VPSN ACTIVITIES

Annual General Meeting & Collingwood Park Walk 
Tuesday, May 9

The VPSN Annual General Meeting is coming up next week! This year’s event takes at the amazing Collingwood Neighbourhood House (5288 Joyce Street, walking distance from Joyce Collingwood Station). Since the late 1980’s, CNH has been providing a safe space and an array of services to the surrounding Renfrew-Collingwood neighbourhood. We’re honoured to be able to hold our annual meeting in this important non-profit operated public space.

Our AGM agenda will include recap of our advocacy and project work over the past year, and provide a preview of our work ahead. As part of the activities, we will also provide an update on our finances and elect a new board of directors for the upcoming year.

Before getting down to business, we will also be taking a short walk through nearby Collingwood Park (5275 McKinnon Street), which is currently undergoing an important redesign process. Weather permitting, the walk will last approximately 1 hr, at which point we will head to Collingwood Neighbourhood House for the AGM.

• 6pm: Walking Tour – Meet at the corner of Euclid and McKinnon
• 7pm: Annual General Meeting – Program Room (2nd Floor), Collingwood Neighbourhood House
• Please register and read more details here. Both the walk and the AGM are free to attend and everyone is welcome.

VPSN Volunteer Meeting
Tuesday, May 16 @ 7pm

Our first volunteer orientation in some time, for new and returning volunteers. We’ve got some great projects in the hopper right now, and we’re excited to be hosting this upcoming orientation session (held online via Zoom). If you’d like to learn more about the Vancouver Public Space Network, or find out how you can lend a hand with our placemaking, research, and advocacy work, sign up for this.

• Follow this link to register for the volunteer orientation

Hold the Date – Placemaking Canada Gathering (Toronto ON)
June 11-12, 2023

Exciting public space events are taking place in Toronto this coming June, including the International Public Markets Conference (June 8-10), and the annual Park People Conference (June 21-23). In between these two events, is the fourth Placemaking Canada Gathering. The VPSN is proud to support this grassroots initiative linking together placemakers and public space advocates across the country. The 2023 gathering will include walking/biking tours, ‘open mic’ sessions, workshops, and networking sessions. The ultimate aim – building the Canadian placemaking movement!

Registration will be open in the next few days. Please mark your calendar and share the news with any placemaking contacts who might be interested in joining!

• More information via Placemaking Canada Facebook – placemaking-canada.ca

PUBLIC SPACE NEWS & ENGAGEMENT OPPORTUNITIES

Two New Greenways! Enhancing and Expanding the Greenway Network

In 1995, Vancouver approved it’s Greenways Plan – and with it, a series of designated car-free or car-light pathways that are intended to provide park-like connections for walking, rolling and cycling. Greenways also include improvements like expanded parks, increased landscaping, public art, and drinking fountains.

The network is slowly being built out and now includes popular routes such as the Central Valley Greenway, Comox-Helmcken Greenway, and the Seaside Greenway (along Pt. Grey Rd). In 2022, Council approved the Vancouver Plan, and a proposed “expansion and enhancement” of the existing greenways network.

Two new greenways processes are underway, both of which will provide critical improvements in the overall network. The proposed Bute Street Greenway will run from Sunset Beach Park (False Creek) to Harbour Green Park (Burrard Inlet), and includes a permanent design for Bute-Robson Plaza. At the same time, the City is also looking to design the Portside Greenway, a 7 km route following the city’s northern edge, spanning between Gastown, and running through Grandview-Woodland and Hastings-Sunrise to the city’s eastern boundary. You can learn more about these public space improvements and engagement opportunities by following the links below.

• Bute Street Greenway
• Portside Greenway

Coming up at Council next week – A People Focused Gastown

City Council will be discussing the future of Gastown at its next meeting. This is good news on the public space front, as both Maple Tree Square and Water Street represent important areas for improvement, and there are a number of other interventions which could enhance public life in the area.

The motion being deliberated calls for a “streets and public realm planning and design process for Gastown that brings in an external urban place-making lens and expertise …toward a bold vision to pedestrianize Water Street and make it carfree or car-light.” With further language referencing “an overarching goal being a more vibrant, people-friendly destination and the enabling of ongoing activations including patios, music, events, festivals and active transportation opportunities.”

• The Gastown discussion will take place on May 9-10. You can view the full text of the proposed Council motion here. To share your thoughts with Council, you sign up to share your thoughts in person or via phone, or fill out this online form to do so in writing.

West End Waterfront – Preliminary Designs

The City of Vancouver and Vancouver Park Board have been working on a plan for the West End waterfront (roughly between Stanley Park and the Burrard Bridge). The Imagine West End Waterfront second round of engagement is now live on Shape Your City. Three preliminary design approaches have been developed to help guide the long-term plan. Each approach emphasizes and celebrates a different quality of the West End waterfront.

• Follow this link for more information or to take the survey (deadline May 21). Let the City know what you think of the preliminary design approaches and ideas for the 30-year plan.
• You may also want to check out a related page on West End commercial streets – which showcases some of the proposed improvements to Davie, Denman, and Robson Streets

OTHER EVENTS

Jane’s Walk
May 4-7

Inspired by author and urbanist Jane Jacobs, Jane’s Walks is an annual event that encourages people “to share stories about their neighbourhoods, discover unseen aspects of their communities, and use walking as a way to connect with their neighbours.” Dozens of tours have been set up, including walks in Queen Elizabeth, sθәqәlxenәm ts’exwts’áxwi7 (Rainbow), Hastings, and New Brighton Parks, strolls along the proposed Portside Greenway, and wanderings in several neighbourhoods, including Norquay, the West End, Main Street, Renfrew-Collingwood, and Mt. Pleasant.

• Jane’s Walk events are free, but registration is required. For more info, visit Jane’s Walk Vancouver.

This week, on January 30, City Council will meet to deliberate on a number of important public space items, including the future of Robson Square, and the proposed extension of the Broadway Subway to UBC. A third, and equally important discussion will take place on the proposed Granville Bridge Greenway – a concept that was first discussed as part of the City’s Transportation 2040 Plan (approved in 2012). The draft concept, as illustrated in the plan, calls for the transformation of two or more middle lanes into a centre-lane boulevard to be used for walking and biking.

Granville Bridge Greenway (Transportation 2040 Plan)

It’s an interesting idea, and one that we continue to feel is worthy of further exploration; however, we are hopeful that it will be possible to study a range of options regarding the best way to enhance active transportation and public space opportunities on the bridge.

City Council is being asked to review the proposed engagement plan. We wrote to offer our support, but asked that they consider the pros and cons of different options as part of the conversation with the public.

The following is an excerpt of our letter:

We are writing to offer our support for the proposed public engagement and design work for the Granville Bridge Connector. The vision as it has been presented thus far is in keeping with the City’s work to date in creating a city supportive of travel by sustainable and active means, as well as ensuring safe, comfortable and universally accessible infrastructure for city residents and visitors traveling to the downtown peninsula.

Reallocating the existing vehicle lanes has the effect of “right-sizing” our infrastructure to ensure vibrant, people-centric (rather than car-centric) neighbourhoods and business areas. This project would use the opportunity of the seismic upgrade on the bridge to move us towards a Vancouver that is healthy, socially inclusive and climate resilient. It is also consistent with the goals of Transportation 2040, of ensuring our infrastructure maintains the number of trips made by vehicles at stable levels, while ensuring people are able to access destinations as the city and region grows population and employment.

We do note that the vision of the centre greenway running between lanes of traffic is a prominent departure from existing walking, wheeling and cycling experiences of other bridges in Vancouver. There is understandable concern about the loss of access to views, the different relationship to moving vehicle traffic, and how connecting to and from the greenway from the street networks, safely and directly on both sides, will work. We urge you to direct staff, as part of their stakeholder engagement, to continue to explore and assess potential greenway alignments that follow the pattern established on existing bridges and to provide a breakdown of the constraints and tradeoffs from the investigations of these options. Ensuring that the experience of the greenway is “legible” and consistent with other bridges may contribute significantly towards preventing confusion or unintentional misuse, reduce reliance on written guidance or signage, and enhance predictability and (potentially) safety.

We do also see the Granville Street Greenway as an unprecedented public space and design opportunity in the city. Depending on the design, the Greenway could become a unique destination in its own right, and an active travel experience to connect with other existing assets such as the Seawall, the future Arbutus Greenway, and (potentially) Granville Island. It would also serve as a long overdue connection for people using mobility devices and all vulnerable road users unable to cope with the large curbs and unsafe conditions (due to the lack of physical separation from motorized traffic) on the existing bridge.

We would strongly recommend that public engagement efforts and design processes for this facility fully address the following:

• any potential changes or upgrades that might be made to the existing paths (should they be kept to preserve pedestrian access to views);
• evaluation of, and options to mitigate, any exposure impacts associated with the centre alignment (such as noise or air pollution);
• best practice and examples both locally (such as the Laurel Street overpass) and from other places and jurisdictions with comparable greenways and facilities.

The design of the greenway also hinges on the number of lanes re-allocated from vehicle space to the greenway. We further encourage you to direct staff to ensure the greenway is a public space that addresses a number of other needs related to “all ages and abilities” travel, such as seating to accommodate physical limits, or shelters, to acknowledge comfort when travelling in inclement weather. Making the greenway attractive and enjoyable by incorporating opportunities for play or programming might also go a long way towards encouraging and celebrating active travel. We see this as a necessary and important objective in building gathering spaces for adjacent communities, as well as in supporting transitioning away from travel by single occupancy vehicles.

Back in 2011, the City of Vancouver announced its goal of becoming the greenest city in the world by 2020. The City’s Greenest City Action Plan 2020 is the roadmap to getting there, outlining 10 goal areas and 15 measurable targets. The original 2011 plan has since been updated, but the core goals and strategies remain.

The plan’s goals go beyond addressing climate and sustainability issues, they recognize the health benefits associated with access to nature and green space: “Whether they take the form of a community garden, a city park, a greenway along your block, or the seawall, green spaces have been shown to benefit our physical and emotional health by reducing blood pressure, cholesterol, and stress. These spaces also contribute to our sense of community by creating places for recreational activities, for children to play, and for neighbours to meet and socialize.” (Greenest City Action Plan Part Two: 2015-2020)

One of the key targets set out in the plan is to have all Vancouver residents living within a five-minute walk of a park, greenway or other green space by 2020. The indicator chosen to measure this is the percentage of total city land that is within a five-minute walk, defined as a 400-metre radius, of a green space. When you measure the five minute access to city’s parks and green spaces, you will get a map that looks something like this:

This City of Vancouver map shows access to green spaces (Vancouver Board of Parks and Recreation)

How close are we to meeting this target??

Well, we’re actually pretty close. As of 2014 we’re about 92.7% of the way there! (That is to say that 92.7 percent of Vancouver is within 400 meters of a park, greenway, or other greenspace). This is encouraging. After all, scholarly and anecdotal research suggest that a person’s proximity to a given park relates directly to how much he/she will use it and, likewise, the more parks you have nearby, the more opportunities you have to use a park. But before we celebrate our amazing progress in solving this problem perhaps we ought to ask: to what extent was this a problem in the first place?

The answer: it wasn’t, really. The baseline measured in 2010 was already 92.6 percent.

There are two important questions to ask here: “Is this the best way to measure green space?” and “What counts towards the total of green space?” (In the case of the “Shrink the Pink” map, parks, greenways, community gardens count all count towards the total.)

With respect to the first question, there are many different ways to measure green spaces for planning purposes. For example, Vancouver’s very first city plan—the 1928 Bartholomew Plan —compared the number of park acres to the population of an area. The metric used was persons per park acre. Harland Bartholomew and Associates recommended approximately one acre for every 100 persons in the city. Since then, the method of comparing park area to population has stuck, often used as an informal metric for assessing “park rich” versus “park deficient” neighbourhoods. It’s important to note, though, that the specific proportion that Bartholomew recommended has changed over time.

Looking at area per capita or the inverse, population per unit of area, can give us important information about how many people are served by a certain amount of green space. If you look at the green space per capita (or per 1000 persons) in a neighbourhood and compare it against a larger area, such as green space per capita in the whole city, you can see how one neighbourhood stacks up against one another or the city-wide average. (See, for example, the map below.) This type of tool helps planners and policy makers work towards equitable distribution of green space among the population.

This VPSN map shows the different levels of open space compared with the population of each neighbourhood (VPSN)

As park space per capita metrics typically rely on census statistics, the focus indirectly tilts towards residential population figures. This makes sense on one level; however, the daytime and nighttime population of neighbourhoods can change dramatically depending on employment and other occupational patterns. Or put another way around: isn’t it also important to make sure there are parks and greenspaces near employment centres as well?

The Bartholomew plan also recommends that a neighbourhood park “should be within walking distance (considered to be a half-mile) of practically every person in the city.” This is close to the metric mentioned above regarding the Greenest City Action Plan. One issue with this metric is that it doesn’t measure population density. It doesn’t differentiate between a neighbourhood with high demand for green space (e.g., heavily populated area whose residents live mostly within the prescribed radius from, say, several small neighbourhood parks) and a neighbourhood with lower demand for green space (such as a sparsely populated area whose residents live within the radius of several small neighbourhood parks or even a sparsely populated area with large parks). A recent Park Board study (Parks Provision Standard and Metrics Study: Network-Based Assessment of Access) takes a deeper dive into this issue of green space access in Vancouver. Based on a model that estimates various elements of the pedestrian environment (such as slope, stairs, busy streets, local streets and controlled/uncontrolled stoplights), the study assesses pedestrian access to green space in a more practical and realistic way. However, as noted above, this measure does not differentiate between areas of high and low demand for green space. Equally importantly, it does not speak to quality of green space.

This takes the question of measurement in a different, but fundamentally important direction. Qualitative aspects of green space are a significant driver for the actual use of the space, as well as the health and wellbeing benefits derived from green space. A focus on quality also suggests that it actually doesn’t matter how close you are to green space, or how much of it exists per capita, if the space in question isn’t usable, is poor quality, unsafe, lacking in amenity.

Measures of quality could consider one or more indicators shown by research to produce key health and wellbeing benefits, such as safety, accessibility, noise, biodiversity, aesthetics, recreational space, canopy cover, spaciousness, historical or cultural associations, etc., although these may differ from place to place or even between demographic groups.

The moral of the story, though, is that each approach to measurement reveals different aspects of the park and greenspace “situation” in Vancouver. And as with many things, focusing on a single measure may have its limitations.

What counts?

The second important question noted above is “what counts towards the total?” A lot depends on what you choose to measure and map. The percentage of coverage that I’ve noted above can be mapped out by drawing a 400-metre buffer around these green spaces.

From the “Shrink the Pink” map above, you can see that there are a few stubborn pink areas that are not within a five-minute walk of any green space.

In this “Shrink the Pink” map, green space includes public community gardens, city parks, greenways, and some public school grounds. As you see, it does not include any private green space, leaving the residents of some west side neighborhoods that likely do have access to private green space “in the pink.”

And while some of the City’s greenways such as the Arbutus Greenway [I’ll insert a link here] are leafy, verdant and quiet, not all measure up in quality. For example, the Central Valley Greenway runs from the Olympic Village along First Avenue and then along Great Northern Way, does a slight jog near the VCC–Clark station on the Millennium Line and then joins North Grandview Highway, where it runs alongside the SkyTrain tracks out to Burnaby and beyond. There are certainly lots of very green spaces along this greenway, but other parts of it (such as Great Northern Way) don’t feel all that green.

It is also important to consider green spaces that support a diversity of users and uses. While it is helpful to look at green space in the aggregate (all types compiled—such as the Shrink the Pink map), there should also be an opportunity to measure different types of green space separately. For example, the types of green spaces that serve seniors may be different from the types of green spaces that serve young children. Another example: greenways serve transportation and exercise uses but are not successful as gathering spaces. Some may even consider that the inclusion of greenways that are zoned as transportation corridors towards the green space total may be an overly broad definition of green space.

Lastly, the measure of quality also has its constraints. The broad range of potential indicators points to a difficulty with measuring quality: it is not clearly or consistently defined, is often somewhat subjective, and can pose a challenge for measurement. In terms of a more generalized approach, one potential way around this is to measure user satisfaction. It’s not perfect, and while user satisfaction is a personal measure, it may, nevertheless, help address quality, since quality could be perceived differently from person to person or from neighbourhood to neighbourhood. A number of cities across Canada – and beyond – use this approach, usually administering it through an annual or semi-annual survey.

What’s next?

The Vancouver Park Board recently launched its year-long parks and recreation master plan process, called VanPlay. As part of this, the Park Board has also been looking at the question of park measures and metrics. It will be interesting to see how they choose to tackle this matter, as we’ve already seen, each of the measures identified above has merits and limitations. One way forward is to think about regular updates on a combination of metrics – for example, in a fashion similar to the one employed in Los Angeles County.

This infographic shows different green space metrics applied in Los Angeles County

Still other, more nuanced metrics may be developed – and we’ll look forward to exploring those further if and when that happens.

In the meantime, we would encourage you to get involved in the VanPlay conversation. We’re looking forward to a process that (hopefully) balances consideration of density, demand, quality and user satisfaction as well as access, rather than focusing on one or even two of these measures. You can look forward to more on the VanPlay initiative in our future posts.

We want to hear from you!

We’re running a survey about your use of green and open spaces. We’d love for you to participate by clicking here.

In a nutshell, the temporary path will be paved, and will have separate tracks for cyclists and pedestrians. In some sections, the City will also pilot a parallel pathway of mulch, to give jogger, naturalists and others the option of a more naturalized pathway. These updates are all consistent with the VPSN’s earlier recommendations.

For pathway design and consultation feedback, you can view the City’s information boards (which include the temporary design) and workshop summary report (PDF). Of note: participants consistently emphasized the values of accessibility, inclusion and safety.

Concept Image – Arbutus Greenway at West 43rd

We also used the Oct 15 session to ask the Engineering Department about the long-term prospects of a streetcar on the Greenway. As many of you will know, there’s no immediate plan or timeline because the streetcar isn’t funded; however, our question concerned technical feasibility related to the width of the right-of-way. In response, we were told that where the greenway is 20m wide, this would allow for 10m for people plus 10m for a streetcar. Where width is insufficient, the City would look into utilizing more of the adjacent street for purposes of accommodating track.

The next steps, according to the City:

• Goal: Usable path along the corridor by year-end;
• Intersection improvements and connections to other paths also by year-end;
• Benches installed in spring. Lighting options to be explored at select locations.
• Public engagement on permanent greenway to start in early December.

The VPSN will continue to be involved in discussions on this important space. In the next few weeks, we’ll be visiting spots along the greenway to see the designs as they roll out piloted. We’ll also be looking ahead to the next round of engagement and providing our input as needed.

In late September, the VPSN participated in an initial series of workshops to discuss the creation of a temporary pathway for public use. We followed that up with a formal letter outlining our assessment of the possibilities for both the initial path, and the considerations that we thought should be taken into account with a permanent path.

The following is an excerpt of that letter, which we sent in early October.

The VPSN supports the City’s initiative in seeking to construct a temporary pathway in the near term, with the eventual goal of creating a more permanent sustainable transportation corridor – and public space – unlike any that currently exist within the city. Once completed, the new greenway will be a true asset for residents and visitors to Vancouver. We see great potential for the greenway to go far beyond a safe, comfortable and functional transportation corridor, to become a meaningful place and a destination in its own right.

With that in mind, we have participated in the recent City-led workshops and would like to take this opportunity to highlight a few considerations pertinent to both the design and the decision-making around the temporary and permanent paths.

The choices surrounding the temporary path will shape the extent to which residents will contribute to incorporating the greenway as an appreciable presence in the city over the long term. To that end, the VPSN strongly supports the creation temporary and permanent pathways that are safe, separated and accessible to users of all abilities. This emphasis is in keeping with the City’s position, expressed at the workshops, that safety and accessibility are the two “non-negotiable” variables in the pathway design.

Here are our specific recommendations for the temporary pathway:

(1) Surface materials: While gravel may provide a more ‘natural,’ permeable quality, the VPSN supports the use of asphalt as it will allow the greenway to be used by the greatest range of mobilities. Where standard black asphalt may ‘read’ like roadway, dyed asphalt may help to create pathway that is more visually compatible with the greenway. We would further urge the consideration of permeable asphalt or other paving materials that support stormwater filtration.

(2) Separated paths: To promote safety as well as clarity between users of differing modes, levels of ability and confidence, we support the provision of separate paved paths for cyclists and pedestrians. Experiences on the seawall shared paths have consistently shown that cyclists and pedestrians don’t mix well beyond a certain volume of users. If greenway width allows, perhaps there are even locations where a third path made of gravel could parallel the two main paved paths, in recognition of the fact that many Vancouverites have made it clear that they are seeking more natural materials underfoot.

(3) Optimizing public realm expenditures: The VPSN appreciates the City’s interest in building a temporary pathway that will meet residents’ needs while a more permanent pathway is designed. That said, given the expense, we encourage the City to seek opportunities to minimize the amount of work that needs to be redone later. Where possible, we feel the City should create the best pathway from the beginning so that it won’t need to be replaced entirely when permanent construction begins.

With regard to longer-term planning for the permanent greenway, we recommend the following:

(4) Existing bicycle routes: As the City plans the Arbutus Greenway, we suggest some consideration be given to the role and function of nearby designated bicycle routes (e.g. Trafalgar/Valley, Cypress/Angus). Given the potential for high user-volumes on the greenway, having good parallel routes will help discourage the sorts of conflicts between commuter cyclists and recreational cyclists that has occurred on other popular pathways. (A positive precedent: the Seaside Bypass functions as a good alternative route in relation to the seawall).

(5) Safety features: Lighting, emergency call boxes, multilingual wayfinding and safe crossings with appropriate signage at arterial cross-streets are all important components. Sufficient illumination must be provided for the safety of greenway users without creating “light pollution” – which impacts residents and wildlife alike. At the workshops, the City indicated that it might pilot a project for indirect lighting on the greenway, which we support provided that it offers sufficient brightness for safety.

(6) Sustainability: To the extent that the City itself introduces landscaping, we wholeheartedly endorse drought-resistant native species, including indigenous grasses. We discourage commercial grass and turf, which drain water resources, invite chafer beetle infestation, and would serve little functional purpose on the greenway’s border areas. We encourage the City to consider using parts of the greenway to support – and pilot – sustainable landscaping practices, including permaculture design, pollinator gardens, edible landscaping, and test alternatives (example: the City of Coquitlam is testling lawn alternatives to defer chafer beetles). http://www.tricitynews.com/news/coquitlam-plants-lawn-alternatives-to-deter-chafer-beetles-1.2192814.

(7) Community ambience and cityscapes: The greenway passes through an engaging diversity of environments, and connects many key assets (including an array of community gardens, City Farmer, and other key sites). At the workshops we attended, residents strongly supported the idea of maintaining the greenway’s community feel. We support this, as it ensures a strong and authentic ‘sense of place’ is fostered as part of the greenway design. Attention should be paid to balancing the greenway’s movement function with this community ambience, and we encourage investigating future stewardship options that enshrine attention to this balance.

(8) Comfort and amenities: In order for public spaces to support a wide range of users, they require comfort-enhancing amenities. Benches, tables, drinking fountains and washrooms should be placed at appropriate junctures along the greenway.

We further support in principle the idea (identified by the City) of buying decommissioned CP cars and converting them into coffee shops or comfort stations along the path (akin to San Francisco’s collecting vintage streetcars from around the world and putting them back into actual use on its own streets). The balance between enhancing public space through economic activity, and overly commercializing the space is a delicate one. Our support is tempered by desire to see further discussion on the nature of any such commercial activity so that the various considerations at play can be explored more fully.

(9) Safety: Could be supported and enhanced by ensuring that greenway design enables good natural surveillance and incorporates CPTED design principles. As with other public spaces, VPD bike and mounted police units could also be considered if warranted.

(10) Railway heritage components: We are heartened at statements made during the workshops that the City is paying attention to incorporating or otherwise retaining heritage railway markers along the Arbutus Greenway. We encourage the incorporation of the preserved decommissioned tracks as decorative elements and urge the City to leave existing railway markers in place (these include the short wooden poles in Kerrisdale Village, the decommissioned wooden utility poles south of 16th). Where railroad crossing signs and lights have to be removed by regulation (from 12th, 41st, etc.), we recommend that the City refurbish and transplant these signs as decorative elements elsewhere on the corridor.

(11) Other placemaking opportunities: Finally, the opportunity to further enhance the greenway through other community-led placemaking opportunities should not be overlooked. Part of the appeal of the greenway relates to its history of incremental additions by members of the adjacent communities (primarily in the form of gardens, but also other gathering areas, community art and other initiatives). Supporting community members to engage with, and steward, the greenway in this fashion is key. So too is the opportunity to enable other placemaking activities. An enabling approach such as this could support reconciliation with local First Nations, foster a greater sense of inclusion for newcomers, or provide a new and different type of canvas for members of the city’s artistic community.

After several months of negotiations, the City of Vancouver and CP Rail have reached an agreement on the future of the Arbutus Corridor.

The City will purchase the 9km rail line for $55 million. It’s a deal that will allow the City and its residents to acquire a tract of land running almost the full length of the municipality – a total of 42 acres of open space between Milton Street (on the Fraser River) and West 1st Avenue.

All in all, this is an exciting turn of events, especially given the sometimes challenging discussions that have taken place between the two parties over the few years.

CP had stopped using the tracks in 2001, but had recently cleared them again – along with the adjacent community gardens that had been created in the interim – after indicating an interest in reintroducing trains along the route. Discussions around the possible sale of the land appeared to stall early – CP at one point said the land was worth almost eight times the sale price. Thankfully though, both parties persevered to in the interest in resolving the issue.

One of the many gardens that lay along the Corridor. Photo Adam O’Neill

Building on the Corridor’s recent legacy as a greenspace, the City has already indicated that the site will contain a “greenway” – for pedestrians, cyclists and community gardens.

Interesting, the City has also indicated that a portion of the lands may be considered for future use as a streetcar or light rail route. (A nod to local history: the old Vancouver-Richmond Interurban Line traversed parts of the same route in the first half of the 20th century).

Just for fun: the Lulu Island Interurban Station – at 3rd and Granville, ca 1910

Also in the agreement is an arrangement that allows ‘excess lands’ – those not used for the greenway or transportation purposes – to be redeveloped. It will be important to monitor how this component of the arrangement evolves, especially given the revenue scenarios that were negotiated. Depending on the extend of development, the overall cost of the purchase could be offset, even eliminated.

It is difficult to know what, if anything, this provision might mean at this stage – but it would be reasonable to assume that the City is considering some dimension of cost-recovery as part of the transaction. That’s a fair and reasonable thing to do, but of course it will be the details that count. Locating density near to key community assets is a respectable planning move, but it may also come with its share of controversy among those community members along the corridor opposed to the introduction of new residential (or other) uses.

In the meantime, we’ll take this opportunity to endorse the acquisition of the corridor. The purchase, while coming with a hefty price-tag, is a win for the city, its residents and visitors alike. A well-designed greenway will be a true asset to the city, and a nearly unprecedented addition to Vancouver’s public realm.

The City is already floating ideas about the consultation and planning process.

Additional details can be found in the lengthy media release below.

City of Vancouver
News Release
March 7, 2016

City and CP agree to landmark agreement for the creation of the Arbutus Greenway

The City of Vancouver (City) and Canadian Pacific Railway Limited (CP) have reached a historic agreement that will secure the legacy of the Arbutus Greenway for public use for years to come. The City has agreed to purchase the railway route from CP, which represents 42 acres of open space running approximately 9 km from Milton Street to 1st Avenue for $55 million.

“The City’s historic purchase of the Arbutus railway is great news for Vancouver,” said Mayor Gregor Robertson. “Thanks to this landmark agreement, the City will be able to transform the area into an outstanding greenway and connect neighbourhoods from False Creek to Marpole. This is a once-in-a-generation opportunity, not unlike New York’s High Line and other international examples. City Council is looking forward to the next steps in this process and to working with the community to enhance the greenway for all users.”

“For many years now, CP has been involved in conversations with the City about the future of the Arbutus corridor,” said Keith Creel, CP’s President and Chief Operating Officer. “We are pleased that today’s landmark agreement allows the City to create a transportation corridor and greenway while providing a fair return to CP and our shareholders.”

This agreement signals the end of a long negotiation process between the City and CP that lasted over four years, and ensures that Vancouver residents can continue to use the transportation corridor and greenway as a walking and cycling route. In 2013, the City included the Arbutus Corridor as a green transportation corridor in the City’s Regional Context Statement, approved by Council and the Metro Vancouver Board, and is now integrated into the provincially-approved Regional Growth Strategy. The City and CP are pleased to have arrived at this landmark agreement that provides new opportunities for the creation of a greenway.

City staff will now begin to look to improve or upgrade certain parts of the Corridor to enhance public space, and will launch a dedicated Arbutus Greenway Project Office to oversee the design process and solicit public input on the final design of the transportation corridor and greenway.

BACKGROUND

Summary of transaction:

• Purchase price: $55 million
• Title to corridor properties (~42 acres spanning ~9km) from Milton Street to 1st Avenue transfers to City on closing and payment of $55 million
• Lands not needed for transportation corridor, if any, (“Excess Lands”) may be repurposed for other uses, or sold. If these lands are sold, City to share a portion of revenues with CPR

Revenue sharing options:

1. Sharing of net proceeds from sale of Excess Lands
________________Canadian Pacific Railway City of Vancouver
First $50 million 75% 25%
Second $50 million 50% 50%
Third $50 million 25% 75%
Thereafter 0% 100%

OR

2. CP may exercise option for lands between West 1st and 5th Avenues. If they do so then there is no sharing on any other portion of the Corridor that might be sold. If CP receives more than $75 million on the option sites, then the City will receive 50% of such excess proceeds.

Source of funding for City of Vancouver:

1. Property Endowment Fund: $20 million
2. Capital Facilities Reserve: $35 million

Removal of rails/ties:

• CP to remove rails and ties, beginning within a year, to enable the City to construct a transportation greenway and reserve space for future light rail/streetcar

Environmental Liability:

• City has now completed its due diligence (reviewed all of the CP provided environmental reports and completed environmental testing – both onsite and offsite)
  • No significant contamination was identified on or adjacent to the Arbutus Corridor
  • No further investigation work is recommended at this time
  • For transportation corridor improvements, no further environmental work is anticipated but to be further confirmed by new project office

Next steps:

Design for walking/cycling/light rail:

• City to expedite design areas for walking and cycling use, and design area for future light rail/streetcar use
• City can begin construction of transportation greenway as soon as rail is removed and it is anticipated that some portions will be completed by the end of 2017 and the remainder by end of 2018
• Once above designs are prepared, City can commence planning and public process to consider if there are any excess lands (with goal to complete public and regulatory process within four years after closing) and if so, how these are to be developed

Establish Arbutus Greenway Project Office:

• City will establish a dedicated office to expedite design of the transportation corridor for greenway and space for light rail
• Estimated funding to establish project office and complete transportation corridor design and public engagement work, and planning and disposition of Excess Land, if applicable: is up to $3 million

History of the Arbutus Corridor:

• The Arbutus Corridor includes land granted to CP by the Provincial Crown and land purchased by CP from third parties

• In 1995, City Council approved the 1995 Greenways Plan which included the Arbutus Corridor as a future greenway to be called the Arbutus Way. Greenways were defined as “green paths” for pedestrians and cyclists that follow rivers, streets, beaches, railways, ridges and ravines. Their purpose is to expand the opportunities for urban recreation and to enhance the experience of nature and city life

• In July 2000, the City enacted the Arbutus Corridor Official Development Plan By-Law (ODP) that designated the corridor as a public thoroughfare for transportation and “greenways” like heritage walks, nature trails and cyclist paths

• In 2005, the Supreme Court of Canada upheld the City’s right to determine how land within Vancouver can be used. Since then, the Arbutus Corridor has been used without legal authority by the public as a walking and cycling route and home of multiple community gardens

• In October 2012, the Transportation 2040 Plan was adopted by Council and it maintained the objective to develop the Corridor as an area of focus to becoming an active transportation greenway, as well as future light rail for transit

• In 2013, the City included the Arbutus Corridor as a green transportation corridor in the City’s Regional Context Statement, approved by Council and the Metro Vancouver Board, and is now integrated into the provincially-approved Regional Growth Strategy

• From 2011-2014, City and CP negotiated over the sale of the Corridor with negotiations ending unsuccessfully in September 2014

• From November 2015 – January 2016, negotiations resume with CP with key terms for purchase set out in a non-binding MOU dated January 19, 2016

Community Gardens and trees:

• As part of the City’s Community Garden Program, there are approximately 350 permitted garden plots on City-owned land near the existing rail line. In the short term, there will be no changes impacting community gardens, however it is important that gardeners maintain their existing footprint and do not encroach onto neighbouring land including the rail corridor

• Permitted gardens are:
  • Arbutus Victory Gardens – Between 49th & 57th and 65th & 68th– 68 Plots
  • Kerrisdale Community Garden – 7599 Angus Dr – 30 plots
  • The World in a Garden – south of 57th & East Boulevard – 8 plots (communal gardening)
  • JFSA Community Garden – 57th & East Boulevard – ~46 plot (communal gardening)
  • Maple Community Garden – 1900 block of West 6th Ave – 44 plots
  • Cypress Community Garden – 1800 block of West 6th Ave – 69 plots
  • Pine Street Community Garden – 1600 block & 1700 block of West 6th Ave – 92 plots

• Over the next year, there will be some light construction along the line (i.e. the rail ties will be removed), so it is important to continue to respect the land boundaries confirmed with CP in 2014

• The Park Board took steps in March 2015 to save trees before the planned CP Rail reclamation of the old rail bed along the Arbutus Corridor began. Park Board crews relocated trees in good condition as determined by the City Arborist, most fruit trees, to existing parks and new homes today. The tree transplanting supports the Park Board’s Urban Forest Strategy, a key aim of which is to protect a healthy, mature tree canopy in Vancouver

• Workers first hand dug smaller trees with a shovel for donation toTreeKeepers, a non-profit organization that will find new homes for them. Larger trees were transplanted with a mechanical tree spade. The Park Board transplanted the majority of the larger trees to McCleery Golf Course greenway

A quick round-up of some public space related items appearing in front of City Council this week.

Viva Vancouver – Temporary Public Space for summertime fun

This week’s regular Council begins with a presentation on the Viva Vancouver program (formerly Open Streets/Summer Spaces). Last year, the program was responsible for supporting a range of interventions – including Parallel Park, Liveable laneways, Picnurbia (at the 800-block of Robson) and a number of other projects… including some of the VPSN’s work with Laser Graffiti and Robson Square.

A Call for Proposals for 2012 projects was rolled out earlier this year… and today we learn about the proposed projects that have been identified for 2012. Exciting!

There’s no report online at the moment, but you can read additional details on the meeting agenda! Go Viva! We love this program.

:: Meeting Agenda

Rezoning application for 1401 Comox

The West End has seen a number of development proposals in recent years, some more controversial than others. The proposed 22-storey tower at 1401 Comox Street is one of these.

Council will be considering a recommendation to refer the rezoning application associated with this project to a public hearing. You can read the overview of the project in the associated staff report.

For your interest, the public space component of the development proposal includes “an 8.7 m by 37 m (28.5 ft. by 121.4 ft.) landscaped public open space, which incorporates a children’s play area, a community garden, and an open lawn area with public seating. These areas are to be accessible to the public, providing a useful addition to the public realm.”

:: Read the 1401 Comox Street Report

Pedestrian Safety and Active Transportation

On Wednesday the Planning, Transportation and Environment Committee of Council will be presented with two transportation-related reports.

The first report covers a Pedestrian Safety Action Plan that was commissioned as part of the City’sGreenestCityinitiative. The report notes:

“… that pedestrian safety in Vancouver has generally been improving and that Vancouver performs well compared to peer cities. However, pedestrians are still vulnerable. While pedestrians are involved in less than 2 percent of all traffic accidents, pedestrians account for 45 percent of all traffic fatalities in Vancouver. Of particular note, 75 percent of collisions involving pedestrians occurred at intersections, largely occurring when vehicles turned left or right. Collisions were also more frequent between 3 and 8 pm, and during hours of darkness in the winter months.”

The report looks at the ‘when, where, what and how’ of pedestrian/car collisions that were reported between 2005-2010 and identifies a dozen key issues (including night-time pedestrian safety, street-crossing supports, age-friendly design) that can be focused on as part of future work to improve pedestrian safety.

:: Read the Pedestrian Safety Report

The second report of interest concerns the 2012 Active Transportation Capital projects. Here, the City staff are looking for Council approval for five key projects: (1) the 45th Avenue Bikeway between Ontario and Nanaimo Streets; (2) the Dumfries Bikeway between 37^th and 59^th Avenue; (3) the Ridgeway Greenway revised plan between Nanaimo and Rupert Streets; (4) the North Arm Trail revised plan between Cambie and Ontario Streets; and (5) improvements to the Adanac Bikeway along Union Street (at Hawks Avenue).

The report also references other potential active transportation projects that might be considered as part of the updated Transportation 2040 plan.

:: Read the Active Transportation 2012 Capital Projects Report.