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36-734: BC Transit is the successor to the British Columbia Electric Railway , which started in 1897 and in 1961 became BC Hydro , as the BC Hydro and Power Authority. In 1979, the province separated the transit authority into a separate agency called the Urban Transit Authority which was later restructured into BC Transit in 1983. BC Transit carries out overall planning and delivery for all of the different municipal transit systems in British Columbia. In 1999, responsibility for

72-522: A BCER Streetcar train collided with a flatbed truck carrying lumber at Lakeview Train Station, 14 people were killed and 9 people were injured. Alberni-Clayoquot Regional District The Alberni–Clayoquot Regional District of British Columbia is located on west central Vancouver Island . Adjacent regional districts it shares borders with are the Strathcona and Comox Valley Regional Districts to

108-632: A crown corporation. In 1979, the province's Livable Region Plan led to the transfer of transit responsibilities to three agencies: the Greater Vancouver Regional District (GVRD) was to be responsible for transit policy and planning; the Urban Transit Authority ( UTA ), to represent provincial government interests in public transit; and the Metro Transit Operating Company ( MTOC ), a separate crown corporation that took over operations from BC Hydro. The new structure

144-622: A statutory right-of-way to use this section of the corridor in perpetuity, but put agreements in place to retain partial running rights for passenger service, which were renewed in 2009. While there has been a number proposals regarding the restart of a commuter passenger rail service along the line, a review was conducted by the British Columbia Ministry of Transportation and Infrastructure in 2010. The review noted issues around high cost per ride and low projected ridership relative to bus alternatives. Subsequently, TransLink conducted

180-658: A study as part of the 2010–2012 Surrey Rapid Transit Study to explore merits of utilizing the Interurban corridor for fast, frequent, and reliable rapid transit service. The interurban corridor was not selected, nor recommended for further consideration because the corridor does not directly connect relevant regional destinations of Surrey Central and Langley City, resulted in less attractive travel times between key destinations, and would require significant capital investments to meet safety requirements and reliability objectives compared to alternatives. In particular, TransLink noted that

216-661: Is double that of a possible bus rapid transit line or a Skytrain route along the Fraser Highway. Finally, TransLink has indicated that freight traffic along the line is expected to increase along the corridor, due to increased traffic at the Port of Metro Vancouver , in particular the Roberts Bank Superport . After the decommission of the BCER streetcar and interurban system, most of the cars were either scrapped or burned underneath

252-609: Is guided by BC Transit. BC Transit operates small interregional buses on infrequent schedules to primarily serve patients in rural areas needing access to urban centres, but makes the service available to all members of the public. The Health Connections network focuses on the Cariboo , Fraser Canyon , South Okanagan , Columbia and West Kootenays . These services, while scheduled, are not listed in standard riders guides as published by local agencies. British Columbia Electric Railway The British Columbia Electric Railway (BCER)

288-678: The BC Electric Railway was incorporated to take over the property and business of the Consolidated Railway Company. In the 1930s and 1940s, the electric streetcars and interurban trams were converted to trolleybuses and gas-powered buses, as part of the BCER's "From Rails to Rubber" program. In 1961, the province took over the BCER through the BC Hydro Act , forming the British Columbia Hydro and Power Authority as

324-500: The Burrard Bridge , but some cars were sold for various other uses such as becoming bunkhouses, storage sheds and in some cases decor. A handful of cars were also donated to various museums mostly in the U.S. Since then however, many preservation societies have bought back the cars and begun restoring them. The following is a list of the known BCER cars in existence and their current locations (as of January 2016). On November 10, 1909,

360-699: The Canadian Pacific Railway station at Ruskin . The route of the Stave Falls Branch along Hayward Lake is also now a walking trail managed by BC Hydro and the District of Mission, with sections of it south of Ruskin Dam used as local powerline and neighbourhood walking trails. Port Moody–Coquitlam The Port Moody-Coquitlam Railway connected the Port Moody – Ioco spur of the Canadian Pacific Railway to

396-775: The Coquitlam Dam in order to haul supplies and materials to the dam. Alouette Lake Similar to the Stave Lake and Port Moody-Coquitlam lines, the Alouette Lake dam tracks connected power facilities to the CPR that ran on the north side of the Fraser River at Kanaka Creek in Haney . Jordan River This 5.3-mile railway connected the powerhouse and harbour at the mouth of the Jordan River to

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432-592: The Jordan River Dam . BCER ended streetcar service in New Westminster on December 5, 1938. The company then announced its "Rails-to-Rubber" conversion programme on September 30, 1944, with North Vancouver's last streetcar service and two of Vancouver's streetcar lines ending in April 1947, and Victoria's streetcar service ending on July 4, 1948. In Vancouver, many streetcar lines were converted to trolley buses , with

468-659: The Southern Railway of British Columbia . This line made use of the New Westminster Bridge , opened in 1904. Burnaby Lake Line The Burnaby Lake line's right-of-way is largely taken up by the Trans-Canada Highway , but sections of it survive as walking and biking trails. Central Park Line Following the cessation of interurban services on the Central Park Line, the right-of-way remained under

504-574: The 'Railway Bridge' across the north arm of the Fraser River are still in operation today, as part of the Southern Railway of British Columbia . New Westminster – Fraser Mills Opened in 1912, construction of ramps leading to and from the new Pattullo Bridge resulted in the closure of the Queensborough and Fraser Mills lines in 1937, as well as the truncation of the Burnaby Lake line to Sapperton . Victoria – Deep Bay Now called Deep Cove,

540-517: The 14 Hastings East , ran on April 22, 1955. The Marpole-New Westminster interurban line was closed in 1956, followed by the Marpole-Steveston line on February 28, 1958, marking the complete closure of the interurban system. In 1961, the provincial government took over BC Electric, with the railway becoming a division of Crown corporation BC Hydro . In August 1988, BC Hydro sold their freight division which included rolling stock and rails and

576-623: The Victoria to Deep Cove line (1913), was one of three passenger railways to serve the Saanich Peninsula , and was closed on November 1, 1924, due to low ridership. The Victoria-Deep Cove interurban's alignment can be traced by Burnside Road, Interurban Road and the Interurban Rail Trail, West Saanich Road, Wallace Drive, Aldous Terrace, Mainwaring Road, one of Victoria International Airport 's runways, and Tatlow Road to Deep Cove. Besides

612-428: The ability to grant operating rights to others, including to providers of passenger rail service, that do not materially interfere with Southern Railway of British Columbia's operations. In addition, BC Hydro in 1988 also sold the track assets of a section between Cloverdale from Pratt Junction through Langley City and beyond to CP Rail , but retained ownership of the right-of-way. At the time, BC Hydro also granted CPR

648-513: The control of BC Hydro . By 1975, the Greater Vancouver Regional District proposed incorporating the right-of-way into a light rail line linking Vancouver and New Westminster, thereby reinstating passenger rail service on the corridor. The provincial government eventually took over the project, which evolved into the Vancouver SkyTrain 's Expo Line . New Westminster–Queensborough The tracks from New Westminster to Queensborough and

684-694: The end of passenger service in 1958 the Granville and Garden City section of the line was relocated largely parallel to River Road north of Westminster Highway. Marpole–New Westminster Interurban service between Marpole and New Westminster along the North Arm of the Fraser River was started in 1909. Still in operation today, as part of the Southern Railway of British Columbia . New Westminster–Chilliwack (Fraser Valley Branch) Opened October 4, 1910 (also used by freight) and still in operation today, as part of

720-640: The first route of BCER's Vancouver trolley bus system opening on 16 August 1948. The Chilliwack line ceased service in 1950, followed by the Vancouver-Marpole line in 1952 and the Burnaby Lake line in 1953. The stretch of the Central Park line in Burnaby and New Westminster was closed on October 23, 1953, followed by the rest of the line through Vancouver on July 16, 1954. The last streetcar line in Vancouver,

756-677: The following companies: With the global depression in the 1890s, all three companies went into receivership, and were amalgamated in 1895 into the Consolidated Railway and Light Company. The newly founded company was forced into receivership again after a streetcar accident in Victoria (the Point Ellice Bridge Disaster ) resulted in 55 deaths, and was reorganized as the British Columbia Electric Railway Company Limited in April 1897. Power

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792-534: The installation of driver safety doors on all buses began. The first bus with this modification was in Victoria. In 2020, during the COVID-19 pandemic , BC Transit went to a province-wide free-fare operation and required boarding through the rear door of buses with multiple doors. This lasted just over two months, with fares and front-door boarding resuming on in June of the same year. The Victoria Regional Transit System , in

828-644: The management of transportation in Greater Vancouver, including public transit, was taken over by the newly formed TransLink . In the future, TransLink's jurisdiction is planned to expand into adjacent regions east and north of Greater Vancouver (see TransLink 2007 reorganization ). In 1896, the Consolidated Railway Company was formed, taking over ten other companies engaged in electric light rail systems, or tramways , and electric lighting in Vancouver , Victoria , and New Westminster . The following year, in 1897,

864-555: The normal transit system. This service provides door-to-door service and is available in all of the province's larger centres, as well as in many smaller communities. There are 16 custom accessible transit systems. BC Transit operates a limited intercity service with a hub in Prince George , serving as a replacement to connections lost when Greyhound left western Canada . While it bears no BC Transit markings, it receives funding for operation and its scheduling, routing, and organization

900-510: The north, and the Nanaimo and Cowichan Valley Regional Districts to the east. The regional district offices are located in Port Alberni . NB Indian Reserves are not part of municipal or regional district governance and are outside the regional district's jurisdiction, and also counted separately in the census figures. Population figures here are from the 2006 census: Highways that run through

936-677: The ownership of the CPR, which continued running freight trains on the corridor until June 2001. With the end of freight operations on the line in sight, Vancouver City Council adopted the Arbutus Corridor Official Development Plan in 2000, designating the corridor as a transportation/greenway public thoroughfare to prevent other types of development from taking place along the right-of-way. Marpole–Steveston (Lulu Island Branch) The Steveston line's alignment on Lulu Island can be traced by Railway Avenue, Granville Avenue, Garden City Road, and Great Canadian Way. After

972-470: The provincial capital of Victoria , is the only system operated by BC Transit itself. Beyond Victoria, there are regional transit systems. In four locations ( Nanaimo , Nelson , Powell River , and the Sunshine Coast ), the municipality operates the service, while private operators are contracted to deliver the transit services elsewhere. The Alberni-Clayoquot Regional District announced in 2017 that it

1008-446: The rights to run freight trains through Fraser Valley Subdivision, not the corridor, to a company known as Itel of Chicago who resold it to a new shortline operator and the railway is now known as the Southern Railway of British Columbia and is exclusively a freight railway. At the time, BC Hydro did not specifically reserve rights to operate passenger rail service using Southern Railway of British Columbia's facilities, but did retain

1044-667: The routing of the interurban line does not directly connect to the largest regional centre in the South of Fraser – Surrey Metro Centre – which is expected to be the focus of future population and employment growth, and the current alignment is indirect and through lower density and diverse areas, with a low ridership catchment near potential stations. Also, TransLink estimated that the interurban estimated travel times are not competitive with rapid transit along Fraser Highway or King George Boulevard , with transit times estimated to be around 63 minutes to travel between Langley and Surrey Central, which

1080-648: The streetcar era, BC Electric also ran bus and trolleybus systems in Greater Vancouver and bus service in Greater Victoria ; these systems subsequently became part of BC Transit , and the routes in Greater Vancouver eventually came under the control of TransLink . Trolley buses still run in the City of Vancouver with one line extending into Burnaby. Streetcar and interurban services were inaugurated in southwestern British Columbia between 1890 and 1891, operated by

1116-598: The stretch through the airport, the stretch at the Experimental Farm (now called the Sidney/Centre for Plant Health) has also been blocked. Stave Lake A 6-mile (9.7 km) steam train branch line, the Stave Falls Branch , (constructed during the building of the original Stave Falls hydroelectric plant) was isolated from the main interurban network, and linked the power plant and community at Stave Falls to

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1152-429: Was a historic railway which operated in southwestern British Columbia , Canada. Originally the parent company for, and later a division of, BC Electric Company (now BC Hydro ), the BCER assumed control of existing streetcar and interurban lines in southwestern British Columbia in 1897, and operated the electric railway systems in the region until the last interurban service was discontinued in 1958. During and after

1188-466: Was meant to provide local governments with more decision-making power and funding of their local systems. In 1983, BC Transit was created when the province merged the UTA and MTOC, removing the role of GVRD. Regional transit commissions were created in Vancouver and Victoria, tasked with approving local tariffs , planning, and some funding. In 1999, the responsibility for the transit system in Greater Vancouver

1224-630: Was reassigned to TransLink , which had been founded a year earlier. The rest of BC still remains under BC Transit. In 2000, BC Transit became one of the first transit systems in North America to use double-decker buses , which were also low-floor . After Greyhound Canada ended all services in western Canada , BC Transit began the operation of BC Bus North , its first dedicated intercity buses in Northern British Columbia, in 2018. In 2019, to address rising concerns of driver safety,

1260-620: Was studying the feasibility of public transit connecting Tofino and Ucluelet . Feasibility studies concluded in November 2019, with approval from the ACRD provided in late December 2019. BC Transit began their first tests of the routes in February 2020. HandyDART is an accessible transit service in British Columbia that uses vans or small buses to transport disabled or elderly passengers who cannot use

1296-615: Was supplied by then-innovative diversion projects at Buntzen Lake and on the Stave River system farther east, all of which were built primarily to supply power for the interurbans and street railway . Vancouver–Marpole BCER began the Vancouver- Steveston interurban and freight service in 1905 after leasing the line from Canadian Pacific Railway (CPR) and electrifying it. The Vancouver-Marpole line's right-of-way (whose northern section runs beside Arbutus Street) remained under

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