Fraser St

W

ve dA

2n

Main St

W 6th Ave

Oak St

Fir St Granville St Hemlock St

Burrard St

Arbutus St

MacDonald St

Blenheim St

Blanca St

Alma St

W 4th Ave

All Routes

4, 7, 14, 44, 50, 84

Notes: Corridor ranked #17 for person-delay per km in Fall 2021. Profile area does not extend as far to the west as the corridor and includes an extension to VCC-Clark Station on the east. Ridership is reported for the location with the most cumulative passengers on-board the bus throughout the day; lower end of the range accounts only for routes using the corridor for at least 1 km and upper end of the range reflects all routes.

�� � 36%

Low income households

Demographics within 400m of corridor

�� � 35%

Zero vehicle households

TRANSLINK | 2023 BUS SPEED AND RELIABILITY REPORT

APPENDIX B: PROFILE AREAS B–19

Corridor Significance • West 4th Ave serves a high density of people living in Vancouver. West 4th Ave ranks third in total household density and second in the share of zero-vehicle households among profile areas.

• Buses serve an important mobility need on West 4th Ave. Up to 60% of people traveling along the corridor in the morning rush hours are on buses. The primary routes serving the corridor arrive every 3 minutes or more often all day.

• Performance on West 4th Ave impacts people traveling by bus throughout Vancouver. During heavier traffic, an end-toend trip between VCC and UBC can take nearly 10 minutes longer compared to a best-case trip, when the bus is able to move smoothly.

Coming soon! Causes of delay along this corridor will be documented in a future update to this document, planned for Spring 2023.

TRANSLINK | 2023 BUS SPEED AND RELIABILITY REPORT

NO 3 RD

APPENDIX B: PROFILE AREAS B–20

Legend

7.0 km

Subregion

Southwest

Lansdowne Station

Westminster Hwy

Sexsmith Rd

d

Richmond

Primary Routes 403

Blundell Rd

Francis Rd

402, 403, 404, 405, 406, 407, 410, 414, 416, 430, N10

No 3 Rd

All Routes

3R

Richmond–Brighouse Station Granville Ave

Gilbert Rd

Length

Alderbridge Way

Lansdowne Rd

No 2 Rd

Quick Facts

Aberdeen Station

d

No 4 Rd

• The corridor extends south of the Canada Line serving destinations including Steveston Harbour and the Riverton Recreation Complex.

rR

Cambie Rd

Garden City Rd

• Buses on this corridor provide connections between several Canada Line stations, including Bridgeport, Aberdeen, Lansdowne, and and Richmond-Brighouse stations.

ve Ri

Bridgeport Rd

No

• No 3 Rd is the key north-south corridor in Richmond and connects Richmond city centre to commercial areas, neighbourhoods, and cultural and religious destinations, including Richmond City Hall and Kwantlen Polytechnic University.

Bridgeport Station

2021 Person-Hours of Delay per km 0.0 - 0.1 10.1 - 30.0 30.1 - 100.0 0.2 - 1.0 100.1 - 234.2 1.1 - 10.0 SkyTrain Station or Bus Exchange SkyTrain

Minoru Blvd

Corridor Description

Notes: Corridor ranked #22 for person-delay per km in Fall 2021. Profile area extends onto Bridgeport Rd. Ridership is reported for the location with the most cumulative passengers on-board the bus throughout the day; lower end of the range accounts only for routes using the corridor for at least 1 km and upper end of the range reflects all routes.

Williams Rd

Ryan Rd Steveston Hwy 0

49

340

Maximum hourly bus trips per direction

Person-hours of delay per day

4,800-6,000

34

Total ridership

(daily load in one direction)

Bus-hours of delay per day

11,900

Total households (600/km2 density)

�� � 38%

Low income households

Demographics within 400m of corridor

�� � 13%

Zero vehicle households

1 Km

TRANSLINK | 2023 BUS SPEED AND RELIABILITY REPORT

APPENDIX B: PROFILE AREAS B–21

Corridor Significance • No 3 Rd is a major transit corridor. During weekday peak hours, buses arrive every 3 minutes or more often. No 3 Rd ranks fifth in bus delay per kilometre.

• Buses serve an important mobility need on No 3 Rd. Over a third of all bus journeys in Southwest begin on this corridor.

Over 40% of people traveling through the central part of the corridor are on buses in the morning rush hours, and over 20% on the southern end. The density of low-income households is 4th highest among profile areas.

• Performance on No 3 Rd impacts people traveling by bus through Richmond. During heavier traffic, an end-to-end trip between Steveston Hwy and Bridgeport Station can take nearly 10 minutes longer compared to a best-case trip, when the bus is able to move smoothly. Relative to the average travel time, variability on No 3 Rd is the highest among profile areas.

Coming soon! Causes of delay along this corridor will be documented in a future update to this document, planned for Spring 2023.

TRANSLINK | 2023 BUS SPEED AND RELIABILITY REPORT

LONSDALE AVE

APPENDIX B: PROFILE AREAS B–22

Legend

Corridor Description • Lonsdale Ave is a major and historic north-south transit and commercial corridor for the city of North Vancouver.

• Bus service along the corridor provides connections from Lonsdale Quay (SeaBus and bus exchange) at the foot of Lonsdale to the rest of the City and the District of North Vancouver, including commercial centres and important regional cultural and recreation destinations.

2021 Person-Hours of Delay per km 0.0 - 0.1 10.1 - 30.0 30.1 - 100.0 0.2 - 1.0 100.1 - 234.2 1.1 - 10.0 SkyTrain Station or Bus Exchange SkyTrain W Queens Rd

Subregion

North Shore

Primary Routes 230; 228, N24 228, 229, 230, 232, 241, 255, R2, N24

Notes: Corridor ranked #24 for person-delay per km in Fall 2021. Profile area varies slightly from the corridor.

Ridership is reported for the location with the most cumulative passengers on-board the bus throughout the day; lower end of the range accounts only for routes using the corridor for at least 1 km and upper end of the range reflects all routes.

W

Nor t h Va ncou v er Cit y Grand Blvd E

4.2 km Jones Ave

Length

Lonsdale Ave

W 23rd St

Quick Facts

All Routes

E 29th St

W 13th St

Ke it

hR d

Lonsdale Quay W

EK eit

3r dS

hR d

t

E3

rd S

t

1 Km

0

20

180

Maximum hourly bus trips per direction

Person-hours of delay per day

2,300-2,700

18

Total ridership

(daily load in one direction)

Bus-hours of delay per day

14,200

Total households (1,500/km2 density)

�� � 29%

Low income households

Demographics within 400m of corridor

�� � 21%

Zero vehicle households

TRANSLINK | 2023 BUS SPEED AND RELIABILITY REPORT

APPENDIX B: PROFILE AREAS B–23

Corridor Significance • Lonsdale Ave is an important travel corridor in the North Shore. More than 7% of all bus journeys in North Shore begin on Lonsdale Ave. It ranks eighth highest in bus delay per kilometre among profile areas. In the southern end of the corridor, buses carry up to 60% of people during morning rush hours. Approximately 10 to 20% of people using the northern part of the corridor are on buses during that time.

Coming soon! Causes of delay along this corridor will be documented in a future update to this document, planned for Spring 2023.

TRANSLINK | 2023 BUS SPEED AND RELIABILITY REPORT

APPENDIX B: PROFILE AREAS B–24

SE MARINE DR

Nelson Ave

Patterson Ave

Boundary Rd

Burn a by 22nd Street Station

e Dr

tB r id ge

By

r

R ne

Southridge Dr d

Marin

Ei

g

h ht

Av

e

e Wa y

No 7 Rd

kS

Marpole Loop

Marin

Knight Street– Marine Drive No 6 Rd

Oa

Marine Drive Station

Knight St Bridge

SE Marine Dr

St

E 57th Ave

2021 Person-Hours of Delay per km

2021 Person-Hours per km 0.0 - 0.1 of Delay 10.1 - 30.0 Bus Exchange Station or 0.0 - 0.10.2 - 1.0 10.1 - 30.0 30.1 - 100.0 SkyTrain SkyTrain Stations Bus Exchange 0.2 - 1.01.1 - 10.030.1 - 100.0 100.1 - 200.1 SkyTrain SkyTrain 100.1 - 234.2 1.1 - 10.0

Elliot t

Victoria Dr

Va ncou v er

Kerr St

Knight St Fraser St

Main St

Cambie St

Oak St

Legend

Richmond 0

1 Km

Corridor Description

Quick Facts

• SE Marine Dr is a key east-west corridor through neighbourhoods in south Vancouver and south Burnaby.

Length

14.3 km

Subregions

Vancouver/UBC, Burnaby/ New Westminster

Primary Route

100

All Routes

3, 10, 17, 31, 100, 116, 146, 148, N8, N20

• This corridor connects the Marine Drive Station on the Canada Line and the 22nd Street Station on the Expo Line.

• The corridor includes residential areas and smaller-scale commercial and light industrial land uses.

46

480

Maximum hourly bus trips per direction

Person-hours of delay per day

5,000-5,400

39

Total ridership

(daily load in one direction)

Bus-hours of delay per day

15,700

Total households (600/km2 density)

Notes: Corridor ranked #26 for person-delay per km in Fall 2021. Profile area extends further west and east than the corridor. Ridership is reported for the location with the most cumulative passengers on-board the bus throughout the day; lower end of the range accounts only for routes using the corridor for at least 1 km and upper end of the range reflects all routes.

�� � 33%

Low income households

Demographics within 400m of corridor

�� � 13%

Zero vehicle households

TRANSLINK | 2023 BUS SPEED AND RELIABILITY REPORT

APPENDIX B: PROFILE AREAS B–25

Corridor Significance • SE Marine Dr is an important east-west transit corridor for the Vancouver/UBC and Burnaby/New Westminster subregions. Up to a quarter of people traveling through the corridor are on buses during morning rush hours, and close to three-quarters on the far eastern end near 22nd St Station. Route 100, which serves the length of SE Marine Dr, arrives every 5 to 6 minutes all day.

• Performance on SE Marine Dr makes bus travel through south Vancouver and Burnaby less reliable. During heavier traffic, an end-to-end trip between the Marine Drive and 22nd Street stations can take over 10 minutes longer compared to a best-case trip, when the bus is able to move smoothly.

• Transit priority improvements are planned on SE Marine Dr. A RapidBus route is planned for the SE Marine Dr corridor in TransLink's 10-Year Priorities. This route would provide an east-west connection between the Canada Line and the Expo Line. Consideration of and planning work for BRT are also proposed.

Coming soon! Causes of delay along this corridor will be documented in a future update to this document, planned for Spring 2023.

TRANSLINK | 2023 BUS SPEED AND RELIABILITY REPORT

APPENDIX B: PROFILE AREAS B–26

KING EDWARD Legend

Fraser St

ng

sw

ay

Willingdon Ave

Boundary Rd

E 22nd Ave

Burn a by

Kincaid St

E 33rd Ave

Knight St

Victoria Dr

Nanaimo Station Cambie St

Richmond

Main St

Oak St

Granville St

Arbutus St

Larch St

King Edward Station

Ki

Rupert St

Va ncou v er

W King Edward Ave Blenheim St

Dunbar St

all tM Eas

W 16th Ave

U BC

0

Nanaimo St

Universit y Blvd

Renfrew St

Brentwood Town Centre Station

UBC Exchange

Gilmore Ave

2021 Person-Hours of Delay per km SkyTrain Station or 0.0 - 0.1 10.1 - 30.0 Bus Exchange 30.1 - 100.0 0.2 - 1.0 SkyTrain 100.1 - 234.2 1.1 - 10.0

1 Km

Corridor Description

Quick Facts

• King Edward is a key east-west corridor connecting Burnaby and UBC.

Length

19.6 km

• The corridor connects the Canada and Expo lines, serving the King Edward and Nanaimo stations. A key route along the corridor (25) also serves Brentwood Town Centre Station.

Subregions

Vancouver/UBC, Burnaby/ New Westminster

Primary Route

25

All Routes

7, 25, 33

• Key destinations in the surrounding areas include Amazing Brentwood, BCIT, Burnaby Hospital, and UBC.

20

860

Maximum hourly bus trips per direction

Person-hours of delay per day

3,800-4,200

50

Total ridership

(daily load in one direction)

Bus-hours of delay per day

26,800

Total households (800/km2 density)

Notes: Corridor ranked #27 for person-delay per km in Fall 2021. Profile area includes an extension to UBC and also extends further east to Willingdon Ave. Ridership is reported for the location with the most cumulative passengers on-board the bus throughout the day; lower end of the range accounts only for routes using the corridor for at least 1 km and upper end of the range reflects all routes.

�� � 34%

Low income households

Demographics within 400m of corridor

�� � 14%

Zero vehicle households

TRANSLINK | 2023 BUS SPEED AND RELIABILITY REPORT

APPENDIX B: PROFILE AREAS B–27

Corridor Significance • King Edward is served by TransLink’s 4th busiest bus route. Route 25 has 17,500 daily weekday boardings and is the primary route on King Edward. It runs every 4 to 5 minutes all-day.

• Performance impacts a key east-west bus corridor through Burnaby and Vancouver. There are no other near-by alternative transit routes for east-west travel through this part of the region. Over a quarter of people using this corridor are traveling by bus. A typical end-to-end trip on King Edward between Willingdon and UBC can vary by over 17 minutes, 2nd highest among profile areas.

Coming soon! Causes of delay along this corridor will be documented in a future update to this document, planned for Spring 2023.

TRANSLINK | 2023 BUS SPEED AND RELIABILITY REPORT

APPENDIX B: PROFILE AREAS B–28

QUEENSBOROUGH BRIDGE/ HWY 91A th 18 th 19

uth

r

23

22nd Street Station

t

S rd

100, 101, 104, 128, 155, 340, 388, 410, 418

190

Maximum hourly bus trips per direction

Person-hours of delay per day

9,700-13,500

12

Total ridership

(daily load in one direction)

Bus-hours of delay per day

SkyTrain Station or Bus Exchange SkyTrain d St

Total households (300/km2 density)

e Av

0

Boy

2,400

en Ew

t

69

t

S yd Bo

Ne w Wes tmins t er

sS we Ho

Notes: Corridor ranked #32 for person-delay per km in Fall 2021. Profile area is slightly different from the corridor. Ridership is reported for the location with the most cumulative passengers on-board the bus throughout the day; lower end of the range accounts only for routes using the corridor for at least 1 km and upper end of the range reflects all routes.

e idg Br

Primary Routes 104, 340, 388, 410, 418

2021 Person-Hours of Delay per km 0.0 - 0.1 0.2 - 1.0 1.1 - 10.0 10.1 - 30.0 30.1 - 100.0 Richmond 100.1 - 234.2

gh

Burnaby/New Westminster

u ro

bo ns

ee

Subregion

All Routes

Qu

4.5 km

ds ar w e St

e Av

Burn a by

Legend

Length

ay W n o

t St

h

7t

• Services access the Queensborough Bridge from Eighth and Sixth Avenues in New Westminster and from Ewen Avenue in Queensborough.

Quick Facts

St

S st 21 nd 22

• The bridge provides important connections between Burnaby / New Westminster and Richmond via the the East-West Connector and Delta/Surrey via the Alex Fraser Bridge.

• The bridge provides access to the 22nd Street station on the Expo Line for Annacis Island, Queensborough, and Hamilton.

h 8t

th 20

• Queensborough Bridge connects the New Westminster neighbourhood of Queensborough (located on Lulu Island) with the main portion of New Westminster across the Fraser River.

e Av

St

rid ge D

St

So

Corridor Description

�� � 29%

Low income households

Demographics within 400m of corridor

500 m

�� � 8%

Zero vehicle households

TRANSLINK | 2023 BUS SPEED AND RELIABILITY REPORT

APPENDIX B: PROFILE AREAS B–29

Corridor Significance • The Queensborough Bridge provides an important connection between New Westminster, Richmond, Surrey, and Langley. During weekday peak hours, Queensborough Bridge carries a bus every 2 minutes.

Coming soon! Causes of delay along this corridor will be documented in a future update to this document, planned for Spring 2023.

TRANSLINK | 2023 BUS SPEED AND RELIABILITY REPORT

APPENDIX B: PROFILE AREAS B–30

CANADA WAY s Rd

Kensing to

Spruce St

B

ri ur

sS

Boundary Rd

ds

St

St

m

on

t

h

Ed

lS

6t

l we

ay

El

t

W

lS

da

p

ia er

na

Im

Imperial St

t

Ca

Sperling Ave

Gilpin St

Burn a by

2021 Person-Hours of Delay per km

2021 Person-Hours per km 0.0 - 0.1 of Delay 10.1 - 30.0 Bus Exchange Station or 0.0 - 0.10.2 - 1.0 10.1 - 30.0 30.1 - 100.0 SkyTrain SkyTrain Stations Bus Exchange 0.2 - 1.01.1 - 10.030.1 - 100.0 100.1 - 200.1 SkyTrain SkyTrain 100.1 - 234.2 1.1 - 10.0

Sprott St

Royal Oak Ave

Willingdon Ave

Legend

n A ve

Dougla

Canada Way

th 14

Av

t 10

h

e Av

th

Av

Av

e

St

th

Qu

1 Km

h

6

Southridge Dr

New Westminster Station

e 8t

8

0

Ne w Wes tmins t er

e

e

s en

Av

e

e Av al St y Ro r von a rn Ca

Corridor Description

Quick Facts

• The Canada Way / Eighth Street corridor connects New Westminster with Burnaby and the BC Institute of Technology.

Length

9.6 km

Subregion

• Route 123 serves the entire corridor with frequent service, connecting Brentwood Town Centre and the Millennium Line in Burnaby (just beyond the map area) with the Expo Line’s New Westminster station.

Burnaby/New Westminster

Primary Route

123

All Routes

105, 123, 133, 144

Notes: Corridor ranked #37 for person-delay per km in Fall 2021. Ridership is reported for the location with the most cumulative passengers on-board the bus throughout the day; lower end of the range accounts only for routes using the corridor for at least 1 km and upper end of the range reflects all routes.

28

270

Maximum hourly bus trips per direction

Person-hours of delay per day

2,200-4,200

23

Total ridership

(daily load in one direction)

Bus-hours of delay per day

17,200

Total households (700/km2 density)

�� � 38%

Low income households

Demographics within 400m of corridor

�� � 18%

Zero vehicle households

TRANSLINK | 2023 BUS SPEED AND RELIABILITY REPORT

APPENDIX B: PROFILE AREAS B–31

Corridor Significance • Canada Way is an important transit street. During weekday peak hours, Canada Way is served by a bus every 5 minutes.

The primary route along the corridor, Route 123, runs every 9 to 10 minutes and has 5,000 boardings every weekday—the 4th highest in Burnaby/New Westminster. Among profile areas, Canada Way ranks fifth in terms of the share of lowincome households.

• Bus performance impacts reliability for people riding the bus. A typical end-to-end trip on Canada Way between New Westminster Station and Willingdon Ave can vary by over 10 minutes, 6th highest among profile areas relative to the total average travel time.

• Transit priority improvements are planned on Canada Way. A RapidBus route is planned for Canada Way in TransLink's 10-Year Priorities, connecting New Westminster Station to Brentwood Town Centre Station.

Coming soon! Causes of delay along this corridor will be documented in a future update to this document, planned for Spring 2023.

TRANSLINK | 2023 BUS SPEED AND RELIABILITY REPORT

APPENDIX B: PROFILE AREAS B–32

BRIDGEPORT RD Legend

SE Marine Dr

2021 Person-Hours of Delay per km 0.0 - 0.1 10.1 - 30.0 30.1 - 100.0 0.2 - 1.0 100.1 - 234.2 1.1 - 10.0 SkyTrain Station or Bus Exchange SkyTrain

c Vu l

an

Wa

y

Sw e de n

No 6 Rd

Wa y

Bridgeport Rd

No 5 Rd

9

1 Km

Richmond Shell Rd

No 4 Rd

y9

0

Hw

Garden City Rd

Sea Island Way

Knight Street–Marine Drive

Knight St

ge r id ay tB nW kS dia Oa ana at C Gre

Bridgeport Station

Va ncou v er

Corridor Description

Quick Facts

• This corridor connects south Vancouver with Richmond via the Knight Street Bridge.

Length

6.3 km

Subregions

Southwest, Vancouver/ UBC

• Three of the routes on this corridor (405, 407, 430) serve the Knight Street-Marine Drive bus exchange in South Vancouver. Route 430 connects Bridgeport Station on the Canada Line with Metrotown Station on the Expo Line.

• Destinations along the corridor are a combination of commercial and light industrial.

57

180

Maximum hourly bus trips per direction

Person-hours of delay per day

6,700

13

Total ridership (daily load in one direction)

Bus-hours of delay per day

2,700

Total households (300/km2 density)

Primary Routes 407, 430 All Routes

311, 351, 352, 354, 403, 405, 407, 412, 430, 601, 602, 603, 604, 620, 900

Note: Corridor ranked #40 for person-delay per km in Fall 2021. Profile area includes extensions on Great Canadian Way and the Knight Street Bridge. Ridership is reported for the location with the most cumulative passengers on-board the bus throughout the day.

�� � 29%

Low income households

Demographics within 400m of corridor

�� � 7%

Zero vehicle households

TRANSLINK | 2023 BUS SPEED AND RELIABILITY REPORT

APPENDIX B: PROFILE AREAS B–33

Corridor Significance • Bridgeport Rd is a major transit corridor. The 430 and 407 buses, which are the primary routes serving the corridor, have over 7,000 daily boardings. A bus for these routes arrives every 5 to 6 minutes along Bridgeport Rd and across the Knight Street bridge. Up to two-thirds of people travelling on Bridgeport Rd near Great Canadian Way are on buses during the morning rush hours.

Coming soon! Causes of delay along this corridor will be documented in a future update to this document, planned for Spring 2023.

TRANSLINK | 2023 BUS SPEED AND RELIABILITY REPORT

152 ST

APPENDIX B: PROFILE AREAS B–34

Legend

• Route 375 operates along the entire length of 152 Street. Route 345 operates along most of the corridor, but serves King George Station via Fraser Hwy. Quick Facts Length

17.9 km

Subregion

Southeast

Primary Routes 345, 375 All Routes

320, 321, 335, 342, 345, 351, 354, 361, 362, 363, 375, 394, 531, 855

Surre y

100 Ave

Guildford Exchange

96 Ave 92 Ave

Fr a

se

rH

wy 84 Ave 82 Ave 80 Ave

76 Ave 72 Ave

68 Ave 152 St

• 152 Street is a major north-south corridor in Surrey and White Rock. It connects Guildford Exchange with White Rock Centre.

2021 Person-Hours of Delay per km 0.0 - 0.1 10.1 - 30.0 30.1 - 100.0 0.2 - 1.0 100.1 - 234.2 1.1 - 10.0 SkyTrain Station or 88 Ave Bus Exchange SkyTrain King George Blvd

Corridor Description

104 Ave

64 Ave

60 Ave

56 Ave Colebrook Rd

Notes: Corridor ranked #41 for person-delay per km in Fall 2021. Ridership is reported for the location with the most cumulative passengers on-board the bus throughout the day.

Hw y9 9

40 Ave

32 Ave 28 Ave

White Rock Centre 20 Ave

168 St

148 St

24 Ave

16 Ave

Whit e Rock

27

470

Maximum hourly bus trips per direction

Person-hours of delay per day

3,200

39

Total ridership (daily load in one direction)

Bus-hours of delay per day

16,900

Total households (200/km2 density)

�� � 36%

Low income households

Demographics within 400m of corridor

0

�� � 10%

Zero vehicle households

1 Km

TRANSLINK | 2023 BUS SPEED AND RELIABILITY REPORT

APPENDIX B: PROFILE AREAS B–35

Corridor Significance • 152 St provides an important north-south transit connection through Surrey. Buses carry approximately a third of people traveling through the southern end of the corridor. The share of low-income households ranks 10th among profile areas.

• Variability along 152 St is fourth highest among areas profiled. During heavier traffic, an end-to-end bus trip along this corridor can take nearly 17 minutes longer compared to a best-case trip, when the bus is able to move smoothly.

• Transit priority measures are planned for 152 St. A RapidBus route along the corridor is planned in TransLink's 10-Year Priorities, connecting Newton Exchange to Guildford Exchange.

Coming soon! Causes of delay along this corridor will be documented in a future update to this document, planned for Spring 2023.

TRANSLINK | 2023 BUS SPEED AND RELIABILITY REPORT

Legend

Corridor Description • 128 Street is a north-south corridor through the eastern part of Surrey, including a connection to Surrey Central along 104 Ave.

104 Ave

O ld

Yal e

100 Ave

Fr a

96 Ave

ar le s

323

All Routes

322, 323, 373, 393

92 Ave

80 Ave

Delta 120 St

Note: Corridor ranked #42 for person-delay per km in Fall 2021. Profile area includes an extension on 104 Ave. Ridership is reported for the location with the most cumulative passengers on-board the bus throughout the day; lower end of the range accounts only for routes using the corridor for at least 1 km and upper end of the range reflects all routes.

Surre y

76 Ave

72 Ave

132 St

Primary Route

wy

128 St

82 Ave

Southeast

rH

Bl vd

84 Ave

Subregion

se

88 Ave

Quick Facts 10.4 km

Surrey Central Station

e Ch

• Route 393 provides peak direction service between Newton Exchange and Surrey Central, including service to Kwantlen Polytechnic University (KPU).

Length

102 Ave

Rd

P r in c

• Route 323 provides frequent service along the northern two-thirds of the corridor between Surrey Central and Newton Exchange.

2021 Person-Hours of Delay per km 0.0 - 0.1 10.1 - 30.0 30.1 - 100.0 0.2 - 1.0 100.1 - 234.2 1.1 - 10.0 SkyTrain Station or Bus Exchange SkyTrain

68 Ave

King George Blvd

128 ST

APPENDIX B: PROFILE AREAS B–36

Newton Exchange

66 Ave

64 Ave

60 Ave 0

31

330

Maximum hourly bus trips per direction

Person-hours of delay per day

2,800-6,100

20

Total ridership

(daily load in one direction)

Bus-hours of delay per day

11,600

Total households (600/km2 density)

�� � 30%

Low income households

Demographics within 400m of corridor

�� � 8%

Zero vehicle households

1 Km

TRANSLINK | 2023 BUS SPEED AND RELIABILITY REPORT

APPENDIX B: PROFILE AREAS B–37

Corridor Significance • 128 St is an important street for transit in Surrey. During weekday peak hours, buses arrive approximately every 4 minutes. Nearly 30% of people travelling in the northern part of the corridor are on buses.

• Bus performance can be unreliable for people riding the bus. During heavier traffic, an end-to-end bus trip between the south part of the corridor and Surrey Central can take nearly 12 minutes longer compared to a best-case trip, when the bus is able to move smoothly.

Coming soon! Causes of delay along this corridor will be documented in a future update to this document, planned for Spring 2023.

TRANSLINK | 2023 BUS SPEED AND RELIABILITY REPORT

APPENDIX B: PROFILE AREAS B–38

Legend 2021 Person-Hours of Delay per km SkyTrain Station or 0.0 - 0.1 10.1 - 30.0 Bus Exchange 30.1 - 100.0 0.2 - 1.0 SkyTrain 100.1 - 234.2 1.1 - 10.0

Prairie Ave

y

Pit t Me a dows

206 St

Harris Rd

Meadowtown Centre Bus Exchange

Surre y

128 Ave 123 Ave

M a ple Ridge

Dewdney Trunk Rd

232 St

ne Ke n

Woolridge Rd 1 Km

Ford Rd

Golden Ears Way

0

132 Ave

203 St

dy

Old Dewdney Trunk Rd

227 St

Hw

224 St

ed

Rd

Por t Coquit l a m

he

216 St

ug

Laity St

Lo

207 St

Coquitlam Central

Coast Meridian Road

Sh au

g hn e ss y S t Oxford St

LOUGHEED HWY

Haney Place Bus Exchange

Corridor Description

Quick Facts

• The Lougheed corridor connects the cities of Coquitlam, Port Coquitlam, Pitt Meadows, and Maple Ridge. A significant portion of the corridor passes through agricultural and industrial lands.

Length

16.7 km

Subregions

Maple Ridge/Pitt Meadows, Northeast

• The R3 RapidBus line began service along Lougheed Highway in early 2020. It runs between Coquitlam Central Station (Millennium Line and West Coast Express) and the bus exchange at Haney Place Mall in Maple Ridge.

Primary Routes R3, 701 All Routes

159, 160, 171, 172, 189, 595, 701, 722, 748, 791, R3

Notes: Corridor ranked #44 for person-delay per km in Fall 2021. Profile area varies slightly from the corridor.

Ridership is reported for the location with the most cumulative passengers on-board the bus throughout the day; lower end of the range accounts only for routes using the corridor for at least 1 km and upper end of the range reflects all routes.

43

320

Maximum hourly bus trips per direction

Person-hours of delay per day

2,400-3,400

40

Total ridership

(daily load in one direction)

Bus-hours of delay per day

11,200

Total households (200/km2 density)

�� � 35%

Low income households

Demographics within 400m of corridor

�� � 10%

Zero vehicle households

TRANSLINK | 2023 BUS SPEED AND RELIABILITY REPORT

APPENDIX B: PROFILE AREAS B–39

Corridor Significance • Lougheed Hwy provides an important transit connection between the Northeast Sector and Maple Ridge/Pitt Meadows.

• Performance can be unreliable for people riding the bus. During heavier traffic, an end-to-end bus trip on Lougheed Hwy between Coquitlam Central and Haney Place Mall can take nearly 10 minutes longer compared to a best-case trip, when the bus is able to move smoothly.

• Additional transit priority is planned for Lougheed Hwy. A planned upgrade of the current R3 RapidBus to BRT in TransLink's 10-Year Priorities would provide faster connections between the city centre of Coquitlam and the city centre of Maple Ridge.

Coming soon! Causes of delay along this corridor will be documented in a future update to this document, planned for Spring 2023.

TRANSLINK | 2023 BUS SPEED AND RELIABILITY REPORT

Tran

12.7 km

Subregions

Southeast, Maple Ridge/Pitt Meadows

Lougheed Hwy

m

M a ple Ridge

on

d 113B Ave Rd

207 St

m

Maple Meadows

idge

Golden Ea

Quick Facts Length

Ha

E ar s B r

• Route 595 serves the full corridor between the West Coast Express' Maple Meadows station, Carvolth Exchange, and Langley Centre. Route 501 runs on the corridor south of 96 Ave; it connects to the Guildford Exchange and Surrey Central.

2021 Person-Hours of Delay per km 0.0 - 0.1 10.1 - 30.0 30.1 - 100.0 0.2 - 1.0 100.1 - 234.2 1.1 - 10.0 SkyTrain Station or Bus Exchange SkyTrain

Golden

• Golden Ears Way and the Golden Ears Bridge connect Pitt Meadows and Maple Ridge with Carvolth and Langley south of the Fraser River. The corridor follows 200 Street to Langley Centre.

Dewdney Trunk Rd

s- C

ana

da H

rs Way

201 St

Corridor Description

Legend

199A St

200 ST / GOLDEN EARS BRIDGE

APPENDIX B: PROFILE AREAS B–40

96 Ave

92A Ave wy

88 Ave

Carvolth Exchange

Primary Routes 501, 595 388, 501, 595

Notes: Corridor ranked #52 for person-delay per km in Fall 2021. Profile area varies slightly from the corridor.

Ridership is reported for the location with the most cumulative passengers on-board the bus throughout the day; lower end of the range accounts only for routes using the corridor for at least 1 km and upper end of the range reflects all routes.

Surre y

80 Ave

200 St

All Routes

72 Ave

L a ngle y 68 Ave

Fr a

20

140

Maximum hourly bus trips per direction

Person-hours of delay per day

1,500-2,800

11

Total ridership

(daily load in one direction)

Bus-hours of delay per day

5,600

Total households (200/km2 density)

se

64 Ave rH

wy

Langley Bypass

�� � 27%

Low income households

Demographics within 400m of corridor

0

�� � 6%

Zero vehicle households

1 Km

TRANSLINK | 2023 BUS SPEED AND RELIABILITY REPORT

APPENDIX B: PROFILE AREAS B–41

Corridor Significance • Golden Ears Way, 200 St, and the Golden Ears Bridge provide important transit connections between the Southeast sub-region and both Maple Ridge/Pitt Meadows and Surrey. Buses carry 30 to 40% of people travelling this corridor south of the Trans-Canada Hwy during morning rush hours.

• Performance can be unreliable for people riding the bus. During heavier traffic, an end-to-end bus trip between Langley and Maple Ridge can take nearly 9 minutes longer compared to a best-case trip, when the bus is able to move smoothly.

• Additional transit priority is planned. A RapidBus route is planned for the 200 St – Golden Ears corridor in TransLink's 10-Year Priorities, along with consideration of and planning for BRT in the future.

Coming soon! Causes of delay along this corridor will be documented in a future update to this document, planned for Spring 2023.