Stephen Rees's blog

Thoughts about the relationships between transport and the urban area it serves

Archive for the ‘bicycles’ Category

Choosing the happy city

with 6 comments

 

There is a storify based on the #happycity hashtag,which now features many more pictures thanks to the recent Twitter upgrade

At SFU Woodward’s on Wednesday March 26, 2014 the third in the Translink series.

Choosing the Happy City
Charles Montgomery

There were many empty seats even though SFU had “oversold”. If you reserve a seat at one of these events and then find you cannot attend, please remove your reservation as soon as you can. There were people who would have liked to be there. But at least there was also a live stream and the event will be added to the Youtube site in due course.

The introduction was made by one of Fraser Health’s public health officers. Happiness is fundamental to health. We need a system that promotes physical activity. Urban form and transportation determine how people choose to move around, and also affordability of housing and access to green space. People who live in the suburbs of Vancouver walk more than other places. We must improve and maintain choices especially for non urban places. She made the point that some policies which seek to deter car use can adversely affect the mobility of people who live in places where there is no other choice but to drive for many trip purposes. There is an inequity in adopting such deterrents before there are adequate choices fro everyone.

Charles Montgomery started his presentation with two “exercises” – the first to identify  Translink staff “the institution we love to hate”. He invited audience members to hug a member of Translink staff if they were near them. The second related to two images of dorms at Harvard University. One was a traditional building, the other a somewhat forbidding modern block. Most people indicated they preferred the traditional building, as did newly arrived students. But a study showed that there was no difference in the happiness of the students after three years. Many factors determine happiness not just the design of the buildings but social environment within them is important.

The idea of idea of increasing happiness is not new. Early economists called it maximizing utility. However often  “we get it wrong.I think pursuit of happiness is a good thing. We can measure it. … More pleasure than pain, healthy, in control, meaning, security but strong social connection underlies all of these. Both the GDP and creativity in a city depends on opportunities for social interaction. He showed a three dimensional graph of space time prisms, which showed the people who are more dispersed find it harder to connect. They spend much less time in the spaces and times when they can meet others. The edge of the urban agglomerations are the least likely to be socially active. If you live in the exurbs you do not have the time, energy or willingness to join things or even vote.

The shortness of the the commute time is the best indicator of satisfaction. “How we move is how we feel”, and even only five minutes of walking or cycling improves mood and regularly moving under our own power also  improves health. Equally driving a nice car on an open road also improves our mood. The trouble is that open roads are rare – and impossible to find at commute times. Driving even a nice car in a congested city is like piloting a fighter jet in terms of the stress experienced. People rate the experience of using transit lowest of all mostly due to the loss of control and that the trips on transit tend to be the longest.

In Greater Vancouver 40% of all trips could be done in 20 minute bike ride. In cities the design of the built environment determines both our behaviour and our bodies. If we build infrastructure for cycling – making it safer – more people will cycle. People will walk 800m to shop in a good urban environment but less than 200m in the typical suburban big box centre. The huge parking lots are a deterrent to walking even short distances.

He cited Larry Frank’s work in Atlanta showing maps of destinations available within a 10 minute walk of home. While there are many in the traditional city centre in the suburbs there are none. It is not surprising then that people who live in the suburbs on average have 10 pounds more in weight

Status interventions

- Equity
Having  low social status is bad for health. When transit viewed as a “hand out for the undeserving” – he used the notorious ads in the Georgia Strait some years ago for a GM car dealer which had a bus with the words “creeps & weirdos” as the destination sign – it is unsurprising that it is difficult to persuade people to change modes. Enrique Penalosa redesigned the city of Bogota and it was all about equity. He cancelled a new freeway but built the Transmilenio BRT based on the Curitiba example.

 - Freedom
This is represented by our having mastery of our movement. In one experiment they used skin conductance cuffs on people  in a mockup of a subway car. Even though this was staged at a party, as the space available to the group in the car became more restricted so their stress levels rose. He showed a picture of the Navigo card in Paris which is much more than a transit ticket. It also gives access to Velib bike sharing – and (he claimed) car sharing (which if so is a change since I was in Paris). “It also gets you cookies” But mostly it gives people the freedom to live with less stuff. they do not need to own a car or a bike [and can get around without worrying about either being stolen]

He then showed picture of the land the province has recently put up for sale in Coquitlam. This “swathe of Burke Mountain will not be well connected”. But families can save $10k a year by not owning a car. He cited Daniel Kahneman’s Book “Thinking, Fast and Slow” We are rightly fearful of house fires and build new suburbs to allow access to big fire trucks, with wide roads and sweeping curves – like a race track.  Streets aren’t safe enough for kids to play on – but we somehow think that we have made them “safer” and the areas they serve. There was a notorious experiment on children with Oreos. They could take one immediately or wait awhile and then get two. He says that the problems we require that we slow down and consider their complexity.

The challenge is the cost of congestion, but we attempt to solve it by designing disconnection. He illustrated this with a picture of the new Port Mann Bridge construction and remarked that we only realized that the new bridge was not needed until after it opened. All the traffic and people that now use it could have been accommodated if the old bridge had been tolled and a rapid bus service along Highway #1 introduced. [This was actually something that the Livable Region Coalition pointed out at the time, by the way. No-one believed us.]

“We did it before” He showed a slide of the Livable Region plan from the 1970s. And he also showed the “Leap Ahead” transit plan which its authors (Nathan Pachel and Paul Hillsdon) estimated would cost $6.5 bn but could be paid for with a $0.05 sales tax.

Referendum = fast brain disaster

“The best thing to do is cancel the referendum.” However since that is unlikely  we can save ourselves by adopting the recommendations that Roger Sherman used to win the second Denver referendum. Their program was called “Fast tracks” It was a clear plan and fully costed designed to appeal to the core values of the voters. Most of them drive so it has to show how improving transit improves life for drivers

It is not enough to present a clear picture – it has to have a champion, preferably a celebrity and since Brad Pitt is unlikely to be available he suggested Diane Watts

Bring it back to happiness

Working together is good for us build more resilient community

Q&A

The first question pointed out that the Leap Ahead plan did not seem to have much for the North Shore

“Now is not the time” to determine the details – though it does have a fast bus, and I suggested adding another SeaBus

The second noted that he used an illustration of Disneyland. Expectation of good time in built form

Tests in Disneyland show that architecture that speaks to us is good for well being

Technology in design of transportation

Vehicle sharing systems, driverless cars, use of Car2Go in East Vancouver shows that is a bedroom community. there are plenty of cars there overnight but none during the day. We have to have more activity in our residential areas – this is not a technology problem.

Eric Doherty pointed out that he had not mentioned climate change

“While it feels good to do the right thing but not everybody agrees on what that is. Trying to convince people to think like us does not work”. Gateway sucks did not work – it did nothing to convince people who had to drive that there was any concern over their needs.

How do we overcome this mindset of entitlement?

Golden (referring to the first presentation in this series) got all the players in the room and respecting others point of view. sophisticated comm??

Q from twitter on codes

Self reports on happiness higher in small towns

Rural areas

Everybody can benefit from a village

Codes for rural community Gordon Price commented  “The City is not shaped by market forces”

Nathan Woods (Unifor)  said: We need $3m and Brad Pitt. How do we get that?

Developers stand to benefit – they have the resources. The Surrey BoT strongly supports transit

Can you supply examples of success of postwar planning

Lewis Mumford
False Creek
New Urbanists
Seaside FL

Lean urbanism

Forest Hills Gardens NY (GP again)

Is a dense urban environment enough?

Towers are as bad for lack of trust as exurbs
Just pushing us together is not enough
“Lazy tower style in Vancouver”
Town houses, courtyards, green space

Example of Copenhagen – can we transfer that here?

The answer would be Long and complex. But in one word-  Experiment – just line Janette Sadik Kahn did with bike lanes in New York

Gordon Price pointed out how really emotional the fight over bike lanes here had become

Change is very difficult. Regarded as intrusive

One action for individuals?

Started out as a journalist feeling I had no right. We can all change a bit of the city. Those of us who live here have the right to change where we live

What has surprised you in the reactions since the book came out

Jarret Walker told me that on these examples its not the planners who are the problem. “We know that.  You have to convince the politicians … and the people.”
Try not to scare people

Someone from modo talked about Share Vancouver and its implication for resilience, during disasters for instance

Life changed in New York with Sandy. How can we create that sense of urgency?

Experiment Granville St what are we learning?

The questioner felt that all the changes we have seen have been controlled by the business community

Times Sq occurred with support from the BIA – who have benefitted as rents are now going up. The police closure of Granville St at weekends was a response to violence. It gave more space for people to move around and thus reduced conflicts

Councillor Susan Chappelle from Squamish said that they were trying to get  a regional transportation dialogue going – they are outside the Translink area with a small transit system provide by BC Transit.  They remain “disengaged”. The immense changes he talked about are not translated into budget of small town. In the current situation “Words are used, with no change happening.” Squamish is left disconnected

The measures are the same for reducing GHG and increasing happiness. Should we encourage commuting [between Squmish and Vancouver]? The industrial zoning is out of date.

Can design offset crime?  Social justice?

Some people assert “None of this is going to work until we overthrow the 1%” But his work shows that the way we design cities has an immediate impact. It’s an equity issue. Many people complain that they can’t afford to live here but then they oppose the density increase essential [to get reduced housing/transportation combination cost reduced]

Some who was arranging a summit of cultural planners pointed out how hard it was to get a large meeting to places which did not have good connections. Change the way transit works to support the summit

BC Transit should take cue from TransLink interagency approach We can crowd source all kinds of stuff

btw People actually talk on the #20 bus

Big issue is transit funding. A city has found solution?

Richmond is the only place where car ownership has fallen – obviously a response to the Canada Line
See the example of the Los Angeles referendum which was not just about transit – it paid for everything with something for everyone

REACTION

This was by far the best presentation in the series so far, in large part because it was not read from a script. He was speaking to the slides he was showing but clearly enjoyed interacting with the audience. It was indeed a performance – and a good one at that. On the other hand there did not seem to be a great deal that was new or remarkable in the content. Working in this field for forty years means that I have actually witnessed exactly the same set of prescriptions proffered for a what at the time seemed like different problems – congestion, growth, inequity, sustainability, bad air quality, global warming. And now happiness – or its absence.

I have got into a lot of trouble for stating unequivocally “transit sucks” to transit management. They of course would rather boast of their accomplishments, how well they do under difficult circumstances, and how resistant politicians are to pleas for more money. But the fact remains that despite increasing expenditures, the overall transit mode share is very difficult to change. We know what the solutions are – we always have done – but we seem reluctant to embrace the changes necessary. And he is probably right that we have an elite stuck in fast brain mode whenever they deal with these situations. He actually cited Kevin Falcon – more than once – and it seems to me he is right. The Jordon Batemans of course simply play to that preference. It is a lot easier than actually thinking clearly (slowly) and then acting.

By the way, I am now invited to go to Squamish next month. Thank you Susan. I am looking forward to it!

 

The Bicycle Dairies Episode 10

with 3 comments

It has been a while since I have written anything under this heading. We just returned from a trip to New York. Given all the press attention it has received, we could hardly ignore the new bike sharing system known there as citibikes after its sponsor. (In London people refer to them as “Boris Bikes” rather than “Barclays Bikes”). I visit New York quite a bit as my son lives there, and have got to know my way about Manhattan. I have also now visited Queens, Brooklyn and Staten Island too: the Bronx I am saving for later. As with Paris, my first instinct was to try and get everywhere by subway, but I soon learned its limitations. “The only way to get across town is to be born there.” Like most visitors, there’s a lot of walking – and “flaneuring” – too.

a full rack of citibikes

A lot of people got very upset when these stations started appearing. I think they are neat and tidy, but what they seemed to do was take away that precious commodity – on street parking spaces. In fact, very few people can actually use on street spaces, since there are so few of them and much of the curb space is needed for deliveries. All over Manhattan much space is taken by large black limousines and SUVs waiting for passengers (livery cars are an important part of the transportation system but are not taxis).   The price of off street parking is of course ridiculous – and much traffic is simply circling looking for an on street spot.

How to use citibike

I am writing about my experience and this is not intended as a detailed critique of the system. There is plenty on line about how to use the system, but as usual the PR folks have made the process look a lot easier than it is in practice. It is not just a question of sliding in your credit card. There are a number of screens that you have to go through and on line forms to fill in. One good thing is that the screen accepts CA as the country code in default of a zip code. That is not possible at other terminals, like ticket vending machines at subway stations – or self serve gas pumps. My partner found that after going through the entire process it simply failed – something we also experienced in Paris. I managed to use two different credit cards for two separate bikes: I think you can register more than one bike at a time, but this seemed easier if we wanted to use them at a docking station later.

citibike docking station

Getting the bike is simple. Having completed the registration process, you get a five digit code to punch into a dock – the buttons are on the left hand side – and a green light comes on to tell you to take the bike. This is time limited. Returning is equally simple. Push the front wheel into the dock until the green light comes on.

As you might expect, there are times when the stations are full of bikes – which makes it easy to rent hard to return. Equally we would have used the bikes more often but either the station was empty or not co-operating. We saw one man with a citibike key fob that he could put into the dock, but it refused to give up its bke. And that would have left only one for the two of us. I did not feel like using my card in a system that was behaving like that, but maybe the bike had been reported damaged. Yes, you can do that (“notify us by pushing the white wrench button on the top of the dock”) I do not recall seeing that very useful tool in Paris.

I strongly recommend the use of a smart phone or tablet to find bikes and stations. Like car2go it is not exactly essential but makes life a lot easier. I would also, like car2go too, not rely on the system exclusively. You will still need a Metrocard, and do not neglect the ferry system either. The Staten Island ferry is free, and the East River ferry only $4, which is still great value.

Left unattended

Contrary to the instructions, these bikes were simply left while the people who had rented them went and looked at the carousel in Central Park. If they had been stolen while they were in there, it would have cost them plenty.    Even citibike say that for protracted periods, conventional bike rentals are a better deal. Since it costs $9.95 for a 24 hour pass, it is actually cheaper to rent if you do not intend to make a large number of trips. The first thirty minutes do not incur an extra fee so you can keep swapping bikes – but then you have t be able to find them when you need them. We would have got much more use out of our membership if bikes had actually been available when and where we needed them.

While we were looking at a bike station near Central Park, we were approached by a sidewalk salesman for one of the bike rental companies, offering a very attractive deal. And, this being New York, you could always try haggling.

DENVER

We also saw bike share in Denver. Interestingly this one is sponsored by Kaiser Pemanente one the larger HMOs

Denver Bike Share

We did not use this. Partly because it was so hot, but also because there is a free bus shuttle through downtown, which we used a lot, and everything we wanted to see in the two days we were there was within walking distance

Bike share component

The weakest component on the Velib bikes in Paris is the seat adjustment. Denver has adopted a much more robust approach

Written by Stephen Rees

September 13, 2013 at 6:02 pm

Posted in bicycles, cycling

Tagged with , ,

Richmond Bikes Still Lagging Behind

with 4 comments

That has been my view for a long time – but the title is taken from a “Friday Feature” in the Richmond News. Although I no longer live there, I still find that I go there quite a lot. The airport, picking up parcels from couriers who did not find me at home, car servicing, the doctor … the list is quite long. I have not tried to get there by bike. Though it would be straightforward enough, and with bike racks on buses, easy to avoid Vancouver’s hilly bits. But if I am going to use transit anyway, why hamper myself with a bike? We also still like walking on the dyke. And at one time we used to put the bikes on the car rack and go further. I am not sure why that has not been happening of late. I feel a Bicycle Diary coming on but I will leave that for later.

Richmond ought to be great for cyclists as it is as flat as a billiard table. There has long been a cycling committee there – and I am afraid that they have not achieved very much. If you remove the use of the dyke – which is much more about recreation than transportation – then there is actually not much cycling in Richmond. It is still very much a car oriented suburb and what facilities there are, were grudgingly conceded. Or pushed by the availability of funding from Translink or extracted from developers. Few bike lanes – lots of sharrows. And one or two paths shared with pedestrians and unpaved.

Raised Bike Lane No 3 Road

There is a pretty fair summation in the News piece.  It would not have gone amiss to have pointed out that the No 3 Road lane was separated and raised – for some of its length, but ruined by incompetent paving and never corrected. The best example of arterial road reorganization is still Williams Road. For much of its length the traditional four lanes of traffic has been reduced to two with a centre turn lane and bike lanes each side. This gets altered at intersections, with  no priority for bikes, and actually improves traffic flow, just as separated bike lanes have done in Vancouver. It also should stop on street parking – but is not well enforced.

Bad Parking 1

The biggest issue for me is that after twenty years of “demonstration” it has not been replicated and should have been. Critical intersections like Granville at Garden City, or Shell at Hwy 99 remain diabolical for cyclists.

Highway 99 overpass

The News does not expect much to change any time soon and I think they are right. The City Council is very secure and is unlikely to face any great challenge at the ballot box, so smugness rules. They will not change and no-one seems likely to make them.

Written by Stephen Rees

September 13, 2013 at 3:03 pm

“There’s no ethical case for mandatory cycle helmets”

with 2 comments

The Guardian Bike Blog 

This analysis by an ethicist of the evidence for bike helmet legislation would be worth reading in any event. But over the weekend there was a contentious – if not actually mendacious – opinion piece in the Sun taking the opposite view and supporting it by very selective references to long refuted “evidence”. I am not linking to that. If you want to search and pay for someone else’s opinion that’s your privilege. Though I do wonder why there seems to be an anti-cycle policy at PNG.

But I do think it is worth quoting the banner

“Helmets do not provide sufficient protection to warrant the claim that they are highly effective – and the right to cycle bare-headed is by no means trivial”

I do wear a helmet, simply because I do not wish to get a ticket. Note too that in Vancouver, the local bylaw applies to parks and bike paths that are not subject to the Motor Vehicle Act. I have had a bike crash – actually with another cyclist, on a bike path. I came off, broke my wrist and the helmet made absolutely no difference.

 

Written by Stephen Rees

July 9, 2013 at 8:48 am

Kitsilano Farmers’ Market

leave a comment »

This is our regular Sunday morning walk in the summer. And usually, when I post pictures to flickr I post them as a set and, more often than not, and quite a bit of text to the set description. The new layout means that now, nobody else can even see what I write there. Really, really stupid and insensitive to how people use flickr – not that they care. So if you follow me on flickr this blog post duplicates what is on there, and the text now appears there under each image. And I know there are cyclists who follow this blog, so it is not at all off topic.

Kits Farmers' Market

My partner says she can see the tents from Arbutus Street when we drive past. That is because 11th Avenue is closed to traffic.

I have seen cricket and baseball being played at this location at the same time. But not this week.

Securing their cycles

Securing their cycles

As you can see, there is a large poster “Free and Safe Bicycle Parking” – so of course I had to ask why they were doing this.

They said they did not feel comfortable NOT paying at the Free parking – which actually asks for a $2 per bike donation (see next picture). They also said that it was a lot quicker to reclaim their bikes when they needed them.

But the young woman woman in the white shirt said it best: “We saw this space and it spoke to us.”

That’s art.

If you can donate $2 ...

Well that doesn’t sound so bad. Though it seems to work a like PBS. I wonder how many people (like me) just don’t pay. Mind you, I walked both ways. My bike is in the locker downstairs, and I did not even think about getting it out.

Lining up for crepes again

Lining up for crepes

And this was at eleven o’clock. However, other trucks use different techniques to deal with crowds.

Waiting for lunch

Waiting for lunch

I got a poached eggs sandwich (with bacon and cheddar) but then had to wait ten minutes while it was prepared. So there is no line up for Yolk’s, but just as many folks waiting. Just not standing in line.

There is a dearth of seating and shade here.

Faith in his product

Faith in his product

One of the guys from Yolk’s having his lunch.

People watching on W10th

People watching on W10th

The grassy knoll viewpoint

Seeking out the shade

Under that white tent are UBC students offering free bike tune-ups. And they do mean free. Although there is still an opportunity to donate if you really insist.

Written by Stephen Rees

June 16, 2013 at 2:16 pm

Posted in bicycles, cycling

Tagged with ,

Return of the blogger: Stakeholder Forum – Translink

with 10 comments

It has been twenty one days since I last posted on this blog. A lot has happened in the intervening period, some of which I might well have reported or commented on. But I was otherwise occupied. I have sold my townhouse in Richmond, and after disposing of a lot of my possessions, and relocating others, am now a full time resident of Vancouver. And hopefully will now find more time to write here, as there should be a declining demand on my time from domestic duties.

This morning I attended a Stakeholder Forum organized by Translink as the start of the next steps towards “confirming our vision for the long-term and map out the near-term steps needed to get us there” (their words, not mine). It was held at the Wosk Centre for Dialogue and the range of “stakeholders” present was quite wide – it included the cyclists, the truckers, the unions and quite a lot of municipal people as well as NGOs like the Fraser Basin Council. Many familiar faces – but nearly as many empty seats.

Ian Jarvis opened with a summary how well Translink has done, doubling transit ridership in the last ten years, securing $3bn in senior government funding and surviving a series of reviews which showed that it is well managed. But “we can’t save our way to growth”. One million more people are coming to this region by 2040 – and they will want to get around a system which is already straining its capacity. There are funding sources but they are all at the maximum they can be – and the fuel tax (one of the more significant sources) revenue is declining. We need to have a “new conversation” about how we shape growth in the region and protect the quality of life here. This stakeholder review is just the start. There will be “broader engagement” in the fall. The purpose of this meeting was to “pin down the strategies”.

Bob Paddon

Transport 2040 will remain in place but some things need to change. Much of the subsequent presentations concentrated on what these changes would be. Unfortunately, that assumed a high level of familiarity of what was already there. It is perhaps unfortunate wording but Goal 1 of the current plan is

Goal 1 Greenhouse gas emissions from transportation are aggressively reduced, in support of federal, provincial and regional targets.”

Both federal and provincial governments maintain lip service to reducing emissions but both are actively promoting export of carbon fuels. While in this region, transportation is a significant slice of our own ghg emissions, they pale into insignificance when compared to the volumes of fossil fuels that both federal and provincial governments and their agencies propose to move through this region.

The region has two metro centres (Vancouver and Surrey) seven city centres and many town centres. The movement pattern (as shown by the 2011 Trip Diary Survey) is between these centres and is not simply centred upon commuting to downtown Vancouver. The economy of the region is also dependent upon goods movement – and, he implied, mostly by trucks.

The intention is still to increase sustainable transportation choice. The Regional Health Authorities have been engaged in the process (which is a considerable departure from past practice, and very welcome). The vision and goals remain similar, and there was a lot of investment in the last ten years and “I would like to believe that those days will return.”

Currently trips by walk, cycle and transit are 27% of the total (compared to 19% in 1985) and should be 50% by 2045. [Transportation 2040

"Goal 2 Most trips are by transit, walking and cycling. ]

All trips, 6m in 2013, will rise to 9m by 2045

73% of trips by auto now 4.4m

50% of trips by auto in 2045 is also 4.4m – no change

That is because transit, walk and cycle together will rise from 27% (1.6m) to 50% (4.4m)

Our focus now will be outcome driven. Integrated (the automobile will always be part of the pattern, as will trucks) co-ordinated, resilient and affordable (value for money, performance driven). The new strategic approach will be to manage (improve utilization by pricing) invest ($5bn just to maintain a state of good repair plus up to $18bn if all the desired projects are built) and partner. The choice of how to do this will be based on what can be achieved not by adopting a particular technology [I take this to refer to SkyTrain] We will not follow the pattern of “build it and they will come” but rather ensuring that land use changes to support the new transit lines.

At this point questions and comments were invited:

Martin Crilly – the former Translink Commissioner but now a private citizen – pointed to the legislated requirement for a Plan by August 1. Bob Paddon responded that they could simply adopt  Transportation 2040 as the new plan, but they would prefer to adopt the visions, goals and strategies of 2045 by August 1 and then proceed with an implementation plan.

Bob Wilds of the Gateway Council asked about the role of Ministry [who were not present]. Doug Hall (an ADM at MoTI)  is co-chair with Bob Paddon of the key Steering Committee, and provincial staff are working on the plan.

Louise Yako of the BC Trucking Association pointed out that one of Translink’s problems is that is has responsibility but no authority, to which Paddon replied “We are having that dialogue and governance changes will occur.”

Bill Susak of the City of Coquitlam said that Translink should add advocacy to its aims. Ian Jarvis replied that Translink supports the regional growth strategy. “The vision is not ours, it is what the region comes up with.”

Dr John Carsley, Vancouver Coastal Health urged “aggressive advocacy” – “this is a pressing health issue” – obesity and diabetes. [In fact this is something for stakeholders to do.] He also remarked: “Who is the doctor who prescribes your equanimity tablets?”

Tamim Raad took over the rest of the presentation

He opened by talking about the “new reality” – the revenue challenges would remain for the foreseeable future: 2008 marked a structural shift, and Translink now has to do more with less. The reference to Partners is significant – municipalities in particular, with the emphasis on land use, to establish that land will be in place to support the investments. His presentation concentrated on what is different in the present plan to T2040 – and he said that a draft list of strategies and actions will be made available “in the next few weeks”.

1 Manage: In 2045 the car will still be dominant but now the car is too often the only available choice. “Pricing is the key to efficient choice”  Translink now has a 100% accessible bus fleet and “we do have some spare capacity” This could be utilised by shifting demand from the peak time and peak direction. For instance the development of employment in Surrey Town Centre will provide a useful back load  for SkyTrain. They also need to introduce priority lanes for buses and trucks [my notes indicate my surprise at hearing that]

Pricing for fairness and revenue: we expect to pay more if we consume more, or at peak times. For example, the City of Vancouver does a good job of pricing curbside parking which reduces traffic circling, looking for a space. [Actually other cities like San Francisco do better, but we'll let that pass.] Transit does have user pay, but it only covers half the cost. There is a societal benefit from transit use – it frees road space for others – and all users [of the transportation system] benefit from the transit subsidy. The decision to remove the midday off peak discount (to increase revenue and reduce complexity) has had an effect on demand and was not the most efficient choice as it shifted more trips into the peak period, raising costs and overcrowding. The fare zone system’s coarseness often seems unfair (for example the two zone fare for SeaBus) and there is a lot of opportunity for a finer grain system made possible by the Compass smartcard technology.

Driving is priced indirectly, and we need to shift  from general revenues to user pay. This is not a new concept. Metro and the Mayors’ Council have both endorsed it. The present policy of tolls only on new bridges, and just to pay for the facility, seems unfair and is not optimal for system utilization. At the same time, road pricing is not a panacea for revenue.

At this point reaction was called for, so I got to express my concern that somehow protecting the environment seemed to have slipped into fourth place – behind concerns for the economy, efficiency and health. I pointed out that environmental concerns ought to be a more significant driver – especially if Vancouver is to become a major route through which carbon is exported to the rest of the world.  Richard Campbell (BC Cycling Coalition) and Lon Leclair (City of Vancouver) both spoke of the need for the plan to include more detail “its a hard sell at this high level” – the details will help individuals work out how it will affect them. People need to see solutions. Los Angeles has recently approved a 1% sales tax increase to invest $300bn over 30 years – and would have passed that for a ten year implementation but for the requirement of a two-thirds majority which was very narrowly missed. “The power of lines on a map”

Tamim responded that we have actually completed most of what was proposed in Transport 2021 – in terms of investments – but road pricing was supposed to have been implemented by 2006.

Someone whose name I did not hear from HUB stated that pricing was not the best way to get people to use active transportation. She felt that the role of education was a more appropriate approach to change lifestyles.

2 Invest Strategically

After the coffee break Tamim returned. T2040 identified the need for significant and early rate of progress and identified a need for an additional $1bn for the regional share of projects. In fact the search for savings only produced $35m, about half the target. He said “there is a sense that we have more limited means”. TOD is really about walking and cycling – and the number of cyclists in the region now is roughly equal to those who use the Millennium and Expo lines: the amount invested on each mode is very different.

Transit: 1. meet basic mobility and access needs across the region i.e,. commit to transit in low ridership areas, since these are the capillaries of the network but they will set clear minimum thresholds for ridership (plus grandfathered established services, on which people rely) But communicate a clear set of criteria so that there are no surprises.

2. Have high levels or good future prospects of demand for new services which will be prioritized by the objectives – supply in the right places at the right times “We will not be driving empty buses around” Translink must have confidence that future levels of demand will rise over time and the demand management is in place.

Roads – autos are not the only user of this mode, there are are also walkers, cyclists and trucks. Too little investment in roads can stifle growth. Too much road capacity is NOT an antidote to congestion, in fcat building more roads can make matters worse. We will provide access but not promote dispersal. There will be no more vehicle trips overall by 2045 than there are now. There will be three programs 1. Local access – a finer grain network in urban centres  2. Safety – reconfiguration of intersections can reduce crashes  3. Goods movement – selected links to improve travel time for goods without increasing general purpose traffic.

A representative from UBC asked if a cap on all car trips is actually realistic – he saw a disconnect between aspiration and the proposals

Stu Ramsay of the City of Burnaby said that while he appreciated the idea of supporting local access and providing a finer grid in town centres this was “not Translink’s role hitherto”. Tamim responded that Translink has always been willing to provide support especially around rapid transit stations

Don Buchanan of the City of Surrey said he welcomed the opportunity to exoand the dialogue. The biggest opportunity to leverage change is through walkway and bikeway networks. Funding for that would get a lot more trips shifted from cars than in the last 20 years.

Marion Town of the Fraser Basin Council thought that influencing behaviour would require Translink to be more “nimble”  in the way that information is collected and used.

Katherine Mohoruk of Coquitlam observed that much of the population growth was going to be in the South of the Fraser and the Eastern communities. “We have an excellent system on the Burrard Peninsula” but not in the areas where most of the growth was going to occur. It is critically important to build the roads to complete the grid, and provide transit, in these areas

Tanya Paz (a consultant) said that Translink had an ambitious goal and 2.2 was an effective way to get there but “you will need down escalators on Sktrain”. The system must be both multimodal and seamless. She noted that the province was not here  but we need legislation to reduce speeds in urban areas as well as changes to the Passenger Transportation Act to encourage real time ride and car sharing. “There is an app for that.”

Peter Ladner asked about the provincial conditions for Translink to be able to collect charges on the lift in value that occurs due to transit investment. He asked if that required Translink to invest in land acquisition. Tamim responded that value capture did not require ownership and that benefitting area taxes are within the current legislation.

3.  Partnering 

Funding must be stable, sufficient, appropriate and influence travel choices. There is a real need for new funding – not just road pricing. Land use must support walking and cycling and we should be making decisions about land use around stations before the line is built. There has to be a written commitment [from municipalities]

On economic development, being an advocate for change is not “within our mandate” but ” we need to know what the econmic objectives are.

Martin Crilly pointed out the need for political endorsement

Rob Woods of CUPE (speaking for the other unions present) noted the need to “keep trips safe and secure” and noted that “there was not a lot of talk about retaining employees” although Translink trains people who then get lured away to other employers. “Keep Canadian, buy Canadian, keep jobs local”

Paul Lee of the City of Surrey found it difficult to make the judgement “when the trade-offs are not made apparent – more content would help”

A representative from MVT made the point that Burnaby had used Travel$mart to educate users – but we also need to educate the whole community. For instance there was little value in encouraging users to make appointments later in the day than 9am (to increase the probability of getting a trip) when doctors close their offices between 11 and 1 for lunch. If we provided services throughout the day, then better use could be made of existing capacity.

=========================

REACTION

We live in desperate times – and we need desperate measures. This forum was not the one to make observations about federal or provincial priorities – but the last twenty years have been dominated by the Gateway. Decisions about international freight transportation – the port, the airport, railways – and the need for treaties with First Nations (The Tswawassen was the first urban treaty) blew a hole through regional transportation and land use plans. Massive expansion  of the freeways and loss of agricultural land were wholly contrary to the LRSP – but went through the system with hardly a ripple. We have lost huge tracts of prime food growing land to be covered in concrete for storing empty containers, when climate change is destroying the capacity of California to continue to provide our food.

As it happens, very little of our regional economy is about making stuff anymore, there is a fair amount of distribution, but not much manufacturing. Trucks are not nearly as important in freight transport as trains and ships, both of which are largely a federal jurisdiction – a fine distinction which is destroying our ability to be sustainable – or even to have any kind of effective voice in determining our own future.

Three billion dollars has been spent on a freeway at the same time as car use has started declining.

We passed 400ppm CO2 in our atmosphere at the same time as we became more car dependant – when transportation is one of the leading emitters of greenhouse gas in this region.

This plan is going to be more modest and “realistic” than the last one. It is no longer  “Most trips are by transit, walking and cycling”. It is now half. And no doubt consultations with stakeholders like the truckers, and big business, will whittle that down further. Both provincial and federal ruling parties are indebted to big business, and it is corporate interests who really call the shots, not “stakeholders”.

Translink has been cut off at the knees by a previous BC Liberal Minister of Transport. Why would they now admit that they were wrong? Do we really expect them to allow road pricing to replace their current model of tolls for new build only? And won’t their attention be focussed on Prince Rupert and the Peace  and all that lovely LNG?

Unfortunately, Translink made the very bad choice of showing that they were right. They are well run, there are no magic buckets of savings to pay for new services, despite what Christy knew for a certainty. And the one thing that is absolutely unforgivable is to be right and in disagreement with our Premier at the same time. The BC Liberals were willing to say anything before the election, but now they are back, and with more seats in the leg. Don’t hold your breath waiting for all that new funding for transit in the lower mainland. Not a priority, sorry.

I would have liked to have given a précis of the talk by David Miller former Mayor of Toronto over lunch. But I was too busy eating to make notes. I really hope that Translink did not pay for him to come all that way just for an hour’s talk. Even though it was highly entertaining. And it is not as if they have done so much better than us in recent years, after all.

Sex, Neuroscience and Walkable Urbanism

with 5 comments

Jeffrey Tumlin at SFU City Program

Eight simple, free transport solutions for healthier, wealthier cities

This talk was made possible financially by a contribution from Translink. The blog post was updated on February 15 to include two videos, one of the talk and one of the Q&A session.

http://youtu.be/WHet2jjHtk4

It is worth stating out the outset that Tumlin sees Vancouver as the future for the rest of North America. The talk he gave was clearly one designed for the average American city. He stated that he felt he was “visiting the future” by what has been done in the City of Vancouver. The problem for most places is that they bought into the lie that having a car will bring you more and better sex. “Where have you been told lies?” And, how can we use their methods against them.

The first series of slides illustrated the startling growth of obesity by state in the last thirty years. The Centers for Disease Control have data that shows how this problem has grown

The animated map below shows the history of United States obesity prevalence from 1985 through 2010. Unfortunately the way WordPress has imported this graphic has lost the animation but it is well worth following the link above to see the trend.

map26

Americans are no longer able to have a significant amount of walking in the daily lives. This is due to civic policies – the rules, metrics and performance standards – that make it illegal to build anything but auto oriented suburbs.The statistics for traffic fatalities per 100,000 residents show that sprawl = death.

“Road rage is a clinical condition”. When you observe a crowded sidewalk you notice that pedestrians do not run into each other. We learned a large number of essential social signals in order to hunt in packs. In cars these social signals are blocked and the brain chemistry shuts down social behaviour, because instead of co-operating the way pedestrians do, the fight or flight instincts have been triggered [by andrenaline]. Traffic is literally driving us crazy and leading to permanent changes in the brain. We are less able to think, to predict the consequences of aggression and therefore become more antisocial. Tea Party membership is positively correlated to the absence of sidewalks.

Policy ought to recognize the limitations of humanity and what makes us happy. That translates in urbanity to the sidewalk suburbs of two to three story buildings. The suburbs we built in the 1920s and ’30s were leafy, walkable and auto optional. We have to increase the number of walkers and cyclists, not just build things for the “hard core lifer crowd”. See D Appleyard “Liveable Streets” [the link goes to Amazon, but this book is very expensive - look in your local library first].

The speed and volume of traffic on residential streets determines who you know and how well you know them. If the traffic is fast and heavy, there will be far fewer people who you are likely to give your keys to, for use in emergencies. Social cohesion and participation in democracy increases when residential streets have less and slower traffic, making it safe and easy to cross the street.

There is a direct casual relationship between mental health and outdoor exercise. Oxytocin “the cuddle chemical” that is released during breast feeding and orgasm is also released by human eye contact and outdoor exercise. It is different to dopamine, endorphins and morphines as it lasts longer.

So now we have has established that driving makes us  fat and angry, while walking and cycling makes us happy and sociable, what can we do?

1 Measure What Matters

We need to “measure transportation success in a less stupid way.” Transportation is not an end in itself but allows other things to happen – and it is those activities that we need to facilitate – the benefits come from accessibility not mobility. Movement of itself doesn’t serve a purpose. Instead of measuring Level of Service on  shopping streets we should look at retail sales per square foot. We are obsessed by congestion, which means currently we aim to reduce vehicle delay when what we should be looking at is quality of service. A busy shopping street (he cited Market St in San Francisco but Robson Street would be our best case) looks “bad” from the point of view of the traffic engineer (LoS F) but successful to the economist – lots of people spending money.

Make walking a pleasure for all types of people at all times of day.

2 Make traffic analysis smart

[Four step transportation] “Models are no better than tarot cards at predicting the future.” Traffic forecasting is much better seen as a branch of economics than of engineering. What we see all around us are the unintended consequences of model based planning. Making it easier to drive makes it difficult to do anything else. The “solutions” (more road) create the problem they predicted.

We should fix the four step model as it fails to incorporate  induced and latent demand. We also need to better understand how land use affects travel – not simply import data from observations of trip generation made in Florida in the 1970s.

Fortunately, only small changes in traffic demand are need to release it from congestion. You will frequently hear people saying “You can’t expect everyone to take transit”   but you do not need to. All you need to do is persuade 10% to change mode – and you can persuade 10% of the people to do anything!

3 The best transportation plan is a good land use plan.

4 Adopt the right street design manual

Much of current traffic engineering practice comes from rural highways. Wider roads, better sight lines wider turns accommodate driver error – but this only improves safety in rural areas. In urban areas instead of speeding traffic, drivers must be made to slow down and pay attention. Do not give them a false sense of security. And there is now plenty of data that shows what people predict (“you’re gonna kill people”) doesn’t happen. see nacto.org

5 Plant trees

But note that the costs cannot accrue to the traffic department but the property owners along the street if the trees are to be cared for properly

6 Price it right

Congestion pricing in Stockholm

“Poor people place a high value on their time”. The price elasticity of demand means that it is actually very easy to get enough [vehicle] trips off the road to produce free flow. The right price is always the lowest price that equates demand with supply.

7 Manage parking

Read Donald Shoup “The High Cost of Free Parking” (free pdf).

In urban centres, 30% of the traffic is looking for a parking spot.

The price for parking has to vary by location and time of day – popular places at peak times must cost more. The target price is that which produces enough free spaces to reduce driving. The reason for charging for parking is not to raise money. Invest the parking revenues in making the place better – give it to the Downtown Improvement Association!

Unbundle and share parking, and separate the cost of parking from the cost of other things. Don’t force people to buy more parking than they need and create “park once districts” – rearrange the land use to facilitate walking. So for a series of trips drivers can pay, park and leave the car but visit several different types of activity (work, school, play, shopping).

8 Create a better vision of the future

We are still trying to live in the future that GM displayed in Futurama. Disneyland is an orgy of transportation. The imagineers have yet to come up with a new vision of the city of the future. We are still stuck with the Jetsons.

The new vision has to be based on Maslow’s Hierarchy of Needs

1 Walking is a pleasure for everyone, everywhere, all the time

2 Cycling is comfortable for people of all ages – that means separated cycle facilities

3 The needs of daily life are a walk away

4 Transit is fast, frequent, reliable and – above all – dignified.

Everyone knows and loves their neighbourhood whereas the big region is impersonal. We need a sense of belonging. Food and energy are local and precious, and social networks are fostered.

“On a bus I can use my smart phone. I can’t do that while driving”

“Young people move to cities to get laid.”

Flirtation is actually more valuable than the activity it is aimed at getting. Informal lingering and eye contact is what makes this possible. We should apply the same factors that retailers do in the shops to the pubic realm. Beauty is ubiquitous. The brain is hard wired to appreciate beauty [insert slide of Brockton Point view of downtown]

He also has a [very expensive] book Sustainable Transportation Planning

Q & A

http://youtu.be/g6ogGj3dW6k

Use of malls to encourage walking by seniors in poor weather?  - fantastic

Use fruit trees in urban areas? – city concerns are fallen fruit mess and risk of slipping

Can’t we just use nostalgia instead of a powerful vision of the future? – no humans crave novelty, nostalgia is not enough

Buildings without Parking? – The cities fear that someone will park in front of someone else’s building, and impose minimum parking standards that are excessive. There is an over provision of space = huge subsidy to motordom. Abolish the minimum parking standards. Impose very low maximum parking standards but provide shared cars everywhere.

How do we address the concerns of the Fire Chief? – respectfully. Emergency response time matters but we need to focus on net public safety. There are more ways than one to cut response times, including more stations, smaller trucks, traffic signal priority, grid of streets to provide more routes to the fire. Over professionalism is a widespread issue and we all need to care more about what matters to other people

“I saw you” ads seem always to refer to transit. Can we capitalize on that?  - Leave it to the French. look at Strasbourg trams – no wraps, low windows. In the US there is a prevailing attitude that transit is the mode of last resort. Transit is like the dole – you have to be made to suffer to use it.

“Dignify transit” How do you do that on a bus? – provide a comparable level of investment as you would for rail. Very hard for financially strapped transit agencies faced with the “Sophie’s choice” between better buses or more service. There is now a program of providing basic mobility for those who have no choice. To move beyond that we have to ensure that the benefits of better transit accrue to the system provider not the adjacent land owners. Benefit capture pays for more transit [and creates a beneficent spiral]

To make bus transit more comfortable you need more transit priority measures – bus stop bump outs, bus lanes, signal priority

Zurich – all surface transit since local funding requirements meant that subway building was not feasible. Streets are narrow – treasured ancient urban fabric – so very little road space allowed for cars despite extremely wealthy population 80% of whom use transit simply because it is more convenient than the car – no hassle of parking.

Orange Line BRT in LA exceeds all ridership forecasts because there are no forced transfers. And service quality offers “basic level of dignity”.

Boulder CO has very high rates of transit use – all bus service, all low density development – very high service standards

REACTION

None of this should be of any surprise to readers of this blog. I have been saying the same things here – and for many years previously. I just have not had the fortune to be able to say it with such charm and charisma – and often with less supporting data.

For instance, when BC Transit (as it was then) was designing what became the 98 B-Line Glen Leicester (then head of planning) insisted on the forced transfer from local service (“It’s just like SkyTrain”) despite the very convincing data from the Ottawa transitway that this was the wrong thing to do. The service had to be redesigned three months after it started.

I have been banging on about Richmond’s use of private parking provision in the town centre for years. And only the “hard core lifer crowd” would think Richmond’s cycle network was adequate. The dyke is for recreation not transportation. Only No 3 Road has separation – and that is far from satisfactory.

I felt, when listening to him talk about parking, or pricing, as though I was hearing myself. The good news is that he does it so well that more people listen.

The talk was oversubscribed – and there was a wait list for seats. But even so there were plenty of empty seats when the talk started and no-one moved to the front. Please, if you reserve a seat, but realize you won’t be going, cancel your reservation so someone else can go.

ASIDE

I am now aware of some Car2Go issues – and for two of them, users can do something. Do not leave the car open but keep the key with you. Seems obvious, may just be absent mindedness, but is truly annoying. Just like the lady who takes the car2go to her gym, parks the car in a private locked underground garage (gym members have access, the public doesn’t) and ends the rental. This saves her money but makes the system show it as “available” when it isn’t. She also has her ride home guaranteed.

It was that thing about not unreserving your seat for a City Program talk that reminded me.

Don’t be thoughtless – or selfish.

And while we were waiting for the #16 on Granville St I used my smart phone to find the nearest Car2Go. By the time it had done that, the bus came. This may be more useful than real time next bus information.

“On Bicycles” edited by Amy Walker

with 2 comments

On Bicycles cover

It is available at your friendly local book store: there was a discussion and book signing at The People’s Co-op Boosktore on Commercial Drive last night, and I know that they had some copies left. Or you can buy it on Amazon. When I have done here, I will be posting a review there too. Amy Walker is, as I am sure many of you know the cofounder of Momentum magazine and she also has a blog at onbicycles.com.

I was asked originally to contribute a piece on the environmental impact of cycling: I responded – “That will be the shortest chapter in the book. There isn’t any.” Well, ok that is an exaggeration, but a pardonable one I think. So my piece now carries the unwieldy title “The Environmental Good of Switching from Car to Bike” and it takes 8 pages. Out of 372 – none of which I have had an opportunity to read until I got my copy last night. Readers of this blog can happily skip over my pages, of course, and now I have read a few of my other favourite contributors, I can only say that I wish I had done a much better job. Todd Littman and Amy herself (she wrote 8 chapters out of 50) set a very high standard indeed.

Amy Walker signing books

If you do not have a bicycle and wonder what benefits you might enjoy I would like to present to you what I think will be some of the most compelling reasons: Youth, Sex and Cake. In the spirit of “you learn something every day” I have to acknowledge that Kristen Steele surprised me when she wrote that cycling makes you better in bed – and she has all the correctly cited academic articles to support that. Of course cycling makes you fitter, and you do burn more calories when you substitute a bike for a ride in a car (or even transit), which is why more people really ought to consider commuting by bicycle. And, as Todd Litman demonstrates, that has economic benefits too. But more and better orgasms ….

Mingling

Does reading a book actually persuade people to switch mode of travel? Obviously the publisher thinks there is a market for this book for they commissioned it, and not only do I hope that they are right, but that there is a follow up volume. For the common thought that occurred to the contributors in last night’s discussion was “that ought to go in to the next book”.

Unoccupied parking space, useful hitching post

Or is this really a handbook for cycling enthusiasts to use in their on-going cycle advocacy? Certainly on the basis of last night’s event, we were preaching to the converted. But it is definitely the book that I had wished had been written when I started looking at cycling as a transportation policy issue. We have come a long way since my boss said “We mustn’t encourage people to cycle, we will only be killing more of them”.

Of course I hope you will buy this book – or at the very least get your local library to get a copy. Richmond has two.

Written by Stephen Rees

October 20, 2011 at 1:04 pm

Bicycle Diaries: Episode Nine

leave a comment »

Lower Seymour Conservation Reserve

On October 15, 2011 there was a short spell of dry sunny weather. Others were busy occupying the Art Gallery, we decided to take bikes on a ride up the Seymour Valley Trailway. This is 11km of mostly paved, two way multi-use trail which parallels the Seymour Mainline (the service road for the waterworks which is not open to the pubic). It does have some grades – and in several places barriers have been placed to slow cyclists coming downhill. We got there late morning, and it was already busy especially at the southern end. Many people treat the trail as a time trial – a sort of cyclists equivalent to the Grouse Grind. But there are also skaters and boarders and at the Rice Lake end lots of little kids on bikes too. We just went up and back – missing the mid valley viewpoint.

At some future date we will return for the twin bridges and Fisherman Trail.

Not to carp, but it does seem a bit sad that there is no access to the dam – or even a bridge connecting the top end of Spur 4 to Coho Trail which would make a long loop possible. The trailway has the picnic sites and pit toilets, Spur 4 has none but has vehicle traffic (according to the map). As I observed in Episode Eight, people going out for a ride do seem to like coming back a different way.

Old Growth Trail

Old Growth Trail my photo on flickr

The pictures that I took that day were nearly all in the old growth forest area beyond kilometre 10. For this area the paved trail ends, and it becomes several trails, mostly gravel with occasional wooden bridges.

Typical wooden trail bridge

These end at the fish hatchery - which is open daily. There is a steep gravel road for access to the dam, but most of that is closed to the public. There is a small viewing area with a gazebo up to the left of the dam and a small picnic area beyond that.

Seymour Lake

Seymour Lake - my photo on flickr

I used the camera zoom to edit out the dam and a large crane for a more “natural” landscape view, but of course it isn’t natural, being mostly second growth forest (active logging ended in 1994) specifically managed for water storage. (I am quoting the metrovancouver pamphlet).

This was actually our second visit to the area – we came before for a gentle stroll around Rice Lake and the Lynn Canyon. The 22km round trip is a bit more demanding – but with plenty of places to stop and look around all the way, need not be. If you have smooth tires you will be fine on the trail way, but some more traction might be a good idea on the gravel. When we used it, we both had smooth tires and no problems, as it was at least as good as the Richmond Dyke: it is also fairly level between km 10 and 11. Being October, it was distinctly chilly in the shade of the tall fir trees. The grades were more of a struggle in some places than the headwinds, and yes, I did get off and push now and again. But I was carrying the picnic supplies! The area is not formally a park, but is a place that deserves a visit, even if you do not have a bike. Bus Route #228 gets you close to the Rice Lake Gate.  We had our picnic at the hatchery. Getting the bikes up to the single table nearer the dam would not have been easy. People seemed to leave their bikes at the foot of the hill.

Written by Stephen Rees

October 17, 2011 at 12:08 pm

Posted in bicycles

Tagged with

Diabetes Education Centre: Richmond Hospital

leave a comment »

I attended a course there to-day, as part of my efforts to better control my Type 2 diabetes. One of the things they taught us was to include more activity in our everyday lives. This is important for many health reasons. However, there is no bike rack at the centre. There used to be one behind the ER entrance, but that apparently has been removed as part of the new extension there. I saw one bicycle chained to the wheel chair storage – not ideal but inventive.

Nearly everyone on the course complained about the cost of parking. I would have ridden my bicycle if I had been sure that I could lock it up securely. Vancouver Coastal Health (VCH)  must do much better at promoting human powered transportation and provide secure bike racks at all its facilities but this centre must be top of the list in view of what it is supposed to be doing. And that there was a secure rack but someone in that organization decided to remove it and not replace it. Even though there is plenty of space behind the new ER extension and close to the south entrance, used by the Diabetes Education Centre.

The foregoing is adapted slightly from an email I just sent to Vancouver Health – they invited feedback and provided an email address. I promised to let you know what they say in an update.

UPDATE Sept 1

Let us hope this is just the start

Dear Stephen,Thank you for your email and for your interest in Vancouver coastal Health.Your email has been forwarded to Patient Care Quality for Richmond Hospital.Best regards, VCH Feedback

www.vch.ca

You can almost hear the sigh of relief of the clerk in the “redirect these emails somewhere” department, can’t you. Do you think “Patient Care Quality” has any influence over the provision of bike racks? No, me neither.

Written by Stephen Rees

August 31, 2011 at 1:20 pm

Posted in bicycles

Tagged with , ,

Follow

Get every new post delivered to your Inbox.

Join 964 other followers