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

Archive for November 2019

Upper Levels Highway Study

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Corridor study launched for Upper Levels Highway
Upper Levels Highway BC MOTI photo from flickr Creative Commons license

Bowinn Ma isn’t interested in ad hoc highway expansion. So she has commissioned a study.

“Under the scope of the work, Parsons will assess how the highway is doing under current volumes as well as project demand up to 2050, including what local government priorities are and how a potential expansion of the B.C. Ferries terminal at Horseshoe Bay would funnel more cars onto the road.”

“Transportation systems have to be treated as systems. It’s important that we have these long-term plans in place if we actually want to start to address the problem.”

Well yes having a long term plan is a good start – but only if you stick to the plan. And a transportation plan by itself is actually counter productive. There has to be a land use plan as well and that has to fit into a broader regional perspective. If anyone has been reading this blog over the years knows, we used to do regional plans like this at one time – and then the BC Liberals got elected – and re-elected – over 16 years and those plans were simply ignored.

Developers like Jack Poole got a lot more attention than people who had been talking about what “increasing transportation choice” might mean. And while SkyTrain was expanded – a bit – much more got spent on moving congestion around. The North Shore has a railway – but it was essentially given away to CN. It might have served as both a connector to the rest of the region over the Second Narrows Bridge and improving travel options up Howe Sound to the interior. The needs of the Olympics at Whistler would have been more than adequately met – but that got sidelined when the developers insisted that this was an opportunity to increase car commuting into Metro from places like Squamish – directly in contradiction to the long term strategic plans of both regions. The idea had been to limit sprawl and reduce car dependency but that did not suit the paymasters of the BC Liberals.

Since Bowinn Ma does not believe in that policy she will have to do more than just have a highway study

“Most studies have shown adding new lanes for general traffic use only invites more people to drive, quickly negating the expensive project’s sought-after improvements, a concept known as induced demand, Ma said.”

I would not say “most” – I think it is all – or at least every one with any credibility. But it is not enough to talk about other modes – you also have to talk about what creates the demand for trips – and that is land use. Because North American planners are still stuck on separating out land uses and resisting mixed uses – and are wedded to zoning – trips are much longer than they need to be. You are simply not allowed to live over the shop in most of the region – which is the way urban humanity has always lived right up until the invention of the internal combustion engine. And a few decades after that when cars were viewed with skepticism. The attitudes of the vociferous in Ambleside show that there is going to be an uphill struggle to change attitudes about what sort of land use changes are essential to reduce motorised travel demand. And the topography of the North Shore is also going to be an issue. Note that Ms Ma bought herself an ebike. I trust it was one that will provide power when starting from rest on an incline. Because that gets defined as a motor vehicle by our legislation.

And if we are changing legislation, lets get rid of mandatory adult cycle helmets while we are about it – and provide lots more protected, separated bike lanes, which actually provide some real safety results.

By the way, it is worth comparing the Ministry’s picture (above) with that used by the North Shore News.

Written by Stephen Rees

November 12, 2019 at 5:10 pm

Posted in Transportation, Urban Planning

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Gothenburg gets battery buses

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In my in box this morning is a press release from Volvo announcing an order for 157 articulated electric buses to start delivery next year.

Volvo supplied image of a new articulated bus

What struck me is how much bigger this initiative is compared to what is happening here. Translink is trying out four buses on one route. Gothenburg is comparable to Vancouver in population: it “has a population of approximately 570,000 in the city center and about 1 million inhabitants in the metropolitan area.” (source: wikipedia) These buses are also much larger capacity than anything on the road here – 150 passengers per bus! You notice from their supplied picture that it has four sets of doors, not three as here. They will also charge at bus stops along the route “using the industry common charging interface OppChargeTM” – so I begin to wonder what was so ground-breaking about route #100. By the way the energy use of these buses is 80 per cent lower than that of a corresponding diesel bus.

But then Scandinavia does seem to be much more determined to create a truly green city than we are. Oslo, for example, has now removed on street parking in its city centre.  

“If you decide to drive in downtown Oslo, be forewarned: You won’t be able to park on the street. By the beginning of this year, the city finished removing more than 700 parking spots–replacing them with bike lanes, plants, tiny parks, and benches–as a major step toward a vision of a car-free city center.

“Without those parking spots, and with cars banned completely on some streets, few people are driving in the area. “There are basically no cars,” says Axel Bentsen, CEO of Urban Sharing, the company that runs Oslo City Bike, the local bike-share system. The city’s changes are designed, in part, to help improve air quality and fight climate change, but the difference in the quality of life is more immediate.”

As usual local businesses opposed the change, claiming its would hurt trade – but the outcome has been quite different. There are now more people in downtown – walking and cycling. Pretty much the same as our experience with protected bike lanes – which were opposed but have benefitted local businesses.

I am sorry that the timing of this post may be a bit awkward when the current labour dispute is top of mind. But it is clear that one of the major concerns of the bus operators is that traffic has got worse, and that Metro Vancouver in general – and the City of Vancouver in particular – has been a laggard in providing buses with priority on street which would go a long way to making services more reliable, schedules more predictable and life a lot easier for both passengers and bus drivers. Our politicians seem to be more concerned about the people driving cars – who are the ones causing the problems.

Clearly we need something like the system now in use in New York – but first we would actually have to put in the bus lanes!

https://twitter.com/i/status/1186355796940079104

Written by Stephen Rees

November 5, 2019 at 10:58 am

Posted in transit

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