Stephen Rees's blog

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

Archive for June 30th, 2007

Happy Canada Day, Eh?

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the-maple-leaf-forever.jpg

Written by Stephen Rees

June 30, 2007 at 7:31 pm

Posted in personal thoughts

More buses key plank of plan

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Richmond Review

TransLink’s plan for 2008 will add 94 new buses or community shuttles to expand the fleet, over and above the 160 more new buses slated to replace old ones.

That will push up total transit service by 5.9 per cent next year, about one per cent more than the projected increase in demand.

The extra buses will allow full bus rapid transit service along the new 95-B Line route that follows Hastings Avenue to SFU.

At least two dozen new buses will go to meet demand in areas south of the Fraser, including the 152 Street corridor to White Rock.

TransLink officials say the net effect of the extra buses will be to greatly extend the frequent transit network they define as providing service at least every 15 minutes, 15 hours a day.

Nearly all of the network is so far concentrated in Vancouver, apart from SkyTrain and some B-Line routes.

By the end of 2008, however, nearly one million residents—or 46 per cent of the GVRD population, up from 36 per cent now—will live within 450-metre walking distance of the network.

Among the bus routes that will go frequent in 2008: from 22nd Street Station to Richmond Centre via Highway 91; and from Richmond Centre to Steveston.

Next year, TransLink plans to launch new area transit plans to identify local priorities for Richmond.

I am not sure what they mean by “full bus rapid transit service” since that is a very flexible term. BRT in many cities like Curitiba , Ottawa but, best of all Bogota means a completely segregated roadway – and that is certainly not going to be the case on Hastings. However that route already has bus/HOV lane provision at peaks. No bus priority at traffic signals, though, so far as I know. But I am pleased that now this blog is being more widely read there may be some comments from others better informed than I.

“Go frequent” (not the best English usage but we should let that alone) means 15 minute headway. I would rather reserve the term for the 7 minute headways common on some of the busier Vancouver trolley routes, but for Richmond it would certainly be an advance, especially if it applies off peak. And since there are four routes which connect Richmond Centre to Steveston (401, 402, 407, 410) which one are we talking about? The #410 already has 15 minute headways

Low floor 40′ new flyer (D40LF) Photo by Stephen Rees

One the things I will be pushing for in the new plan is more express bus service utilizing the freeway system. Nonstop, direct services between major regional centres. Richmond-Whalley, Richmond – New Westminster, Richmond-Metrotown, Whalley – Guildford -Coquitlam Town Centre would all be on my shopping list for early implementation.

Written by Stephen Rees

June 30, 2007 at 4:14 pm

Posted in transit

New school saves energy and GHGs

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Richmond Review

Building new class roots

By Martin van den Hemel, Staff Reporter

Eric Thorleifson insists that poking 95 holes that probe nearly 90 metres straight down into the ground won’t sink Lulu Island.

But what the manager of school facilities hopes it will do is help Richmond’s newest and biggest high school—Steveston-London Secondary’s $19-million, 5,700-square-metre addition—achieve a new benchmark in the area of environmental design when it opens in September.

During a tour last Thursday, project officials pointed to an array of features that have Mother Nature in mind when it comes to energy efficiency and recycled materials.

I think I have mentioned here more than once that we identified rules that stopped school boards spending more capital to save on operating costs as one of the things the province should stop regulating as part of its greenhouse gas action plan. I am pleased to report that it appears that someone was listening, as this story on the high school my kids attend shows. It also shows that I do not keep up enough with what is going on there.

Steveston-London High School under construction June 30 2007

Not only does it have geothermal heating and cooling, it is also built with 50% flyash concrete, which significantly reduces the ghg released in cement making. Energy efficient high intensity lighting and maximum natural light are also featured. The building should get LEED certification – probably silver but if it gets gold that will be a Canadian first for schools.

Written by Stephen Rees

June 30, 2007 at 3:39 pm

Return of the carpool?

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CBC News in Depth

Quite a useful summary.

I once had a very interesting meeting with a lawyer in downtown Vancouver. He could not help noticing all the empty seats that travel downtown every day in single occupant vehicles. He thought that we should be able to use them, but he saw that giving people rides gave rise to concerns about personal safety and things like insurance. He thought these legal issues could be resolved quite easily, and that a suitable authority could manage a database of licensed ride offerers, who could carry a sign on their windshield. He wondered if Translink would like to do that.

I had to point out that the drivers would probably also want the potential passengers to be vetted too, and that this looked to me like a sizeable job, in terms of background checks and so on. Not only that but if someone had a clean record, just because they had not been caught yet, there was going to be a significant liability issue. Moreover, if the idea did work, and was successful, we would be reducing the revenue of the transit system. Car pools were good but transit is better, if only in terms of road space occupied. 40′ of bus can carry 50 people or more. That space might accomodate two cars with at most ten people or two vans with 14.

I used to car pool. The first time I took a spot in an existing pool which had come open when someone changed their job. This happens a lot more often than you would think, and is one of the biggest issues the rideshare program faces. Not just people changing jobs, but moving homes, or changing schedules. maintaining carpools is even more difficult than setting them up. That pool collapsed when the driver got a new job.

Someone else proposed the idea of sharing the ride to work because he wanted to get a cheaper parking spot. Not by splitting the cost with me – but simply by being a registered car pool the building would charge him less. He was going to drive anyway, no matter what. He did not even suggest that I share the gas cost as I had been before. The bargain was a bit tougher since I had then to agree to travel at times that suited the driver – and he liked working longer hours. He arrived before any of his staff and left after they did too. He said this wasted less time stuck unproductively in traffic. Or, in my case, on a bus trying to open the Vancouver Sun past the front and back pages of each section. My times of leaving home and getting back again would be the same. And I could start accumulating “time off in lieu” since we were not paid overtime.

The proximity of a car pool means you talk to each other. On his own he would have listed to the radio (AM talk radio actually) but when I got in he always turned down the volume and started to talk – usually about work. Again, because it was his car, and he was paying the gas and parking, I did not really feel I could do anything but oblige by responding. Besides, I could always read the paper when I got to the office, where it would be nice and quiet for an hour or so.

I also found that I did not want to stay late every night – especially in the summer months. I was by then riding a bike to help me lose weight, and he agreed to put it in the trunk (he drove a big old Buick) so I could ride home some evenings. It was, after all, downhill all the way.

Significantly, when UPass was introduced the most immediate impact was seen in car pools. The bus is the shared ride that leaves every seven minutes. Unsurprisingly, when you have to buy the pass anyway, people decided they should use it, if they could. Flexibility is the biggest thing that car poolers give up.

Perhaps the most insightful examination of car pools is in Dagwood.

Written by Stephen Rees

June 30, 2007 at 11:21 am

Posted in Transportation

What happened to Vancouver’s CCF Brill Trolleys

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CCF BRILL TROLLEYS

Photo by Keith Freeman

Brill trolleybuses at Sandon BC

Photo by Keith Freeman used with permission

Unbelievably there are now six of them in Sandon BC (that is in addition to those that TRAMS has here.)

The story of these buses as told on the page I have linked to misses a curious and human element. Something odd happens to men when they reach a certain age. They start lusting after small open British sports cars, or steam engines, and in one case I know of, a complete full size theatre organ that got rebuilt in the spare bedroom of a small semi-detached house. A couple of senior people at Transit actually used public funds to gratify their obsessions. One shelled out $1m for the refurbishment of an interurban car and another (David Stumpo first CEO of Coast Mountain Bus Company) decided that Vancouver should have a fleet of restored Brill trolleys running around downtown. The bankrupt scrap dealer who had stored them since they were withdrawn in 1984 in a yard in Surrey, was finally dispossessed of his property. The fleet of trolleys (which had featured in that strange The X-Files tv series, so surreal was the image of all those old trolleys forlornly waving their poles at the sky) was destined finally to be broken up, but Stumpo stepped in. Many were completely beyond repair, but he thought that it would be possible to make a working fleet out of the better ones with parts scavenged from the rest. Very few people agreed with him – and he departed from CMBC soon afterwards, mainly due to his mis-handling of the bus strike.

His actions, however, had saved the fleet from the torch and some enthusiasts have managed to hang on to some of them, though too many to all be restored. But the longer they last the more desirable they become, I suppose. I doubt they will now ever see public service again but perhaps some more will get put into museums.

By the way, the idea of selling on old trolleybuses abroad is not that far fetched. Some of the later examples of London’s double decker fleet ended up in Bilbao after they were withdrawn (they were then only about ten years old). Until the advent of electronic control systems, very little changed in trolleybus technology and some things could be reused. Electric motors for example can be rewound and put back into service. Toronto’s old fleet of trolleys was rebuilt and kept going long after diesel buses would have been scrapped. Edmonton’s current fleet is of advanced age. They just don’t build them now like they used to. And in a city like Vancouver where there is not much salt on the roads in winter, vehicles do last longer.

BC Hydro 2332 on route 19 at Main and Broadway July 1970

Written by Stephen Rees

June 30, 2007 at 10:10 am

Posted in transit