CITY OF VANCOUVER
SPECIAL COUNCIL MEETING MINUTES
JANUARY 28, FEBRUARY 4 AND 18, 1997
A Special Meeting of the Council of the City of Vancouver was held
on Tuesday, January 28, and reconvened February 4 and 18, 1997, in the
Council Chamber, Third Floor, City Hall, for the purpose of hearing
delegations on the City s Draft Transportation Plan.
January 28:
PRESENT: Mayor Philip Owen
Councillor Don Bellamy
Councillor Jennifer Clarke
Councillor Alan Herbert
Councillor Daniel Lee
Councillor Don Lee
Councillor Gordon Price
Councillor George Puil
Councillor Sam Sullivan
ABSENT: Councillor Nancy A. Chiavario (Civic Business)
Councillor Lynne Kennedy (Sick Leave)
CITY MANAGER'S
OFFICE: Ted Droettboom, General Manager
Community Services
CLERK TO THE
COUNCIL: Denise Salmon
February 4:
PRESENT: Deputy Mayor Gordon Price
Councillor Don Bellamy
Councillor Jennifer Clarke
Councillor Alan Herbert
Councillor Lynne Kennedy
Councillor Daniel Lee
Councillor George Puil
Councillor Sam Sullivan
ABSENT: Mayor Philip Owen
Councillor Nancy A. Chiavario (Civic Business)
Councillor Don Lee (Civic Business)
CLERK TO THE
COUNCIL: Denise Salmon
February 18:
PRESENT: Mayor Philip Owen
Councillor Don Bellamy
Councillor Jennifer Clarke
Councillor Alan Herbert
Councillor Lynne Kennedy
Councillor Don Lee
Councillor Gordon Price
Councillor Sam Sullivan
ABSENT: Councillor Nancy A. Chiavario
Councillor Daniel Lee (Civic Business)
Councillor George Puil
CLERK TO THE
COUNCIL: Denise Salmon
COMMITTEE OF THE WHOLE
MOVED by Cllr. Clarke,
SECONDED by Cllr. Bellamy,
THAT this Council resolve itself into Committee of the Whole, Mayor
Owen in the chair.
- CARRIED UNANIMOUSLY
1. City's Draft Transportation Plan
JANUARY 28
The Mayor indicated the purpose of this meeting, and two subsequent
meetings to be held on February 4, and February 18, was to hear from
interested parties on the City s Draft Transportation Plan.
Mr. Peter Judd, Assistant City Engineer, Electrical, provided a
brief outline of the Draft Plan, and highlighted its fundamentals as
follows:
The Plan s intent is to support and implement the Regional
Transportation Policy, Livable Region Strategy and CityPlan by
addressing growth in demand for transportation by increased
priority to alternatives to the car, primarily transit, walking and
cycling. It is not the intent to increase road capacity, but
rather adjust transportation priorities on some streets.
More road space would be allocated to transit. Safer and more
convenient pedestrian amenities, an expanded and convenient transit
ridership, as well as expansion of the City s existing bikeway
network are included in the Plan s vision. In addition, a network
of specialized arterials tailored to the predominant
characteristics of each street is suggested.
Neighbourhood traffic calming, including Greenways and reduced
speed on local residential streets would improve neighbourhood
safety and comfort.
Improving movement of trucks on set truck routes throughout the
City would contribute to the City economy through goods movement.
In summation the vision of the Draft Transportation Plan is to
accommodate growth in travel demand through transit improvements and
increased choice without increasing the capacity for vehicle movement.
The following speakers commented on the City s Draft
Transportation Plan:
John Whistler, Past Chair, Bicycle Advisory Committee (brief filed)
Peter Ladner, Vancouver City Planning Commission (brief filed)
David Mah, Chinatown Historic Area Planning Committee
Jim Lehto, Gastown Historic Area Planning Committee
Roger Bayley, Gastown Business Improvements Society
Paul Landry, President, B.C. Trucking
Gavin Davidson, BEST
Don Buchanan
Bev Ballantyne
Emma Dal Santo
Tony Hilton
April Hurmuses (brief filed)
Liz Haan, S.W. Marine Drive Ratepayers Association
Malcolm Johnston
John Tabak, Sierra Club (brief filed)
Murray MacKinnon, Board of Trade (brief filed)
The speakers comments are summarized as follows:
It will be a challenge to implement a Downtown Core bikeway network
which is comfortable for the majority of cyclists. Painted bike
lanes are supported, and more cyclist education is necessary. The
Port Roadway is a strategic link into the Downtown Core, and
consideration needs to be given to cyclists along this route.
BC Transit involvement is required for the Plan s success. It was
suggested the City set up its own Transportation Committee to
forward the Plan. If car access is limited into the Downtown,
monies should not be dedicated for arterials into same.
Support for conversion of one-way street in Chinatown to two-way,
specifically Abbott, Carrall, Cordova and Powell. Bus bulges would
compromise the historic character and look of the four to five
block section of Main Street adjacent this area. The Streetcar
extension through Chinatown was supported, with preference given to
Columbia, thru the heart of Chinatown, rather than Carrall.
Traffic volume and speed through Gastown is incompatible with its
density. Currently this area has two scales of transportation --
pedestrian, and commuters from the Downtown core, travelling
eastward toward Main. Water Street s wide sidewalks work well and
should remain rather than the proposed two-way traffic designation
and resultant sidewalk narrowing. In addition to being compatible
with Gastown, the False Creek Loop Streetcar would also help calm
traffic. However, the Streetcar is better suited to Cordova, not
Water Street. Tour buses work on Water, but a two-way street
system will create conflict with deliveries, etc.
A commuter route into the Downtown Core via Gastown is
inappropriate, noting the areas s evolving residential character.
No major changes are needed for the area s streets, apart from
support for two-way traffic on Water. Hastings Street should be
the major arterial.
The needs of the Trucking Industry are not adequately addressed.
Goods movement contributes to the economic life of the City, and
less congestion would mean less emissions from vehicles. Tolls are
opposed as the Trucking Industry receives no benefit, and possible
shrinking of the present truck route system was also a concern.
Downtown parking should be for commercial vehicles only. The
City s Noise By-law needs amendment to allow for an earlier start
time, perhaps 6:00 a.m., for waste haulers. It was noted trucks,
in an urban setting, have now reached their size limits.
A Council member requested Engineering staff locate a copy of the
May 1996 Study on B.C. Freight Transportation.
24-hours transit should be provided from UBC to Boundary Road and
the Downtown Core to Richmond. Left-hand turn bays are generally
opposed, especially the $1.6 million Cornwall/4th Avenue project
which offers no improvements for pedestrian/cyclist safety.
Removal of parking lanes would assist the movement of buses,
without left-hand turn bay costs. A notable exception is the
proposed 1st and Cornwall left-turn bay, which would redirect
traffic from surrounding residential streets. The City s 1974 goal
of one car space per four workers has not been met, and too many
cars contribute to delays of trucks, transit and people. A commuter
levy is supported for vehicles, and recent polls indicate the
public is willing to accept this levy if revenue is directed
toward transit.
As suggested in the Red Book, it is essential to monitor the Plan.
Money destined for left-hand turn bays would be better spent on
transit amenities and green space. First Avenue and Cornwall
could be used as a model for pedestrian amenities, with a bus
shelter, green space and connection to Granville Island. The
propose bicycle network was also supported.
The use of single occupancy vehicles must be put in perspective --
the negative health hazards are well documented. The city s
drivers believe the automobile reigns supreme, and many drive
dangerously, with little regard for the pedestrian. Vancouver is
planned for cars, not housing and people. The City has more cars
per capita than Los Angeles. Subsidized City Hall parking should
be eliminated, left-turn bays and off-street parking requirements
eliminated, priority given to buses and free parking provided to
recognized car pool participants.
Small changes would make a big difference -- such as bus bulges,
improved bus boarding areas, adequate sidewalk lighting and
sufficient bicycle parking -- all of which can be accomplished at
the municipal level. Bus frequency needs to be increased, with
Pacific Boulevard included in BC Transit s network. To reduce use
of cars, ownership must be reduced. This can be accomplished by
providing/accommodating adequate transportation alternatives for
shopping, theatres, etc. An important focus should be safety of
evening trips. Traffic lights should be set to pedestrian crossing
time, not vehicular movement.
The Draft Plan does not go far enough. A target car reduction of
50% within five years was suggested. Bus bulges need to happen
now. Tolls on bridges and levies on car insurance for miles
travelled per years would help end supremacy of the car. More
buses, and LRT from Richmond and along Broadway are required.
Speed bumps before each pedestrian crossing would assist in traffic
calming. Smog levels were above accepted levels for 100 days last
years, with the major contributor being the automobile.
Small steps are the most strategic way to approach the
transportation problem. Pedestrian safety needs to be addressed--
particularly at Knight and Kingsway -- with two of the longest
crosswalks in the city, and significant traffic volumes generated
by the Knight Street Bridge. Use of different streets for
different purposes is crucial. In reference to the Red Book s
Heavy Truck Volume routes diagram it was noted North Grandview
Highway should be removed from the goods movement system. The Port
Roadway will address a large portion of this traffic. Traffic from
the Port Road could be directed up Clark. More research is
required to realize the full potential of the new Port Road.
Transportation targets are good, but should also be aimed at
trucks, with no new road capacity allocated. Building lines need
review prior to road widening and a road system needs to be
developed that ties transportation to land use. Truck traffic from
S.W. Marine Drive should be diverted to the other four routes which
currently connect to UBC.
Buses do not attract motorists from their cars; but LRT, when
properly built, will. The proposed Broadway LRT must be
surface-built with a route from UBC to the Downtown Core. To
provide a realistic alternative to the automobile LRT must be
fast, provide a seamless journey, and be easily accessible.
Vancouver is now at the same crossroads many European cities faced
25 years ago. It was suggested the City put out an invitation to
tender for LRT.
In response to a question from Council on the low cost of such a
system, the General Manager of Engineering Services advised discussions
from a GVRD workshop indicate design built consortium systems are high
risk, and much of the basic design work and ridership studies are
required to be done by the City.
Traffic is affecting our city s livability. Road building is not
the solution, but rather reallocation of existing pavement to
walking, cycling and goods movement. Sidewalks need to be widened
to encourage pedestrians and bus/bicycle lanes should replace
parking lanes. These actions would demonstrate where the City s
priorities lie. The City needs to work with BC Transit to do more.
Council was urged to concentrate on local attainable goals, with
note budget considerations would limit the scope, although the City
was urged to take a leading role in the livable region process.
The importance of transportation governance was also highlighted.
The centre of Vancouver will maintain its transportation focus.
Users should be prepared to pay, provided revenue is ear marked for
reinvestment in transit.
A Council member advised the Province fails to consult with the
City on its transit proposals, and current legislation provides no
transit authority to the City nor adjacent GVRD municipalities.
* * * * *
Council recessed at approximately 10:00 p.m.
FEBRUARY 4
The meeting reconvened, with Deputy Mayor Price in the chair, to
hear additional speakers on the City s Draft Transportation Plan.
The following speakers commented on the Plan:
Nelson Brown
Cheeying Ho, BEST
Tracey Axelsson, Co-operative Auto Network (brief filed)
Guy Wera
Ian Fisher, Transport 2021
Moura Quayle, UBC Landscape Architect (brief filed)
Jack Bell, Jack Bell Foundation
Kristine Nicholson (brief filed)
Alec Caruth, Downtown Vancouver Association (brief filed)
Greg Heel, BC Coalition of Motorcyclists
Chris Rolfe, West Coast Environmental Law Society
Patrik Parkes
Shaugn Schuartz, Transit Users Group (brief filed)
Margaret Everley, Clinton Neighbourhood Committee
Rob Wymen
Mary Claire Seebohm
Mrs. E. Hadley
The speakers comments are summarized as follows:
Better transit is needed, with improved schedules and weather
protection provided as well as additional amenities to make people
want to take transit. Bus bulges and bus only lanes were also
encouraged.
Reduction of reliance on the automobile reduces stress on the
environment. Car sharing co-ops will reduce congestion, pollution
and parking space needs.
Cars and bicycles sharing a lane does not work. Separate bike
lanes and improved transit are encouraged. Many of the suggestions
set out in the Draft Plan have been said before (Clouds of Change)
but little has been accomplished. Traffic circles are dangerous to
cyclists, who often get pushed against the curb. Trucks need to be
removed from the streets and goods movement put back on rails.
A poem, written by June Black, was read to Council. She was
fatally hit by a car earlier this year while crossing Granville
Street. The poem, which looked at traffic from a pedestrians s
perspective, began with the words: I think that I shall never
see A car as lovely as a tree .
BC Transit must begin acquisition of new trolley buses -- they form
of part of Vancouver s identity; transit rider amenities need
improvement; and a good walking environment is essential. Delayed
walk signals should be eliminated at Seymour\Hastings and the right
turn at Howe and Robson exacerbates downtown traffic problems.
Council s new Standing Committee on Transportation and Traffic is a
positive step in addressing transportation issues.
All departments in the City need to be on side and embrace the
Draft Plan, with a team appointed to implement its vision.
Greenways and the Garden Drive project were highlighted as positive
steps toward this end. Addressing resistance to change is a
learning experience that must involve all people, with individual
rights weighted against society s rights.
Cars with 2-3 passengers should be allowed to use bus lanes; van
pools should be given free parking, insurance and taxes on same
need to be reduced. Tolls on single car vehicles were suggested,
especially during a.m. peak periods, with monies invested in
highspeed expressways from Surrey, Coquitlam and Richmond.
A Council member pointed out the Barnett-Hastings HOV lanes allows
for two passenger per car use, but has not led to an increase in car
pooling. The question is how to attract people to car pools.
Robson and Hornby would benefit from turn arrows, and businesses
should be required to have their address visible from the road. A
viable alternative to the Lions Gate Bridge is needed with the
bridge used only as a bicycle/pedestrian route.
An effective regional road and rail system, LRT on Broadway; a
downtown By-pass, restoration of two-way traffic Downtown, an
independent bikeway system, including connections with schools,
would all contribute toward toward realization of the City s Draft
Transportation Plan.
Support for the City seeking full regional autonomy for regional
transportation governance and control, including capital
investment.
A flat rate charge paid to ICBC by every driver who commutes, and
reinvested by the GVRD into transit.
Motorcyclists are now allowed in HOV lanes, and we are the first in
Canada to permit this. Advantages of motorcycles include: less
parking required, fewer resources to build, doesn t hold up
traffic, less dangerous to ride than a bicycle; but riders must pay
the same parking rates as automobiles. Vancouver needs designated
motorcycle parking, perhaps in yellow diamond marked portions of
the road.
Money earmarked for the False Creek Trolley would be better spent
on other transit initiatives.
Air and atmospheric pollution, specifically carbon dioxide, will
continue to increase if automobile use is not reduced. The key to
reducing kilometres travelled is to increase the attractiveness of
transportation alternatives with reduced bus fare programs, fare
free zones, and commercial bus alternatives.
Robson Street and Gastown should be closed to cars and turned into
walking districts, thereby contributing to a cleaner atmosphere and
increased business opportunities for adjacent shops.
The Hastings-Sunrise neighbourhood, bounded by Nanaimo and Renfrew
to Charles, experiences the highest traffic volumes in the City.
Residents have no access to their house fronts for parking, are
provided with no noise buffers, and face traffic safety issues
related to school boundaries. The Draft Plan proposes First Avenue
continue act as a regional connector. Residents feels more could
be done to protect their neighbourhood from the noise and smell of
traffic. The Plan does not go far enough. More concrete
actions/policies are needed. A traffic impact study was requested
to be carried out jointly with the City and Province. MLA Joy
MacPhail has agreed to facilitate a joint process. More attention
needs to be allocated to areas receiving the City s highest traffic
volumes. With the building of GM Place traffic volumes remain high
throughout the day.
In response to a question from Council, Engineering Services staff
advised Grandview Highway and Hastings could conceivably carry a portion
of First Avenues s traffic. It was also noted a bus route and
restoration of on-street parking would assist with traffic calming.
LRT, not transit, cycling and walking, should be the main focus of
the City Transportation Plan. The speed limit in residential areas
needs to be lowered to 40 kmph.
More buses, bus stops and shelters are needed in the West End, in
conjunction with bus lanes free of parked cars. If parking were
removed along Beach Avenue, cyclists could travel along this route,
rather than the proposed expensive bicycle route through English
Bay park land. Bridge tolls could be used to help with bridge
repairs and upkeep.
* * * * *
Council recessed at approximately 10:15 p.m.
FEBRUARY 18
The meeting reconvened, with Mayor Owen in the chair, to hear
additional speakers on the City s Draft Transportation Plan.
The following speakers commented on the Plan:
Scott Nelson
Ken Bregman
Nathan Davidowicz
Ms. Frances Stewart
John Richardson
Jim Crandles, Vancouver Port Corporation (brief filed)
John Banfield, Shaughnessy Heights
Sheryl Mackniak
Vera Tomic
Mrs. Pamela Graham (brief filed)
Mary McDonald
Bill Christian (brief filed)
Peter Marcus
Robert King
Charles Walker
Richard Cook (brief filed)
Charlotte Kramer
Dave Olsen
Glen Leicester, BC Transit
David Grigg
Clive Rock, Administration - Transportation, GVRD
Brent Beatty, Kerrisdale Business Association (brief filed)
Mariken Van Nimwegen, Kiwassa Neighbourhood House
Robert Wilson (brief filed)
Bert Loehner
Isabel Minty
Jeremy Forst
Elizabeth Rowbotham
Brian Williamson (brief filed)
Steven Lang (brief filed)
The speakers comments are summarized as follows:
Infrastructure funds that support the automobile needs to be
reallocated to transit. Affordable co-op housing and removal of
mandatory parking requirements would contribute positively toward
transportation in the region. The $1.6 million allocated for
left-turn bays would be better spent on bus shelters and could
finance all suggested bike routes into the Downtown.
User fees based on milage would encourage people to use transit.
Gas taxes, bridges tolls and commuter levies are good ideas but do
not present an opportunity to change traffic use patterns.
The City needs a citizens advisory committee to advise Council.
Most transit system recommendations contained in the Blue Book have
been made before and not implemented. Our City should take the led
in transit, as we have the most passengers, with some City services
making money to subsidize suburban routes. Expand transit
services.
The City has destroyed the S.W. Marine Drive neighbourhood with a
126% increase in traffic over the past 20 years. Neighbours no
longer use of their yards due to the excessive noise and pollution.
The City needs to consider financial compensation for this
situation. The traffic problem, especially trucks, needs to be
addressed, with 41st and King Edward looked at to balance truck
traffic. A review of the building lines along S.W. Marine was also
suggested. It was also noted an official truck route cannot also
accommodate a bike route.
A Council member noted a number of area resident associations had
worked with UBC and the GVRD on recommendations for managing the UBC
traffic flow. A truck management plan is expected before Council in the
Spring. It was also noted area residents, in general, have expressed no
desire for bus routes, bike lanes or sidewalks -- all suggestions that
could contribute to traffic calming their neighbourhood.
Traffic calming along 37th will force more cars onto 33rd Avenue.
All existing rail lines need to be retained for the future and
transit must be available every few minutes. Proposal calls from
the private sector were encouraged for a private bus system. This
would require no public funds. Land use is a major factor in
making transit viable. Rezoning for high density multi-family
located adjacent public transit is encouraged.
The Draft Plan fails to acknowledge the benefits of an efficient
goods movement system and does not anticipate increased truck
traffic in tandem with an expanding population. Goods movement
needs priority over the private automobile. It was suggested a
study be done on the Clark/Knight corridor, and the route from the
Port to Knight Street Bridge designated a major goods movement
corridor. Truck drivers feel Boundary Road is unsafe to travel due
to its steep grades. Note was made of additional truck traffic
Roberts Bank will generate once completed, with Knight Road already
at capacity.
Cycling improvements and the development of bikeways need to
continue, with adequate bicycle parking provided adjacent
commercial areas.
Better transit, serving those working at night, with the addition
of mini-buses should be considered. Pick-up and stops on demand
would enhance the safety of those who ride transit at night.
Vancouver s trolley bus system must be retained. Use of single
occupant vehicles needs to be reduced, as well as elimination of
all unnecessary vehicles from the Downtown core.
The Vancouver Regional Transit Commission should be increased to
fifteen members, with participation from those who ride and drive
buses, not just elected officials.
The traffic situation has now reached crisis proportions, however
the private sector (oil companies, developers, real estate, car
companies) benefit. Therefore special charges are needed for these
major business groups to help pay for public transit. Walking,
cycling and commendable efforts, but the focus should be on
transit. A working regional north/south, east/west transportation
grid is needed.
Commuter rail on existing tracks would be cheaper than light rail
on Broadway. All existing defunct rail connections need to be
retained, including the BN and CPR tracks. Use express trolley
buses to UBC.
The McGill/Nanaimo corridor needs truck travel restrictions
implemented now, and once the Port Roadway is complete all truck
traffic needs to be restricted to this route.
Market research indicates the need for improved transit services,
however supplying same is not cheap and who pays? New funding
sources are required. Governance is a positive step. Broadway,
Granville and Hastings could be dedicated as bus lanes now. BC
Transit has announced a commitment to a Downtown Loop and Pacific
Boulevard service. The City could also provided additional bus
shelters through funds in its capital budget.
The Draft Plan lacks a strong vision, and appears no more than a
symbolic gesture from Council. A longer term plan is not
addressed. Road efficiency needs to be improved through left turn
bays, traffic calming and a 30 kmph speed limit through residential
areas. All cars using city streets should be charged $1 per week
and a levy put on cars commuting into Vancouver. Greenways and
Bikeways are supported.
Setbacks needs to be abolished along 41st Avenue. The Kerrisdale
Business Association has worked hard at improving the area and
17-foot setbacks would allow more traffic through Kerrisdale as
demonstrated in the 2000 Block. The setbacks also break the
continuity of the storefronts.
We need to reclaim our landscape, and use one lane traffic as a
calming device in residential neighbourhoods. More neighbourhood
based solutions, such as Garden Drive, are needed to help solve the
City s traffic problems.
If no reasonable alternatives are provided people will continue to
use their cars. We have got to do better than one LRT system.
Speed limits are unenforceable now, so how is it possible to
enforce the suggested 40 kmph residential limit. Too much vision,
too little planning.
The City needs clout. When vehicle licenses are renewed, an
additional charge could be reinvested in transit. All rail routes
should be kept for future transit needs. Additional stop signs for
traffic calming need to be installed now.
Buses are unreliable for students commuting to UBC, especially
those living nearest the university where buses frequently have
reached capacity. Heavy traffic to UBC also makes cycling
difficult. The Province and BC Transit must be lobbied for better
transit. To implement the plan would require a full time devoted
Implementation Team prepared to consult with affected
neighbourhoods.
Auto companies are not part of British Columbia s economy, and
thought needs to be given to the part they play in the traffic
congestion issue. People s attitudes and perspectives regarding
the automobile can, and need to change.
The installation of four no right turn signs in the 800 Block
Robson would decrease delays for transit and through car traffic.
Cost is minimal and the street network is designed to handle the
resulting traffic.
The Transportation Plan for arterial streets like Marine Drive does
not encourage alternatives to the automobile, and conflicts with
its overall vision. The speed limit on S.W. Marine and other
arterial streets with residential sections should be 40 kmph;
traffic calming, including speed bumps, is needed between S.W.
Marine and the UBC highway and heavy truck traffic should be
restricted to S.W. Marine from Monday to Friday, 9 a.m. til 3 p.m.
only.
RISE FROM COMMITTEE OF THE WHOLE
MOVED by Cllr. Clarke,
THAT the Committee of the Whole rise and report.
- CARRIED UNANIMOUSLY
ADOPT REPORT OF THE COMMITTEE OF THE WHOLE
MOVED by Cllr. Bellamy,
SECONDED by Cllr. Sullivan,
THAT the report of the Committee of the Whole be adopted.
- CARRIED UNANIMOUSLY
* * * * *
Council adjourned at approximately 11:00 p.m.