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Archive for the ‘walking’ Category

Study: ‘It’s hard to beat gasoline’ on Air Quality

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I saw this on Planetizen and couldn’t resist the video

Now, we don’t have much ethanol around here, and the electricity we use is mostly  from existing hydro. So some of these results from the US don’t exactly translate here. So if you can afford a Tesla, go right ahead and don’t worry about those “electric cars are not so green” articles. The only time we use dirty, coal fired electricity is when our generating capacity is stretched at peak periods. Charge up your car overnight with a clear conscience.

The ethanol they refer to is E85 (85% of the fuel is ethanol): the most we use is 5 to 10%. At one time this was only true of so called premium fuels. Now it is not unusual to see ethanol in regular fuel and you may have to buy premium to avoid it. Most cars, of course, do not need premium fuel.

While hybrid cars do cut fuel consumption, this gets negated pretty quickly if you drive with a lead foot, or use a vehicle much bigger than you need. A smart car is going to use less gas than a giant SUV or truck, even if they are hybrids. And simple precautions like checking your tire pressures and not hauling a load of junk in your trunk will also cut your fuel consumption. Walking, cycling and transit (even if it is a diesel bus) are all better for the environment – and your own health.

Published on 15 Dec 2014

Life cycle air quality impacts of conventional and alternative light-duty transportation in the United States

Authors: Christopher W. Tessum, Jason D. Hill, and Julian D. Marshall

Published in the Proceedings of the National Academy of Sciences of the U.S.A.

Full text is openly available at: www.pnas.org/cgi/doi/10.1073/pnas.140685­3111

 

Election Impact on Transportation

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I got a call this morning from Global BC, inviting my opinions for their live cable news show which only goes to Shaw customers. So if you have some other way of getting tv, this will help fill the gap. Gordon Price was in the same coat closet sized “studio” ready to follow me, for another show and the same subject. While he was talking to me I heard the feed from Burnaby in my earpiece, where Keith Baldrey was playing down the likelihood of a Broadway Subway. He said that Christy Clark has no interest at all in funding a project for a constituency that had rejected her but would probably be very willing to help Surrey get LRT. Oddly, Gordon was pointing out almost simultaneously that former Mayor Diane Watts would be able to do some of the heavy lifting for the same project in Ottawa. So no wonder Linda Hepner seems so confident that she can deliver an LRT for Surrey by 2018.

What I had to say was that she seems to be implementing Plan B – what do we do if the referendum fails? – before Plan A had even been tried. Plan A requires agreement on the question – still to be decided – on how to fund the project list decided by the Mayors before the election. In order for any package to be acceptable there has to be something for everyone. There was no doubt in anyone’s mind that if one project was seen to take precedence, that would be the death knell for any funding proposal that did not deliver for the rest of the region. The Mayors, under the guidance Greg Moore, re-elected Mayor of Port Coquitlam, have been acting very collegially up to now. Translink is not just a transit agency, so there would be some road projects for the parts of the region where transit cannot be a significant contributor for some time. And no-one was being allowed to play the “me first” card.

Actually, given the political cynicism  realism I was hearing from Baldrey and Price, perhaps this explains why Kirk LaPointe was so confident that he could deliver transit for Broadway better than Gregor Robertson. Peter Armstrong – who paid for much of the NPA campaign – must have given him some reason for believing that he would be favoured by the federal Conservatives (who featured so prominently in the revived NPA organization apparently) – and maybe even the province too.

It is very sad indeed that we cannot talk about how will build a sustainable region and meet the challenges of a world that will be sending us more people – whether we have plans to accommodate them or not. How we move to higher densities without upsetting existing residents, how more people can give up using their cars for every trip as things become more accessible and walkable, how transit becomes one of several better options than driving a single occupant car that is owned – not shared. How we have a region wide conversation on what needs to be done, and how we pay for that, in a way that satisfies a whole range of wants and needs across communities.

Worse, that is seems to be really easy to get funding for a major upgrade to a freeway interchange in North Vancouver when there seems to be no possibility of relieving overcrowding on the #99 B-Line. No doubt the new highway bridge between Richmond and Delta will still get precedence in provincial priorities. Once the Evergreen Line is finished there will be the usual protracted process before the next transit project starts moving and, as we saw with the Canada Line, perhaps expecting more than one major project at a time is over optimistic. The province also has to find a great deal of money for BC Ferries, since it seemed very easy to make a decision on the Horseshoe Bay to Nanaimo route really quickly – without any clear source of additional financing for the identified structural upgrades its continuation demands.

If the fix is really in for Surrey, who is going to find the local contribution? Assume that the feds and province pick up a third each, can Surrey cover the rest alone? Is it likely that the other Mayors will vote for a package that gives the major capital spending preference to Surrey? And if not, and Surrey does find a way to that – a P3 is always a possibility – do Surrey transit riders and taxpayers pick up that tab? Who operates Surrey LRT and will it have the same fare system – or do the rest of us have to pay more for that?

No I couldn’t cover all of that in the time allotted to me. I spent longer getting down there and back than I did talking. But these ideas and the questions they raise seem worth discussion below.

Roma

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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

Choosing the happy city

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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.

 

 

Pointless fence

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Pointless fence, originally uploaded by Stephen Rees.

Vancouver is not going to the the Greenest City while nonsense like this is allowed to continue. The seawall around False Creek is something to be proud of. But the walking route is blocked – on the north side underneath Granville Bridge by the parking lot of the Vancouver Yacht Club. Now this might make some sense if the parking lot was fenced all round, with a locked gate. But that is not the case. The lot is open to the west and north – for vehicular access, and thus easy to use by pedestrians too. Just not this way. For a city with a transportation policy that says pedestrians come first this is utterly incomprehensible. It must date back to the bad old days of cars first and the interests of the privileged few trump those of the general public.

Via Flickr:

Written by Stephen Rees

January 19, 2014 at 4:17 pm

Posted in walking

Moving the Future

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UPDATED Nov 14

I spent the day at the Vancouver Convention Centre (West) at what was billed as “A New Conversation about Transportation and the Economy”. Position papers, presentations, videos and other materials from the sessions are now posted at movingthefuture.ca. Attendees at the conference were encouraged to tweet using the hashtag #movingthefuture and a quick search on tweet deck showed that they did, in large numbers. Though early on they seemed dismayed that the news out of Toronto was beating them in the trend analysis.

In view of the amount of information that can already be found from those two sources, I am loth to post my own rather scrappy notes. There are now 2 storifies created by MLR and Translink. For one thing, while the meeting was very well organized and run – free, it had generous catering and was well attended, and seems likely to have been covered by the main stream media – it lacked a fairly obvious facility. I can only assume that the conference centre wanted to be be paid far too much for access to their wifi. So what did emerge would have been from those who had smart phones and similar devices with data plans. Certainly looking through the first few hundred tweets it seemed to start with enthusiasm but that wanes as the critics start to point out some of the flaws in the presentations. For instance the Chief Economist for the Business Council of BC seemed to be an enthusiast for LNG plants, and saw them not only as a financial bonanza for BC but also a way to reduce the impact of burning coal in other places – presumably China. More than one tweeter disputes that analysis. [And even LNG supporters note that the expansion of BC LNG is no slam dunk.]

There is now a pretty good summary at the Vancouver Observer

Gord Price was there. He did raise the question of who thinks the referendum will pass (note that is not the same as ‘should it pass’) and more hands went up for no rather than yes. But on the other hand, certainly from the platform, it seemed that there is consensus that we need transit expansion. Indeed, the problem is not that we cannot agree on what to do – Transport 2040 is the approved plan – but how to do it. The New Car Dealers of BC were one of the sponsors, and so got a moment on the platform. There were introductions of the people who were going to do the introductions of the speakers! By the way sponsors like the car dealers, BNSF and NAIOP got to sit at their own exclusive tables. Which seems to me to be somewhat contrary to the spirit of the thing. Shouldn’t there have been more opportunity to talk amongst ourselves and meet people with different viewpoints?

There are some quotes from my notes I feel like sharing

“I don’t think there is a risk of over investment [in transit]” Ken Peacock, Chief Economist BCBC

“The referendum is gotcha style politics” Gavin McGarigle Area Director BC Unifor

An anonymous commenter from the floor stated that environmentalists – who have been very generously funded from the United States – have got ahead of business on the issue of pipelines and there is therefore a need for business to respond. Frankly I have no idea where this idea comes from, and I have yet to meet an environmentalist who was even remotely wealthy – with the exception of Ducks Unlimited.

Stephen Toop (President and Vice Chancellor of UBC) noted that there is consenus on what needs to be done but “constant churn on how to get there”. The gap is not in the vision but the implementation.

Several people repeated the same observation: density has not increased at many Vancouver SkyTrain stations mainly due to opposition from the neighbourhood organizations. Michael Goldberg (Dean Emeritus, Suader School of Business) was perhaps the most eloquent. Broadway and Commercial is the oat accessible point in Western Canada but all it has is a Safeway and a large car park with some low level retail. It ought to be a node of high density development. (And so should 29th Avenue and Nanaimo stations.) There was perhaps rather too much on how Hong Kong uses real estate development to pay for transit. And how much better that city is than Bangkok.

“When you don’t listen, we call that leadership”

There was also talk of the need for resiliency which resides in redundant systems: in evidence I would cite the recent dislocations caused by one overpass strike in Delta (Highway 99 at Highway 10) or the SkyTrain power rail dislodged near Main Street this week.

The cost of real estate and the higher cost of living on Metro Vancouver was cited several times as a drag on the recruitment of desired professionals from other regions.  Andrew Ramlo observed that we actually spend less on travel per capita than other major Canadian cities where sprawl is a bigger problem (Calgary, Edmonton, Toronto). By the way there is much more from Ramlo on urbanfutures.com

I have to say that my overwhelming feeling is that this is not a new conversation at all. It is the same conversation I have heard ever since I got here – and actually very similar to conversations in Toronto and London.  Maybe, as Eric Doherty observed, we need to study more carefully what they have done in Zurich.

Afterthought: I really ought to have mentioned the keynote by Gil Penalosa. Many of his presentations are already available on line – and his message and style are very effective. If you have not seen him in acton click on this link for his videos

Written by Stephen Rees

October 31, 2013 at 7:42 pm

Transit investments lead to healthier people

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A Media Release from UBC with a link to the whole research paper – actually hosted by Translink – and dated August 20 last year

No surprises here – but useful back up to the argument that we ought to spend more on transit. Not that I expect that to influence people like Jon Ferry, [The Province, paywalled]  who is pretending to be open minded!

B8106

A new report from the University of British Columbia shows that transportation and health are closely linked and recommends that health outcome be considered in transportation planning.

The report, funded by TransLink and Vancouver Coastal Health Authority as part of updates to Transport 2040, the regional transportation strategy, presents a range of opportunities for Translink to incorporate health into its planning.

“This report documents how prioritizing transit, bike and pedestrian infrastructure will positively impact health,” says the study’s lead author Lawrence Frank, Professor and Director of the Health and Community Design Lab, part of UBC’s School of Population and Public Health. “It looks at encouraging active transportation, such as walking, cycling and transit, and reducing air pollution and traffic collision risk.”

Dr. Lawrence Frank. Photo: Amanda Skuse

Dr. Lawrence Frank. Photo: Amanda Skuse

Previous research by Frank has shown that every hour a person spends in a car each day makes them six per cent more likely to be obese, while each additional kilometre a person walks makes them five per cent less likely to be obese.

Sedentary lifestyle is a major cause of many chronic diseases such as obesity, heart disease and some cancers. Many chronic diseases are preventable and active transportation and other sustainable transportation choices offer the possibility of prevention and even treatment through increased physical activity. The costs of these diseases are projected to increse by more than $1.5 billion in B.C. over the next 2 to 3 years.

“TransLink’s consideration of the health impacts of transportation systems could help offset the rising costs of health care in the Vancouver area and promote an active lifestyle that will benefit all Canadians,” Frank adds.

The full report is available at here.

Canada Line

Written by Stephen Rees

July 5, 2013 at 10:19 am

Posted in cycling, health, transit, walking

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