Stephen Rees’s blog

I thought Pete McMartin was making some progress, but in this morning’s piece he has regressed back to his old, car driver self.

He does some research - he stands on some busy street corners, and he talks to Jerry Dobrovolny, assistant city engineer for transportation (NOTE TO EDITOR: Pronunciation guide: DOE-BRO-VOLE-KNEE), - and, surprise, decides it is all the fault of the pedestrians. They are infected by the spirit of Ratso Rizzo - don’t know who he is? The character played by Dutin Hoffman in “Midnight Cowboy“. Not exactly a contemporary reference I know but Pete is a boomer. And like me he is in danger of becoming a Grumpy Old Man.

He could, of course, have sat at his computer for a few minutes and found a link to Dr. Barry Wellar, Department of Geography, University of Ottawa, who established an applied transportation research program with a focus on pedestrians and came up with the “Walking Security Index“. He is not popular with P Engs and that is no surprise. Because he does not start from the premise that the car driver should be able to go where he wants, when he wants with as few restrictions as possible. He is much more concerned with people who are not inside steel boxes on wheels with powerful engines.

Drivers frankly terrorise pedestrians - and cyclists. Drivers will usually ignore traffic control devices if they think they can get away with it. Speed limit compliance, for example, is near zero. Driving the wrong way around traffic circles is common. Yellow and red light running almost as frequent. Stopping for pedestrians on unsignalled cross walks unheard of - no matter what the legislation might say about every corner being a crosswalk.

If you stand on a street corner, eventually you will see a pedestrian taking a chance. If you drive any distance at all you will see so many moving traffic offences you will quickly lose count. And probably commit a few yourself.

Yesterday evening I saw the Critical Mass on Granville Bridge. It was a stirring sight. I think we need Critical Masses of pedestrians too. We are all pedestrians. Every trip always starts and ends in a walk. Making better urban places by definition means we change the priorities and allow pedestrians to move and control the cars better - or eliminate them altogether. And with gas now at $1.30 a litre and going to rise faster in future, I cannot think of a better time for a Sun columnist to rethink his own priorities

Photo by Janek Mann

Sun

This was what I was looking for yesterday. Gordon Price and Christina de Marco have now had time to look at the stats release. And this really is a good example of how to spin not very much into a good news story.

Gordon even manages to make it about development and retailing, which given the census only looks at Journey to Work is quite a feat but is a nice sidelight on my musings about Save on Foods.

More than a decade ago, when Gordon Price was a Vancouver city councillor, the civic government required Urban Fare to have 200 underground parking spaces for customers of the Yaletown supermarket.

Price, who regularly shops at Urban Fare, has never seen more than one-quarter of those parking spaces occupied, even during rainstorms.

“No one really thought that people would walk to do their grocery shopping, because people drive,” said Price, who is now director of the City Program at Simon Fraser University.

The story is about commuting - but the first section manages to deal with an outdated traffic engineering “standard” about parking requirements. This is media manipulation of a high order, and I take my hat off to him. Not only that but conventional wisdom would have it that if you provide free parking people will use it. Which, if true, would have made Lansdowne Mall much more successful than Richmond Centre.

But we are getting off track.

“We’re on track for about a four-per-cent increase [in public transit use] in 2007 over 2006,” said Snider, adding that TransLink is concentrating on providing better service to suburban areas where car use is still relatively high — the suburbs in the south Fraser River area. In the past year, Snider said, “south of Fraser has received at least 50 per cent of additional service hours” that TransLink has created.

“They’re also getting newer buses there as we retire the old ones,” he said.

But of course he is not talking about mode share. And south of the Fraser has a lot of catching up to do, and 4% is way below what is needed to just catch up to recent population growth. And I doubt that getting a nice new bus wins you many more car drivers. “I think I will stop driving to work now. The bus is newer.” Naaah. Not gonna happen.

Christina DeMarco, manager of regional planning for Metro Vancouver, said she was “excited” by the census findings.

Well, when you have a job like hers, you have to grab what excitement you can. But she does manage to spin a rather lack lustre performance into a success story

Another telling statistic is that in the past 10 years, population growth in the region has been 15.3 per cent, with a matching growth in car use (15 per cent). However, transit use increased by 40 per cent.

Which sounds so much better than having to say we are still at 11% mode share for all trips, and for the journey to work we still are not as advanced as the other large urban regions which have much denser centres

Contrarily, large suburban business parks are being built away from transit lines.

Vancouver, at 16.5 per cent, still lags behind Toronto (22 per cent) and Montreal (21 per cent) in transit use, but the gap has closed.

“We’re on the right trajectory,” DeMarco said.

Clive Rock called this kind of thinking “steering a ship by only watching its wake”.

We are only going to do well if we can reverse the trend in employment dispersal - and Gateway will not do that!

If you are interested in Victoria there is a big Canadian Press story which emphasizes age differences: the young are more likely to walk, bike or bus to work.

The census doesn’t ask commuters why they chose their mode of transportation, so it’s not known if younger workers pick greener commuting options because of their concern for the environment or whether their choice was related more to financial considerations.

I think it is making a virtue of necessity - and as a correspondent recently pointed out, young people are finding it much harder these days to get a decent job, let alone buy a house and a car. (Although a quick scan of the high school parking lots around here shows that some kids get really nice cars as soon as they get their licences.)

Richmond Review

I must admit a sense of surprise - but gratification  - to read an editorial in a local paper that wants photo radar back, as well as more red light cameras. Good.

A new greenway is to be built to link No 3 Road to the Oval. It seems to have all the right things to including muich better access to the top of the dyke and a “series of public plazas”. Which is just what I have been talking about here for a while.
Also Good

and also

Another project that motorists will notice is a plan to run hydro lines underground along Lansdowne, between No. 3 and Cooney roads.

Which I think makes my trifecta.

It makes me wonder if someone at City Hall is reading this blog. If not it doesn’t matter where the ideas come from, just that we are doing the right things for a change.

Sun

This is in the Business section

The newest store lies in the heart of a Cambie corridor that’s experiencing a massive retail transformation, with new stores like Best Buy, Home Depot and Whole Foods open or about to open soon.

Store manager Bruce Brown said the 42,398-square-foot outlet will be a “full-size, full-scale, full-service” grocery store.

“It’s a true Save-On-Foods store, not a boutique store,” he said in an interview. “Our consumers can come here and do a primary shop — fill their baskets with whatever they need in their household.”

It is actually Cambie and 7th so it is some way north of the area that had really got everyone’s attention “Cambie Village” which is up in the teens. Now I do not pretend to know much about this area and what is happening there. But at first reading these stores do not seem to me to be the sort of places you pop into on your way home from the transit station. Home Depot and Save On in my experience are car oriented retailers - at least the ones I have used. And I would expect that they will be very attractive to the car owners within the 20 minute “isochrone” (drive time) that I used to draw on maps back when I did retail impact analyses many years ago in another city. Mind you, back then a store half this size was a “superstore”.

Fortunately we do have a number of regular commenters now, and I look forward to reading their reactions, but I must start out with my guess that this area will not be much like TOD as I know it

Brown said all the new residential developments nearby ensures a lot of people will walk to the store while it’s proximity to the Canada Line — with a station about two blocks away — will also attract more business.

“Also” - in other words people who walk in are a bonus - it’s the drivers they really want!

UPDATE April 1 2008

The development has a number of retailers - including Home Depot - and housing on the top. Mixed use is a Good Thing - but is this too much of a Good Thing? I also blogged about this on the Metblog.

Vancouver Sun

This is a repeated national survey by Angus Reid. What I think is really interesting is the way that BC differs from the rest of the country.

But, possibly because of the rain, fewer of us in B.C. are willing to park the car and walk more.

This seems to me to be supposition on the part of Gordon Hamilton. There are a number of more plausible explanations but it seems that either Angus Reid did not probe further, or the Sun could not be bothered to publish more information.

Where we live determines how we get about. Downtown Vancouver is not like the rest of the City let alone the rest of the region or the province. That means most people live in places where walking is not encouraged. There are no direct walks and no destinations within easy reach. There are no sidewalks in most suburbs. Bike facilities are often sparse and poorly designed . And transit sucks. Sure ridership has increased, but mode share hasn’t. Most people still do not see transit as a viable alternative.

But the survey also reveals that British Columbians are more likely to do nothing about the bigger bite gas is taking out of their income than most Canadians, an interesting twist to the results that [Angus Reid director of global studies Mario]  Canseco said reflects our obsession with personal choices.

“That was surprising — more than a third of B.C. residents don’t want to do anything or don’t feel that they should,” he said.

Now since he is talking about his poll, I suppose that reflects the way the question was asked. But in the suburbs of Vancouver and out in the Valley, the transit mode share drops off like a stone, mainly due to the paucity of service. And the complete absence of service between suburbs - and most trips these days are suburb to suburb. Which is a market that the transit system ignored for a long time and is only now getting to grips with.

I would like to see the same survey conducted in the main conurbations - Montreal, Toronto and here. And more pointed questions asked about perceptions of the options available. I have a sneaking suspicion that we are not keeping up. I have never been to Price George so I have no idea what they feel about their transit system. But I bet the market share there is pretty low.

Dr. James Sallis Professor of Psychology, San Diego State University; Director, Active Living Research

The automobile may be close to our heart, but unfortunately that heart has become a lot less healthy as a result. Dr. James Sallis does “Active Living Research,” making the connection between how we move and our physical health. Dr. Sallis shows how a balanced transportation and transit system is critical for our quality of life.

The Path from Health to Transport

Dr Sallis is a Health Psychologist whose current filed is research into active living - the science of how built environment determines health.

Streaming video

He said he was impressed with Vancouver as a walkable city (though it was clear he was only familiar with downtown). It is only in recent years that the health care field has become interested in transportation, so his research is a new field. Formerly health interest in transport was concentrated on air quality but it now extends to the built environment.

The greatest health problems we now face are tobacco use, poor diet and lack of physical activity. “These three risk factors contribute to four major chronic diseases - heart disease, type 2 diabetes, lung disease and many types of cancers - which are responsible for more than 50% of the deaths in the world.”

Two million deaths a year worldwide (200,000 of them in the US) can be attributed to inactivity. This compares to 435,000 attributable to tobacco use. Not so long ago we used to get everywhere by walking. Our work practices have also changed - we now move information electronically rather than move or transform matter. Walking and working served us well for millennia: because we were physically active, obesity was quite rare. Now it is common. Promoting exercise has not worked: he presented the graph below which shows that the amount of reported activity has hardly changed

(Dr Sallis has copies of his presentations on his web page, and I will not copy all of his slides here). The number of minutes of physical activity per day across the age range falls off with age, and only children seem to manage the required minimum of 30 minutes per day. Studies which record the actual amounts of physical activity show not the 25% who self report: we see only 5 to 10% of people getting enough exercise

Twenty years ago in the US10% of all trips were by walking: in the intervening period we have managed to cut that in half. While we have invested huge sums in motorised transportation and have a big health issue, there has only been a minor investment in programs. These have concentrated on psychological and social influences, education and so on. While these programs can be effective they have a limited reach: it is hard to get people in, and the effects are modest and short term. Researchers have tended to blame the people, but the programs were not designed to change the root causes.

Why has physical activity declined? He asked the audience had people changed in recent years or was it the environment? There was a strong consensus that it is the environment but the current programs deal only with psychological and sociological motivations not the built environment in which people find themselves.

He presented an ecological model of health behaviour, which sets the individual into a physical environment and a policy context. It was essential, he said, to change all of the factors: for example in low income neighbourhoods, sources of healthy foods are not available - so while a program tried to give residents the skills to be smart shoppers their environment prevented them from putting thier knowledge into action. Similarly while there are issues of parks and sidewalks, just changing the environment in and of itself is not enough. To achieve transformative change all of the influences must change

The Promise of Built Environment

The root cause of inactivity is that people do not incorporate physical exertion into their daily routines. While behavioural studies are useful, changes to the built environment are permanent, and gone on having an influence for many years. A favourable environment should reinforce changes in personal choices. An activity friendly environment builds upon the SLOTH model (Sleep, Leisure, Occupation, Transport, Home) Each of these domains of activity have their own ecological model.

A summary of the literature shows that adults respond to walkability in their neighbourhoods. The installation of sidewalks means people will walk for recreation and leisure. Walkability has been related to obesity in 11 studies of adults. It is the biggest health challnge in the world. In only 2-3 studies of youth no association could be established.

In the Neighbourhood Quality of Life Study they examined walkability against income in several neighbourhoods. The recorded the activity of 2,000 adults and found that walkability has definite effect and it is permanent and there is a good correlation to both obesity and overweight (JAPA Apl 2006 L Frank et al - Walkability) They also found a 6.5% decrease in VMT therefore walkable neighbourhoods produce less pollution. And this is not just a US phenomenon: there are studies now of 11 countries including Canada. If there are the right conditions people will meet the minimum physical activity guidelines – proximity to shops, a transit stop, sidewalks, bike facilities and access to low cost recreation are all necessary but interestingly fear of crime is not a significant deterrent. One factor alone is not enough but 4 to 6 of these factors will influence activity.

The more VMT the more risk of obesity: this is not just due to inactivity – people tend to eat when they are driving – and often it is junk food since it ios so readily available to drivers. The daily steps of those who commute by train are very good, but are much lower by car. While the presence of sidewalks may look small but it is significant as it accumulates over time. There is a need to quantify the monetary benefits of good walkability: Wang studied four trails in Nebraska and found that while the cost of building and maintaining the trails was $98 per year, per person who used the trails, inactive people have health costs of between $300 to $400 pp pa. Children who live in mixed use area are more likely to be physically active, not just walking to school. It also works for older women, but there is need for walk destinations - shops and other services.

Active Living Research has all of its material available on line including conference papers and a journal.

Bogota has a culture of active learning with car free weekends and where the parks have hourly dance/exercise classes on Sundays

Panel

Nick Losito of Vancouver Coastal Health Authority and Dr Don Hunter of the Coalition for Active Living both provided a short summary of what we are doing here.

Dr Hunter said that there are significant differences in the Canadian data. Physical activity has gone up since 1981 –when the federal government started “Participaction” but recently “the feds have vanished”. Obesity is tow thirds of the US but still “far above everybody else”. Women more active in Canada. Act Now BC is the first major physical activity program which is now in 158 BC communities. The BCHLA, UBCM, and the Parks and Recreation Association are now at the same table and approved in 2006 $25m for strategies to tackle tobacco use, healthy eating and physical activity. Walking is the entry point to physical activity for the 35% of people who are totally sedentary in BC.

The alliance is looking at the economics of physical activity including accessibility in low income areas and active transportation. This includes the target officials in government and municipalities and also includes major greenway developments.

Nick Losito started by speaking of his own “health protection bias”. He though that the 2010 Olympic challenge from the Premier that we should be the healthiest host city and also implementing “Clouds of Change” fit well with the greenhouse gas reduction strategy, which will apply equally to HAs, for example as employers. He said that an expected rewrite of Public Health Act will move health authorities more into promotion and prevention activities.

There are inhibitors. The growth of health budget threatens to take over the whole of the available funds in future, and the need to address chronic diseases means that recent gains against tobacco use will be offset by obesity and inactivity. Public health officials will need to “look not just at water and waste” adopt a broader perspective.

The success of the fight against tobacco showed that there are four key success factors -

1. public support
2. political champions
3. partnerships
4. science

“The guys with white hats are winning”

Larry Frank opened the discussion by pointing out that current and expected investments in transportation are a concern. “We are losing ground South of the Fraser. There is a roaring silence about Gateway, which is so massively wrong. [applause] How can we get the alliance and consortia to engage in the debate?”

Nick Losito said that while they do have a mandate for health advocacy it is awkward for provincial agency to speak against government policy.

Don Hunter noted that there was some mention of with cycling in recent provincial announcements with a figure of $50m mentioned but “there are no firm plans”. Greenways have to start with a comprehensive plan. What was demonstrated in Saanich with the galloping Goose Train was that it needed an overall plan, but it could then be built “in bits - and stick to the plan”.

Larry Frank responded that there was an obvious disconnect between transportation and health. We could do nothing on Active Transportation and just stop the freeway and have the same impact.

Questions and comments from the audience

• Have you looked at the work by [Mayer] Hillman in UK where fear of the car actually reduced walk and bike to school. He went on to point to the dualling the Sea to Sky for the Olympics but the parallel railway is unused. “The roads have the money and the health and climate change have only words”

• Mark Allison asked about knowledge transfer. It seems to be a small component but we are not getting to the decision makers. One municipality (not named) has a ratio of expenditure of 1,000 to 1 : roads to sidewalks
  James Salis responded that it is very critical. There is no infrastructure for knwledge transfer and all are disconnected. The advocates don’t talk to each other and we don’t get in the faces of councillors. We need studies on how to promote advocacy
• At this point I spoke about how we do not have a health system but a sickness system. I may have been less than clear, but I wanted to point out that prevention is much more economically effective than treatment, but diagnosis and treatment is where all the resources are currently going. As a planner at Translink I found I could not even get a meeting with planners at the Health Authorities
  Dr Sallis replied that in Australia all of government had got involved in the issue with cabinet level committees representing all the agencies
• In Latin America everywhere has plazas and street activity: there are artists and musicians evertywhere who are essential or healthy and happy cities. In contrast we insist on licenses and regulations and move on buskes and pavement artists. He went on that he felt ecodensity would be less safe and that it would tend to encourage people to drive more.
  Larry Frank pointed out that it required a lot more than just density – “its about choice – and density is not an easy sell”
• An advocate for bike co-ops pointed to the free bike program in Paris which had “changed the whole physiology of the city. North American cities are not as well built.” But when there is no need to haul a bike with you, there is a greater probability that you can use a bike for part of your trip. He said that he felt safer in Paris as there were fewer SUVs there.”Do we need to look at banning Hummers?”
  Larry Frank said that J C Decaux are hoping roll something out in “urban Vancouver”. A proposal from City Cycling Task Force had suggested that vehicle registration costs should increase with ghg emissions
• Someone said that simply eating less and building less would solve out long term problems
• An activist from Delta spoke about a new Greenway from Hwy #91 to Centennial Beach and then potentially onto Blaine, WA. This could mean the relocation of the BNSF tracks but that in itself was worthwhile as it would increase capacity for both freight and passenger trains. “There are things happening in community – its individuals not government.” But he also noted that ActNow BC does have cabinet position.
• A planning student asked how do we get healthy food into low income neighborhoods?
  BHLA (?)– includes healthy foods -
  Nick Losito said that the Health Authority is concerned with communiy food security and the future of urban agriculture
  James Sallis said that Los Angeles city council has looked at a moratorium on fast food places as well as incentives to draw grocrey stores into low income areas. New York City funds fruit and vegtable carts. If we follow smart growth guidelines we will “not suck up all the farmland”.
• Someone commented that contrary to the presentation there was data on the walk to school of our grandparents’ generation. It was either six miles through three feet of snow or three miles through six feet of snow - and uphill both ways. A study of a “happiness index” in St John NB found that stability in neighbourhoods, the strong connection to the people you see every day was most important and he wondered about the compatibility with current goals of a walkable distance to work, given the number of times people had to change jobs
  James Sallis agreed that we understand the value of stability, but the disconnect is not in smart growth but the lack of commitment to long term employment in companies
  Larry Frank spoke about social capital (and its obverse “bowling alone”) He pointed to the significance of tenure in residence: “walkability does not do much for social capital” but in California your property taxes don’t go up until you move, which encourages social stability.
• A teacher said that she had experienced a battle to explain urban design to a PE teacher
  James Sallis said that people with a commitment to physical activity need to learn about the policy areas that affect the area
  Don Hunter agreed: “Unless you get out of your gym, you will not change behaviour patterns.”
• Another teacher trying to get more teachers cycling to school to set a good example asked: “Who is responsible?”He had found that the responsibility currently is simply shuttled between school districts and municipalities.

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

Reaction

It has often been said that social science simply records things which we already know. The studies simply reinforce what those of us in planing and transportation have known for a long time.

But there is a complete disconnect in our system of government between engineers and planners on the one hand and health professionals on the other. Only a few people like Fred Bass actually cross over that line. The urban professionals have been convinced for years that what they are doing is “good for us”. After all suburban sprawl was actually planned. There are still professionals in both fields who think that widening a freeway is a Good Idea.

Mayer Hillman was a figure to be reckoned with when I was a planning student. I do not think there is any doubt that he is right, but that does not mean he has ever had the attention of policy makers. And I think when the Transport Minister and the Health Minister in the UK or BC look at each other across the table, they do not realise that they are in the same business. I am sure they regard their colleague as simply a competitor for limited capital spending funds. And “winning” means just having more and bigger projects for your department.

When Richmond Hospital goes out for a fund raiser it is to buy an MRI - not fund healthy community initiatives. The City of Richmond simply refuses to listen to suggestions that the Garden City Lands could be a significant gain in community food security as well as an important opportunity as community gardens for apartment dwellers to work their own plots. You try and find somewhere affordable to live in Richmond where you can grow more than two flower pots of herbs! And in the East End of London, where I come from existing community garden were rudely shoved out of place when the 2012 summer Olympics came along. It was completely unnecessary of course. But not seen as “appropriate”.

Our priorities are all wrong. If only from the standpoint of economics, ensuring that people are happy and healthy must be cheaper than failing to cope with various overwhelming health care crises like adult onset diabetes - and our system doies love to put the blame on individuals. As though how we live and work was within our control and that stress was simply something we create for ourselves.

Despite the evidence of the failure of the free market model to the south of us, that is still the paradigm that out political leaders have in mind. As long as GDP and Olympics are our goals, we will continue to flounder and fail.

All over the world cities have set aside places to be car free. Sometimes whole cities become car free for a day. In many urban places, reducing car penetration has been the key to regaining urbanity. Initially it was often thought that it would promote retail streets facing competition from suburban malls and big box stores. But after a while it was realised that successful places became destinations in themselves. And instead of being areas that people tried to get through as quickly as possible there was a reason to loiter and enjoy the place.

There is a desparate lack of such places in this region. There are even fewer places that are closed to traffic but allow transit - another popular variation on this theme.

To get an idea of what the variety and attractiveness of car free places looks like I have started a flickr group “Places without Cars” . Take a look.

The more I think about the more I am convinced that with the exception of the seawall and similar places in Vancouver, some of the dykes in Richmond we do not actually have a car free space here - and, no, Robson Square doesn’t count. Is there anywhere in this region that has closed a street to cars?

Richmond Review

As usual a nice little puff piece and all sorts of good intentions. But no mention of the policy change that ended the notion of the neighbourhood school. At one time schools had catchment areas. Now parents have the “right” to send their kids anywhere. So are we surprised that more parents - and high school students - drive a lot more? Ending the stupidity of this change might well recreate the spectre of people moving to be within the catchment of a “good school”, but that is, in my view, the lesser of two evils.

Jeff Nagel, Black Press

Metro Vancouver workers don’t commute quite as far as they used to and they take transit more often, new findings from the 2006 census show.

The median commuting distance shrank about three per cent to 7.4 kilometres within the region, bucking a trend toward longer commutes in Toronto and Montreal.

The car is still king – 75 per cent of Metro Vancouver commuters said they travel in private vehicles and 60 per cent are lone drivers in single-occupant vehicles.

But 16.5 per cent of the region’s commuters told census-takers they mainly take transit – up from 14.3 per cent a decade earlier in the 1996 census.

This is just about the journey to work of course, so the location of employment is key, and there are a number of trends that tend to cancel each other out. Vancouver downtown no longer dominates the commute like it once did: more people live in Vancouver and work in Richmond than the other way round and that has been true for ten years. Jobs have been dispersing to office parks, but they are not usually in walking distance of anything. But work has also been changing, and more people work out of their homes - or their cars. Of course, the much lauded lucky few who can walk to work in downtown Vancouver - or Metrotown come to that - have had an effect, and car trips into Vancouver at the morning peak are down. So it is a small overall gain, which is good, but not nearly good enough yet. But better than elsewhere.

The main message I take from this is we need to do much more, and to stop now plans that will inexorably reverse this trend

Long-distance commuters made up nearly 38 per cent of all commuters in the Squamish area, 18.1 per cent in and around Abbotsford, 17.4 per cent in Chilliwack and 4.3 per cent in Metro Vancouver.

And Squamish will see that percentage rise as the development of homes prompted by the Sea to Sky “improvement” come onto the market in an area with few employment opportunities. As will Abbotsford and Chilliwack if Highway #1 is widened.

COPE Talking on Transportation meeting at Our Town Cafe 12 February 2008

Last night I went to a COPE meeting in Vancouver that was to dicuss transportation. The meeting was held in the Our Town cafe which makes good cappuccino, and has a nice atmosphere but was not ideal for this kind of format. There were three presenters on the panel, and a short Q&A session. There was no amplification, and the cafe remained open. So conversations, milk frothing, and guitar tuning all continued throughout, making hearing what was being said a challenge. The meeting was also recorded on video, and I will be inserting links to that when it becomes available.

Councillor David Cadman

This region has a history of accommodating cars. We could have had light rail because we have plenty of existing track to use. Basically all we needed to do was buy rolling stock and put in some double track here and there. Bill VanderZlam wanted an unmanned system, mainly because of his fight with the transit operators union. Then Glen Clark overrode the professional recommendation for light rail on Broadway and went for SkyTrain for the Millennium Line. It was much less than was needed and therefore underperforms. Essentially bus riders subsidized the rapid transit system, although after 22 years the Expo Line is probably breaking even on operating costs. We are 800 buses behind where we need to be and that is without UPass for all students.

There are only three ways Translink can raise money: property tax, gas tax and fares. Gas tax increases underperform because people can find ways to reduce their gas consumption and also buy gas outside the region. Increasing fares does not pay because it drives down ridership.

In terms of goods movement we have been told to expect a four fold increase in the number of containers in the next five years, by which time emissions from ships will surpass that of cars. The great push from the port for more road space is simply because they work in the daytime only. We could have a very good system if trucks only moved at night.

He also referred to the recent scandal of the new Translink board pay scales.

The regional strategy says that we should plan for more walking, cycling and transit use in that order, cars coming a distant fourth but we don’t have the capital for these three modes. The expansion of the the airport is a massive investment in infrastructure that we had not anticipated.

We need a long term plan for transit and also distance based car insurance. It will be a hard process to get there – and we need the share of the gas tax that currently goes to Ottawa and Victoria. We need to do what Zurich has done. However the new Translink board is not pedestrian or bike oriented. We also need to be aware that to achieve the financial result required for the p3 contract, we will need 100,000 passengers to pay for the Canada Line. Diversion from existing bus services will only produce 43,000 – and no-one knows where the rest will come from.

Dr Fred Bass

“I was removed from the TransLink Board because I would not support the RAV line. I want to talk about cycling.” He then conducted an impromptu survey of the meeting’s bike use which showed that COPE is much more bike intensive than the rest of the region. “I sold my car in 2003and that has saved money, I use my wife’s car and a car co-op, bus and taxi. I have gained hard cash - $3,000 to $4,000 a year and I lost 15lbs – cycling is good exercise.”

While the priorities of the regions transportation plan are pedestrians, bikes, transit and cars in that order, the expense tell a different story. Transit riders pay over 50% of cost of their ride. There are 1.2m cars in the region but they do not pay their share of their costs. In 1996 the GVRD estimated that each car was subsidized by $2,800 a year (Todd Littman estimates it at $3,700 now.)

Bikes bring the community together, there is less air pollution, but the risk of injury is ten times that of a car driver, based on UK statistics. There should be compensation for using a bike. One city in the US uses a lottery to reward someone who has recycled properly. This idea could also apply to cyclists. He the went through a long list of cities that have higher rates for cycling than we do and concluded that we are not world class. “We need more bike routes and to get to a critical mass. I want to see the Burrard Bridge full of bikes.”

Tiffany Kalanj: Student Union of Vancouver Community College

Tiffany is a full time staff member of the Union and is determined to get UPass for VCC. The cost of transit at VCC is significant and there are students there, she said, who have to choose food or fares.

In 1990 the students started negotiations for UPass and in 1994 got FastTrax as the second prize. The decal gets a student a 3 zone ride for a 1 zone fare, but gives no discount to those who only ride within one zone. There is a large discrepancy compared with what UBC students now pay for their pass. In 2002 after UPass was successful in Ontario, Victoria and the University of Washington in Seattle, Translink returned to the negotiating table. Only SFU and UBC were accepted a part of the pilot program. In its first year UPass saw a 39% increase in transit ridership at SFU and 53% at UBC. A Translink report in 2005/6 proposed to expand UPass to nine community colleges but all nine had to agree. At the 2005 municipal election Sam Sullivan said, “I will make sure you get UPass even if Translink does not want to give it you.” Since then he does not return phone calls. The revenue neutral policy has not worked.

Buses are really overloaded. Under the proposed “all or nothing” deal the cost could have been $34 per month, but if it was VCC only it would be double UBC price. (Note that UBC does make a contribution towards the cost reflecting its savings on parking provison.) Some colleges are not interested, which makes the deal hard to complete.

VCC has 11,000 students and a high percentage are single parents. 33% are also working full time. There are a lot of low to moderate income single moms upgrading their qualifications in the hope of better employment.

The basic issue for the students is access to education. The ghg figures produced by the province and Translink don’t add up. A policy change is needed. It should no longer be revenue neutral and we need to get all colleges in the region on board.

Questions

Andrew Eisenberg said he liked the ideas he had heard but asked “how will you fund it?”

Fred Bass said that there are 1.2m cars in the region. They cost their owners $9,000 a year. That works out to around $11bn a year out of drivers pockets plus $5bn in subsidies. If you could redirect 10% of that to transit we could have a good system. He also pointed out that money spent on cars goes out of this region.

Tiffany Kalanj said that there is currently a $300m surplus at Translink, but they raise the fares and they increase their own pay. What about the poor? It is not that difficult: it is just a political decision.

Dale Laird noted that at present CN intermodal ships containers from the port to their Thornton rail yard by truck. He also noted that the only way that the Canada Line has stayed within its budget is by a reduced scope. Two train sets have been cancelled and the provision of storage for spare or damaged trains at the ends of the tracks have been eliminated. Lavalin has therefore also required the removal of its performance guarantee, as these measures make it impossible for them to meet their targets.

David Cadman concluded that transit should be a wedge issue in next election. We need to get the ped/bike/transit coalition as organised as the truckers. Cope is opposed to Gateway. He also noted that Sam Sullivan had promised to roll back the previous fare increase. While on the Translink Board he did nothing to bring this about

We must stop expansion of roads to absorb traffic from the freeway expansion but Bill 43 means TransLink can overide city council and insist on local road widenings to distribute increased traffic from the widened freeway.

Fred Bass said simply “We have been screwed on transportation. It has been a robbery of our democratic rights.”