Grounded on principle previously exposed, we present here some more concrete ideas of what could look an ideal transit network in downtown. In a top down approach, we naturally ensure that the regional and city transit lines are optimized: that is the main purpose of this post

The regional transit network:

The regional bus network: the extension of the North sore bus route to the Main street Station

The regional bus network: the extension of the North sore bus route to the Main street Station

The Hasting buses (named HSB) such as bus 135 are considered as regional bus, as well as all buses heading to the North Shore (named NSB for the one using the Lions gate Bridge).

A major change is with the North shore buses.
All routes coming are extended to Main terminal:

  • The actual connection with the Granville station is preserved, but patrons will eventually find that Stadium or Main will provide better transfer: that will reduce crowding pressure at the Georgia#Granville stop
  • Georgia street, sometime called a traffic sewage, is where some want hide Transit and its users: it is not without creating challenges.

    Corwding at Georgia#Granville bus stop is reduced by the extension of the north shore buses to Main station

  • It resolves North shore bus layover issues in the downtown core: there is ample space at The Main/Terminal
  • It provides a direct connection with the Main street bus routes (3,8, and 19)
  • it provides a direct connection with the train and intercity buses station.

A potential extension to the future Broadway line station, at Great Northern Way# Fraser, could be doable too


City Bus routes:

the city bus network

the city bus network

A major change on the main street corridor:

Bus #3 and #8 are short-turned at the north end of Main. It is a result of an observation: most of the patron of those routes, transfer onto the Expo line at main terminal, leaving bus #3 and #8 wandering empty in the downtown core. It is also a follow up of a previous Translink recommendation [1].

  • The saving in term of operating cost is tremendous, and it helps to address bus congestion (mainly at bus stop) on the hasting corridor

Bus 19 can preserve a direct connection between the downtown and the Main Corridor.

The route 22 toward the Knight street corridor
In the context of the 2013 Bus service optimization consultation, we came up with a “counter proposal” to improve the bus 22 and C23 route (then proposed to be extended to Terminal Avenue) which has been discussed in comment section of the buzzer blog:

proposed extension of route C23 (in blue) and rerouting of bus 22 (in red) to serve the Terminal avenue area, and provide a good connection with the Expo line

The bus is permantly routed thru terminal avenue (instead of Prior and Gore).

  • it improves the connection to the expo line (for people using its East branch)
    • to avoid a left turn at Main street(preventing to have a bus stop in direct connection with the Expo line), the route 22 is routed thru Columbia and Quebec street.
  • The actual 22 use Pender street, but Hasting could be a superiori choice (direct connection with hasting bus corridor, and closer to Waterfront):
    • Toward it a section of Columbia (North of Pnder) could need to be reverted as a two-way street.

The Bus 17

It is used to provide a North south service East of Granville from Waterfront (bus termini on Cordova). Due to the street layout, Cambie street is the only reasonnable choice:

  • Beatty closer to the Staidum station end up at pender, is often closed to traffic with special event at Canada place.
  • Hamilton and all western choice, are to too far away of the Statdium station, and roverlapping too much with the Granville corridor.

The route 50 case.

This aim of this route is to provide some transit service to Granville island and on the South False Creek slope. That said, the routing of this route make it of little value for too many people:

We redesign this route as a peripheral one, linking Broadway#Granville, Granville Island, Olympic station, Main street station and Main#Hasting:

bus 50 as a peripheral route connecting Main#Hasting to Bradway#Granville via Main station, Olympic station and Granville Island

bus 50 as a peripheral route connecting Main#Hasting to Bradway#Granville via Main station, Olympic station and Granville Island

Among other benefits: Such alignment allows to improve the transit offer in the South East Flase Creek area, and remove one diesel bus route of the Granville Mall.

The inconvenience of this design is the eventual lost of a direct connection between Downtown and Granville island: The implementation of an elevator between granville island and the Granville bridge span could be a good solution, which could be part of the Granville Bridge greenway proposal

The route 15 is then prolonged to downtown, following the alignement of route 17, able to provide a more consistent bus service on the peninsula section of Cambie

The Hasting bus corridor

We include the bus serving Powell in this corridor (essentially route #4). Even with the removal of bus #3 and #8, there is lot of bus service redundancy (#7,#14,#16,#20): The rationalization of it should be the object of a study focusing on this corridor rather than a down town study.

The Burrard bus corridor

At this time, it consists only of bus 22 and 44. If the Broadway subway is designed to terminate at Arbutus, it is expected that this corridor will see much more bus traffic, and a revamped route 44 -using Broadway to connect with the subway line- could see a level of service similar to the actual bus 99.


[1] Vancouver/UBC Area Transit Plan , Translink, July 2005.

We have generally welcomed the last 2 rounds of service optimization, since they address bus route network structural deficiencies and this year makes no exception:
Among proposed change the 404 rerouting from Ladner exchange to Riverport is something we have previously called for:

The bus 49

It is important that TransLink rationalizes its bus network to provide value for both the taxpayer and the transit user, as well as provide a sound foundation for sustainable growth. The most obvious inefficiencies, are the route diversions serving specifc needs- An issue already well identified in the 1975 Downtown Vancouver bus review [2]- since a diversion means a less attractive service for most of the travellers.

A bus route detour may seem benign on a relatively low frequency route but it introduces inefficiencies which compound as transit ridership grows. It is notoriously the case of the bus 49 diversion at Champlain Height, which we have already pointed to the Translink commission

current_bus_49

Such a diversion could have been overlooked decades ago, but is an unsustainable in 2014, with UBC, a Canada Line connection and Metrotown as major destinations along this route:

The Champlain Heights detour is an unnecessary inconvenience for 95% of route 49’s 20,000 weekday riders. It adds 4 to 5 minutes to each of the approximately 250 daily bus trips, which costs $500,000 annually (more than the cost to operate all the Ladner/South Delta community shuttles routes C84, C86 C87 C88 and C89 combined)[1]. This figure will only get worse over time.

Addressing it, not only improve the Translink financial sheet, but it also dramatically improve the bus service along the 49th avenue:

The proposed new bus 49 route by Translink saves 4 to 5 mn on each of the 250 daily runs done by the bus 49

The proposed new bus 49 route by Translink saves 4 to 5 mn on each of the 250 daily runs done by the bus 49

Understandably, some residents affected by the change have voiced their concerns [3]. Any routing change affects some customers and their concerns need to be considered. In the route 49 case, virtually all Champlain Heights’ residents will stay within 500 metres of a bus stop (either rerouted bus 49 or bus 26, both being among the 20% most frequent bus routes).

A reworking of the bus 26 could be also possible along lines below providing better connections to the rest of the network and service/jobs than the actual one:

A bus Joyce/Metrotown could improve the accessibility of the Champlain Heights thru the rest of the network, service and jobs compared to the current route (29th Ave Skytrain station- Joyce)

…But eventually the development of the East Fraser lands area calls for a more drastic review of the bus routes in this area, so it seems wise to not touch the route 26 for the time being (since it is a prime candidate to be extended to the East Fraser Lands)

The saving provided by the ending of the 49 diversion could easily pay for a community shuttle linking champlain mall to Metrotown thru 54th avenue.

  • ~40 daily shuttle runs could end up to cost ~$125,000 annually, assuming a $60/h shuttle operating cost [1]

but one could reasonnably question: Is it the best use of the saving Translink can do, when so many other areas are severed of even basic Translink service?

In any case, there is no lack of options to mitigate the lost of a direct 49 access for some people, and potential inconveniences are largely outweighted by the general service improvment.

The Vancouver council position

It is sad, but not overly surprising that the Vancouver council seems to be prepared to pass on March 11th, a motion initiated by Geoff Meggs, disregarding the benefit of the proposed 49 rationalization for the overwhelming majority of transit user, to focus only on a so called “service cut” in the Champlain Height, to oppose to the the improvment of the route 49.

One will notice, that so doing, the Vancouver council is dismissing the transit user value of time, and its contribution for the region’s economy (a viewpoint rightfully denounced by Gordon Price)…Do they adopt the same perspective when it is time to argue for a Broadway subway?

In the context of a looming transit funding referendum, it is extremely important that TransLink addresses its network inefficiencies, especially when they impede greater benefits for most of the transit users, and reduce the transit value of our tax dollars… and thought one could expect tthat its efforts could receive full support froom the concerned municipalities, it is also important that Vancouver doesn’t receive a favor treatment.


[1] Bus service performance review, Translink 2013

[2] The Downtown Vancouver Bus Service vision in 1975

[3] Bus service cut worries Champlain seniors,Sandra Thomas, Vancouver Courier, February 25th, 2014


Since mid 2012, Translink and the city of Vancouver have been working on a Downtown bus service review, with public open houses held on June 2012. Below is our take on it:

It is no secret, that the purpose of the exercise, done under the impulse of the city of Vancouver, is to clear many areas of the city from transit, and more notoriously Robson square. As such the public has been presented with a set of constraints:

The constraint set for the Downtown bus Public consultation

The constraint set for the
Downtown bus review Public consultation

The consultation was not presented necessarily in the best terms possible – we could have liked a brief historic of the downtown transit network, and having the staff seeking feedback on a set of considered principles to design the transit network [2].

In light of it, and especially the previous consultation on the Block 51, the Downtown bus service review consultation Summary [6] is a very welcome surprise:

  • some geometric principles are spelled

    • “Routes should be designed to be simple, direct, and easy to understand”
  • More importantly, the concern on the impact of street closures to bus, especially Robson square, seems properly recorded, as well as a potential solution

    • “The Robson closure does nothing to better city culture and is disruptive for bus routes”


      “I approve the City’s initiatives for public spaces (eg. the 800-block of Robson) but this should not force transit to detour, there can be closures for private cars and trucks but let transit buses/trolley buses through, similar to great plazas in Europe.”

Timeless geometric principles as already stated in [2] (as we have seen here, and well worded on the Jarret Walker’s blog and book) appear as uncontournable.

Not surprisingly, the summary teach us, that in downtown, trips demand are from everywhere to anywhere…

Origin destination pair in the downtown peninsula exhibit a great entropy - nevertheless some major transit corridor appears

Origin destination pair in the downtown peninsula exhibit a great entropy – nevertheless some major transit corridor appears

Trying to single out some destinations to be served, such as a future art gallery, is somewhat self-defeating. The popular destination of today, was not the one of yesterday, and will be not necessarily the one of tomorrow. What is important is to be able to provide a network which is time resilient:

  • It is a “mobility” network, around which the city is structuring itself rather than the reverse

That leads to the following issues, from the most important to the least

Bus coverage

One principle in designing an efficient and resilient bus network, is to maximize the coverage while minimizing the number of bus lines, and still obeying to a core geometric principle: direct and consistent routing – that is a straight line (or following the street grid orientation). For the Downtown peninsnula, assuming an accepted ~1/4 mile walk to a bus stop, the probably most optimized configuration can be done using 3 main transit corridors as illustrated below

The yellow strips, representing bus corridor and their catchement area, are lay down to provide the the most efficient bus coverage in Dowtown. Red arrows represents necessary connectivity between bus corridor

One will quickly recognize the route 5/6 as structuring the Westend coverage in a very optimal way: It explains the resilience of those routes structuring the Westend since its very early development and still doing it:

The WestEnd development plan is widely based on the actual bus route 5/6 anchoring the high density and retail/commercial development

The WestEnd development plan is widely based on the actual bus route 5/6 anchoring the high density and retail/commercial development

Moving one bus route from one street to another one, could seem to be a minor change, but in fact it can affect dramatically the coverage…either by introducing gaps or redundancis in the transit coverage, all severly affecting the network efficiency. In the context of the current Westend development, consequence can be much more dire.

Connectivity

A perfect grid as suggested above should allow to make any local trips with no more than one connection.

Our public transportation network is also a hierarchized one:

  • “local bus” routes aiming to provide transportation option in downtown, such as route #5
  • “city bus” routes, that is the one connecting the downtown to other part of Vancouver, such as route #14
  • “regional transit” routes where lies the skytrain network, sea-bus but also bus route such as #250 or #135

To keep reasonable the number of transfers for people coming from outside Downton, it is particularly important to have all “structuring” downtown network lines connecting to the regional network:

Vancouver regional transit network in its Downtown

City routes are not represented, but can be considered as part of the “structuring” downtown network (that is particularly obvious in the case of route #19 serving Stanley park)

bus-seat supply

Specific bus route could be overloaded, but in some key downtown corridors (mainly Hasting and Granville), there is an over-all over supply of bus-seat (over-supply on some bus routes is not compensating under supply on others)- a typical problem in urban cores we have already encountered, in a more acute form, in Sydney, Australia


buses_Granville there is excees of capacity on the Hasting corridor west of Main – credit photo (1). Simialr observation can be drawn on Granville Mall – crdit photo (3)

It could be no easy answer to this problem, but one will notice that one rationalization idea not implemented was the the discontinuation of bus route #3 west of Main [8]. A similar conclusion could be draw for bus 8.

The fact that the route #3 and #8 use 60ft artics trolley bus (in short supply), reinforce the case for route shortening, freeing bus capacity where it is more needed

Urban integration
Buses congestion, leading to a bus wall, as seen above on Granville, creates its own urban integration issue:

It obviously affect the pedestrian experience on this mall, by creating both a constant physical and visual barrier.

The issue could be complex to address on Granville Mall. However some other urban issues can be more readily addressed:


bus_stop_queue_Georgia top: bus laying over at Davie and Denman – credit photo (4). Bottom bus line-up on Georgia street

The bus lay-over at Denman#Davie creates an uninvitating “pedestrian tunnel” whereas, sidewalk activity could thrive, considering the view, sun exposition, and immediate proximity to the Beaches.

We have already discussed on a relocation of this lay-over, in a critic of Denman street, which is underlining the network issue this lay-over also creates

Transit is very Vancouver centric: thought numerous bus route to North shore run on Georgia, there is no direct connection of them with the Westend. furthermore bus 5/6 make a time point at Davie and Denman making the Northshore<-> Davie area transit option less than appealing (map credit - Translink)

At the end, a succesful transit network, means a good patronage, which also creates its own issue, as we can regularly witness on Georgia street. Such problem should be addressed.

The additional constraints or Robson square

Cnnsidering the above issues, one can see emerging the rough lines of what could be an ideal transit network…but adding additional constraint in the form of arbitrary “no bus” zone could be wreaking havoc on it.

When come Pedestrian streets, they should be designed as a complement to the city transportation system, not as an impediment to it, and that is also a reason making their success…or failure otherwise [7]. Fortunately some solutions, especially the ones considering transit as part of the urban fabric, achieve exactly that

Note:One will find a summary of a city conversation on the Robson square issue, on the Stephen Rees blog.


[1] Georgia Straight

[2] We mainly think of some geometric principles. on the example of those clearly enounced in a the 1975 Downtown Vancouver Bus Service vision, as seen in a previous post. Translink has some material illustrating the importance of some, as discussed by Jarret Walker

[3] “The TTC page” website

[4] Stephen Rees

[5] Vancouver/UBC Area Transit Plan , Translink, July 2005.

[6] Downtown Vancouver Local Bus Service Review: Phase 1 Consultation Summary, Translink and City of Vancouver, 2013

[7] Jarret Walker uses the “bus as pedestrian fountain” metaphor to convey the importance of transit to the success of a pedestrian area.

[8] See [5]. Note: the shortening of the route #3 has been briefly implemented apparently in 2006-2007 but abandoned in 2008 with the introduction of artics trolley on the route 3.

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 original B line Logo – credit flikr user: mag3737

It is the first time Broadway has an uninterrupted service from Boundary to UBC, and service extendining on Lougheed Hwy up to Lougheed.

      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 [2]

.

1998: Full deployment in the fall

The bus b8025, in its original B line livery.

The bus b8025, in its original B line livery. The 99B route featured Low floor buses which were a novelty in 98 in Vancouver. the special livery was also new and came unspoiled by advertising. buses were coming with a bike rack what was also new – This bus (b8025) was part of a second order to face increased demand) credit photo Peter MacLaughlin, 2000

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 [2]. 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 [5], as a demonstration project: Besides it, the 99B line never benefited of any BRT like fixed infrasrtucture

2002 and after: the Skytrain Millenium 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
    • 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:
  • 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
Transit service along the Broadway corridor

Broadway99Broadway10 Transit service along the Broadway corridor, in 1995, 1999 and 2010

Ridership evolution

year daily ridership
Oct 1996 8,500 [2]
Nov 1996 10,000 [2]
1998 16,000 (*) [7]
1999 20,000 [7]
2002 26,000 [7]
2007 45,000 [8]
2011 54,350 [9]

(*) The Original BC Transit estimate was 12,000 [2]

The line is extremely busy, with long line up before boarding at several stop, as Commercial pictured here. People line-up on 3 queues (one per door).

The line is extremely busy, with long line up before boarding at several stops, as Commercial WB pictured here. People line-up on 3 queues (one per door) – credit photo Vancotybuzz

Some reasons for the success

It is worth to notice a great emphasis on the marketing side, and its technical limitation [6] :

  • 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 time gain is especially consequent (up to 40% time gain)
  • 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 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

At the time of the introduction of the 98B, the B line logo has changed, and Translink color are blue and yellow (instead of red and blue, former BC transit color)


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


[1] The Buzzer, BC Transit 1987 Aug 28

[2] The Buzzer, BC Transit 1996 Nov 29

[3] The Buzzer, BC Transit, 1998 Aug, 21

[5] TCRP Program report 65: Evaluation of Bus Bulbs, National Academy press, Washington D.C., 2001

[6] Vancouver’s BLine Experience, Jeffrey Busby, TRB Annual Meeting 13 January 2013.

[7] 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

[8] “Planning of Vancouver’s Transit Network with an Operations-Based Model“, Ian Fisher, May 1 2009, Translink

[9] “Bus System Performance Review”. May 31, 2012 – Translink

At a time when “both TransLink and the City of Vancouver are aiming to establish a common vision for bus service in downtown Vancouver“, it is still interesting to have a look at what has been done in past in that respect

In 1975, the Bureau of Transit Services, then depending from the Minister of municipal affairs prepared a transit service plan to complement the City land plan [1]:

1975 Vancouver Downtown transit Plan

1975 proposal for the Vancouver Downtown transit Plan, extract from [1]

This plan is important in many aspects, and mainly the adopted methodology

It lays down the general picture in which a downtown plan can take shape

Thought not in service in 1975, the West Coast Express concept were already discussed, and the terminals and vessels, for the seabus, were under construction. The skytrain was still a quite distant concept [2], but the LRT discussed in the plan is clearly considered as a pre-metro, aimed to be underground in the Core Business district.

But More importantly,

It lays down 7 principles guiding the plan
Those principle are subdivized into 3 common service characteristics:

  • Direct Routing
  • (1) Don’t divert routes to serve specific needs: Diversion means a less attractive service for most of the travellers
    (2) Use secondary services connecting to main ones, to serve “out of the way” area (rather than divert main routes)

  • Minimize unecessary transfers
  • (3) Use the downtown grid for “random schedule” transfers

  • Minimal walking distance to final destinations
  • StraightThru
    (4) Go Straight thru the “center of gravity” of an area, and not its periphery, which increases the total walking distance by half.
    (5) Transit and pedestrians: the concept of pedestrianization and transit must not be treated independently.
    The study cites Jane Jacobs [3] to support the idea of bringing together the transit network with the pedestrian area [6]
    (6) Prefer two way operations over one way, since it offers the maximum coverage
    (7) Prefer nearside bus stop over farside, sinec it allows the passengers to alight before have to wait at a traffic light.

Many, if not all, of this principles are what Jarret Walker calls the geometry of Transit, and that is the reason why they are still as valid in 2013 as they were in 1975:

  • Principle (7): Thought some cities like Montreal and Toronto, have bus stopa on the nearside, most of the cities adopt a farside model, since it usually allows a better general traffic output, and modern LRT/trams use also farside bus stops, since it allows a more efficient signal preemption
  • Principle (1), (4) and (6): They are very strong transit geometry principles which have justified the conversion of Manners Mall in Wellington New Zealand, from a pedestrian only street to a transit mall.
  • Principle (4) and (5) are why transit needs to be considered as part of the urban fabric

Some comments on the DT plan
The geometry of transit largely comfort the relevance of the historic streetcar grid:

Robson bus 5 ( Ex-Saskatoon Brill trolley 2363), at Robson square, in May 1980. Note the “Shoppers Free” Bus sign – Photo, courtesy from Angus McIntyre

  • The choice of the streets is guided by principle (4)
    • At the time of drafting the plan the Robson bus was using the couplet of one way streets Smythe/Robson: a two way service along Robson is clearly the privilegied choice.
  • The streetcar service along Hornby, was expected to use the Arbutus line outside the DT core: the routing thru Hornby plan is consistent with the 1972 Erickson plan developped for the court house complex.
    • The advent of the Canada line kind of fullfill this vision.
  • The Robson square is envisioned to be a pedestrian oriented area, serviced by transit in full accordance with principle (4), and the Arthur Erickson’s vision for Robson square:
      The only traffic through the square will be inner city buses, linking the West and and False Creek. Since buses function as people movers, they are seen as a compliment or enhancement to the pedestrian activity of the civic square [...]


The underlying philosophy leading to the plan, articulating pedestrian areas around transit, and not the reverse, illustrates the dramatic shift of the current Vancouver council approach, which dismiss the transit geometry, as illustrates the Robson bus circling the square
to serve a “specific need”.

At the end a transit service is envisioned on Nelson to complement the planned development of the westend, as well as a pheripheral line, to serve the “social and recreational” place on the pheriphery of downtown:

Remarkably, they are echoing recurring wishes for Transit in downtown, but the plan warms that “…there really is not much to be gained in professing support for programmes to get more people to use public transit without commitment to actions to give transit priority use of streets in Downtown Vancouver and in other urban centres in the metropolitan area.”

Alas, the current Vancouver council policies could not be farther apart of this commitment to transit.

One can also consult [5] for a different coverage of [1]


[1] Draft memorandum on transit service planning to complement downtown peninsula plans of the City of Vancouver, Bureau of Transit Services, BC Minister of Municipal affairs, Sept 19, 1975. (13.6MB file)

[2] the underlying concept had been drafted by Harry Rankin by 1970, see The Case for Rapid Transit…in 1970

[3] The Death and Life of Great American Cities, Jane Jacobs, Random House, New York, 1961

[4] 51-61-71 Project, block 71 Schematics, Arthur Erickson Architects, 1974

[5] Vancouver’s 1975 downtown transit plan, John Calimenete, April 7, 2010

[6] This view is echoed by Jan Gehl, among others, providing rational for Transit on Sydney’s George Street.

That is a complement to one of our previous post:

Bus expense and revenue per Translink region

Bus expenses and revenue per Translink region

Some comments on the above figure

Property values assesment per Translink region

Property values assesment per Translink region

Bus boarding per Translink region

Bus boarding per Translink region

  • The number of revenue bus hour is estimated of the above too, but the cost per revenue bus hour is estimated at $180 (instead of $116), to match the finanical information as provided by [1][3]
Bus revenue hour per Translink region

Bus revenue hour per Translink region


[1] 2011 Statutory Annual Report, Translink 2011, Burnaby

[2] We estimate that the revenue per boarding is equivalent in all region, people travelling multi zone generating more boarding that people travelling into a single zone

[3] The discrepancy is eventually due to the fact that [1] doesn’t take account the deadend trip and other layover. Those are probably much more important in the outer suburb than in Vancouver proper. That is balanced by the fact that Vancouver region operate much articulated bus than other region. (see our previous post on it)

Have you noticed the bus route number in the picture: it is a subliminal message from Brent Toderian

Trying to follow their European counterparts, many cities around the US, including Los Angeles, now commit tremendous amount of money on down-town Transit initiatives, seen as key toward their urban renaissance. Former Vancouver Chief Planner, Brent Toderian, thinks differently: We should get rid of the transit to install patios! Huh: What about the cars?

To be sure, it seems to be the talk of the day in London Ontario, for its main downtown street, Dundas street. London could have its own reason but that is odd:

  • It doesn’t have the excuse to be in 1970, not even the one of a pedestrian Mall project (like the 1970’s Wellington Golden Mile)
  • It is both more capital and operating intensive [1][2]

In brief, when cities around the world invest toward more attractive Downtown transit, London Ontario seems willing to invest toward the opposite goal?

Could we see here at play a very concerning Canadian attitude, toward surface Transit?

In Rouen, France, the removal of cars, not buses, has been chosen, to improve the streetscape, mainly by widening the sidewalk


[1] $1.8M for bus-free Dundas, London Community News, June, 06, 2012

[2] Ironically, the very same reason why Wellington has reintroduce Transit on its Golden Mile

Follow

Get every new post delivered to your Inbox.

Join 43 other followers