Policy Recommendations to Combat Vancouver Housing Unaffordability
This is a bit frustrating, but it derives from a feature of Tumblr that does not permit comments. In view of recent experience I must admit to being tempted to move this blog to Tumblr. So, to you new readers looking at this paragraph and thinking about telling me I am wrong, and then going on to insult me – and even issue death threats for being blocked – I am NOT going to allow your comment to appear until I am satisfied that you are not just another troll.
The link to this quote came up on Twitter and is very interesting: I do not know the author (Saeid Fard) but Wisemonkeysblog is a good source of useful tweets and retweets
The piece opens
There has been a lot of talk from all three levels of government addressing Vancouver’s (and the rest of Canada’s to a lesser extent) housing affordability problem. Each has taken its turn to punt the issue to another level of government. In that vane, here is a non-exhaustive list of policy solutions that would attack the issue along with a highly subjective measure of expected impact.
and there are some ideas I will pass over. But not this one
Invest in (fast) transit
Expected Impact: Low to Medium
Jurisdiction: Municipal (with Provincial cooperation)
A better transit system in Greater Vancouver would connect more affordable neighbourhoods to the core and unlock their livability. Vancouver does have natural, geographic boundaries like oceans and mountains that restrict how far we can develop, but a lot of our constraints are self-imposed. In cities like New York, you can live as far away as Connecticut and still make it to midtown in about an hour. You can’t get to downtown Vancouver from parts of Burnaby in that time during rush hour.
There are several observations that occur to me. Impact is likely better than anticipated but will take time, firstly because it is not just provincial cooperation that is needed, the feds have to come up with their third too. But even if the Yes side gets a majority in the current (we are still counting) plebiscite, it is NOT binding and what would you bet on Christy finding reasons why BC can’t afford more transit for Metro Vancouver.
Moreover, a lot of employment is outside of downtown Vancouver, and much of that in places difficult to serve with any kind of transit. But also, of course, by “fast” I think he means grade separated trains and those take a long time to build.
Burnaby actually has more, and faster, transit options, than nearly any other municipality. They have also rejected trolleybus extensions (Corrigan can’t stand the wires) and an additional WCE station to help BCIT students and workers on the Willingdon corridor get to their TriCities/Maple Meadows homes faster.
Anyway, “faster” transit may not help if the overall trip is less convenient, due to transfers, access and so on. Often what is needed is not so much faster transit as more frequent, reliable transit and better route penetration into low density areas to reduce access times. When the overall trip experience includes long walks, indeterminate waits and discomfort (no shelter, no seat, no toilets at the station) it doesn’t matter how fast the transit vehicle is. Moreover, in some cases, you also need to be able to get on and not have to watch one or more transit vehicles depart without you.
But you regular readers know that and I doubt Tumblr readers will find their way here. Will they?
Afterthought: but I was also going to say that the original concerns about suburban sprawl appeared long before freeways did. Railways – interurbans and rapid transit – spurred dramatic growth on the edges of what had been fairly compact areas from the middle of the nineteenth century onwards. I know several people who were greatly concerned that the opening of West Coast Express would turn more of Maple Ridge, Pitt Meadows and Mission into bedroom communities. I am not sure if anyone has done any follow up research on that, and the lack of a proper census probably renders that moot now.