Stephen Rees's blog

Thoughts about the relationships between transport and the urban area it serves

Posts Tagged ‘Community Energy Planning


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Sorry about the shouty headline: the UVic Press Release uses all caps and my WP editor lacks a ‘change case’ key. This actually came to me from a tweet. You do follow me on twitter don’t you? There’s now a handy widget over there on the top right if you need it. Some of the tweets do get repeated by facebook, but not many of the retweets. And quite a lot of stuff that I see does not get blogged these days, especially since Twitter changed the way retweets are done that now can include commentary. Today, for the first time, I was able to retweet something with the terse comment “Horseshit!” – something, I now realize, I have wanted to do for a long time.

Climate research – and the long list of projects – is all very worthy, but I am afraid I am very much unimpressed. And I am also a bit inspired by a post in the Tyee which sets out the progressive manifesto 0f what needs to be done once we have got rid of Stephen Harper. So while the Pacific Institute for Climate Solutions (PICS) is doing its five year research project here are some things that we need to be doing right away. That is because action on climate change is now urgent. Like The Man said “We don’t have time for a meeting with the Flat Earth Society“. We do actually know what needs to be done and, sadly, these things seem to have slipped through the PICS net.

First note that they are hung up on gee whiz technology. We don’t actually need any of that. There’s a whole bunch of stuff that we know about, familiar technologies and techniques that are held back simply by a combination of out of date policies and inertia. BC Transit was forced to waste money on hydrogen buses (whatever happened to them? I asked BCT but they have yet to reply) when we knew plenty about trolleybuses and extended range hybrid dual powered buses too. Nothing was learned from that five year demonstration project other than it is possible to truck hydrogen across the continent and convince yourself that you are helping the environment.

Transportation and the Built Environment are treated in the research list as two separate programmes. I wonder if the researchers will talk to each other over lunch sometimes? Because we all know that land use and transportation are two sides of the same coin. The best transportation plan is a good land use plan. The best way to save energy from transportation is to cut the need to make motorised trips. Community Energy Planning should have become mandatory fifteen years ago, but Glen Clark shut down the Energy Efficiency Branch of MEMPR – and forgot all about the BC Greenhouse Gas Reduction Program. Most of the advances that we are going to see in the field of transportation will come from a combination of information technology and deregulation. (See Bridj below) There’s a great deal we can do to make better use of what we have but the rules and regs get in the way. Like bike helmets, for instance. By the way did you know that the researchers who did the study that supports BC’s current helmet law have themselves repudiated that study? Protected bike lanes work better to both save lives and encourage bike use – and they are amazingly simple to introduce. As The Lady said, if you want to see change, do it quickly. The Burrard Bridge case is as convincing as any that chaos will not ensue.

Most of the change we need will start happening once we stop subsidizing fossil fuels. Indeed it is quite remarkable how much change is already under way, despite billions of dollars propping up what will soon be a dying industry. The tar sands are already uneconomic, and unnecessary, just as LNG export is a really stupid proposition in the present market. So stop throwing money at oil and gas, and you not only free up some fiscal headroom for sensible policies, but you also give the market the sort of signals it would have got if you had stuck to your guns over carbon tax. Ditch revenue neutral as a policy objective there, keep jacking up the carbon price and spend the proceeds on public transportation – local transit and high speed electric trains for longer distances. Electrify the main corridors straight away (Toronto – Ottawa – Montreal, Edmonton – Calgary) and then start building new high speed railways as cancelling freeway expansions permit. Maybe by then the Americans will have started to catch up with the rest of the world, and we can talk about Vancouver – Seattle – Portland.

What I do see as problematic is that we will probably be better at civilizing the suburbs than getting real change in urban areas, where many more people live in multifamily buildings. It’s pretty easy to put up your own solar panel, and put both a Tesla car and a home battery in your own garage. If you can afford it. It is going to be much harder to get equivalent changes in condos, though co-ops seem to be doing better with things like bike storage. Public housing, of course, has to go back on the agenda. It is not enough to make the existing housing stock more efficient when so much of it is out of range of the middle class, let alone the people who struggle on unlivable wages and such welfare assistance as survives. I do not see any work being done by PICS on environmental justice. But make no mistake, we do have to tackle the issue of the lack of jobs in range of affordable housing in transit deprived areas. We do need to think about how our energy policies can be used to create better employment prospects for our own population rather than simply looking to exploit export markets for barely transformed raw materials. “Researchers will also identify opportunities to substitute timber products for carbon-intensive steel, concrete or plastics used in many sectors, including the building industry.” Start first by banning the export of raw logs to ensure that there will be some local industry to produce these wonderful things.

I am really against spending so much on building technologies – where the potential savings in fossil fuels in BC are limited – when you have no plan to tackle the major user of liquid fuels – personal transportation. Again, we know that old fashioned ideas like trolleybuses, trams and interurbans – even diesel buses, for goodness sake – produce far less ghg per passenger kilometre than single occupant internal combustion engine cars and trucks. So we really do not need any more research on  “the distribution potential of alternative fuels including compressed (CNG), liquefied (LNG) and renewable (RNG) natural gas.” Even if every car could be electric, zero emission at a wave of a magic wand we would still have all the present problems of traffic, road deaths and urban sprawl. There is even less saving in ghg in having a carbon zero or even positive reduction in CO2 building if it is stuck out in the middle of nowhere – and everybody is driving to and from it! On the other hand, increasing bus service frequency and reliability – mostly by paint on the streets – is a well established technique for increasing transit use – and it doesn’t all come from cannibalising walking and cycling. Much of it comes from unpaid chauffeuring.

The article on Bridj really got me thinking. First note that this service is actually delivering something slower in downtown DC than can be achieved on a bike. But then this guy is also wasting time “20 minutes to shower and change” after his ride. Imagine someone from Copenhagen or Amsterdam writing that. Bridj could be a serious challenge to transit – much more than Uber and Lyft which are aimed at the taxi market. Or it could be a very useful supplement, and work much better than Community Shuttle service does in the suburbs. Indeed, when you look at how it works, isn’t that a good description of what HandyDART was supposed to do? And how about we simply abandon (once again) the old “separate but equal” philosophy, and instead of having a segregated service for people with disabilities – which actually does not work very well at all – but have a service which anyone can use. But is cheaper to deliver because you separate out the paying for it from using it. $5 for a ride on a profit making service? If the math is right, that is cheaper than most Community Shuttles, and much less than HandyDART. The driver, of course, would continue to help those who need assistance for door to door movement. As I have always said, in the low density areas (which includes most of Vancouver south of 12th Avenue) we need something better than a bus but cheaper than a taxi. Bridj isn’t going to attract people who can use really good transit. But then we don’t actually have that in much of the region, and it is not at all clear that we will turn out to be ready to pay for more of that yet. Oh, and before I forget, we would also need to sort out a much more equitable transit tariff, based on ability to pay, but that is a subject for another day.