City Engineer Jerry Dobrovolny, when asked about controversy surrounding changes to the Burrard Bridge, notes that this has always been the case.
Prior to construction of the bridge in 1932, there was a referendum to approve the cost (probably in the late 1920s). It was defeated.
Why? Because the original design lacked room for pedestrian crossings and made no accommodation for streetcars. Vancouverites weren’t going to settle for that. The trestle across False Creek just to the east (removed in 1982) had been built only for the railway, and the people of Vancouver, even then, had higher priorities. Like being able to cross False Creek on foot.
The Bartholomew Plan of 1929 proposed an extension of the streetcar system for a new bridge extending Burrard to Cedar Street (still the name of the road past 16th Avenue), providing for a new streetcar line along Cornwall to Stephens.
So the design by architect G.L. Thornton Sharp and engineer John Grant not only had sidewalks on the bridge deck but, in the piers below, cutaways to accommodate tracks for a streetcar line that, sadly, was never built.