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Pay television

The pay television (pay TV), also known as subscription television, premium television or, when referring to an individual service, a premium channel,   refers to subscription-based television services, usually provided by multichannel television providers, but also increasingly via digital terrestrial and streaming television. In the United States, subscription television began in the late 1970s and early 1980s in the form of encrypted analog over-the-air broadcast television which could be decrypted with special equipment. The concept rapidly expanded through the multi-channel transition and into the post-network era. Other parts of the world beyond the United States, such as France and Latin America have also offered encrypted analog terrestrial signals available for subscription.

The term is most synonymous with premium entertainment services focused on films or general entertainment programming such as, in the United States, Cinemax, HBO, MGM+, Showtime, and Starz, but such services can also include those devoted to sports, as well as adult entertainment.

Business model
In contrast to most other multichannel television broadcasters, which depend on advertising and carriage fees as their sources of revenue, the majority of pay television services rely almost solely on monthly subscription fees paid by individual customers. As a result, pay television outlets are most concerned with offering content that can justify the cost of the service, which helps to attract new subscribers, and retain existing subscribers.

Many pay television services consist of multiple individual channels, referred to as "multiplex" services (in reference to multiplex cinemas), where a main flagship channel is accompanied by secondary services with distinct schedules focusing on specific genres and audiences (such as multiplexes focusing more on "classic" films, or family-oriented programming), time shifting, or brand licensing deals (such as channels focusing specifically on Disney films, or content from U.S. pay television brands if they do not specifically run their own network in a specific market). Typically, these services are bundled together with the main channel at no additional charge, and cannot be purchased separately.

Depending on local regulations, pay television services generally have more lenient content standards because of their relatively narrower distribution, and not being subject to pressure from sponsors to tone down content. As a result, programming is typically aired with limited to no edits for time or, where applicable, mature content such as graphic violence, profanity, nudity, and sexual activity.

As premium television services are commonly devoid of traditional commercial advertising, breaks between programming typically include promotions for upcoming programs, and interstitial segments (such as behind-the-scenes content, interviews, and other feature segments). Some sports-based pay services, however, may feature some commercial advertising, particularly if they simulcast sporting events that are broadcast by advertiser-supported television networks.

In addition, most general interest or movie-based pay services do not adhere to the common top and bottom of the hour scheduling of other cable channels and terrestrial broadcasters. As such, programs often air using either conventional scheduling or have airtimes in five-minute increments (for example, 7:05 a.m. or 4:40 p.m.); since such channels broadcast content without in-program break interruptions, this sometimes leads to extended or abbreviated breaks between programs, depending on when the previous program concludes and when the start time of the next program is. The only universal variation to this is prime time, where the main channel in each pay service's suite usually schedules films to start on the hour.

Programming
Films comprise much of the content seen on most pay television services, particularly those with a general entertainment format and those that focus exclusively on films. Services often obtain rights to films through exclusive agreements with film distributors. Films acquired during the original term of license agreements with a distributor may also be broadcast as "sub-runs", in which a service holds rights to film long after the conclusion of a distribution agreement (under this arrangement, the pay service that originally licensed the rights to a particular film title, or one other than that which had held rights, may hold the broadcast rights through a library content deal).

Many general interest premium channels also produce original television series. Due to the aforementioned leniency in content standards, they too can contain content that is more mature than those of other cable channels or television networks. These series also tend to be high-budget and aim for critical success in order to attract subscribers: notable premium series, such as HBO's Curb Your Enthusiasm, Game of Thrones, Sex and the City, and The Sopranos, and Showtime's Dexter, Homeland, and Weeds, have achieved critical acclaim and have won various television awards. Some premium channels also broadcast television specials, which most commonly consist of concerts and concert films, documentaries, stand-up comedy, and in the past, theatrical plays.

Sports programming is also featured on some premium services; HBO was historically known for its broadcasts of boxing, while Showtime and Epix also carry mixed martial arts events. Some general interest premium channels have aired other professional sporting events in the past: HBO for example, carried games from the National Hockey League (NHL), National Basketball Association (NBA) and American Basketball Association (ABA) in its early years, and from 1975 to 1999 aired the Wimbledon tennis tournament. Specialty pay sports channels also exist—often focusing on international sports considered niche to domestic audiences (such as, in the United States, cricket), and are typically sold at a higher expense than traditional premium services. Out-of-market sports packages in North America are multi-channel pay services carrying professional or collegiate sporting events which are sold in a seasonal package. They are typically the most expensive type of pay services, generally running in the range of $35 to $50 per month.

Some pay services also offer pornographic films; Cinemax was well known for carrying a late-night block of softcore films and series known as "Max After Dark"—a reputation that led to the network often being nicknamed "Skinemax" by viewers. Cinemax phased out this programming in the 2010s, citing that it did not align with its current focus on action programming, and that internet porn and the amount of sexual content in other mainstream premium series (such as Game of Thrones) made a specific block for such content redundant. Specialized channels dedicated to pornographic films also exist, that carry either softcore adult programs (such as Playboy TV), or more hardcore content (such as The Erotic Network and Hustler TV).

Pricing and packaging
Pay television channels come in different price ranges. Many channels carrying advertising combine this income with a lower subscription fee. These are called "mini-pay" channels (a term also used for smaller scale commercial-free pay television services) and are often sold as a part of a package with numerous similarly priced channels. Usually, however, the regular pricing for premium channels ranges from just under $10 to near $25 per month per suite, with lower prices available via bundling options with cable or satellite providers, or special limited offers which are available during free preview periods or before the launch of a network's prestige series. However, some other channels, such as sports and adult networks may ask for monthly pricing that may go as high as near $50 a month. There are also premium television services which are priced significantly higher than the mini-pay channels, but they compensate for their higher price by carrying little or no advertising and also providing a higher quality program output. As advertising sales are sensitive to the business cycle, some broadcasters try to balance them with more stable income from subscriptions.

Some providers offer services owned by the same company in a single package. For example, American satellite provider DirecTV offers the Encore channels along with the Starz multiplex (both owned by Lionsgate's Starz Inc.) in its "Starz Super Pack"; and The Movie Channel, Flix and SundanceTV (the latter of which continues to be sold in the DirecTV package despite Showtime Networks no longer owning Sundance, that channel is now owned by AMC Networks) along with Showtime in its "Showtime Unlimited" package; Cinemax and its multiplex networks, in turn, are almost always packaged with HBO (both owned by Warner Bros. Discovery).

Though selling premium services that are related by ownership as a package is common, that may not always be the situation: for example, in the United States, Cinemax and Encore are optionally sold separately from or in a single package with their respective parent networks HBO and Starz, depending on the service provider. The Movie Channel and Flix meanwhile, are usually sold together with Showtime (all three channels are owned by Paramount Global); though subscribers are required to purchase Showtime in order to receive Flix, The Movie Channel does not have such a restriction as a few providers optionally sell that service without requiring a Showtime subscription.

Unlike other cable networks, premium services are almost always subscribed to a la carte, meaning that one can, for example, subscribe to HBO without subscribing to Showtime (in Canada, there are slight modifications, as most providers include U.S. superstations – such as WAPA-TV – with their main premium package by default). However, subscribing to an "individual" service automatically includes access to all of that service's available multiplex channels and, in some cases, access to content via video-on-demand (in the form of a conventional VOD television service, and in some cases, a companion on-demand streaming service as well). Most pay television providers also offer a selection of premium services (for example, the HBO, Showtime and Starz packages) in one bundle at a greatly reduced price than it would cost to purchase each service separately, as an inducement for subscribers to remain with their service provider or for others to induce subscribers into using their service. Similarly, many television providers offer general interest or movie-based premium channels at no additional charge for a trial period, often one to three months, though there have been rare instances of free trials for pay services that last up to one year for newer subscribers to that provider's television service.

Distribution
Pay television has become popular with cable and satellite television. Pay television services often, at least two to three times per year, provide free previews of their services, in order to court potential subscribers by allowing this wider audience to sample the service for a period of days or weeks; these are typically scheduled to showcase major special event programming, such as the pay cable premiere of a blockbuster feature film, the premiere (either a series or season premiere) of a widely anticipated or critically acclaimed original series or occasionally, a high-profile special (such as a concert).

Subscription services transmitted via analogue terrestrial television have also existed, to varying degrees of success. The most known example of such service in Europe is Canal+ and its scrambled services, which operated in France from 1984 to the 2011 closedown of analogue television, Spain from 1990 to 2005 and Poland from 1995 to 2001. Some U.S. television stations launched pay services (known simply as "subscription television" services) such as SuperTV, Wometco Home Theater, PRISM (which principally operated as a cable service, only being simultaneously carried over-the-air for a short time during the 1980s, and unlike other general-interest pay services accepted outside advertising for broadcast during its sports telecasts), Preview, SelecTV and ON TV in the late 1970s, but those services disappeared as competition from cable television expanded during the 1980s.

In Australia, Foxtel, Optus Television and TransACT are the major pay television distributors, all of which provide cable services in some metropolitan areas, with Foxtel providing satellite service for all other areas where cable is not available. Austar formerly operated as a satellite pay service, until it merged with Foxtel and SelecTV. The major distributors of pay television in New Zealand are Sky Network Television on satellite and Vodafone on cable.

In the 2010s, over-the-top subscription video on demand (SVOD) services distributed via internet video emerged as a major competitor to traditional pay television, with services such as Amazon Video, Hulu, and Netflix gaining prominence. Similarly to pay television services, their libraries include acquired content (which can not only include films, but acquired television series as well), and a mix of original series, films, and specials. The shift towards SVOD has resulted in increasing competition within the sector, with media conglomerates having launched their own services (such as Disney+, Paramount+, Peacock, and Disney's acquisition of the majority of Hulu) to compete, and existing premium networks such as HBO (HBO Now) and Showtime launching direct-to-consumer versions of their existing services to appeal to cord cutters. HBO and Showtime later absorbed their DTC offerings into wider services with a focus on their parent company's libraries, with HBO Now replaced by HBO Max in 2020 (which adds content from other Warner Bros. properties and third-parties, and would also be included with existing HBO subscriptions via television providers), and Showtime formally merged with Paramount+ in 2023. Canadian premium service The Movie Network similarly merged with the CraveTV service owned by parent company Bell Media in 2018.

Pay-per-view
Pay-per-view (PPV) services are similar to subscription-based pay television services in that customers must pay to have the broadcast decrypted for viewing, but usually only entail a one-time payment for a single or time-limited viewing. Programs offered via pay-per-view are most often movies or sporting events, but may also include other events, such as concerts and even softcore adult programs. In the U.S., the initial concept and technology for pay-per-view for broadcast television was first developed in the early 1950s, including a crude decrypting of the over-the-air television signal and a decoding box, but never caught on for use at that time. It took another four decades when cable broadcasters started using pay-per-view on a widespread basis.

Free-to-view
"Free" variants are free-to-air (FTA) and free-to-view (FTV); however, FTV services are normally encrypted and decryption cards either come as part of an initial subscription to a pay television bouquet – in other words, an offer of pay-TV channels – or can be purchased for a one-time cost. FTA and FTV systems may still have selective access. ABC Australia is one example, as much of its programming content is free-to-air except for National Rugby League (NRL) games, which are encrypted.

Over-the-air subscription television

 * TDA (TV Network), by Ashraf Taha Ben Brahim, an over-the-air subscription service that served Algeria (in the name "TDA DZ"), EBU (in Europe), ASBU (in Arab States), AUB (in South African), IBU (in Islamic World)
 * ON TV, an over-the-air subscription service that served Chicago, Cincinnati, Dallas/Fort Worth, Detroit, Fort Lauderdale, Phoenix, Salem/Portland and San Francisco.
 * PRISM, an over-the-air and cable television subscription service that served Southeastern Pennsylvania, Southern New Jersey, Delaware and the Delmarva Peninsula.
 * SelecTV, an over-the-air subscription service that served Los Angeles, Milwaukee and Philadelphia and later the Wometco Home Theater territories after WHT ceased its own programming.
 * Spectrum (TV channel), an over-the-air subscription service that served, in early 1980s, the Chicago, Fairbanks, and Minneapolis–St. Paul.
 * SuperTV, an over-the-air subscription service that served Washington, D.C., the Capital and Central regions of Maryland and Northern Virginia.
 * Tele1st - served Chicago, Illinois
 * Wometco Home Theater – an over-the-air subscription service that served New York City, Northern and Central New Jersey, Long Island and Fairfield County, Connecticut.

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Talk:Piano trio

Piano Sextets?
Is it really worth us mentioning the "piano sextet"? I don't think it's really a recognised form; that is, there's no standard combination of instruments known by that name. The only sextet with a piano that I can think of is by Francis Poulenc (for five wind instruments and piano), but that's never called his "piano sextet", just his "sextet". I can't think of any other examples at all. --Camembert

Well, let's see what the Peters catalog has on offer:
 * Mendelssohn Op. 110 is a sextet in D scored by the composer for violin, 2 violas, cello, bass, and piano.
 * M. Glinka (never heard that name) wrote a Sextet and a Grand Sextet. The catalog does not specify the exact scoring but both are listed under the "Piano sextet" heading in the catalog

And the ACMPI list reveals these somewhat lesser known works for winds and piano:
 * The Francis Poulenc (1899-1963) sextet you mention, flute, oboe, clarinet, horn, bassoon, and piano.
 * Gordon Jacob (1895-), scored for the same five winds and piano. A note from an ACMPI member says that it is not so difficult as the Poulenc sextet
 * Ludwig Thuille (1861-1907), Op. 6, sextet in Bb, scored for the same five winds and piano; characterized as a "big romantic piece" in the notes

And then the ACMPI has some strange and wonderful combinations that, while no doubt fun to play and hear, defy categorization:
 * Ernest Chausson (1855-1899), a "concerto" in D, op. 21, for piano and violin accompanied by 2 additional violins, viola, cello
 * Martinu Bohuslav (1890-1959), a ballet called "La Revue de cuisine", scored for violin, cello, clarinet, bassoon, trumpet(!) and piano.
 * Then we have a Klezmer-type piece by Prokofiev, Op. 34, for clarinet, 2 violins, viola, cello, and piano

Also a couple of mixed septets including piano.

Many baroque pieces, such as the Brandenburg concertos, could readily be interpreted by a piano and five other instruments, with the piano taking the continuo part. But, they're still cheifly a non-pianocentric form, in contrast to the best-written piano trios where the piano is a peer with the other instruments.

So, I conclude, based on the admittedly limited resources of my personal sheet music library, which fits on two shelves, that Camembert is correct and that there is really no standard "piano sextet" form and that such a combination bears, at most, passing mention.

UninvitedCompany 04:14, 18 May 2004 (UTC)

 * "M.Glinka" is presumably Mikhail Glinka. I must admit, I've never heard of the Mendelssohn before, but then I've spent most of my life avoiding Mendelssohn (bad experience with a violin sonata as a child), so I suppose I shouldn't be surprised. I guess what I really wanted to say was that while there may well be a few pieces written for piano and five other instruments, you probably wouldn't call them any of them a "piano sextet"; you'd more likely call such a piece a "sextet for piano, violin, viola, trumpet, double bassoon and flexatone" or whatever. Anyway, the article seems fair enough as it stands now, and I've tweaked piano sextet a little too. --Camembert

I'm continuing this discussion in the logical place. Physicist 15:29, 18 May 2004 (UTC)

Beethoven trios
Good to list the arrangements (esp. that of the 2nd symphony, had a teacher who thought very well of that as an arrangement - not just as a piece *g*) but are they played w/piano trio more often than the piano/vn/cello version of the op. 11 clarinet trio? (Unrelated comment - according to William Newman anyway, it's d or D minor, not d minor...) Schissel 12:39, 19 Nov 2004 (UTC)

Arrangement of repertoire entries
The listing of composers of piano trios now follows alphabetical order according to their surname, in contrast to the previous arrangement which sequenced the composers by their dates of birth. This change has been made to ensure consistency with the alphabetical standard established in other wikipedia listings of classical compositions. Readers of the article will be able to quickly locate a particular piano trio by scanning the alphabetical list of composers without being delayed by straining to remember composer's biographical details and fumbling through a chronological list. While arranging the piano trios by the lifespans of composers (or better still, date of composition) definitely allows the reader to make observations about the historical development of the repertoire, the alphabetical arrangement is generally more convenient for readers to consult and editors to manage. Defrosted 09:27, 29 Mar 2005 (UTC)

That would depend why they're consulting it in the first place. The way it's now arranged looks to me like a library catalog. I think it would make more sense in an article introducing the piano trio to reduce the list drastically and divide it into chronological categories: a few examples of classical piano trios, a few examples of romantic piano trios, and a few examples of modern piano trios. As it stands now, this list makes up something like three-fourths or more of the entire article.TheScotch 09:56, 12 November 2006 (UTC)

I propose to put the current list of piano trios outside the article proper (with a link), and I will do this shortly unless someone can explain here why I shouldn't. TheScotch 07:51, 25 February 2007 (UTC)

Done. TheScotch 08:19, 10 March 2007 (UTC)

Piano trio in jazz music?
I have heard the phrase "piano trio" frequently applied to the piano/bass/drums combo in jazz music. Think Red Garland Trio, Art Tatum Trio, Bud Powell Trio, even more modern groups like Medeski Martin and Wood. I think this merits at least a mention, if not a disambiguation page.

 * Most of these trios are for piano, bass, and drums, which makes Art Tatum's for piano, bass, and guitar (a combination also used by Nat King Cole and Oscar Peterson) an exception. Anyway, piano, bass, drums in jazz is not properly a piano trio; it's so common that it is known simply as a trio. These trios are almost always named after the leader, who is almost always the pianist, which in itself makes prefixing piano redundant. It's "the Bill Evans Trio", not "the Bill Evans Piano Trio". Piano trio: classical music for piano, violin, and cello. Trio: in classical music any combination of three instruments; in jazz: piano, bass, and drums--with exceptions. TheScotch

I think the title of this page is misleading and should be changed or sections should be added. Though piano trios exist in classical music and the information is correct, piano trios also exist in jazz and in other styles like contemporary music (the Bad Plus), thus I think it would be appropriate to add a section about piano trios within jazz and not limit this article to just piano trios within the classical music spectrum.

 * If you're going to take a contrary position you need to acknowledge what I've written above and explain how you think it's in error. Since you've failed to do this, I can only repeat that in jazz a group comprising piano, bass, and drums is called a trio, not a piano trio. The term piano trio is a "classical" music term, which means that the title of this article is not at all "misleading". Moreover "classical" music is not something distinct from "contemporary" music. TheScotch 07:59, 10 February 2007 (UTC)

TheScotch, people often call a jazz piano trio a "piano trio." The most common format consists of a piano, a bass and drums. You could also just call it a "trio," but that term is just more ambiguous. I guess the difference is that "piano trio" states one of the instruments is a piano and implies the other instruments are drums/bass, while "trio" could refer to an ensemble of any three instruments. I found this short article about it, if you're interested: http://www.allaboutjazz.com/php/article.php?id=18995

67.169.176.127 06:05, 31 March 2007 (UTC) jimbo

 * I've never in my life heard a real jazzer refer to a trio as a "piano trio", and I don't expect ever to. The term trio is not the slightest bit ambiguous to someone in the know, and certainly if trio could not imply piano, as you seem to contend it can't, then piano trio could not possibly imply bass and drums. Your article, by the way, is obviously for non-jazzers, hence the training wheels. It would not be a bad thing for someone to write a separate article called trio (jazz), however. TheScotch 11:31, 14 April 2007 (UTC)

- Excuse me- I'm a semi-professional jazz musician and have been for my entire adult life. I just searched for "piano trio" on Wikipedia to see who was listed as some of the leading piano trios playing today- by which I meant piano, bass, and drums. It's a common term for a common jazz ensemble. There's really nothing to argue about. It's clearly not related to the classical piano trio, and a search for piano trio should pull up a list in which people can choose "piano trio (classical)" or "piano trio (jazz)". —Preceding unsigned comment added by 67.135.195.170 (talk) 21:57, 24 September 2007 (UTC)

 * Re: "There's really nothing to argue about.":

 * There's "nothing to argue about"? That translates to mean you dictate to us. In any case, I've added a link to Trio (jazz), which should solve your particular problem.TheScotch 18:22, 26 September 2007 (UTC)

Trio (jazz)
I've made a new article with this name. Just now it's a mere stub. Please add stuff. Thanks. TheScotch 15:15, 21 May 2007 (UTC)

license: Creative Commons - Attribution Share-Alike - https://creativecommons.org/licenses/by-sa/4.0/

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Elusive Quality

Elusive Quality (January 27, 1993 – March 14, 2018) was an American Thoroughbred racehorse who was a record-setting sprinter on the racetrack and the leading sire in North America of 2004. He sired the 2004 Kentucky Derby winner Smarty Jones.

Background
Elusive Quality was bred in Kentucky by Silver Springs Stud Farm and Marie Costelloe. He was owned by Sheikh Mohammed bin Rashid Al Maktoum, who put him into training with Bill Mott. Elusive Quality was sired by Gone West, a stakes winning son of Mr. Prospector. Elusive Quality's dam, Touch of Greatness, was an unraced daughter of Hero's Honor. She was a granddaughter of 1981 Kentucky Broodmare of the Year Natashka.

Racing career
Elusive Quality raced twenty times and won nine times, including two stakes races, on both turf and dirt. He made his first start as a three-year-old on May 3, 1996 in a maiden special weight race at Belmont Park, which he won in front-running fashion by $11 1/2$ lengths. His time for $1 1/16$ miles over the sloppy main track was a solid 1:41.20. He was second in his next start, then won his third start, an allowance race at Belmont. Stepped up in class, he finished second in the King's Bishop Stakes at Saratota, nosed out at the wire by Honour and Glory. He was then eighth in the Vosburgh Stakes before being returned to allowance company, in which he finished second and first in his last two starts of the year.

Elusive Quality began his four-year-old campaign on February 21, 1997 in an allowance race at Gulfstream Park. He set a fast pace and continued to open up ground on the rest of the field to win by five lengths. His time of 1:20.17 for seven furlongs set a track record, and earned him the highest Beyer Speed Figure of the year for a sprinter. He was winless in his other four starts that year, with the highlight being a third place finish in the Tom Fool Handicap.

Elusive Quality won four of seven starts at age five. He started the year with an allowance race win on February 5, 1998 at Gulfstream Park, then another allowance win on April 29 at Churchill Downs. Stepped up in class for the Metropolitan Handicap on May 25, he finished eighth. Just six days later though, Mott decided to switch Elusive Quality from dirt to turf. He responded by earning his first graded stakes win in the Jaipur Handicap, prevailing by a head in a time of 1:20.99 for seven furlongs over turf. On July 4 in the Poker Handicap, he went straight to the lead and won by six lengths while setting what was then a world record of 1:31.63 for one mile on the turf. "With this horse," said jockey Jerry Bailey, "you just break and hang on. If he feels like it, he wins. It seems he's more comfortable now that he runs on turf."

He finished his career with a fourth place finish in the Woodbine Mile and a sixth in the Kelso Handicap. His career earnings were $413,284.

Stud career
Elusive Quality retired to stud in 1999 for an initial fee of $10,000. He initially stood at Gainsborough Farm in Versailles, Kentucky before being relocated in 2007 to Darley America's Jonabell Farm in Lexington, Kentucky. During the South American breeding season, he was shuttled to Darley Australia or Stud TNT in Brazil. By 2005, his stud fee had increased to $100,000. At the time of his death in 2018, he had sired 51 graded stakes winners including eight champions. He was also the broodmare sire of 73 black-type winners.

Notable progeny
c = colt, f = filly, g = gelding

Death
Elusive Quality was euthanized on March 14, 2018 due to the infirmities of old age.

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User talk:Blahblah~enwiki

Hello and welcome to Wikipedia!

Here are some tips to help you get started:

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P.S. One last helpful hint. To sign your posts like I did above (on talk pages, for example) use the '~' symbol. To insert just your name, type (3 tildes), or, to insert your name and timestamp, use ~ (4 tildes).

Please don't add material that's under copyright from another website, it's illegal for us to use it. - Hephaestos|§ 01:28, 18 May 2004 (UTC)

Removal of a copyright violation notice is considered vandalism of the site. If you continue to do it, you will be blocked from editing. - Hephaestos|§ 01:43, 18 May 2004 (UTC)

Your account will be renamed
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Renamed
 This account has been renamed as part of single-user login finalisation. If you own this account you can |log in using your previous username and password for more information. If you do not like this account's new name, you can choose your own using this form after logging in: . -- Keegan (WMF) (talk) 11:07, 22 April 2015 (UTC)

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British Columbia Highway 99

Highway 99 is a provincial highway in British Columbia that runs 377 km from the U.S. border to near Cache Creek, serving Greater Vancouver and the Squamish–Lillooet corridor. It is a major north–south artery within Vancouver and connects the city to several suburbs as well as the U.S. border, where it continues south as Interstate 5. The central section of the route, also known as the Sea to Sky Highway, serves the communities of Squamish, Whistler, and Pemberton. Highway 99 continues through Lillooet and ends at a junction with Highway 97 near Cache Creek.

The highway's number, assigned in 1940, was derived from former U.S. Route 99, the predecessor to Interstate 5 and a major route for the U.S. West Coast. Highway 99 originally comprised the King George Highway in Surrey, portions of Kingsway from New Westminster to Vancouver, and local streets. It was extended across the Lions Gate Bridge and to Horseshoe Bay in the 1950s along a new highway that would later be incorporated into Highway 1 (the Trans-Canada Highway), which has a concurrency with Highway 99 in West Vancouver.

Highway 99 was later moved to freeway sections in southern Surrey, Delta, and Richmond that opened beginning in the late 1950s. These sections, which included the George Massey Tunnel under the Fraser River, were numbered as Highway 499 until 1973. The highway's northern section was extended several times between 1959 and 1992 with the opening of routes beyond Whistler and Pemberton. For the 2010 Winter Olympics hosted by Vancouver and Whistler, the Sea to Sky Highway was rebuilt to increase safety and capacity—both of which had been longstanding issues with the highway as recreational and commercial traffic increased in the late 20th century. In 2006, The Guardian newspaper from the United Kingdom listed the Sea to Sky as the fifth best road trip worldwide.

South Surrey to Richmond

The southern terminus of Highway 99 is at the Peace Arch Border Crossing on the international border between the Canadian province of British Columbia and the U.S. state of Washington. It is a continuation of Interstate 5, a freeway that continues south towards Seattle and major cities on the U.S. West Coast, ultimately ending near Tijuana, Mexico. The highway passes the Peace Arch monument in the international park of the same name and travels north through a 24-hour customs facility operated by the Canada Border Services Agency in Douglas, part of southern Surrey on Boundary Bay. The freeway travels northwest with four lanes around the city of White Rock and through residential neighbourhoods in Surrey on the south side of the Nicomekl River. Beyond the river, Highway 99 gains a northbound bus lane on its shoulder and traverses farmland as it turns west along the shoreline of Boundary Bay.

The freeway follows Boundary Bay into the city of Delta and intersects Highway 91, which connects to New Westminster and provides an alternative route to Richmond. Highway 99 continues west through a junction with Ladner Trunk Road (formerly Highway 10) to reach an interchange with Highway 17, which travels to Tsawwassen and its major ferry terminal and freight hub. The freeway turns northwest and passes through a junction with Highway 17A before it enters the George Massey Tunnel, which travels under the South Arm of the Fraser River from Deas Island to Richmond. The tunnel has four lanes, of which one is able to reverse on a set schedule to provide a third lane in the peak direction of travel.

Within Richmond, Highway 99 travels north with six lanes and bus shoulders through an interchange with the Steveston Highway and a rural area. It then reaches a second junction with Highway 91 that bisects the Richmond Nature Park and includes ramps to Alderbridge Way and Knight Street. The freeway turns northwest and passes through a residential neighbourhood to reach an interchange with Sea Island Way, which provides a connection to Vancouver International Airport, Sea Island, and the Bridgeport transit hub. Highway 99 then crosses over the Canada Line and Fraser River on the Oak Street Bridge, which carries four lanes into the city of Vancouver.

Vancouver

The freeway section of Highway 99 ends at an interchange with Marine Drive on the north end of the Oak Street Bridge in Vancouver's Marpole neighbourhood. Within Vancouver, the highway travels for 30 km on various city streets that are maintained by the city government and are also served by TransLink buses. The highway briefly travels north on Oak Street and turns west onto West 70th Avenue through several residential blocks. Highway 99 then turns north onto Granville Street, which it follows for 7 km through residential neighbourhoods and a commercial district near its junction with Broadway, which carries the westernmost section of Highway 7.

The highway travels onto the Granville Bridge, which carries eight lanes of traffic over False Creek and Granville Island into Downtown Vancouver. The bridge includes ramps on its south side to West 4th Avenue and other streets, as well as an interchange on its north side with loop ramps that connect to Pacific Boulevard and Pacific Street. Highway 99 passes over the University Canada West campus and splits into a pair of one-way streets: Seymour Street for northbound traffic and Howe Street for southbound traffic; the two streets are split by Granville Street, which continues as a transit mall for TransLink buses.

Seymour and Howe streets pass through residential and commercial areas in Downtown Vancouver, which include department stores, the Vancouver Art Gallery, Robson Square, the CF Pacific Centre, and several SkyTrain stations. Highway 99 turns west onto Georgia Street and returns to bi-directional traffic as it traverses the West End near the city's central waterfront. The street carries four lanes for general purpose traffic and two lanes shared by buses and bicycles during daytime hours; beyond Pender Street, it gains a center reversible lane that is controlled with traffic signals. The highway then travels through Stanley Park with three lanes–one per direction and a center reversible lane—and crosses the Lions Gate Bridge over the First Narrows as it leaves Vancouver.

West Vancouver and Sea to Sky Highway
The Lions Gate Bridge continues into West Vancouver and bisects X̱wemelch'stn, an Indian reserve managed by the Squamish Nation. Highway 99 briefly travels west onto Marine Drive after an interchange and crosses the Capilano River to the Park Royal Shopping Centre, where it turns north onto Taylor Way. The highway then passes through a residential neighbourhood and reaches an interchange with Highway 1, part of the Trans-Canada Highway system. Highway 99 joins Highway 1 on the Upper Levels Highway, a four-lane freeway that travels west through residential neighbourhoods on the south side of Cypress Mountain. The freeway makes several gradual turns as it ascends the foothills of Cypress Mountain; Highway 1 splits from the highway to serve the Horseshoe Bay ferry terminal, a major hub for BC Ferries, as it continues onward to Vancouver Island.

The "Sea to Sky Highway" is the name given to the 134 km section of Highway 99 from Horseshoe Bay to Pemberton, a province-designated scenic highway and tourist attraction. From Horseshoe Bay, the four-lane divided highway travels along the eastern coast of Howe Sound and the foothills of the North Shore Mountains. Highway 99 follows the BC Rail mainline, which runs below along the coastline, and narrows to a two-lane undivided highway at Tunnel Point north of Lions Bay; the point also marks the boundary between Greater Vancouver and the Squamish-Lillooet Regional District. The highway then continues north with occasional passing lanes and divided sections, as well as scenic viewpoints and rest areas, and later reverts to a limited access roadway as it descends into Britannia Beach, home to the Britannia Mine Museum.

Highway 99 travels northeast through Murrin Provincial Park as it ascends a hill to bypass Watts Point, an extinct volcanic centre on Howe Sound. The highway then descends along the coast towards Squamish at the head of Howe Sound. It passes a ferry terminal at Darrell Bay and the viewpoint for Shannon Falls, the third-highest waterfall in the province at 335 m. Highway 99 passes under Stawamus Chief, a large mountain immediately outside of Squamish, and travels through the city's residential neighbourhoods. It bypasses downtown to serve a commercial and industrial area on the north side of the city and briefly turns northeast to cross the Mamquam River. The highway continues north along the Squamish River through Cheakamus Canyon towards Whistler and then onward to Pemberton. The corridor is also home to the Sea to Sky Trail, a multi-use trail for hiking and cycling that runs from Squamish to D'Arcy north of Pemberton.

Duffey Lake Road
Highway 99 continues on Duffey Lake Road from Pemberton to Lillooet. This section of road parallels several rivers and water bodies, including the Squamish River, the Cheakamus River, and Daisy Lake, which flow south toward Howe Sound. In Whistler, near Alta Lake, the road crosses a watershed, and north of this point, the road follows the Green River and Lillooet River which flow north and east toward Lillooet Lake, and ultimately towards the Fraser River. The speed limit of the Sea to Sky Highway ranges from 80 to 100 km/h with 60 km/h sections in Lions Bay, Britannia Beach and parts of Squamish.

After passing Lillooet Lake, the highway climbs a steep grade to Joffre Lakes Provincial Park, and shortly after passes through Cayoosh Pass, the highest point on the highway at 1,275 m. East of the pass the road follows the course of Cayoosh Creek as it traverses the southern base of Mount Rohr and skirts Duffey Lake Provincial Park. As Duffey Lake Road, after winding almost 99 km northeast in very steep mountains where sometimes the advisory speed limit is 20 km/h, and is legally posted as 60 km/h throughout. Highway 99 reaches the junction with Highway 12 at Lillooet, and then goes northeast for another 75 km to its northern terminus at its junction with Highway 97, just north of Cache Creek and just south of Clinton.

King George Highway
The modern-day highways between the Peace Arch Border Crossing and New Westminster generally follow the Semiahmoo Trail, an overland route used by indigenous Coast Salish peoples that was later adopted by fur traders and early non-indigenous Fraser Valley settlers in the 1860s. The trail was replaced with a wagon road that was completed by the provincial government in 1879. The Pacific Highway was later built in the 1910s to connect Vancouver to Seattle and the rest of the U.S. West Coast and marked by the Peace Arch, a monument dedicated in 1921 to commemorate the Treaty of Ghent. The highway was later numbered U.S. Route 99 in Washington and "Route R" in British Columbia.

Construction of a modern highway to link Vancouver with the U.S. border, initially named the Peace Arch Highway, began in 1931 with the establishment of a work camp in Surrey. The new highway would bypass a hilly section of the Pacific Highway south of Kingsway in Cloverdale and be built with future expansion to four lanes. The city of Burnaby later began planning for a new corridor to parallel Kingsway in lieu of widening the existing street, which was followed by a plan by New Westminster to improve its section of the highway; local officials in Delta requested the construction of a new highway to link the Peace Arch to Ladner and Lulu Island (modern-day Richmond). By July 1938, construction on all sections of the 14 mi highway between the Peace Arch and the Pattullo Bridge into New Westminster was underway. The first sections of the unpaved highway were opened in June 1939 and the gravel surfacing was completed from the Nicomekl River to New Westminster in October.

The new roadway was renamed for King George VI and numbered Highway 99 by the provincial government to match U.S. Route 99 to the south; a special purple-and-gold highway shield with the letters "G.R." was designed for Highway 99. The 17 mi King George VI Highway was dedicated by the provincial government at the Peace Arch on October 16, 1940, and cost $800,000 to construct. It had two fully paved lanes and featured a maximum grade of 4 percent between the U.S. border and the Pattullo Bridge. Highway 99 continued northwest on Kingsway, which it shared with Highway 1, through New Westminster to Downtown Vancouver and ended at the edge of Stanley Park.

Vancouver–Squamish Highway
Highway 99 was extended to West Vancouver in 1956, crossing the existing Lions Gate Bridge across the First Narrows of the Burrard Inlet, and continued along Marine Drive and Taylor Drive for 0.7 mi to the new Upper Levels Highway. The Lions Gate Bridge opened in 1938 and was operated by the Guinness family until it was purchased by the provincial government in 1955; it was tolled until 1963. The 10 mi, two-lane Upper Levels Highway opened on September 14, 1957, between Taylor Way in West Vancouver and Horseshoe Bay. It cost $1.3 million to construct and replaced a winding coastal section of Marine Drive, but initially lacked guardrails and other safety features due to a rushed opening. Taylor Way was later widened to four lanes in early 1958 to handle increased traffic to the Upper Levels Highway, which was extended east to the Second Narrows Bridge in 1961 and signed as part of the Trans-Canada Highway (Highway 1).

The bridge acquisition and Upper Levels Highway construction were part of the provincial government's plan to complete the Vancouver–Squamish Highway, which would open vehicular access beyond Horseshoe Bay. The new highway was built alongside the government-owned Pacific Great Eastern Railway (now BC Rail), which completed an extension along Howe Sound to Squamish on August 27, 1956, to connect with an existing route to Prince George. Both corridors were preceded by the Lillooet Cattle Trail, a wagon trail established in 1877 and used for a decade until it was replaced by inland railroads. Surveyors began work in 1949 to find a suitable route along Howe Sound to link existing roads that ended at Whytecliff (overlooking Horseshoe Bay) and Britannia Beach.

Two competing routes emerged in the early 1950s: one following the Howe Sound coastline at a cost of approximately $6 million; and another that would travel north along the Capilano River from West Vancouver for 15 mi and cross over a pass at 1900 ft to follow Furry Creek to Britannia at an initial cost of $3.5 million. The Howe Sound route had been criticised for its higher cost and complexity due to the rugged terrain and parallel railroad; at the time, an unpaved road along the Capilano–Furry route was passable for some traffic but a full highway would require steeper grades that would not be accessible during parts of the winter. Planning was delayed for several years by the provincial government to negotiate with the Greater Vancouver Water District, who opposed the Capilano–Furry route due to its potential effects on the protected drinking water source for the city. The water district also cited the need for a filtration plant to prevent highway debris and pollutants from contaminating the basin, which would cost up to $12 million. On May 18, 1954, the provincial cabinet announced that the Vancouver–Squamish Highway would be constructed along the Howe Sound route to a width of 34 ft at an unspecified cost.

The 8 mi section between Britannia and Squamish had already been built by 1950 and improved later that year with $15,000 in funding to bypass a steep segment with 10–15 percent grades. Construction of a 6 mi section north of Horseshoe Bay began in early 1955 under the same contractor as a parallel section of the Pacific Great Eastern Railway. The provincial government also announced plans to build a highway extension to serve Garibaldi Provincial Park north of Squamish, the site of planned tourist development and a potential national park, in early 1956. Two more contracts were awarded by the end of the year and construction on all 20 mi of the highway was underway by March 1956. Work on the highway began with clearing and explosive blasting of rock faces above the railway, which was protected by wooden boards laid over the tracks. An estimated 21,000,000,000 lbs of material was blasted or excavated for the highway project, which was delayed by a year due to the reassignment of labour to finish the Pacific Great Eastern Railway.

The Vancouver–Squamish Highway, officially named the Seaview Highway, was dedicated and opened to traffic on August 7, 1958, with 600 cars queued to drive the completed 30 mi route from Horseshoe Bay to Squamish. The majority of the two-lane highway was paved in July through a rush order from the provincial government to complete a preliminary surface, while 15 mi between Britannia and Squamish remained a gravel road with steeper grades and narrower turns. The project cost a total of $11 million to construct and was expected to attract investment in a planned ski resort at the base of Garibaldi Mountain. The new highway was later furnished with guard rails, curbs, and culverts within a few weeks of opening; the paved and gravelled sections developed large potholes within a month of opening, which required additional construction.

The provincial government announced plans pave the Britannia–Squamish section and extend the highway to Pemberton and Lillooet by 1965 following requests from local business leaders. The existing route from Squamish to Lillooet was 56 mi long and mostly unpaved, with some sections that required vehicles with four-wheel drive to negotiate the terrain. Construction of an all-season gravel road to Alta Lake at the base of Whistler Mountain was announced in March 1962 as part of a larger development plan for a ski area that could host the Winter Olympics. By the following June, four-wheel drive vehicles were able to access Alta Lake via the rudimentary gravel road, but it remained closed to the public. The Alta Lake extension was completed in time for the opening of the Whistler Blackcomb ski area on January 15, 1966, which brought more traffic to the highway. A bypass of Squamish opened in March 1966 and the section to Alta Lake was paved by the end of the year. A resort town on the highway, named Whistler, was developed in the late 1970s and 1980s at the base of the mountain near Alta Lake.

An unpaved extension to Pemberton was opened in 1965 and described as being of a "reasonable driving standard" by the Minister of Recreation. In 1969, the rebuilt and paved Britannia–Squamish section of Highway 99 opened at a cost of $2.5 million. The highway was occasionally closed during winters due to washouts, floods, and rockslides that required explosives to clear. The paved highway was extended to Pemberton and Mount Currie by 1975.

Vancouver–Blaine Freeway construction
In 1953, Minister of Public Works Phil Gaglardi proposed a four-lane freeway that would connect the U.S. border to Vancouver via Richmond's Lulu Island with a connection to Vancouver International Airport. The proposal would extend Highway 99 and incorporate the Oak Street Bridge, a new road crossing of the Fraser River's North Arm that replaced the aging Marpole Bridge in 1957. Specific routing plans were kept a "closely-guarded secret" by the provincial government to prevent land speculation from increasing costs; Gaglardi also proposed financing the new highway as a limited-access tollway that would eventually continue through Vancouver to the Lions Gate Bridge and Upper Levels Highway. A survey team was dispatched to find a location for the envisioned freeway to cross the Fraser River's South Arm and four candidate sites were identified in early 1955: Port Mann in Surrey, Annacis Island near New Westminster, Deas Island near Ladner, and Tilbury Island.

A tunnel at the Deas Island site, which would replace an existing ferry and cost up to $17 million, was announced as the winning option in February 1956 following a recommendation from a contracted engineering firm. Construction began with a ceremonial cement pouring overseen by premier W. A. C. Bennett in May 1957 and was conducted using a set of six concrete immersed tubes that were constructed on the shore. The Deas Island Tunnel and its 7.5 mi approaches on Lulu Island and near Ladner were opened for a preview weekend beginning May 23, 1959, where it attracted 133,000 vehicles. The tunnel was formally dedicated by Queen Elizabeth II on July 15, 1959, and later renamed the George Massey Tunnel. Tolls were collected at both the four-lane tunnel and the Oak Street Bridge until March 31, 1964.

A regional freeway network for Greater Vancouver was proposed by a provincial government report in April 1959 and included a six-lane freeway that followed Arbutus Street from the Oak Street Bridge to a loop around Downtown Vancouver that connected to the Lions Gate Bridge. The freeway alignment of Highway 99 between 8th Avenue in South Surrey and the North Arm of the Fraser River opened in 1962 and was originally named the Deas (Island) Throughway. Between 1964 and 1973, the freeway alignment of Highway 99 was designated Highway 499; the old alignment was redesignated as Highway 99A. The four-lane, 22 mi freeway between the Deas Island Tunnel and the U.S. border was opened on May 29, 1962, by premier Bennett and Washington Governor Albert D. Rosellini. It cost $57 million to construct and was funded by the provincial government.

Lillooet extension and other projects
An unpaved logging road from Pemberton Valley to Lillooet, later named Duffey Lake Road, was built in the 1960s and opened to limited recreational use in 1972. The 90 km road was widened to a width of 24 ft and opened to the public on weekends and outside of logging periods to access recreational areas and bypass the congested Fraser Canyon highways. The provincial government provided funding for maintenance for several years before formally taking control on April 1, 1979. Early concepts for an extension of Highway 99 to Lillooet in the 1960s included a 24 mi ferry to cross Anderson and Seton lakes.

Paving of Duffey Lake Road began in 1990 and was mostly completed by the end of the following year at a cost of $22.5 million. During construction, a group from the Lil'wat First Nation blockaded the road at Mount Currie during a conflict with Lillooet residents and authorities; the 9 km section through the community was left unpaved for several years. The paved section was incorporated into an extension of Highway 99 in 1992. A section of Highway 12 between Lillooet and Highway 97 was also re-numbered 99. The portion of the highway between Lillooet and Pavilion was part of the route of the Old Cariboo Road, which was developed in the 1850s and 1860s during the Fraser Canyon Gold Rush.

Olympics upgrades and later history
The Horseshoe Bay–Pemberton section of Highway 99 was renamed the Sea to Sky Highway in the 1980s and remained a two-lane undivided highway with various safety issues. It had no outside barrier to prevent vehicles from falling off the steep cliff overlooking Howe Sound or to prevent rocks from overhead bluffs from hitting the highway. Fatalities on the section were attributed to inclement weather conditions that changed rapidly, poor visibility, excessive speed, drunk drivers, and difficulty in passing slower vehicles. From 1998 to 2004, the highway had an annual average of 574 collisions or accidents with eight fatalities per year—far higher than a comparable highway in the province.

A major reconstruction of the highway, including widening sections to four lanes between Horseshoe Bay and Squamish, was proposed by political leaders in 1981 following the death of nine people who had driven off a washed out wooden bridge over M Creek. At the time, the Sea to Sky Highway had five wooden bridges that had yet to be replaced. The provincial government announced a $110 million plan to improve the highway, which was outfitted with passing lanes and new bridges by the end of the decade.

As part of the Vancouver–Whistler bid for the 2010 Winter Olympics, the provincial government authorized an upgrade of the highway to accommodate greater traffic loads, widening the highway and adding a concrete divider. The bid also considered a new highway to bypass parts of the corridor, including a tunnel under Grouse Mountain or a toll road through Indian Arm, but they were not advanced for further planning. A large section had already been upgraded between Squamish and Whistler in 2002, prior to the Olympics being awarded, to improve upon work done during the 1980s. The Sea to Sky is a freeway from the interchange with Highway 1 to the at-grade intersection with Lawrence Way. After that, there are sporadic interchanges and at-grade intersections. It is mostly a divided highway all the way to Lions Bay and through Squamish. The project cost $600 million and included the construction of large retaining walls, wider bridges able to withstand earthquakes, and mesh screens for rockfalls. The section was added to the National Highway System in 2004. Several bilingual signs with place names in the Squamish language (Sḵwx̱wú7mesh) and special highway markers shaped like paddles were also installed on Highway 99 by April 2009 as part of the project.

On-site protests delayed part of the construction, especially near wildlife habitats in the Eagleridge Bluffs of West Vancouver. Protesters claimed that a tunnel was a safer and environmentally friendlier alternative. A court injunction and police were used to remove the protestors, one of whom, Harriet Nahanee, a respected Squamish elder, died soon after in the Surrey Pre-Trial Centre from health complications alleged to be related to her arrest and incarceration. Plans to build a new highway through West Vancouver to directly connect the Lions Gate Bridge to the Upper Levels Freeway were rejected by the provincial government following a study that determined it would not be cost-effective. As a result of the highway reconstruction, crashes on the section dropped by 66 percent; communities along the corridor also saw significant population growth, in part because the highway made longer commutes more viable.

During the Olympic Games, a checkpoint was installed on Highway 99 near Squamish to inspect travellers to Whistler, who were required to present a valid permit for parking provided by their hotel or issued to residents and workers. Shuttle buses ran between Vancouver and Whistler for spectators and other visitors during the Olympics.

Future plans
In 2006, the provincial government announced the Gateway Program, a major regional transportation plan that would include a replacement for the George Massey Tunnel. Under the plan, the tunnel would be tolled and twinned to add an additional lane in each direction, but it was given a lower priority due to its potential effects of moving traffic bottlenecks to the Oak Street and Knight Street bridges. The twinning proposal was one of several options considered during a public consultation in 2012, which resulted in a new proposal from Liberal premier Christy Clark to build a ten-lane toll bridge that would cost $3.5 billion to construct. Following the 2017 election, the New Democratic Party announced the cancellation of the bridge proposal and commissioned an independent review with alternative plans. A plan to build an eight-lane immersed tube tunnel with dedicated transit, bicycle, and pedestrian access was announced in August 2021. It is planned to be completed in 2030 at a cost of $4.15 billion.

Proposals to build an alternative Burrard Inlet road crossing to replace the Lions Gate Bridge have been announced by various business groups and political leaders since the 1930s, with more serious studies undertaken in the late 1960s and early 1970s. The NDP government in the mid-1990s also considered a tunnel, but chose instead to re-deck the Lions Gate Bridge with work completed in 2001. The project also included widening of the Stanley Park Causeway and the removal of trees in the park, which caused protests from environmental groups. The Vancouver Park Board approved of an agreement with TransLink, the city and provincial governments, and ICBC in 2000 to allow the widening on the condition that private vehicular traffic on the causeway and Lions Gate Bridge would be banned in 2030 if a new crossing were built. The agreement was not included in the final contract, but a closure of the bridge to vehicular traffic is listed in the City of Vancouver's 2040 plan.

title: British Columbia Highway 99


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Rick Bowness

Richard Gary Bowness (born January 25, 1955) is a Canadian former professional ice hockey coach and player. He was selected in the second round, 26th overall, by the Atlanta Flames in the 1975 NHL Amateur Draft. Bowness has also played for the Detroit Red Wings, St. Louis Blues, and the original Winnipeg Jets. As a coach, Bowness has also served as head coach for Boston Bruins, Ottawa Senators, New York Islanders, Phoenix Coyotes, Dallas Stars, the original Winnipeg Jets, and the current Winnipeg Jets. He likewise held the position of associate coach with the Vancouver Canucks and Tampa Bay Lightning.

As of his retirement in 2024, Bowness was the last active coach in the NHL who was also a head coach for an NHL team in the 1980s, and the only coach to have led both iterations of the Winnipeg Jets. His 2,726 games as an NHL head or assistant coach are the most by anyone in league history.

Junior hockey
Born in Moncton, New Brunswick, Bowness began his junior hockey career with the Quebec Remparts of Quebec Major Junior Hockey League (QMJHL) in 1972–73, where in 30 games, Bowness had two goals and nine points. In 14 playoff games with Quebec, Bowness had a goal and five points.

Bowness started the 1973–74 season with the Remparts. He appeared in 34 games, scoring 16 goals and 45 points. Midway through the season, the Remparts traded Bowness to the Montreal Bleu Blanc Rouge, with whom he finished the season, scoring nine goals and 26 points in 33 games with the club, helping them to reach the playoffs. In nine postseason games, Bowness had four goals and eight points.

In 1974–75, Bowness played the entire season with the Bleu Blanc Rouge, appearing in 71 games, scoring 24 goals and 95 points to finish fourth in team scoring. In eight playoff games, Bowness scored five goals and eight points. After the season, Bowness was drafted by the Atlanta Flames in the second round, 26th overall in 1975 NHL Amateur Draft, as well as in the fifth round, 62nd overall by the Indianapolis Racers of the World Hockey Association (WHA) in the 1975 WHA Amateur Draft.

Professional playing career
Bowness spent the majority of his first professional season in 1975–76 with the Tulsa Oilers of the Central Hockey League (CHL), where in 64 games, he earned 25 goals and 63 points, and had 160 penalty minutes. In nine playoff games, Bowness had four goals and seven points. Bowness also played two games with Nova Scotia Voyageurs of American Hockey League (AHL), recording one assist. Bowness also made his National Hockey League(NHL) debut during the 1975–76 season, going pointless in five games with the Atlanta Flames.

His 1976–77 season was split between Tulsa and the Flames, as Bowness appeared in 39 games with Tulsa, scoring 15 goals and 30 points. In eight postseason games with the Oilers, Bowness had one assist. He also played in 28 games with the Atlanta Flames, recording four assists. On August 18, 1977, the Flames traded Bowness to the Detroit Red Wings for cash considerations.

Bowness spent the entire 1977–78 NHL season in the NHL with Detroit, scoring eight goals and 19 points in 61 games, helping the team reach the playoffs. In four playoff games with Detroit, Bowness was held off the scoresheet as the Red Wings lost to the Montreal Canadiens in the quarter-finals. He was set to return to the Red Wings for the 1978–79 season, however, on October 10, 1978, Detroit traded Bowness to the St. Louis Blues for cash.

Bowness spent most of the 1978–79 season in the CHL with the Salt Lake Golden Eagles, appearing in 48 games with the team, scoring 25 goals and 53 points with Salt Lake. In ten playoff games with the Golden Eagles, Bowness had five goals and nine points. Bowness also appeared in 24 games with the St. Louis Blues, scoring a goal and four points with the club. Bowness once again spent a majority of the 1979–80 with the Golden Eagles. In 71 games with Salt Lake, Bowness had 25 goals and 71 points to finish fifth in team scoring, while accumulating a team-high 135 penalty minutes. In 13 playoff games with Salt Lake, Bowness had five goals and 14 points. He also played in 10 games with the Blues, scoring a goal and three points. On June 13, 1980, the Blues traded Bowness to the Winnipeg Jets for Craig Norwich.

Bowness played in 45 games with the Winnipeg Jets in the 1980–81, scoring eight goals and 25 points, however, the Jets failed to make the playoffs. Bowness also returned to the Tulsa Oilers of the CHL for 35 games, scoring 12 goals and 32 points. He spent the entire 1981–82 regular season playing with Tulsa, finishing second on the team in scoring with 34 goals and 87 points in 79 games. In three playoff games with the Oilers, Bowness had two assists. Bowness also appeared in a playoff game with the Jets and was held off the scoresheet.

In the 1982–83 season, Bowness was a player-coach with the Sherbrooke Jets of the American Hockey League (AHL). In 65 games, Bowness had 17 goals and 48 points with Sherbrooke. Bowness wrapped up his playing career in the 1983–84 season with Sherbrooke, playing in 21 games, scoring nine goals and 20 points. He retired after the season to become an assistant coach with the Winnipeg Jets.

Winnipeg Jets (original franchise)
Bowness became the first head coach of the Winnipeg Jets' new AHL affiliate, the Sherbrooke Jets, in the 1982–83 AHL season, as a player-coach with the club. Sherbrooke had a tough season, finishing in last place in the North Division with a 22–54–4 record, earning 48 points. He stepped down as player-coach before the 1983–84, as he played one last season before retiring in the summer of 1984.

Bowness became an assistant coach of the Winnipeg Jets under head coach Barry Long in the 1984–85 season. Winnipeg had a successful season, going 43–27–10, earning 96 points, finishing second in the Smythe Division. In the playoffs, the Jets defeated the Calgary Flames before losing to the Edmonton Oilers in the Smythe Division final.

Bowness remained on the Jets coaching staff in the 1985–86 season, however, the club changed head coaches during the season, as Barry Long was replaced with John Ferguson late in the season. The Jets struggled to a 26–47–7 record, earning 59 points, but still good for third in the Smythe Division. In the season opener against the Calgary Flames, Bowness was once fined $500 and suspended for three games after punching Calgary forward Tim Hunter in the head during a brawl. Brian Hayward and Hunter had been involved in a scuffle which escalated to a full brawl after Hunter continued to attack Hayward. In the playoffs, the Jets were swept by the Flames in the first round.

In 1986–87, Winnipeg hired a new head coach, Dan Maloney, and retained Bowness as an assistant. The Jets rebounded from their poor season, going 40–32–8, earning 88 points, to finish in third place in the Smythe Division. In the playoffs, Winnipeg defeated the Flames in the opening round, however, they were swept by the Oilers in the Smythe Division final. After the season, Bowness became the first head coach of the Moncton Hawks for the 1987–88 season. Bowness led the expansion team to a 27–43–8–2 record, earning 64 points and a sixth-place finish in the North Division, failing to qualify for the playoffs.

He began the 1988–89 season with Moncton, leading the club to a 28–20–5 record in 53 games. Bowness was then promoted to the NHL, as the Winnipeg Jets fired Dan Maloney, and named Bowness as head coach.

Bowness coached his first NHL game on February 9, 1989, as the Jets lost to the New York Rangers 4–3 at Madison Square Garden. After a 0–3–1 start, Bowness earned his first NHL victory on February 17, 1989, defeating the New Jersey Devils 3–2 in overtime at the Winnipeg Arena. Bowness led the team to an 8–17–3 record to finish the 1988–89 season, as the Jets missed the playoffs. After the season, the Jets hired Bob Murdoch as their new head coach, and Bowness left the organization.

Boston Bruins organization
Bowness became the head coach of the Boston Bruins' AHL affiliate, the Maine Mariners, for the 1989–90 AHL season. In his first season with Maine, Bowness led the club to a 31–38–11 record, earning 73 points and a fifth-place finish as the club failed to qualify for the playoffs. He returned to the Mariners for a second season in 1990–91, as the Mariners improved to a 34–34–12 record, getting 80 points, however, Maine finished in fifth place yet again, and failed to make the playoffs.

Bowness returned to the NHL to become the head coach of the Bruins for the 1991–92 season. He coached his first game as a Bruin on October 3, 1991, defeating the New York Rangers 5–3 at the Boston Garden. Overall, the Bruins finished the season with a 36–32–12 record, earning 84 points and second place in the Adams Division. Bowness coached his first playoff game on April 19, 1992, losing 3–2 to the Buffalo Sabres. The Bruins eventually won the series in seven games, followed by a four-game sweep over the Montreal Canadiens to reach the Wales Conference finals. It was the Bruins' first four-game playoff sweep over the Canadiens. Boston was then swept by the Pittsburgh Penguins, who went on to win the Stanley Cup.

After just one season with the Bruins, Bowness was not brought back, as Boston replaced him with Brian Sutter. Bowness then took a job with the expansion Ottawa Senators, becoming that franchise's first head coach.

Ottawa Senators
Bowness became the first head coach of the expansion Ottawa Senators when he was hired in 1992. On October 8, 1992, the Senators won the franchise's first game, over the eventual Stanley Cup champion Montreal Canadiens 5–3 at the Ottawa Civic Centre. With a lineup perilously thin on talent, wins for Bowness and the Senators were few and far between, and Ottawa finished with a league-worst 10–70–4 record, earning 24 points and a tie for last place in the overall NHL standings with the San Jose Sharks.

Bowness returned to the Senators for the 1993–94 season. Though Ottawa boasted a somewhat stronger lineup and improved its season total by 13 points, the team nonetheless finished in last place in the NHL with 37 points.

Under Bowness' leadership, the Senators continued to go through some growing pains but also steadily improved. In the team's lockout-shortened third season, Ottawa finished with a 9–34–5 record in the shortened 48-game schedule, finishing in last place in the league for the third straight season.

Bowness began a fourth season with the Senators in 1995–96. After a promising start which saw Ottawa record a 6–5–0 record after 11 games, the club fell into an eight-game losing streak and fell to 6–13–0, and Bowness was relieved of his duties. He was replaced by Dave Allison, who ultimately won only two of 27 games and was fired mere weeks later.

New York Islanders
Bowness joined the New York Islanders as an associate coach for the 1996–97 under head coach Mike Milbury. After the Islanders got off to a rough 13–23–9 start, Milbury resigned and Bowness became the new head coach of the Islanders. On January 22, 1997, Bowness coached his first game with New York, leading the team to a huge 8–1 victory over the Edmonton Oilers. The Islanders went 16–18–3 under Bowness; however, they failed to reach the playoffs. Bowness returned as the Islanders' head coach for the 1997–98 season; however, the club struggled to a 22–32–9 record, and he was fired, as Mike Milbury replaced him behind the bench.

Phoenix Coyotes
Bowness joined the Phoenix Coyotes (the former Winnipeg Jets) coaching staff as an assistant under Bobby Francis for the 1999–2000 season. The Coyotes had a strong season, going 39–31–8–4, earning 90 points and third place in the Pacific Division, sixth in the Western Conference. In the playoffs, the Coyotes lost in five games to the Colorado Avalanche in the first round. Despite finishing with a 35–27–17–3 record, earning 90 points, the Coyotes failed to reach the playoffs in the 2000–01, as Phoenix finished in ninth place in the Western Conference.

The Coyotes rebounded in the 2001–02, going 40–27–9–6 to earn 95 points and finish in sixth place in the Western Conference and reach the postseason. In the playoffs, the Coyotes lost in five games to the San Jose Sharks in the first round. After the season, the Coyotes' head coach Francis won the Jack Adams Award for Coach of the Year.

Phoenix struggled in the 2002–03 season, going 31–35–11–5, earning 78 points and 11th place in the Western Conference, well out of a playoff position. The club had another tough season in 2003–04, as the Coyotes had a 20–24–15–3 before the team fired Francis and named Bowness as interim head coach. Under Bowness, Phoenix continued to struggle, as they went 2–12–3–3, and finished well out of the postseason once again.

With the 2004–05 NHL lockout cancelling the season, Bowness returned to the club in 2005–06 as an assistant under new head coach Wayne Gretzky. The Coyotes missed the playoffs once again with a 38–39–5 record, earning 81 points. After the season, Bowness left the club.

Vancouver Canucks
Bowness joined the Vancouver Canucks as an assistant coach under Alain Vigneault for the 2006–07 season. In his first season with Vancouver, the team won the Northwest Division with a 49–26–7 record, earning 105 points and third in the Western Conference. In the playoffs, the Canucks defeated the Dallas Stars in seven games in the first round, however, Vancouver lost in five games to the Anaheim Ducks in the second round.

The Canucks struggled to a 39–33–10 record in 2007–08, earning 88 points, and an 11th-place finish in the Western Conference, out of the playoffs.

Vancouver rebounded in 2008–09, winning the Northwest Division for the second time in three seasons, going 45–27–10, recording 100 points and third place in the Western Conference. In the playoffs, the Canucks swept the St. Louis Blues in four games, but they lost to the Chicago Blackhawks in six games in the second round.

The 2009–10 was another very successful season for the Canucks, as the club once again won the Northwest Division with a 49–28–5 record, good for 103 points and third in the Western Conference. Vancouver defeated the Los Angeles Kings in six games, but they lost to the Chicago Blackhawks in six games in the second round for the second consecutive season.

The club had a record-breaking 2010–11, as the Canucks won the Presidents' Trophy with a 54–19–9 record, earning a club record 117 points. In the postseason, Vancouver defeated their rivals, the defending Stanley Cup champion and eighth-seeded Chicago Blackhawks in seven games, followed by winning a six-game series against the Nashville Predators to make the Western Conference final. The Canucks easily defeated the San Jose Sharks to clinch a berth in the 2011 Stanley Cup Finals against the Boston Bruins. In the final round, the Canucks built a 3–2 series lead but lost their last two games to lose the Stanley Cup in seven games.

In the 2011–12 season, the Canucks would win their second consecutive Presidents’ Trophy. Despite this, the Canucks would get defeated in five games in the first round of the 2012 playoffs by the eighth-seeded and eventual Stanley Cup champion Los Angeles Kings.

On May 22, 2013, shortly after being swept in the first round of the playoffs by the San Jose Sharks, Bowness, head coach Vigneault, and assistant coach Newell Brown were all fired from their positions.

Tampa Bay Lightning
Bowness joined the Tampa Bay Lightning as an associate coach on June 3, 2013, joining first-year head coach Jon Cooper. His responsibilities included the team's defense and penalty-killing, the same responsibilities he had the previous 7 years in Vancouver.

On February 7, 2015, Bowness coached in his 2000th game in the NHL. The Lightning went all the way to the 2015 Stanley Cup Finals but would fall to the Chicago Blackhawks in a close 6 game series.

The Lightning would lose in the Conference Finals in the 2016 playoffs in seven games to the Pittsburgh Penguins, one win short from back-to-back appearances in the Stanley Cup Finals.

On June 14, 2016, Bowness signed a multi-year extension with the Lightning. Due to injuries with certain players throughout the 2016–17 season, the Lightning would miss the playoffs by 1 point.

He was dismissed on May 31, 2018, after general manager Steve Yzerman called the defense "not quite good enough" during the 2017–18 regular season where the Lightning finished as the top seed in the Eastern Conference and the playoffs which saw the Lightning reach the Conference Finals and losing in seven games to the eventual Stanley Cup champion Washington Capitals, one win short from the Stanley Cup Finals.

Dallas Stars
Bowness was hired by the Dallas Stars as an assistant coach on June 22, 2018. On December 10, 2019, he was named interim head coach of the Stars after Jim Montgomery was fired due to unprofessional conduct. At the time of his promotion, Bowness had a career record of 123–289–51 as a head coach. He led the Stars to the Stanley Cup Finals where they lost to his former team, the Tampa Bay Lightning, in six games.

On October 29, 2020, he was named the Stars' 24th head coach in the franchise history. After a disappointing COVID-19-shortened 2020–21 campaign, Bowness guided the Stars back to the postseason in 2022 where they lost a close seven-game series to the Calgary Flames.

Shortly after Dallas' elimination from the 2022 Stanley Cup playoffs, and with his contract set to expire, Bowness stepped away from his position on May 20, 2022.

Winnipeg Jets and retirement
On July 3, 2022, the modern Winnipeg Jets franchise named Bowness head coach, replacing Dave Lowry.

During the 2023–24 season, he spent time away from the team twice, first because of a seizure his wife experienced in October 2023, and then for a minor medical procedure of his own in March 2024. Associate coach Scott Arniel filled in for him on the bench. He is a finalist for the season's Jack Adams Award for "the NHL coach adjudged to have contributed the most to his team's success."

Bowness announced his retirement on May 6, 2024, after the Jets were eliminated in the first round of the 2024 Stanley Cup playoffs. He finished his coaching career with 2,726 games, the most in NHL history, and is also one of three head coaches (along with Scotty Bowman and Pat Quinn) to work in NHL in five different decades.

title: Rick Bowness


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