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2010-11-22 Workshop Meeting Agenda and Reports.pdf
District of Maple Ridge COUNCIL WORKSHOP AGENDA November 22, 2010 9:00 a.m. Blaney Room, 1st Floor, Municipal Hall The purpose of the Council Workshop is to review and discuss policies and other items of interest to Council. Although resolutions may be passed at this meeting, the intent is to make a consensus decision to send an item to Council for debate and vote or refer the item back to staff for more information or clarification, REMINDERS November 22 Audit and Finance Committee Meeting 11:00 a.m. November 23 Council Meeting 1. ADOPTION OF THE AGENDA 2. MINUTES -November 15, 2010 3. PRESENTATIONS AT THE REQUEST OF COUNCIL 4. UNFINISHED AND NEW BUSINESS 7:00 p.m. 4.1 Appeal of Orders Issued Pursuant to Maple Ridge Regulation of Untidy and Unsightly Premises Bylaw No. 6533-2007, 22296 136 Avenue -Thu Dinh 4.2 Order of Non -Enforcement Staff report dated November 16, 2010 recommending that an Order of Non - Enforcement to permit Legacy Filmworks Ltd. to continue their business operation at 22375 127 Avenue until April 1, 2011 be approved and that the issuance of an electrical permit for 22375 127 Avenue be authorized. Council Workshop November 22, 2010 Page 2 of 4 4.3 Sustainability Update Presentation by the Manager of Sustainability and Corporate Planning 4.4 2011 Council Meeting Schedule Staff report dated November 15, 2010 recommending adoption of the 2011 Council Meeting Schedule as presented. 4.5 2011 Committee and Commission Appointments See attached list of appointments 4.6 Agricultural Land Conversion Tax Reserve Fund Discussion of proposed resolution submitted by Councillor Hogarth 5. CORRESPONDENCE The following correspondence has been received and requires a response. Staff is seeking direction from Council on each item. Options that Council may consider include: a) Acknowledge receipt of correspondence and advise that no further action will be taken. b) Direct staff to prepare a report and recommendation regarding the subject matter. c) Forward the correspondence to a regular Council meeting for further discussion. d) Other. Once direction is given the appropriate response will be sent. 5.1 City of Burnaby - TransLink Fare Gates and Smartcard System Letter dated November 4, 2010 from Mayor Derek Corrigan, City of Burnaby requesting support for a resolution to the Minister of Transportation requesting the reconsideration of the use of fare gates rather a Smartcard system by TransLink. Recommendation: acknowledge receipt; no further action Ok Council Workshop November 22, 2010 Page 3 of 4 5.2 TransLink - 2011 Supplemental Plans Letter dated November 9, 2010 from Dale Parker, Board Chair, TransLink introducing two Transportation and Financial Supplemental Plans for 2011 to 2013 and Outlooks for 2014 to 2020 (attached) as presented to the Mayors' Council on Regional Transportation by the TransLink and requesting that the region's mayors approve one of the options for funding to expand Metro Vancouver's transportation. 6. BRIEFING ON OTHER ITEMS OF INTEREST/QUESTIONS FROM COUNCIL 8. ADJOURNMENT Checked by: -' Dater SC Council Workshop November 22, 2010 Page 4 of 4 Rules for Holding a Closed Meeting A part of a council meeting may be closed to the public if the subject matter being considered relates to one or more of the following: (a) personal information about an identifiable individual who holds or is being considered for a position as an officer, employee or agent of the municipality or another position appointed by the municipality; (b) personal information about an identifiable individual who is being considered for a municipal award or honour, or who has offered to provide a gift to the municipality on condition of anonymity; (c) labour relations or employee negotiations; (d) the security of property of the municipality; (e) the acquisition, disposition or expropriation of land or improvements, if the council considers that disclosure might reasonably be expected to harm the interests of the municipality; (f) law enforcement, if the council considers that disclosure might reasonably be expected to harm the conduct of an investigation under or enforcement of an enactment; (g) litigation or potential litigation affecting the municipality; (h) an administrative tribunal hearing or potential administrative tribunal hearing affecting the municipality, other than a hearing to be conducted by the council or a delegate of council (i) the receiving of advice that is subject to solicitor -client privilege, including communications necessary for that purpose; 0) information that is prohibited or information that if it were presented in a document would be prohibited from disclosure under section 21 of the Freedom of Information and Protection of PrivacyAct; (k) negotiations and related discussions respecting the proposed provision of a municipal service that are at their preliminary stages and that, in the view of the council, could reasonably be expected to harm the interests of the municipality if they were held in public; (1) discussions with municipal officers and employees respecting municipal objectives, measures and progress reports for the purposes of preDaring an annual repo under section 98 [annual municipal report] (m) a matter that, under another enactment, is such that the public may be excluded from the meeting; (n) the consideration of whether a council meeting should be closed under a provision of this subsection of subsection (2) (o) the consideration of whether the authority under section 91 (other persons attending closed meetings) should be exercised in relation to a council meeting. (p) information relating to focal government participation in provincial negotiations with First Nations, where an agreement provides that the information is to be kept confidential. Deep Roots Greater Heights November 9, 2010 Mrs. Thu Dinh Dear Mrs. Dinh: In response to your letter of November 6, 2010 requesting to appear before Council to appeal orders issued by the District of Maple Ridge pursuant to Bylaw No. 6533-2007, 1 write to advise that arrangements for your appearance have been made as follows: Date of Appeal Monday, November 15, 2010 Time 9:00 a.m. Location Blaney Room, First Floor Maple Ridge Municipal Hall 11995 Haney Place, Maple Ridge, BC You will be appearing at a Council Workshop which is a duly constituted public meeting of Council. If you wish, you may be represented by your legal counsel at this meeting. Staff from the District's Rvl�ui flonnr+mont frill be iii attendance + +h., +' +,. a n........,i y. their Department i dance at he meeting o present Council with their 'reasons for issuance of the orders. Please confirm your attendance at this meeting. If this date is not suitable, the date of Monday, November 22, 2010 is also available. Yours truly, Ceri Mario Manager of Legislative Services :cm c.c. Liz Holitzki, Director of Licenses, Permits & Bylaws \\mr.corp\docs\Clerks\09-Legislative\4020-Bylaw-Enforce-Issues\20-Issues-by-Subj\Appeal of Orders\2010-11-O8_Dinh.docx District of Maple Ridge 11995 Haney Place, Maple Ridge, BC V2X 6A9 Canada - Tel: 604-463-5221 , Fax: 604-467-7329 enquiries@mapleridge.ca - www.mapleridge.ca 4.1 100% Recycled Paper Ms. Ceri Mario District Clerk District of Maple Ridge 11995 Haney Place Maple Ridge, B.C. V2_x_ 6A9 Dear Ms. Mario: Re: 22296 136 Avenue Notice of Appeal to Mayor and Council November 6, 2010 RECEIVED AT RECEPTION DESK NOV 0 ? ?'jp" q ., 5-3 Pursuant to the District of Maple Ridge Regulation of Untidy and Unsightly Premises Bylaw No. 6533-2007, 1 give notice that I and my husband wish to appear before the Council to contest the following orders: The November 3, 2010, letter by Ms. Diane Merenick, modifying and broadening an earlier order dated October 12, 2010. 2 The October 12, 2010, letter by Mr. Simon Jott�y. I anticipate providing you with written material later in the week, outlining the scope and reasons for my appeal to the Council. Please note that I have previously provided Ms. Diane Merenick, Bylaw Services Supervisor, with written authorization for the District of Maple Ridge to communicate with Mr. Bruce McKinnon concerning this matter. He is in Victoria and is assisting me. Yours truly, Thu Dinh Beep Roots Greater Heights TO: FROM: SUBJECT District of Maple Ridge His Worship Mayor Ernie Daykin DATE: and Members of Council FILE NO: November 16, 2010 22375 127th Avenue Chief Administrative Officer ATTN: Council Workshop Order of Non Enforcement - Legacy Filmworks Ltd. 22375 127th Avenue EXECUTIVE SUMMARY: The purpose of this report is to recommend Council endorse an Order of Non Enforcement of section 306A (1) of Zoning Bylaw 3510 - 1985 and section 2.1 of Business Licencing and Regulation Bylaw No. 6333 - 2005 to permit an existing unauthorized business operation to continue operation until April 1, 2011. Legacy Filmworks Ltd. has been operating an animation production business from the subject property since March of 2010 without benefit of the appropriate zoning or required Business Licence. The property is also located in the Agricultural Land Reserve and the property owners have not sought approval from the Agricultural Land Commission for a non -farm use. The dwelling unit being used for the operation of this business has electrical deficiencies that require an upgrade to the electrical service. The required permit cannot be issued due to the non compliance of the use of the property with the Zoning Bylaw. Staff has met with the owners and are committed to assist them in either the re -development of the subject property or to locate a suitable site elsewhere in the municipality, however, there are significant time delays involved in either solution. The owners have requested to be able to remain on this site to complete the current production project they have undertaken and have ensured staff they will be pursuing either relocation of their business or redevelopment of the site. In the interim, the situation involving the contraventions of both the Zoning and Business Licence Bylaws cannot be overlooked and more importantly there are significant electrical safety concerns regarding the overloading of the existing electrical service to the converted dwelling unit that require immediate resolution. A temporary Order of Non Enforcement of the regulatory Bylaws until April 1, 2011, as well as authorization from Council to issue the required electrical permit will resolve the immediate issues and will provide the owners with the opportunity to either relocate their business or seek consideration from the Agricultural Land Commission for a non farm use approval. RECOMMENDATION(S): That Council approve an Order of Non Enforcement of section 306A (a) of Zoning Bylaw 3510 - 1985 and section 2.1 of Business Licencing and Regulation Bylaw No. 6333 - 2005 to permit Legacy Filmworks Ltd. to continue their business operation at 22375 - 127th Avenue until April 1, 2011; and further That Council authorize staff to issue an electrical permit to upgrade the electrical service for the dwelling unit at 22375 - 127th Avenue. Page 1 of 4 4 ■ 2 DISCUSSION: On November 4, 2010, in response to a request for an electrical inspection, our District Electrical Inspector discovered the dwelling unit at 22375 - 127th Avenue has been converted to an animation production studio which included the installation of multiple computer stations. The structure was no longer being used as a dwelling unit and has been completely converted for business use. The conversion and installation of the extensive computer equipment required for the business has resulted in an overload on the existing 100 amp electrical service resulting in daily power failures in the building. The property owners, who are also the business operators, had electrical work done to upgrade the service to a 200 amp service and our Inspector was on site to inspect the work. Once the unauthorized use of the property was discovered the issuance of an electrical permit was suspended pending a resolution to the zoning issues. On November 15, 2010 representatives from our Planning Department, Department of Strategic Initiatives and Licences, Permits and Bylaws met with the owners of Legacy Filmworks Ltd. to attempt to find a resolution to the situation. The business owners outlined their short term and long term proposals for the subject property with their short term goals being the completion of a current production they stated would be completed on or before March 2011. While they did briefly discuss some potential plans for the property on a long term basis they were tentative at best and these plans do not appear to be suited to this particular parcel of land. After a considerable discussion of the current situation and the potential for future development of the site, the owners were informed staff would discuss the situation and advise them in the near future of the District's position. The subject property is zoned RS-3 One Family Rural Residential and is within the Agricultural Land Reserve. In addition, it is bounded by tributaries of the South Alouette River, and is 100 % within the floodplain. The combination of regulatory and physical constraints make it unclear whether this site could accommodate the applicant's longterm plans. The applicant indicates a desire to remain in the community and develop an animation studio facility that could also include an educational and tourism component. Until these goals are refined further, it is difficult to advise what the appropriate zone would be for these potential uses. However, in order to bring the site into compliance with its current use, the following process would be required: • The applicant would have to apply for and obtain anon farm use approval from the Agricultural Land Commission, which Council would have the opportunity to review prior to allowing the application to be forwarded to the Agricultural Land Commission; • The subject property would have to be rezoned to M-3 . It is important to consider that the subject property is within the jurisdiction of a senior government agency and Council therefore does not have the authority to permit this use without the application first receiving Commission approval. Maple Ridge has carefully nurtured a positive reputation as a film friendly community. Local businesses and residents continue to embrace the industry, welcoming filming into their neighbourhoods, homes and places of work. Strategic Economic Initiatives (SEI), through its in- house Film Liaison, provides friendly one -stop service for the film industry that includes processing all necessary applications and permits as required for filming in the District. With Council's and SEI's continued focus on the attraction of high technology industry and companies to the region, coupled with the natural relationship with the film industry, The District continues to work to encourage the growth of the digital animation industry in Maple Ridge. As such, SEI fully expects to work with Page 2 of 4 Legacy Filmworks' principals to determine the viability of the various studio options as its staff look to complete work on its current project. While staff is committed to working with the owners to either assist them in either the re- development of the subject property or to locate a suitable site elsewhere in the municipality, there are significant time delays involved in either solution. The owners have requested to be able to remain on this site to complete the current production project they have undertaken and have ensured staff they will be pursuing either relocation of their business or redevelopment of the site. In the meantime, the situation involving the contraventions of both the Zoning and Business Licence Bylaws cannot be overlooked and more importantly there are significant electrical safety concerns regarding the overloading of the existing electrical service to the converted dwelling unit that require immediate resolution. A temporary Order of Non Enforcement of the regulatory Bylaws until April 1, 2011, as well as authorization from Council to issue the required electrical permit will resolve the immediate issues and will provide the owners with the opportunity to either relocate their business or seek consideration from the Agricultural Land Commission for a non farm use approval. a) Alternatives: To not approve an Order of Non Enforcement, as recommended in this report, and staff will proceed with the immediate enforcement of the Zoning and Business Licence Bylaw requirements with respect to the subject property. This would also include the immediate disconnection of the multiple computer installations causing the electrical safety concerns. CONCLUSIONS: The existing business operation on the subject property is in contravention of several regulatory Bylaws and there is a significant safety issue with respect to the existing electrical service to the principle building on site. As there appears to be no immediate short term resolution to the bylaw contraventions other than immediate enforcement, upon request of the owners, the proposal is for Council to consider an Order of Non Enforcement of the regulatory Bylaws until April 2011 to allow the owners to complete their current project and seek either relocation of their business or redevelopment of their site. Prepay b Director of -Licences, Permits and Bylaws Approved by:.," Frank Quinn, MBA, P.Eng. eneral nager; Public Works and Development Services Concurrence: J.L. (Jim) Rule Chief Administrative Officer Appendix A - Subject Property Map Page 3 of 4 APPENDIX A N SCALE 1:1,000 f District of Langley a I 22375 127 Ave MAPLE RID It British CuLumbua CORPORATION OF THE DISTRICT OF MAPLE RIDGE LICENSES, PERMITS & BYLAWS DEPT. DATE: Nov 17, 2010 FILE: Untitled BY: JD MAPLE RIDGE Deep Rams Greater Heigh+s TO: FROM District of Maple Ridge His Worship Mayor Ernie Daykin and Members of Council Chief Administrative Officer SUBJECT: 2011 Council Meeting Schedule EXECUTIVE SUMMARY: DATE: November 15, 2010 FILE NO: 0530-01 ATTN: Council The attached calendar of meetings of Council for 2011 follows the pattern of the 2010 schedule wherein Closed Council and Committee of the Whole are the 1st and 3rd Monday of the month, Council meetings are the 2nd and 4th Tuesday of the month, and Public Hearings are the 3rd Tuesday of the month. The schedule also includes three Council Workshops each month. RECOMMENDATION: That the 2011 Council meeting schedule attached to the staff report dated November 15, 2009 be adopted. DISCUSSION The calendar follows previous the schedule. Variations are noted below. 1. Closed and Committee of the Whole meetings have been moved from the 1st Monday to the second Monday in January and September to accommodate statutory holidays. 2. To accommodate a summer break, meetings will be held the 5th week of August. 3. One Committee of the Whole and one Council meeting are scheduled in September to enable attendance at the UBCM Conference in Vancouver. 4. As there is one less Council meeting in September, the October 18 Public Hearing date will be reviewed in late September to identify if it should be rescheduled to October 25 or 26 to provide developers additional time to submit applications. 5. As required by the Council Procedure Bylaw, the Inaugural meeting for the newly elected Council is scheduled for the first Monday in December. 6. One Committee of the Whole, one Council and one Council Workshop are scheduled in December to accommodate a Christmas/New Year's break. Pr ared by: Ceri Mario, Manager of Legislative Services Rpp oved by: Paul Gill, B.B.A, C.G.A, F.R.M Concurrent J.L. f im) Rule General Manager: Corporate & Chief Admi istrative Officer Financial Services 4A Page 1 C/W - Council Workshop COW - Committee of the Whole COUNCIL MEETING SCHEDULE 11/2/2010 1 = HE=.00 Sun Mon Tue Wed Thu Fri Sat 1 2 4 5 6 7 8 r. 9 10 11 12 13 14 15 C/W CLOSED COUNCIL COW 16 17 18 19 20 21 22 C/W PUBLIC HEARING 23 24 25 26 27 28 29 C/W COUNCIL Closed COW 30 31 C/W - Council Workshop COW - Committee of the Whole COUNCIL MEETING SCHEDULE 11/2/2010 FIE"),11W." Sun Mon Tue Wed Thu Fri Sat 1 2 3 4 5 6 7 8 9 10 11 12 C/W CLOSED COUNCIL COW 13 14 15 16 17 18 19 C/W PUBLIC HEARING 20 21 22 23 24 25 26 C/W COUNCIL CLOSED COW 27 28 C/W - Council Workshop COW - Committee of the Whole COUNCIL MEETING SCHEDULE 11/2/2010 Sun Tue Wed Thu Fri Sat Mon 1 2 3 4 5 6 7 C/W CLOSED COW 8 COUNCIL 9 10 11 12 13 14 C/W 15 PUBLIC HEARING 16 17 18 19 20 21 C/W CLOSED COW 22 COUNCIL 23 SPRING BREAK 24 25 26 27 28 29 30 31 C/W - Council Workshop COW - Committee of the Whole COUNCIL MEETING SCHEDULE 11/2/2010 Sun Mon Tue Wed Thu Fri Sat 1 2 3 4 5 6 7 8 9 C/W CLOSED COW 10 11 12 13 14 15 16 C/W COUNCIL 17 18 19 20 21 23 C/W CLOSED PUBLIC HEARING off COW 24 26 27 28 29 30 COUNCIL C/W - Council Workshop COW - Committee of the Whole COUNCIL MEETING SCHEDULE 11/2/2010 Sun Tue Wed Thu Fri Sat Mon 1 2 3 4 5 6 7 C/W CLOSED COW 11 8 9 10 12 13 14 C/W COUNCIL LMLuA Whistler 15 16 17 18 19 20 21 C/W CLOSED PUBLIC HEARING COW 22 24 25 26 27 28 COUNCIL 29 30 31 FCM Toronto C/W - Council Workshop COW - Committee of the Whole COUNCIL MEETING SCHEDULE 11/2/2010 F[77] �WllIIIU Sun Mon Tue Wed Thu Fri Sat 1 2 3 4 FCM Halifax 5 6 7 8 9 10 11 C/W FCM CLOSED Halifax COW 12 13 14 15 16 17 18 C/W COUNCIL 19 20 21 22 23 24 25 C/W CLOSED PUBLIC HEARING COW 26 27 28 29 30 COUNCIL C/W - Council Workshop COW - Committee of the Whole COUNCIL MEETING SCHEDULE 11/2/2010 Sun Mon Tue Wed Thu Fri Sat 2 3 4 5 6 7 $ 9 C/W CLOSED COW 10 11 12 13 14 15 16 COUNCIL 17 18 19 20 21 22 23 C/W CLOSED PUBLIC HEARING COW 24 25 26 27 28 29 30 C/W COUNCIL 31 C/W - Council Workshop COW - Committee of the Whole COUNCIL MEETING SCHEDULE 11/2/2010 Sun Mon Tue 2 Wed 3 BREAK Thu 4 Fri 5 Sat 6 7 8 9 10 BREAK 11 12 13 14 15 16 17 BREAK 18 19 20 21 22 23 24 BREAK 25 26 27 28 29 C/W CLOSED COW 30 PUBLIC HEARING COUNCIL 31 C/W - Council Workshop COW - Committee of the Whole COUNCIL MEETING SCHEDULE 11/2/2010 S. I - -- I - Sun Mon Tue Wed Thu Fri Sat _ 1 2 3 4 6 7 8 9 10 11 12 13 14 15 16 17 C/W CLOSED COUNCIL COW 18 19 20 21 22 23 24 C/W PUBLIC HEARING 25 26 27 28 29 30 C/W UBCM Vancouver C/W - Council Workshop COW - Committee of the Whole COUNCIL MEETING SCHEDULE 11/2/2010 • " M. Sun Mon Tue Wed Thu Fri Sat 1 2 3 4 5 6 7 8 C/W CLOSED COW 9 11 12 13 14 15 COUNCIL 16 17 18 19 20 21 22 C/W CLOSED PUBLIC HEARING COW 23 24. 25 26 27 28 29 C/W COUNCIL 30 31 C/W - Council Workshop COW - Committee of the Whole COUNCIL MEETING SCHEDULE 11/2/2010 C/W - Council Workshop COW - Committee of the Whole COUNCIL MEETING SCHEDULE 11/2/2010 i A - Sun Mon Tue Wed Thu Fri Sat 1 2 3 4 5 6 7 8 9 10 INAUGURAL COUNCIL 11 12 13 14 15 16 17 C/W CLOSED PUBLIC HEARING COW COUNCIL 18 19 20 21 22 23 24 BREAK 25 29 30 31 let - of •• ••' MAPLE RIl]GE BrifiSi� C�{umlaia Committee & Commission Appointments for 2011 Government Agencies 2011 Appointments Fraser Basin Council Councillor Morden Fraser Valley Regional Library Councillor King Alternate: Mayor Daykin Lower Mainland Treaty Advisory Councillor Speirs Committee Alternate: Councillor Hogarth Metro Vancouver Board Mayor Daykin Alternate: Councillor Dueck Metro Vancouver Labour Relations Councillor Ashlie Bureau Alternate: Councillor King Metro Vancouver Mayors Committee Mayor Daykin Advisory and/or Legislated Committees Advisory Committee on Accessibility Councillor Hogarth Issues Agricultural Advisory Committee Councillor King Councillor Ashlie Bicycle Advisory Committee Councillor King Community Heritage Commission Councillor Morden Alternate: Councillor Speirs Economic Advisory Commission Mayor Daykin Councillor Hogarth Councillor Dueck Parks & Leisure Services Commission Mayor Daykin Councillor Morden Councillor Speirs Alternate: Councillor Dueck Social Planning Advisory Committee Councillor King Councillor Ashlie Public Art Steering Committee Councillor Dueck Maple Ridge & Pitt Meadows Policing Mayor Daykin Task Force Councillor Hogarth Special Committees Parcel Tax Review Panel (formerly Court of Mayor Daykin Revision or Frontage Tax) Councillor Morden Councillor Speirs Development Agreements Committee Mayor Daykin Acting Mayor Emergency Planning Committee Acting Mayor Pitt Meadows Airport Society Mayor Daykin Alternate: Councillor Speirs 4.5 Community Groups & Organizations/Liaisons Alouette River Management Society Councillor Speirs Chamber of Commerce Councillor Hogarth Fraser Health Authority Councillor Dueck Fraser Regional Correctional Centre Mayor Daykin Councillor Hogarth Ridge Meadows Seniors Society Councillor Ashlie Alternate: Councillor Dueck Ridge Meadows Arts Council Councillor Speirs Alternate: Councillor Morden Ridge Meadows Recycling Society Councillor Dueck Ridge Meadows Youth Council Councillor Ashlie Ridge Meadows Youth Justice Advocacy Association Mayor Daykin Alternate: Councillor Dueck Standing Committees Committee of the Whole All members Chaired by the Acting Mayor Audit Committee Mayor Daykin Councillor Ashlie Councillor Morden Councillor Hogarth Acting Mayor Appointments December 2010 to January 2011 Councillor Dueck February to March 2011 Councillor Hogarth April to May 2011 Councillor King June to July 2011 Councillor Morden August to September 2011 Councillor Ashlie October to November 2011 Councillor Speirs I:�N.l[fl�1�1�L�:��r-�►uZK�]W�:�9[�71■r_�:�:��y�:��l���LL�7 BE IT RESOLVED THAT the Finance Department of the District of Maple Ridge, in cooperation with other departments or government agencies, review and report back to Council during Business Planning on the issue of a reserve fund for the promotion, production and/or infrastructure in support of agriculture and food production within the District. These funds are to be derived from lands that are removed from the Agricultural Land Reserve (ALR) and whose new use increases tax revenues to the District. The Reserve Fund will be derived from the net difference in District taxation revenue from agricultural taxation to the revised use, whereby percentage of the annual net increase in taxation will be set aside in an agricultural/farming reserve fund. 4.6 j"; ........ CITY OF BURNABY OF. -ICE OF THE MAYOR DEREK. R. CORRIGAN MAYOR 2010 November 04 .Mayor and Council District of Maple Ridge 11995 Haney Place Maple Ridge, BC V2X 6A9 Dear Mayor and Council: 0 t h e Action. Burnaby City Council, at the Open Council meeting held on 2010 November 01, adopted the following resolution: THAT WHEREAS Translink has a severe shortage of funds to invest in the high -priority capital projects needed to address immediate and future public transportation demand; AND WHEREAS Translink has unilaterally committed $171 Million to erecting fare gates and introducing a Smartcard system; AND WHEREAS a Smartcard system can be implemented without fare gates and at a fraction of the cost; AND WHEREAS study affer study (including Translink's own) has refuted the claim that fare gates are a cost effective way to reduce fare evasions; AND 'WHEREAS Translink has not presented a credible business case for the Smartcard and fare gate infrastructure project; NOW THEREFORE BE IT RESOLVED THAT the City of Burnaby urge Translink- to abandon construction of fare gates while proceeding with implementation of a Smartcard system; AND BE IT FURTHER RESOLVED THAT all local governments within Metro Vancouver be urged to support this resolution; AND BE IT FINALLY IZESOLVED THAT a copy of the resolution be submitted to the Minister of Transportation, Province of British Columbia. 5.1 4949 Canada Way, Burnaby, British Columbia, V.5G 11V12 Phone 604-294-7340 Fax 604-294-7724 inayorcorrigan@burnaby.ca I know all local governments across Metro Vancouver are well aware of the funding difficulties facing Translink; both operationally and with the Provincial drive to proceed with unfunded capital projects. However, there are steps that can be taken to mitigate the financial impacts of some of these proposals. A case in point is the proposal to implement both fare gates and a Smartcard program. Public transportation does not need a two -tiered system to reduce fare evasions. It has been proven time and again that a Smarteard system, transferrable across both Skytrain and bus routes, is more effective and far less expensive than construction of fare gates. As a result, I am asking each Metro Vancouver local government to support our resolution and request the Minister of Transportation reconsider the construction of fare gates and proceed with a much less expensive, yet effective Smartcard system. Thank you in advance for your consideration of this proposal. Very truly yours., *Derek R. Corri n. MAYOR TRANS LINK November 9, 2010 Mayor Peter Fassbender Chair, Mayors' Council on Regional Transportation c/o City of Langley 20399 Douglas Crescent Langley, BC V3A 4B3 Dear Chair Fassbender, Re: 2011 Supplemental Plans z_iII`!' Other L .�- On behalf of the Board of Directors of the South Coast British Columbia Transportation Authority (TransLink), I am forwarding the two enclosed Transportation and Financial Supplemental Plans for 2011 to 2013, and Outlooks for 2014 to 2020, both approved by the Board, to the Mayors' Council on Regional Transportation. The purpose of presenting these supplemental plans is to provide the region's mayors with an opportunity to exercise their authority under the South Coast British Columbia Transportation Authority Act to approve one of the options to expand Metro Vancouver's transportation network and confirm it as TransLink's 'base plan' for the next three years. Alternately, the Mayors Council may choose to not approve either of them and maintain the program in the current base plan. Both options include funding for the Evergreen SkyTrain Line connecting the Lougheed and Coquitlam town centres and for an extension of United Boulevard in Coquitlam as the first phase of the North Fraser Perimeter Road goods movement corridor from the Queensborough Bridge in New Westminster to Highway #1. One option, 'Delivering the Evergreen Line and the North Fraser Perimeter Road,' is confined to the two highest priority projects.. The other, 'Moving Forward,' proposes additional road and transit improvements across Metro Vancouver, notably in the South of Fraser and North Shore sub -regions. All of these projects have been long-standing priorities and offer enormous benefits to the people of Metro Vancouver. Over the past two years TransLink's financial position has stabilized due to the $130 million supplement approved in 2009 and new sources of debt financing -- - --negotiated-.—Significant- operational -improvements— have—permitted-TransLink- fo operate Well within its budget in 2009 and is once again better than budget to date in 2010 — hence reserves have not been depleted to the extent forecasted in the 2009 supplement. Nearly all key 5.2 2011 Supplemental Plans November 9, 2010 Page 2 of 5 performance indicators are trending in the right direction and customer satisfaction is at all time highs. In view of these improvements, our Board is recommending that the Mayors' Council approve the Moving Forward plan. This recommendation is based on the strategic value of these additional network improvements in ongoing efforts to achieve Metro Vancouver's economic, environmental and livability objectives. 'Delivering the Evergreen Line and North Fraser Perimeter Road' makes good on time -sensitive regional commitments for the Northeast Sector but 'Moving Forward' would fund outstanding commitments in many more communities, and in doing so address the needs of more people. While the Mayors' Council successfully addressed the challenge to sustain current levels road and transit services with the 2010 Supplemental Plan a year ago, our region continues to grow and the pressures to move forward with more network improvements is no less time -sensitive. The projects included in the Moving Forward plan are more than a simple wish list. They represent time -sensitive needs with solid business cases that were prioritized based on a rigorous evidence -based professional analysis which balanced the region's long-term goals with its short-term needs. Daily, we hear demands for additional transit in under -served areas or where daily demand is overloading the system. The recommended option would add over 425,000 hours of annual transit service to bus routes. Based on current usage, that represents the capacity to provide over 23 million more transit trips per year. The South of Fraser would receive half of the additional bus service hours, which would make over 11 million more rides per year available in that area. There will be other important projects that will justify future supplements as the region continues to grow. Most notably they include three key rapid transit studies, as well as other major road and transit improvements. TransLink, the province and the municipalities are working in partnership to develop the business cases for these. With respect to the options before the Mayors' Council, the public consultation process, required in the development of TransLink's supplemental plans, revealed strong support for the suite of projects in the Moving Forward plan. This had a significant influence on the Board's decision to recommend it. The SCBCTA Act directs TransLink to identify the amount and source of the funding needed to pay for its supplemental plans. Plans submitted to the Mayors' Council must also be provided to —fie Regionf—Transportation -Commissioner;— v�o evaluates their o ib�ion to Metro Vancouver's strategic growth management strategy, the soundness of the financial assumptions used to determine the budgets over the following three years and the efficacy of the funding mechanism that must generate the additional revenue. 2011 Supplemental Plans November 9, 2010 Page 3 of 5 In order to meet the Commissioner's test of the funding mechanism, TransLink must propose using only those revenue sources available to it when the Board approves a supplemental plan. As well, the public's views, gathered through the consultation process, must be used to inform the Board's decision. Funding is a critical issue, and the Board respects the sensitivity of the Mayors' Council on this matter. For these supplemental plans, TransLink consulted the public on the only two mechanisms available to it that could produce sufficient revenue: property taxes, which were not relied upon for the 2010 supplement, and a Transportation Improvement Fee, a charge on motor vehicles registered in Metro Vancouver that would vary according to their environmental impacts that could be measured by engine size, kilometres travelled or other metrics. The Transportation Improvement Fee is permitted in the Act and TransLink consulted on it, in part at the request of the Mayors' Council due to its strong objection to the use of property taxes. After carefully considering all of the issues raised by the fee, the Board believes it is not a practical option at this time. Opposition to it is particularly strong. Further, it is not within TransLink's means to implement the Transportation Improvement Fee in a timely, effective or efficient manner without provincial assistance. Without it, the fee would be more difficult and costly to collect, which would mean either lower revenue for transportation improvements or the need to charge a higher amount. But there is more than the collection mechanism to consider. There are unique synergies that can be created between the fee and TransLink's 'smart card' transit fare payment technology, due to be on-line in early 2013, which have great potential to build public support for a vehicle charge and amplify its overall benefits beyond revenue generation. As such, the Board believes that the Transportation Improvement Fee deserves the time needed to be examined and discussed in more detail. Done correctly, it can help manage demand on the transportation network and contribute to greenhouse gas reduction while producing revenue to support a better transportation network. In that respect, the fee is in the same class as other potential revenue sources that could emerge as the region and the province move forward on the Memorandum of Understanding (MOU) signed in late September. The MOU acknowledges the need for new sources of transportation funding and the parties committed to dedicating the time needed to develop viable options in a process that 'puts everything on the table.' However, for purposes of the proposed supplemental plans, the MOU process will not deliver funding alternatives in time to satisfy the Regional Transportation Commissioner or a deadline 2011 Supplemental Plans November 9, 2010 Page 4 of 5 that exists to fulfill the region's standing commitment to the Evergreen SkyTrain Line and Phase One of the North Fraser Perimeter Road. In preparing the supplemental plans, the Board has operated under the assumption that funding agreements on these two projects must be signed before the end of 2010 in order for the procurement process to go forward. Unless, particularly in the case of the Evergreen Line, this deadline can be relaxed, the Board, the Commissioner and the Mayors' Council must all complete their work on the plans before the end of December. However, we must advise that the public's sentiment, very evident in our consultation, is that we all 'need to get on with it.' It is the Board's understanding that the federal program contributing to the Evergreen Line stipulates that the funds must be applied to the project by 2016. The province, as lead on the project, has commenced procurement with the issuance of a request for qualifications earlier this year and will issue a Request for Proposals to build the line in early 2011. This can't happen without a signed funding agreement in place and consequently, if TransLink is to be an equal partner in the project, the Board is compelled to resolve the matter of the region's contribution now by submitting the supplemental plans. However, the Board does not believe that this necessarily positions the Mayors' Council, against its wishes, to accept an increase in property taxes as the funding source. As a result of TransLink's ongoing efficiency measures, it expects to have managed down its 2010 budget deficit by close to $40 million and the Board is prepared to dedicate those funds to cover commitments in the first year of the proposed 2011 to 2013 Moving Forward supplemental plan. We submit that this will provide the time required for the region and the province, acting in good faith under the terms of the Memorandum of Understanding, to develop a new revenue alternative by 2012 that can support the remainder of the plan and replenish the reserve funds TransLink will use over the first year. To be clear, I must advise that in order to meet the Commissioner's test that the supplemental plan has the sure source of funding it needs, it would be necessary for the Mayors' Council to approve a property tax bylaw for 2012 that would have to be used if no alternative revenue source emerges. The Board is recommending this course of action to the Mayors' Council as the most practical way to meet the imminent deadline for preserving the federal contributions now available to help us build the Evergreen Line and Phase One of the North Fraser Perimeter road. Our Board has a responsibility to advance strategies and plans to achieve the Transport 2040 goals that have the region's endorsement. The improvements proposed in either of the supplemental plan options will help us accomplish these long-range goals. The plan we 2011 Supplemental Plans November 9, 2010 Page 5 of 5 recommend, Moving Forward, will respond positively to the public's current needs more broadly across Metro Vancouver. Beyond this, there is an opportunity now to make important progress toward securing new sources of revenue that can enable the region to move forward more strategically and effectively toward a transportation network that is better managed and funded, Yours truly, Dale Parker Board Chair Enclosures • TRANS LINK To: TransLink Board of Directors From: Robert Paddon, Vice President, Corporate and Public Affairs Date: November 5, 2010 Subject: Consultation Plan Report for 2011 Supplemental Plan and Outlook Proposed Resolution: That the TransLink Board of Directors receives the report on the consultation for the proposed 2011 Supplemental Plan and principles for Service Optimization. The South Coast British Columbia Transportation Authority Act has specified public consultation as a requirement for TransLink for the development of the supplemental plan. This report outlines the consultation process and the comments received in response to the proposed 201.1 Transportation and Financial Plan as well as the principles for Service Optimization. REPORT TO THE- TRANSLINK BOARD OF DIRECTORS CONSULTATION PLAN FOR THE 2011 SUPPLEMENTAL PLAN AND PRINCIPLES FOR SERVICE OPTIMIZATION NOVEMBER 5, 2010 SUMMARY OF FINDINGS In accordance with the South Coast British Columbia Transportation Act (the Act), a public consultation plan was developed and approved by the Board in September 2010. Through a broad consultation process and in conjunction with communications, marketing and market research activities (TransLink Listens), TransLink sought input from a range of Metro Vancouver stakeholders and residents regarding two proposed project list options, how they could be funded and principles for Service Optimization. CONSULTATION OBJECTIVES The objectives of the Consultation Plan were: 0 Position the 2011 Supplement within the broader initiatives and activities that TransLink has recently completed, has underway or are under consideration; C Achieve general government, stakeholder and public acceptance of the proposed 2011 Plan and Service Optimization principles to ensure the best possible outcome of the planning process; ® Adhere to TransLink's Principles of Public Consultation and Public Outreach; and a Meet the requirements of the Act. In order to meet these objectives, the public consultation team needed to accomplish five things during the consultation process: 1. Create an awareness of recent accomplishments, work underway and proposals for the future; 2. Demonstrate to stakeholders that the existing revenues we have are being utilized efficiently and effectively; 3. Manage appropriate expectations for input by explaining the purpose and elements of the 2011 Supplemental Plan and Service Optimization principles; 4. Facilitate an inclusive dialogue on the proposed content of this Plan and principles with a critical mass of stakeholders and demonstrate that comments, concerns and advice are considered by the project team and incorporated where appropriate; and 5. Maintain TransLink's accountability and credibility. PART-IC-FPA-T-ION— Trancl ink hnctari cavaral ztnLPhn1r1Pr maatingc� three Trnncrnnrtatinn Fairc� online e- consultations through TransLink's website and a market research survey of TransLink Listens online advisory panelists. Consultation Plan for the 2011 Supplemental Plan November 5, 2010 Page 2 of 14 A Municipal Transportation Update for all local politicians, including MPs, MLAs, mayors and councilors took place on October 71", approximately 75 people participated (presentation Appendix A). The outcome of this meeting was to broaden the potential revenue request to include the possibility of a Transportation Improvement Fee in the public consultation. Approximately 1,000 people attended the Fairs in Vancouver, Coquitlam, and Surrey; 455 of them completed a seven -page questionnaire (Appendix B). Information provided at the Fairs is included in Appendix C. The online information mirrored the information provided at the Transportation Fairs. A concurrent online public e-consultation from October 15 — 28 involved two online surveys: 316 people (1,260 web page views) completed a nine -question questionnaire (Appendix D) for the 2011 Supplemental Plan and 205 people (611 web page views) completed a three -question questionnaire (Appendix E) for the Service Optimization Initiative. Questionnaire respondents represented all municipalities in Metro Vancouver; Vancouver was most highly represented at 40% of respondents, followed by Surrey at 19% and Burnaby at 13%. The 976 questionnaires also included more than 2,153 comments (Appendix F). On October 15, 2010 an invitation to the 2011 Supplemental Plan survey was sent to all the TransLink Listens' panel members (5,969) with the completion deadline of end -of -day October 21, 2010. A total of 2,233 panelists completed the survey. The report is based on the responses of Metro Vancouver panellists only (topline report Appendix G). The data was adjusted to reflect the adult Metro Vancouver population in terms of age, gender, area of residence and main -mode of transportation. ' TransLink Listens is an online research panel owned by TransLink. Panelists are recruited from a variety of sources and panel members are continually reviewed and refreshed, comparing it to the most recent Census data in order to create a panel which is regionally representative by municipality, gender, age and main mode of transportation. Consultation Plan for the 2011 Supplemental Plan November 5, 2010 Page 3 of 14 WHAT WE HEARD Response to questions on proposed 2011 Supplemental Plan: There was strong support for all of the projects proposed in Option A list and Option B list (Appendix H). ® High level of importance was placed for Evergreen Line and Phase 1 of the North Fraser Perimeter Road (NFPR) How important would you say the Evergreen SkyTrain Line and Phase 1 of the North Fraser Perimeter Road are to the Metro Vancouver region and meeting the Transport 2040 goals? (Please note relating this to the 2040 goals was excluded from the TransLink Listens survey.) Level of Importance to the Region Fairs/Online TL Listens Very Important 40% 39% Somewhat Important 35% 39% Not very important 10% 12% Not at all important 6% 5% Don't know 6% 5% Support Evergreen Line but not NFPR 2% n/a Support NFPR but not Evergreen Line 1% n/a Most respondents 75% (Transportation Fair and Online) and 78% of TransLink Listens have indicated that these additional projects are important to the Metro Vancouver region and support the Transport 2040 goals. A small number (2%) of the Transportation Fair/Online respondents indicated that the Evergreen Line is important to them but the NFPR is not. This opinion reappeared in several subsequent questions where respondents indicated support for expanded transit (Evergreen Line) but not expansion of roads and bridges (NFPR). ® High level of importance was placed for additional projects. Including upgrading existing SkyTrain stations to increase capacity and make them easier to use, new bus rapid transit services South of the Fraser, increasing bus and SeaBus service around the region, .___intr_oducing—local bus--service-to connect—White---Rock—Centre toLangleyCity--Centre, upgrading Lonsdale Quay bus exchange, restoring funding to the Major Road Network and the cycling program. Note: The TransLink Listens survey asked respondents to evaluate the importance of these projects separately from the Evergreen Line and NFPR-Phase 1. Consultation Plan for the 2011 Supplemental Plan November 5, 2010 Page 4 of 14 Level of Importance F/Online TL Listens Very Important 46% 43% Somewhat Important 35% 42% Not very important 10% 8% Not at all important 4% 4% Don't know 5% 3% Strong support - 81% (Transportation Fair and Online) and 85% of TransLink Listens have indicated that these additional projects are important to the Metro Vancouver Region. However, there remains uncertainty in how to fund these important projects. ® More than half (54%) of the Transportation Fair/Online responses support an increased property tax to fund the Evergreen Line and Phase 1 of the North Fraser Perimeter Road. TransLink Listens participants are equally divided between support and opposition to the property tax. Do you support or oppose funding the Evergreen SkyTrain Line and Phase 1 of the North Fraser Perimeter Road by increasing property taxes by $5.20 per year per $100,000 of assessed value, or $31 per year on the average home Level of Support F/Online TL Listens Strongly support 26% 18% Somewhat support 28% 30% Somewhat oppose 14% 18% Strongly oppose 23% 31% Don't know 8% 4% The main reasons for supporting a property tax to fund these projects are: o respondents support the projects, ----o- it's -an -acceptable -cost and--- - -- --- o it's a fair approach. "Although I never plan on living in these areas, I support sustainable transportation options as populations increase in these suburbs, therefore I would. not be opposed to a small incremental increase in my property taxes to support this." Consultation Plan for the 2011 Supplemental Plan November 5, 2010 Page 5 of 14 "It's not a large fee and it seems an equitable way of spreading the cost. Also, it might encourage people to think of public transit as something they personally are involved in and ,not only what other people use. " Many respondents encouraged TransLink to explore alternative funding sources. Other common reasons for opposing the property tax are: o preference for "user pay", and o sentiment that other projects deserve higher priority. "Why keep burdening home owners? They already are paying very high property tax." "Property taxes already fund TransLink and Metro Vancouver programs. Additional transportation funding should come from taxes or levies ,linked to transportation." ® There is more opposition to the Transportation Improvement Fee (TIF) to fund the Evergreen Line and Phase 1 of the! NFPR Phase 1 than property tax. Half of Transportation Fair/Online respondents support TIF while 56 per cent of TransLink Listens participants oppose the Fee. Do you support or oppose funding the Evergreen SkyTrain Line and Phase 1 of the NFPR Phase 1 by introducing a Transportation Improvement Fee for every vehicle in the region at a cost of between $15 and $55 per year, depending on the vehicle's fuel efficiency? Level of Support F/Online TL Listens Strongly support 26% 19% Somewhat support 24% 22% Somewhat oppose 16% 18% Strongly oppose 25% 38% Don't know 10% 3% The most common reasons for supporting the Transportation Improvement Fee are: o it would encourage transit use, o respondents support drivers contributing to the cost of roads and transit, o it is an acceptable cost, and o it is a fair approach. "Nothing is free. If people enjoy the conveniences the Evergreen and Fraser Perimeter Road give them, they have to contribute more. $15 and $55 is reasonable in my opinion." Consultation Plan for the 2011 Supplemental Plan November 5, 2010 Page 6 of 14 "Vehicle use is heavily subsidized by persons who do not drive (because revenues from income taxes, consumption taxes and property taxes are used to fund our auto -centric transportation system). Thus, it is fair that vehicle users pay more for roads, plus fund non -auto transport options." The most common reasons for opposing the Transportation Improvement Fee are: o it's unfair to drivers, o TransLink should explore alternative funding sources, o it's too expensive, and o the fee should be structured differently (e.g. based on vehicle usage or where people live). "1 don't like government almost mealy mouth hiding taxes in different ways. Call it transit tax, stick it on one thing and leave it there. Vehicle values don't go up with better infrastructure, property values do." "A person that has a car that is driven rarely should not be charged the same as someone who drives a lot. Fees should be associated with usage, which is easily done by building it in to the cost of gas." "Those of us further from the core (Surrey) will benefit the LEAST in the medium term — but have to pay so much to commute... there is NO decent transit connection for me (1 have tried)... keep new fees tied to property taxes." a Support for a property taxis roughly the same if it is higher and also funds other projects. Do you support or oppose funding the projects listed above, as well as the Evergreen Line and Phase 1 of the North Perimeter Road, for a combined increased in property tax of $9.20 per year per $100,000 of assessed value, or $.54 per year on the average home? Level of Support F/Online TL Listens Strongly support 20% 14% Somewhat support 32% 28% Somewhat oppose 17% 19% Strongly oppose 23% 33% Don't know 9% 6% The most commonly stated reasons for supporting this enhanced property tax are similar to the other property tax: o it'--an-acceptabsle-cost, - o respondents support the projects and want to see them funded, and o :t's a fair wpproach. "All use services/ improvements so all individuals must support ongoing expansion projects." Consultation Plan for the 2011 Supplemental Plan November 5, 2010 Page 7 ❑f 14 "It spreads the cost out to more people, and we all benefit in some way or other from efficient clean transportation." The most common reasons for opposing the enhanced property tax are: o TransLink should explore alternatives (including increased efficiencies within their operations), o general opposition to increased taxation, and o a preference for "user pay". "We have enough taxes for TransLink. Look for more efficiencies." "My fixer -upper home in Vancouver is worth over $1 million according to the property tax people, my taxes won't be $54 a year. 1 also won't benefit from any of this." ® The level of support for the Transportation Improvement Fee varies noticeably between the Transportation Fair/Online response (48%) and TransLink Listens (37%). More than one-third (42%) of TransLink Listens respondents strongly oppose an increased Fee. Do you support or oppose funding the projects listed above, as well as the Evergreen Line and Phase 1 of the North Fraser Perimeter Road, by introducing a Transportation Improvement Fee for every vehicle in the region, at a cost of between $30 and $90 per year, depending on the vehicle's fuel efficiency? Level of Support F/Online TL Listens Strongly support 25% 15% Somewhat support 23% 22% Somewhat oppose 15% 17% Strongly oppose 27% 42% Don't know 9% 4% The most common reasons for supporting the Transportation Improvement Fee continue to be support for "user pay", the fee encourages transit use and it's a fair approach. "This is fairer to charge gas guzzlers and drive-aholics fees on taking their vehicle. Use the extra money to fund transit rojects." _ "These projects are all really important for the region and must be built and funded. A transportation improvement fee is linked to transportation and is in line with the region's goal of reducing GHG emissions by encouraging more fuel efficient vehicles." Consultation Plan for the 2011 Supplemental Plan November 5, 2010 Page 8 of 14 Reasons for opposing the fee are consistent with answers to previous questions: TransLink should explore alternative funding sources; it's too expensive and "no more taxes". "Young adults can barely get by with car payments (insurance and gas) as is, so an additional $30-$90 fee for something I won't use isn't worth my money. The reason why I had to get a car in the first place was because TransLink doesn't run as often or as late as I need it to." "Some people need for work or for other reasons a large vehicle; they pay already for it by buying extra fuel for it." Support and opposition remain fairly constant for an increased Transportation Improvement Fee in the future. Transportation fair/Online — 50 per cent support and 42 per cent oppose; TransLink Listens — 35 per cent support and 57 per cent oppose (39% strongly oppose). If it is implemented, TransLink may consider increasing the Transportation Improvement Fee (a fee on every vehicle in the region) in the future in order to fund further transportation investments in Metro Vancouver. Do you support or oppose increasing the Transportation Improvement Fee in the future as a way to fund further investment? Level of Support F/Online TL Listens Strongly support 21% 12% Somewhat support 29% 23% Somewhat oppose 13% 18% Strongly oppose 29% 39% Don't know 8% 8% ® There are significant differences between the Transportation Fair/Online results and TransLink Listens for an increased Transportation Improvement Fee to decrease reliance on current funding sources. TransLink currently draws revenue from a variety of sources including transit fares, property tax, fuel tax, parking sales tax and a hydro levy. If it is implemented, TransLink may consider increasing the Transportation Improvement Fee (a fee on every vehicle in the region) in the future in order to decrease reliance on our existing revenue sources. Do you support or oppose -increasing the- Transportation -Improvement-Fee-in-t-hefuture-to-decrease-reliance on -our -current - _ - funding sources? Level of Support F/Online TL Listens Strongly support 20% 11% Consultation Plan for the 2011 Supplemental Plan November 5, 2010 Page 9 of 14 Somewhat support 28% 23% Somewhat oppose 17% 17% Strongly oppose 27% 40% Don't know 8% 9% The reasons for supporting an increased Transportation Improvement Fee continues to be the agreement that TransLink needs to broaden its funding sources and it is fair for drivers to share the cost of transit and road improvements. "Taxes will help decrease vehicle use, encourage more efficient vehicles, and provide the necessary funding for transit." Opposition centres on arguments that the fee is too expensive, it's unfair to drivers and TransLink should function with current funding or reduce costs. Part of the reason for opposition to an increased Transportation Improvement Fee in the future can be attributed to a reluctance to give TransLink "carte blanche" to continue increasing the tax beyond what people consider to be reasonable, as well as mistrust of TransLink's ability to use funds prudently. "i don't want this tax because you'll just increase it whenever you need money with no cap on the maximum amount paid." A number of respondents didn't understand the question and think this will somehow lead to increased fares or no reliance at all on other funding sources. Response to Service Optimization questions: Service Optimization Initiative principles are widely supported Almost all Transportation Fair respondents (96%) agreed that the 10 principles guiding the Service Optimization Initiative are the right principles. The most common suggestions for additional principles that should be considered are related to service, planning and deterring fare evasion. The latter is a theme that recurred throughout many questionnaires, regardless of the question asked, indicating that many people consider this to be part of the conversation surrounding funding. ® Many suggestions for Service Optimization The gLiestionnairec rnrnyirlarl more than 380 answers to the miactinn ticking fnr;;dVire about Service Optimization. The suggestions, which covered issues such as specific routes, hours of services, technology, reliability and frequency, are being closely examined by Consultation Plan for the 2011 Supplemental Plan November 5, 2010 Page 10 of 14 TransLink's Planning Department: and Service Optimization Initiative team (comments Appendix 1). CONSULTATION PROCESS The consultation carried out reflects the "Consultation Plan for the 2011 10-Year Plan" as presented and approved by the TransLink Board in September 2010. Stakeholders and the public vary in 'the way they participate in consultation. It is important to provide as many methods of engagement as appropriate to accommodate these different levels of awareness and involvement. The following consultation methods were completed for the 2011 Supplemental Plan including, but not limited to: Public Consultation Notification of the consultation process: ® Newspaper advertisements were placed in the Vancouver Province, 24 Hours, Metro, Vancouver Courier, WestEnder, Surrey North Delta Leader, Tri-City News, and the Georgia Straight (copy of the advertisement is Appendix J). ® Radio tags were run by the following radio stations: QMFM, Jack FM, Fun FM, JR, The Beat and Rock 101— 25-30 tags per week per station. ® Radio remotes — Virgin produced 5 hour remotes encouraging their listeners to come and be part of the plan. Their street teams were located at venues and selected SkyTrain stations showing the way to the Fair. ® An article in the Buzzer and Buzzer Blog ® Media release — picked up by Global TV, Black Press, The Province, Georgia Straight and a variety of radio stations. ® Information was placed on sociall media event calendars. ® Fairs were advertised on the TransLink website homepage. -E-consultation-(web-based consultation) -was --provided via -the Be -Part of -the Plan program. The questionnaires were available on line from October 15 to the 28. A Community Relations Coordinator was available to respond to questions, concerns and receive comments via the website, phone, email and potential information sessions. Consultation Plan for the 2011 Supplemental Plan November 5, 2010 Page 11 of 14 Three Transportation Fairs were held: o Vancouver —October 16 (10:00 am — 3:00 pm); o Coquitlam —October 1.7 (10:00 am —3:00 pm); and o Surrey —October 23 (1.0:00 am — 3:00 pm). The Transportation Fair was anew approach for TransLink. The theme of the fair was: Explore Your Transportation Options and was developed as "a one -stop shop". It met the following objectives: ® Create broad awareness and understanding of the breadth of services TransLink provides; ® Earn recognition for the transportation improvements completed since inception, those underway and those planned for the future and how these benefit the region; 0 Demonstrate all of the travel options. people have and motivate them to think about how they could incorporate these alternatives into their lives; 6 Create a fun, interactive, engaging and family -oriented atmosphere to learn about transportation in their communities. What We Heard Among the 455 Transportation Fair respondents to the questionnaires, there is a broad understanding of TransLink's role, for example, buses, HandyDART, rapid transit, major roads and bridges, Transit Police, Travel Smart and AirCare. ® More than one-third (38%) of respondents were aware that TransLink was responsible for all services. ® A strong majority (78%) was aware of TransLink's responsibility for buses, HandyDART and rapid transit. ® Respondents were less likely to be aware of the responsibility for TravelSmart, major roads and bridges, and Transit Police. Two-thirds (68%) of respondents said they learned about a new transportation investment at the Fair they attended. The most common responses were the Evergreen Line, general TransLink information and plans, and roads and bridges. When asked how they would like to stay informed and be involved in TransLink initiatives, the majority of respondents have encouraged TransLink to continue events similar to the Transportation Fairs, followed by "through the news" and the TransLink website. Consultation Plan for the 2011 Supplemental Plan November 5, 2010 Page 12 of 14 External Stakeholders The following meetings took place in September and October: ® Discussions and/or presentations were provided to the following groups: o Federal - Staff at Transport, Infrastructure and Communities portfolio; o Provincial - Staff at Ministry of Transportation and Infrastructure; o Regional - Metro Vancouver; o Municipal - elected officials through Mayors' Council and staff through various committee structures (e.g. Major Roads and Transportation Advisory Committee [ M RTACj ); o All local politicians, including MPs, MLAs and mayors and councilors at a Regional Transportation Update on October 7; and o TransLink's Stakeholder Roundtable (key stakeholders who represent a broad cross-section of our business, environmental and social service organizations). Internal Stakeholders (TransLink Family) Staff received: • Notification of consultation process by E-Blast in September; ® A Lunch and Learn information session in October; and ® Information via Q and other communication portals. CONCLUSION In conclusion, TransLink has followed the Consultation Plan that was provided and approved by the Board in September 2010. The consultation process was designed to allow TransLink, the Board, the Commissioner, the Mayors' Council and the public to hear from a variety of different sources. To that end, TransLink implemented activities that would provide feedback from three separate but important groups: key stakeholders, an active public (participation at the Transportation Fairs and online) and non -participants (TransLink Listens). TransLink believes that the summary of comments included in this report reflects the thoughts and concerns expressed by residents in Metro Vancouver. --There--is- strong -support for the Evergreen line; the -N-FPR and -the additi-onal- other -priority projects identified by TransLink. However, there remains uncertainty in how to fund these important projects. _ Consultation Plan for the 2011 Supplemental Plan November 5, 2010 Page 13 of 14 There is support for considering property tax although many suggest that they already pay enough to TransLink. Over fifty per cent of respondents from the Transportation Fairs and online support an increase In property tax whereas forty-eight per cent of TransLink Listens supports $5.20/$100,000 assessed value and only forty-two per cent support a $9.20/$100,000 taxincrease. Many comments received suggest the need for a user pay system that influences demand but not everyone agreed that the Transportation Improvement Fee (TIF) was the solution. TransLink proposed a TIF, which would vary based on a vehicle's fuel efficiency, that is currently available to TransLink in legislation (backgrounder Appendix K) but for which TransLink does not have the mechanism to collect or enforce. However, this Fee does not exist today and there were specific concerns on how it would be implemented. As well, some comments suggested that TransLink should consider a distance based Fee as it was inequitable (depending on where you live and if a viable transit alternative was available). Consultations suggest that more work needs to be done on this initiative both to identify how it could be collected, with more education and dialogue on why it might be an appropriate revenue source. Both property tax and the Transportation Improvement Fee had support and in some cases strong opposition. People have indicated to TransLink that other potential revenue sources should also be examined such as increased fuel tax and carbon pricing. Based on these findings it is recommended that more work is required over the next year working with stakeholders and the public to explore and exhaust all opportunities to fund future TransLink projects and programs. Consultation Plan for the 2011 Supplemental Plan November 5, 2010 Page 14 of 14 APPENDICES (Not attached, available upon request) APPENDIX A — Municipal Update — October 7th 2010 APPENDIX B —Transportation Fair Questionnaire APPENDIX C—Transportation Fair Information Materials APPENDIX D — Online Supplemental Questionnaire APPENDIX E — Online Service Optimization APPENDIX F — TransLink Questionnaire Responses November 3`d, 2010 APPENDIX G — 2011 Supplemental Plan Survey Topline Report — October 28th, 2010 APPENDIX H — Option List A, Option List: B APPENDIX I—TransLink Questionnaire Responses November 3rd, 2010 APPENDIX J — Transportation Fair Poster Ad & Rack Card APPENDIX K —TIF Backgrounder Moving Forward: Improving Metro Vancouver's Transportation Network 2011 Supplement Backgrounder November, 2010 The 2011 "Moving Forward" Supplement proposes the following improvements and enhancements in our region's transportation network, moving our region significantly towards our long-term goals of: • aggressively reducing greenhouse gas emissions • increasing the number of trips made on transit, by cycling and by walking • encouraging the development of transit where people work and live • reducing road congestion and supporting the efficient movement of people and goods Evergreen tine Program ■ Connects Coquitlam & Vancouver via Port Moody & Burnaby: 11 km line, 5 stations, & 28 new SkyTrain vehicles ■ Construction begins in 2011, completion in 2014 ■ Community and network integration and wayf'inding upgrades ■ Commercial -Broadway Station Station Upgrade Projects ■ Main Street Station ■ Metrotown Station ■ Surrey.CentrpI Station r New Westminster Station ■ Lonsdale Quay SeaBus Terminal ■ King George Boulevard B- Line ■ Highway 1 Bus Rapid Transit ■ White Rock to Langley Bus Service ■ Additional bus service hours to increase frequency (e.g. on SeaBus) and address overcrowding ■ More bus service hours to accommodate population growth ■ Increased bus service hours for U-Pass B.C. routes ■ North Fraser Perimeter Road: Phase I (United Boulevard Extension) ■ Retain Fundingfor Major Road Network improvement projects ( Minor Capital Program) at $20M/year ■ Preserve funding for Bike Capital Program at $6M/year The projects included represent time -sensitive needs with strong business cases. They have been prioritized based on a rigorous evidence -based professional analysis, balancing the region's long-term goals with its short-term needs. The priorities contained in this plan have garnered strong support: more than 80 per cent of public respondents -indicated that these investments are important for the region _.. Regional and sub -regional improvements There are substantial improvements here for all major sub -regions of Metro Vancouver, including the Northeast Sector, South of Fraser, North Shore, Richmond, Vancouver, Burnaby and New Westminster. • 1pdta.:u. ... . '1 i•• k =V•�• .� •' ...... u.. N Moving Forward: Supplement Plan Backgrounder / 2 S[ntinn [i�2rur.'crc • Alain il: � a: it at'n� • pin�• LY'r �,�rvu'n« V�v�� ryaxn 4ua; 71 I The region -wide improvements and upgrades outlined in this plan will translate into: • A nine per cent or 425,000-hour annual bus service increase by 2013, with approximately half of those hours bound for South of Fraser • An eight per cent increase in total transit service hours by 2015 resulting from 138,000 of new annual rapid transit hours • An eight per cent increase in transit: boardings by 2015, equal to 30 million rides per year • A drop in vehicle kilometres travelled per capita by 2015; a reversal of historic trends Project -specific information Evengreen Line Rapid Transit Project The Evergreen Line rapid transit line will include: • Construction of 11 kilometres of new SkyTrain guideway and supporting systems from Burnaby to Coquitlam via Port Moody • Five new rapid transit stations and modification of the existing Lougheed Station • Twenty-eight additional SkyTrain vehicles • Rail vehicle storage facility, bus integration facilities • --13-minute travel -time from Coquitlarim Centre to Lougheed Town -Centre • 40 minute travel time from Coquitlam to Vancouver Downtown — more than 20 minutes faster than average driving times 0 Approximately 9 million annual boardings in 2015, growing to 18 million by 2020 Moving Forward: Supplement Plan Backgrounder / 3 King George Boulevard B-Line Beginning in 2012, a new limited stop B-Line service along 104th Avenue and King George Boulevard between Guildford and White Rock Centre via Surrey Central Station will bring an additional 65,000 annual service hours to the region. The line will feature service every 7 to 8 minutes between Guildford Exchange and Newton Exchange with service every 15 minutes between Newton Exchange and White Rock Centre. Customers can connect from Langley to White Rock in 48 minutes —14 minutes faster than the current travel times — and boardings in the corridor are expected to grow by 5 million annually by 2013. Highway 1 Bus Rapid Transit TransLink will invest 71,000 annual service hours commencing in 2013 (in coordination with the Port Mann Bridge project) for Bus Rapid Transit (BRT) on the Highway 1 corridor connecting the South of Fraser region with the Evergreen Line in the Northeast Sector. This service will establish a high -quality commuter service with highway coaches and peak period frequencies of 10 minutes following dedicated lanes with bus queue jumpers. Customers will be able to travel from Langley to Lougheed Station in 20 minutes (current travel times are 62 minutes). White Rock to Langley Bus Service 24,000 annual service hours to support the introduction of local stop service every 30 minutes on 241h Avenue and 2001h Street between White Rock Centre and Langley/Willowbrook via Campbell Heights, starting in 2012. This new service optimizes the use of the existing fleet and creates a much -needed connection between two regional nodes. Examples of Additional Transit Service Improvements While detailed analysis needs to be conducted, below are examples of additional transit service improvements that could be implemented if the supplement is passed. • North Shore: SeaBus upgraded to 15 minute frequency all day every day • Increased service from Marine Drive to Downtown • Increased service along Lonsdale Avenue South of Fraser (in addition to the projects outlined above) • Increased service along Fraser Highway • Increased service along 1041h Avenue Richmond: • Improved service on key corridors including Cambie Avenue, in Queensborough and possibly other areas • Vancouver • Improved service on key corridors including 4thAvenue, 415iAvenue and 491h Avenue and possibly others • Burnaby, Port Moody and Coquitlarn • Increased capacity and frequency from Evergreen Line • New direct, high capacity route from Burquitlam Station to SFU Im-proved service on core routes_ including_160_a_rtd_along W%ngdonAvenue • Improved service in other corridors including Pinetree Way ® Maple Ridge and Pitt Meadows Increased capacity and frequency on core routes including 701 to approximately 10 minute service Moving Forward: Supplement Plan Backgrounder / 4 North Fraser Perimeter Road The North Fraser Perimeter Road Phase I (United Boulevard Extension) Project will connect Brunette Avenue with United Boulevard and relieve congestion, benefitting the area by: • improving connectivity, efficiency, reliability and safety of the regional trucking network • relocating trucks and regional vehicular traffic from residential areas in New Westminster to industrial areas • promoting cycling by connecting two previously disconnected bikeways with new bikeway segments Major Road Network Minor Capital Program The $20 million in annual funding will help TransLink: • improve road capacity, encourage economic growth and efficient goods movement and reduce emissions caused by congestion • enhance intersections, improving the safety of vehicles, bicycles and pedestrians • introduce bicycle lanes to roadways to encourage cycling • create new pedestrian facilities to encourage more trips by walking • improve transit facilities to encourage transit use • rehabilitate structures (such as bridges and retaining walls) to restore state of good repair Bike Capital Program Through the program, TransLink will double its investment to $6 million annually to improve the integration of transit and cycling by: • investing in new bike route construction and upgrades • introducing bicycle traffic signals • improving bicycle access to bridges • investing in bicycle parking at transit stations, park -and -ride lots and transit nodes • improving other infrastructure that promotes integrating transit and bicycles Funding The 2011 Supplement Plan leverages funds already committed to regional transportation improvements by the provincial and federal government, and from an anticipated increase in fare revenue due to increased ridership. regional so••�-� 32% fare revenue from increased ridership 15 senior government 53% The funding source of TransLink's 32 per cent commitment will be determined through discussions between the municipalities of Metro Vancouver and the provincial government as agreed to in the September 2010 Memorandum of Understanding. In the interim, TransLink has committed to finance the supplemental plan until 2012, which will allow the parties to determine an agreeable source of funding for the supplemental plan. Moving Forward: Supplement Plan Backgrounder / 5 If an alternative funding source cannot Ibe confirmed before 2012, this plan would be funded through an increase in property tax starting in 2012.. Tax on residential properties would increase $8.91 per $100,000 of assessed value for an average household total of approximately $61.65 per year, while tax on commercial properties would increase between $43.2 and $59.5 per $100,000 of assessed value, depending on building classification. Together, residential and commercial property tax increases will generate $75.8 million annually. For more information, please visit www.bepartoftheplan.ca. 11191201 111912010 evergreen Line — Project is underway and Province requires confirmation of regional share of funding in 2010 — Leveraging federal commitments over $400 million — To ensure line is built by 2014 © North Fraser Perimeter Road — Government of Canada will reallocate its $65 million if project not confirmed by Dec 31, 2010 Need to address long standing needs — Crowding, service quality and growth areas Public desire to snake investments that support progress towards our long-range plan Transport 2040 2 111912010 Funding Stabilization Plan Additiona9 Funding Required TransLink's plan evaluation process — Outcomes -driven, performance -based plan development — Based on develop business cases for initiatives — Will continue to apply to future supplements — Responds to input of Commissioner and stakeholders The evaluation of candidate projects included two parts: — Effectiveness towards Transport 2040 Goals — Priorities specific to a particular plan ®nly_prodects_that_met�inimum_thr_e_s_h.olds_included_for- -- consideration for investment 3 11/9/2010 - � y T''i- :i ✓ x 1 C North Fra� �Oir,�bar Road — C --20dA Suppletnejrtat-Plan and-Cutlook-- "r __-- s01A"Sp�2n F[an at5d OuY oo Fiaarl Supplemental Plan •''"' " 11—portatioo and ma at:on and :manrial Supple Flan Trampurt` i. Kit 10 2013 and 0utiank for 2014 to 20_'0 ':or 2011 to 2013 and Outlook 1or 2014 to 2020 9 v`t1 11/9/201 5 11/9/2010 ® Advances mobility needs for the region 30 Million more annual transit boardings by 2015 Per capita Vehicle Kilometres Travelled (VKT) drops through 2015 — Significant reversal of historic trends — Contributes to decline in passenger vehicle greenhouse gas (GHG) emissions ® Improves road efficiency and supports goods movement Improves bicycle facilities and increases cycling 6 111912010 Provides $2.4 Billion in needed transit, road, and cycling capital and operating over the next 10 years 68% of funding from senior government and new ridership — 53% from Sr. Government IT 0 trom new riaersnip Revenue Distribution of flan Funding (2011-2020 Expenditures) Revenue from New Ridership Sr Gov't Funding 53% TransLink Source 32 1 ■ More ■ ■- Effective Tra■ ! ■ ■ Utilization of existing infrastructure is increased Productivity of bus services is improved Reliability and safety is improved for cyclists, road users and goods movement Cost-effectiveness of mobility is increased through investments in cycling, transit, and station areas 14 111912010 0 .,V...I��'I ...II.�n ��..•,�.i.� Y — , � 7F., Xighn� 4IIwA�d Moving For%v�lrd: =ice I W r- 6 F1 lL�y'll" U41,011 Connects Coquitlam & Port Moody to the entire rapid transit network — 11 km of new rapid transit — 5 new stations + rebuilt station at :f r Lougheed j — 3 minute frequency during peak Reduced travel times: — 13 minutes Coquitlam Centre to Lougheed Town Centre — 40 minutes Coquitlam to Vancouver Downtown 20 minutes faster than driving 3 Almost 20 M boardings/yr by 2020 ® $1 Billion from Senior Government Phase I - United Boulevard Extension — Addresses two key bottlenecks accessing an important regional industrial area — New cycling and pedestrian link Relieves traffic congestion: — Improves goods movement along key industrial corridor — Reduces fuel consumption and related GNGs — Moves heavy traffic away from residential neighbourhoods 97 1 9 9 Over 425 000 more bus service hours region -wide ® Strategic Investments South of the Fraser — King George Blvd B-Line — Highway 1 Bus Rapid Transit — Langley to White Rock — Addresses needs associated with population growth © Reduces crowding on high demand corridors Improves reliability and increase frequencies ® Serves new demand from population growth and expanded U-Pass Evergreen also brings substantial improvement to Northeast Sector bus service — Increases capacity and frequency — New direct, high capacity route, Burquitlam Station to SFU — Improves service on core routes (e.g. 160) — Improves other corridors (e.g. Pinetree Way) Maple Ridge and Pitt Meadows _ -- - Increases capacity and frequency on core routes, e.g. 701 to „ approx. 10 minute service 111912010 10 111912010 • North Shore — SeaBus increased to every 15 minutes all day every day — Marine Drive — Over Lions Gate Bridge — Lonsdale AvenueW. �_- • Richmond — Cambie Road:. — Queensborough Bridge.:,,.,OF r. • Burnaby — Willingdon Vancouver — East-West Corridors — 4th Avenue — 41stAvenue — 49th Avenue Approx. 50°Iti of new �erviee hours serve South of Fraser Highway 1 Bus Rapid Transit — W ve to Lou heed �l ation in 20 to 25 min — 10 minute peak frequency service, in dedicated lanes — Convenient and affordable alternative to driving B-Line on King George Boulevard & 104th — Travel from Guilford to White Rock in — — 48 min utes--14-min-faster — - - 7.5 minute peak frequency service — 5 million transit hoardings a year by 2013 M 9 White Rock to Langley Sus Service — New regional connection between White Rock and Langley/Willowbrook with no transfer More service to address over, crowding and increase frequencies to meet demand — On corridors such as Fraser Hwy and 104th Adds capacity and supports ridership growth z a Provides core carrying capacity to support Evergreen Line ® Improves accessibility and makes our stations easier to use a Promotes neighborhood integration _-- _ _Se-aefits-aiLcustomers_ that_use the-s-ystem- 111912010 12 111912010 Scope — New exchange and transit plaza — New station entrance — Integration with municipal infrastructure — recreation centre, library, City Hall © Benefits — Supports redevelopment of Surrey City Centre n — Accommodates new B-Line and r future rapid transit services — Improves station accessibility — Enables provision of higher service levels South of Fraser S e Scope — New entrance and bus exchange New elevator and escalators — Renovation to existing entrance to remove accessibility barriers — Pedestrian plaza and improved station environment Benefits — improved access to a popular regional destination — Improves station accessibility Expands station capacity �mproves- station environment -with -better -lighting -and passenger information 13 Scope - Replaces aging station infrastructure, e.g. station escalators, hand rails, metal mesh, flooring, etc. - Upgrade wayfinding to address changes to station access Benefits - Improves integration of station with neighbouring Plaza 88 development - Supports development of downtown New Westminster Scope w - Expands station to accommodate increase in passengers from Evergreen Line ,„ 44 - New outboard platform for Expo Line - Upgrades to bus waiting areas - Pedestrian plaza r.rr f Benefits : •:::1: `{ - Supports successful implementation of Evergreen Line ---Seppor-ts-future increases in -capacity --- of the rapid transit network - Improves integration of the station with the neighbourhood k 1 1/9/2®9® 14 111912010 Scope — Expanded east entrance — New elevator and escalators - - Improved station environmenty. — Renovation to existing entrance to remove accessibility barriers — Improved bus and Skytrain transfers Benefits — Removes significant accessibility barriers — Improves safety on the platform — Upgrades oldest station in the network — Expands station capacity — Improves station environment with better lighting and passenger information 29 Scope — Reconfigures transit vehicle circulation for bus exchange safety — Better lighting, ventilation — Improves station environment and passenger information Benefits — Improves safety for passengers I and operators '... -. e:.r_:3. r ia : .-� — Improves passenger environment 3I.=;_ and experience' tj - W -, — Coordinates with potential redevelopment in the area _ — Creates strong gateway to North Y l' Shore --- - so ::.TA is 911912010 Municipal investments in road and cycling infrastructure rely on funding from TransLink Under current plan, funding at: �— $10M/year for MRN Minor Capital — $3M/year for Bike Capital Under Moving Forward Plan, funding restored to: �$20M/ tear for MRN Minor CAI $6M/year for Bike Capital • Allows time to explore other fu iding option Lun • Provides funding solution for Evergreen Line and NFPR — Retains Federal funding • Moves region towards Transport 2040 • Region -wide investments in transit, cycling and roads, particularly in Northeast Sector, South of Fraser, North Shore and Central Core of Vancouver, Burnaby, New Westminster — Accessibility and capacity improvements at stations — Addresses overcrowding and pass ups _ Serves new demand and areas of growth — Provides road and bike funding to municipalities 16 11/9/2010 Regional Transportation Commissioner will review and provide comment Moving Forward on these investments requires Mayors' Council approval 17 THANK YOU Supplemental2011 Plan • Outlook —Tran-s-portatian-and-Fina n-cial Suppl-emental-Ka-n --m"M e-LIN, for 0 to 2013 and Outlook for November 8, 2010 or the purpose of the BC South :.oast 3rirish Columbia Transpertation Authority Act, this document contains a Transportation and 7inanciai S:ipplementa! °Ian preeared in 201^, For the 2011 to 2013 period and Outiook for the Approved for suom ssion to the 2014' to 2020 neriod. If ved b the Mayors' Co q t th apprr y y� until on egcna'� spo ^n, his plan tone -i with t^-, vlayc... Council on P:egioria 2011 Transportation and Financial Base Plan ipproved by the ;ransi_ink Board a; Directors on ;uly i5, 2010), w I! Transportation and Lire Rep—mal serve as Trans_ ! k's 2C1 I St ateyic P'an Tral.sportatlon Comroissioner CONTENTS Executive Summary 1 1. Background and Context 4 1.1 Supplemental Plan Development Framework 4 1.2 Relationship to the Base Plan 4 1.3 Purpose and Priorities 4 1.4 Consultation and Approvals Process 5 1.5 Outlook of the 2011 Supplemental Plain 6 2. Transportation Plan 8 2.1 Planning for Future Investments and Sustainable Funding - Updating Transport 2040 8 Transportation Improvement Fee 9 Carbon Tax 9 Road Pricing 9 Other Alternative Funding Mechanisms 10 2.2 Prioritizing Investments 10 Evaluation Process 10 2.3 Transportation Programs, Investments & Services 13 Transit 13 Evergreen Line Program 13 Roads 15 North Fraser Perimeter Road Phase I (United Boulevard Extension) 15 2.4 Outcomes 16 2011 to 2015 Horizon 16 2016 to 2020 Horizon �4 3. Financial Strategy 26 3.1 Financial Context 26 Review of Alternative Funding Sources 26 Appropriateness of Property Tax as a Funding Source 27 Summary of Funding Sources 28 3.2 Revenue Projections 31 User Fees 31 Taxation Sources 32 3.3 Expenditures 35 3.4 Balance Sheet and Cash Flow Statement 38 3.5 Outlook for 2014 through 2020 40 3.6 Assumptions and Risks 41 3.7 Capital Program 42 3.8 Key Performance Indicators 43 Appendices 46 APPENDICES Appendix 1: Consolidated Statement of Financial Position Appendix 2A: Statement of Operations Appendix 213: Funded Statement of Operations Appendix 2C: Consolidated Statement of Operations - Incremental Change between Base Plan and Supplemental Plan Appendix 3: Consolidated Statement of Cash Flows Appendix 4: Projected Borrowing Compared to Borrowing Limit and Select Financial Ratios Appendix 5: Capital Cash Flows - Projects Approved and Proposed - Appendix-5A: 4ncremental-C-apital Cash -Flows— Projects Approved and Proposed - Appendix 6: Transit Service Hours Appendix 6A: Transit Service Hours - Incremental Change between Base Plan and Supplemental Plan Appendix 7: Schedule of Transit Fares and Projected Fare Revenues Delivering Evergreen Line and NFPR TABLES Table 1: Overview of Projects in the 2011 Supplemental Plan......................................................................................................... 1 Table 2: Evaluation Criteria and Objectives.................................................................................................................................... 11 Table 3: Transit Vehicle Service Hours............................................................................................................................................ 13 Table 4: Ridership Forecasts 2011 Supplemental (including 2011 Base Plan investments)............................................................ 20 Table 5: Alternative Options for Supplemental Funding................................................................................................................. 26 Table 6: Statement of Revenue and Operations Summary (millions)............................................................................................. 30 Table 7: Transit Fare Revenue Projections (millions)...................................................................................................................... 31 Table 8: Golden Ears Bridge Toll Revenue Projections (millions).................................................................................................... 32 Table 9: Motor Fuel Tax Revenue Projections (millions)................................................................................................................. 32 Table 10: Property Tax Projections (millions)................................................................................................................................. 33 Table 11: Parking Sales Tax Revenue Forecasts (millions)......................................................................................:....................... 33 Table 12: Senior Government Contribution Forecasts for Capital and Operations (millions)......................................................... 34 Table 13: Interest Income Projections (millions) .................................... ................................. ..:............................................:........ 34 Table 14: Transit Operations Expenditure Forecasts (millions)...................................................................................................... 35 Table 15: Major Road Network, Bridges and Cycling Expenditures (millions)................................................................................ 36 Table 16: TransLink Corporate and Transit Police (Expenditures (millions)..................................................................................... 36 Table 17: Debt Interest Expense (millions)..................................................................................................................................... 37 Table 18: Depreciation Expense Forecasts (millions)...................................................................................................................... 37 Table19: Other Items (millions)..................................................................................................................................................... 37 Table 20: Funding Adjustments (millions)....................................................................................................................................... 38 Table 21: Key Assumptions for 2011 Supplemental Three Year Plan with Outlook........................................................................ 41 Table 22: Initiatives Contained in the 2011 Supplemental Plan..................................................................................................... 42 Table23: 2011 to 2013 Capital Plan............................................................................................................................................... 43 Table 24: Indicators for 2011 to 2013 Supplemental Plan.............................................................................................................. 44 FIGURES Figure 1: Contributing Factors to GHG Emissions From Transport.................................................................................................. 17 Figure 2: Changes in Population and VKT Relative to 2010 for 2011 Supplemental Plan............................................................... 17 Figure 3: Assumed Rate of Technological Improvement Affecting GHG Emissions Efficiency........................................................18 Figure 4: GHG Emissions Contribution Estimates (tonnes)............................................................................................................. 19 Figure 5: Regional Weekday Mode Share from the 2008 Trip Diary ...............................................................................................20 Figure 6: Changes to Major Revenue Sources- Historical and Projection from Base Plan.............................................................. 28 Figure 7: Incremental Ridership of Supplemental Plan Relative to 2011 Base Plan....................................................................... 31 Figure 8: Evergreen Line Ridership Estimates- Annual Boardings................................................................................................... 32 Figure 9: Borrowing Levels for 2011 Supplemental Plan and Outlook ............................................................................................ 39 Figure 10: Cumulative Surplus Level Forecasts for 2011 through 2020.......................................................................................... 40 Delivering Evergreen Line and NFPR EXECUTIVE SUMMARY( This 2011 Transportation and Financial .'supplemental Plan ("2011 Supplemental Plan"), entitled "Delivering Evergreen Line and North Fraser Perimeter Road," fulfills the region's long-standing commitment to provide funding for the Evergreen Line Rapid Transit project, connecting Coquitlam and Port Moody to the region's rail rapid transit network. Phase 1 of the North Fraser Perimeter Road, also known as the United Boulevard Extension, will be built reducing congestion and facilitating goods movement on a key regional corridor.The Evergreen Line will be an important piece of the regional SkyTrain network and will increase the region's transit ridership by about 2 per cent. These two projects are important steps but constitute just the first two of many key projects in the Provincial Transit Plan and Transport 2040. As the remainder of these contemplated projects remain unfunded, the region will not be keeping pace on progress toward the Transport 2040 goals. Improvements are made in Metro Vancouver's transportation network under this plan, representing new investment of $1.6 billion between 2011 and 2020. Sixty-eight per cent of the funding for the investments made in this plan comes from senior government through provincial and federal funding programs for investment in the Evergreen Line Program and North Fraser Perimeter Road. TransLink must confirm how the remaining share will be paid for by the region. Because of efficiency gains the organization has achieved, TransLink is able to move forward on these projects immediately while also allowing time for an alternative funding source for this plan to be found. Table 1: Overview of Projects in the 2011 Supplemental Plan Evergreen.Line Program North Fraser Perimeter Road: Phase I ■ United Boulevard Extension ■ Connects Coquitlam & Vancouver via Port Moody & Burnaby: 11 km line, 5 Stations, & 28 new SkyTrain vehicles ■ Commercial -Broadway Station Phase II ■ Construction begins in 2011, completion in 2014 • Community and network integration & wayfinding upgrades The consultation undertaken with the public, stakeholders, and elected officials demonstrated that there is strong support for investment in both of the projects included in this plan. The challenge lies in determining how to fund the region's share of these investments. On September 23, 2010, the Mayors' Council and the Province signed a Memorandum of Understanding (MOU) outlining their mutual commitment to building livable cities and acknowledging that efficient, affordable, carbon smart transportation is an integral part of livable cities. This agreement provides the I I Page Delivering Evergreen Line and NFPR foundation for the Mayors' Council and the Province to work together to identify sustainable funding sources for transportation in the region. Forging a new way forward for sustainable funding will take time which creates a challenge as funding must be confirmed in 2010 for key regional priorities and the options currently accessible to TransLink: are very limited. This Supplemental Plan provides the Mayors' Council and the Province with the opportunity to work together to identify an alternative funding source before 2012. If an alternative funding source is not confirmed before 2012, this plan would be funded through an increase in property tax on all property types starting in 2012 to generate $44.7 million per year. The impact on the average household would be approximately $36.36 per year. If a viable alternative funding source is agreed upon by the Province and the Mayors' Council, TransLink will, if required, bring forward another Supplemental Plan to replace the Property Tax increase with the new source. TransLink also consulted on the possibility of introducing a registration fee on motor vehicles — known as a Transportation Improvement Fee (TIF). While such a fee may have significant potential as a sustainable funding source, it is not being brought forward at this time. This decision takes into account two factors. First, that there are public concerns regarding equity that need to be further examined and discussed. Second, that TransLink currently lacks the authority to effectively and efficiently collect and enforce the fee. Collection and enforcement would need to be enabled by the Province of BC and there is no clear indication that the Province will do so at this time. The Transportation Improvement Fee will be further evaluated and discussed as part of a broader dialogue on sustainable funding. 2 1 P a g e Delivering Evergreen Line and NFPR 1. BACKGROUND AND CONTEXT This document ("2011 Supplemental Plan"), known as "Delivering Evergreen Line and North Fraser Perimeter Road," contains the 2011 Transportation and Financial Supplemental Plan and Outlook prepared by the South Coast British Columbia Transportation Authority ("TransLink") under the South Coast British Columbia Transportation Authority Act ("SCBCTA Act"). The 2011 Supplemental Plan, which proposes changes to the 2011 Base Plan (known as "The Funding Stabilization Update"), was developed for the purpose of funding priority expansion of the regional transportation network. The plan portion of the 2011 Supplemental Plan document covers the years 2011 to 2013, and the Outlook portion of the document covers the years 2014 to 2020. This chapter describes the current context for the 2011 Supplemental Plan, including the Supplemental Plan development framework, its relationship to the Base Plan, its purpose and priorities, and the consultation and approvals process. 1.1 SUPPLEMENTAL PLAN DEVELOPMENT FRAMEWORK Under the SCBCTA Act, each year TransLink must prepare a Base Plan covering a three year plan period and an Outlook covering the seven years following the plan period. TransLink may also prepare one or more Supplemental Plans that propose changes to the Base Plan. Each Supplemental Plan must be accompanied by an Outlook that shows how the Base Plan Outlook would change if the Supplemental Plan is approved. TransLink's Strategic Plan is composed of the Base Plan as modified by approved Supplemental Plans. 1.2 RELATIONSHIP TO THE BASE PLAN The 2011 Supplemental Plan proposes changes to TransLink's 2011 Base Plan which was approved by the TransLink Board of Directors on July 15, 2010, The Regional Transportation Commissioner issued a report on TransLink's 2011 Base Plan on August 26, 2010. If the 2011 Supplemental Plan is approved by the Mayors' Council, the TransLink 2011 Base Plan, as modified by the 2011 Supplemental Plan, will constitute TransLink's Strategic Plan for 2011 to 2013. The Supplemental Plan for 2011 to 2013 outlines: • expenditures on transportation capital, programs and services (Section 2.0, Transportation Plan); • performance of the investments against the goals of Transport 2040 (Section 2.4, Outcomes); and • changes to financial information relative to the Base Plan (Section 3.0, Financial Strategy and Appendices). 1.3 PURPOSE AND PRIORITIES This Supplemental Plan enables the region to move forward on the Evergreen Line Program and North Fraser Perimeter Road Phase I (United Boulevard Extension) while also providing the Mayors' Council and the Province with the opportunity to continue to work together to identify an alternative funding source before 2012. Should an alternative funding source not be identified, the plan would be funded by a $44.7 million increase in annual property taxes starting in 2012. On September 23, 2010, the Mayors' Council and the Province signed an MOU outlining their mutual commitment to building livable cities and acknowledging that efficient, affordable, carbon smart 41Page Delivering Evergreen Line and NFPR transportation and infrastructures are an integral part of livable cities. This livability agreement provides the foundation for the Mayors' Council and the Province to work together in identifying sustainable funding sources for transportation in the region. Since 2009, strong feedback has been received on the desire for TransLink to find a way to deliver upgrades and expansion of the transportation system, including the Evergreen Line. There has been continued strong support for making investments toward the long range vision for a sustainable transportation network in the region, as, outlined in TransLink's Transport 2040 long term Plan (adopted in 2008). The 2010 Funding Stabilization Plan increased TransLink's revenues by $130 million per year to stabilize TransLink's ability to maintain existing service levels and keep transportation assets in good repair. The 2011 Base Plan does not provide sufficient revenue for upgrades and expansion to support the region being on track toward the goals and vision of Transport 2040. Subsequent to the approval of the 2010 Funding Stabilization Plan, a Joint Technical Committee (JTC) was established by the TransLink Steering Committee (Minister of Transportation and Infrastructure, Chair and Vice Chair of the Mayors' Council on Regional Transportation and Chair of the TransLink Board) as a basis for constructive discussions on funding solutions to support the development of a sustainable transportation system for the region. The JTC was established as a resource responsible for reporting back to and consulting with the Mayors' Council. The JTC includes representation from the TransLink Executive, the Deputy Minister and other Executive Members from the Ministry of Transportation and Infrastructure, and senior representation from the cities of Vancouver and Surrey. The JTC carried out a review of: • the existing funding structure of TransLink (including the contributions of the province, member local governments, and TransLink) and other revenue sources; • TransLink's strategy and initiatives to improve cost efficiency and service effectiveness; • the program of transit services and related costs for TransLink to achieve the goals and objectives set out in Transport 2040, the Provincial Transit Plan and the Regional Growth Strategy; and • TransLink's planning process. While the JTC endorsed the need for TransLink's work in developing a comprehensive funding strategy, the Committee acknowledged that TransLink would be unable to bring new funding sources online by 2011. The JTC identified the importance of leveraging current funding partnerships and following through on key regional commitments in the immediate -term using existing legislated funding sources. At their direction, TransLink undertook analysis of upgrade and expansion projects and the potential to fund them within the existing funding structure. 1.4 CONSULTATION AND APPROVALS PROCESS In October 2010, TransLink conducted public and stakeholder consultation as part of the development of the 2011 Supplemental, following the requirements of Section 15 of the SCBCTA Act and the Consultation Plan approved by the TransLink Board of Directors. TransLink engaged the Federal Government, Provincial Government, Mayors' Council, Municipalities and Metro Vancouver in-discussiion-about the 2011 Supplemental Plan. TransLink consulted el-ected officials through the Metro Vancouver Board and Regional Planning Committee and municipal and regional staff through the Regional Administration Advisory Committee (RAAC). A working draft of the plan document was distributed to Metro Vancouver on October 19, 2010. The Municipalities were also engaged 51Fage Delivering Evergreen Line and NFPR through TransLink's Major Roads and Transportation Technical Advisory Committee (MRTAC) and through the Mayors' Council on Regional Transportation. Across the region, three public Transportation Fair events provided the public with an opportunity for discussion with TransLink staff on the proposed 2011 Supplemental Plan. In addition, the public provided input through the online E-consultation and through contact with a Community Relations Coordinator. Participants were engaged and expressed appreciation for the opportunity to learn about the organization. During the consultation period, discussions were held with the Province and the Mayors' Council on potential inclusion of the Transportation Improvement Fee (TIF) as a funding source for the 2011 Supplemental Plan. Given that the feasibility of the source was not confirmed and that further work is needed to understand the exact form of the fee, equity impacts, as well as its value within a suite of funding sources, it was determined than it would be beneficial to continue dialogue on TIF and other sources through 2011. As such, TransLink has structured this plan to allow time for dialogue in 2011 and delayed implementation of property tax to 2012 Through TransLink market research, the public clearly expressed the desire for new investments in the region's transportation network with over 75 per cent of respondents indicating that the Evergreen Line and North Fraser Perimeter Road Phase I were important to the region. When asked about funding these two projects, 48 per cent expressed a willingness to pay by property tax and 41 per cent expressed a willingness to pay by transportation improvement fee. This input was mirrored in the questionnaires completed at public events and through e-consultation. As a result of input heard during consultation, two alternative plan documents were approved by the TransLink Board and submitted to the Regional Transportation Commissioner and the Mayors' Council: 1. Moving Forward: Improving Metro Vancouver's Transportation Network- Evergreen Line, North Fraser Perimeter Road Phase I and Other Priority Projects with funding to be determined through dialogue between Province and Mayors' Council or property tax in 2012; 2. Delivering Evergreen Line and North Fraser Perimeter Road - Evergreen Line and North Fraser Perimeter Road Phase I with funding to be determined through dialogue between Province and Mayors' Council or property tax in 2012 (presented in this document). 1.5 OUTLOOK OF THE 2011 SUPPLEMENTAL PLAN This 2011 Supplemental Plan proposes changes to the 2011 Base Plan. Although this is a three year plan covering 2011 to 2013, the outcomes of the plan and financial information are presented to the year 2015 because the investments of this plan are not in service in 2013. To demonstrate the financial sustainability of the investments in the plan and their contribution to the achievement of Translink's goals, an Outlook on the outcomes and Financial Outlook to 2020 is provided. The SCBCTA Act requires detailed financials for the first three years of the plan and the long term impacts of those investments to be shown for the following seven Outlook years. 6 1 P a g e Delivering Evergreen Line and NFPR Z. TRANSPORTATION PLAN This chapter describes the incremental transportation programs, services and investments that TransLink plans to undertake as part of the 2011 Supplemental Plan. The 2011 Base Plan includes investments in maintaining services, state of good repair, and modest upgrades to improve efficiency and effectiveness over the 2011 to 2013 period. The 2011 Supplemental Plan includes additional investments that support upgrading and expanding the transportation system. This is consistent with the Regional Growth Strategy and provincial and regional environmental objectives to improve air quality and reduce greenhouse gas (GHG) emissions. With the transportation funding and investment provided under this plan, the regional transportation system performs better than the 2011 Base Plan, but still does not offer the broad and extensive range investments and strategies required to fulfill the Transport 2040 aspirations for a sustainable region. 2.1 PLANNING FOR FUTURE INVESTMENTS AND SUSTAINABLE FUNDING — UPDATING TRANSPORT 2040 Since formation in 1999, TransLink has benefitted from a diversified funding portfolio that provides with relatively high level of certainty regarding annual funding levels and enables TransLink to plan for the long term. TransLink is funded by a mix of motor fuel tax revenues, transit fares, property taxes, parking sales tax, advertising and real estate revenue, a hydro levy and senior government funding. While there are many benefits to the current mix of funding sources, greater funding levels are required to support upgrades and expansion towards a sustainable transportation system. Determining the right mix of future funding sources to support future transportation infrastructure and services as well as transportation demand management (TDM) objectives will require extensive research and collaboration with stakeholders. TransLink is required by statute to update it long range strategy, Transport 2040, by 2013. Over the 2011 to 2013 period, as part of this update of Transport 2040, TransLink will carry out significant policy and system development work to provide the framework for future investment in the regional transportation system. Creating the updated strategy, Transport 2045, is a significant planning effort that requires stakeholder and community engagement to identify priorities for investment in the transportation system to support the movement of people and goods and livable communities. TransLink will develop funding and TDM strategies to support this plan, which will include evaluation of a range of potential funding sources with respect to equity, appropriateness for funding transportation and potential to influence travel choices, among other factors. TransLink will collaboratively engage its partners, stakeholders and the public in the development of this strategy update. The MOU signed by the Province and the Mayors' Council in September 2010 is a commitment from the Province and the Mayors' Council to work together to identify long term sustainable funding for TransLink. To be effective and have long-lasting benefit, the development of this strategy will take time, effort and collaboration. TransLink's policy development work on sustainable funding will support this discussion. Anhis time, TransLink-has completed preliminary-work-an-pat-e"al fundrng sources, as des�crkri -ed below. 81 Page Delivering Evergreen Line and NFPR TRANSPORTATION IMPROVEMENT FEE TransLink consulted on the possibility of introducing a registration fee on motor vehicles — known as a Transportation Improvement Fee (TIF). While such a fee may have significant potential as a sustainable funding source, it is not being brought forward at this time. This decision takes into account two factors. First, that there are public concerns regarding equity that need to be further examined and discussed. Second, that TransLink currently lacks the authority to effectively and efficiently collect and enforce the fee. Enforcement would need to be enabled by the Province of BC and there is no clear indication that the Province will do so at this time. If TransLink were to develop an independent collection mechanism, it is likely to have substantial costs on the order of $15 to $25 million per year. The Transportation Improvement Fee will be further evaluated and discussed as part of a broader dialogue on sustainable funding. In 2009, TransLink completed significant work to understand the potential of a TIF as a funding source and TDM mechanism. The use of vehicle registration fees to help fund investment in local transportation is used in a number of jurisdictions in North America. In Canada, vehicle owners in both Toronto and Montreal pay a registration fee. Preliminary work by TransLink has identified that the TIF has potential: • as a stable and predictable source of funding that is related to transportation; • to shape transportation demand, increase ridership, and reduce GHG emissions; and • to shift the types of vehicles that are purchased to more fuel efficient models. CARBON TAX In 2008, the provincial government legislated GHG reduction targets of 33 per cent below 2007 levels by 2020 and 80 per cent below 2007 levels by 2050. The BC Climate Action Plan describes how these reductions would be achieved. The carbon tax levied on emissions of GHGs that became effective July 1, 2008 is a key strategy of this Plan. At this time, the carbon tax is required by legislation to be revenue neutral. All revenue collected is returned to individuals and businesses in the form of reductions in the personal and corporate tax rates, plus an increase in the low-income tax credit. Through consultation in 2009 and 2010, it was suggested that carbon tax be considered as a potential future funding source for TransLink as there is consistency between the objectives of the Provincial carbon tax and TransLink's Transport 2040 goals for reducing GHG emissions. The sustainable funding strategy will explore the potential of the carbon tax to be a revenue source for TransLink. Preliminary assessment by TransLink has identified some general approaches, including: • dedicating supplemental increases to sustainable transportation investments, and • extending the current schedule of increases beyond 2012 and directing portions of the total tax, towards transportation investments. ROAD PRICING It has long been acknowledged that implementing road pricing in Metro Vancouver could significantly _ contribute to TransLink's goal of establishing sufficient, stable funding as well as impact transit nclershi _, mode share of cycling and walking, and related reductions in GHG emissions. Road pricing has been included as a potential funding mechanism in regional plans for many years. Transport 2021, TransLink's 2005-2007 Strategic Transportation Plan, Metro Vancouver's draft Regional Growth Strategy, and Transport 2040's Goal 6 all support road pricing mechanisms which serve as both a source of revenue 91 P a g Delivering Evergreen Line and NFPR and a demand management mechanism. However, more work is needed to identify the appropriate approach and timing for implementation of road pricing in this region. Road pricing is a concept in which motorists pay directly for using a road, bridge, tunnel, for driving in a specific part of a city, or by distance driven. Road pricing can generate revenue, reduce road congestion, encourage alternative travel modes, such as transit or biking, and/or to reduce GHG emissions. Various road pricing strategies are found in cities around the world. How these strategies are implemented and the effect they would have varies depending on the physical context, travel patterns and the objectives for the program. Legislation currently allows TransLink to charge tolls only to recover the cost of a new or improved facility, such as the Golden Ears Bridge. Legislative amendments would be required for TransLink to implement road pricing on unimproved infrastructure or the entire road and bridge network and for those charges as a revenue source. OTHER ALTERNATIVE FUNDING MECHANISMS It is TransLink's intention to assess the potential of a range of funding mechanisms for their appropriateness for inclusion in a sustainable funding strategy. In addition to the sources described above, there are other sources that have been identified for consideration and further investigation, including: • potential of fuel tax as a more significant source, • recuperation of fare evasion fines, • applying a benefitting area tax, • accessing a portion of Provincial property transfer tax revenues, • levying a goods movement fee, and • leveraging other sources. While the Mayor's Council MOU with the Province of BC offers an opportunity to explore longer term funding solutions, decisions need to be made on TransLink's contribution to the Provincial Evergreen Line project and the North Fraser Perimeter Road Phase I (United Boulevard Extension) in 2010. Significant senior government funding is available for these projects that will help TransLink progress towards the goals of Transport 2040. Under the 2011 Supplemental Plan, should no other funding source become available by 2012, funding will be provided through property tax beginning in 2012 for these two projects. 2.2 PRIORITIZING INVESTMENTS This section describes the framework used in identifying investments that require supplemental funding at this time. EVALUATION PROCESS TransLink's framework for investments continues to prioritize: 1. Maintaining Services 2. State of Good Repair 3. Upgrades —4. Expansion 101Page Delivering Evergreen Line and NFPR TransLink's evaluation process for identification of projects for inclusion in future Base and Supplemental Plans has been further developed and systematized. This process addresses input received from the Commissioner and stakeholders on the 2010 Funding Stabilization Plan and the 2011 Funding Stabilization Update. For the 2011 Supplemental Plan and future plans, candidate projects are evaluated in terms of their effectiveness towards achieving TransLink's Transport 2040 long term goals. The framework and process is intended to be consistent and transparent for the full range of services and investments that TransLink considers and to provide an objectives -driven, performance -based method for planning and prioritization. It is anticipated that each plan will also include evaluation criteria relevant to the context of the particular plan. A comprehensive evaluation framework was developed to assess and rank initiatives in terms of the priorities for this supplemental Plan and Transport 2040 goals. Four priorities were identified for this supplement and initiatives were screened to be included in this Supplemental Plan evaluation process based on their fit with these priorities: • previous regional commitments; • opportunities to leverage significant other funding; • opportunities to make best use of existing infrastructure and fleet; • decision required in 2010 in order to capture an opportunity. In addition, six criteria were established to reflect the six Transport 2040 goals and to evaluate each initiative's effectiveness. Each identified initiative was evaluated and scored against these four "theme" criteria and six Transport 2040 criteria using performance information from project business cases. This evaluation tool enables objective and evidence -based scoring across the ten criteria. The framework and process is intended to be consistent and transparent for the full range of investments that TransLink considers on an ongoing basis. Supporting objectives are defined for each of the criteria to which forecasted outcomes are applied. This process is designed to address the Regional Transportation Commissioner's feedback to improve evaluation rigour and alignment with longer term objectives. The following table summarizes the criteria and the specific objectives considered for each criteria. Table 2: Evaluation Criteria and Objectives 111 Page Delivering Evergreen Line and NFPR System Optimization Encourages modal integration Improves the resilience of the transportation system Improves system safety Promotes universal accessibility Economic Growth & Goods Movement Supports efficient access to regional centres and economic gateways Reduces congestion Improves travel time reliability Financially Sustainable Maximizes leveraging opportunities Make efficient use of existing infrastructure Prioritizes cost-effectiveness Prioritizes long-term growth in cost-effectiveness 2011 Supplement Priorities (50%) Significant Lost Opportunity if Not Activated in 2010 Leaves money on the table Dependence with other programs Significantly more expensive to do later Results in loss of passengers from the system Leverages Significant Other Funding Extent of capital contribution Impact on operating Costs Impact on fare revenue Makes Best Use of Existing Fleet & Infrastructure Improves efficiency of existing assets Improves effectiveness in utilizing assets Intensity of Previous Commitment Nature of TransLink's commitment Importance of commitment to stakeholders The Transport 2040 goals were translated into criteria for evaluation of the performance of projects. The criteria related to each of the Transport 2040 goals reflect the means of getting to a desired end - state whereas the objectives and their related metrics reflect the desired end -state. For example, Transport 2040 goal 3 is "the majority of jobs and housing in the region are located along the Frequent Transit Network" and the criteria is expressed as "complete communities" and goal four is that "travelling in the region is safe, secure, and accessible for everyone" and the criteria is expressed as "system optimization". Initiatives were independently evaluated based on both quantitative and qualitative information. A composite score was derived for each project based on equal (50/50) weighting from the scores calculated for the supplemental and Transport 2040 criteria. For the supplemental priorities, the criteria "significant lost opportunity if not activated in 2010" received greater weighting than the other three. The minimum threshold for consideration in a Supplemental Plan at this time is a Transport 2040 and composite score of medium (five) or above. Based on the results of the evaluation process, fifteen projects were identified as meeting the thresholds for inclusion in the 2011 Supplemental Plan. Overall, twenty eight initiatives were identified for evaluation. Of these, eighteen projects met the four Supplemental Plan screening criteria. As a result of the evaluation, fifteen projects were identified as effective investments for inclusion in a Supplemental Plan. This proposed Supplemental Plan includes the two highest scoring projects, the Evergreen Line Program and North Fraser Perimeter Road Phase I, -which require -a decisicm-beforerthLrend-of-2010 tci-teverage significant serfiorgovern-m-"t-fundln`g. The -- projects that remain unfunded will be considered as part of future planning processes. 121 Page Delivering Evergreen Line and NFPR 2.3 TRANSPORTATION PROGRAMS, INVESTMENTS & SERVICES The 2011 Supplemental Plan includes two projects: • Evergreen Line Program • North Fraser Perimeter Road Phase I (United Boulevard Extension) Detailed financial information on these projects can be found in section 3.0, Financial Strategy, as well as the Appendices. TRANSIT TransLink's transit system provides an integrated network of rapid transit and bus services. The 2011 Supplemental Plan includes transit mobility improvements for the region as part of the Evergreen Line Program. Table 3 summarizes the service hours by service type to be provided by the 2011 Supplemental Plan and for the 2020 Outlook. It is noted that once the Evergreen Line is in place, by 2015 the Supplemental Plan will allow for 138,000 additional service hours as compared to the 6,916,000 service hours included in the last year of the 2011 Base Plan. Table 3: Transit Vehicle Service Hours Actual Budget Forecasts outlook Service Hours in Thousands 2009 2010 2011 2012 2013 2014 2015 2020 Conventional Bus & Community Shuttle 4,925 4,931 4,927 4,927 4,927 4,927 4,927 4,927 skyTrain Expo and Millenium Lines 973 1,129 1,129 1,129 1,129 1,129 1,129 1,129 Canada Line 63 174 180 189 189 189 189 189 Evergreen Line 0 0 0 0 0 0 138 138 Rapid Transit Total 1,036 1,303 1,309 1,318 1,318 1,318 1,456 1,456 seaBus 11 11 11 11 11 11 11 11 West Coast Express 39 42 47 47 47 47 47 47 Total Conventional Transit 6,011 . 6,287 6,294 6,303 6,303 6,303 6,441 6,441 Custom Transit(HandyDart) 593 598 613 613 613 613 613 613 Total Service Hours 6,604 6,885 6,907 6,916 6,916 6,916 7,054 7,054 Evergreen Line Program Planning for rapid transit connecting Coquitlam to Vancouver via Port Moody and Burnaby began in 2003. In early 2008, the Evergreen Line Business Case confirmed the route and use of rail rapid transit SkyTrain technology. In 2008, the Province of British Columbia established the Evergreen Line project office and preliminary designs are nearing completion. The Province intends to move into procurement of a design -build contractor through summer 2011 and commence detailed design in the third quarter of 2011. Completion of the line is scheduled for December, 2014. The Evergreen Line will provide a fast, frequent and convenient SkyTrain service, connecting Coquitlam City Centre to Lougheed Town Centre in approximately 13 minutes. When complete, the 11 km line will - ---conpe-ct-to-th_e_cur-rentSkyTrainnetWorl_atlough_ee_d_Town Centre Station and will integrate with regional bus and West Coast Express networks. Integration of the rapid transit line will require upgrades across the transportation network. The region's most important transfer hub, Commercial -Broadway Station, will undergo significant expansion 131 Page Delivering Evergreen Line and NFPR to accommodate projected Evergreen Line -related ridership increases as well as local area population and employment growth. The Commercial -Broadway Station expansion will double the capacity of the Expo Line platform and improve the connection between the Millennium Line and Expo Line platforms. Additional upgrades to support the implementation of the Evergreen Line include wayfinding improvements, new bus facilities, and enhanced public amenities that integrate the transportation system with the local community. The 2011 Supplemental Plan provides funding to partner with the Province in delivery of the Evergreen Line Program, including the ability to fund a $400 million TransLink contribution to the Province's project to build the rapid transit infrastructure as well funding for operations and integration of the line into the regional transportation network. Evergreen Line Rapid Transit Proiect The Evergreen Line rapid transit line will include: • Construction of 11 kilometres of new SkyTrain guideway and supporting systems from Burnaby to Coquitlam via Port Moody, • Five new rapid transit stations and modification of the existing Lougheed Station, • Twenty-eight additional SkyTrain vehicles, • Rail vehicle storage facility, and • Bus integration facilities. Evergreen Line Multimodal Integration The Evergreen Line multimodal integration project will include: • Broadway -Commercial station upgrades, • Development of station area plans for Evergreen Line stations in collaboration with municipalities, • Pedestrian, bicycle facilities, transit priority and other urban design improvements within 800 meters of the station to enhance access to the rapid transit line and support urban development are to be identified and cost -shared with municipalities, and • Enhanced information, such as walking maps and trip planning related to each station precinct. • Wayfinding improvements across the rapid transit system to inform customers of the new operating pattern and enhance navigation. Commercial-Broadwav Station Phase 11 Upgrades The Commercial -Broadway Station upgrade project was originally conceived as part of the Commercial - Broadway Transit Village Plan, which was completed in 2006. The station improvements are an integral component of the successful implementation of the Evergreen Line and will support future increases in the capacity on the rapid transit network (as outlined in the Provincial Transit Plan). The supplemental funding for the Evergreen Line program will address this station upgrade project, which will include: • Construction of a new east outboard platform for the Expo Line and associated vertical circulation to accommodate the projected increase in transfer volumes, • Upgrading the bus waiting areas serving the station complex to include weather protection and --passe-ng-e-r-ame-pities,-a►ad- --- • Replacement of the lane adjacent to the north station house with a pedestrian plaza. 141 Page Delivering Evergreen Line and NFPR Station Area Infrastructure and Plans TransLink will pursue a program of infrastructure improvement and planning, in partnership with municipalities, that incorporates the area adjacent to Evergreen Line stations. The purpose of this program is to create high amenity areas with supporting land use that promotes walkability and transit usage. Two types of funding will be provided on a cost share basis with municipalities: 1. Funding under $500,000 will be provided for minor improvements to station access and amenity in the immediate station area. 2. Funding over $500,000 will be provided for the planning and implementation of more comprehensive land use and station area plans. TransLink will work with municipalities to define the area programs and identify infrastructure priorities and station area plans as warranted by adjacent development, planned station retrofits and municipal/community support. ROADS TransLink delivers a regional transportation system which includes planning, funding, and coordination for more than 2,300 lane -kilometres of regionally -significant roadways, referred to as the Major Road network (MRN). The 2011 Supplemental Plan leverages funding partnerships to improve the efficiency of roads in our system. North Fraser Perimeter Road Phase I (United Boulevard Extension) The North Fraser Perimeter Road Phase I (United Boulevard Extension) has been a regional priority since before 2003 and was included in the 2005 Strategic Transportation Plan as a key Major Capital Project. TransLink received a $65 million commitment for Federal Funding for this project in 2008. The key benefits of the project include: improved connectivity, efficiency, reliability and safety of the regional trucking network, including upgrading Brunette Avenue to a continuous four -lane cross section from Columbia Street to United Boulevard; relocation of trucks and regional vehicular traffic from residential areas in New Westminster to industrial areas; and promotion of cycling by connecting two previously disconnected bikeways with new bikeway segments. The North Fraser Perimeter Road Phase I (United Boulevard Extension) will connect Brunette Avenue with United Boulevard and relieve congestion at the single -lane bridge across the Brunette River and the at -grade rail crossing at Braid and Brunette. This roads investment includes a new bi-directional bridge across the Brunette River and a bridge over the SkyTrain and rail tracks that parallel Brunette Avenue. The project will improve access to the Port Metro Vancouver lands by constructing an intersection and --bridge into -the property. The -United Boulevard -Extension-cross-section-will also-in-clude pedestrian and cycling facilities connections to off-street pathways in the area. Project construction will begin in 2011 and be completed in 2014. 151 Page Delivering Evergreen Line and NFPR The 2011 Supplemental Plan includes TransLink's partnership contribution of $60 million to the project. To date, TransLink and federal commitments total $125 million of the $153 million estimated cost of the North Fraser Perimeter Road Phase I project. Negotiations are underway to include additional agencies as project funders. Further safety and reliability improvements along the Front Street corridor could be completed as part of the Pattullo Bridge replacement program, which is included in TransLink's 2011 Base Plan. 2.4 OUTCOMES The forecast performance of the investments made under the 2011 Supplemental Plan (as described in section 2.3) have been evaluated in relation to the Transport 2040 goals and compared with the performance of the investments made under the 2011 Base Plan. The information evaluated was derived through quantitative methods as possible and supplemented by qualitative analysis. Although this is a three year plan covering 2011 to 2013, the outcomes are presented to the year 2015 because the investments of this plan are not in service in 2013. Outcomes for the year 2020 are presented for the Outlook period. The commentary identifies the implications of the 2011 Supplemental Plan for the region for the period from 2016 to 2020 if resource levels and trends continue through 2020. Together with the services provided under the current Base Plan, the investments made under the 2011 Supplemental Plan contribute to modest progress towards Transport 2040 goals through the year 2015. The forecast progress is the cumulative result of investments made under this plan as well as well as continued returns on the major transit system investment made in past five years and the ongoing transit service optimization effort. As this pace of investment is not continued past 2015, these gains will begin to erode during the Outlook period, making the long term goals of Transport 2040 more difficult to accomplish if a strong demand management strategy is not adopted in the intervening years. 2011 ro 2015 HORIZON Goal 1: Greenhouse gas emissions (GHG) from transportation are aggressively reduced, in support of federal, provincial and regional targets The 2011 Supplemental Plan demonstrates modest progress on GHG emission reductions, particularly over the short term. GHGs from transport are reduced through a combination of the amount of vehicle kilometres traveled, vehicle fuel efficiency, operational efficiency of vehicles, and carbon intensity of fuels, as illustrated below. 161 Page Delivering Evergreen Line and NFPR ue,:oe-{�1 Trav€ ied i1�Ve dcfe i' ';2" Vehicie Fuel i G 1Cs' t IMP f 1 i. Efficiency I Kldomr= :res T'a-So`_ Traveted ...I i3; 0perruons Efficiency I.Speed. co Jan i Figure 1: Contributing Factors to GHG Emissions from Transport (4) Carbon Trite nsrty o-1 Fuei (1) Reduced Vehicle Kilometres Traveled VKT TransLink influences VKT in the region through initiatives that influence transportation mode shift and support smart land use. As shown in Figure 2, passenger and total VKT are forecast to grow at a lower rate than population (8.6 per cent) as a result of mode shifts to transit. These shifts are accommodated through greater utilization of transit system expansion of the previous five years as well as the Evergreen Line rapid transit investment Ito be made under the 2011 Supplemental Plan. Commercial purpose VKT is assumed to continue to grow at nearly the rate of economic activity, which explains why total VKT grows faster than passenger VKT. f+oPu[e:[i�n g Tctal A,ma, VKT Tntal P.--aler VAide VIiT sps � ZS .. . -__ .. PSssenfiervehidF J � v!c per Lapnz 7� Y - J 3 4% 2010 24XI 2012 2013 2014 2015 Figure 2: Changes in Population and VKT Relative to 2010 for 2011 Supplemental flan 171Page Delivering Evergreen Line and NFPR (2 j Greater Use of Low -Emission Fleet Technology Although TransLink has influence over the fuel efficiency of its own fleet, TransLink has limited influence over GHG emission rates of personal vehicles. The composition of TransLink's fleet will not change substantively under this Plan, with the exception of a roughly 2 percentage point increase over the Base Plan in the proportion of the fleet powered by electricity when the Evergreen Line goes into service. The remainder of the transit fleet composition and fuel -efficiency rates will remain relatively constant through 2015. 50% 45% 35 20*1 10K, 5"0 4 - 2010 2012 20111, 2016 2018 2020 Auto Light TruCk HeavyTrutk Figure 3: Assumed Rate of Technological Improvement Affecting GHG Emissions Efficiency (3) Improved System Operations and Efficiency Studies have found that improvements, to roadway operations can reduce GHG emissions per kilometre traveled. Analysis indicates that the North Fraser Perimeter Road Phase I (United Boulevard Extension) project is beneficial for the reduction of GHG emissions in the region. This road project is expected to: • reduce excess fuel consumed in congestion; • improve traffic flow and increase the average speed per passenger vehicle; and • reduce incidents of delay per roadway non -transit trip to improve travel times. The North Fraser Perimeter Road project corridor benefits were estimated through 2030 as part of the project development. While total VKT change is projected to be insignificant relative to business as usual, fuel consumption for trips in the corridor is forecast to decrease by 7 per cent due to operational efficiency improvements that result from this investment. 4 Greater Use of Low Carbon Content Fuel TransLink has influence over the carbon content of fuel consumed by its own fleet only. The BC Low Carbon Fuel Standard mandates that all fuels sold in the province achieve a 10 per cent reduction in Iifecycle-c�aon-inten ity-by-2-020. etwee-n-241-1-nd 2tr1%the carbon -c¢ntent-offuel-used byrth-e transit fleet will not change substantively beyond the increased proportion of the fleet running on electricity that results from the introduction of the Evergreen Line. 181 Page Delivering Evergreen Line and NFPR Cumulative E ect on GHG Emissions When combined, the quantifiable changes in vehicle kilometres traveled, vehicle fuel efficiency, operational efficiency of vehicles, and carbon intensity of fuels results in a forecast decline of roughly 3 per cent between 2010 and 2015 of regional GHG emissions from roadway and passenger transportation in the region. This estimated decline is about one-fourth of a percentage point greater than under the 2011 Base Plan. The forecast decline in GHG emissions is a notable departure from recent trends and arises primarily from forecast improvements in fuel efficiency of the region's vehicles. The investments made under the Supplemental Plan trigger a mode shift from passenger vehicles to transit, cycling and walking and that mode shift results in a slightly greater reduction (as compared to the Base Plan). This forecast does not capture the impact of unforeseen changes in factors such as land use, energy prices and policy on behaviour. The changing fuel efficiency and travel behaviour dynamics combine to shift the proportional distribution of GHG emissions by sector as shown in Figure 4 below. The proportion of regional GHG emissions coming from TransLink's fleet is forecast to increase slightly to roughly 2.4 per cent. GHG emissions from passenger vehicles are forecast to decrease whereas GHG emissions from trucks are forecast to increase for two reasons: • passenger vehicle fuel efficiency improvements are forecast to occur more rapidly than for trucks; • VKT per capita trends for passenger vehicles are forecast to decline, whereas the assumption for commercial VKT is that it will continue to grow at approximately the same rate as economic growth. 7,000,000------- --- .-----... ---- - Transit 6,000,000 --- - -_ - ✓ ` Heavy Trucks—.r:.:... ._ LightTru[ks 5,000,000 _ c o i 4,000,000 : o •N a G`� •,;� PassengerVehicies W 3,000,000 t7 - ri m 2,000,000 - 3tiG FOR i 1,000,000 -202s- - Figure 4: GHG Emissions Contribution Estimates (tonnes) 191Page Delivering Evergreen Line and NFPR Goal 2: Most trips are by transit, walking and cycling Investments made under the Supplemental Plan support alternatives to single occupant vehicle trips by: 1. Protecting existing transit ridership, 2. Promoting a shift to transit, cycling and walking, 3. Encouraging future shifts to transit, cycling and walking, and 4. Influencing smart transportation choices. L12 Protecting Existing Transit Ridership, Under the Base Plan, transit ridership is expected to grow by almost 18 percent between 2010 and 2015, continuing recent transit ridership growth rates through 2012, before slowing in 2013 and being unable to meet background demand. With the additional investments made under the 2011 Supplemental Plan, transit ridership is expected to grow by 20 per cent. 2 Promoting a Shift to Transit Cycling and Walking Figure 5: 2008 TransLink Trip Diary Results Investments funded under the 2011 Supplemental Plan will encourage shifts in transportation mode share in support of regional objectives. As a reference for these forecast impacts, Figure 5 shows the breakdown of regional weekday mode share as captured in the 2008 Trip Diary. The following discussion summarizes the impacts of investments made under the 2011 Supplemental Plan on promoting a shift to transit, cycling and walking. Transit Ridership projections by transit mode are shown in Table 4. The 2011 Supplemental Plan is forecast to increase transit boardings by roughly 2 per cent by 2015 compared to the 2011 Base Plan. 201 Page Delivering Evergreen Line and NFPR Table 4: Ridership Forecasts 2011 Supplemental (including 2011 Base Plan investments) Actual Budget Forecasts Runank (millions) 2009 2010 2011 2012 2013 2014 2015 2020 System Total: Revenue Passenger Trips 189.1 201.7 214.1 226.8 228.9 234.4 243.3 265.8 Individual Passenger Boardings By Mode" Conventional Bus and Community Shuttle 220.4 223.2 233.4 242.3 243.7 249.2 252.0 264.4 SkyTrain and Millenium Lines 713.1 76.6 79.2 82.2 83.5 85.4 87.4 97.9 Canada Line 11.4 28.3 35.2 43.4 44.0 45.3 46.2 51.0 Evergreen Line - - - - - 9.1 17.8 Rapid Transit Total 84.5 104.9 114.4 125.6 127.5 130.7 142.7 166.7 SeaBus 5.8 5.6 5.7 5.9 5.9 6.0 6.1 6.4 West Coast Express 2.6 2.6 2.9 3.0 3.1 3.2 3.3 3.5 Total Conventional Transit Boardings 313.3 336.3 356.4 376.8 380.2 389.1 404.1 441.0 Custom Transit (HandyDart) 1.3 1.6 1.6 1.6 1.7 1.7 1.7 1.8 System Total: Passenger Boardings 314.6 337.9 358.0 378.4 381.9 390.8 405.8 442.8 -A single passenger revenue trip often includes more than one boarding and may also include combinations of transit modes. While weekday transit mode share has been rising since 1994, the overall per capita trip rate has not changed substantively over this period. Assuming that trip rates remain constant, ridership increases projected in the 2011 Supplemental Plan will translate into small increases in transit mode share. Cycling The 2011 Supplemental Plan includes a regional cycling connection as part of the North Fraser Perimeter Road project. However, there are no other increases in cycling investment over the Base Plan. While TransLink's modest level of investment: in cycling infrastructure will support increases in cycling numbers and safety by leveraging the cost -sharing program with municipalities, it is likely to be insufficient to increase cycling mode share. Walking Walking trips are difficult to quantify. Research on transit -oriented communities indicates a strong correlation between increased transit trips and walking activities. The 2011 Supplemental Plan supports walking trips through increased opportunities for transit and walking trip combinations as part of the Evergreen Line program as well as bicycle and pedestrian infrastructure improvements that result from the North Fraser Perimeter Road project. Q) Encouraging Future Shifts to Transit Cycling and Walking The 2011 Supplemental Plan facilitates future shifts to non-SOV modes by helping to create the underlying conditions that support the growth of these modes in the middle to longer term. Investments in the Evergreen Line and surrounding; area improvements will support anticipated transit demand but can also attract development activity that further improves transportation performance. [4) influencing Smart Trans ortation Choices Under�2017 apse Plan, smart tran�ation laces are influer+codrthroughrthe continued support of TravelSmart initiatives and the application of Transportation Demand Management (TDM) tools. The Supplemental Plan maintains this commitment; however significant expansion of demand management is connected to new funding models that will be explored as part of the MOU. 211 Page Delivering Evergreen Line and NFPR Goal 3: The majority of jobs and housing in the region are located along the Frequent Transit Network (FTN) By influencing the location of jobs and housing, the Frequent Transit Network (FTN) both supports and is supported by the development of complete communities. The investments made under the 2011 Supplemental Plan expand frequent transit services and the cycling network and improve the pedestrian environment to: 1. Encourage complete and transit -oriented communities, 2. Expand access to regional transit and cycling networks, and 3. Promote regional mobility. (1) Encourage Complete and Transit -Oriented Communities The initiatives in the 2011 Supplemental Plan support complete communities by improving the quality and attractiveness of transit, cycling and walking in a number of centres and corridors throughout the region. The role of the FTN to shape and serve this effort continues to be a major focus for TransLink and municipal stakeholders. The Evergreen Line program improves -the quality of service along this FTN corridor over the longer term which supports the densification and intensification of land use. The Evergreen Line will replace the 97 B-Line. The rapid transit line will have fewer stops than the B-Line service. As a result, in the short term, there will be slightly fewer people within walking distance of the Evergreen Line rapid transit stations than that was previously within walking distance of the B-Line route. For the region as whole, the impacts of the investments made under the 2011 Supplemental Plan on the percentage of jobs and housing located along the FTN has been analyzed. While the total number of people along the FTN is increasing, the proportion of population and jobs in the region located along the FTN is decreasing due to higher rates of growth outside FTN corridors. Success towards this goal depends on both a strong FTN which is strengthened under this plan, as well as supportive land use patterns. (2) Expand Access to Regional Transit and gZclinq Networks Complete communities require efficient regional mobility options that serve the needs of residents for access to employment and services. The investment in the Evergreen Line program is expected to increase the number of nodes that connect regional transit and cycling routes. The North Fraser Perimeter Road Project will provide a key regional cycling connection. 3 Promote Regional Mobilit The North Fraser Perimeter Road project is a strategic effort to improve the regional mobility for people and goods while minimizing the scope of increased personal VKT that accompanies roadway capacity investments. Goal 4: Traveling in the region is safe, secure and accessible for everyone Investments made in the 2011 Supplemental Plan and 2011 Base Plan optimize the system by: 1_E-ncouraging--modal-integration; 2. Improving the resilience of the transportation system; Improving system safety; and 221 Pale Delivering Evergreen Line and NFPR 4. Promoting universal accessibility. Under the 2011 Supplemental Plan, the transportation system will be upgraded and expanded to accommodate more alternative modes of travel, convenient transit transfers and inter -modal transfers and promote accessibility of rapid transit stations. The resilience of the transportation system is improved with increased supply of rapid transit as an alternative mode of travel and more routes of travel and better routes for goods movement with the extension of United Boulevard. The transportation investments are expected to improve safety by reducing the number of road collisions and fatalities. Improvements to cycling routes, stations and an over 2 per cent increase in transit service hours over the Base Plan will enhance the universal accessibility of the system with improved access, wayfinding, and public information. Goal 5: Economic growth and efficient goods movement are facilitated through management of the transportation network Projects that further this goal are grounded by the following objectives: 1. Support efficient access to regional centres and economic gateways; 2. Reduce congestion; and 3. Improve travel time reliability. While the 2011 Base Plan will deliver limited progress towards this goal, the 2011 Supplemental Plan includes investments that are supportive of this goal. The North Fraser Perimeter Road Phase 1 (United Boulevard Extension) will improve goods movement in a key industrial centre for the region by improving reliability and travel times. The transit investments included in this plan increase the number of weekday transit trips by over 20,000 allowing the region to make more efficient use of its transportation network and facilitate improved mobility for employment and commercial activity. Goal 6: Funding for TransLink is stable, sufficient, appropriate and influences transportation choices TransLink is making investments that are sustainable within TransLink's existing funding structure over the long term. As such, the investments made in this plan strive to meet the following objectives: 1. Maximize leveraging opportunities; 2. Make efficient use of existing infrastructure; 3. Prioritize cost-effectiveness; and 4. Prioritize long-term growth in cost-effectiveness. The Evergreen Line program and North Fraser Perimeter Road leverage significant investment from senior governments. As an extension of the SkyTrain network, the Evergreen Line improves utilization of existing infrastructure of SkyTrain Lines and Stations. This approach results in increased productivity of existing services. It also promotes the long-term growth in TransLink's cost effectiveness by using partner funds in support of TransLink's strategic priorities. Section 3.0 of this Plan describes how the individual projects meet TransLink's financial objectives. The 2011 Supplemental Plan provides sufficient funding to pay for the capital and operating costs associated with key upgrade and expansion projects, ensuring that TransLink will remain financially sustainable 231Page Delivering Evergreen Line and NFPR over the horizon to 2020. It is acknowledged that this plan relies on an increase to property taxes which, though a stable and well established funding source, does not.influence transport choices. 2016 To 2020 HORIZON The outcomes of this plan have been analyzed for the period from 2016 to 2020. With the transportation funding and investment provided under the Supplemental Plan, the regional transportation system performs better than the 2011 Base Plan but, still fails to meet the conditions required this decade to fulfill the Transport 2040 aspirations for a sustainable region. The Outlook for 2016 to 2020 shows some erosion on the progress that TransLink and the region have made by 2015 towards the goals laid out in Transport 2040. This is in part due to decreasing transit service levels per capita (2.65 hours per capita in 2010 declining to 2.46 in 2020) which would occur if additional expansion beyond that contained in the 2011 Supplemental Plan is not made in the intervening years. With the expansion of services included within the Supplemental Plan, transit's share of total trips is expected to rise during the early years of the Plan, hitting a plateau at nearly 15 per cent in 2015 which is below the Provincial Transit Plan's 2020 target of 17 per cent of weekday trips. Under the 2011 Supplemental Plan, total VKT per capita in the region will continue to decrease from 2016 onwards, moving the region toward its long range goals. By introducing the Evergreen Line and extending United Boulevard, TransLink will make steps toward supporting land use changes, reducing distances traveled, and reducing demand for personal vehicle travel in support of Metro Vancouver's Regional Growth Strategy. 241Pag� Delivering Evergreen Line and NFPR 3. FINANCIAL STRATEGY The financial strategy details the revenues and expenditures planned for 2011 through 2013. The financial strategy also identifies the outlook to the year 2020 for longer -term financial obligations and implications for the investments in services and infrastructure committed to as of December 31, 2013, which are shown in the summary tables that follow and in the narrative on key revenues and expenditures. 3.1 FINANCIAL CONTEXT The improvements made in Metro Vancouver's transportation network under this plan represent new investment of $1.6 billion between 2011 and 2020. Sixty-eight per cent of the funding for the investments made in this plan comes from senior government through provincial and federal funding programs for investment in the Evergreen Line Program and North Fraser Perimeter Road. TransLink must confirm how the remaining share will be paid for by the region. Because of efficiency gains the organization has achieved, TransLink is able to move forward on these projects while also allowing time for dialogue on an alternative funding source for this plan. If anew revenue source is not confirmed by 2012, property tax rates will be increased. REVIEW OF ALTERNATIVE FUNDING SOURCES On September 23, 2010 the Mayors' Council and the Province signed an MOU outlining their mutual commitment to building livable cities and acknowledging that efficient, affordable, carbon smart transportation and infrastructures are an integral part of livable cities. Through this MOU the Mayors' Council and the Province will work together to develop a long term, sustainable funding strategy that will address the goals of livable cities, examining both existing and potential new funding sources. The MOU also supports discussions on immediate -term alternative funding that could be substituted for this plan's incremental revenue source in order to support the program of investments. Given the need for TransLink to identify funding for key investments in the regional transportation system before the end of 2010, only existing revenue sources were evaluated for their potential to support the investments of the Supplemental Plan. TransLink reviewed alternative options for supplemental funding within funding sources currently set out in the SCBCTA Act. Table 5: Alternative Options for Supplemental Funding Transit Fares Increased in 2010; Base Plan includes increase in 2013 Transit Advertising Projected to rise to $13M in 2013 New Facility Tolls GEB rate increases included in Base -- _ Plan— Vehicle Registration Fee Not currently implemented Delivering Evergreen Line and NFPR Further increases would likely erode ridership. Existing products currently maximized. Currently permitted as cost recovery only. May have longer term potential. To be ............ 261Page evaluated as part of a sustainable funding strategy. Fuel Tax Increased in 2010 to 15 cents/litre Rate at legislative maximum; further increase requires legislation change Parking Sales Tax Increased in 2010 to 21% Rate at legislative maximum; further increase requires legislation change Hydro Levy $1.90/month per account At legislative maximum; grows only as new accounts added Replacement Tax $18M/year At legislative maximum - Benefitting Area Tax Not currently implemented May have longer term potential. To be evaluated as part of a sustainable funding strategy. Property Taxes Last significant increase approved Available source for the 2011 Supplement. in 2004. Grows 3% annually The Province and the Mayors' Council have an opportunity to work together in 2011 to determine whether there is an alternative funding source to property tax for implementation in 2012. In the event that a way forward on an alternative source is not found, property taxes are the only feasible funding source that TransLink can access with sufficient certainty in time for approval in 2010. TransLink is unable to fund the Plan through cost reductions because significant efficiency and cost-cutting measures are already embedded within the 2011 Base Plan. A vehicle registration fee is in TransLink's legislation, but requires legislative/regulatory amendments and in the short-term would pose considerable implementation and enforcement hurdles. The Base Plan already relies upon increases to transit fares that went into effect in April 2010 and further fare increases are already contemplated in 2013, 2016 and 2019. All other existing taxation sources are at the maximum allowed under the SCBCTA Act. APPROPRIATENESS OF PROPERTY TAX AS A FUNDING SOURCE Property tax is an important source of funding at both the local and regional levels. Property tax is one of the major funding sources for TransLink and since 2000 has been the third largest funding source behind transit fares and fuel tax. An increase in TransLink's share of property tax beyond 3 percent was last approved in 2004. While the proportion of property tax relative to other sources grew in the 2005 to 2009 period as shown in Figure 6, the relative proportion of property tax in TransLink's revenue has recently declined as a result of the 2010 increases in fuel tax and transit fares that were included in the 2010 Funding Stabilization Plan. 271Page Delivering Evergreen Line and NFPR Breakdown of Revenue Contributions amongst Major Sources 45% . .... - ---- — i 40% d - c 30% c. 25% O 0 15% %from fuel tax _ %from property tax (incl. replacementtax) %from transit fares 10% .. ........ -- - am %from parking sales and Hydro Levy 0% ; - 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013 Figure 6: Changes to Major Revenue Sources -.Historical and Projection from Base Plan Under the 2011 Supplemental Plan, if an alternative funding source is not found, property tax rates will be increased beginning in 2012 to generate an additional $44.7 million. The property revenue split for TransLink is in the range of 54 per cent residential, 39 per cent business, and 7 per cent from other property types. For an average residential household in 2012 this rate increase will represent an additional assessment of $36.36 per year. While municipalities in Metro Vancouver will continue to collect varying levels of property taxes, on average approximately 10 per cent of property taxes paid are directed to TransLink for funding the regional transportation system. SUMMARY OF FUNDING SOURCES The 2011 Supplemental Plan accesses a 6 per cent increase in taxation funding due to the 16 per cent increase in property taxes in 2012 (growing by three per cent annually) relative to the Base Plan. Otherwise, this Supplemental Plan uses funding sources at the rates currently in place per the 2011 Base Plan. Transit fare revenue increases due to the growth in transit services and ridership associated with Evergreen Line. Revenue descriptions are based upon the following rate assumptions in 2011 through 2013: o Property tax revenues: increased by $44.7 million in 2012, and continue to grow by 3 per cent annually • Transit fares: no change (12 per cent average increase to fare rates in 2013) • Fuel tax: no change (15 cents/litre) eplacement tax-revenues,-nc-el-range (attf�maximum-of-$lS-miIIion)------ • Parking sales tax: no change (21 per cent) • Bridge toll rates: no change (2 per cent increase per year) 281 Page Delivering Evergreen Line and NFPR ® Others: no change (including advertising and real estate) The summary Statement of Revenue and Operations included in this section show the total revenues and expenditures forecasts for 2011 to 2013 (Table 3). Appendices 1 to 3 provide the full set of financial statements that support the 2011 Supplemental Plan and Outlook. In the 2011 Base Plan, total annual revenues are projected at $1.45 billion by 2013. Under this Supplemental Plan, total annual revenues will rise to $1.54 billion by 2013. This increase in annual revenues is made up of increases in taxation, transit fare revenues and senior government capital contributions. 29 1 P a _ Delivering Evergreen Line and NFPR Table 6: Statement of Revenue and Operations Summary (millions) Actual Budget Forecasts Outlook $ millions 2009 2010 2011 2012 2013 2014 2015 2020 Transit Revenues $ 366.7 $ 423.0 $ 437.3 $ 461.0 $ 518.2 $ 531.5 $ 552.0 $ 678.2 Toll Revenues $ 11.3 $ 29.0 5 34.4 $ 40.8 $ 48.2 $ 54.5 $ 60.1 $ 87.1 User Fees $ 378.0 $ 452.0 $ 471.7 $ 501.8 $ 566.4 $ 586.0 $ 612.1 $ 765.3 !Victor Fuel Tax $ 259.8 S 319.5 $ 324.3 $ 326.4 $ 333.2 $ 338.0 $ 346.7 $ 371.9 Property Tax $ 264.1 $ 271.1 $ 279.2 $ 332.3 $ 342.2 $ 352.5 $ 363.1 $ 420.9 Parking Sales Tax $ 15.6 $ 46.3 $ 47.2 $ 48.1 $ 49.1 $ 50.1 $ 51.1 $ 56.4 Other Taxes $ 36.2 $ 36.4 $ 36.7 $ 37.0 $ 37.4 $ 37.7 $ 38.0 $ 39.6 Taxation Revenues $ 575.7 $ 673.3 $ 687.4 $ 743.8 $ 761.9 $ 778.3 $ 798.9 $ 888.8 Senior Government Contributions $ 178.5 5 170.1 5 104.6 $ 183.4 $ 172.5 $ 123.4 $ 84.3 $ 38.9 Interest Income $ 22.2 $ 22.6 S 24.1 $ 29.2 $ 34.7 $ 41.5 $ 43.9 $ 65.7 Total Revenues $ 1,154.4 $ 1,318.0 $ 1,287.8 $ 1,458.2 $ 1,535.5 $ 1,529.2 $ 1,539.2 $ 1,75S.7 Transit Operations $ 722.6 $ 820.2 $ 852.4 $ 862.9 $ 875.7 $ 896.2 $ 929.2 $ 1,006.5 Roads, Bridges and Bicycles $ 160.3 $ 111.3 $ 138.3 $ 135.1 $ 118.6 $ 108.8 $ 66.0 $ 62.6 Trans Link Corporate and Police $ 75.4 S 73.3 $ 76.0 $ 77.1 $ 79.1 $ 82.1 $ 94.0 $ 106.6 Operating Expenditures $ 958.3 $ 1,004.8 $ 1,066.7 $ 1,075.1 $ 1,073.4 $ 1,087.1 $ 1,089.2 $ 1,175.7 Surplus Before Interest and Depreciation $ 196.1 $ 313.2 $ 221.1 $ 383.1 $ 462.1 $ 442.1 $ 450.0 $ 583.0 Interest Expense $ 112.9 $ 177.3 $ 175.0 $ 184.9 $ 201.9 $ 233.7 $ 255.1 $ 236.0 Depreciation Expense $ 120.0 S 214.8 5 172.0 S 192.0 $ 201.9 $ 227A $ 242.5 $ 240.2 Surplus/(Deficit) before Other Items $ (36.8) $ (78.9) $ (125.9) $ 16.2 $ 58.3 $ (19.0) $ (47.6) $ 106.8 Provision for Contingency Fund Adjustment $ - $ (10.0) $ - $ - $ $ $ $ - Proceeds From Sale of Assets & Other Items $ 13.2 $ $ 15.0 $ 35.0 $ 150.0 $ S 5 Surplus/(Deficit) before Funding Adjustments $ (45.0) $ (88.9) S (130.9) $ 51.2 $ 208.3 $ (19.0) $ (47.6) $ 105.8 Funding Adjustments $ (22.4) $ 9.8 $ 35.2 $ (67.0) $ (72.6) $ (28.3) $ (31.8) $ (6.4) Funded Surplus/(Deficit) $ (67.4) $ 79.1 $ (75.7) $ (15.5) $ 135.7 $ (47.3) $ 79.4 $ 100.4 Opening Cumulative Funded Surplus $ 370.2 $ 312.1 $ 263.3 $ 187.6 $ 171.8 $ 307.5 $ 260.2 $ 282.8 Adjustment for actual 2009 yearend deficit $ 9.3 Adjustment for 2010 forecast deficit (from 2009 actual of $312.1 million) $ 30.3 Cumulative Funded Surplus $ 312.1 $ 263.3 $ 187.6 $ 171.8 $ 307.5 $ 260.2 $ 190.9 $ 383.2 Notes: The Statement of Operations does not include the results of AirCare and TPCC The 2009 cumulative surplus was forecast in August of 2003 The 20.10 budgeted cumulative surplus was based on the 2009 year end cumulative surplus forecast in August of 2009 The 2011-2613 forecast reflects the current2010 year end cumulative surplus forecast The Senior Govemment Contributions are linked to project timing forforecosting purposes, hence the 2011 amount is lower than the funding allocations. 301Page Delivering Evergreen Line and NFPR 3e2 REVENUE PROJECTIONS USER FEES Transit Revenues Transit revenues are made up of transit -fares and system advertising revenues. Under the 2011 Base Plan, transit revenues are budgeted at $423 million in 2010 and grow to $518 million in 2013 due to increases in both ridership and fare prices. Under this Supplemental Plan, fare revenue is unchanged from the Base Plan until the Evergreen Line commences operation in 2015. Table 7. Transit Fare Revenue Projections (millions) Factor Actual Budget forecasts outlook 2010.2015 Average Annual 2009 2010 2011 2012 2013 2014 2015 21320 Compound Transit Fare Revenue $ 356.4 $ 412.4 $ 425.7 $ 448.8 $ 505.4 $ 517.4 $ 537.3 $ 661.2 5.4% Property Rentals, Advertising, Other $ 10.3 $ 10.6 $ 11,6 $ 12.2 $ 12.9 $ 14.0 $ 14.7 $ 17.1 6.8% Total: Transit Revenues $ 366.7 $ 423.0 $ 437.3 $ 461,0 $ 518.3 $ 531.4 $ 552.0 $ 678.3 5.5% Ridership Trends The incremental increases in ridership under this Supplemental Plan will not begin until 2015 with the commencement of Evergreen Line revenue service. Under the Base Plan, system -wide ridership is estimated to grow by 6 per cent annually in 2011 and 2012 and then plateau in the range of 1 to 2 per cent starting in 2013. This plateau results from static service levels and diminishing impacts from the service optimization conducted in 2011 and 2012. In contrast, under this Supplemental Plan, ridership is forecast to grow an additional 1 to 2 per cent per year after 2014 due to Evergreen Line induced ridership as shown in Figure 7. `aSG 300 a 1 77 w Ir In' inn 1 i_ •l 0- .. 201{3 201I M2 2013 2011 1015 2015 2017 2018 F019 2020 Figure 7. Incremental Ridership of Supplemental Plan Relative to 2011 Base Plan Evergreen ,Line Related Ridershi .__ _ _ The introduction of Evergreen Line as an integrated SkyTrain service with the current Millennium Line is forecast to dramatically increase ridership both along that corridor and within the Northeast Sector communities. 311 Page Delivering Evergreen Line and NFPR The ridership forecasts are based upon the 2009 Environmental Assessment which modelled a number of alternatives including an alternative almost identical in scope, stations and travel time to the preferred alternative that is under design. The forecasts assume that roughly half of boardings will be diverted from existing bus transit trips, such as the 97 B-Line. The successful implementation of the Evergreen Line will also require the reallocation of service hours freed up by the Evergreen Line's introduction to bus services feeding the line to accommodate increased demand levels. The ridership forecasts assume reallocated services are initially less productive than what they replace. 20,000 iOR5 26A :017 20V x0 r z0+o I Figure 8: Evergreen Line Related Ridership Estimates- Annual Boardings Toll Revenues Toll revenues are unchanged from the Base Plan. Table 8: Golden Ears Bridge Toll Revenue Projections (millions) Actual Budget Forecasts Outlook 2010-2015 Average Annual 2009 2010 2011 2012 2013 2014 2015 2020 Compound $ 11.3 $ 29.0 $ 34.4 $ 40.8 $ 48.2 . $ 54.5 $ 60.1 $ 87.1 15.7% TAXATION SOURCES Motor Fuel Tax Revenues Motor Fuel Tax revenue forecasts are unchanged from the Base Plan. Table 9: Motor Fuel Tax Revenue Projections (millions) Actual Budget Forecasts Outlook 2010-2015 Average Annual 2009 2010 2011 2012 2013 2014 2015 2020 Compound 5 259.8 $ 319.5 $ 324.3 $ 326.4 5 333.2 $ 338.0 $ 346.7 $ 371.9 1.6% Due to the increased ridership and diversion of personal vehicle trips that will occur during the Outlook of this Plan, it is feasible that fuel tax revenues could decline slightly. Further work will be period conducted for the 2012 Base Plan to identify the likelihood and extent of any decline. 321Page Delivering Evergreen Line and NFPR Property Tax Under the 2011 Supplemental Plan, property tax revenues increase by 15.5 per cent compared to the Base Plan starting in 2012 and will continue to grow by 3 per cent per year thereafter as permitted by the SCBCTA Act. The projected additional revenue from property tax in the Supplemental Plan relative to the Base Plan will be $44.7 million in 2012. Table 10: Property Tax Projections (millions) Actual Budget 2009 2010 $ 264.1 $ 271.1 $ Forecasts Outlook 2010-2015 Average Annual 2011 2012 2013 2014 2015 2020 Compound 279.2 $ 332.3 $ 342.2 $ 352.5 $ 363.1 $ 420.9 6.0% Rates are set annually to generate targeted revenue. Property tax increases are assumed to be applied to all classes at the same relative proportions as under the Base Plan. Parking Sales Tax Revenue Parking sales tax revenue forecasts are unchanged from the Base Plan. Table 11: Parking Sales Tax Revenue Forecasts (millions) Actual Budget 2009 2010 $ 15.6 $ 46.3 Forecasts 2011 2012 2013 2014 2015 $ 47.2 $ 48.1 $ 49.1 $ 50.1 $ 51.1 Outlook 2010-2015 Average Annual 2020 Compound $ 56.4 2.0% Other Taxes - Replacement Tax, Hydro Levy Under the 2011 Base Plan, the Replacement Tax forecast remains at its legislated maximum of $18 million per year for the Base Plan and Outlook period. The Hydro Levy is presently at a rate of $1.90 per month with no increases other than general population growth, assumed at roughly 1.6 per cent per annum. These figures are unchanged from the Base Plan under the Supplemental Plan. Senior Government Contributions (Capital and Operating Contributions) The Federal and Provincial Governments contribute to TransLink's capital projects through sources such as the Provincial Transit Plan, Building Canada Fund and the Strategic Priorities (Federal Gas Tax) Fund. The Federal Gas Tax Fund focuses on transit investments that reduce GHG emissions and other contaminants to the air and water. Senior Government funding is applied to projects meeting the funding program's criteria up to the allowable limit. These funds are restricted in nature and cannot be used for TransLink's day-to-day business operations. The Capital Summary, Table 23, provided later in this section provides more details on the specific contribution levels from the Federal and Provincial Governments. 331 P age Delivering Evergreen Line and NFPR Table 12: Senior Government Contribution Forecasts for Capital and Operations (millions) Factor Actual Budget Fore;as[=. Outlook 2010-2015 Average Annual 2009 2010 2011 2012 2013 2014 2015 2020 Compound Capital $ 171.0 $ 151.2 $ 86.3 $ 165.1 $ 154.2 $ 105.1 $ 66.0 $ 19.8 -15.3% Operations $ 7.5 $ 18.9 $ 18.3 $ 18.3 $ 18.3 $ 18.3 $ 18.3 $ 19.1 -0.6% Total Contributions $ 178.5 $ 170.1 $ 104.6 $ 183.4 $ 172.5 5 123.4 $ 84.3 $ 38.9 -13.1% The Supplemental Plan's incremental increase in contributions from Senior Government is the Federal funding support for the North Fraser Perimeter Road ($65 million). As the Evergreen Line is a Provincial capital project and TransLink is a funding partner, the federal and provincial funding contributions are not captured in TransLink's financial strategy. In 2013, under the Base Plan, TransLink's total senior government contribution forecast is $135.2 million and under the Supplemental Plan, TransLink's total senior government contribution forecast is $172.5 million. For the 2020 Outlook, TransLink's total senior government contribution forecast is unchanged from the Base Plan at $38.9 million. Interest Income Interest income is interest earned on sinking funds, capital contributions, debt reserve funds and cash balances. Interest earned is restricted and cannot be used to fund operations with the exception of interest from cash balances. Interest income in this Supplemental Plan is impacted due to changes in TransLink debt services and cash balances resulting in minor fluctuations from the levels forecast in the Base Plan. Under the Base Plan, in 2013 TransLink's interest income is $33.3 .million compared to $34.7 million in the Supplemental Plan. For the 2020 Outlook, TransLink's interest income projection under the Base Plan is $58.7 million and under the Supplemental Plan is $65.7 million. Table 13: Interest Income Projections (millions) Actual Budget Forecasts 2009 2010 2011 2012 2013 2014 2015 Outlook 2010-2015 Average Annual 2020 Compound $ 22.2 $ 22.6 $ 24.1 $ 29.2 $ 34.7 $ 41.5 $ 43.9 $ 65.7 14.2% Growth reflects the accumulation of further contributions to the sinking fund. The funds accumulated in this sinking fund go towards funding maturing debt issues which happens in the later part of the Outlook period. 341Page Delivering Evergreen Line and NFPR 3e3 EXPENDITURES Transit Operations Expenditures Under the Supplemental Plan, transit operation expenditures will remain identical to the Base Plan through 2013 at $875.6 million for that year. However, under the Supplemental Plan, by 2015 transit operation expenditures will increase relative to the Base Plan to $929.2 million, as the expenditures associated with Evergreen Line operations come online. By 2020, under the Base Plan, transit operation expenditures reach $991 million and under the Supplemental Plan, transit operation expenditures reach $1.007 billion. Table 14: Transit Operations Expenditure Forecasts (millions) Factor Actual Budget FDracast5 outlook 2010-2015 Average Annual 2009 2010 2011 2012 20?3 2014 2015 2020 Compound Bus $ 567.7 $ 606.6 $ 617.8 $ 618.3 $ 626.5 $ 634.9 $ 647.7 $ 715.9 1.3% SkyTrain and West Coast Express $ 101.7 $ 110.5 $ 114.8 $ 115.5 $ - 116.9 $ 118.2 $ 121.2 $ 133.9 1.9% Canada Line* $ 22.6 $ 64.8 $ 77.3 $ 85.0 $ 86.4 $ 88.1 $ 90.4 $ 102.4 6.9% $ - $ - $ 0.5 $ 0.5 $ 0.4 $ 7.9 $ 21.0 $ 14.3 Evergreen Line Taxes, Rentals, Fare Media $ 30.6 $ 38.3 $ 42.0 $ 43.5 $ 45.4 $ 47.0 $ 48.9 $ 40.0 5.0% Total Operations $ 722.6 $ 820.2 $ 852.4 $ 862.8 $ 875.6 $ 896.1 $ 929.2 5 1,006.5 2.5% Note: 1 The Canada Line expenditures include principal, interest and operations payments, including service increases in 2012, which elevate the average annual growth rate metric. The initiatives contained in this Supplemental Plan increase total operating expenditures in 2015 by 2 per cent compared to the Base Plan; however, per unit costs for transit services (except Canada Line) will rise at a rate below or at inflation forecasts. Improvements in operational efficiency and effectiveness will continue to be a priority. Resources are being realigned, as necessary, to enable Transi-ink and its subsidiaries to execute TransLink's mandate more effectively. Key performance dashboard indicators will continue to be used and expanded to monitor performance, identify improvement opportunities and allow for benchmarking internally and externally. Roads, Bridges and Bicycle Expenditures Under the 2011 Base Plan, total expenditures on roads, bridges and cycling are $111 million in 2010 and are forecast to drop to $76 million in 2013, This drop is a result of the elimination of the MRN Major Road Capital program in 2010 and the reductions in MRN Minor Road Capital and cycling capital programs in 2011 that were embedded in the 2010 Funding Stabilization Plan. Operations and Maintenance Under the 2011 Base Plan, total expenditures on operations and maintenance for roads and bridges are $48 million in 2010 and are forecast to increase slightly to $50 million by 2013. There are no changes under this Supplemental Plan. Capital TransLink's capital expenditures are higher under the Supplemental Plan compared to the Base Plan due -to th-i--capitatfnvestments in de-inthe-Evergreen-Line and -Wrath Fraser-Pe-rrimete-r-Road-Phase--1,-Under the 2011 Base Plan, total capital expenditures on roads, bridges and cycling are $63 million in 2010 and are forecast to drop to $26 million by 2013. Under the Supplemental Plan, capital expenditures are $69.1 million in 2013 and are $13 million by 2015. One of the factors that contributes to the overall 35 1 P a Delivering Evergreen Line and NFPR drop in TransLink's capital expenditures from 2013 to 2015 is the completion of both the NFPR project and TransLink's funding reimbursement to municipalities for MRN major capital projects committed prior to 2010. TransLink makes payments to municipalities to assist in funding major and minor MRN projects. Actual spending is hard to predict, as it is dependent on when the respective municipalities contract for the work and when municipalities invoice TransLink for the pre -agreed share. As these expenditures are financed by debt, it is reversed as a funding adjustment, in order to determine the overall funded surplus or deficit. Table 15: Major Road Network, Bridges and Cycling Expenditures (millions) Factor Actual Budget Forecasts Outlook 2010-2015 Average Annual 2009 2010 2011 2012 2013 2014 2015 2020 Compound Major Road Network $ 31.3 $ 34.7 $ 35.0 $ 36.1 $ 37.3 $ 38.4 $ 39.6 $ 46.0 2.7% Golden Ears Bridge $ 6.1 $ 13.4 $ 11.6 $ 11.6 $ 12.2 $ 12.7 $ 13.4 $ 16.6 0.0% Albion Ferry $ 5.2 $ 0.2 $ - $ - $ - $ - $ - $ - Total Operations & Maintenance $ 43.6 $ 48.3 $ 46.6 $ 47.7 $ 49.5 $ 51.1 $ 53.0 $ 62.6 1.9% Capital funding to Municipalities $ 116.7 $ 63.0 $ 91.7 $ 87.4 $ 69.1 $ 57.7 $ 13.0 $ - -27.1% Total Roads, Bridges and Bicycles $ 160.3 $ 111.3 $ 138.3 $ 135.1 $ 118.6 $ 108.8 $ 66.0 $ 62.6 -9.9% TransLink Corporate and Transit Police Expenditures Under the 2011 Base Plan, combined expenditures for TransLink Corporate and Transit Police total $73 million in 2010 and are forecasted to be $78 million in 2013. Under this Supplemental Plan, expenditures increase to $79.1 million in 2013 due to the policing needs associated with the introduction of the Evergreen Line program. Table 16: TransLink Corporate and Transit Police Expenditures (millions) Factor Actual Budget Forecasts Outlook 2010-2015 Average Annual 2009 2010 2011 2012 2013 2014 2015 2020 Compound TransLink Corporate $ 45.4 $ 43.4 $ 43.2 5 43.3 $ 43.4 $ 43.5 $ 44.1 $ 47.9 0.3% Smart cards and Gating and Studies $ 3.2 $ 1.5 $ 3.3 $ 3.4 $ 4.0 $ 5.5 $ 15.1 $ 18.2 58.7% Subtotal $ 48.6 $ 44.9 $ 46.5 $ 46.7 $ 47.4 $ 49.0 $ 59.2 $ 66.1 5.7% Transit Police $ 26.8 $ 28.4 $ 29.5 $ 30.4 $ 31.7 $ 33.1 $ 34.8 $ 40.5 4.1% Total Translink Corporate & Police $ 75.4 $ 73.3 $ 76.0 $ 77.1 $ 79.1 $ 82.1 $ 94.0 $ 106.6 5.1% Efficiency gains will reduce the TransLink corporate non -labour cost structure by 0.5 per cent in both 2012 and 2013. The special projects budget of $2 million will be reduced by 67 per cent in 2013. These targeted savings will be achieved through an ongoing focus on efficiency and effectiveness. The organizational review that is nearing completion will realign resources as necessary to enable TransLink to more effectively execute its mandate. Smart cards and faregating are currently in the design and procurement phase. The costs in 2015 and 2020 reflect the transition to implementation. Debt Service Interest Expense Under the 2011 Base Plan, interest expense expenditures are budgeted at $177 million in 2010 and will increase to $195 million in 2013. With this Supplemental Plan interest expense is expected to be $202 361 Page Delivering Evergreen Line and NFPR million in 2013 and $255 million in 2015, due to investments in the Evergreen Line and North Fraser Perimeter Road projects. Table 17. Debt Interest Expense (millions) Actual Budget Forecasts 2009 2010 2011 2012 2013 2014 2015 $ 112.9 $ 177.3 $ 175.0 $ 184.9 $ 201.9 $ 233.7 $ 255.1 outlook 2010-2015 Average Annual 2020 Compound $ 236.0 7.5 % Depreciation Ex ense Under the Base Plan, depreciation expenditures are budgeted at $215 million in 2010 and are forecast to decline in 2011 before rising to $200 million in 2013. With this Supplemental Plan, as a result of the capital program, expenses are forecast to be $201.9 million in 2013, growing to $242.5 million in 2015. Table 18: Depreciation Expense Forecasts (millions) Actual Budget Forecasts 2009 2010 2011 2012 2013 2014 2015 5 120.0 $ 214.8 $ 172.0 $ 182.0 $ 201.9 $ 227.4 $ 242.5 Outlook 2010-2015 Average Annual 2020 Compound $ 240.2 2.5% Other Items Trar ink's strategic real estate needs are constantly being evaluated and TransLink will dispose of some current surplus properties to align with resourcing requirements. The proceeds from the sale of these surplus properties are estimated at $200 million during the 2011 to 2013 Plan period. The 2010 budget identified annual corporate cost containment savings of $30 million. To mitigate the risk associated with realizing these savings, a $10 million contingency fund was budgeted for emergency items. This strategy is unchanged under the Supplemental Plan. Table 19: Other Items (millions) Factor - Actual Budget Forecasts outlook 2009 2010 2011 2012 2013 2014 2015 2020 Provision for Contingency Fund Adjustment $ - $ (10.0) $ - $ - $ $ $ $ Proceeds From Sale of Assets & Other Items $ (8.2) $ - $ 15.0 $ 35.0 t 150.0 $ $ $ Funding Adjustments TransLink is required by the SCBCTA Act to generate sufficient funds to pay for its expenditures and cannot budget for a funding deficit. Accumulated funding may be used to balance the budget. The difference between accumulated surplus and deficits (using GAAP —generally accepted accounting principles) and the fund balance are accounted for by funding adjustments. A combined negative funding adjustment means further funding is required, while a combined positive funding adjustment -means-less-fundk%-is—r-equired Fury ing—adjus-tmL-nts-include • subtracting depreciation, non cash expenditures, restricted capital contributions and capital payments to municipalities for MRN, and • adding payments to sinking funds and P3 partnerships for debt repayment. 371PaUr Delivering Evergreen Line and NFPR Table 20: Funding Adjustments (millions) Actual Budget 'Forecasts Outlook 2009 2010 2011 2012 2013 2014 2015 2020 $ (22.4) $ 9.8 $ 35.2 $ (67.0) $ (72.6) $ (28.3) $ (31.8) $ (6.4) 3.4 BALANCE SHEET AND CASH FLOW STATEMENT Balance Sheet The balance sheet (Consolidated Statement of Financial Position) is included as Appendix 1. Under the Base Plan, total assets will increase by $528 million between 2010 and 2013, bringing the net total assets to $5.9 billion by the end of 2013. With this Supplemental Plan, total assets increase by an increment of $551 million by the end of 2013 to a net total of $6.4 billion. Under the Base Plan, between 2010 and 2013, total liabilities will increase by $423 million and most of the funding comes from long-term (direct) debt which increases by $382 million. With this Supplemental Plan, total liabilities increase by an additional $508 million by 2013 with long-term (direct) debt increasing by an additional $499 million by 2013. In the Base Plan, over the Outlook period (2013 to 2020), total liabilities will decrease by $498 million despite total assets decreasing by $142 million. Under the Supplemental Plan, total liabilities decrease by $433 million during the same period while total assets decrease by $82 million. The projects included in the 2011 Supplemental Plan represent a significant investment in capital, which requires an increase to TransLink's current borrowing limit. TransLink would require an increase to the debt cap limit. The maximum gross debt would total $3.26 billion. This would require an increase in the maximum debt cap from the current $2.8 billion to $3.8 billion. Approval by the Mayors' Council of this Supplemental Plan after consultation with the Metro Vancouver Board of Directors is therefore required. With the additional revenues proposed, these investments would be financially sustainable for TransLink over the longer term. 381 Page Delivering Evergreen Line and NFPR $3,5D0 $3,000'��cAt� $2,500 $15D0 4., Closing Gross Direct Borrowing $1,000 :.-•Closing Net Direct Borrowing Established Borrowing Limit $500 I $0-- �. ---- - 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020 Figure 9: Borrowing Levels for 2011 Supplemental Plan and Outlook Cash Flow Statement The cash flow statement (Consolidated Statement of Cash Flows) can be found in Appendix 3. The 2011 Base Plan relies on short-term borrowing to fund cash shortfalls, with the exception of 2013, where the ending cash balance is forecast at $58 million. Under this Supplemental Plan, TransLink continues to rely on short-term borrowing to fund cash shortfalls in 2011 and 2012. In 2013 TransLink's cash position improves with a positive balance of $125 million. TransLink actively manages its cash situation and will access its short-term borrowing facility. Under this Supplemental Plan, total capital purchases between 2011 and 2013 are $470 million more than in the Base Plan. In the Base Plan, cash from operations is $434 million in cash surplus in 2013 with a cash surplus from operations of $376 million in 2020. Under this Supplemental Plan, cash surplus increases to $467 million in 2013 and $409 million in 2020. 391 Page Delivering Evergreen Line and NFPR 3.5 OUTLOOK FOR 2014 THROUGH 2O20 The previous sections noted the 2020 projections for each category of revenue and expenditure. These estimates are based upon an extrapolation of the 2014 trends and assumptions, and also include the impacts of scheduled fleet replacement, infrastructure maintenance and debt obligations. The Financial Outlook is intended to ensure that, given these assumptions, the short-term investments and commitments are reasonable and financially sustainable in the longer term. Under this context, the 2011 Supplemental Plan is reasonable as represented in the financial summary, including cumulative surplus levels, shown in Figure 10. The cumulative surplus is essential in mitigating risks associated with financial uncertainties; for example a 10 cent/ litre increase in fuel prices above forecasts would result in increased costs on the order of $30 million per year. $1,800 $1 600 .... $1,400 m N $1,200 N rc m a w $800 r C r d _ $600 r €d E $400 i $200 1 $0 2010 20i1 2012 2015 014 201s Figure 10: Cumulative Surplus Level Forecasts for 2011 through 2020 Delivering Evergreen Line and NFPR 100% 90% N L s r d X. x 7os u+ o� s �—Revenue 60'0 w o a Operating Expenditure s0^s e 0 Cumulative Surplus (%) B 40% yq 5 EZ 2016 2017 2018 2019 2020 F• 303n V; tttttt 0% 401Page 3.6 ASSUMPTIONS AND RISKS The economic assumptions are unchanged from the Base Plan. The dollar impacts associated with sensitivity to rate changes do change as a result of increased total expenditures. The assumed rates and sensitivity levels are shown in Table 21below. Table 21: Key Assumptions for 2011 Supplemental Three Year Plan with Outlook Key Assumptions 2011-2020 Ten Year MAINTENANCE AND UPGRADE PROGRAM Assumption %Change/Rate per Year Factor 2011 2012 2013 2014.2020 Real GDP growth 2.7% 2.7% 2.0% 2.0% Goods and Services Inflation 2.0% 2.0% 2.0% 2.0% Construction (excluding road construction) Inflation 3.0% 3.0% 3.0% 3.0% Road Construction Inflation 4.0% 4.0% 4.0% 4.0% Hydro Cost 12.0% 5.0% 2.0% 2.0% Gasoline Cost (per litre) $1.19 $1.25 $1.35 $1.40 to $1.53 Diesel Cost (per Litre) $1.14 $1.20 $1.31 $1.36 to $1.48 Interest Rates - Short Term 3.00% 4.00% 4.70% - Long Term 5.3% 5.6% 6.2% Regional Fuel Consumption - Gasoline (million litres) 1,836 1,847 1,889 - Diesel (million litres) 326 329 332 * The pretax cost per litre is projected to grow with general inflation of 2% starting 2015. ** 2013-2014 0%, then 2%/year Bus Ridership 214 227 229 4.70% 6.8% Impact of 1%shift $ million / yr +/-2.9 +/-4.3 +/-2.8 +/-0.1 +/-3.0 +/-0.1 + / - 13.0 1916to2123 +/-3.5 337 to 356 + / - 0.6 234 to 255 + / - 6.3 Other Major Assumptions Driven by TransLink: • Operation, maintenance and rehabilitation funding for roads is maintained at the 2010 rate, and a 2 per cent allowance for inflation is provided. • Continuation of senior government funding is assumed in this Plan. TransLink will continue to utilize all available funding where applicable. Identification of Risk Factors and Potential Risk Management Measures The risk factors and related management measures are unchanged from the Base Plan with the following exceptions: 411 Page Delivering Evergreen Line and NFPR Fuel Tax Revenue — As previously noted, the increases in ridership that result from service expansion will divert trips from personal vehicles lowering the demand for fuel. The majority of these effects would be felt in 2014 onwards with the introduction of Evergreen Line service. Further analysis will be conducted for the 2012 Base Plan to ensure that the Outlook period incorporates these forces. Transit Fare Revenues - Fares are one of the largest revenue sources of the 2011 Supplemental Plan. There is an element of risk that is introduced by the projection of ridership assumptions for a new rapid transit project 5 to 10 years in the future. A 10 per cent change in ridership associated with the Evergreen Line in 2015 will result in a fluctuation of $1.2 million per year in revenues. Gain (Loss) from the Sale of Assets - Under the Supplemental Plan TransLink is less reliant on the sale of surplus assets than in the Base Plan. In the case that surplus assets could not be sold for the forecast amounts, TransLink will employ mitigating strategies such as additional cost constraint and a re- evaluation of the capital investment plan. 3.7 CAPITAL PROGRAM Table 22 provides an overview of the major initiatives contained in the 2011 Supplemental Plan. Table 22: Initiatives Contained in the 2011 Supplemental Plan Evergreen Line Program • Connects .Coquitlam & Vancouver via Port Moody & Burnaby: 11 km line, 5 Stations, & 28 new SkyTrain vehicles • Commercial -Broadway Station Phase II. • Construction begins in 2011, completion in 2014 ■ Community and network integration & wayfinding upgrades North Fraser Perimeter Road: Phase I (United Boulevard Extension) Table 23 summarizes the gross cost, contributions to each category of the capital program and net cost to TransLink, over the 2011 to 2013 period. Under the 2011 Supplemental Plan, TransLink's gross capital program increases by $594 million from $821 million to $1.41 billion compared to the 2011 Base Plan over the 2011 to 2013 period. Relative to the Base Plan, the 2011 Supplemental Plan includes additional capital expenditures of $462 million on rapid transit, $2 million on bus replacement and transit infrastructure, and $124 million on the major —road-net-wor-C--T-he-bicycle program, —and minor capital program -costs are-un-changed fro-m-the Base Plan. 421 P age Delivering Evergreen Line and NFPR Table 23: 2011 to 2013 Capital Plan Contributions TransLink Project Description (thousands) Gross Cost Provincial Federal Net Cost Rapid Transit Major Projects $ - $ - $ - $ - Rapid Transit $ 591,247 $ 10,823 $ 47,111 $ 533,312 Bus Replacement $ 132,344 $ - $ 115,325 $ 17,018 Transit Infrastructure $ 365,595 $ 37,804 $ 99,120 $ 228,672 Road Infrastructure for Transit $ - $ - $ - $ - IT or ITS $ - $ - $ - $ - West Coast Express $ 20 $ 6 $ 6 $ 7 SeaBus $ 23,545 $ - $ 19,885 $ 3,661 Major Road Network $ 238,943 $ - $ 75,480 $ 163,463 Bridge Program $ 2,427 $ - $ - $ 2,427 Bicycle Program $ 12,518 $ $ - $ 12,518 Subtotal Before Minor Capital $ 1,366,638 $ 48,633 $ 356,927 $ 961,077 Operating Subsidiaries and Contractors Minor Capital $ 48,557 $ - $ - $ 48,557 Total $ 1,415,195 $ 48,633 $ 356,927 $ 1,009,635 Note: As the Evergreen Line capital project is a provincial capital project and TransLink is a funding partner, the federal and provincial funding contribution, totalling approximately $1 Billion, are not captured in TransLink's financial strategy. 3.8 KEY PERFORMANCE INDICATORS Key Performance indicators for TransLink conventional and custom transit services are summarized in Table 24. These indicators demonstrate the system becoming increasingly efficient between 2010 and 2013. Boardings per service hour and average fare per revenue passenger are averaging positive gains over the 2010 to 2013 period. At the same time, costs per service hour and per service kilometre are growing below the rate of inflation. These effects combine to achieve improvements in both cost recovery and operating costs per revenue passenger. 431Pag_ Delivering Evergreen Line and NFPR Table 24: Indicators for 2011 to 2013 Supplemental Plan Key Performance Metric Conventional System Operating Cost per Revenue Passenger Annualchange Boarding per Service Hour Annualchange Operating Cost per Total Vehicle Km - All Annualchange Operating Cost per Total Vehicle Km - Bus Annualchange Operating Cost per Total Vehicle Km - Expo & Millennium line Annualchange Operating Cost per Total Vehicle Km - Commuter Rail Annualchange Average Fare per Revenue Passenger Annualchange Cost Recovery (all Transit Revenue) Annualchange Operating Cost per Service Hour- Bus Annualchange Access Transit Operating Cost per Revenue Passenger Annualchange Boarding per Service Hour Annualchange Operating Cost per Total Vehicle Km Annualchange Operating Cost per Service Hour Annualchange Delivering Evergreen Line and NFPR 2010 - 2013 Avg Annual Growth 2010 2011 2012 2013 Rate $4.17 $4.12 $3.94 $3.97 -1.2% -4.5% 0.7% -1.7% 52.80 55.81 58.97 59.48 5.7% 5.7% 0.9% 4.1% $5.68 $5.93 $5.99 $6.08 4.3% 1.0% 1.6% 2.3% $6.06 $6.26 $6.26 $6.34 3.2% 0.1% 1.3% L5% $2.12 $2.20 $2.21 $2.24 3.7% 0.6% 1.1% 1.8% $12.22 $12.25 $12.39 $12.61 0.2% 1.1% 1.8% 1.0% $2.06 $2.00 $1.99 $2.22 -2.8% -0.5% 11.6% 2.6°% 51% 49.8% 51.8% 57.3% -1.4% 4.1% 10.6% 4.3% $115.94 $119.70 $119.76 $121.37 3.2% 0A% 1.3% 1.5% $28.54 $29.19 $29.24 $29.35 2 3% 0.2% 0.4% 0.9% 2.69 2.65 2.68 2.71 1.0% 1.0% 1.0% 0.2% $4.36 $4.39 $4.44 $4.50 0.8% 1.2% 1.4% 1.1% $76.90 $77.49 $78.39 $79.48 . 3.3% 1.29% 1.4% 1.1i% 441 P & g e APPENDIX 9 CONSOLIDATED STATEMENT OF FINANCIAL POSITION' SCBCTA F9RFCASf Ou[lOpg For the years endln�310ec, th�esmdr 2919 W0u 2p1;. 7p13 mm 1015 ale 20;g y Assets ••• •• `— — 1en3•[eryn lryy9stmm[5 ; 5 24,666 2y,0tK' Z; F76 �c-..._�..._...___—--� 28,399 f 29,077 31,013 32,408 ---- 33,867 35,391 — — - � 36,983 —s7A66, 58,821 60A82 f0,555 600135589055,983 _ Oeht sinNHy fund _ gbfi�el 57d,1&1 673.Si6 783,�98 873,331 3,017749 1131S 796 1,157,343 T 1,131,684 _55905 1,236,]82 1,269,167 Gaplbl assets 4,708,72i 4,60E459 5,102,Si1 %319,702 5,287,556 5,154ASS S.9I6.;Os 4,910,951 4,772,945 4,604,698 4,411,948 TmlAgee _ 5,356,2fE 9,97f,966 6,eii,W3 6,9T&;fi6 6,443am 6,420,968 &-K,240 61961369 6,37i,460 Tf6 twatk" and Fund 691 l Current Ilabillties Cheques Issued to fates[ Wfun& on dsppsit Other sham -term bnrpwlnl f 7,934 AU4 Wrg57 0 - a -... _... 0 a 0 0 a D - is p� epk uld patued WlhllAea 757,7Ai 769,999 7.77,9 i[p1,fIs 36 281,137 11576e ;69 ! 1as.us 796 }Sg lar asa 307,2[n ' i2a ms Ts g7; . 37_S 1'! smart 39;843 ,n.w 7 Currentp4rtnn al lnn6'aem, debt C.-r 75.2a2 ay fFf 413,522 396,905 444,656 454,855 7eo141eM11:]es 4;253,1ie 4p60,649 9,E37,099' Sptly536 5,145,D44 5,15%sw SAKW 4,SW,971 4X7,2;9 4,777,►60 4AS14 9 Po�bala4ees .67pQ.166 1,05tyfi50 .. �1l2,Q15 _1,}S _ 1,331p73 2,289,7f3 L336t;99 3X201Y62 1,449,ar1 1?95.Dx1.,-__;TOFF Tmi LLWk6uend Pspd ]elmms 395,211 5101.3m R97e.964 mom GA7f,166 EA"A" "0.246 6,40;,m F,mf,;0f fA7%M 6.397m APPENDIX 2A: STATEMENT OF OPERATIONS SCBCTA Actual Budget Forecasts Outlook $ millions 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020 Transit Revenues $ 366.7 $ 423.0 S 437.3 $ 461.0 $ 518.2 $ 531.5 $ 552.0 $ 599.2 $ 610.7 $ 622.2 $ 668.9 $ 678.2 Toll Revenues S 11.3 $ 29.0 $ 34.4 $ 40.8 $ 48.2 $ 54.5 $ 60.1 $ 65.4 $ 71.0 $ 76.0 $ 91.4 $ 87.1 User Fees $ 378.0 $ 452.0 $ 471.7 $ 501.8 $ 566.4 $ 586.0 $ 612.1 $ 664.6 $ 681.7 $ 698.2 $ 750.3 S 765.3 Motor Fuel Tax S 259.8 $ 319.5 $ 324.3 $ 326.4 $ 333.2 $ 338.0 $ 346.7 $ 351.2 $ 359.7 $ 366.2 $ 371.9 $ 371.9 Property Tax $ 264.1 $ 271.1 $ 279.2 $ 332.3 $ 342.2 $ 352.5 $ 363.1 $ 374.0 $ 385.2 $ 396.7 $ 408.6 S 420.9 Parking Sales Tax S 15.6 $ 46.3 $ 47.2 $ 48.1 $ 49.1 $ 50.1 $ 51.1 $ 52.1 $ 53.1 $ 54.2 $ 55.3 S 56.4 Other Taxes $ 36.2 $ 36.4 $ 36.7 $ 37.0 $ 37.4 $ 37.7 $ 38.0 $ 38.3 $ 38.6 $ 38.9 $ 39.3 S 39.6 Taxation Revenues 5 575.7 $ 673.3 $ 687.4 $ 743.8 $ 761.9 $ 778.3 $ 798.9 $ 815.6 $ 836.6 $ 856.0 $ 875.1 S 888.8 Senior Government Contributions S 178.5 $ 170.1 $ 104.6 $ 183.4 $ 172.5 $ 123.4 $ 84.3 $ 99.3 $ 109.0 $ 79.2 $ 45.9 S 38.9 Interest Income $ 22.2 S 22.6 $ 24.1 $ 29.2 $ 34.7 $ 41.5 $ 43.9 $ 49.6 $ 54.2 $ 57.2 $ $7.9 S 65.7 Total Revenues $ 1,154.4 $ 1,328.0 $ 1,297.8 $ 1,458.2 S 1,535.5 - $ 1,529.2 $ 1,539.2 $ 1,629.1 $ 1,681.5 $ 1,690.6 $ 1,729.2 S 1,758.7 Transit Operations $ 722.6 $ 820.2 $ 852.4 $ 862.9 $ 875.7 5 896.2 $ 929.2 $ 929.9 $ 947.1 $ 966.4 $ 986.1 $ 1,006.5 Roads, Bridges and Bicycles $ 160.3 $ 111.3 $ 138.3 $ 135.1 5 118.6 S 108.8 $ 66.0 $ 54.8 $ 56.7 $ 58.8 $ 60.8 $ 62.6 TransUnk Corporate and Police $ 75.4 $ 73.3 $ 76.0 $ 77.1 $ 79.1 S 82.2 $ 94.0 $ 95.9 $ 98.0 $ 101.6 $ 104.1 $ 106.6 Operating Expenditures 959.3 $ 1,004.8 $ 1,066.7 $ 1,075.1 $ 1,073.4 S 1,087.1 $ 1,099.2 S 1,080.6 $ 1,101.8 S 1,12&S $ 1,251.0 $ 1,175.7 Surplus Before Interest and Depreciation S 196.1 $ 313.2 $ 221.1 $ 393.1 $ 462.1 $ 442.1 $ 450.0 $ 548.5 $ 579.7 $ 563.8 $ 578.2 $ 583.0 Interest Expense $ 112.9 $ 177.3 $ 175.0 $ 184.9 $ 201.9 $ 233.7 $ 255.1 $ 255.6 $ 252.2 $ 244.5 $ 241.7 $ 236.0 Depreciation Expense S 12.0.0 S 21" 5 172.0 S 182.0 S 201.9 $ 227.4 $ 2425 S 242.2 $ 241.7 S 240.7 S 240.6 5 240.2 Surplus/(Deficit) before Other Items $ (36.8) $ (78.9) $ (125.9) $ 16.2 $ 58.3 $ (19.0) $ (47.6) $ 50.7 5 85.8 5 78.6 $ 95.9 $ 106.8 Provision for Contingency Fund Adjustment $ - $ (10.0) $ - $ - $ - $ - $ - $ - $ - $ - $ - $ - Proceeds From Sale of Assets & Other Items $ (8.2) $ $ 15.0 S 35.0 S 250.0 $ - $ S $ $ - $ - S Surplus/(Deficit) before Funding Adjustments $ (45.0) $ (88.9) $ (110.9) $ 51.2 $ 208.3 $ (19.0) $ (47.6) $ 50.7 $ 85.8 $ 78.6 $ 95.9 $ 105.8 Funding Adjustments $ (22.4) $ 9.8 $ 35.2 $ (67.0) $ (72.6) $ (28.3) $ (31.8) $ (69.0) $ (81.8) S (48.7) $ (9.5) $ (6.4) Funded Surplus/(Deficit) $ 167.4) S (79.Sj S (75.7) $ (158) 5 135.7 $ 147,31 S 09,41 S {18.3) S 4.0 S 29.9 $ 86.4 $ 100.4 Opening Cumulative Funded Surplus $ 370.2 $ 312.1 $ 263.3 $ 287.6 $ 171.8 $ 307.5 $ 260.2 $ 180.8 $ 162.5 $ 166.5 $ 196.4 $ 282.8 Adjustment for actual 2009 year end deficit $ 9.3 Adjustment for 2010 forecast deficit (from 2009 actual of $312.1 million) S 30.3 Cumulative Funded Surplus $ 312.1 $ 263.3 S 167.6 $ 17LD 5 307.5 S 2.60.2 5 100.& $ 162.5 5 266.5 $ 196.4 $ 282.8 S 31112 Notes:-- - - The Statememof Operations does not include the results ofAircare and TPCC The 2009cumulative surplus wasforecost In August bf 2009 The 2010 budgeted cumulative surplus was based on the 2009 year end cumulative surplus forecast In August of 2009 The 201I-2013 forecast reflects the current 2010 year end cumulative surplutforecost The Senior Government Contributions are linked to project timing forforecosting purposes, hence the 2011 amount is lower than the funding allocations. APPENDIX 2B : FUNDED STATEMENT OF OPERATIONS SCBCTA Actual Budget Forecasts Outlook $ millions 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020 Transit Revenues $ 366.7 $ 423.0 $ 437.3 $ 461.0 $ 518.2 $ 531.5 $ 552.0 $ 599.2 $ 610.7 $ 622.2 $ 668.9 $ 678.2 Toll Revenues $ 11.3 $ 29.0 $ 34.4 $ 40.8 $ 48.2 $ 54.5 $ 60.1 $ 65.4 $ 71.0 $ 76.0 $ 81.4 $ 87.1 User Fees $ 378.0 $ 452.0 $ 471.7 $ 501.8 $ 566.4 $ 586.0 $ 612.1 S 664.6 $ 681.7 $ 698.2 $ 750.3 $ 765.3 Motor Fuel Tax $ 259.8 $ 319.5 $ 324.3 $ 326.4 $ 333.2 $ 338.0 $ 346.7 $ 351.2 $ 359.7 $ 366.2 $ 371.9 $ 371.9 Property Tax $ 264.1 $ 271.1 S 279.2 $ 332.3 $ 342.2 9 352.5 $ 363.1 $ 374.0 $ 385.2 $ 396.7 $ 408.6 $ 420.9 Parking Sales Tax $ 15.6 $ 46.3 $ 47.2 $ 48.1 $ 49.1 $ 50.1 $ 51.1 $ 52.1 $ 53.1 $ 54.2 $ 55.3 $ 56.4 Other Taxes S 36.2 $ 36.4 $ 36.7 $ 37.0 $ 37.4 $ 37.7 $ 38.0 $ 38.3 $ 38.6 $ 38.9 $ 39.3 $ 39.6 Taxation Revenues $ 575.7 $ 673.3 $ 687.4 $ 743.8 $ 761.9 $ 778.3 $ 798.9 $ 815.6 $ 836.6 $ 856.0 $ 875.1 $ 888.8 Senior Government Contributions $ 7.5 $ 18.9 5 18.3 $ 18.3 S 18.3 $ 18.3 $ 18.3 $ 18.3 $ 18.3 $ 18.3 $ 18.7 5 19.1 Interest Income $ 1.8 $ 2.1 $ 1.7 $ 1.8 $ 3.2 $ 5.5 $ 4.5 $ 4.0 $ 4.8 $ 6.2 $ 9.0 $ 12.8 Total Revenues 8 963.0 $ 1,146.3 $ 1,179.1 $ 1,265.7 $ 1,349.8 S 1,388.0 $ 1,433.8 $ 1,502.5 $ 1,541.4 $ 1,578.7 $ 1,653.0 $ 1,686.0 Transit Operations $ 722.6 $ 820.2 $ 852.4 $ 862.9 $ 875.7 $ 896.2 $ 929.2 $ 929.9 $ 947.1 $ 966.4 $ 986A $ 1,005.5 Roads, Bridges and Bicycles S 43.6 $ 48.3 $ 46.3 $ 48.1 $ 49.6 $ 50.8 $ 53.0 $ 54.8 $ 56.7 $ 58.8 $ 60.8 $ 62.6 TransUnk Corporate & Police $ 75.4 S 73.3 $ 76.0 $ 77.1 $ 79.1 $ 82.1 $ 94.0 $ 95.9 $ 98.0 $ 101.6 $ 104.1 $ 106.6 Operating Expenditures $ 941.6 $ 941.8 $ 974.7 $ 988.1 $ 1,004.4 $ 1,029.1 $ 1,076.2 $ 1090.6 $ 1101.9 $ 1,126.9 $ 1151.0 $ 1175.7 Surplus Before Interest and Depreciation $ 121.4 $ 204.5 $ 204.4 $ 277.6 $ 345.4 $ 358.9 $ 357.6 $ 421.9 $ 439.6 $ 451.9 $ 502.0 $ 510.3 Interest Expense $ 78.1 $ 113.2 $ 109.2 $ 118.1 $ 134.3 $ 165.4 $ 186.7 $ 187.3 $ 184.1 $ 176.7 $ 174.3 $ 169.1 Capital Repayments $ 102.5 $ 160.4 $ 186.0 $ 210.2 5 225.4 $ 240.8 5 250.3 $ 252.B $ 257.5 $ 245� § 24" VZ7 Surplus/(Deficit) before Other Items $ (59.2) $ (69.1) $ (90.7) $ (50.8) $ (14.3) $ (47.3) $ (79.4) $ (18.2) $ 4.0 $ 29.9 $ 86.4 $ 100.5 Provision for Contingency Fund Adjustment $ - $ (10.0) $ - $ -- Proceeds From Sale of Assets & Other Items $ (8.2) $ - $ 15.0 $ 35.0 $ 150.0 5 - $ - 5 - $ - 5 - $ - 5 - FundedSurplus/(Deficit) $ 67.4 $ (79.1) $ (75.7 $ (15.8) $$ 135.7 $ (47.3) $ (79.4) $ (18.2) $ 4.0 $ 29.9 $ 86.4 $ 100.5 Opening Cumulative Funded Surplus $ 370.2 $ 312.1 $ 263.3 $ 187.6 $ 171.8 .$ 307.5 $ 260.2 $ 180.8 $ 162.5 $ 166.5 $ 196.4 $ 282.8 Adjustment for actual 2009 year end deficit $ 9.3 Adjustment for 2010 forecast deficit (from 2009 actual of$312.1 million) $ 30.3 Cumulative Funded Surplus Notes: $ 312.1 $ 263.3 $ 187.6 $ 171.8 $ 307.5 $ 260.2 $ 180.8 $ 162.5 $ 166.5 $ 195.4 $ 282.8 $ 393.2 The Statement of Operations does not Include the results of Airfare and iPCC The 2009 cumulative surplus was forecast in August of 2009 The 2010 budgeted cumulative surplus was based on the 2009 year end cumulative surplus forecostin August of2009 The 2011-2013 forecast reflects the current 2010 year end cumulative stuplusforecust The Senior Government Contributions are linked to project timing for forecasting purposes, hence the 2011 amount is lower than the funding allocations. APPENDIX 2C CONSOLIDATED STATEMENT OF OPERATIONS SCBCTA INCREMENTAL, CHANGE BETWEEN BASE PLAN AND SUPPLIMENTAL PLAN roatus Aso 2071 2612 2013 2G74 '1-615 - 2018 - - 2017 zosfi _ — xasa _.--.-_28da - rteain[ - -- New Raven a T.>.dee and Faae - - _r 48 7 47,a22 N,H46 7a 8 MV4 yys76 - 55,675 JFaree '..."-".... .�"'_T.__ - it}.E6p— 1m 19'pp2 72, _ 25363 - 29,9a6 - AdmrUm and Omar Tr"t 7a.8l0 i IsAml R.al Fatah Ravmde. F. lt.1 2078d 31,726 jjlm PMvCw✓TCerM@u6arie_Wp<7Y1._- G�OrIp�WM.-Ggpry.l- - - C.01W c.nerehbmi. 347 27,e1. 37 u ,aaa - IntmFml lne.an •-- •------ a 74 7,472 2,385 2,941 3r3B8 —7,987 -a,ua -- 7 7 . Teel Nea.nu.a 2+`.347 a4.7F2 7 62,867 88,891 ia,802 80,933 !. 119 Expendltums 3 _ R-d R.N.wk-OpsaG01�� RLN�BAinp, i1„bw_FNdlne tv MuNoM6es _ sa. 1kr8^HCdae — -- ilm:arrytlowatlorrs. Coart M—dw8us cmevanv _ - AcaxsTmnal! Omer Cenuadors - �� Canada Um fiatom Conceeslanpl[e cn,d,8i - - tez mrrmis. ima mw9a a inarann _ Trans p, me - �' 578 888 7 ._...-..... 7--S6�17 _ 7'y512 73 e_-- TTanall Poiwa . _-. _--.. - - _�%a _ 1,52 2, 2,$!2 _ -- - - - _.... _ -- _ �-_ Tam cipomift Elmwdttms aa,788 41{891 72 KYU 2a 8 17.737 17.111116 17.186 7a.m 6 APPENDIX 2C CONSOLIDATED STATEMENT OF OPERATIONS SCBCTA INCREMENTAL CHANGE BETWEEN BASE PLAN AND SUPPLIMENTAL PLAN F09Eusi5 ourwafi _._•--JA 78 9056 _ _20172019 20ig 20Yf1 Slr�r luw�aeed[t eekrrinluras a oepreclauen __ +a,y�w,��8C,795 40r750 7 432 a :64 ...�4,456 51ag0 67.756 i73p70 0.159 LT DdSiMenz[ ST Deh1In[eresi _ �72L�� 1gy15 Red rye prvperry }oe! lneinei IiFA Im�lrer ehnrn� ti. rnnr.n..u.. xexca.�.r.�.e _~— �•.•� - �.�-��- - __._ zs--- - r1e_ z;zw.^-- s1 0..�istieos �e,o1�'•'_ i9-o7a 79,oia iao''s i 8urp[umljCe11u10 hef— p{hur aeem> ,- - I0I [75_79fi} 7f 68q 31,3g3 I3,cOsl I21,76TI {1',763} [9755 0.999 t0,071 77,g17 P�d6 (MT.. DlSpMgl Of $UrplUe 11Seilp— SurP[u�7{Dellclg b�[on Fundlnq,adluatnen[e _ taj {15796) 761e , . 6996 19,071 13,i67 AJamonn 13,138 8,477 (5,801) 18361 [2,181] P9i63 do, [4.0191 [5.775) 16.76)Fundin Funded SurelueliQegekl ^� ` ([ (7,669) 35,356 Pfi 606 (4,5831 f23,_" {10, ) [4.l73} 1717 R � 7.M mulxcw FunMd Sur lua 690 7l,696 79R 53 2Sy947 9 1s,ary,1 Z&M APPENDIX 3 CONSOLIDATED STATEMENT OF CASHFLOWS SCBCTA wgEcd5T5 ourl�l __ ¢or the w s emein¢31 Cee rhwrmds __ 7930 Inn 2611 ___ am 391e a019 n2fi 2¢17 2019 zw Cash Provided by (used for): RmartinYonafpptalwe33 169}39 17240 _ 1g3,016 IQ1,8i4 _ U7,476 N.7p9I _- .-?4{?99 7A1,5C5 „ 24U.735A10 - Y67A" 3gn151 Rol Enrk MPlled lnllmtdraffl�on rlY94 PI1[iuNP OPiHI TwdmA-.------ 64,F34 65i71 66.75a _� 67.Si6 6A.75B �g96 _ . h '`3 61,1I6 _. 64,f01 61,419 51.U4 66.171 AmnnuaYan dhond low CPd1 >a� �LS'x3 1,083 on _ ]F No 4]4 419 ]24 lri nm4rtYMknddderrad mnerteiarvbre a¢drs ___ _ �_.- 500 ix7S79} j77sR _ 2.sm] Rl,$¢o{_... I25901 {x:.7CS1..._ ?L aural ie1.696j ttem4 notlmehdng rah 730f1e 221,133 331,493 893y¢6 17862N 293,362 262,937 117„339 29L06J , 578 m 391 yy pm Igi 870 467�2e 266 g1P 253 617 352,40f 383 o5I 3 a 6g7 3".274 409.m 1987,749} [�19,uW SOs,9¢91 14z4,3621 p97,o56} i¢nas¢i ile+.�1 1�+,:gs1 isoaw4} {74.7m1 lyS1a} goods kswd _ -.. _ as6ss0 ... 27+.01 4oi,226 3ar�a1 _ _ u9)6a 55.7o Z2.W 'Ipue en�en hPMcisiund _' ._ " 354� 91] I1•°5]L ��]... 7.939] 9 j [i7.477j--- —...�-- 43�_ . fi919°?I -- 1-- .11489i 113 t 24 lwM�m±eu=d - -- ------ .__ _ o _ 36A33 4E�47 _[1i 71,74? -a-IT6 74 M.193 39L614 51A39 VA739 sinlJM fsndsm+wAtic_—...- �.__ __ _u {17,5r81 _ IP3.73!! _ ti�39�3 [3469i}_ 135.7iRi 3�569i { 752� [94SO {50.1A5! 14$A? [6i9371 ynlJny iwdlniefes[ __.. _ p6.mx �liT.66W �1o0d161 [if5,J69 {Sls.sa2] 127A671 1i1�541! 112¢i17! 116.R1) i1D "41 _jId®,v93] Seilnb Fun4 Yaf'mmti _.. ,..: [ua �! s6P sg3 99sa9s gs,7sa 1991agP ;39r 635j R30.acs} l� �i 12xs33.} [100 WI 1225 su} Inpeael[d¢¢r¢34elMash [Y7 0 0 1] 6iq j199481 53a9q 1y.p44 ] 0¢a RN5 123 8 iKlln Cash, beginning of period IS],105 9 0 0 224,619 104,674 51,276 64,319 103,403 170,686 194,155 0 0 0 124,619 1na,674 51 276 fa,41S 1031W3 17q✓0eKXn 4714948 Cash,endaf erlad The Statement of Cash Flows includes Air -Care and ]PC[ The Excess of Revenue over Expenses in 2010 includes $3.4M adjustments to the debt service costs to /eflect latest forecast APPENDIX 4 - PROJECTED BORROWING COMPARED TO BORROWING LIMIT AND SELECT FINANCIAL RATIOS SCBCTA FORECASTS 011TLDOK S wh- ZO1D 2011 2012 2013 2074 7AI5 2016 2017 2016 2019 2b" Opening Gross Direct Borrowing 1,896 2,158 2,494 2,886 3,174 3,238 3,257 3,191 3,093 2,928 2,907 Retirements/Other (3) (7) (41) (49) (86) (37) (89) (144) (208) (66) (145) Short term borrowings 8 55 40 - - - Borrowing in Yr-Capital Z57 276 404 337 149 57 23 46 42 4S 28 Closing Gross Direct Borrowing 2,158 2,484 2,886 3,174 3,238 9,257 3,191 3,093 2,928 2,907 2,790 Less: Sinking funds (467) (576) (674) (784) (873) (1,018) (1,116) (1,157) (1,132) (1,237) (1,269) Less: Debt Reserve Funds (451 (49) 54) (581 (59) (61) 61 60) 56) 56 (56) Closing Net Direct Borrowing 1,647 1,859 2,159 2,333 2,305 2,178 2,015 1,876 1,740 1,614 1,465 Established Borrowing limit 2,800 2,800 2,800 2,800 2,800 2,800 2,800 2,800 2,800 2,800 2,800 Reconciliation oJBanowing During Yearta Annual Capital Expenditures: Captial Expenditures 400 361 566 409 253 122 104 136 109 72 47 Less: Sr Gov't Contributions (145) (86) (165) 11541 (105) (66) (811 191) (611 (27) (20) Less: other Contrlbutlons Ne Upendlturel 255 275 40D 334 148 56 23 46 42 45 28 Add: Gross -up far Debt Reserve Fund 2 3 4 3 1 D 0 0 0 0 0 Net Borror N amount far caajltal 257 278 __ 404 337 149 57 23 46 42 45 28 APPENDIX 5 CAPITAL CASH FLOWS - PROJECTS APPROVED AND PROPOSED SCBCTA FORECP51'$ DU"fL�OI[ f 7Awup9d� IO 10 k]1: _W12 2013 20I- 20L' mf, M7 40" 2019 1090 Projects ApplllM or Underway 389,391 220,694 176,795 28,486 1,270 - - - - T,—It whtvgt7ransl[ - 3UM =rM 159,p33 131p74 0.7u mow- 1.101M ior7M §%M ■Rm Vehal. MR1 oyerh9ul 3,772 I&M M,Ggl CUM 6,247 51317 6,169 - - wu.t. NwPdbpddlus E1.yamlpr. - - _ _ tlllu /ielrum lAw MM 3,000 3.009 3,090 - Rands Transit Priority Program MRNSt—u— Replacement MRN Mayor Merv19.790 M ,* NvrrN F Pe $rwd - 39 790 - - /1.371 431M 44,747 - WNMl 10000 1d3A1d0 10,000 U.Ma MOM Sohtaml tl9adt a9,7tl0 S'1,371 WZ6 9L'M7 10.000 - - l0dm - 1,931 3,061 1.0/3 5e36ve uperewtl5uhcldisrinarW [mmnneft9nur Caplal 10,195 W 7/,421 9R n,WR 3gi.3C 17,9Ptl A7�.9 9,753 9,i1% 9�ix Teter .CW Cantrihr�den . proy 399,735 (123,332) (21,809) 3611y7(d (65,899) (20,370) 595,511 (144,328) (29,800) MAN (146.700) (7,4641 753i0T2 (100,025) (5,102) SI2,3i1 (66,027) 10137 (83,010) 1561ez (90,738) IOX709 (60,918) 7241A 127,231) 47,401 (19,782) rvpl [entrlh9tdun [Ii6,143 [ltl r89 CMSI= InA.3631 1105,;2R 16,R27} ilsxluq M.731Ie"Ill 137.731) [19.7/2 TOtiti Lt.ST 756.599 275,303 dh0.393 3M.944 M.199 59,994 Zzml a5,6aa 41.7u 45,153 a7.619 APPENDIX SA INCREMENTAL CAPITAL CASH FLOWS - PROJECTS APPROVED AND PROPOSED i Tb0va8n70 D 2U11 2D12 2013 201.9 2015 Eg16 201i 201 99 2DPD TOT Pro)ecla Approved or Underway Tranan Vehidlas Conventional Eaparaaon- Vah— Conve—,., Replan- VeM1iclas Custom E.P.r ,,- VeM1nas Custom Rapl.. - - - - - VeM1i'ys Community Shu6R Expansion Vehicles Gommunily shunle Replace - - - - - OaPots Ha.vy Fleet Melnm tBndnCB Canl Transit Sm. Small Transit Minor Transit and Pedaslnen Cortidar Upgretlas InnOv.tlOns Capltel - - - IT/ITS- 01har - - 1,379 6,3W 6,584 Subtd(al Tranan - 1,379 6,392 6,564 _ _ - 14 3% R.PItl 7..11 V.IQU.s MK1 Overhaul- V.. Hwy RapidBus E.IP—ton- Capacity Upgrade for SuppodMg lnfmstmctum- WaysidepowerPmpulsicn _ - - Station d Station are. Upgmdes S P.grams Hwy i R.pItlBuS 1,751 35,434 16,719 15.307 - (20,299) - - - - 4.912 Evargrean Line Other 84 6100 148.526 197.784 49,428 5.795 - - - - 463.418 Subtolal Rapid T—all 84 63,551 183,960 214,502 64,735 5,796 (10,299) 512,329 Commuter Rall - - Bl.e Program Road. Transit Pdorlty Program MRN So oW a. Rapla®.ant MRN Major MRN Major North Fraaar P.... le, MRN AMor Road - 39,780 41,371 43,026 44,747 - _ 168,924 Other Subtotal Roads 39,788 41,371 43,026 44,747 - - _ _ 166,924 Widg.a Marne Op.renng Subnldlad.. and Common. Amer Capltel .H roan coal, O< 1p3.395 19&TO 26]" 11 r. T11f (20,190) 10 • 695,610 C-Vibolon Fed (24,764) (26350) (31.726) (32,302) - _ - (115,1411 Ptov - (5114) (1,202) (5,573) (5,102) (12,iS1i Tom Con4lbldfoa 1251147) 1=7. j"am 1n464] 014 Nat Clsal 64 ",I" 19s,1 22a era] 74.15W 5396 (9bi991 o v 18} 6 tm sam. N...ab.r a, mr. ea:a7 Pv APPENDIX 6: TRANSIT SERVICE HOURS SQBCTA FORECASTS OUTLOOK ThausondsofHours 2010 2011 2022 2023 2014 2025 W16 2017 2018 2019 2070 Conventional Bus 4,375 4,371 4,371 4,371 4,371 4,371 4,371 4,371 4,371 4,371 4,371 CommunityShutUe 555 555 555 555 555 555 555 555 555 555 555 Total Bus 4,931 4,927 4,927 4,927 4,927 4,927 4,927 4,927 4,927 4,927 4,927 SkyTrain E&M 1,129 1,129 1,129 1,129 1,129 1,129 1,129 1,129 1,129 1,129 1,129 Canada Line 174 180 189 189 189 189 189 189 189 189 189 Evergreen Line D 0 0 0 0 138 138 138 138 138 138 UBC/Surrey 0 0 D 0 0 0 0 0 Q D 0 Other 0 0 0 0 0 0 0 0 0 0 0 Totai Rapid Transit 11303 1,309 1,318 1,318 1,318 1,456 1,456 1,456 1AS6 1,456 1,436 SeaBus 11 11 11 11 11 11 11 11 11 11 11 West Coast Express 42 47 47 47 47 47 47 47 47 47 47 Total Conventional Service 6,287 6,294 6,303 6,303 6,303 5,441 6,441 6,441 6,441 6,441 6,441 Custom 598 633 613 6l3 613 613 613 613 613 513 613 Total Service Hours 6,825 6,907 6^6 6,916 6,916 7,054 7,054 7,054 7,054 7,054 7,054 APPENDIX 6A: TRANSIT SERVICE HOURS (THOUSANDS) INCREMENTAL CHANGE BETWEEN THE BASE PLAN AND SUPPLEMENTAL PLAN 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020 Conventional Bus 0 0 0 0 0 0 0 0 D 0 0 Community ShuttEg 0 0 0 0 0 0 0 0 D 0 0 Total Bus 0 0 p 0 0 0 0 0 0 0 0 SkyTrain E&M 0 0 0 0 0 0 0 0 0 0 0 Canada Line 0 0 0 0 0 0 0 0 0 0 0 Evergreen Line 0 0 0 0 0 138 138 138 138 138 138 UBC/Surrey 0 0 0 0 0 0 0 0 0 0 0 Other 0 0 0 0 0 0 0 0 0 0 0 Total Rapid Transit 0 0 0 0 0 138 138 138 138 138 138 Seal3us 0 0 0 0 0 0 0 0 0 0 0 West Coast Express 0 0 0 0 0 0 0 0 0 0 0 Total Conventional Service 0 0 0 0 0 138 138 138 138 138 138 Custom 0 0 0 0 0 0 0 0 0 0 0 Total Service Hours 0 0 a 0 0 139 138 138 138 138 130 Last Saved: November 8, 2010 03:29 PM Appendix 7e Schedule of Transit Fares and Projected Fare Revenues Year 2010 2011 2012 2013 FARE 5CHEOULE1 Conventional Transit Cash Fares 1 Zone Adult $2.50 $2.50 $2.50 $2.50 2 Zone Adult $3.75 $3.75 $3.75 $3.75 3 Zone Adult $5.00 $5.D0 $5.00 $5.00 Monthly FareCard 1 Zone Adult $81.00 $81.00 $81.D0 $99.00 2 Zone Adult $110.00 $110.00 $110.00 $134.00 3 Zone Adult $151.00 $251.00 $151,00 $184.00 Canada Line YVR Add Fare' $5,00 $5.0D $5.00 $5,00 Custom Transit Service Cash Fares Within i zone $230 $2.50 $2-50 $2.50 Between 2 adjacent zones $2.50 $2,50 $2.50 $2.50 Between 3 adjacent zones $3.75 $3.75 $3.75 $3.75 Between 4 adjacent zones $5.00 $5.00 $5.00 $5,00 Monthly FareCard Within hone $81.00 $81.00 $81.00 $99.00 between 2 adjacent zones $81.00 $81.00 $81.00 $99.00 Between 3 adjacent zones $11D.00 $110.00 $110.00 $134.00 Between 4 adjacent zones $151,00 $151.00 $151.00 $184.00 West Coast Express (WCE) Service Cash Fares - One Way 1 Zone Adult $5,00 $5.00 $5.00 $5,00 2 Zones Adult $5.00 $5.00 $5.00 $5,00 3Zones Adult $6.75 $6.75 $6,75 $5,75 4ZonesAdult $8.25 $8.25 $8.25 $8,25 5 Zones Adult $11,25 $11.25 $11.25 $11,25 Weekly Pass 1 Zone Adult $42.25 $42.25 $42.25 $47.50 2 Zones Adult $42.25 $42.25 $42.25 $47,50 3 Zones Adult $58.00 $58.00 $58.00 $62.50 4 Zones Adult $70.50 $70.50 $70.5D $77.50 5 Zones Adult $97.50 $97.50 $97.50 $105.00 28 Day Pass 1Zone Adult $134.75 $134.75 $134.75 $164.00 2 Zones Adult $134.75 $134.75 $134.75 $164.00 3 Zones Adult $178.75 $178.75 $178.75 $218.00 4Zones Adult $217.00 $217.00 $217.00 $265.00 5 Zones Adult $298.50 $298.513 $298.50 $364.00 PROJECTED FARE REVENUES' (thousands) Short-term fare Revenue $ 177,209 $ 182,617 $ 198,490 $ 169,859 Other Fare Revenue $ 235,160 $ 243,053 $ 250,282 $ 335,396 Total $ 412,369 $ 425,670 $ 448,772 5 505a55 Short-term Fares as Percentage of Total 43.0% 42.9% 44.2% 33.6% 1In 2013, the average fare is forecasted to increase by an average of 12 percent, as assumed in the 2010 Funding Stabilization Plan and approved by the Mayor's Council in October 2009. The specific allocation of increases amongst different fare products will be determined in 2012 based on a Fare Revenue Review and analysis of fare revenue data and will be submitted to the Regional Transportation Commissioner for approval, as required. For the purposes of this fare and revenue schedule, the fare rates-shown-fo. 01"re- based on no increases-.e--the-shert term-#ares, the -12 per from with the elimination of the discounted fare saver tickets and day passes. 'Canada Line YVR Add Fare is applicable only to outbound travel from YVR 2011 Supplemental Plan and Outlook 40 - —T-i-aMortation and Fhanda�Suppl-ementM Plan TR S��NK for 2011 to 2013 and Outlook for 2014 to 2020 November 8, 2010 For the purpose m tine. BC South Coast British Columbia Transportation AuthorityAct, this document contains a ransoorta,ion and = n a n c a uppicimenta Plan Prepared in 2C10 for the 2011 to 2013 Period and Outlook for the Anproved for submission to the 20 14 'ro 2020 o—iod if approved by the Mayors' COLIMC-11 0`1 Regio-mal Transportation t' Plan, -. , this I n together with the Mayors' Council on Regional 2011 Transportation and Financia! Base D!an. (ancroved by the Transt-'rik Board of Directors or-, july 1S, 20I0), will Transportation and the Regionalserve as lra,,sLink's 2011 Strategic Plan Transportation Commissioner CONTENTS Executive Summary 1 1. Background and Context 4 1.1 Supplemental Plan Development Framework 4 1.2 Relationship to the Base Plan 4 1.3 Purpose and Priorities 4 1.4 Consultation and Approvals Process 5 1.5 Outlook of the 2011 Supplemental Plan 6 2. Transportation Plan 8 2.1 Planning for Future Investments and Sustainable Funding — Updating Transport 2040 8 Transportation Improvement Fee 9 Carbon Tax 9 Road Pricing 10 Other Alternative Funding Mechanisms 10 2.2 Prioritizing Investments 11 Evaluation Process it 2.3 Transportation Programs, Investments & Services 13 Transit 14 Roads 20 Cycling 21 2.4 Outcomes 21 2011 to 2015 Horizon 22 2016 to 2020 Horizon 30 3. Financial Strategy 32 3.1 Financial Context 32 Review of Alternative Funding Sources 32 Appropriateness of Property Tax as a Funding Source 33 Summary of Funding Sources 34 3.2 Revenue Projections 37 User Fees 37 Taxation Sources 39 3.3 Expenditures 41 3.4 Balance Sheet and Cash Flow Statement 44 3.5 Outlook for 2014 through 2020 46 3.6 Assumptions and Risks 47 3.7 Capital Program 48 3.8 Key Performance Indicators 50 Appendices 52 APPENDICES Appendix 1: Consolidated Statement of Financial Position Appendix 2A: Statement of Operations Appendix 2B: Funded Statement of Operations Appendix 2C: Consolidated Statement of Operations — Incremental Change between Base Plan and Supplemental Plan Appendix 3: Consolidated Statement of Cash Flows Appendix 4: Projected Borrowing Compared to Borrowing Limit and Select Financial Ratios Appendix 5: Capital Cash Flows — Projects Approved and Proposed Appendix 5A: Incremental Capital Cash Flows — Projects Approved and Proposed Append x 6ransii Se vice Hours Appendix 6A: Transit Service Hours — Incremental Change between Base Plan and Supplemental Plan Appendix 7: Schedule of Transit Fares and Projected Fare Revenues i10; age Moving Forward: Improving Metro Vancouver's Transportation Network TABLES Table 1: Overview of Initiatives in the Supplemental Plan............................................................................................................... 2 Table 2: Evaluation Criteria and Objectives....................................................................................................................................12 Table 3: Total Service Hours by Service Type........................................................................................:......................................... 14 Table 4: Ridership Forecasts 2011 Supplemental Plan (including 2011 Base Plan investments).................................................... 26 Table 5: Alternative Options for Supplemental Funding................................................................................................................. 32 Table 6: Statement of Revenue and Operations Summary (millions)............................................................................................. 36 Table 7: Transit Fare Revenue Projections (millions)...................................................................................................................... 37 Table 8: Summary of Incremental Bus Service Productivity Relative to 2011 Base Plan................................................................ 39 Table 9: Golden Ears Bridge Toll Revenue Projections (millions).................................................................................................... 39 Table 10: Motor Fuel Tax Revenue Projections (millions).............................................................................................................. 39 Table 11: Property Tax Projections (millions)................................................................................................................................. 40 Table 12: Parking Sales Tax Revenue Forecasts (millions).............................................................................................................. 40 Table 13: Senior Government Contribution Forecasts for Capital and Operations (millions).........................................................40 Table 14: Interest Income Projections (millions)............................................................................................................................ 41 Table 15: Transit Operations Expenditure Forecasts (millions)...................................................................................................... 41 Table 16: Major Road Network, Bridges and Cycling Expenditures (millions)................................................................................ 42 Table 17: TransLink Corporate and Transit Police Expenditures (millions)..................................................................................... 43 Table 18: Debt Interest Expense (millions)..................................................................................................................................... 43 Table 19: Depreciation Expense Forecasts (millions)...................................................................................................................... 44 Table20: Other Items (millions)..................................................................................................................................................... 44 Table 21: Funding Adjustments (millions).......................................................................................................................................44 Table 22: Key Assumptions for 2011 Supplemental Three Year Plan with Outlook........................................................................ 47 Table 23: Initiatives Contained in the 2011 Supplemental Plan..................................................................................................... 48 Table 24: 2011 to 2013 Capital Plan............................................................................................................................................... 49 Table 25: Indicators for 2011 to 2013 Supplemental Plan.............................................................................................................. 50 FIGURES Figure 1: Map of Investments under the 2011 Supplemental Plan................................................................................................ 13 Figure 2: Contributing Factors to GHG Emissions from Transport.................................................................................................. 22 Figure 3: Changes in Population and VKT Relative to 2010 for 2011 Supplemental Plan............................................................... 23 Figure 4: Assumed Rate of Technological Improvement Affecting GHG Emissions Efficiency........................................................ 23 Figure 5: GHG Emissions Contribution Estimates (tonnes)............................................................................................................. 25 Figure 6: Regional Weekday Mode Share from the 2008 Trip Diary............................................................................................... 25 Figure 7: Transit Mode Share Trends and Forecasts....................................................................................................................... 27 Figure 8: Changes to Major Revenue Sources- Historical and Projection for 2011 Base Plan ........................................................ 34 Figure 9: 2011 Supplemental Revenue Ridership Forecasts........................................................................................................... 37 Figure 10: Evergreen Line Ridership Estimates............................................................................................................................... 38 Figure 11: Borrowing Levels for 2011 Supplemental Plan and Outlook.......................................................................................... 45 Figure 12: Cumulative Surplus Level Forecasts for 2011 through 2020.......................................................................................... 46 iiIPage Moving Forward: Improving Metro Vancouver's Transportation Network EXECUTIVE SUMMARY This 2011 Transportation and Financial Supplemental Plan ("2011 Supplemental Plan"), entitled "Moving Forward: Improving Metro Vancouver's Transportation Network," builds upon the unprecedented investment in transportation, including expansion in transit, that has occurred in Metro Vancouver over the past five years. The investments contained in this Supplemental Plan will continue to support livable communities and the region will see continued strong growth in transit ridership. With the transportation funding and investment provided under this Supplemental Plan, the region begins to approach the conditions required this decade to fulfill the Transport 2040 aspirations for a sustainable region. Annual regional greenhouse gas (GHG) emissions from roadway and passenger transportation in the region are forecast to decline by roughly 3.5 per cent between 2010 and 2015 and to decline by 5 to 5.5 per cent by 2020. By 2015, annual transit boardings are forecast to increase by an additional 8 per cent (30 million boardings) over the 2011 Base Plan's forecast. Under this plan, the region fulfills the long-standing commitment to provide funding for the Evergreen Line Rapid Transit project, connecting Coquitlam and Port Moody to the region's rail rapid transit network. Phase 1 of the North Fraser Perimeter Road, also known as the United Boulevard Extension, will be built reducing congestion and facilitating goods movement on a key regional corridor. Significant upgrades in the existing transit system will also occur under this plan. There will be an increase of over 425,000 bus service hours, which is an increase of 9 per cent, providing more service around the region to improve reliability, reduce crowding and serve new demand from population growth and the expanded U-Pass BC program. A fast, frequent and reliable B-Line service will be introduced in Surrey on 1041h Avenue and King George Boulevard to connect Guildford, Surrey Central, and White Rock. Local service will be introduced to connect White Rock to Langley and in 2013 bus rapid transit service will run on Highway 1 and over the new Port Mann Bridge, connecting Langley and Surrey with the SkyTrain network at Lougheed Station in Burnaby. Renovation projects will be undertaken at four existing SkyTrain stations and at the Lonsdale Quay SeaBus terminal to add capacity and make these stations easier to use. This plan will also restore funding for TransLink's Major Road Network Minor Capital Program to $20 million per year and the Bicycle Capital Program to $6 million per year (from $10 million and $3 million respectively), providing cost share funding to municipalities to support a multi -modal transportation system, promote cycling and improve safety for all road users. The consultation undertaken with the public, stakeholders, and elected officials demonstrated that there is strong support for investment in the suite of projects included in this plan. Over 80 per cent of respondents indicated that these investments are important for the region. The challenge lies in determining how to fund the region's share of these investments. Significant improvements are made in Metro Vancouver's transportation network under this plan, representing-ne-winycestment_of $2.4 billion between 2011and.2020._Fif_tyAh.rze-percent-of-the funding for the investments made in this plan comes from senior government through provincial and federal funding programs for investment in the Evergreen Line Program, station upgrades, North Fraser Perimeter Road, and other transit infrastructure including buses. Fourteen per cent of the funding will 1 1 P a g e Moving Forward: Improving Metro Vancouver's Transportation Network come from increase transit fare revenue that results from the ridership generated by these investments. TransLink must confirm how the remaining share will be paid for by the region. Because of efficiency gains the organization has achieved, TransLink is able to move forward on these projects immediately while also allowing time for an alternative funding source for this plan to be found. On September 23, 2010, the Mayors' Council and the Province signed a Memorandum of Understanding (MOU) outlining their mutual commitment to building livable cities and acknowledging that efficient, affordable, carbon smart transportation is an integral part of livable cities. This agreement provides the foundation for the Mayors' Council and the Province to work together to identify sustainable funding sources for transportation in the region. Forging a new way forward for sustainable funding will take time which creates a challenge as funding must be confirmed in 2010 for key regional priorities and the options currently accessible to TransLink are very limited. This plan provides the Mayors' Council and the Province with the opportunity to work together to identify an alternative funding source before 2012. If an alternative source is not confirmed before 2012, this plan would be funded through an increase in property tax on all property types starting in 2012 to generate $75.8 million per year. The impact on the average household would be approximately $61.65 per year for the average household. If a viable alternative funding source is agreed upon by the Province and the Mayors' Council, TransLink will, if required, bring forward another Supplemental Plan to replace the Property Tax increase with the new source. TransLink also consulted on the possibility of introducing a registration fee on motor vehicles — known as a Transportation Improvement Fee (TIF). While such a fee may have significant potential as a more sustainable funding source, it is not being brought forward at this time. This decision takes into account two factors. First, public concerns regarding equity need to be further examined and discussed. Second, TransLink currently lacks the authority to effectively and efficiently collect and enforce the fee. Collection and enforcement would need to be enabled by the Province of BC and there is no clear indication that the Province will do so at this time. The Transportation Improvement Fee will be further evaluated and discussed as part of a broader dialogue on sustainable funding. Table 1: Overview of Initiatives in the Supplemental Plan Evergreen Line Program ■ Connects Coquitlam & Vancouver via Port Moody & Burnaby: 11 km line, 5 Stations, & 28 new SkyTrain vehicles ■ Construction begins in 2011, completion in 2014 ■ Community and network integration & wayfinding upgrades ■ Commercial -Broadway Station Station Upgrade Projects ■ Main Street Station ■ Metrotown Station ■ Surrey Central Station _ ■ New Westminster Station ■ Lonsdale Quay SeaBus Terminal ■ King George Boulevard B-Line ■ Highway 1 Bus Rapid Transit ■ White Rock to Langley Bus Service ■ Bus service hours to increase frequency (e.g. on SeaBus) and address overcrowding ■ Bus service hours to accommodate population growth ■ Bus service hours on Provincial U- Pass BC program routes ■ North Fraser Perimeter Road: Phase I (United Boulevard Extension) ■ Retain Funding for MRN Minor Capital Program at $20M/year ■ Retain Funding for Bike Capital Program at $6M/year 21 Page Moving Forward: Improving Metro Vancouver's Transportation Network 1. BACKGROUND AND CONTEXT This document ("2011 Supplemental Plan"), known as "Moving Forward: Improving Metro Vancouver's Transportation Network," contains the 2011 Transportation and Financial Supplemental Plan and Outlook prepared by the South Coast British Columbia Transportation Authority ("TransLink") under the South Coast British Columbia Transportation Authority Act ("SCBCTA Act"). The 2011 Supplemental Plan, which proposes changes to the 2011 Base Plan (known as "The Funding Stabilization Update"), was developed for the purpose of funding priority expansion of the regional transportation network. The plan portion of the 2011 Supplemental Plan document covers the years 2011 to 2013, and the Outlook portion of the document covers the years 2014 to 2020. This chapter describes the current context for the 2011 Supplemental Plan, including the Supplemental Plan development framework, its relationship to the Base Plan, its purpose and priorities, and the consultation and approvals process. 1.1 SUPPLEMENTAL PLAN DEVELOPMENT FRAMEWORK Under the SCBCTA Act, each year TransLink must prepare a Base Plan covering a three year plan period and an Outlook covering the seven years following the plan period. TransLink may also prepare one or more Supplemental Plans that propose changes to the Base Plan. Each Supplemental Plan must be accompanied by an Outlook that shows how the Base Plan Outlook would change if the Supplemental Plan is approved. TransLink's Strategic Plan is composed of the Base Plan as modified by approved Supplemental Plans. 1.2 RELATIONSHIP TO THE BASE PLAN The 2011 Supplemental Plan proposes changes to TransLink's 2011 Base Plan which was approved by the TransLink Board of Directors on July 15, 2010. The Regional Transportation Commissioner issued a report on TransLink's 2011 Base Plan on August 26, 2010. If the 2011 Supplemental Plan is approved by the Mayors' Council, the TransLink 2011 Base Plan, as modified by the 2011 Supplemental Plan, will constitute TransLink's Strategic Plan for 2011 to 2013. The Supplemental Plan for 2011 to 2013 outlines: • expenditures on transportation capital, programs and services (Section 2.0, Transportation Plan); • performance of the investments against the goals of Transport 2040 (Section 2.4, Outcomes); and • changes to financial information relative to the Base Plan (Section 3.0, Financial Strategy and the Appendices). 1.3 PURPOSE AND PRIORITIES This Supplemental Plan enables the region to move forward on the Evergreen Line Program and North Fraser Perimeter Road Phase I (United Boulevard Extension) while also providing the Mayors' Council and the Province with the opportunity to continue to work together to identify an alternative funding source before 2012. Should an alternative funding source not be identified, the plan would be funded y a $75.8 million increase in annual property tax revenue starting in 2012. 4 1 P a g e Moving Forward: Improving Metro Vancouver's Transportation Network On September 23, 2010, the Mayors' Council and the Province signed an MOU outlining their mutual commitment to building livable cities and acknowledging that efficient, affordable, carbon smart transportation and infrastructures are an integral part of livable cities. This livability agreement provides the foundation for the Mayors' Council and the Province to work together in identifying sustainable funding sources for transportation in the region. Since 2009, strong feedback has been received on the desire for TransLink to find a way to deliver upgrades and expansion of the transportation system, including the Evergreen Line. There has been continued strong support for making investments toward the long range vision for a sustainable transportation network in the region, as outlined in TransLink's Transport 2040 Plan (adopted in 2008). The 2010 Funding Stabilization Plan increased TransLink's revenues by $130 million per year, to stabilize TransLink's ability to maintain existing service levels and keep transportation assets in good repair. The 2011 Base Plan does not provide sufficient revenue for upgrades and expansion to support the region being on track toward the goals and vision of Transport 2040. Subsequent to the approval of the Funding Stabilization Plan in Fall 2009, a Joint Technical Committee (JTC) was established by the TransLink Steering Committee (Minister of Transportation and Infrastructure, Chair and Vice Chair of the Mayors' Council on Regional Transportation and Chair of the TransLink Board) as a basis for constructive discussions on funding solutions to support the development of a sustainable transportation system for the region. The JTC was established as a resource responsible for reporting back to and consulting with the Mayors' Council. The JTC includes representation from the TransLink Executive, the Deputy Minister and other Executive Members from the Ministry of Transportation and Infrastructure, and senior representation from the cities of Vancouver and Surrey. The JTC carried out a review of: • the existing funding structure of TransLink (including the contributions of the province, member local governments, and TransLink) and other revenue sources; • TransLink's strategy and initiatives to improve cost efficiency and service effectiveness; • the program of transit services and related costs for TransLink to achieve the goals and objectives set out in Transport 2040, the Provincial Transit Plan and the Regional Growth Strategy; and • TransLink's planning process. While the JTC endorsed the need for TransLink's work in developing a comprehensive funding strategy, the Committee acknowledged that TransLink would be unable to bring new funding sources online by 2011. The JTC identified the importance of leveraging current funding partnerships and following through on key regional commitments in the immediate -term using existing funding sources. At their direction, TransLink undertook analysis of upgrade and expansion projects and the potential to fund them within the existing funding structure. 1.4 CONSULTATION AND APPROVALS PROCESS In October 2010, TransLink conducted public and stakeholder consultation as part of the development of the 2011 Supplemental Plan, following the requirements of Section 15 of the SCBCTA Act and the Consultation Plan approved by the TransLink Board of Directors. TransLink engaged the Federal Government, Provincial Government, Mayors' Council, Municipalities and Metro Vancouver in discussion about the 2011 Supplemental Plan. TransLink consulted elected officials through the Metro Vancouver Board and Regional Planning Committee and municipal and regional staff 51Page Moving Forward: Improving Metro Vancouver's Transportation Network through the Regional Administration Advisory Committee (RAAC). A working draft of the plan document was distributed to Metro Vancouver on October 19, 2010. The Municipalities were also engaged through TransLink's Major Roads and Transportation Technical Advisory Committee (MRTAC) and through the Mayors' Council on Regional Transportation. Across the region, three public Transportation Fair events provided the public with an opportunity for discussion with TransLink staff on the proposed 2011 Supplemental Plan. In addition, the public provided input through the online E-consultation and through contact with a Community Relations Coordinator. Participants were engaged and expressed appreciation for the opportunity to learn about the organization. During the consultation period, discussions were held with the Province and the Mayors' Council on potential inclusion of the transportation improvement fee as a funding source for the 2011 Supplemental Plan. Given that the feasibility of the source was not confirmed and that further work is needed to understand the exact form of the fee, equity impacts, as well as its value within a suite of funding sources, it was determined that it would be beneficial to continue dialogue on TIF and other sources through 2011. As such; TransLink has structured this plan to allow time for dialogue in 2011 and delayed implementation of property tax to 2012. Through TransLink market research, the public expressed strong interest in new investments in the region's transportation network with over 80 per cent indicating the importance to the region of investment in the Evergreen Line, North Fraser Perimeter Road Phase I and other priority projects. When asked about funding the upgrades and expansion, 42 per cent expressed a willingness to pay by property tax and 37 per cent expressed a willingness to pay by transportation improvement fee. Of respondents, 33 per cent strongly opposed paying for the investments with property tax and 42 percent strong opposed paying for the investments using the transportation improvement fee. This input was mirrored in the questionnaires completed at public events and through e-consultation. As a result of input heard during consultation, two alternative plan documents were approved by the TransLink Board and submitted to the Regional Transportation Commissioner and the Mayors' Council: 1. Moving Forward: Improving Metro Vancouver's Transportation Network - Evergreen Line, North Fraser Perimeter Road Phase I and Other Priority Projects with funding to be determined through dialogue between Province and Mayors' Council or property tax in 2012 (presented in this document); 2. Delivering Evergreen Line and North Fraser Perimeter Road - Evergreen Line and North Fraser Perimeter Road Phase I with funding to be determined through dialogue between Province and Mayors' Council or property tax in 2012. 1.5 OUTLOOK OF THE 2011 SUPPLEMENTAL PLAN This 2011 Supplemental Plan proposes changes to the 2011 Base Plan. To demonstrate that the 2011 Supplemental Plan is responsible in the longer term, a Financial Outlook to 2020 is provided. The SCBCTA Act requires detailed financials for the first three years of the plan and the long term impacts of those investments to be shown for the following seven Outlook years. Given the timing of investments to be made under the Supplemental Plan, TransLink has chosen to provide more financial information than is required for the Outlook. The Supplemental Plan includes detailed financial information for the years 2011 to 2015 and the long term impact of the investments is presented for the 2016 to 2020 period. 61 P age Moving Forward: Improving Metro Vancouver's Transportation Network 2® TRANSPORTATION PLAN With the transportation funding and investment provided under this Supplemental Plan, the performance of the regional transportation system progresses towards the conditions required this decade to fulfill the Transport 2040 aspirations for a sustainable region. This is consistent with the Regional Growth Strategy and provincial and regional environmental objectives to improve air quality and reduce greenhouse gas (GHG) emissions. Annual regional GHG emissions from roadway and passenger transportation in the region are forecast to decline from 2010 levels by roughly 3.5 per cent between 2010 and 2015 and to decline by 5 to 5.5 per cent by 2020 and annual transit boardings are forecast to increase by roughly 8 per cent compared to 2011 Base Plan levels in 2015. This chapter describes the incremental transportation programs, services and investments that TransLink plans to undertake as part of the 2011 Supplemental Plan. The 2011 Base Plan includes investments in maintaining services, state of good repair, and modest upgrades to improve efficiency and effectiveness over the 2011 to 2013 period and the 2011 Supplemental Plan includes additional investments that support upgrading and expanding the transportation system. This chapter outlines the ongoing need for planning for investments and sustainable funding, the method of prioritizing investments, transportation programs and services that TransLink will undertake, as well as outcomes forecast to result from the delivery of the 2011 Supplemental Plan. 2.1 PLANNING FOR FUTURE INVESTMENTS AND SUSTAINABLE FUNDING — UPDATING TRANSPORT 2040 Since formation in 1999, TransLink has benefitted from a diversified funding portfolio that provides with relatively high level of certainty regarding annual funding levels and enables TransLink to plan for the long term. TransLink is funded by a mix of motor fuel tax revenues, transit fares, property taxes, parking sales tax, advertising and real estate revenue, a hydro levy and senior government funding. While there are many benefits to the current mix of funding sources, greater funding levels are required to support upgrades and expansion towards a sustainable transportation system. Determining the right mix of future funding sources to support future transportation infrastructure and services as well as transportation demand management (TDM) objectives will require extensive research and collaboration with stakeholders. TransLink is required by statute to update it long range strategy, Transport 2040, by 2013. Over the 2011 to 2013 period, as part of this update of Transport 2040, TransLink will carry out significant policy and system development work to provide the framework for future investment in the regional transportation system. Creating the updated strategy, Transport 2045, is a significant planning effort that requires stakeholder and community engagement to identify priorities for investment in the transportation system to support the movement of people and goods and livable communities. TransLink will develop funding and TDM strategies to support this plan, which will include evaluation of a range of potential funding sources with respect to equity, appropriateness for funding transportation and potential to influence travel choices, among other factors. TransLink will collaboratively engage its partners,-stakeholders-and_the-public in the development-of-this-stKa#L-g-y update. 8 1 P a g e Moving Forward: Improving Metro Vancouver's Transportation Network The MOU signed by the Province and the Mayors' Council in September 2010 is a commitment from the Province and the Mayors' Council to work together to identify long term sustainable funding for investment in transportation. To be effective and have long-lasting benefit, the development of this strategy will take time, effort and collaboration. TransLink's policy development work on sustainable funding will support this discussion. At this time, TransLink has completed preliminary work on potential funding sources, as described below. TRANSPORTATION IMPROVEMENT FEE TransLink consulted on the possibility of introducing a registration fee on motor vehicles — known as a Transportation Improvement Fee (TIF). While such a fee may have significant potential as a sustainable funding source, it is not being brought forward at this time. This decision takes into account two factors. First, that there are public concerns regarding equity that need to be further examined and discussed. Second, that TransLink currently lacks -the authority to effectively and efficiently collect and enforce the fee. Enforcement would need to be enabled by the Province of BC and there is no clear indication that the Province will do so at this time. If TransLink were to develop an independent collection mechanism, it is likely to have substantial costs on the order of $15 to $25 million per year. The Transportation Improvement Fee will be further evaluated and discussed as part of a broader dialogue on sustainable funding. In 2009, TransLink completed significant work to understand the potential of a TIF as a funding source and TDM mechanism. The use of vehicle registration fees to help fund investment in local transportation is used in a number of jurisdictions in North America. In Canada, vehicle owners in both Toronto and Montreal pay a registration fee. Preliminary work by TransLink has identified that the TIF has potential: • as a stable and predictable source of funding that is related to transportation; • to shape transportation demand, increase ridership, and reduce GHG emissions; and • to shift the types of vehicles that are purchased to more fuel efficient models. CARBON TAX In 2008, the provincial government legislated GHG reduction targets of 33 per cent below 2007 levels by 2020 and 80 per cent below 2007 levels by 2050. The BC Climate Action Plan describes how these reductions would be achieved. The carbon tax levied on emissions of GHGs that became effective July 1, 2008 is a key strategy of this Plan. At this time, the carbon tax is required by legislation to be revenue neutral. All revenue collected is returned to individuals and businesses in the form of reductions in the personal and corporate tax rates, plus an increase in the low-income tax credit. Through consultation in 2009 and 2010, it was suggested that carbon tax be considered as a potential future funding source for TransLink as there is consistency between the objectives of the Provincial carbon tax and TransLink's Transport 2040 goals for reducing GHG emissions. The sustainable funding strategy will explore the potential of the carbon tax to be a revenue source for TransLink. Preliminary assessment by TransLink has identified some general approaches, including: • dedicating supplemental increases to sustainable transportation investments, and 9 1 P a Moving Forward: Improving Metro Vancouver's Transportation Network extending the current schedule of increases beyond 2012 and directing portions of the total tax, towards transportation investments. ROAD PRICING It has long been acknowledged that implementing road pricing in Metro Vancouver could significantly contribute to TransLink's goal of establishing sufficient, stable funding as well as impact transit ridership; mode share of cycling and walking, and related reductions in GHG emissions. Road pricing has been included as a potential funding mechanism in regional plans for many years. Transport 2021, TransLink's 2005-2007 Strategic Transportation Plan, Metro Vancouver's draft Regional Growth Strategy, and Transport 2040's Goal 6 all support road pricing mechanisms which serve as both a source of revenue and a demand management mechanism. However, more work is needed to identify the appropriate approach and timing for implementation of road pricing in this region. Road pricing is a concept in which motorists pay directly for using a road, bridge, tunnel, for driving in a specific part of a city, or by distance driven. Road pricing can generate revenue, reduce road congestion, encourage alternative travel modes, such as transit or biking, and/or to reduce GHG emissions. Various road pricing strategies are found in cities around the world. How these strategies are implemented and the effect they would have varies depending on the physical context, travel patterns and the objectives for the program. Legislation currently allows TransLink to charge tolls only to recover the cost of a new or improved facility, such as the Golden Ears Bridge. Legislative amendments would be required for TransLink to implement road pricing on unimproved infrastructure or the entire road and bridge network and for those charges as a revenue source. OTHER ALTERNATIVE FUNDING MECHANISMS It is TransLink's intention to assess the potential of a range of funding mechanisms for their appropriateness for inclusion in a sustainable funding strategy. In addition to the sources described above, there are other sources that have been identified for consideration and further investigation, including: • potential of fuel tax as a more significant source, • recouping of fare evasion fines, • applying a benefitting area tax, • accessing a portion of Provincial property transfer tax revenues, • levying a goods movement fee, and • leveraging other sources. While the Mayor's Council MOU with the Province of BC offers an opportunity to explore longer term funding solutions, decisions need to be made on TransLink's contribution to the Provincial Evergreen Line project and the North Fraser Perimeter Road Phase I (United Boulevard Extension) in 2010. Significant senior government funding is available for these projects that will help TransLink progress towards the goals of Transport 2040. Under the 2011 Supplemental Plan, should no other funding source become available by 2012, funding will be provided through property tax beginning in 2012 for these two key projects as well as other priority investments. 101Page Moving Forward: Improving Metro Vancouver's Transportation Network 2.2 PRIORITIZING INVESTMENTS This section describes the framework used in identifying the investments that require supplemental funding at this time. EVALUATION PROCESS Transi-ink's framework for investments continues to prioritize: 1. Maintaining Services 2. State of Good Repair 3. Upgrades 4. Expansion TransLink's evaluation process for identification of projects for inclusion in future Base and Supplemental Plans has been further developed and systematized. This process addresses input received from the Commissioner and stakeholders on the 2010 Funding Stabilization Plan and the 2011 Funding Stabilization Update. For the 2011 Supplemental Plan and future plans, candidate projects are evaluated in terms of their effectiveness towards achieving TransLink's Transport 2040 long term goals. The framework and process is intended to be consistent and transparent for the full range of services and investments that TransLink considers and to provide an objectives -driven, performance -based method for planning and prioritization. It is anticipated that each plan will also include evaluation criteria relevant to the context of the particular plan. A comprehensive evaluation framework was developed to assess and rank initiatives in terms of the priorities for this Supplemental Plan and Transport 2040 goals. Four priorities were identified for this plan and initiatives were screened to be included in this Supplemental Plan evaluation process based on their fit with these priorities: • previous regional commitments; • opportunities to leverage significant other funding; • opportunities to make best use of existing infrastructure and fleet; and • decision required in 2010 in order to capture an opportunity. In addition, six criteria were established to reflect the six Transport 2040 goals and to evaluate each initiative's effectiveness. Each identified initiative was evaluated and scored against these four "theme" criteria and six Transport 2040 criteria using performance information from project business cases. This evaluation tool enables objective and evidence -based scoring across the ten criteria. The framework and process is intended to be consistent and transparent for the full range of services investments that TransLink considers on an ongoing basis. Supporting objectives are defined for each of the criteria to which forecasted outcomes are applied. This process is designed to address the Regional Transportation Commissioner's feedback to improve evaluation rigour and alignment with longer term objectives. The following table summarizes the criteria and the specific objectives considered for each criteria. 111 Page Moving Forward: Improving Metro Vancouver's Transportation Network Table 2: Evaluation Criteria and Objectives GOAL OBJECTIVE Transport 2040 Related (50 per cent) GHGs Aggressively Reduced Reduces VKT Improves system operations and efficiency Greater use of low emission fleet technology Greater use of low carbon content fuel Non SOV Mode Share Protect existing transit ridership Promotes shifts to transit, cycling and walking Encourages future shifts to transit, cycling and walking Influences smart transportation choices Complete Communities Encourages complete and transit -oriented communities Expands access to regional transit and cycling networks Promotes regional mobility System Optimization Encourages modal integration Improves the resilience of the transportation system Improves system safety Promotes universal accessibility Economic Growth & Goods Movement Supports efficient access to regional centres and economic gateways Reduces congestion Improves travel time reliability Financially Sustainable Maximizes leveraging opportunities Make efficient use of existing infrastructure Prioritizes cost-effectiveness Prioritizes long-term growth in cost-effectiveness 2011 Supplement Priorities (50 per cent) Significant Lost Opportunity if Not Activated in 2010 Leaves money on the table Dependence with other programs Significantly more expensive to do later Results in loss of passengers from the system Leverages Significant Other Funding Extent of capital contribution Impact on operating Costs Impact on fare revenue Makes Best Use of Existing Fleet & Infrastructure Improves efficiency of existing assets Improves effectiveness in utilizing assets Intensity of Previous Commitment Nature of TransLink's commitment Importance of commitment to stakeholders The Transport 2040 goals were translated into criteria for evaluation of the performance of projects. The criteria related to each of the Transport 2040 goals reflect the means of getting to a desired end - state whereas the objectives and their related metrics reflect the desired end -state. For example, Transport 2040 goal 3 is "the majority of jobs and housing in the region are located along the Frequent _Transit Network" and the criteria is expressed as "complete communities" and goal four is that "travelling in the region is safe, secure, and accessible for everyone" and the criteria is expressed as "system optimization". 121 P age Moving Forward: Improving Metro Vancouver's Transportation Network Initiatives were independently evaluated based on both quantitative and qualitative information. A composite score was derived for each project based on equal (50/50) weighting from the scores calculated for the Supplemental Plan and Transport 2040 criteria. For the supplemental priorities, the criteria "significant lost opportunity if not activated in 2010" received greater weighting than the other three. The minimum threshold for consideration in a Supplemental Plan at this time is a Transport 2040 and composite score of medium (five) or above. Based on the results of the evaluation process, fifteen projects were identified as meeting the thresholds for inclusion in the 2011 Supplemental Plan. 2.3 TRANSPORTATION PROGRAMS, INVESTMENTS & SERVICES Significant improvements are made in Metro Vancouver's transportation network under this plan, representing new investment of $2.4 billion between 2011 and 2020. Detailed financial information on these projects can be found in section 3.0, Financial Strategy as well as the Appendices. The 2011 Supplemental Plan includes fifteen projects presented in the following categories: • Transit o Evergreen Line Program o Station Upgrade Projects o Bus Services • Roads • Cycling Muving Forw.�rd- 1Fnpro;ring Metro VaT1COUVt�r'S i Transpor'ation Net ark Figure 1: Map of Investments under the 2011 Supplemental Plan 131 Page Moving Forward: Improving Metro Vancouver's Transportation Network The investments made under this plan will significantly improve Greater Vancouver's transportation network. TRANSIT TransLink's transit system provides an integrated network of rapid transit and bus services. The 2011 Supplemental Plan includes a number of transit mobility improvements for the region. Table 3 summarizes the service hours by service type to be provided by the 2011 Supplemental Plan and for the 2020 Outlook. The Supplemental Plan will introduce an additional 425,000 annual bus service hours by 2013 and a further 138,000 more rapid transit service hours by 2015, representing increases over the 2011 Base Plan of 6 per cent and 8 per cent respectively. Table 3 shows the schedule of service increases, which start in 2012. As a reference point, the 2011 Base Plan held constant service levels at 2011 levels. Table 3: Total Service Hours by Service Type Actual Budget Forecasts Outlook Service Hours in Thousands 2009 2010 2011 2012 2013 2014 201S 2020 Conventional Bus & Community Shuttle 4,925 4,931 4,927 5,118 5,351 5,351 5,351 5,351 SkyTrain Expo and Millenium Lines 973 1,129 1,129 1,129 1,129 1,129 1,129 1,129 Canada Line 63 174 180 189 189 189 189 189 Evergreen Line 0 0 0 0 0 0 138 138 Rapid Transit Total 1,036 1,303 1,309 1,318 1,318 1,318 1,456 1,456 SeaBus 11 11 11 11 it 11 11 11 West Coast Express 39 42 47 47 47 47 47 47 Total Conventional Transit 6,011 6,287 6,294 6,494 6,727 6,727 6,865 6,865 Custom Transit(HandyDart) 593 598 613 613 613 613 613 613 Total Service Hours 6,604 6,885 6,907 7,107 7,340 7,340 7,478 7,478 Evergreen Line Program Planning for rapid transit connecting Coquitlam to Vancouver via Port Moody and Burnaby began in 2003. In early 2008, the Evergreen Line Business Case confirmed the route and use of rail rapid transit SkyTrain technology. In 2008, the Province of British Columbia established the Evergreen Line project office and preliminary designs are nearing completion. The Province intends to move into procurement of a design -build contractor through summer 2011 and commence detailed design in the third quarter of 2011. Completion of the line is scheduled for December, 2014. The Evergreen Line will provide a fast, frequent and convenient SkyTrain service, connecting Coquitlam City Centre to Lougheed Town Centre in approximately 13 minutes. When complete, the 11 km line will connect to the current SkyTrain network at Lougheed Town Centre Station and will integrate with regional bus and West Coast Express networks. Integration of the rapid transit line will require upgrades across the transportation network. The region's most important transfer hub, Commercial -Broadway Station, will undergo significant expansion to accommodate projected Evergreen Line -related ridership increases as well as local area population -and -ernploymentgrowtFr-The-Commercial-Broadway Station expansion-will--doubterthe-capacity-of-the Expo Line platform and improve the connection between the Millennium Line and Expo Line platforms. Additional upgrades to support the implementation of the Evergreen Line include wayfinding 141 P a ge Moving Forward: Improving Metro Vancouver's Transportation Network improvements, new bus facilities, and enhanced public amenities that integrate the transportation system with the local community. The 2011 Supplemental Plan provides funding to partner with the Province in delivery of the Evergreen Line Program, including the ability to fund a $400 million TransLink contribution to the Province's project to build the rapid transit infrastructure as well funding for operations and integration of the line into the regional transportation network. Ever reen Line Ra id Transit Pro'ect The Evergreen Line rapid transit line will include: • Construction of 11 kilometres of new SkyTrain guideway and supporting systems from Burnaby to Coquitlam via Port Moody, • Five new rapid transit stations and modification of the existing Lougheed Station, • Twenty-eight additional SkyTrain vehicles, • Rail vehicle storage facility, and • Bus integration facilities. Commercial -Broadway Station Phase II Upgrades The Commercial -Broadway Station upgrade project was originally conceived as part of the Commercial - Broadway Transit Village Plan, which was completed in 2006. The station improvements are a component of the successful implementation of the Evergreen Line and will support future increases in the capacity on the rapid transit network (as outlined in the Provincial Transit Plan). The supplemental funding for the Evergreen Line program will address this station upgrade project, which will include: • Construction of a new east outboard platform for the Expo Line and associated vertical circulation to accommodate the projected increase in transfer volumes, • Upgrading the bus waiting areas serving the station complex to include weather protection and passenger amenities, and • Replacement of the lanes adjacent to the north station house with a pedestrian plaza. Evergreen Line Multimodal Integration The Evergreen Line multimodal integration project will include: • Broadway -Commercial station upgrades (as described below, under "Station Upgrades"), • Development of station area plans for Evergreen Line stations in collaboration with municipalities, • Pedestrian, bicycle facilities, transit priority and other urban design improvements within 800 meters of the station to enhance access to the rapid transit line and support urban development are to be identified and cost -shared with municipalities, and • Enhanced information, such as walking maps and trip planning related to each station precinct. Wayfinding improvements across the rapid transit system to inform customers of the new operating pattern and enhance navigation. Station Upgrades The 2011 Supplemental Plan provides funding to support the upgrading of key stations in the region for capacity and accessibility. TransLink will work with municipalities to coordinate efforts by agencies and the private sector to leverage the significant station upgrade investments in this plan in a manner that supports regional and municipal objectives. Station area improvements enhance access to the rapid transit line and support urban development in the area. TransLink will cost share with municipalities on 151 Page Moving Forward: Improving Metro Vancouver's Transportation Network projects that promote integration of pedestrian and bicycle facilities, transit priority and urban design improvements within 800 meters of the station, subject to the development or update of supporting station area plans. Commercial -Broadway Station Phase 11 Upgrades See page 18 of the "Evergreen Line Program" description for more details on this project. Main Street Station Upgrades The need to upgrade Main Street Station was identified as part of the Expo Line Station Review in 2007. The improvement of this station delivers on the commitment to upgrade the station to meet TransLink's accessibility standards, improve the transfer experience for passengers arriving by bus, increase the capacity of the Expo Line (as outlined in the Provincial Transit Plan) and ready the system for the implementation of fare gates. The 2011 Supplemental Plan will provide funding for access, capacity and passenger environment upgrades at Main Street Station. Pre -construction will begin in 2011 for these upgrades, including: • expanded east station entrance for fare gates and ticketing, • escalator and elevator access to the platform at the east entrance, • direct escalator access from the west entrance to the platform, • replacement of existing platform -level fence with glazing to improve passenger environment and improve security, and • improvements within 800m of the station to enhance station access, subject to municipal cost share and development/update of an area plan. Metrotown Station Upgrades The Metrotown Transit Village Plan was adopted in 2007. The improvement of this station delivers on TransLink's commitment to the City of Burnaby to improve the station environment including: • improved accessibility, • improved circulation and capacity to accommodate current and projected passenger volumes, • enhanced overall passenger experience and transfer to buses, and • ready the system for the implementation of fare gates. Under the 2011 Supplemental Plan, construction of upgrades to Metrotown Station will begin in 2012 and will include: • a new station house to serve transfer movements to a new bus exchange, • reconfigured and expanded bus exchange immediately below the station, • down escalators at existing and new station houses, • expanded elevator capacity, • elimination of the grade change between passerelle and east station house mezzanine, • implementation of fare gates, • replacement of metal mesh at platform level with glazing, • construction of a pedestrian plaza around the east station house, • realignment of BC parkway as it passes through station area, and • improvements within 800m of the station to enhance station access, subject to municipal cost —share aria-development/apdate of -an -area p an. 161 Page Moving Forward: Improving Metro Vancouver's Transportation Network Surrey Central Station Upgrades Surrey Central Station upgrades were first conceived in the Surrey Central Transit Village Plan, which was adopted in 2007. The station improvements support implementation of the South of Fraser Area Transit Plan, the Surrey Central Transit Village Plan, and increased capacity of the Expo Line (as outlined in the Provincial Transit Plan) by upgrading the current off-street bus exchange, and an additional north entrance to the Surrey Central SkyTrain station. The 2011 Supplemental Plan will allow funding for access, capacity and passenger environment upgrades at Surrey Central Station starting in 2012, including: • enabling the expansion and reconfiguration of Surrey Central Exchange (conversion to on -street transit couplet road with a new passenger exchange plaza), • providing a new entrance to the Surrey Central SkyTrain Station, and • facilitating expanded bus access at Surrey Central SkyTrain Station and the introduction of B- Line service at this location. New Westminster Station Upgrades New Westminster station improvements were first conceived in 2007 in coordination with the Plaza 88 development in the area. The station improvement project also supports increased capacity of the Expo Line (as outlined in the Provincial Transit Plan). The project leverages a timing opportunity in alignment with new development. These upgrades will: • improve the integration of the station with the surrounding development, including station finishes consistent with the adjacent development, replace station elements, such as escalators that are near the end of their working lives, and update wayfinding to address changes to station access. Under the 2011 Supplemental Plan, funding will be available for upgrades to New Westminster Station starting in 2012. The scope of the project will include: • replacement of four escalators, • replacement and modification of north side elevator to accessibility standards, • replacement of hand rails, • installation of new wayfinding system, • replacement of metal mesh at platform level with glazing, • replacement of floors and other architectural finishes at mezzanine level, • thorough cleaning and re -painting of station. Lonsdale Quay Upgrades Between 2007 and 2009, in consultation with the City of North Vancouver, the Lonsdale Quay upgrade project was designed to improve bus exchange safety for passengers and operators, upgrade the passenger experience, and improve transit vehicle circulation and layover. The Lonsdale Quay improvement project fulfills TransLink's commitment to the City of North Vancouver to improve safety conditions and the station environment. The 2011 Supplemental Plan will allow funding for upgrades to Lonsdale Quay starting in 2013. The project will include: • replacement of the existing canopy above the SeaBus terminal and bus exchange with a transparent canopy and vertical circulation, • improved illumination and integration of lighting with the ceiling system, 171 Page Moving Forward: Improving Metro Vancouver's Transportation Network ® expanded seating options and relocation of site furnishings, • relocated security kiosks to better integrate into the facility, • coordination of facility upgrades with the potential redevelopment of adjacent properties. Station Area Infrastructure and Plans TransLink will pursue a program of infrastructure improvement and planning, in partnership with municipalities, that incorporates the area adjacent to transit stations. The purpose of this program is to create high amenity areas with supporting land use that promotes walkability and transit usage. Two types of funding will be provided on a cost share basis with municipalities: 1. Funding under $500,000 will be provided for minor improvements to station access and amenity in the immediate station area. 2. Funding over $500,000 will be provided for the planning and implementation of more comprehensive land use and station area plans. TransLink will work with municipalities to define the area programs and identify infrastructure priorities and station area plans as warranted by adjacent development, planned station retrofits and municipal/community support. Bus Services By 2013, the 2011 Supplemental Plan makes available 425,000 additional annual service hours to support improvement of bus services in the region. These service hours will address implementation of the previously planned services South of the Fraser, such as the King George Boulevard B-Line Service, Highway 1 Bus Rapid Transit, and White Rock to Langley Local Bus Service. The service hours will also be allocated to meet minimum guidelines, to accommodate population growth, and on Provincial U-Pass BC program routes. Kind George Boulevard B-Line Service The King George Boulevard B-Line service was identified as a key investment of the 2007 South of Fraser Area Transit Plan and was scheduled for implementation in December 2009. The service is identified in the 2008 Provincial Transit Plan as a pre -cursor to potential rapid transit to build ridership in the corridor, similar to the 98 B-Line in the Richmond -Vancouver corridor prior to the Canada Line. Due to funding constraints of the 2010 Funding Stabilization Plan, implementation of this service did not proceed. Under the 2011 Supplemental Plan, TransLink will invest 65,000 annual service hours for the introduction of a new limited stop B-Line service along 104th Avenue and King George Boulevard between Guildford and White Rock Centre via Surrey Central Station, starting in 2012. This B-Line will feature service every 7 to 8 minutes between Guildford Exchange and Newton Exchange and every 15 minutes between Newton Exchange and White Rock Centre. This project includes bus services, implementation of transit priority measures, wayfinding, and customer information. Highway 1 Bus Rapid Transit Project The Highway 1 Bus Rapid Transit Project is identified in the 2007 South of Fraser Area Transit Plan and as part-o"-apidBus-BC-irrthe-Provincial-Transit Plan -as -a -key -transit -corridor -connecting aarrey and LangW to Lougheed Station. 181 Page Moving Forward: Improving Metro Vancouver's Transportation Network The 2011 Supplemental Plan includes 71,000 annual service hours for Bus Rapid Transit (BRT) service commencing in 2013 (in coordination with the Port Mann Bridge project) on the Highway 1 corridor connecting the South of Fraser region with the Evergreen Line in the Northeast Sector. This service will establish a high quality BRT intercity commuter service with highway coaches and peak period frequencies of 10 minutes following dedicated lanes with bus queue jumpers. The project leverages Provincial Transit Plan funding of the infrastructure supporting this service initiative, including high occupancy vehicle lanes on Highway 1, a park and ride facility at 202"d Street, and the new transit exchange at Walnut Grove. _White Rock to Langley Bus Service The White Rock to Langley local bus service was identified as a key investment of the 2007 South of Fraser Area Transit Plan and was scheduled for implementation in December 2009. Due to funding constraints of the 2010 Funding Stabilization Plan, implementation of this service did not proceed. The 2011 Supplemental Plan allows funding for 24,000 annual service hours to support the introduction of local stop service every 30 minutes on 24th Avenue and 200th Street between White Rock Centre and Langley/Willowbrook via Campbell Heights, starting in 2012. This new service optimizes the use of the existing fleet and creates a much -needed connection between two regional nodes. Other Service Improvements The 2011 Supplemental Plan includes service hour envelopes associated with meeting minimum guidelines, U-Pass routes and addressing population and employment growth, as described below. Some of the service improvements that will be addressed by this investment in service hours include: • North Shore - SeaBus to 15 minute frequency all day every day; Marine Drive to Downtown; and Lonsdale Avenue; • South of Fraser - Fraser Highway and 104th Avenue as well as King George Boulevard B-Line and Highway 1 BRT and Langley to White Rock local service (as described above); • Richmond - Improved service on key corridors, such as Cambie Road, and Queensborough and possibly others; • Vancouver — Improved service on key corridors, such as 4th, 41s' and 491h Avenues and possibly others; and • Burnaby and Coquitlam — Improved service on key corridors, such as Willingdon and Pinetree Way and possibly others. Bus Service Hours to Meet Minimum Guidelines TransLink's 2004 Transit Service Design Guidelines identify customer service objectives, such as comfort and reliability. TransLink monitors transit routes and corridors for their performance and makes changes to address Transit Service Design Guideline commitments to service quality. Where service optimization efforts cannot reallocate sufficient resources to achieve minimum Transit Service Guideline levels on high demand services, the Supplemental Plan provides 37,000 additional annual bus service hours in the near term from 2012 to 2013 to reduce overcrowding and address service reliability issues on existing high -demand corridors. Bus Service Hours to Accommodate Population Growth The 2011 Supplemental Plan allows 73,500 additional annual service hours beginning in 2013 to accommodate population growth related increases in demand for bus services, beyond what is achieved in Service Optimization in the 2011 Base Plan and Bus Service Standards initiatives. 191Paae Moving Forward: Improving Metro Vancouver's Transportation Network Bus Service Hours and Infrastructure on U-Pass Routes Beginning January 2011, the new U-Pass BC Program is being offered to all public post -secondary institutions (PSIS) in BC. In Metro Vancouver the U-Pass BC program is a partnership between TransLink and the Province, providing eligible students at participating PSIS with a pre -paid, mandatory transit pass at a reduced rate. Under the U-Pass BC program, all eleven PSIS in the Lower Mainland have the option to participate. The 2011 Supplemental Plan provides 27,000 additional annual service hours starting in 2012 and growing to 80,000 additional annual service hours in 2013 to address U-Pass BC -related demand for bus services. To support these service levels, this project also includes the addition of 11 conventional buses to the fleet per year in the 2012 and 2013. This project will allow the expansion of the U-Pass BC Program to be better supported through increased service levels, such that existing passengers are not displaced by new U-Pass BC holders and revenue ridership continues to grow along U-Pass BC routes. ROADS TransLink delivers a regional transportation system which includes planning, funding, and coordination for more than 2,300 lane -kilometres of regionally -significant roadways, referred to as the Major Road network (MRN). The 2011 Supplemental Pfan leverages funding partnerships to improve the efficiency of roads in our system. North Fraser Perimeter Road Phase 1 (United Boulevard Extension) The North Fraser Perimeter Road Phase I (United Boulevard Extension) has been a regional priority since before 2003 and was included in the 2005 Strategic Transportation Plan as a key Major Capital Project. TransLink received a $65 million commitment for Federal Funding for this project in 2008. The key benefits of the project include: • improved connectivity, efficiency, reliability and safety of the regional trucking network, including upgrading Brunette Avenue to a continuous four -lane cross section from Columbia Street to United Boulevard; • relocation of trucks and regional vehicular traffic from residential areas in New Westminster to industrial areas; and • promotion of cycling by connecting two previously disconnected bikeways with new bikeway segments. The North Fraser Perimeter Road Phase I (United Boulevard Extension) will connect Brunette Avenue with United Boulevard and relieve congestion at the single -lane bridge across the Brunette River and the at -grade rail crossing at Braid and Brunette. This roads investment includes a new bi-directional bridge across the Brunette River and a bridge over the SkyTrain and rail tracks that parallel Brunette Avenue. The project will improve access to the Port Metro Vancouver lands by constructing an intersection and bridge into the property. The United Boulevard Extension cross section will include pedestrian and cycling facilities connections to off-street pathways in the area. Project construction will begin in 2011 and be completed in 2014. The 2011 Supplemental Plan includes TransLink's partnership contribution of $60 million to the project. To date, TransLink and federal commitments total $125 million of the $153 million estimated cost of the North Fraser Perimeter Road Phase I project. Negotiations are underway to include additional agencies as project funders. 201 Page Moving Forward: Improving Metro Vancouver's Transportation Network Further safety and reliability improvements along the Front Street corridor could be completed as part of the Pattullo Bridge replacement program, which is included in TransLink's 2011 Base Plan. Retain Funding of the _Major_Road Network Minor Copital Program As a result of funding constraints, the 2010 Funding Stabilization Plan included a scheduled reduction of the MRN Minor Capital annual funding from $20 million to $10 million beginning in 2011. This reduction would not occur under the 2011 Supplemental Plan. Under the 2011 Supplemental Plan, funding of the MRN Minor Capital Program will remain at $20 million per year. This program improves the multi -modal capacity, safety and connectivity of the MRN through cost sharing partnerships with Metro Vancouver municipalities. Projects that are eligible for the MRN Minor Capital Program funds address: • road capacity to encourage economic growth and efficient goods movement, and congestion reduction to reduce emissions, • intersection improvements to improve the safety of vehicles, bicycles and pedestrians, • the introduction of bicycle lanes to the roadway to encourage cycling, • new pedestrian facilities to encourage more trips by walking, • improvement of transit facilities on the MRN to encourage transit use, and • rehabilitation of structures (such as, bridges and retaining walls) to restore state of good repair. CYCLING The Bike Capital Program supports TransLink's mandate to plan and deliver a multi -modal transportation system and make investments towards increased bicycle mode share. Retain Funding for the Bike Capital Program The 2010 Funding Stabilization Plan included a reduction of the Bike Capital annual funding from $6 million to $3 million scheduled to begin in 2011. This reduction will not occur under the Supplemental Plan. Under the 2011 Supplemental Plan, funding of the Bike Capital Program will remain at $6 million per year. The Bike Capital Program funds TransLink initiatives that improve integration of transit and cycling (such as the Central Valley Greenway and Canada Line Bridge) as well as the Bicycle Infrastructure Capital Cost Sharing (BICCS) program with municipalities. Bike Capital Program funds will be invested in: • new bike route construction and upgrades, • introduction of bicycle traffic signals, • improved bicycle access to bridges, • bicycle parking at transit stations, park -and -ride lots and transit nodes, and • other infrastructure that improves integration of transit and bicycles. 2.4 OUTCOMES The forecast performance of the investments made under the 2011 Supplemental Plan (as described in lion 2-3) ave een eva ua ed-m re a ion o t1-ie Transport '£040 goals and compa�with the performance of the investments made under the 2011 Base Plan. 211 Page Moving Forward: Improving Metro Vancouver's Transportation Network The information evaluated was derived through quantitative methods as possible and supplemented by qualitative analysis. Although this is a three year plan, covering 2011 to 2013, the outcomes are presented to the year 2015 because the investments of this plan are not in service in 2013. Outcomes for the year 2020 are presented for the Outlook period. The commentary identifies the implications of the 2011 Supplemental Plan for the region for the period from 2016 to 2020 if resource levels and trends continue through 2020. Together with the services provided under the current Base Plan, the investments made under the 2011 Supplemental Plan result in progress towards the Transport 2040 goals through the year 2015. The forecast progress is the cumulative result of investments made under this plan as well as continued returns on the major transit system investment made in past five years and the ongoing transit service optimization effort. As this pace of investment is not continued past 2015, these gains will begin to erode during the Outlook period, making the long term goals of Transport 2040 more difficult to accomplish if a strong demand management strategy is not adopted in the intervening years. 2011 To 2015 HORIZON Goal 1: Greenhouse gas emissions (GHG) from transportation are aggressively reduced, in support of federal, provincial and regional targets The 2011 Supplemental Plan demonstrates progress on GHG emission reductions, particularly over the short term. GHGs from transport are reduced through a combination of the amount of vehicle kilometres traveled, vehicle fuel efficiency, operational efficiency of vehicles, and carbon intensity of fuels, as illustrated below. E(€#f3fTIE �i ES I Tran_oo t T-ave feed Figure 2: Contributing Factors to GHG Emissions from Transport =ue er.Km _.....T-aveled... 1(2' Vehicle Fuel r(4) Carbon EffFcien iritenSiiy ❑- Fuel (11Operations Ei-lc-vency i5peed, (1) Reduced Vehicle Kilometres Traveled (VKT1) TransLink influences VKT in the region through initiatives that influence transportation mode shift and support for smart land use. As shown in Figure 3, passenger and total VKT are forecast to grow at a lower rate than population (8.6 per cent) a result of transportation mode shifts to transit. These shifts are accommodated through greater utilization of transit system expansion of the previous five years as well as the new transit investments to be made under the 2011 Supplemental Planz. Commercial 1 For evaluation purposes, this includes all roadway vehicles, as well as TransLink's rail and SeaBus operations. 221Page Moving Forward: Improving Metro Vancouver's Transportation Network purpose VKT is assumed to continue to grow at nearly the rate of economic activity, which explains why total VKT grows faster than passenger VKT. ta�al a�,�lu><vlcr 0 ry own Pas3engc: VrhiUc m -2% � VK IStf Caplia � � C •ate 20i0 �olY 2012 2013 2014 2015 Figure 3: Changes in Population and VKT Relative to 2010 for 2011 Supplemental Plan 2 Greater Use of Low -Emission Fleet Technology Although TransLink has influence over the fuel efficiency of its own fleet, TransLink has limited influence over GHG emission rates of personal vehicles. The composition of TransLink's fleet will not change substantively under this Plan, with the exception of a roughly 1 percentage point increase over the Base Plan in the proportion of the fleet powered by electricity when the Evergreen Line goes into service. The remainder of the transit fleet composition and fuel -efficiency rates will remain relatively constant through 2015. aok 3a 1556 l0}r 2A10 2012 20311 20S6 2018 Ion Auto UeKi r uck Rravy ttucll Figure 4: Assumed Rate of Technological improvement Affecting GHG Emissions Efficiency 231 Page Moving Forward: Improving Metro Vancouver's Transportation Network (3) Im,2roved System Operations and Efficiency Studies have found that improvements to roadway operations can reduce GHG emissions per kilometre traveled. Analysis indicates that both the North Fraser Perimeter Road Phase I (United Boulevard Extension) project as well as restored funding levels for the Major Road Network minor capital program are beneficial for the reduction of GHG emissions in the region. These roads projects are expected to: • reduce excess fuel consumed in congestion; • improve traffic flow and increase the average speed per passenger vehicle; and • reduce incidents of delay per roadway non -transit trip to improve travel times. The North Fraser Perimeter Road project corridor benefits were estimated through 2030 as part of the project development. While total VKT change is projected to be insignificant relative to business as usual, fuel consumption for trips in the corridor is forecast to decrease by 7 per cent due to operational efficiency improvements that result from this investment. U Greater Use of Low Carbon Content Fuel TransLink has influence over the carbon content of fuel consumed by its own fleet only. The BC Low Carbon Fuel Standard mandates that all fuels sold in the province achieve a 10 per cent reduction in lifecycle carbon intensity by 2020. Between 2011 and 2015, the carbon content of fuel used by the transit fleet will not change substantively beyond the increased proportion of the fleet running on electricity that results from the introduction of the Evergreen Line. Cumulative Effect on GHG Emissions When combined, the quantifiable changes in vehicle kilometres traveled, vehicle fuel efficiency, operational efficiency of vehicles, and carbon intensity of fuels results in a forecast decline of roughly 3.5 per cent between 2010 and 2015 of regional GHG emissions from roadway and passenger transportation in the region. This estimated decline is about half a percentage point greater than under the 2011 Base Plan. The forecast decline in GHG emissions is a notable departure from recent trends and arises primarily from forecast improvements in fuel efficiency of the region's vehicles. The investments made under the Supplemental Plan trigger a mode shift from passenger vehicles to transit, cycling and walking and that mode shift results in a greater reduction (as compared to the Base Plan). This forecast does not capture the impact of unforeseen changes in factors such as land use, energy prices and policy on behaviour. The changing fuel efficiency and travel behaviour dynamics combine to shift the proportional distribution of GHG emissions by sector as shown in Figure 5 below. The proportion of regional GHG emissions coming from TransLink's fleet is forecast to increase slightly to 2.5 per cent. GHG emissions from passenger vehicles are forecast to decrease whereas GHG emissions from trucks are forecast to increase for two reasons: • passenger vehicle fuel efficiency improvements are forecast to occur more rapidly than for trucks; • VKT per capita trends for passenger vehicles are forecast to decline, whereas the assumption for commercial VKT is that it will continue to grow at approximately the same rate as economic growth. 241 Page Moving Forward: Improving Metro Vancouver's Transportation Network 6.000,a0D �.caa,aDa Transit i 6,000,000 Heavy (rucks S s,eaa ava u light trucks C aeaa,oaa '• N b Im. Pa:•sengei Vehicles = 3,000,000._ cM" 2,000,000 - 1,00o,00a ' 2010 2015 Passenger Vehicles _Li911L rructcs Heavy Trucks MTr'ansit Figure 5: GHG Emissions Contribution Estimates (tonnes) Goal 2: Most trips are by transit, walking and cycling Investments made under the Supplemental Plan support alternatives to single occupant vehicle trips by: 1. Protecting existing transit ridership, 2. Promoting a shift to transit, cycling and walking, 3. Encouraging future shifts to transit, cycling and walking, and 4. Influencing smart transportation choices. 1) Protectina Existinq Transit Ridershi. Under the Base Plan, transit ridership is expected to grow by almost 18 percent between 2010 and 2015. With the additional investments made under the 2011 Supplemental Plan transit ridership is expected to grow by an additional 8 per cent (an increase of 30 million annual trips) incremental to the Base Plan (an annual growth rate of nearly 5 per cent), ensuring that the majority of the needs of existing transit markets are largely meet through the first three to four years of this plan. By 2015, there will be 90 III more hoardings per year than there are in III V RYUM fi:-Regianai�lleekday sSbare fn}m thfi-2400 Trip Diary 251 Page Moving Forward: Improving Metro Vancouver's Transportation Network (2) Promoting a Shift to Transit, Cycling and Walking Investments funded under the 2011 Supplemental Plan will encourage shifts in transportation mode share in support of regional objectives. As a reference for these forecast impacts, Figure 6 shows the breakdown of regional weekday mode share as captured in the 2008 Trip Diary. The following discussion summarizes the impacts of investments made under the 2011 Supplemental Plan on promoting a shift to transit, cycling and walking. Transit Ridership projections by transit mode are shown in Table 4. The 2011 Supplemental Plan is forecast to increase transit boardings by roughly 8 per cent by 2015 compared to the 2011 Base Plan. Table 4: Ridership Forecasts 2011 Supplemental Plan (including 2011 Base Plan investments) Actual Budget Forecasts outlook (millions) 2009 2010 2011 2012 2013 2014 2015 2020 System Total: Revenue Passenger Trips 189.1 201.7 214.1 233.9 241.3 247.0 256.2 279.7 Individual Passenger Boardings By Mode* Conventional Bus and Community Shuttle 220.4 223.2 233.4 254.6 265.1 271.0 274.2 288.3 SkyTrain and Millenium Lines 73.1 76.6 79.2 82.2 83.5 85.4 87.4 97.9 Canada Line 11.4 28.3 35.2 43.4 44.0 45.3 46.2 51.0 Evergreen Line - - - - - 9.1 17.8 Rapid Transit Total 94.5 104.9 114.4 125.6 127.5 130.7 142.7 166.7 Sea Bus 5.8 5.6 5.7 5.9 5.9 6.0 6.1 6.4 West Coast Express 2.6 2.6 2.9 3.0 3.1 3.2 3.3 3.5 Total Conventional Transit Boardings 313.3 336.3 356.4 389.1 401.6 410.9 426.3 464.9 Custom Transit (HandyDart) 1.3 1.6 1.6 1.6 1.7 1.7 1.7 1.8 System Total: Passenger Boardings 314.6 337.9 358.0 390.7 403.3 412.6 428.0 466.7 *A single passenger revenue trip often includes more than one boarding and may also include combinations of transit modes. While weekday transit mode share has been rising since 1994, the overall per capita trip rate has not changed substantively over this period. Assuming that trip rates remain constant, ridership increases projected in the 2011 Supplemental Plan will translate into increases in transit mode share (Figure 8). Cycling The 2011 Supplemental Plan doubles the level of investment of the 2011 Base Plan for the development of the regional cycling network, beginning in 2012. This lays the foundation for continued investment in cycling infrastructure by leveraging the cost -sharing program with municipalities which increases the cumulative outcomes of the program. Walking Walking trips are difficult to quantify. Research on transit -oriented communities indicates a strong correlation between increased transit trips and walking activities. The 2011 Supplemental Plan supports increased walking trips through improvements in rapid transit stations areas, increased opportunities for _transit and -wall ing-trip combinatioAs-as well -as -bicycle -and pedestrian- nfTastructure impp:o�ents-that- result from the MRN Minor Capital Programs and to a lesser degree the North Fraser Perimeter Road project, which creates improved pedestrian and cycling connections. 261 Page Moving Forward: Improving Metro Vancouver's Transportation Network (3) Encouraging Future Shifts to Transit, Cycling and Walking The 2011 Supplemental Plan facilitates future shifts to non-SOV modes by helping to create the underlying conditions that support the growth of these modes in the middle to longer term. Investments in the Evergreen Line, the King George Boulevard B-Line, and the strategic Expo Line station upgrades and surrounding area improvements will support anticipated transit demand but can also attract development activity that further improves transportation performance. Investments in the cycling program and the MRN Minor Capital help complete the walking and regional cycling networks which are anticipated to deliver increasing benefits in the future. I 18% �— ! Provincial Transit Plan 2=- Target: 17�% — 4i 17% 16% a supplemental Plan `o m Base Plan `m 14% d 0 13% - A v 12% ---- — - — Y m Historic Made Shar 3 11% L--- 10% -- - -- - -- 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020 Figure 7: Transit Mode Share Trends and Forecasts (4) Influencing Smart Transportation Choices Under the 2011 Base Plan, smart transportation choices are influenced through the continued support of TravelSmart initiatives and the application of Transportation Demand Management (TDM) tools. The Supplemental Plan maintains this commitment; however significant expansion of demand management is connected. to new funding models that will be explored as part of the MOU. Goal 3: The majority of jobs and housing in the region are located along the Frequent Transit Network (FTN) By influencing the location of jobs and housing, the Frequent Transit Network (FTN) both supports and is supported by the development of complete communities. The 2011 Supplemental Plan makes key investments that upgrade and expand frequent transit services and the cycling network and improve the pedestrian environment to: 1. Encourage complete and transit -oriented communities, 2. Expand access to regional transit and cycling networks, and 3. Promote regional mobility. 271 Page Moving Forward: Improving Metro Vancouver's Transportation Network (1) Encourage Complete and Transit -Oriented_ Communities The initiatives in the 2011 Supplemental Plan support complete communities by improving the quality and attractiveness of transit, cycling and walking in a number of centres and corridors throughout the region. The role of the FTN to shape and serve this effort continues to be a major focus for TransLink and municipal stakeholders. The investments made under the 2011 Supplemental Plan increase the length of the FTN and improve the quality of service, supporting the densification and intensification of land use along these corridors. Key impacts of investments made under the 2011 Supplemental Plan on the FTN include: • The Evergreen Line will replace the 97 B-Line. This is expected to result in a slight reduction in population within walking distance of the FTN in the short term and increase in density of development within walking distance of the FTN over the longer term. • The Highway 1 Bus Rapid Transit initiative will increase the length of the FTN. • SeaBus service frequencies will be increased in the evenings and on Sundays and support the continued development of the Lonsdale area as a transit -oriented community. • Detailed planning for other bus service initiatives has not been completed and thus, specific impacts on the FTN are unknown at this time. For the region as whole, the impacts of the investments made under the 2011 Supplemental Plan on the percentage of jobs and housing located along the FTN has been analyzed. While the total number of people along the FTN is increasing, the proportion of population and jobs in the region located along the FTN is decreasing due to higher rates of growth outside FTN corridors. Success towards this goal depends on both a strong FTN which is strengthened under this plan, as well as supportive land use patterns. (2) Expand Access to Regional Transit and Cycling Networks Complete communities require efficient regional mobility options that serve the needs of 'residents for access to employment and services. Combined with investments in cycling facilities and upgrades to rapid transit stations and areas, the investments in the Evergreen Line and Highway 1 Bus Rapid Transit project are expected to increase the number of nodes that connect regional transit and cycling routes. The North Fraser Perimeter Road Project will provide a key regional cycling connection. 3 Promote Regional Mobility The North Fraser Perimeter Road project is a strategic effort to improve the regional mobility for people and goods while minimizing the scope of increased personal VKT that accompanies roadway capacity investments. The funding to the MRN Minor Capital program will likely have a positive influence on regional mobility and vehicle traffic operations. Goal 4: Traveling in the region is safe, secure and accessible for everyone Investments made in the 2011 Supplemental Plan and 2011 Base Plan optimize the system by: 1. Encouraging modal integration; 2. Improving the resilience of the transportation system; 3. Improving system safety; and 4. Promoting universal accessibility. Under the 2011 Supplemental Plan, the transportation system will be upgraded and expanded to accommodate more alternative modes of travel, convenient transit transfers and inter -modal transfers 281Page Moving Forward: Improving Metro Vancouver's Transportation Network and improved accessibility for a number of busy rapid transit stations. The resilience of the transportation system is improved with increased supply of alternative modes of travel, more routes of travel, and better routes for goods movement. Road investments are expected to improve safety by reducing the number of collisions and fatalities. Improvements to cycling routes, stations and a 9 per cent increase in transit service hours over the Base Plan will enhance the universal accessibility of the system with improved access, wayfinding, and public information. Goal 5: Economic growth and efficient goods movement are facilitated through management of the transportation network Projects that further this goal are grounded by the following objectives: Support efficient access to regional centres and economic gateways; Reduce congestion; and Improve travel time reliability. While the 2011 Base Plan will deliver limited progress towards this goal, the 2011 Supplemental Plan includes investments in upgrades and transportation system expansion affecting transit services, roads, and cycling infrastructure. The North Fraser Perimeter Road Phase 1 (United Boulevard Extension) will improve goods movement in a key industrial centre for the region by improving reliability and travel times. Investment in the MRN Minor Capital Program also supports regional economic development, goods movement, and travel time reliability. The transit investments included in this plan increase the number of weekday transit trips by approximately 80,000 allowing the region to make more efficient use of its transportation network and facilitate improved mobility for employment and commercial activity. Goal 6: Funding for TransLink is stable, sufficient, appropriate and influences transportation choices TransLink is making investments that are sustainable within TransLink's existing funding structure over the long term. As such, the investments made in this plan strive to meet the following objectives: 1. Maximize leveraging opportunities; 2. Make efficient use of existing infrastructure; 3. Prioritize cost-effectiveness; and 4. Prioritize long-term growth in cost-effectiveness. The investments made under the 2011 Supplemental Plan improve TransLink's utilization of its existing fleet by increasing the average number of service hours per vehicle and more extensively leveraging large fixed infrastructure investments such as SkyTrain Lines and Stations by increasing service capacity. This approach results in increased productivity of existing services and use of partner funds only in support of TransLink's strategic priorities. Section 3.0 of this Plan described how the individual projects meet TransLink's financial objectives. — Cum ulatively,-the-traRsFt investrnents-i-the 2011 SupplemnRtal-Plan are forecast te-be productive -and effective, reflected by fare box recovery rates 5 to 10 per cent higher than the system -wide average. Furthermore, these initiatives will target growing areas and corridors where effectiveness will continue to increase over time. The 2011 Supplemental Plan provides sufficient funding to pay for the capital and 291 Page Moving Forward: Improving Metro Vancouver's Transportation Network operating costs associated with key upgrade and expansion projects, ensuring that TransLink will remain financially sustainable over the horizon to 2020.It is acknowledged that this plan relies on an increase to property taxes which, which be a stable and well established funding source, does not influence transport choices. 2016 To 2020 HORIZON The outcomes of this plan have been analyzed for the period from 2016 to 2020 With the transportation funding and investment provided under this plan, the regional transportation system performs better than the 2011 Base Plan and begins to approach the conditions required this decade to fulfill the Transport 2040 aspirations for a sustainable region. The Outlook for 2016 to 2020 shows some erosion on the progress that TransLink and the region have made by 2015 towards the goals laid out in Transport 2040. This is in part due to decreasing transit service levels per capita (2.65 hours per capita in 2010 declining to 2.62 in 2020) which would occur if additional expansion beyond that contained in the 2011 Supplemental Plan is not made in the intervening years. With the expansion of services included within the Supplemental Plan, transit's share of total trips is expected to rise during the early years of the Plan, hitting a plateau at nearly 16 per cent in 2015 which is below the Provincial Transit Plan's 2020 target of 17 per cent of weekday trips. Under the 2011 Supplemental Plan, total VKT per capita in the region will continue to decrease from 2016 onwards, moving the region toward its long range goals. By increasing investments in rapid transit lines and stations areas, as well as investing in cycling infrastructure and additional service resources to support growing corridors, TransLink will be able to better support land use changes, reduce distances traveled, and reduce demand for personal vehicle travel in support of Metro Vancouver's Regional Growth Strategy. 301 Page Moving Forward: Improving Metro Vancouver's Transportation Network 3. FINANCIAL STRATEGY The financial strategy details the revenues and expenditures planned for 2011 through 2013. The financial strategy also identifies the outlook to the year 2020 for longer -term financial obligations and implications for the investments in services and infrastructure committed as of December 31, 2013. This is shown in the summary tables that follow and in the narrative on key revenues and expenditures. 3.1 FINANCIAL CONTEXT Significant improvements are made in Metro Vancouver's transportation network under this plan, representing new investment of $2.4 billion between 2011 and 2020. Fifty-three per cent of the funding for the investments made in this plan comes from senior government through provincial and federal funding programs for investment in the Evergreen Line Program, station upgrades, North Fraser Perimeter Road, and other transit infrastructure including buses. Fourteen per cent of the funding will come from increase transit fare revenue that results from the ridership generated by these investments. TransLink must confirm how the remaining share will be paid for by the region. Because of efficiency gains the organization has achieved, TransLink is able to move forward on these projects while also allowing time for dialogue on an alternative funding source for this plan. If a new revenue source is not confirmed by 2012, property tax rates will be increased. REVIEW OF ALTERNATIVE FUNDING SOURCES On September 23, 2010 the Mayors' Council and the Province signed an MOU outlining their mutual commitment to building livable cities and acknowledging that efficient, affordable, carbon smart transportation and infrastructures are an integral part of livable cities. Through this MOU the Mayors' Council and the Province will work together to develop a long term, sustainable funding strategy that will address the goals of livable cities, examining both existing and potential new funding sources. The MOU also supports discussions on immediate -term alternative funding that could be substituted for property tax in 2012 to support the investments included in this plan. Given the need for TransLink to identify funding for key investments in the regional transportation system before the end of 2010, only existing revenue sources were evaluated for their potential to support the investments of the Supplemental Plan. TransLink reviewed alternative options for supplemental funding within funding sources currently set out in the SCBCTA Act. Table 5: Alternative Options for Supplemental Funding 321 Page Moving Forward: Improving Metro Vancouver's Transportation Network Vehicle Registration Fee Not currently implemented May have longer term potential. To be evaluated as part of a sustainable funding strategy. Fuel Tax Increased in 2010 to 15 cents/litre Rate at legislative maximum; further increase requires legislation change Parking Sales Tax Increased in 2010 to 21% Rate at legislative maximum; further increase requires legislation change Hydro Levy $1.90/month per account At legislative maximum; grows only as new accounts added Replacement Tax $18M/year At legislative maximum Benefitting Area Tax Not currently implemented May have.longer term potential. To be evaluated as part of a sustainable funding strategy. Property Taxes Last significant increase approved Available source for the 2011 Supplement. in 2004. Grows 3% annually The Province and the Mayors' Council have an opportunity to work together in 2011 to determine whether there is an alternative funding source to property tax for implementation in 2012. In the event that a way forward on an alternative source is not found, property taxes are the only feasible funding source that TransLink can access with sufficient certainty in time for approval in 2010. TransLink is unable to fund the Plan through cost reductions because significant efficiency and cost-cutting measures are already embedded within the 2011 Base Plan. A vehicle registration fee is in TransLink's legislation, but requires legislative/regulatory amendments and in the short-term would pose considerable implementation and enforcement hurdles. The Base Plan already relies upon increases to transit fares that went into effect in April 2010 and further fare increases are already contemplated in 2013, 2016 and 2019. All other existing taxation sources are at the maximum allowed under the SCBCTA Act. APPROPRIATENESS OF PROPERTY TAX AS A FUNDING SOURCE Property tax is an important source of funding at both the local and regional levels. Property tax is one of the major funding sources for TransLink and since 2000 has been the third largest funding source behind transit fares and fuel tax. An increase in TransLink's share of property tax beyond 3 per cent was last approved in 2004. While the proportion of property tax relative to other sources grew in the 2005 to 2009 period as shown in Figure 8, the relative proportion of property tax in TransLink's revenue has recently declined as a result of the 2010 increases in fuel tax and transit fares that were included in the 2010 Funding Stabilization Plan. 331 Page Moving Forward: Improving Metro Vancouver's Transportation Network Breakdown of Revenue Contributions amongst Major Sources 45%-- 40% u iy i 4 r* Y I 'Fee' acement tax) -o Levy 2011 2012 2013 Figure 8: Changes to Major Revenue Sources- Historical and Projection for 2011 Base Plan Under the 2011 Supplemental Plan, if an alternative funding source is not found, property tax rates will be increased beginning in 2012 to generate an additional $75.8 million. The property revenue split for TransLink is in the range of 54 per cent residential, 39 per cent business, and 7 per cent from other property types. For an average residential household this increase will represent an additional $61.65 per year. While municipalities in Metro Vancouver will continue to collect varying levels of property taxes, on average approximately 10 per cent of property taxes paid are directed to TransLink for funding the regional transportation system. SUMMARY OF FUNDING SOURCES The 2011 Supplemental Plan accesses a 10 per cent increase in taxation funding due to the 27 per cent increase in property taxes in 2012 (growing by three per cent annually) relative to the Base Plan. Otherwise, this Supplemental Plan uses funding sources at the rates currently in place per the 2011 Base Plan. Transit fare revenue increases due to the growth in transit services and ridership. Revenue descriptions are based upon the following rate assumptions in 2011 through 2013: • Property tax revenues: increased by $75.8 million in 2012, and continue to grow by 3 per cent annually • Transit fares: no change (12 per cent average increase to fare rates in 2013) • Fuel tax: no change (15 cents/litre) Rep.la.cem-eattax-rpvenues: no -change -(at -the maximum of $3 8 million -) - • Parking sales tax: no change (21 per cent) • Bridge toll rates: no change (2 per cent increase per year) 341Page Moving Forward: Improving Metro Vancouver's Transportation Network ® Others: no change (including advertising and real estate) The summary Statement of Revenue and Operations included in this section show that total revenues and expenditures forecasts for 2011 to 2013 (Table 6). Appendices 1 to 3 provide the full set of financial statements that support the 2011 Supplemental Plan and Outlook. In the 2011 Base Plan, total annual revenues are projected at $1.45 billion by 2013. Under this Supplemental Plan, total annual revenues will rise to $1.64 billion by 2013. In addition to increased taxation and transit fare revenues, this figure also includes increased senior government capital funding contributions. 351page, Moving Forward: Improving Metro Vancouver's Transportation Network Table 6: Statement of Revenue and Operations Summary (millions) Actual Budget $ millions 2009 2010 Transit Revenues $ 366.7 $ 423.0 Tall Revenues $ 11.3 $ 29.0 User Fees $ 378.0 $ 452.0 Motor Fuel Tax Property Tax Parking Sales Tax Other Taxes Taxation Revenues Senior Government Contributions Interest Income Total Revenues Transit Operations Roads, Bridges and Bicycles TransLink Corporate and Police Operating Expenditures $ 259.8 $ 319.5 $ 264.1 $ 271.1 $ 15.6 $ 46.3 $ 36.2 $ 36.4 $ 575.7 $ 673.3 $ 178.5 $ 170.1 $ 22.2 $ 22.6 $ 1,154.4 $ 1,318.0 Forecasts 2011 2012 2013 2014 2015 S 437.3 $ 473.1 $ 542.5 $ 556.3 $ 577.4 $ 34.4 $ 40.8 $ 48.2 $ 54.5 $ 60.1 S 471.7 $ 513.9 It 590.7 $ 610.8 $ 637.5 $ 324.3 $ 326.4 $ 333.2 $ 338.0 $ 346.7 $ 279.2 $ 363.4 $ 374.3 $ 385.5 $ 397.1 5 47.2 $ 48.1 $ 49.1 $ 50.1 $ 51.1 $ 36.7 $ 37.0 $ 37.4 $ 37.7 $ 38.0 $ 687.4 $ 774.9 $ 794.0 $ 811.3 $ 832.9 $ 105.9 $ 220.2 $ 218.7 $ 126.8 $ 84.3 S 24.1 $ 29.2 $ 35.4 $ 42.4 $ 45.0 $ 1,289.1 $ 1,538.2 $ 1,638.8 $ 1,591.3 - $ 1,599.7 Outlook 2020 $ 709.5 $ 87.1 $ 796.6 $ 371.9 $ 460.3 $ 56.4 $ 39.6 $ 928.2 $ 38.9 $ 68.2 $ 1,831.9 $ 722.6 $ 820.2 $ 852.7 $ 884.3 $ 922.1 $ 943.1 $ 977.4 $ 1,059.8 $ 160.3 $ 111.3 $ 138.3 $ 148.1 $ 131.6 $ 121.8 $ 79.0 $ 62.6 $ 75.4 $ 73.3 $ 76.0 $ 77.1 $ 79.1 $ 82.1 $ 94.0 $ 106.6 9s8.3 s 1 OO4.8 $ 1,067.0 $ 1,1095 $ i 132.8 S 1 147.0 $ SSOA $ 1,229.0 Surplus Before Interest and Depreciation $ 196.1 $ 313.2 $ 222.1 $ 428.7 $ 506.0 $ 444.3 $ 449.3 $ 602.9 Interest Expense $ 112.9 $ 177.3 $ 175.0 $ 185.9 $ 205.7 $ 239.9 $ 262.9 $ 244.3 Depreciation Expense S 1204 S 2143 $ 172.9 $ 183.5 S 206A $ 233.6 S 248.8 5 246.5 Surplus/(Deficit) before Other items $ (36.8) $ (78.9) $ (124.9) $ 59.3 $ 93.9 $ (29.2) $ (62.4) $ 112.1 Provision for Contingency Fund Adjustment $ - $ (10.0) $ - $ - $ - $ $ $ Proceeds From Sale of Assets & Other Items $ (8.2) S $ 15.0 $ 35.0 $ 150.0 S $ $ - Surplus/(Deficit) before Funding Adjustments $ (45.0) $ (88.9) $ (109.9) $ 94.3 $ 243.9 $ (29.2) $ (62.4) $ 112.1 Funding Adjustments $ (22.4) $ 9.8 $ 33.9 $ (90.1) $ (103.9) $ (16.3) $ (17.1) $ (6.0) Funded Surplus/(Deficit) $ (67.4) $ (79.1) $ (76.0) $ 4.2 $ 140.0 $ (45.5) $ (79.5) $ 106.1 Opening Cumulative Funded Surplus $ 370.2 $ 312.1 - $ 263.3 $ 187.3 - $ 191.5 $ 331.5 $ 286.0 - $ 318.2 Adjustment for actual 2009 year end deficit $ 9.3 Adjustment for 2010 forecast deficit (from 2009 actual of $312.1 million) $ 30.3 Cumulative Funded Surplus $ 312.1 $ 263.3 S 187.3 $ 1915 S 331.5 $ 286.0 $ 206.5 $ 424.3 Notes:.. . The Siat4mEnt .of OperntiorLc does not include the results ajAircare and TPCC The 2009 cumulative 5urpfus was forecast in August of 2009 The 2010 budgeted cumulative surplus was based on the 2009 year end cumulotive surplus furecast in August of 2009 The 2011-2013 famcost reflects the currenr20i0 year end cumulorlve surplus forecast The Senior Government Contributions are linked to project tinting jar forecasting purposes hence the 2011 amount is lower rhari fhe funding ollacatioris. 361Page Moving Forward: Improving Metro Vancouver's Transportation Network 3.2 REVENUE PROJECTIONS USER FEES Transit Revenues Transit revenues are made up of transit fares and system advertising revenues. Under the 2011 Base Plan, transit revenues are budgeted at $423 million in 2010 and grow to $518 million in 2013 due to increases in both ridership and fare prices. Under this Supplemental Plan, transit revenues grow to $543 million in 2013 due to ridership growth. In 2015, the additional ridership generated by the Evergreen Line will grow annual transit revenues to $577 million. Table 7. Transit Fare Revenue Projections (millions) Factor Actual Budget Forecasts Outlook 2010-2015 Average Annual 2009 2010 2011 2012 2013 2014 2015 2020 Compound Transit Fare Revenue $ 356.4 $ 412.4 $ 425.7 $ 460.8 $ 529.6 $ 542.2 $ 562.7 $ 692.4 6.4% Property Rentals, Advertising, Other $ 10.3 $ 10.6 $ 11.6 $ 12.2 $ 12.9 $ 14.0 $ 14.7 $ 17.1 6.8% Total: Transit Revenues $ 366.7 $ 423.0 $ 437.3 $ 473.0 $ 542.5 $ 556.2 $ 577.4 $ 709.5 6.41/. Ridership Trends The incremental increases in ridership under this Supplemental Plan begin in 2012 as a result of the introduction of additional bus service hours commencing in 2012 and the beginning of Evergreen Line revenue service in 2015. The combined effect of these service increases is that the substantial growth in ridership experienced during the past five years can be sustained through 2015. Under the Base Plan, system -wide ridership is estimated to grow by 6 per cent annually in 2011 and 2012 and then plateau in the range of 1 to 2 per cent starting in 2013. This plateau results from static service levels and diminishing impacts from the service optimization conducted in 2011 and 2012. In 371 Page Moving Forward: Improving Metro Vancouver's Transportation Network contrast, under this Supplemental Plan, ridership is forecast to grow an additional 1 to 2 per cent per year beyond the Base Plan forecasts resulting in over 30 million additional forecast boardings in 2015. The upgrade and expansion package of bus services contained in this plan is sufficient to serve both existing demand and attract new demographics with projects such as the Evergreen Line, Highway 1 Bus Rapid Transit and King George Boulevard B-Line. The planned roll -out of these services results in forecasts for high growth rates 2011 and 2012, followed by lower but steady growth in the 2.5 to 4 per cent range for the 2013 to 2015 period. Evergreen Line Related Ridership The introduction of Evergreen Line as an integrated SkyTrain service with the current Millennium Line is forecast to dramatically increase ridership both along the corridor and within the Northeast Sector communities. The ridership forecasts are based upon the 2009 Environmental Assessment which modelled a number of alternatives including an alternative almost identical in scope, stations and travel time to the preferred alternative that is under design. The forecasts assume that roughly half of the boardings will be diverted from existing bus transit trips such as the 97 B-Line: The successful implementation of the Evergreen Line will also require the reallocation of service hours freed up by the Evergreen Line's introduction to bus services feeding the line to accommodate increased demand levels. The ridership forecasts assume reallocated services are initially less productive than what they replace. 20,000 c 18,000 c0 16,000 14,000 - c 12,000 M c10,000 ---- CO 8,000 3 a 6,000 4,000 -- - --- - - - _ c 2,000 - - - LL 2015 2016 2017 2018 2019 2020 Figure 10: Evergreen Line Ridership Estimates Additional Ridership form Bus Service Improvements The initiatives contained in this Supplemental Plan focus on areas where demand is anticipated to be strong in the short to mid-term. This program builds upon the initiative to optimize bus services that is detailed in the Base Plan and calls for a strategic launch of additional projects to ensure that the broader goal of increasing the productivity of the system is not threatened. The cumulative effects of the program of bus service improvements are shown in Table 8. 381Page Moving Forward: Improving Metro Vancouver's Transportation Network Table 8: Summary of Incremental Bus Service Productivity Relative to 2011 Base Plan 2011 2012 2013 Incremental Conventional Bus Hours 0 216;000 425,000 Incremental Conventional Bus Ridership 0 12,303,000 21,414,000 Average Boardings per Hour 0 57.0 50.4 *Bus service hours do not go into service until January 2012 Toll Revenues Toll revenues are unchanged from the Base Plan. Table 9: Golden Ears Bridge Toll Revenue Projections (millions) Actual Budget Forecasts Outlook 2010-2015 Average Annual 2009 2010 2011 2012 2013 2014 2015 2020 Compound 5 11.3 $ 29.0 $ 34.4 $ 40.8 $ 48.2 $ 54.5 $ 60.1 $ 87.1 15.7% TAXATION SOURCES Motor Fuel Tax Revenues Motor Fuel Tax revenue forecasts are unchanged from the Base Plan. Table 10: Motor Fuel Tax Revenue Projections (millions) Actual Budget Forecasts Outlook 2010-2015 Average Annual 2009 2010 2011 2012 2013 2014 2015 2020 Compound 5 259.8 $ 319.5 $ 324.3 $ 326.4 $ 333.2 $ 338.0 $ 346.7 $ 371.9 1.6% Due to the increased ridership and diversion of personal vehicle trips, especially in the Outlook period of this Plan, it is feasible that fuel tax revenues could decline slightly. Further work will be conducted for the 2012 Base Plan to identify the likelihood and extent of any decline. Property Tax Under the 2011 Supplemental Plan, property tax revenues increase by 26 per cent compared to the Base Plan starting in 2012 and will continue to grow by 3 per cent per year thereafter as permitted by the SCBCTA Act. The projected additional revenue from this Supplemental Plan from property tax will be $75.8 million in 2012. 39 1 rage Moving Forward: Improving Metro Vancouver's Transportation Network Table 11: Property Tax Projections (millions) Actual Budget 2009 2010 Forecasts 2011 2012 2013 2014 2015 Outlook 2010-2015 Average Annual 2020 Compound 5 264.1 S 271.1 $ 279.2 $ 363.4 5 374.3 5 385.5 $ 397.1 5 460.3 7.9% Rates are set annually to generate targeted revenue. Property tax increases are assumed to be applied to all classes at the same relative proportions as under the Base Plan. Parking Sales Tax Revenue Parking sales tax revenue forecasts are unchanged from the Base Plan. Table 12: Parking Sales Tax Revenue Forecasts (millions) Actual Budget Forecasts 2009 2010 2011 2012 2013 2014 2015 $ 15.6 $ 46.3 $ 47.2 $ 48.1 $ 49.1 $ 50.1 $ 51.1 Outlook 2010-2015 Average Annual 2020 Compound $ 56.4 2.0% Other Taxes - Replacement Tax, Hydro Levy Under the 2011 Base Plan, the Replacement Tax forecast remains at its legislated maximum of $18 million per year for the Base Plan and Outlook period. The Hydro Levy is presently at a rate of $1.90 per month with no increases other than general population growth, assumed at roughly 1.6 per cent per annum. These figures are unchanged under the Supplemental Plan. Senior Government Contributions (Capital and Operating Contributions) The Federal and Provincial Governments contribute to TransLink's capital projects through sources such as the Provincial Transit Plan, Building Canada Fund and the Strategic Priorities (Federal Gas Tax) Fund. The Federal Gas Tax Fund focuses on transit investments that reduce GHG emissions and other contaminants to the air and water. Senior Government funding is applied to projects meeting the funding program's criteria up to the allowable limit. These funds are restricted in nature and most cannot be used for TransLink's day-to-day business operations. The Capital Summary, Table 24, provided later in this section provides more details on the specific contribution levels from the Federal and Provincial Governments. Table 13: Senior Government Contribution Forecasts for Capital and Operations (millions) Factor Actual Budget Forecasts Outlook 2010-2015 Average Annual 2009 2010 2011 2012 2013 2014 2015 2020 Compound Capital $ 171.0 $ 151.2 $ 87.6 $ 201.9 $ 200.4 $ 108.5 $ 66.0 $ 19.8 -15-3% Operations $ 7.5 $ 18.9 $ 18.3 $ 18.3 $ 18.3 $ 18.3 $ 18.3 $ 19.1 -0.6% Total Contributions $ 178.5 $ 170.1 $ 105.9 $ 220.2 $ 218.7 $ 126.8 $ 84.3 $ 38.9 -13.1% The increases in contributions in this Supplemental Plan compared to the Base Plan are due Federal funding support for the North Fraser Perimeter Road and Federal Gas Tax Fund allocations for the required fleet purchases to implement the identified service initiatives. Provincial Transit Plan funding 401 Page Moving Forward: Improving Metro Vancouver's Transportation Network supports both the Highway 1 Bus Rapid Transit and the majority of the rapid transit station upgrades. Building Canada Fund resources are also required for the rapid transit station upgrades. As the Evergreen Line capital project is a provincial capital project and TransLink is a funding partner, the federal and provincial funding contributions are not captured in TransLink's financial strategy. Interest Income Interest income is interest earned on sinking funds, capital contributions, debt reserve funds and cash balances. Interest earned is restricted and cannot be used to fund operations with the exception of interest from cash balances. Interest Income in this Supplemental is impacted due to changes in TransLink debt services and cash balances resulting in minor fluctuations from the levels forecast in the Base Plan. Under the Base Plan, in 2013 TransLink's interest income is $33.3 million compared to $35.4 million under the Supplemental Plan. For the 2020 Outlook, TransLink's interest income projection under the Base Plan is $58.7 million and under the Supplemental Plan is $68.2 million. Table 14: Interest Income Projections (millions) Actual Budget Forecasts Outlook 2010-2015 Average Annual 2009 2010 2011 2012 2013 2014 2015 2020 Compound $ 22.2 $ 22.6 $ 24.1 $ 29.2 $ 35.4 $ 42.4 $ 45.0 $ 68.2 14.8% Growth reflects the accumulation of further contributions to the sinking fund. The funds accumulated in this sinking fund go towards funding maturing debt issues which happens in the later part of the Outlook period. 3.3 EXPENDITURES Transit Operations Expenditures Under the 2011 Base Plan, transit operating expenditures are budgeted at $820 million in 2010 and increase to $875 million by 2013. Under this Supplemental Plan transit operation increase to $922 million in 2013 and $977 million in 2015 due to bus service increases through 2013 and Evergreen Line operations in 2014 onwards. By 2020, under the Base Plan, transit operation expenditures reach $991 million and under the Supplemental Plan, transit operation expenditures reach $1.06 billion. Table 15: Transit Operations Expenditure Forecasts (millions) Factor Actual Budget Forecasts Outlook 2010-2015 Average Annual - - - 2009 2010 2011 2012 2013 2014 2015 2020 Compound Bus $ 567.7 $ 606.6 $ 617.8 $ 639.1 $ 671.7 $ 680.5 $ 694.2 $ 767.3 2.7% SkyTrain and West Coast Express $ 101.7 $ 110.5 $ 115.1 $ 116.2 $ 118.2 $ 119.6 $ 122.9 $ 135.8 2.1% Canada Line' $ 22.6 5 64.8 $ 77.3 $ 85.0 $ 86.4 $ 88.1 $ 90.4 $ 102.4 6.9% Evergreen Line $ $ - $ 0.5 $ 0.5 $ 0.4 $ 7.9 $ 21.0 $ 14.3 Taxes, Rentals, Fare Media $ 30.6 $ 38.3 $ 42.0 $ 43.5 $ 45.4 $ 47.0 $ 48.9 $ 40.0 5.0% Total Operations $ 722.6 $ 820.2 $ 852.7 $ 884.3 $ 922.1 $ 943.1 $ 977.4 $ 1,059.8 3.6% Note: The Canada Line expenditures include principal, interest and operations payments, including service increases in 2012, which elevate the average annual growth rate metric. The initiatives contained in this Supplemental Plan increase total operating expenditures in 2015 by 8 per cent compared to the Base Plan; however, per unit costs for transit services (except Canada Line) 411 PD.g Moving Forward: Improving Metro Vancouver's Transportation Network will rise at a rate below or at inflation forecasts. Improvements in operational efficiency and effectiveness will continue to be a priority. Resources are being realigned, as necessary, to enable TransLink and its subsidiaries to execute TransLink's mandate more effectively. Key performance dashboard indicators will continue to be used and expanded to monitor performance, identify improvement opportunities and allow for benchmarking internally and externally. Roads, Bridges and Bicycle Expenditures Under the 2011 Base Plan, total expenditures on roads, bridges and cycling are $111 million in 2010 and are forecast to drop to $76 million in 2013. This drop is a result of the elimination of the MRN Major Road Capital program in 2010 and the reductions in MRN Minor Road Capital and Bicycle capital programs in 2011. Under this Supplemental Plan, the Base Plan reductions to the MRN Minor Capital and Bicycle programs resulting in incremental costs of approximately $13 million annually are reversed. Operations and Maintenance Under the 2011 Base Plan, total expenditures on operations and maintenance for roads and bridges are $48 million in 2010 and are forecast to increase slightly to $50 million by 2013. There are no changes under this Supplemental Plan. Capital Under the 2011 Base Plan, total capital expenditures on roads, bridges and cycling are $63 million in 2010 and are forecast to drop to $26 million by 2013. Under this Supplemental Plan, capital expenditures are $82 million by 2013 and $26 million by 2015. One of the factors that contributes to the overall drop in TransLink's capital expenditures from 2013 to 2015 is the completion of both the NFPR project and TransLink's funding reimbursement to municipalities for MRN major capital projects committed prior to 2010. TransLink continues its commitments to maximizing the effectiveness of the multi -modal road network through the MRN Minor Road Capital and Bike Capital Programs, funded annually at $20 million and $6 million respectively. The Supplemental Plan restores the funding to the 2010 levels in 2012 by eliminating the 50 per cent cut contained in the Base Plan. TransLink makes payments to municipalities to assist in funding major and minor MRN projects. Actual spending is hard to predict, as it is dependent on when the respective municipalities contract for the work and when municipalities invoice TransLink for the pre -agreed share. As these expenditures are financed by debt, it is reversed as a funding adjustment, in order to determine the overall funded surplus or deficit. Table 16: Major Road Network, Bridges and Cycling Expenditures (millions) Factor Actual Budget Forecasts Outlook 2010-2015 Average Annual 2009 2010 2011 2012 2013 2014 2015 2020 Compound Major Road Network $ 31.3 $ 34.7 $ 35.0 $ 36.1 $ 37.3 $ 38.4 $ 39.6 $ 46.0 2.7% Golden Ears Bridge $ 6.1 $ 13.4 $ 11.6 $ 11.6 $ 12.2 $ 12.7 $ 13.4 $ 16.6 0.0% Albion Ferry $ 6.2 $ 0.2 $ . $ - $ - $ - $ - $ - Total Operations & Maintenance $ 43.6 $ 48.3 $ 46.6 $ 47.7 $ 49.5 $ 51.1 $ 53.0 $ 62.6 1.9% Capital funding to Municipalities $ 116.7 $ 63.0 $ 91.7 $ 100.4 $ 82.1 $ 70.7 $ 26.0 $ - -16.2% Total Roa s, fridges and Bicycles $ 1603 I11.3 138.3 $ 14B.1 $ 131.6 $ I21.8 $ 79A $ 62.6 -6.6% 421Page Moving Forward: Improving Metro Vancouver's Transportation Network TransLink Corporate and Transit Police Expenditures Under the 2011 Base Plan, combined expenditures for TransLink Corporate and Transit Police total $73 million in 2010 and are forecasted to be $78 million in 2013. Under this Supplemental Plan, expenditures climb by $0.7 million in 2013 as a result of the increased policing costs associated with additional services. Table 17. TransLink Corporate and Transit Police Expenditures (millions) Factor Actual Budget Forecast& outlook 2010-2015 Average Annual 2009 2010 2011 2012 2013 2014 2015 2020 Compound TransLink Corporate $ 45.4 $ 43.4 $ 43.2 $ 43.3 $ 43.4 $ 43.5 $ 44.1 $ 47.9 0.3% Smart cards and Gating and Studies 5 3.2 $ 1.5 $ 3.3 $ 3.4 $ 4.0 $ 5.5 $ 15.1 $ 18.2 58.791 Subtotal $ 48.6 $ 44.9 $ 46.5 $ 46.7 $ 47.4 $ 49.0 $ 59.2 $ 66.1 5.7% Transit Police $ 26.8 $ 28.4 $ 29.5 $ 30.4 $ 31.7 $ 33.1 $ 34.8 $ 40.5 4.1% Total Translink Corporate & Police $ 75.4 $ 73.3 $ 76.0 $ 77.1 $ 79.1 $ 82.1 $ 94.0 $ 106.6 5.1% Efficiency gains will reduce the TransLink corporate non -labour cost structure by 0.5 per cent in both 2012 and 2013. The special projects budget of $2 million will be reduced by 67 per cent in 2013. These targeted savings will be achieved through an ongoing focus on efficiency and effectiveness. The organizational review that is nearing completion will realign resources as necessary to enable TransLink to more effectively execute its mandate. Smart cards and faregating are currently in the design and procurement phase. The increasing costs in 2015 and 2020 reflect the transition to implementation. Debt Service Interest Expense Under the 2011 Base Plan, interest expense expenditures are budgeted at $177 million in 2010 and will increase to $195 million in 2013. With this Supplemental Plan interest expense increases to $206 million in 2013 and $263 million in 2015 primarily, due to the impacts associated with the Evergreen Line and North Fraser Perimeter Road projects. Table 18: Debt Interest Expense (millions) Actual Budget Forecasts Outlook 2010-2015 Average Annual 2009 2010 2011 2012 2013 2014 2015 2020 Compound $ 112.9 $ 177.3 $ 175.0 $ 185.9 $ 205.7 $ 239.9 5 262.9 $ 244.3 8.2% Depreciation Expense Under the Base Plan, depreciation expense expenditures are budgeted at $215 million in 2010 and are forecast to decline in 2011 before rising to $200 million in 2013. With this Supplemental Plan, as a result of the capital program, expenses are forecast to be $206.4 million in 2013, growing to $248.8 million in 2015. 431 Page Moving Forward: Improving Metro Vancouver's Transportation Network Table 19: Depreciation Expense Forecasts (millions) Actual Budget Forecasts Outlook 2010-2015 Average Annual 2009 2010 2011 2012 2013 2014 2015 2020 Compound $ 120.0 $ 214.8 $ 172.0 $ 183.5 $ 206.4 $ 233.6 $ 248.8 $ 246.5 3.0% Other Items TransLink's strategic real estate needs are constantly being evaluated and some current surplus properties will be disposed of to align with resourcing requirements. The proceeds from the sale of these surplus properties are estimated at $200 million during the 2011 to 2013 Plan period. The 2010 budget identified annual corporate cost containment savings of $30 million. To mitigate the risk associated with realizing these savings, a $10 million contingency fund was budgeted for emergency items. This strategy is unchanged under the Supplemental Plan. Table 20: Other Items (millions) Factor Actual Budget Forecasts Outlook 2009 Z0I0 2011 2012 2013 2014 2015 2020 Provision for Contingency Fund Adjustment $ $ (10.0) $ - $ - $ - $ - $ - $ Proceeds From Sale of Assets & Other Items $ (8.2) $ $ 15.0 $ 35.0 $ 150.0 $ - $ - $ Funding Adjustments TransLink is required by the SCBCTA Act to generate sufficient funds to pay for its expenditures and cannot budget for a funding deficit. Accumulated funding may be used to balance the budget. The difference between accumulated surplus and deficits (using GAAP —generally accepted accounting principles) and the fund balance are accounted for by funding adjustments. A combined negative funding adjustment means further funding is required, while a combined positive funding adjustment means less funding is required. Funding adjustments include: • subtracting depreciation , non cash expenditures, restricted capital contributions and capital payments to municipalities for MRN, and • adding payments to sinking funds and P3 partnerships for debt repayment. Table 21: Funding Adjustments (millions) Actual Budget Forecasts Outlook 2009 2010 2011 2012 2013 2014 2015 2020 $ .(22.4) $ 9.8 $ 33.9 $ (90.1) $ (103.9) $ (16.3) $ (17.1) $ (6.0) 3.4 BALANCE SHEET AND CASH FLOW STATEMENT Balance Sheet The balance sheet (Consolidated Statement of Financial Position) is included as Appendix 1. Under the Base Plan, total assets will increase by $528 million between 2010 and 2013, bringing the net total assets to $5-.9bllilon by the end oT-20T3---Un ems- r the Supplemental Plan, total assets increase by an additional $719 by the end of 2013 to a net total of $6.6 billion. 44 1 P a . Moving Forward: Improving Metro Vancouver's Transportation Network Under the Base Plan, between 2010 and 2013, total liabilities will increase by $423 million. Most of the funding comes from long-term (direct) debt which increases by $382 million. With this Supplemental Plan, total liabilities increase by an additional $597 between 2010 and 2013 with long-term (direct) debt increasing by an additional $586 million by 2013. In the Base Plan, over the Outlook period (2013 to 2020), total liabilities will decrease by $498 million despite total assets decreasing by $142 million. Under the Supplemental Plan, total liabilities decrease by $400 million during the same period while total assets decrease by $63 million. Many of the projects included in the 2011 Supplemental Plan represent a significant investment in capital and would require an increase to TransLink's current borrowing limit. TransLink would require an increase to the debt cap limit. The maximum gross debt would total $3.36 billion. This would require an increase in the maximum debt cap from the current $2.8 billion to a minimum of $3.8 billion. Approval by the Mayors' Council of this Supplemental Plan after consultation with the Metro Vancouver Board of Directors is therefore required. With the additional revenues proposed, these investments would be financially sustainable for TransLink over the longer term. $3,500 $3,000 - $2,500 $2,000 - $1,500 $1,000 —1v---Closing Gross Direct Borrowing ` Closing Net Direct Borrowing �R=Established Borrowing Limit $500 $0 2010 Z011 2012 2013 2014 2015 2016 2017 2018 2019 2020 Figure 11: Borrowing Levels for 2011 Supplemental Plan and Outlook Cash Flow Statement The cash flow statement (Consolidated Statement of Cash Flows) can be found in Appendix 3. The 2011 Base Plan relies on short-term borrowing to fund cash shortfalls, with the exception of 2013, where the ending cash balance is forecast at $58 million. Under this Supplemental Plan, TransLink's cash position improves with zero balances in 2011 and 2012 and an ending cash balance of $150 million at the end of 2013. TransLink actively manages its cash situation and will access its short-term borrowing facility. Under this Supplemental Plan total capital expenditures between 2011 and 2013 are $491 million more than in the Base Plan. 451Page Moving Forward: Improving Metro Vancouver's Transportation Network In the Base Plan, cash from operations is $434 million in cash surplus in 2013 with a cash surplus from operations of $376 million in 2020. Under this Supplemental Plan, cash surplus increases to $507 million in 2013 and $421 million in 2020. 3.5 OUTLOOK FOR 2014 THROUGH 2O20 The previous sections noted the 2020 projections for each category of revenue and expenditure. These estimates are based upon an extrapolation of the 2014 trends and assumptions, and also include the impacts of scheduled fleet replacement, infrastructure maintenance and debt obligations. The Financial Outlook is intended to ensure that, given these assumptions, the short-term investments and commitments are reasonable and financially sustainable in the longer term. Under this context, the 2011 Supplemental Plan is reasonable as represented in the financial summary, including cumulative surplus levels, shown in Figure 12. The cumulative surplus is essential in mitigating risks associated with financial uncertainties; for example a 10 cent/ litre increase in fuel prices above forecasts would result in increased costs on the order of $30 million per year. 3 Year plan $1,600 a $1,400 N d $1,200 C N 0 W $1,000 A $800 j c 1N $600 $0 1-- I010 2011 2012 2013 2014 2015 2016 Figure 12: Cumulative Surplus Level Forecasts for 2011 through 2020 2017 2018 Z019 461 Page Moving Forward: Improving Metro Vancouver's Transportation Network 3.6 ASSUMPTIONS AND RISKS The economic assumptions are unchanged from the Base Plan. The dollar impacts associated with sensitivity to rate changes do change as a result of increased total expenditures. The assumed rates and sensitivity levels are shown in Table 22 below. able 22: Key Assumptions for 2011 Supplemental Three ;year Plan with Outlook Key Assumptions 2011-2020 Ten Year MAINTENANCE AND UPGRADE PROGRAM Factor 2011 Assumption %Change/Rate per Year 2012 2013 2014.2020 Impact $ million / yr Real GDP growth 2.7% 2.7% 2.0% 2.0% Goods and Services Inflation 2.0% 2.0% 2.0% 2.0% + / - 3.1 Construction (excluding road construction) Inflation 3.0% 3.0% 3.0% 3.0% + / - 4.5 Road Construction Inflation 4.0% 4.0% 4.0% 4.0% + / - 2.8 Hydro Cost 12.0% 5.0% 2.0% 2.0% + / - 0.1 Gasoline Cost (per litre) $1.19 $1.25 $1.35 $1.40 to $1.53 Diesel Cost (per Litre) $1.14 $1.20 $1.31 $1.36 to $1.48 * + / - 3.2 Interest Rates - Short Term 3.00% 4.00% 4.70% 4.70% + / - 0.1 - Long Tenn 5.3% 5.6% 6.2% 6.8% + / - 14.0 Regional Fuel Consumption Gasoline (million litres) 1,836 1,847 1,889 1916 to 2123 + / - 3.5 - Diesel (million litres) 326 329 332 337 to 356 + / - 0.6 * The pretax cost per litre is projected to grow with general inflation of 2% starting 2015. ** 2013-2014 0%, then 2%/year Bus Ridership 214 234 241 247 to 269 + / - 6.6 Other Major Assumptions Driven by TransLink: • Operation, maintenance and rehabilitation funding for roads is maintained at the 2010 rate, and a 2 per cent allowance for inflation is provided. • Continuation of senior government funding is assumed in this Plan. TransLink will continue to utilize all available funding where applicable. Identification of Risk Factors and Potential Risk Management Measures The risk factors and related management measures are unchanged from the Base Plan with the following exceptions - Fuel Tax Revenue -As previously noted, the increases in ridership that result from service expansion will divert trips from personal vehicles lowering the demand for fuel. The majority of these effects would be 471 Page Moving Forward: Improving Metro Vancouver's Transportation Network felt in 2014 onwards with the introduction of Evergreen Line service. Further analysis will be conducted for the 2012 Base Plan to ensure that the Outlook period incorporates these forces. Transit Fare Revenues - Fares are one of the largest revenue sources in this Supplemental Plan. Ridership assumptions for a new rapid transit project such as the Evergreen Line project 5 to 10 years in the future introducing an element of risk. A 10 per cent change in ridership associated with the Evergreen Line in 2015 will result in a fluctuation of $1.2 million per year in revenues. Gain (Loss) from the Sale of Assets - Under this Supplemental Plan TransLink is less reliant on the sale of surplus assets than in the Base Plan. In the case that surplus assets could not be sold for the forecast amounts, TransLink will employ mitigating strategies such as additional cost constraint and a re- evaluation of the capital investment plan. 3.7 CAPITAL PROGRAM Below is a summary of the major initiatives contained in the 2011 Supplemental Plan. Table 23: Initiatives Contained in the 2011 Supplemental Plan Evergreen Line Program • North Fraser Perimeter Road: Phase I (United • Connects Coquitlam & Vancouver via Port Boulevard Extension) Moody & Burnaby: 11 km line, 5 Stations, & • Retain Funding for MRN Minor Capital 28 new SkyTrain vehicles Program at $20M/year • Construction begins in 2011, completion in • Retain Funding for Bike Capital Program at 2014 $6M/year • Commercial -Broadway Station Phase II • Community and network integration & wayfinding upgrades Station Upgrade Projects • . Main Street Station • Metrotown Station • Surrey Central Station • Nevu Westminster Station • Lonsdale Quay SeaBus Terminal Table 24 summarizes the gross cost, contributions to each category of the capital program and net cost to TransLink, over the 2011 to 2013 period. Under the 2011 Supplemental Plan, TransLink's gross capital program increases by $766 million from $821 million to $1.59 billion compared to the 2011 Base Plan over the 2011 to 2013 period. Relative to the Base Plan, the 2011 Supplemental Plan includes additional capital expenditures of $549 million on 481Page Moving Forward: Improving Metro Vancouver's Transportation Network rapid transit, $67 million on bus replacement and transit infrastructure, $144 million on the major road network, and $6 million on the bicycle program. Table 24: 2011 to 2013 Capital Plan Contributions TransLink Project Description (thousands) Gross Cost Provincial Federal Net Cost Rapid Transit Major Projects $ - $ - $ - $ - Rapid Transit $ 677,794 $ 37,094 $ 73,382 $ 567,318 Bus Replacement $ 168,302 $ - $ 147,084 $ 21,218 Transit Infrastructure $ 389,099 $ 37,804 $ 99,120 $ 252,176 Road Infrastructure for Transit $ - $ - $ - $ - IT or ITS $ - $ - $ - $ - West Coast Express $ 20 $ 6 $ 6 $ 7 Sea Bus $ 23,545 $ - $ 19,885 $ 3,661 Major Road Network $ 258,943 $ - $ 75,480 $ 183,463 Bridge Program $ 2,427 $ - $ - $ 2,427 Bicycle Program $ 18,518 $ - $ - $ 18,518 Subtotal Before Minor Capital $ 1,538,648 $ 74,904 $ 414,957 $ 1,048,787 Operating Subsidiaries and Contractors Minor Capital $ 48,557 $ - $ - $ 48,557 Total $ 1,587,205 $ 74,904 $ 414,957 $ 1,097,345 Note: As the Evergreen Line capital project is a provincial capital project and TransLink is a funding partner, the federal and provincial funding contribution, totalling approximately $1 Billion, are not captured in TransLink's financial strategy. 491 P a g Moving Forward: Improving Metro Vancouver's Transportation Network 3.8 KEY PERFORMANCE INDICATORS Key Performance Indicators for TransLink conventional and custom transit services are summarized in Table 25. These indicators demonstrate the system becoming increasingly efficient between 2010 and 2013. Boardings per service hour and average fare per revenue passenger are averaging positive gains over the 2010 to 2013 period. At the same time, costs per service hour and per service kilometre are growing below the rate of inflation. These effects combine to achieve improvements in both cost recovery and operating costs per revenue passenger. Table 25: Indicators for 2011 to 2013 Supplemental Plan Key Performance Metric Conventional system Operating Cost per Revenue Passenger Annualchange Boarding per Service Hour Annualchange Operating Cost per Total Vehicle Km - All Annualchange Operating Cost per Total Vehicle Km- Bus Annualchange Operating Cost per Total Vehicle Km- Expo & Millennium line Annualchange Operating Cost per Total Vehicle Km - Commuter Rail Annualchange Average Fare per Revenue Passenger Annualchange Cost Recovery (all Transit Revenue) Annualchange Operating Cost per Service Hour- Bus Annualchange Access Transit Operating Cost per Revenue Passenger Annualchange Boarding per Service Hour Annualchange Operating Cost per Total Vehicle Km Annualchange Operating Cost per Service Hour Annualchange 2010 - 2013 Avg Annual Growth 2010 2011 2012 2013 Rate $4.17 $4.13 $3.91 $3.96 -1.2% -5.2% 1.1% -118% 52.80 55.81 59.12 58.91 5.7% 5.9% -0.4% 3.7% $5.68 $5.93 $5.98 $6.06 4.3% 1.0% 1.3% 2.2% $6.06 $6.26 $6.24 $6.28 3.2% 0.3% 0.7% 1.2% $2.12 $2.21 $2.23 $2.27 4.0% 1.0% 1.7% 2.2% $12.22 $12.25 $12.39 $12.61 0.2% 1.1% 1.8% 1.0% $2.06 $2.00 $1.98 $2.21 -2.8% 1.0% 11.4% 2A 51% 49.8% 51.9% 57.1% -1.5% 4.4% 9.9% 4.2% $115.94 $119.70 $119.34 $120.20 3.2% -0.3% 0.7% 2% $28.54 $29.19 $29.24 $29.35 2.3% 0.2% 0.4% 0.9% 2.69 2.65 2.68 2.71 1.0% 1.0% 1.0% 0.2% $4.36 $4.39 $4.44 $4.50 0.8% 1.2% 1.4% 1.1% $76.90 $77.49 $78.39 $79.48 3.3% 1.2% 1.495 I.I% 501 Page Moving Forward: Improving Metro Vancouver's Transportation Network APPENDIX 9 CONSOLIDATED STATEMENT OF FINANCIAL POSITION SCBCTA l—_—_._...._ .. _.. .- _ ... FMCMT OIR1017K For taa Y<pa erd8i83i Oer- dwVaelpfF3010 _ 2011 _ ... 1B12 P073 IDfi MLS i01B i717 I618 2019 2C20 Assets soon+eon inv¢ctmen[s _ _ _ __T_ _ _ �23,B15 74,88E i6,005 _27,17E _ _ �9,677 11;613 32,gOg 33,867 35,391 36,483 Oeht seservefund _ _ _ g4.675 -08$SI 54,7C5 58,761 59y940 67,161 61sBd3 61,388 57,313 5745E _ $71199 OW[smkneivad Mull 576.184 .675LS78 785.625 97LS33 xm729s liae397 IlY. 9e5 in i�cvma ,anem Cap101 assets 4]a$721 4,808,484 5,174,0U3 5,459,653 5,43IAS3 3129i,010 5,147,39E 5,535,790 4,891,432 4,716,932 4,517,729 Tetpi Asses SA95217_ 5,573141 3i.046063 GAie3.d6i 8,656A41 6�aB� 17 fy6vrsm S,STl.457 6ANAM 6554.317 I,UV,,810 Liabilities and Fund Balances Current liabilities Talal C.-M Uabllldn 340,396 408,072 393,225 394M 418A77 414,45E 439,i 445,375 447,451 449,382 4m,581 TOtll llabilllia 4,233.114 4AB3.701 4X&M 5p3,334 5,-5,,1 'S,L1,752 31708,950 5A02,B61 410"N 4,899,143 41772,7m Fynd W4nnn __ _ __ I,�02,166 1p911641 — 1.185,970 1A 9z 17 gp%wl, 7.337,955 1,988,Z34 V—xm_ 1,555,190 LA55,174 1,767..040 Teal Liphlll[les and Fund llui 5.➢bb.791 _ _B¢73341 i,006,0l3 61Po1,0➢1 SAS" 1 &M.W uq9 ,m 61577,07 6,484,= 6,354117 6,5 -I. APPENDIX 2A: STATEMENT OF OPERATIONS SCBCTA Actual Budget Forecasts Outlook $ millions 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020 Transit Revenues $ 366.7 $ 423.0 $ 437.3 $ 473.1 $ 542.5 $ 556.3 $ 577.4 $ 626.4 $ 638.5 $ 650.7 $ 699.4 $ 709.5 Toll Revenues S 11.3 ,: 29.0 $ 34.4 5 40.8 $ 48.2 $ 54.5 $ 60.1 S 65.4 $ 71.0 $ 76.0 $ 91.4 $ 87.1 User Fees $ 378.0 5 452.0 $ 471.7 $ 513.9 $ 590.7 S 610.8 $ 637.5 5 691.8 $ 709.5 $ 726.7 $ 780.8 $ 796.6 Motor Fuel Tax $ 259.8 $ 319.5 S 324.3 $ 326.4 $ 333.2 $ 338.0 $ 346.7 $ 3S1.2 $ 359.7 $ 366.2 $ 371.9 $ 371.9 Property Tax $ 264.1 $ 271.1 $ 279.2 $ 363.4 $ 374.3 $ 385.5 $ 397.1 $ 409.0 $ 421.2 $ 433.9 $ 446.9 $ 460.3 Parking Sales Tax $ 15.6 5 46.3 5 47.2 $ 48.1 $ 49.1 $ 50.1 S 51.1 $ 52.1 $ 53.1 $ 54.2 $ 55.3 $ 56.4 Other Taxes $ 36.2 5 36.4 5 36.7 $ 37.0 $ 37.4 $ 37.7 $ 38.0 $ 38.3 $ 38.6 $ 38.9 $ 39.3 $ 39.6 Taxation Revenues $ 575.7 S 673.3 5 687.4 $ 774.9 $ 794.0 $ 811.3 $ 832.9 $ 850.6 $ 872.6 $ 893.2 $ 913.4 $ 928.2 Senior Government Contributions $ 178.5 5 170.1 S 105.9 $ 220.2 $ 218.7 $ 126.8 $ 84.3 5 99.3 $ 109.0 $ 79.2 $ 45.9 $ 38.9 Interest Income $ 22.2 $ 22.6 5 24.1 $ 29.2 $ 35.4 $ 42.4 $ 45.0 $ 50.9 $ 55.7 $ 59.0 $ 60.0 $ 68.2 Total Revenues $ 1,254.4 S 1,318.0 S 1,289.1 $ 1,538.2 $ 2,638.8 $ 1,591.3 $ 1,599.7 $ 2,692.6 $ 1,746.8 $ 1,758.1 $ 1,800.1 $ 1,931.9 Transit Operations $ 722.6 5 820.2 $ 852.7 $ 884.3 $ 922.1 $ 943.1 $ 977.4 5 979.1 $ 997.3 $ 1,017.6 $ 1,038.3 $ 1,059.8 Roads, Bridges and Bicycles $ 160.3 S 111.3 S 138.3 $ 148.1 $ 131.6 $ 121.8 $ 79.0 $ 54.8 $ 56.7 $ 58.8 $ 60.8 $ 62.6 TransUnk Corporate and Police $ 75.4 S 73.3 S 76.0 $ 77.1 $ 79.1 $ 82.1 $ 94.0 $ 95.9 $ 98.0 $ 101.6 $ 104.1 $ 106.6 Operating Expenditures S 958.3 $ 1,004.8 5 1,067.0 $ 1,109.5 $ 1,1li18 $ 1,147.0 $ 1,150.4 $ 1,229.8 $ 1152.0 $ 1178.0 $ 1,203.2 $ 1,229.0 Surplus Before Interest and Depreciation $ 196.1 $ 313.2 $ 222.1 $ 428.7 $ 506.0 $ 444.3 $ 449.3 $ 562.8 $ 594.8 $ 580.1 $ 596.9 $ 602.9 Interest Expense $ 112.9 $ 177-d $ 175.0 $ 185.9 $ 205.7 $ 239.9 $ 262.9 $ 263.9 $ 260.4 $ 252.7 $ 250.0 $ 244.3 Depreciation Expense $ 120.0 $ 214A 5 172.0 $ 183.5 S 206.4 $ 233.6 S 248.B 5 24M $ 248.0 $ 247a $ 2.47.0 S 246.5 Surplus/(Deficit) before Other items $ (36.8) $ (78.9) $ (124.9) $ 59.3 $ 93.9 $ (29.2) $ (62.4) $ 50.4 $ 86.4 $ 80.3 $ 99.9 $ 112.1 Provision for Contingency Fund Adjustment $ - $ (10.0) $ - $ $ - $ - $ - $ - $ - $- Proceeds From Sale of Assets & Other Items 5 (8.21 S $ 15.0 5 36.0 S 150.0 $ $ $ $ - $ $ $ - Surpius/(Deficit) before Funding Adjustments S (45.0) $ (88.9) S (109.9) $ 94.3 $ 243.9 $ (29.2) $ (62.4) $ 50.4 $ 96.4 $ 80.3 $ 99.9 $ 112.1 Funding Adjustments $ (22.4) $ 9.8 $ 33.9 $ (90.1) $ (103.9) $ (16.3) $ (17.1) $ (67.7) 5 (80.8) $ (47.9) $ (8.9) $ (6.0) Funded Surplus/(Deflcftl $ (67.4) $ 179.21 $ mk) $ 4,2 $ 140A 194$ $ 117.3) S 5.6 $ 32.4 $ SILO $ 205.1 Opening Cumulative Funded Surplus 5 370.2 $ 312.1 $ 263.3 $ 187.3 $ 191.5 $ 331.5 $ 286.0 $ 206.5 $ 189.2 $ 194.8 $ 227.2 $ 318.2 Adjustment for actual 2009 year end deficit $ 9.3 Adjustment for 2010 forecast deficit (from 2009 actual of$312.1 million) $ 30.3 Cumulative Funded Surplus $ 312.1 $ Z633 5 157-3 $ 191.5 $ 331.5 S 296.9 $ 206S S 189.1 $ 294.5 S 227.2 $ 329.2 $ 4243 Notes:- - -- -ihe Statement of Operations does not include the results ofAirCare and TPCC The 2009 cumulative surplus was forecast in August of 2009 The 2010 budgeted cumulative surplus was based on the 2009 year end cumulative surplus forecast In August of 2009 The 2011-2013forecastreflects the current 2010 year end cumulative surplusforecost The Senior Government Contributions are linked to project timing forforecasting purposes, hence the 2011 amount is lower than the funding allocations. APPENDIX 213: FUNDED STATEMENT OF OPERATIONS SCBCTA Actual Budget Forecasts Outlook S millions 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020 Transit Revenues $ 366.7 $ 423.0 $ 437.3 5 473.1 $ 542.5 $ 556.3 $ 577.4 $ 626.4 $ 638.5 $ 650.7 $ 699.4 $ 709.5 Toll Revenues $ 11.3 $ 29.0 $ 34.4 S 40.8 $ 48.2 $ 54.5 $ 60.1 $ 65.4 $ 71.0 $ 76.0 $ 81.4 $ 87.1 User Fees $ 378.0 $ 452.0 5 471.7 5 513.9 $ 590.7 $ 610.8 $ 637.5 $ 691.8 $ 709.5 $ 726.7 $ 780.8 $ 796.6 Motor Fuel Tax $ 259.8 $ 319.5 5 324.3 S 326.4 $ 333.2 $ 338.0 $ 346.7 $ 351.2 $ 359.7 $ 366.2 S 371.9 $ 371.9 Property Tax $ 264.1 $ 271.1 $ 279.2 $ 363.4 $ 374.3 $ 385.5 S 397.1 $ 409.0 $ 421.2 $ 433.9 $ 446.9 $ 4603 Parking Sales Tax $ 15.6 $ 46.3 5 47.2 S 48.1 .$ 49.1 $ 50.1 $ 51.1 $ 52.1 $ 53.1 $ 54.2 S 55.3 $ 56.4 Other Taxes $ 36.2 $ 36.4 r 36.7 5 37.0 $ 37.4 $ 37.7 $ 38.0 $ 38.3 $ 38.6 $ 39.9 $ 39.3 $ 39.6 Taxation Revenues $ 575.7 $ 673.3 $ 687.4 $ 774.9 $ 794.0 $ 811.3 $ $32.9 $ 850.6 $ 872.6 $ 993.2 $ 913.4 $ 928.2 Senior Government Contributions $ 7.5 $ 18.9 5 18.3 $ 18.3 $ 18.3 $ 18.3 $ 18.3 $ 18.3 $ 18.3 $ 18.3 $ 18.7 $ 19.1 Interest Income $ 1.8 $ 2.1 $ 1.7 $ 1.8 $ 3.9 $ 6.3 $ SA $ 4.9 $ 5.7 $ 7.2 S 10.0 $ 14.0 Total Revenues $ 963.0 $ 1,146.3 $ 1,279.1 $ 2,309.0 $ 1,406.9 $ 1,446.7 $ 1,494.1 $ 1,565.6 $ 1,606.1 $ 1,645.4 5 1,722.9 $ 1,758.0 Transit Operations $ 722.6 $ 820.2 $ 852.7 $ 884.3 $ 922.1 . $ 943.1 $ 977.4 $ 979.1 $ 997.3 $ 1,017.6 $ 1,038.3 $ 1,059.8 Roads, Bridges and Bicycles $ 43.6 $ 48.3 $ 46.3 $ 48.1 $ 49.6 $ 50.8 $ 53.0 $ 54.8 $ 56.7 $ 58.8 $ 60.8 $ 62.6 TransLink Corporate & Police $ 75.4 $ 73.3 $ 76.0 $ 77.1 $ 79.1 $ 82.1 $ 94.0 $ 95.9 $ 98.0 $ 101.6 $ 104.1 $ 106.6 Operating Expenditures $ 941.6 $ 941.8 $ 975.0 $ 1,009.5 $ 1,050.9 $ 1,076.0 $ 2,124.4 S 1,129.8 $ 1,352.0 $ 1,178.0 $ 2,203.2 $ 1,229.0 Surplus Before Interest and Depreciation $ 221.4 $ 204.5 $ 204.1 $ 299.5 $ 356.1 $ 370.7 $ 369.7 $ 435.8_ S 454.1 $ 467.4 $ 519.7 $ 529.0 Interest Expense $ 78.1 S 113.2 $ 109.2 $ 119.1 $ 138.1 $ 171.6 $ 194.5 $ 195.6 $ 192.3 $ 184.9 $ 182.6 $ 177.4 Capital Repayments $ 102.5 $ 160.4 $ 185.9 $ 211.1 $ 228.0 $ 244,5 $ 254.6 $ 257.5 $ 256.2 $ 250.1 $ 246.1 $ 245.4 Surplus/(Deficit) before Other Items $ (59.21 $ (69.1) $ (91.0) $ (30.8) $ (10.0) $ (45.5) $ (79.51 $ (17.3) $ 5.6 $ 32.4 $ 91.0 $ 106.2 Provision for Contingency Fund Adjustment $ - $ (10.0) $ . $ - $ - $ $ _ $ - 5 - $ - 5 - $ - Proceeds From Sale of Assets & Other Items $ (8.2) $ - $ 15.0 $ 35.0 $ 150.0 5 - $ - 5 - 5 - $ - 5 - $ - Funded Surplus/(Deficit) $ 67.4) $ 79.2 $ (76.0) $ 4.2 $ 140.0 $ (45.5) $ (79.51 $ 117.3) $ 5.6 $ 32.4 $ 91.0 $ 106.2 Opening Cumulative Funded Surplus $ 370.2 $ 312.1 $ 263.3 $ 187.3 $ 191.5 $ 331.5 $ 286.0 $ 206.S $ 189.2 $ 194.8 $ 227.2 $ 318.2 Adjustment for actual 2009 year end deficit $ 9.3 Adjustment for 2010 forecast deficit (from 2009 actual of$312.1 million) $ 30.3 Cumulative Funded Surplus $ 312.1 $ 263.3 $ 187.3 $ 191.5 $ 331.5 $ 296.0 $ 206.5 $ 189.2 $ 194.8 $ 227.2 $ 318.2 $ 424.3 Notes: The Statement of 0perattons does not Include the results ofAlrCare and TPCC _ The 2009 cumulative surplus was faremst in August 0f 2009 The 2010 budgeted cumulative surplus was based on the 2009 year end cumulative.surplus forecast in August cf1009 The 2011-2013forecast reflects thecurrent2010 year end cumulative surplusforecost The Senior Government Contributions are linked to project tfming forforec�asting purposes, hence the 2011 amount is lower than the funding allocations. APPENDIX 2C CONSOLIDATED STATEMENT OF OPERATIONS SCBCTA INCREMENTAL CHANGE BETWEEN BASE PLAN AND SUPPLIMENTAL PLAN =ilf EL45fs _ _ _ OUTL&M 2079 2D12 2013 2014 2015 IR70 2017 2015 201E 2020 GENCRAL Monte, Fuel Tex._ Other Tux _ 7ranwona3on!!mmmeat Fee Nair Revanw TaxauepIMFT8,p74 �e,HG 83,82a 85,]Se fi7,e73 osoa 7Aa 021 Fed Gall Cnntrihu50ng-Gepaal- PrcrOrr/t "DIhBr utlme-G _ vpmdnpwnmavedne iMametlneeme - - 14 �,7Eq ;,44e _ _ _ •a 4,NU E • 8 VAST - �7,de8 Tand Ravanwe _ 2E,6as 752,7ae 187,08 - 1 m 123,06 ,732.858 140.180 141.314 15r,01 163,383 Expenditures ? r Roatl l4ahmAr- rat MolntenoncaiRehiWlEatlm __ _capilal Fwdn�lo eWnledaltael 3a� 54,371 58,078 ,_.... _ ._..?9. _- 0 6�_ Nhiw Fim OpareO-- Reeds 4: �lrlpei - 39,780 54,371 56,oi6_..___.....__.57,747 S3A 6 �martCird. Ga10m ane Tr4erl Pomx. Tudt OporetIng Expenditures, 40AM 7=11 Token S74,di1 85.080 6G,E83 67,847 99.034 70.251 71.403 APPENDIX 2C CONSOLIDATED STATEMENT OF OPERATIONS SCBCTA INCREMENTAL CHANGE BETWEEN BASE PLAN AND SUPPLIMENTAL PLAN oultoox 2010 2D1c 201z 201a -20i4 2016 1E 2517 78— 20i9. _. :aj a!e 1 Hereai d Oeprcclallon - I1a,91�)_ 7s S67 83,923 as 97a _--,3A937,71_ HAG? 72.30 --79,77e_- e],90 2.091 ,s1335 2e707 oA96 Intsa6i .—.• _- 25 __ {s.9ee _ _ I5.779! 14.....1• - _ - ••- u . _ 5111 165Sfl ...._. ._ __. mys0yesb 1lom ink— -- ..._ _ _ . rasE cheroe vn cm4aclar IIa6AiN naiaow -_ _ _ _ _ _— -- I�m'`✓1�rp2 C6spllelPup" A. 6wna ot�x lunEing• _. .. .... _—� _—__._...... _ - 0.pnelell—Eep— SuryAup7p*lvltj'Wom Mhsr It"p - 94 _ [Ol (T4,618I 2,244 6Ytffi3 5,740 45.000 17,474 133915] 25559 (3&70Y! 25,754 [9,094} 226 (372{ 25.420 6564 25;426 14,115 25, v 19.176 Pm seas fi n Dlipnsel of Surp WE A"6 t� Su lue p4 n heron purWlrW nqu_stmeem {9} (t4,a15�,• B4.Az_• ". 00 133,977] [36,7 t804l] Ia77! L., fi,564 u,1 5 i9.1 F-T,.W Ad]vslmerd. {91 1t-819 (14.041 {36.692) ]],]7e }2,639 (1,751I (2, i3,991] INN, Funded 5•Yrplwl[DMOrrj {4! 17,4951 5$,216 29,906 (2,797] 124,1761 {9636] (3,2321 2574 gr9411 127774 Cumylilln 4n ed SuVP 2. 5) w.m 8P,131 79,3e4 y 45,3l3 47,353 4d,7P 8,8 3 86,457 APPENDIX 3 CONSOLIDATED STATEMENT OF CASHFLOWS SCBCTA FOREWT5 _ _ _O mog rerthe yeers ending 310ec th-sfs 3010 3011 2033 2013 Me 2055 2016 2p17 2m zns 10i0 Cash provided by (used for): opendleer. Eamtof�ne,de ecere ..�naq..�-�.- -. _.i ..}- oiaea>r .a319_� 16,961 ^m 92AS4 313,474 kemt rrot InyWvh�t-0e0: Amprtzatlon of aptal assets 163339 172164 I33,542 206,353 247 246 94 �Ifiy9py Add hack implied interestcharge on GEB&Pattullo Ptal f, did _ 64136_ 65 g31 66,757 _ 67,566 6B,7S6 -_ _ 6g,353 ,• RIM 68,i01 VIM 67,430 5E;/98 Nan-ntrallinginterest in lncameof TPCC 162 176 196 316 T37i6Y 382 ain Fairvalueadlustmentonfinancial instruments Rem not Involving ash 21AMO 221,155 ml)" 256,575 askx,4 2MM5 2911m 21%= 227,430 M U 2951970 1296M 2ikm 333,3G9 507,2E 201S19 usrm 9H,499 399x01N Ba"93 40g,97i "km Y � ➢cereal x�[Invxna] In Ipnfi•tefm InwNme,35 11 ._ ,62s), ,�[, IF77 L1 j1,1Yq W{�,,, �5._ _.Z-_ IL723[ U77ai IS.33Si 1 561 i 91 - {. ,3��f5._ ._ 11,52g1 ... ._... 1S9i] _....R.,._ _ ➢euea A,sireuel in debt mmtvrfund dapmd& - - - _ {4,W)_- -. (4 76.__ _ _-- +Ms L 11.1t91 - [i,206j_ - _ L64 _ _ 496 -_ -. _ 4,076.�.` P tineof sofa(asse6 t2@, I271927 (549, 00511 .` [205.309j pgIM9 ) Y (16y$32 1i36/t32 ISO;]t19) t72.3641 147,401j m Faeeal funding of islets [Irws.tWilMd4g} ^•, 0 p 0 0 0 a 0 v v a o` (s-IMI 12"Ias) (sssaaa{ I57.7m1 60414 IMAM tn4m1 1W."21 Wgt.M 174,M1 "m71 W.7351 1i2,a41 222,063 td9,512 [7gAwl 119517451 am);mul R2349941 R2LEA0 1imA52i 12aLmi Inerc wlesemnel In cash I1gf,10.9] v (91 1 Wfi [s7,"+6a1 153,371] 13,9mF 14rn n,641 2mml 1a jm Cash, beglnning of perled 157,105 0 0 0 150,005 132,223 78,942 92,767 133,445 203,036 331,155 Cnlh,mimFpvW a 0._ _ 0 150,003 132,221 m6mz 0.767 134m 104M 332,0_ _ The Statement fCosh Fl-includes Ai,Care and TPCC The Excess of gevenue over Expenses in 2010 includes $3.444 adjustments to the debt service casts to rej7- latest forecast APPENDIX 4 - PROJECTED BORROWING COMPARED TO BORROWING LIMIT AND SELECT FINANCIAL RATIOS SCBCTA FORECA55 OU, 00K $MflHags 2010 Wit 2012 2013 2M4 2015 2016 2017 2MM 2 L9 =0 Opening Gross Direct Borrowing Retirements/Other Short term borrowings Borrowing in Yr- Capital Closing Gross Direct Borrowing Less: Sinking funds Less: Debt Reserve Funds Closing Net Direct Borrowing Established Borrowing Limit Reconciliation of Borrowing During Year to Annual Capital Expenditures: 1,896 2,158 2,485 2,915 3,243 3,326 3,359 3,293 3,195 3,029 3,008 (3) (7) (41) (49) (86) (371 (89) (144) (208) (66) (145) 8 55 19 - - - _ _ - 257 279 452 377 169 - 70 23 46 42 45 28 2,158 2,485 2,915 3,243 3,326 3,359 3,293 3,195 3,029 3,008 21891 (467) (576) (674) (786) (879) (1,027) (1,13D) (1,177) (1,157) (1,268) 11,306) (45) (49) (54) (59) (60) (62) _ (62) (61) (571 (57) (57) 1,647 1,860 2,187 2,398 2,388 _ 2,269 2,101 1,956 1,815 1,683 1,527 2,800 2,800 2,800 2,800 2,800 2,800 2,800 2,800 2,800 2,800 2,800 Captial Expenditures 400 363 650 574 276 135 I114 136 103 n 47 Less: Sr Gov't Contributions 1145) (88) (202) (200) ISD95 166] (811 (91] (61) 127) (20j Less other Contributions Tree Expendl[urta 255 276 448 374 i68 69 23 46 42 45 2a Add: Grass-w for Dept Reeerve Fund 2 3 4 4 2 I 0 0 D 0 0 Net eornowdnB amount for Capital 257 779 452 A77 169 70 23 46 42 45 2$ APPENDIX 5 CAPITAL CASH FLOWS • PROJECTS APPROVED AND PROPOSED SCBCTA FORECASTS 0UT1O 9 TA —MAY 2D1D 3011 2052 2013 2014 2015 2m M17 ull 2019 =a Praleas Approved or Underway 389,391 210,6m 176,795 x8,486 2,170 - - - T,p It Suhe4d Tnn1le 11,519y9R57 SM,Sm IssiQ74 W54 10140 =41M 9o,7M 69.153 Jp,A9 PIMMT-mit Vold. mu CgrR3Y) 9,272 18553 ILD58 6,450 6,20 5,317 8,D69 Venlcla Nwy M.'ja. b".LPn - - - - - - - - - - BRw 7rper 3XM fM SAM gim can Roads Transit P-,ity Program MRN Stru 1—Repla—eni - MRN Mayor MMMypr Nprtex rPeY :er Reai 39,7�7 11,171 43,07k 44,7p KM Ml-r in" am 59,Om lR000 20,000-- Other khNRal PAH& 4%Ao FU72 O,916 µxq 7p p0D Open11p85p65Rlinel and Ceetr ctpep Miner C3pldl 10,165 16,164 19,421 12,972 11,843 '1s"o 12,ma SA i. %, 5 9,505 Vail Total ar C— 399,739 363,636 649,501 574,067 276,156 135,3il 03,932 13 Au ]e1,701 72,3 47,661 Qn db.tlen P d (123,332) 166,569) (168,207) (180,181) (101,712) (66,027) (81,010) 190,739) (60,91g) 127,231) (19,782) R. (21,809) (21,039) (33,55D) (20,214) (6,7891 - - - - - - CNnv 7polYsrrtxlhutlpn 00,341) RIAU) 1MIX71 11112.395) jmm.5m1 _ 16i,m.71 va fflml 19MM] 1W.9111 p7:.311 p97q Ted[Ne,Co. Lw" 218m M7,M4 371,V71 167,69A i%,� 1,7n 45j1% VA15 APPENDIX 5A INCREMENTAL CAPITAL CASH FLOWS . PROJECTS APPROVED AND PROPOSED 3' 0lmedld8 2010 zg11 201_ 2p73 2B7-0 pp16 2016 2pT7 2B18 T019 2Q2Q TO AL Projects Approved or Underway - Transit Vehicles Conventional Expanslpn 12,437 23.521 - Vehicles Conventional Replan - - 35,958 Vehicles Custom Expanslon _ Vehicles Cuslem Replace Vehicles Community Shuttle EZPanslon _ Vehicles Community ShutMr Rapp. _ - . Exchanges Heavy Fleet MP.lena... Centre- TraneitSmall Transit Minor- TranaitandPedastnen Cold,, Upgrades Innovations Captal IT I ITS Other _ 19,420 11,a56 6,584 - - - - 37,860 Subtotal Transht 31,857 35,3T7 6,584 - _ _ 73819 Rapid Tmnslt Vehlcl.a MK1 Overhaul Vehicles Hvry RapidBuc Expansion _ _ _ Capacity Upgrade for Supporting lnfmstmtlure Wayside Power Propulsion Staaen & Station area Upgrades 5 Pregrems HwyI RapidBus 3,al1 75,946 W.694 25.436 - (20,299) " Evergreen Lin. Other 84 61,W0 140.526 197,784 49.428 5,796 - 463,418' Subtotal Rapid Tnlrmit 84 65.611 224,472 258,471 74,864 5,796 (20,299) - - .09,006 Commuter Rall - - - Blke Program - 3,000 3,000 3,000 3,000 - - 12,OD0 Roads Tmnsll Pnony Progrem _ - _ - MRN Structure s Rapla�mant . MRN Melor MRN Major North Fraser Perimeter Road 39.780 41.371 43,026 .747 MRN Minor - - 10,000 10,000 10.000 10,.D0 - _ - 40.000 Other _ _ Subtotal Roads 39,7110 51,371 53,026 54,74) 10,DD0 - - 209,924 Bddgas _ - Madne Op..Ung Subafdladeo and C.PtmIMa Minor Capital - Tdlal G-Cool µ 15,9A1 510,Ml 3d9,A81 134,1m 10,796 Contrlbullan Fad - 125.423) (50,x26j 165)ilTJ Ply(1,259j 9�nn [14.093j 11 xmx, 16.7681 - TeplCerdrlplrtten - IN.6501 fM4."Tj e3,551 149,T77j _ _ _ G10,5151 T.Wl Net at _ T0,705 210,413 zu. 80,418 LS7126 n _ 10 0 APPENDIX 6: TRANSIT SERVICE HOURS SCBCTA thousands of Hours 2010 2011 F❑RECA5T5 m12 2013 2U14 2035 iplb OUTLOOK ml7 2018 zm m20 Conventional Bus Community Shuttle 4,375 555 4,371 555 4,563 579 4,772 579 4,772 579 4,772 579 4,772 579 4,772 579 4,772 579 4,772 . 579 4,772 573 Total Bus 4,931 4,927 5,142 5,351 5,351 5,351 5,351 5,351 5,351 5,351 5,351 SkyTrain E&M Canada Line Evergreen Line UBC/Surrey Other 1,129 174 0 0 0 1,129 180 0 ❑ 0 1,129 189 0 0 0 1,129 189 0 0 0 1,129 189 0 0 0 1,129 189 138 0 0 1,129 189 138 0 0 1,129 189 138 0 0 1,129 189 138 0 0 1,129 189 138 0 O 1,129 189 138 0 p Total Rapid Translt 1,343 1,309 1,318 1,33.8 1,318 1,456 1,A56 1,456 1,456 1,436 1,456 SeaBus 11 11 11 11 11 11 11 11 11 11 11 West Coast Express 42 47 47 47 47 47 47 47 47 47 47 Total Conventional Service 6,287 6,294 6,518 6,727 6,727 6,865 6,865 6,865 6,965 6,865 6,865 Custom 598 613 633 613 613 513 613 613 613 613 613 Total Servlte hours 6,8B5 6,907 7,131 7,340 7,340 7A78 7,473 7A78 7,478 7,478 71478 APPENDIX 6A: TRANSIT SERVICE HOURS (THOUSANDS) INCREMENTAL CHANGE BETWEEN THE BASE PLAN AND SUPPLEMENTAL PLAN 2010 2011 2012 2013 2014 2015 2015 2017 2010 2019 2920 Conventional Bus 0 0 192 400 400 400 400 400 400 400 400 Community Shutile _ _ D 0 24 24 24 24 24 24 24 24 24 ToW Otis 0 0 216 424 424 424 424 424 424 424 424 SkyTrain E&M 0 0 0 0 0 0 0 0 0 0 0 Canada Line 0 0 0 0 0 0 0 0 0 0 0 Evergreen Line 0 0 0 0 0 138 138 138 138 138 138 LIBC/Surrey 0 0 0 0 0 0 0 0 0 0 0 Other 0 a 0 0 0 0 0 0 0 D 0 Total Rapid Transit 0 0 0 0 0 138 138 138 138 138 13B SealSus 0 0 0 0 0 0 0 0 0 0 0 West Coast Express 0 0 0 0 0 0 0 0 0 0 0 Total Conventional Service 0 0 216 424 424 562 562 562 562 562 562 Cuslom D 0 0 D 0 0 0 0 0 0 0 Total Service Hours 0 6 716 424 424 $62 562 562 562 662 562 Last Saved: November 8, 2010 06:14 PM Appendix 7: Schedule of Transit Fares and Projected Fare Revenues Year 2010 2011 2012 FARE SCHEDULE Conventional Transit Cash Fares 1 Zone Adult 2 Zone Adult 3 Zone Adult Monthly FareCard 1 Zone Adult 2 Zone Adult 3 Zone Adult $150 $81.00 $2.50 $3.75 $5.00 $81.00 2013 75 D0 Canada Line YVR Add Farez $5.00 $5.00 $S.DD $5,00 Custom Transit Service Cash Fares Within 1 zone $2.50 $2.50 $2.50 $2.50 Between 2 adjacent zones Between 3 adjacent zones Between 4 adjacent zones Monthly FareCard Within 1 zone $2S0 $3.75 $5.00 $81,00 $2.50 $3.75 $5.00 $81.00 $2.50 $3,75 $5,00 $81.00 $2.50 $3.75 $5.00 $99,00 Between 2 adjacent zones $81.00 $81.00 $81.00 $99.00 Between 3 adjacent zones $110.00 $110.00 $110.00 $134,00 Between 4 adjacent zones $151.00 $151.00 $151.00 $184,00 West Coast Express (WCE) Service Cash Fares - One Way 1 Zone Adult $5.00 $5.00 $5.00 $5.00 2 Zones Adult $5.00 $5.00 $5.00 $5.00 3 Zones Adult $6.75 $6.75 $6.75 $6.75 4 Zones Adult $9.25 $8 25 5 Zones Adult $11.25 $11.25 11.25 $.25 12.25 $.25 Weekly Pass 1 Zone Adult $42.25 $42.25 $42.25 $47.50 2 Zones Adult $42.25 $42.25 $41.25 $47.50 3 Zones Adult $58.00 $58.00 $58.00 $62.50 4 Zones Adult $70.50 $70.50 $70.59 $77,50 5Zones Adult $97.50 597.50 $97,50 $105.00 28 Day Pass 1Zone Adult $134.75 $134.75 $134.75 $164.00 2Zones Adult $134.75 $134.75 $134.75 $164.00 3Zones Adult $178.75 $178.75 $178.75 $218.00 4 Zones Adult $217.00 $217.00 $217.00 $265 00 5 Zones Adult $298.50 $298.50 $298.50 $364 00 PROJECTED FARE REVENUES' (thousands) Short-term fare Revenue $ 177,209 $ 182,617 $ 203,830 $ 178,016 Short-term Fares as Percentage of Total 43.0% 42.9% 44.2% 33.6% IIn 2013, the average fare is forecasted to increase by an average of 12 per cent, as assumed in the 2010 Funding Stabilization Plan and approved by the Mayor's Council in October 2009. The specific allocation of increases amongst different fare products will be determined in 2012 based on a Fare Revenue Review and analysis of fare revenue data and will be submitted to the Regional Transportation Commissioner for approval, as required. For the purposes of this fare and revenue schedule, the fare rates shown for 2013 are based on no increases to the short-term fares; the 12 per cent average increase is derived from increases to long-term fares with the elimination of the discounted fare saver tickets and day passes. Canada line YVR Add Fare is applicable only to outbound travel from YVR