[Rusty Gull]

Transit Hub Information Session

October 9, 2007, 12:00 – 5:00 p.m.
Michael Smith Laboratories, Room 101, 2185 East Mall

The campus community is invited to a drop-in information session about the Transit Hub. Information materials including display boards, FAQs and a PowerPoint presentation will be available. Campus and Community Planning and TransLink staff will be on hand to answer questions and provide information about implementation of UBC’s Transit Hub.

[deasine]

maybe I'll drop by.. dont' know if I have enough time tho... maybe Mr.X will go then?

[SFUVancouver]

Could someone take some photos or scan the pamphlets? I am keenly interested but doubt I can make it out there in person.

[mr.x2]

maybe I'll drop by.. dont' know if I have enough time tho... maybe Mr.X will go then?

this is mid-term season.

[The_Henry_Man]

Aww....this sucks. I have two GRE exams to study for. They should've put it on a Monday so I can drop by as I have lab meetings then.

[Jared]

It is a whole 5 hour session, or just a drop in that's open from 12-5? I certainly can't stay for the whole 5 hours.

[deasine]

yeah I would think they would open it a little longer to 7:00 at least... I can't make it 'cuz I'll be at Richmond working =(

Oh yeah good luck to those doing their midterms!

[Jared]

So did anyone end up going? I was studying for a midterm, which turned out to be a stinker :(

[j4893k]

I didnt have time to check out any of the boards but I went in to grab a pamphlet. ill post a summary of it tomorrow.

[j4893k]

A bit of a read but all of the info is here. Have fun! Not included is that the hub is planned to have a minimum of LEED Silver certification.



UBC’s Transit Hub

Why is the Transit Hub located below grade?

The 2003 UBC Campus Transit Plan examined 15 options for transit routes and transit facilitieson campus, and determined that the optimum concept included a transit station centrally located on University Boulevard at East Mall. An at-grade transit station would have required a considerable amount of land (150% of the current size of the bus loop), and would have precluded any other uses in the area. Instead, as part of the University Boulevard Neighbourhood Plan, it was decided to locate the transit station below grade so that a public square and other uses could be developed at the surface. UBC’s Transit Hub will provide an enhanced experience for transit users. The Transit Hub will
include:

• weather protection
• enhanced safety features and lighting
• reliable information on arrival and departure times

Locating the transit station underground will also enable buses to avoid congestion and delays entering and exiting the Transit Hub.

What about rapid transit?

TransLink's current long-range plan includes a rapid transit line to UBC after 2021. The first stage of planning for rapid transit will begin this fall with a study that will determine an alignment and a technology for the rapid transit line. The study is expected to take 18 months to complete
and the scope and timing of rapid transit will be further considered following this study. It is not possible to design the bus transit station to include rapid transit infrastructure because the route and technology are not known at this time. However, there are several opportunities
to construct a rapid transit station on campus near the Transit Hub, thereby maintaining the central “transit hub” envisioned in the Campus Transit Plan. This approach of adding a rapid transit station later is the same approach that can be exemplified by the Commercial Drive, Granville and Waterfront SkyTrain stations.

How will buses enter and exit the transit hub?

Buses will enter the transit hub through a short, 150-metre tunnel along University Boulevard west of the Wesbrook Mall intersection. Buses exiting the station will be controlled by a computerized dispatching system, which will time the departure of buses so that they arrive at the Wesbrook Mall traffic signal at the same time that the signal light turns green. This will minimize delays for buses, and the dedicated bus-only signal will also be a useful measure to avoid conflicts with pedestrians and motor vehicles at the intersection.

Why will the trolley buses still be at the surface?

Trolley buses require additional vertical clearance, so they will be accommodated at ground level. Analysis indicates that trolleys would cause significant delays within the station due to the restricted number of bays they could access and other operational issues. After a rapid transit
line is constructed and should TransLink eventually replace the trolleys with clean fuel buses that do not require overhead wires, all buses (other than the community shuttle buses) will be accommodated within the transit station.

Why are the shuttle buses not included in the Transit Hub?

Consistent with the UBC Campus Transit Plan, TransLink has implemented the first phase of a campus-wide community shuttle bus service. Community shuttle buses are intended to provide local service on the UBC campus, operating in areas of the campus not served by TransLink's
regional transit services. The community shuttle buses will operate most efficiently by using campus roads such as East Mall and University Boulevard. Community shuttle buses will pick up and drop off passengers on East Mall adjacent the transit hub and University Square, and other locations.

How will I know when and where my bus is leaving?

A computer dispatching system is included in the design of the Transit Hub. A significant benefit of the computerized dispatching system used to control bus departures from the transit station is that real-time information will be provided to transit passengers in the Transit Hub, at the plaza
level and in other key locations around campus. As in airports and train stations, the real-time information will identify the departure times for the next two or three buses on each route. Over time, this information could also be provided on the Internet and by cell phone. This means that
transit passengers will have real-time access to information regarding when their bus is leaving and its departure location, providing greater choice to transit users and avoiding confusion when trying to find the right bus.

Will the design of the Transit Hub accommodate future changes in transit vehicle equipment? (e.g. Larger buses may require a larger turning radius)
The transit hub is being designed to accommodate the existing fleet of 12-metre standard buses and 18-metre articulated buses. The turning radius for an articulated bus is slightly less than for a standard bus. The transit hub is not being designed for larger buses, such as 24 metre bi-
articulated buses or double-decker buses, as TransLink is not planning to use larger buses on routes to UBC.

How will the diesel fumes from the transit hub be handled?

The Transit Hub will be designed to meet safety design guidelines and will include exhaust fans and filtering equipment to evacuate and scrub diesel emissions. Diesel fumes will be exhausted through a vertical stack so that the fumes are not released at plaza level. Diesel fumes will be further prevented from entering the passenger area by solid walls, glass walls and glass doors that will be part of the design.

How will transit passengers enter and exit the transit station?

Transit users will enter and exit the passenger area by a large covered staircase and an elevator from the plaza. Both the stairs and the Transit Hub itself will provide weather protection from rain and snow. There will also be an elevator for disabled access and a small bicycle ramp.

Where will transit passengers wait?

The design of the Transit Hub includes a large underground waiting area for departing passengers, with real-time information regarding bus departures. Passengers will also be able to wait at the plaza level, which will include real-time information on arrival and departure times.

How will the personal safety of transit passengers be protected in the transit hub?

TransLink Police, Coast Mountain Bus Company security and UBC security will patrol and monitor the transit station. In addition, the station will be well lit and visually open to minimize potential safety and security concerns. Closed-circuit monitoring may also be implemented.

How will the Transit Hub be protected from the weather?

The staircase into the Transit Hub will be covered to protect transit users from the rain and snow. UBC is currently looking at a number of options for a cover that retains the ability for natural light to enter the facility.

How much will the Transit Hub cost? Who is paying for the project?

The cost estimate for the Transit Hub plus the bus tunnel, underground service relocations and University Boulevard streetscape improvements is $30 – 35 million. The majority of the cost will be funded by UBC with the exception of $5 million being funded by TransLink for enhancements
to amenities and the appearance of the station, and $5 - $10 million for all transit-related infrastructure.

When will construction start on the Transit Hub?

The construction of the tunnel portion of the Transit Hub is scheduled to begin in January 2008. Construction of the transit hub facility is scheduled to begin in Summer 2008.

When is the Transit Hub scheduled to be complete?

The Transit Hub is anticipated to be complete and operational by the end of 2010.

What are the plans for the above-ground portion of the Transit Hub?

At its May 2007 meeting, UBC’s Board of Governors asked for a review of the above ground program (i.e. set of activities and uses) for University Square, while confirming the Board’s commitment to proceed with the below-grade transit station. This review will be presented to
the Board of Governors at their November 2007 meeting. Campus and Community Planning is involving a ‘Working Group’ in the review. The Working Group has representatives from students, faculty, staff and alumni, and has met weekly since early June. The purpose of the above-ground review is to ensure that the combination of buildings and open
space on University Square will meet the everyday needs of the campus community and result in buildings and open spaces the campus community will be proud of for many years to come. Campus and Community Planning conducted a series of events to invite comments from the campus community about the vision for University Square in July 2007. A week-long open house and series of workshop events were held in mid-September to invite input on different potential components of the building and open space program, which built on input from July and other information.

[mr.x2]

^ omg....i'm quite impressed.

[The_Henry_Man]

Rapid transit to UBC after 2021 huh? What a farce. It's way too little, too late. Why not build it right after the construction of the Evergreen Line, in say around 2015 (or even better, bypass the priority of Evergreen Line and do it right after the opening of the C-Line)? Students are ALREADY NOW suffering from intolerable delays, passing-bys and crowdedness and ALREADY NOW reaching capacity. They certainly don't have to suffer from this for the next 15 years.

And doesn't it make more sense to extend the current M-Line to UBC directly (even if it's done in stages?) They don't have to wait and adjust from the current "study" so that they don't accommodate their hub design to rapid transit. By simple common sense, the technology is already determined: Skytrain.

What a political farce.

[Rusty Gull]

Enough of the studies. We know rapid transit needs to be built to UBC... so let's get on with building it!

[Jared]

Well, 2021 is the current plan, so obviously they're going to use that number. That doesnt mean it's a good plan however, and I suspect the start date will be moved up, momemtum has certainly been building in the last couple years. What will really help is having the Evergreen Line begin construction, so Translink can make more serious moves on the Broadway Extention without being accused of forgetting about the NES.

[squeezied]

i would be happy if m-line can be extended to arbutus asap; that should lessen some of the crowdedness

[lightrail]

A bit of a read but all of the info is here. Have fun! Not included is that the hub is planned to have a minimum of LEED Silver certification.

Why will the trolley buses still be at the surface?

Trolley buses require additional vertical clearance, so they will be accommodated at ground level. Analysis indicates that trolleys would cause significant delays within the station due to the restricted number of bays they could access and other operational issues. After a rapid transit
line is constructed and should TransLink eventually replace the trolleys with clean fuel buses that do not require overhead wires, all buses (other than the community shuttle buses) will be accommodated within the transit station.



What a bunch of short-sighted morons. Sorry, but this is the stupidest thing I've seen. Trolley buses run underground in other parts of the world - San Francisco and Seattle. So we put smog belching noisy diesel buses underground and the quiet clean trolley buses above ground. Brilliant planning.

Translink replacing the trolley buses - don't hold your breath - the infrastructure and investment in new buses should be good for the next 20 years (still with Kevin Falcon taking over Translink, who knows). And what would you replace the trolley's with, fuel cell buses? Guess what is used to make the hydrogen for those buses - natural gas. Not exactly a renewable clean resource.

Reading between the lines - we're too cheap and short-sighted to plan for rapid transit or to encourage clean electric transit alternatives.

Not impressed!

[j4893k]

Well there are only 3 bus routes to ubc that use trolleys. I wouldn't think that the extra money it would require to dig the hub deeper would be worth it. Besides, I like seeing them above ground and apparantly the plan for the trolley loop looks really nice with a tree-covered median.

I do find it kind of funny that they say "should Translink eventually replace the trolleys..." It seems to imply that they don't really know what they're talking about and that there are no plans to replace them. I really hope they don't.

[mr.x2]

^ there's hundreds of miles of trolley electrical wires that are still good for a few more decades, and we just invested a quarter billion into buying a new fleet of trolley buses that will last for the next 25 years....i don't think so either.

[officedweller]

I'll bet the main issue is driver safety in case the trolley poles come off the wires. I could see the buses charging into the tunnel and if a bus is stopped to reallign or just stow the poles after the poles come off the wires - BAM!

[zivan56]

They don't need to make the height of the roof equal to the height of the trolley wires outside (they are at that height for clearance issues). The poles are adjustable, and could go quite low above the roof of the trolley if needed.

[j4893k]

I remember reading somewhere that they would need to dig deeper to accomodate the trolleys. I dont think it was just for the sake of clearance since theres not too much height difference between trolleys and regular busses, but something to do with the wires themselves.

[deasine]

^ there's hundreds of miles of trolley electrical wires that are still good for a few more decades, and we just invested a quarter billion into buying a new fleet of trolley buses that will last for the next 25 years....i don't think so either.

And we may invest more... TransLink is considering using electric 41 busses after the implementation of the 91 B-Line route (replacing 43 Express).

[mr.x2]

And we may invest more... TransLink is considering using electric 41 busses after the implementation of the 91 B-Line route (replacing 43 Express).

i don't think those are trolleys, rather maybe hybrids or alternative fuel buses.

[deasine]

i don't think those are trolleys, rather maybe hybrids or alternative fuel buses.

I'm pretty sure they will consider those as well. Of course electric trolleys would be the most expensive choice... I would prefer the use of electric trolleys since we do have most of the route wired already...

[lightrail]

I'm pretty sure they will consider those as well. Of course electric trolleys would be the most expensive choice... I would prefer the use of electric trolleys since we do have most of the route wired already...

Why not a hybrid, like they use in Seattle? The tunnel should be built to highway clearances and trolley wires can be fixed to the roof. It works in the Seattle tunnel and I don't think they have an issue with the trolley's coming off. In Edmonton trolley's run across the high level bridge which has low clearance and it isn't an issue.

[squeezied]

will the 41 be going to ubc after the 91b-line has been implimented?

[mr.x2]

will the 41 be going to ubc after the 91b-line has been implimented?

probably, but at a slightly lower frequency. look at the Cambie bus for example, it'll still exist in 2009 but with a frequency of 15 minutes.

[deasine]

will the 41 be going to ubc after the 91b-line has been implimented?

They were considering to also end it before UBC... I'm not necessarly against it if they use trolleys instead *wink

Well hopefully we will see more annoucements on the Bus Rapid Transit in the GVRD this year. York Regional Transit seems to be doing a lot... Actually the entire GTA system seems to be planning much more!

[officedweller]

Diagram of the proposed UBC bus loop from a Translink Report going to the Board Nov 16th. Due to UBC delays - due to open in late 2010 or early 2011.

Anyone else thing there'll be accidents at the bottom of the ramp with buses crossing paths?
(unless they drive on the left on the ramp, but that would be stupid when they get to the top).
Required I guess because the doors are on the starboard sides of the buses and having the loading areas on the outside rather than an island would be less efficient.

http://www.translink.bc.ca/files/board_files/meet_agenda_min/2007/11_14_07/4.7_UBC_MOU.pdf

http://img340.imageshack.us/img340/6156/15747515qq7.jpg

[mr.x2]

^ looks good, but only 6 arrival and departure platforms? haha, sounds like an airport. hopefully it gets finished before i graduate....

i wonder how they'd integrate it with the future SkyTrain station.

[deasine]

i think so too! but supposedly buses are computered programmed to arrive at a certain time so maybe they might not crash then?

but it doesn't seem like they designed this well...

[officedweller]

That's SEVEN platforms - not that here's a big difference.
You don't think an LRT train could make that loop do you?

[mr.x2]

That's SEVEN platforms - not that here's a big difference.
You don't think an LRT train could make that loop do you?

it's not designed for an 25-metre articulated bus, so i doubt an LRT train can go through it.

[deasine]

That's SEVEN platforms - not that here's a big difference.
You don't think an LRT train could make that loop do you?

well if they loop wasn't designed for electric trolleys, then a LRT train wouldn't work.

[officedweller]

Oh well.
25 m articulated - is that a double articulated bus?

[mr.x2]

Oh well.
25 m articulated - is that a double articulated bus?

yea, very long...

[deasine]

Oh well.
25 m articulated - is that a double articulated bus?

mhm 18m is single joint, 25m double joint

[mr.x2]

B-Line packed to capacity

By DHARM MAKWANA, 24 HOURS

Rapid transit may relieve the traffic crunch congesting the Broadway corridor.

TransLink spokesperson Drew Snider said transit planners are increasing service for parallel east-west bus routes but can only improve efficiency for a growing number of riders who take the 99 B-Line.

"We've got just about as many buses on as we can handle on Broadway right now," he said.

In 2007, 6,210 riders arrived at UBC in the morning on a B-Line bus compared to 5,896 riders in 2006.

Addressing the five per cent increase in bus ridership is a physical challenge.

According to Snider, the lack of layover space for bus drivers to park before departing on their next run is a key barrier to adding more buses.

Instead, service changes, such as three-door boarding for B-Line buses, and preparations to install wireless broadband technology giving buses green light priority are being applied or are in the works.

[vanhattan]

B-Line packed to capacity

By DHARM MAKWANA, 24 HOURS

Rapid transit may relieve the traffic crunch congesting the Broadway corridor.

TransLink spokesperson Drew Snider said transit planners are increasing service for parallel east-west bus routes but can only improve efficiency for a growing number of riders who take the 99 B-Line.

"We've got just about as many buses on as we can handle on Broadway right now," he said.

In 2007, 6,210 riders arrived at UBC in the morning on a B-Line bus compared to 5,896 riders in 2006.

Addressing the five per cent increase in bus ridership is a physical challenge.

According to Snider, the lack of layover space for bus drivers to park before departing on their next run is a key barrier to adding more buses.

Instead, service changes, such as three-door boarding for B-Line buses, and preparations to install wireless broadband technology giving buses green light priority are being applied or are in the works.

So 99B is already maxed out, no surprise there for a former 99B rider. It makes me laugh that they are even considering a "rapid bus line" to serve capacity until 2015....then what. This bus loop seems like too little too late. In reality, if they implemented the rapid bus line system, it would be maxed out today, not in 2015. This looks unworkable as not having enough capicity. We need to get some of these people out of their offices and onto the busses so they can understand what reality is all about. As the trite saying goes, this is not rocket science. Build the M line now already, and do NOT use busses as part of the final solution. Surface busses will always be useful, the more I think about it, the more this mayor is right. Bore underground the entire length of the M line all the way out to UBC and then utilize surface busses for shorter stops, and to fill in capacity gaps in the future.

[officedweller]

The M-Line west studies date back to 2000 or so - before the U-Pass was implemented.

[SFUVancouver]

Interesting to have solid numbers for the number of arrivals at UBC via the 99 B-Line. The 6,210 arrivals figure is a whole lot smaller than I would have expected and I guess that just goes to show you how many 99 B-Line trips have nothing to do with UBC.

The #145 SFU bus that shuttles passengers between the Production Way-SFU station on the Millennium Line and the SFU campus carries slightly in excess of 10,000 riders per day with a nearly 50/50 split between arrivals and departures. 6,210 for the 99 to UBC vs 5,000 for the #145 to SFU.

In the long term we're going to have to do something about the #145. That 10k per day figure is just going to climb and climb as the rapid transit network expands, especially when the extended Millennium Line meets up with the Canada Line and creates a triangle. UniverCity at SFU is growing rapidly too and within a decade upwards of 10,000 people will live up there, up from the current 2,000, and already 34% of the residents who leave the mountain for work do so via transit. Scale the current UniverCity residents' transit trips up by a factor of five while the school's population expands by another 7 or 8% against the backdrop of better rapid transit utility and you've got an iron clad necessity to increase the capacity of #145 well beyond what buses may be able to offer. Within a decade those 10,000 daily trips by the #145 will likely be closing in on 20,000 and everyone will still want to be at work and in class on time.

[mr.x2]

In the long term we're going to have to do something about the #145. That 10k per day figure is just going to climb and climb as the rapid transit network expands, especially when the extended Millennium Line meets up with the Canada Line and creates a triangle. UniverCity at SFU is growing rapidly too and within a decade upwards of 10,000 people will live up there, up from the current 2,000, and already 34% of the residents who leave the mountain for work do so via transit. Scale the current UniverCity residents' transit trips up by a factor of five while the school's population expands by another 7 or 8% against the backdrop of better rapid transit utility and you've got an iron clad necessity to increase the capacity of #145 well beyond what buses may be able to offer. Within a decade those 10,000 daily trips by the #145 will likely be closing in on 20,000 and everyone will still want to be at work and in class on time.


what about a streetcar up the hill to SFU from Production Way Station?

or maybe an aerial tram from the station like the one in Portland (or our own at Grouse)....but i'm not sure if that would be feasible. It would certainly be much faster than the 145 (going up the hill is painful), but with only a max. capacity of 80 passengers on each of the two cars it would be a capacity headache....

driving up SFU is a huge hassle, and there's no question that ridership has nowhere to go but up.



The 6,210 arrivals figure is a whole lot smaller than I would have expected and I guess that just goes to show you how many 99 B-Line trips have nothing to do with UBC.

well, you should include the trolley ridership since they also serve the Broadway corridor.

[SFUVancouver]

"well, you should include the trolley ridership since they also serve the Broadway corridor."

I realise that, I was just referring to the #99 in particular.

[deasine]

Well I guess a very temporary solution for the #145 bus is to extend the soon-to-be #95 B-Line to Production Way-University...

[Bert]

How about use 60 ft. electric trolley buses to serve SFU? I'm guessing they'd be much better at climbing hills than the current diesels. There wouldn't be trolley wire intersections to slow down at along the route either, so it'd be a smooth & fast climb. It might be cheaper than a new air tram too. Trolley wires could be extended from Kootenay Loop to SFU, then back down to Production Way-University.

[tintinium]

i <3 airtram idea. But I'm not the most objective person when it comes to airtrams.

[mr.x2]

How about use 60 ft. electric trolley buses to serve SFU? I'm guessing they'd be much better at climbing hills than the current diesels. There wouldn't be trolley wire intersections to slow down at along the route either, so it'd be a smooth & fast climb. It might be cheaper than a new air tram too. Trolley wires could be extended from Kootenay Loop to SFU, then back down to Production Way-University.

can trolleys/streetcars go up those kinds of grades?

[bils]

can trolleys/streetcars go up those kinds of grades?

yes :)

http://www.asia2002.gov.hk/press/pict/large/120.jpg

[mr.x2]

yes :)

http://www.asia2002.gov.hk/press/pict/large/120.jpg

lol, well i was thinking more of the conventional streetcars we have which probably aren't capable (why Evergreen LRT northwest route needs tunneling).

btw, that tram in HK is an awesome ride...a bit slow though.

[lightrail]

can trolleys/streetcars go up those kinds of grades?

Trolleys - no problem. In fact, with retrostatic breaking (as all Vancouver trolley's have), the trolley going down can help power the trolley going up.

Streetcars - 6 per cent grades are not a problem, maybe even a bit steeper, but it depends on the adhesion to the rails. Probably not a good idea.

[Rusty Gull]

Thanks for the info, LightRail.

I have heard that a plan to run a streetcar up Lonsdale Ave in North Vancouver was nixed because of the grade. Do you concur that that would be the case (is the grade too steep?)

What's different now than when they were running the streetcars up Londale and Capilano Rd 60 years ago?

[fever]

The difference is probably in safety standards. I'm sure it could be made to work, but it would end up being more expensive.

[LeftCoaster]

Im sure trams work well on grades... just think San Fransisco! One of the most famous tram systems in the world and it operates on some very steep grades. Although I suppose those are cable cars and not the electric trolleys that would most likely be used in Vancouver.

[Bert]

Im sure trams work well on grades... just think San Fransisco! One of the most famous tram systems in the world and it operates on some very steep grades. Although I suppose those are cable cars and not the electric trolleys that would most likely be used in Vancouver.
Cable cars like San Fran's and HK's are mighty slow though. I don't know if students would appreciate a 20-30 minute ride up the mountain.

I remember from an argument here, back in the day, someone (maybe queetz?) brought up the Sheffield Supertram (http://en.wikipedia.org/wiki/Sheffield_Supertram), which can apparently scale 10% grades by having all its axles powered - this limits it to 40% low floor area though. But it'd probably be way too expensive for such a limited application.

That leaves only the electric trolley bus and high speed air tram alternatives for SFU...

[Rusty Gull]

Media Release | Jan. 14, 2008
UBC Welcomes Transit Announcement

UBC welcomes the provincial government announcement today of a $14 billion province-wide transit investment to include $2.8 billion for the UBC Line in addition to increased bus service.

"Congratulations to the Premier and his colleagues on their leadership to improve transit service and address climate change by reducing greenhouse gas emissions," said Prof. Stephen Toope, President of UBC. "With UBC's Vancouver campus the second largest transit destination in the region, this investment helps us continue our shift from being a car-oriented campus to a transit-centred one. We are also pleased that RapidBus service will be expanded to Kelowna, thus providing sustainable choices for our UBC Okanagan community."

When the new line arrives at UBC in the proposed date of 2020, it will provide a complete transit hub for UBC's Vancouver campus, Toope said. The hub will then be composed of the proposed rapid transit line, a bus terminal that will continue to service the very significant bus travel from parts of the region not served by the rapid transit line, and a shuttle bus to address more local transit movements. The below-grade new bus terminal that UBC and TransLink are building is sized to fit with the development of the new rapid transit service.

UBC will work closely with TransLink and others to plan the UBC Line and ensure that a new station integrates with the new University Boulevard neighbourhood that marks the entrance to the Vancouver campus, Toope said.

There are currently 54,000 daily transit trips to and from UBC. This is almost half of all trips to and from UBC, and transit is the single most popular mode of travel to the Vancouver campus. Students have been a driving force in improving transit use through their adoption of the U-Pass in 2003.

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