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TRANSLINK SOUTH COAST BRITISH COLUMBIA TRANSPORTATION AUTHORITY

BOARD OF DIRECTORS PUBLIC MEETING

AGENDA

March 30, 2016 9:00 am – 12:00 pm

4th Floor Boardroom|287 Nelson’s Court | New Westminster, BC

DIRECTORS IN ATTENDANCE:

Don Rose, Board Chair Larry Beasley Jim Chu Lorraine Cunningham Murray Dinwoodie Brenda Eaton Barry Forbes Tony Gugliotta Mayor Gregor Robertson Marcella Szel

REGRETS: Mayor Linda Hepner

1. PRELIMINARY MATTERS

1.1 Call to Order 9:00 - 9:05

1.2 Opening Remarks

1.3 Adoption of the Agenda

1.4 Adoption of the Minutes

December 9, 2015

2. EXECUTIVE REPORTS

2.1 CEO Report 9:05 – 9:15

Report from Cathy McLay, Chief Financial Officer and Executive Vice President Finance and Corporate Services

Information

2.2 Coast Mountain Bus Company 9:15 – 9:20

Report from Haydn Acheson, President and General Manager Information

2.3 BC Rapid Transit Company 9:20 – 9:25

Report from Vivienne King, President and General Manager Information

TransLink Board of Directors Public Meeting Agenda March 30, 2015 Page 2 of 3

2.4 Transit Police 9:25 – 9:30

Report from Doug LePard, Chief Officer Information

3. BOARD COMMITTEE REPORTS

3.1 AUDIT COMMITTEE

3.1.1 Consent Agenda 9:30

3.1.1.1 Environmental Management System Semi-Annual Update

3.1.2 Audit Committee Chair Report 9:30 – 9:35

Verbal report from Barry Forbes, Committee Chair

3.1.3 Financial Update Presentation 9:35 – 9:50

Presentation from Christine Dacre, Vice President Financial Services

3.1.3.1 2015 Year End Financial and Performance Report Information

3.1.3.2 2015 Audited Consolidated Financial Statements Decision

3.1.4 2015 Statutory Annual Report 9:50 – 9:55

Report from Christine Dacre, Vice President Financial Services Decision

3.1.5 2016 Property Tax Bylaw and 2016 Replacement Tax 9:55 – 10.00

Report from Christine Dacre, Vice President Financial Services Decision

3.2 RISK AND CAPITAL COMMITTEE


3.2.1.1 Implementation of Recommendations from 2014 SkyTrain Independent Review

3.2.2 Risk and Capital Committee Chair Report 10:00 – 10:05

Verbal report from Brenda Eaton, Committee Chair

3.2.3 Major Capital Projects Status Update 10:05 – 10:15

Presentation from Sany Zein, Acting Vice President Infrastructure Management and Engineering

Information

3.2.3.1 Rapid Transit Projects Update

3.2.3.2 Pattullo Bridge Rehabilitation and Condition Monitoring

TransLink Board of Directors Public Meeting Agenda March 30, 2015 Page 3 of 3

3.2.3.3 Pattullo Bridge Replacement Project

3.2.4 Major Road Network (MRN) Amendment Bylaw 10:15 – 10:20

Report from Sany Zein, Acting Vice President Infrastructure Management and Engineering

Decision

3.2.5 Compass Card and Faregate Project Status Update 10:20 – 10:30

Report from Cathy McLay, Chief Financial Officer and Executive Vice President, Finance and Corporate Services and Lloyd Bauer, Vice President Compass Project

Information

3.3 STAKEHOLDER RELATIONS AND SERVICE COMMITTEE

3.3.1 Consent Agenda

3.3.1.1 Transit Fare Policy Review 10:30

3.3.2 Stakeholder Relations and Service Committee Chair Report 10:30 – 10:35

Verbal report from Lorraine Cunningham, Committee Chair

3.3.3 2015 Transit Network Review 10:35 – 10:40

Report from Tim Savoie, Vice President Transportation Planning and Policy

Information

3.4 HUMAN RESOURCES AND GOVERNANCE COMMITTEE


3.4.1.1 2015 Annual People Report Information

3.4.2 Human Resources and Governance Committee Chair Report 10:40 – 10:45

Verbal report from Jim Chu, Committee Chair

BREAK 10:45 – 10:55

4. PUBLIC DELEGATIONS

4.1 Response to Prior Public Delegations 10:55 – 11:00

Report from Cathy McLay, Chief Financial Officer and Executive Vice President Finance and Corporate Services

4.2 Public Delegations 11:00 – 12:00

5. ADJOURNMENT 12:00

PRESIDENT & GENERAL MANAGER REPORT FOR MARCH 30, 2016 TRANSLINK BOARD MEETING

STRATEGIC GOALS INITIATIVES AND OUTCOMES

Ensuring safety and security

- Safety Management System: SMS implementation is progressing on schedule with completion of a Global Safety Risk Assessment and Safety Training Matrix. Implementation of the SMS in the Maintenance Division is expected to be complete in Q1-2017 and in the rest of CMBC by Q1-2018.

- Safety Barriers: There are currently four operator safety barriers in service undergoing field testing. A fifth barrier is expected to be in service later in 2016. Safety barriers are now in revenue service out of the Port Coquitlam, Vancouver, Surrey and Burnaby transit centres. CMBC is working with BC Transit and Brampton Transit to share experiences and knowledge on barriers.

- Violent Incident Prevention (VIP) Training: VIP training was developed to reduce assaults by giving front line staff and operators the tools to avoid conflict and to defuse violent situations. The goal is to put 1/3 of the 3,300 operators and other front line staff through training each year. In 2015, over 1,000 operators completed the training and to the end of February 2016, 208 more have been trained.

- Spills: In 2015, CMBC’s spill frequency was reduced from 9.8 to 9.0 spills per million km, continuing a multi-year reduction trend. Actions taken in 2015 include placing absorbent material spill kits on board buses to improve spill response time and having Maintenance Engineering continue to investigate and resolve systemic issues that contribute to spills.

- Transit Security increased ride alongs on high-volume problematic bus routes such as the 20, 96, 16, and 135 to supply confidence in a safe and secure transportation system.

- Transit Security: • Increased face-to-face interactions with customers, seeing 4,500 more customers, an

increase of 7.5% over December 2015. • Planning is underway to implement the bike patrol program in downtown Vancouver

from May to October 2016 within existing resources, in continuation of the 2015 pilot. • Static presence in loops and exchanges will be increased to promote high visibility of

Transit Security through 2016 and promote safety and security.

Improving customer service and experience

- On Road Support: A 2016 working group including TComm, Transit Security, Transit Supervisors and Road Services is looking into ways to improve customer support, reduce vehicle delays and identify efficiencies. CMBC continues to support the Compass system implementation with continuing training of front line staff through the e-learning program and ongoing update bulletins and warranty tracking of all compass component repairs. Over 1,400 employees have completed e-learning to date.

- SeaBus: • The original Beaver SeaBus has entered dry-docking for the first phase of its capital

refit to extend its service life by 5-8 years (regulatory, structural and customer facing upgrades). Once completed, it will be the third vessel and serve as an operational spare supporting the newer vessels, the Otter 2 and Pacific Breeze. The old Otter will then be retired.

• SeaBus will also start in Q2 of this year a 26 month building envelop update that will see both terminal roofs replaced and all the external cladding, windows, stucco, etc. updated on the terminal and admin buildings.

- Continue to track and improve asset cleanliness and graffiti mitigation for vessels, facilities and buses.

- Starting in 2016, old style bus stop signs will begin to be replaced with new wayfinding designs (T-signs).

- 51 additional CNG buses will be purchased this year as replacements for diesel buses. These buses are significantly quieter and offer a better experience for the passengers, drivers and surrounding public as well as fuel savings.

- In 2015 Customer Information undertook a number of recommendations from the 2014 McNeil report on service disruptions. The call centre telephone system Interactive Voice Response (IVR) system was improved with call wait time announcements, an option was added allowing the caller to select an up to date recorded message on a service outage or event and in the fall 24 additional incoming lines were added for a total of 69. One last improvement to provide an IVR customer call back feature is expected to be completed by the end of Q1 2016.

Increasing ridership

- Together with TransLink Planning, we are evaluating routes for conversion to articulated buses to carry more customers.

- Working with Business Technology Services, the service analysis team developed a business intelligence tool to allow operations staff to better manage arrival/departure times at stops. Operations Supervisors are using this tool to provide specific coaching to transit operators.

- TComm is using a ‘Route of the Month’ program to monitor a specific route each month for service and performance improvements.

Building public trust and confidence in TransLink

- Reliability: Evaluating bus batteries to reduce no-starts; tracking and rectifying repeat faults on the same bus; reducing vehicle faults on the road through better engineering, improved driver awareness and quicker response time by first responders; maintaining on-time vehicle inspections (over 97% in 2015); improved SeaBus maintenance productivity by reducing the frequency of vessel checks (every 6 hours vs. 4 hours).

- Our employees have been featured in several positive recent media stories, including an operator who helped a group of Syrian refugees, our provision of a shelter bus for a fire in Langley, and a well-liked operator notable because of his resemblance to a TV character who spoke highly of CMBC and his job.

- Ongoing review of schedules four times a year to assess reliability and adjust running time and collaboration with TransLink on network changes that improve confidence in TransLink such as the new 5/6 trolley extension providing extra capacity and improved reliability by using new roadways.

- Continue developing resiliency strategies such as alternate fueling of SeaBus and buses, ability to move and repair buses from other facilities and improving dieselization coverage of trolley routes and bus bridge support.

- The new operating depot, Hamilton Transit Centre, will be constructed to LEEDS energy, sustainability and environmental standards.

Building a performance measurement culture

- CMBC continues its membership with the International Bus Benchmarking Group (IBBG) for information, best practices, peer comparisons and performance measurements.

- Contracted service reviews: • Monthly review meetings are held with the HandyDART contractor, MVT (over 50 KPI’s

reviewed). • Quarterly review meetings held with First Transit and West Van Transit. • Annual review meeting held with Bowen Island Community Transit. • Maintenance reviews are performed monthly on all Contracted Services and follow-up

with contractor is immediate on any anomalies detected. • Fleet inspection performed on each Contracted Service vehicle a minimum of once per

year. - Participation in CUTA/APTA peer reviews, conferences and studies (annual CUTA Fall

Conference scheduled for Vancouver, hosted by TransLink, November 5-9, 2016). - As part of 2015 CORE review, CMBC has established a performance measurement group

that will oversee CMBC’s KPI metrics from the corporate level down to the various operating levels.

Key Performance Indicators 2015

Annual Target

2015 Actual Variance 2014 Actual

Preventable Collisions per 1M kms (Rolling Year) 8.0 9.1 (1.1) 8.6

Employee Assaults per 1M service hours 0 23.5 2.0* 25.5 Employee Lost Time Accident frequency (incidents per 200,000 hours worked) 7.5 7.1 0.4 8.9

Spills per 1M Km 9.8 9.0 0.8 9.8 Customer complaints per 1,000 service hours 5.4 5.66 (0.26) 5.71 Customer commendations per 1,000 service hours 0.80 0.72 (.08) 0.70 Employee Short Term Disability/Sick Leave Rate 4.8% 4.8% -- 4.9% CMBC Operating Cost per Km (excl. fuel) $ 5.18 $ 5.21 ($ 0.03) $5.10 Access Transit Operating Cost per trip $ 40.05 $ 39.83 $ 0.22 $40.30 HandyDART Customer Denials 1,800 1,613 187 16,869 Planned Service delivered 99.5% 99.3% (.2%) 99.4% On Time Performance

• Bus Regularity • Bus Punctuality • Bus Departures

76% 60% 83%

76.0% 50.4% 81.8%

--%

(9.6%) (1.2%)

75.2% 51.8% 82.3%

* Variance is change year over year as target is zero.

PRESIDENT & GENERAL MANAGER REPORT FOR MARCH 30, 2016 TRANSLINK BOARD MEETING

STRATEGIC GOALS PROJECTS, INITIATIVES AND OUTCOMES

Modernizing the BC Rapid Transit Company

Continued focus on rail maintenance to ensure a state of good repair (SOGR): - Rail installed at Broadway Station S-Curve (Feb 2016). This completes the 2015 rail replacement project. - 20 rail plugs (20’ to 40’ each) are being installed to remove priority spot defects from track. - Priority areas within the Operations & Maintenance Centre (OMC) yard have been identified, including 150’

of rail and two turnout components (point and stock rail). 25% of this work was completed in Q1 with further work performed in 2016.

Support audit of the rail condition and develop a long term maintenance/replacement plan: - The rail audit report from the National Research Council has been received. The findings and

recommendations will be used to develop the 2017 ten-year capital rail replacement plans. Further renew and modernize the business: - With 50% of maintenance response team approved in the 2016 budget, a team consisting of four duty

managers, one supervisor and five electronic technicians will be implemented latter in 2016. Planning for Evergreen resources and operational impacts: - Activity based work-back plan to support operational readiness for opening day is near completion. A

critical priority is to finalize the headcount required to support the Evergreen extension and obtain budget approval expeditiously to ensure the required staff are hired and trained prior to the opening date (as determined by the Province). Testing & Commissioning (T&C) is underway and fully supported by BCRTC with dedicated testing staff. In Q1, BCRTC also provided the project with three of five married pairs (three 2-car MKI train) requested by the Province to test the new systems.

MK III trains -T&C of the first MKIII train continues; key issue is with the onboard systems monitoring. The second MKIII

train is due to be shipped to the OMC during Q2. Continue to support five remaining station upgrade projects: - Alternate service plans have been prepared for major construction work at Metrotown scheduled for May. - Conflicting resource requirement to support the station upgrade project and scheduled maintenance

continues to be a challenge. BCRTC is working with TransLink to implement a project arm of the business to address this issue.

Replace current BCRTC business/operating applications technology platform: - Work continues with BTS to develop a plan to modernize FoxPro Business applications. BTS continues to

review the complex requirements.


Continue to support the development and implementation of the recommendations from the 2014 Independent Review to further strengthen our resiliency: - Improve quality of MKI PA system – 114 cars complete, 36 underway and scheduled to be completed by the

end of Q2. - Paging/text system and process is in place for an ‘alarm based’ warning system for management staff. A

distribution list of key employees has also been established. - Awaiting delivery of a third demo of a portable programmable message board for the station entrances. A

critical requirement is that it is quick and easy for staff to change or add messaging on the board. - A best practices review with regards to upgrading the guideway instrusion emergency system and installing

Platform Edge CCTVs is complete with a report due in Q2. - Review of system architecture to separate important systems is complete and the report is pending.

Finalize BCRTC asset management system transformation feasibility study: - The consultant is expected to present its recommendations by the end of March.


Engage staff to address the areas identified for improvement from the 2014 Employee Engagement Survey: - Four sub-committees with staff representation from various areas and positions are developing

recommendations that will be presented to the executive by mid-April.


WCE to monitor and focus on performance to better deliver commuter rail service: - Initial results are positive – on-time performance for January 2016 was 98.9%, compared to 86.7% in the

same month of 2015. BCRTC will support the enterprise and further develop key performance indicators and track performance: - BCRTC has developed a Business Plan Progress Tracking sheet that aligns with TransLink’s.

* On-time performance (OTP) is the measure of train trips delivered within 3 minutes and 5 minutes of scheduled departure for SkyTrain and WCE, respectively. After the two major shutdowns on the Expo & Millennium (E&M) Lines in 2014, which severely affected the overall OTP, this past year saw a return to our historical achievement of 95% OTP. Despite experiencing a challenging year with unprecedented maintenance campaigns, station upgrades, additional special events and two major weather events; SkyTrain’s dedication and commitment to improve OTP resulted in a result of 95.9% for 2015, which exceeded its target of 95.30% for the year and the five year average of 95.2%.

WCE’s 2015 OTP of 95.6% was the lowest rate in WCE’s history. A total of 773 station delays were experienced in 2015. CP Rail was responsible for the majority of the delays as a result of a major engineering track infrastructure program during the first quarter and operations issues related to high freight volumes throughout the year.

** In 2015, with a new contractor delivering the mystery shopping program, several enhancements were made to the program to better meet organizational goals and to produce effective timely reporting. SkyTrain’s Performance on most touchpoints has been consistent during 2015, however, the slight drop in ticket vending machine ratings experienced in the third quarter from more frequent service outages was not reversed in the fourth quarter. Transit Police earned perfect scores in three of the four quarters of 2015. WCE survey changed in January 2015 to align with SkyTrain and Canada Line and the scores have been consistently high in 2015 with very positive TrainBus driver rating of 98% in the fourth quarter.

† SkyTrain had 22 lost time accidents (LTAs) of minimal severity in 2015, compared to target of 14 and 19 in 2014. Safety investigations are conducted for each reported injury and recommendations to prevent recurrences are implemented where practicable. WCE has had no employee LTAs for over ten years.

†† Major injuries suffered by SkyTrain passengers of 99 exceeded target of 88 but was slightly lower than prior year result of 101. Preliminary boarded passenger total was below target. Slips and falls continue to have the most serious impact on SkyTrain passenger safety.

WCE had two passenger injuries in 2015, compared to target of one.

∆ 2015 Expo and Millennium Line operating resultΨ of $122.9 million was unfavourable compared to the budget of $120.7 million due to additional SkyTrain Attendants to improve response time should a service disruption occur (as recommended in the Independent Review), additional ticket vending machine maintenance costs as a result of Compass delays, a write-down of capital spare inventory, a revised actuarial valuation of employee future benefits, and additional maintenance of the running rail, offset by position vacancies, lower energy consumption and station painting delays. Total vehicle kilometres of 44.2 million were in line with target. Preliminary boarded passengers were below target.

∆∆ 2015 WCE operating resultΨ of $35.7 million was slightly below budget of $36.2 million due to lower diesel prices, timing differences related to rail car maintenance and a reduction in the Port Moody land lease cost, offset by higher legal and professional fees associated with the infrastructure access and purchase of service contract negotiations, and additional fare collection and parking management costs resulting from Compass delays. Total vehicle kilometres of 1.6 million were in line with target. Preliminary boarded passengers were below target.

Ψ Operating results include allocated costs and exclude depreciation and any retail revenue or third party recoveries.

SkyTrain (excluding Canada Line) West Coast Express (WCE)

Key Performance Indicators YTD

Dec 2014 Actual

YTD Dec2015 Target

YTD Dec2015 Actual

Variance to Target

Fav / (Unfav)

YTD Dec 2014

Actual

YTD Dec 2015

Target

YTD Dec 2015

Actual

Variance to Target

Fav / (Unfav)

On-time performance 94.1% 95.3% 95.9% *0.6% 97.7% 97.8% 95.6% *(2.2%)

Overall mystery shopper score 92.8% 94.0% 98.0% **4.0% 88.3% 87.6% 96.4% **8.8%

Lost time frequency 3.45 3.20 3.57 †(0.37) — — — † — Major passenger injuries per 1m boarded passengers 1.30 1.10 1.28 †† (0.18) 0.38 0.32 0.76 ††(0.44)

Operating costΨ per vehicle km $2.52 $2.74 $2.77 ∆ ($0.03) $13.67 $14.06 $13.89 ∆∆$0.17

Operating costΨ per passenger km $0.143 $0.149 ΨΨ $0.153 ∆ ($0.004) $0.220 $0.189 ΨΨ $0.221 ∆∆($0.032)

TRANSIT POLICE REPORT MARCH 2016 TRANSLINK BOARD MEETING

STRATEGIC GOALS PROJECTS, INITATIVES AND OUTCOMES


2016 Operational Initiatives In support of the TransLink 2016 Strategic priorities, the Transit Police will continue to focus on four operational initiatives in 2016, as follows:

− Sexual Offending (increase accessibility & encourage customers to report incidents; thoroughly investigate and manage crime in relation to sexual offending);

− Mental Illness (suicide prevention, wandering of vulnerable individuals, addressing crime and disorder from individuals suffering from mental illness);

− Workplace Violence/ Frontline Worker Assault/ Bus Operator Assault (reduce bus operator assault and follow-up on threatening behaviour as a precursor to potential assaults);

− System Resiliency (anti-terrorism/ infrastructure protection, including prevention, detection, denial, response, disaster and emergency operations planning, and special events & public order maintenance).

Vulnerable Persons − Transit Police works with its varied partners to support vulnerable persons,

including persons experiencing mental illness, who are on/ around the transit system.

− In January, the Transit Police provided transit security awareness presentations to both the BC Provincial School for the Deaf as well as the Greater Vancouver Association of Deaf Seniors.

− In relation to the operational initiative on mental health, assisting disturbed persons continues to be a significant part of Transit Police work. Transit Police had 2,087 mental health related files in 2015. In January, Transit Police were actively involved in the #BellLetsTalk social media awareness program on mental health.

Page 1 of 4

Explosive Scent Detection Dog Program Development − The Transit Police now has its fourth explosive scent detection dog team. In

February, the public were engaged in a campaign to “name” the 10 month old chocolate Labrador dog. In March, the Transit Police announced the winning name of KONA; KONA means “Lady” in Hawaiian. The student who submitted the winning name is Kiana Onyango who attends Grade 7 at Aberdeen Elementary School in Kamloops, B.C. This public campaign also helped to inform customers of this responsive tool. Quite often, unattended packages are left in and around transit hubs and SkyTrain stations. There also are calls to attend potential bomb threats on the system.

Having our own explosives detection dogs ensures a quick response and allows for preventative patrols in often crowded transit hubs or stations. The Transit Police Dog Service plays an important role in the delivery of a safe and resilient transit system.

Operation Rail Safe − Transit Police commenced planning for local participation in the international

Operation Rail Safe awareness program that launches in March 2016 and includes a number of high visibility event dates. On the specified dates, passengers will see increased police presence along the transit lines along with Transit Security, Station Attendants, and jurisdictional police partners. The goal of this exercise is to enhance emergency readiness and communication capacity of police and security officials who regularly work on or for rail related agencies.

Page 2 of 4


Flexible Service Delivery Model − With the dynamic changes occurring at Marine Drive Station and resulting

increase in police officer duties at that station, a decision was made to switch the Hub focus and key deployment of officers from Bridgeport Station to Marine Drive Station. This intelligence driven change occurred in early February and will enhance service to where it will most benefit those accessing the transit system.

Improving Customer Satisfaction − In Q4 2015, the Transit Police Professional Standards Unit held an inaugural

TransLink Enterprise complaint takers group meeting in an effort to develop relationships and best practices to improve collective response to customer complaints. This group’s work is ongoing.

SMS Texting − The 87 77 77 SMS Texting Program continues to be a

popular and important way for customers to reach Transit Police in a discrete manner to report public disorder and security issues on transit.

− In 2015, there were 2,065 text conversations, a 39% increase from 2014. 72% of those text conversations were converted to police files. In 2015, 5% of all Transit Police files resulted from a text conversation. The Transit Police Communications Center also handled 3,144 transferred calls from CMBC customer service.

Increasing ridership

Feelings of Safety − In 2015, the Transit Police began implementation of the new community-

based Service Delivery Model. That model was adopted, in part, to help enhance feelings and perceptions of safety on the transit system. The first year assessment of the new model will be available in Q2 2016; however, we note that in the TransLink Quarter 4, 2015 Bus, SeaBus and SkyTrain Customer Service Performance Survey showed that ratings for feelings of safety onboard on bus and at bus stops were all up for this quarter. It also showed that feelings of safety onboard on SkyTrain were significantly higher than a year ago.


Command Accountability Review − The Transit Police has a robust performance measurement system in place,

including its monthly Command Accountability Review involving all senior staff. Performance analysis occurs over a broad range of organizational areas, including crimes and disorder, arrests, warrants, police operational activity, fare enforcement, risk management, human resources, finances, fleet, workplace injuries, information technology and communications.

− The 2015 Transit Police Report to the Community is under development and release anticipated by May 2016. Key performance measures and trending will be included in that report.

Page 3 of 4

Building public trust and confidence in TransLink

New Chief Officer − Chief Officer Doug LePard assumed

office on March 7, 2016, with official oath of office ceremony held on March 16, 2016.

− Under the leadership of Chief LePard, the Police Board will commence implementation of its new 2016-2020 Strategic Plan, soon to be published. Three strategic goals will complement the TransLink strategic priorities: 1) A safe and secure transit system 2) Confidence in the use of public

transit 3) Regional services that enhance

local policing and community safety.

Cultural Diversity and Policing − Deputy Chief Officer Kross represents the Transit Police on the Provincial

Committee on Cultural Diversity and Policing (PCCDP). The PCCDP’s primary responsibility is to assist government, police, and communities in creating strong, respectful, and effective partnerships. In January 2016, Transit Police representatives attended a diversity forum at the Justice Institute of British Columbia on Cultural Diversity and Policing: Strengthening Relationships & Identifying Emerging Priorities. The Forum brought together influential community leaders, youth, subject matter experts, as well as senior police and government officials for a dialogue on cultural diversity and policing. The Forum had a particular focus on recruitment, unconscious bias, domestic violence, police/community relations, and youth perspectives. It provided a unique opportunity to engage in meaningful dialogue, network with a broad range of stakeholders, and influence future priorities.

Policing the Evergreen Extension − Deputy Chief Officer Kross recently had meetings with the Port Moody Police

and Police Board, and Coquitlam RCMP to advance coordinated planning for policing and security of the Evergreen Extension and its passengers. In January, Transit Police also provided Crime Prevention Through Environmental Design (CPTED) expertise to TransLink in relation to security of the Evergreen Satellite yard.

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TO: Board of Directors FROM: Cathy McLay, Chief Financial Officer and Executive Vice President Finance and Corporate

Services Christine Dacre, Vice President Financial Services DATE: March 31, 2016 SUBJECT: Environmental Management System Semi-Annual Update – July 1, 2015 to December 31,

2015 PURPOSE The purpose of this Environmental Management System (EMS) summary report is to provide an update on TransLink’s EMS for the period commencing on July 1 2015 and ending on December 31, 2015. BACKGROUND TransLink operating entities use an EMS that conforms to ISO 14001. The TransLink Board approved the EMS in 2003, which provides a structured framework to guide informed decision making and effective management of environmental risks. In accordance with the EMS framework, an EMS summary report and supporting detailed results are provided to the Board on a semi-annual basis. DISCUSSION Each of the subsidiaries and service contractors has a formalized record keeping system to track permit exceedances, as well as reportable and non-reportable releases. Spill reporting is regulated under the BC Spill Reporting Regulations. These regulations include spill reporting requirements for various substances, including the reportable amounts and time frames for reporting to the province. Reportable Releases Coast Mountain Bus Company (CMBC) recorded eight reportable releases during the reporting period (26 for year): seven coolant spills, and one diesel spill. Three of the seven reportable coolant spills were attended by CMBC’s contracted spill responder, who recovered fluids from catch basins. There are multiple criteria for determining when a spill is reportable. For spills into storm sewer catch basins, CMBC reports the spilled material if it could not be recovered and would likely enter the environment. Under the Federal Fisheries Act, any spill entering a fish bearing stream is considered reportable. Nearly all creeks, ditches, waterways in the Lower Mainland are considered fish bearing waters. Other criterion for reporting is based on the Spill Reporting Regulation. The number of reportable releases during this period dropped considerably due to low precipitation levels (compared to January – June). When a spill migrates beyond a catch basin, it is considered reportable regardless of the volume. If the spills occurred during a dry day, it would likely be contained within the catch basin and not enter the storm drainage system and therefore would not require reporting to the Provincial Emergency Program (BC Ministry of Environment). Maintenance Engineering review spills to determine if changes in equipment or engine components are needed to reduce spills, and Fleet Maintenance reviews to determine if procedural changes are needed to prevent spills. This is an ongoing process.

Environmental Management System Semi-Annual Update – July 1, 2015 to December 31, 2015 March 31, 2016 Page 2 of 4 The reportable releases were reported to the Provincial Emergency Program in a timely manner. No long-term soil or groundwater contamination due to these releases is anticipated. The other subsidiaries and service contractors had zero reportable releases during the reporting period. The following graph shows reportable releases from 2006 to December 31, 2015.

H1: January to June | H2: July to December

CMBC Spill Rate Target Although CMBC aims for zero spills, CMBC Executive sets a spill rate target each year based on the previous year’s performance. The spill rate target for reportable and non-reportable spills for 2015 was 10.0 spills per MKm. The spill rate from July to December was 8.35 spills per MKm and the total spill rate for the year 2015 was 9.07 Mkm, which is below the annual spill rate target. Permit Exceedances CMBC recorded one permit exceedance for North Vancouver Transit Centre in August 2015, reported to Metro Vancouver. Iron samples from effluent were measured at 14.5 mg/L, which is above Metro Vancouver’s permitted level of 10 mg/L. This was reported to Metro Vancouver and follow up sampling by CMBC have all been in compliance. It is believed the exceedance was caused by sampling error. BCRTC had no permit exceedances during the reporting period.

0

5

10

15

20

25

H1 H2 H1 H2 H1 H2 H1 H2 H1 H2 H1 H2 H1 H2 H1 H2 H1 H2 H1 H2

2006 2007 2008 2009 2010 2011 2012 2013 2014 2015Reporting Period

Number of Reportable Releases by Operating Company 2006 - 2015

CMBC

BCRTC

WCE

WVTC

Environmental Management System Semi-Annual Update – July 1, 2015 to December 31, 2015 March 31, 2016 Page 3 of 4 The following graph shows the number of permit exceedances by transit centres from 2006 to December 31, 2015.

H1: January to June | H2: July to December Other Environmental Non-Compliances No other environmental non-compliances were reported during this reporting period. Properties Environmental Program – TransLink On April 1, 1999, certain assets were transferred from the Province to TransLink, including land. TransLink established the Properties Environmental Program to assess properties and to remediate lands. Through the Environmental Remediation Agreement between TransLink and the Province, the Province reimbursed TransLink for environmental costs incurred during the period from 1999 to 2012. TransLink has sent the Province proposed scope of works for 2013-2015, under the Properties Environmental Program, including some items carried forward from previous years. Significant work completed during the reporting period (July 1 to December 31, 2015) Oakridge Transit Centre An assessment of requirements for the sale of this site was completed in the fall of 2013; however, further investigation for contamination was required. The investigation began in 2014 and additional contamination has been found on site mainly in the areas of the steam cleaning building and maintenance building. The extent of all site contamination is still being investigated and will continue into early 2016, including reporting. The site will be remediated once activities are moved off the site, and a Certificate of Compliance will be obtained. This project will be covered under the Environmental Remediation Agreement between TransLink and the Province.

012345678

H1 H2 H1 H2 H1 H2 H1 H2 H1 H2 H1 H2 H1 H2 H1 H2 H1 H2 H1 H2

2006 2007 2008 2009 2010 2011 2012 2013 2014 2015

Reporting Period

Number of Permit Exceedances by Transit Centre 2006 - 2015

BCRTC

OTC

NVTC

BTC

STC

RTC

Environmental Management System Semi-Annual Update – July 1, 2015 to December 31, 2015 March 31, 2016 Page 4 of 4 CONCLUSION Although CMBC had more reportable releases for the entire year compared to previous years, this reporting period saw a considerable drop. CMBC remained below the target spill rate. TransLink continues to manage contaminated sites and reduce risks to the environment through the Properties Environmental Program.

TO: Board of Directors

FROM: Cathy McLay, Chief Financial Officer and Executive Vice President Finance and Corporate Services

Christine Dacre, Vice President Financial Services DATE: March 2, 2016

SUBJECT: 2015 Year-End Financial and Performance Report PURPOSE The purpose of this report is to provide an overview of TransLink’s 2015 Financial and Performance results as at December 31, 2015 relative to the targets set and the results for the same period last year. Highlights:

• Year-end Funded Surplus was $200,000, $18.2 million better than budget. • Funded Revenue was $11 million higher than budget mostly due to higher fuel tax and tolls

on the Golden Ears Bridge. • Funded Expenditures were $6.8 million lower than budget. Lower Fuel and Power Costs

($8.6 million) and lower credit card fees relating to the roll-out of Compass ($1.1 million) helped offset additional requirements for maintenance.

• Customer Service rating for the year was 7.5 out of 10. • Compared to 2014, 36,000 additional trips were delivered to our Access Transit Customers

and the number of trips denied decreased by 90 per cent. • After 2 years of either declining or flat ridership, 2015 showed an increase of 1.8 per cent

over 2014.

The 2015 Year-End Financial and Performance Report can be viewed on the TransLink website at: http://www.translink.ca/-/media/Documents/about_translink/corporate_overview/corporate_reports/quarterly_reports/2015/Financial_and_Performance_Report_2015_YearEnd_Report.pdf

http://www.translink.ca/-/media/Documents/about_translink/corporate_overview/corporate_reports/quarterly_reports/2015/Financial_and_Performance_Report_2015_YearEnd_Report.pdf



TO: Board of Directors FROM: Cathy McLay, Chief Financial Officer and Executive Vice President Finance and Corporate Services DATE: March 2, 2016 SUBJECT: 2015 Audited Consolidated Financial Statements PROPOSED RESOLUTION: That the Audit Committee recommends that the TransLink Board of Directors: A. Approves the 2015 Audited Consolidated Financial Statements; and B. Authorizes the Board Chair and Audit Committee Chair to sign the approved 2015 Audited

Consolidated Financial Statements. Under the South Coast British Columbia Transportation Authority Act, the consolidated audited financial statements must be prepared annually for TransLink within 90 days after the end of each fiscal year. TransLink’s fiscal year end is December 31. The 2015 Audited Consolidated Financial Statements are attached. A full discussion of the consolidated statement of financial position and consolidated statement of operations is discussed in a separate report titled “2015 Year-End Financial and Performance Report”. In the opinion of management and KPMG, the attached consolidate financial statements present fairly the financial position and operations of TransLink for the year ended December 31, 2015. Representatives of KPMG attended the Audit Committee meeting to provide an overview and respond to any questions on their audit process and findings.

Consolidated Financial Statements of

SOUTH COAST BRITISH COLUMBIA TRANSPORTATION AUTHORITY

Year ended December 31, 2015

ABCD

KPMG EnterpriseTM Metro Tower I 4710 Kingsway, Suite 2400 Burnaby BC V5H 4M2 Canada

Telephone (604) 527-3600 Fax (604) 527-3636 Internet www.kpmg.ca/enterprise

KPMG LLP is a Canadian limited liability partnership and a member firm of the KPMG network of independent member firms affiliated with KPMG International Cooperative (“KPMG International”), a Swiss entity. KPMG Canada provides services to KPMG LLP.

INDEPENDENT AUDITORS' REPORT

To the Members of the Board of the South Coast British Columbia Transportation Authority

We have audited the accompanying consolidated financial statements of the South Coast British Columbia Transportation Authority (the “Authority''), which comprise the consolidated statement of financial position as at December 31, 2015, the consolidated statements of operations, changes in net debt and cash flows for the year then ended, and notes, comprising a summary of significant accounting policies and other explanatory information.

Management's Responsibility for the Consolidated Financial Statements

Management is responsible for the preparation and fair presentation of these consolidated financial statements in accordance with Canadian public sector accounting standards, and for such internal control as management determines is necessary to enable the preparation of financial statements that are free from material misstatement, whether due to fraud or error.

Auditors' Responsibility

Our responsibility is to express an opinion on these consolidated financial statements based on our audit. We conducted our audit in accordance with Canadian generally accepted auditing standards. Those standards require that we comply with ethical requirements and plan and perform an audit to obtain reasonable assurance about whether the consolidated financial statements are free from material misstatement.

An audit involves performing procedures to obtain audit evidence about the amounts and disclosures in the consolidated financial statements. The procedures selected depend on our judgment, including the assessment of the risks of material misstatement of the consolidated financial statements, whether due to fraud or error. In making those risk assessments, we consider internal control relevant to the Authority’s preparation and fair presentation of the consolidated financial statements in order to design audit procedures that are appropriate in the circumstances, but not for the purpose of expressing an opinion on the effectiveness of the Authority’s internal control. An audit also includes evaluating the appropriateness of accounting policies used and the reasonableness of accounting estimates made by management, as well as evaluating the overall presentation of the consolidated financial statements.

We believe that the audit evidence we have obtained in our audit is sufficient and appropriate to provide a basis for our audit opinion.

Opinion

In our opinion, the consolidated financial statements present fairly, in all material respects, the consolidated financial position of the South Coast British Columbia Transportation Authority as at December 31, 2015 and its consolidated results of operations, consolidated changes in net debt and its consolidated cash flows for the year then ended in accordance with Canadian public sector accounting standards.

Chartered Professional Accountants DATE Vancouver, Canada

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SOUTH COAST BRITISH COLUMBIA TRANSPORTATION AUTHORITY Consolidated Statement of Financial Position (in thousands of dollars) December 31, 2015, with comparative information for December 31, 2014 2015 2014 (note 3) FINANCIAL ASSETS

Cash and cash equivalents $ 249,527 $ 228,735 Accounts receivable (note 8(e)) 102,421 102,644 Restricted cash and investments (note 5(a)) 439,770 361,509 Investments (note 5(b)) 83,573 84,586 Assets held for sale - 4,868 Debt reserve deposits (note 6) 36,407 36,104

911,698 818,446 LIABILITIES

Accounts payable and accrued liabilities (note 8(e)) 241,766 232,478 Debt (note 7) 2,144,102 2,045,356 Deferred government transfer (note 8(a)) 1,124,066 1,201,165 Golden Ears Bridge contractor liability (note 9(a)) 1,050,913 1,051,375 Deferred concessionaire credit (note 10(a)) 572,396 595,669 Employee future benefits (note 11(b)) 110,023 99,875 Deferred revenue and deposits 14,742 1,968 Deferred lease inducements 12,799 13,021

5,270,807 5,240,907 NET DEBT (4,359,109) (4,422,461) NON-FINANCIAL ASSETS

Tangible capital assets (note 12) 4,606,623 4,511,992 Supplies inventory 56,442 51,266 Prepaid expenses 11,719 12,516

4,674,784 4,575,774

Commitments and contingencies (note 13) Accumulated surplus $ 315,675 $ 153,313 See accompanying notes to consolidated financial statements. Approved on behalf of the Board:

Chair Director

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SOUTH COAST BRITISH COLUMBIA TRANSPORTATION AUTHORITY Consolidated Statement of Operations (in thousands of dollars) Year ended December 31, 2015, with comparative information for December 31, 2014 2015 2015 2014 Budget Actual Actual (note 2(t)) Revenue

Taxation (note 16) $ 756,456 $ 772,722 $ 744,157 Transit (note 8(f)) 519,214 511,445 495,609 Golden Ears Bridge tolling 43,580 48,444 41,623 Emissions testing - - 12,047 Government transfers (note 8(a)) 98,992 228,943 90,291 Amortization of deferred concessionaire

credit (note 10(a)) 23,337 23,273 23,273 Interest income 33,353 34,381 34,739 Miscellaneous revenue 3,489 6,102 5,576 Gain on disposal of tangible capital assets 9,388 2,340 6,437 1,487,809 1,627,650 1,453,752

Expenses (note 17) AirCare - - 15,806 Bus division 783,594 770,108 764,137 Corporate 125,137 122,559 85,213 Rail division 358,505 361,129 345,290 Roads & Bridges 185,304 178,308 182,074 Transit Police 33,286 33,184 34,358 1,485,826 1,465,288 1,426,878

Surplus for the year 1,983 162,362 26,874 Accumulated surplus, beginning of year 169,063 153,313 126,439 Accumulated surplus, end of year $ 171,046 $ 315,675 $ 153,313 See accompanying notes to consolidated financial statements.

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SOUTH COAST BRITISH COLUMBIA TRANSPORTATION AUTHORITY Consolidated Statement of Changes in Net Debt (in thousands of dollars) Year ended December 31, 2015, with comparative information for December 31, 2014 2015 2015 2014 Budget Actual Actual (note 2(t)) Surplus for the year $ 1,983 $ 162,362 $ 26,874 Acquisition of tangible capital assets (410,955) (267,619) (228,413) Amortization of tangible capital assets 171,321 168,290 161,472 Gain on disposal of tangible capital assets (9,388) (2,340) (6,437) Net proceeds from disposal of capital assets 13,625 2,642 7,707 Transfer to assets held for sale - - 4,868 Tangible capital assets contributed to municipalities - 3,784 - Write-down of tangible capital assets - 612 - (235,397) (94,631) (60,803) Change in supplies inventory - (5,176) (4,397) Change in prepaid expenses - 797 (3,201) - (4,379) (7,598) (Increase) decrease in net debt (233,414) 63,352 (41,527) Net debt, beginning of year (4,584,111) (4,422,461) (4,380,934) Net debt, end of year $ (4,817,525) $ (4,359,109) (4,422,461) See accompanying notes to consolidated financial statements.

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SOUTH COAST BRITISH COLUMBIA TRANSPORTATION AUTHORITY Consolidated Statement of Cash Flows (in thousands of dollars) Year ended December 31, 2015, with comparative information for December 31, 2014 2015 2014 (note 3) Cash provided by (used for): Operating transactions:

Surplus for the year $ 162,362 $ 26,874 Non-cash changes to operations (note 14) (58,919) 69,333 Net proceeds from disposal of assets held for sale 4,868 14,164 Changes in non-cash operating working capital (note 14) 28,054 (3,887) Net change in cash from operating transactions 136,365 106,484

Capital transactions:

Purchase of capital assets (267,619) (228,413) Net proceeds from disposal of capital assets 2,642 7,707 Net change in cash from capital transactions (264,977) (220,706)

Investing transactions:

(Increase) decrease in restricted cash and investments (78,261) 59,172 Decrease (increase) in investments 1,013 (62,338) (Increase) decrease in debt reserve deposits (303) 3,573 Net change in cash from investing transactions (77,551) 407

Financing transactions:

Debt proceeds 180,750 131,901 Premium (issue costs) on financing 8,461 (1,273) Repayments of debt (92,049) (130,698) Repayments of Golden Ears Bridge contractor liability (462) - Government transfers received for capital additions 130,255 33,323 Net change in cash from financing transactions 226,955 33,253

Increase (decrease) in cash 20,792 (80,562) Cash, beginning of year 228,735 309,297 Cash, end of year $ 249,527 $ 228,735

Supplementary information:

Interest paid $ 176,153 $ 171,621 See accompanying notes to consolidated financial statements.

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SOUTH COAST BRITISH COLUMBIA TRANSPORTATION AUTHORITY Notes to Consolidated Financial Statements (tabular amounts in thousands of dollars) Year ended December 31, 2015

1. Operations:

The South Coast British Columbia Transportation Authority, formerly the Greater Vancouver Transportation Authority, (the “Authority” or “TransLink”) was established in June 1998 as a regional public transportation authority under the South Coast British Columbia Transportation Authority Act (the “Act”) to provide for the planning, funding, management and operation of an integrated regional transportation system for the Greater Vancouver region.

2. Significant accounting policies:

(a) Basis of presentation:

The consolidated financial statements of the Authority have been prepared in accordance with Canadian generally accepted accounting principles for local governments as recommended by the Public Sector Accounting Board (PSAB) of the Canadian Institute of Chartered Accountants.

(b) Basis of consolidation:

The consolidated financial statements include the accounts of the Authority and its active wholly owned subsidiaries as follows:

(i) Coast Mountain Bus Company Ltd. (CMBC) - bus, SeaBus and community shuttle services;

(ii) British Columbia Rapid Transit Company Ltd. (BCRTC) - SkyTrain services on the Expo, Millennium and Canada Lines;

(iii) West Coast Express Limited (WCE)- commuter rail services;

(iv) Transportation Property and Casualty Company Inc. (TPCC) – a captive insurance company which provides insurance liability coverage to the Authority’s operating subsidiaries; and

(v) TransLink Security Management Ltd. (TSML) – transit police services transferred from the TransLink entity to TSML effective March 4, 2013.

The AirCare program ceased operations on December 31, 2014. Pacific Vehicle Testing Technologies Ltd. (PVTT) became an inactive entity in 2015.

All intercompany balances and transactions have been eliminated upon consolidation.

(c) Basis of accounting:

TransLink follows the accrual method of accounting for revenues and expenses. Revenues are recognized in the year in which they are earned and measurable. Expenses are recognized as they are incurred and measurable as a result of receipt of goods or services and/or the creation of a legal obligation to pay. Interest expense is accrued as the obligation is incurred.

SOUTH COAST BRITISH COLUMBIA TRANSPORTATION AUTHORITY Notes to Consolidated Financial Statements (continued) (tabular amounts in thousands of dollars) Year ended December 31, 2015

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2. Significant accounting policies (continued):

(d) Cash and cash equivalents:

Cash and cash equivalents include highly liquid investments with a term to maturity of three months or less at the date of purchase.

(e) Financial instruments:

Financial instruments are initially classified upon initial recognition as a fair value or amortized cost instrument. The fair value category includes derivatives, portfolio investments in equity instruments that are quoted in an active market, and any other items elected by the Authority to be recorded at fair value. All other financial instruments are recorded at amortized cost. Transaction costs are added to the amortized cost or expensed if they relate to instruments recorded on a fair value basis. The effective interest rate method is used to recognize interest.

The Authority does not have any financial instruments that are required or elected to be subsequently recorded at fair value; therefore, all instruments are recorded at amortized cost.

(f) Supplies inventory:

Supplies inventory is valued at the lower of average cost and net realizable value. Cost includes purchase price, import duties, other net taxes, and transport, handling and other costs directly attributable to acquisition. Net realizable value is the estimated current replacement cost.

(g) Tangible capital assets:

Tangible capital assets have been recorded as follows:

(i) Tangible capital assets are recorded at cost, including capitalized interest as described in note 2(i). Cost includes all amounts that are directly attributable to acquisition, construction, development or betterment of the asset, including the purchase price and other acquisition costs such as installation costs, design and engineering fees, legal fees, survey costs, site preparation costs, freight charges, transportation, insurance costs and duties.

(ii) As part of the establishment of the Authority, certain tangible capital assets contributed by the Province of British Columbia and BC Transit were recorded at the estimated fair value at the date of acquisition based on appraisals carried out.

(iii) Major spare parts qualify as tangible capital assets when they are expected to be used for a period exceeding one year.


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(g) Tangible capital assets (continued):

(iv) Amortization is provided on the cost less estimated salvage value on a straight-line basis over a period not exceeding the estimated useful lives as follows: Asset Years Land improvements 30 Buildings 30 Bridges, guideways, stations and tunnels 75 -100 Other supporting systems (tracks, rail, roads, electrical, drainage,

ventilation, tolling) 8 - 40 Vehicles and SeaBus 5 - 40 Equipment 5 - 40 Capital spares 13 - 20

(h) Assets held for sale:

Assets held for sale include real estate properties which are ready and available to be sold and for which there is a market. They are valued at the lower of cost or expected net realizable value.

(i) Capitalization of interest:

Interest costs directly attributable to construction projects and major capital acquisitions are capitalized from the commencement of the capital outlays until the assets are placed into service.

(j) Major Road Network (MRN) expenditures:

Part 2 of the Act provides that the Authority must establish a Major Road Network (MRN), comprising an integrated system of highways throughout the transportation service region, and the Authority must contribute funds to the municipalities for the purpose of constructing and maintaining any part of the MRN within that municipality if certain conditions are met.

Funding related to constructing the MRN is expensed under the heading “capital infrastructure contributions” as the related assets are the property of the appropriate municipalities who assume all the rights and obligations.

Funding related to operating and maintaining the MRN are expensed under the heading “maintenance, materials and utilities”.

For the MRN and Bike (MRNB) programs, the amount of allocated funding contribution to each municipality for construction is determined by the proportion of a municipality’s regional population and employment growth, consistent with the Metro Vancouver Growth Strategy. For the Operations, Maintenance and Rehabilitation funding of the MRN, the amount of annual Operation and Maintenance (O&M) contribution and the annual Pavement Rehabilitation (R) contribution to each municipality are determined by the corresponding set funding rate per lane kilometer of the MRN.


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(k) Pension plans and employee future benefits:

(i) Pension plan:

The Authority, its subsidiaries and employees make contributions to the Public Service Pension Plan (PSPP). These contributions to the PSPP are expensed as incurred.

(ii) Employee future benefits:

Post-retirement and post-employment benefits are available to the majority of the Authority’s employees. The cost of post-retirement benefits is actuarially determined, prorated on service and management’s best estimate of retirement ages and expected health care costs. The cost of post-employment benefits to disabled employees is actuarially determined based on future projected benefits of currently disabled employees. The obligations under these post-retirement and post-employment benefit plans are accrued as the employees render services necessary to earn the future benefits. The measurement date of the accrued benefit obligation coincides with the Authority’s fiscal year. The most recent actuarial valuation of the plans was December 31, 2015. The plans are unfunded and require no contributions from employees. Employer contributions are based upon expected annual benefit payments.

Actuarial gains (losses) on the accrued benefit obligation arise from differences between actual and expected experience and from changes in the actuarial assumptions used to determine the accrued benefit obligation. The net accumulated actuarial gains (losses) is amortized over the average remaining service period of active employees in the consolidated statement of operations. The amortization period of the active employees covered by the post-retirement plan is 12 years (2014 - 11 years) and post-employment plan is 6 years (2014 - 6 years).

(l) Deferred revenue:

The Authority defers the portion of the revenue collected from transit services relating to services not yet rendered. This revenue is recognized in the year in which related services are provided.

(m) Deferred concessionaire credit:

Deferred concessionaire credit represents the funding provided by the Canada Line Concessionaire towards the design and construction phases of the Canada Line in exchange for the right to operate the line over the 30-year operating term. This amount is amortized to income on a straight-line basis over the operating term of the concessionaire agreement which commenced in August 2009 and will expire in July 2040.


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(n) Government transfers:

Restricted transfers from governments are deferred and recognized as revenue as the related stipulations in the agreement are met. Unrestricted transfers are recognized as revenue when received or receivable if the amount to be received can be reasonably estimated and collection is reasonably assured.

A significant portion of the Authority’s government funding for capital purposes is received from the federal government through the Gas Tax program and other similar programs. Under these agreements, the Authority is required to acquire specific transit assets with the funds. The Authority is also required under certain agreements to maintain the assets over a set holding period and repay funds if the associated assets are sold before the end of the holding period.

(o) Liability for contaminated sites:

Contaminated sites are a result of contamination being introduced into air, soil, water or sediment of a chemical, organic or radioactive material or live organism that exceeds an environmental standard. Liabilities are recorded net of any expected recoveries.

A liability for remediation of contaminated sites is recognized when all the following criteria are met:

(i) an environmental standard exists;

(ii) contamination exceeds the environmental standard;

(iii) the Authority is directly responsible or accepts responsibility

(iv) It is expected that future economic benefits will be given up; and

(v) a reasonable estimate of the amount can be made.

The liability is recognized as management’s estimate of the cost of post-remediation including operation, maintenance and monitoring that are an integral part of the remediation strategy for a contaminated site.

(p) Income taxes:

The Authority is a tax exempt corporation, which is exempt from Canadian Federal and British Columbia Provincial income taxes as it is deemed to be a public body performing the function of government in Canada. The Authority’s subsidiaries file on the basis that they are exempt from Canadian Federal and British Columbia Provincial income taxes.

(q) Foreign currency translation:

Transactions of the Authority and its subsidiaries originating in foreign currencies are translated at the rates in effect at the time of the transaction. Monetary assets and liabilities denominated in foreign currencies are translated to Canadian dollars at exchange rates in effect at the statement of financial position dates. Foreign exchange gains and losses are included in income.


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(r) Use of estimates:

The preparation of the consolidated financial statements requires management to make estimates and assumptions that affect the reported amounts of assets and liabilities and disclosure of contingent assets and liabilities at the date of the financial statements and the reported amounts of revenue and expenses during the reporting period. Significant areas requiring the use of estimates include determination of useful lives of tangible capital assets, percentage of completion of construction-in-progress, allowance for doubtful accounts receivable, obsolete inventory, determination of employee future benefits, liability for contaminated sites, self insurance liability provisions and provisions for legal contingencies. Actual results could differ from those estimates.

(s) Segment disclosure:

A segment is defined as a distinguishable activity or group of activities of a government for which it is appropriate to separately report financial information to achieve the objectives of the standard. TransLink has provided definitions of segments used and presented financial information in the segmented format (note 16). The Business Technology, Human Resource, payroll and administrative services costs are managed by the Corporate segment and allocated among the operating segments, as appropriate. Interest has been allocated based on the allocated depreciation.

(t) Budget data:

The budget data presented in these consolidated financial statements were approved by the Board of Directors on February 16, 2015.

3. Recast of comparative figures:

During the year, the Authority determined that an adjustment was required to correct the classification of certain financial instruments in its comparative figures. This adjustment is immaterial to the financial statements as a whole. Money market mutual funds were reclassified from Investments to Cash and cash equivalents as these instruments are considered highly liquid investments. This reclassification increased Cash and cash equivalents by $63,131,000 as at December 31, 2014 (January 1, 2014 - $61,539,000) resulting in a Cash and cash equivalents balance of $228,735,000 as at December 31, 2014 (January 1, 2014 - $309,297,000).

4. Adoption of new accounting policy:

On January 1, 2015, the Authority adopted PS 3260 Liability for Contaminated Sites. The standard was applied on a prospective basis and resulted in the recognition of a liability of $1,770,000 which has been included in accounts payable and accrued liabilities at December 31, 2015 and a corresponding increase in expenses for the year ending December 31, 2015.


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5. Restricted and unrestricted investments:

The Authority holds investments consisting of term deposits, money market instruments, and bonds held at various financial institutions.

All these investments are recorded at amortized cost. The bonds had an average initial term of 104 months (2014 – 80 months) and an average remaining term to maturity of 89 months (2014 – 66 months). All bonds held by the Authority as at December 31, 2015 and 2014 were rated A or higher.

Details of effective and coupon rates of the government and corporate bonds are as follows:

2015 2014 Effective Coupon Effective Coupon rates rates rates rates % % % % Weighted average rate 2.22 3.10 2.20 2.76 Interest rate range 0.95 - 4.51 0.95 - 5.60 1.20 - 4.51 1.47 - 5.00

(a) Restricted cash and investments:

2015 2014 Unspent government transfers:

Cash and cash equivalents $ 34,705 $ 107,843 Investments

Term deposits and money market instruments 150,386 43,163 Bonds 136,918 134,273

Total unspent government transfers 322,009 285,279 Self-administered sinking funds:

Cash and cash equivalents 18 1,296 Bonds maturing beyond one year 117,743 74,934 Total self-administered sinking funds 117,761 76,230

Total restricted cash and investments $ 439,770 $ 361,509

Unspent government transfers consists of $320,009,000 (2014 - $283,279,000) of unspent Gas Tax funds and $2,000,000 (2014 - $2,000,000) of other contributions.

(b) Unrestricted investments:

2015 2014 (note 3)

Investments: Term deposits & money market instruments $ 60,943 $ 60,606 Bonds 22,630 23,980

Total investments $ 83,573 $ 84,586


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6. Debt reserve deposits and callable demand notes:

The Authority is required to pay the Municipal Finance Authority of British Columbia (“MFA”) debt reserve deposits into a debt reserve fund of 1% (2% prior to 2007) of the face value of each debenture borrowing from the MFA. These are interest bearing restricted funds administered by the MFA and are only refundable once the respective debt issue has been fully repaid.

If at any time the MFA does not receive sufficient funds to meet payments or sinking fund contributions due on the Authority’s debt obligations, the interest and principal payments or sinking fund contributions will be deducted from this debt reserve fund.

In addition to the debt reserve deposit, the Authority is required by the MFA to issue a non-interest bearing demand note for an amount equal to one-half the average annual installment of principal and interest relative to any debt borrowed less the debt reserve deposit. The demand notes payable to the MFA are callable only if, in the event of a default by the Authority or Metro Vancouver (the interposed significant lender over the Authority’s long term debt), there are insufficient funds in the Authority’s debt reserve deposit held at the MFA to meet a required interest, principal payment or sinking fund contribution. As the Authority is in full compliance with its debt payments and no such call has been made by the MFA on these demand notes, their face value have not been recorded as a liability on the consolidated statement of financial position. At year end, the maximum value of the demand notes totaled $45,786,000 (2014 - $46,727,000).

7. Debt:

2015 2014 Unsecured commercial paper, due next 12 months $ 119,590 $ 89,587 Unsecured sinking fund bonds held by the MFA, weighted

average coupon rate of 4.32% (effective rate 4.40%), maturing at various dates from 2016 to 2036, 10 to 30 year term 1,495,075 1,515,184

Less: MFA administered debt sinking funds (683,920) (617,098) Unsecured serial debenture held by the MFA, coupon rate of

5.10% interest payable semi-annually (effective rate 5.19%), maturing in 2025, principal repayment of approximately $2 million annually, 20 year term 26,162 28,447

Unsecured bullet maturity bond series TL-1, interest rate 3.80% (effective rate 3.88%), maturing 2020, original 10 year term 298,902 298,704



Unsecured bullet maturity bond series TL-4, interest rate 4.45% (effective rate 4.27%), maturing 2044, original 30.5 year term 221,672 148,914

Unsecured bullet maturity bond series TL-5, interest rate 3.05% (effective rate 3.06%), maturing 2025, original 10.5 year term 214,915 128,919

Capital lease, weighted average implicit rate of 2.73%, maturing at various dates from 2016 to 2018 1,665 2,655

$ 2,144,102 $ 2,045,356


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7. Debt (continued):

The Authority has an unsecured revolving credit facility with a syndicate of Canadian financial institutions totaling $500 million which will expire on March 23, 2019. The credit facility is to be used primarily as a liquidity backstop of commercial paper and provides for loans at varying rates of interest based on certain benchmark interest rates, specifically the Canadian prime rate and the Canadian bankers’ acceptance rate, and on the Authority’s credit ratings at the time of drawdown. The Authority is also required to pay commitment fees, which are also dependent on the Authority’s credit ratings. This credit facility has no financial covenants or requirement to maintain a specific credit rating and was not drawn upon in 2015.

The Authority’s unsecured commercial paper program is backstopped by the abovementioned syndicated credit facility which enables it to issue commercial paper up to a maximum aggregate of $500 million. As at December 31, 2015, $119,590,000 (2014 - $89,587,000), was owed under this commercial paper program at an average interest rate of 0.741% (2014 - 1.157%) and is due for repayment in January 2016 (2014 - January 2015).

The future debt payments, future actuarial interest on the MFA sinking fund payments and unamortized premium / issue costs are summarized as follows:

Sinking Fund Serial Bullet Commercial Bonds Held Debenture Maturity Capital Paper by MFA Held by MFA Bonds Leases Total Future Payments:

2016 $ 120,000 $ 59,382 $ 2,345 $ - $ 1,218 $ 182,945 2017 - 53,266 2,405 - 396 56,067 2018 - 44,012 2,466 - 51 46,529 2019 - 36,357 2,529 - - 38,886 2020 - 34,700 2,593 300,000 - 337,293 Thereafter - 232,969 13,992 880,000 - 1,126,961

Future actuarial interest - 353,249 - - - 353,249 Less: Unamortized premium /

(issue costs) (410) (2,780) (168) 5,530 - 2,172

Total $ 119,590 $ 811,155 $ 26,162 $ 1,185,530 $ 1,665 $ 2,144,102


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8. Transfers from other governments:

(a) Deferred government transfer:

Balance at Net Balance at January 1 Contributions Interest administrative Recognized December 31, 2015 received earned cost as revenue 2015 Capital project funding:

Gas Tax funding $ 517,562 $ 122,564 $ 3,953 $ 17 $ (171,790) $ 472,306 Canada Line funding 571,478 - - - (23,244) 548,234 Building Canada fund 74,669 3,061 - - (3,785) 73,945 Public Transit fund 17,130 - - - (3,758) 13,372 Public Transit

Infrastructure fund 7,835 - - - (1,740) 6,095 Transit Secure fund 8,083 - - - (794) 7,289 Urban Transportation

Showcase 3,091 - - - (687) 2,404 Miscellaneous programs 1,317 660 - - (1,556) 421 1,201,165 126,285 3,953 17 (207,354) 1,124,066

Operating funding:

Canada Line Operating Fund - 19,238 - - (19,238) -

Properties Environmental Program - 1,565 - - (1,565) -

Other cost sharing projects - 786 - - (786) - - 21,589 - - (21,589) -

Total $1,201,165 $ 147,874 $ 3,953 $ 17 $ (228,943) $ 1,124,066

The balance at December 31, 2015 of $1,124,066,000 consists of $320,009,000 (2014 - $283,279,000) of unspent Gas Tax funds, $2,000,000 (2014 - $2,000,000) of Canada Line capital project funding and $802,057,000 (2014 - $915,886,000) of funds that have been spent and are recognized as revenue as the related stipulations in the agreement are met.

(b) Gas Tax funding:

The Authority receives funding annually from the Government of Canada via a Gas Tax funding agreement between the Authority and the Union of British Columbia Municipalities (“UBCM”).

The Authority is required to spend the funds on defined tangible capital assets to support the mandate, as prescribed in the agreement.

During the year, the Authority entered into a new funding agreement with UBCM (the “Agreement”).

Under the terms of the Agreement, for tangible capital assets acquired prior to April 1, 2014, the Authority is required to continue to retain title to the ownership of the infrastructure for a period of 10 years, or the useful life of the asset, if less than 10 years. Accordingly, once the contributions are spent on eligible items and the assets are placed into service, the contributions are amortized to revenue over 10 years, or the assets’ useful life if less than 10 years.

Tangible capital assets acquired on or subsequent to April 1, 2014 are not subject to stipulations and the contributions are recognized in revenue when the funds are spent on eligible items. As a result of the new agreement executed during the year, the Authority recognized $44,100,000 in revenue for funds spent on eligible items from April 1, 2014 to December 31, 2014.


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8. Transfers from other governments (continued):

(b) Gas Tax funding (continued):

Receipts and disbursements for the year are as follows:

2015 2014 Opening balance, unspent funds $ 283,279 $ 327,641 Add: Amount received during the year 122,564 - Interest earned 3,953 4,434 Less: Amount spent on designated public transit projects (89,804) (48,772) Net administrative costs 17 (24) Closing balance, unspent funds $ 320,009 $ 283,279

(c) Canada Line funding:

The Authority has received certain contributions for the Canada Line infrastructure from the federal and provincial government with the stipulation that TransLink operate and maintain the Canada line for a minimum of 30 years, equal to the operating agreement with the concessionaire. As such, the Authority recognizes the revenue from the contributors over the holding period of 30 years.

(d) Building Canada Fund:

The Building Canada Fund was established by the Federal Government to provide strategic funding to infrastructure projects managed by Canadian provinces, territories and municipalities. Through an agreement with the Province, the Authority obtains funding from the Major Infrastructure Component of the Building Canada Fund which supports various projects related to public transit. In addition to the federal funds, the Authority also receives Provincial funding for certain Building Canada Fund related projects.

Under the agreement, if any of the assets acquired are disposed or used in a manner other than as described in their request for funding, the Authority is required to return a portion of the contribution to the Province as follows: Up to 1 year Reduction in after the project refund each Portion of contribution refund completion date year afterward Fixed assets (non-movable) 100% 4% Non-fixed assets (movable) 100% 10% Accordingly, the Authority recognizes the revenue over the stipulation periods of 10 or 25 years.


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8. Transfers from other governments (continued):

(e) Working capital balances:

2015 2014 Trade accounts receivable $ 39,217 $ 33,275 Due from Federal Government 6,173 5,253 Due from Province of British Columbia 49,227 56,807 Due from Regional Districts 5,576 5,103 Due from other Authorities 2,228 2,206 Accounts receivable $ 102,421 $ 102,644 2015 2014 Trade accounts payable $ 205,744 $ 191,793 Due to Federal Government 4,683 2,456 Due to Province of British Columbia 419 719 Due to Regional Districts 25,116 31,875 Due to other Authorities 5,804 5,635 Accounts payable and accrued liabilities $ 241,766 $ 232,478

(f) Transit revenue:

Included in transit revenues is $10,887,000 (2014 - $10,887,000) of contributions from the provincial government to assist with administering the U-Pass program and to offset any lost transit revenues.

9. Golden Ears Bridge:

(a) Golden Ears Bridge (“GEB”) Contractor Liability:

In 2006, the Authority entered in a fixed-price contract with the Golden Crossing General Partnership (the “GCGP”) to design, construct, finance, operate, maintain and rehabilitate the GEB. The contract was executed in March 2006 and terminates in June 2041.

The GEB Contractor Liability to finance the construction is repaid by the Authority over the operating term as follows: 2015 2014 Opening balance $ 1,051,375 $ 1,045,059

Add: Interest accretion on contractor liability to last payment date 67,113 67,590

Less: Payments made (67,575) (61,274)

Ending balance $ 1,050,913 $ 1,051,375


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9. Golden Ears Bridge (continued):

(a) Golden Ears Bridge (“GEB”) Contractor Liability (continued):

As the last monthly payment of the year was made on December 8, 2015, the interest accrual from December 9 to 31, 2015 of $4,211,000 (2014: $4,166,000) is included in accounts payable and accrued liabilities.

Capital and interest payments to the GCGP commenced on substantial completion of the project. The nominal (based on 2005 dollars) monthly blended capital and interest payments, prior to escalation for the CPI index, are $4,792,000 (2014 - $4,792,000).

The obligation to the GCGP bears interest at an effective rate of 6.70% per annum. The effective interest rate is the implicit interest rate, which establishes the net present value of the payment stream equal to the cost of the bridge, considering future payments adjusted by the forecasted CPI index with an estimated annual inflation rate of 2%. The estimated payments in the next five years are as follows:

Capital and interest 2016 $ 70,175 2017 71,578 2018 73,018 2019 74,477 2020 75,977

(b) Operating agreement with GCGP:

The Authority also pays the GCGP a monthly Operating, Maintenance, Rehabilitation (OMR) fee of $316,198 (based on 2005 dollars), which escalates based on a CPI index. Including an estimated 2% inflation rate per annum, the OMR payments to GCGP in the next five years are expected to be as follows:

OMR 2016 $ 4,630 2017 4,723 2018 4,818 2019 4,914 2020 5,013

(c) Agreement with V-Flow Tolling Inc. (“V-Flow”):

The Authority has a contract with V-Flow to design, furnish, install, test, operate and maintain a toll system for the GEB on behalf of the Authority. The contract expires on July 15, 2016, with the Authority having the option to extend the term of the contract for an additional year.

Subsequent to year end, the Authority opted to extend its contract with V-Flow for another year.

Payments to V-Flow under the contract terms consist of fixed and variable components and are adjusted periodically based on a CPI index. The fixed component of the remaining payments under the contract from January 2016 to July 2017 totals $4,370,000, as is broken down as follows:


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9. Golden Ears Bridge (continued):

(c) Agreement with V-Flow Tolling Inc. (“V-Flow”) (continued): Fixed Component January 1, 2016 to July 15, 2016 $ 1,404 July 16, 2016 to July 15, 2017 2,966

10. Canada Line:

The Canada Line is a light rail rapid transit line that links central Richmond, the Vancouver International Airport and downtown Vancouver. The concessionaire (InTransit BC) is contracted to operate the Canada Line from August 2009 to July 2040.

(a) Deferred concessionaire credit:

The deferred concessionaire credit represents contributions made by the concessionaire to design and construct the Canada Line in exchange for the right to operate. This amount is being amortized over the concession term which ends July 2040.

2015 2014 Opening balance $ 595,669 $ 618,942 Less: amortization (23,273) (23,273)

Closing balance $ 572,396 $ 595,669

(b) Operating commitments:

Base operational and maintenance payments to the Canada Line Concessionaire (with 2003 being the base year), prior to adjustments for operational metrics and inflation, are as follows: Each 28-day period January 2016 to December 2034 $ 6,409 January 2035 5,236 February 2035 to January 2040 4,064 February 2040 2,371

The total estimated base operating and maintenance payments, excluding taxes, to the Concessionaire for each of the next five years adjusted for certain operational metrics and inflation, are as follows: 2016 $ 108,000 2017 110,000 2018 112,000 2019 114,000 2020 116,000


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10. Canada Line (continued):

(b) Operating commitments (continued):

The base operating and maintenance payments are subject to special events and passenger volume adjustments as well as quality and availability deductions according to the provisions of the contract.

(c) Operating contributions:

The Province of British Columbia has committed to provide funding of $1,478,000 at each 28 day period for 395 periods to November 2039 related to the Canada Line operating expenses, which is approximately $19.3 million per annum subject to quality and availability deductions. The funding received in 2015 was $19,238,000 (2014 - $19,214,000).

11. Pension plans and employee future benefits:

(a) Pension plans:

The Authority and its subsidiaries contribute to the Public Service Pension Plan (the “Plan”), which is a multi-employer defined benefit plan, together with other British Columbia public service employers, in accordance with the Public Sector Pension Plans Act.

The British Columbia Pension Corporation administers the Plan, including the payment of pension benefits and other post-retirement benefits, on behalf of the employers and the employees to whom the Act applies. The long-term funding of the Plan is based on the level contribution method. Using this method, employer contribution rates are set out so that, in combination with member contributions, they will fully pay for benefits earned by the typical new entrants to the Plan and will maintain the Plan’s unfunded accrual liability (UAL) for funding purposes, if any, as a constant percentage of employer payroll. The actuary does not attribute portions of the UAL to individual employers. Contributions to the Plan are expensed in the year when payments are made. Every three years, an actuarial valuation is performed to assess the financial position of the Plan and the adequacy of plan funding. The latest full actuarial valuation for the Public Service Pension Plan, which was carried out as at March 31, 2014, resulted in a surplus of $201,643,000. The total expense recorded in the consolidated financial statements, in respect of pension contributions to the Plan, amounts to $42,643,000 (2014 - $40,556,000).

(b) Employee future benefits:

(i) Post-retirement:

In addition to the post-retirement benefits provided by the Plan, the Authority, CMBC and TSML continue to provide life insurance benefits to eligible retired employees.

In fiscal 2011, PSPP officially announced that effective April 1, 2012 it will no longer subsidize the Retiree MSP for Retirees and their dependents and extended health benefits for the Retiree’s dependents. As per the COPE collective agreements, the benefits are the responsibility of TransLink and CMBC and therefore, the Authority funds (for eligible retired COPE employees) the remaining cost of MSP and extended health, which is not paid by the PSPP.


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11. Pension plans and employee future benefits (continued):

(b) Employee future benefits (continued):

(i) Post-retirement (continued):

In the collective agreement between TSML and the Transit Police Professional Association (“TPPA”) union ratified on November 27, 2014, the parties eliminated the MSP and extended health retiree benefits for new employees. Employees with one complete year of service or more as of November 27, 2014 were eligible for retirement benefits as follows:

employees with at least 10 consecutive years’ service at TSML and eligible to retire on pension with TSML as of December 31, 2018 who elected by May 26, 2015 to retire on or before December 31, 2018.

all other eligible employees were paid a lump-sum of $750 per year of service calculated as of November 27, 2014.

BCRTC also sponsors a post-retirement plan which provides MSP coverage, extended health and dental benefits to eligible retired employees.

The total expense recorded in the consolidated financial statements, in respect of obligations under these plans, amounts to $10,533,900 (2014 - $10,433,200).

(ii) Post-employment:

The Authority, CMBC and TSML provide MSP, extended health, dental and life insurance benefits to employees on approved long-term disability leave (post-employment benefits).

BCRTC provides MSP, extended health, dental, life insurance and pension benefits to employees on approved long-term disability leave.

Effective December 24, 2012, WCE employees on approved long-term disability leave receive MSP, extended health, dental and life insurance benefits.

The total expense recorded in the consolidated financial statements for the year, in respect of obligations under these plans, amounts to $3,730,400 (2014 - $4,069,300).

(iii) Summary of the Authority’s post-retirement and post-employment plans is as follows: Post-retirement Post-employment Total Total benefits benefits 2015 2014 Accrued benefit obligation $ 95,611 $ 20,297 $ 115,908 $ 109,584 Unamortized net

actuarial (loss) gain (16,370) 10,485 (5,885) (9,709) Accrued benefit liability $ 79,241 $ 30,782 $ 110,023 $ 99,875 The accrued benefit liabilities are not funded.


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11. Pension plans and employee future benefits (continued):

(b) Employee future benefits (continued):

(iv) The expense for the year is comprised of the following components: Post-retirement Post-employment Total Total benefits benefits 2015 2014 Current period benefit cost $ 5,135 $ 5,606 $ 10,741 $ 9,767 Interest cost 3,264 647 3,911 4,259 Amortization of actuarial

(gains) and losses 2,135 (2,523) (388) 476 Net expense $ 10,534 $ 3,730 $ 14,264 $ 14,502

Actuarially determined payments (1,678) (2,438) (4,116) (3,709) Change in accrued benefit liability $ 8,856 $ 1,292 $ 10,148 $ 10,793

(v) The significant assumptions used are as follows:

2015 2014 % %

Discount rates 2.9 – 3.6 2.9 - 3.4 Expected health care cost trend rates 4.4 – 6.9 4.4 - 7.1

12. Tangible capital assets: Balance at Balance at January 1, Write-down December 31, Cost 2015 Additions Disposals of assets 2015

Land $ 320,022 $ 361 $ (3,827) $ - $ 316,556 Land improvements 41,648 - - - 41,648 Buildings 234,115 252 - - 234,367 Bridges, guideways, stations

and tunnels 2,178,268 - - - 2,178,268 Other supporting systems 777,888 71,033 - - 848,921 Vehicles and SeaBus 1,429,610 50,898 (11,212) - 1,469,296 Equipment 528,059 112,128 (1,662) - 638,525 Capital spares 5,354 1,055 (437) (842) 5,130 Tangible capital projects

in progress 396,213 31,892 - - 428,105 Total $ 5,911,177 $ 267,619 $ (17,138) $ (842) $ 6,160,816


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12. Tangible capital assets (continued): Balance at Balance at January 1, Write-down December 31, Accumulated amortization 2015 Additions Disposals of assets 2015

Land $ - $ - $ - $ - $ - Land improvements (18,030) (1,430) - - (19,460) Buildings (95,878) (7,206) - - (103,084) Bridges, guideways, stations and

tunnels (120,845) (22,305) - - (143,150) Other supporting systems (157,150) (28,311) - - (185,461) Vehicles and SeaBus (697,714) (75,661) 11,118 - (762,257) Equipment (308,173) (33,015) 1,662 - (339,526) Capital spares (1,395) (362) 272 230 (1,255) Total $ (1,399,185) $ (168,290) $ 13,052 $ 230 $ (1,554,193) Balance at Balance at January 1, December 31, Net Book Value 2015 2015

Land $ 320,022 $ 316,556 Land improvements 23,618 22,188 Buildings 138,237 131,283 Bridges, guideways, stations

and tunnels 2,057,423 2,035,118 Other supporting systems 620,738 663,460 Vehicles and SeaBus 731,896 707,039 Equipment 219,886 298,999 Capital spares 3,959 3,875 Tangible capital projects

in progress 396,213 428,105 Total $ 4,511,992 $ 4,606,623

Included in tangible capital assets is capital leased equipment with a net book value of $3.3 million (2014 - $4.7 million).

Interest capitalized during the year ended December 31, 2015 amounted to $10.8 million (2014 - $8.5 million).

As at December 31, 2015, the net book value of Expo and Millennium Line guideways or system improvements totaled $320.0 million (2014 - $183.1 million) of which $236.0 million (2014 - $146.5 million) relates to improvements on the assets that are leased/licensed from the Province. The guideways are leased/licensed from the Province for nominal proceeds and the Authority is responsible for operations and maintenance. The Expo and Millennium line leases expire in 2018 and 2017, respectively. Both leases have available renewal options and agreements have been negotiated to provide the Authority with reimbursement of the unamortized cost of capital improvements to the assets that are leased/licensed from the Province should the leases not be renewed. As the Authority expects to either renew the leases or be reimbursed for any unamortized costs, the improvements are included in the equipment category and are being amortized over their expected useful lives and not the term of the lease.

BC Transit leases to TransLink all of its interests (owned and otherwise) with respect to the West Coast Express properties and infrastructure. As at December 31, 2015, the net book value of West Coast Express improvements totaled $4.3 million (2014 - $4.5 million).


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12. Tangible capital assets (continued):

As at December 31, 2015, the net book value of the Evergreen project totaled $227.7 million (2014 - $162.2 million). A Funding and Support Agreement dated November 15, 2012 (amended March 13, 2014) with the Province and BC Transportation Funding Authority specifies that TransLink will operate the line as part of the transportation network and receive upon completion of construction specific Evergreen Line assets in exchange for its contributions to the project.

13. Commitments and contingencies:

(a) Operating leases:

The Authority is committed to annual lease payments in respect of office premises, in the following amounts: Total 2016 $ 15,355 2017 15,589 2018 15,649 2019 13,183 2020 10,877 $ 70,653

Included in the payment schedule above are certain commitments that extend beyond 2020. Significant commitments beyond 2020 are as follows:

(i) The Authority has a premise lease with the Brewery District Investments Ltd. for the head office of TransLink and TSML which ends in 2033. The monthly commitment for basic rent and operating costs subsequent to year 2020 ranges from $735,000 to $785,000.

(ii) The Authority also has a lease for the SeaBus terminal which ends in July 2031. The monthly commitment amount is $11,000.

(b) WCE – lease and operating commitments:

In connection with operating the Commuter Rail System, the operating commitment for WCE include train operations, rolling stock maintenance, land leases, ticket vending and parking management and miscellaneous services.

The following summarizes the WCE operating commitments:

2016 $ 15,053 2017 14,110 2018 13,928 2019 11,852 2020 10,908

$ 65,851

Subsequent to 2020, monthly operating commitments for WCE are $418,000 to $501,000 for 2021 to 2025.


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13. Commitments and contingencies (continued):

(c) Operating commitment with Cubic Transportation System Inc.

The Authority has a contract with Cubic Transportation Systems Inc. (“Cubic”) to operate its transit fare system. The contract expires in January 2026 with the Authority having the option to extend the term of the contract for an additional five years.

Base payments to Cubic under the contract terms for operations and maintenance are adjusted periodically based on a CPI index. The base payments prior to adjustments for operational metrics based on 2011 dollars are as follows:

Fixed Component

2016 $ 11,415 2017 10,792 2018 11,096 2019 11,321 2020 11,651

56,455 Subsequent to 2020, the fixed monthly payments range from $964,000 to $1,120,000 for 2021 to 2025.

(d) Diesel fuel purchase:

The Authority has entered into multiple fixed price future agreements for diesel purchase volumes up to January 2017. The approximate total payment relating to the fixed price future agreements for the contracted purchase volumes is $9,750,000.

(e) Major Road Network (“MRN”) Capital Funding:

The Authority has signed several funding agreements with municipalities on major MRN projects. At December 31, 2015, the net amount of MRN capital infrastructure contributions committed and not paid is $6,300,000 (2014 - $10,720,000). This amount will be paid to the municipalities upon completion of their projects.

(f) Lawsuits and claims:

As at December 31, 2015, a number of lawsuits and claims, arising in the ordinary course of business, have been initiated against the Authority. Management is of the opinion that sufficient provisions net of any recoveries have been made in the financial statements for any lawsuits and claims made against the Authority, except as noted below.


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13. Commitments and contingencies (continued):

(f) Lawsuits and claims (continued):

A number of lawsuits commenced against TransLink and/or its subsidiary, CLCO, in relation to the Canada Line project remain outstanding. The Authority does not believe that reasonable estimates of any potential losses can be estimated at this time and therefore, no provisions have been made in the consolidated financial statements for the following:

A class action lawsuit filed by Cambie area merchants, where no specific amount has been claimed at this time. The trial of the first phase of this class action concluded April 2, 2015. Reasons for Judgment were delivered November 6, 2015. Most of the claims of the merchants were dismissed. The Court’s decision allows for certain claims of lesser value to be advanced, however, neither the number of claims to be advanced in the future nor the amount of these claims can be estimated at this time.

A lawsuit filed by a number of Cambie area merchants, where no specific amount has been claimed at this time.

Two additional lawsuits each filed by individual Cambie area merchants, where no specific amount has been claimed at this time.

Once a reasonable estimate of the potential liability, if any, is determined, a provision will be recognized.

(g) Other capital and inventory commitments:

At December 31, 2015, $305,700,000 has been contractually committed for other capital projects and inventory (2014 - $372,980,000). Of the total capital commitment, $162,500,000 (2014 - $222,491,000) relates to the Evergreen Line Funding and Support Agreement signed on November 15, 2012 with the Province and BC Transportation Funding Authority (note 12).


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14. Statement of cash flows: 2015 2014 Non-cash changes to operations:

Amortization of capital assets $ 168,290 $ 161,472 Amortization of bond discount 1,380 1,244 Amortization of debt issue cost 204 233 Amortization of deferred concessionaire credit (note 9a) (23,273) (23,273) Amortization of deferred government transfers (note 7a) (207,354) (70,259) Amortization of deferred lease inducements and deferred rent (222) 37 Tangible capital assets contributed to municipalities 3,784 - Interest accretion (net of payments) on contractor liability - 6,316 Write-down of tangible capital assets 612 - Gain on disposal of tangible capital assets (2,340) (6,437)

$ (58,919) $ 69,333 Changes in non-cash operating working capital

Decrease (increase) in accounts receivable 223 (5,541) Increase in supplies inventory (5,176) (4,397) Decrease (increase) in prepaid expenses 797 (3,201) Increase in accounts payable and accrued liabilities 9,288 4,036

Increase (decrease) in deferred revenue and deposits 12,774 (5,577) Employee future benefit payable 10,148 10,793

$ 28,054 $ (3,887)

15. Financial instruments:

(a) Credit, interest and foreign exchange risk:

Unless otherwise noted, it is management’s opinion that the Authority is not exposed to any significant credit or interest rate risk as a result of these financial instruments. Interest rate risk related to the Authority’s debt will be subject to the market interest rates at the date of refinancing, but this risk is mitigated by spreading maturities of borrowings over multiple years and also regularly making contributions to sinking funds in order to repay all long-term bullet debt over a pre-determined amortization period. The Authority’s operations are all based in Canada and exposure to foreign exchange fluctuations is not significant.


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15. Financial instruments (continued):

(b) Fair values:

The fair values of certain debt and assets are represented in the table below. Management considers term deposits and money market instruments carrying amounts to approximate fair values. For all other classes of financial instruments presented in these consolidated financial statements, management considers the carrying amounts approximate the fair values. 2015 Fair Values Book Values Assets:

Debt reserve fund with the MFA $ 36,772 $ 36,407 Restricted investments:

Unspent government transfers - bonds 136,938 136,918 Self-administered sinking funds - bonds 123,449 117,743

Unrestricted investments:

Bonds 22,687 22,630 Liabilities:

MFA Debt (net of MFA administered sinking funds) 916,599 837,317 Bullet Maturity Bonds 1,295,683 1,185,530 Golden Ears Bridge Contractor Liability 1,487,853 1,050,913

2014 Fair Values Book Values Assets:

Debt reserve fund with the MFA $ 36,176 $ 36,104 Restricted investments:

Unspent government transfers - bonds 134,278 134,273 Self-administered sinking funds - bonds 80,380 74,934

Unrestricted investments:

Bonds 24,058 23,980 Liabilities:

MFA Debt (net of MFA administered sinking funds) 1,024,379 926,533 Bullet Maturity Bonds 1,138,795 1,026,581 Golden Ears Bridge Contractor Liability 1,511,888 1,051,375


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16. Taxation revenue: 2015 2014 Fuel Tax $ 356,834 $ 340,104 Property Tax 314,659 306,578 Parking Sales Tax 63,334 59,971 Hydro Levy 20,065 19,572 Replacement Tax 17,830 17,932 Total $ 772,722 $ 744,157

17. Segmented Information:

Bus division

Fixed route bus services, SeaBus service and custom transit are delivered through TransLink’s wholly-owned subsidiary, Coast Mountain Bus Company Ltd., and various contractors that operate the Community Shuttle routes, West Vancouver Blue Bus, and HandyDART.

Corporate

TransLink corporate is the organization’s head office, responsible for organizational leadership and oversight, and the development and undertaking of TransLink’s strategic transportation and financial plans. Other functions centralized at the corporate office include capital project approvals, legal services, information systems, corporate finance, transportation systems planning, internal audit, marketing, public affairs, government relations, real estate services and the transportation demand management program.

Rail division

Automated light rail and commuter train services are provided by TransLink’s wholly-owned subsidiaries, British Columbia Rapid Transit Company Ltd. and West Coast Express Ltd., and through the concession agreement for the Canada Line.

Roads and Bridges

TransLink owns and operates the Knight Street Bridge, Pattullo Bridge, Westham Island Bridge, and the Golden Ears Bridge. In partnership with the municipalities, TransLink supports the Major Road Network (MRN), a network of major roads throughout Metro Vancouver. The MRNs are generally owned by municipalities. TransLink provides funding for the operations, maintenance, and rehabilitation of the MRN, and shares in the costs of eligible capital improvements.

Transit Police

The South Coast British Columbia Transportation Authority Police Service (“Transit Police”) maintain order, safety and security on transit facilities and adjacent areas, and are authorized to enforce laws. The Transit Police coordinate its activities with jurisdictional police as well as other transit security staff.


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17. Segmented Information (continued):

Bus Rail Road & Transitdivision Corporate division Bridge Police 2015 2014

RevenuesTaxation -$ 772,722$ -$ -$ -$ 772,722$ 744,157$ Transit - 511,445 - - - 511,445 495,609 Golden Ears Bridge tollings - - - 48,444 - 48,444 41,623 Emissions testing - - - - - - 12,047 Government transfers - 228,693 - 250 - 228,943 90,291 Amortization of deferred concessionaire credit - - 23,273 - - 23,273 23,273 Interest income - 34,381 - - - 34,381 34,739 Miscellaneous revenue 2,941 2,732 236 - 193 6,102 5,576 Gain (loss) on disposal of tangible capital assets 244 2,261 (165) - - 2,340 6,437

3,185 1,552,234 23,344 48,694 193 1,627,650 1,453,752 Expenses

Administration 13,692 23,970 4,583 55 2,338 44,638 30,930 Capital infrastructure contributions - - - 30,653 - 30,653 43,953 Contracted services 68,407 5,934 116,765 12,457 - 203,563 212,119 Fuel and power 50,181 - 12,752 - - 62,933 70,216 Insurance 13,529 1,674 4,246 1,096 36 20,581 18,727 Maintenance, materials and utilities 58,824 3,461 33,654 24,744 1,173 121,856 113,239 Professional & legal 2,226 17,533 3,573 10,198 422 33,952 13,321 Rentals, leases and property tax 12,840 9,041 17,022 47 1,912 40,862 40,201 Salaries, wages and benefits 423,785 42,062 75,104 1,240 27,255 569,446 551,606 Write-down of tangible capital assets - - 612 - - 612 - Expenses before amortization and interest 643,484 103,675 268,311 80,490 33,136 1,129,096 1,094,312

Amortization of capital assets 79,234 11,761 58,082 19,185 28 168,290 161,472 Interest 47,390 7,123 34,736 78,633 20 167,902 171,094 Amortization and interest 126,624 18,884 92,818 97,818 48 336,192 332,566

Total Expenses 770,108 122,559 361,129 178,308 33,184 1,465,288 1,426,878

Surplus (deficit) for the year (766,923)$ 1,429,675$ (337,785)$ (129,614)$ (32,991)$ 162,362$ 26,874$


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18. Comparative figures:

Certain comparative figures have been reclassified to conform to the current year’s financial statement presentation.


FROM: Cathy McLay, Chief Financial Officer and Executive Vice President Finance and Corporate Services

Christine Dacre, Vice President Financial Services DATE: March 1, 2016

SUBJECT: 2015 Statutory Annual Report PROPOSED RESOLUTION: That the TransLink Board of Directors: A. Approves the 2015 annual report mandated by the South Coast British Columbia Transportation

Authority Act, as presented in Appendix A to the report; and B. Authorizes the release of the 2015 annual report to the Mayors’ Council on Regional Transportation.

PURPOSE The purpose of this report is to provide the 2015 Statutory Annual Report to the Board for review and approval. BACKGROUND Section 7(3) of the South Coast British Columbia Transportation Authority Act (SCBCTA Act) requires that TransLink, within 90 days after the fiscal year end (TransLink’s fiscal year end is December 31): • Prepare an annual report as prescribed in section 13.4 of the SCBCTA Act; • Prepare audited financial statements; and • Provide a copy of the annual report and audited financial statements to the Mayors’ Council on

Regional Transportation.

DISCUSSION Section 13.4 of the SCBCTA Act provides the requirements for reporting on activities for the year which are: • summary of operations; • audited financial statements; • summary of complaints and actions to respond to those complaints; • summary of the articles; and • summary of board activities.

CONCLUSION Management requests that the Board approve the 2015 Annual Statutory Report and authorize its release to the Mayors’ Council on Regional Transportation.

The 2015 Statutory Annual Report can be viewed on the TransLink website at: http://www.translink.ca/-/media/Documents/about_translink/corporate_overview/corporate_reports/statutory_annual_report/2015_statutory_annual_report.pdf

http://www.translink.ca/-/media/Documents/about_translink/corporate_overview/corporate_reports/statutory_annual_report/2015_statutory_annual_report.pdf




FROM: Cathy McLay, Chief Financial Officer and Executive Vice President, Finance and Corporate Services

Christine Dacre, Vice President, Finance and Corporate Services

DATE: March 31, 2016

SUBJECT: 2016 Property Tax Bylaw and 2016 Replacement Tax Bylaw PROPOSED RESOLUTION: Property Tax Bylaw: A. That the TransLink Board of Directors introduces and reads a first, second and third time the

“South Coast British Columbia Transportation Authority 2016 Property Tax Bylaw Number 106-2016” included in the report as Appendix 1.

B. That the TransLink Board of Directors reconsiders and finally adopts the “South Coast British Columbia Transportation Authority 2016 Property Tax Bylaw Number 106-2016” included in the report as Appendix 1.

Replacement Tax Bylaw: C. That the TransLink Board of Directors introduces and reads a first, second and third time the

“South Coast British Columbia Transportation Authority 2016 Replacement Tax Bylaw Number 107-2016” included in the report as Appendix 2.

D. That the TransLink Board of Directors reconsiders and finally adopts the “South Coast British Columbia Transportation Authority 2016 Replacement Tax Bylaw Number 107-2016” included in the report as Appendix 2.

PURPOSE The purpose of the attached report is to establish property tax rates for 2016 and to enact bylaws to bring these rates into effect. BACKGROUND On December 9, 2015 TransLink’s Board of Directors approved TransLink’s 2016 consolidated operating and capital budget (the “Budget”). The 2016 Budget includes revenues of $323.5 million from property taxes and $18.0 million from replacement taxes, to be assessed and collected in accordance with Section 25 of the South Coast British Columbia Transportation Authority Act (“SCBCTA Act”). DISCUSSION This report and its recommendations address both property tax and the replacement tax. The administration of these two taxes is different and therefore separate bylaws are required

Property Tax TransLink has received and reviewed the 2016 completed property tax assessment rolls. The total assessed value for all properties has grown by 15.1 per cent over 2015, of which 1.6 per cent is from new construction and 13.6 per cent is from an increase in the assessed value of existing properties.

2016 Property Tax Bylaw and 2015 Replacement Tax Bylaw March 31, 2016 Page 2 of 4

Comparison between the 2016 completed roll and the 2015 revised roll shows that the three property classes with the greatest increases in market value growth are Recreational/Non-Profit at 14.1 per cent, Residential at 13.8 per cent and Business and Other at 12.9 per cent. In all property classes except Business and Other, the 2016 rate is lower than the 2015 rate because the increase in assessed value more than offsets the legislated 3 per cent increase. The recommended 2016 property tax rates comply with the requirements of the SCBCTA Act relating to changes in tax rates tied to the prescribed British Columbia Hospital District Act Regulation ratios. The recommended rates also meet the planned target revenue, and provide a consistent year-to-year tax impact on property holders’ average tax bills. Financial Implications The 2016 property tax rates, completed assessment values and revenue details are in the table below. Property Tax Revenues

Property Class 2016

Completed Roll ($'000s)

2016 Property Tax Rate

(per $1,000)

2015 Property Tax Rate

(per $1,000)

2016 Revenue Forecast ($000s)

2015 Revenue Invoiced ($000s)

01 Residential $656,056,323

0.2767

0.3082 $181,519 $175,114

02 Utilities $1,668,924

2.4408

2.4652 $4,074 $3,894

04 Major Industry $1,534,072

1.7857

1.8555 $2,739 $2,698

05 Light Industry $12,042,665

1.4022

1.4894 $16,886 $16,587

06 Business And Other $102,862,901

1.1276

1.2465 $115,988 $112,078

08 Rec/Non Profit $1,069,756

0.2582

0.2885 $276 $288

09 Farm $97,611

0.3629

0.3630 $35 $36 Total $775,332,252

$321,517 $310,695

(*) Some figures displayed may not be manually verifiable due to rounding and/or truncations. The 2016 Budget of $323.5 million includes $2 million for payments-in-lieu of taxation less adjustments due to assessment appeals. Replacement Tax The SCBCTA Act permits TransLink to collect up to $18 million as replacement tax on property classes 1, 2, 4, 5 and 6, in proportions determined by the Authority.


The 2016 replacement tax rates comply with the requirements of the SCBCTA Act, meet the planned target revenue of $18 million, and provide a consistent year-to-year tax impact on property holders’ average tax bills. Financial Implications The 2016 replacement tax rates, completed roll assessment values and revenue details are in the table below. Replacement Tax Revenues

Property Class 2016

Completed Roll ($'000s)

2016 Replacement

Tax Rate (per $1,000)

2015 Replacement

Tax Rate (per $1,000)

2016 Revenue Forecast ($000s)

2015 Revenue Invoiced ($000s)

01 Residential $656,056 ,323 0.0067

0.0091 $4,366 $5,170

02 Utilities $1,668,924 0.1335

0.1421 $223 $224

04 Major Industry $1,534,072 0.1378

0.1461 $211 $212

05 Light Industry $12,042,665 0.1189

0.1272 $1,432 $1,417

06 Business And Other $102,862,901 0.1144

0.1204 $11,768 $10,826 Total $774,164,885 $18,000 $17,850

(*) Some figures displayed may not be manually verifiable due to rounding and/or truncations. Taxation Impacts Total impact based on the recommended property tax and replacement tax rate setting are shown in the table below.

Property Class 2015

Average Assessment

2016 Average

Assessment

2015 Average

Property & Replacement

Tax

2016 Average

Property & Replacement

Tax

$ Change from Prior Year

% Change

from Prior Year

01 Residential $759,477 $862,567 $240.98 $244.40 $3.42 1.42% 02 Utilities $1,392,990 $1,436,251 $3,631.94 $3,697.43 $65.49 1.80% 04 Major Industry $9,201,351 $9,771,161 $18,417.42 $18,795.00 $377.58 2.05% 05 Light Industry $2,849,751 $3,093,415 $4,606.91 $4,705.26 $98.35 2.13% 06 Business And Other $2,288,715 $2,580,475 $3,128.44 $3,204.97 $76.53 2.45% 08 Rec/Non Profit $1,398,506 $1,611,080 $403.47 $416.04 $12.57 3.11% 09 Farm $18,544 $18,968 $6.73 $6.88 $0.15 2.25%


The property and replacement taxes have been calculated by multiplying the average assessment values by the corresponding tax rates per thousand. The overall impact of the 2016 tax rates (both property tax and replacement tax) for an average residential property valued at $862,567 is an increase of just over $3 on the 2016 tax or $244 (1.42 per cent). An average business class property will experience an increase of approximately $77 on the 2016 tax of $3,205 (2.45 per cent). CONCLUSION It is recommended that the Board approve and adopt the property tax and replacement tax bylaws as presented. These bylaws are in accordance with the SCBCTA Act. Attachments Appendix 1: Bylaw # 106-2016 Appendix 2: Bylaw # 107-2016


BYLAW NUMBER 106-2016

A Bylaw imposing 2016 Property Tax



A Bylaw imposing 2016 Property Tax

WHEREAS pursuant to the South Coast British Columbia Transportation Authority Act the Authority must manage and operate the regional transportation system and generate and manage funds for that purpose. AND WHEREAS the Authority may, by bylaw, assess a tax on the net taxable value of land and improvements in the transportation service region, as defined in the Act, other than land and improvements that are taxable for school purposes only by special act. AND WHEREAS in assessing the tax the Authority must adopt a variable tax rate system in which individual tax rates are determined and imposed for each property class. NOW THEREFORE the Board of Directors of the South Coast British Columbia Transportation Authority enacts as follows:

1. In this Bylaw, “transportation service region” means all municipalities and rural areas located in the Greater Vancouver Regional District and any area added to the Region pursuant to the South Coast British Columbia Transportation Authority Act.

2. There is assessed and levied on the net taxable value of land and improvements in the

transportation service region, other than land and improvements that are taxable for school purposes only by special act, a tax at the variable rates set out in Schedule 1 attached thereto.

3. This Bylaw may be cited as the “South Coast British Columbia Transportation Authority

2016 Property Tax Bylaw Number 106-2016.”

4. This Bylaw comes into force and takes effect on January 1, 2016.

READ A FIRST, SECOND AND THIRD TIME this March 30, 2016. RECONSIDERED, PASSED AND FINALLY ADOPTED this March 30, 2016. Don Rose, Chair Gigi Chen-Kuo, Corporate Secretary

SCHEDULE 1 attached to and forming part of


2016 PROPERTY TAX BYLAW NUMBER 106-2016 TAX RATES PROPERTY CLASS DOLLARS OF TAX PER $1,000 01 Residential 0.2767 02 Utilities 2.4408 04 Major Industry 1.7857 05 Light Industry 1.4022 06 Business/Other 1.1276 08 Recreational and Non-Profit 0.2582 09 Farm 0.3629


BY-LAW NUMBER 107-2016

A Bylaw imposing 2016 Replacement Tax



A Bylaw imposing 2016 Replacement Tax WHEREAS pursuant to the South Coast British Columbia Transportation Authority Act the Authority must manage and operate the regional transportation system and generate and manage funds for that purpose. AND WHEREAS the Authority may, by bylaw, assess a tax on the net taxable value of land and improvements in the transportation service region, as defined in the Act, other than land and improvements that are taxable for school purposes only by special act. AND WHEREAS the Authority may, by bylaw, assess a tax on the net taxable value of land and improvements in the transportation service region if the additional tax generates property tax revenue that is not more than $18 million in this fiscal year and the additional tax is collected only from property classes 1, 2, 4, 5 and 6 in whatever proportions the authority may determine. NOW THEREFORE the Board of Directors of the South Coast British Columbia Transportation Authority enacts as follows:

1. In this Bylaw, “transportation service region” means all municipalities and rural areas located in the Greater Vancouver Regional District and any area added to the Region pursuant to the South Coast British Columbia Transportation Authority Act.

2. There is assessed and levied on the net taxable value of land and improvements in the

transportation service region, other than land and improvements that are taxable for school purposes only by special act, a tax at the rates set out in Schedule 1 attached thereto.

3. This Bylaw may be cited as the “South Coast British Columbia Transportation Authority

2016 Replacement Tax Bylaw Number 107-2016.”

4. This Bylaw comes into force and takes effect on January 1, 2016.

READ A FIRST, SECOND AND THIRD TIME this March 30, 2016. RECONSIDERED, PASSED AND FINALLY ADOPTED this March 30, 2016. Don Rose, Chair Gigi Chen-Kuo, Corporate Secretary

SCHEDULE 1 attached to and forming part of


2016 REPLACEMENT TAX BYLAW NUMBER 107-2016 TAX RATES PROPERTY CLASS DOLLARS OF TAX PER $1,000 01 Residential 0.0067 02 Utilities 0.1335 04 Major Industry 0.1378 05 Light Industry 0.1189 06 Business/Other 0.1144

To: Board of Directors From: Sany Zein, Acting Vice President, Infrastructure Management and Engineering Date: March 8, 2016 Subject: Implementation of Recommendations from 2014 SkyTrain Independent Review PURPOSE The purpose of this report is to provide an update regarding implementation of recommendations from the 2014 SkyTrain Independent Review conducted by Gary McNeil. DISCUSSION The recommendations aim to:

• Reduce the frequency and duration of SkyTrain service disruption • Ensure timely evacuation of SkyTrain passengers in the event of prolonged disruption • Strengthen the resiliency of the system so it can recover more quickly from breakdowns • Provide clear and frequent communications with the customers on the train, in and around the

stations and buses

Progress has been made for all the recommendations. Of the 20 recommendations, 8 are complete and 12 are in progress. The table below summarizes the status for each of the 20 recommendations.

Implementation of Recommendations from 2014 SkyTrain Independent Review March 8, 2016 Page 2 of 5

Report Item #

Improvements in Operations Benefit Status

1. Install an auto re-start component to the SELTRAC technology package.

If a major failure occurs which impacts the command and control communication between the trains and SkyTrain Control Centre, the current SELTRAC technology on the Expo and Millennium Lines requires 3 to 5 hours to get service back to normal operation due to manual re-entry of trains into the system. An auto re-start component could allow system recovery in a significantly shorter period of time.

BCRTC is developing a business case for the implementation of Auto Restart components. • “Temporary Loss of Comms”

and “Remote Secure” identified as Auto Restart solutions that would improve system recovery times from known failures.

• Held January 2016 workshops to define scope of “Temporary Loss of Communications” and “Remote Secure” requirements.

• Vendor to submit quote for work in April 2016.

To improve the reliability of the Automatic Train Control (ATC) System, a number of component upgrades will be implemented in phases as described below: • Contract awarded in Feb 2016

for replacing the FIDS and communication cables between the FIDS and VCC 1, 2 & 3 with fibre optics for the Expo Line.

• Vendor is preparing a quote for the replacement of VCC 1, 2 & 3 for the Expo Line. Scheduled to award contract late 2016.

• Evaluating proposals for the replacement of the copper communication cabling along Millennium Line from Lougheed Station to VCC Station with Fibre Optic cable.

• Replacement of FIDS and VCC #4 for the Millennium Line will begin in 2018 after the Expo Line work is completed.

2. Modify the Line of Sight Operating Rule to allow manual operation of multiple trains at one time.

Allows a SkyTrain Attendant to quickly drive a train to the closest station if the train is operable, reducing the probability of self-evacuation.

Complete • Updates and training were

completed in November 2015.


Report Item #


3. Install system continuity redundancies for critical system elements.

If critical systems fail, basic train service is not significantly disrupted.

• Feasibility study for Power Systems is 75% complete

• Final report expected March 2016.

4. Work on system-critical control components should only be allowed during non-revenue operating hours.

If failures occur, they do not have significant impacts on the travelling-public.

Completed March 2015

5. Update and create new operating and maintenance manuals, and procedures.

As long term employees retire, much of the wisdom of the system departs with them. There should be a knowledge transfer to new hires.

• Vehicle Work Orders, Checklists and Statement of Procedures (SOP) = 100% Complete

• Wayside Work Orders and Checklists scheduled for completion by June 2016

• Wayside SOPs scheduled for completion by June 2017

6. Decouple important systems and develop an Asset Management Plan.

If one system fails, it does not completely impact other systems (detailed Asset Management Plan needs to be created that recognizes dependencies on other system elements).

• Feasibility Study for Systems Architecture review is 75% complete with report expected March 2016.

• Feasibility study to Develop Asset Management plan completed in December 2015. Consultant appointed for further implementation work.

7. Upgrade the guideway intrusion system.

Reduces the frequency of delays created by the guideway intrusion system and creates a more responsive alarm recovery process.

• Work completed on Platform Intrusion Emergency System, significantly reducing alarms.

• Consulting services awarded February 2016. Work under way to determine next steps following completion of study and recommendations from New York City report on guideway intrusion systems.

8. Introduce a single emergency radio band for all TransLink Operating groups

Allows BCRTC, Canada Line, West Coast Express, CMBC and Transit Police to communicate through a single channel, avoiding time delays and potential confusion in re-packaged messages to staff in differing operating divisions.

• Motobridge solution proved to be inadequate

• BCRTC organizing a workshop for March/April 2016 to review situations when emergency communications are required and what groups need to communicate.


Report Item #


9. Establish an “alarm-based” warning system for appropriate management and supervisory staff.

Appropriate supervisory staff can be more proactively advised of an emergency situation through an audio alarm to their smart phone.

Completed Nov 2015 • Solution includes email

alerts/alarms through smart phones.

10. Set front line staffing levels and their service area locations so qualified staff can respond within a specified period of time.

This will more quickly deal with alarms from non-critical guideway intrusions and the management of stopped trains.

Completed Nov 2015 • 30 part time STAs were trained

to provide additional coverage for morning and afternoon peak hours.

11. Install system-wide CCTV coverage.

The Control Centre could see train location data, guideway activity or other intrusion/security matters when system failures or alarms occur. This could be deferred if improved response times to delays occur.

• This item has been deferred as the benefit could be achieved by increased staffing and platform based CCTV coverage under items #10 and #12.

12. Install platform edge CCTV coverage.

Increased station CCTV coverage of the platform edge and surface of the guideway will assist in responding to guideway intrusion alarms. This could be deferred if improved response times to delays occur.

• Study described under item 7 will provide input on how to proceed, including the results of the New York City study.

13. Communicate during lengthy delays that windows can be opened on some trains.

This will reduce the sense of claustrophobia in the vehicle, and reduce the internal heat build-up on sunny, warm days.

Completed Sept 2014

14. Delineation of Walkway Edge

This will better define the walking path area when light levels are low, and assist evacuating passengers, especially those with depth perception or limited peripheral vision.

• Internal study under way to review experience from similar rapid transit systems around the world and possible walkway delineation options.

• Update provided to Steering Committee in January 2016

• Report completion is expected in March 2016.

15. Increase visibility of frontline staff.

This will make staff easily recognizable in times of minor



Report Item #


or major crisis. 16. Improve the quality of

the Passenger Address System.

The quality of the current Passenger Address system on most trains and stations is at a low level. Announcements can be easily missed.

• Replacement of speakers for Mark I vehicles will be completed by April 2016.

• Feasibility study for improvement of acoustic quality awarded in February 2016. Study expected to complete by June 2016.

• Completion expected in 2019. 17. Introduce

programmable-messaging signboards, fixed signage and PA speakers at the entrances to all stations.

When the system is closed, important communication can be conveyed to waiting customers. This should be done in conjunction with a complete review of wayfinding signs at stations. This is also an added customer service feature when the system is operating in a normal mode.

• Design for permanent signs commenced September 2015.

• Included as part of larger Passenger Information Display project.

• Technical specs to acquire head-end equipment are in progress.

• Testing of demo units for temporary portable sign is under way. Three temporary signs tested to date have not met BCRTC requirements.

• Completion expected Q4 2017. 18. Strengthen the

resiliency of the Call Centre phone system and webpage.

Customers need to get information when there is a major delay event.

Complete • 21 additional telephone lines

installed by October 2015. • Website enhancements

completed by September 2014 19. Establish protocols and

communication links with local municipalities.

In emergencies, local municipalities and their first responders can assist in managing traffic, pedestrian crowding and decimation of communication messages to the public.

• Organizing workshops with municipal operations staff in April 2016 to identify communication procedures and protocols between BCRTC and key municipalities.

20. Introduce a bus scrolling message advising of major delays.

Customers can be informed before getting on the bus feeder service and make alternative choices. This technology already exists on Coast Mountain buses.


To: Board of Directors

From: Sany Zein, A/Vice President, Infrastructure Management and Engineering

Date: March 15, 2016

Subject: Rapid Transit Projects Update PURPOSE This memo provides an update on project development activities for the South of Fraser Rapid Transit and Millennium Line Extension (Broadway) projects. BACKGROUND The Mayors’ Council on Regional Transportation approved the Regional Transportation Investment: A Vision for Metro Vancouver (“the Vision”) document in June 2014 and reconfirmed support for this Vision in July 2015 following the plebiscite outcome. TransLink is continuing to advance the planning and technical work required to better define the major investments identified in this Vision, including rapid transit expansion projects South of Fraser and along the Broadway corridor. Previous Board reports (June, July, August, September, and December 2015) outlined the work needed and underway to develop project business cases for submittal to senior government funding partners. While uncertainty remains about the regional funding source, in August 2015 the Board approved continuation of the planning and project definition work to help secure senior government funding. This memo summarizes ongoing progress. DISCUSSION Both the South of Fraser Rapid Transit and Millennium Line Extension (Broadway) Projects have been screened-in by P3 Canada for consideration of Federal funding. TransLink staff is providing regular project development updates to P3 Canada staff. The parameters and timelines for the Federal New Public Transit Fund are still in development; however TransLink is anticipating a timeline for applications by Q3 or Q4 2016. To meet the requirements of the federal business cases, the following tasks are progressing in close collaboration with the municipalities and Partnerships BC:

• Technical studies and reference case design • Project benefit and cost estimation (+/-15% confidence level)

Rapid Transit Projects Update March 15, 2016 Page 2 of 3

• Demand forecasting and modelling to quantify project benefits • Initial environmental assessments and stakeholder engagement • Financial and procurement options analysis

Management is also working closely with Partnerships BC and the Ministry of Transportation and Infrastructure to achieve alignment with the Province’s business case requirements. Management is tracking schedules and work programs in order to adjust as needed for federal programs, once announced. The overall project schedules for procurement and construction are being developed in consultation with the Province and TransLink. Customer Impacts None at this time. Risk Assessment While efforts are underway to confirm senior government funding and identify a regional funding source, the lack of fully-committed project funding remains the most significant risk. Technical risks related to issues such as constructability, geotechnical conditions, environmental impacts and property requirements are being managed through the business case preparation process. The benefits of the two expansion projects South of the Fraser and along Broadway will only be realized once the existing rapid transit network is also upgraded to accommodate the increased ridership demand. This is referred to in the Vision as the Expo Line Upgrade Strategy and related upgrades on the Millennium and Canada Lines. It is essential that these upgrades are funded and proceed along with the expansion projects. This risk is being managed through the TransLink 10 Year Investment Plan and Funding Strategy. At this time, expansion project development funding has been approved for the business case development phase, which is expected to conclude by Q3 2016. In the absence of additional project development funds to proceed to the procurement readiness phase, TransLink-funded work will stop at that time and the consultant teams will disband.

Rapid Transit Projects Update March 15, 2016 Page 3 of 3

Communications Implications The Rapid Transit Study project management is following a communications protocol developed jointly with the City of Vancouver and City of Surrey. In the current phase of work no significant public communications are anticipated. The individual projects are developing forward-looking plans for consultation and communications activities in later phases in the development of the projects. CONCLUSION TransLink is advancing the definition of the rapid transit expansion projects for the South of Fraser and along the Broadway corridor in Vancouver in order to meet the Federal funding application requirement for a business case. The schedule of this work is targeting a completion of full business cases by Q3 2016. Work is also progressing in compliance with Provincial guidelines for capital funding requirements. Once the Federal business cases are submitted, no further work on these projects is currently budgeted by TransLink.

TO: Board of Directors FROM: Sany Zein, A/Vice President, Infrastructure Management and Engineering DATE: March 15, 2016 SUBJECT: Pattullo Bridge Replacement Project - Update PURPOSE The following is an update on the Pattullo Bridge Replacement Project. BACKGROUND The existing Pattullo Bridge is subject to a number of well-documented challenges. A rehabilitation project is underway to mitigate some of the most critical challenges. The rehabilitation of the bridge deck will start in spring 2016, necessitating the closure of two traffic lanes for prolonged periods. Information from the rehabilitation design process revealed that the existing structure does not meet wind load design standards for a bridge built today, and that upgrading the bridge to withstand a 1:475 year seismic event (the guideline used for similar major bridges) is technically extremely challenging and may be financially prohibitive. Please refer to the Pattullo Bridge Rehabilitation Report for more detailed information about the existing bridge. The 2016 rehabilitation project will extend the life of the deck to approximately the year 2022. Management does not consider the existing bridge as viable from a risk and financial management perspective beyond the 2023-2024 timeframe. It is therefore essential to continue advancing the Pattullo Bridge Replacement Project. This represents TransLink’s most urgent major infrastructure risk. The alternative would be to plan for the closure of this crossing by 2023-2024 at the latest. DISCUSSION In September 2015, the TransLink Board of Directors instructed Management to prepare budgets for 2016 and onwards to include $20 million to undertake, in an expedited manner, all project development activities in readiness for the issuance of procurement documents for the Pattullo Bridge Replacement Project, consistent with the replacement bridge described in the 2014 Mayors’ Council Vision; and to continue negotiating with the Federal and Provincial governments to secure up to two-thirds senior government funding for the Pattullo Bridge replacement project. Technical and financial work for the Federal Business Case development is underway to meet the submission deadline of March 31, 2016. Since the last Board Report in December, Management has been submitting draft chapters of the business case to PPP Canada for review and comment.

Pattullo Bridge Replacement Project - Update March 15, 2016 Page 2 of 3 Further to the results of the federal election and with the next federal budget expected in late March 2016, management is tracking any upcoming changes to federal funding program requirements, and staying in close contact with federal government officials. Discussions are underway with the BC Environmental Assessment Office and Port Metro Vancouver to define the environmental assessment process and requirements. The project team has also engaged the interested First Nations to understand their interests in the project. Management is working with municipal staff from Surrey and New Westminster to understand the needed municipal approvals to finalize municipal connections and community integration requirements. Discussions have been positive and agreement was reached in mid-March to sign a Memorandum of Understanding (MoU) outlining the basis for collaboration on the project. The design of the municipal roadway connections and geotechnical investigations will continue throughout 2016. Management is also working with Ministry of Transportation and Infrastructure officials to define the specific Provincial Business Case requirements, which is an important step in securing the one-third funding from the Province. Customer Impacts None at this time. Risk Assessment All project risks for this procurement readiness stage are being actively managed. Technical risks include geotechnical conditions, the complexity of planning for in-river construction, and environmental mitigation requirements. Process risks include schedule delays in obtaining municipal and utility agreements; and early property acquisition requirements and costs. From a broader perspective, TransLink’s key risk is securing funding certainty for the project. With the limited remaining life of the existing bridge, plans to close this crossing will need to be initiated if the replacement bridge is not ready to be procured by Q3 2017. Communications Implications Management is working with municipalities and First Nations in readiness for public consultation in spring 2016 (Project Definition Consultation) and fall 2016 (Environmental Assessment Public Comment Period and Preliminary Design Consultation).

Pattullo Bridge Replacement Project - Update March 15, 2016 Page 3 of 3 CONCLUSION The progress made since December 2015 keeps the project on-track for a business case submission to the federal government by March 31, 2016; a business case submission to the Province in fall 2016; achieving procurement-readiness by Q3 2017; and, subject to securing funding consistent with the Mayors’ Vision, opening a new bridge by late 2022.


FROM: Sany Zein, Acting Vice President, Infrastructure Management and Engineering Division

DATE: March 03, 2016

SUBJECT: Major Road Network (MRN) Amendment Bylaw PROPOSED RESOLUTIONS: That the TransLink Board of Directors: 1. Introduces and reads a First, Second, and Third time the “South Coast British Columbia

Transportation Authority Major Road Network Bylaw Number 105-2016”, attached to this report as Appendix A; and

2. Reconsiders, passes, and adopts “South Coast British Columbia Transportation Authority Major Road Network Bylaw Number 105-2016”.

PURPOSE The purpose of this report is to advise the Board of a recommended change to the Major Road Network (MRN) and to seek the Board’s approval to replace the South Coast British Columbia Transportation Authority Major Road Network Bylaw Number 104-2015 with a new by-law.

Management recommends that the Board review and amend the MRN, as described in this report, by approving the attached MRN bylaw Number 105-2016. The purpose of this bylaw is to reflect the proposed changes to the MRN in the City of Langley and the Township of Langley associated with completion of the Mufford Crescent Overpass project, where TransLink contributed $22.7 million towards the project. Mufford Crescent Overpass project is a major component of the Roberts Bank Rail Corridor Program.

BACKGROUND The Major Road Network (MRN) was established in 1998 through the work of regional and municipal staff. Various road sections proposed by municipalities for inclusion in the MRN were reviewed by the Major Roads and Transportation Advisory Committee (MRTAC).

The TransLink Board originally adopted the MRN through Greater Vancouver Transportation Authority Major Road Network Bylaw No. 1-1998, and Bylaw No. 2-1999. Since then, there have been a number of amendments to the MRN enacted via bylaw, including:

• Greater Vancouver Transportation Authority Major Road Network Bylaw Number 26-2002: This bylaw combined and corrected errors and omissions in Bylaws No. 1 and No. 2, and added two newly constructed road segments in Delta (Nordel Way) and Surrey (South Fraser Way) and one existing road segment in Surrey (River Road) to the MRN. These road segments “were always intended to form part of the MRN,” but were held back pending completion of construction.

Major Road Network Amendment Bylaw March 03, 2016 Page 2 of 7

• Greater Vancouver Transportation Authority Major Road Network Amendment Bylaw Number 34-2004: This bylaw added a new road segment in Burnaby (i.e., Southridge Drive / Byrne Road) and replaced a segment in North Vancouver (i.e., new Dollarton Highway alignment) that had been constructed with capital funding from TransLink.

• Greater Vancouver Transportation Authority Major Road Network Bylaw Number 39-2005: This bylaw added/extended two existing road segments in Anmore (i.e., East Road and Sunnyside Road) to the MRN in response to the municipality’s request “due to the volume of regional traffic utilizing certain non-MRN roads in the Village to access the Buntzen Lake recreation area and the Village of Belcarra.”

• South Coast British Columbia Transportation Authority Major Road Network Bylaw Number 54-2008: This bylaw added new road segments associated with the 204 Street Overpass project in the City of Langley and the David Avenue Connector project in the City of Coquitlam. In addition, this bylaw added/deleted road segments in the City of Surrey that were completed early and handed over to the City of Surrey as part of the Golden Ears Bridge project.

• South Coast British Columbia Transportation Authority Major Road Network Bylaw Number 59-2009: This bylaw added/deleted road segments in the Township of Langley and added new roads segments in the District of Maple Ridge, both associated with completion of the Golden Ears Bridge.

• South Coast British Columbia Transportation Authority Major Road Network Bylaw Number 64-2010: This bylaw added road segments in the City of Port Coquitlam to reflect MRN changes associated with completion of the Coast Meridian Overpass project.

• South Coast British Columbia Transportation Authority Major Road Network Bylaw Number 68-2010: This bylaw added road segments in the City of Coquitlam to provide continuity between MRN additions approved as part of the David Avenue Connector and Coast Meridian Overpass projects.

• South Coast British Columbia Transportation Authority Major Road Network Bylaw Number 69-2010: This bylaw added two road segments in the City of Vancouver (Powell Street and Cordova Diversion) associated with the Powell Street Overpass project.

• South Coast British Columbia Transportation Authority Major Road Network Bylaw Number 79-2012: This bylaw removed three road segments: two segments in the City of Surrey (River Road from Delta/Surrey border to South Fraser Way; and South Fraser Way, from River Road to Old Yale Road) associated with the South Fraser Perimeter Road project; and one segment in the City of


Richmond (Westminster Highway from Knight Street to east of Nelson Road) associated with the Nelson Road Interchange project.

• South Coast British Columbia Transportation Authority Major Road Network Bylaw Number 80-2012: This bylaw removed the portions of North Road, Austin Road, Lougheed Highway, and Broadway that have been transferred to the Province as part of the Evergreen Line project, in the City of Burnaby.

• South Coast British Columbia Transportation Authority Major Road Network Bylaw Number 88-2013: This bylaw removed segments of River Road between West of Highway 91 and the Surrey-Delta border, in the Corporation of Delta associated with the completion of the South Fraser Perimeter Road (SFPR) project.

• South Coast British Columbia Transportation Authority Major Road Network Bylaw Number 95-2014: This bylaw added road segments in the Township of Langley associated with completion of the Golden Ears Bridge (GEB) project, and the terms set out in the GEB Master Municipal Agreement (MMA).

• South Coast British Columbia Transportation Authority Major Road Network Bylaw Number 97-2014: This bylaw added a short Lougheed Highway section in the City of Coquitlam to rectify an administrative oversight from 1999.

• South Coast British Columbia Transportation Authority Major Road Network Bylaw Number 100-2015: This bylaw added and deleted road segments in the Corporation of Delta associated with completion of South Fraser Perimeter Road (SFPR) project and Corporation of Delta’s truck route network changes.

• South Coast British Columbia Transportation Authority Major Road Network Bylaw Number 104-2015: This bylaw added road segments in the Corporation of Delta associated with completion of South Fraser Perimeter Road (SFPR) project.

DISCUSSION The Mufford Crescent Overpass project is a major component of the Roberts Bank Rail Corridor (RBRC) Program, where TransLink contributed $22.7M towards the project. As a result of the Overpass project, this bylaw proposes the following changes to the MRN:


Proposed MRN Change #1 – MRN Removals on Mufford Crescent – old alignment (as illustrated in Figure 1 and Table 1) This section describes the following MRN removals:

• City of Langley – Mufford Crescent (southbound lanes), between 62 Avenue and the Ministry of Transportation and Infrastructure’s (MoTI’s) jurisdiction at Glover Road (Highway 10); and

• Township of Langley – Mufford Crescent (northbound lanes), between 62 Avenue and MoTI’s jurisdiction at Glover Road (Highway 10).

As shown in Figure 1, the Mufford Crescent Overpass project realigned Mufford Crescent to the east. Prior to the road realignment, the noted section was under the jurisdictions of both the City of Langley (southbound lanes) and the Township of Langley (northbound lanes), as the noted section of road is the municipal boundary. Table 1: Proposed Road Segment Removals from MRN

Municipality Road From To Lane-km*

City of Langley Mufford Crescent 62 Avenue MoTI’s jurisdiction west of Glover Road

-0.3

Township of Langley

Mufford Crescent 62 Avenue MoTI’s jurisdiction west of Glover Road

-0.4

*The lane kilometer measures have been calculated by TransLink GIS system data, and are considered accurate for budget determination. Proposed MRN Change #2 – MRN Addition on Mufford Crescent (Overpass) – new alignment (as illustrated in Figure 1 and Table 2) This section describes the following MRN addition:

• Mufford Crescent (Overpass) within the Township of Langley, between 62 Avenue and MoTI’s jurisdiction at the realigned Glover Road (Highway 10) 1.

As part of the Roberts Bank Rail Corridor Program – Mufford Crescent Overpass project, Mufford Crescent has been realigned to the east, with the new roadway located entirely within Township of Langley’s jurisdiction. On January 28, 2016, the Township of Langley submitted a formal request to TransLink (Appendix C) to add the realigned road segment to the MRN in Township of Langley, as shown in Figure 1. Table 2: Proposed Road Segment Addition to MRN

Municipality Road From To Lane-km*

Township of Langley

Mufford Crescent (Overpass)

62 Avenue MoTI’s jurisdiction west of Glover Road

+2.5

1 The MoTI’s jurisdiction is defined as 50m west of the eastbound stop bar at Glover Road (Highway 10).


*The lane kilometer measures have been calculated by TransLink GIS system data, and are considered accurate for budget determination. Mufford Crescent (Overpass) within the Township of Langley provides a connection to Highway 10 (Glover Road), which is a provincial highway. As Mufford Crescent (Overpass) is an extension of Mufford Crescent, which is part of the MRN, the requested segment satisfies the MRN eligibility criteria, as illustrated in Tables 2a and 2b. Table 2a: Proposed Road Segment for MRN

MRN Road Segment Request Township of Langley

MRN Eligibility Criteria 2 (see Table 2b)

(i) (ii) (iii) Road From To Lane-

kmi Traffic Vol

(peak hr peak direction)ii

Bus Vol (peak hr

peak direction)

Truck Vol (per day)ii


62 Avenue

MoTI’s jurisdiction west of Glover Road

2.5 475 2 2,790

i. The lane kilometer measures shown in Table 2a have been calculated by TransLink GIS system data, and are considered accurate for budget determination.

ii. The traffic data was obtained from Township of Langley. It represents the average PM peak hour traffic volume in the westbound direction based on traffic counts collected from November 17, 2009 (Tuesday) to November 19, 2009 (Thursday).

Table 2b: MRN Eligibility Criteria

MRN Eligibility Criteria Eligible 1. Provides intra-regional access to predefined regional activity centres AND

2. Carries:

i. Minimum of 70% of trips longer than 10 km in the peak hour and peak direction AND total peak hour peak direction traffic greater than 800 vehicles per hour OR

ii. Minimum of 10 through buses in the peak hour peak direction OR iii. Minimum of 800 trucks per day; AND

3. Meets an overall check for reasonableness and completeness.

Link to Corporate Strategic Priorities The Mayor’s Council Strategic Framework outlines TransLink’s commitment to maintaining and investing in the regional road network to improve safety, continuity, local access and goods movement. The road segment proposed by the Township of Langley is part of a direct route that performs a regional function and carries high truck volume.


Risk Assessment There is a reputational risk to TransLink to prolong responding to the Township of Langley’s request. There is no risk in terms of precedent for inclusion of this road in the MRN because the requested segment meets the eligibility criteria. Financial Implications Once this new bylaw comes into effect, Operation, Maintenance and Rehabilitation (OMR) Program funding to the City of Langley and the Township of Langley will be adjusted based on their net change in MRN lane-km, as summarized in Table 3. Furthermore, the adjustment date will coincide with the Board approval date of March 30, 2016.

Table 3: Municipal Major Road Network Change for Bylaw 105-2016

Municipality Road Section From To Approx. Lane-km

City of Langley Mufford Crescent 62 Avenue MoTI’s jurisdiction west of Glover Road -0.3

City of Langley Net Change -0.3

Township of Langley

Mufford Crescent 62 Avenue MoTI’s jurisdiction west of Glover Road -0.4

Mufford Crescent (Overpass) 62 Avenue MoTI’s jurisdiction west of

Glover Road +2.5

Township of Langley Net Change +2.1 MRN Net Change +1.8

Using the 2016 OMR unit rate of $19,810, the annual cost to TransLink is approximately $35,000, which comprises of $20,400 of annual Operation, Maintenance and General Rehabilitation (O&M) funding allocation, and $14,600 of annual Pavement Rehabilitation (R) funding allocation.

TransLink would adjust the O&M and R payments to the City of Langley and the Township of Langley effective the Board approval date (March 30, 2016). The budget impact in 2016 would be as follows:

• City of Langley – reduced payment of approximately $4,100 (approximately $2,400 in O&M funding and $1,700 in R funding).

• Township of Langley – increased payment of approximately $30,500 (approximately $17,800 in O&M funding and $12,700 in R funding).

• TransLink – net funding change of approximately $26,400 (approximately $15,400 in O&M funding and $11,000 in R funding).

The relatively small net increase of $15,400 in 2016 O&M funding allocation will be charged to operating budget. The net increase of $11,000 in 2016 R funding allocation (Capital Budget) is already accounted for within the 2016 MRNB Capital Program budget.

Sustainability Implications The recommendation to add and remove the noted road segments to the MRN is in accordance with the TransLink Sustainability policy direction as stated below:


• Provide a diversity of transportation services and pursue operation and design innovations that maximize the benefits to society, the economy, and the environment while minimizing adverse impacts, locally and globally.

• Develop a resilient transportation system that can adapt to the region’s changing needs and foster our capacity to respond in challenging or exceptional situations.

Communication Implications Minimal communication implications are expected, because:

• Addition and removal of the noted road segments to the MRN is an administrative adjustment resulting from road alignment changes; and

• The proposed changes to the MRN have been communicated to the City and Township of Langley.

Analysis of Alternatives

1. The TransLink Board could deny the MRN change requests from the City and Township of Langley. However, the MRN changes are administrative in nature and maintain continuity of the MRN. Therefore, management does not support this Alternative.

2. The TransLink Board could delay the Township of Langley’s MRN addition request, so that the change coincides with the 2017 budget instead. However, there is minimal financial impact to proceeding in 2016 and there is reputational risk to TransLink for delaying Township of Langley’s request. Therefore, management does not support this Alternative.

CONCLUSION This report recommends approval of “South Coast British Columbia Transportation Authority Bylaw Number 105-2016” that adds and removes MRN road segments in the City of Langley and Township of Langley to maintain continuity of the MRN. The change results in an overall increase of approximately 1.8 lane-km on the MRN, with an associated increase in OMR Program funding costs of approximately $26,400 in 2016, $11,000 of the OMR costs have been budgeted and the remaining $15,400 will be charged to operating budget.

Attachments Appendix A: South Coast British Columbia Transportation Authority Major Road Network Bylaw

Number 105-2016, including Schedule A. Appendix B: Effective changes to Schedule A of the Major Road Network Bylaw. Appendix C: January 28, 2016 letter from the Township of Langley to TransLink. Figure 1: MRN Changes Related to Mufford Crescent.

APPENDIX A

SOUTH COAST BRITISH COLUMBIA TRANSPORTATION AUTHORITY MAJOR ROAD NETWORK BYLAW NUMBER 105-2016

A bylaw to replace the “South Coast British Columbia Transportation Authority Major Road Network Bylaw Number 104-2015.”

WHEREAS the Board of the South Coast British Columbia Transportation Authority has adopted “South Coast British Columbia Transportation Authority Major Road Network Bylaw Number 104-2015,” which designates the roads forming the Major Road Network;

AND WHEREAS the Board of the South Coast British Columbia Transportation Authority wishes to add and delete road segments to and from the Major Road Network and replace “South Coast British Columbia Transportation Authority Major Road Network Bylaw Number 104-2015” with a new bylaw;

NOW THEREFORE the Board of the South Coast British Columbia Transportation Authority enacts as follows:

1. “South Coast British Columbia Transportation Authority Major Road Network Bylaw Number 104-2015” is hereby replaced by this Bylaw.

2. The attached Schedule “A” (Major Road Network) is part of this Bylaw.

3. This bylaw shall be cited as “South Coast British Columbia Transportation Authority Major Road Network Bylaw Number 105-2016”.

READ A FIRST, SECOND AND THIRD TIME this 30th day of March, 2016.

RECONSIDERED, PASSED AND FINALLY ADOPTED this 30th day of March, 2016.

__________________________________________ Don Rose, Chair

__________________________________________ Gigi Chen-Kuo, General Counsel and Corporate Secretary

SCHEDULE "A"Major Road Network

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ROAD SEGMENT FROM TOAnmore 1 Avenue Sunnyside Road Port Moody/Anmore borderBedwell Bay Road Port Moody/Anmore border Port Moody/Anmore borderSunnyside Road 1 Avenue park access road at Buntzen Lake recreation areaEast Road Sunnyside Road Port Moody/Anmore border

BelcarraBedwell Bay Road Port Moody/Belcarra border Midden Road

Burnaby10 Avenue Kingsway McBride BoulevardBarnet Road Inlet Drive (near Bayview Drive) Port Moody/Burnaby borderBoundary Road Hastings Street Marine WayBroadway Gaglardi Way west of North RoadBurnaby Mountain Parkway Hastings Street (near Dalla-Tina Avenue) Gaglardi WayByrne Road Marine Way Meadow AvenueCanada Way Boundary Road (Vancouver/Burnaby border) west of Willingdon AvenueCanada Way east of Willingdon Avenue west of Kensington AvenueCanada Way east of Kensington Avenue 10 Avenue (New Westminster/Burnaby border)Gaglardi Way Burnaby Mountain Parkway north of Highway 1 (south abutment of Stormont Avenue overpass)Griffiths Drive Kingsway 10 Avenue (New Westminster/Burnaby border)Hastings Street Boundary Road (Vancouver/Burnaby border) Burnaby Mountain Parkway (near Dalla-Tina Avenue)Inlet Drive Hastings Street Barnet Road (near Bayview Drive)Kensington Avenue Lougheed Highway north of Sprott StreetKingsway Boundary Road (Vancouver/Burnaby border) 10 Avenue (New Westminster/Burnaby border)Lougheed Highway Boundary Road (Vancouver/Burnaby border) west of Austin RoadLougheed Highway (eastbound) east of Austin Road west of North RoadMarine Way Boundary Road (Vancouver/Burnaby border) New Westminster/Burnaby border (west of Queensborough Bridge)North Road south of Lougheed Highway New Westminster/Burnaby borderSouthridge Drive Griffiths Drive Meadow AvenueWillingdon Avenue Hastings Street north of Highway 1 (near Still Creek)Willingdon Avenue south of Canada Way Kingsway

CoquitlamAustin Avenue North Road (Burnaby/Coquitlam border) Mariner WayBarnet Highway Port Moody/Coquitlam border Lougheed Highway / Pinetree WayBrunette Avenue north of Highway 1 (near Bernatchy Street) Lougheed HighwayClarke Road Port Moody/Coquitlam border (Ingersoll Avenue) North Road (Burnaby/Coquitlam border)Coast Meridian Road David Avenue Victoria Drive (Port Coquitlam/Coquitam border)Como Lake Avenue North Road (Burnaby/Coquitlam border) Mariner WayDavid Avenue Pipeline Road Coast Meridian RoadGuildford Way Port Moody/Coquitlam border Pinetree WayKing Edward Street Lougheed Highway United BoulevardLougheed Highway North Road (Burnaby/Coquitlam border) east of Schoolhouse StreetLougheed Highway West of Colony Farm Road Westwood Street (Port Coquitlam/Coquitlam border)Mariner Way Barnet Highway United BoulevardNorth Road Clarke Road (near Cottonwoood Avenue) New Westminster/Coquitlam borderPinetree Way Guildford Way Barnet Highway/Lougheed HighwayPitt River Road Lougheed Highway Port Coquitlam/Coquitlam border (Coquitlam River)United Boulevard King Edward Street south of Mary Hill By-PassUnited Boulevard north of Lougheed Highway Mariner Way

Delta56 Street south of Highway 17 Canada / United States border64 Avenue / Kittson Parkway east of Highway 91 Scott Road/120 Street (Surrey/Delta border)72 Avenue east of Highway 91 Scott Road/120 Street (Surrey/Delta border)72 Street Ladner Trunk Road Churchill Street80 Street Ladner Trunk Road Churchill StreetChurchill Street 72 Street 80 StreetHighway 91 Connector River Road south of BNSF rail crossingLadner Trunk Road east of 72 Street south of Highway 99Ladner Trunk Road north of Highway 99 west of Highway 91Nordel Way east of Highway 91 Scott Road/120 Street (Surrey/Delta border)River Road / 62B Street east of Highway 99 / Highway 17 west of 96 Street / Hwy 91 ConnectorScott Road (120 Street) 96 Avenue (Surrey/Delta border) north of Highway 10

Langley City200 Street south of Langley By-Pass (Highway 10) Langley Township/Langley City border204 Street Langley Township/Langley City border (62 Avenue) Logan AvenueFraser Highway (west) east of Langley By-Pass (Highway 10) 200 StreetFraser Highway (east) Langley By-Pass Langley Township/Langley City borderLangley By-Pass east of Glover Road / Highway 10 Fraser Highway


Page 2 of 4 31/03/2016

ROAD SEGMENT FROM TO

Langley Township16 Avenue Surrey/Langley Township border (196 Street) west of Highway 1316 Avenue east of Highway 13 Abbotsford/Langley Township border (276 Street)64 Avenue 196 Street (Surrey/Langley Township border) 204 Street88 Avenue Surrey/Langley Township border (west of 196A Street) west of 200 Street (Highway 1)88 Avenue east of 200 Street (Highway 1) 216 Street96 Avenue Surrey/Langley Township border 216 Street 199A Street End of SB bridge exit ramp 200 Street200 Street north of 88 Avenue (Highway 1) 199A Street200 Street south of 88 Avenue (Highway 1) 62 Avenue (Langley City/Langley Township border)200 Street Langley City/Langley Township border 16 Avenue201 Street 200 Street Start of NB bridge entrance ramp204 Street 62 Avenue 64 Avenue216 Street 88 Avenue 96 Avenue232 Street Fraser Highway Highway 10Fraser Highway (west) 196 Street (Surrey/Langley Township/City border) west of Langley By-Pass (Highway 10)Fraser Highway (east) Langley City/Langley Township border west of Highway 13Fraser Highway (east) east of Highway 13 Abbotsford/Langley Township border (276 Street)Mufford Crescent 204 Street 62 AvenueMufford Crescent (Overpass) 62 Avenue west of Glover Road

Maple Ridge128 Avenue 210 Street Abernethy Way132 Avenue 232 Street Fern Crescent232 Street 132 Avenue Dewdney Trunk RoadAbernethy Way 128 Avenue 232 StreetDewdney Trunk Road east of Lougheed Highway 232 StreetFern Crescent 132 Avenue south of Golden Ears Park GateLougheed Highway east of Haney By-Pass (near 222 Street) west of Haney By-Pass (near 232 Street)

New Westminster10 Avenue Kingsway McBride BoulevardBoyd Street Boundary Road (Richmond/New Westminster border) Derwent WayBrunette Avenue south of Highway 1 (south abutment of BNR overpass) Columbia Street EColumbia Street Stewardson Way / 12 Street Royal AvenueColumbia Street E Brunette Avenue McBride BoulevardDerwent Way Boyd Street Annacis Island moveable bridge (north abutment)McBride Boulevard 10 Avenue (Burnaby/New Westminster border) Columbia Street E / Pattullo Bridge (north abutment)Royal Avenue Columbia Street McBride BoulevardStewardson Way 6 Avenue Columbia Street / 12 Street

North Vancouver City3 Street Marine Drive (at Bewicke Avenue) Forbes AvenueCotton Road Low Level Road North Vancouver District/City borderEsplanade Forbes Avenue Low Level RoadForbes Avenue 3 Street EsplanadeLonsdale Avenue south of Highway 1 EsplanadeLow Level Road Esplanade Cotton RoadMarine Drive North Vancouver District/City border (near Mackay Road) 3 Street (at Bewicke Avenue)

North Vancouver DistrictCapilano Road south of Highway 1 Marine DriveDollarton Highway west of bridge over Seymour River Riverside Drive (East)Main Street North Vancouver City/District border west of Mountain HighwayMarine Drive West Vancouver/North Vancouver District border North Vancouver City/District border (near Mackay Road)Mountain Highway Keith Road north of Main StreetMount Seymour Parkway Seymour Creek IR Boundary Mount Seymour RoadMount Seymour Road Anne Macdonald Way Mount Seymour ParkwayRiverside Drive (East) Mount Seymour Parkway Dollarton Highway

Pitt MeadowsOld Dewdney Trunk Road Lougheed Highway Harris RoadHarris Road Old Dewdney Trunk Road Old Dewdney Trunk RoadOld Dewdney Trunk Road Harris Road Sharpe Road (Pitt Meadows/Maple Ridge border)

Port CoquitlamLougheed Highway Coquitlam/Port Coquitlam border (Westwood Street) east of Ottawa StreetCoast Meridian Road Kingsway Avenue Victoria Drive (Coquitlam/Port Coquitlam border)Broadway Street Mary Hill Bypass Kingsway Avenue


Page 3 of 4 31/03/2016


Port Moody1 Avenue Bedwell Bay Road / Sunnyside Road Anmore/Port Moody border1 Avenue Anmore/Port Moody border Ioco RoadBarnet Highway (west) Burnaby/Port Moody border St. Johns Street (at Clarke Road / Albert Street)Barnet Highway (east) St. Johns Street (at Dewdney Trunk Road) Coquitlam / Port Moody borderBedwell Bay Road Belcarra/Port Moody border Anmore/Port Moody borderBedwell Bay Road Anmore/Port Moody border 1 AvenueClarke Road St. Johns Street Coquitlam/Port Moody border (Ingersoll Avenue)Clarke Street Barnet Highway Moody StreetGuildford Way Ioco Road Coquitlam/Port Moody borderIoco Road 1 Avenue Barnet Highway (east)Moody Street Murray Street St. Johns StreetMurray Street Moody Street Ioco RoadSt. Johns Street Clarke Road (at Albert Street / Barnet Highway (west)) Barnet Highway (east) (at Dewdney Trunk Road)

RichmondNo. 2 Road Inglis Drive Steveston HighwayNo. 3 Road south of Sea Island Way Westminster HighwayAlderbridge Way No. 3 Road west of Highway 91 (near Shell Road)Bridgeport Road St. Edwards Drive Knight StreetGilbert Road Dinsmore Bridge (south abutment) Westminster HighwayKnight Street Knight Street Bridge (south abutment) north of Highway 91Knight Street south of Highway 91 Westminster HighwaySteveston Highway No. 2 Road west of Highway 99Westminster Highway No. 2 Road west of Highway 99Westminster Highway east of Highway 99 Knight StreetWestminster Highway east of Nelson Road south of Highway 91Westminster Highway north of Highway 91 New Westminster/Richmond border (Boundary Road)

Surrey16 Avenue 152 Street 160 Street (White Rock/Surrey border)16 Avenue 160 St (White Rock/Surrey border) west of Highway 15 (176 Street)16 Avenue east of Highway 15 (176 Street) Langley Township/Surrey border (196 Street)64 Avenue Scott Road/120 Street (Delta/Surrey border) west of Highway 15 (176 Street)64 Avenue east of Highway 15 (176 Street) Langley Township/Surrey border88 Avenue Nordel Way west of Highway 15 (176 Street)88 Avenue east of Highway 15 (176 Street) Langley Township/Surrey border96 Avenue (west) Scott Road/120 Street (Delta/Surrey border) west of 176 Street96 Avenue (east) 96 Avenue Connector Road Langley Township/Surrey border96 Avenue Connector Road Golden Ears Bridge "mainline" 96 Avenue (east)104 Avenue King George Highway south of Highway 1108 Avenue King George Highway Townline Diversion152 Street south of Highway 1 (near Lincoln Drive) north of Highway 10 (56 Avenue)152 Street south of Highway 10 (56 Avenue) 16 Avenue (White Rock / Surrey border)Fraser Highway King George Highway west of Highway 15 (176 Street)Fraser Highway east of Highway 15 (176 Street) Langley Township/Surrey border (196 Street)King George Highway Pattullo Bridge (south abutment) north of Highway 10 (56 Avenue)King George Highway south of Highway 10 (56 Avenue) north of Highway 99 King George Highway south of Highway 99 (near Crescent Road) west of Highway 99 (north of 8 Avenue)Nordel Way Scott Road/120 Street (Delta/Surrey border) 88 AvenueScott Road King George Highway 96 Avenue (Delta/Surrey border)Scott Road (120 Street) 96 Avenue (Delta/Surrey border) north of Highway 10Townline Diversion 108 Avenue west of 152 Street


Page 4 of 4 31/03/2016


Vancouver1 Avenue Clark Drive Boundary Road (Burnaby/Vancouver border)10 Avenue Blanca Street Alma Street41 Avenue SW Marine Drive Joyce Street70 Avenue SW Marine Drive (at Cornish Street) SW Marine Drive (between Heather and Ash Streets)Alma Street Broadway 10 AvenueBoundary Road Hastings Street Marine WayBroadway Alma Street Rupert StreetCambie Bridge North abutment (including ramps) South abutment (including ramps)Cambie Street Cambie Bridge (south abutment) SW Marine DriveClark Drive Hastings Street Knight StreetCordova Diversion East of Hawks Avenue Powell StreetGeorgia Street Highway 99/1A (near Chilco Street) Georgia ViaductGeorgia Viaduct Georgia Street Main StreetGrandview Highway Nanaimo Street Boundary Road (Burnaby/Vancouver border)Granville Bridge North abutment (including ramps) South abutment (including ramps)Granville Street Granville Bridge (south abutment) SW Marine DriveHastings Street Howe Street Boundary Road (Burnaby/Vancouver border)Howe Street Hastings Street Granville BridgeJoyce Street 41 Avenue KingswayKingsway Main Street Boundary Road (Burnaby/Vancouver border)Knight Street Clark Drive Knight Street Bridge (north abutment)Lougheed Highway Rupert Street Boundary Road (Burnaby/Vancouver border)Main Street Georgia Viaduct KingswaySW Marine Drive Camosun Street 70 Avenue (at Cornish Street)SW Marine Drive Granville Street Ontario StreetSE Marine Drive Ontario Street Marine WayMarine Way SE Marine Drive Boundary Road (Burnaby/Vancouver border)McGill Street Nanaimo Street west of Highway 1 (near Bridgeway Street)Nanaimo Street McGill Street Hastings StreetNanaimo Street Broadway Grandview HighwayNelson Street Howe Street Cambie BridgeOak Street Broadway Highway 99 (near 71 Avenue)Powell Street East of Hawks Avenue West of Clark DriveSeymour Street Granville Bridge Hastings StreetSmithe Street Cambie Bridge Howe Street

West VancouverMarine Drive 21 Street Highway 99/1A (near Taylor Way)

White Rock North Bluff Road Johnston Road Stayte Road (Surrey/White Rock Border)

TransLink-Owned AssetsGolden Ears Way, incl. Golden Ears Bridge east of 176 Street (Surrey) 210 Street (Maple Ridge)Knight Street Bridge North abutment (Vancouver) South abutment (Richmond)Pattullo Bridge North abutment (New Westminster) South abutment (Surrey)Westham Island Bridge West Abutment (Westham Island) East Abutment (Delta)

Appendix B - Effective changes to Schedule A of the Major Road Network BylawSCHEDULE "A"

Major Road Network

Page 1 of 4 31/03/2016

ROAD SEGMENT FROM TOAnmore 1 Avenue Sunnyside Road Port Moody/Anmore borderBedwell Bay Road Port Moody/Anmore border Port Moody/Anmore borderSunnyside Road 1 Avenue park access road at Buntzen Lake recreation areaEast Road Sunnyside Road Port Moody/Anmore border

BelcarraBedwell Bay Road Port Moody/Belcarra border Midden Road

Burnaby10 Avenue Kingsway McBride BoulevardBarnet Road Inlet Drive (near Bayview Drive) Port Moody/Burnaby borderBoundary Road Hastings Street Marine WayBroadway Gaglardi Way west of North RoadBurnaby Mountain Parkway Hastings Street (near Dalla-Tina Avenue) Gaglardi WayByrne Road Marine Way Meadow AvenueCanada Way Boundary Road (Vancouver/Burnaby border) west of Willingdon AvenueCanada Way east of Willingdon Avenue west of Kensington AvenueCanada Way east of Kensington Avenue 10 Avenue (New Westminster/Burnaby border)Gaglardi Way Burnaby Mountain Parkway north of Highway 1 (south abutment of Stormont Avenue overpass)Griffiths Drive Kingsway 10 Avenue (New Westminster/Burnaby border)Hastings Street Boundary Road (Vancouver/Burnaby border) Burnaby Mountain Parkway (near Dalla-Tina Avenue)Inlet Drive Hastings Street Barnet Road (near Bayview Drive)Kensington Avenue Lougheed Highway north of Sprott StreetKingsway Boundary Road (Vancouver/Burnaby border) 10 Avenue (New Westminster/Burnaby border)Lougheed Highway Boundary Road (Vancouver/Burnaby border) west of Austin RoadLougheed Highway (eastbound) east of Austin Road west of North RoadMarine Way Boundary Road (Vancouver/Burnaby border) New Westminster/Burnaby border (west of Queensborough Bridge)North Road south of Lougheed Highway New Westminster/Burnaby borderSouthridge Drive Griffiths Drive Meadow AvenueWillingdon Avenue Hastings Street north of Highway 1 (near Still Creek)Willingdon Avenue south of Canada Way Kingsway

CoquitlamAustin Avenue North Road (Burnaby/Coquitlam border) Mariner WayBarnet Highway Port Moody/Coquitlam border Lougheed Highway / Pinetree WayBrunette Avenue north of Highway 1 (near Bernatchy Street) Lougheed HighwayClarke Road Port Moody/Coquitlam border (Ingersoll Avenue) North Road (Burnaby/Coquitlam border)Coast Meridian Road David Avenue Victoria Drive (Port Coquitlam/Coquitam border)Como Lake Avenue North Road (Burnaby/Coquitlam border) Mariner WayDavid Avenue Pipeline Road Coast Meridian RoadGuildford Way Port Moody/Coquitlam border Pinetree WayKing Edward Street Lougheed Highway United BoulevardLougheed Highway North Road (Burnaby/Coquitlam border) east of Schoolhouse StreetLougheed Highway West of Colony Farm Road Westwood Street (Port Coquitlam/Coquitlam border)Mariner Way Barnet Highway United BoulevardNorth Road Clarke Road (near Cottonwoood Avenue) New Westminster/Coquitlam borderPinetree Way Guildford Way Barnet Highway/Lougheed HighwayPitt River Road Lougheed Highway Port Coquitlam/Coquitlam border (Coquitlam River)United Boulevard King Edward Street south of Mary Hill By-PassUnited Boulevard north of Lougheed Highway Mariner Way

Delta56 Street south of Highway 17 Canada / United States border64 Avenue / Kittson Parkway east of Highway 91 Scott Road/120 Street (Surrey/Delta border)72 Avenue east of Highway 91 Scott Road/120 Street (Surrey/Delta border)72 Street Ladner Trunk Road Churchill Street80 Street Ladner Trunk Road Churchill StreetChurchill Street 72 Street 80 StreetHighway 91 Connector River Road south of BNSF rail crossingLadner Trunk Road east of 72 Street south of Highway 99Ladner Trunk Road north of Highway 99 west of Highway 91Nordel Way east of Highway 91 Scott Road/120 Street (Surrey/Delta border)River Road / 62B Street east of Highway 99 / Highway 17 west of 96 Street / Hwy 91 ConnectorScott Road (120 Street) 96 Avenue (Surrey/Delta border) north of Highway 10

Langley City200 Street south of Langley By-Pass (Highway 10) Langley Township/Langley City border204 Street Langley Township/Langley City border (62 Avenue) Logan AvenueFraser Highway (west) east of Langley By-Pass (Highway 10) 200 StreetFraser Highway (east) Langley By-Pass Langley Township/Langley City borderLangley By-Pass east of Glover Road / Highway 10 Fraser HighwayMufford Crescent Langley Township/Langley City border (62 Avenue) west of Glover Road


Major Road Network

Page 2 of 4 31/03/2016


Langley Township16 Avenue Surrey/Langley Township border (196 Street) west of Highway 1316 Avenue east of Highway 13 Abbotsford/Langley Township border (276 Street)64 Avenue 196 Street (Surrey/Langley Township border) 204 Street88 Avenue Surrey/Langley Township border (west of 196A Street) west of 200 Street (Highway 1)88 Avenue east of 200 Street (Highway 1) 216 Street96 Avenue Surrey/Langley Township border 216 Street 199A Street End of SB bridge exit ramp 200 Street200 Street north of 88 Avenue (Highway 1) 199A Street200 Street south of 88 Avenue (Highway 1) 62 Avenue (Langley City/Langley Township border)200 Street Langley City/Langley Township border 16 Avenue201 Street 200 Street Start of NB bridge entrance ramp204 Street 62 Avenue 64 Avenue216 Street 88 Avenue 96 Avenue232 Street Fraser Highway Highway 10Fraser Highway (west) 196 Street (Surrey/Langley Township/City border) west of Langley By-Pass (Highway 10)Fraser Highway (east) Langley City/Langley Township border west of Highway 13Fraser Highway (east) east of Highway 13 Abbotsford/Langley Township border (276 Street)Mufford Crescent 204 Street 62 AvenueMufford Crescent 62 Avenue west of Glover RoadMufford Crescent (Overpass) 62 Avenue west of Glover Road

Maple Ridge128 Avenue 210 Street Abernethy Way132 Avenue 232 Street Fern Crescent232 Street 132 Avenue Dewdney Trunk RoadAbernethy Way 128 Avenue 232 StreetDewdney Trunk Road east of Lougheed Highway 232 StreetFern Crescent 132 Avenue south of Golden Ears Park GateLougheed Highway east of Haney By-Pass (near 222 Street) west of Haney By-Pass (near 232 Street)

New Westminster10 Avenue Kingsway McBride BoulevardBoyd Street Boundary Road (Richmond/New Westminster border) Derwent WayBrunette Avenue south of Highway 1 (south abutment of BNR overpass) Columbia Street EColumbia Street Stewardson Way / 12 Street Royal AvenueColumbia Street E Brunette Avenue McBride BoulevardDerwent Way Boyd Street Annacis Island moveable bridge (north abutment)McBride Boulevard 10 Avenue (Burnaby/New Westminster border) Columbia Street E / Pattullo Bridge (north abutment)Royal Avenue Columbia Street McBride BoulevardStewardson Way 6 Avenue Columbia Street / 12 Street

North Vancouver City3 Street Marine Drive (at Bewicke Avenue) Forbes AvenueCotton Road Low Level Road North Vancouver District/City borderEsplanade Forbes Avenue Low Level RoadForbes Avenue 3 Street EsplanadeLonsdale Avenue south of Highway 1 EsplanadeLow Level Road Esplanade Cotton RoadMarine Drive North Vancouver District/City border (near Mackay Road) 3 Street (at Bewicke Avenue)

North Vancouver DistrictCapilano Road south of Highway 1 Marine DriveDollarton Highway west of bridge over Seymour River Riverside Drive (East)Main Street North Vancouver City/District border west of Mountain HighwayMarine Drive West Vancouver/North Vancouver District border North Vancouver City/District border (near Mackay Road)Mountain Highway Keith Road north of Main StreetMount Seymour Parkway Seymour Creek IR Boundary Mount Seymour RoadMount Seymour Road Anne Macdonald Way Mount Seymour ParkwayRiverside Drive (East) Mount Seymour Parkway Dollarton Highway

Pitt MeadowsOld Dewdney Trunk Road Lougheed Highway Harris RoadHarris Road Old Dewdney Trunk Road Old Dewdney Trunk RoadOld Dewdney Trunk Road Harris Road Sharpe Road (Pitt Meadows/Maple Ridge border)

Port CoquitlamLougheed Highway Coquitlam/Port Coquitlam border (Westwood Street) east of Ottawa StreetCoast Meridian Road Kingsway Avenue Victoria Drive (Coquitlam/Port Coquitlam border)Broadway Street Mary Hill Bypass Kingsway Avenue


Major Road Network

Page 3 of 4 31/03/2016


Port Moody1 Avenue Bedwell Bay Road / Sunnyside Road Anmore/Port Moody border1 Avenue Anmore/Port Moody border Ioco RoadBarnet Highway (west) Burnaby/Port Moody border St. Johns Street (at Clarke Road / Albert Street)Barnet Highway (east) St. Johns Street (at Dewdney Trunk Road) Coquitlam / Port Moody borderBedwell Bay Road Belcarra/Port Moody border Anmore/Port Moody borderBedwell Bay Road Anmore/Port Moody border 1 AvenueClarke Road St. Johns Street Coquitlam/Port Moody border (Ingersoll Avenue)Clarke Street Barnet Highway Moody StreetGuildford Way Ioco Road Coquitlam/Port Moody borderIoco Road 1 Avenue Barnet Highway (east)Moody Street Murray Street St. Johns StreetMurray Street Moody Street Ioco RoadSt. Johns Street Clarke Road (at Albert Street / Barnet Highway (west)) Barnet Highway (east) (at Dewdney Trunk Road)

RichmondNo. 2 Road Inglis Drive Steveston HighwayNo. 3 Road south of Sea Island Way Westminster HighwayAlderbridge Way No. 3 Road west of Highway 91 (near Shell Road)Bridgeport Road St. Edwards Drive Knight StreetGilbert Road Dinsmore Bridge (south abutment) Westminster HighwayKnight Street Knight Street Bridge (south abutment) north of Highway 91Knight Street south of Highway 91 Westminster HighwaySteveston Highway No. 2 Road west of Highway 99Westminster Highway No. 2 Road west of Highway 99Westminster Highway east of Highway 99 Knight StreetWestminster Highway east of Nelson Road south of Highway 91Westminster Highway north of Highway 91 New Westminster/Richmond border (Boundary Road)

Surrey16 Avenue 152 Street 160 Street (White Rock/Surrey border)16 Avenue 160 St (White Rock/Surrey border) west of Highway 15 (176 Street)16 Avenue east of Highway 15 (176 Street) Langley Township/Surrey border (196 Street)64 Avenue Scott Road/120 Street (Delta/Surrey border) west of Highway 15 (176 Street)64 Avenue east of Highway 15 (176 Street) Langley Township/Surrey border88 Avenue Nordel Way west of Highway 15 (176 Street)88 Avenue east of Highway 15 (176 Street) Langley Township/Surrey border96 Avenue (west) Scott Road/120 Street (Delta/Surrey border) west of 176 Street96 Avenue (east) 96 Avenue Connector Road Langley Township/Surrey border96 Avenue Connector Road Golden Ears Bridge "mainline" 96 Avenue (east)104 Avenue King George Highway south of Highway 1108 Avenue King George Highway Townline Diversion152 Street south of Highway 1 (near Lincoln Drive) north of Highway 10 (56 Avenue)152 Street south of Highway 10 (56 Avenue) 16 Avenue (White Rock / Surrey border)Fraser Highway King George Highway west of Highway 15 (176 Street)Fraser Highway east of Highway 15 (176 Street) Langley Township/Surrey border (196 Street)King George Highway Pattullo Bridge (south abutment) north of Highway 10 (56 Avenue)King George Highway south of Highway 10 (56 Avenue) north of Highway 99 King George Highway south of Highway 99 (near Crescent Road) west of Highway 99 (north of 8 Avenue)Nordel Way Scott Road/120 Street (Delta/Surrey border) 88 AvenueScott Road King George Highway 96 Avenue (Delta/Surrey border)Scott Road (120 Street) 96 Avenue (Delta/Surrey border) north of Highway 10Townline Diversion 108 Avenue west of 152 Street


Major Road Network

Page 4 of 4 31/03/2016


Vancouver1 Avenue Clark Drive Boundary Road (Burnaby/Vancouver border)10 Avenue Blanca Street Alma Street41 Avenue SW Marine Drive Joyce Street70 Avenue SW Marine Drive (at Cornish Street) SW Marine Drive (between Heather and Ash Streets)Alma Street Broadway 10 AvenueBoundary Road Hastings Street Marine WayBroadway Alma Street Rupert StreetCambie Bridge North abutment (including ramps) South abutment (including ramps)Cambie Street Cambie Bridge (south abutment) SW Marine DriveClark Drive Hastings Street Knight StreetCordova Diversion East of Hawks Avenue Powell StreetGeorgia Street Highway 99/1A (near Chilco Street) Georgia ViaductGeorgia Viaduct Georgia Street Main StreetGrandview Highway Nanaimo Street Boundary Road (Burnaby/Vancouver border)Granville Bridge North abutment (including ramps) South abutment (including ramps)Granville Street Granville Bridge (south abutment) SW Marine DriveHastings Street Howe Street Boundary Road (Burnaby/Vancouver border)Howe Street Hastings Street Granville BridgeJoyce Street 41 Avenue KingswayKingsway Main Street Boundary Road (Burnaby/Vancouver border)Knight Street Clark Drive Knight Street Bridge (north abutment)Lougheed Highway Rupert Street Boundary Road (Burnaby/Vancouver border)Main Street Georgia Viaduct KingswaySW Marine Drive Camosun Street 70 Avenue (at Cornish Street)SW Marine Drive Granville Street Ontario StreetSE Marine Drive Ontario Street Marine WayMarine Way SE Marine Drive Boundary Road (Burnaby/Vancouver border)McGill Street Nanaimo Street west of Highway 1 (near Bridgeway Street)Nanaimo Street McGill Street Hastings StreetNanaimo Street Broadway Grandview HighwayNelson Street Howe Street Cambie BridgeOak Street Broadway Highway 99 (near 71 Avenue)Powell Street East of Hawks Avenue West of Clark DriveSeymour Street Granville Bridge Hastings StreetSmithe Street Cambie Bridge Howe Street

West VancouverMarine Drive 21 Street Highway 99/1A (near Taylor Way)

White Rock North Bluff Road Johnston Road Stayte Road (Surrey/White Rock Border)

TransLink-Owned AssetsGolden Ears Way, incl. Golden Ears Bridge east of 176 Street (Surrey) 210 Street (Maple Ridge)Knight Street Bridge North abutment (Vancouver) South abutment (Richmond)Pattullo Bridge North abutment (New Westminster) South abutment (Surrey)Westham Island Bridge West Abutment (Westham Island) East Abutment (Delta)

TL

Typewritten Text

Appendix C

X

X

XX

X

X X

X

XX

X

INLE

T=8.

63M

OU

TLET

=8.

56M

CO

NC.

RAI

LR

AIL

RAI

L

RAI

L

BU

RIE

D30

0MM

Ø C

ON

C

OU

TLET

=8.

54M

PLU

GG

ED

ASPHALT

BOTTOM OF SLOPEBOTTOM OF SLOPE

SA

ND

BAG

S11

.5M

x30

0MM

Ø C

ON

CO

UTL

ET=

8.93

M

SA

ND

BAG

S

INLE

T=8.

91M

6.1M x1200MMØ

CSP

INLE

T=7.

88M

OU

TLET

=7.

79M

0.2MØ GAS PIPES

13M

x 8

00M

MØ

CSP

SA

ND

BAG

S

CO

NC

.

0.2M

ØG

AS P

IPES

BAG

S

14.9M x 750MMØCSP

OU

TLET

=8.

16M

2.0M

x80

0MM

ØC

ON

C.

SA

ND

BAG

S

INLE

T=8.

04M

OU

TLET

=7.

93M

N

5265

0044

2400

N

5264

00

4425

00

N

5266

00

4425

00

6HT

6HT

6HT

6HT

1TR

ANS.

2T2T

2T2T

2T2T

2T2T

1P

6HT,

1P6H

T,1P

6HT,

1P

1HT,1P,1GUY

1T

1P

6HT,

2P,1

GU

Y

11.1M x600MMØ CSP

GLOVER CREEK10

0+40

0

100+

500

100+

600

100+

700

L100

L200

43°

35'0

8"20

1+20

0

201+

100

201+

300

133°02'02"

L110

M.o.T.

JURISDICTION

T.o.L.

JURISDICTION

157°57'54"

129°51'32"

LIM

IT O

F C

ON

STR

UC

TIO

NST

A. 1

10+0

70

CB

28

CB

30

CB

32

CB

34

CB

36

CB

38

CB

40

CB

42C

B44

CB

45

CB

47

CB

48C

B50

CB

118

CB

120

CB

122

CB

124

CB

126

CB

128

CB

130

CB

132

CB

134

CB

136

CB

138

CB

140

CB

142

CB

144

CB

146

DM

H-1

10

DM

H-1

15

DM

H-1

20

DM

H-2

45D

MH

-250

DM

H-2

55

DM

H-2

60

DM

H-1

25

DM

H-1

30

CB

33

CB

46

ACCESS GATE

MU

FFO

RD

CR

ESC

ENT

HIG

HW

AY 1

0

WAT

ER Q

UA

LITY

TRE

ATM

EN

T PO

ND

SEE

DET

AILS

DW

G. R

1-70

5-51

3 to

-515

25m

- 75

0mm

Ø H

DPE

BOS

S 20

00 C

ULV

ERT

@0.

5% (u

/s O

F M

ANH

OLE

)c/

w S

TOR

M C

ON

CR

ETE

INLE

T S

TRU

CTU

RE

INV

ERT

ELEV

: 8.0

5m

18.7

m -

750m

mØ

HD

PE

BOSS

200

0 ST

M @

0.46

% (d

/s O

F M

AN

HO

LE) c

/w C

ON

CR

ETE

STO

RM

OU

TLE

T ST

RU

CTU

RE

78m

- 75

0mm

Ø H

DPE

BO

SS 2

000

CU

LVE

RT;

FIN

AL

ALIG

NM

ENT

TO S

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ULT

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NA

GE

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IS

18m

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@ 0

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VER

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AN

D C

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CT

TO N

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UN

DE

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IGH

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10

39m

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mm

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%

29m

- 30

0mm

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DPE

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S 20

00 S

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0.3

%

38m

- 30

0mm

Ø H

DPE

BOS

S 20

00 S

TM @

0.3

%

21m

- 30

0mm

Ø H

DPE

BOS

S 20

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TM @

0.3

%

TIE

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TOR

M M

AN

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V. 7

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NO

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AY

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CR

EEK

CU

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INLE

T

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mm

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DPE

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@ 0

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31m

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RE

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NS

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NE

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ULV

ERT

EXI

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HTO

BE

INFI

LLED

17m

- 60

0mm

Ø H

DP

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000

CU

LVER

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5% c

/w C

ON

CR

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UTL

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TOR

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35m

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0mm

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VC S

DR

35S

TM @

1.1

%

PO

ND

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RU

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ELEV

: 7.8

0m

PO

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OU

TLET

STR

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TUR

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VER

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(REF

ER T

OD

ETA

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ON

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ING

R1-

705-

515)

54m

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0mm

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DP

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(SD

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1)@

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% (M

AIN

TAIN

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)

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HW

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H T

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IVE

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mØ

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SUM

MAR

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MAN

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STD.

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SET

RIM

(m)

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459.

402

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2-03

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300ø

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50

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200

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7.8

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CATC

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SIN

SUM

MAR

Y

No.

TYPE

STD.

DRAW

ING

STAT

ION

OFF

SET

(m)

GRAT

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PEGR

ATE

ELEV (m

)

PIPE

INVE

RTEL

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)

PIPE

DIAM

ETER

(mm

)

CB L

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LEN

GTH

(m)

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327.

000

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9.64

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02.0

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0+36

5.01

2-0

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SP58

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859.

485

200

19.3

32CB

SP58

2-02

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100+

389.

008

-0.4

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582-

05.0

110

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9.38

520

020

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CBSP

582-

02.0

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0+41

4.98

80.

666

SP58

2-05

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179.

317

200

13.9

34TC

BSP

582-

02.0

110

0+44

7.99

3-0

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SP58

2-05

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SP58

2-05

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FRAM

E10

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9.07

725

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CBSP

582-

02.0

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2.98

0-1

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SP58

2-05

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10.2

389.

338

200

13.1

38CB

SP58

2-02

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504.

656

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435

SP58

2-05

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R9.

799

8.89

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9.3

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SP58

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588.

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SP58

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SP58

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615.

397

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110

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9.65

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SP58

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2-02

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9.44

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CBSP

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SP58

2-05

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13.9

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14.6

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CBS1

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SP58

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FRAM

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8.43

325

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CBSP

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75.

499

SP58

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335.

695

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TO: Board of Directors FROM: Cathy McLay, Chief Financial Officer and Executive Vice President, Finance and

Corporate Services Lloyd Bauer, Vice President Compass Project DATE: March 9, 2016 SUBJECT: Compass Card and Faregate Project Status Update PURPOSE The purpose of this report is to provide an update on the Compass Project progress, timeline and budget. BACKGROUND The Compass Card and Faregate Project introduces fare gates to the rail stations and replaces the existing fare collection system with an automated fare collection system. The project scope includes the following:

• Procurement and installation of new fare collection equipment: Compass Vending Machines (CVM) and Exit Ticket Machines at all rail stations, SeaBus terminals,

and select London Drugs locations and B.C. Ferries terminals Fare gates at all SkyTrain stations and SeaBus terminals Stand-alone station validators at West Coast Express commuter rail stations Mobile validators on all TransLink buses

• Implementation of a new customer walk-in centre and Compass call centre • Provision of back office systems to support Compass operations • Station construction/retrofitting in preparation for installation of faregates and fare collection

equipment • Project management, training, change management, marketing and communications

DISCUSSION Accomplishments (Ending March 9, 2016) Significant progress has been made in the transition of customers to Compass. The Compass system now has 700,000 active Compass cards, with over 300,000 unique cards tapped on the system each business day. We are now forecasting a steady state projection of approximately 750,000 active Compass cards; much higher than the original business case estimate of 500,000.

The transition from traditional fare media to Compass media is in the final stages. Following the January announcement of the approaching end of sales of FareSavers; FareSavers were no longer being sold to retailers in February.

With Compass media nearing full rollout, we have begun testing demonstrations of full gate closures at SkyTrain stations. Throughout the month of February, TransLink completed close to twenty successful gate closure demonstrations, which gave customers and front line staff the opportunity to experience entry and exit with all gates closed. The results confirmed the high adoption rate of Compass, and support from customers to close fare gates. This provided the assurance of readiness in the public

Compass Card and Faregate Project Status Update March 9, 2016 Page 2 of 3 announcement and implementation of full gate closure. On March 1st we publicly announced that, starting Monday, April 4, we will begin closing fare gates at SkyTrain and SeaBus stations, with all gates closed system-wide by April 8th. We will continue with gate closure demonstrations throughout the month of March to continue to support and encourage the remaining customers’ transition to Compass.

We have been working closely with Access Transit customers, advisory groups and stakeholders in relation to customers with disabilities. In addition to the current HandyDART and HandyCard programs, we are introducing a new Station Assistance service at SkyTrain and SeaBus in order for customers without the ability to tap to travel through fare gates. With Station Assistance, customers without the ability to tap can call to request a SkyTrain Attendant to meet them to open the fare gate. During the transition, attendants will be at the station gates to help educate and inform, as well as use this time to get a better understanding of the unique customer needs and to adjust as necessary. During off peak times or when attendants are not available, the accessibility gate will remain open during transition. TransLink is also working with the Ministry to issue Compass Cards to out of region BC Bus Pass program customers.

Planned Activities The next sixty (60) days are focused on transitioning the remaining customers (with the exception of HandyDART customers who will transition to Compass later in 2016) from traditional fare media to Compass media and to full gate closure at SkyTrain stations.

Along with the transition of FareSavers, work is ongoing to transition the remaining pass programs onto Compass fare media. The programs include passes for Canada Line YVR Add-fare exemptions for Vancouver Airport employees and Burkeville residents, and contractor passes.

Financials The project is currently tracking to budget with a $0 variance. Project spend is $163.3M on a budget of $194.2M, and a forecast spend of $30.9M. Regular project financial reviews are occurring, and project controls are in place to ensure project spending continues to track within budget.

Communications Implications To support the March 1st gate closure announcement an extensive marketing and communication plan will be performed. Throughout March, there will be communication to customers through radio, newspaper and social media channels. The themes will include the upcoming gate closure and the importance of Compass Cards and Compass Tickets as the key to accessing the gated system. Communication will also provide information for customers needing to transfer from the bus system to rail and the importance of obtaining a Compass card or ticket and of support services which are available at stations. Continued outreach will occur with the disability community during March to manage the transition.

Change management, communication and training will continue to be delivered to ensure staff are informed and ready with the processes and procedures to effectively support Compass. Marketing, communication, and outreach activities will continue to ensure customers are effectively informed and their questions answered as Compass moves to full gate closure and roll out.

Compass Card and Faregate Project Status Update March 9, 2016 Page 3 of 3 CONCLUSION The Compass project is on track to the significant milestone of full gate closure. Compass tickets and cards are fully available throughout the service region, traditional fare media is no longer sold to the general public and all Compass equipment and systems are in place. Over the next two months, the remaining pass programs will be transitioned to Compass and full gate closure will be implemented on SkyTrain and SeaBus. This will bring the benefits of Compass to all transit riders, including the convenience, safety, security, balance protection, and auto-load features of Compass cards.

TO: Board of Directors FROM: Marc Riddell, Acting Vice President Communications and Customer Engagement Tim Savoie, Vice President Transportation Planning and Policy DATE: March 24, 2016 SUBJECT: Transit Fare Policy Review – Proposed Engagement Approach PURPOSE This memo outlines the proposed approach to engaging the public and stakeholders through the Transit Fare Policy Review in 2016-2017. BACKGROUND At its December 2015 meeting, the Board approved the overall scope of the Transit Fare Policy Review and asked Management to return with more details on how stakeholders and the broader public will be engaged in defining the problem, developing and evaluating possible options and selecting a preferred option. Before the engagement is formally launched this Spring, Management is providing the Board with an opportunity to comment on the proposed approach. DISCUSSION The focus of this project is to consider changes to the fare structure, products, and programs that will better meet the needs of the customer and grow ridership while maintaining the same proportion of TransLink’s budget that is generated from fares. Engagement Goal and Objectives The primary engagement goal of the Fare Policy Review is to: provide Metro Vancouver residents with multiple opportunities to provide ongoing and informed feedback that will help shape changes to TransLink’s Transit Fare Policy. This goal is supported by the following objectives: 1. Raise awareness about the Fare Policy Review and its key activities. 2. Educate on the issue, the range of possible fare policy options and the associated trade-offs. 3. Consult broadly on key issues, concerns and values, and allow participants to indicate their

preferred option, fully aware of competing objectives. 4. Ensure that those particularly affected stakeholders are engaged more extensively. 5. Ensure that consultation input influences development of options and that participants can see how

their input was used. 6. Enhance TransLink’s reputation for transparent, forward-looking, responsive policy development. 7. Ensure the highest possible level of public support for the option that is ultimately recommended.

Transit Fare Policy Review – Proposed Engagement Approach March 8, 2016 Page 2 of 3 Key Engagement Phases The key engagement questions being asked at each of the four project phases is described below.

Phase Phase Name Key Question and Outcomes Engagement Timeframe

1 Discover & Define

Define the problem, clarify the objectives and tradeoffs Ask: Likes/dislikes about current system? Future priorities?

Spring 2016

2 Develop Long-List

Confirmed long list and evaluation criteria Ask: Any options missing? Likes/dislikes about each option?

Fall 2016

3 Develop Short-List

Input on trade-offs between short-list of options Ask: What is your preferred option? Why?

Spring 2017

4 Deliver Understanding of level of support for preferred solution Ask: What is your level of support?

Fall 2017

The level of effort and resourcing will be tailored to meet the specific engagement requirements of each phase to ensure broad awareness of the project and to recruit high participation levels. Engagement Activities It is important that all residents of Metro Vancouver have an opportunity to engage in this fare policy review given that we as a region benefit from the transit system and contribute towards the cost of the system through fares and taxes. The key audience, however, is people who use transit – whether regularly or occasionally – since any changes to fare policy will affect them most directly. At each phase, the marketing effort will focus on encouraging people to visit the project website where they will find background information, a short overview video outlining the key issues and questions in that phase, and will be invited to complete an interactive online survey. The online component will be complemented by accessible in-person events (one in each sub-region for a total of 7) as well as paper surveys available at community centres and other public facilities to ensure that we hear equally from people without digital access. Additional efforts will be made to reach out to groups who experience barriers to participation including people with low-incomes, people with disabilities, people who do not speak English, students and seniors. At each phase, staff will reach out to stakeholder groups representing diverse interests and sectors (e.g. business, tourism, education, health, poverty, social service, environmental, multi-cultural, immigrant and refugee settlement, and organizations representing seniors, students, children and people with disabilities). These stakeholder groups will be invited to participate in one of three stakeholder forums held in different accessible locations around the region. These forums will be supplemented with individual stakeholder meetings as required to ensure we are getting input from as diverse an array of perspectives as possible. Local, regional, provincial and federal agency partners will be invited to send representatives to participate in a Partner Advisory Committee and regular updates will be provided to their respective decision-making bodies. Municipal staff will also be engaged through regular updates and discussions with the Regional Transportation Advisory Committee (RTAC) and the Regional Planning Advisory Committee (RPAC).

Transit Fare Policy Review – Proposed Engagement Approach March 8, 2016 Page 3 of 3 Management is currently in the process of developing messaging and collateral for Phase 1 engagement and will share it with the Board at their April Strategy session in advance of formal project launch. CONCLUSION The public is typically used to hearing about transit fares only in the context of fare increases in order to generate more revenue. Instead, this review is about leveraging the capabilities of Compass to establish a fare system that resolves some of our customers’ biggest complaints about the current system. This primary focus on improving the customer experience should generate a robust and productive public conversation. Engagement effort and resources will be tailored to each project phase, ensuring that the public and stakeholders – including those with barriers to participation – have ample opportunity over the next two years to help shape the way we price transit in this region over the coming decades.

TO: Board of Directors FROM: Tim Savoie, Vice President Transportation Planning and Policy DATE: March 24, 2016 SUBJECT: 2015 Transit Network Review – Next Steps PURPOSE This memo outlines the results and next steps for the 2015 Transit Network Review and is provided for information purposes. BACKGROUND TransLink’s Transit Network Review is the regular process for identifying near-term transit service changes. Through this process TransLink makes adjustments to transit service across the system on an ongoing basis as part of planning and managing the transit system.

The Transit Network Review relies on established planning and consultation guidance, including the Transit Service Guidelines (2004), Principles for Public Consultation & Community Engagement (2006), Principles of Service Optimization (2009) and Managing the Network Primer (2012). This memo follows earlier briefings on the 2015 Transit Network Review in September and December 2015 and in February 2016.

DISCUSSION The 2015 Transit Network Review included consideration of over 85 potential bus route changes across the region, which were the subject of public consultation in the fall of 2015. Nearly one-third of these changes were in the Tri-Cities area in anticipation of the Evergreen SkyTrain extension. The proposed changes can be achieved with existing resources and were identified through ongoing planning and monitoring efforts, with the intent of:

• Integrating bus services with the Evergreen extension • Speeding travel on busy routes across the region • Extending service to new areas of high customer demand • Taking advantage of road and infrastructure changes • Making the transit network more efficient.

The public consultation on these service change proposals was the largest of its kind in TransLink’s history. The consultation engaged more than twelve times the number of people of any previous transit service consultation, yielding over 12,000 completed surveys from customers. Management has identified next steps for the proposals based on analysis and consideration of public feedback, customer impacts and benefits, stakeholder risks, financial impacts, and operational feasibility. These assessments of impacts and benefits and feasibility have been carried out by TransLink and CMBC staff, and confirmed through extensive follow-up discussions with affected local government senior staff and Councils.

2015 Transit Network Review – Next Steps March 9, 2016 Page 2 of 4 The majority of the proposed changes had high customer and stakeholder support and will be implemented, in some cases, with minor modifications based on feedback received. Proposals without sufficient benefits or clear customer support will be deferred or be the subject of additional planning and consultation. See Appendix A for list of proposals grouped by level of support. The 2015 Transit Network Review will inform service planning activities over the next two years. Implementation timing of individual service changes will be determined through the 2016-2018 Bus Service Plan, currently under development. The changes are expected to roll out over the next 18 months, beginning with a few minor changes as part of the April 2016 quarterly service changes. The attached Transit Network Review 2015 Summary Report describes the next steps for the proposals and describes the planning and consultation process undertaken to develop and finalize near-term service changes for implementation starting in 2016. Customer Impact The 2015 Transit Network Review is expected to result in a number of important customer benefits, most notably:

• Faster and more reliable service on busy corridors across the region, including Hastings St. and bus service to the ferries

• Integrating bus services with Evergreen extension and providing new connections to SkyTrain in the Northeast Sector and Maple Ridge and Pitt Meadows

• Extending service to new areas of high customer demand, including 208th Street in Langley and new Tsawwassen Mall

• Freeing up resources for reinvestment to reduce overcrowding and maintain schedule reliability on busy routes

Efforts have been made to minimize negative customer impacts associated with the 2015 Transit Network Review. However given the current financially constrained operating budget, the customer benefits achieved come at the expense of some localised impacts. Service reduction is planned in some areas in response to low utilization, in keeping with the adopted Principles of Service Optimization. Management will monitor the ridership and other customer impacts of the Transit Network Review through ongoing performance monitoring and reporting activities. This will inform any further refinements needed to address unanticipated outcomes. Risk Assessment The 2015 Transit Network Review seeks to continue to make the transit system more efficient by serving more customers with existing operating resources. The report expresses intent to move forward with certain changes but does not commit to an implementation timeline and therefore there are no direct financial impacts. Implementation will occur through the regular service change process and can be adjusted to respond to a changing financial context as needed. Communications Implications The results of the 2015 Transit Network Review are planned for public release on March 31, 2016. A Communications plan is being developed to support the release and associated inquiries about the

2015 Transit Network Review – Next Steps March 9, 2016 Page 3 of 4 overall process and specific changes. Local government staff have been briefed and results are being communicated with elected officials. CONCLUSION The 2015 Transit Network Review identifies a significant number of near-term service changes for implementation starting in 2016, informed by extensive planning and consultation efforts. The service changes are anticipated to generate customer benefits across the region, as well as some localised impacts. Management has briefed our staff partners on its preliminary findings and plan to publically release the complete results on March 31, 2016.

2015 Transit Network Review – Next Steps March 9, 2016 Page 4 of 4 Appendix A: Proposals by Level of Support. Level of Support Recommendation Proposals

High customer and stakeholder support

Implementation recommended; In some cases minor changes to address feedback from consultation.

British Properties – Chartwell (254/256) Cloverdale – Panorama Village (320/341) Metrotown Station (49/116/129/130/144/430) West End – Downtown (5/6/C21/C23) New Westminster Shuttles (C3/C4/C8/C9) Walnut Grove – Lougheed (501 / 509) King George Blvd (394) Tsawwassen Malls (601/609) Hastings B-Line (135) West Coast Express (TrainBus/701) Port Coquitlam- South Coquitlam (159/169/C40) Metrotown – Edmonds – New Westminster (106) 41st Ave – UBC (41/43/480) 208th Street - Willoughby (501/595) Upper Lonsdale – Lynn Valley (242/N24) UBC – Spanish Banks (C18/C19/C20) Marine Drive NightBus (N8/N20) Northeast Coquitlam – Port Coquitlam (C37/C38/C40)

High customer and stakeholder support; Some localized opposition

Implementation recommended; In most cases with modifications to address feedback from consultation

Tsawwassen Ferry Terminal Express (620) Horseshoe Bay Ferry Terminal Express (257) Port Moody - North Coquitlam (178/C26/C27/C28/C29/C30) Brookswood - Langley Centre (501/502/531/590/C63) Southwest Coquitlam (143/151/153/157) Central Tri-Cities (97 B-Line/160/190/C24) NightBus (N6/N16/N22) 49th Ave – Champlain Heights (49/26)

Mixed support; Significant stakeholder concerns

Additional planning and public consultation recommended

SFU – Burnaby Mtn (135/143/144/N35) White Rock – South Surrey (351/352/354/C50/C51/C52/C53)

Low customer or stakeholder support; Significant stakeholder concerns

Implementation not recommended

Northeast Vancouver Trolleys (4/7/16) West Vancouver – Downtown - UBC (44/250/258)

The Transit Network Review document can be viewed on the TransLink website at: http://www.translink.ca/-/media/Documents/plans_and_projects/managing_the_transit_network/transit_network_consultation/TNC_Full_Report.pdf

http://www.translink.ca/-/media/Documents/plans_and_projects/managing_the_transit_network/transit_network_consultation/TNC_Full_Report.pdf




FROM: Ana Lopez, Vice President Human Resources

DATE: March 9, 2016

SUBJECT: Annual People Report (2015) PURPOSE The purpose of this report is to provide the Board of Directors with the third (2015) edition of the annual People Report. BACKGROUND The Board has received two previous (2013 and 2014) editions of an Annual People Report, which cover the previous year’s activities.

Human Resources, with the assistance of Marketing and Communications, is presenting the attached 2015 Annual People Report focused on our people.

The report will be posted on internal employee portals and the external websites. CONCLUSION Management recommends that the Board receive the attached Report for information.

Attachment: 2015 Annual People Report

The Annual People Report can be viewed on the TransLink website at: http://www.translink.ca/-/media/Documents/about_translink/corporate_overview/corporate_reports/people_report/2015_Annual_People_Report.pdf

http://www.translink.ca/-/media/Documents/about_translink/corporate_overview/corporate_reports/people_report/2015_Annual_People_Report.pdf



TO: TransLink Board of Directors

FROM: Cathy McLay, Acting Chief Executive Officer and Chief Financial Officer DATE: March 23, 2016

SUBJECT: Public Delegations at the December 9, 2015 Board Meeting

PURPOSE The purpose of this memo is to brief the Board on activities and initiatives underway related to the topics raised by public delegations at the TransLink Board of Directors meeting on December 9, 2015.

BACKGROUND On December 9, 2015, the TransLink Board of Directors received delegations from twelve members of the public. Ten of these presenters spoke passionately about their concerns and experiences regarding TransLink’s Access Transit program generally and, in particular, HandyDART1 service. These delegations spoke about a range of concerns, including:

• The current HandyDART service delivery model • The level of customer service provided by MVT Canadian Bus Inc. • The amount of HandyDART service • Scheduling practices, particularly for health trips • Standards for taxi services used to supplement HandyDART

The other two delegations spoke on other topics:

• The proposed change from the Fall 2015 Transit Network Consultation to discontinue the N22 south of 16th Avenue in Vancouver

• A request that TransLink explore alternative options to the proposed light rail transit in Surrey

The minutes from the meeting provide a more detailed summary of what was said by each delegation. DISCUSSION Management appreciated the opportunity to hear from members of the public regarding their concerns with HandyDART and directed staff to further engage with members of the Access Transit community. In January 2016 TransLink staff met with:

• Members of the Board of Directors of the HandyDART Riders Alliance • Executive of Amalgamated Transit Union (represents operators for MVT) • Vancouver General Hospital staff (regarding scheduling for dialysis patients) • Access Transit Users’ Advisory Committee

1 HandyDART is a door-to-door, shared ride service for passengers with physical or cognitive disabilities who are unable to use conventional public transit without assistance. HandyDART service is operated under contract to TransLink by MVT Canadian Bus Inc.

Public Delegations at the December 9, 2015 Board Meeting March 23, 2016 Page 2 of 3 In addition to the engagement since December, TransLink staff will continue to work closely with all our Access Transit customers to ensure we understand their needs and concerns, and how we may more effectively serve them. Management has identified several initiatives that are related to the concerns raised. These include:

• Review of MVT’s existing procedures for resolving customer service feedback and identify process improvements to address the customer experience concerns that have been raised. CMBC is working with MVT on customer complaints and reviewing for process improvements.

• An organizational restructure is underway to clearly define roles and responsibilities for Access Transit within the TransLink enterprise. Completion is expected by Q3 2016.

• Review by MVT of scheduling templates for trips to VGH Dialysis has been completed. We are awaiting the results of this review.

• Monitoring on a monthly basis of customer complaints specific to taxi trips scheduled by MVT on an ongoing basis. CMBC currently monitors all HandyDART complaints on a monthly basis, including those involving taxis, and is ensuring that MVT is working directly with the taxi companies to improve service and thereby reduce complaints.

• Undertake a review of the HandyDART service delivery model to assess service delivery options. This review will include consultation with stakeholders in the Access Transit community, and will be undertaken by Q2 2016. The contract with MVT ends in 2016 and all options will be considered prior to issuing a Request for Proposals.

Regarding the requests for an increase in the amount of HandyDART service available, Management acknowledges that the Mayors’ Vision for Transportation Investments (adopted in 2014) includes a 30% increase in HandyDART service. The Mayors’ Vision has been endorsed by the TransLink Board as the blueprint for future investment; however, TransLink does not have funding for any service expansion until a funding solution is identified for that plan. In recognition of the need for increased service for customers that cannot use the conventional system, TransLink increased funding for supplemental taxi service by $1 million in 2014 which increased the number of trips by 36,000 compared to 2014 and reducing the number of trip denials by 90 per cent. In fall 2015 TransLink consulted on more than 85 proposed transit network changes, including a number of proposals on late night bus service. TransLink received an unprecedented amount of input from the public and stakeholders that has been valuable in further refining the proposals to consider impacts and benefits. The final report summarizing the input and recommending which changes will be advanced to implementation will be released in late March 2016. The Surrey Rapid Transit Study, undertaken in 2010 and 2011, examined alternatives for rapid transit in Surrey and the surrounding communities. The study was led by TransLink and the Province of British Columbia in partnership with City of Surrey, City of Langley and Metro Vancouver. The findings of this study were shared with the Mayors’ Council to help inform their decision to include Light Rail Transit in Surrey and the Langleys as a priority in the Mayors’ Vision. Management continues to work with partner staff on advancing the plan for rapid transit in the South of the Fraser in anticipation of a future investment plan. The project is now at the business case stage and technology options are being considered.

Public Delegations at the December 9, 2015 Board Meeting March 23, 2016 Page 3 of 3 CONCLUSION The public delegations to the TransLink Board on December 9, 2015 raised concerns regarding TransLink’s Access Transit Program generally and, in particular, HandyDART service. Management has directed staff to pursue further engagement with HandyDART stakeholders and have identified several initiatives in response. Comments raised regarding the proposed NightBus changes were considered together with other public input received during the consultation period. The proposal regarding technology in the South of Fraser rapid transit has been considered through previous and ongoing work to advance the project. Management does not recommend specific further action on these items as they are part of ongoing associated work.