Archive for the ‘placemaking’ Category
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.
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
This was actually my first visit to the SFU Woodwards campus: tribute was paid to Warren Gill – this was the third lecture in his honour – and he was credited with the initiative to establish SFU in downtown and in Surrey.
Attendees were encouraged to tweet using the #sfucity hashtag. I have produced a storify from them. Credit should also go to SFU for providing free wifi access. Thank you.
Chief Planner and Executive Director
City of Toronto
At SFU Woodwards
Cities are our greatest hope and our greatest risk. Vancouver and Toronto (where the mode share for transit is 23.3% for the journey to work is comparable to ours when using the Census Metropolitan Area (CMA) rather than the city.
She has identified critical success factors that are going to be necessary for securing a different future to business as usual.
Canadian cities are suburban, auto oriented. We are not as rich we thought we were. WE have a number of perverse subsidies that have led to suburban sprawl. We need to increase density to increase the utilisation of existing infrastructure. Areas that don’t change will be left behind. The legacy we are leaving our children can be seen in the weather. Echo boomers want something different whether the city changes or not.
Illustration of city suburbs “expensive mistakes”. [For an instructive comparison see also the recent SFU lecture by Charles Marohn on “Strong Towns” which is one I missed but the video has now been posted on the Stroad to Boulevard tumblr.]
In the city of the future everything will be within short distance, which means less commuting and more time for everything else. Is this vision what our suburbs might become? We continue to build suburbs. Consensus on how to change eludes us.
Three Critical Success Factors
1 the need to believe in a better future
She used the frequently cited prescience of the builders of the Bloor viaduct, which had the ability to accommodate the subway under the roadway 48 years before the subway opened. [As a transportation economist I have a somewhat different view of overbuilt infrastructure]
“I don’t get the baby platforms of the Canada Line” [I agree with her there]
Leaders don’t use polling to determine direction
2 the need to cultivate deep understanding about drivers for change
Clear coherent vision for the future essential for consensus. Walkable neighbourhood is better term than ecodensity
Learning and respect – fundamental to democracy
3 the need to engage to build broad and deep constituencies for city building
Chief planner round table
Our urban fabric
Next generation suburbs
Partnered with LEGO
One imaginative giveaway was used for on platform TTC surveys and other locations giving respondents free pack of tissues with the feeling congested? web site address on them.
80% of those polled after this exercise now agree with new funding sources for transit
[Saw this today in the National Post “I don’t much care where the money comes from, just tax me however you see fit and build, for God’s sake.”]
Belief understanding and engagement
Individual action ..every time you make a choice
Collective action .. Finding ways to shape political decision making
q Do City staff follow the advice of living where they work?
a City of TO is actually very weak at walking the talk for staff. Divisions working together on Complete Streets initiative building internal consensus. Water
q What Provincial and Federal policies are needed?
a Social housing … Regent park … Impossible for muni tax base to support affordable housing. Transit funding reward for density.
a Compare the NY subway to TTC and Canada line. Capacity!!
q Affordable housing
a Mid rise stick construction lower price point
q How to frame conversation with professionals
a Not everything worked … you have to take risks
Look at what worked best practices as reference
Right now took it in house with councillors to ward level workshops
TO has not been as ambitious as other cities to get great buildings ( “Despite the talk, it’s now clear Keesmaat has succumbed to the same timidity that has kept Toronto from achieving the greatness it so badly wants.” Christopher Hume Toronto Star)
Canadian cities do pretty well
Building is not the lynch pin
Great urbanism is about the neighbourhood not the building. [She said that we visit New York to see Greenwich Village or Soho not just the iconic buildings. Don’t say that to the people who run the Empire State Building, or Rockefeller Centre, or the Lincoln Centre. Or am I alone in being an architectural tourist?]
Profound mistakes with heritage
“I’m very concerned with the implication that sexy buildings define a city. I don’t have stars in my eyes about starchitects.”
Gehry thinks that only two buildings in Toronto are worth preserving
q Cities to watch?
a Washington DC currently mid rise but now looking at variances for high rises
Portland OR they did it in the seventies. They stuck w the plan
New York resilience legacy of Blomberg
Removing cycling lanes “Other people do dumb things too!”
Vancouver West End plan
Old Montreal “architects with a gentle touch”
I apologize for driving you to a paywalled article. Francis Bula is reporting on what Geoff Freer (executive project director for the Massey project) says about replacing the tunnel and why transit won’t meet that “need”
60 per cent of the commuters are travelling to Richmond or Surrey, the U.S. border or the ferries – so are unlikely to use transit anyway.
The chutzpah of this statement takes one’s breath away.
It is not as if the Canada Line was not already changing travel patterns in Richmond. And the introduction of useful inter-regional connections to the transit system (over many years since it was entirely focussed on downtown Vancouver) with direct service to Metrotown and Newton shows that when the transit system actually looks at how people are moving, as opposed to used to move, even ordinary bus services can be successful. When I first arrived in Richmond and had to commute to Gateway in Surrey I initially tried the #410. Then it was infrequent, with a huge one way loop through Richmond wand was always very lightly loaded. Over the years it has become one of the busiest bus services in Richmond and the only one in the Frequent Transit Network.
The other huge change was when Translink backed off the long held belief that it ought not to compete with Pacific Stage Lines and run a direct bus between the ferry at Tsawwassen and downtown Vancouver. The new service they introduced initially required a transfer to the B-Line at Airport Station, and now requires a transfer to the Canada Line at Bridgeport. It coincided with increased vehicle fares on the ferry so that walk-on traffic grew exponentially. (BC Transit had long met ferries with an express bus from Swartz Bay to downtown Victoria). The #620 now requires articulated buses and frequent relief vehicles. Just like the express bus to Horseshoe Bay.
As for cross border services, it would be easy to set up a “walk across the line service” at Peace Arch, with connections to Bellingham. There are just much more pressing priorities – mostly getting students to post secondary institutions thanks to UPass. But bus service across the line has seen significant commercial traffic with both Bolt bus and Quick Shuttle in head to head competition. Some of the casinos down there run their own shuttles too. The best thing that has happened so far on this route has been the introduction of a morning Amtrak train departure for Seattle.
What is actually needed is transportation planning that looks at the future pattern of development in the region, and integrates land use planning to meet population growth and travel needs. Strangely the desire of Port Authority for deeper draft for vessels in the Fraser River is not the first and foremost consideration. Port expansion is not a driver of economic growth. It is path towards calamity, since it is driven by the desires of a few very rich people to export yet more fossil fuel at a time when anyone with any sense recognizes that we as a species have no choice but to leave the carbon in the ground.
I think that one of the great benefits of rail transit development would be protection of the last bits of highly productive agricultural land left after the ruinous performance of the BC Liberals to date. People riding on trains get fast frequent service through areas which see no development at all, because it is concentrated around the stations. What part of Transit Oriented Development do you NOT understand, Mr Freer? Expand the freeway and sprawl follows almost inevitably.
It is perhaps a bit hard for people here to understand the idea of fast frequent electric trains that are not subways or SkyTrain, but they are a feature of most large city regions – even in America. As we saw in yesterday’s post even LA is bringing back the interurban. West Coast Express is not a good model as it only serves commuting to downtown on weekdays. All day every day bi-drectional service demands dedicated track – or at least the ability to confine freight movements to the hours when most people are asleep.
Transit to Delta and South Surrey has to be express bus for now, just because there is so much catch up in the rest of the region. But in the longer term, really good, fast, longer distance electric trains – which can actually climb quite steep grades equivalent to roads over bridges – must be part of planning how this region grows. It requires a bit better understanding of the regional economy than just assuming that somehow coal and LNG exports will secure our future, when they obviously do no such thing.