Archive for the ‘Urban Planning’ Category
I apologize for driving you to a paywalled article. Francis Bula is reporting on what Geoff Freer (executive project director for the Massey project) says about replacing the tunnel and why transit won’t meet that “need”
60 per cent of the commuters are travelling to Richmond or Surrey, the U.S. border or the ferries – so are unlikely to use transit anyway.
The chutzpah of this statement takes one’s breath away.
It is not as if the Canada Line was not already changing travel patterns in Richmond. And the introduction of useful inter-regional connections to the transit system (over many years since it was entirely focussed on downtown Vancouver) with direct service to Metrotown and Newton shows that when the transit system actually looks at how people are moving, as opposed to used to move, even ordinary bus services can be successful. When I first arrived in Richmond and had to commute to Gateway in Surrey I initially tried the #410. Then it was infrequent, with a huge one way loop through Richmond wand was always very lightly loaded. Over the years it has become one of the busiest bus services in Richmond and the only one in the Frequent Transit Network.
The other huge change was when Translink backed off the long held belief that it ought not to compete with Pacific Stage Lines and run a direct bus between the ferry at Tsawwassen and downtown Vancouver. The new service they introduced initially required a transfer to the B-Line at Airport Station, and now requires a transfer to the Canada Line at Bridgeport. It coincided with increased vehicle fares on the ferry so that walk-on traffic grew exponentially. (BC Transit had long met ferries with an express bus from Swartz Bay to downtown Victoria). The #620 now requires articulated buses and frequent relief vehicles. Just like the express bus to Horseshoe Bay.
As for cross border services, it would be easy to set up a “walk across the line service” at Peace Arch, with connections to Bellingham. There are just much more pressing priorities – mostly getting students to post secondary institutions thanks to UPass. But bus service across the line has seen significant commercial traffic with both Bolt bus and Quick Shuttle in head to head competition. Some of the casinos down there run their own shuttles too. The best thing that has happened so far on this route has been the introduction of a morning Amtrak train departure for Seattle.
What is actually needed is transportation planning that looks at the future pattern of development in the region, and integrates land use planning to meet population growth and travel needs. Strangely the desire of Port Authority for deeper draft for vessels in the Fraser River is not the first and foremost consideration. Port expansion is not a driver of economic growth. It is path towards calamity, since it is driven by the desires of a few very rich people to export yet more fossil fuel at a time when anyone with any sense recognizes that we as a species have no choice but to leave the carbon in the ground.
I think that one of the great benefits of rail transit development would be protection of the last bits of highly productive agricultural land left after the ruinous performance of the BC Liberals to date. People riding on trains get fast frequent service through areas which see no development at all, because it is concentrated around the stations. What part of Transit Oriented Development do you NOT understand, Mr Freer? Expand the freeway and sprawl follows almost inevitably.
It is perhaps a bit hard for people here to understand the idea of fast frequent electric trains that are not subways or SkyTrain, but they are a feature of most large city regions – even in America. As we saw in yesterday’s post even LA is bringing back the interurban. West Coast Express is not a good model as it only serves commuting to downtown on weekdays. All day every day bi-drectional service demands dedicated track – or at least the ability to confine freight movements to the hours when most people are asleep.
Transit to Delta and South Surrey has to be express bus for now, just because there is so much catch up in the rest of the region. But in the longer term, really good, fast, longer distance electric trains – which can actually climb quite steep grades equivalent to roads over bridges – must be part of planning how this region grows. It requires a bit better understanding of the regional economy than just assuming that somehow coal and LNG exports will secure our future, when they obviously do no such thing.
I do try to get out to the often SFU organized public lectures and similar events, partly just to keep my brain engaged but also because the existence of a blog demands content. And it should not all be pointing to other web pages. Well, not all the time anyway. I usually go in person, but on this occasion there was a webcast. It was a live event and I do not know if at some later stage it will be on the web as a video.
However, I do think that the webcast itself says a lot about the process.
Greenest City Conversations, an innovative, interdisciplinary and wide-scale research project aimed at developing multiple channels for public engagement on municipal sustainability policies. Its two main goals were to facilitate discussion with the public on a variety of sustainability policies, and to provide a comprehensive understanding of the content and impact of different modes of public engagement.
Some of those modes involve “social media” – or information technology if you will. And on this occasion new technology was showing both its best and worst sides. Things got started on time with the usual throat clearing and acknowledgements which always seem to me to be protracted but, grudgingly, necessary. A lot of people were involved, and a lot of material was going to be covered. Some of it was already of questionable value as it had “failed to meet its objectives”. It is not clear quite what that was about as the first speaker is already showing that she was unaware that there was a webcast. Instead of the right laptop (there were two) she has her own tablet and she is talking about how much time children already spend with tablets. The people at the Wosk Centre are being shown pictures, but these are not being broadcast despite a split screen arrangement.
Then the whole screen goes blank – for quite a long time – and when the webcast restarts someone else is talking about land use and how to use “stamps” to create Utopia. What she has been dealing with is the standard problem in public consultation. The only people who come out to open houses or public meetings are the people who come out to open houses and public meetings. You feel you are talking to the same five people. The issue is one of engagement – how to reach a more significant number of people. It is also cleat that what we are currently facing is not simply a top down “education” program, where the experts who know what must be done convince the unwashed of the necessity of cooperation in a predetermined solution. They found, unsurprisingly that of they used new media like Facebook, more women wanted to be involved. If they used smart phones more young people got involved. I was especially frustrated to miss much of the talk on the City’s transportation plan which engaged people by asking them if they were happy with their commute and if not what they thought could be done about it. (Exploring Vancouver’s Transportation Future) Apparently there was a “heat map” which answered the question “Is Facebook Useful” but I didn’t get to see that: all I saw was a talking head.
The next presenter had managed to persuade people to be tracked by using their smart phones to study their travel patterns and modes. They tried getting them to answer questions like “paper or plastic?” when they went shopping but – not surprisingly – people seem to be a little tired with that one. I think it would really have helped me stay interested if this presentation had not been mostly him reading great grey slabs of text – and apologizing to the audience for the tiny size of his illustrations which were not visible at all on line.
Then we got into land use. They tried to engage citizens in place based design. In fact the city had already decided to update the Grandview-Woodlands and Marpole neighbourhood plans. We have of course discussed those at length here. They did this by creating a “sandbox” – a generic neighbourhood of as a 2D and 3D board game. They had only three variables – Land Use, Energy and Quality of Life. The City has, of course, already set its goal of a 33% reduction in GHG by 2020 so the only question is what does that do for our quality of life. I cannot tell you the answer as the PhD candidate is still working on his thesis – so watch for more on the next webcast.
The workshop materials are available online at http://gcc.sites.olt.ubc.ca/findings-and-results/exploring-neighbourhood…
The last speaker was actually in Newfoundland and joined in by Skype and managed to illustrate all the the things you should not do during a live webcast – including setting up an infinite feedback loop, and allowing the dial tone to be heard while someone else was speaking. I think that they might be better off giving the professionals at the SFU Creative Centre the evening off and bringing in a bunch of Grade 12 students to handle the technology. He was the presenter who had the enviable task of introducing art into the proceedings. He managed to use the words epistemologies, disingenuous and disenchantment all in the same sentence without creating poetry. Apparently we have to “shift away from linear engagement”. He asked how do we arrive at “truth” and “value” – and to help in that had hired a poet, an architect, a composer and a theatrical troupe. They produced “You Are Very Star” at the Space Centre which I told you about when I covered Northern Voice.
The issue you see is that no-one actually knows what a sustainable community is: what it looks like or what it might be like to live in. One of the things that artists are supposed to be good at is imagining possibilities. What baffled me is why no-one thought of bringing in some science fiction writers. I suppose they thought that might be too depressing for words. Certainly a recent collection of stories about a warmed up planet is not proving to be useful bedtime reading for me.
The final speaker was supposed to have produced “Cross Channel Evaluation” which he characterized as “herding academic cats”. In the end he decided to concentrate on the outreach to various age groups – as long as they were over 19 (something to do with the ethics of market research) which sadly left out all the kids involved in the first project. The people reached by this research were by no means representative of the population of the City but this is apparently not a Big Issue. The – very unsurprising – conclusion – digital channels attract younger people compared to public meetings and web based surveys. He compared processes and not outcomes since those are “emergent” and “contingent”. Because the process is pluralistic and poses open ended questions.
In the sum up John Robinson said that his intention was to scale up the process so that it could reach a significant number of “citizens of all stripes” – 200,000 would be good – in an interactive dialogue. The issue is no longer a one way flow outward as “we don’t know the story” that we have to get out to the people. They have to be engaged in creating the story – What Can Sustainability Really Mean?
Q & A
The first question related to the “white coat” (expert) syndrome – apparently participants in the studies did not see the researchers in that light.
The second commenter noted that none of the proposal to reduce GHG emissions seemed to aimed at big business “They got us into this mess”. The response was that people who participated did not share that view and were interested in learning about what they could do.
The City had already established its goal, so that framed the problem which meant the studies were about which levers you can pull. In some respect this created a “sense of security for government folks” concerned about an open ended process.
The distinction has to be made between “persuasive communication” versus an “emergent dialogue”. We do not know what a sustainble community is, and therefore we have to work with people in deciding what kind of community we want.
PICS wanted to encourage questions from those watching on line and suggested they use @PICSCanada as the twitter feed. They did not specify a hashtag. I subscribed to that feed and saw no activity – in fact they still have not said anything since I subscribed and the only commentary on it last night was from @carbontalks. Do you really think these folks know enough about how social media works?
In response to another question the response about the attitude of children was that they did not see “some predetermined world that their parents had messed up.”
A very keen observation was by someone who had seen the ”Fantastic Four” movie and the enthusiastic public response to it. He compared that to participation in in local government planning consultation. But conceded the movie cost $100m to make. “Does it take that much to get people involved?”
The response was withering. The people who saw the movie plunked down $12 and gave up two hours of their time to be entertained. The commitment was wide but very shallow. This contrasts with the high level of commitment required in the processes they had been studying – the questions were not so much about cost but motivation and payback. Much of this came from the researcher who had worked on the transportation channel and I wish now that i had been able to hear more of her presentation.
The final question (and by now we were well into overtime) “Will the real and the imaginary use the same arithmetic?”
John Robinson: Getting the real into people’s heads won’t stop but we are looking at something emergent. It is worth noting that in mathematics the elegance of a solution is also an important consideration. We need to wary of the Dragnet theory of truth “Just the facts, ma’am. Just the facts.”
The next webcast will be on October 23rd at 6pm check the PICS website.
I would like to start by acknowledging Pamela Zevit as my link to this story. She put a link to it on Facebook. I would not normally see phys.org – but I found this article very heartening.
I have been very critical here, and elsewhere, of our reliance on the very limited four-step transportation model, and especially the paucity of data we rely on for some very important decisions. It could be that since 2004 things have improved, but I see no evidence of that. Land use is still treated as an exogenous variable, there is no feedback loop and no ability to predict induced travel making. We still seem to be obsessed by the false analogy that traffic flows like water which must be accommodated. The reduction in driving seen across North America does not seem to apply here, even though there is clear evidence from Vancouver that it is happening here too. And we also have a government that prefers not to pay any attention to science and data, since that deals in facts which disprove most of its preferred political dogmas and ideologies.
In Southern California they have been tracking the movements of 18 million people. Not a small sample, and not just journeys to work or journeys by vehicles. All their trips, for all purposes all day and every day.
this is a new method to reflect the activities, and show how those activities change, in the everyday life of people—how their behavior changes, and how a change in land use is going to provide more incentives for people to walk and bike and not use their car
All of that data goes into the model – and “the researchers were able to map and predict movements and activities down to the mile, land parcel and minute.”
What it means is that instead of the stumbles made here – like Translink’s inability to forecast usage of the Golden Ears Bridge, which means that the company that builds and runs it gets paid so that there is less money for much more essential transit service – the model can actually deal with what happens in real life. Such as the impact of the 405 toll road which put more traffic on parallel streets in stop and go traffic, and creates more emissions.
I would like to think that we are going to emulate that model here, but we will have to continue to deal with the paucity of data, not the least of which is the absence of the long form census, one of the few reliable sources of long term trend data on journeys to work.
Having looked at Glasgow for a comparison on Compass, here’s another very instructive comparison, a bit closer to home. This op-ed piece appears in the Toronto Sun and is by R. Michael Warren who is a “former corporate director, Ontario deputy minister, Toronto Transit Commission chief general manager and Canada Post CEO”. He was present when the decision was made to buy “the province’s untested “Intermediate Capacity Transit System” (ICTS)” which we know as SkyTrain.
The parallels between us and them are obvious. The tussle between city and suburbs, the choice of technology – it’s all exactly the same
Toronto Mayor Rob Ford has been on the wrong side of this issue longer than anyone. “Stopping the war on cars” to him means putting rapid transit below ground or making it grade-separated. Out of the way of cars.
It seems to me that an endorsement by Rob Ford should be enough to deter anyone. But Vision Vancouver wants a subway under Broadway. And for very similar reasons. What is even more striking is the way that the link has been made in local planning for Grandview - where towers were suddenly added to the plan, much to the surprise and dismay of those who had been consulted. And one suggestion has been this is necessary to show that Vancouver is committed to increasing density (in the form of high rise towers) at subway stations. The quid pro quo being that if the City wants rapid transit then there has to be supporting denser land use. No repeat of what happened along the Expo Line – with no development happening at all at Broadway, Namaimo or 29th Avenue stations. By the way exactly the same effect was seen along the second subway in Toronto. The Bloor-Danforth line cannot be seen as clusters of towers around stations the way the Yonge line can be.
It is also worth re-iterating that the idea that a subway can be inserted underneath an existing street without interfering with it is foolish. Sure cut and cover subways and surface light rail create disturbance all along the street, but subway stations are significant objects at major intersections and have to have connections to the surface. And despite the nonsense that was peddled by the Canada Line constructors, entrances are needed at all street corners, not just one of them. If only to handle transfers to other transit effectively.
But also if you build very expensive subways, and you want fast services, there are going to be fewer stations – and most development is going to have to occur within a short walk of the station entrance. Do not think you can do that without upsetting the neighbours. Or you can have enough new development without increasing building heights significantly.
To make the headline a bit clearer, politics is always going to decide how public money is spent on major infrastructure projects. There is no way this can decided simply by technical considerations. These are not engineering decisions. They are planning decisions. They are about place making. We have already plenty of experience of what happens to places when decision making is based on engineering standards. It is absolutely right that both politicians and communities get involved. The important thing is that the final outcome is not decided on short term political advantage.
The Scarborough RT was supposed to have been extended north and then east from Scarborough Town Centre to serve a new area of affordable housing known as Malvern. But the route, protected from development, ran though a neighbourhood that got built before the line did. When the TTC got ready to start building the local politicians listened to the protests of the neighbours who did not want trains running past the end of their backyards. Malvern, by the way, is now one of the greatest concentrations of visible minorities in Toronto – and one of the poorer and most troublesome areas for crime and social problems. Which cannot be blamed on SkyTrain!
What the headline means is that politicians tend to make decisions based on what is best for their party, or will be most popular with current voters. Politicians who act with an eye to the long term future are much rarer. But the decision to build the Canada Line underground beneath Cambie was based on those kinds of calculation. Or rather, the decision to refuse to consider light rail – either along the existing CP right of way in the Arbutus corridor or along the “heritage boulevard” of Cambie Street – was all about placating the existing voters, not about accommodating the people who were going to move to the Vancouver region. Or looking at something like “the best benefit-for-cost solution”.
Metro Vancouver Sustainability Community Breakfast at BCIT downtown Wednesday June 12 at 7:30am
I went along to this outreach event. The link above should also eventually link to the presentations as these are made available some time after the meeting – look at the top left of the screen that opens for “Previous Presentations”. They also had their own hashtag so I have a storify link too, which includes some pictures of the slides.
Before I get into the detailed transcription of my notes, I want to make a couple of observations while they are fresh in my mind.
The meeting was chaired by Derek Corrigan, who is both Mayor of Burnaby and Chair of the Metro Regional Planning and Agriculture Committee. He made introductory remarks, and then ran the Q&A session after the presentations, interjecting whenever he felt the spirit move. I seriously think he constitutes a strong case for considering term limits for municipal politicians. While there is clearly value in having elder statesmen, and people with extensive experience, there are now a number of these Mayors-for-Life. Rather like Hazel McCallion of Mississauga they become characters, and gather electability over time so that they effectively can no longer be challenged. This gives them an air of invincibility – and a distinct lack of humility. For instance, when someone, actually from the North Shore where no-one supposes rail transit is even a remote likelihood, raised a question about Translink’s current inability to make commitments to greater transit expansion, he responded by going on an editorial about how buses are more efficient and effective than rail, and people in the room should not think of Transit Oriented Development as being dependent on rail – which he said was unaffordable. Now that is in some senses true, but is really easy to say when you are Mayor of a City that has two SkyTrain lines and no need of more any time soon. He also intervened when someone was discussing community reluctance to embrace development and increases in density with observations about the importance of making commitments that developers can rely on. The important point to him was consistency so that no developer should think that “someone else is going to get a better deal”. That seemed to me to be tone deaf to the question which was about communities, not developers.
Peter Ladner also raised a very pertinent question about Christy Clark’s determination to hold a referendum on transit funding – which could well make the whole process of planning in this fashion pointless. He asked the panel members if they intended to campaign for the referendum – and again Corrigan intervened. Pretending to be humorous, I got the distinct impression he was issuing a warning to staff to not get involved in politics. He also said – with heavy irony – that all the Mayors were really keen on promoting tax increases to pay for transit.
The general tenor of the presentations was educational. It was a bit like attending an academic planning seminar – except of course this was actually about the future of this region – and what it could be. Although, if Corrigan and Ladner are right, might well fall short. All the transportation planning that was discussed was about walking, cycling and transit, and dealing with a more limited role for cars in the future. But the newly re-elected provincial government seems to be on an entirely different track.
Lee-Ann Garnett, Senior Regional Planner, Metro Vancouver
Her presentation was about the tools that Metro use to manage growth and in particular Frequent Transit Development Areas (FTDA) . She showed how the 1m population growth in the next 30 years is to be distributed across the region by municipality. The biggest changes are to be South of the Fraser – mostly in Surrey. The Regional Growth Strategy has been adopted by all of them, and each gets some growth. That growth will be shaped by a combination of the Urban Containment Boundary, Urban Centres and FTDAs. At the top of the hierarchy of centres is the Metro Core (downtown Vancouver) Surrey Metro Centre (no longer to be referred to as Whalley) seven regional city centres and 17 municipal town centres. Only 40% of the population growth will be in those centres: the current concern is about where the rest will go.
The municipalities are now in the process of producing their Regional Context Statements (due in July) which show how their Official Community Plans and zoning will accommodate this growth. There are already a number of FTDAs including the Cambie Corridor in Vancouver (in response to the Canada Line) around the Evergreen Line stations in Coquitlam and Port Moody as well as a proposed FTDA at UBC. The municipalities are urged to “think regionally” and across boundaries. [The significance of this became apparent when Surrey discussed development in its north west sector which abuts Delta - which was shown as blank space on their map. At least it did not have the annotation 'here be dragons'.]
The objective is to prioritize areas for development – where it goes first. She said that “the market is on board” and supports TOD for jobs and housing. The risks include the possibility that there are too many centres, that adding FTDAs will spread growth too thinly and that FTDAs on the edge of the region present issues of their own.
Andrew Curran, Manager, Strategy, Strategic Planning & Policy, Translink
[Much of what he said has already been covered here but is repeated for convenience of reference] Translink is currently updating Transport 2040 with more emphasis on co-ordinating land use development with transportation investment decision making.
Transportation shapes land use: Marchetti’s Constant - humans have long had a 1 hour travel time budget in their day. He illustrated what this means – the “one hour wide city” as a series of circles overlaid on the map: the walking city = downtown Vancouver: the streetcar city = City of Vancouver: the auto city = Metro Vancouver. He also showed how the use of single occupant vehicles increases at each scale. In the future “cars will have a role but we have no room for every trip to be by car”. T2040 aimed for a 50/50 split between the walk/bike/transit mode on the one side and car on the other. He then very quickly went through the “Primer on the Key Concepts of Transit Oriented Communities“, noting that transit orientation is really about walking and cycling -which determine transit accessibility. The Frequent Transit Network (FTN) are the routes which run at 15 minute frequency – or better – all day, seven days a week. He said on these routes “you don’t need to rely on the schedule” [which suggests to me that the rest of humanity must have a great deal more patience than I do].
Land use shapes transit: He quoted Jarret Walker’s principle of routing “Be On The Way” – which he illustrated with the Expo Line and the Liveable Region Plan of 1976. While a six Ds [destination, distance, design density, diversity, demand] matter a metastudy by Ewing and Cervero showed a relatively weak direct relationship between travel and density – which in reality acts as a proxy for the other five Ds. “Don’t get too hung up on density, but don’t put it in the wrong place.” He showed an iterative dialogue between a land use planner and a transportation planner developed by Jarret Walker for his book Human Transit. He also pointed for the need for transit to have bidirectional demand along a route, rather than the typical unbalanced “everyone goes downtown in the morning” route. By being more efficient, transit can provide more service for the same cost. He showed examples of recent transit plans for North Vancouver based on FTDAs, the pan for Main Street in Vancouver and also for Newton in Surrey.
He recognized the need for certainty to guide developers but acknowledged the need greater funding. Nevertheless he felt there was still a need for agreements between all parties to assure appropriate zoning. There is no requirement for municipalities to promote FTDAs but he felt they would recognize the value of partnerships.
Don Luymes, Manager of Community Planning, City of Surrey
Surrey is moving from the auto-oriented suburban development pattern of its growth until now, towards Transit Oriented Development (TOD). There are three key strategies
- Reinforce centres along corridors
- Define new centres on those corridors
- Identify future corridors as planning areas
This was being driven by health concerns, geography and the need reduce the impact of energy cost increases. The idea is to wean Surrey off auto-dependancy. Around SkyTrain stations density is being increased from 3.5 Floor Area Ratio (FAR) to 7.5.
(“A density measure expressing the ratio between a building’s total floor area and its site coverage. To calculate F.A.R., the gross square footage of a building is divided by the total area of its lot. F.A.R. conveys a sense of the bulk or mass of a structure, and is useful in measuring non-residential and mixed-use density.” source: Lincoln Institute) In other town centres like Guildford and Newton this was at a lower scale, moving from 1.5 previously to 2.5 FAR now. The calculation is made over the gross site area to encourage developers to relinquish part of the site to the road allowance needed for a finer grain street grid. Cloverdale is not slated for much development as it is not on the FTN.
Subcentres for midrise developments within 400 to 800m of transit, not in exitsing centres. So far four have been identified.
- Scott Road SkyTrain station is “a no-brainer” as a new centre
- Between Guildford and Surrey Centre on 104 Ave
- Along 152 St at 88 Ave and Fraser Highway
- Fleetwood West
No higher density will be permitted in Bridgeview to protect the existing community
Within these centres Surrey will encourage mixed use, pedestrain connections to transit, increase FASR on gross site area and relax parking requirements on developers – although there could be interim requirements until transit can be provided.
He then indicated on the map where there are candidate areas for future corridors.
- Will the market respond? See undeveloped sites in Surrey City Centre
- Timing of transit delivery – already have some dense neighborhoods without transit
His final slide illustrated three levels of transit – BRT, LRT and SkyTrain – but he must have run out of time to discuss this.
Q & A
1. There was no discussion of industry – which usually has a density well below that needed for transit
LAG – our focus on residential and commercial development in centres protects industrial land. The limited pool of funding for transit precludes provision for low density industrial areas
AC – it is very expensive to serve industrial areas. We do provide basic mobility (infrequent service) but there is interest in industrial intensification to provide more employment intensive areas. the key thing is to protect industrial land
2. There is going to be push back from the community to increased density. Are there better practices for communications?
DL – It is difficult to get the community engaged at this level of planning. More interest in immediate impact on neighbourhood. We have a well developed community planning process but there are different levels of interest in different areas
DC – Certainty and consistency [for developers]. Make sure that no-one else gets a better deal (see my introductory note)
3. There is no mention of food in your strategy. There is Metro Food Policy document but if you allow a small loss of ALR every year in 30 years most of it is gone. Have you considered rising ocean levels and the increases in cost of transporting food over long distances?
LAG – We have five goals – and I could have talked all morning Our policy protects food growing areas, we are also trying to make agriculture more viable and looking at local food strategies
DC – our prime concern is to protect the ALR
3. Housing for families in town centres? and minimum level of transit provision outside centres to provide an alternative to car use
DL – Our policies provide for a mix of housing types that includes three bedroom apartments as well as “skirt” of townhouses around centres. There are family areas adjacent to centres where we are stabilizing the community and providing “relative affordability”.
AC – Services in low density communities means that they need to be located along the FTN if they are to get good transit service. We are working to improve South of Fraser networks using the 6d score and wouldlike to develop more but the fudnign and resources are not there now. When there is a limited amount of money it has to go to higher demand areas.
4. Planning for a future village centre in the District of North Vancouver does have community support, but we have no confidence that Translink will deliver the service that is essential to support the development
AC – In the conversation about funding everyone wants everything but no-one wants to pay for it. We hope we will get new funding tools – but that is part of a larger conversation
DC – fixed rail is very expensive, buses are cheaper – improvements to the bus system are efficient and effective (see my notes above)
5. Access to transit: drawing neat circles on a map does not address the reality of cul de sacs in suburbs. Access is typlcially much longer than a straight line
DL – auto oriented streets frustrate direct access. We need new street connections and our density calculations allow the developer to benefit from the density otherwise “lost” to streets – they can “pile density on the rest of the site”. Pedestrian only links from street end bulbs have not been successful. It can be challenging to get new links without establishing a right of way.
DC – See Patrick Condon’s study that show how building new roads increases pedestrian access [can someone provide me with a citation for that please]
6. Bike Share?
in the absence of anyone from the City of Vancouver AC replied on the issue of helmets as slowing implementation
7 Car sharing and ride sharing can provide intermediate capacity where ransit not viable
DL – we have entered into agreements with developers to provide car sharing in return for less parking provision. In farther flung areas this can prove more challenging
Is car sharing included in the package?
AC – Translink has an Open Data policy and will share data more than just transit data now provided on Google apps through the API
8 Commercial development within mixed use can be very expensive to do. In the same way that we support non-market housing can we support commercial development?
LAG – We have only looked at office development on a large scale
AC – Los Angeles County has a program for supporting commercial development at transit exchanges
DL – Legislation forbids that here: local government is not able to support commercial developments financially. Subsidy is not allowed
9 Are you setting aside money for separated bike tracks to improve safety? There is no room for bike lanes on North Vancouver roads
AC – it is an engineering challenge on existing streets and there is growing consensus on the need for separate facilities. We will cost share at 50% with municipalities but there is only $3m a year
DL – there is going to be a two-way separated bike path along King George Boulevard. We will fund all of it if needs be.
10 (Peter Ladner) All of these plans crash on the reef of the referendum. Are you going to take an active role?
AC - It’s early days yet, and the province has already given direction to the Mayor’s Council to develop a strategy [which is what they are doing]
DL – the pressures that give rise to the strategy are not going to go away. We will figure it out
LAG – It depends on the Metro Board
11. Are you going to change the zoning of corner lots to recognize that they have greater development potential?
LAG – established question actually directed at the City of Vancouver
The need for this post stems from the use of twitter. In 140 characters you can be witty, snappy, concise – though a lot of people aren’t. And the back and forth can look like a debate, or sometimes just a trading a fixed positions. This one started because Gordon Price tweets the posts on his blog – just as I do mine. But instead of there being a debate under the blog post, this one took – or rather – is taking place – on twitter. And it needs a bit more ventilation than that.
It started with A Radical Old Idea for the intersection of Burrard and Cornwall. “Essentially it would square up the intersection, making it much more like a typical part of the classic Vancouver grid, adding some green space while retaining the number of lanes and capacity.” I suggested that more could be achieved if it was given a more radical treatment. And Richard Campbell responded that shared space is less safe for cyclists and pedestrians – especially pedestrians with disabilities.
This has now cropped up again with the release of a new video about the reconstruction of a major intersection at Poynton in Cheshire, UK. While a lot of shared spaces treatments have been successful in residential areas (“Woonerfs” for instance) their use on urban arterials is still controversial
Exhibition Road in Kensington London is another example of shared space treatment of a very busy combined arterial road and urban shopping street. I am pointing to a discussion of that scheme as opposed to a diatribe – or even a peer reviewed learned journal article, because I think there is indeed need for an exchange of views. As opposed to trading blows between preconceived positions.
One thing does need to be stated at the outset, and that is that places are – and should be – different, and local people need to be consulted about what they want to see happen in the places where they live. Even a peer reviewed paper can be distracting when the “before” situation looks a lot more like shared space already (compared to typical Vancouver arterial intersections) – and the objectives seem to be a lot less clear than Poynton.
Obviously Burrard and Cornwall is not directly comparable to Poynton. There is much less retail activity in the immediate vicinity, for instance. And the only thing that the current City proposal seems to want to achieve is keep the intersection working as it does now, but get some more green space. Poynton’s objectives were much grander – lets try and rescue our village from economic oblivion. I also found it very encouraging that there are now more cyclists there than less- and that vulnerable pedestrians (a mum with a stroller and toddler, a lady in a wheel chair, blind people with and without guides) all find the new arrangements preferable. There is also a sort of chorus, from locals who were at least skeptical if not outrightly hostile but who now support the scheme.
It is indeed possible to find other examples that were less successful, but that does not damn the whole approach. It simply illustrates that these things need to be designed carefully, and you may well need to go back and redo some things in the light of experience. What is clear is that our present obsession with concentrating on keeping the cars moving quickly is not working from the perspective of other road users. Furthermore, the conventional road safety approach of adding barriers, signs, signals and hard landscaping not only proves unsatisfactory in terms of improving overall safety – but fails in terms of place making. Because what Poynton wanted to do was create a place where people would want to linger. If they spend more time there, they might well spend more money. They might actually enjoy visiting Poynton, and go there more often, instead of the out of town superstores and big box centres.
But what is also clear is that when humans are enclosed in steel safety cages, and look at the world through a screen, they miss all the signals that we are so good at sending each other – nonverbally. Which is why pedestrians tend not to collide with each other very much. Unlike motor vehicles. And when motor vehicles collide with pedestrians and cyclists it is not the driver of the vehicle that gets hurt. Taking cars out of the mix works – but only by creating more car only streets. Places where people who are not driving are forbidden – and speeds are increased. Collisions are fewer but of much more frightening intensity. Cities evolved long before motor vehicles were invented, and the experience of getting cars – and car drivers – to behave better within cities has always required them to slow down and pay attention to other road users.
Shared space does seem to me to more productive of overall urbanity than an all out war on the car, and one that is likely to be much more successful – on a whole range of measures, including collision numbers and severities.
VANCOUVER – Canada can reduce its greenhouse gas emissions to a fraction of current levels while maintaining or improving living standards and quality of life, according to Low-Carbon Energy Futures: A Review of National Scenarios, an international review released today by the Trottier Energy Futures Project (TEFP).
The headline is attention grabbing. Unfortunately, the report it points to is a lot less exciting. It is an important message to get across – that we can indeed reduce our greenhouse gas emissions and we don’t need to wreck the economy or reduce our standard of living to do that. The apparent choice between the economy and the environment is simply a diversionary tactic dreamed up by the “business as usual” crowd. Who can readily be identified as the present governments of Canada and British Columbia and their paymasters in the fossil fuel and automotive industries. And who, in recent years have been busily pushing us in the wrong direction.
I suggest that you download the report - it is a 40 odd page pdf – a give it a once over, and hang on to it if you need some quick reference material. But do not expect anything especially new or earth shattering. It is simply a review of reports produced on eight countries and what they could do to reduce greenhouse gas emissions. Only three have actually reduced their emissions in recent years
Sweden, Germany and the UK all managed (small) reductions in GHG while growing GDP.
But most of the report is summarizing studies which looked at what could be done – and is based on one study in each country, some of which are not exactly new.
What did strike me is the lack of emphasis on land use – admittedly one of the hardest things to do and one of the slowest in producing results, but I would argue one of the most important in bringing about structural change. These are all overwhelmingly urban countries – that’s where most of us live and will continue to live. Unfortunately because it is tough to change, it is not happening very much here. All the stuff about transportation is focussed on better energy efficiency for cars – and electrifying them. Not on reducing the need for motorized transportation. There is the usual focus on energy efficiency for buildings, but hardly anything on the location of those buildings.
Research shows, for example, that Americans generally consume more energy – and emit more carbon dioxide – getting to and from a typical building than does the building itself. Research also shows that location and neighborhood factors can create a dramatic difference in how much energy is consumed and emissions are generated in the getting to and fro.”
“Additional research also shows that even ordinary households in transit-oriented locations save more energy and emissions than “green” households in sprawl, across several housing types. In other words, a home with no green technology, if in the right place, is actually greener than a house with every bell and whistle imaginable, even if the latter gets a platinum rating.”
That comes from a recent article in The Atlantic on the shortcomings of LEED. And while it was about Americans it applies equally to Canadians.
The Energy Revolution report that covers the Canadian issues does have this acknowledgement of the importance of transportation
The report recommends transportation demand management through government investment in public and non-motorized transport, better urban planning and limits to urban sprawl, and freight transport management. Proposed behavioural changes are confined to the transportation sector, including greater dependence on public transit, more active transport, a shift to smaller vehicles, and “teleworking.”
which does cover the ground but fails to indicate which ones are likely – or actually important. Nothing at all of course on the current trend of a reduction is car use, even though there has been no real shift in transit provision, or better urban planning and most of the investment – especially in BC – has been lavished on highways. And while teleworking reduces commuting it can increase travel.
My biggest beef with the studies cited is that none appears to have identified the potential for rebound demand in energy efficiency programs. This has been observed – when energy efficiency produces cost savings for consumers they tend to consume more. Your fridge and furnace cost less to run so now you can buy an wine cooler – or a much bigger tv. Your car mileage is better, so now you can drive more.
It is important to have good news stories about greenhouse gas emissions – that all is not lost and there is a point in trying to do much better. We can certainly do far better than we have done - Canada in general and BC in particular. Canada is the only country in the comparison that is a net exporter of petroleum (there is no mention of coal) – and in BC whatever we might have achieved through our carbon tax or run of the river hydro has been vastly overshadowed by our ramping up of extraction of fossil fuels. Coal and natural gas are keys to the present government’s “jobs strategy” even though neither are very significant employers. And we are also very much on the radar to increase exports of bitumen (from Alberta) and coal from BC and the US. There is not much gain for the planet if we reduce our own greenhouse gas emissions but vastly increase the ability of other places to more than replace what we have cut.
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.
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.
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
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
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.
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.