Rebooting Transit in Vancouver

Adriane_listens.jpgMetro Vancouver voters voted "No" to funding transit expansions with a new 0.5% sales tax in the spring 2015 Transit and Transportation Plebiscite, but the need for better transit is not going away.

Our job now is to reboot transit planning and link it to city planning as a whole - an opportunity for citizen-involved planning that links the kind of city people want with the kind of transportation that will support it.

Green Councillor Adriane Carr wants to hear from you on this! What kind of city do you want, and what practical transit solutions can we implement to make that vision of Vancouver a reality?

Thank you!

Trains at grade

I strongly believe that the cheaper, on the road trains make WAY more sense in terms of well, money, but also from a speed with which they can be built and the fact that we live in a VERY temperate climate. They work in Calgary and Toronto. Why do they not even seem to be an option here?

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Congestion pricing

Transit referendum results:
61.7% No
38.4% yes
Ok, Lets start talking about congestion pricing. 
At peak congestion it costs $4 to take the Seabus - how about a similar $4 to drive over the the Lions Gate and/or 2nd Narrows bridge?
Same with Patello, Alex Fraser, Queensboro, Oak Street, Knight St, George Massey, Pitt River Bridges?
Aquabus/False Creek Ferries costs $2.50(?), similarly a congestion toll of $2.50 can be added to the Granville, Cambie, and Burrard St Bridges.
Peter Scholefield,
HUB - North Shore Committee,
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Citizen Involved Planning

Thanks, Adrianne for your sole support on Council for involving the citizens of Vancouver in meaningful involvement in planning our communities. As you say, what's needed is bottom-up not top-down planning that addresses the needs of all Vancouverites, not its wealthy elites. The plan for a subway on Broadway was rejected because it would absorb most of the available funding for transit & require massive re-development of the entire corridor to pay for it. Most people figured that out & voted no to allow for a re-think of transit in Vancouver.

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Granville Bridge Pedway

Counselor Carr may remember conducting and publishing a comprehensive survey entitled: "Transportation Alternatives For The False Creek Basin" in the early 1990's with her Urban Studies Geography students while she was an Instructor at Langara College. The results of which identified the proposed Granville Bridge Pedestrian Walkway concept as being the Number One preferred alternative identified by survey respondents among all the various transportation alternatives presented. It is important to note that the vehicular deck level of the Granville Street Bridge is among the most pedestrian unfriendly environments to be found within the City of Vancouver. 


The following is a brief description of the proposed Granville Bridge Pedway project:  

A covered, 200-meter handicap-accessible walkway BUILT INTO THE EXISTING SPAN of the Granville Street Bridge with glass-enclosed elevators and terraced stairway approaches at both ends, to connect downtown Vancouver with Granville Island; thereby creating a pedestrian "mall affect" between the two commercial anchors - Georgia & Granville Sts. to the north, and Granville Island to the south - thereby revitalizing economic activity between the two commercial nodes and relieving traffic and parking congestion and facilitating pedestrian access over the False Creek basin - as well as serving to connect Vancouver's entire seawall network. A practical, functional, extraordinarily cost-effective, (the existing support structure is already in place), economically-viable capital improvement for the City with tremendous public access and tourist potential as the views would be...spectacular. 

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Let's build on our streetcar legacy!

Let's not forget that the Vancouver we know and love, with its many unique neighbourhoods, evolved thanks to our old streetcar network. 

In designing transit for the future, let's ensure that we maintain and and enhance that legacy of unique, livable neighbourhoods. We should service the old streetcar corridors with frequent bus service, rather than condensing Vancouver's transit to a few supercorridors. Such a move risks dramatically changing our city into something more akin to the 1960s technocrat vision of a freeway city, which Vancouverites thankfully stopped in its tracks, preserving beautiful neighbourhoods like Strathcona and Chinatown that otherwise would have been obliterated.

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