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Downtown Transportation Plan
Summary
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Table of Contents |
Organization
City of VancouverStatus
Started 2000, adopted 2002
Overview
Downtown Vancouver is one of Canada’s most vibrant city centres and the
Greater Vancouver’s primary employment, retail and tourism centre. With over
80,000 people already living downtown there are conservative projections for
an additional 20,000 residents and a total of 175,000 jobs by 2021.
To maintain and improve Downtown Vancouver’s livability and economic
performance, the City of Vancouver created a new Downtown Transportation
Plan. The plan includes a coordinated palette of sustainable transportation
initiatives that focus on creating new bicycle facilities and routes,
pedestrian improvements and surface and rapid transit.
The plan was recognized in 2003 with a planning innovation award of
excellence from the Canadian Institute of Planners.
Budget for plan development: $906,000
Contact
Jeffrey Patterson, Senior Planner
Community Services Department
City of Vancouver
Telephone: (604) 871-6644
Email:
jeffrey_patterson@city.vancouver.bc.ca
Resources
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Community Context
Policy Context
Rationale
and Objectives
Actions
Results
Participants
Resources
Timeline
Lessons Learned
Next Steps
Feedback on this case
study
Suggest new
topics
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Downtown Vancouver is the primary employment, retail and tourism
centre of the Greater Vancouver region. The area is also home to a robust and
growing residential community that is fairly unique among North American cities
of similar size. Approximately 80,000 Vancouverites currently call downtown
home.
With current land use policy actively encouraging ongoing downtown residential
development, the area’s residential and daytime populations are expected to
increase even more over the next 20 years. By 2021, the downtown peninsula is
expected to be home to more than 100,000 people, or an increase of 61% over
1996. Employment is also expected to increase to 173,000 by 2021, or an increase
of 28% from 1996.
Given its role as a high-density employment centre, current travel patterns to
the downtown also feature a higher use of transit than anywhere else in the
Great Vancouver region. High transit use is supported by a range of transit
options, including SkyTrain rapid transit, SeaBus pedestrian ferries, commuter
rail and special B-Line express buses. It is also supported by relatively
restricted road access and parking—there is no highway access—and fairly
constrained parking. Currently, almost 40% of downtown commuters use transit as
compared to a regional average of roughly 10%. Nearly 15% of commuters are
walkers or bikers, amongst the highest level for North American cities, and
walking is the number one modal choice amongst downtown workers and residents on
a 24-hour basis.
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The Downtown Transportation Plan builds on the directions and
policies established in earlier regional and City plans including:
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Central Area Plan (City of Vancouver, 1991). This
plan scaled back potential office development to balance future
transportation demand and supply. It also encouraged the development of
downtown residential land uses.
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Transport 2021 (Greater Vancouver Regional District [GVRD],
1993). A joint GVRD/Provincial report that makes numerous recommendations to
encourage public transit and discourage single-occupant automobile travel
throughout the region.
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Livable Region Strategic Plan (GVRD, 1995).
The region’s guiding planning document. Among other things, it recommends
transit priorities for servicing major employment centres like Downtown
Vancouver.
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CityPlan: Directions for Vancouver (City of
Vancouver, 1995). A framework for City programs, priorities and actions on a
range of topics, including transportation. CityPlan recommends putting a
greater emphasis on walking, biking and transit, within and between
neighbourhood centres and downtown.
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Vancouver Transportation Plan (City of Vancouver,
1997). The plan sets out major policy directions including the establishment
of pedestrians, bicycling, transit, goods movement as transportation
priorities. Its objectives formed the basis of the Downtown Transportation
Plan.
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Strategic Transportation Plan (TransLink, 2000). A
plan developed by the region’s transportation authority. It calls for a
major expansion of transit, including new buses and rail service.
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Despite the City of Vancouver’s success in encouraging
residential growth downtown and the transit options available to commuters,
downtown rush hour trips are nevertheless projected to increase by 40% by 2020.
Population and job growth in Downtown Vancouver have also outpaced projections
made in 1997’s Vancouver Transportation Plan.
Given these statistics, the city staff determined that a downtown-specific
transportation plan was required to help steer Downtown Vancouver trip demand,
improve travel choices, accommodate efficient goods movement and, perhaps most
importantly, maintain the area’s much celebrated livability.
![Image - Vancouver aerial view](/web/20060212052613im_/http://www.tc.gc.ca/programs/environment/utsp/images/downtowntransportationplan6.jpg)
The following policies, as approved by Council, provided the basis for the
Downtown Transportation Plan:
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The increase in peak period trips to downtown should be
accommodated by a major expansion in transit.
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Overall road capacity into the downtown will not be
increased above the present level.
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Facilities for pedestrians will be improved within downtown.
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Bicycle access both to and within downtown will be improved
by providing bike facilities on bridges, and providing a safe and effective
network of routes throughout downtown.
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The downtown street circulation system will be reviewed to
support downtown neighbourhoods.
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Short-term parking will be managed to ensure there is
sufficient parking to meet normal demand.
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Parking and unloading of trucks in downtown commercial lanes
will be reviewed with the intention of improving access to businesses.
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The Downtown Transportation Plan is separated into seven
principal components including sections on transit, pedestrians, bicycles,
parking, goods movement, the road network and intelligent transportation
systems. It also includes smaller sections on the public realm and marine
transport.
Its recommendations emphasize walking, bicycling and transit, recognizing that
improvements made in these areas will also help achieve an overall reduction in
vehicle congestion.
The plan involved a six person planning team and considerable effort, time and
funds. The entire process lasted over two years and directly involved over 2,000
residents and stakeholders through the plan’s public involvement component.
“It was very hard to make a plan that supports residents and businesses,” says
Jeffrey Patterson, the senior planner responsible for leading the project team.
“Frequently, the demands of the downtown’s 80,000 residents were at odds with
those put forward by the business community.”
A number of tools were used to help develop and assess the plan, including
Greater Vancouver’s regional transportation model (EMME/2) and environmental and
social impact assessments. EMME/2 is a computer program used to help plan
transportation infrastructure by assigning trips to a multi-modal transportation
network (vehicle, transit, walk, etc.) based on the fastest (least expensive)
mode and route for an individual trip.
The completed plan is divided into seven main components. These are reviewed
below.
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Road Network Plan
This section
addresses the need to update Downtown Vancouver’s road network to service the
area’s maturing residential neighbourhoods. Some of its key recommendations
include:
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Maintain the
Granville Street Transit Mall (pictured below) as a transit, pedestrian and
service vehicle corridor and future greenway
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Convert key
one way streets to two way traffic to improve traffic flows and create a
more efficient road network
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Distinguish
and recognize the role of important circulation streets and local streets in
future street modifications.
![Image - Granville Mall – Vancouver’s transit-only street](/web/20060212052613im_/http://www.tc.gc.ca/programs/environment/utsp/images/downtowntransportationplan7.jpg)
Transit Plan
The Transit Plan seeks to improve transit service
for trips within and to and from the downtown. Currently, transit carries the
largest share of commuters to downtown by all modes, with about 40% of commuters
traveling this way. This share is expected to increase to 45% by 2021. About 90%
of all increased commuter trips to the downtown by 2021 will be accommodated by
transit. Planned rapid transit improvements will accommodate about
three‑quarters of the new commuters. Local transit ridership wholly within
downtown is projected to increase by 85% in the morning rush hour over the next
20 years. Most of this increase will take place on local bus routes.
This component proposes a broad range of improvements including:
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Construction of a new rapid transit line from the downtown
to Vancouver’s southern suburbs and the airport, as well as additions to
another rapid transit line serving the northeast sector and the Central
Broadway area in the City of Vancouver.
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Construction of streetcar lines in the downtown and
connecting downtown to the industrial and information technology employment
area to the east and to Vancouver’s Central Broadway area.
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Operate downtown circulator bus routes with easy-to-read
colour-coded maps at bus stops to clearly describe their routes.
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Investigate the potential for introducing transit/HOV lanes
on key arterials and extend existing lanes.
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Investigate the potential for bus-passing opportunities and
transit signal priority on key roads.
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Encourage TransLink to review the potential for a reduced
fare for short trips in downtown.
Pedestrian Plan
The Pedestrian Plan proposes a broad range of pedestrian improvements including
the creation of a Great Street network made up of a hierarchy of streets with
unique architectural features or settings that distinguish them from other
streets and make them suitable for special uses. These special uses can include
parades, festivals, events, or more everyday experiences such as shopping or
entertainment.
Great Streets are sub-categorized according to their major
purpose or use:
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Ceremonial Streets — major streets that have a
peninsula-wide connection and gateway function where one would expect a
ceremonial procession to be held
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High Streets — streets that are easily identified as major
neighbourhood or even city-wide shopping and entertainment locations
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Special Streets — streets that have an historical or
functional significance and may also have scenic qualities or distinct
designs
Other Pedestrian Plan recommendations include:
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Provide mid-block crossings near significant pedestrian
generators where safe and direct connections are desired.
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Design and implement a universal downtown way-finding system
of pedestrian signage.
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Implement corner bulges in locations where crossings are
long and traffic capacity would not be greatly impacted.
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Provide pedestrian weather protection on retail/commercial
(High) streets.
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Provide wider crosswalks at intersections with high
pedestrian volumes.
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Install automatic pedestrian detectors and provide sensory
devices for sight and hearing impaired pedestrians.
![Image - Downtown Vancouver’s Great Streets Network](/web/20060212052613im_/http://www.tc.gc.ca/programs/environment/utsp/images/downtowntransportationplan8.jpg)
Bicycling Plan
Cycling is growing rapidly as a commuting mode in Vancouver. Travel surveys
performed during the wet weather months indicate that the number of cycling
trips to downtown doubled between 1994 and 1999. This occurred in the absence of
any major improvements to downtown cycling facilities. The number of bike trips
is expected to more than double again by 2021.
The Bicycling Plan component proposes a broad range of
improvements, the most significant of which is the development of a 25 kilometre
bicycle network to connect key downtown entry points (bridges, existing
bikeways) to major activity centres. Routes will be designed to minimize its
effects on other road users by preserving on-street parking and traffic lanes
wherever possible. In some cases travel lanes will be narrowed slightly to
accommodate bike lanes.
Other Bicycling Plan recommendations include:
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Install a way-finding system in conjunction with development
of the downtown cycling network.
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Provide related bike facilities to encourage and make
bicycling safer and more convenient (e.g. bike parking facilities,
way-finding/destination signage, education).
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Design all new streets and multi-use paths to adequately
accommodate cycling.
![Image - New “Bike Box” pavement markings with a cyclist advance red light](/web/20060212052613im_/http://www.tc.gc.ca/programs/environment/utsp/images/downtowntransportationplan9.jpg)
Goods Movement Plan
Downtown Vancouver includes a truck route network. Defined truck routes and
restriction of heavy trucks using key bridge connections into downtown
effectively eliminates heavy trucks from using the central business district as
a bypass to other destinations.
The Goods Movement Plan makes the following recommendations:
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Restrict truck access in areas where industrial and
commercial uses have been replaced by residential uses.
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Maintain the existing system of one-way entry only to many
of the rear lanes within the Central Business District.
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Manage tour buses by undertaking an education and
enforcement program, and where necessary and practical, provide additional
on-street tour bus parking and loading zones.
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Monitor the municipal commercial plate program to reduce
unnecessary demands on the limited on-street loading facilities.
Parking Plan
Regulating the number of off-street parking spaces is one of the few means
currently available to the City to control the number of vehicles coming into
downtown. The Parking Plan includes the following recommendations:
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Adjust on-street parking regulations to accommodate an
additional 570 short-stay parking spaces during the rush hours.
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Regularly review downtown residential and commercial
off-street parking standards to ensure that adequate, but not abundant,
parking is provided to meet needs.
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Discourage driveways across all sidewalks in the downtown,
particularly along pedestrian oriented streets and bikeways.
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Review existing policies that permit the development of
free-standing parking garages.
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Consider renovating city-owned parkades to animate street
frontages and encourage private owners to do the same.
![Image - A new “green” City-owned parkade under construction](/web/20060212052613im_/http://www.tc.gc.ca/programs/environment/utsp/images/downtowntransportationplan10.jpg)
Intelligent Transportation Systems
Intelligent Transportation Systems (ITS) are already being used in Vancouver
including a centrally coordinated traffic signal management system and red light
cameras. The Downtown Transportation Plan recommends pursuing ITS technologies
to make downtown travel more convenient and safer and minimize overall road
congestion. Potential ITS applications to implement include:
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Microwave detection to give priority to pedestrians,
cyclists or transit buses at intersections
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Use of the traffic signal control system to establish a
40 km/h progression speed
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Use of wireless technology or smart cards to manage and
operate parking meters
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Vancouver City Council approved an implementation program that
would see work advanced on 85% of the approved recommendations by the end of
2005. Several of the plan’s recommendations have already been achieved,
including:
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Conversion of targeted one-way streets to two-way traffic
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Initiating the main bike lane routes proposed through the
centre of the downtown
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Initiating the design of the downtown greenways
If all of the plan components are implemented within the next
twenty years, it is expected that:
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Walking trips will more than double from current levels.
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Bicycling trips will more than double from current levels.
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Rush hour transit trips will increase from 50% to 60%.
It is anticipated that these improvements will be made while the
number of vehicles entering downtown will decrease slightly or remain about the
same.
The Downtown Transportation Plan was recognized in 2003 with a planning
innovation award by the Canadian Institute of Planners.
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Development of the Downtown Transportation Plan involved a large
number of stakeholders, including residents, businesses commuters and the
general public.
At every step of the planning process, stakeholder participation and plan review
was encouraged and facilitated through public open houses and meetings,
workshops information newsletters and reports. Official comment was also invited
from business organizations and transportation-related advocacy organizations.
In all, over 2,000 residents and stakeholder took part in the process.
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The proposed changes in the Downtown Transportation Plan could
result in a need for substantial capital funding over a 20-year period. To date,
the cost of transportation improvements has generally been paid in one of four
ways:
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Senior government (provincial and federal) contributions
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The City’s capital budget
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Development charges (Development Cost Levies [DCLs] or
Community Amenity Contributions [CACs])
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TransLink capital and operating funds for links in the Major
Road Network
These four sources are being reviewed for the implementation of
the Downtown Transportation Plan recommendations.
To address the need for additional capital funds to accommodate
future growth, interim city-wide charges on new developments began to be levied
in 2000, expanding a tool that had only been used in a few localized areas
within Vancouver. Currently, a formal city-wide financing growth strategy is
being developed and should be a consistent source of plan implementation funding
in the future.
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The process of developing the Downtown Transportation Plan can
be broken down into the following six steps:
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June-September 2000. Gathering ideas and issues
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October 2000 - April 2001. Creating plan components
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May-August 2001. Developing options and choices
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September-December 2001. Creating a draft plan for
discussion
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April 2002. Completing the final draft Downtown
Transportation Plan
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July 2002. Plan approved by Council
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The completed Downtown Transportation Plan took a little longer
to develop than expected, but it has been widely accepted and embraced by
Downtown Vancouver’s various, and often disparate, communities. “It took over
two years to complete,” says Senior Planner Jeffrey Patterson, “but in the end I
think we managed to meet all of our goals and the needs of residents and
businesses.”
Some of the other lessons learned in developing the Downtown Transportation Plan
included:
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Enhanced public consultation can be necessary. To
improve the public response rate to the draft plan and to better validate
the representation of the responses, it was necessary to carry out an
enhanced public consultation program. This program involved a random sample
survey of downtown residents, businesses and employees (200 from each
group), focus groups, increased advertising, and blanket newsletter
distribution to all addresses on the downtown peninsula at a cost.
The enhanced consultation cost an additional $83,000, but the City is
confident that it was worth the cost. “The surveys were the key to bringing
it all together,” says Senior Planner Jeffrey Patterson. “The results
confirmed our ideas and helped gain the support of key business groups.”
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Include a graphics technician on the planning team.
High quality presentation materials can help improve public response and
build greater public awareness. The availability of an in-house graphics
technician allows for greater continuity and flexibility, and prompt updates
to the draft plans as they evolved. In comparison to the outside
consultants, an in-house graphics technician was found to be more cost
effective because of the additional services provided.
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The City is currently working on developing new Streetscape
Design Standards. These standards will be integrated with the Downtown
Transportation Plan’s recommendations.
As an important public benefit, the implementation of plan recommendations may
also be done in coordination with the development of an overall Public Benefits
Strategy for Downtown Vancouver. The development of such a strategy was called
for by City Council in 1998.
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Images are courtesy the City of Vancouver
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