City of Vancouver
Transportation Plan
May 1997

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Index
As approved by Council
Mayor's Preface
Table of Contents

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As approved by Council

The attached Vancouver Transportation Plan was approved by Vancouver City Council on May 27, 1997.

The following motions were moved and carried unanimously:

THAT the recommendations of the Transportation Planning Team, as contained in the May 13, 1997 Administrative Report and quoted below, be approved:

A. THAT Council adopt the Transportation Plan (Appendix A), as amended, including the mode split targets which emphasise the need for increased provision and use of transit; limiting overall road capacity to the present level; maintaining an efficient goods movement network; traffic calming in neighbourhoods; and providing more comfortable biking and walking environments.

B. THAT Council instruct the General Manager of Engineering Services and the Director of City Plans to report back by September on a joint Engineering/Planning implementation program based on action items scheduled for completion "within 3 years", as outlined in Chapter 3 of the Transportation Plan (Appendix A); and to include priorities, resources, and timing.

C. THAT Council instruct the General Manager of Engineering Services and the Director of City Plans to monitor implementation of the Transportation Plan and report to Council, prior to the next Capital Plan budget preparation, on initiatives to further the Transportation Plan.

D. THAT Council instruct staff to reference the Transportation Plan policies when reporting on transportation initiatives and the General Manager of Engineering Services and the Director of City Plans to report back, as required, with suggested amendments to the Transportation Plan to address new issues or reflect new Council policies.

FURTHER THAT Item #4 of Page 30 of the Policy Report dated May 13, 1997 be amended to clarify that the City supports three new LRT lines, including a Broadway-Lougheed-Coquitlam line.

THAT Council commend the team on its achievements in working on this challenging task in a short time period, crossing departmental boundaries and involving the public in the discussion.

THAT the Administrative Report dated May 13, 1997, from the Vancouver Economic Development Commission, be received for information.

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Mayor's Preface

I am pleased on behalf of Council to release the City of Vancouver Transportation Plan.

This Plan follows from a city-wide public program which began in January 1996 with the Transportation Symposium and concluded in February 1997 when Council held a series of special meetings to hear delegations on the draft Plan. The Plan has been shaped by public reactions to and discussion of transportation choices facing the City and region.

The decisions we take today about our transportation system will do much to shape the city we live in tomorrow. Council and residents have long ago decided that the car should serve the city and not the city the car. Yet when it comes to making transportation choices they are rarely easy. No neighbourhoods request more traffic. However, many of us are happy to see road improvements in other neighbourhoods which can make our own journeys quicker and easier.

This Transportation Plan outlines a way forward. The proposals outlined in the Plan help us accommodate the growth anticipated by the Livable Region Strategic Plan, yet maintain a livable Vancouver into the future. It supports the economy of the city and region by recognizing the need to maintain an efficient truck network as jobs and population increase in the city and region.

The Plan demonstrates a strong City commitment to transit and traffic calming. It also requires a substantial investment by the Province in better transit. Even these actions are not enough. If we can use transit, walk or bike where these are practical options, and leave the car at home, the city will be better for it. For the proposed transportation system to be successful, it requires a commitment from each of us.

Philip Owen
Mayor of Vancouver

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Table of Contents

Summary and Introduction

1. Transportation Issues
1.1 The Transportation Problem
1.2 Regional Proposals for Transportation
1.3 A Clean and More Sustainable System
1.4 Vancouver CityPlan Directions for Transportation
1.5 Our Changing Personal Attitudes and Behaviour

2. Fundamentals of the Plan
2.1 Overview
2.2 Sharing the Road Network
2.3 Calmer Traffic in the Neighbourhoods
2.4 A Better Transportation Balance to the Downtown
2.5 Targets for Transportation

3. Principles, policies and priorities

3.1 Policy Context
3.2 Overall Transportation Plan Principles
3.3 The Road Network
3.4 Transit
3.5 Cycling
3.6 Neighbourhoods and Pedestrians
3.7 Downtown Peninsula
3.8 Goods Movement
3.9 Paying for Transportation
3.10 Monitoring and Implementing the Transportation Plan

Glossary

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SUMMARY AND INTRODUCTION

Transportation: a means to an end

The basic directions for transportation in the city were set with Council's adoption of CityPlan and the Livable Region Strategic Plan in 1995, and the Regional Transportation Plan (Transport 2021), in 1994. The next stage is to agree on the details of how these transportation directions are to be achieved in Vancouver. This is the purpose of this Plan.

Since the decision in the late 1960s not to build freeways in the city, Council's policy has been evolving towards a concern for the impacts of the car. Increasingly, Council policies have focused on transportation as a means to a better city, rather than as a goal in itself. Council and residents are becoming as concerned with the need to protect neighbourhoods from the impacts of traffic, as they are to achieve a high level of mobility in the city. Balancing these sometimes competing objectives has been a prime concern of this Plan.

It is for this reason the Plan looks at transportation within the broader context of the overall quality of the downtown and the neighbourhoods. As the population of both the region and the city grow, transportation in Vancouver will be increasingly problematic. Alternatives to the car are essential, both for a more environmentally sustainable future, and for a solution to congestion on city streets.

This Plan follows from a city-wide public program which began in January 1996 with the Transportation Symposium, and during April and May 1996 included a broad public discussion of the Transportation Choices workbook. In September 1996 the Draft Plan was released and meetings were held to get public reactions. Early in 1997 Council held a series of special meetings to hear delegations on the draft Plan. The Plan has been shaped by public reactions to and discussion of the transportation choices facing the city and region.

Structure of the Plan

The first part of this Plan outlines an overall transportation strategy for the city. It sets out a direction consistent both with the regional transportation policy and the principles of CityPlan. The strategy lays out the general characteristics of the transportation system that will serve the city well into the next century. Changes to the system will be gradual over this period, and will be needed only as growth in transportation demand requires.

The policies and proposals for actions needed to achieve this strategy are set out in Chapter 3. These polices and suggested actions cover the road network, transit, neighbourhoods and pedestrians, Downtown, cycling, goods movement, paying for transportation, and monitoring and implementation.

Key Elements of The Plan

(1) Sharing the Road Network

Motorists, transit riders, truck drivers, pedestrians, and cyclists all compete for a place on the road network. Improving the alternatives to the car without expanding the road network means finding better ways to share the existing network. This would be achieved by:

- Allocating more road space to transit.

Transit service needs to improve significantly to keep the city and region livable. Nearly 200 additional buses are needed to provide 5-minute frequencies on existing routes. Light rail transit is needed in higher-density corridors such as Broadway, and a north-south route to the Downtown. The Plan recommends streets in the network be fine-tuned so certain streets and sections of streets assume a more clearly defined transit role. Broadway, Granville, Main and Hastings are streets where transit would be given a higher priority. The conversion to bus-only lanes from general purpose lanes would be implemented if it becomes warranted by congestion.

- Improving truck access.

The single most concentrated source of trucks is the Port. Trucks heading to the Port predominantly come from the Trans-Canada freeway and streets near to the Port. Significant improvements for goods movement will be achieved by the completion of the Port Road. Road improvements along Knight Street are proposed to ease safety problems while mitigating the impacts of truck traffic for residents. Efforts should be made to reduce the adverse impacts of trucks on neighbourhoods through stricter enforcement of traffic regulations and restricting the hours of heavy truck movements through the night in some residential areas.

- Allocating space for cyclists.

There is scope for expansion of cycling in the city for recreation, getting around the neighbourhood, as well as getting to work. The existing bikeway network and the Greenways Program would be expanded to ensure all areas of the city have safe bikeways. Bike lanes would be marked on some city streets which provide access to the Downtown and other major destinations.

- Improving pedestrian comfort and safety.

Pedestrian priority areas will be created in commercial centres, where pedestrians will be able to cross roads more easily and safely than they can today. Corner bulges, medians and other measures will make crossing safer and more convenient. Pedestrian-activated signals will respond more quickly.

(2) Calmer Traffic in Neighbourhoods

CityPlan calls for a greater emphasis on neighbourhoods by increasing housing choice, services, and accessibility. The Plan emphasises the need for safe, quiet neighbourhood streets and convenient alternatives to the car for getting around the neighbourhood for school, shopping and recreation. Speeding traffic is a big concern in many neighbourhoods. As an initial step, speed limits are proposed to be reduced to 40 km per hour on local residential streets. The Plan also outlines an improved public process for traffic calming to determine how traffic calming measures should be allocated in neighbourhoods.

(3) A Better Transportation Balance Downtown

The Downtown will continue to be the job, shopping and entertainment hub of the city and region. The Downtown peninsula could be home to an additional 40,000 people. By 2021 jobs could reach as high as 180,000, up to 60,000 more than today.⁽¹⁾ To keep the Downtown attractive and efficient, greater emphasis will be placed on transit, while road capacity will remain at current levels. Road capacity into the Downtown will not be increased. Inviting more cars and more space for parking would hamper the efficient functioning of the Downtown and result in congestion in surrounding Downtown neighbourhoods. In the future travel to and within the Downtown will rely more on transit, walking and biking. The required major expansion of transit includes light rail transit (LRT) along Broadway, and from Richmond to the Downtown. More frequent buses, new routes to serve the Downtown and surrounding neighbourhoods, a free-fare zone Downtown, expansion of the False Creek Trolley to serve Downtown and improved waiting and boarding facilities are all needed.

The close proximity of activities on the Downtown peninsula offers the potential for much enhanced walking and cycling environments. Bike lanes on some Downtown streets are proposed. Pedestrian improvements should include pedestrian shortcuts, awning protection, better lighting, seating and wider sidewalks.

(4) Targets for Transportation

The Plan sets the overall transportation directions for a shift to alternatives to the car but more specific targets are a guide to the actions needed to implement the Plan and monitor progress. These targets aim to keep the number of the cars in the city close to present levels by significantly increasing the use of transit, walking and biking. The targets are ambitious. They point to desirable outcomes to work toward and will be monitored.

(5) Priorities for Implementation

Many of the measures and actions identified in the Plan will happen gradually over the next 25 years or so. However, many measures are appropriate in the short term. Chapter 3 lists the priorities. At the top of the list are transit improvements. The success of the Plan hinges on substantial improvements to transit infrastructure. The City of Vancouver has the land use and population density in place to support a much enhanced transit system. Unfortunately, transit improvements have not kept pace with the growth of the city. At present, the Province controls transit funding and decisions on transit. The Plan seeks an early commitment from the Province for an increase in transit resources, guarantees on funding, and much more participation in decisions about allocation of transit.

(6) Paying for Transportation

Residents have told Council that further property tax increases should be avoided. As a result, funding for changes to the transportation system must in general come from other sources. The Plan calls for the reallocation of funds to programs that facilitate walking, cycling, transit and the movement of goods. Transit improvements are expensive. The Plan recommends the Province direct transit investment where it is most cost-effective -- in the higher density areas of the region. BC Transit needs to investigate ways to increase the efficiency of the current system. The use of innovative partnerships with private business and universities could also help to bring down costs of improving the transit service.

1. More recent projections for the regional plan suggest that Downtown employment totals could be lower in 2021.

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1. TRANSPORTATION ISSUES

1.1 The Transportation Problem

No one who lives in the Lower Mainland could fail to be aware of the great changes taking place. No longer a small city, Greater Vancouver is Canada's fastest growing metropolitan region, the third largest in the country. Already close to two million of us live in the lower Fraser Valley. Over the next twenty to thirty years another one million people could be joining us.

In the 1960s, City Council decided not to build freeways in the city. As a result, Vancouver is the only major city in Canada without freeways. Yet transportation in the region and the city is dominated by the car. If you live in Hastings Sunrise, Grandview Woodlands, Killarney or one of the other many neighbourhoods through which commuters drive, you will know the transportation problems are translating into traffic impacts for your neighbourhood.

In fact, despite peak-period queues on the bridges and freeway ramps, traffic moves pretty freely between Vancouver and the region, especially within the city. Peak-period travel times within the city are no longer than they were 30 years ago, some are better. But in the absence of freeways, travel around the city has been achieved mainly by squeezing more capacity from the arterial roads. Roads have been widened, left-turn bays added, parking restrictions imposed on many streets. As a result, many arterials are carrying very high traffic volumes, sometimes to the detriment of the adjoining neighbourhoods.

As the region grows, more and more people will want to travel Downtown, and around the city. Unless the government and public put greater reliance on alternatives to the car we can expect many more cars in the city in the future. By 2021 the number of people travelling downtown in the morning peak will increase from about 95,000 to about 120,000, an increase of over 20%. Off-peak, the growth is likely to be just as great. Even in 1992, over a quarter of a million cars entered the Downtown each day. Nor is the problem restricted to the Downtown. By 2021, trips to the Downtown will represent only about one-third of all the trips in the morning peak. The balance of trips will be to destinations all over the city. Off-peak the distribution of trips will be even less focused on the Downtown.

Experience from cities all around the world suggests that building roads encourages more people to use cars. The opportunity does not exist in Vancouver to expand the street system if growth were to be accommodated by cars. Other solutions are essential. Regional policy stresses land use changes and better transit.

1.2 Regional Proposals For Transportation

The Greater Vancouver Regional District (GVRD) has adopted a settlement policy called The Livable Region Strategic Plan. To reduce urban sprawl, the Livable Region Strategy encourages the concentration of growth in the municipalities of Burnaby, Coquitlam, New Westminster, North Surrey and Vancouver. Growth up the valley will be slowed. Less farm land will be used for housing, there will be more opportunities for housing closer to jobs and with fewer cars and shorter car trips overall.

The GVRD has also adopted a regional transportation policy, Transport 2021. The policy supports the Livable Region Strategic Plan and calls for growth in trips into Vancouver to be met mostly by transit. Freeway expansion is proposed mainly for transit and high occupancy vehicles. To help reduce congestion on the freeways and bridges, tolls are proposed. Higher gas taxes and parking charges are also stressed as essential to encouraging people to take alternative forms of transport, where these are available. Substantial investment is proposed for improving public transit, in the form of light rail lines, along Broadway from Coquitlam, and from Richmond to the Downtown, and an expansion and improvement of the bus service.

For the City of Vancouver, these Transport 2021 proposals mean that most of the increase in trips to the Downtown in the morning peak-period should be accommodated on public transit, while the number of cars entering the Downtown and the city would stay pretty much at the current level.

1.3 A Cleaner And More Sustainable Transportation System

Vehicles are the largest single source of air pollution in the Lower Mainland. On average, about 75% of carbon monoxide emissions, 48% of nitrogen oxides and 13% of atmospheric particulates are produced by cars, trucks and buses. Thanks to big improvements in vehicle emission controls and the Provincial "Air Care" program, the newer cars create far less air pollution than older ones. As a result there will be less air pollution in the next few years. However, unless the region can rely less on the car, the increase in the number of cars, and the longer time taken to travel, could mean these gains for individual vehicles will be soon overtaken by the overall increase in vehicle emissions.

Air pollution must be tackled on a regional basis, and regional settlement and transportation policies do much to help to reverse this long term trend. More of us would need to use transit to get Downtown, and walk or cycle to get around our own neighbourhoods. The car can still be the dominant transport mode, where the alternatives to the car do not provide an easy option.

1.4 Vancouver CityPlan Directions For Transportation

The regional solution is echoed in Vancouver's CityPlan. Adopted by City Council in June 1995, CityPlan sets the direction for greater emphasis on public transit and on discouraging the growth in the numbers and use of cars. Based on an extensive public program, CityPlan confirmed that Vancouver residents want less dependence on the car. While they want good transportation, residents also want less traffic intrusion in their neighbourhoods, less noise, more safety, and more pedestrian friendly environments. As a result, the CityPlan direction for transportation is to:

enhance the transportation system to provide a greater emphasis on transit, walking, and biking within and between neighbourhood centres and downtown; and make better use of the existing street system for moving people and goods. To achieve this, Vancouver will:

• increase transit use into and within the city by improving existing transit service, using smaller buses, and implementing new rapid transit lines;
• promote walking and cycling by providing better pedestrian and bicycle connections to neighbourhood centres, planning centres for pedestrians, and providing more facilities for bicycles;
• discourage car use by charging car users a larger share of their costs through bridge tolls, gas taxes, and increased parking rates;
• make better use of existing streets for bikes, buses, goods movement, and car pools; and
• encourage land use that reduces the demand for travel by creating neighbourhood centres, focusing more jobs in these centres, and continuing to develop new residential neighbourhoods planned for downtown.

This CityPlan direction, together with the regional transportation plan sets the overall framework for this city transportation plan. The transportation plan is intended to outline the necessary measures to achieve the transportation direction.

1.5 Our Changing Personal Attitudes And Behaviour

Municipal and Provincial governments can do much to address transportation needs by supporting transit and removing incentives which favour the use of the car where practical alternatives exist. But in the end, personal attitudes and behaviour will be major factors in determining how Vancouver residents travel around the city and the impacts this travel will have on neighbourhoods.

Choosing to shop locally, walking or cycling children to school, using the bus to get to work, combining trips when we do use the car, driving slowly on residential streets, avoiding short cuts through neighbourhoods, are examples of how individuals can help to reduce traffic impacts and reliance on the car. Transportation debates in the city have often been characterised by people's objection to traffic in their own neighbourhoods, but insistence on their rights to drive with the greatest convenience through other people's neighbourhoods. The success of the Plan will hinge on personal commitment, and willingness to accept some extra inconvenience when travelling around the city.

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2. FUNDAMENTALS OF THE PLAN

2.1 Overview

The intent of the Plan is to support and to implement the Regional Transportation Policy, the Livable Region Strategic Plan, and CityPlan. Within this framework the Plan seeks to maintain a high level of transportation service for the city, yet to be less reliant on the car. The following principles set the direction for the Plan.

1. The growth in demand for transportation would be met by the existing road network. Changes to the road network would be designed so as not to increase road capacity, with the exception of the extension of the Port Road.
   
2. The growth in demand for transportation, especially for trips to the downtown, would be accommodated by improving alternatives to the car, primarily transit, but also walking and cycling.
   
3. The car would continue to be the major form of transport for trips for people travelling outside their neighbourhoods, especially for trips for which transit does not offer a good alternative. To help to prevent traffic congestion in peak periods, regional measures to manage traffic demand, such as car pooling, parking limits, bridge tolls and electronic road charges, would be supported.
   
4. The importance of good truck access in the city is recognised by maintaining the existing truck network. Improving access to the Port of Vancouver and the Vancouver Airport, would be pursued where this can be achieved without unreasonable impacts on local neighbourhoods.
   
5. Traffic calming measures would be supported to slow the speed of traffic and prevent short-cutting, so as to reduce the impacts of vehicles moving through neighbourhoods.
   
6. Residents of Vancouver and the Region can do much to help achieve a more sustainable transportation system by leaving the car at home, and using alternatives, where this is practical.
   
7. Planning and development policies for the city would support local retailing, personal, business and community services, so residents can find more of the services and jobs they need closer to home.

Elements of the Plan are outlined in more detail below. They include how to adapt the road network we have, improving alternatives to the car, and calming traffic in the neighbourhoods.

2.2 Sharing The Road Network

Cars, buses, LRT, trucks, bikes and pedestrians all compete for a place on the road network. Better transportation and improving alternatives, without increasing the capacity of the road network, means finding a better way to share the network. It means adjusting priorities on some streets.

2.2.1 Allocating More Road Space To Transit

Moving more people on the same road network means primarily providing more transit vehicles and making space for transit to operate more effectively. For transit to be effective, it must not be tied up in traffic, and preferably should offer a time advantage over the car. The main proposals are more LRT, and more rapid and express buses. A minimum of two new LRT lines are needed in the city: the Broadway-Lougheed line to SkyTrain and on to Granville, and eventually to UBC; and a Richmond-Downtown line. The False Creek Trolley would be extended to serve the Downtown. Special transit rights-of-way, for LRT, will ensure transit is not slowed by increasing vehicle traffic.

While the new LRT lines will improve transit in the city, improved bus service must work with the LRT to provide effective services. Buses can most easily provide an all-day service to city neighbourhoods. Transit performance improvements would be gained by higher frequency, more express services, and more efficient boarding arrangements. Express buses offer the opportunity of expanding a high level of transit service similar to LRT, to more parts of the city. Possible routes include, Main Street, Victoria, Hastings, and possibly 41st Avenue.

Bus only lanes would be implemented if they become warranted by congestion in the general purpose lanes. More road space would be provided for transit on some routes by building curb extensions to provide space for shelters, off-vehicle ticketing, and to reduce the time required to pull into and out of stops. Improvements such as posted schedules and bus pass programs would make transit a more attractive alternative but would not require street space.

2.2.2 Improving Truck Access

Much of the truck traffic in the city serves construction sites, retail outlets, and industrial areas. The City currently has a network of truck routes and heavy trucks (3 or more axles), must use these routes to access destinations in the city. The principle of the truck route system is to disperse truck movements over a relatively large number of arterials so that no single area of the city is severely impacted. However, due to a number of factors, such as grade, major truck destinations, ease of using a particular route, truck traffic is not evenly distributed. On the east side, the largest concentrations are on Knight Street and on streets adjacent to the Port. On the west side, South West Marine Drive has been carrying much of the construction traffic.

The single most concentrated source of trucks is the Port. Trucks for the Port predominantly head east for the freeway or south, via Knight Street. As a result, serious impacts are experienced on streets such as Knight Street and McGill. Significant improvements for goods movement from the Port will be achieved by the completion of the Port Road. This already connects with the freeway, via Powell and Commissioner Streets. The agreed by-pass of Rogers Sugar is the last major link needed. Most measures are now being put in place to have the Port Road operational shortly. When completed, truck traffic on McGill Street should be greatly reduced. Time restrictions could be put in place on McGill Street to restrict truck traffic at night.

The problem of heavy truck traffic on Knight Street is less easy to improve. Some relief will come from the new Port Road. This will divert some trucks to Boundary and Marine which are better able to accommodate them. Apart from the heavy volumes of trucks, residents complain about the noise and safety of trucks on Knight Street. Road improvements along Knight Street are proposed to ease safety problems while mitigating the impacts of truck traffic for residents.

All efforts should be made to reduce the adverse impacts of trucks on neighbourhoods. Among the mitigation measures to be investigated are stricter enforcement of traffic regulations, restricted hours of truck movement through the night in some residential areas, and mandatory truck access plans during major construction projects such as the planned development at UBC. Redistribution of trucks to other truck routes, through traffic management measures, will be considered in cases where fewer people would be impacted as a result of redistribution. Proposed traffic management measures, or projects such as left-turn bays, will be given careful review to ensure situations are not created that concentrate truck movements where this is not appropriate.

The biggest problem for trucks will be delays as a result of any overall increase in traffic congestion. Truck movements will therefore rely on the successful implementation of transit improvements and transport demand management (TDM).

2.2.3 Allocating Space For Cyclists

There is scope for an expansion of biking in the city, both as local neighbourhood transportation and longer distance commuter transportation. The existing bikeway network and the Greenways program would be expanded to ensure all areas of the city have safe bikeways that go to and from major destinations. In addition, where practical, bike lanes would be marked on some city streets which provide access to the Downtown and other major destinations. Bike lanes and bikeways would provide safer and more comfortable access to all parts of the city for the broad range of cyclists and would improve awareness of cycling as a legitimate mode. Bike lane markings should also improve safety by helping to make other road users more aware of the space needed for bike safety.

2.2.4 Providing Safe And Convenient Road Crossings For Pedestrians

The City has long held that pedestrians have the highest priority in the transportation system. Implementing this priority though has been more problematic. Specific steps should be taken to implement this priority. Pedestrian priority areas would be created in commercial centres, so pedestrians may cross roads more easily and comfortably than they can today. Corner bulges, medians and other measures would make crossings safer and more convenient. Pedestrian controlled signals would respond to crossing requests more quickly.

On the busiest arterial roads more signalised crossings, and other easier crossing opportunities would be provided, even though these may reduce traffic speed and flow. However, to ensure the flow of traffic, waiting times at peak periods would be coordinated with adjacent traffic signals on the same road. In non-signalised locations, pedestrian median reservations may be appropriate to provide easier crossing opportunities with less impact on traffic.

2.2.5 Adapting The Arterial Road Network For Transit And Local Transportation Uses

Currently, the City's arterial road network provides a grid of major roads, about 1/2 mile apart (0.8 km). Vehicle traffic is distributed among all these roads, with little differentiation between. Providing better access for transit buses, pedestrians and bikes, will mean giving higher priority for these modes on the arterial streets. Broadway and Granville are examples where transit would be given more space than at present. On Broadway, this would probably mean an exclusive right-of-way for the LRT. Granville would have a bus-only lane for Rapid Bus when traffic warrants it (until the Richmond LRT is in place). Peak-period parking would be retained in commercial areas wherever possible, bike lanes would be provided, where appropriate, and pedestrian crossing would be made easier in pedestrian priority areas. These changes mean less space for cars on these roads than today. As a result, general traffic would probably move more slowly at peak times.

To maintain the key connections with the region and good cross-city road links, some roads will need to continue to provide a relatively high level of service for car drivers. Roads which connect with bridges, freeway ramps and major destinations generally carry the heaviest traffic today, and are likely to in the future. Many of these roads now have parking restrictions at peak times. Existing parking restrictions are likely to remain, and some additional measures to improve traffic flow and safety may be justified. These arterial roads are probably not appropriate for bus or bike lanes. Cambie, Oak, Kingsway, 1st Avenue, Grandview-12th to Granville, are examples of these busiest roads which are important cross-city routes.

2.3 Calmer Traffic In The Neighbourhoods

Most of the city's local residential streets are quiet with few cars. Problems arise when drivers short cut through neighbourhoods and formerly quiet, local residential streets become traffic routes. Traffic problems also occur on some streets now designated as primary or secondary arterials or neighbourhood collectors. These streets can also be residential, and commercial centres are also located on many of them. Here, where pedestrian numbers are greatest, there are the worst conflicts between pedestrians and traffic. To respond to these issues, the Plan adds further details to existing City policy regarding pedestrians and outlines a new approach to public consultation for traffic calming.

2.3.1 Calming Traffic

One person's traffic calming can be another person's diverted traffic. That is why traffic calming projects consume a large amount of City time, even though the capital cost is relatively low. Providing traffic calming devices based on complaints from individual local areas will take many years to get the traffic calming neighbourhoods want. Speed is a big concern for many people and has a significant impact on pedestrian safety and comfort. As an initial step, in neighbourhoods across the city, vehicle speeds will be reduced on local residential streets to 40 km/hour. This will also help to keep traffic on the arterial streets.

On neighbourhood collector streets and secondary arterials with volumes up to 10,000 vehicles a day, traffic calming can be part of the approach to transportation. Measures generally would be aimed at slowing traffic to 50 km per hour, not diverting traffic onto other streets. The result should be less impact on neighbourhoods and increased safety, with small or no increases in average journey times.

2.3.2 Encouraging Alternatives To The Car For Neighbourhood Transportation

Though most neighbourhoods have busy roads used by people travelling around the city, much of the traffic in our neighbourhoods is local. Walking and biking are often good substitutes to the car for reaching local services. Perhaps even local community buses could serve neighbourhoods and feed into the major bus routes. The City would promote and encourage the use of alternatives to the car, with the intention of reducing the use and impacts of cars in local neighbourhoods.

2.4 A Better Transportation Balance To The Downtown

There will be a substantial increase in jobs and housing in the Downtown and Central Broadway, over the next 20 years. The resident population will increase from about 45,000 in 1991, to close to 80,000 people by 2021. Jobs in the Downtown are expected to increase from 120,000 to as high as 180,000⁽²⁾. Using cars the way we do now would mean too many cars in the Downtown and too many cars leading to the Downtown.

In the future travel to and within the Downtown will rely more on transit, walking and biking. The emphasis would be on keeping the number of cars entering the Downtown at or below the present level.

2. More recent projections for the regional plan suggest that Downtown employment totals could be lower in 2021.

2.4.1 Increasing Transit To The Downtown

The increase in peak-period trips to the Downtown should be provided by a major expansion in transit, both LRT along Broadway and from Richmond, and from expansion and improvements to bus service within the city. Off-peak trips to Downtown will also shift to transit and will approach peak period mode splits. The present transit and HOV lanes and queue jumpers allow buses to travel relatively freely, past congestion points. Bus-only lanes may be appropriate in the longer term future on some streets where transit is a priority.

Transit should also be a good way to get around the downtown. This can be provided by more frequent bus services, and new downtown bus routes (such as Downtown/West End loops). Revised fare structures will be needed to make this attractive, (e.g. lower downtown fares, free zones, etc.). Waiting and boarding facilities need to be improved, and buses may need priority over other traffic at congested points. The False Creek Trolley extended to Downtown may also play a role.

2.4.2 Keeping Road Capacity To The Downtown At Today's Level

Building more roads would have a detrimental effect on the city and could not keep up with expected growth. Road capacity into the Downtown from the north shore of Burrard Inlet would not be increased. The First Narrows crossing would continue to be prohibited to heavy trucks.

Improved transit alone will not be sufficient to maintain car numbers Downtown at the present levels. Regional policies restricting road expansion and promoting TDM measures (such as car pools, bridge tolls, parking charges, a commuter levy), will be needed. Within the Downtown, existing limits on commuter parking are to be maintained, consistent with about one in four people driving a car to get to work. Currently this is applied only to new developments. An overall commuter parking ceiling will be applied to the Downtown, and used to adjust parking supply, such as to temporary surface parking. Short-stay parking will be managed to meet normal demand.

2.4.3 Emphasising Walking And Biking In The Downtown

Walking and cycling already represent at least 11% of peak-period trips to the downtown. With the growth in housing in downtown neighbourhoods, this level can be expected at least to be maintained in the future. Improving bike access to the Downtown can help to decrease the use of cars from nearby neighbourhoods. Most importantly, with more people using transit to get downtown, more people will be walking to where they want to go. And if walking conditions are improved, walking can be an attractive recreation and important part of being and living Downtown. For this to happen, facilities for walkers and for cyclists need to be improved.

Principal measures include: pedestrian priority areas, such as parts of Robson Street, wider sidewalks, more priority for crossings, and pedestrian shortcuts in new development, pedestrian environment improvements generally, such as enhanced weather protection, benches, lighting and information kiosks. There may be opportunities also for special pedestrian routes where appropriate, such as to Granville Island, to Central Broadway/False Creek South.

With downtown neighbourhoods covering a large area, facilities for biking could make this an attractive form of transport for downtown residents. Yet narrow and congested lanes and quickly moving traffic make cycling an uncomfortable experience on most downtown streets. Bike lanes on some downtown streets, and calmer downtown traffic are proposed to make cycling easier. Improved bridge crossings for cyclists would also help improve access from adjoining neighbourhoods.

2.4.4 Downtown Roads Reflect The New Downtown Neighbourhoods

Present downtown traffic circulation largely reflects development twenty or more years ago. The redevelopment of major areas of the Downtown is creating new residential neighbourhoods, with their own local circulation and community requirements. The downtown street circulation system will be reviewed with the intention of supporting local neighbourhoods and encouraging a more pedestrian friendly environment. A revised circulation pattern using fewer streets is needed to maintain cross-downtown access. Streets not essential to the circulation system, would be treated as neighbourhood or local streets. Some one-way streets may be changed to two-way where the change would better support neighbourhoods and retailing, such as in Gastown.

2.5 Targets For Transportation

Specific targets are an essential guide to the actions needed to implement the Transportation Plan and monitor progress. The Plan recognises the wide range of people's needs and differing characteristics of work and non-work trips. These targets for the year 2021, represent a gradual and in most cases relatively minor change to travel patterns. The implications for the transportation system overall though are quite considerable. Targets are proposed for the Downtown, Central Broadway, UBC and the rest of the Vancouver outside these areas.

Unless otherwise mentioned, the number of trips projected and the mode splits are derived from the analysis done for the "Transport 2021" study. Meeting the targets will require steps proposed in the study, such as improving transit and implementing road pricing in addition to measures which are in the City's control. The transportation targets are shown in Tables 2.1, 2.2 and 2.3.

2.5.1 Targets for the Downtown

The journey-to-work Downtown, even by the year 2021 will represent the single largest concentration of trips and so will place the greatest demand on the transportation system. Maintaining good access to the Downtown is extremely important for the city and therefore continues to provide a focus for planning and investment.

By the year 2021 there will be about 120,000 trips in and within the Downtown peninsula between 6 am and 9 am each work day. The majority of these trips will be work related (about 88%). Additional trips (about 6,000), will pass through the Downtown on the way to other locations.

The Transportation Plan expects the number of cars to the Downtown in the peak period to remain at about the same level as now. The growth in the number trips would be accommodated largely by transit. Walking and cycling would also increase, and these would be especially practical options for the 80,000 or so people who are expected to be living on the Downtown peninsula by 2021.

Key targets for people travelling to the Downtown (including from home in the Downtown) in the morning peak period by 2021 include:

(a) 44% of people are expected to use transit. This will require an expansion and improvement of the rail and bus service to deliver about 52,000 people, up from about 32,000 in 1992.

(b) 14% of people are expected to walk or cycle, up from 11% in 1992, largely as a result of the significant increase in resident population in the Downtown.

(c) 42% of people are expected to come by car, as driver or passenger. Most of these will be people travelling to work in the Downtown, and they represent about 33,000 cars, about the same as in 1992. Overall there should be about 38,000 cars coming to the Downtown in the peak morning period by 2021. The number of people in each car should increase slightly, from an average of about 1.2 people to 1.3.

2.5.2 Targets for Central Broadway

The Central Broadway area (bounded by False Creek, 12th Avenue, Burrard and Main Street), is a growing employment centre, second only to the Downtown. It will be served by the Broadway LRT, Richmond Rapid Bus, and ultimately by the Richmond LRT. Targets for this area take advantage of the excellent transit service that will be available. To justify the investment, car use should be correspondingly lower. Residential densities also provide opportunities for a significant walking and biking component.

By the year 2021, a total of about 41,000 peak period trips are expected to terminate in Central Broadway (about one third of the number going to the Downtown). This is an increase of about 27% over 1992. Transit is expected to accommodate most of this growth, as well as a portion of the existing number of car trips.

Key peak period targets for Central Broadway by 2021 are as follows:

1. 38% of people are expected to use transit, up from 15% in 1992. Transit passengers will increase to about 11,000, from 3,600 now. The new light rail transit lines should carry the bulk of this increase.
   
2. About 12% of people are expected to walk or bike, a small increase of less than one percent.
   
3. 50% of people are expected to use a car, either as driver or passenger, a decrease of about 3,000 cars and 2,300 people, as the average number of people in each car is expected to rise slightly.

2.5.3 Targets for UBC

Some increase in students, faculty and staff is expected at UBC, but a big factor in affecting trips could be the proposed residential expansion at the University Endowment Lands (UEL) which could be for as many as 10,000 additional residents. Trips to and from the UEL will increase as a result, though at this time it is not clear by how many. The Transportation Plan targets are for the growth in trips to be accommodated by transit, and for an overall decrease in the number of cars at peak times. UBC is already BC Transit's second largest destination after the Downtown, but only about 20% of peak period trips are by transit. Key Transportation Plan targets to UBC for the peak period by 2021 are as follows: ⁽³⁾

3. Target percentages have been corrected from the Draft Plan. The proposed residential development at the UEL could affect the mode split in many ways, depending on how many new residents are expected to work on campus.

1. 36% of people are expected to use transit, up from 20% in 1992 and for a total of about 12,500 transit riders;
   
2. 14% of people are expected walk or cycle, about the same as now, for a total of 4,600 people;
   
3. 50% of people are expected to come by car as driver or passenger, with an average car occupancy of 1.44, up from 1.22 in 1992. The total number of cars will decrease to about 12,000, from nearly 15,000.

These targets for UBC go beyond the Transport 2021 transit ridership targets of 28%, which would result in vehicle trips declining about 3%. The City Task Force on Transportation to UBC after looking at many of the problems resulting from UBC traffic and possible solutions recommended a more ambitious goal. The 36% transit goal, together with measures to promote car pooling, would result in 20% reduction in vehicle trips by 2021.

2.5.4 Targets for the rest of the City

Outside the Downtown, Central Broadway and UBC, at present, over half of the peak period trips are not related to work. Presently there are about 200,000 trips in the peak period (not including very local trips). By 2021 there will be as many as 225,000 trips. Transit is often less of a practical alternative for more dispersed locations. As a result the role of the car will continue to be significant. Key Transportation Plan targets for the peak period in 2021 are as follows:

1. 15% of people are expected to use transit, up from 12% in 1992.
   
2. 67% of people are expected to use travel by car, as driver or passenger, resulting in an overall increase of 8% in the number of cars.
   
3. About 18% of people are expected to walk or cycle, up slightly from about 17% in 1992.

2.5.5 Targets for the whole city

Overall, the number of peak period trips in 2021 by all modes will increase to about 410,000, from 340,000 in 1992. Across the whole city, 58% of people are expected to travel by car in the peak period. This means a small decline in the number of private vehicles, less than 1%. Travel by transit will account for about 27% of trips, up by only 6% in share, but a 72% increase in ridership.

Table 2.1: Peak period transportation targets for 2021

Mode and Year, all trip purposes between 6am & 9 am	Downtown (%)	Central Broadway (%)	UBC (%)	Rest of City (%)	All of City (%)
For 1992
Auto Driver	46	62	55	53	52
Auto Passenger	9	12	12	18	15
Transit Passenger	34	15	20	12	19
Walk (1)	9	9	7	14	11
Bike (1)	2	2	6	3	3
Total (all modes)	100	100	100	100	100
Auto Occupancy (2)	1.21	1.20	1.22	1.34	1.28
For 2021
Auto Driver	32	39	35	50	43
Auto Passenger	10	12	15	18	15
Transit Passenger	44	38	36	15	27
Walk (1)	10	9	10	14	12
Bike (1)	4	3	4	4	4
Total (all modes)	100	100	100	100	100
Auto Occupancy (1)	1.31	1.30	1.44	1.35	1.35

Source: 1992 transportation mode percentages are based on estimates from GVRD "Transport 2021" Totals may not sum because of rounding and "other modes" not included.

(1) Data available for walk and bike together, split is an estimation.

(2) Number of people per vehicle

 

Table 2.2: Expected peak period transportation volumes for 2021

Mode and Year, all trip purposes between 6am & 9 am	Downtown	Central Broadway	UBC (4)	Rest of City	All of City
For 1992
Auto Driver	43,100	15,000	14,700	104,400	177,200
Auto Passenger	8,800	3,000	3,200	35,100	50,200
Transit Passenger	32,000	3,600	5,400	22,800	63,800
Walk and Bike (2)	10,300	2,700	3,600	32,600	49,200
Total (all modes)	94,700	24,300	26,900	194,900	342,100
Auto Occupancy (3)	1.21	1.20	1.22	1.34	1.28
For 2021
Auto Driver	38,700	12,000	12,000	112,800	175,500
Auto Passenger	11,900	3,700	5,300	39,900	60,800
Transit Passenger	52,400	11,600	12,500	33,000	109,500
Walk and Bike (2)	16,800	3,700	4,600	39,700	64,800
Total (all modes)	120,400	30,900	34,400	225,400	411,100
Auto Occupancy (3)	1.31	1.30	1.44	1.35	1.35

Source: Based on estimates from GVRD, "Transport 2021". Totals may not sum because of rounding and "other modes" not included.

(1)Total trip numbers from Transport 2021, mode split numbers derived in part from the targets in table 2.1.

(2) Data available for walk and bike together.

(3) Number of people per vehicle

(4) UBC estimates approximate as residential expansion yet to be decided

2.5.6 Targets Across The City All Day

While the peak periods place the greatest load on the transportation system and are therefore most closely analysed in studies, greater reliance on transit, walking and biking is a goal for all parts of the city, for all types of trips, for the whole day. The following travel targets are proposed for the 24-hour period. As less data are available to project these numbers they should only be used as a broad indicator of the degree of change desired.

1. A ceiling of 214,000 cars entering the Downtown peninsula over a 24-hour period, about the same as in 1992.
   
2. Improved transit to deliver about 34% of people to the Downtown by transit, over a 24-hour period.
   
3. Higher levels of transit use outside the Downtown, 25% transit ridership to Central Broadway, 33% to UBC.
   
4. Higher levels of transit use across the rest of the city at 19% of people using transit over 24 hours.

The targets for the 24-hour period in 2021, for all trips are summarised in the table below.

Table 2.3: Twenty four hour transportation targets for 2021

Mode and Year, all trip purposes for 24 hours	Downtown (%)	Central Broadway (%)	UBC (%)	Rest of City (%)
For 1992
Auto Driver	49	na	59	53
Auto Passenger	13	na	18	18
Transit Passenger	23	na	14	11
Walk and Bike	15	na	9	18
Total (all modes)	100	na	100	100
Auto Occupancy (1)	1.27	na	1.31	1.34
For 2021
Auto Driver	36	45	41	46
Auto Passenger	12	15	16	16
Transit Passenger	34	25	33	19
Walk and Bike	18	15	10	19
Total (all modes)	100	100	100	100
Auto Occupancy (1)	1.33	1.33	1.39	1.35

Totals may not sum because of rounding and "other modes" not included

(1) Number of people per vehicle

2.5.7 Using Targets To Guide Implementation

The proposed targets, if achieved, would keep traffic in the city at, or slightly below the levels we have today. But the targets are ambitious and not intended to be hard and fast. They point to desirable outcomes to work toward. To achieve them, it will be important to monitor progress and adjust road and transit expenditure accordingly. The target for the Downtown peninsula, for example, has not been changed from Council's existing and long-standing policy. However, for many years we have not been moving any closer to that transit target. Relatively little has been done to improve transit performance. In the future, not moving towards the targets would be a justification for adjusting City transportation actions to get back on to the necessary track.

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3. PRINCIPLES, POLICIES AND PRIORITIES

The Transportation Fundamentals outlined in Chapter 2 of this Plan, are presented below as a set of principles and policies. Specific measures needed to implement these policies are contained in the accompanying tables. These actions are subject to more detailed analysis and examination before adoption by Council and implementation.

3.1 Policy Context

Livable Region Strategy and the Regional Transportation Plan

The regional land use and transportation policies (adopted by Council in 1994 and 1995), provide the essential framework for transportation planning in the city. Regional policies include:

• Managing land use in the region to establish a more compact urban form and complete communities to minimise travel times.
  
• Applying transportation demand management (TDM), to change the behaviour of travelers in order to make better use of the existing transportation system.
  
• Adjusting transport service levels, including speed, convenience, frequency of service, and comfort. This can mean among other things allowing congestion to increase for single occupancy vehicles, in part to ensure TDM measures are more effective.
  
• Supplying transport capacity, including better transit service in dense urban areas, providing special facilities for high occupancy vehicles (HOVs), using bridges and tunnel capacity as a way of limiting use of single occupancy vehicles, and limiting single occupant, long-haul commuting from the valley towns.

The implications of these GVRD policies for Vancouver are for regional travel to the city to be more dependent on transit, and to set a practical limit to the number of cars which can enter the city during peak periods. Regional access roads to the city are currently operating at close to capacity at peak. Without additional bridge and freeway capacity, the increase in peak trips to the city will need to be accommodated by transit and car pooling.

CityPlan Directions

In 1995 City Council adopted CityPlan as its vision for the future of the city. CityPlan reasserts the broad regional objective of placing a greater emphasis on transit, walking and biking, within and between neighbourhood centres and the Downtown. In part this is to be achieved by making better use of the existing system for moving people and goods. The transportation directions in CityPlan are:

In order to achieve the transportation directions the City will support:

• increased transit use into and within the city by improving existing transit service, using smaller buses, innovative services, and implementing new rapid transit lines;
  
• the discouragement of car use by charging car users a larger share of their costs through user fees such as bridge tolls, gas taxes, increased parking rates, or commuter levies.
  
• In its own policies and actions the City will:
  
• promote walking and cycling by providing better pedestrian and bicycle connections to neighbourhood centres, planning neighbourhood centres for pedestrians and providing more facilities for bicycles;
  
• make better use of existing streets for bikes, buses, goods movement, and carpools; and
  
• encourage land use that reduces the demand for travel by creating neighbourhood centres, focusing more jobs in these centres, protecting industrial land, and continuing to develop new residential neighbourhoods planned for Downtown.

3.2 Overall Transportation Plan Principles

Intent

The intent of the Transportation Plan is to accommodate the expected growth in demand for transportation in the city through an expansion of transit, and by encouraging walking and biking for short local trips. As well as allowing city residents to rely less on the car, an important aim of the Transportation Plan is to help to reduce the impact of traffic on residential streets and neighbourhood centres.

Overall Principles

1. Residents of Vancouver and the region are encouraged to help achieve a more sustainable transportation by leaving their cars at home and using alternatives, where these are practical.
   
2. The City continues to support the regional transportation plan for limiting road expansion, and promoting transport demand management measures.
   
3. The growth in demand for transportation, including trips to the Downtown, will be accommodated by improving alternatives to the car, primarily transit, but also walking and cycling.
   
4. Overall road capacity will not be increased, with the exception of the extension of the Port Road for trucks and Port related traffic.
   
5. The car will continue to be the major form of transport for people traveling outside their neighbourhoods, especially for trips for which transit does not offer a good alternative.
   
6. Traffic in neighbourhoods will be calmed where practical to reduce the speed of traffic and to discourage short-cutting by vehicles.
   
7. The existing truck network will be largely maintained. Improvements to access to the Port of Vancouver and the Vancouver Airport, will be pursued where these can be achieved without unreasonable impacts on local neighbourhoods.
   
8. Planning and development policies for the city will support local retailing, personal business and community services, so residents can find more of the services they need closer to home.

Transportation Plan Targets

Vancouver's transportation targets for the year 2021 are shown in Chapter 2 of the Transportation Plan. The number of trips projected is based on the GVRD's Transport 2021 study. The actual mode splits achieved will depend on many factors including provision of transit and road pricing which was assumed in the Transport 2021 work. Many of these factors are beyond the City's direct control. On-going monitoring is important to knowing whether targets are being achieved and to adjust measures accordingly.

Over the long term to the year 2021, the Transportation Plan has the following key targets for travel to the Downtown in the peak period (between 6 am and 9 am).

1. 44% of people are expected to use transit. This will require an expansion and improvement of the rail and bus service, to deliver about 52,000 people, up from about 32,000 in 1996.
   
2. 14% of people are expected to walk or cycle, up from 11% in 1992, largely as a result of the significant increase in resident population in the Downtown.
   
3. 42% of people are expected to come by car, as driver or passenger. This is expected to include a maximum of about 34,000 commuter cars, about the same number as in 1992.
   
4. For other parts of the city, key peak period targets for 2021 include:
   
5. For Central Broadway, 38% of people are expected to use transit, up from 15% in 1992, as a result of the construction of light rail transit on Broadway and from Richmond.
   
6. For UBC, 36% of people in the peak period are expected to use transit.
   
7. For the rest of the city, peak period transit targets are for an increase to 15% by 2021, up from 12%.
   

3.3 The Road Network

Intent

Cars, buses, light rail (LRT), trucks, bikes and pedestrians all compete for a place on the road network. Better transportation and improving alternatives, without increasing the road network, means finding a better way to share the network. It means adjusting the priorities on some streets.

Transportation Plan Policies

1. The existing network of primary and secondary arterial roads within the city will generally not be expanded. The exception to this is for the completion of the Port Road connection to the freeway, to provide for Port related transport. (Actions R.1, and R.2)
   
2. The City supports maintaining peak road capacity from the region at no more than the present level. In this regard, City Council's adopted policy is for no further significant investment to expand motor vehicle capacity into Vancouver in terms of adding additional capacity.
   
3. Primary arterial roads which connect to the main regional roads ( typically via the bridges and freeway interchanges), will remain the main means for cars and buses to access the regional road network. Transit lanes and bike lanes will not normally be provided on these roads, unless space allows.
   
4. Transit will be given greater priority to meet the needs of increasing demand for transportation across the city, especially in peak times and for journeys to and within the Downtown. In the future, if required, this may include designating some lanes on some primary arterials for transit only, for all or parts of the day. (Actions R3 and R4)
   
5. Roads serve their local neighbourhoods in many ways, and the needs of local communities for pedestrian use, cycling and on-street parking will be given high priority. (R5, R6, R7 and R8)
   
6. Secondary arterial roads which currently carry relatively low volumes and pass through predominantly residential areas, may be reclassified as neighbourhood collectors. Neighbourhood collectors are intended to give local traffic access to the arterial road network and are not intended to carry a greater volume of traffic than they do now, except for trips generated by growth in the local neighbourhood, or to act as arterials. (Action R9)
   
7. The City will continue to promote car pooling while bus only lanes may be appropriate in the city. High occupancy lanes will generally not be used for car pools, except in the limited circumstances of short queue jumpers. In these situations, an occupancy minimum of three people for private vehicles, will be promoted. (Action R4)

Major Initiatives

ITEM No.	ROAD NETWORK INITIATIVES	TIMING			SUBJECT TO
		within 3 years	next 6 years	7-20 years
R1	Complete Port Road.	Yes			Port Road proceeding.
R2	Review building lines in the context of the Plan with a view to removing those that are unlikely to be needed, and adding others where priorities have developed.	Yes			Report on existing building lines.
R3	Establish transit-only lanes on some arterial roads.			Yes	Subject to significant transit time savings.
R4	Queue jumpers which do not increase road capacity but favour selected modes.	Begin			Specific proposals for bridge and freeway approaches etc.
R5	Small changes to improve pedestrian environments.	Begin			Report back on signal waiting times, pedestrian crossings and routes, etc.
R6	Intersection improvements, such as left turn bays may be required to improve safety at some intersections. These will be designed so as not to increase capacity and wherever possible will be accommodated within existing road width.	Begin			Specific full cost accounting considering impacts on whole route to ensure impacts on neighbourhoods are minimised and most cost effective improvements are made when warranted.
R7	Stricter speed limit enforcement on major routes.	Yes			Report from Police Dept on problem areas and program.
R8	Neighbourhood and roadside traffic mitigation for severely impacted areas.		Begin		Report on problem areas and opportunities, and preparation of impact and mitigation studies as needed.
R9	Reclassify low volume secondary arterials as neighbourhood collectors (as shown on Map 5 at back)		Yes		Report back on arterials suggested for removal.

3.4 Transit

Intent

Improved transit will be required to accommodate the growth in trips to all areas of the city, especially the Downtown, Central Broadway and UBC. Measures to improve the frequency and quality of the transit system will be essential to encourage people to use transit where it offers a practical alternative.

Transportation Plan Policies

1. The City supports improvements to bus services on most bus routes serving the city to provide service every five minutes at peak times and 10 minutes at off-peak times, by the year 2006. (Action T1)
   
2. The City supports improvements to the comfort and convenience of transit passengers, including increased service levels to reduce overcrowding; safe, comfortable and convenient bus stops with safe and comfortable boarding areas, timetables and maps; and bike racks at bus stops and on buses. (Action T2)
   
3. The City supports the extension of bus routes in poorly served areas, such as Fraser lands, and especially in the Downtown, where high residential and employment densities and growing neighbourhood centres encourage extensive and efficient transit, and where increased car use would seriously detract from neighbourhood livability. (Action T3)
   
4. The City supports a minimum of three new LRT lines: the Broadway-Lougheed line to SkyTrain and on to Granville, and eventually to UBC; Richmond to Downtown; and New Westminster to North East Sector. LRT within the city should be designed and implemented to serve the needs of city riders as well as others. Overall transit services within these corridors should be enhanced as a result of the LRT, and convenient, local access to transit maintained. (Actions T4 and T5)
   
5. Transit priority measures to speed up buses will be provided as needed. Measures may include bus bulges, queue jumpers and bus priority at some traffic signals. Bus-only lanes will be provided on selected routes if and when they become warranted by the increase in vehicle traffic. (Actions T2 and T6)
   
6. The City supports the development of a grid of express bus routes throughout the city. (Action T7)
   
7. The City supports the use of small, community buses and custom services to serve communities where big buses are not warranted, and to feed major bus routes. (Action T8)
   
8. The City supports a bus fare structure which acknowledges the lower transit costs in higher density areas, and the use of incentive bus-pass programs to encourage bus use. (Actions T9 and T10)
   
9. The existing rail corridors will be generally reserved for rail use, both goods movement and passengers. In the event of rail use being discontinued, their use for other forms of transit, or as Greenways corridors would be the City's first priority. (Action T11)
   
10. The City supports a governance and finance structure for transit which would be more responsive to the needs of the city and the region, for example, which would provide a guaranteed source of revenue for acquisition of buses and LRT vehicles, and for operating the system in a timely way in response to increases in demand for service.(Action T12)

Major Initiatives

ITEM No.	TRANSIT INITIATIVES	TIMING			SUBJECT TO
		within 3 years	next 6 years	7-20 years
T1	Request BC Transit to review with the City the route structures and service.	Yes
T2	Pilot program for bus bulges and improved boarding and waiting areas.	Yes
T3	Request BC Transit to improve service to Downtown South, False Creek North, Fraser Lands and Airport, and to implement Downtown loop service.	Yes			Conduct a full review of Downtown bus services.
T4	Participate in planning of Broadway LRT, including feasibility of extension to UBC and Downtown.	Yes
T5	Examine feasibility of extending False Creek trolley to Stanley Park.	Yes
T6	Bus-only lanes provided on major transit streets.			Yes	Drop in bus speeds due to congestion.
T7	Request BC Transit to examine expansion of express bus routes.	Yes
T8	Request BC Transit to pilot mini bus service in city neighbourhoods.	Yes
T9	Request BC Transit to review fare structure for trips within Downtown to increase transit ridership.	Yes
T10	Request BC Transit to adopt U-Pass system for UBC and other major employers and institutions.	Yes
T11	Rezone rail rights-of-way.		Yes		Report on legal implications of rezoning.
T12	Request reform of transit governance to be more responsive to needs of areas of ridership concentration.	Yes			Work with GVRD and Province to establish governance and funding arrangements

3.5 Cycling

Intent

There is scope for an expansion of biking in the city, both as local neighbourhood and short distance commuter transportation, especially to the Downtown.

Transportation Plan Policies

1. Continue to develop bikeways and as a top priority, provide a more complete bicycle network by using painted bike lanes in areas such as the Downtown where off-arterial bikeways are not possible. (Actions C1, and C2)
2. Bike lanes will be painted on some arterial roads for fast, direct and safe bike access across the city. Bike lanes will not normally be provided on roads which act as regional connectors, unless space exists, such as on SW Marine Drive. (Action C3)
3. Raise the awareness of and visibility of cycling facilities by using pavement markings such as bike logos and painted bike lanes. (Action C4)
4. Improve linkages with transit through provision of bike racks at bus stops and by encouraging BC Transit to accommodate bikes on all public transit vehicles. (Actions C5 and C6)
5. The City will encourage the provision of a high standard of bike facilities in commercial and residential facilities, especially in the Downtown. (Action C7)

Major Initiatives

ITEM No.	CYCLINGINITIATIVES	TIMING			SUBJECT TO
		within 3 years	next 6 years	7-20 years
C1	Implement a network of painted bike lanes on the Downtown peninsula		Yes		Report back on specific routes, implementation and consultation
C2	Review existing bikeways for possible improvement such as more appropriate positioning of signal push buttons, improved lighting, better pavement maintenance, etc.	Yes
C3	Provide painted bike lanes on selected arterials.		Yes		Report back on routes and funding.
C4	Paint bicycle logos on the pavement of existing bikeways at all major intersections and on every second block in between.	Yes			Report back on funding and implementation strategy.
C5	Request BC Transit to install bike racks on all city buses.		Yes
C6	Install bike racks on each block of commercial frontage and at major bus stops.		Yes		Report back on funding in addition to existing bike rack funds.
C7	Improve information about benefits of cycling, and review by-law standards.		Yes		Report on use of facilities and opportunities for improvement.

3.6 Neighbourhoods and pedestrians

Intent

City Council already places pedestrians as the first priority in transportation planning. The new policies give emphasis to both pedestrian facilities and traffic calming.

Transportation Plan Policies

1. For the greater comfort and convenience of pedestrians in the city, pedestrian facilities will be improved by such means as reducing unnecessary pedestrian barriers, increasing opportunities for crossing busy roads in safety, providing direct routes where practicable, and providing incentives for walking throughout the city and especially within residential neighbourhoods. (Actions NP1, NP2, NP4 and NP5)
2. Pedestrian priority areas will be identified in neighbourhood centres where pedestrian environments are to be especially encouraged. (Action NP6)
3. The City's traffic calming program will give priority to streets and neighbourhoods where traffic impacts are the most serious. (Action NP3)
4. The City's traffic calming program will be expanded to include busier neighbourhood streets such as collectors and streets with less than 10,000 vehicles per day proposed for collector status. (Action NP 7)
5. The City's traffic calming program will be expanded to include a greater range of measures.
6. Pedestrian space will be given a high priority when analysing the impacts of roadway changes. (NP8)

Major Initiatives

ITEM No.	NEIGHBOURHOOD AND PEDESTRIAN INITIATIVES	TIMING			SUBJECT TO
		within 3years	next 6 years	7-20 years
NP1	Reduce speed limits on residential streets to 40 kph.	Yes			Report from Police Dept and Engineering on enforcement and process and education program.
NP2	Reduce waiting times for pedestrians at traffic signals.	Yes			Report back on times and locations.
NP3	Initiate new public process for traffic calming projects based on priority of needs across the city.	Yes			Report on Portland approach and gather models for City and agree city-wide guidelines and priority calming areas.
NP4	Review building lines (see R2)	Yes			See R2.
NP5	Review street design standards in subdivision bylaw.		Yes		Report back on suitable standards and issues and prepare Street Design Manual.
NP6	Adopt criteria for designating pedestrian priority areas. Initiate pilot project.	Begin Yes			As part of Community Visioning.
NP7	Initiate traffic calming on selected collector streets with less than 10,000 vehicles a day. These would include low volume secondary arterials proposed for redesignation as collector streets.		Yes		Subject to local studies.
NP8	Improve pedestrian spaces.	Yes			Include analysis of pedestrian environment in reports involving roadway and other changes.

3.7 The Downtown Peninsula

Intent

The Downtown is a special place defined by its role as the commercial, cultural, institutional and tourist centre for the region. It is also home for an increasing number of Vancouver residents. Travel to and within the Downtown will rely more and more on transit, walking and cycling, with the number of cars entering the Downtown kept at or below the present level. The emphasis for transportation within the Downtown will be on creating great streets which are fully integrated with the proposed Downtown Greenways and green links.

Transportation Plan Policies

1. The increase in peak period trips to the Downtown should be accommodated by a major expansion in transit, including LRT along Broadway, connecting to SkyTrain at Broadway Station, improved services from Richmond, initially Rapid Bus, and eventually LRT, and expansion of the False Creek Trolley to serve Downtown. Regular bus services to and within the Downtown should also be substantially expanded, especially in peak periods. (Actions: in Transit)
   
2. Overall road capacity into the Downtown will not be increased above the present level.
   
3. City Council's adopted policy for the First Narrows crossing is: (a) there should be no further significant investment to expand motor vehicle capacity into Vancouver in terms of adding additional capacity; (b) there should be no increase in impacts on Stanley Park, and the West Downtown neighbourhoods; and (c) there should be no tunnel portals or creation of traffic conditions which would significantly impact key residential areas, the Central Business District, or the waterfront/open space system of the Downtown.
   
4. To provide for the increase in transit within the Downtown, bus-only lanes may be appropriate in the future on some streets where transit is a priority. Other measures to facilitate buses, including bus bulges and queue jumpers, will be pursued where practical. (Actions: D1)
   
5. Transit services within the Downtown should be improved with the addition of a Downtown transit loop, new routes to under served areas, a free fare or low fare zone, expanded ferry services, and improved boarding facilities. (Action: D2)
   
6. Facilities for pedestrians will be improved within the Downtown, including pedestrian priority areas, wider sidewalks, more priority for crossings, pedestrian short-cuts, pedestrian environment improvements, and better pedestrian and cyclist connections to the bridges, and sea walls. These will be achieved through continuing implementation of Greenways, green links, public realm improvement programs and "great streets" initiatives. (Actions: D1 and D3)
   
7. Bicycle access both to and within the Downtown will be improved by providing bike facilities on bridges, and providing a safe and effective network of routes throughout the Downtown. This will be achieved through continuing implementation of Greenways and bikeways programs as well as through painting bike lanes on downtown streets. (Action: D1 and D4)
   
8. Other measures which encourage the use of alternatives to the car, and encourage Downtown residents to rely less on cars, will be supported where possible. (Actions: D1, D3, D4. D5, D6 and D7)
   
9. The Downtown street circulation system will be reviewed to support Downtown neighbourhoods and to encourage a more pedestrian and resident friendly environment. Streets not essential to the circulation system would be treated as neighbourhood or local streets. Some one-way streets are proposed to be changed to two-way where the change would better support neighbourhoods and retailing. (Actions: D.1, D.8, D9, D10 and D11)
   
10. Within the Downtown, existing maximum standards on commuter parking are proposed to be maintained, consistent with about one in four people driving a car to get to work. An overall commuter parking ceiling will also be applied, consistent with the maximum number of commuter cars to be accommodated on the road network accessing the Downtown during the peak period, about 34,000. (Action: D12 and D13)
    
11. Parking ceilings are proposed to be applied for short-stay parking (4 hours or less). The short term parking level will be managed to ensure there is sufficient parking to meet normal demand. This will ensure businesses and services remain accessible for car drivers, and to avoid creating extra traffic as drivers search for parking spaces. In the longer term transit service improvements will provide an attractive option which should allow the supply of short-stay parking to be decreased. (Action: D13)
    
12. Residential parking standards will be reviewed as necessary to ensure they reflect the lower levels of car ownership of Downtown residents, and the objective of promoting transit, cycling and walking as alternatives to cars. (Action: D14)
    
13. Parking and unloading of trucks in the Downtown commercial lanes will be reviewed with the intention of improving the essential access to businesses for commercial vehicles. (Actions: see Goods Movement and D11)

Transportation policies and proposals affecting the Downtown are also included in Sections 3.3, 3.4, 3.5, 3.9, 3.10 and 3.11.

Major Initiatives

ITEM No.	DOWNTOWN INITIATIVES	TIMING			SUBJECT TO
		within 3years	next 6 years	7-20 years
D1	Prepare a transportation and circulation plan for the Downtown, including a complete review of the Downtown transit system to improve service and choice, improve regional connections and airport links, evaluate alternative transit vehicles (such as mini-buses), establish priorities for "Great Streets", improve route and destination signage, create pedestrian priority areas, and implement bike lanes and street improvements.	Begin			Preparation of Downtown Transportation Plan to begin at earliest opportunity.
D2	Request BC Transit to improve transit within the Downtown, including a Downtown bus loop, Pacific Boulevard route, free or low fare loop service, and explore feasibility of mini bus service to poorly served neighbourhoods.	Begin			Review options for new services with BC Transit.
D3	Implement Greenways and Green Links programs to improve pedestrian routes, facilities and environment in Downtown.	Begin			Prepare specific and detailed studies and projects. Identify potential "Great Streets (e.g. Granville, Georgia, Robson and Burrard) and prepare a strategy for implementation.
D4	Implement bike lanes in the Downtown and on bridge crossings to improve bicycle transportation.		Yes		Report back on specific routes, implementation and consultation.
D5	Introduce motor cycle parking standards and requirements, and allocate parking spaces.		Yes		Report on availability of spaces and opportunities.
D6	Encourage employers Downtown to charge for employee parking.		Yes		Report on options.
D7	Encourage car co-ops and possibly car rental agencies.	Begin			Report on available parking opportunities for co-ops, and land use and zoning implications of car rental businesses.
D8	Review one-way street system in Gastown, Chinatown and International Village, and new residential neighbourhoods, such as Downtown South.	Yes			As part of Downtown transportation plan.
D9	Remove truck routes in Yaletown.	Yes			Report on implications.
D10	Through traffic at Highway 99 to be directed via Second Narrows Bridge. Improve route signage.	Yes			Consultation with Police, and Richmond, West Van, and Federal Govt.
D11	The Urban Noise Task Force has requested staff to establish traffic noise criteria for neighbourhoods, as a guide to noise mitigation measures. This is especially applicable to the Downtown.		Yes		Review results of Urban Noise Task Force and report on appropriate standards and mitigation options.
D12	Commuter parking supply limited to be consistent with 34,000 commuting cars in peak period. Commuter parking limits to be set for Central Broadway.		Yes		Report on number of spaces and methodology consistent with target, and implementation options.
D13	All day parking in temporary parking lots to be restricted in line with parking ceiling. Excess parking to be designated for short stay only.		Yes		Subject to regular monitoring and review of parking supply.
D14	Reduce residential parking standards as warranted.		Yes		Report on use, costs and implications of reducing standards.
SEE ALSO	Road Network, Transit, Cycling, Neighbourhoods and Pedestrians, Goods Movement, and Monitoring

3.8 Goods Movement

Intent

The economy of the city and Port relies on an efficient road and rail network for goods movement. This is achieved by a designated heavy truck route network and good rail access, working together with land use policies which preserve space for city-serving industrial activities. As the region grows, so will the demand for goods movement on city streets. Containing the growth of car use will be a major factor in providing space on the road network for commercial vehicles. In the longer term, in some instances, priority access to the road network may be needed to maintain an efficient goods movement system. The safety and livability of neighbourhoods needs to be balanced with the needs of efficient goods movement.

Transportation Plan Policies

1. The City will work to ensure the quality of access for goods movement is maintained, especially the east-west and north-south routes which are essential for access to the Port.
   
2. The existing truck route network will be maintained largely unchanged to continue to provide for movement of heavy trucks.
   
3. Improvements to the Port Road will be given high priority to improve truck access between the Port and the Freeway, and to give some relief to heavily impacted neighbourhoods. (Actions GM1 and GM 2)
   
4. North-south truck access will continue to be provided by a number of primary arterials, though because of the bridge connection, Knight Street is expected to continue to be the primary north-south route. (Action GM3)
   
5. Parking and unloading of trucks in the Downtown will continue to be reviewed with the intent of improving the use of Downtown commercial lanes for commercial vehicles and businesses. (Actions GM 4)
   
6. Warehousing and servicing for the city and Downtown are best located close to the businesses which rely on them. This also helps to minimise truck movements. The importance of the city industrial areas as the prime location for these functions is recognised, and they will be retained for these purposes. (Action GM5)
   
7. Good access to Vancouver International Airport will be maintained in the future by permitting airport related commercial vehicles to use transit lanes on Granville Street when these facilities are provided to the extent that it does not interfere with transit. (Actions GM6 and GM7)
   
8. The City supports improved transit access to the Airport for employees and visitors by extension of regular local bus services and the new Rapid Bus along Granville Street to the Airport. (Action GM8)
   
9. The impacts of heavy trucks on neighbourhoods will be addressed where practicable by such measures as, stricter enforcement of traffic regulations, time restrictions on some routes, truck movement plans for major truck generators, and roadside mitigation where practical opportunities exist. (Actions GM9, GM10 and GM11)

Major Initiatives

ITEM No.	GOODS MOVEMENT INITIATIVES	TIMING			SUBJECT TO
		within 3 years	next 6 years	7-20 years
GM1	Complete the upgrade of Port Road.	Yes			See Action R1.
GM2	Reduce trucks in McGill-Nanaimo corridor.		Yes		Review of truck requirements with Port Road.
GM3	Improvements for Knight Street.		Yes		Full cost accounting and whole route analysis needed.
GM4	Improve functioning of Downtown commercial lanes.	Begin			Review problems and opportunities.
GM5	Continue to protect industrial lands for servicing the Downtown and other city businesses.	On-going
GM6	Allow use of Granville transit lane for Airport related commercial vehicles to the extent that it does not interfere with transit.			Yes	Initiation of transit lane and procedure for enforcement.
GM7	Direct private vehicles traveling from the Airport to the Downtown on to Cambie Street.		Yes		Report on signage requirements.
GM8	Request BC Transit to extend direct Downtown service Granville bus to Airport, and connect to Richmond Rapid Bus.		Yes		BC Transit review of service options.
GM9	Post engine brake prohibition on city truck routes and enforce.	Yes			Identify locations where problems exist.
GM10	Strictly enforce speed restrictions .	Yes
GM11	Apply night hours restrictions on selected routes.		Yes		Review problem areas and opportunities.

 

.9 Paying for Transportation

Intent

Implementing transportation improvements depends in many instances on finding necessary financing. Most of the biggest expenditures are for transit improvements and these are likely to continue to come chiefly from the Province. The City will be encouraging the Province to spend its transportation financing in ways which best support the principles of the Transportation Plan. The City will also be allocating its funds over the long term, in support of the measures needed to implement the Plan.

Transportation Plan Policies

1. The City supports the regional transportation policy of allocating the largest share of Provincial transportation investment to transit, both in the form of buses and light rail transit. (Action F1)
2. New priorities for pedestrian and transit require a reallocation of a portion of the funds to projects which support these modes. After maintenance requirements, priority projects will include, traffic signals, new sidewalks, Greenways, bike network, wheel chair ramps, and bus stops and shelters. (Action F2)

 

 

Major Initiatives

ITEM No.	FUNDING INITIATIVES	TIMING			SUBJECT TO
		within 3 years	next 6 years	7-20 years
F1	Through negotiations with Province, establish a stable and adequate source of revenue for transit funding in the region.	Yes			GVRD statement on funding transportation.
F2	Review priorities for City expenditures in Capital Plan and capital budget	Yes			Report on reallocation opportunities.

3.10 Monitoring and Implementing the Transportation Plan

Intent

Regular monitoring will help Council to establish the priority for transportation measures for both the Capital Plan projects and for a wide range of other actions.

Transportation Plan Policies

(1) The Engineering and Planning Departments will undertake regular monitoring and review of transportation services and use to establish how transportation patterns are developing, and to recommend additional policies and measures needed to achieve the Transportation Plan policies and targets. (Actions: M1, M2, M3, M4, and M5)

(2) The Engineering and Planning Departments will undertake a regular review of Transportation Plan implementation which will be a basis for recommendations for transportation components in the City's 3 year Capital Plan. (Action M6)

Major Initiatives

ITEM No.	MONITORING INITIATIVES	TIMING			SUBJECT TO
		every 1 or 2 years	every 3 years	as needed
M1	Design a monitoring and review program for transportation as a basis for guiding future policies and budgeting.	Yes			Report back within 1 year on program and funding needed.
M2	Report back to Council on transit service and use patterns, walking and cycling facilities, truck movements and issues, overall road network use.	Yes			Approval of monitoring program.
M3	Implementation Progress report on measures needed to achieve transportation planning targets.		Yes		Report from Engineering and Planning.
M4	Report back to Council on Downtown transportation, including parking facilities.		Yes		Maintain inventory of parking facilities and information recommended by Downtown Transportation Plan.
M5	Prepare impact assessments reports for Council on proposed transportation projects, to show relationship with transportation goals and livability.			Yes	Report on guidelines for assessing proposals and projects from Engineering and Planning.
M6	Review Capital Plan and annual capital budgets to report on consistency with CityPlan and Transportation Plan.	Yes			Report from Engineering and Planning.
M7	Investigate the feasibility of the GVRD establishing a region wide system of monitoring mode splits on a regular basis.	Yes			Discussion with GVRD.

Glossary

AirCare - The provincial program which monitors vehicle emissions to ensure that they fall within regulatory limits.

Arterials - Streets that generally have two or more moving lanes, have traffic signals, may be designated truck and bus routes, and are intended to serve through traffic. Often they are subject to rush hour parking or turning restrictions. Primary arterials are generally wider and move higher volumes of traffic compared to secondary arterials.

BC Transit - The Provincial Crown Corporation with jurisdiction for providing transit service.

Bike Lane - A portion of a street reserved for use by bikes, usually separated from general purpose lanes by a stripe of paint and signage.

Bike Path - A path segregated from motorized traffic for the use of bikes, sometimes shared with pedestrians.

Bike Route - Any combination of signed Bike Paths, Bikeways, Bike Lanes, Greenways and other streets which provides cyclists with a suggested route alternative between destinations.

Bikeway - A street specially treated to provide a bicycle-friendly environment.

Building line-This is the equivalent of an additional setback used to preserve future options for road widenings. Schedule E of the City of Vancouver Zoning and Development By-law lists the location of all building lines. No development is permitted within these building lines. -

Bus Bulge - An extension of a sidewalk to the nearest travel lane at intersections and major transit stops in order to reduce the distance that pedestrians have to cross or to avoid the need for buses to swerve to the curb at stops and then wait to merge back into traffic.

City Street - A street which has a high density of destinations for city residents, such as shopping, entertainment, and work places.

CityPlan - General vision and direction document for the City of Vancouver approved by Council in 1995 which is used by Council and staff to guide policy decisions, work priorities, and budgets.

Clouds of Change - Report prepared in 1990 by the City of Vancouver Task Force on Atmospheric Change and approved by Council. Recommendations called for substantial reorientation of the transportation system to favour walking, cycling, car pooling, and transit over single occupant vehicle use along with changes in land use and zoning policies to reduce the need to travel.

Collector: Streets that collect traffic from local streets to access arterial streets.

Curb Extension - See Bus Bulge.

Downtown and Downtown Peninsula - The area generally defined as west of Main Street and north of False Creek.

Great Street - A street which has unique architectural features or a setting which distinguishes it from other streets and makes it suitable for special uses.

Greater Vancouver Regional District (GVRD) - The regional government in the western part of the Fraser Valley which includes over twenty municipalities and includes Vancouver. Regional governments have some jurisdiction over strategic planning and air quality. Decisions are made by a regional board, which consists of a number of elected representatives from each municipality and electoral area in the regional district, with the number of board members from each jurisdiction related to its size.

Greenway - A street connected in a network throughout the City which is enhanced to provide a pleasant environment for pedestrians and cycling.

GVRD - See Greater Vancouver Regional District.

High Occupancy Vehicle (HOV) - Passenger vehicle with more than a regulatory minimum of occupants, including the driver.

High Priority Vehicle Lane - A lane which is reserved for specified modes and uses, such as taxis, commercial, transit, or bikes.

HOV - See High Occupancy Vehicle.

ICBC -Insurance Corporation of BC- Crown Corporation with control over vehicle insurance in the province.

Light Rail Transit (LRT) - A transit system, generally at Grade, which runs on dedicated rail which may be on a protected or shared Right-of- Way. Sometimes called Light Rapid Transit.

Livable Region Strategic Plan - Approved by the GVRD in October 1995, also approved by the provincial cabinet as the regional growth strategy under the Growth Strategies Statutes Act of 1995. The key components of the strategy are: Protect the Green Zone; Build Complete Communities; Achieve a Compact Metropolitan Region; Increase Transportation Choice.

Local Street - A street which is primarily residential and is used primarily by residents of a neighbourhood.

LRT - See Light Rail Transit.

Ministry of Transportation and Highways (MoTH) - Provincial ministry with jurisdiction over the road network in the province outside of private and municipal street systems.

Modal Split - The number of trips by each mode, usually expressed as a percentage.

Mode - A method of transportation, such as walking, cycling, transit, or driving.

MoTH - See Ministry of Transportation and Highways.

Off-Peak Period or Off-Peak - Times outside of the Peak Period.

Peak Hour - The hour of the day with the highest traffic volume at a given point. Also known as "rush hour".

Peak Period or Peak - Three hour period in the morning and three hour period in the afternoon during which traffic levels are the highest. Also known as the morning or afternoon "rush". Although traditionally considered to have much higher traffic volumes than at other times of the day and week, Off-Peak volumes at certain times are approaching the peak period.

Pedestrian Priority Area - Segments of streets which are given special treatment to create a pedestrian friendly environment, by measures such as traffic calming and landscaping.

RapidBus - A limited stop express bus service along high demand transit routes.

Regional Connection - A street which is suited for trips joining regional destinations.

Right- of-Way (ROW) - Statutory right by a government jurisdiction to a strip of land for use as a transportation corridor.

SeaBus - BC Transit ferry service linking Waterfront Station in Vancouver with Lonsdale Quay in North Vancouver.

Single Occupant Vehicle (SOV) - A vehicle carrying only one person.

SkyTrain - Automated LRT running between Waterfront Station in Vancouver and King George Station in Surrey on an elevated, dedicated right-of-way.

Special Street - A street with historical or functional significance, such as Keefer Street in Chinatown or Robson Street in the Downtown.

Street Car - A form of LRT, generally with lower capacity and speeds.

TDM - See Transportation Demand Management.

Traffic Calming - The practice of using physical techniques to influence traffic movements in neighbourhoods. Objectives of traffic calming vary from improving safety through speed reduction measures such as traffic circles to discouraging traffic from entering an area through diversion measures such as "right-in, right-out" intersections.

Transport 2021 - Based on the Livable Region Strategy, this regional transportation plan for the GVRD was completed in 1993 and prepared jointly by GVRD Strategic Planning Department and MoTH.

Transportation Demand Management (TDM) - Measure to reduce the demand for transportation, normally in relation to trips in SOVs. TDM measures are often referred to in terms of "carrots" and "sticks". "Carrots" include priority lanes and preferential parking for HOVs, and improved transit service while "sticks" would include bridge tolls, gas taxes, and higher parking rates.

Trip - Travel from one destination to another, such as from home to work or from work to shopping. "Number of trips" is usually specified as person trips or vehicle trips.

Trolley Bus - Electric bus powered by overhead wires used within the City of Vancouver.

Vancouver Regional Transit Commission (VRTC) - Decision making body for the VRTS which consists of seven commissioners from municipalities within the VRTS service area. The City of Vancouver has two seats on the commission.

Vancouver Regional Transit System (VRTS) - The division of BC Transit which has jurisdiction for providing transit service in the western part of the Fraser Valley.

Whole Route Planning - The concept of analysing an entire route in terms of its transportation roles and the impacts of these roles on stakeholders such as local residents, transit users, and businesses before making transportation decisions which affect the route.

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Last modified: February 24, 1999
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