October 15, 2013
Edited after Stephen Rees comment
At the 1995 Fall
- Up to 1987, the 9 was the only cross-town service along Broadway. and started to have runs to UBC only after University Bld got Trolley wires in 1988.
- Before, 1987, UBC was reached from the Broadway corridor by the bus 10 (nowadays route 14), which had been extended to UBC in fall 1968 (then it was working in combination with the Hasting express bus)
- With the advent of the Expo line in 1986, BC transit will start an express service from Commercial (now Commercial-Broadway) to UBC, in fall 87, numbered 81 the first year, then 31:
The bus 31, was a typical rush hour only express service with pick up only at all local bus stop East of Oak, for the West bound direction (and drop off only for the east bound), then non stop to UBC.
1996, Introduction of the 99 B line service on the Fall
The preliminary service is weekday only, but is running all day long (without evening serice), and receives a special branding: the “Bee Line” logo.
express route 31 is discontinued
The line will reach the UBC loop after enlargment of it, in the spring 1997. The Clark stop will be added at the same time
Sasamat is added in the Fall 1997
The service is an instant success, and the offer needs to be reinforced as soon as Nov 1996, where peak morning frequency is already at 4mn between Commercial and UBC 
1998: Full deployment in the fall
A new fleet of 21 low-floor articulated buses with a distinctive B-Line paint scheme and bike rack was deployed. All that were novelties on the Vancouver bus system in 1998. Service is extended on week-end and evening . The Brentwood-Boundary loop route (109) is then discontinued.
The ridership increased by 20%, prompting an order for 5 additional buses
Bus bulges are installed at the Sasamat bus stop, in May/June 1998 , as a demonstration project: Besides it, the 99B line never benefited of any BRT like fixed infrasrtucture
2002 and after: the Skytrain Millenium line days
- The Skytrain line replaces the B line east of Commercial in 2002
- In 2003, Translink introduces non stop bus between COmmercial and UBC (99 Special) to handle additioan demand generated by the introduction of the U-Pass
- In Jan 2006, the opening of the VCC-Clark station allows the opening of a new route from it to UBC (#84), supposed to relieve crowding on the Broadway corridor
- Fraser, and Arbutus stop are added in 2009
- The students, continued to board the first 99 showing up, rather than waiting for the 99 Special, which was then not alleviating crowding. the 99 special service has been discontinued with the introduction of the route 84:
|Oct 1996||8,500 |
|Nov 1996||10,000 |
|1998||16,000 (*) |
(*) The Original BC Transit estimate was 12,000 
Some reasons for the success
It is worth to notice a great emphasis on the marketing side, and its technical limitation  :
- A distinctive product:
- The B line branding is applied to any aspect of the bus service: bus, bus-stop, map and schedule
- It is worth to mention that the bee line logo copyright has been challenged by an individual: the controversy did some stride in the mediaa, bringing exposure to the product itself
- The buses looking “different” don’t get unnoticed by drivers.
- The line has his dedicated bus stop
- The accessible low floor buses has been a disruptive point in the industry (same has occured with trams in the 90′s)
But one, must not forget the “geometry” fundamental of the line:
- Where it was ~37 bus stop between Commercial and Alma (route 9), the 99B was offering only 6 (now 8) along the same 8.5km segment.
- The strong Central broadway anchor (before not directly accessible from the Lougheed corridor
- At the exception of Allison and Heather (Vancouver General Hospital), All stop connect with other network bus lines:
- The time gain is especially consequent (up to 40% time gain)
- The B line, especially in its eastern part (pre millenium line), is conceived as to be feeded by local buses.
- The B line runs on as much as of the entire corridor broadway-Lougheed, making it very legible
- In practice service east of Commercial was relatively limited, but people coming from the Lougheed corridor, was able to board on a fast service offering limited stop service in Vancouver
The route 44 (limited stop from down town to UBC), having replaced the express route 85 (local on the downtown peninsula, then non stop up to UBC) participate from the same philosophical approach as the 99B.
The 98B line
The line opened on August 7, 2001, after a 4 1/2 month transit strike
The 98B line will capitalize on all the 99B lessons, but will add some BRT like features:
- Dedicated Right of Way (number 3 road in Richmond), and bus lanes in Vancouver (Marpole)
- Specially designed bus shelter, with real time information system
- premeption of traffic signal (at least in Richmond)
- The system was originally deployed to accelreate fire department response: it was not clear it was very efficient for transit operations
It is possible that Translink, could have liked to discontinue all direct services from Richmond, to having them feeding the 98B line…In fact rush hour direct services has been preserved, but the 98B line replaced a rather confusing array of bus routes (401, 403, 406 and 407) with a legible, direct, and frequent service, between Vancouver and Richmond Center. The line has been discountinued in fall 2010, as being replaced by the Canada line
 TCRP Program report 65: Evaluation of Bus Bulbs, National Academy press, Washington D.C., 2001
 Vancouver’s BLine Experience, Jeffrey Busby, TRB Annual Meeting 13 January 2013.
 TCRP report 90: Bus Rapid Transit Volume 1: Case Studies ( Annex B Bus Rapid TransitVancouver British Columbia, Translink #98 and #99 B lines), National Academy press, Washington D.C., 2003
 “Planning of Vancouver’s Transit Network with an Operations-Based Model“, Ian Fisher, May 1 2009, Translink
 “Bus System Performance Review”. May 31, 2012 – Translink
December 19, 2011
The scramble intersection has been officially opened with much fanfare on November 15th, by Mayor Malcolm Brodie 
But, the real story is not so much the pedestrian scramble than the new traffic light which will have certainly consummed the bulk of the $600,000 budget allocated to this intersection “improvement” .
- It is a raised intersection, usually signalling to the motorist it is entering in a pedestrian oriented environment
- The treatment of the crosswalks and bollards shows careful attention intended to rise the profile of this intersection
The real story
Before the traffic light, and its adjoined pedestrian scramble, it was a 4 ways stop:
- both pedestrian and vehicular traffic could become fairly heavy in some summers week-end, but nothing comparable to what we can witness in Granville Island at anytime.
- And like in Granville Island, most of the vehicular traffic is generated by parking lookers, and so most of the traffic is turning either right or left at the intersection…
The consequence of the last observation is that right and left turn traffic can be impeded by the pedestrian traffic…The Richmond traffic engineers will have found, that blocking all pedestrians movement during vehicular movement was the best thing to do…and here is the rational for the scramble.
It is sold to the public as follow: The previous configuration (4 ways stop), where politeness’rules applied (i.e. like in Granville island), was judged “confusing” by the Richmond traffic engineers .
If you believe that the lack of rules for pedestrian is creating congestion in Granville and makes it unsafe, you will cheer for the Richmond’s “traffic improvement” as a step in the right direction.
…On the other side, if you believe in the shared space concept followed by a growing number of European towns, noticeably because “When you don’t exactly know who has right of way, you tend to seek eye contact with other road users” and “You automatically reduce your speed, you have contact with other people and you take greater care” , you will eventualy consider that the roadwork at Number 1 and Moncton, is much closer to a 600K waste than an improvement…
 No.1 Road and Moncton Street Intersection and Surrounding pedestrian crosswalk improvments Victor Wei, Transportation department, April 21, 2011, Richmond CA. Notice that this lst reference states that “based on the pedestrians and vehicles traffic volumes, a a traffic signal is warranted at this intersection” without substanciating those “volumes”. A reference is done to a mysterious study (Stevenson Village Traffic and parking improvement, Victor Wei, Transportation department, August 31, 2009) which didn’t provide any substance either.
Pedestrian Crosswalk Improvement Project, Communication from Richmond CityHall, 2011.
European Towns Remove Traffic Signs to Make Streets Safer, Deutsche Welle, August 27, 2006
 Beside numerous news report, there is generally a strong advocacy for scramble interest in some circle, like at vpsn, and, eventually via spacing Vancouver, you will find some opinion in the Vancouver Openfile blog (which in our viewpoint is misleaded by the fact it seems to fail to make the difference between Yonge and Dundas in Toronto center and the “Steveston village” context in Richmond) or InSteveston and a more critical appreciation by a Richmond’s blogger