review of the Phase 2 consultation: loop and connectivity issues
This review is eventually done in light of previous ideas exposed in those posts
- Vancouver Downtown Transit network: the local view
- Vancouver Downtown Transit network: the regional and city view
Bus 17 and C23
The new route alignment are the same as the one suggested in our previous posts, so we obviously consider them as good. In order to avoid Cambie (a street targeted for aggressive pedestrianization by the City), a byzantine alternative proposal (B2) is proposed: it induces operating costs 5 time higher than the more straightforward Cambie routing .
- That should be enough to rule out this alternative…and the closure of Cambie
Bus 4,7 and 3,8
The improvement is obvious for route 4 and 7. For route 3 and 8, there is an issue. Thought the consolidation of the both service directions on Pender (avoiding the 30km/h Hasting speed limit) improves the legibility of the routes in the DTES, it is done at the expense of the network connectivity:
- lost of direct Transfer with the Hasting buses
- bus 4,7 (and 200′s) East Bound, are also 2 block away of Pender, making the transfer poorer than today
We are of the opinion that e Main#Hasting is a major transfer point between bus 3,8 and Hasting buses (#14,#16,#20,#135), and for this reason we have some reservations on the 3 and 8 proposal.
The Robson and Davie loop
About the loop
Loop touch things deep in the human psyche. When community leaders are asked in a meeting to talk about their transit needs. it’s not uncommon for one of them to say, usually with circular hand gestures, that they need some kind of loop [...]. Straight lines can seem aggressive, whereas loops offer a sense of closure [...].
If your agenda in life is to to enjoy every moment and never worry about a destination, then the appeal of loops is undeniable [...].
But however much we may savor every moment of life, most of us still have jobs and families. so sometimes we just need to get there. We are at point A and need to be at point B as soon as possible. The shape of that desire is not a loop. It’s a straight line.
Loops also creates some operating challenges: a disturbance (delay in Transit) introduced in a loop never disappear unless the loop is opened (think Larsen effect). What is usually done is that loops are either open (London Circle line) or operated in segment (Tram T3 in Paris). Bus loops are much more prone to disturbance that segregated railway loop.
- That is the reason of the lay-over at Davie and Denman, and all Translink loop proposals involve a second layover on Cambie
- Stay in the bus if the driver allow that during his break
- Transfer to a bus ahead in the queue at the layover
Those layovers undermine significantly the attractiveness of a loop for the transit user whose has either the choice to:
The Davie route
All options extend the Davie bus to Yaletown, then loop it back with the Robson bus via Cambie:
This shouldn’t be controversial, and respect some good Transit principles:
- We have a single bus route serving the entire Corridor
- And the route is anchored at Yaletown station
The Robson route
The L shape option
It is built up on the existing route 5, but instead to loop on itself via Richard, branch into the Davie bus via Cambie to make a “downtown loop”:
As such, beside a greater legibility (bus running both direction on all served street), this route mainly carry the same advantage/drawback of the current route:
- The route, is not serving Robson east of Granville, (hence not serving Yaletown when it is natural to extend the Robson route eastward)
- As we have seen before, it doesn’t make for a grid oriented network improving legibility and general accessibility
The option avoiding Robson square, is mainly the current seasonal routing. Beside the resolving of Hook at Burrard and Robson, it doesn’t address most of its current shortcoming already denounced many times :
- The route is disconnected of the Granville bus corridor, and offer a back-ward connection with the Canada line
- The disconnection between Yaletwon and the Robson Strasse is even greater
All trip toward South Vancouver or Yaletwon are penalized
The Rectangular Loop
The drawback of this option? The loop is pretty insulated of the rest of the network:
- No reasonable connection with the Expo line is offered
No reasonable connection is offered with the Hasting buses too
But, the option has its advantages on the L shape loop:
- It covers all Robson street
…and more generally it offer good foundations based on sound Transit principle (a grid oriented network with one bus route per corridor), from which we can elaborate to cover the connectivities weakness of the option:
That is what we have done in our previous post:
What we have proposed for routes 5 and 6
See our previous post for further explanation and interaction with other routes
We hook the Rectangular loop to Stadium Station, offering connection with the Expo line. From there, the question is:
- Where the bus turn back and make their lay-over
As we have seen before, we extend the route up to Hasting#Main (lay over on Gore), to connect the downtown routes with the Hasting and Main route.
A consequence of this proposal, is that it introduces bus services redundancies with the Translink option C1 (routes #3 and #8 on Pender): it provides a reason to short turn those bus at the north end of Main.
Short turning of the bus 3 is something which has been done in 2008, but Translink has reverted this in face of public hostility at a time it was not as actively as now looking for better operation efficiency. In 2014, the short turning of artics bus #3 and #8
- pay the extension of standard bus #5 and #6 on Pender
- lost of direct route route between Fraser and Hasting, is also compensated by better access to Westend via route #5 and #6
- A short turning at the north end of Main preserves a good connection with the Hasting corridor
- That makes those route otherwise very short, also more useful for many able to circulate in an downtwon extended to the neck without transferring 
At the exception of the proposal B2 (route #17 avoidng Cambie), the Translink option are generally a step in the good direction. Some ideas discussed in our previous post still fit and could be still valid with whatever option is proposed.
We notice, that in despite of many efforts, not only no good Transit solution has been found to accommodate a potential closure of Robson square, but all proposed alternative trying to accommodate such a closure end up to be tremendously expensive ($300k to $400K additional operating expense …that can buy 2 community shuttle route).
Who is willing to pay for it?
What the Downtown Transit review has demonstrated is that
- Closure of Cambie should be forgotten
- Closure of Robson square to Transit is simply unreasonable and irresponsible
The city council should accept that a good surface transit is a necessity, and that pedestrianization of streets should be done to complement it and not to impede it, as we have said many times before.
 Human Transit: How Clearer Thinking about Public Transit Can Enrich Our Communities and Our Lives, Jarret Walker, Island Press, 2011
 Downtown Bus Service Review – Phase 2 Technical Summary City of Vancouver and Translink, 2014
 See also Jordan’s comment at the buzzer blog
 Downtown Bus Service Review – Phase 1 Consultation Summary Report City of Vancouver and Translink, 2013
 See also the PriceTag’s circling-the-square serie as an example where a critic of the proposed seasonal route is proposed.
March 31, 2014
The below work is built upon our previous post on the regional view. However, more important that the exact route alignments are the principles driving them: Many of those principles have already been spelled , among them:
- Direct Routing
(1) Don’t divert routes to serve specific needs: Diversion means a less attractive service for most of the travelers
(2) Use secondary services connecting to main ones, to serve “out of the way” area (rather than divert main routes)
Minimize unnecessary transfers
(3) Use the downtown grid for “random schedule” transfers
Minimal walking distance to final destinations
(4) Go Straight thru the “center of gravity” of an area, and not its periphery, which increases the total walking distance by half.
As we have seen before, the most efficient coverage is achieved by 3 bus corridors.
Those bus corridors are Robson (#5), Davie (#6) and Pender (#19).
With the development of Yaletown, and more generally the Eastern side of the Downtown peninsula, it is only natural to extend both routes (5) and (6) on the eastern side of their natural corridor (resp. Robson and Davie).
Connection with the City and regional network: The waterfront station issue
From the above, it appears relatively clearly it is not possible to get both:
- A grid oriented local bus network in downtown
- And a good connection with Waterfront station
Furthermore, especially for the Davie bus, it is not possible to get both
- A good connection with The Canada Line (Yaletown)
- And a good connection with Waterfront station
We also observe that:
- Most of the connecting ridership is generated by the Expo and Canada line
- The actual connection between the Seabus and route 5 and 6 can be considered as poor
- It takes 4 mn to reach Davie by the Canada line, vs ~10mn per bus
The potential Broadway subway will enhance this trend
-360 meters between the bus 5 stop on Hasting and the Seabus deck (versus ~200 meters between thr Expo line and the Seabus)
Due to all of the above, we prefer put emphasis on both:
- A grid oriented local bus network in downtown
- And a good connection with the rail rapid transit
An emphasis on the quality of the Transfer with the Expo line
To improve the connectivity of the bus 5 and 6 with the rest of the network:
- both route 5, and 6 are extended to the north end of Denman, to connect with bus 19, and the North shore buses
- Both route 5 and 6 are extended to Main#Hasting, to connect with the Hasting and Main street buses (bus #3 and #8 being short turned at the North end of Main street).
The bus 19 can preserve a direct connection between the downtown and the Main Corridor.
This proposal has some inconveniences:
- There is dispersion of service on Beatty and Cambie
- There is no good connectivity between the local route 5 and 6 in the Yaletown area
- There is no good connection between bus 17 and bus 6 either (bus 17 is on the Cambie bridge above the Pacific bld)
The one way service on Expo and Pacific is also a drawback, but one can expect some change correcting that in the area with the re purposing of the viaducts
An emphasis on the Routes corridors
Local routes are consolidated (instead to be dispersed).
- Hasting corridor is used for City/Regional transit, while Pender street is used for local service (similarly to georgia vs Robson)
- Eastern connection is done using Cambie preventing bus dispersion, and enhancing the attractiveness of the Cambie bus corridor
- Different stop intervals could be used to speed up city service while still offering good accessibility on the Pender street
To increase the legibility of the bus network, The Pacific Boulevard is served from one end to another by a single bus line (actually served by C21 West of Yaletown, and C23 East of Yaletown)
- Placing ourselves in a “post viaduct world”, the natural extension of this route is Prior: For this reason we keep this bus On Keefer (as close as Pacific Boulevevard), bus still allowing it to connect with the Skytrain
The Gastown coverage
Nowadays, it is done by the bus 50. The proposed route doesn’t cover gastown anymore, but it could…as well as bus #5 or #6.
Gastown is in fact in the Hasting and Pender bus coverage area. A specific service to increase this coverage can be considered but is not part of the structuring network (as well as any other bus route to provide specific needs.
The bus network, and the Pedestrian street network
The City’s goal for its bus network review is to get rid of the buses on many city streets (and especially Robson Square ). Instead of taking the City approach; “decide which street to pedestrianize and let the bus find its way more or less clumsily to serve the rest of the city”; we take the opposite approach: “which streets spring as natural candidate for pedestrianization, to complement and enhance the attractiveness of the transit network?”
The Pedestrianization of some Gastown streets, starting with Water street, could be done at no expense of the bus network. It is obviously not the case of Cambie, or Robson. For the later one, a shared space arrangement based on a European model is a natural solution . Streets making good candidate for pedestrianization are
- Beatty street, already routinely closed to traffic for Canada Place event, and offering a much better potential than Cambie street (proposed by the City), and still providing direct access to the future AGO site
- Hamilton and Mainland in Yaletown
- And potentially others street in Westend like Bute
The network of bus lanes
In this probable priority order, regional route, then city corridor where bus traffic is heavy:
- Georgia street (North shore buses) should have all times bus lanes
- Hasting street
- Main street
- Burrard street
- Potentially Cambie street
Routes #5 and #6 (as well as route #19) providing mainly a local service in downtown (short trip distance, often competing with a walk), can be considered as people movers, and as such should have relatively short bus stop interval (~250m): Bus lanes for them could be great but they are not much critical, from a customer perspective:
They could be nevertheless useful to increase the reliability of the routes (in fact one of the principle advantage of a bus lane)
March 24, 2014
…and the Vancouver Canada line case. The remarks apply also to LRT unless specified (another post has been dedicated to buses
In a nutshell, the person per hou per direction capacity a subway line can offer, is
(capacity of a train) × (number of train per hour).
Like for buses, the capacity of a train is a function of different parameters, mainly person per square meter occupancy standard, and seat arrangement.
At the difference of low floor buses (and LRT), is little “protuberance” (such wheel room) on high floor train, and technical room present in a train cabin rather under floor or on roof, are often the result of a tradeoff:
train capacity vs easy maintenance
The theorcal capacity of a train, is in fact a direct function of its surface:
(length of the train) × (width of train).
…and train length, is constrained by the station’s paltforms length, which are typically very expensive to expand.
below is an example of compared train capacity, expressed in term of surface able to accomodate passengers
|Train consist||Platform length||width||surface|
|Vancouver Canada Line||40||3||120|
|Vancouver Canada Line||50||3||150|
|Vancouver Skytrain (Expo line)||80||2.65||212|
|Paris typical subway line||75||2.37||178|
For matter of comparison, the theorical Canada line capacity (with 50meters platform) is just 15% lower than on most of the parisian subway lines, such as its line 2 or 5: those lines carry ~100million riders a year.
Behind the seating layout, a train needs in practice several features to effectively reach its theorical capacity. Among them
- Minimal unusable space between cars (and in cars)
- Allow passenger to “overflow” from a car to another one
Intercirculation between cars, usually allows that, but again, some interciruclation layout can be more efficient than other:
Dwelling time and frequency
homogeneous occupancy of a train is also function of the door disposition, but the door layout affect primarily the dwelling time. Short dwelling time is important for a host of reasons, frequency being one of them, and frequency affcet the line capacity:
interval between train can’t be shorter than the station dwelling time
It is hence important to have as much as possible doors, but also have them wide enough, to allow good in/out flow movement. It is also important to avoid that some doors, slow down the boarding/alighting time because they have to handle more traffic flow:
- From a boarding viewpoint, where passengers have no apriori on the location of door on platform, the best way to do that, is to have all the doors equidistant (It make also the best use of the platform space)
- From an alighting perspective, all doors on a car should be equidistant
A single track, vs a double track, at the end of a line could be used as a cost saving measure, but obviously it affects the freqeuncy of a train line. That said, if the single track portion is short enough, the impact can be relatively minimal.
- Frequency can be be obtained by using a tail track to store trains
The possible frequency is then:
((time to travel for and back the single track) + (dwelling time × number of train to be stored) ) / (number of train stored).
As an example, at Richmond Brighouse station, on the Vancouver’s Canada line
- the tail track past the station can accomodate one stored train , and the station another one
- the travel time between Lansdowne and Brighouse is ~90s and a typical station dwelling time ~20s
2 trains can run every 4mn on the Richmond Brighouse branch of the Canada line.
Because one train can run every 4mn on the Airport line, it is possible to get a train every 80s, or 45 trains per hour, on the common trunk (Bridgeport-Waterfront)
Even, with 40meters long train, the Canada line could provides a caapcity of ~15,000pphpd, assuming 330 passengers per train: that is 3 times of the actual capacity. Greater frequency are theorically possible with the introduction of short turn train (avoiding the single track section):
PS The above numbers for the Canada line, assume the availability of rolling stock, power supply, track signalling, and fast operating switch: All those could need to be upgraded, as well as the stations along the line to handle the corresponding increase in ridership, but it could be no need for heavy civil engineering work/track reconfigutation toward a capacity increase of 15,000+ pphd
 Addressing Canada Line capacity questions, Translink, June 3, 2010.
October 15, 2013
Edited after Stephen Rees comment
At the 1995 Fall
- Up to 1987, the 9 was the only cross-town service along Broadway. and started to have runs to UBC only after University Bld got Trolley wires in 1988.
- Before, 1987, UBC was reached from the Broadway corridor by the bus 10 (nowadays route 14), which had been extended to UBC in fall 1968 (then it was working in combination with the Hasting express bus)
- With the advent of the Expo line in 1986, BC transit will start an express service from Commercial (now Commercial-Broadway) to UBC, in fall 87, numbered 81 the first year, then 31:
The bus 31, was a typical rush hour only express service with pick up only at all local bus stop East of Oak, for the West bound direction (and drop off only for the east bound), then non stop to UBC.
1996, Introduction of the 99 B line service on the Fall
The preliminary service is weekday only, but is running all day long (without evening serice), and receives a special branding: the “Bee Line” logo.
express route 31 is discontinued
The line will reach the UBC loop after enlargment of it, in the spring 1997. The Clark stop will be added at the same time
Sasamat is added in the Fall 1997
The service is an instant success, and the offer needs to be reinforced as soon as Nov 1996, where peak morning frequency is already at 4mn between Commercial and UBC 
1998: Full deployment in the fall
A new fleet of 21 low-floor articulated buses with a distinctive B-Line paint scheme and bike rack was deployed. All that were novelties on the Vancouver bus system in 1998. Service is extended on week-end and evening . The Brentwood-Boundary loop route (109) is then discontinued.
The ridership increased by 20%, prompting an order for 5 additional buses
Bus bulges are installed at the Sasamat bus stop, in May/June 1998 , as a demonstration project: Besides it, the 99B line never benefited of any BRT like fixed infrasrtucture
2002 and after: the SkytrainMillenium line days
- The Skytrain line replaces the B line east of Commercial in 2002
- In 2003, Translink introduces non stop bus between COmmercial and UBC (99 Special) to handle additioan demand generated by the introduction of the U-Pass
- In Jan 2006, the opening of the VCC-Clark station allows the opening of a new route from it to UBC (#84), supposed to relieve crowding on the Broadway corridor
- Fraser, and Arbutus stop are added in 2009
- The students, continued to board the first 99 showing up, rather than waiting for the 99 Special, which was then not alleviating crowding. the 99 special service has been discontinued with the introduction of the route 84:
|Oct 1997||8,500 |
|Nov 1997||10,000 |
|1998||16,000 (*) |
(*) The Original BC Transit estimate was 12,000 
Some reasons for the success.
It is worth to notice a great emphasis on the marketing side, and its technical limitation  :
- A distinctive product:
- The B line branding is applied to any aspect of the bus service: bus, bus-stop, map and schedule
- It is worth to mention that the bee line logo copyright has been challenged by an individual: the controversy did some stride in the mediaa, bringing exposure to the product itself
- The buses looking “different” don’t get unnoticed by drivers.
- The line has his dedicated bus stop
- The accessible low floor buses has been a disruptive point in the industry (same has occured with trams in the 90′s)
But one, must not forget the “geometry” fundamental of the line:
- Where it was ~37 bus stop between Commercial and Alma (route 9), the 99B was offering only 6 (now 8) along the same 8.5km segment.
- The strong Central broadway anchor (before not directly accessible from the Lougheed corridor
- At the exception of Allison and Heather (Vancouver General Hospital), All stop connect with other network bus lines:
- The time gain is especially consequent (up to 40% time gain)
- The B line, especially in its eastern part (pre millenium line), is conceived as to be feeded by local buses.
- The B line runs on as much as of the entire corridor broadway-Lougheed, making it very legible
- In practice service east of Commercial was relatively limited, but people coming from the Lougheed corridor, was able to board on a fast service offering limited stop service in Vancouver
The route 44 (limited stop from down town to UBC), having replaced the express route 85 (local on the downtown peninsula, then non stop up to UBC) participate from the same philosophical approach as the 99B.
The 98B line
The line opened on August 7, 2001, after a 4 1/2 month transit strike
The 98B line will capitalize on all the 99B lessons, but will add some BRT like features:
- Dedicated Right of Way (number 3 road in Richmond), and bus lanes in Vancouver (Marpole)
- Specially designed bus shelter, with real time information system
- premeption of traffic signal (at least in Richmond)
- The system was originally deployed to accelreate fire department response: it was not clear it was very efficient for transit operations
It is possible that Translink, could have liked to discontinue all direct services from Richmond, to having them feeding the 98B line…In fact rush hour direct services has been preserved, but the 98B line replaced a rather confusing array of bus routes (401, 403, 406 and 407) with a legible, direct, and frequent service, between Vancouver and Richmond Center. The line has been discountinued in fall 2010, as being replaced by the Canada line
 TCRP Program report 65: Evaluation of Bus Bulbs, National Academy press, Washington D.C., 2001
 Vancouver’s BLine Experience, Jeffrey Busby, TRB Annual Meeting 13 January 2013.
 TCRP report 90: Bus Rapid Transit Volume 1: Case Studies ( Annex B Bus Rapid TransitVancouver British Columbia, Translink #98 and #99 B lines), National Academy press, Washington D.C., 2003
 “Planning of Vancouver’s Transit Network with an Operations-Based Model“, Ian Fisher, May 1 2009, Translink
 “Bus System Performance Review”. May 31, 2012 – Translink
October 7, 2013
This post was previously published on the Frances Bula’s blog, on July 12, 2013
It all started with a Trojan horse: The 2010 Olympic games. Granville and Robson have been closed to all traffic. Granville had been closed before due to the Canada line construction, and bus were using dedicated lane on the couplet Howe/Seymour.
We all liked the pedestrian atmosphere and gathered at Robson#Granville (thought city hall, have planed Robson square as the centre for celebration)….but it is not because you have enjoyed your last family reunion, that you must organize your living room as if it was happening every day.
The Olympic games gone, the buses got back their historic routes…short respite…
A war on bus was brewing:
Pedestrian only Granville was considered good, so buses are now routinely demanded to go back on Howe/Seymour which have lost their bus lanes in the interim!
When Hornby received its cycle track, The city ostensibly relocated its curb side parking along Howe: The city made a point to not build a cycle track at the expense of parking: the bus lanes are the sacrificed goats
Granville buses surrendered; stoned by a blitzkrieg attack; the real battlefield is obviously Robson square:
It is a war, and going to war requires an army: The purpose of Viva Vancouver is to occupy the battlefield, which can’t sustain itself, without artificial activation, as has been demonstrated last fall (an attempt to force definitive closure without consultation?).
Because it is a war, there is no mercy for the adversary: In despite of seasonal closure for more than 3 years. Not a single improvement has been brought to the Robson bus on its circuitous detour: The unnecessary hook via Smythe, to turn left turn on Burrard, from Robson, could have been easily fixed by now… whether City hall, was less contemptuous of the bus riders…
At best, bus riders are not considered differently from car drivers by both city Hall and, unfortunately the VPSN, an advocacy group for aggressive pedestrianization of Robson square (both 2012 City hall public consultation on Robson square, which in fact has been organized by the VPSN, and the 2011 VPSN “petitions”, made sure it was not possible to differentiate buses of general traffic)
Obviously, on the margin of the main battlefields, skirmishes happen routinely, often under the disguise of good intentions:
- A 30km/h speed limit on Hasting fine!… but without appropriate street design, it is widely ignored…but bus driver dutifully slow down…
- A cycle track on Union, Great!…nearby businesses have been promised that parking space will be relocated on Main…in the way of the buses…
Since it is summer, many readers, like the host of this blog, will be visiting Europe. They will eventually witness there that transit usually receives consideration and that an aggressive pedestrianism agenda is a 70′s concept, which is outmoded by shared spaces, where sustainable transportation mode, including transit, mingle with pedestrians, and naturally activate the places they serve.
They will also discover that it is not by erecting a blockade, as nice and attractive it can be, on a bus route that one will reduce car dependency…and still, it is exactly what Vancouver city hall is currently doing…
August 29, 2013
Only one week-end before back to school: it is time to draw some conclusions when memory are still fresh on the Viva Vancouver 2013 season
Judging the Viva programming is certainly a question of view point:
Some minor projects here and there, like the park-lets or the public pianos, are certainly positive actions for our public spaces, but the Viva signature projects will be on Robson square and Granville street. It is the focus on in this post
For some, the Viva 2013 program will be considered as a tremendous success:
- Closing Granville Mall to bus, for the sake to provide space to a for profit car company subsidiary, is a noticeable achievement
For others, it will be considered simply as disappointing, if not a failure:
This Year flagship installation, Corduroy Road at Robson square, was providing some seating using warm material, bringing the street partially at level with the sidewalk. Alas, as noticed before by Stephen Rees, it never get used much more than a glorified foodcourt, and beside lunch time, the place was looking too empty to be attractive :
- The installation itself, providing little interactivity, at the difference of the very popular 2012 PopRock, or the 2011 Picnurbia, could be at cause.
- The fact that both side of the 700 block of Robson street are going under renovation, was not helping either
But more probably, the “Olympic atmosphere” memories which people could have been looking at when wandering on the Vancouver street in the previous summers is simply fading, and the interest for the programming of our public spaces is disappearing. More simply, there is not enough pedestrian traffic to “fill-up” the offered space, which is too big considering the pedestrian traffic .
That is a disappointment. A particularly sunny summer makes it even bitter.
It becomes a significant failure, when the goal is to demonstrate the viability of a year round closure, and in despite of a generous funding, Viva was not even able to meaningfully program the space it seized, for the 2 most favourable months of the year: Presenting a “car2go” booth as a way to program our public space, has turned the experience into a farce, to not say a full scale fiasco.
The conclusion on the viability of a permanent Robson square closure should be obvious, and the last year experiment- keeping Robson square pedestrian only during the fall 2012- should have given hints:
Where are the people?
As we have mentioned before, the Vancouver geography of public spaces has changed with the introduction of the Canada line: The Georgia#Granville intersection (and more specifically the plaza in front of the London Drugs) has replaced Robson Square as a major Vancouver’s focal point. That reminds us the importance of transit as it comes to define the geography of the city public space, and pedestrians activity, this for the best and the less good:
Transit, and transit users need to be accomodated, not hidden, and if the City of Vancouver is true to its transportation 2040 plan, the “problem” illustrated above will become more acute in the future: It should be addressed and not made worse.
We eagerly await the return of the bus 5 on its historic route and hope reason will prevail at City Hall
 Robson street is 80′ wide. There is virtually no example of pedestrian only street in Europe with such width. New York Broadway Avenue, at ~80′ wide, could be the closest, but the pedestrianized block around Times Square see a traffic of 350,000 pedestrians/day