Downtown Vancouver Transportation Plan

CITY OF VANCOUVER
Mayor’s Preface
Year after year, Vancouver’s citizens
demand action to improve public
transit, reduce traffic congestion and cut
gridlock as top priorities for the city. . The
Context 1 Downtown Transportation Plan responds
to that demand with a comprehensive
The Plan 10 and long-term plan to ensure our city
remains a tremendous place to live.
Walking 12 Sound transportation policy is a key pillar
of our city’s commitment to sustainability.
Great Streets 14 Through careful planning, full public
consultation and proper evaluation,
Transit 16 we’re taking important steps to make
our city more livable. The Downtown
Cycling 22 Transportation Plan is a balanced
approach. Every mode of transportation, including pedestrians, cycling,
Roads 24 transit, goods movement and general purpose vehicular traffic, is given
appropriate weight and consideration. The implementation of the plan is
Public Realm 26 in its early stages, but our success in growing our town without growing
more traffic is a sign we’re on the right track. Thanks to all those who
Spot Improvements 28 contribute to the Plans’ success.
Implementation 30
Larry Campbell
Recommendations 36 Mayor of Vancouver
Public Process 37 Vancouver City Council, 2002-2005

Fred Bass Raymond Louie Sam Sullivan
Staff and Credits 39 David Cadman Tim Louis Ellen Woodsworth
Jim Green Anne Roberts
Peter Ladner Tim Stevenson
Published Spring 2005

Downtown Transportation Plan
Implementation Team
Downtown Transportation Plan - Summary Report - City of Vancouver

Getting To and Around In One of the World’s Most Livable Cities
Vancouver is regularly ranked as one of the world’s most livable cities. Nature gave us a mild year-round climate and
a stunning setting where sea and mountains meet. As Vancouver has grown and prospered, the City has carefully
protected this enviable situation, which remains closely linked to our economic vitality. In the early 1990s, the City made
“Living First” the priority for the downtown. Among other things, that meant not only making more land available for
more people to live downtown closer to where they work, but also making sure that everyone can continue to get to
-- and around -- downtown easily as it grows.
Living First is working. Today, Vancouver’s

downtown is one of the fastest growing and the 1991
second most densely populated city centre in
North America, as well as a powerful economic
engine for the Province of British Columbia. It’s
also the only major city on the continent without a
freeway system in the city centre, a distinction that
figures prominently in its livability. The Downtown
Transportation Plan (DTP) is a comprehensive
plan for making sure that Vancouver’s city centre
remains a thriving commercial centre and one
of the easiest and most pleasant downtowns to
get to and around in, whether you’re walking,
biking, taking transit, or driving. This Summary
Report of the DTP highlights the changes that
are coming to make it so.
2004
Downtown Transportation Plan - Summary Report - City of Vancouver 1

Planning Evolution
The DTP is part of ongoing City and regional land use and transportation planning efforts that began more than a
decade ago. While each effort or plan has a specific focus, each also builds on or complements the previous plans.
All involve transportation, from encouraging people to live closer to where they work, to creating more sustainable
transportation choices. The DTP focuses on the specific transportation needs of Vancouver’s downtown peninsula within
the context of plans for the City and the region. Vancouver City Council approved the DTP on July 9, 2002.
The Downtown Challenge

The current challenge for downtown is to accommodate more
people travelling to, from, and within the City without adding
traffic lanes to existing bridges and roads, and also keeping
congestion to a minimum. It’s a complex balancing act.
Business vitality depends on easy access to work and stores for
employees and customers – and delivering and receiving goods
and services in a timely way. Livability depends on the quality of
everyday life. Are the streets safe and pleasant for walking and
cycling to work, shop, or play? Can people use transit to get
where they need to go when they need to? How do we minimize
traffic congestion to maintain access for business vitality and the
appeal of everyday experience at the street level?
Planning Milestones
- Central Area Plan (1991) made “Living First” a priority for
downtown.
- Transport 2021 (GVRD 1993) provided a long-term regional
focus on transportation.
- Livable Region Strategic Plan (GVRD 1995) established
regional strategy for growth.
- CityPlan (1995) established a vision of Vancouver’s future
through extensive public consultation.
- Vancouver Greenways Plan (1995) envisioned a network of
safer, calmer, greener streets for pedestrians.
- Vancouver Transportation Plan (1997) established citywide
transportation policies.
- Vancouver Transit Strategy (2002) confirmed short and long-
term transit needs for Vancouver..
2 Downtown Transportation Plan - Summary Report - City of Vancouver

The Solution: Less Demand, More Choice
The heart of the DTP’s solution is to reduce the demand for car trips by providing more transportation choices and
thus minimizing congestion. The basic guideline is to create sustainable choices - that is, ones that serve current needs
without compromising future needs.
A Downtown with Drawing Power

Vancouver’s downtown has drawing power. With only 5 percent of the City’s land area, the downtown now has 13
percent of its population, 39 percent of its jobs and 21percent of its trip destinations. People want to live and work in the
downtown. They also want to stay and play there. With more than half the region’s hotel rooms, a thriving entertainment
district, major convention facilities slated for expansion, the region’s largest sports venues, and a cruiseship facility
that attracts nearly one million passengers a year, Vancouver’s downtown is a magnet for commerce, recreation,
entertainment, and tourism.
2004
1986
New high rises and waterfront development have transformed the Vancouver skyline over the past two decades. More
people are living downtown and they have reinvigorated the downtown’s appeal for business, culture, and tourism.

Going Downtown Is a Matter of Choice
People in downtown Vancouver were already choosing to walk, bike, and use transit in greater numbers than
anywhere else in the region more than a decade ago. Over the past 10 years, that trend has accelerated. Between
1994 and 1999 alone, walking to downtown destinations increased by more than 40 percent to account for
almost one-third of all trips in the downtown. At the same time, overall bike trips and transit use in Vancouver
rose, while car trips remained steady. The DTP supports these trends by making it even easier to choose to walk,
bike, and ride transit downtown, while making sure there is enough road space for cars and trucks and delivering
goods and services.
Population and Employment by Sub-Area, Projected Increase in Trips to Downtown

Metropolitan Core, 1996 and 2021 Vancouver Destinations 1996 - 2021
70%
1996 64%
Population Employment 60
Downtown Peninsula 61,900 132,000
50
Increase in Trips
Central Broadway 32,000 57,600
False Creek Flats 0 5,000 40
Metro Core 93,900 194,600 30
18%
20
2021 10
Population Employment
Downtown Peninsula 100,000 175,000 0%
Trips from off the Trips wholly within the
Central Broadway 42,500 73,500 Downtown Peninsula Downtown Peninsula
False Creek Flats 200 25,000
Metro Core 142,700 273,500
Population and Employment and Targets in Downtown Vancouver

a te
200,000 wth r
Population -19 81 gro 175,000
1971
Population / Employment
180,000
Employment
160,000 142,595
129,171 132,095 1981-1996 growth rate
140,000 124,237 126,704
109,198
120,000
94,159 100,000
100,000
80,000 72,900
61,899
60,000 44,100 47,288
42,385 43,206 42,960
40,000
20,000
0
1971 1976 1981 1986 1991 1996 2001 2006 2011 2016 2021
Year

Our Growing Downtown Will Require More and Better Choices
People love living in Vancouver’s downtown. The population here is almost 30 percent greater than central
Toronto and three times that of central Montreal. Vancouver’s downtown population grew by 54 percent from
1991 to 2001 – more than 1.5 times the growth in the downtown populations of such major cities as New York
and Chicago. Projections call for 100,000 people – and maybe 110,000 -- to be living downtown by 2021, an
increase of a further 37 percent.
The number of people working downtown is also growing. In 2001, it was estimated to be 139,000 – a more
than five percent increase over 1996. The target for 2021 is for 175,000 people to be working downtown, or
25 percent more than in 2001. The DTP also anticipates that there will be an even larger increase – 64 percent
– in people both living and working downtown. The number of downtown workers commuting from outside the
downtown will increase by only 11 percent.
Maximum Accessibility, Minimum Congestion

If Vancouver is to maintain – and improve – our livability, all these new residents and workers will need to be able
to get to – and around – downtown as quickly and easily as they can now. The DTP’s answer is to make sure there
are more and better opportunities for walking, biking, and taking transit to maintain maximum accessibility with
minimum congestion.
Trips to Vancouver Trips to Downtown Vancouver

1% 3% 1% 2%
100% 100%
14% Bike 90 Bike
90 19% 21% 31%
80 80 Walk
18% Walk
70 19% 70 32%
60 Transit 60 Transit
Share of Trips
Share of Trips
15% 13% 28%

50 50 Auto
Auto 10%
40 Passenger 40 Passenger
51% 46% 8%
30 30
Auto 36% 32% Auto
20 Driver 20 Driver
10 10
0% 0% 1994 1999
1994 1999
Year Year
Source: 1999 TransLink Trip Diary Survey Source: 1999 TransLink Trip Diary Survey

Living the Vision
The Downtown Transportation Plan seeks to create a downtown where going places adds to rather than detracts from
your experience of the City. Imagine being able to stroll all the way across town under a leafy canopy. The sounds of
the city are muffled, the traffic is calmer – and so are you. Bringing your bike to work downtown on SkyTrain whenever
you want, running a few errands during lunch on foot or on your bike, and then pedaling safely all the way home on a
bikeway. Zipping to and from appointments, on a transit system that can take you just about wherever you need to go.
Hopping on the streetcar to do a little shopping at your favourite shops in different parts of downtown. Having a low
stress downtown driving experience with a traffic signal system that seems to always be tuned to traffic conditions and
provides the right amount of “green time” accordingly. Or paying for parking
with a wireless smart card. The DTP helps make the downtown a better place
by making your trip to, around and through the City a better experience,
no matter where or how you go.

Our vision …
is for Vancouver to be the most livable city in the world.
Our transportation vision …

is for Vancouver to be the most accessible place in the region.
Livability depends in part on accessibility...

which depends on transportation choice.

A Plan with Built-in Balance
Over the next 20 years, the total number of trips to downtown will grow by 30 percent. Some kinds of
trips will increase more than others. Commuter trips on foot and bike are expected to double. Rush hour
transit use will rise by 50 to 60 percent. Car and truck trips are projected to stay about the same. The
DTP seeks to balance and integrate opportunities for walking, cycling, taking transit, and driving so that
no matter which way you choose to come and go, you’ll have a better experience. Here are the main
goals and rationales for each of the DTP’s four main components.
8
Walking. Make the downtown more walkable. Cycling. Create a network of downtown bike
It’s already the preferred method for commuting lanes. Bike trips doubled from 1994 to 1999 and
for downtown residents and is expected to become are expected to at least double again by 2021.
even more popular as the downtown population More cyclists equal fewer cars, less congestion and
grows to more than 100,000 by 2021 and as cleaner air.
employment density increases. And there’s no better
way for visitors to get to know the City.
Transit. Create downtown transit routes that make Road network. Minimize congestion by creating
it easy to get to and from existing and emerging safe and sustainable management for traffic and the
neighbourhoods. Whole new neighbourhoods have movement of goods. Business vitality depends on the
sprung up over the past decade. Transit is also the flow of people and goods to and through the City. By
number one choice for commuting to downtown. offering more and better choices for walking, cycling
In fact, downtown relies on transit for access more and transit, the Plan can help reduce demand for
than any other place in the region. Over the next driving even as the downtown grows. Adjustments
20 years, transit trips to downtown are expected to to the existing road network will help keep cars and
grow by 45 percent. trucks moving efficiently.

Walking Is the Way to Go
People may be driving or taking transit more elsewhere in the region, but in downtown Vancouver, they’re walking
more. A lot more. More than half of the people who live downtown also work downtown, which is also the region’s
largest employment center. Their preferred method of commuting is on foot – and even those who take transit or
drive often start and end their trips on foot. Walking is expected to become even more popular as the downtown
population grows.
That’s a natural choice. Downtown is relatively compact – 550 hectares (1,400 acres), or about 1.4 times the size
of Stanley Park. So residents and visitors alike can pretty much walk wherever they want to go. Shopping. Parks.
Libraries. Theatres. Clubs. Or just visiting friends. Since the climate is mild, the scenery is beautiful, and the streets
generally safe and clean, walking in Vancouver is both highly practical and pleasurable.
The DTP Pedestrian plan aims to make walking in Vancouver an even more appealing experience for both
residents and visitors. There’s no better way than walking to get to know a city – and the DTP envisages making
Vancouver into one of the great walking cities of the world.
Pedestrian Routes and Greenways (DTP Figure 4.2-J)
pedestrian arterial route

S t a n l e y Pa r k Greenwways
Seaside Greenway/Bikeway
ON D
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LAGO Burrard Inlet
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False Creek Ferry

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You Can Easily Walk There From Here
The DTP’s proposed expansion of pedestrian connector routes and greenways will make walking through and
around the City far easier. Wherever you want to walk to – a different neighbourhood, your favourite park, a
community centre, a bus stop, or SkyTrain station – you’ll usually be able to get there directly on foot. You’ll also
be able to do it quite comfortably and safely.
Some of the routes will be greenways, street canopied in green and buffered from the sounds and stresses of
downtown. These interconnected greenways will let you walk or cycle the length and breadth of downtown – or
all the way around it – in relative calm, insulated from the noise and pace of busier streets. You will have more
places to sit in the shade and watch the world go by – and more public art to engage the imagination. Water
fountains will refresh you on your way – and signage and lighting geared to the needs of walkers and cyclists will
help you find your way more easily.
Other improvements that will make journeys on foot safer and more pleasant are wider sidewalks and awnings
and canopies that offer more weather protection. Bulges at corners will make it easier for drivers to see pedestrians
and will reduce the time it takes to cross the street. Redesigned intersections, rear lane crossings and better access
for people using wheelchairs and scooters and those with sight and hearing impairments will make crossing easier
and safer. A wayfinding system for walkers, whether they’re residents or visitors, will make navigating the city on
foot much clearer. Downtown aims to offer great walking for everyone.
Wider sidewalks Corner bulge
Mid-block crossing Seating and shade

Great Streets Make Great Cities
Think of your favourite street – besides the one you

live on. Is it a broad boulevard lined with imposing
buildings? A busy street lined with shops and
sidewalks filled with shoppers? A scenic stretch with
stunning views? An older route with historic sights?
These are all great streets. The DTP aims to protect
and enrich Vancouver’s great streets.
We have many different kinds of streets. Some,

like Burrard or Georgia Streets, are parade routes,
places where we gather to stage celebrations and
ceremonies.
Mainland Street - Yaletown
Others, like Davie, Denman, Robson, and Granville
Streets are magnets for shoppers and fun seekers.
They have the shops, restaurants, and businesses
that make each one the commercial heart of their
district.
There are the streets like Water, Mainland,

and Hamilton that hold our historic places and
memories and tell the story of Vancouver. There is
also the Silk Road in Chinatown, a heritage route
that overlays a number of streets, including Pender
and Keefer. Other heritage routes - all together
they are called the Downtown Historic Trail - will
supplement the Silk Road and connect the heritage
precincts of Chinatown, Gastown, and Yaletown.
And then there are streets with stunning scenery

Granville Street
– like Beach Avenue -- that people walk, cycle, or
drive just for the experience.
They’re all great streets. And together, they are a

great way to experience Vancouver.
Each of our downtown’s great streets is a thread

in the tapestry of the City’s life. Individually, each
brings a distinct character and flavour to the
downtown. Collectively, they form a network that
lets people experience the essence of Vancouver
at their own pace and according to their own
preferences. The DTP formally identifies the streets
that make up this tapestry and proposes, through
design and attention to details, to make them a
memorable experience for all who use them.
Robson Street

Burrard Street Georgia Street
Great Streets (DTP Figure 4.3-D)

ceremonial street
S t a n l e y Pa r k high (retail) street
special street
ON D
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LAGO Burrard Inlet
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scenic street
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More Transit is Better
With transit trips to downtown projected to double over the next 20 years, the DTP supports the seamless integration
of the different ways people take transit to downtown – trolley or diesel bus, streetcar, SkyTrain, SeaBus and West
Coast Express. With transit ridership wholly within downtown expected to rise by 85 percent in the morning rush
hour (mostly on local bus routes) in the same period, the DTP also seeks to ensure downtown transit routes make
it easy to get around within the City’s core.
Vancouver developed the DTP in consultation with TransLink, the regional transportation authority responsible for
the regional transit system. While the DTP assumes that transit supply will grow to meet the increased demand for
transit, it also has built in flexibility to accommodate changes in how transit services are delivered.
Waterfront Station is the main downtown hub where all modes of transit converge. SkyTrain, buses (diesel or
trolley), streetcars, the SeaBus, and the West Coast Express will come together here to let transit riders change
modes to get where they need to go with minimum fuss.
The Expo SkyTrain line – an immediate success upon opening in 1985 – and the West Coast Express carry half
of all transit trips to downtown. The expansion of rail rapid transit is expected to double the number of inbound
morning rush hour trips to 16,000 per day.

Making New and Better Connections
While it’s now fairly easy to take transit to get to the central
business district from elsewhere in the region, it can be a trying
experience to take transit within the metropolitan core, which
includes downtown, Central Broadway and False Creek Flats. West End Central
This is where most of Vancouver’s jobs are now – or will be in Business
District
Waterfront
Transportation Hub
the future. The DTP calls for much better connections between
these areas – and between the popular – and densely populated
– neighbourhoods in the West End and Downtown South and Yaletown -
Central Broadway. Where possible, quiet, non-polluting electric Roundhouse False
Creek
trolley buses will provide these new and better connections. The Flats
Area Transit Plan being prepared by TransLink and the City further
explores how to bring these proposed new services on line.
Central Broadway
These are the bus routes that the DTP envisions for providing better
transit services throughout the metropolitan core. Some will be delivered by bus at first and later through the streetcar
or rapid transit. All will involve additional consultation, analysis, and detailed route planning with TransLink.
Conceptual bus routes to serve the Metropolitan Core (DTP Figure 4.2-J)
Downtown Trolley Loop (discontinued
S t a n l e y Pa r k when Richmond Rapid Transit Line opens)
West End Trolley Loop
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CBD/West End/Broadway Trolley Loop
ON D Burrard Inlet
LAGO Southside Community Loop
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To Cambie via Broadway To Granville via Broadway
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Where Transit Comes First
Just as walking, cycling, or driving takes precedence in some places in downtown, transit will be the priority in
others. Transit priority is especially important at the primary downtown transit hubs, Waterfront Station and the
Granville Mall, where buses and other transit modes come together. Smooth integration of services at these hubs
makes it easier to get where you need to go – and easier to choose transit over driving.
Rapid Transit to and in Downtown

The expansion of rail rapid transit is expected to double the number of inbound morning rush hour trips to 16,000.
In fact, rapid rail transit is expected to carry 90 percent of new non-pedestrian and bicycle trips into downtown
between 1996 and 2021. The questions are how, where, and when rail rapid transit will expand – and where
and how it will integrate with downtown’s transit network. TransLink and the City will work together to provide the
answers. The map below illustrates possible alignments and routings through the downtown, with new stations
providing easier access to rapid rail transit across downtown.
Transit Priority Locations Downtown (DTP Figure 4.2K) and Rapid Transit System
transit priority West Coast Express

S t a n l e y Pa r k corridors SeaBus
transit hubs Richmond-Airport-Vancouver Line
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Long-term Transit Expansion
In 1984, Greater Vancouver had no rapid transit. Today, the Expo SkyTrain line – an immediate success upon
opening in 1985 – and the West Coast Express carry half of all transit trips to downtown. Anticipated future
developments will only further enhance access. Beyond 2021, the Greater Vancouver region could have a system
stretching from Coquitlam in the east to UBC in the west, and from Richmond in the south to North Vancouver.
The downtown will be the most accessible place in the region.
Potential long term
North Vancouver rapid transit expansion
(beyond 2021)
Lonsdale
Coquitlam
Centre
Downtown SFU
False Creek Flats Burnaby
UBC
U.E.L. Central Broadway Coquitlam
Metrotown
New
Westminster
Centre
Airport
Surrey
Centre
Richmond
Centre
Downtown Rapid Transit Terminus and Future Expansion (DTP Figure 4.2H)
Rapid Transit’s Future

There is no question that rail rapid transit will be needed to bring more people downtown over the next two
decades. It is expected to carry 90 percent of new trips into downtown between 1996 and 2021. The questions
are how, where, and when rail rapid transit will expand – and where and how it will integrate with downtown’s
transit network. TransLink and the City are working together to provide the answers.
Transit AM Peak Hour Trips
Transit AM Peak Hour Projected AM Peak Hour

trips to downtown - 1996 transit trips
Total Trips: 17,000 to downtown - 2021
Total Trips: 26,000
SkyTrain SeaBus SkyTrain/

42% 5% Rapid
Transit
West 60%
Coast
Express
7% SeaBus
Bus 4%
46% Bus
33% West Coast
Express
Source: Downtown Transportation Plan Sub-Area Model 3%

A Streetcar for Downtown (Again)
If you have ridden streetcars – sometimes called trams -- in other cities, you know how pleasant and practical
they can be. Vancouver once had a streetcar system that crisscrossed the city until it was dismantled in favour of
our current trolley bus system. Today, the quickness and efficiency of the modern streetcar is helping it make a
comeback in downtown Vancouver, where it could link a number of areas that are too far apart for many to walk
comfortably. The streetcar promises to be especially popular with visitors because it will link many of the City’s
tourist attractions.
The streetcars being considered for the new downtown streetcar service represent the state of the art in people
moving in downtown centres. Vancouver’s next generation streetcars will be sleeker, faster, and more spacious
than those that once travelled the city’s streets and they will move more people, more quickly, more safely. The
streetcars shown here are a good example (from North American and European cities) of the level of design and
style that you can expect to see in Vancouver’s new generation of streetcars.

Streetcar Routes, Today and Tomorrow
The DTP calls for Vancouver to get a new streetcar service that will take you from one end of downtown to the
other – and almost all the way around False Creek – and let you connect with all the other transit services.
The initial streetcar line is proposed to run from the south end of the Granville Street bridge around False Creek
(with a spur to the heart of Yaletown), across the neck of the downtown peninsula to Cordova and right along
the waterfront all the way to Stanley Park. Potential extensions could include a line up Granville Street with links
to both sides of False Creek and Vanier Park. The initial streetcar routing will provide service to growing new
neighbourhoods, as well as provide links to transit hubs at Waterfront and Main Street SkyTrain Stations and the
Granville corridor.
The new system will expand the successful demonstration line along False Creek South along corridors that have
been preserved for a new streetcar line. The DTP calls for a separate right of way to free the system from road
congestion wherever possible, which would make riding the streetcar both more efficient and more appealing.
Approved and Potential Streetcar Routes (DTP Figure 4.2-I)
Council approved route

S t a n l e y Pa r k potential extensions
remove parking
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Room to Ride
Bike trips currently make up only 2 percent of all trips into the downtown. That’s 8,000 trips, which is the
equivalent of 230 buses on Granville Mall in rush hour, or more than the number of people crossing the Lion’s
Gate Bridge at rush hour. With estimates indicating that cycling will double again by 2021, the DTP will make
more room for more cyclists in several ways.
Expanding existing bike lanes and bikeways to create a 25-km cycling network will provide direct connections
to key destinations in and around downtown, like the central business district, and to bridges, the Seaside Bike
Route, and other bikeways that link to the rest of the City. Where no bike lanes are proposed, re-built or re-
striped arterial streets will widen curb lanes to make more room for cyclists. The focus will be on balancing the
creation of new bike lanes with the needs of other street uses.
Some of the other elements that will make biking much more attractive, safe and comfortable for riders:
• Racks for bikes on buses and SkyTrain gives cyclists more commuting options – and encourages more
cycling.
• Storage lockers give cyclists more flexibility and security in making the choice to get out of the car. They know
their bikes will be there when they need them.
• Easy to read signs specifically for cyclists make it easy for them to find the safest way to their destination.

Cycling into the Future
Cycling downtown in the future will be safer and more convenient. Cyclists can expect to see more bike lanes.
Research has shown that bike lanes reduce bicycle collisions by 35 to 50 percent. The DTP calls for lanes that
are a minimum of 1.5 metres wide and next to the curb or full time parking. The DTP also envisages making
cycling more convenient with more racks and lockers for bikes, signage to help cyclists find their way, and more
opportunities to bring a bike on transit. TransLink, the regional transportation authority responsible for the regional
transit system, will replace the existing local trolley buses with new ones equipped with bicycle racks. Most diesel
buses already have bike racks.
The bicycle network that the DTP recommends for the downtown peninsula includes 25 km of bike lanes. Relatively
low in cost, the network is designed to have minimal impact on other road users.
Downtown Vancouver Bicycle Network (DTP Figure 4.4-B) and Bike Friendly Streets (DTP Figure 4.4-C)
bike lanes in both direction

S t a n l e y Pa r k bike lane in one direction
bike friendly street (local street)
ON D
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LAGO Burrard Inlet
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existing bike route

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Changing Directions on Our Road Network
Downtown’s roadways form a true network, not just a patchwork of streets. Each type of street plays a specific
role. Major roads keep downtown connected with the rest of the region. Circulation streets link different parts of
downtown and meet residents’ and businesses’ needs for access. And quieter local streets can provide a sense of
calm that invites leisurely walking. The DTP balances and integrates these different functions in ways that promote
livability while supporting the flow of commerce in and through the downtown.
As more people come to live and work downtown, they will generate more trips to and within downtown. New
opportunities for walking, biking, and taking transit will reduce demand for driving, but will also compete for
space on the existing road network. The answer is not to build more roads - which reduces congestion in the short
term while inviting more drivers - but to make the existing road network even more efficient, while providing more
incentives for carpooling, and ride and car sharing so people can leave their cars at home.
Downtown Major Road Network, Important Downtown Circulation Streets, Local Streets
and Road Network Changes (DTP Figures 4.1-CDEF)
major road network one-way to two-way

S t a n l e y Pa r k two-way to one-way
important circulation
streets adjust to five lanes
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ON D Burrard Inlet
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Where to Park
Managing parking supply is one of the few areas that the City of Vancouver can exercise full control in order
to encourage commuters to choose transit, bicycling, or walking over driving. High costs and low availability
will reduce demand for parking; low cost and high availability will increase it. Overall, the DTP’s on-street
parking proposals would see little or no net change in the total number of parking spaces and the net addition
of approximately 570 spaces during rush hours. If developers build the maximum number of spaces the current
parking by-law allows, downtown Vancouver will have 54,000 parking spaces by 2021. While this represents an
8 percent increase over 2000, it is actually a tightening of overall supply. The total overall number of commercial
spaces per employee would drop from 0.44 in 1990 to 0.32 in 2021. The DTP further recommends a review of
commercial and residential parking standards, as well as policies that permit the development of free-standing
garages in parts of downtown.
Changes to On-street Parking (DTP Figure 4.6-F)

Note: street parking impacts resulting from add parking
S t a n l e y Pa r k the development of a downtown streetcar add parking during rush hour
are shown on the streetcar map.
add evening parking
ON D
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LAGO Burrard Inlet
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The Public Realm
The quality of a city’s public realm – the shared

spaces that people use to get around, to meet, to
play, to celebrate, and to shop – plays a key role in
its livability. As walking and cycling become the most
common ways of getting around downtown, creating
a public realm experience that makes walking and
cycling more pleasant will make the city centre even
more livable.
The popularity of the Seawall around Stanley Park

and the new waterfront neighbourhoods is a prime
example how a public realm improvement can
improve the downtown experience. The redesign of
Pacific Boulevard is another.
activity in the day...
The DTP recommends developing a strategy and
work program for undertaking a downtown public
realm plan. It will include designing streetscapes that
make ceremonial and commercial streets even more
appealing, creating more greenways and parks, and
making it easier for people to find their way around
the city centre. It will also guide the creation of more
venues for public events in downtown Vancouver, as
well as producing guidelines for improved uses of
existing public spaces.
The elements forming our public realm are diverse

and not always obvious. Understanding and
celebrating important places, routes and activities,
while emphasising quality and a human scale are
important parts of an overall public realm strategy.
These images show some of the elements we value.
...activity at night
places for gathering, places for entertainment

pedestrian comfort - trees, weather protection, lighting
public art
landmarks and heritage

Spot Improvements
As the DTP evolved, public input, safety studies, and staff identified specific places and potential ways for putting into
practice ideas for improving the experience of walking, cycling, taking transit, and driving in the downtown. All told,
the DTP suggests more than 50 individual “spot improvements” that, when taken collectively, could work together to
improve access and minimize congestion. They range from improving bike and pedestrian crossings and widening
sidewalks to changing street parking regulations, enhancing transit hubs, and redesigning intersections.
Locations of Spot Improvements (DTP Figure 5-A)

# spot improvement
S t a n l e y Pa r k
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Spot Improvements
1 Normalize the intersection of Morton Avenue at Beach Avenue 31 Route the Pacific Boulevard Streetcar line along Drake
2 Explore options for Morton Avenue to enhance landscaping Street to Granville Street
3 Improve pedestrian and cyclist crossing of Beach Avenue at Bidwell 32 Create a southbound bike lane on Richards Street
Avenue 33 Convert Homer Street to a two-way street
4 Redesign the intersection of Pacific Street and Beach Avenue 34 Create a direct pedestrian connection between Hamilton
5 Extend the Beach Avenue Off-Street Bike Route from Bidwell St to Street end and the intersection of Hamilton between
Hornby St Nelson and Smithe
6 Improve the Seaside Route for cyclists under the Burrard Bridge 35 Create a northbound bus lane on Cambie Street from
7 Improve the Seaside Route for cyclists at Hornby and Howe Nelson Street to Smithe Street
Streets 36 Integrate the Northeast False Creek development into
8 Improve Seaside Route connection to Burrard Bridge for cyclists the downtown by extending the street grid into the site
9 Improve the crosswalks on the Granville Bridge at the Seymour 37 Improve pedestrian and cyclist continuity through the
and Howe ramps Plaza of Nations
10 Improve the crosswalks on Pacific Street under the Granville 38 Modify the intersection of Pacific and Quebec to better
Bridge accommodathe the streetcar and cyclists
11 Redesign the Granville Bridge Loops 39 Facilitate cyclist connection through the Science World
12 Redesign the intersection of Pacific St and Burrard Street area
13 Widen Pacific Street between Burrard and Hornby Street 40 Improve cyclist access through the intersection of Prior
14 Redesign the intersection of Pacific Blvd at Davie Street Street and Gore Avenue
15 Redesign the intersection of Pacific Blvd at Cambie St 41 Improve crossing conditions for cyclists crossing Gore
16 Improve pedestrian and cyclist access through Helmcken Park Avenue at Union Street
between Mainland and Pacific 42 Normalize the intersection of Georgia and Pender
17 Redesign Helmcken Street as a pedestrian and cyclist friendly Streets
greenway 43 Prohibit southbound access onto Jervis Street from
18 Create a cyclist connection between Helmcken and Comox across Pender Street
Burrard St 44 Enhance the streetscape on Bute Street between Robson
19 Enhance the crosswalk on Comox St across Thurlow St Street and Cordova Street
20 Widen sidewalks on Davie Street using building setbacks 45 Enhance the crosswalk on Dunsmuir at Melville (mid-
21 Improve the streetscape and pedestrian environment on Thurlow block crossing)
Street 46 Create a westbound bike lane and widen the traffic lanes
22 Create a southbound bike lane on Burrard Street on Dunsmuir Street
23 Remove parking on Burrard between Nelson and Robson in the 47 Create an eastbound bike lane on Pender Street and
PM peak hour provide loading zones
24 Enhance the crosswalk on Smithe Street at Haro Street 48 Redesign Hastings Street between Burrard To Bute to
25 Remove parking westbound on Davie Street between Burrard and eliminate the narrow traffic lanes
Hornby 49 Improve conditions for pedestrians on Hastings Street
26 Create a bike lane on Hornby Street from Pacific to Hastings between Main Street and Cambie Streets
Street 50 Redesign Cordova Street in front of Waterfront Station to
27 Adjust the intersection of Hornby Street at Hastings Street to enhance the transit hub
accommodate a cyclist left turn 51 Create a streetcar route on Cordova Street between
28 Change the parking access ramps on Howe Street between Bute Street and Columbia Street
Georgia Street and Smithe Street 52 Redesign the intersection of Water/Carrall /Powell /
29 Widen sidewalks on Granville Street between the Bridge and Alexander
Nelson Street 53 Increase the space for pedestrians and landscaping on
30 Prohibit general traffic northbound on Granville Street between Columbia Street between Powell Street and Alexander
Nelson Street and Smithe Streets Street
30 43 52

Where and When the Plan will Unfold
This Summary Report has dealt mostly with the what

and where of the changes that the DTP recommends
to the road, pedestrian, cycling, and transit networks.
Equally important is how the City plans to put these
recommendations into practice.
The City has dedicated staff and resources to

implement 83 specific improvements – or steps to
improvements – to achieve the recommendations
made by the DTP. The current implementation
schedule calls for these items to be completed by
2005. The Plan also recommends other projects
that will take longer to complete, such as developing
a communication program to promote alternative
transportation and a comprehensive downtown
public realm plan.
Here are some examples of changes in store for the

road network, cyclists, pedestrians, transit riders,
goods movement, and parking within the next few
years.
Pedestrian
• Detailed design and reconstruction of Pacific
Boulevard/Street (Burrard to Nelson)
• Review and explore mid-block crossings at
selected locations
• Develop/implement new sidewalk lane crossings
at selected locations
• Design/implement pedestrian way-finding
signage system
• Widen crosswalks with high pedestrian volumes
at select locations
• Install automatic traffic detection devices
downtown
• Design Helmcken/Comox Street Greenway
• Design Lagoon Drive Greenway with Park
Board
• Design the Downtown Historic Trail Walk through
Chinatown, Gastown, and Yaletown
• Develop street design guidelines for Burrard
Street and for Hastings Street (Granville to
Main)
• Update street design guidelines for Georgia
Street
• Review and amend sidewalk weather protection
guidelines

Transit
• Initiate the False Creek Flats Transportation Study
in coordination with a rail study
• Develop Area Transit Plan with TransLink
• Redesign Granville Street
• Review Street Management and Programming
along Granville Street
• Review and implement bus bulges at selected
locations
Cyclists
• Design and implement the Pender-Adanac
Bike connection, bike lanes on Burrard Street,
Pacific and Expo Boulevards, Hornby Street, and
Pender/Dunsmuir Streets; construct bike lanes on
Georgia Street west of Pender and design bike
lanes on Carrall Street
• Design and implement bike lanes on Beatty
Street, design bike lanes on Richards Street,
design the Chilco Street Bikeway, the Cardero
Street Bikeway, and design bike lanes on Alberni/
Jervis/Haro Streets
Road Network
• Reconstruct Georgia Street west of Nicola and S-
Curve
• Convert Carrall Street between Hastings and
Pender, Abbott Street north of Pender to two-way
streets
• Redesign Maple Tree Square (intersection of
Carrall/Powell/Water/Alexander Streets)
• Convert Beatty, Cambie, and Homer Streets to
2-way streets
• Develop streetscape design guidelines along
Hornby, Pender, Main, Denman, Burrard,
Georgia, and Hastings Streets
• Develop communication programs to promote
alternative transportation
Parking
• Renovate Gastown parkade to animate street
frontage
• Adjust select on-street parking regulations as
detailed in the Plan
Goods Movement
• Amend truck routes as detailed in the Plan
• Review parking by-law truck loading
requirements
• Establish an education program for managing
tour buses

Changes at Street Level
Slower Speeds, Smoother Flow

The City already coordinates most downtown traffic
signals to give drivers sequential green lights – a
“green wave” – along some major streets. These
signals are set to produce a green wave of 50 kmh.
That speed can be uncomfortable for pedestrians and
cyclists – and trying to keep up with the wave can lead
some drivers to speed up. The DTP recommends timing
traffic signals to produce a green wave of 40 kmh or
less, which will make catching green lights easier for
drivers – and more comfortable for cyclists
Intelligent Transportation Systems (ITS) Georgia Street - Green Wave

Intelligent Transportation Systems (ITS) use technology
to make moving people and goods safer and more
efficient. Vancouver already has many ITS applications,
including a new traffic signal management system that
coordinates the City’s 650 traffic lights, audible and
tactile push buttons for hearing or visually impaired
pedestrians, and electronic fare boxes on transit, and
signal priority measures for 98-B Line buses. New ITS
applications the DTP recommends include:
• microwave detection at intersections to give priority
to pedestrians, cyclists, or buses.
• an adaptive traffic control signal system
that continuously evaluates conditions and
automatically adjusts signal times accordingly.
• providing real-time, up-to-the-minute transit
schedule information at all bus stops and on the
Internet.
• use of wireless technology or smart cards to Real-time transit information
manage parking meters.
One-Way or Two-Way for the Best Way

Changed street directions will be one of the most visible
changes to the road network. Some one-way streets
will become two-way streets. The changes depend on
balancing the needs of pedestrians, cyclists, transit
riders, and drivers. One-way streets are good for
traffic flow and reducing congestion at intersections.
Two-way streets usually slow traffic, provide more
direct routes to destinations and improve accessibility.
For the most part, the DTP leaves downtown’s major
circulation streets unchanged. Most of the changes
involve lower volume streets where livability and
accessibility are also important issues.
Traffic signal management

Ideas for a Livable, Accessible Downtown
Carrall Street Greenway

Imagine how pleasant it would be to be able to walk, bike,
or roller blade all the way around downtown. Taking in
the fresh sea air. Stopping for a sip of water. Ducking into
a shop or café. Or taking a breather on a park bench in
the shade and watching the world go by. Carrall Street’s
location at the “neck” of the downtown peninsula makes
it a key piece in completing the seaside bike route and
greenway that will encircle the downtown. A safer, greener
Carrall Street would not only link the seawall on the north
side of False Creek to a future seawall along the Burrard
Inlet, but also support the revitalization of Gastown and
Carrall Street
Chinatown.
Helmcken Greenway
Imagine being able to walk all the way from Stanley Park
to Yaletown on streets redesigned to put pedestrians
first and you have the Helmcken/Comox Greenway in a
nutshell. Recommended elements in the redesign include
new landscaping, public art, street furniture, pedestrian
bulges that let drivers see pedestrians more easily, and
pedestrian-friendly lighting and improved signage.
The Dutch have a name for this Granville Island type
arrangement where pedestrians come first and traffic
second. They call them “woonerfs.” From Yaletown, the
Greenway connects to the False Creek ferry system and
the Seaside and Central Valley Greenways – all the way
to Burnaby’s Central Park. Helmcken Street
Downtown greenway concept

Putting the Plan into Practice
Pacific Boulevard
The new residential neighbourhoods of Yaletown and
Downtown South didn’t exist when Pacific Boulevard was
created on the former Expo lands along downtown’s
southeast section that skirts False Creek between the
Cambie and Burrard Bridges. While the Boulevard’s
broad expanse may have served Vancouver’s Expo
well, it has proven to be pedestrian unfriendly and a
real drawback to the area’s livability. A redesign calls
for the creation of a multi-way boulevard and a 6-
metre wide median, which would reduce the 36.5-
metre wide pedestrian crossing at Davie Street to two
Pacific Boulevard - rendering
8-metre crossings.
Pender Street Bikeway

Creating a bike route along Pender Street from Cambie
Street to Georgia Street will not only let people ride right
across downtown, but also provide better bike access
from downtown to North Shore communities (via the
Lions Gate Bridge) and to Burnaby (via the Adanac
Bikeway). Given that it will share space with some of
the downtown’s busiest transit, vehicle, and pedestrian
routes, such a bike route, which could possibly run in
one direction on Dunsmuir Street and the other on
Pender, requires careful planning. The City, with help
from consultants, is working with TransLink to find the
best way to make it happen with minimum impact on
the other modes.
Granville Street Pender Street

Granville Street is a great street for many reasons.
It’s one of the most walked streets in Vancouver for
business, shopping, entertainment, sightseeing, and
simply getting across downtown. It also serves as a
major transit route and hub while providing access
to downtown for cyclists and some drivers. And it has
special historical significance. The DTP, recognizing
Granville Street’s unique contributions to livability,
business vitality, and access, proposes that it also be
developed as a Greenway. Furthermore, the Granville
Street Redesign Project, with a special design team
led by one of North America’s most accomplished
street designers, is creating a conceptual plan for the
entire downtown length of Granville Street from the
Granville bridgehead to Cordova Street. The goal is
to rejuvenate, refurbish, and restore the street to its
former glory.
Granville Street

Projects Bringing Change
PA DR
C AK
Granville Loops IFI
C
HO
RN
BY
E
This concept for redesigning the Granville Bridge loops is

an example of the integrated thinking behind the DTP’s new
streets
recommendations. The redesign would bring multiple development
potential
benefits that are both good for livability – and business
new
vitality. It would provide better and safer access for cars, WE
ramps
HO UR
pedestrians and cyclists through the two blocks spanning SE
Y MO
the north end of the Granville Bridge, as well as improved

options for commercial and residential development. BE
development
potential
AC v ille
H an
Gr
Waterfront Station - “Hub”
At the north end of Granville Street a new transportation HA
RD
S
RIC
“Hub” at Waterfront Station will integrate transit lines,
commuter trains, SeaBus, streetcars, and bus routes, as well
as pedestrian and passenger links to Vancouver’s cruiseship
docks and the new convention and exposition centre.
Thurlow Street
A series of corner bulges along Thurlow Street between
Nelson Street and Pacific Street will enhance the pedestrian
experience and provide a degree of traffic calming in and
around Davie Village. Bulges at busy intersections like Davie
and Thurlow will create more standing and walking room. All
bulges will provide more opportunities for landscaping and
will shorten the crossing distance across Thurlow Street.
Burrard Street Bike and Bus Lanes

A combination of bicycle and bus lanes will be added to
Burrard Street. Cyclists will have easy and comfortable
access to the Burrard Street Bridge and directly into the
heart of the business district. North and southbound bus
Waterfront Stattion
lanes will allow local and express buses quicker access to
the downtown, especially when traffic volumes are high.
Thurlow Street Burrard Street

Summary of Recommendations
In all, the Downtown Transportation Plan makes 81 recommendations in 11 different categories, including those
for the four major plan components: the road network, cycling, walking, and transit. Many proposed changes can
be started within three years. Some, such as providing wider crosswalks, could be completed within three years.
Others, like bike paths, can be started immediately. The entire bike network may take several years to complete.
Here are recommendation highlights from the four major plan components:
Road Network Plan (10 Recommendations)

• Convert Carrall, Abbott, Beatty, Cambie, and Homer to two-way streets.
• Reconfigure Granville south of Smithe to improve traffic circulation, widen sidewalks, and reduce conflicts.
• Widen roadways at specified locations to facilitate vehicle circulation, bus movements, and bike lanes.
Transit (20 Recommendations)

• Support the development of a rapid transit line from downtown Vancouver to Richmond (and possibly the
airport).
• Use easy-to-read colour-coded maps at bus stops to clearly describe the downtown circulator bus routes.
• Operate downtown circulator bus routes in both directions on the same street and use electric trolley buses
wherever possible.
• Extend the proposed Pacific Boulevard streetcar line along Drake Street to Granville Street.
• Extend new streetcar routes to the False Creek Flats and Vanier Park.
• Extend the westbound 3:00 to 7:00 pm HOV lane on Georgia Street east from Burrard to Richards Street.
• Enhance streetscape design of Granville Street from the bridgehead to Cordova Street to improve pedestrian/
transit stops.
• Pursue changes on Cordova Street in front of Waterfront Station to create additional bus stops, a bus-only
lane on Cordova, and accommodate a streetcar station.
Pedestrian Plan (19 Recommendations)

• Implement the Pedestrian Route Network as illustrated on page 11 and adopt the Great Street Network as
illustrated on page 14
• Provide curb ramps that align with the crosswalks at each intersection
• Provide mid-block crossings near significant pedestrian generators where safe and where direct connections
are desired.
• Create improved sidewalk crossings at lanes to provide greater pedestrian priority.
• Design and implement a universal downtown way-finding system of pedestrian signage.
• Provide pedestrian weather protection on retail commercial (high) streets.
• Provide wider crosswalks at intersections with high pedestrian volumes.
• Remove pedestrian holds to give pedestrians greater priority where vehicle volumes will not result in significant
turning queues.
Bicycling Plan (7 Recommendations)

• Implement the Downtown Bicycle Network as shown on page 22
• Upgrade False Creek bridges to better accommodate bicycles.
• Provide related bike facilities to encourage and make bicycling safer (e.g. bike parking facilities, way-finding/
destination signage, education)
• Create bicycle friendly streets along all local streets within the downtown.
• Design all new streets and multi-use paths to adequately accommodate cycling.

Planning with the Public
Just as the DTP provides a comprehensive solution to downtown transportation, the public consultation that
accompanied its development invited comprehensive input from individuals, business people, community
representatives, transportation advocates, stakeholder groups, and advisory bodies. The process was very much
a two-way street. It began with a June 2000 Open House and the first of three newsletters that were distributed
citywide. Each of the newsletters provided information on the DTP at its particular stage of development and
included a questionnaire that asked for public input on the issues. The responses -- from more than 1,500 people
-- served as a guide in taking the plan to the next stage.
The DTP team also held 16 area- and issue-specific public workshops, as well as neighbourhood “walkabouts”
to get a firsthand feel for local issues and concerns. Participants detailed their comments and also “flagged the
problem” on cards (a few of which are shown below) to bring additional concerns to the DTP team’s attention.
Many of the Spot Improvements noted on page 32 came directly from participant submissions.
In addition to the newsletters and workshops, the DTP used local TV and radio, brochures, mobile displays, a web
site, and email to keep people informed and involved in the process. A January 2002 Ipsos Reid telephone survey
of 900 randomly selected downtown residents, businesses and commuters showed that they generally supported
the DTP. They believe it will improve traffic flow, relieve congestion, and make getting around downtown better for
those on foot or bikes.
Public involvement and consultation will continue as the DTP is implemented.
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36
Downtown Transportation Plan Steering Committee
(1999-2002)
Mayor Philip Owen
Councillor Gordon Price
Councillor Fred Bass
Judy Rogers, City Manager
Dave Rudberg, General Manager of Engineering Services
Larry Beasley, Director of Current Planning
Ann McAfee, Director of City Plans
Ian Adam, Assistant City Engineer, Transportation
Downtown Transportation Plan Project Team

(1999-2002)
Doug Louie, Senior Transportation Engineer
Jeffrey Patterson, Senior Planner
Ian Fisher, Engineering Services
Richard Johnson, Planning
Lon LaClaire, Engineering Services
John Madden, Planning
Dean McKay, Community Services
Katia Robichaud, Engineering Services
DTP Implementation Team

(2003 - present)
Doug Louie - Engineering
Jeffrey Patterson - Planning
Nicky Hood - Engineering
Richard Johnson - Planning
Brigid Kudzius - Engineering
Eric Lott - Planning
Dean McKay - Engineering
Jennifer White - Engineering
Donny Wong - Engineering
Document Design and Layout

Eric Lott, John Madden
Text
Bedrux Creative - Patrick Cotter
Graphics and Maps
Dean McKay, Eric Lott
Photo Credits
City of Vancouver Planning and Engineering staff
TRANSLINK
For more Information:

Vancouver City Hall
453 West 12th Avenue
Vancouver, BC, V5Y 1V4
www.vancouver.ca/dtp
downtown_transportation@vancouver.ca
37
04/05
CITY OF VANCOUVER
453 West 12th Avenue

Vancouver, BC V5Y 1V4
www.vancouver.ca

Downtown Vancouver Transportation Plan

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CITY OF VANCOUVER

Public Process 37 Vancouver City Council, 2002-2005

Published Spring 2005

Downtown Transportation Plan - Summary Report - City of Vancouver

Living First is working. Today, Vancouver’s

Downtown Transportation Plan - Summary Report - City of Vancouver 1

The Downtown Challenge

2 Downtown Transportation Plan - Summary Report - City of Vancouver

A Downtown with Drawing Power

Downtown Transportation Plan - Summary Report - City of Vancouver 3

Population and Employment by Sub-Area, Projected Increase in Trips to Downtown

Population and Employment and Targets in Downtown Vancouver

4 Downtown Transportation Plan - Summary Report - City of Vancouver

Maximum Accessibility, Minimum Congestion

Trips to Vancouver Trips to Downtown Vancouver

15% 13% 28%

Downtown Transportation Plan - Summary Report - City of Vancouver 5

6 Downtown Transportation Plan - Summary Report - City of Vancouver

Our transportation vision …

Livability depends in part on accessibility...

Downtown Transportation Plan - Summary Report - City of Vancouver 7

Downtown Transportation Plan - Summary Report - City of Vancouver 9

Pedestrian Routes and Greenways (DTP Figure 4.2-J)

pedestrian arterial route

False Creek Ferry

English Bay E ER S S S ACE

W E BU VIE LL URL HASTINGS

ANHE EXPO BLVD

ON PACIFIC BLVD PRIO

10 Downtown Transportation Plan - Summary Report - City of Vancouver

Wider sidewalks Corner bulge

Mid-block crossing Seating and shade

Downtown Transportation Plan - Summary Report - City of Vancouver 11

Think of your favourite street – besides the one you

We have many different kinds of streets. Some,

There are the streets like Water, Mainland,

And then there are streets with stunning scenery

They’re all great streets. And together, they are a

Each of our downtown’s great streets is a thread

12 Downtown Transportation Plan - Summary Report - City of Vancouver

Great Streets (DTP Figure 4.3-D)

W E BU VIE LL URL HASTINGS

ON PACIFIC BLVD PRIO

Downtown Transportation Plan - Summary Report - City of Vancouver 13

14 Downtown Transportation Plan - Summary Report - City of Vancouver

to be replaced by streetcar/rail transit

reduced fare route option

ON PACIFIC BLVD PRIO

Downtown Transportation Plan - Summary Report - City of Vancouver 15

Rapid Transit to and in Downtown

transit priority West Coast Express

W E BU VIE L URLL HASTINGS

ON PACIFIC BLVD PRIO

16 Downtown Transportation Plan - Summary Report - City of Vancouver

Rapid Transit’s Future

Transit AM Peak Hour Trips

Transit AM Peak Hour Projected AM Peak Hour

SkyTrain SeaBus SkyTrain/

Downtown Transportation Plan - Summary Report - City of Vancouver 17

18 Downtown Transportation Plan - Summary Report - City of Vancouver

Approved and Potential Streetcar Routes (DTP Figure 4.2-I)

Council approved route

ON PACIFIC BLVD PRIO