Archive for June 2012
There are several stories that are worthy of attention today – but I am not sure that I have enough to add to any of them to justify an entire blog post.
Let’s start with taxis. I thought I had dealt with this topic extensively but when I checked the taxi category there are only seven posts, six of them in 2008 and one earlier. Maybe I just ran out of anything to say – as the term taxi pops up quite a bit in more recent posts, but not as the main issue. The Dependant Magazine has a good investigative piece on the Vancouver taxi business but to my surprise I found it was dated June 1. I only learned of it today from Spacing Vancouver. It is important news in one sense since the Vancouver tax drivers are getting restive. There is a shortage of taxis here – that simple fact has been long established and generally accepted – and that clearly works to the advantage of those who own licenses, as they have a huge rarity value. In my earlier pieces I suggested that one way to rectify this is to move to a system which controls by quality not quantity – as London does. Anyone can become a taxi driver – provided that they can pass a test on their knowledge of London’s streets. (The vehicle you can use is also tightly controlled.) Plan to set aside two years of your life riding a motorcycle around central London if you feel like trying that. The conclusion of this article is that new technologies – mainly smart phones – and convergence of with car and ride sharing will deal a death blow to the taxi industry within five years. I doubt it – as the regulator here (The Passenger Transport Board) is well established, completely captive to the needs of the industry and unlikely to depart quickly or quietly.
The fact that other cities may see changes faster than we do should not surprise us – as the current fuss about bike sharing demonstrates. They think that helmet rentals through vending machines will solve the issue. We will see. I dislike the helmet, think the current legislation is based on misinformation and should be repealed – but I still bought a new one and will continue to wear it as long as the law requires. I doubt others will be so law abiding.
It came as no surprise to me that research now backs up the opinions I formed that traffic circles don’t work and unmarked streets are safer for cyclists than sharrows. But the reason I think that circles don’t work is not “confusion about who goes first”. It is simply based on contempt for the rules that do exist. Where modern roundabouts have been installed in BC they do work – as long as the signage and road markings follow the standards. But small traffic circles based on ‘give way to the right’ are simply ignored. The number of times you see drivers making left turns by going the wrong way round the circle is clear evidence that they know what to do – they just cannot be bothered to comply. A bit like speed limits where enforcement is so lax and unpredictable that it is almost completely ineffective, and on most major arterials most of the time, the speed limit is ignored by almost every motorized vehicle – including, of course, marked police cars.
Yonah Freemark has a good summary of the French commitment to tramways in The Next American City – but if you read this blog and the comments by Red Frog and Voony you will know all that already.
The following is a Press Release from Transport Action BC. I am a member of that organization. Since I have no faith at all that this story will be picked up by our mainstream media, it is reproduced here in its entirety
Transport Action BC calls VIA Rail Canada cuts ‘inexplicable’ and ‘wrong to the core’
‘Death by a thousand cuts’ continues while hundreds of millions invested in VIA’s renewal
KAMLOOPS, JUNE 27, 2012 – Matthew Buchanan, president of the public transportation users and advocacy group, Transport Action BC, said that today’s announcement of yet more cuts to Canada’s nationwide rail passenger service is wrong and inexplicable given this federal government’s recent investment of $923 million in a renewal of VIA Rail Canada’s trains, stations and other assets.
“While the rest of the G20 nations invest heavily and wisely in expanding their rail passenger services, Canada’s longstanding policy of cutting VIA continues,” said Buchanan.
“These cuts are wrong to the core and the destructiveness of this latest round will soon become apparent, much to the detriment of the more than four million passengers who use VIA annually.”
In 2009, VIA began receiving $923 million for the largest capital renewal program in its 35-year history. Transport Action BC applauded that wise decision, especially the leadership role played by Finance Minister Jim Flaherty and Minister of Foreign Affairs John Baird, who are strong supporters of public transportation, in general, and VIA, in particular. Some of the investments in that capital renewal package are now being undermined by cuts to the very trains they were meant to benefit.
Respected sources, such as the U.S. Department of Commerce, have determined that every dollar invested in rail projects yields three to four dollars of economic spin-off, not to mention vast social and environmental benefits. Furthermore, VIA’s public funding for its national network of passenger trains costs the average taxpayer only $1.60 per month – less than the cost of a large cup of coffee.
“We can only believe today’s shocking announcement is part of the usual Ottawa game,” said Buchanan. “From the day it was born as a publicly-owned Crown corporation in 1977, VIA has been under attack by high-ranking civil servants at Transport Canada, Treasury Board and Finance. They have engaged in a 35-year campaign that can only be described as ‘death by a thousand cuts.’ It appears these civil servants have once again misled the elected officials who have championed VIA and convinced them this is the right track to take. Nothing could be further from the truth.”
The cuts – which are being portrayed by VIA as “the next phase of its modernization project” – will severely and negatively affect the following routes:
- The Canadian (Toronto-Vancouver) cut from three trains weekly to two from the end of October until April each year;
- The Ocean (Montreal-Halifax) reduced from six times weekly to three, cutting VIA service to Atlantic Canada in half;
- London-Windsor; and
- Toronto-Niagara Falls.
Deeper cuts will occur next year and in 2014, as VIA’s operating budget is reduced further.
As a result of this announcement and the continuing threat to VIA, Transport Action Canada and its five regional associations will soon be launching A National Dream Renewed: The VIA Rail Canada Town Hall Workshops. Directed and facilitated by well-known Toronto transportation writer and policy advisor Greg Gormick, the interactive presentation will cross Canada from Halifax to Vancouver Island to engage Canadians in a series of 40 workshops that will lead to the production of Transport Action’s blueprint for the re-establishment of VIA as a modern, innovative, sustainable and national rail passenger service.
Said Buchanan, “We call upon all Canadians to attend our town hall workshops and voice their opinions and ideas on how VIA can finally become one of our national dreams again, instead of the national nightmare that successive governments have made of it.”
Buchanan also noted that this government is calling its latest approach to economic stimulation “Staying on the Right Track for Jobs and Growth.” He added, “These cuts amount to taking the wrong track, if job creation and growth of the Canadian economy are the objectives. Cutting rail passenger service reduces jobs and undermines economic growth.”
Transport Action BC and four other regional associations in Atlantic Canada, Québec (Transport 2000 Québec), Ontario, and the Prairies, is a non-profit organization whose primary purpose is research, public education and consumer advocacy. It promotes environmentally-sound transportation solutions and gets actively involved in a wide range of issues, such as public transportation, safety, accessibility, energy efficiency, environmental protection, intermodal co-operation and government regulation.
I have just read a tweet that linked to this news story
Forget the piffle from the always predictable Maureen Enser (and thank goodness she is on her way out too). The list of people who have been “let go” is now definitely an honour roll (Enser just worked out her time, that’s different). I took dismissal at age 55 really hard, but I have to admit that this early retirement kick has – so far – been a blast. I reviewed much of that today with a former co-worker from Translink and we both felt that the last few years away from the job have been a lot more fun for us than the years before that. But on the other hand we do seem to be getting rid of the people who not only have high intelligence, really good experience and relevant education but also a great track record.
They went to Chicago to attract Mike Shiffer. He had the sort of knowledge, competence and experience that had been sadly lacking at the top of Translink’s planning department. He lasted less than three years. You cannot say that about the GVRD/Metro Vancouver planning department: they may not have had much in the way of effectiveness or real power, but everybody (who had their head screwed on) acknowledged the intellectual power of the arguments advanced by people like Ken Cameron – and Christina de Marco. I am very proud that we worked closely together, as professional planners, when our political masters were busy tripping over their own shoelaces. She (and Tamim Raad at Translink) deserve the credit for winning the largest federal contribution (apart from the politically necessary but spurious award to Quebec for a bunch of hybrid buses) for the Urban Transportation Showcase Program. That was the thing that got us the Central Valley Greenway and the Main Street transit improvements – among other significant advances in integrated planning. These demonstration projects provided the data that showed that “sustainable transportation” was more than just a catchy phrase.
I just hope that gave her a decent package and that one of our planning schools scoops her up real quick. Such knowledge and experience needs to be passed along.
There has been quite a lot of interest here recently about terraced housing – what the real estate agents here call “town homes”. Others have been blogging about the need for these to be sold on a fee simple basis rather than the strata title that is currently used in BC.
When first thought of, in 1613 by Henri IV, these houses were designed to accommodate courtiers in separate accommodations. There was always a crowd hanging around at the palace – even at bedtime! – so I expect they welcomed the idea of their own front door.
By 1880 the pressing need was – as now – how to accommodate the lower income part of the community. The people who actually did all the work, on which the economy and the state depended, but who could not afford – even on several wage packets in a household, much in the way of housing. The Victorian 1% had even developed a bit of conscience about this, and actually legislated minimum standards like the need for each room to have its own window. The way that local taxes (‘the rates’) were then calculated also meant that the frontage onto the street needed to be minimized. So a very standardized home was produced – most constructed by small independent building firms working from a book of plans. This was the sort of London suburb where I grew up, and is one of the reasons why I am still, to this day somewhat reluctant to embrace the idea that a fee simple row house – or what I knew as a freehold terrace house – is much of an answer to our current shortage of affordable housing.
The following is a message that was posted this morning to the trans-action and HUB mailing lists. I am copying it to this blog in case there are readers in BC who are not members of those lists, and who have yet to comment to ICBC.
I did not complete the on line form, I sent them an email
There ought to be a way to link the number of kilometres driven to the amount of the basic insurance premium.ICBC commissioned research from Todd Littman several years ago which showed that distance based insurance is practical, possible and would be much fairer than the current system.It could be introduced on a voluntary basis initially. Actuarially, there is a strong correlation between distance driven and the risk of a crash.ICBC has been unresponsive to this proposal for too long.There is a comprehensive technical report available at http://www.vtpi.org/dbvi_com.pdf
Tomorrow is the deadline to give input on ICBC’s proposal to restructure how it calculates insurance premiums. Please go to http://www.publicengagement.icbc.com/index.html and tell them that you think driving violations should be considered in the calculation of insurance premiums.
More explanation of the ICBC proposal is below:
- Giving credit for higher levels of driver training, similar to discounts that can be obtained on fleet insurance for organizations implementing safe driver programs
- Relationship between distance driven and crash-risk. Proposal for distance-based insurance and better availability of alternative types of insurance such as temporary or occasional coverage.
- The system doesn’t include any impact to premiums based on the severity of the crash. There must be correlations or indicators of severe crash risk, such as high risk driving violations, or past crash history that help to predict the risk of a severe crash.
- Insurance brokers don’t want the system to be too complicated to explain to people, or to take too much risk in people not understanding or not being told the right thing.
- BC has a very low % of uninsured drivers compared to other jurisdictions. We need to consider whether there is a tipping point where high risk drivers just stop insuring their vehicles in large numbers.
- It’s good to have incentives that prevent owners from loaning their vehicles to high risk drivers (re other driver crashes).
- Driving records are at the heart of driver-based insurance and all violations should be considered, though not weighted equally.
There is a longish piece in the Guardian today about what is expected to be the legacy of the Olympics on East London. The title cites Newham and the Carpenters estate. In fact the article ranges further than that – discussing Tower Hamlets and Hackney as well. My interest is because I spent the first 18 years of my life in Newham – though somewhat to the east of the area in question in what for much of that time was East Ham. My family moved out of the area soon after I left for university, and I have not been back for more than very brief visits since. Even so I accept that if anywhere needs regeneration it is the area around Stratford, which used to be mostly railway facilities and a network of declining industries known as the Bow Back Rivers. It is also true that the man who ran the locks on the canal used to answer the phone by announcing “Bow Locks”.
Now the summer Olympics is a much bigger deal than the winter Olympics, and in London it is all on one site not split as it was here. But the immediate similarity struck me – the victims in our case being the unfortunate residents of a BC Housing estate on the edge of the Olympic site in Queen Elizabeth Park. That site was cleared – though BC politicians were vehement in their denials that the removal of the tenants was anything to do with the Olympics. And the expected development has still not yet happened.
The other Olympic legacies here are the Sea to Sky Highway – which lead to a variety of residential developments in and near Squamish based on the newer shorter commute times by car to Vancouver – and the Canada Line, and lots of high rise residential towers in Richmond, with again much displacement of waterside industry. Not to mention the Olympic Village in Vancouver, which at long last seems to be getting going as a community with its own grocery store opening last week.
The other influence on my thinking is this recent article from Spacing Vancouver about Tom Slater the “unabashedly subjective” gentrification researcher.
in the opening chapter of his upcoming book Fighting Gentrification, he realized that “a different picture of gentrification emerges if one takes the trouble to talk to those who do not stand to profit from the rising costs of land and real estate.”
So he made himself a promise. “I felt that I had a civic duty to be critical in the work that I was doing, and to present a story that captured the predicament of the people living at the bottom of the class structure. So that became, if you like, my mission,” Slater said.
And if you read what the residents of the Carpenters Estate are saying, it reads very much like what his interviewee says in that article – or what the residents of Little Mountain have been saying.
“I think that the Olympics has lost me my home.” She has lived on the Carpenters for 40 years and is disinclined to depart quietly. “I think they’re gonna have to come in here and drag me out. Why should somebody be able to force you out of your home? A home that’s got nothing wrong with it, that’s standing solid? I do not want to go.”
There is also some very relevant stuff about what people want – and it isn’t high rises
She [London's outgoing Olympic legacy chief, Margaret Ford] gathered intelligence for the masterplan on “mystery shopping” excursions – chatting to people in cafes and the old Stratford shopping centre. “They wanted front gardens, back gardens for their kids to play in, really good lighting, lots of storage space, nice green spaces, somewhere they can afford and a decent school – it’s not bloody rocket science.”
I returned to Vancouver last Thursday: the jet lag has now relented, and my brain seems less fogged. We were there for nearly the whole month of May, which was probably not the best choice, since France has no less than four public holidays in May.
While we were there we did not drive at all. There was really no need for that. We bought a Navigo Decouverte card, and loaded it with a month’s unlimited travel in zones 1 and 2 – roughly the same as the 20 arrondissements of the city out to the peripherique. Now I am going to surprise my readers by telling you that our system is actually somewhat better than theirs in one respect. If you have a zone 1 ticket or pass here, and need to make an odd trip out to Surrey, you can buy an “addfare”. There is no such equivalent there. So for a trip out to La Defense (the major office centre, with lots of challenging architecture and lots of public art) which is in zone 3, we had to buy a whole new ticket. It was actually cheaper to buy an all day unlimited Mobilis ticket (€8.55) than a round trip ticket (€10) and we made the most of it by riding all three of the tram lines – most of which are outside the City.
The Navigo pass is a smart card with a photo – but you have to write your name on it too. They are very keen on that, though quite how it improves security I cannot say. We made a point of not carrying anything with us like passport or a driving licence which we did not actually need, simply because of the risk of loss to pickpockets. They are a plague of the system – and have been for many years. We saw a successful arrest of small gang, but the general view is one of cynicism that the legal process does little to deter what is a very profitable activity. Pickpockets can easily afford a ticket. Fare checks were apparent – we saw several in the time we were there both on buses and the metro, and each time there were people being given penalty notices. I also learned, from reading a notice in a bus shelter, that there is a free transfer from bus to bus or bus to tram provided that you did not pay a cash fare to the operator, but cancelled a pre-purchased ticket on board. There is no transfer to or from the metro. I suppose this encourages use of Navigo for people who need to get a bus to access the metro. It is a proximity card, which means its use is quicker than the magnetic stripe Mobilis – or any current Translink media (other than the “flash pass”) although I saw a lot of people getting frustrated when the faregate refused to open when an entire purse was dumped on a reader.
Navigo is also useful to facilitate use of Velib. There is a daily membership charge, and while the first half an hour of the rental is still “free” after that the Euros start clicking up, so you do have to allow the system access to your credit card. I think it is bit odd that you cannot charge the day membership to Navigo as it is not much different to a metro or bus ride, but of course Velib is a City thing and fares are a regional issue (STIF – the Ile de France agency). So far, and so familiar.
Those holidays – and a spell of warm weather also revealed the shortcomings of Velib – quite apart from the tendency of users to wreck bikes which remain available for rent even though unrideable. More than once planned trips had to change due to the complete absence of bikes – or the complete inability of the system to take back bikes we were finished with, but could not find an open post to lock them back into. I must also report in all fairness that many Parisians do wear bike helmets – though few of them seemed to be Velib users.
Followers of my flickr stream will also be familiar now with the progress being made to extend T3, the tramway that runs along the Boulevards des Marechaux. These are the broad streets that are named after generals that were built over former city defences on the south and east sides of the city. There is, in fact, a disused railway line that they could have used, but they preferred on street running using an exclusive right of way on the median, which is often grassed.
There has been a lot of progress in providing bike lanes and bus lanes. I like the bike lanes that run counterflow on one way streets, and also those that are protected from moving traffic by the line of parked cars. I am less happy with the painted bike lanes on sidewalks at major intersections – though there is no argument that these are much safer than fighting motor vehicles on rond points, where priority is simply to those who risk most. We were witness to a number of altercations between bus drivers and white vans at such locations. Bus lanes do not provide a universal panacea to congestion. My partner developed a strong preference for the bus over the metro (you see more of the city that way) but even her loyalty was challenged by some remarkably extended travel times in what looked to me like grid lock – even though Paris streets are not in a grid! We walked a lot too – and found that Paris is, in many senses, quite a small place. The Bois de Boulogne to the Trocadero is about 20 minutes, even at the flaneur’s pace I adopt.
Paris has lots of transit, and is building more. Metro extension is being planned for Line 14 and Line 1 is being converted to driverless operation. Some of the oldest rolling stock is also being replaced with trains that have interconnections between cars (like the Canada Line) which ought to do more to relieve overcrowding. People still seem to prefer to stand near the doors rather than between the seats, which makes them more vulnerable to pickpockets and leads to extended dwell times at stations as people try to get on and off. Much more emphasis seems to be placed on improving commuting to and within the suburbs – with trams, tram trains (line 4) RER and the Transilien services. We made a few excursions on SNCF, and were very impressed by speed, punctuality and reliability of these services. Of course, in this part of the world passenger rail is almost completely neglected by comparison.
Nowhere gets it right all the time, and there is no monopoly on truth. No one transit system answers every need. But the balance between cars and other modes is different there than here, and is closer to what is needed now, and will be even more important in future. Paris does need to get tougher on cars, I think. They have some experiments with street closures. For instance around the canal St Martin at weekends. But that is still exceptional. For much of the day traffic in Paris is slow moving: parked cars and deliveries are a huge unresolved issue. After hours, parking still seems to be a free for all. While car drivers do seem to respect the need to leave garage entrances clear, pedestrian crossings and street corners are seen as perfect opportunities to park, once the traffic wardens have ended their shift. There is also an extraordinary ability to get into spaces that no Canadian would even attempt.