Agenda Index City of Vancouver

POLICY REPORT
TRANSPORTATION AND URBAN STRUCTURE

TO:

Vancouver City Council

FROM:

General Manager of Engineering Services and Director of City Plans

SUBJECT:

Vancouver Transit Strategy

 

RECOMMENDATION

CITY MANAGER'S COMMENTS

The City Manager RECOMMENDS approval of the foregoing.

COUNCIL POLICY

Over the years Council has approved motions on land use and related transit services. Key motions include:

· The Central Area Plan (1991) and CityPlan (1995) establish Vancouver's land use directions. They support creating nodes - the Downtown, Central Broadway, and Neighbourhood Centres - where concentrations of jobs and services will provide a focus for transit services.

· The Vancouver Transportation Plan (1997) supports the continued use of the trolley bus fleet as the basic transit service within the city. The Plan supports expansion of the False Creek Streetcar to serve the Downtown and the preservation of existing rail corridors so that, if goods and passenger services are discontinued, they may be used for other forms of transit as well as greenways. For City-Regional travel, the Plan supports two new rapid transit lines through the City: the Broadway-Lougheed line to Granville, and eventually to UBC, and Richmond to Downtown.

· On various dates (October 21, 1986, February 7, 1989, October 22, 1991, and

SUMMARY AND PURPOSE

A recent Ipsos-Reid survey found that 47% of Vancouver area residents identified transportation problems such as congestion and poor transit service as their primary concerns. In response, this report provides an overall strategy for future transit services and recommends actions to clarify the City's position on forthcoming transit initiatives.

The City's long term land use vision is to enhance accessibility by locating housing near jobs. However, not everyone can live near jobs and services and local buses are our principle means of serving "in city" travel needs. A Downtown Streetcar is under discussion to augment transit service in the Central Area.

The long term transit strategy described in this report includes the EXPO and Millennium SkyTrain Lines, West Coast Express, augmented B-line service to UBC, and additional
B- line bus services along streets like Hastings and 41st Avenue to provide a variety of choices for east-west travel. A Cambie Subway, Granville B-line, and a possible Arbutus Corridor Streetcar line create a north-south transit pattern. Over time these initiatives will provide a network of transit services between the Downtown, neighbourhood centres, and regional destinations that will improve accessibility and sustainability by encouraging people to use transit. (See Appendix D)

This report describes actions the City can take to improve transit services and conditions under which the City could support the actions of other agencies (e.g. TransLink) to provide new city and regional transit services. Most of the initiatives are not new. They are brought together to illustrate a comprehensive transit strategy.

Staff anticipate that the public will want to review this report and address comments to Council. Consequently, staff recommend that the report be received and referred to a future meeting for Council to hear from the public. This will allow time for people to consider the report and their response to it. The report will be available on the City's web site and, on request, in print.

CONTEXT - VANCOUVER'S LAND USE VISION

The City's long term land use vision is to enhance accessibility through the co-location of housing, jobs, and services. The Central Area Plan, adopted in 1991, reaffirmed Downtown Vancouver as the region's focus for jobs, entertainment, and specialty services. The Plan enhances accessibility by locating housing within walking and biking distance of the Central Business District in False Creek North, Coal Harbour, Downtown South and SE False Creek.
Central Broadway was identified as a second inner city employment and service centre. South False Creek, Mount Pleasant, and south of Vancouver General Hospital provide higher density housing close to Central Broadway jobs. For those living outside the Central Area, the concentration of activities Downtown and along Central Broadway provides a focus for transit services.

CityPlan, adopted in 1995, establishes Vancouver's land use vision outside the Central Area. CityPlan preserves industrial areas like False Creek Flats, parts of Mount Pleasant and Grandview-Boundary for port, city-serving, and high technology industry. Concentrating high tech jobs near rapid transit increases accessibility and opportunities for commercial services focussed at transit stations.

In established neighbourhoods, CityPlan supports a network of Neighbourhood Centres which provide local shopping and services. Multi-family housing above shops and around Centres locates residents close to services and bus and other transit. Completed Community Visions have identified shopping / Neighbourhood Centres in Dunbar, Kensington-Cedar Cottage, Sunset, and Victoria Fraserview-Killarney. Future Visions will identify centres in other communities.

Vancouver's land use vision is intended to create "complete communities" to reduce the need for travel. However, not everyone can live near their job and services. Hence, an efficient transportation network is essential to link regional town centres, city employment centres (e.g. Downtown, Central Broadway, industrial areas), institutions (e.g. UBC, major
hospitals), and local services (e.g. Neighbourhood Centres, schools, community centres). This is the context for Vancouver's transit strategy.

DISCUSSION - VANCOUVER'S TRANSIT STRATEGY

Directions for transit services were approved in the 1997 Vancouver Transportation Plan.

· A significant proportion of travel by Vancouver residents is within the city. To meet this need, the Plan supports service improvements to ensure that the city is well served through a grid of local and express buses. To provide additional service in and to the Downtown, the Plan supports extension of the Downtown Streetcar andpreservation of existing rail corridors so that if goods and passenger rail services are discontinued, they may be used for other forms of transit and as greenways.

· For people travelling between Vancouver and regional destinations, the Plan supports a minimum of two new rapid transit lines through Vancouver: the east-west Broadway-Lougheed (Millennium) line to Granville, and eventually to UBC; and a north-south line between Downtown Vancouver and Richmond.

While these transportation directions have been approved by Council, some are long term so they have not all been implemented. It should be noted that final decision making authority on major regional transit initiatives rests with TransLink, and Council can only express its preferences.

A recent Ipsos-Reid survey found that transportation continues to be of significant concern. In the past, it was on par with public concern about crime and safety. Now, 47% of respondents list transportation issues (e.g. congestion, poor quality/lack of public transit, condition of streets) as their main concerns. Crime and safety rank second at 17%.

A number of initiatives are underway to address these transportation concerns:

· The highest priority and most important initiatives are replacement of the Trolley Bus Fleet and completion of the TransLink-City Vancouver Area Transit Plan, to review bus service requirements within the City;

· A Downtown Streetcar study evaluating economic return and public-private partnership opportunities is nearing completion and will be reported to Council;

· Phase One of the Millennium Line, with Vancouver Community College as its western terminus is nearing completion. Council already supports continuing the line along Central Broadway to Granville to link with the B-Line bus to UBC;

· As a longer term need, a Richmond/Airport-Vancouver rapid transit line is under study by TransLink. Eight agencies including the City are participating on the project steering committee; and

· The City with its partners is preparing a bid for the 2010 Olympics. While a potential Olympics is not a driver of major transportation improvements in the city, it can impact timing and provide funding opportunities.

Trolley Bus Replacement, the Broadway West Rapid Transit Extension, and the Richmond/Airport-Vancouver Rapid Transit Project are listed in a recent TransLink report as regionally-significant capital projects and funding opportunities.

The remainder of this report provides information and seeks Council direction on City and Regional transit initiatives.

Vancouver's trolley and diesel buses are the basic transit mode within the city. The 244 electric buses in the trolley fleet were commissioned between 1982 and 1983 and serve 13 Vancouver routes. Typically, each trolley bus carries 1,000 passengers daily and there are over 245,000 total weekday boardings. The fleet is nearing the end of its service life and requires replacement, at an estimated cost of $256 million.

In March 2000, Council approved TransLink's proposed Regional Strategic Transportation Plan. This identified major transit and transportation initiatives to be undertaken or considered over the next 5 years. In November 2001, Council recommended that TransLink develop a long term financial plan necessary to achieve its transportation initiatives.
Following this, TransLink approved a new funding package which includes trolley replacement. It is expected that a request for proposals will be announced this Spring. Council already supports replacement of the trolley fleet and expansion of bus service as a first priority for TransLink funds. Recommendation "A" reaffirms this.

Later this year, TransLink and the City will begin work on the Vancouver Area Transit Plan. This study will review the Vancouver bus system including network improvements, peak and off peak services (with a view to optimizing existing services), transit priority measures, etc. Specific service improvements such as the night "Owl" service and expanding the "U-Pass" concept will also be reviewed.

Area Transit Plans have been completed for most of the region. Vancouver/UBC is one of two outstanding plans. Staff are concerned that the study continues to be delayed as other TransLink priorities take precedence. Considering that Vancouver has the region's highest transit ridership, it is important to address Vancouver's needs and get improvements in place. Recommendation "B" reiterates the City's desire to initiate this study as soon as possible.

Downtown - False Creek - Arbutus Corridor Streetcar

The City's Downtown Streetcar initiative supports a number of transportation goals. The proposed route will link activity centres in the Downtown core and the periphery, including housing, employment, shopping, and tourist destinations. The streetcar will provide a very attractive alternative for moving around downtown, or to the south shore of False Creek, especially for trips longer than a reasonable walking distance or where buses are caught up in congestion. As such, it provides another choice in a multi-level transportation system.

Streetcar service would be frequent and reliable because it would operate largely on its own right-of-way free from traffic congestion. It would also be integrated with the existing bus, SkyTrain, SeaBus, and West Coast Express transit networks. Phase 1 would link Waterfront Station, Gastown, Chinatown, Concord Pacific, Science World, and Granville Island. Future phases include capturing the very significant tourist market by extending the streetcar toStanley Park and Vanier Park. Further information on the Downtown Streetcar will be reported in the Downtown Transportation Plan.

In the longer term, it would be desirable to extend the Downtown Streetcar from False Creek south to Marpole along the Arbutus Corridor. This is private land, and would require regional transportation authorities to explore with CP Rail opportunities (including acquisition) for use of the Arbutus right of way for an extension of the streetcar line. The recent TransLink Richmond/Airport-Vancouver Study found that a transit service along Arbutus could generate a considerable number of new riders who would shift from automobile to transit. This could reduce traffic on city streets and contribute to meeting Transportation Plan mode shift targets.

In particular, the west side commuter and general purpose market could be served by a streetcar along the Arbutus Corridor from Marpole, through Kerrisdale, Arbutus, Broadway, Kitsilano, to Downtown, linking with the existing bus system. An Arbutus Corridor Streetcar would offer the opportunity to achieve directions in Vancouver`s Greenway and Transportation Plans. The Corridor could accommodate both a Fraser River to False Creek Greenway and frequent, low speed streetcar service scaled to the needs of the corridor.

The first priority for the Streetcar is to improve service in the Central Area. Recommendation "D" addresses this. As a long term objective, consideration should be given to extending the Streetcar along the Arbutus Corridor to improve transit service between Marpole and the Downtown (Recommendation "C").

Central Broadway Millennium Line Extension

Phase One of the Millennium Transit Line, from Lougheed Mall, through Burnaby, Grandview-Boundary, to Broadway and Commercial is nearing completion. Work is underway to extend the line to False Creek Flats at Vancouver Community College.

Phase Two, to extend the line from VCC to the high density employment area of Central Broadway, has been studied. On April 4, 2000, Council requested TransLink to extend the line to Granville.

The Broadway West Rapid Transit Extension is included in a recent TransLink report on regionally significant capital projects. It is described as a 5 km line with 5 stations connecting VCC, City Hall, Vancouver General Hospital, and Granville Street. The line could serve 45 million riders a year by 2021. The estimated cost is $527 million (1999). There is a cost sharing agreement between the Province and TransLink for this extension. TransLink would cover one-third of the costs.

The current 40,000 jobs (with a zoning capacity for 70,000 total) along Central Broadway rank it as the second largest employment node in the region. No active work is underway to complete Phase Two. This concerns the City since Broadway is the most heavily travelled bus transit corridor in the region (see Appendix B). In the long term, some form of rapidtransit should eventually extend from Granville to UBC. In the meantime, Recommendation "E" reaffirms Council support for extending the Millennium Line to Granville to connect with the 99 B-line to UBC.

Vancouver-Richmond-Airport Regional Subway

Both Regional and City Transportation Plans call for a high capacity rapid transit link between Vancouver and Richmond. Implementing this transit service requires decisions on timing, technology, alignment, and funding. Significant information is available to start answering these questions.

Over the past 30 years 20 studies have considered rapid transit service between Richmond and Vancouver. Some key studies are listed in Appendix A. The most comprehensive are:

· The 1992 BC Transit/ ND Lea Vancouver-Richmond Study reviewed alignment and technology choices. The results were reported to Council on February 16, 1993, but no decisions were made as the study was referred on for consideration as part of the GVRD Transport 2021 Plan. Transport 2021 concluded that three rail transit lines to link key regional centres should be built by 2006. These were the Broadway-Lougheed line, Coquitlam Line, and a Vancouver-Richmond line; and

· The 2001 TransLink Richmond/Airport-Vancouver Rapid Transit study reviewed the timing, funding requirements, and feasibility of a public-private partnership to construct a north-south rapid transit line. This study has been completed and forwarded to the eight participating agencies (TransLink, Transport Canada, Airport, Province, Richmond, Vancouver, GVRD, and Port) for comment.

These studies concluded that, at some point in time:

· buses would no longer adequately serve the number of people moving through the north-south corridor. Early experience with the Granville 98 B-line is that rush hour demand is already exceeding available seats. Additional buses will increase pressure on the entire corridor, particularly on the Marpole and South Granville shopping areas. The 1992 study concluded that a dedicated busway would be unable to provide sufficient capacity to meet the transit needs of the corridor and would have significant community impacts; and

· a rail rapid transit service would be required between Richmond/Airport and Downtown Vancouver.

Timing: The TransLink study reviewed timing for the construction of a line. The results of the Multiple-Account Evaluation were mixed. The "financial account" did not support early construction. However, the "transportation user", "economic", "environmental", and "social" accounts generally conclude there are benefits to building the line sooner (by 2010) rather than later (2021).

Technology: The BC Transit Study concluded that SkyTrain-compatible technology provided the best opportunity for integration of new and existing lines. The TransLink Study reviewed costs and ridership using various technologies, but was not charged with recommending one. However, the study found that a "SkyTrain-compatible" technology generated the most ridership, albeit at a higher cost.

While the City has not done engineering studies of alternate technologies, Council has been explicit about the configuration of any line. On October 21, 1986, February 7, 1989, October 22, 1991, and July 25, 2000, Council rejected elevated rapid transit as an option in the City. These decisions recognize that future rapid transit will run through areas with existing intense development. By comparison, the Millennium Line runs through the largely underdeveloped Lougheed Highway and Grandview Boundary areas. As new development occurs in these areas, to take advantage of improved transit services, it can be designed to minimize impacts of the overhead guideway. This is not possible when a new line runs through established neighbourhoods and dense commercial areas such as Central Broadway.

Alignment: The 1992 BC Transit Study concluded that the Cambie Corridor would have the highest ridership because it has the shortest travel time between Downtown Richmond and Downtown Vancouver and due to the number of institutions (e.g. hospitals, Langara College, City Hall), jobs (e.g. Central Broadway), and shopping (e.g. Oakridge) destinations along the corridor. The TransLink study was not charged with recommending a corridor. However, analysis done to estimate construction costs of a north-south line concluded that, if the objectives were to serve the largest number of people and remove the most car and bus traffic from city streets, a Cambie corridor best met these needs. Neither study was sufficiently detailed to conclude on a specific alignment within the Cambie Corridor. However, both studies concluded that the alignment would have to be in tunnel from about Oakridge to Downtown.

Funding: The TransLink study concluded that costs might range from $1.1 to $1.9 billion depending on the route and extent of grade separation required. The higher cost reflects a subway under the Cambie Corridor. The TransLink Study also identified opportunities for a public-private partnership (PPP) to design, build, and operate a line. Advice from Macquarie, the PPP consultants to the TransLink Study, is that opportunities to secure funding will improve if:

· there is support for proceeding from participating agencies, and especially from the two cities through which the line would run; and

· a corridor is identified, thereby reducing the number of options under consideration.

A recent TransLink report on regionally significant capital projects and funding opportunities includes the Richmond/Airport-Vancouver Rapid Transit Line. The report notes that the 34 km line could include up to 17 stations between Downtown Richmond, Airport, and Downtown Vancouver. Daily ridership by 2010 is estimated at 107,500 riders, with 75,000 being new transit riders.

Staff are seeking Council direction on a Vancouver-Richmond rapid transit service. The following section considers the implications of Council recommending a preferred corridor.

Council is already on record as supporting rapid transit between Vancouver and Richmond through Transport 2021 and the Vancouver Transportation Plan. Recent TransLink studies indicate high traffic movements through this corridor are expected to increase (see Appendix B). A new transit service could reduce the rate of increase in car and bus congestion on north-south roads by attracting people to a subway.

A recent TransLink Plan proposes proceeding with detailed planning and financing for a Vancouver-Richmond Transit service. If Council supports proceeding with this service, staff recommend that it be subject to the following conditions which are also contained in Recommendation "F":

· a financing package which is approved by TransLink after due consideration of the implications for other regional transportation initiatives. Specifically, Council is on record as requesting replacement of the trolley fleet before funds are allocated to new transit initiatives;

· detailed technical reviews to identify an alignment, station locations, solutions to traffic and environmental impacts, safety and security issues, impacts of stations and alignment on adjoining neighbourhoods and integration with other transit services;

· agreement to the line being a "subway" through Vancouver neighbourhoods (recognizing that to bridge the Fraser River, the line would need to be elevated through the industrial area south of Marine Drive). It is important to note that previous technical reports concluded that the alignment would have to be in a tunnel from Downtown to 37th Avenue because of grade considerations. Extending the subway further south to Marine drive is more expensive than an at-grade or "trench" service. However, for this short 3½ km. section, the advantage of a subway is that it improves transit service with reduced impacts along the line; and

· Identifying an approval process and a consultation process that allows for City involvement in the technical review and to provide a mechanism for City issues to be heard and resolved.

Council would also want to implement a community consultation process to ensure that affected neighbourhoods have an opportunity to provide feedback into the technical review identifying solutions to station, alignment and environmental impacts, and crime and safety concerns.

Considerable information is available about the various corridors between MacDonald and Main. The 1992 BC Transit study reviewed 200 route options between Downtown Richmond and Downtown Vancouver. Ten were selected for further study and then furtherreduced to focus on the Cambie and Arbutus Corridors. The recent TransLink study used the Cambie and Arbutus Corridors as "shadow routes" to calculate a range of project costs.

In all these studies, Arbutus and Cambie consistently emerge as the key choices. Arbutus has the advantage of an existing defined corridor. Disadvantages for Arbutus are the cost to purchase and that, for a high capacity transit service, there are the few employment destinations served (see Appendix B). Cambie's advantages are the significant number of destinations served and City ownership of its streets. Cambie Street is a designated Heritage Boulevard. This should not be an issue if the line is a subway.

City support of a preferred corridor could be problematic given that we have not undertaken a formal consultation process on public preferences between corridors. However, the recent TransLink study surveyed support for a north-south transit service. Support levels exceeded 80 % within one to three blocks of a possible corridor.

Staff have considered two options for Corridor selection between the Fraser River and False Creek:

· One option is for the City to initiate a process to seek advice from the public on the choice between an Arbutus Corridor, a Cambie Corridor, or another one. Staff believe that based on all the technical work done to date and an understanding of the existing and future land uses on the two corridors, there is sufficient basis to identify a preferred Corridor if the City's objective is to serve existing and future employment, institutional, and retail uses. However, should Council believe that concluding on a specific Corridor is premature, then staff should be directed to report back on a process to review alternatives with a view to determining a City preference; or

· The recommended option, is for Council to identify the Cambie Corridor for a Vancouver-Richmond-Airport Rapid Transit Service. This recommendation is based on staff's conclusion about opportunities to serve existing land uses and the travel time advantages Cambie has over Arbutus.

In choosing between Arbutus and Cambie, staff conclude that from a land use perspective, the largest number of jobs can be served with an alignment that accesses George Pearson Centre, Langara College, Oakridge, Women's and Children's Hospitals, G.F. Strong, Vancouver General Hospital, City Hall, and Central Broadway. A Cambie Corridor meets these needs. There is not now, nor is there likely to ever be, a comparable combination of destinations along the Arbutus Corridor.

Both the BC Transit and TransLink studies concluded that Cambie would generate the highest ridership, largely due to the land uses served along the Corridor and because Cambie is the shortest distance, and hence fastest travel time, between Downtown Richmond and Downtown Vancouver

The TransLink Study concluded a Cambie alignment would generate sufficient ridership to cover operating costs. This was not the case for Arbutus. Considering city-regional service, the Cambie Corridor serves more riders, and there is greater the potential to achieve our transportation goals by reducing the increase in cars and commuter buses on City streets.

Recommendation "F" does not specify the exact location of an alignment. Rather, it is worded as support for a subway "generally along the Cambie Corridor to serve significant institutional, employment, and retail destinations". More technical work and a public consultation process (Recommendation "G") are required to determine the best alignment within the corridor to serve these destinations.

There are several options for an alignment through Downtown to the waterfront. These could include a subway under False Creek and under Cambie, Richards, Granville, or Burrard. For the 1992 study, Council directed that corridors under Abbott and Carrall not be considered. Staff keep options open for these corridors by considering transit connections when new developments are proposed. The Downtown Transportation Plan will provide further guidance on a Richmond-Vancouver transit line via the Cambie corridor within the Downtown.

Council has criteria for assessing a rapid transit project. Some were adopted in the early stages of planning for the Millennium Line to ensure that City interests were considered by the Provincial Rapid Transit Project Office. In addition, policies in CityPlan, the Vancouver Transportation Plan and the Vancouver Regional Context Statement provide principles for assessing transit impacts. Past principles provide criteria to:

· Meet the transportation objectives outlined in CityPlan and Vancouver Transportation Plan to supply a high level of transit service;
· Serve the City's Land Use Policies and, where consistent with community aspirations, shape city land uses;
· Contribute to environmental improvements;
· Promote a diverse and healthy economy;
· Provide an affordable solution to meet accessibility and mobility needs;
· Enhance local transit, pedestrian, and bicycle service;
· Meet the needs of diverse "stakeholder" groups (users, adjacent community, businesses);
· Minimize and mitigate impacts of the transit system; and
· Provide for meaningful involvement of affected parties.

For information, a summary of principles based on established Council policy is attached as Appendix C. Public advice on improvements to these principles would be a first step in a public discussion on a specific alignment and community amenities (Recommendation G).

CONCLUSION

This report provides updated information on a package of transit initiatives in Vancouver. Proceeding with them provides the City with an opportunity to take a leadership role in responding to the public's desire for action to improve transit services.

They move the City toward a long term transit strategy (see Appendix D) which includes a Cambie Subway, Granville B-line, a possible Arbutus Streetcar, and other express/B-line services which provide a north-south network of transit services. The EXPO and Millennium SkyTrain Lines, West Coast Express, and additional B-line and/or express bus services along streets such as Hastings and 41st Avenue provide options for east-west travel. Combined with the Downtown Streetcar and local bus services, these initiatives will, in time, provide a network of transit services between the downtown, neighbourhood centres, and regional destinations which improve accessibility and sustainability by encouraging people to use transit.

- - - - -

SUMMARY OF KEY PREVIOUS VANCOUVER-RICHMOND
TRANSIT STUDIES AND RELATED REPORTS

2002 Downtown Transportation Plan: This Plan will shortly be considered by Council. It includes references to transit requirements in and to the Downtown.

2002 Macquarrie Report on Richmond/Airport-Vancouver Rapid Transit Project.

2001 Richmond/Airport-Vancouver Rapid Transit Multiple Account Evaluation

1997 The Vancouver Transportation Plan supports a minimum of two new rapid transit lines through the City: the Broadway-Lougheed line to Granville, and eventually to UBC, and Richmond to Downtown. The Plan also supports expansion of the False Creek Streetcar to serve the Downtown and the preservation of existing rail corridors so that, if goods and passenger services are discontinued, they can be used for other forms of transit or as greenways.

1994 The Livable Region Strategic Plan is to increase transportation choices through, in part, additional rail transit between Downtown Vancouver and Richmond, along Central Broadway and the Lougheed Highway, between New Westminister and the NE Sector and SkyTrain extensions further east and south in Surrey.

1994 Delcan update of Cambie-Arbutus Cost and Ridership Projections

1993 Regional Transportation Plan - Transport 2021

1992 BC Transit - ND Lea Vancouver/Richmond Rapid Transit Study

Other Studies which discuss transit in the Vancouver-Richmond Corridor include:

· 1970 Report on the Greater Vancouver Area Rapid Transit Study
· 1972 Kelly Report
· 1979 GVRD Light Rail Studies
· 1981 Hickling Report examines Cambie and Arbutus
· 1989 GVRD Freedom to Move Study
· 1993 Vancouver Airport: Rapid Transit Concept Study
· 1994 BC Transit's Review of intermediate Capacity Transit Systems - Vancouver Richmond
· 1995 BC Transit's Summary of Intermediate Capacity Transit Studies in Greater Vancouver.
· 1995 BC Transit's Multiple Account Evaluation of Rapid Transit Options in Greater Vancouver.
· 1999 Vancouver Airport's Rail Access Study
· 2000 TransLink's Strategic Transportation Plan.
· 2002 TransLink's Regionally Significant Capital Projects and Funding Opportunities

EXAMPLE PRINCIPLES FOR ASSESSING LOCAL IMPACTS OF A
RAPID TRANSIT PROJECT


The following ten example principles and related criteria for assessing opportunities and impacts along a proposed rapid transit corridor are based on Council-approved principles and criteria (1991 Vancouver-Richmond Transit Study and 1998 Millennium Line), and those adopted through CityPlan, Central Area Plan, Vancouver Transportation Plan, and the Vancouver Regional Context Statement.

1. Meet the Transportation Objectives outlined in CityPlan and Vancouver Transportation Plan to Supply a High Level of Transit Service

2. Serve the City's Land Use Policies and, where consistent with community aspirations, shape City land uses

Does the proposal:

3. Contribute to Environmental Improvements

Does the proposal:

4. Promote a Diverse and Healthy Economy

5. Provide an Affordable Solution to meet Accessibility and Mobility Needs

6. Enhance Local Transit, Pedestrian, and Bicycle Service

7. Meet the Needs of Diverse "Stakeholder" Groups

8. Provide a High Standard of Urban Amenity by Improving the Public Realm

9. Minimize and Mitigate Impacts of the Transit System

10. Provide Opportunities for Meaningful Involvement of all affected Parties

* * * * *

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