Stephen Rees's blog

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

Archive for the ‘Transportation’ Category

Arbutus Corridor

with 4 comments

Did you know that the Mayor of Vancouver has a blog? The latest entry is about the ongoing tussle with the Canadian Pacific Railway over the future of the Arbutus Corridor.

Residents along Vancouver’s Arbutus Corridor are receiving letters from Mayor Gregor Robertson this week regarding CPR’s stated intention to reactivate cargo trains through their neighbourhoods. The Mayor re-states his firm opposition to cargo trains on the route,

Well this post is simply to set the record straight. CPR are not about to run trains – freight or passenger – down the Arbutus Line. Freight trains have not run since service to the Molson brewery ended. In the intervening years the track has not been maintained, although CP have had to maintain the crossings, as they have not legally abandoned the line. So the track in its current state could not safely support any rail traffic. It is often difficult to actually see the tracks, so overgrown with brambles and bush have they become. In sections where the track is visible, one can see missing and rotten ties, missing spikes and spike plates and also places where the supporting ballast has washed away.

These pictures were taken today between King Edward and Broadway. I have many others taken over the years on other sections. No-one is going to run a freight train along here any time soon. The cost would be astronomical and there are no customers.

Untitled

Untitled

Untitled

Untitled

Untitled

CP are simply sabre rattling in an ongoing real estate negotiation with the City. The revelations are that the City has made an offer of “fair market value” based on an independent assessment – and that CP has not responded. CP had hoped to make a financial killing by selling the land for development. The City won a case that went to the Supreme Court that they have the right to determine that the line remain a transportation corridor. Obviously the value as a route for a bike/pedestrian route – and potential LRT line – is lot lower than the price it might achieve if there were to be little houses where the track rots now. But since the City has determined that is not going to happen, the CP letters going to people along the route about removing their gardens are simply a bargaining tactic – and not a very smart one. CP’s Public Relations people have to be grinding their teeth.

Untitled

“will be removed as warranted by our track maintenance work”

I am looking forward to seeing what track maintenance work is warranted by a freight railway with no customers

 

Presumably CP have already done deals with organisations like DND who use the right of way to park road vehicles

Untitled

Written by Stephen Rees

July 20, 2014 at 4:13 pm

Auto Production Sets New Record, Fleet Surpasses 1 Billion Mark

leave a comment »

This is a Press Release from the Worldwatch Institute that I got by email “for immediate release”. I wonder how much attention this will get in the Main Stream Media. Or environmental news outlets for that matter. [UPDATE After 24 hours Google News shows exactly two results for this story.] We have certainly seen a lot about how we have reached “peak car” in the US and Canada, but by no means in the rest of the world. What also seems to be missing from this release is how many new cars sit unsold in Europe and North America. By the way, when you drive past the Fraser Wharves car terminal in Richmond (Steveston Highway near Silver City) it is very noticeable how few cars there are now compared to recent years. There are space to lease signs, and containers stored there too.

Fiumicino aerial

New Worldwatch Institute study examines global motorization trends

Washington, D.C.—-Global production of automobiles keeps rising to new heights. London-based IHS Automotive puts light vehicle (passenger car and light-duty truck) production in 2013 at 84.7 million, up from 81.5 million in 2012. The world’s fleet of light-duty vehicles now surpasses 1 billion-one per seven people, writes Senior Researcher Michael Renner in the Worldwatch Institute’s latest Vital Signs Online trend (www.worldwatch.org).

Five countries account for the production of 60 percent of all light vehicles worldwide. China produced a stunning 20.9 million vehicles in 2013. The United States (10.9 million), Japan (9 million), Germany (5.6 million), and South Korea (4.5 million) follow at a considerable distance.

The United States has long been the world leader in motorization. The number of all motor vehicles per 1,000 people there rose to a peak of 844 in 2007. If all countries had the same car density relative to population as the United States does, there would be 4.4 billion motor vehicles worldwide-more than four times the actual fleet.

There are signs, however, that motorization in the United States may finally have peaked. Almost one in ten U.S. households-9.2 percent in 2012-does not have a vehicle, up from 8.9 percent in 2005. In dense cities, the figure is much higher. In 2012, just over 56 percent of households in New York City, for example, did not own a vehicle. But many other U.S. cities lack the density, public transportation systems, walkability, and other factors necessary to make this a viable option.

Vehicle fleets have either stopped growing or are growing very slowly in countries like Germany, France, Japan, and Canada. In many emerging economies, however, fleets continue to expand rapidly. The number of cars on China’s roads skyrocketed from 3.8 million in 2000 to 43.2 million in 2011, and the country now has the third largest fleet in the world, after the United States and Japan. Russia’s fleet grew from 20.4 million to 36.4 million during the same period of time. Brazil’s fleet almost doubled, from 15.4 million to 27.4 million. India’s nearly tripled, from 5.2 million to 14.2 million.

Higher fuel efficiency is needed to limit automobiles’ contribution to air pollution and greenhouse gas emissions. The current global average fuel consumption for all light-duty vehicles is 7.2 liters per 100 kilometers. The Global Fuel Economy Initiative aims for a 50 percent improvement by 2050, but current trends fall short of achieving this goal.

According to IHS Automotive, worldwide production of electric vehicles (battery electric and plug-in hybrids) has expanded from 13,866 in 2010 to 242,075 in 2013. The company forecasts production of slightly more than 403,000 vehicles in 2014, up 67 percent from 2013. The number of electric cars on the world’s roads has increased from nearly 100,000 at the beginning of 2012 to 405,000 units at the start of 2014. Most of the cars are in the United States (174,000), Japan (68,000), and China (45,000).

Alternative vehicles are slowly making inroads, but they are not yet significantly altering the resource and environmental impacts of automobiles. As electric vehicles become more numerous, a critical issue will be the source of the electricity that they run on-will it be generated from fossil fuels or from renewable energy?

Written by Stephen Rees

June 24, 2014 at 11:43 am

Posted in cars

Tagged with

Sea to Sky Gondola

with 4 comments

Arriving at Summit

Ever since I heard about this proposal I have been looking forward to riding this gondola. I had no sympathy at all for those who opposed it. This is the only way that most people can experience the alpine, and the impact on the regional park – and the Stawamus Chief in particular – is negligible. While a great deal of media coverage was devoted to “concerns” about the Provincial Park, the gondola actually is on land outside the park boundaries. What it does do is make it possible for ordinary people to enjoy the view over Howe Sound, and appreciate the beauty of the surroundings – as well as what is being done to them. I felt then – and still do – that much of the sentiment expressed was of the “after me, no more” principle. The young and super fit can climb mountains and they feel that should remain their exclusive domain. Most gondola installations have been to promote winter sports, especially skiing. There are many more recreational opportunities that the Sea to Sky gondola opens up – if you are in that small group of people capable of thriving in the back country. For people just looking for exercise, and a new place to do that, I am told that the Sea To Summit trail is “better than the Grouse Grind” – whatever that means. The cost of an adult day ticket ($34.95 plus tax) is only $9.95 for those wanting to hike up and ride down. There are also (small) discounts for booking on line

Sea to Sky Gondola

It opened while we were in Italy – and yesterday they had a summer solstice festival, which I hear was quite successful. So we tried to get there early on Sunday to beat the crowds. We also had lunch at the peak as they have Howe Sound Brewery ales on tap, including the quite spectacular Sky Pilot ale. Why they apologized that it was not called an IPA I have no idea. The view from the bar terrace is terrific.

Sea to Sky overview

The operators have built two easy trails: the Panorama Trail (1.6km) to the Chief Viewing Platform and the Spirit Trail (400m) – both gravel surfaced, gently graded and thus accessible to both wheelchairs and strollers. There is also a somewhat superfluous suspension bridge which adds to the appeal for many visitors. I quite like the view straight down into the tops of the trees, but there are many who are nervous of such structures. Of course the Capilano Bridge is a tourist attraction in its own right and one that has been financially successful despite the (in my view) superior and free alternative across Lynn Canyon.

Sky Pilot Suspension Bridge

To get there, you have to drive. The operator thinks that there is plenty of public transport and only operates its own shuttle bus between the base and the long term parking lot at weekends. What would have been far better, of course, is a regular passenger train service. The sale of BC Rail makes that a highly unlikely possibility. The only service now is the Whistler Mountaineer – a service owned by Peter Armstrong, and aimed squarely at wealthy visitors. It does not provide any service to the local communities along it route. Nor will it.

Sea to Sky Gondola pano

I am not going to simply write a promotional piece for a private sector developer (which includes Mountain Equipment Co-op) , but I will say that I was impressed, and I will bring visitors here in future. I have no doubt at all that there will be more development of this new destination. That’s actually a Good Thing. I have used a tourism oriented gondola in Charlotte Amelie, on St Thomas – one of the US Virgin Islands. It gives a nice view of the cruise ship terminal – and that’s all. I felt somewhat swindled. The Sea to Sky is expensive, and it is over an hour from Vancouver if you drive the speed limit (no-one else does) and there is the usual downtown traffic – Burrard Bridge rehabilitation and a partial closure of Howe Street for the Jazz festival just being the start of the summer festivities. But I felt it well worthwhile and I am happy to recommend it.

First Span

Written by Stephen Rees

June 23, 2014 at 9:55 am

Posted in tourism, Transportation

Tagged with ,

North America’s Best Kept (Cycling) Secret

with 2 comments

1

Photo © by Chris Bruntlett on Flickr

“…when it comes to building bike culture, North American cities tend to use their (chiefly ineffectual) neighbours as a yard stick, rather than measure themselves against far braver European cities like Paris, Seville, and Barcelona. Sadly, their myriad successes are seen as unattainable; their urban areas far more willing and able to embrace change. Quebec, meanwhile – with its own cultural heritage, identity, and language – is simply too “foreign” to figure into the daily consciousness of this continent, and somehow ends up lumped in with the rest of Europe.

Three years later, all of that is changing,.. people [are waking] up to what is undoubtedly North America’s cycling capital. Montréal now regularly tops lists of the most bicycle-friendly cities on the continent, and is often named one of the top twenty cycling cities on the planet. Their secret is (slowly) getting out; their compelling story is being told, and it is inspiring romantics, such as myself, to demand better than the half-baked policies, poorly-connected facilities, and dismal, single-digit mode shares officials and advocates have accepted for far too long.”

Chris Bruntlett does something very clever. He has been taking photographs of people cycling in smart clothes “cycle chic” – he may not have invented the term but that’s how it came to my attention. I tried to do something similar while in Italy: it is not as easy as it sounds. I was was going to write about what they do for cyclists in Rome and Florence  - but that all came out too negative. Cycling is, of course, forbidden in Venice.

Quebec City has long been on our bucket list. Montréal I once visited for work purposes back in the early nineties: I was not impressed then. Obviously I need to go again now.

Is that a popup bistro?

Written by Stephen Rees

June 17, 2014 at 9:30 am

Posted in bicycles, cycling, Transportation

Tagged with

Roma

with 2 comments

This is the third, and final, instalment on my trip to Italy. And, as is common to blogs, it’s backwards, in that Rome is where our trip began.

On the way from the gate where we got off the plane, to the baggage carousel, there were all kinds of the usual retail opportunities that airports offer, and, indeed, depend upon. One of them was for the mobile phone company TIM, that internet research had shown to offer the best value for what I wanted. I bought a SIM card for my smart phone. It cost me 30€ ($46.87) of which about half was prepaid for calls, and the rest for 2G of high speed data (and unlimited low speed thereafter) and unlimited texts for the month. I think. The clerk’s English was barely adequate and all the documentation is, of course, is Italian. I was given documents to sign, and I though I was saying I did NOT want adverts by text. But it was the reverse. I got a daily barrage of incomprehensible offers by text from TIM the whole month. But now I was not dependent on wifi, and could access the internet anywhere. My phone also has Word Lens that is supposed to translate signs and stuff, and was almost entirely useless. I needed something to translate the translations. More than once I was glad of the data link to access Google Maps and sort out not just where we were but what direction we ought to head off in. It also meant that when I booked our trip to Venice, all I had to do was show the conductor on the trains the automated text message the FS system had sent me.

We were picked up from the airport by prior arrangement, and the journey into Rome was one of the scariest experiences I have had in a motor vehicle short of actually being in a collision. Afterwards we solemnly abandoned any thought of renting a car in Italy.

Roman parking

This is on the street where we rented an apartment. This car is not pulling out of a side street. It is parked. It is not unusual to see cars parked on the corner. They more usually park at an angle. The corner is usually the only place where there is a space to park. As pedestrians, we found that we were always taking what in a Canadian context would be very risky activity. If you wait at the curb, cars do not stop. You have to step into the traffic to show you are serious about crossing. Even then, motorcycles and scooters will simply weave around you as you cross. Fortunately many roads are narrow and often parked up on both sides. Most urban areas have one way streets, which result in much faster speeds.

Tiber embankment

Testaccio used to be part of the ancient Roman port facilities. It was redeveloped at the end of the 19th century as an industrial area with workers’ housing, and hosted the city’s slaughterhouse.

The river was prone to flooding, and the embankment process greatly reduced access to the waterside. Look at the height of the embankment and imagine that imposed on the Richmond dykes: or the waterfronts of Vancouver. Rome had to face floods every spring as it is surrounded by mountains – as we are. The rich lived on the hills: the ghetto regularly got flooded. That changed at the end of the nineteenth century for them. I suspect that it will have to change for us too, and in much shorter order than we are currently contemplating.

Riparian cycle track

Trastevere, on the other side of the Tiber, has this two way cycle and pedestrian trail. I was lucky to be able to catch a cyclist actually using it. The Lonely Planet Guide has this to say about cycling “The centre of Rome doesn’t lend itself to cycling: there are steep hills, treacherous cobbled roads and the traffic is terrible.”

City Bikesharing

We saw several of these stations, but never any bikes. The only information I can find on line is entirely negative. There were no bikes in 2011 either. Lonely Planet does not mention bikesharing.

Ancient Rome is still in the centre of the City and most is unrestored ruins. This is the Forum – a view taken from Il Vittoriano. What is very noticeable about this view of the Eternal City is the amount of tree canopy, and the absence of modern high rise buildings.

Centro Storico

Pedestrian street

There is a connected network of these streets across the Centro Storico.

Pop up road closure

I would like to see greater use of these barriers to car use in more cities. Robson St might be a suitable candidate, with trolleybus activation of barriers/signals.

Protected two way bike lane, Testaccio

Our neighbourhood had seen some traffic calming with this protected bike lane, and bumpouts for pedestrian crossings. Though you will note the pedestrian taking the more direct, diagonal route across the intersection. I did not actually see anyone use the bike lane, but I admire the vertical stanchions along the curb to prevent any danger of dooring.

There are many famous public spaces in Rome. Below is Piazza Navona – which was at that time the subject of some dispute between the authorities and the artists who rely on the tourists for their living.

Piazza Navona

Others are very impressive spaces, but seem to serve very little actual purpose. Or perhaps had one once that has now been lost.

The view from Pincio Hill

This is Piazza del Popolo, once the site of public executions. At least they managed to keep it clear of traffic unlike the similar Place de la Concorde in Paris.

We did use the two line underground Metro. There is a third line now under construction, but progress is slow possibly due to the huge haul of archaeological material uncovered whenever you dig anywhere in Rome. It was reliable in some of the worst traffic disruptions, but not actually pleasant to use due to the crowding and the persistent presence of piano accordion players – some very young children. Begging – and demanding money with menaces at railway stations – is a real problem. We prefer surface travel, but one trip on Tram Number 3 from Piramide (near our apartment) to the Modern Art Gallery at the other end of the line took all morning! Trams do have some exclusive rights of way – but they often have to share them with buses and taxis and seem to have no ability to affect traffic signals.

7029 with bow collector

There are two “albums” on flickr of public transport in general and trams in particular. Rome used to have an extensive tram network, but unlike other cities never abandoned it completely and has upgraded some lines in recent years with modern low floor articulated cars and reserved rights of way. Route 8 through Trastevere is one the better efforts. Our local service, route 3 along Marmorata, was curtailed during our stay due to track maintenance.  We did best by choosing some of the designated express bus routes, which simply stop less often than regular services, rather like the B Line. Bus stops in Rome have very detailed information on them about services – but rarely have real time information. And the sale of bus maps is a commercial activity, not a public service. In the event of service disruptions, having a smart phone was no help as no information was available in English.

We did a lot of walking in Rome. There are lots of parks – Villa Borghese for instance, which is no longer an actual villa just its gardens. And we were next to one of the nicer neighbourhoods, Aventino, sort of a Roman Shaughnessy. So we saw a lot of a relatively small area, and not very much of the rest of the city, apart from one trip out of town to Ostia Antica (fantastic) – and on a our return an overnight stay in Fiumicino, which is not really worth visiting if it were not for the airport. The biggest issue was the tourists. Many more people are travelling these days, especially those from Eastern Europe who were once forbidden to travel but can now afford to do so. They all want to go to the same places, so the Spanish Steps, Trevi Fountain and Mouth of Truth are beseiged all day. Rome of course still attracts pilgrims. If you are not one of those avoid the Vatican on Thursday mornings when the Pope addresses the faithful in St Peter’s Square and the Colosseum on Mondays when it is one of the few sites that is open. And if you have the guide book and it promises you “secrets” you can bet your life every other tourist has the same guidebook in their own language and is headed the same way. How else to explain the line up to peek through the keyhole of a locked door on a monastery – to get as glimpse of the dome of St Peters, more easily seen from a park a few metres away?

They all read the same guide books

Written by Stephen Rees

June 6, 2014 at 3:15 pm

Venezia

with 5 comments

This blog is being assembled differently to my usual practice. I am going to start with one image, called to mind by a tweet by Taras Grescoe

Funny how people will cross oceans or drive for days for pleasure of being in a place without cars. (Venice, …

We were in Florence but decided to go to Venice on a whim. We could get there in two hours on a high speed train, but that’s too long for a day trip, I think. I booked on line and got a cheaper fare by extending the stay. So we stayed two nights, not one. And Venice is not cheap. (OK since you ask, round trip train fare $226, two 72 hour transit passes $110, hotel two nights $500 – but it was steps from S Marco, and included breakfast.)

Ponte della Constituzione

Ponte della Constituzione is new bridge that links the Ferrovia to the port and the bus station. On one side Venice is as it has always been. A city where you walk or take a boat. On the other side is the “real world” – buses, cars, a people mover to the cruise ship terminal.

When we got to this point, on our last day, I did not want to go any further. There was plenty of time before our train would leave, but it was not going to be spent on the other side of this bridge. Below is what you see when you look the other way

The view from the crest of the bridge 1

View from crest of the bridge 2

In front of the ferrovia and one’s first view of the city when you get off the train. Immediately in front are the fermata for the vaporetti. The guide books warn of the need to be careful about checking route numbers and boat directions, but we quickly found that to be a mainlander’s obsession. The secret to enjoying Venice is to get a pass covering the whole time of your stay, and just get on the boat you see first. It really doesn’t matter all that much (as long as you avoid the extra fee for the airport runs) as wherever you get to will be just as interesting and attractive as wherever else you might have been thinking about. In fact the very first ride we took, the No 2 was not going up the Grand Canal to Rialto and thus reach San Marco, but through the port and then the much wider (and as it happens more direct) Canale della Giudecca. So we didn’t see the Grand Canal that trip – but would later – and landed a little further east. Where there was a very nice and not too expensive place for lunch, on the terrace, with a view of San Giorgio Maggiore. Yes it was a longer boat ride, but that was actually a benefit. I relaxed and enjoyed the ride and forgot about schedules and check in times.

Fmta and Ponte degli Scalzi

In Venice we stopped trying to fit in the required top sites and galleries. We just wandered until we felt like sitting down – or saw a boat going somewhere. We did not use water taxis or gondolas: they are far too expensive, and fit the needs of others, not us.

There is quite a new housing development at the outer end of Cannaregio. I get the impression the arch is simply decorative, whereas others clearly were need to stop the buildings leaning towards each other. Note too the ramp down to the Fondamenta (wharf).

Newer archway

Venice may be mostly about walking, but the city is still dependent on fossil fuelled internal combustion engines. I think this arrangement is a lot neater than the Chevron barge moored in Coal Harbour, but no doubt the residents and seawall enthusiasts would disagree.

Gas Station

There is not, of course, a “typical” Venetian scene. This one of the minor canals through Cannaregio.

Fondamenta de la Capuzine

I took the title from one of the street signs on the side of the building. These use local dialect rather than more formal Italian which would render the same place Fudamentadelle Cappucine. If new signs go up that ignore local usage they are simply obliterated by locals who want to hang on to their identity rather than meet the needs of tourists, who rely on maps and worry about getting lost.

Campo Ghetto Nuovo

If Shylock had been real, this is where he would have lived. This now the location of the Museo Ebraico. That is a police box at the centre of the picture at the back of the square: our visit came just after the attack near the Paris synagogue and security was heightened. It was probably a good thing that I wasn’t, by now, paying much attention to the news.

Calle Goldoni

A fairly representative example of the size of the passageways between buildings. I found GPS useless as the phone quickly lost any orientation because of the buidlings’ proximity.

Rialto Bridge

One of the few bridges crossing the Grand Canal. The shops are pretty much much devoted to tourist tchochkes. There are plenty of street signs at intersections that point towards Rialto or San Marco.

Rialto Bridge

This is the more familiar view from the deck of the vaporetto.

Campo San Polo

Not far from the Rialto is this large open square. We had dinner one evening at Birra La Corte and watched boys playing football over to the right. Those are EU Election posters. I got the impression that there were extra points for hitting a politician with the ball. The local police intervened, as all ball games are forbidden in Venice except in designated playgrounds.

We came across this place on one of our first long walks. Originally my partner thought we should walk from the station to the hotel: it didn’t look that far to her. But I had visited the city once before and had a very clear memory of how confusing the passageways can be. It wasn’t like we were pulling rolling suitcases either, thank goodness, but I said we would be better off on the boat, when we could then drop off the carry-on bags. Well, I explained above how that went. So after lunch and then checking in, we took the direct boat back to the station and then started walking the route Google laid out for us. And after a while, just put the phone away and wandered in the approximate direction, finding the odd dead end and plenty of photo opportunities.

She likes to walk for exercise. And I must admit that the arthritis in my knee did not bother me all month – until I was stuck for nine hours in a seat on the plane back. But I have also persuaded her of the joys of loitering. Becoming a flaneur in Paris. Using the camera as an excuse to stop and look around. Venice is even better than Paris in that respect.

Flickr is being more than usually balky this morning, so I am going to end this here for now. More pictures have now been put on flickr and added to the group there that I created and curate. It’s called Places Without Cars.

Written by Stephen Rees

June 3, 2014 at 10:24 am

Repeat a lie often enough …

with 15 comments

Am I being a pedant? Or does my commitment to speaking the truth just keep getting me into trouble? I like Mike Harcourt. I have met him, and even “worked” alongside him: well they call them “workshops”. But he repeats a canard in his latest letter to the Vancouver Sun that irritates me

Vancouver … we are the only major North American city without a freeway (thank goodness).”

Vancouver Boundary

I just created the map above: I was surprised that the City Boundary does not appear on Google maps so I added a very crude dashed line along Boundary Road. The map area to the left of that line is the City of Vancouver. You will note that Highway 1 also known as the TransCanada Highway and “the freeway” is to the left of the line too. Vancouver does have a freeway. Not very much maybe and it just runs through the north east corner of the City and for some distance in a tunnel. But it is a freeway and it is well within the City limits.

Mike Harcourt was indeed instrumental in making sure that a freeway was not built through Chinatown – and downtown. Well done Mike. I salute you. But that does not mean that Vancouver is without any freeways at all.

 

 

 

Written by Stephen Rees

April 11, 2014 at 12:05 pm

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.

 

 

A Reasonable Approach

with 7 comments

On Wednesday this week I watched the CBC Evening News and heard New Westminster Mayor Wayne Wright talking about the Patullo Bridge. Two things stuck in my mind. He thinks that tolls on the new bridge would be a good idea to limit the amount of traffic. And a cheaper bridge would free up some money to spend on more transit in Surrey.

Actually there was a lot more that the CBC did not cover. There is a 32 page report on the bridge that went to New Westminster council (that link downloads a pdf which is in two column format, that makes on line reading awkward and quoting tricky) and there is also a shorter Backgrounder – which is also a pdf which does not permit cut and paste at all. But that is where the title comes from

TransLink has identified the need to rehabilitate or replace the Pattullo Bridge in order to respond to risks related to its vulnerability in an earthquake, its structural integrity and the effect of river currents on its foundations.

Like all the bridges that the province downloaded to Translink. The Knight Street and the Canoe Pass bridge also were badly in need of rehabilitation. They were old and had been neglected. And when the big shake happens would almost certainly collapse. It was a cynical ploy. The region wanted control transit but the province wanted to get rid of some impending liabilities. So the deal to create what became Translink was that the region would get some more gas tax points (it was already getting 4c a litre for transit) but only f it took on some roads and bridges. So the transfer allowed some increase in transit service, but it also tied the authority’s hands. There would be a “balanced” approach. Translating that spin it meant more would be required for roads – and would be a priority – and there might be some left overs for transit.

I applaud the Mayor for recognizing what the rest of region seems to have difficulty acknowledging. Our problems are based on lack of accessibility brought on by over dependence on the automobile. That applies as much in Vancouver (the suburbs begin south of 12th Avenue) as in Langley. New Westminster is a bit different since it is small, compact and mostly developed before the automobile became the primary means of personal transportation. It also has five SkyTrain stations for its 66,000 people. And a great deal of through traffic on old narrow streets.

The Royal City Record agrees the approach is reasonable. But its editorial goes on to point out that reasonable and well thought out does not necessarily mean that is what gets built. While Christy Clark enjoys the photo opportunity of naming the new TBM for the Evergreen Line she does not actually want to see an increase in transit mode share. And that is what her other big announcement is going to stall – as Translink points out. The New Massey bridge is not going to help increase transit use. Surrey is not pleased with the idea of a tolled four lane Patullo and will continue to press for its preferred free six lane version. And given the impact of the widening of Highway 1, the opening of the South Fraser Perimeter Road and the chance that Vancouver will win the shoving match for rapid transit funding for its tunnel over their LRT one cannot really be surprised.

Of course, they are quite wrong in thinking that a six lane Patullo will actually help them. But then that is because no-one in this region seems to be able to grasp that traffic expands to fill the space available. No one has ever solved congestion by increasing road capacity. There are only two ways to cut traffic congestion – road pricing or economic decline. In fact I am not the only economist who has pointed out that traffic congestion is an indicator of economic success.

But to return to New Westminster. What the Mayor is pointing out is that cities are mainly places for people to live in. Not primarily places for cars to get through quickly. Indeed everything that has been done to “improve” traffic speed/flow has an adverse effect on every other aspect of life in cities. The introduction of the automobile has been decidedly deleterious to the quality of life in cities, and the most successful cities in recent years have been those that have been most effective in tackling that impact. Not because they focussed on traffic congestion but because they focussed on what makes cities work better for people. The common factor seen in all the current anti-transit, anti-bike, anti-Translink propaganda has been its uniquely narrow focus. It has been all about people who want to drive their own cars for all their own activities, no matter what that does to them and their communities. It is profoundly conservative in its focus in the sense of “there is nothing wrong with what we have been doing” perception. Like climate change denial, it actually gets stronger and louder in its denunciations of innovation the more that the demonstrable facts show them to wrong. And not just here either.

If you think that the real problems facing us are that gas prices are too high, that it takes too long to find a free parking space and that all government spending (except more prisons and newer war planes) is wasteful then everything I have written – or all of what Mayor Wright says – will fall on deaf ears. But if you think that we need to start rethinking how cities are organized and that reduction in car use is a good measure of success in that regard then a four lane tolled new Patullo actually seems a good idea. I cannot say however that I agree with his other suggestion of a another new bridge linking Surrey and Coquitlam. I think ten lanes ought to be quite enough.

I have cut and pasted some highlights below but I think if you are really interested you ought to read the full report – or at least the Backgrounder which I am unable to quote from

Problem Statement

The Pattullo Bridge may not survive a moderate earthquake or ship collision, the piers are at risk of being undermined by river scour and many bridge components have surpassed their useful lives.

Other Issues

When considering the best alternatives for the problem, it is an opportune time to establish the optimal roles for the crossing and also to address other issues with the current crossing, including:

  1. The Pattullo Bridge does not meet current roadway design guidelines, including for lane widths and curvature, potentially contributing to collisions.
  2. Pattullo Bridge facilities, such as sidewalks and barriers, and connections for pedestrians and cyclists, are inadequate and do not provide sufficient protection from traffic.
  3. During rush hours, travel demand on the roads leading to the Pattullo Bridge results in queuing and unreliable travel times for the movement of people, goods and services.
  4. Current traffic (including truck) volumes affect the liveability of adjacent communities due to air quality, noise and resulting health impacts, as well as due to neighbourhood traffic infiltration.

Objectives

The preferred alternative will meet transportation, environmental and health objectives,

including:

  1. Moves towards the regional goal that most trips will be by walking, cycling and transit.
  2. Minimizes single-occupant vehicle use and vehicle kilometres travelled.
  3. Minimizes emissions of greenhouse gases (GHGs) and pollutants.
  4. Is capable of supporting neighbourhood liveability by minimizing and mitigating impacts, including during construction, and provides an aesthetically pleasing structure.
  5. Supports local and regional land use plans and economic development.
  6. Provides reliable access and predictable travel times for all modes, users, and for an appropriate level of goods movement.
  7. Provides a safe crossing for all modes, is structurally sound and meets current standards for seismic and ship impacts.
  8. Is cost-effective.

Screen Shot 2014-03-07 at 2.25.59 PM

 

Screen Shot 2014-03-07 at 2.11.40 PM

The reality is that public money that is spent on the bridge will restrict the ability to fund other much needed projects such as the Light Rail Transit (LRT) system within Surrey. The City is supportive of reallocating capital cost saving from a rehabilitated 4-lane bridge project or a new 4-lane bridge project to the much needed rapid transit system in the City of Surrey.

Written by Stephen Rees

March 7, 2014 at 2:27 pm

Andrew Coyne at SFU

with 5 comments

There is already a post on this blog announcing the talk this evening and with my initial reactions. I have have attached my notes below. I have also assembled a storify from the tweets that used the #movingthefuture hashtag

The evening was remarkably short, ending at 20:15. Usually these things go on until 21:00. Was Translink paying him by the minute? I also have the strong suspicion that he was reading a prepared talk, so it seems quite possible that a transcript may appear sooner than the SFU video which is promised “within weeks”. I would have thought a talk like this, which used no visual presentation materials at all could have been distributed as a podcast much faster.

My reaction then is what I am going to write first. He opened by disclaiming expertise – in this field or any other. Experts, he said, know very much more about much less. He knows less about very much more. He also has seemed to me, from his opinion columns, a convert to right wing politics, and in particular their love affair with markets and less government. For such people economics is delightfully simple and straightforward, for they only have familiarity with the basic concepts as set out in Economics 101. They seem not to have been listening when told that the market conceived of under Perfect Competition is an abstraction. It is an entirely theoretical construct used for didactic purposes: to explain what would happen under a set of highly unrealistic assumptions. You have to grasp that in in order to understand what comes in the later courses – which deal with the complexities and difficulties of the Real World.

I have been an advocate of Road Pricing myself – and covered that here. (There are 69 results if you do a search on this blog for “road pricing” (without the quotes). It would be a better way of allocating a scarce resource (road space at peak periods) than the one we currently use – queueing. But that is not to say that such a solution can be implemented easily or quickly. Road pricing might be a better way to deal with congestion – but that does not mean we can implement it here and now. Andrew Coyne did not deal with either here or now. He did not reference the provincial fiat: they are the only ones who can price provincial assets including the designated provincial highways. So the Mayors have been told that Road Pricing is effectively off the table at present. Indeed they themselves have said that while they recognize its potential usefulness they do not actually want it for at least five years in the the future. Like St Augustine is supposed to have prayed: Give me Chastity but Not Yet.

UPDATE Breaking News – according to a paywalled story in the Globe and Mail this morning Todd Stone is now willing to consider tolls and regional road pricing in the upcoming referendum (Posted at 09:08 Feb 26)

Secondly he was very selective in some of the evidence he cited. And in some cases I feel that he rather mislead the audience. For example he asserted that London Transport had halved the cost of providing bus service since it adopted contracting out. What he did not say was that this was imposed by a Conservative government at the national level with a stated objective of breaking the power of the trade unions. Most if not all of the savings came at the expense of the wages of those actually performing the service. The profits of the bus operating companies have been quite remarkable. Indeed that is also true of the railways. There the cost to the public purse has tripled. A franchise to run trains – such as that owned by Virgin – is a bit like a license to print money. It has been a lot tougher for the people who build trains. Only one UK manufacturer remains. The users also now complain of very expensive tickets and gross overcrowding due to underinvestment in very necessary additional rolling stock. Outside London Andrew Coyne conceded experience had been “mixed”. He failed to mention the complete absence of service in many rural areas, the dearth of off peak services everywhere and the consequential huge problem of social isolation.

He did concede that introducing prices on services now provided “free” like road space, hit poor people hardest, but that he said was simply an income problem. Easily solved by a commitment to give poor people more money. If anyone has ever come across a conservative politician who is actually willing to embrace this notion, please let me know. As far as I am aware the idea of the guaranteed income is anathema to every conservative and is no more likely to be introduced into Canada or BC than I am to be given a seat in the Senate.

UPDATE Todd Litman has posted to Planetizen that road tolls are fair and benefit the poor – with lots of references. He does not address region wide road pricing in this piece. He argues as follows

While it is true that a given fee is regressive (a dollar represents a greater portion of income for a poor than a wealthy person), road tolls are generally less regressive than other highway funding options because poor people drive relatively little on such highways: many poor people are retired or unemployed, lower-income workers often have local jobs that do not require highway commutes, and if they do commute on major travel corridors they are more likely to use alternative modes, or travel off-peak because they often have off-peak work schedules.

Saying “eliminate the subsidies” is easy: getting that to happen requires the enthusiastic cooperation of Stephen Harper and Christy Clark. They would also both have to support income supplementation for the poor. Does that seem at all likely?

Afterthought

I happen to be reading Sacré Blues by Taras Grescoe (it’s about Quebec) where I came across his assessment of Andrew Coyne - “the knee jerk conservatism of power worship”

———————————————-

Easing congestion in Metro Vancouver: Pricing without subsidies.

Traffic is strangling our cities – he produced a bunch of statistics which I am not a fast enough hunt and peck tapper to record. He did not note that driving in the US has been declining – something which is also evident here.

The costs of congestion are massive and growing

Commuting by car 85% of total nationally unchanged in twenty years

We use the most perverse system to ration road space – time
Building more roads also doesn’t work it induces traffic
Reduction in capacity produces less demand
Induced traffic also results from other measures. To the extent that they have been successful in improving traffic volume/delay that space is quickly absorbed by new induced traffic

Incentive requires rational mechanism – tolls
Smeed Report (UK 1964)
Roads represent a tragedy of the commons – people leave early to try to beat the traffic just as farmers drove their sheep onto the common to crop its loser before their neighbours got there.

Sprawl creates congestion

Many will object “I paid for those roads already”  but you haven’t paid for the space you occupy at peak periods. Each extra vehicle that joins a congested traffic stream has an exponentially worse impact.  Congestion exists on some roads and some times, so the toll that is needed is a congestion price. Willingness to pay for uncontested roads is demonstrated by the success of express highway lanes in California, HOT lanes in Minnesota and tolled autoroutes in France. Toronto has Highway 407 an express toll route that parallels a section of Highway 401 but offers a faster alternative to those willing and able to pay. The prices imposed on these roads are set at a level to deter enough new traffic to keep the flow moving smoothly. 

Do we need new roads? Can’t we toll existing ones? It a toll had been applied to Highway 401 maybe the 407 would not have been needed.

Cordon tolls are used in  London and Stockholm which were initially very successful but
have induced traffic within the cordon. Singapore had its cordon set up much earlier and now also applies tolls within the cordon on arterial roads

Why not toll every road all the time?
UK 2004 white paper for just such a system (summarized on wikipedia)
the netherlans and Oregon are both considering such schemes and trucks already pay this way in Germany and Austria

Many are concerned about the impact of specific road pricing by location and time on privacy. However that is already the case with the use cell phones. (It seems to me that the general reaction to the relevations by Philip Snowden on the use of this metadata by the NSA shows this asserted faith in cell phone companies is misplaced).

The biggest objection  is that prices are unfair to the poor. This is an income problem not a price problem. We do not in general try to fix the  price of food which would help rich and poor alike. (This seems to ignore US and European food agricultural policies) Equity issues can be dealt with through tax credits and other transfer payments

Buses would move better as a result of less traffic on the road. He felt that this improvement alone would be enough to create a beneficent cycle of growth of bus use without diverting revenue from tolls to transit. He felt a better use of the revenue would be to distribute the surplus as a dividend to all

Not same to use revenue to subsidize transit
There is no virtue in transit use
Unnecessary rolling roads produces better transit levelling the playing field

Transit use is still subsidizing sprawl

Not a good way to get to use transit. Better passenger experience, subsidies insulate operators. Value to society exceeds cost of provision. Thicket of overlapping subsidies.

Competition
Transit is not a natural monopoly
Experience in UK mixed

People make better choices when they know the true cost

Even a modest rp scheme would have some benefits
No free lunch or no free road

Q & A

1 After a impromptu poll of the audience which I think was supposed to show more people drive than used transit (it didn’t) Test of political bravery. (I think the questioner should have stuck to the track record of politicians unwillingness to try road pricing – there are plenty of examples)

We are at least now talking about this, which was not the case a few years ago. There is a lot of  spadework needed but “the answer is staring us in the face”
Cash grab objection

Political leadership Mayors council says 5 years out

Partial scheme like only tolling one bridge real problems

Eric Doherty:  climate change costs wide range of damage costs of GHG makes congestion cost look trivial

Carbon tax is a separate instrument
Road Pricing (RP) benefits car users

ED: In Zurich all surface transit has exclusive lanes. There even bankers use transit as driving is so slow by comparison

The best thing for transit is take the subsidy out of driving

Clive Rock: we only have a  weak regional entity, and provinces don’t do cities well. We need a
champion for RP who has to have stature. We have to review our institutional structures - municipalities were compared to warring tribes

AC admires the GVRD model and called it  “civic federalism”. He also warned of the penalties of amalgamation and the possibility of getting a Rob Ford instead of an RP champon

The Centre for Dialogue at SFU has been consulting on this issue and found that citizens want fairness and choice. They also preferred that RP be distance based. She also observed that the
capital cost of rapid transit can’t come from the firebox [By the way you can get a pdf file of the report from the SFU Centre for Dialogue]

People will have options and choices
Give poor people more money
Don’t need to subsidize transit
Can borrow or raise on equity markets for private sector transit investment
Transit is only really “needed” if it can be financed commercially

Externalities … Is there a societal benefit from transit use?

Q There are very few places where transit is profitable

By pricing roads you change the options

We are subsidizing sprawl not good public policy

Dense cities built before transit

Make transit better self reinforcing cycle

Affordability guaranteed income without that inequalities

Fixing prices does not target help

Trying do social justice on the cheap

Collective responsibility on the tax and transfer system

Fuel tax does not address congestion

Q BC had a huge amount of trouble getting changes eg carbon tax

This is a local fix and an easier sell than carbon tax
Achievable with a phase in period but there will be life investment upheaval

Richard Campbell: In this region there has been over optimism in tolls on bridges

Which shows the danger of partial solutions It also demonstrates that you can’t be sure of how much revenue you will get, so that is another reason not to rely on RP to fund transit expansion

20: 15 close

Follow

Get every new post delivered to your Inbox.

Join 1,011 other followers