APPENDIX A
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RICHMOND/AIRPORT - VANCOUVER RAPID TRANSIT PROJECT

MEMORANDUM OF UNDERSTANDING

This Memorandum of Understanding is dated as of September ! , 2000,

AMONG:

TRANSPORT CANADA

AND:
VANCOUVER AIRPORT AUTHORITY

AND:

TRANSLINK

AND:

CITY OF RICHMOND

AND:

CITY OF VANCOUVER

AND:

GREATER VANCOUVER REGIONAL DISTRICT

AND:

PROVINCE OF BRITISH COLUMBIA

AND:

VANCOUVER PORT AUTHORITY

(collectively, the AAgencies@)

RECITALS:

A. A Richmond - Vancouver rapid transit line is an element of the Greater Vancouver Regional District Livable Region Strategic Plan (1996) and of the TransLink Strategic Transportation Plan (2000).

B. The Vancouver Airport Authority and other Agencies are interested in planning for a connection between a Richmond - Vancouver rapid transit line and the Airport.

C. The Agencies wish to participate in a planning program to consider whether there is a need to build a Richmond/Airport - Vancouver rapid transit line in the next decade.

D. Under the Greater Vancouver Transportation Authority Act, TransLink is responsible for transportation planning in the region; however, TransLink and the other Agencies wish to participate as partners in a cooperative planning program, with the hope of achieving a broad consensus as to whether to proceed with a rapid transit link connecting Richmond, Vancouver and the Airport in the next decade.

E. This Memorandum sets out the terms on which the Agencies will participate in the planning program.

The Agencies agree as follows:

1. Participation in Planning Program

1.1 The Agencies hereby consent and agree to participate in a cooperative planning program for a Richmond/Airport - Vancouver rapid transit link.

2. Richmond/Airport - Vancouver Rapid Transit Project Management Plan

2.1 The Agencies adopt the terms of the Richmond/Airport - Vancouver Project Management Plan (the AManagement Plan@) a copy of which is attached as Schedule A, as the document which will govern their participation in Phases 1 and 2 of the Richmond/Airport - Vancouver Project planning program, as more particularly described in the Management Plan.

2.2 The Agencies acknowledge and agree that no agency will be obliged to proceed with Phase 3 of planning program, as outlined in the Management Plan, unless and until such agency enters into a Memorandum of Understanding to that effect.

3. Effect of Memorandum

3.1 This Memorandum will be in effect when it is executed by all Agencies (which may be done in counterpart) and remain in effect until the conclusion of Phase 2 of the planning program, as described in the Management Plan.

APPENDIX A
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THIS MEMORANDUM is signed by the parties as witnessed below.

TRANSPORT CANADA

Per:

VANCOUVER AIRPORT AUTHORITY

Per:

TRANSLINK

Per:

CITY OF RICHMOND

Per:

CITY OF VANCOUVER

Per:

GREATER VANCOUVER REGIONAL DISTRICT

Per:

PROVINCE OF BRITISH COLUMBIA

Per:

VANCOUVER PORT AUTHORITY

Per:

APPENDIX C
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PREVIOUSLY ADOPTED EVALUATION CRITERIA AND RAPID TRANSIT PRINCIPLES

I EVALUATION CRITERIA FOR NORTH/SOUTH RAPID TRANSIT PLANNING IN VANCOUVER (1991):

STAKEHOLDER GROUP: USERS

Criterion 1: Reduces Travel Time

Criterion 2: Improves Reliability

Reliability is based on the system’s reliability (e.g. mechanical breakdown, computer malfunction, etc) and external factors (e.g. traffic congestions, etc.).

Criterion 3: Improves Quality of Service

Compares ride/space quality and convenience compared to existing bus system.

Criterion 4: Improves Personal Safety

Includes system safety and personal security while traveling to, riding on, and getting to destinations. Also includes assessment of crime and security for community which may change due to implementation of new stations/system.

Criterion 5: Improves Accessibility and Connectivity

Criterion 6: Enhances Amenities in the Neighbourhood

Quantitative and qualitative evaluations for each amenity planned for or required to be removed (e.g. landscaping, walking or bicycle paths, open space, etc).

STAKEHOLDER GROUP: NEIGHBOURS

Criterion 7: Enhance the Connectivity of the Residential Neighbourhood

Connectivity of the system of jobs, shops, recreation facilities, etc.

Criterion 8: Minimize the Noise Impacts of the System

Criterion 9/10: Visual Intrusion

The amount of overlooking and shadowing from an elevated line or reduced privacy of an at-grade system.

Criterion 11: Loss of Attractive Views and Vistas

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Criterion 12: Minimize the Disruption Caused by Developing the System

Number of street, sidewalks, lanes and path closures and increased traffic resulting from station locations. Includes impacts during and after construction.

Criterion 13: Minimize the Number of Persons and Properties Displaced

Includes persons, residences, businesses, and community institutions or facilities.

Criterion 14: Safety

Safety of the system plus the frequency of accidents adjacent to station locations.

STAKEHOLDER GROUP: BUSINESS COMMUNITY/OWNERS OF COMMERCIALLY-ZONED PROPERTY

Criterion 15: Provides Business Opportunities

Number of potential commercial developable sites which are enhanced.

Criterion 16: Provides Accessibility to Customers and Labour Force

Number of persons living within 45 mins travel time by transit of the commercially-oriented stations.

Criterion 17/18: Minimize the Visual Intrusion of the System

As in Criterion 9/10, the impact of elevated and at-grade systems upon commercially-zoned areas.

Criterion 19: Minimize the Disruption Caused by Developing the System

As in Criterion 12

Criterion 20: Enhance the Commercially-Zoned Areas

Stations should support existing commercial locations as the City does not support increased density around stations.

STAKEHOLDER GROUP: LOCAL GOVERNMENT/AGENCIES

Criterion 21: Improve Transit Ridership

For this corridor, the ridership must be broader than peak period, peak direction use.

Criterion 22: Minimize the Loss of Traffic Capacity

Net increase or decrease in vehicles/hour/arterial street in the am peak period.

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Criterion 23: Improve Downtown Circulation Systems

The system may reduce the number of transit and private vehicles within downtown.

Criterion 24: Supports Growth Management Policies

Any transit improvements should not be considered in isolation but related to the City’s and region’s land use objectives.

Criterion 25: Improves Airport Accessibility

Criterion 26: Achieve Public Support

The full costs, proposed sources of revenue, and costs for the average taxpayer should be included in any questions of support.

Criterion 27: Reasonable Local Levy

Cost-benefit analysis of transit expenditures are required and acceptable funding formulas must be developed.

Criterion 28: Benefits to the Environment

Includes changes in air quality, impact on heritage structures, impact on public views, intrusion into public spaces, and the negative visual impact of routes on existing built form.

STAKEHOLDER GROUP: PROVINCE/BC TRANSIT

Criterion 29: Capable of Being Constructed within Target Budget

(In 1989 cost $, an estimated $750 million.)

Criterion 30: Capable of Handling Transit Demands

The ratio of the 2006 estimated ridership at the maximum load point with the rated capacity of that system. Ridership based on long term trends does not take into account new regional or City initiatives.

Criterion 31: Achieves Public Support - Good Image

As in Criterion 25

Criterion 32: Capable of Adding Stations

The number of stations that can be added without a loss in service. Subject to coordination with regional land-use and planning objectives.

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Criterion 33: Capable of Adding Capacity

The number of maximum passengers capable of being carried without reducing the overall travel speed. Subject to coordination with regional land-use and planning objectives.

Criterion 34: Minimize Unit Operating Costs

The 1996 unit operating costs measured in $ per rider per KM for each of the systems.

PRINCIPLES ADOPTED FOR EAST/WEST LRT PLANNING IN VANCOUVER (1998):

Principle 1: Supply a High Level of Transit Service

The LRT system should provide transit services to meet existing and expected growth, as detailed in the Vancouver Transportation Plan and GVRD Transport 2021. LRT ridership capacity and service should be provided to help to meet the mode split targets set out in the Vancouver Transportation Plan.

Principle 2: Serve the City’s Land Use, Not Shape It

LRT should support the planned development pattern and form of Vancouver’s Broadway Corridor which already provides for significant residential and commercial development. LRT is not intended to justify significant increases in residential densities or significantly alter the City’s land use pattern along the line.

Principle 3: Provide a High Standard of Urban Amenity

LRT should enhance the emerging urban design character and pedestrian amenity of Central Broadway. It should recognize Central Broadway as a "Great Street".

Principle 4: Enhance Local Transit Service

In Vancouver, the transit system should provide a high level of local service to supply sufficient capacity to satisfy demand and to encourage transit use. Upon entering Central Broadway, the system should offer closer-spaced stops to encourage frequent use for all kinds of trips.

Principle 5: Linkage to Transit Services

The system must allow for effective connections with existing and future transit services, including future possible LRT extensions to downtown Vancouver, UBC and southern communities.

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Principle 6: Minimize and Mitigate Impacts

Adverse community, pedestrian and traffic impacts should be minimized, and the cost of impact mitigation should be included in overall project costs. Evaluate the magnitude of and rationalize the displacement of local, circulating and through traffic on Broadway and north-south streets.

Principle 7: Provide for Meaningful Involvement of Affected Parties

The public consultation process should address the different ways that communities and other stakeholders may be affected by implementation of LRT in the City of Vancouver.

Principle 8: A Collaborative City Role

The preferred working relationship between the LRT project and the City is viewed as one that will permit timely and thorough City involvement in planning for and review of LRT route options and selection of a preferred option.

Principle 9: Minimize the Impacts of Construction

A project of this magnitude will take several years to construct with the potential for impacts on adjoining land use and traffic. A plan is required to minimize this disruption.

(c) 1998 City of Vancouver