Although the region has acquired expertise in the physical dimensions of rapid transit implementation, that expertise has not translated into a better understanding of social impacts on communities which host this regional amenity. The Broadway Station area is such a community. Although the City of Vancouver is responsible for planning the Broadway Station area community, many provincial decisions have had far-reaching consequences and do not correspond with municipal policy for the community. The province has introduced region-serving programs and facilities into the community despite municipal policy that the Broadway Station area would not serve a regional role. As a consequence, the community is becoming increasingly unlivable. There is a de facto policy vacuum. Moreover, there is a lack of coordination and an absence of protocols for managing and sharing data. There is little, if any, coordination of senior government actions, and the actions of various levels of government and their agencies have resulted in the Broadway Station Area failing to achieve the goal of community livability, for the resident community. The City of Vancouver, within which the case study station resides, has so far been unable to respond to the challenge that the station poses. The degree to which the station area is becoming dysfunctional is not known to the city. Consequently, the thesis question "Is the Broadway Station Area worse off than before SkyTrain" posed a significant challenge. In addition to a review of the case study planning process, which was conducted by the thesis researcher in the latter half of 1996, this thesis adds interviews with professional planners and a limited empirical study to answer the thesis question. By looking at a limited number of key census indicators, and cross comparing that with other data sources, the thesis found that the community's perception has merit, although a great deal more data must be compiled. To better understand what works in the Canadian context of transit-oriented planning, we need to support ongoing qualitative community planning with the empirical work that would assist in monitoring the effect of policies and program implementation and can address the dynamism of this regional transit node. / Applied Science, Faculty of / Community and Regional Planning (SCARP), School of / Graduate

Rapid growth in suburb-to-suburb commuting has created a problem for transit providers: the dispersed commuting patterns are very difficult to serve with transit, and are characterized by low transit use. This thesis aims to determine which markets have the best potential for transit, and what factors could increase this potential. Surrey, B.C. is typical of the rapidly growing areas where suburb-to-suburb commuting is most prevalent. Commuting between Surrey and other suburban areas has increased sharply in recent years. A detailed examination of commuting patterns within Surrey revealed the highly dispersed nature of the work trip flows; the only flows which were concentrated to any degree were those between nodes with relatively high population and employment densities. A correlation was found between density, especially employment density, and transit use. Inter-nodal trips, which already have the greatest transit use among suburb-to-suburb trips, will be a key market for transit in the suburbs. Inter-nodal express service would help to address complaints that suburb-to-suburb transit service is too slow and indirect. Trips to and from the nodes will also be an important market. Intra-nodal trips, which presently have low transit use, form another key market which could possibly be served by a paratransit shuttle service. In Surrey, efforts have begun to address the issue of suburb-to-suburb transit in a comprehensive manner, but there has been little substantive progress to date. The case study results were used to develop a conceptual framework for suburb-to-suburb transit planning which could then be applied to other suburban areas facing similar problems. The framework calls for a wide array of transit and paratransit services, each filling a different market niche, which can be combined to create an integrated but flexible system. This system must be reinforced with land use strategies to promote greater densities, and more pedestrian and transit friendly design. Transportation demand management must also be used to encourage transit use by increasing the costs of driving an automobile. This three-pronged, comprehensive approach should allow transit to compete successfully in some suburban markets.

The north-south rail line known in Vancouver as the Arbutus corridor (Figure #1) is currently under-used but not yet abandoned, and its future use is in debate. As owner of the corridor, the Canadian Pacific Rail Co. has publicly announced its desire to change the corridor into a multi-use development. According to the wishes of residents and reflected in the City of Vancouver's policy, however, the corridor will be preserved for transportation use. An alternative design solution would be reactivating the rail line as a much needed north-south transit route, with an adjacent greenway for pedestrian and bike use, as a more responsible and sustainable vision for this corridor. The feasibility of this design, tested at a smaller scale in three Kitsilano neighbourhoods, revealed it is a viable solution. The issues surrounding this case study are the value of a fair public process to ensure a common vision; the validity of the policy preserving existing transportation corridors in urban areas; and the actual effect of rail transit and greenway upon the adjacent, as well the regional environs. Future directions are toward considering transit as a vital element in promoting sustainable communities.

This thesis examines the opportunities and constraints facing the implementation of Transit Oriented Development (TOD). TOD consists of concentrated, mixed use development within walking distance of a commercial core and a transit stop that provide the focal point for the community and connect the resident to the region. Despite the fact that many planners accept TOD as a useful form of development, TOD has experienced barriers to its implementation. Neither the barriers to implementation, nor the opportunities for overcoming them have been sufficiently researched. This case study of land use planning at the four east Vancouver station areas of Joyce, 29th Avenue, Nanaimo and Broadway of the 'Expo' Advanced Light Rapid Transit (ALRT) line, known locally as 'SkyTrain', addresses this deficiency. Planning literature, planning documents, interviews with seven Vancouver planners, zoning and land use maps, and a land use survey provided the data from which conclusions were drawn. The research suggests that the major barriers to TOD implementation along the Vancouver 'Expo' line were poor transit routing, difficulties in assembling large parcels of land, lack of coordination between public entities, separated regional land use and transportation planning, inadequate political commitment to design and mitigation measures, the setting of goals for the station areas that are not TOD goals and the intrusive nature ALRT due to its elevated guideway. Many of these barriers correspond with those identified by the TOD literature as existing in other cities, but significant barriers that were identified in the case study but not by the literature include the intrusive nature of the ALRT technology due to its elevated guideway, the decision making process that had the province make decisions (e.g. the type of rapid transit technology to be used) without local input, and the absence of sustained implementation. Opportunities for overcoming barriers to TOD include creating more participatory decision making processes that ensure decisions that affect local communities are made at the municipal and regional, rather than provincial, level, the creation of a directly elected agency responsible for both land use and transportation planning, increased coordination between public agencies, and the creation of TOD guidelines.

Rapid growth in suburb-to-suburb commuting has created a problem for transit providers: the dispersed commuting patterns are very difficult to serve with transit, and are characterized by low transit use. This thesis aims to determine which markets have the best potential for transit, and what factors could increase this potential. Surrey, B.C. is typical of the rapidly growing areas where suburb-to-suburb commuting is most prevalent. Commuting between Surrey and other suburban areas has increased sharply in recent years. A detailed examination of commuting patterns within Surrey revealed the highly dispersed nature of the work trip flows; the only flows which were concentrated to any degree were those between nodes with relatively high population and employment densities. A correlation was found between density, especially employment density, and transit use. Inter-nodal trips, which already have the greatest transit use among suburb-to-suburb trips, will be a key market for transit in the suburbs. Inter-nodal express service would help to address complaints that suburb-to-suburb transit service is too slow and indirect. Trips to and from the nodes will also be an important market. Intra-nodal trips, which presently have low transit use, form another key market which could possibly be served by a paratransit shuttle service. In Surrey, efforts have begun to address the issue of suburb-to-suburb transit in a comprehensive manner, but there has been little substantive progress to date. The case study results were used to develop a conceptual framework for suburb-to-suburb transit planning which could then be applied to other suburban areas facing similar problems. The framework calls for a wide array of transit and paratransit services, each filling a different market niche, which can be combined to create an integrated but flexible system. This system must be reinforced with land use strategies to promote greater densities, and more pedestrian and transit friendly design. Transportation demand management must also be used to encourage transit use by increasing the costs of driving an automobile. This three-pronged, comprehensive approach should allow transit to compete successfully in some suburban markets. / Applied Science, Faculty of / Community and Regional Planning (SCARP), School of / Graduate

Adequate and appropriate means of mobility are essential for the psychological and physical well-being of elderly persons. Elderly persons who live in urban regions encounter barriers to their mobility which are unique to them as group. Physical, psychological, and financial factors interact with urban form and the organization of public transportation to constrain access to usual private and public modes of transportation. As a result, many of the urban elderly cannot walk, drive, ride as a passenger, or ride on public transportation to important destinations. The demand for transportation by the urban elderly will be influenced by the following trends: - the aging of urban populations, - the growth of the frail elderly (persons over 75 years of age), - de-institutionalization, - suburbanization, - improving health and income status of elderly persons. The continuation of these trends will challenge planners to design transportation systems which are effective and efficient, and at the same time satisfactory to the elderly. There are three types of possible solutions to the mobility problems of an increasing number of urban elderly persons: - land-use planning, - the design traffic systems to accommodate elderly drivers, - the design of public transportation systems. Planners do not have the necessary instruments to implement effective land use solutions. Accommodating an increase in the number of elderly drivers conflicts with social goals to increase public transportation use by all age groups. The thesis argues the most effective solutions for overcoming elderly mobility problems are based on the design of public transportation systems. There are two public transportation solutions for assisting elderly persons with mobility problems. The first is making conventional public transportation more accessible. The second is expanding specialized transportation which is the focus of this thesis. Three policy issues have dominated the history of specialized transportation in North America. The first policy issue is whether public resources for assisting the transportation handicapped should be allocated to accessible conventional public transportation, or allocated to expanding specialized transportation. This is a debate as to which public transportation solution is the most effective for overcoming elderly mobility problems. The other two policy issues relate specifically to the design of specialized transportation. The second policy issue is what level of centralization provides the most effective and satisfactory service. The third policy issue is what are the appropriate roles of the public, non-profit, and for-profit sectors in the management and delivery of service. A particular specialized transportation system can be described by how the three policy issues have been resolved in the urban region this system serves. A specialized transportation system can be evaluated by indicators of efficiency, effectiveness, and elderly satisfaction. These descriptive and evaluative indicators are used to examine and compare specialized transportation in Greater Vancouver, Metropolitan Toronto, and the City of Edmonton. Four recommendations, based on the comparative examination, are made as to how specialized transportation in Greater Vancouver can be made more effective, efficient, and satisfactory to the elderly. These recommendations are: - further allocations of public resources to assist the transportation handicapped should be directed at specialized transportation; - greater use of telecommunications and computer technology to increase the effectiveness of scheduling and dispatching trips; - implement a block grant program to assist in the establishment of community based transportation alternatives; - implement a user side subsidy program as soon as possible; / Applied Science, Faculty of / Community and Regional Planning (SCARP), School of / Graduate

This thesis examines the opportunities and constraints facing the implementation of Transit Oriented Development (TOD). TOD consists of concentrated, mixed use development within walking distance of a commercial core and a transit stop that provide the focal point for the community and connect the resident to the region. Despite the fact that many planners accept TOD as a useful form of development, TOD has experienced barriers to its implementation. Neither the barriers to implementation, nor the opportunities for overcoming them have been sufficiently researched. This case study of land use planning at the four east Vancouver station areas of Joyce, 29th Avenue, Nanaimo and Broadway of the 'Expo' Advanced Light Rapid Transit (ALRT) line, known locally as 'SkyTrain', addresses this deficiency. Planning literature, planning documents, interviews with seven Vancouver planners, zoning and land use maps, and a land use survey provided the data from which conclusions were drawn. The research suggests that the major barriers to TOD implementation along the Vancouver 'Expo' line were poor transit routing, difficulties in assembling large parcels of land, lack of coordination between public entities, separated regional land use and transportation planning, inadequate political commitment to design and mitigation measures, the setting of goals for the station areas that are not TOD goals and the intrusive nature ALRT due to its elevated guideway. Many of these barriers correspond with those identified by the TOD literature as existing in other cities, but significant barriers that were identified in the case study but not by the literature include the intrusive nature of the ALRT technology due to its elevated guideway, the decision making process that had the province make decisions (e.g. the type of rapid transit technology to be used) without local input, and the absence of sustained implementation. Opportunities for overcoming barriers to TOD include creating more participatory decision making processes that ensure decisions that affect local communities are made at the municipal and regional, rather than provincial, level, the creation of a directly elected agency responsible for both land use and transportation planning, increased coordination between public agencies, and the creation of TOD guidelines. / Applied Science, Faculty of / Community and Regional Planning (SCARP), School of / Graduate

The north-south rail line known in Vancouver as the Arbutus corridor (Figure #1) is currently under-used but not yet abandoned, and its future use is in debate. As owner of the corridor, the Canadian Pacific Rail Co. has publicly announced its desire to change the corridor into a multi-use development. According to the wishes of residents and reflected in the City of Vancouver's policy, however, the corridor will be preserved for transportation use. An alternative design solution would be reactivating the rail line as a much needed north-south transit route, with an adjacent greenway for pedestrian and bike use, as a more responsible and sustainable vision for this corridor. The feasibility of this design, tested at a smaller scale in three Kitsilano neighbourhoods, revealed it is a viable solution. The issues surrounding this case study are the value of a fair public process to ensure a common vision; the validity of the policy preserving existing transportation corridors in urban areas; and the actual effect of rail transit and greenway upon the adjacent, as well the regional environs. Future directions are toward considering transit as a vital element in promoting sustainable communities. / Applied Science, Faculty of / Community and Regional Planning (SCARP), School of / Graduate