Archive for the ‘walking’ Category
It’s huge. Eight lanes wide, it was the only bridge in the region which was never associated with congestion. Until the even wider Port Mann opened. There have recently been some proposals to dedicate the centre lanes of the bridge to a linear park.
These pictures are of course all from my flickr stream where they form an album or set. I have the feeling that people there no longer read the set description – if they ever did. So I make no apology for repeating that here. By the way the set is called “Vancouver’s High Line?”
There is much talk in urban circles of finding similar linear structures to the High Line capable of being converted into public space. In Vancouver, that has centered around the Georgia and Dunsmuir Viaducts. Which in my view should simply be removed altogether to create a new development opportunity.
On the Granville Bridge people have been suggesting a new pedestrian area in the centre lanes. This seems to me to be even sillier than the viaduct idea. If I am going to walk over a bridge, I want to see what I am crossing over not three lanes of traffic on either side. And no doubt a pair of solid, unclimbable safety barriers too.
This set is of the views from the Fir Street off ramp, where there is a sidewalk on the west side, overlooking Kits and Granville Island. An elevator directly down to the Island would be good too.
In the foreground the CP railway (Arbutus Line) crossing and then the other Granville Bridge off ramp to 4th Ave. That’s West Van in the distance.
The High Line in New York is actually midblock – it threads itself in between buildings, which used to be the factories and warehouses it serves. So neither this bridge nor the viaducts will work in quite the same way. But they do provide a view down the streets – sorry Avenues in our case – they cross. Much quieter than the streets of Lower Manhattan.
Just as the High Line there are good views off to the distance. And I happen to think the Burrard Inlet is a lot more picturesque than the Hudson River, but your view may be different.
The playground is a very happy addition to this corner site.
The CP Arbutus tracks are off to the right, hidden by the trees
Count them – six lanes – on West 4th Avenue. That makes it a stroad: a major arterial road and a shopping street. I would suggest that it is a candidate for traffic calming – or maybe bus lanes for the #4, #7, #44 and #84 – but of course that would set off the same outrage we had to weather from the Point Grey Road changes. Which of course have not actually lead to the decline of Western civilization as we know it.
At one time the CP track along Lamey’s Mill Road went through here, crossed the road at an oblique angle and then swung right up towards Burrard. But then Starbucks was built which in some people’s mind ended the possibility of reopening the Arbutus Line for trams, which would connect with the now abandoned Olympic Line. But the old Sockeye Special did not come through here. That line crossed False Creek at an angle on a long gone trestle. Anyway there’s a better alternative: I will get to that in a bit.
The Fir Street ramp leaves the main bridge around here. Granville Island is immediately below. One of the features of Granville Island is the large amount of space devoted to car parking. On a sunny weekend, the line-up of cars trying to get on to the Island backs up to the 2nd Avenue intersection and sometimes beyond. Traffic on Granville Island of course moves very slowly because of all the pedestrians, the service vehicles and all those people either hunting for a parking space or trying to get in or out of one. I think a pair of elevators either side of Granville Bridge with their own bus stops would be ideal to improve transit accessibility. I am not a great fan of the #50.
This shot down the length of the railway track next to 6th Avenue West illustrates my other great idea. The Fir Street Ramp could be taken away from cars altogether and repurposed for light rail/tram/streetcar – chose your own favourite term. As you can see the trains/interurbans had to climb from here to get up to Arbutus. The alignment could be used for a level rail structure that would connect onto Granville Bridge. That also allows for grade separation of the crossing of Burrard Street. On Granville Bridge the line would use those two centre lanes with a straight shot off the Bridge to the Granville Mall (does anyone still call it that) for transfers to the Canada Line, Expo Line, SeaBus and West Coast Express. The old CP Arbutus right of way could be turned back into an interurban as a cheaper alternative than expanding the stations on the Canada Line. It could also connect to a future conversion of the little used CP tracks to New Westminster and Coquitlam, via Marine Drive Station and the new riverside developments.
I saw this on Planetizen and couldn’t resist the video
Now, we don’t have much ethanol around here, and the electricity we use is mostly from existing hydro. So some of these results from the US don’t exactly translate here. So if you can afford a Tesla, go right ahead and don’t worry about those “electric cars are not so green” articles. The only time we use dirty, coal fired electricity is when our generating capacity is stretched at peak periods. Charge up your car overnight with a clear conscience.
The ethanol they refer to is E85 (85% of the fuel is ethanol): the most we use is 5 to 10%. At one time this was only true of so called premium fuels. Now it is not unusual to see ethanol in regular fuel and you may have to buy premium to avoid it. Most cars, of course, do not need premium fuel.
While hybrid cars do cut fuel consumption, this gets negated pretty quickly if you drive with a lead foot, or use a vehicle much bigger than you need. A smart car is going to use less gas than a giant SUV or truck, even if they are hybrids. And simple precautions like checking your tire pressures and not hauling a load of junk in your trunk will also cut your fuel consumption. Walking, cycling and transit (even if it is a diesel bus) are all better for the environment – and your own health.
Life cycle air quality impacts of conventional and alternative light-duty transportation in the United States
Authors: Christopher W. Tessum, Jason D. Hill, and Julian D. Marshall
Published in the Proceedings of the National Academy of Sciences of the U.S.A.
Full text is openly available at: www.pnas.org/cgi/doi/10.1073/pnas.1406853111
I got a call this morning from Global BC, inviting my opinions for their live cable news show which only goes to Shaw customers. So if you have some other way of getting tv, this will help fill the gap. Gordon Price was in the same coat closet sized “studio” ready to follow me, for another show and the same subject. While he was talking to me I heard the feed from Burnaby in my earpiece, where Keith Baldrey was playing down the likelihood of a Broadway Subway. He said that Christy Clark has no interest at all in funding a project for a constituency that had rejected her but would probably be very willing to help Surrey get LRT. Oddly, Gordon was pointing out almost simultaneously that former Mayor Diane Watts would be able to do some of the heavy lifting for the same project in Ottawa. So no wonder Linda Hepner seems so confident that she can deliver an LRT for Surrey by 2018.
What I had to say was that she seems to be implementing Plan B – what do we do if the referendum fails? – before Plan A had even been tried. Plan A requires agreement on the question – still to be decided – on how to fund the project list decided by the Mayors before the election. In order for any package to be acceptable there has to be something for everyone. There was no doubt in anyone’s mind that if one project was seen to take precedence, that would be the death knell for any funding proposal that did not deliver for the rest of the region. The Mayors, under the guidance Greg Moore, re-elected Mayor of Port Coquitlam, have been acting very collegially up to now. Translink is not just a transit agency, so there would be some road projects for the parts of the region where transit cannot be a significant contributor for some time. And no-one was being allowed to play the “me first” card.
Actually, given the political
cynicism realism I was hearing from Baldrey and Price, perhaps this explains why Kirk LaPointe was so confident that he could deliver transit for Broadway better than Gregor Robertson. Peter Armstrong – who paid for much of the NPA campaign – must have given him some reason for believing that he would be favoured by the federal Conservatives (who featured so prominently in the revived NPA organization apparently) – and maybe even the province too.
It is very sad indeed that we cannot talk about how will build a sustainable region and meet the challenges of a world that will be sending us more people – whether we have plans to accommodate them or not. How we move to higher densities without upsetting existing residents, how more people can give up using their cars for every trip as things become more accessible and walkable, how transit becomes one of several better options than driving a single occupant car that is owned – not shared. How we have a region wide conversation on what needs to be done, and how we pay for that, in a way that satisfies a whole range of wants and needs across communities.
Worse, that is seems to be really easy to get funding for a major upgrade to a freeway interchange in North Vancouver when there seems to be no possibility of relieving overcrowding on the #99 B-Line. No doubt the new highway bridge between Richmond and Delta will still get precedence in provincial priorities. Once the Evergreen Line is finished there will be the usual protracted process before the next transit project starts moving and, as we saw with the Canada Line, perhaps expecting more than one major project at a time is over optimistic. The province also has to find a great deal of money for BC Ferries, since it seemed very easy to make a decision on the Horseshoe Bay to Nanaimo route really quickly – without any clear source of additional financing for the identified structural upgrades its continuation demands.
If the fix is really in for Surrey, who is going to find the local contribution? Assume that the feds and province pick up a third each, can Surrey cover the rest alone? Is it likely that the other Mayors will vote for a package that gives the major capital spending preference to Surrey? And if not, and Surrey does find a way to that – a P3 is always a possibility – do Surrey transit riders and taxpayers pick up that tab? Who operates Surrey LRT and will it have the same fare system – or do the rest of us have to pay more for that?
No I couldn’t cover all of that in the time allotted to me. I spent longer getting down there and back than I did talking. But these ideas and the questions they raise seem worth discussion below.
This is the third, and final, instalment on my trip to Italy. And, as is common to blogs, it’s backwards, in that Rome is where our trip began.
On the way from the gate where we got off the plane, to the baggage carousel, there were all kinds of the usual retail opportunities that airports offer, and, indeed, depend upon. One of them was for the mobile phone company TIM, that internet research had shown to offer the best value for what I wanted. I bought a SIM card for my smart phone. It cost me 30€ ($46.87) of which about half was prepaid for calls, and the rest for 2G of high speed data (and unlimited low speed thereafter) and unlimited texts for the month. I think. The clerk’s English was barely adequate and all the documentation is, of course, is Italian. I was given documents to sign, and I though I was saying I did NOT want adverts by text. But it was the reverse. I got a daily barrage of incomprehensible offers by text from TIM the whole month. But now I was not dependent on wifi, and could access the internet anywhere. My phone also has Word Lens that is supposed to translate signs and stuff, and was almost entirely useless. I needed something to translate the translations. More than once I was glad of the data link to access Google Maps and sort out not just where we were but what direction we ought to head off in. It also meant that when I booked our trip to Venice, all I had to do was show the conductor on the trains the automated text message the FS system had sent me.
We were picked up from the airport by prior arrangement, and the journey into Rome was one of the scariest experiences I have had in a motor vehicle short of actually being in a collision. Afterwards we solemnly abandoned any thought of renting a car in Italy.
This is on the street where we rented an apartment. This car is not pulling out of a side street. It is parked. It is not unusual to see cars parked on the corner. They more usually park at an angle. The corner is usually the only place where there is a space to park. As pedestrians, we found that we were always taking what in a Canadian context would be very risky activity. If you wait at the curb, cars do not stop. You have to step into the traffic to show you are serious about crossing. Even then, motorcycles and scooters will simply weave around you as you cross. Fortunately many roads are narrow and often parked up on both sides. Most urban areas have one way streets, which result in much faster speeds.
Testaccio used to be part of the ancient Roman port facilities. It was redeveloped at the end of the 19th century as an industrial area with workers’ housing, and hosted the city’s slaughterhouse.
The river was prone to flooding, and the embankment process greatly reduced access to the waterside. Look at the height of the embankment and imagine that imposed on the Richmond dykes: or the waterfronts of Vancouver. Rome had to face floods every spring as it is surrounded by mountains – as we are. The rich lived on the hills: the ghetto regularly got flooded. That changed at the end of the nineteenth century for them. I suspect that it will have to change for us too, and in much shorter order than we are currently contemplating.
Trastevere, on the other side of the Tiber, has this two way cycle and pedestrian trail. I was lucky to be able to catch a cyclist actually using it. The Lonely Planet Guide has this to say about cycling “The centre of Rome doesn’t lend itself to cycling: there are steep hills, treacherous cobbled roads and the traffic is terrible.”
We saw several of these stations, but never any bikes. The only information I can find on line is entirely negative. There were no bikes in 2011 either. Lonely Planet does not mention bikesharing.
Ancient Rome is still in the centre of the City and most is unrestored ruins. This is the Forum – a view taken from Il Vittoriano. What is very noticeable about this view of the Eternal City is the amount of tree canopy, and the absence of modern high rise buildings.
There is a connected network of these streets across the Centro Storico.
I would like to see greater use of these barriers to car use in more cities. Robson St might be a suitable candidate, with trolleybus activation of barriers/signals.
Our neighbourhood had seen some traffic calming with this protected bike lane, and bumpouts for pedestrian crossings. Though you will note the pedestrian taking the more direct, diagonal route across the intersection. I did not actually see anyone use the bike lane, but I admire the vertical stanchions along the curb to prevent any danger of dooring.
There are many famous public spaces in Rome. Below is Piazza Navona – which was at that time the subject of some dispute between the authorities and the artists who rely on the tourists for their living.
Others are very impressive spaces, but seem to serve very little actual purpose. Or perhaps had one once that has now been lost.
This is Piazza del Popolo, once the site of public executions. At least they managed to keep it clear of traffic unlike the similar Place de la Concorde in Paris.
We did use the two line underground Metro. There is a third line now under construction, but progress is slow possibly due to the huge haul of archaeological material uncovered whenever you dig anywhere in Rome. It was reliable in some of the worst traffic disruptions, but not actually pleasant to use due to the crowding and the persistent presence of piano accordion players – some very young children. Begging – and demanding money with menaces at railway stations – is a real problem. We prefer surface travel, but one trip on Tram Number 3 from Piramide (near our apartment) to the Modern Art Gallery at the other end of the line took all morning! Trams do have some exclusive rights of way – but they often have to share them with buses and taxis and seem to have no ability to affect traffic signals.
There are two “albums” on flickr of public transport in general and trams in particular. Rome used to have an extensive tram network, but unlike other cities never abandoned it completely and has upgraded some lines in recent years with modern low floor articulated cars and reserved rights of way. Route 8 through Trastevere is one the better efforts. Our local service, route 3 along Marmorata, was curtailed during our stay due to track maintenance. We did best by choosing some of the designated express bus routes, which simply stop less often than regular services, rather like the B Line. Bus stops in Rome have very detailed information on them about services – but rarely have real time information. And the sale of bus maps is a commercial activity, not a public service. In the event of service disruptions, having a smart phone was no help as no information was available in English.
We did a lot of walking in Rome. There are lots of parks – Villa Borghese for instance, which is no longer an actual villa just its gardens. And we were next to one of the nicer neighbourhoods, Aventino, sort of a Roman Shaughnessy. So we saw a lot of a relatively small area, and not very much of the rest of the city, apart from one trip out of town to Ostia Antica (fantastic) – and on a our return an overnight stay in Fiumicino, which is not really worth visiting if it were not for the airport. The biggest issue was the tourists. Many more people are travelling these days, especially those from Eastern Europe who were once forbidden to travel but can now afford to do so. They all want to go to the same places, so the Spanish Steps, Trevi Fountain and Mouth of Truth are beseiged all day. Rome of course still attracts pilgrims. If you are not one of those avoid the Vatican on Thursday mornings when the Pope addresses the faithful in St Peter’s Square and the Colosseum on Mondays when it is one of the few sites that is open. And if you have the guide book and it promises you “secrets” you can bet your life every other tourist has the same guidebook in their own language and is headed the same way. How else to explain the line up to peek through the keyhole of a locked door on a monastery – to get as glimpse of the dome of St Peters, more easily seen from a park a few metres away?
Vancouver is not going to the the Greenest City while nonsense like this is allowed to continue. The seawall around False Creek is something to be proud of. But the walking route is blocked – on the north side underneath Granville Bridge by the parking lot of the Vancouver Yacht Club. Now this might make some sense if the parking lot was fenced all round, with a locked gate. But that is not the case. The lot is open to the west and north – for vehicular access, and thus easy to use by pedestrians too. Just not this way. For a city with a transportation policy that says pedestrians come first this is utterly incomprehensible. It must date back to the bad old days of cars first and the interests of the privileged few trump those of the general public.