Granville Bridge death was preventable, advocates say

 https://vancouver.citynews.ca/2026/05/14/granville-bridge-death-was-preventable-say-advocates/ 

While the Granville+Bridge needs to have a higher fence like the Burrard+Bridge, there is another remaining pending danger. 

https://vancouversun.com/news/iio-investigates-womans-death-after-9-hour-incident-on-granville-street-bridge 

There is no central safety barrier to prevent head-on collisions. Whether a person becomes disoriented, or actually wants to crash into traffic from the opposite direction, there is no traffic divider.

https://www.ctvnews.ca/vancouver/article/barrier-needed-on-vancouver-bridge-after-another-suicide-death-advocates-say/

The sidewalks could have been made a little wider in a way that there still could have been enough space for a traffic divider. 

https://www.reddit.com/r/vancouver/comments/1td85mt/iio_investigates_womans_death_after_ninehour/

The Cambie Bridge used to have 6 lanes when is opened in the 1980s.

 https://www.youtube.com/watch?v=n2m4n1tUYVM This is heading northbound and shows the proper wide sidewalk that's on the east side of the bridge.

For some reason the sidewalk on the west side of the bridge was made too narrow. Had the sidewalk been as wide as the one on the east side of the bridge, the Vancouver planning department wouldn't have likely reduced a lane. Of course if the city would ever build a proper bike bridge beside the Cambie Bridge, then perhaps the 6th lane might be reactivated. 

A 6 lane Cambie bridge is better than a 5 lane version, or a former 6 lane Burrard Bridge reduced to 4. If both bridges had bike bridges next to them, then 2 lanes of each original 6 lane bridge could have been for busses. However, that goes against the congestive planning agenda that is backwards Vancouver. 

The late 1950s, 6 lane Iron Bridge should have had 2 wide emergency lanes and 2 wide shoulders. Then, the Iron Bridge could have been gradually modified to have 4 lanes each way, plus a bus lane each way. However, having a 10 lane bridge is what a big city would do. Unfortunately, Vancouver city planning has become so engrossed with perpetuating a small city agenda over the decades. 

When most of the regional bridges were built, there was no concept or interest in having them wide enough for bus lanes and wide emergency lanes and wide shoulders. Congestive transportation planning or stunted infrastructure, is one of the best ways in demonstrating a local reluctance to properly build big for the future. Who knows where all the money went over the decades, because it doesn't look like enough of it went towards building wider bridges and having longer trains and stations. 

RAPID Regional Transit in the Sea to Sky: Connecting Vancouver to Squamish, Whistler, and Pemberton

 https://www.youtube.com/watch?v=OE_W5Vj6OeQ With Greater Vancouver having so many narrow bridges, there must be a regional network of bus and bike bridges, otherwise it all just remains a sad joke.

How bike lanes has affected Vancouver's urban infrastructure https://www.youtube.com/watch?v=LvkifuIjq9I Many cities don't have to remove traffic lanes, because they build proper bike bridges. 

Bike Lanes https://www.youtube.com/watch?v=oez4TTpIQWg With Vancouver being so obsessed with removing lanes from bridges, it becomes much more difficult to have bus lanes on the narrow bridges. 

A bike bridge should be built next to the Burrard, Granville and Cambie bridges. Then there would be enough room for each of them to accommodate 2 bus lanes. Things are so mixed up in backwards Vancouver.

This Week in History: 1967 — there was a push for a third crossing for Burrard Inlet

 

https://vancouversun.com/news/local-news/this-week-in-history-1967-wacky-bennett-and-tom-terrific-team-up-to-push-for-a-third-crossing 

A new inlet tunnel-and-a-parallel-LG-bridge, but that's what a big city would do. What really stopped it all was a planned city freeway that most people in Vancouver didn't want.  

Unfortunately, something like a SkyBridge train and bus crossing wasn't built next to the LGB. An inlet tunnel or 3rd crossing could have also been just for trains and buses. However, all the city could see was a looming freeway monster and didn't seriously consider the importance of a bus and train crossing.

Burrard Street Bridge closes for Sen̓áḵw crane removal

 https://www.ctvnews.ca/vancouver/article/burrard-street-bridge-closes-for-senakw-crane-removal 

Several cities have parallel bike bridges, then the city planners don't have to remove traffic lanes. 

https://vancouversun.com/news/vancouver-burrard-street-bridge-temporarily-closure 

Unfortunatly, the Burrard_Bridge (BB) was hit hard by the multigenerational Vancouver Mind Virus (VMV). The Burrard_Bridge was designed to have a lower level for streetcars or tram-trains, but the city never followed through. Fortunately, the VMV was unable to stop Portland and Seattle from reviving some of their streetcar lines.  

The Burrard_Street_Bridge used to have 6 lanes and 2 wide sidewalks. However, since the city has a problem of not building separate bike bridges, 2 potential bus lanes were removed from the Burrard_Bridge. Now, if the city ever wants to have 2 dedicated bus lanes, the BB will only have 1 general lane each way. That's the VMV at work.

https://en.wikipedia.org/wiki/Burrard_Bridge#History

Burrard Inlet's lift rail bridge stuck, unable to open for large ships to pass through Second Narrows for days

 https://dailyhive.com/vancouver/second-narrows-rail-bridge-malfunction 

The tunnel should have been built wide enough to eventually accommodate 2 tracks. Either there should have been a provision to build a 2nd fright bridge and tunnel, or simply have designed a double track bridge and tunnel that could easily and regularly be maintained. 

This all symbolically fits in with with the narrow-minded mentality to not build proper big city infrastructure. 

Vancouver council boosts budget for roads, sidewalks by $70M

More than 60 per cent of Vancouver’s arterial roads, local streets considered in fair to very poor condition https://www.biv.com/news/economy-law-politics/not-sexy-but-fundamental-vancouver-council-boosts-budget-for-roads-sidewalks-by-70m-11921125 

The cities roads and streets are so inadequate, but Vancouver isn't allowed to become a proper big city.

The decision to not carve up small Vancouver with freeways between the 1950s and 1970s was a wise and novel idea at the time. However, there wasn't any proper foresight over the past several generations to make sure that the cities mostly narrow bridges didn't become bottleneck-chokepoints. 

By now, every bridge should have had a bus and HOV bridge built next to it. Instead, 2 lanes were removed from the Burrard Bridge, 1 lane from the Cambie Bridge and 2 from the Granville Bridge. 

Conveniently, no bike bridges were ever built next to those bridges. Apparently, what was disguised as a cost saving measure by not building proper bike-bridges, the decision was made to remove traffic lanes from some bridges. This all seems to be part of the bottleneck planning mentality. 

It's amazing how several cities around the world are able to build bike-bridges, simply because they aren't under anything like the backwards Vancouver planning agenda. 

Vancouver port applies to dredge Burrard Inlet this year to fuel oil exports

 https://www.biv.com/news/transportation/vancouver-port-applies-to-dredge-burrard-inlet-this-year-to-fuel-oil-exports-11915974  

The Second Narrows Crossing Area

https://www.vmcdn.ca/f/files/glaciermedia/images/climate-enviro-solutions/oceans/proposed-burrard-inlet-dredging.jpg;w=960 A commuter rail, rapid bus and HOV bridge was never built next to the Iron Bridge, which doesn't even have any emergency lanes. The freight train bridge and tunnel east of it, wasn't designed to eventually accomodate 2 tracks. Taking a narrower bridge and tunnel approach symbolically fits right in with the narrow-minded mentality that is BC. 

https://www.bchydro.com/energy-in-bc/projects/second-narrows-crossing-project.html

Why Greater Toronto Has Several Skylines

 https://www.youtube.com/watch?v=eI9WJa9Q8dA 

Of course many large urban areas around the world have more than 1 or 2 skylines or tower clusters. 

For the longest time, no building in Vancouver or BC, was allowed to be as tall as the 1930s CIBC tower, which is now a stump.

https://www.blogto.com/city/2017/05/toronto-lost-observation-deck-commerce-court-north/

https://www.torontojourney416.com/canadian-bank-of-commerce-building/ 

https://www.25king.ca/the-history 

It wasn't until the early 1970s when stumpy, Vancouver allowed a building to be taller than the L.A. City Hall, or the Smith Tower in Seattle. 

The 1930s CIBC tower, the L.A. City Hall and the Smith Tower, would still be prominent towers in Vancouver, but stumps in their own cities. 

Despite Vancouver being divided by an inlet and a river, the city wasn't able to build a huge wall along Boundary Road. Thus, the KEEP THEM OUT agenda was a little thwarted. The various White city councils tried to do the next best thing. That was to symbolically impose various restrictions as a reluctance to think, plan and build on a BIG city scale. The time especially from 1960 to 2000 had predominantly White City Hall and its councils continually impose several overlapping restrictions. 

Since Vancouver can't control immigration or the movements of non-white people, keeping things small and backwards, means that less people will move there than to Toronto, Montreal, Calgary and Edmonton. However, with a mild winter climate, more and more people want to move to backwards BC, especially small-minded Vancouver and provincial Victoria. 

In spite of immigration and Multiculturalism, Vancouver was to perpetually promote its small scale agenda. 

While the first Skytrain line can finally run 5 car trains, the stations weren't designed to become long enough to eventually accomodate 9 car trains like the big city Montreal Metro has. 

The 2nd and 3rd Skytrain lines are still only running 2 car joke trains. Running 8-10 car trains is what a proper big city would do, but not backwards Vancouver. 

Narrow bridges provides strong symbolism of the cities narrow-mindedness. When bridges are too narrow, its difficult to have a proper express or rapid bus system. The reluctance to build parallel bus and HOV bridges helps to maintain the congestive planning approach that is vancouver and the Greater Region. 

Vancouver's refusal to build parallel bike bridges has meant that 2 lanes were removed from the Burrard Bridge, 1 lane from the Cambie Bridge and 2 lanes from the Granville Bridge. 

Keeping buildings symbolically short when compared to what scenic Sydney, Auckland, SF and Seattle allow, also helps to maintain Vancouver's reluctance to enter the big and tall urban scale. In fact, the scenic setting that Vancouver is in has been used as the main excuse to continually scale the city down. Yet, several scenic cities around the world are either able to have wider bridges, wider roads, longer trains or taller buildings. 

The world is mostly composed of non-white people. Canada has less than 1% of the world's population and stubborn Vancouver symbolically remains as a small provincial backwater on the Pacific Rim. 

https://centralparktower.com.au Unlike Perth, Vancouver forbids 50 story office towers and Brisbane, Sydney and Melbourne size residential towers. 

https://en.wikipedia.org/wiki/108_St_Georges_Terrace In fact, no office building in Vancouver has been permitted to have a 40th floor. However, since Burnaby and Surrey aren't under the restrictive controls of Vancouver, they will eventually allow office towers over 40 stories. 

Despite Australia having less people than Canada, Perth is allowed to have taller buildings, wider bridges and longer trains than Vancouver. Taller buildings, wider bridges and longer trains are even less likely in Halifax than whats in Brisbane or Queensland.

https://en.wikipedia.org/wiki/Q1_(building) To see buildings on a similar scale of what Brisbane allows, one has to get to Greater Toronto. Brisbane is allowed to have some buildings that would even be impressive in Melbourne and Sydney. 

While Montreal is allowed to have taller buildings than Vancouver, Montreal isn't allowed to have Sydney size towers. Especially not on the scale of what Melbourne and Toronto permit. 

From 6 to 4 lanes

 https://www.facebook.com/photo/?fbid=10163196613962377&set=a.10152101514842377 

Several cities are able to build bike and foot bridges in their downtowns. Unfortunately, backwards Vancouver has taken a congestion approach to transportation planning for several decades. The Burrard-Bridge could have remained 6 lanes wide if a proper bike+bridge had been built next to it. 

https://www.cyclingthread.com/bicycle-bridges-18-stunning-routes-18-unique-crossings-2025 

https://momentummag.com/here-are-10-incredible-bicycle-bridges-around-the-world/

https://www.arch2o.com/10-amazing-bridges-passageways-bikes  

https://medium.com/@raydelahanty/what-is-north-americas-busiest-bike-bridge-3ac84cf8b8c3

https://jfdatalinks.blogspot.com/search?q=Burrard+Street+Bridge 

https://jfdatalinks.blogspot.com/search?q=Tilikum+Crossing+in+Portland Unfortunately, it looks like the biggest city in BC won't be getting anything like the Tilikum Bridge in the foreseeable future. 

No fireworks in downtown Vancouver for New Year's Eve or the rest of 2026

 https://dailyhive.com/vancouver/vancouver-fireworks-2026-new-years-eve-nye 

While Vancouver hasn't been able to get most other cities across Canada and around the world to stop, ban or cancel their NY Eve fireworks, strange Vancouver will retain this part of its NO FUN CITY mentality and agenda. 

https://www.vancouverisawesome.com/local-news/fireworks-banned-halloween-vancouver-fire-department-9726922 Why just ban them in October and January, when you can ban them throughout the year? 

https://www.ehnewspaper.ca/articles/third-year-of-vancouvers-fireworks-ban

For some strange reason, backwards Vancouver hasn't been able to get other cities around the world to adopt the same bizarre idiosyncrasies.  

Officially, there isn't supposed to be a Vancouver+Mind+Virus, but the backwards city is so stunted and strange. Other cities in a scenic setting such as Sydney, Auckland, San_Francisco and Seattle are able to have wider bridges in or close to their city centers. 

Despite warm and scenic Honolulu having some very short bridges, they are still wider than what extremely restrictive Vancouver allows. These two short bridges in Honolulu provide 4 lanes each way. Thus, they form an 8 lane crossing and they aren't even part of a freeway.  

There is also a very short 6 lane bridge in Honolulu. In addition to its 6 lanes, there is a turning lane and a one lane wide median, which makes it equivalent to being 8 lanes wide. Plus, there are 2 wide sidewalks, which are wider than the original sidewalks on the Granville Bridge in Vancouver. In other words, no bridge in Vancouver is allowed to be as wide as it. Despite regional population growth, the Granville Bridge was reduced from 8 lanes to 6 lanes. 

Considering how Vancouver has such a narrow road system, one would think that a regional network of bus and bike bridges would be essential. Of course the backwards city and greater urban region is too cheap to fund such infrastructure and rather opted for a congestive transportation approach.

In contrast, The+Helix+Bridge in Singapore is fine example of what backwards Vancouver refuses to build. No lanes had to be removed from the 6 lane Bayfront+Bridge or the 10 lane Benjamin+Sheares+Bridge. Stubborn Vancouver could really benefit from something like the Helix Bridge. 

While Vancouver went backwards after Expo 86, Brisbane really took of after Expo 88. The Kangaroo_Point_Green_Bridge, Goodwill_Bridge, Kurilpa_Bridge, Jack_Pesch_Bridge and the Go_Between_Bridge are all great examples of what strange Vancouver refuses to build. What's really amazing from a backwater Vancouver perspective is that those bike and foot bridges in Brisbane never required any lanes to be removed from the cities road bridges. 

In comparison, Vancouver removed 2 lanes from the Burrard Bridge, 1 lane from the Cambie Bridge and 2 lanes from the Granville Bridge. If urban planning in Vancouver was wise and the city never got rid of its trams or streetcars, perhaps something like the Tilikum_Crossing could have been built across False_Creek.

https://jfdatalinks.blogspot.com/search?q=fireworks

Granville Bridge, Vancouver, etc.

 https://vancouver.ca/streets-transportation/granville-bridge.aspx 

Even after 3 tries, Vancouver still couldn't quite get the Granville_Street_Bridge correct. Of course the 3rd bridge wasn't designed to have a lower deck for streetcars or tram-trains. Even though it was generally designed to be a car, truck and bus bridge, the sidewalks should have been double width and have an inner railing. If the city couldn't wait until late March, it should have had the official dedication in early March, not in crappy February 1954.

https://en.wikipedia.org/wiki/Granville_Street_Bridge#Third_bridge_(1954) "On February 4, 1954, the current Granville Street Bridge opened to traffic after five years of planning and construction; its dedication ceremony was attended by 5,000 spectators after it had been delayed a week due to heavy snow." 

https://en.wikipedia.org/wiki/Granville_Street_Bridge#21st_century Unfortunatly, new bike lanes and extra sidewalks couldn't be installed below the 8 lane deck. Thus, Vancouver went for strike 3 and removed 2 lanes from the bridge. The Burrard+Street+Bridge lost 2 lanes and the Cambie+Bridge lost 1 lane. A bike and foot bridge could have been built on the west side of the Burrard Bridge, then no lanes would have been removed. The Cambie Bridge already had a wide sidewalk on its east side. The west sidewalk should have been widened, then no lane would have been removed. 

The Granville+Bridge could have had 6 lanes and 2 bus lanes. Now, if there are ever 2 bus lanes, there will only be 2 general lanes each way.

Several cities around the world have bike & foot bridges and don't have to remove lanes from the existing bridges.

For such a congested city to have removed 5 lanes from 3 bridges, could there even be more of a reduction of lanes Well, there are some who would like to have the LGB just for bike and foot traffic.

https://globalnews.ca/news/1946543/government-says-lions-gate-bridge-will-not-close-to-cars-come-2030 

That would be OK if an 8 lane tunnel could be built near it. Such a First Narrows Tunnel could have 3 lanes each way, plus a bus lane each way. A parallel triple track commuter train tunnel should be built close to it as well.

The new & improved tunnel between Richmond and Delta won't be ready until 2030. Since things move so slow in constipated, backwards BC, perhaps a First_Narrows_Tunnel might not be completed until 2040, or even 2050.

Bike and Pedestrian Bridges

 https://www.cnv.org/streets-transportation/transportation-projects/casano-loutet-overpass 

https://www.fastepp.com/portfolio/kingsway-pedestrian-bridge/

https://www.burnabynow.com/local-news/19m-highway-1-pedestrian-bike-overpass-in-burnaby-nears-construction-7522221 

https://www.burnabynow.com/local-news/burnaby-shows-what-highway-1-pedestrian-cyclist-overpass-will-look-like-5254294 

https://www.burnabynow.com/local-news/burnaby-planning-for-pedestrian-bridge-over-highway-1-3099072

https://vancouverbikeguide.com/top-five-vancouver-cycling-bridges A regional network of foot, bike & bus bridges would help to reduce the strain on the mostly narrow bridges of Greater Vancouver.

https://www.cbc.ca/news/canada/british-columbia/pedestrian-and-bike-bridge-proposed-for-false-creek-1.800643 Unfortunatley, this never happened. Apparently, it was better to remove 2 lanes from the Burrard Street Bridge instead. 

https://dailyhive.com/vancouver/granville-connector-bridge-walking-cycling-pathways

https://jfdatalinks.blogspot.com/search?q=bike+and+pedestrian+bridges 

https://jfdatalinks.blogspot.com/search?q=bike+bridges

YVR-Canada Line

 https://www.yvr.ca/en/passengers/transportation/public-transportation 

Even if the excuse of a limited budget is used at the time, the YVR-Canada-Line should have been designed with at least roughed-in 100 m stations, right from the start, with enough clearance to eventually become 160 m. 

https://thecanadaline.com/station-guides/yvr-airport 

Its like there was no concept to eventually connect both ferry terminals with the YVR-Canada-Line.

https://www.translink.ca/schedules-and-maps/skytrain?page=1#canada-line 

Indeed, the YVR-Canada-Line should have been envisioned to be a long-range high capacity rapid transit corridor. A 40-50 m joke of a train can't do the job of a 150-160 m train. 

https://dailyhive.com/vancouver/canada-line-skytrain

Short trains and mostly narrow bridges are a multigenerational way of life that was planned for SW BC. 

https://dailyhive.com/vancouver/north-shore-burrard-inlet-vancouver-third-crossing-bridge

Who knows where so much of the money went, because it sure didn't go towards proper big city size infrastructure. 

https://dailyhive.com/vancouver/skytrain-future-station-locations

If ever some serious improvements can be made to the Canada+Line, it should be renamed, the YVR-Canada-Line or SkyTrain-Canada+Line. With some proper upgrades it could almost become like a proper airport+line. 

Third crossing between the North Shore and Vancouver should have been a necessity by now

 https://dailyhive.com/vancouver/north-shore-burrard-inlet-vancouver-third-crossing-bridge

New pedestrian and cycling upgrade to Granville Bridge opens to public

 https://globalnews.ca/news/11304598/54m-pedestrian-and-cycling-upgrade-to-granville-bridge-opens-to-public/

Once again Vancouver gets its wrong, at least the Burrard Bridge is a better example, despite the loss of 2 lanes..

https://dailyhive.com/vancouver/granville-connector-bridge-walking-cycling-pathways-open-complete

For a bridge that was 8 lanes wide with 2 narrow sidewalks, there should have been a bike lane & a wide sidewalk on both sides. The decision was to have 2 bike lanes on the west side of the bridge with a wider, uneven sidewalk & a slightly wider sidewalk on the east side of the bridge.

Granville Bridge's new wide, safe pathways for walking and cycling now open

 https://dailyhive.com/vancouver/granville-connector-bridge-walking-cycling-pathways-open-complete

Its OK, but it could have been better.

Had there been a nice bike & foot bridge built next to it, the Granville Bridge could have had 3 general lanes each way & the 4th as a bus lane. Just like the Burrard Bridge should have had a bike & foot bridge next to it. Then, the BB could have had 2 bus lanes as well as 4 general lanes. Taking lanes away is absurd for a city that already has such a narrow road system. Yet, a proper regional bus & bike bridge system wasn't implemented.

It seems that the public wasn't properly informed decades ago that Greater Vancouver wasn't going to have a 24hr train system. All the more important for the GV Region to have a network of bus & bike bridges. Several the regional bridges are so narrow that there isn't enough room to accomodate 2 bus lanes & 2 HOV lanes.

How Bike Lanes have affected Vancouver's urban infrastructure

https://www.youtube.com/watch?v=LvkifuIjq9I The BSB was a 6 lane crossing that even had a provision for a lower deck intended for streetcars. Eventually, 2 lanes were removed & the lower deck was never completed. However, Vancouver was unable to prevent Seattle & Portland from reviving some of their streetcar routes.

The problem isn't bike lanes, it's the lack of interest to build a proper regional network of bus & bike bridges. Thus, if a proper bike bridge was built next to the Burrard+Street+Bridge, then 2 of its 6 lanes could have been for buses or at least HOV lanes. The lower deck could have still been for streetcars or tram-trains going between Vancouver & Richmond. The irony of backwards Vancouver is that it was one of the first cities to get rid of its streetcars & will likely be one of the last to bring them back.

The Fraser River Tunnel Project https://www.youtube.com/watch?v=NWhHJWKa6CQ Unfortunatly, this will still be a chokepoint or congested crossing.

Of course the new Richmond-Delta+Tunnel wasn't designed to be part of a rail link between the airport and the ferry terminal. There should have been 2 HOV lanes, as well as 2 bus lanes, but that would be a big-city 10 lane crossing. Instead, just an 8 lane tunnel with no train component. Eventually, a train and HOV bridge or tunnel will have to be built next to it. 

At least the first SkyTrain line can now have 5 car trains. However, the 2 car joke of a train still exists between Vancouver & Coquitlam, as well as between Vancouver & Richmond. The Montreal Metro can have 9 car trains and BART in SF can have 10 car trains. Such things are possible because they don't have a congestive BC panning mentality.

https://jfdatalinks.blogspot.com/search?q=Bike+Lanes

Pattullo Bridge fully closing to traffic for multiple days

 https://dailyhive.com/vancouver/pattullo-bridge-full-closure-long-weekend

Backwards BC has always had a problem with proper planning for future infrastructure capacity. In the 1930s, NW was the remnant of a small backwater provincial capital. In the late 1800s or the early 1900s, NW could have absorbed what is today known as the Tri-Cities. There could have been better cooperation with Surrey to become a proper river metropolis region. 

Unfortunatly, in the 1930s it was still amazing just to have plumbing & electricity in Surrey. So to have a Pattullo-Bridge (PB) with 4 wagon roads on it, was also amazing. Apparently, there was only enough funds to have one sidewalk. The PB should have been on a similar scale as the Burrard_St._Bridge, with 6 lanes & 2 sidewalks & even a provision for a lower tram-train deck. But in backwards BC such forward planning is difficult.

Of course the Burrard+Street+Bridge was reduced to 4 lanes and the replacement of the 4 lane Pattullo+Bridge will only open with 4 lanes. Of course there is no provision for a rail transit line on it.

https://jfdatalinks.blogspot.com/search?q=Pattullo+Bridge

https://jfdatalinks.blogspot.com/search?q=the+BC+inter-urban+railway

https://jfdatalinks.blogspot.com/search?q=Tri-Cities

The Oak Street-Granville Street Corridor

 https://en.wikipedia.org/wiki/Oak_Street_(Vancouver) , https://www.youtube.com/watch?v=kXbUb7TMj6k

The Oak+Street-Granville+Street+Corridor are both 6 lanes wide for most of their lengths. Thus, this is mostly a 12 lane street corridor and is much less disruptive than if a 10-12 lane freeway had been pushed through in the 1950s or 60s.

https://en.wikipedia.org/wiki/Granville_Street , https://storeys.com/vancouver-granville-street-entertainment-district-history-renewal-planning-program

The yellow line is set for 3 lanes each way. However, if it was moved over 1 or 2 lanes, then there could be 4 or 5 main lanes one way & 1 or 2 lanes the other way. 

The Oak+Street+Bridge+and+Granville+Street+Bridge are still part of an incomplete corridor.

An improved 8 lane Granville+Street+Bridge with double-width sidewalks could have still worked, if there had also been a wide bike & foot bridge built next to it. Then, a roughly new paralel bridge next to the 4 lane Oak+Street+Bridge could have allowed for an 8 lane crossing there. Four lanes of Granville_Street southbound over the Fraser River and 4 lanes of Oak_Street northbound.

Unfortunatly 2 lanes were removed from the Burrard+Street+Bridge (BSB), 2 lanes removed from the Granville+Street+Bridge (GSB) and 1 lane from the Cambie+Street+Bridge (CSB). That didn't have to happen if a bike bridge was built next to the BSB and the GSB. While the east side of the Cambie-Street-Bridge has a nice, wide sidewalk, there wasn't enough foresight to also have a wide sidewalk on its west side. However, that narrow sidewalk could still be built out to be nice & wide so that the CSB can be restored to 6 lanes. 

When a city & metropolitan region mostly has narrow bridges, removing lanes or not having enough is utterly foolish! Case in point... https://www.pattullobridgereplacement.ca Instead of 2 bus & 2 HOV lanes, everything will be initially funneled into just 2 lanes each way. https://www.pattullobridgereplacement.ca/about/projectoverview Two nice sidewalks & 2 nice bike lanes, but no emergency lanes or bus lanes, right from the start. Its another classic BC bottleneck in the making. Since the SkyTrain doesn't run on a 24hr basis, 24hr bus lanes are essential, but that would go against the congestive planning methodology that is backwards BC.

https://jfdatalinks.blogspot.com/search?q=Oak+Street+and+Granville+Street