C-TRAN’s Strategic Plan is a process for change. It is a mechanism for focusing C-TRAN’s resources on specific areas and goals, and to become more responsive to citizens’ needs and vision for public transportation.
C-TRAN’s 2003 Strategic Business Plan defines five focus areas:
In 1999-2000, C-TRAN experienced changes that had significant impacts on the organization, including: a 40 percent reduction in funding, reductions in service and staff, fare increases, and a new Executive Director/CEO. How C-TRAN does business changed with the significant loss of motor vehicle excise tax (MVET). For C-TRAN to be successful, we must balance community needs with funding challenges.
C-TRAN’s strategic planning process is already yielding results. We have redefined our mission, redirected the focus of the agency to key areas, engaged the Board of Directors in defining direction, and gathered information needed to make good business decisions. With the foundation laid, it is time to take action and make changes. The 20-Year Plan, a product of the strategic planning process, will take shape during 2003. As the 20-Year Plan is developed, C-TRAN will engage citizens to verify how to shape future public transportation service.
To provide safe, reliable, efficient mobility choices.
—Adopted March 20, 2001 by C-TRAN’s Board of Directors
In 2002, C-TRAN’s Board of Directors identified four main issues for the organization over the following three to five years:
A 20-year transit development plan is a modeling tool used to project financial and service levels over an extended time frame. For C-TRAN, a 20-year plan will also detail our mission, goals, and priorities—key yardsticks we use to guide us through constantly changing conditions. Clear messages have been sent via previous survey/outreach efforts, such as issues concerning empty buses to using smaller buses in the more rural areas. The development of a 20-year plan will enable C-TRAN to meet the demands of change as the community expects us to listen and, more importantly, react to what we hear.
The City of Vancouver and Downtown businesses have expressed concern about traffic and noise associated with our current operations at the 7th Street Transit Center. C-TRAN has taken steps to respond to these concerns. In May 2003, C-TRAN implemented changes that minimized our presence at the transit mall and the “platooning” of buses in and out of Downtown. These changes address some of the more obvious concerns. The adjustments made to bus schedules reduced the number of buses entering and departing downtown at one time and dispersed them throughout the day. Eliminating the timed connection of all routes in this manner will also contribute to improved service throughout the day by adding an additional 216 trips each week to the service operating to and from the downtown area.
A process to gather feedback and improve the 7th Street facility was underway when many of the questions and discussions about how C-TRAN should serve downtown came into focus. Rather than use scarce resources to make significant improvements to a facility we might not be using in the future, C-TRAN has made minor repairs to the existing facility to improve general safety and cleanliness. Major upgrades or relocation of the transit center will wait until a decision is reached about our long-term facility requirements and the service needs of downtown Vancouver can be identified. This decision will be made with input from Clark County citizens, downtown Vancouver businesses and organizations, the City of Vancouver and the 20-Year Transit Development Plan.
When voters considered I-695, it was viewed as a tax reduction measure, not an anti-transit referendum. Transportation remains a critical issue for Clark County residents, and the problems associated with interstate traffic congestion have not gone away. C-TRAN is constructing the 99th Street Park & Ride to help solve an overcrowding problem at the Salmon Creek Park & Ride. This construction is financed with 80 percent federal and 20 percent local funds. C-TRAN has not met the public’s demand for commuter service for several years due to lack of available parking spaces in the I-5 corridor. Studies have shown that we need 4200 additional park and ride spaces by 2020 in the I-5 and I-205 corridors.
To better serve Evergreen Park & Ride, C-TRAN would have to pull service away from Fisher’s Landing Transit Center or other locations. Keep in mind the Fisher’s Landing Transit Center is not yet full and that operating service out of Fisher’s Landing is more cost-effective operationally than service out of Evergreen, largely due to the amount of time consumed getting through the Mill Plain/Chkalov intersection. C-TRAN would certainly like to use Evergreen Park & Ride more effectively as our budget allows and as ridership grows.
The Washington State Department of Transportation (WSDOT) owns the Salmon Creek Park & Ride. The facility has been built to its maximum capacity. Additionally, WSDOT plans to move the facility to a new location if adequate funding can be found to improve the 134th Street interchange at I-5. The 99th Street facility should help with the current overcrowding conditions at Salmon Creek in addition to providing hundreds of new parking spaces in the I-5 Trade Corridor. C-TRAN is also exploring the possibility of developing a park and ride facility further north of Salmon Creek.
C-TRAN is designing the Park & Ride and engaging the surrounding community in an developing the best facility for the area. The target for opening is late Fall 2004.
Filling park and rides with patrons for the Portland Airport would do little for system ridership and would consume valuable parking capacity. Additionally, most trips to the airport involve large amounts of luggage. C-TRAN does not have the ability to currently accommodate baggage. C-TRAN does provide service MondaySaturday on the #165 Parkrose Express which serves the Parkrose MAX station, an easy connection to Portland International Airport.
No, C-TRAN serves the entire community. Approximately 85 percent of C-TRAN’s revenue service operates in Clark County. Service to Portland is both vehicle and operator intensive because of the short peak window of demand for those services. Demand for commuter service continues to grow as congestion increases and parking fees escalate in downtown Portland. High Occupancy Vehicle (HOV) lanes greatly improve the quality of the commuter service, and C-TRAN has responded to increased demand for services. However, the majority of C-TRAN service hours are used for urban services in Clark County.
In 2002, C-TRAN received almost $140,000 in advertising revenue. The advertising program, which was approved Spring 2001 by the C-TRAN Board of Directors, has been very successful and should continue to grow and be a positive source of income for C-TRAN in the future.
Since November 1999 and the loss of 40 percent of C-TRAN’s funding in the repeal of the motor vehicle excise tax, C-TRAN has realized $15.9 million in savings through the reduction of service, increase in passenger fares, and cost-saving efforts of C-TRAN employees. During each annual budget process, C-TRAN employees continue to bring forward both long- and short-term cost-saving initiatives.
C-TRAN receives its funding from a number of different sources including: .03 percent sales tax collected in Clark County (58 percent), rider fares (19 percent), various state and federal grants (16 percent), interest income (6 percent), and bus advertising revenue (1 percent)—percentages are approximate.
Passenger fares comprise 19 percent of C-TRAN’s cost of service. Riders also pay taxes like everyone else, which make up the remainder of the cost. Everyone benefits from transit whether they directly use the service or not. For example, over 3,500 trips a day are made on C-TRAN to downtown Portland. Commuters who drive their individual cars benefit from less congestion, everyone benefits from cleaner air, and taxpayers do not have to deal with the cost of a new freeway lane to support the additional cars that would be generated if C-TRAN were not here.
Farebox recovery is the percentage of the cost to operate service that is covered by collected fares. In 1999, C-TRAN operated at about 12.3 percent farebox recovery for fixed route service. Through diligent efforts, C-TRAN increased that to 17.8 percent for fixed route in 2002. C-TRAN will continue to re-evaluate fares every two years and make incremental adjustments as needed. Additionally, reducing costs and delivering more effective and efficient service can impact farebox recovery. Increasing ridership, adjusting fares, and operating more effectively will result in higher farebox recovery.
Washington State regulations control how C-TRAN was created and currently operates. When Clark County voters created C-TRAN by forming a Public Transportation Benefit Area (PTBA), a separate body of government was created. C-TRAN functions independently but in partnership with other governmental jurisdictions within the County.
C-TRAN’s service area reaches across all of Clark County except for a small area in Woodland. Peak hour service is also provided from designated park and ride locations within Clark County to downtown Portland and to the Parkrose light rail station.
Yes. When the voters repealed the motor vehicle excise tax in November 1999, C-TRAN lost approximately 40 percent of its funding. In July 2000, after substantial public involvement, approximately 18 percent of C-TRAN’s service was reduced or eliminated. The areas that lost service included rural areas of north Clark County where ridership was extremely low.
In 1980, C-TRAN was created by a vote of Clark County residents granting tax to be collected from the majority of Clark County. Although not all residents of the County, or even the Cities, have bus service, we all benefit from a healthy public transportation system in our community. The countywide tax supports park and ride service that is used by people who do not have service close by their houses. However, a review of the service boundaries is appropriate, and will be part of the discussions in the development of the 20-Year Plan.
C-TRAN's operating budget for 2003 is $29,803,100. Excluding depreciation, which is a non-cash expense, net expenses are budgeted at $27,081,565.
In 1982, C-TRAN purchased the RTS (commuter) fleet using federal grant dollars; the Federal Transit Administration (FTA) determined the buses have a useful life of 12 years. These buses are now 21 years old and are beginning to cost more in maintenance and upkeep, as well as not meeting new emissions or Americans with Disabilities Act (ADA) standards. C-TRAN was able to secure federal grant funding to replace the 1982 fleet with new buses that will be less costly to maintain, meet emissions and ADA standards, and be 20 percent more fuel efficient. C-TRAN contributed 20 percent toward the purchase of the replacement buses and will recoup that outlay in savings over the new buses’ life. The total cost per vehicle is $312,290.
When C-TRAN was formed, it was the decision of the Board of Directors to be a pay-as-you-go agency. This meant C-TRAN would not borrow funds or pay interest that would increase the spending of taxpayer dollars, but would wisely save its funds to plan for future service and capital items, including bus replacement, new facilities, and park and rides. Saving taxpayer dollars for the future, rather than spending them on payment of debt, increased the available revenue to operate bus service through the interest earnings realized over the years. C-TRAN is currently operating a level of service that exceeds the revenue collected in passenger fares, sales tax, and grant funding, which means the services we provide are being supplemented by some of the “savings” C-TRAN has realized over the past 20 years. To ensure C-TRAN maintains a responsible level of funding in reserve to cover insurance, emergency operating needs, and capital commitments already made, the C-TRAN Board of Directors set a minimum reserve level of $17 million. C-TRAN’s reserves will reach this minimum level during 2005. At that point, C-TRAN will need to have either secured a new stream of revenue or will be forced to reduce services by another 30-35 percent.
As a regional transportation partner, C-TRAN continues to participate in discussions regarding future transportation options that include light rail. The decision to build light rail in Clark County is not a decision C-TRAN will make, it is a decision citizens will make. Extensive community discussion and broad-based, cross-jurisdictional support by elected leaders will be necessary before a decision and funding to build a light rail system can occur.
The I-5 Trade and Transportation Partnership’s recommendation did include a light rail loop in Clark County, but not specific routes or stations. The recommendation references two north-south segments along I-5 and I-205, with an east-west connection in the area of SR 500/4th Plain. Determining the specific alignment and routing would be an outcome of future public involvement and environmental impact studies.
The I-5 Task Force and a number of regional partners are advocating the authorization of a light rail system that extends into Clark County in the Reauthorization of the Transportation Efficiency Act (TEA-21). The I-5 segment across the Columbia River is much further along than the research and study of the proposed Clark County loop. The first segment from TriMet’s Expo Station could advance to Vancouver in as few as four to six years if funding were obtained, operating costs and revenue identified, and environmental and engineering requirements occurred without problem. The proposed loop system would take longer. The first essential decision confronting the citizens of Clark County is adequate funding for its existing bus system. It is essential that an effective bus system exist to support the major investment made in a high capacity transit solution. If light rail is realized in Clark County, it will impact the design of C-TRAN’s bus service, adjusting our routes and schedules to make connections to the rail line, but it will not minimize the need for bus service. Funding light rail, both its construction and operation, will be an important decision at some point in the future. Our first decision is whether the light rail loop proposed in the I-5 Partnership Study is the right high capacity application for our community. To understand this better, an alternatives analysis must first be done. Funding to conduct this analysis has been requested by the Southwest Washington Regional Transportation Council (RTC). An effective bus system is essential if light rail is realized in the future.
That construction is a pedestrian bridge that connects portions of the regional trails and walkways system. It is a Clark County and Washington State Department of Transportation (WSDOT) project, funded with County, State, and Federal dollars.
In 2002, C-TRAN provided over 6.4 million passenger trips, which were concentrated during peak commute times. Just like freeways or the street that runs in front of your home, the bus generally isn’t crowded at 10:00 a.m. or 8:00 p.m. Fixed capital structures such as buses, roads, restaurants, shopping malls, or parking lots are sized to handle the demand at their busiest times. They cannot shrink during slow times or expand during busy times. C-TRAN sizes its bus fleet and the size of the vehicle to meet the demand at the determined busiest time of the day. Usually, that is during the regular commute time, but it also might be when high schools let out, when the 6:00 a.m. shift starts, or at 9:00 p.m. when the Mall closes. It is different for every route, depending on its destinations. The next time you see an empty bus, look around and ask yourself if the roadway is at capacity? Is the grocery store parking lot full? Are all the restaurant tables occupied? C-TRAN can and does reduce service during off-peak hours and is always looking for ways to provide service more efficiently.
C-TRAN provides transportation for people from all walks of life. Without C-TRAN, about 25 percent of riders wouldn’t have any other form of transportation. Many C-TRAN riders choose to use the bus for economic, environmental, parking costs, or stress reduction reasons.
Just like education, parks, or libraries, public transportation is an essential community service. C-TRAN buses take people to jobs and provide thousands of people in our community access to life sustaining activities. We all benefit from the positive economic impact on our community—getting people to work, cleaner air, and less congested roadways.
Yes. In Fall 2002, a Community Perception/Budget survey was completed that asked about voters’ support for transit and perceptions of different funding options. Eighty-three percent of the survey respondents agreed that public transit is vital to the region’s growth and future. Sixty percent said they were somewhat or very likely to support an increase of .3 percent to expand service, but we must first prove we are using our current resources wisely by demonstrating efficiencies.
Passage of a sales tax initiative requires one vote more than 50 percent, with no required turnout level.
That final decision is really up to the Board of Directors, but they have indicated C-TRAN would re-group and try again. We have time to educate our citizens about C-TRAN, listen and respond to their expectations for service. The service we provide is important and valuable. However, the community needs to understand why.
According to the 2002 Customer Satisfaction Survey, nearly 60 percent of all C-TRAN bus trips take people to and from jobs. The remaining trips are for recreation/social activities or shopping. Over 60 percent of riders have a valid driver’s license, are employed, and have an average of 1.2 automobiles available for their use. Slightly more women than men ride C-TRAN. The average age is 43 with a mean income range of $30,000$40,000. Approximately 25 percent are senior citizens or people with disabilities. Over 60 percent of riders use transit to travel both within Clark County and to/from Portland. Approximately 80 percent of C-TRAN riders are frequent riders—taking five or more trips per week.
Adjusting routes as business districts grow and change, as new residential developments are built, and as travel patterns in the community change over time is essential. Where people live, where they work, where they purchase goods and services are all factors assessed during service planning. Part of the work in developing C-TRAN’s 20-Year Transit Development Plan is to re-evaluate how Clark County continues to grow and whether service needs to be adjusted accordingly.
C-TRAN makes every attempt to ensure both route design and intensity match demand. However, Clark County has many population centers outside Vancouver. This makes some areas difficult to service effectively. For example, most people would agree that the City of Battle Ground is large enough to warrant bus service. However, the area between Battle Ground and Vancouver is sparsely populated and is expected to remain that way. Evaluating routes is a continuous process. C-TRAN is currently developing a set of service standards to help guide evaluation of routes and decisions about service.
In 2002, C-TRAN provided more than 6.4 million passenger trips. Because Coach Operators record the number of passenger boardings, we have to estimate how that equates to individual people. Our most recent surveys indicate 5-7 percent of the Clark County population (roughly 20,000 people) rides C-TRAN regularly. Surveys also indicate 22 percent of the population (roughly 80,000 people) have ridden a C-TRAN bus in the past year.
C-TRAN Board Members have passes and do ride the system periodically throughout the year. At Board meetings, members often report their experiences using C-TRAN and other transit systems.
C-TRAN is very safe. C-TRAN’s 2002 accident rate was less than the national average and less than the average for bus transit systems located in the Northwest. C-TRAN provides contracted security services at all major transit centers, and all C-TRAN buses are equipped with radios that have immediate access to emergency services. C-TRAN’s SafeWatch Program also contributes to the safety of the system and the community.
SafeWatch is C-TRAN’s form of a “block house” on wheels. As they go about their daily work, C-TRAN employees serve as an extra set of eyes and ears throughout the County. Thanks to the SafeWatch program, Coach Operators have reported fires, found lost children, reported accidents, and aided countless stranded motorists. In recent years, the program has expanded and C-TRAN has partnered with other government agencies, such as Clark Public Utilities and Clark County, to broaden the safety net even further. If help is needed, anyone can flag down a C-TRAN bus or any vehicle with the SafeWatch logo and assistance will be on its way.
Many C-TRAN employees do ride the bus. As an employer with 100+ employees, C-TRAN is required under state law to reduce the number of employees who commute to work by driving alone. C-TRAN continues to meet the state guidelines for the Commute Trip Reduction (CTR) requirements. However, because some C-TRAN employees (such as the Coach Operators and Mechanics) must work before or after C-TRAN service hours, it may not be practical for them to use the bus. Many employees also live in areas of Clark County and neighboring counties where service is not available.
Yes, C-TRAN works with all major employers in Clark County with 100+ employees through the state mandated Commute Trip Reduction (CTR) program. CTR Administrator Patrick Greene and Rideshare Specialist Jan Bowers work with the employers to implement programs and promotions that will decrease single occupant vehicle trips to worksites. Transit availability is a common point of interest with businesses relocating to this area. Most of our fixed route services are designed to facilitate access to major employers.
C-VAN is a shared ride service for people with disabilities who cannot use C-TRAN’s regular fixed route buses. Riders must qualify under the federal Americans with Disabilities Act (ADA) and make ride reservations in advance of their trip. C-VAN is also called paratransit service.
To receive C-VAN service, passengers must be unable to use the regular fixed route bus system and must meet eligibility standards as defined by the 1990 Americans with Disabilities Act (ADA).
C-VAN does provide service in some rural portions of Clark County. The Board of Directors establishes fixed route service boundaries. The Americans with Disabilities Act (ADA) requires C-VAN to operate within three-fourths of a mile of an existing fixed route bus line. The majority of C-VAN riders live within these boundaries.
C-TRAN has actively worked to reduce emissions and is required to replace engines in the older fleets with Environmental Protection Agency (EPA) approved standards regarding emissions. The technology on the older buses is at the limit of what can be done to meet EPA standards; therefore, the older fleet is being replaced with newer equipment to obtain the latest and cleanest emission engines to operate in our jurisdiction.
C-TRAN’s Maintenance Department is on the lookout for abnormalities that make an engine smoke, etc., and repairs are immediately made.
C-TRAN’s fleet is upgraded on an ongoing basis to the latest clean air specifications for diesel powered and gas equipment. We are even repowering some equipment with new technology, low emissions components, when it makes sense to do so. So the answer to this question is we are, but it is a continuing, ongoing process. C-TRAN staff vehicles include two electric hybrid cars, and staff is researching the possibility of electric hybrid buses. C-TRAN is also looking into using low sulfur diesel to fuel buses.
C-TRAN has received a federal Congestion Mitigation Air Quality (CMAQ) grant that refunds the fare revenue lost on free service days. The grant money also pays for the informational materials used to promote the free service on the Clean Air Action Days.
C-TRAN tries to use the equipment that best serves an area or particular service need. Bus routes differ considerably from one trip to the next. For example, a 35-foot bus might be too big at 1:30 pm, but at 2:00 pm when a local high school dismisses, it might have standing passengers. Sometimes travel is very directional. The morning bus packed with commuters to downtown Portland typically is empty during its return trip. Thousands of commuters stuck in traffic see the empty bus going the other direction which gives the false impression the bus system is wasting money when, in fact, it just dropped off an entire bus load of people and is going back to pick up another group of riders.
As part of our continually upgrading the fleet, all new bus purchases are ADA compliant. As of May 2003, all C-TRAN’s regularly scheduled fixed route buses are 100 percent accessible. Under very limited circumstances, it may be necessary to use non-lift-equipped buses on commuter routes. Approximately ten vehicles will remain in a contingency fleet that are not equipped with wheelchair lifts, but will only be used for special events services when they are intermixed with ADA compliant vehicles.
C-TRAN made substantial service reductions following the elimination of motor vehicle excise tax (MVET). Ridership dramatically declines after 6:30 pm and falls again after 9:00 pm While C-TRAN recognizes many of the trips that occur in the later hours are vital to the people who use the service, it is good business sense for C-TRAN to allocate its resources to the most productive times of the day. With limited funding available, difficult decisions must be made regarding service distribution.
The HOV lane saves bus riders from three to nine minutes in commute time each morning. This makes riding the bus more attractive and schedules more reliable. Factoring the recent failure of Referendum 51, and the lack of state transportation funding to expand our highways, better utilization of existing infrastructure is essential. HOV lanes provide one method of better managing current and future traffic congestion. Additionally, C-TRAN supports carpool and vanpool activities and feels in the long run, the HOV lane benefits everyone and preserves mobility choices for the future.
Perhaps the most common service strategy discussed within the context of innovative services is “General Purpose Dial-a-Ride” or “Demand Response Shuttle Systems.” These services are as varied as the properties in which they operate, but tend to operate similarly to demand response paratransit services. Reservations are made in advance, with some same day reservations if space is available. Service is typically open to the general public with the only limitation being the hours of operation and areas covered. Most often, general purpose dial-a-ride is deployed in areas where population densities and resulting fixed route ridership are low. Some systems using general purpose dial-a-ride shuttle systems to feed rail stations have achieved relatively high ridership in more urban settings. C-TRAN deployed a general purpose dial-a-ride, the Connector, in Spring 2003 to serve the Camas business park area.
The Connector is C-TRAN’s first implementation of general dial-a-ride service. This new service is a two-year pilot program, partially funded by a Job Access Reverse Commute grant. It is important to note, however, that demand for dial-a-ride service is intense. C-TRAN has an obligation under the Americans with Disabilities Act (ADA) to meet the request for every eligible ADA patron. Filling the bus with general-purpose patrons, while efficient, might displace ADA patrons. C-TRAN must be sensitive to the needs of these special riders.
We are implementing innovative service designs and selected program reductions to minimize the need for service reductions. If a tax measure fails, it may be necessary to eliminate 30 to 35 percent of the existing service. A full public process would occur prior to final decisions about which services would be eliminated. Approximately 100 jobs could be lost.
The funding for pupil transportation is solely directed to the school districts, and C-TRAN cannot use those funds to help deliver school service. However, C-TRAN does provide a number of school-related trips, especially for high school students attending magnet school programs. C-TRAN continues to work closely with all major school districts in the area.
As part of the 2000 budget cuts, all special events service was discontinued. However, in 2001, the Board of Directors decided to use revenues from the new bus advertising program to help restore some of the major special events services, such as the 4th of July and Clark County Fair.
Passengers living in or traveling to the designated service area will either arrange for a standing ride in advance or call for a same-day ride request.
If the Connector is deemed a success by C-TRAN, our customers, and community, it will likely be expanded. There are other places in C-TRAN’s service area where density and ridership do not adequately support fixed route service, and a different service design may be a good option.
Washington State law is very specific about how transit is organized in our state. The current legal environment would not accommodate such a combination. Moreover, the two public transportation agencies are very different in many ways. For example, C-TRAN uses sales tax revenue for local operating funds, while Oregon has no sales tax at all but does have a payroll tax.
C-TRAN has not yet decided if, or how, it will change service in response to the opening of Interstate MAX. A number of possibilities exist, including no action, stopping all service at the Portland International Raceway Station, or charging a premium fare for the single seat trip to Portland (where service overlaps with MAX service). Discussions with TriMet are ongoing. C-TRAN will include this item in its public outreach activities during late 2003.
Currently staff is working on trip planning online. C-TRAN has received federal funds to begin system-wide automation that will, in the future, begin to allow us to provide online trip planning. We will also work with TriMet to link our schedules and routes to provide seamless trip planning.
Public transportation is a vital part of the economic and social structure of our community. C-TRAN transports thousands of people to jobs and provides access to life-sustaining activities, such as doctors’ appointments and shopping. We all benefit from C-TRAN’s positive economic impact on our community—getting people to jobs, cleaner air, and less congested roadways.
| Customer Service Office | (360) 695-0123 (Portland 503-283-8054) | |
| TTY (Hearing Impaired Only) | (360) 695-2760 | |
| Business Office | (360) 696-4494 | |
| TriMet Customer Service | (503) 238-RIDE (7433) | |
| C-VAN Paratransit Service | (360) 695-8918 | |
| Carpool, Vanpool | CarpoolMatchNW.org or (360) 69-MATCH (696-2824) | |
| FAX | (360) 906-7345 | |
| ctran@c-tran.com | ||
| Bus Advertising–Obie Media | (503) 223-9796 | |
| Snow & Ice Updates | (360) 906-7499 www.pdxinfo.net | |
| C-TRAN Employment Line | (360) 906-7491 | |
| The Connector | (360) 695-8918 |
Located at the Fisher’s Landing, 7th Street and Vancouver Mall Transit Centers, the Customer Service Offices provide route and schedule information, paratransit services information, pass and ticket sales, special fare identification cards, rider response, customer comments, Bike & Bus training, personal trip planning, and lost and found.
Fisher’s Landing and 7th Street Transit Centers
Monday—Friday 7 am7 pm
Saturday, Sunday and Holidays Closed
Vancouver Mall Office
Monday—Friday 10 am9 pm
Saturday 10 am7 pm
Sunday 10 am6 pm
Holidays Closed
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