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Granville Island 2040

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Granville Island

Photo by Alyson Hurt on Flickr 

I went this morning to a workshop called “Getting to and Moving Through Granville Island”. It is part of Granville Island 2040, “a planning initiative that will set out a comprehensive direction and dynamic vision for the island’s future” organised by CMHC and Granville Island. The session, facilitated by Bunt & Associates, collaboratively reviewed current infrastructure, mobility services and travel patterns as well as seeking ideas and opinions on critical transportation elements for the Island’s future. It was a group of about 20 “stakeholders” which included local residents’ associations, City of Vancouver staff, Translink, both of the ferry companies, the local business association, BEST, Modacity and Ocean concrete.

There had been a meeting the previous day dealing with land use, and there will be many more opportunities for people who are interested to get involved. You can even Instagram your idea with the hashtag #GI2040 – which I have already done. But there’s a lot more to this idea that I want to write about.

First of all I think it is very unfortunate that the process separates out transportation and land use, since I am convinced that these must be considered together: they are two sides of the same coin. Secondly the process centres around the vision for what people want to see by in 2040, and then there will be thought about how to achieve that. I think it is immediately apparent that CMHC has its own process for deciding how to replace Emily Carr University when it relocates to False Creek Flats. This long term vision has to assume that it sorted out, and that CMHC has achieved its own objective of seeing increased levels of activity on the Island.

The workshop started with a presentation by Bunt & Associates of some recent transportation data they have collected last month, compared to data collected on the same days in August 2005. I did not take notes, thinking that there might be a handout or perhaps material on the website. So I am forced to summarise the findings without any of the figures in front of me. There has been an increase in the number of people going to the Island, but a drop in the number of cars. The increases come from increased use of the ferries, pedestrians and cycling. They conducted cordon counts between noon and 6pm midweek and a Saturday and a very limited interview survey, to help identify where people came from, how many were in the group and how much they spent. Car occupancy has increased. The Island is now also on the itinerary of the Hop-on/Hop-off service which wasn’t the case ten years ago.

There were some very obvious weaknesses in the data. For instance, transit passengers were only counted at the cordon when they got off the #50 bus. It is my observation that many people walking into Granville Island have come from the bus stops at the southern end of Granville Bridge. While some of that “multi-mode” travel is apparent from the interview survey, it is not like a trip diary. There were also no counts in the evenings, when the use of Granville Island shifts considerably to the theatres and destination restaurants like Bridges and Sandbar.

There were the usual workshop activities of putting sticky notes on maps and talking in breakout groups, and some of the common ground was apparent early on. Reuse of the abandoned Historic Railway to connect to the mostly empty parking lots and Olympic Village station, for instance. By 2040 that may even extend to the tram envisioned for the Arbutus Corridor, and even if that can’t be achieved by then, the Greenway linkage to the Seawall was a favourite too. Currently while pedestrians and bikes have a few options, vehicles have only one, and I am relieved to report that no-one thought there should be more. In fact the traffic count shows that the current four lane access is excessive, and could be replaced by two lanes with the space better utilised by dedicated bike lanes, wider sidewalks and possibly a tram line.

The idea I want to examine in a bit more detail was popular with the transportation people, but might have some resistance from the “Islanders” i.e. the people who work there everyday. But I will get to that later.

Google Earth image

The need for a pedestrian bridge

There is a 50 meter channel between the east end of the island and the separated pedestrian and bike paths of the seawall. There is very little boat traffic into the pocket of False Creek: the main exception being people in kayaks and dragon boats using the docks south of the Community Centre.

My first thought was that the almost useless Canoe Bridge at the other end of False Creek could be relocated.

Canoe Bridge

But it is both too short (only 40 meters) and has that really ugly support in the middle. I also dislike the fact that the entrances onto the bridge are narrower than the middle, which seems to me to be utterly pointless. I also wonder about the flat underside, and whether an arched bridge might be better both operationally – for boats given rising sea levels – and aesthetically. My inspiration is from one of the newest bridges in Venice, Ponte Della Costituzione also known as Calatrava Bridge after its designer.

Ponte Della Costituzione

This is much too big for our location – 80 meter span and up to 17.7 meters wide in places. But you must admit it is very beautiful: in fact it well illustrates my dictum about a lot of architecture – it looks pretty but it doesn’t work very well. It has a lot of steps, some of them very steep, which makes it a barrier to people on bicycles (intentionally) and people with disabilities.

Actually bicycles aren’t permitted anywhere in Venice, but although this bridge might present a challenge, evidently not enough of a challenge, hence the presence of the local plod.

Ponte Della Costituzione

No, I don’t know how often they have to be there, but they did have quite a few folks to talk too while I was there.

The lack of accessibility meant that as an afterthought a suspended gondola was added

Ponte Della Costituzione

and, unsurprisingly, was out of order at the time of our visit. Wikipedia notes “The official budget for the project was €6.7 million, but actual costs have escalated significantly.”

However, I am pretty sure that someone can come up with a better design of a bridge for the 50m gap, and a way of ensuring that it is not a cycle freeway, but a gentle stroll for pedestrians. The reason is not that I am anti-cyclist, merely tired of the constant aggravation of the “shared space” on the seawall, which the City is now dealing with. It is also essential to the mandate of Granville Island 2040 that none of the Island becomes a through route to anywhere. One of the reasons that mixed use and shared space has worked so well here is that the Island is the destination. It is an exercise then in placemaking, not making through movement faster or more convenient. Indeed unlike so many places in Vancouver which now advertise “this site may have an antiloitering device in place” we must come up with lots of ideas to implement loitering devices – things to encourage people to linger. Or as Brent Toderian likes to call them “sticky places”.

There is one such place now at what would become the landing place of the new bridge. Ron Basford Park is one of the few quiet places on the Island, where people who work there seek peace: somewhere to have a picnic lunch or breastfeed their babies. It is the end of the Island and there is a footpath around its perimeter. I think it is quite possible to design the end of the proposed pedestrian bridge to ensure that this peace is preserved. If the bridge is used as way to get people on bicycles on and off the Island more quickly, there will be considerable conflicts at both ends. But Ron Basford park is also home to amphitheatres: there are concerts and all kinds of activities at other times.  So the Granville Island management is going to have to display some pretty nifty consultation expertise here.

Granville Island is a unique place. It seems to defy all reason and logic, but it undeniably is very successful as a destination, and whatever happens will need to preserve as much of the place’s eccentricity as possible. Or even enhance it.

As Dale Bracewell remarked at the end of the session, Granville Island actually needs several transportation plans for different times of day, days of the week and times of the year. In the summer, the Island attracts at least half of its users from the rest of Canada and other countries – people who probably only visit the Island once. In the winter, the Island – and its market in particular – is the place that most people in the vicinity rely on for groceries. As the residents’ association rep pointed out, they are the people who keep the market going in the winter. There will be further traffic counts later on in the year, to measure the different pattern that emerges when tourists are a less significant part of the mix. And, of course, there will need to be some reflection of what happens once the University leaves: there are around a thousand students now, plus staff and support workers.

There were some hints about how the land use will change. The buildings underneath the bridge, currently used as parkades, are likely to be repurposed. The area at the west end of the Island, currently where there is free parking for the Public Market, will likely see reuse that better utilises its location. But all of this depends on getting more viable choices for transit. So the other really important idea is the installation of elevators up to the bridge deck with new bus stops. Sadly, the City is still wedded to the notion of a centre median greenway – which is utterly daft. The reason people walk over the bridge is the view. No-one is going to want to walk a long way across the Island and the creek with no view other than four lanes of fast moving cars!

Written by Stephen Rees

September 9, 2016 at 6:23 pm

The Ridge Redevelopment

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The Ridge

This is a new development that has recently been completed on Arbutus Street at 16th Avenue in Vancouver. It replaced a string of mostly single story small stores, the cinema and a bowling alley.

The Ridge Theatre

Here is what it looked like in April 2012. The only thing that has been kept is the sign, now above the entrance to the condominiums, around which the City Market has wrapped itself. The store occupies the most of the ground floor and has parking underneath.

The service road in front of the block that used to provide surface parking has become an open plaza currently being used to display seasonal offerings. Like the lower level elevator lobby to the parking, the goods on display appear to be just available for the taking, though I assume there must be some surveillance. The store has its own elevator to the parking level (P1)  the condos have their parking on the lower levels, with the own elevator.

The overall development is only four storeys which I assume reflects the cost of providing underground parking. Two surface lots on adjacent blocks north west of Arbutus, which used to be part of the parking serving the site are now closed off, presumably for more redevelopment. Access to the underground parking is through the rear lane, whose access and agrees at each end has been rounded off to deter left turns.

There was no requirement to replace the social function provided by either the cinema or the bowling alley, both of which were going concerns, if not as financially attractive to the land owner as the offer from Cressey. The City Market is a newish Loblaw offering but with more prepared food and organic produce, aiming at the Whole Foods/Shaughnessy market. They are not competing on price with the established food stores. It is a franchise operation, run by the man who used to have the Extra Foods store in the same location.

Certainly progress in terms of densification if lacking in the diversity of uses apparent in the older picture. Consistent with the aim of increasing population in what is essentially an inner suburb, but with little opportunity for any social interaction other than retail. The City Market does have a small cafe, with real gelato even in November, and I suppose that might spread onto the patio in summer. But I do not see this as much of a destination, or especially urban.

This block, with the gas station on the other side of 16th, marks the end of what is almost continuous retail down to Broadway. There is single family residential from here to King Edward, then multi family and a small mall with a large Safeway. And that is the next major redevelopment site.

Arbutus mall

Again, this will become condos over ground level retail with underground parking. Though some of the old ladies in my building wonder about how they will deal with ground water here, as the back of the lot used to be a swamp that was filled with sand to allow for development.

And, in case you notice any difference with formatting in this post it is the first time I have used the WordPress app for Mac.  

Written by Stephen Rees

November 27, 2015 at 1:21 pm

“Ecodesign for Cities and Suburbs”

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Yesterday evening we attended this free City program lecture by Larry Beasley and Jonathan Barnett. The large room was full and in his introduction Gordon Price said that bookings had filled up over the weekend after it had been posted late one Friday afternoon, something that had never before happened.

The event was video recorded is now available on YouTube

Here are two extracts from the SFU City Programme site announcement

A couple of North America’s best urban designers have distilled two careers’ worth of knowledge into a new book:Ecodesign for Cities and Suburbs. The SFU City Program is pleased to host both Larry Beasley and Jonathan Barnett for a lecture that will explore the important themes from their book and their experience.

Come learn how cities can reshape themselves to limit global warming, re-energize suburban commercial corridors with bus rapid transit, reclaim wasteful transportation infrastructure for public amenities, and make cities more attractive for family living.

Specifically, Larry and Jonathan’s talk  covers the following:

  • Solutions for a city’s environmental compatibility
  • Diversifying movement choices
  • Urban consumers’ aspirations for quality livability
  • The pros and cons of community amenity contributions

About the Speakers

Jonathan Barnett is an emeritus professor of practice in city and regional planning, and former director of the Urban Design Program at the University of Pennsylvania. He has extensive experience as an urban design consultant as well as an educator, and he is the author of numerous books and articles on the theory and practice of city design. Along with his PennDesign colleagues Gary Hack and Stefan Al, he teaches an online course called Designing Cities, available on Coursera.

Larry Beasley is the “distinguished practice” professor of planning at the University of British Columbia School of Community and Regional Planning. Along with Ann McAfee, he was the long-serving co-director of planning in Vancouver during the transformative years for the core city. He now teaches and advises cities around the world through his consultant firm, Beasley and Associates. He has been recognized with an outstanding alumni award and an honorary doctorate degree from SFU. He is also a member of the Order of Canada.

The event was a book promotion but was sponsored by Concord Pacific. There were copies of the book for sale at the back of the room and most of the illustrations used in the presentation were taken from the book. I was somewhat surprised to hear that the two authors had not physically been together during the book’s writing. I was also expecting – given the title and indeed the predominance of the design community in the room – that the content would be mainly about design. The term “ecodesign” was apparently coined by Kim Yang an architect from Singapore applied to buildings. The authors stated that they were applying it to cities. There was almost no reference to design thereafter.

Most of the talk from both presenters was about policy and implementation – and much of it concerned transportation. Very little of what I heard was either new or even very remarkable. Much of it would be very familiar to readers of this blog, and I feel that it would be pointless for me to type out the extensive handwritten notes I made during the presentation, which would be my normal mode of operation. As noted above for those who could not get in last night, there is the youtube video which is both more accurate and less coloured by my opinions.

I was also very surprised that both presenters read slabs of text from their book to top and tail their presentation, and while they did so the screen displayed what they were reading. Larry Beasley did not appear to have noticed too that there were slides to go with his opening introduction. Given that he is an educator, Jonathan Barrett’s presentation style was not exactly sparkling either.

In the section on mitigating the impact of climate change they concentrated on sea level rise – or rather the way that storm surges amplify that issue. They used New Orleans as one example. There is indeed a design issue here – as the US Army Corps of Engineers has now admitted. They also referred to the Thames Barrier in London, which was installed in the 1980s, long before sea level rise due to climate change was in the political cross hairs, but was said at the time to be a response to the south east of England slowly sinking. At least, as an employee of the Greater London Council at the time, that is what we in the Department of Planning and Transportation were told. It has apparently been raised far more often than was originally intended and will be inadequate by 2030.

I was also somewhat taken aback by a slide which showed a “regional solution” – which was not actually described in detail but shown on a map as red lines across the Juan de Fuca Strait and the outlet of the Salish Sea at Port Hardy. It was said that this would require international co-operation. Quite how the ports of Vancouver, Seattle and Tacoma would continue to operate was not revealed.

Larry Beasley’s section on how to get buy in from the suburbs was all about “experiential planning and urban design” by showing examples of what has worked in other places. By that he meant that people “spontaneously and of their own accord buy in to sustainable and more interesting practices” (as though the High Line had not been skillfully promoted for years). The book starts with examples and then tries to extrapolate common themes rather than starting from a theoretical construct. All the examples were familiar and a lot of them I have my own pictures to illustrate. Not Cheonggyecheon or Boston’s Big Dig, I’m afraid.

Promenade Plantee in Paris

Walkers and runners

Highline New York

More people
Times Square


Herald Square

Herald Square

False Creek North (Yaletown)

#1 Public space in Canada

The big challenge will be the suburbs, and change there will of necessity be incremental simply because the area they cover is so large. Cars will continue to predominate travel for a long time even though traffic congestion is a symptom of “suburban dysfunction”. Growth boundaries are essential and work but behind them is business as usual. Tysons Corner VA was cited as a good example where an extension of the Washington Metro will facilitate TOD, but for others places Bus Rapid Transit was actually referred to as a “silver bullet”. But not a B Line as we know it.

I must admit I was a bit taken aback at this assertion. The 98 B Line was actually quite close to BRT standards on part of No 3 Road and might have been convertible to LRT had the province listened to what Richmond actually wanted. Within Vancouver, of course, the City’s Transportation engineers insisted that no bus priority of any kind was acceptable. And Linda Meinhardt ensured that parking along the curb lanes and access for her deliveries would never be compromised.

So the solution to our problems is – they said – adopting more generally the regulatory and management techniques pioneered by Ray Spaxman, the collaboration and public engagement as practised by Anne McAfee and regulatory reform which would expect rather less from Community Amenity Contributions than the current practice here.

I did not stay for the Questions and Answers. Sorry.


Why can’t we be like Zurich?

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I retweeted this video this morning and as I sat watching it, I kept thinking about that question. Or perhaps we just need to rephrase: when Vancouver grows up, it will be like Zurich.

The bit of history that I think is important that is not mentioned in this video is about the trams. It is part of a European awakening. Cities like Amsterdam seriously considered replacing their trams (streetcars) with a subways. Others used a technique they called “pre-metro” to put the trams underground in city centres. And of course what happened in every case was the traffic expanded to fill the space available. So they stopped doing that. Places like Strasbourg designed the trams to be a desirable part of the city, not just a regrettable necessity. There is a lot about public transport in North America that reminds me of other public conveniences.

The same thing also happened in Toronto. When the Yonge Street subway opened, traffic in the City Centre increased because there were no longer streetcars on Yonge getting in the way of the cars. It might be significant that Toronto still has streetcars. It is also very significant that while the planners (transportation, urban and regional) all now think in terms of surface LRT, Rob Ford wanted a subway.

Some people have even referred to the referendum as Vancouver’s Rob Ford moment. And even Daryl dela Cruz is convinced that the choice of LRT for Surrey is increasing the No vote there.

In Zurich they did plan on a subway system. But the costs were astronomical. And they already had a tram network as well as really good railways, which provided both suburban and intercity services. The Swiss are very well off, of course, and Zurich is the centre of financial services. But they are also very keen on democracy and civic minded. An American in that video almost cannot believe that government can be genuinely concerned about people.

I have often thought that the reason we like SkyTrain so much here is that it keeps the transit out of the way of the cars. An elevated structure does provide a more attractive ride than a tunnel – and is considerably cheaper. But it also has an impact on area through which it runs. Not as horrible as the old elevated railways – which may have been taken down in Manhattan but are still the dominant mode of the New York subway in the other borros.

El Queens

I wonder if in some future Vancouver, having finally got up the courage to rip down the viaducts we will start planning to get rid of the SkyTrain structures. Or perhaps turning them into High Line style parks. SkyTrain of course has to grade separated because of the LIM rail.

The British method of light rail is to use old railway lines wherever possible, but on street running in town centres. In Paris even though there is a disused Petite Ceinture railway line parallel to its route  – grade separated at street crossings – the new T3 runs in the centre of the boulevard. The “art of insertion” is actually just removing space that is now taken by cars (moving and parked) and replacing it with people. Lots of people.

New tram station under construction

Here we seem to be much less concerned about people. The Cambie Street line had to be underground because the City had designated much of the route as The Heritage Boulevard. A broad strip of grass with some large trees. Not actually usable. No one plays on it, or sits watching the cars speed by. There are no couples strolling hand in hand on those lawns. Cutting down trees for a transit line – or widening the Stanley Park causeway – is a red flag. Oddly, not for wider sidewalks and bike lanes apparently.

The other thing I noticed about Zurich’s city centre was the absence of towers. This is also common in much of Europe. In cities like Rome or Florence the centro storico is four to six stories maximum. Unless it’s a cathedral or something. Paris does have towers – but only one at Montparnasse which is widely derided or clustered in La Defense (which is the location for shooting dystopian SF films).

You will also note that the film concentrates on the decisions to limit parking and the volume of traffic allowed into the centre.

One other thing that needs to be said too is that the Swiss are very particular about who they let in to live there. I haven’t looked but it seems to me highly unlikely that the Zurich region is planning on absorbing another million people in the next thirty to forty years.

Haven’t I written all this before?

Written by Stephen Rees

March 27, 2015 at 10:31 am

Toderian and Montgomery on The National

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I need something hopeful. The debate over the “transit tax” is debilitating. So this big chunk of last night’s CBC tv news cheered me up this morning. I know that here I am preaching to the converted, and I must admit I do not watch tv news late in the evening. Good thing about this being on YouTube is you can watch it anytime and pass along the link.

I would like an escalator to Kerrisdale please, but leave me Ravine Park for the stroll back. Or add a slide.  A few bike escalators would get me riding again I think. So far there is only one in Trompe, Norway.  Gondolas for SFU – but why not New West or North Van too? Escalators should go in there too, of course. And can you imagine the row if someone dared suggest improving access to/from Wreck Beach? But we seem to tolerate the continued existence of a wide divided highway around Pacific Spirit Park. (From the video above “If you build a wide road people will drive faster…”)

We have been waiting for the sad old Arbutus shopping centre to be transformed into a mixed use hub for many years. The locals just grumble about what it would do to the drainage. The existing “recreation centre” in the basement of the mall looks like it may close as all the strata councils are considering dropping support due to lack of use. That shows me that we really have not yet figured out how to build public facilities yet. I think that also underlies the intolerance of the Poodle on the Pole on Main St. Why cannot people laugh at it? We seem to understand the laughing guys of Denman and Davie. But if you want to offend people, put a misaligned head of Lenin into Richmond. Actually, go look at the Oval and the area around it to see what not to do in our suburbs.

Written by Stephen Rees

January 29, 2015 at 8:28 am

Healthy City

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I saw this on PriceTags and was instantly enthralled. I haven’t tried to embed a facebook video on here before – and over there it did look a bit different. But the reason for posting this is as an antidote to the sort of scoffing we hear far too often here about initiatives like allowing city residents to keep chickens in their back yards.

This blog tends to get embroiled in transit and transportation but that is actually only one small part of what makes Vancouver such a great place to live in.

I took these pictures yesterday at Kits Beach which have nothing to do with food, but everything to do with Vancouverism

Kits beach

Fog Rolling Back In

Written by Stephen Rees

January 27, 2015 at 4:27 pm

Posted in placemaking

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Transportation Referendum: Lessons Learned from the Front Line

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First of the 2015 Rethinking Transportation: New Voices, New Ideas series of lectures sponsored by Translink at the SFU downtown City Program. This talk was also live webcast and is  available on youtube. I have also created a Storify from the tweets that carried the #movingthefuture hashtag.

Carl Guardino is the president and CEO of the Silicon Valley Leadership Group, a public policy trade association that represents more than 385 of Silicon Valley’s most respected companies.

He also serves as the chair of the California Transportation Commission, an independent public agency responsible for programming and allocating of funds for the construction of highway, passenger rail and transit improvements throughout California.

The sub headings are his own. He spoke without visual aids.

1 “Confessions”

He opened by talking about how much he loved Canada, having visited Vancouver “five or six times …and it never rained”. He said he was a political scientist (“the only real science”) a “public policy geek” and concerned not just with transportation but placemaking. Transportation is the skeleton on which we build the body of our communities. He was proud the innovative housing trust fund the SVLG had set up using a $20m fund to leverage $200m of investment. They had intended to house 4,800 individuals and families who could not afford housing in Silicon Valley’s expensive real estate market. Since 1999  they have now housed 20,000 families and individuals. He recalled the first city meeting he had to attend where he spoke last after a large number of opponents to the plan. He he was thinking to himself “One man, armed with the truth, is a majority.” He managed to persuade the city to proceed despite the opposition, and when the first project opened, the opponents came up to him at the ceremony and said: if we had known what affordable housing looked like, and what the people who need affordable housing looked like, we would not have opposed the proposal. The trust seeks to house three groups, and divides its tenants into roughly equal thirds: the homeless, those who need affordable housing (i.e. low income) and first time buyers. Out of 250 proposals they have only lost 12.

2 Context

SVLG was founded by David Packard (of Hewlett Packard fame) who called together 38 CEOs of companies in the valley many of whom were competitors. He stressed they shared common ground in the well being of their community. They now represent 390  employers with annual revenues of $6 trillion, all concerned with making their region a better place. They have taken part in five transportation funding measures, each of which became a magnet for regional, state and federal funding. “We were the first” – just as the Vancouver region is the first to have a funding ballot for a regional sales tax increase to pay for transportation improvements.

In 1984  the first measure was a ten year, half cent sales tax increase for specified improvements which raised $1.4bn in local funding. Each of the improvements was delivered on time and on budget “except those which were delivered early and under budget…. Promises made, promises kept.”

3 Common Ground 

The proposal included annual audits of the funds raised and spent, which were kept segregated from other funds. A watchdog committee was appointed to ensure accountability. The same structure was used for the 1996 campaign which looked a lot like the set of projects in Translink’s plan. There were 19 projects over nine years spread over all transportation modes – roads, transit, cycling and walking.

He has been impressed by the broad base of the coalition he had been speaking to that day. (This was the fourth discussion he had had – each different. And delivered on Martin Luther King Day, a public holiday in the US.) He stressed that opposition is important to a functioning democracy. “I hate taxes. I hate traffic more.” It was important to “wisely invest in the future”. The opposition continues but over time “build that trust, keep your word”. More California counties have followed suit until 80% of the state is covered by these voter supported initiatives accounting for 50c on every dollar invested in California transportation.

4 Commitment

“We can sit back and be enraged or stand up and be engaged.” There are now 55 days until the ballot starts and 75 days of voting to speak to the electorate. One million more people are coming here in the next 25 years which means there will another 600,000 additional weekday trips on an already congested system. Business CEOs have to “get into the game and move the ball forward” not just shout encouragement from the sidelines. They need to mount in house information campaigns – not telling people how to vote. It was important that people hear from their peers – students talking to students, for example

In the most recent campaign they had budgeted for a $1.6m fund: campaigns demand “time, treasure and talent”

5 Courage

A campaign is a marathon, not a sprint. You are running an Iron Man. I have immense respect for you: you care enough to work for it or are concerned enough about to want to learn more. We have won nine of ten campaigns. I am always asked what I learned from the loss. I hate losing. We worked as hard on the campaign we lost as those we won. Win this campaign, build a better Vancouver then invite me back. You are building for your future and that takes time. You are in it for the long haul.

Q & A

Q  Why doesn’t transit run 24 hours a day, seven days a week?

He politely declined to answer the question as it is outside his knowledge. He did point out that we are similar in size and population to Silicon Valley, but we have a higher percentage of trips on transit/walk/bike – and the climate in California is better.

Q  What guarantees are there that the projects will be built? You spoke of a skeleton which suggests that we have to build on what we have. Would courtesy transit be viable?

Silicon Valley is a lot more sprawled than the Metro Vancouver region. We do not provide free transit as the farebox helps pay for the service. Roads are subsidized too. We all benefit from their improvement.

Q about the campaign

Silicon Valley is comparable in size: the campaigns we are talking about did not apply to the whole of California. We chose to take command of our future as the federal and state governments were not getting the job done [applause]

Another Q about this campaign

There was a football game this weekend. I doubt the team coaches exchanged play books before the game started. This meeting is open to all and being webcast so I am not going to share what we discussed at the meetings earlier today. It is essential that everyone be engaged, but we all care about different aspects – cyclists care more about bike routes than buses. Employers are more concerned about how their employees can get to work in reasonable time and cost which plays heavily into employee retention. We must speak to the concerns of the community but I will not address strategy or tactics here. We started much earlier than you did, but we also had to deal with a skeptical media. The annual audits, sticking to the declared schedule and not co-mingling funds brought about a greater degree of trust. Our tax expired when the projects were done and all the commitments were met.

“I have never yet seen a government that everyone thought was great.”

Q We did not make the choice [to have a referendum]. It was forced on us. Is there a term on our sales tax?

See the language on your ballot. We had sunsets but Los Angeles, which faces far bigger problems, had an open ended approach

Q Disputed the statement that there is not enough transit. The questioner used it regularly without issues. He also felt that the No campaign was being under reported

This morning’s Vancouver Sun story was 90% unflattering. The coverage in general seems to be even handed.

Q related to Urban Farming

“You have me stumped”

Q The voice of youth has been under represented. The No campaign speaks for older voters, who are more concerned with no tax increase than better transit service. How do we bring in students into the campaign?

Students do not vote as often as they could. First get them registered to vote, so they get a ballot, then make sure they fill out and post the ballot.

We started two years before the vote – and before the recession hit. Once that happened the question “Can I afford it?” became more important to the voters than “Is it worth it?” We also had to get a 2/3 majority.

Q Issue for small businesses – included a remark that the opening of the Canada Line helped the questioner’s business

Often our approach has to be one of balance. Yes the cost goes up but the benefits are real and measurable. Neither the state nor federal governments were investing in transportation at a time when there was increasing demand and there was a clear cost due to the resulting congestion – and that is a real cost we all pay. We do a lot of polling and we have to be hypersensitive to what people are willing to pay. We found that a small sales tax increase was much more acceptable than larger (but revenue equivalent) increases to gas taxes or tolls.

Q There is no accountability here: the Compass card was cited as an example as well as underperforming bridge tolls

Q About specialised services for People with Disabilities

These were included in all four transit packages

Q Does your state still build roads without ballots?

California is at present adopting a band aid approach. They are not spending enough to meet growth nor local priorities. They are constraining spending to be barely enough to maintain the system.

Q Turnout? What about misinformation from the opposition? We tried to inform students recently “not many stopped at our table”. “We haven’t got enough detail about how the proposals will impact our students.

If they didn’t stop at your table maybe you should make your table more attractive – free chocolates? Or get out from behind the table and go talk to people.

Most of the campaign should be about your message. When someone posts misinformation, set the record straight. But if they are posting to Twitter and only have three followers, it may not be worth getting into an argument.

Q Does your experience with a series of successful ballots mean you are now locked in to doing this forever? Higher levels of government are probably quite content for you to take all the heat and pressure off them.

Washington DC is dysfunctional. Our measures do matter a hoot to them. The dysfunction is widespread and affects most programs not just transportation. We have found that when we had funds in hand and approached them for matching amounts we got a better response than we we simply asked for them to do something for us. We have formed a Self Help Counties Coalition to build on success and the federal government now often builds in a local match requirement in many programs. “Yes, they should do more, but  I can’t change their mind on that.”

“What’s in it for me?” is always top of mind

Pavement maintenance and rehabilitation spending now requires that local government maintains its previous levels of spending for the prior three years. This ensures that funds raised by the initiatives do not supplant existing funding but supplement it. The Pavement Condition Index must equal at least 75% to qualify for funds, and cities that are at 90% can use the funds for improvements on other things.

Q A planner asked how the campaign included planning

We bring them to a safe space and get them to talk to us as professionals. They have a huge say in what we do. Their local knowledge is essential to our regional challenge.

Q How do we make the shots they take work for us

“Come let us reason together” is the ideal. Stay factual, provide data and if you don’t know the answer, admit it. I have never yet seen a 100% vote in favour of anything in a true democracy.



I was really impressed by the style and clarity of the presentation, and the politeness with which all questions were dealt with – even when it was quite obvious that the questions were being directed at the wrong person. He was universally polite and good humoured throughout. The people who brought him here on a holiday weekend and exploited him so relentlessly owe him big time.

Despite all the similarities in the situation, BC is not California. That is the place where voter initiatives and “direct democracy” took root – mainly as a taxpayer revolt. This of course is as popular as the Boston Tea Party. Which was not actually so much about taxes as the lack of representation of colonists back in Westminster. But the idea that people hate taxes is a very old one, but not nearly as universal as might be supposed. Peace, order and good government is a collection of desiderata that at least implies a willingness to pay for the support services that provide that. We do not have the same deeply held and misguided faith in the value of personal responsibility as Americans. Remember that the US is the only advanced country on the planet that does not have universal healthcare. Proposition 13 was the start of the tax reduction movement which required a shift away to much lower service standards and a much greater reliance on fees and charges. Right wing governments at both provincial and national levels here seem eager to follow the example, but what was as equally clear after Proposition 13 was the collapse of civil society, the abandonment of many valuable programs and the continuing shift towards ever greater inequality.

Most of the people who spoke against the sales tax increase stressed its regressive impact on the poorest people in our community. The sales tax increase is not the best idea, merely the best of a bunch of poor alternatives. We have to improve our transportation system and the Massey Tunnel replacement is not regionally a high priority. It is obvious that most people here would not vote to increase their taxes to pay for a new bridge – or a new interchange in North Vancouver. We are also not being consulted on our willingness to help pay for transit in Kelowna – or another lake crossing there. People in Greater Vancouver already pay taxes to support transit in every other place in BC that has it, and we cannot understand why there is not reciprocity. The value of Greater Vancouver to the economy of BC is not in any doubt, yet fails to get mentioned whenever essential service improvements are needed here.

The province of BC continually pleads poverty, yet has no problem at all in funding freeway improvements. There is always money for tax reductions for the wealthy and for highly profitable corporations, who appear to be able to dictate terms to the province whenever they want to exploit our raw materials and natural resources, and never take any responsibility for the damage they cause.

The referendum must not be viewed as a popularity poll for Translink or the provincial government. Voting no on principle will hurt all of us. Voting no on the grounds that “Translink cannot be trusted” is simply falling for the three card trick that Jordan Bateman thinks he is so clever at. But he knows that the savings he claims are available are nowhere near enough to meet the necessary expansion. He also knows that “value capture” (building permits and development cost contributions) are already spoken for and the Mayors have made clear that yet another hike in property taxes to pay for transit is not acceptable.

The advice provided by the gentleman from Silicon Valley is critical to win the plebiscite. But we must not let our province become another California, nor our country a pale imitation of the US. We must win this one, then get on with the essential task of removing Stephen Harper and Christy Clark from office.

Written by Stephen Rees

January 20, 2015 at 4:42 pm