POLICY REPORT
TRAFFIC AND TRANSIT

Date: February 19, 1999
Author/Local: J. Bird/6653
RTS No. 00456
CC File No. 5559

TO:	Vancouver City Council
FROM:	Manager, Rapid Transit, in consultation with Director of CityPlans and General Manager of Engineering Services
SUBJECT:	Rapid Transit Phase 1 - Boundary Road to Commercial Drive

RECOMMENDATION

A. THAT any endorsement by City of Vancouver of the proposed alignment or station locations be conditional upon the Province:

a) completing a review of ridership and patron movements, particularly at the Broadway/Commercial Drive intersection, and designing and implementing traffic management and transit interface plans to accommodate those movements effectively;

b) completing a comprehensive review of safety and security issues, and addressing those issues in station and precinct designs;

c) addressing the concerns of the community and City staff in the design of the station and station precincts as generally outlined in this report; and

d) designing and constructing a Greenway/Bikeway in the Grandview Cut Right-of-Way.

B. THAT subject to Recommendation A, the City of Vancouver acknowledge the Province’s proposed Phase 1 SkyTrain alignment along the route selected by the Province from Boundary Road to Commercial Drive as more particularly shown in Appendix A.

C. THAT subject to Recommendation A, the City of Vancouver acknowledges the Province’s proposed station locations at Rupert, Renfrew and Commercial, with provision for a future station at Nanaimo at Grandview as shown in Appendix A.

D. THAT the City of Vancouver acknowledges the Province’s proposal that no stations be located at Boundary Road or Nanaimo at Grandview at this time.

E. THAT staff continue to work with the Province’s Rapid Transit Project Office:

a) to address the conditions enumerated in Recommendation A; and

b) to begin the following tasks:

… Station design and station precinct programing
… Nanaimo and Lakewood Street bridge design and construction
… exploring potential sewer separation/creek daylighting opportunities in the Grandview Cut
… Utility replacement or relocation.

F. THAT staff work with the Rapid Transit Project Office in their efforts to secure the right-of-way for Phase 1 of SkyTrain, and report back to Council by May 30, 1999 with a proposal for the compensation by the Province for its use of City-owned land in the Grandview Cut and associated airspace parcels.

G. THAT staff prepare and submit to the Special Commissioner for Environmental Assessment, a response to his Interim Report, emphasizing the importance of:

… mitigation measures to address impacts to the Grandview Cut, especially during construction
… mitigation of noise and vibration impacts in the Grandview Cut and in the vicinity of the stations
… mitigation measures to address public concerns about safety, security and crime in all station areas, especially the existing Commercial/Broadway station area
… a Greenway/Bikeway.

GENERAL MANAGER’S COMMENTS

The City Manager RECOMMENDS approval of Recommendations A to G. The time lines established by the Province do not allow for full consideration by staff and the public of the issues specified in Recommendation A. In addition, staff's ability to consider the Province's proposals assume early delivery of ridership numbers and the safety and security report. To date these have not been forthcoming. On balance, however, the City Manager believes that the City will be best served and able to respond to the Province's decisions around technology and route if staff continue to work with the Rapid Transit Project Office as contemplated in the Recommendations.

COUNCIL POLICY

On September 8, 1998, Council resolved the following:

“… THAT the City will collaborate with the Province on planning for the ALRT route, alignment, station locations and station area planning, while continuing to resolve issues through the GVTA about cost-sharing and completion of the entire T-line;

… THAT should negotiations between the GVTA and Province prove unsuccessful, Council will re-evaluate its participation in the planning process;

… directed staff to report back with terms of reference and costs for an independent consultant study, reviewing the basic decision of the SkyTrain technology and corridor;

… THAT the City of Vancouver recommend to the Rapid Transit Project Office and the Province that the timeline for planning the accelerated segment be adjusted to provide for a meaningful public consultation process;

… THAT the City of Vancouver recommends to the Rapid Transit Project Office and the Province that the time line for planning the Boundary to Glen segment be adjusted to provide a meaningful public consultation process.”

On November 5, 1998, Council approved the following relevant policies:

“… THAT Council approve funding for the Phase I: Boundary Road to VCC; Phase II: VCC to Arbutus and Phase III: Arbutus to UBC, Rapid Transit Study;

… THAT the Rapid Transit Project Office be requested to share in the cost of the Engineering Services associated with the planning, design and implementation of the East-West Rapid Transit Line and the cost of providing planning information to the Rapid Transit Project Office and the Special Commissioner - SkyTrain Review;

… THAT Council approve funding for the Rapid Transit Technology and Alignment Review, for the alignment west of Commercial Drive, coordinated with the extension to UBC;

… THAT Council seek cost sharing for the Rapid Transit Technology and Alignment Review, west of Commercial Drive, from the GVTA and the Rapid Transit Project Office.”

PURPOSE

The primary purpose of this report is to report to Council at the end of the first stage of the Province’s Phase 1 SkyTrain planning process. The report provides for consideration by Council, staff’s preliminary evaluation and recommendations regarding the Province’s proposed guideway alignment and station locations from Boundary Road to Commercial Drive.

Second, the report identifies issues raised by the public during the public consultation process which warrant attention by both the Rapid Transit Project Office (“RTPO”) and the Special Commissioner for Environmental Assessment.

Finally, the report describes outstanding information which staff has identified to the RTPO as critical to its evaluation. Without this information staff cannot finalize a considered City position for the location of the proposed SkyTrain alignment and station locations.

SUMMARY

Since early fall, the RTPO has been engaged in the first stage of the planning process of Phase 1 of the proposed SkyTrain extension. The Vancouver segment of the extension is from Boundary Road to Vancouver Community College. The purpose of this stage is to identify the preferred alignment of the SkyTrain guideway and the station locations. This stage is now ending. The next stage is station design.

City staff have worked with the RTPO during the first stage. They have attended the public events, recorded the public’s concerns, and engaged in a an evaluation of the alternative station locations and guideway options as presented by the RTPO.

In this process, staff have identified key issues that must be resolved, as well as specific issues that apply to each proposed station location. In addition, staff have identified key information which the City has yet to receive from the RTPO. In the case of the key intersection of Broadway/Commercial location, this information is necessary before staff can come to a recommendation as to the station location.

Staff recommend that the City acknowledge the proposed alignment and station locations as described in this report, subject to resolution of the key issues. (See Figure 1.) Further, staff recommend that they continue to work with the RTPO to resolve the outstanding issues, to provide input in the station design stage and to seek compensation from the Province for its use of City owned land in the Grandview Cut.

Figure 1: Summary of SkyTrain Issues and Opportunities

BACKGROUND

On June 24, 1998, the Province announced the construction of Phase 1 of a new rapid transit system, using SkyTrain technology, to be operational by 2001. In Vancouver the proposed route was from Boundary Road, west along the Burlington Northern Railway corridor and Grandview Cut to Commercial Drive, continuing in a tunnel under Broadway to an interim terminus at or about Glen Drive adjacent to Vancouver Community College. Stations were to be located at six locations in East Vancouver, generally at major north-south arterials and bus routes. Since that time, the Province has refined its plans, and has now identified its preferred alignment of the SkyTrain guideway on the route and the location of the stations.

On September 8, 1998, Council directed staff to “collaborate with the Province on planning for the ALRT route, alignment, station locations and area planning...” for the proposed Vancouver segment. The RTPO appointed a Planning and Urban Design Team and a public consultation team (the “Project Team”) for the Vancouver segment, who in turn provide advice to the RTPO. In accordance with Council’s direction, staff have worked with the Project Team in planning for the alignment and station locations. Specifically, staff:

… organized public events with the Project Team
… participated in the public events, and used the results in their evaluation of the Province’s proposed guideway alignment and station locations
… joined the Project Team in consulting with affected neighbourhoods and stakeholders to identify key issues and opportunities
… provided advice to the Project Team as to Vancouver zoning, land use, development capacity, urban design, transportation policy, utilities and structures
… advised the Project Team about guideway alignment and station locations to best suit City policy and minimize impacts on affected communities

Using the results of this process, staff is now advising Council as to its evaluation of the Province’s preferred alignment and station locations, identifying issues which the public and staff have raised as issues which must be addressed by the Province and the Special Commissioner and identifying outstanding information which has precluded staff from a final evaluation of the proposed alignment and station locations.

DISCUSSION

This section describes:

A) the public consultation process to date
B) staff’s evaluation of the Province’s preferred alignment and station locations
C) the related issues

A. PUBLIC CONSULTATION PROCESS

September 28, 1998: first information Open House at the Italian Cultural Centre
October 24, 1998: all day public workshop at Trout Lake Community Centre
December 17, 1998: meeting with residents of the Broadway/Commercial area, including representatives of the Cedar Cottage Coalition
February 4, 1999: meeting with residents of the Broadway/Commercial area, including representatives of the Cedar Cottage Coalition
February 10, 1999: City wide Open House at VCC
February 11, 1999: City wide Open House at Van Tech Secondary School
February 18, 1999: Special Council meeting to hear delegations

In addition to these events, the RTPO and the City have held a number of stakeholder meetings with representatives of the School Board, VCC, property owners and community groups (see Appendix E for details).

In summary, about 10 public events have been held by the RTPO and the City, in which over 500 people have participated.

On November 5, 1998, Council directed staff to undertake a technology review west of Commercial Drive (the “Phase 2 study”). While staff has continued to participate in the public consultation for all of the proposed station locations, including VCC, recommendations regarding the proposed VCC station are not included in this report,
pending the completion of the Phase 2 study.

B. EVALUATION OF THE PROVINCE’S PREFERRED ALIGNMENT AND STATION LOCATIONS

This section describes the evaluation process and the result.

a. Evaluation Process

The Project Team proposed several alternative guideway alignment and station locations. In most cases, there was limited variation between the alternatives. For example, in some instances the difference between alternative station locations was 50 metres.

Staff evaluated the alternatives internally, and with the Project Team. The process was as follows:

… staff identified existing and proposed land use policy, area planning material (including in the case of Broadway and Commercial, the recently completed Kensington/Cedar Cottage vision), transportation and traffic initiatives, and other City initiatives and policy directions which may affect, or be affected by the SkyTrain alignment and station locations

… in conjunction with the Project Team, staff identified a series of criteria to use as a basis to compare the alternatives

… in the process of applying the criteria staff and the Project Team rated the station location and alignment options, and identified a series of issues to be addressed

… in some cases staff identified outstanding information that they need from the RTPO to allow them to complete a valid evaluation of the alternatives

b. The Results of the Evaluation

Station Locations Generally

As illustrated in Figure 2, staff support development of Phase 1 stations at Rupert, Renfrew and Commercial Drive (see Appendix A for details). Opportunity for a future station should be retained at Nanaimo /Grandview where existing zoned density is low. Staff are of the view that a station at Boundary Road is not required to serve City needs in the Grandview Highway industrial area (nor in Burnaby where municipal staff prefer a station closer to Gilmore Avenue).

Figure 2: Assessment of Potential Station Locations

Location announced by province 6/24/98	Staff in support of a station here	Staff does not support a station here	Comments
Boundary Rd./BNR		_	_ Poor station spacing - redundant with nearby stations in Burnaby and Grandview Highway industrial area _ Would link to #28 bus route to North Shore _ Access to area businesses _ Visual intrusion on landscaped boulevard
Rupert/BNR	_		_ Reinforces land use shift to high tech industry _ Land available for bus loop _ Within walking distance of residential areas _ Links to #27 bus route to Kootenay Loop and Joyce Station
Renfrew/BNR	_		_ Reinforces land use shift to high tech industry _ Provides convenient access to area businesses, Italian Cultural Centre and Van Tech _ Links to #16 bus route to Hastings Street and downtown
Grandview/Nanaimo	for future consideration when demand increases or supportive Vision approved		_ Low density residential area won’t generate sufficient ridership in the short term _ High station impact on Grandview Cut and adjacent residential areas _ Supplement transit access to Van Tech and John Hendry Park _ SkyTrain service already provided by nearby existing Nanaimo station _ Links to #7 bus route to Nanaimo Station
Location announced by province 6/24/98	Staff in support of a station here	Staff does not support a station here	Comments
Commercial/Broadway	_		_ Opportunity to improve existing station environment _ Conditions could worsen if not sensitively implemented with ongoing maintenance _ Catalyst for achieving community vision as a pedestrian-friendly transit hub _ Provides vital transfer link west to downtown and east to Metrotown, New West and Surrey on existing SkyTrain _ Links to #9 Broadway and #20 Commercial Drive routes _ 99B bus loop in place _ Transit interface not yet determined; potential change in technology could exacerbate traffic impacts and reduce chances of success of Community Vision
VCC/Glen Drive	_ Supported by VCC	_ Removed from consideration by Council on Nov. 5, 1998 until technology review completed	_ Links with #9 Broadway trolley and #22 in service on Clark _ Tunnel to VCC would indicate provincial commitment to tunnelling further west _ A station here could reduce or foreclose options for Phase 2 technology change _ 99B bus service not in place, and an articulated bus loop would be very difficult to implement in this area due to steep topography, congestion and awkward street network

Following public consultation, staff have identified five key issues which apply to all stations. If Council supports Recommendations A, B and C, any endorsement by the City of the proposed alignment and station locations will be conditional on the Province addressing these issues.

1. Ridership and Patron Movement

To date the RTPO has not provided ridership or patron movement studies for the SkyTrain extension generally, or for any of the proposed station locations. In order for the City to respond to the concerns of communities, and to advise the Province asto the impacts of the SkyTrain extension on Vancouver’s transit system, the City and GVTA must have this information.

In addition, particularly at Broadway and Commercial Drive, staff is reluctant to come to any conclusions about station location without an understanding of patron movement between the existing and the new stations, and between each of these stations and other transit modes. The new station should provide a vastly improved environment for bus patrons transferring to and from SkyTrain. A thorough review of patron movement and a comprehensive transit interface plan are critical.

2. Safety and Security

There is a general public concern about personal safety and security when using SkyTrain, and a fear that stations tend to foster criminal activities in and around them. To address these concerns, the RTPO retained a consultant to review the history of such activity in the vicinity of existing SkyTrain station areas and the experience elsewhere, and to propose guidelines for minimizing such possibilities in the new system. Unfortunately, as of the date of this report, the consultant’s report has not been made available to staff by the RTPO.

In the absence of this report, staff understands from the various Crime Prevention Offices that certain criminal activities are associated with SkyTrain stations.

Staff also heard from the public that because SkyTrain stations are either above or below grade, and thus out of the public eye and generally unattended, they contribute to a concern around security and safety.

The public has suggested the following measures to provide “eyes on the street”and improve security:

… uniformed security in off-platform areas near stations
… secure access to fare paid zones
… small shops, banks, coffee shops and magazine stands in the station area
… attended or otherwise supervised public washrooms
… public amenities, such as libraries
… neighbourhood crime prevention offices

The Cedar Cottage Coalition in particular has been very vocal about these issues. Staff is awaiting the safety and security report and will work with the Project Team and communities to ensure that the Province addresses these concerns.

3. Station and Station Precinct Design

Staff and the public have identified the need for the stations and station precincts to be designed for, and well integrated into, the fabric of the neighbourhoods in which they are located. Station design that does not include consideration of the surrounding precinct is not acceptable.

In certain station locations associated development of the station sites will be critical. For example, staff understands that the Province is in the process of negotiating the acquisition of the northeast corner of Commercial and Broadway. The redevelopment of that site will profoundly impact the functionality of the station and the integration of the station in the community. To date, staff have no information as to the development expectations of the RTPO on that site.

4. Greenway/Bikeway

The presence of SkyTrain in the Grandview Cut will severely limit any opportunity the City may have had to implement its Greenway/Bikeway program in that desirable location. The need for a Greenway/Bikeway along the route, particularly in the Grandview Cut, has been clearly identified and communicated by staff to the Project Team. The Greenway and Bikeway Teams have worked with the Project Team landscape architects to evaluate possible Greenway/Bikeway locations in the Cut. The results of that evaluation are set out in the section entitled “Alignment Options in the Grandview Cut” below.

5. Noise and Vibration

The Rapid Transit Project Phase 1 Noise Issues Report identifies two factors in assessing the impact of noise. The first is the noise compared to an absolute criterion, and the second is the amount that the source raises in the background level of noise in the community. The Consultant has identified certain areas in the Cut which will require mitigation. These include expected train operation noise, possible noise from the tunnel operation, and associated noise, pedestrian bus and other vehicle use associated with the stations.

Specific Stations

Following is a brief summary of the proposed station locations, east to west, and the SkyTrain alignment in the Grandview Cut.

By way of general comment, the Province has not secured the right-of-way, and significant engineering work remains to be completed by the RTPO and its consultants. In addition, as outlined above, key information either does not exist or has not been provided to staff by the RTPO. As a result, while the RTPO refers to this alignment as the “Preferred Alignment” Council should be aware that staff anticipates changes to the proposed alignment and station locations. Further, information which may be forthcoming from the RTPO, may affect staff’s preliminary conclusions as described below.

Rupert Station

The proposed location for the station at Rupert is north of the BNR railway tracks immediately east of Rupert Street. As proposed, it will be elevated, with its primary pedestrian and drop off access from Rupert Street.

The industrial area around the Grandview Highway is currently under review by staff to explore the potential for high tech and highway oriented retail businesses. The area around this station may form part of the new I-3 High Tech zone.

In addition to the issues common to all proposed stations, staff have identified issues unique to this station, including the inclusion of convenience retail and services at the station, the presence of Still Creek, possible reconfiguration of street network to improve access in the surrounding industrial area, and station and station precinct planning to compliment the City’s land use initiatives.

The alternative station locations proposed by the RTPO are summarized on the matrix attached as Appendix B(i), (Bii), Biii) As between the alternative station locations, staff supports the RTPO’s proposal to locate the station north of the BNR railway tracks immediately east of Rupert Street, as shown on Appendix A.

Renfrew Station

The proposed location for a station at Renfrew is elevated on the north side of the Burlington Northern railway tracks, west of Renfrew, between Kaslo and Renfrew Streets. It is planned as a side platform station with pedestrian access from both adjacent streets and bus access from Renfrew.

As with the proposed Rupert Station, the industrial area around the Grandview Highway is currently under review by staff to explore the potential for high tech and highway oriented retail businesses. The area around this station may form part of the new I-3 High Tech zone.

The issues at this station are similar to those at Rupert Station: the inclusion of convenience retail and services at the station, and station and station precinct planning to compliment the City’s land use initiatives.

The alternative station locations proposed by the RTPO are summarized on the matrix attached as Appendix C(i), C(ii), C(iii).  As between the alternative station locations, staff supports the RTPO’s proposal to locate the station elevated on the north side of the Burlington Northern railway tracks, west of Renfrew, between Kaslo and Renfrew Streets, as shown on Appendix A.

New Commercial and Broadway Station

The Province initially proposed a number of possible station locations at this intersection. All proposals contemplated a new station, separate from the existing station. Alternatives included an underground station below Broadway and locations in the Grandview Cut. Late in the evaluation process, RTPO engineering consultants concluded there are significant technical advantages to a north side station location. In addition, this location minimizes impacts on the Cut generally, in that the full alignment is on the north side, leaving the south side unencumbered.

Staff have reviewed this option, and are of the view that a north side station location may be acceptable. However, the issues at this intersection are very complex. As mentioned earlier in this report, staff have not seen the RTPO safety and security report. Ridership and patron movement studies are also pending. Finally, though staff understand the Province is negotiating the purchase of the northeast corner, they have no information as to the intentions of the RTPO with respect to that development on that property. In the absence of this information staff cannot make a final recommendation on the north side station at this time.

The general issues of safety and security, patron movement, Greenway/Bikeway and station design are the most critical at this location. The outcome of the Phase 2 study of rapid transit further west will also impact this intersection.

Alignment Options in the Grandview Cut

The proposed alignment west of Renfrew Station follows the north bank of the Grandview Cut. The line will be elevated in sections along the bank or at grade within the bank depending on the slope. As proposed, at all points the alignment is below the surrounding neighbourhood.

Implementation of any transportation or utility project in the Grandview Cut will alter the existing look, feel and habitat of this valued semi-natural resource, whether it be for SkyTrain guideway, light rail or additional railway trackage. Given the topography and shared ownership of the Cut, the construction of relatively modest greenway trails and bikeways, or separated sewers, would also effect changes.

In terms of SkyTrain, the Project Team identified four basic alignment options in the Cut, one on the north side of the BNR property and the other on the south. Vertically, two variations were proposed - a “high” alignment on an elevated guideway, and a “low” alignment essentially on a reconfigured embankment with retaining wall. All will be required to adjust to the uneven topography.

Staff recognise that there will be severe impacts (both during the construction phase and over the long term) on the Cut, regardless of the alignment. As part of recommendations A and F, staff recommends that the City of Vancouver require the Province provide a comprehensive construction mitigation strategy, recognising that the impacts to the Cut during the construction phase in particular, will be very severe, regardless of the alignment.

On balance, pending review of the mitigation strategy, and on the condition that a Greenway/Bikeway form part of the alignment, staff supports a north side alignment. The matrix related to the alignment is attached as Appendix D(i), D(ii).

However, there are three key issues which relate partially to SkyTrain and the Grandview Cut: the construction of a Greenway/Bikeway, the reconstruction of the Lakewood and Nanaimo Bridges.

1. Greenway/Bikeway

A Greenway/Bikeway connecting False Creek to Burnaby was first proposed in the Greenways Plan which was adopted by Council in 1995. The route started at Science World on False Creek, ran through False Creek Flats, in the Grandview Cut, and parallel to the Grandview Highway to Boundary Road. This east/west route now called the Grandview Greenway/Bikeway is an important component in the City’s Greenway and Bikeway Network. The Greenway/Bikeway will intersect theLakewood Bikeway and connect to Trout Lake and the Trans Canada Trail, and intersect the Sunrise Bikeway and connect to Hastings Park, Burrard Inlet and the Fraser River.

The Grandview Greenway/Bikeway

The development of SkyTrain significantly impacts the midsection of the Grandview Greenway/Bikeway between Woodland and Slocan Streets. In this section the Greenway/Bikeway was proposed in the Cut. The Cut is a unique feature in the City, the sides of which have reverted to a naturalized state and provide bird, animal and plant habitat. The Greenway/Bikeway within the Cut would have offered pedestrians and cyclists the opportunity to enjoy this naturalized area. Locating SkyTrain in the Cut reduces the space available for the development of the Greenway/Bikeway, and through the construction process much of the existing vegetation will be damaged or removed.

Staff from the Greenway and Bikeway Teams are reviewing opportunities for developing the midsection of the Grandview Greenway/Bikeway at street level within the Grandview Highway right-of-way, adjacent to the north side of the Cut. This section would be similar to other on street City Greenways/Bikeways. In addition to the on street Greenway/Bikeway, staff are also reviewing opportunities to develop a continuous pedestrian nature trail within the Cut, on the opposite side from SkyTrain. Access to the nature trail would be provided at the bridges that cross the Cut. One important concern is the restoration of the existing vegetation and habitat within the Cut after construction of SkyTrain.

The eastern section of the Grandview Greenway/Bikeway, between Slocan Street and Boundary Road, as first proposed, was located adjacent to the Grandview Highway. An eastern extension of the Off Broadway Bikeway along E. 8th Avenue and Lougheed Highway was also being considered. In response to the development of SkyTrain, staff are reviewing opportunities for the development of a bicycle and pedestrian path adjacent to the SkyTrain route. This section is of particular significance the Bicycle Network as it provides an alternative route to Lougheed Highway between Boundary Road and Rupert Street. Lougheed Highway at this location is currently a barrier to many cyclists due to the high traffic volumes, narrow traffic lanes and steep grades.

2. Reconstruction of The Nanaimo And Lakewood Street Bridges

As a result of acquiring sections of the Grandview/BNR Cut from Burlington Northern in 1987, the City inherited the ownership of the bridges. Older bridges had previously been replaced with concrete structures at Commercial Drive, Broadway, Victoria, Woodlands and Clark Drive. SkyTrain height clearance requirements will require reconstruction of the remaining wooden bridges at Nanaimo and Lakewood. The reconstruction of these bridges will be the subject of a separate report.

Both of these bridges provide access to the Laura Secord Elementary School. There will be a need to provide safe and convenient alternative access during the construction period. Suitable mitigation could include either phased construction of the two bridges or provision of school bus service. The acceptable solution and cost of either alternative will be negotiated between the RTPO and the Vancouver School Board.

C. RELATED ISSUES

a. Grandview Cut Compensation

In 1987 the City purchased the property comprising a majority of the Grandview Cut, which it in turn leased back to BNR. In return, BNR assumed certain maintenance obligations and liability. In its efforts to secure the right-of-way for SkyTrain, it is appropriate that the Province compensate the City as a property owner for its use of the Cut. Recommendation F addresses this matter.

b. Special Commissioner

The Special Commission describes itself in the Special Commission SkyTrain Review Interim Report dated December 1998 (the “Interim Report”) as “an independent, neutral body which makes recommendations to Cabinet and the public”. Its mandate, as expressed in the Interim Report, is as follows: “to review the work of the Rapid Transit Project Office and make recommendations that assist in avoiding, minimizing or mitigating the environmental impacts of the project”. Staff have identified the issues which are within the mandate of the Special Commissioner, and have in Recommendation G proposed that staff prepare a submission to the Special Commissioner to address these issues.

In addition, the Interim Report introduces the concept of a “SkyTrain Community Legacy Program” which “would establish and fund a delivery mechanism within each community to promote long-term, positive environmental benefits from the new SkyTrain extension. The SkyTrain Community Legacy Program would be oriented, in particular, to enhanced pedestrian and bicycle routes within and between communities, and this would be in addition to the environmental mitigation program for accelerated project construction.”

Staff from the Greenway and Bikeway Teams are in very preliminary discussions with the Special Commissioner’s office to explore the opportunities which appear to be available within the Community Legacy Program.

* * * * *

NOTE FROM CLERK: Appendices B-D are not available in electronic form - on file in the Office of the City Clerk.

(c) 1998 City of Vancouver