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

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Another Idea for Granville Island

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Credit for this idea goes to Connor Murphy – who posted to Twitter in a thread – and provided this illustration.

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Imagine a timber clad boardwalk that threads its way through over and under the existing bridge, sloped sections for accessibility and opening sections for boats. It could act as a driver for change and growth on Granville Island

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I think this is an idea that has merit. My first concern is how steep the ramp would be and what impact that could have on accessibility. And I also think that this is the sort of thing that could be done on a trial basis. I would support it, as long as it did not mean that the idea of elevators to the existing bridge deck to connect to new bus stops was not abandoned as no longer needed. I would also expect opposition from the little ferry operators!

There is also the non-trivial issue of raw materials going to the readymixed concrete plant on large barges.

Written by Stephen Rees

August 7, 2017 at 7:03 pm

Photo Challenge: Path

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via Photo Challenge: Path

So my first reaction to this, somewhat belated, challenge was the Arbutus Greenway. But the first photo I came across on my flickr photostream was this more recent one – of the path through the Arbutus Village Park. The path I use most often.

You will need yer wellies today

This was taken before Christmas, but it might as well be today. While major roads get salted and ploughed when it snows, and sidewalks are supposed to be shovelled by the property owners adjacent to them (but more often aren’t) paths get neglected.

Blacktop

This is what it looked like back in August – and I took this picture to illustrate another blog post about the use of blacktop for pedestrian/bike/non-vehicle paths.

Because I use this path all the time, I rarely think to take a picture of it.

I believe that we need more car free paths – indeed to illustrate the point I even curate a flickr group called Places Without Cars – though I have had to close it to any more pictures as so many people do not seem to understand why pedestrian only streets and plazas are worth documenting.

And I did actually take a picture of the path in question today: I have only now got round to posting it to Flickr

Intruder

The point being that the car parked there ought not to be in the park at all

Written by Stephen Rees

December 27, 2016 at 3:28 pm

Posted in pedestrians, photography

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Granville Island 2040: Phase 3

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I went to the “Open House” on the Granville Island 2040 plan this afternoon. This was not an open house format in any sense I would use. There were three longish identical presentations during the day with an opportunity to ask questions or make comments at the end of each. A few display boards were in the Revue Stage Lobby – so this one was the leftmost of the icons in the image above “Draft Directions”. Apart from these boards, there were no materials being distributed nor is there very much on the Granville Island web page. It may be that the presentation may be made available there later as there was a tv camera pointed at the presenters. I did not stay for the comments and questions.

The theatre was by no means full: I estimate around 70 people were present and I do not include staff or presenters in that number.

The presentation was made by Darryl Condon of the architecture company HMCA retained by CMHC. While there were several others at the two top tables, on the stage, facing the audience none of them gave formal presentations but were available to answer the comments and questions.

I am not going to simply report all of what the presentation covered as I expect that the draft plan will be available in due course. The vision of that plan will include the idea that GI is a “zone of public possibility” which will acknowledge both its history and the collective creative potential of its users. The principles governing the development include

  • public good has priority over market forces
  • an increase in diversity of users
  • social and environmental resilience
  • a place to learn and be challenged

There are others too.

Among the ten key goals are #6. Pop up culture (currently the Island’s offerings are very static) #7. Reduce the dominance of private cars

Strategies

As you might expect I was most interested in what is being termed CarLite. Access is a critical issue, and reducing car use depends on increasing the availability of alternatives. Currently 1/4 of the Island is roadway or parking. There are 980 parking spaces on east side and 300 on the west (Granville Bridge being the middle). There is a declining use of cars to get to GI (increases in walking, cycling and use of ferries were reported in an earlier post) The aim is to make the west side car free, while maintaining access for deliveries, people with disabilities and drop off and pick up of passengers. This is expected to produce more vitality and activity. Many places have already made significant progress in prioritizing pedestrians e.g. The Rocks, Sydney; DUMBO and Times Square, New York. It is also intended to increase the amount of nighttime activity following the examples of Amsterdam (which has a Night Mayor) and Brixton which has a Night Market.

I want to intervene here to point out that despite the commitment to increasing inclusiveness, there was no mention of the very successful Richmond Night Markets.

It was also noted that the present arrangements allow little access to the water, and a number of suggestions were offered as to how to increase this including sales from boats or places to “dip your toes in” False Creek. The Public Market will be expanded to be more than a building: it will become a precinct with open air stalls, food trucks and the like. There is also a commitment to make greater use of the many “in between spaces”. With the reduction of car park spaces, there will be a greater opportunity of large flexible spaces and mixed use.

The two most important pieces from my perspective were what is now being called Alder Bay Bridge

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The display map in the lobby was nothing like the present proposal, which is now designed as both a curve, landing further north west and not crossing at the narrowest point. This will allow for use by pedestrians and cyclists, protect the “sanctity of the green space” and link to an enhanced path along the northern edge of the island.  Examples of curved bridges as art pieces with sculptural quality were shown but not identified.

Frank Ducote photo

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Frank Ducote photo

Two alternatives were shown for an elevator connection to Granville Bridge. The bridge now carries 6 bus routes, with an effective average 2 minute wait time for a bus between GI and downtown, but getting to GI now is actually not that easy. So an elevator to midspan bus stops makes obvious sense. What makes much less sense is the City proposal of a median “greenway” on the bridge. Any pedestrian would, I think, prefer a view of the water and the scenery rather than of lots of traffic. (One idea I have seen that was not shown is a walking deck beneath the car deck.) An elevator to a median bus stop would require structural alterations to the bridge. So if there were two elevators, one for each direction of bus service, they could be built outboard of the structure. They might even be temporary initially as a proof of concept, but more elaborately could include a wider sidewalk and bumpout bus stops – again my thoughts not what was shown.
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This was also in the lobby but not mentioned in the presentation.

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This survey was for people who had attended the presentations, and will not be on line for long. But CMHC is encouraging further input

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Thanks to Frank Ducote for the pictures taken of the presentation

UPDATE May 24, 2016

The final report is now available as a pdf file. The elevator is in but only one and to the median of the bridge – assuming the City goes ahead with its middle of the road greenway. The new pedestrian/ bike bridge on the eastern with its seductive curve is also retained: a straight bridge would be a lot cheaper but would bring more through movement to an area current Island workers want kept quiet. Except for shows and concerts, outside of working hours.  The Olympic Line gets a nod but is left up to the City. There is quite a bit about the need to generate revenue and no expectation of more federal funds.

Written by Stephen Rees

December 3, 2016 at 6:08 pm

Granville Island 2040

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Granville Island

Photo by Alyson Hurt on Flickr 

I went this morning to a workshop called “Getting to and Moving Through Granville Island”. It is part of Granville Island 2040, “a planning initiative that will set out a comprehensive direction and dynamic vision for the island’s future” organised by CMHC and Granville Island. The session, facilitated by Bunt & Associates, collaboratively reviewed current infrastructure, mobility services and travel patterns as well as seeking ideas and opinions on critical transportation elements for the Island’s future. It was a group of about 20 “stakeholders” which included local residents’ associations, City of Vancouver staff, Translink, both of the ferry companies, the local business association, BEST, Modacity and Ocean concrete.

There had been a meeting the previous day dealing with land use, and there will be many more opportunities for people who are interested to get involved. You can even Instagram your idea with the hashtag #GI2040 – which I have already done. But there’s a lot more to this idea that I want to write about.

First of all I think it is very unfortunate that the process separates out transportation and land use, since I am convinced that these must be considered together: they are two sides of the same coin. Secondly the process centres around the vision for what people want to see by in 2040, and then there will be thought about how to achieve that. I think it is immediately apparent that CMHC has its own process for deciding how to replace Emily Carr University when it relocates to False Creek Flats. This long term vision has to assume that it sorted out, and that CMHC has achieved its own objective of seeing increased levels of activity on the Island.

The workshop started with a presentation by Bunt & Associates of some recent transportation data they have collected last month, compared to data collected on the same days in August 2005. I did not take notes, thinking that there might be a handout or perhaps material on the website. So I am forced to summarise the findings without any of the figures in front of me. There has been an increase in the number of people going to the Island, but a drop in the number of cars. The increases come from increased use of the ferries, pedestrians and cycling. They conducted cordon counts between noon and 6pm midweek and a Saturday and a very limited interview survey, to help identify where people came from, how many were in the group and how much they spent. Car occupancy has increased. The Island is now also on the itinerary of the Hop-on/Hop-off service which wasn’t the case ten years ago.

There were some very obvious weaknesses in the data. For instance, transit passengers were only counted at the cordon when they got off the #50 bus. It is my observation that many people walking into Granville Island have come from the bus stops at the southern end of Granville Bridge. While some of that “multi-mode” travel is apparent from the interview survey, it is not like a trip diary. There were also no counts in the evenings, when the use of Granville Island shifts considerably to the theatres and destination restaurants like Bridges and Sandbar.

There were the usual workshop activities of putting sticky notes on maps and talking in breakout groups, and some of the common ground was apparent early on. Reuse of the abandoned Historic Railway to connect to the mostly empty parking lots and Olympic Village station, for instance. By 2040 that may even extend to the tram envisioned for the Arbutus Corridor, and even if that can’t be achieved by then, the Greenway linkage to the Seawall was a favourite too. Currently while pedestrians and bikes have a few options, vehicles have only one, and I am relieved to report that no-one thought there should be more. In fact the traffic count shows that the current four lane access is excessive, and could be replaced by two lanes with the space better utilised by dedicated bike lanes, wider sidewalks and possibly a tram line.

The idea I want to examine in a bit more detail was popular with the transportation people, but might have some resistance from the “Islanders” i.e. the people who work there everyday. But I will get to that later.

Google Earth image

The need for a pedestrian bridge

There is a 50 meter channel between the east end of the island and the separated pedestrian and bike paths of the seawall. There is very little boat traffic into the pocket of False Creek: the main exception being people in kayaks and dragon boats using the docks south of the Community Centre.

My first thought was that the almost useless Canoe Bridge at the other end of False Creek could be relocated.

Canoe Bridge

But it is both too short (only 40 meters) and has that really ugly support in the middle. I also dislike the fact that the entrances onto the bridge are narrower than the middle, which seems to me to be utterly pointless. I also wonder about the flat underside, and whether an arched bridge might be better both operationally – for boats given rising sea levels – and aesthetically. My inspiration is from one of the newest bridges in Venice, Ponte Della Costituzione also known as Calatrava Bridge after its designer.

Ponte Della Costituzione

This is much too big for our location – 80 meter span and up to 17.7 meters wide in places. But you must admit it is very beautiful: in fact it well illustrates my dictum about a lot of architecture – it looks pretty but it doesn’t work very well. It has a lot of steps, some of them very steep, which makes it a barrier to people on bicycles (intentionally) and people with disabilities.

Actually bicycles aren’t permitted anywhere in Venice, but although this bridge might present a challenge, evidently not enough of a challenge, hence the presence of the local plod.

Ponte Della Costituzione

No, I don’t know how often they have to be there, but they did have quite a few folks to talk too while I was there.

The lack of accessibility meant that as an afterthought a suspended gondola was added

Ponte Della Costituzione

and, unsurprisingly, was out of order at the time of our visit. Wikipedia notes “The official budget for the project was €6.7 million, but actual costs have escalated significantly.”

However, I am pretty sure that someone can come up with a better design of a bridge for the 50m gap, and a way of ensuring that it is not a cycle freeway, but a gentle stroll for pedestrians. The reason is not that I am anti-cyclist, merely tired of the constant aggravation of the “shared space” on the seawall, which the City is now dealing with. It is also essential to the mandate of Granville Island 2040 that none of the Island becomes a through route to anywhere. One of the reasons that mixed use and shared space has worked so well here is that the Island is the destination. It is an exercise then in placemaking, not making through movement faster or more convenient. Indeed unlike so many places in Vancouver which now advertise “this site may have an antiloitering device in place” we must come up with lots of ideas to implement loitering devices – things to encourage people to linger. Or as Brent Toderian likes to call them “sticky places”.

There is one such place now at what would become the landing place of the new bridge. Ron Basford Park is one of the few quiet places on the Island, where people who work there seek peace: somewhere to have a picnic lunch or breastfeed their babies. It is the end of the Island and there is a footpath around its perimeter. I think it is quite possible to design the end of the proposed pedestrian bridge to ensure that this peace is preserved. If the bridge is used as way to get people on bicycles on and off the Island more quickly, there will be considerable conflicts at both ends. But Ron Basford park is also home to amphitheatres: there are concerts and all kinds of activities at other times.  So the Granville Island management is going to have to display some pretty nifty consultation expertise here.

Granville Island is a unique place. It seems to defy all reason and logic, but it undeniably is very successful as a destination, and whatever happens will need to preserve as much of the place’s eccentricity as possible. Or even enhance it.

As Dale Bracewell remarked at the end of the session, Granville Island actually needs several transportation plans for different times of day, days of the week and times of the year. In the summer, the Island attracts at least half of its users from the rest of Canada and other countries – people who probably only visit the Island once. In the winter, the Island – and its market in particular – is the place that most people in the vicinity rely on for groceries. As the residents’ association rep pointed out, they are the people who keep the market going in the winter. There will be further traffic counts later on in the year, to measure the different pattern that emerges when tourists are a less significant part of the mix. And, of course, there will need to be some reflection of what happens once the University leaves: there are around a thousand students now, plus staff and support workers.

There were some hints about how the land use will change. The buildings underneath the bridge, currently used as parkades, are likely to be repurposed. The area at the west end of the Island, currently where there is free parking for the Public Market, will likely see reuse that better utilises its location. But all of this depends on getting more viable choices for transit. So the other really important idea is the installation of elevators up to the bridge deck with new bus stops. Sadly, the City is still wedded to the notion of a centre median greenway – which is utterly daft. The reason people walk over the bridge is the view. No-one is going to want to walk a long way across the Island and the creek with no view other than four lanes of fast moving cars!

Written by Stephen Rees

September 9, 2016 at 6:23 pm

Roma

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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.

Roman parking

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.

Tiber embankment

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.

Riparian cycle track

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.”

City Bikesharing

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.

Centro Storico

Pedestrian street

There is a connected network of these streets across the Centro Storico.

Pop up road closure

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.

Protected two way bike lane, Testaccio

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.

Piazza Navona

Others are very impressive spaces, but seem to serve very little actual purpose. Or perhaps had one once that has now been lost.

The view from Pincio Hill

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.

7029 with bow collector

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 3B 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?

They all read the same guide books

Written by Stephen Rees

June 6, 2014 at 3:15 pm

A New Future for Granville Island?

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A City Conversation held at SFU downtown today.

GI Future

Transformed in the 1970s from a declining industrial area into a centre of arts, culture and food, Granville Island is one of Canada’s most popular attractions, for tourists and residents. With Emily Carr University of Art + Design moving from Granville Island to Great Northern Way, and the loss of almost all the old heavy industry, is it time to refresh the island’s eclectic mix and, perhaps, its caretaker administration? In a recent article, the Vancouver Sun suggested exactly that. Or will it be enough to just find a new tenant, or tenants, for the 200,000 square feet of buildings that Emily Carr leaves behind?

To frame the conversation, we have Daphne Bramham, author of the Sun article, architect Norman Hotson, creator of the hugely successful 1970’s design, and Dale McClanaghan, Chair of the Granville Island Trust.

I have put together a quick storify – only 30 tweets and most of them from City Conversations!

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Norman Hotson and Dale McClanaghan opened with a presentation that I could not see. The room had standing room only and I was lucky to be squashed into a corner with a seat and a surface for my tablet.

Dale said that development on GI is “mixed up, tumbled and random” by design. It was originally a sandbar used by the Salish for fishing with a potlach house. It bacame Vancouver’s “first industrial park” until in 1977 a federal government initiative started to review how the Island would be used in the future. They included a group of local people in that process. One of the diagrams showed how the configuration of streets is based on how railcars were moved. Materials arrived by barge, were transformed by industrial processors and then transferred to rail. (Or, presumably the other way around.) The original land use plan did not using zoning so much as the idea of “realms”. They mentioned Urbanics [who I have learned were consultants on the study]. They created a set of principles that have covered use and development and are well followed. Now there is an opportunity for a rethink as 20% of the usable floorspace on the island will become vacant as a result of the Emily Carr decision to relocate. Granville Island Trust advisory, less of governance, operational focus CMHC good stewards. It is fundamentally a place for the residents of Vancouver: “if tourists come that’s icing on the cake” tourism development could be a threat.

Another six development sites are currently available. Over 2,000 people took part in the Speak Up public process. The general consluion was that “We should not mess too much with a Good Thing.” Other modes of transportation do need to be improved. Public spaces can also  be improved, but its the “best public market in North America” so only minor changes are expected there.

Daphne Bramham. “To me its very personal – from the 1983 job interview when I first came here. I now live near there. I walked across it to get here.” But recently she visited San Francisco and saw the new Ferry Terminal where an old building has been repurposed into a market. While aimed at tourism something about it “feels more modern”. Emily Carr leaving gives us that same impetus to see what needs updating. We need to ask people what they want from a day on Granville Island. It is, she said, “pretty close to perfect. We don’t need to copy other places. We need forums like this.” Need to preserve green space. “I don’t want it to be the Gastown of old. Its our island. We do pay a premium to shop there.” She also pointed to the governance model of the port and airport as examples of how federal institutions became locally controlled.

Discussion

Marguerite Ford opened by asking how the EC site could become an incubator for new businesses

This has been a persistent theme with arts and culture. The problem is that “incubation does not pay its rent.” Balance with nonprofit. Economic model or “where does the money come from?” Local management will need to come from outside CMHC

Someone asked about “spin offs of EC” the library, Opus,

Opus preceeded EC. “It might become a real art store.” One of EC’s staff said the library would move with the rest of the college

No one tenant should dominate

TRAMS Mathew Laird asked if there was anyone who would willing to help fund reopening the Downtown Historic Railway’s streetcar service between Oylmpic Village and GI. He also asked if anyone had considered opening a museum space as they also have a collection of historic buses.

Food, maritime and arts have been the traditional focus but they would not exclude anything.

You don’t build any more parking. Less than half of the people coming to GI drive now.
CMHC could not maintain one old building, so now it’s a parking lot due to lack of CMHC funding.

There is a desperate need for student accommodation in Vancouver – not just for Emily Carr and not just for overseas students. Residences will be part of the new EC site.

A GI printer said that the local CMHC office has no power to make decisions. He wants to rebuild his print works into a sustainable, off grid buidling but can get nowhere locally. He said “students do not contribute to the economy of GI as they are too focussed on thewir school work”. He said the EC buildings could be much needed space for artists, a place to work, purpose built space, tool crib space. He said he was “Totally invested”. The need is for education for people not in school.

Michael Geller asked a question about “respective jurisdiction”

GI is Goverment of Canada land, but there is an agreement with the City – just as there is for the port.

A merchant from the market disgareed with the printer .”Over half of my staff are EC students”. They are also customers for food. “Merchants pay top rents. The market is in fragile state, and we fear of loss of the business EC brings. If the market fails, the island fails.”

Another commenter disagreed on price of produce: she said that local supermarkets charge more

“This conversation should have occurred when the cement plant lease was up”

It is the last industrial operation on False Creek and GI is committed to keeping it.

“I don’t hear proposals.”

We are at an early stage

Frank Ducote housing?

Residents have a different view of “peaceful enjoyment” If housing is developed on GI the other uses will be forced to close

There is a need to dovetail development with South False Creek and the “volatile”  harbour area

Gordon Price observed that it could become an LNG terminal [joke]

Transportation is a critical issue

Bob Ransford: we need a new group:  Friends of Granville Island

REACTION

I was disappointed to see so few tweets. It is extremely difficult to keep up with a fast moving discussion when typing one fingered on a tablet, and I was not sure if there was any recording going on. Clearly this is something that stirs up a great deal of interest and emotion. Much more now needs to happen both to tap into the information about how GI works now – lots of facts and data please – and more needs to be understood about what is likely to be doable on this site. Clearly, given the lack of resources available from CHMC who cannot even maintain the buildings they’ve got, a new local champion – or group of champions needs to take over. I suspect that the federal government will only be too pleased to download the Island to local organization. It also needs to be independent of the City, in my opinion, to maintain that “its for the local community” first feeling. The greatest threat I see is that someone like Tourism Vancouver or a BIA takes over.

Daphne Bramham is misguided if she thinks the port or YVR are examples of how good things are done in a local community. Neither is the slightest responsive to local needs or desires – and both are direct threats to our region’s sustainability. They are solely focussed on their bottom line and growth.

While I have the greatest sympathy for TRAMS and the DHR, I think what is needed are much better links back into the community. That means something much better than the #50 bus. It also needs to be understood that the DHR is not somehow in competition for funding with the Broadway Subway, on which the City has decided to focus all its efforts. There are different markets and different needs. The DHR is the equivalent of the San Francisco cable car. Jarret Walker expresses clearly the difference between cable cars and actual local transit.

The huge, underused parking lot at Olympic Village Station is the resource I would bring into play. The use of this lot to meet the parking needs of the island would free up space and make the rest of the mixed use traffic areas much less car centric. The “woonerf” idea is working on the island – traffic speeds are slow and collisions infrequent. But that does not make walking pleasant. Nor does the amount of space devoted to parking make best use of a very limited resource. It seems very strange to make people pay for the space under cover but encourage people to circulate looking for “free” 1 hour, 2 hour and 3 hour spots. I would reverse the priorities. Much of the traffic is currently people looking for parking spots. Put longer term parking at Olympic Village and ensure that the parking stub acts as a free shuttle ticket for a modern tram service. Of course the service must be restored to Main Street too – and some extension will be needed at both ends. Sorry Starbucks.

The role of the ferries was pointed out. We have used them a lot, but because I got lucky and won free tickets. I am not sure I would be quite so ready to pay their fares so often. Ideally there ought to be integration of the tram shuttle, ferries and Translink. It’s the sort of thing the Swiss manage easily: and did so long before the days of smart phones and wifi.

I think the idea of “a day on Granville Island” is appalling. I would not want to spend more than three hours there – and that is when two of those hours are at the theatre (we have season tickets for the Arts Club).  We go there frequently, we shop at the market, eat at the SandBar, Bridges, Whet  … We buy bread at the bakery, fresh fish and produce at the market. There is a terrific hat shop, and brilliant place for old fashioned pens and paper. We like walking the seawall, so its a good stop along the way for that – and one of my favourite walks along the old BCER Arbutus right of way, when I dream of what it could have been and might be again. Its also a short walk to Kits for the beach or the Bard. It is not sui generis. It is part of the city – and a very significant component of its urbanity. It looks like the change in the beer rules that a visit to the brewery might last a bit longer in future.

Granville Island is great but it is not now, nor ever has been “perfect” and the very idea is anathema to me. It has to be constantly changing and adapting, but true to its values. It is NOT about “objectives” or “targets” or ROI. It is about being aware of a sense of place and how to keep it vibrant and vital.

Written by Stephen Rees

March 20, 2014 at 6:02 pm

Managing Growth: Integrating Land Use and Transportation Planning

with 2 comments

Metro Vancouver Sustainability Community Breakfast at BCIT downtown Wednesday June 12 at 7:30am

I went along to this outreach event. The link above should also eventually link to the presentations as these are made available some time after the meeting – look at the top left of the screen that opens for “Previous Presentations”. They also had their own hashtag so I have a storify link too, which includes some  pictures of the slides.

Before I get into the detailed transcription of my notes, I want to make a couple of observations while they are fresh in my mind.

The meeting was chaired by Derek Corrigan, who is both Mayor of Burnaby and Chair of the Metro Regional Planning and Agriculture Committee. He made introductory remarks, and then ran the Q&A session after the presentations, interjecting whenever he felt the spirit move. I seriously think he constitutes a strong case for considering term limits for municipal politicians. While there is clearly value in having elder statesmen, and people with extensive experience, there are now a number of these Mayors-for-Life. Rather like Hazel McCallion of Mississauga they become characters, and gather electability over time so that they effectively can no longer be challenged. This gives them an air of invincibility – and  a distinct lack of humility. For instance, when someone, actually from the North Shore where no-one supposes rail transit is even a remote likelihood, raised a question about Translink’s current inability to make commitments to greater transit expansion, he responded  by going on an editorial about how buses are more efficient and effective than rail, and people in the room should not think of Transit Oriented Development as being dependent on rail – which he said was unaffordable. Now that is in some senses true, but is really easy to say when you are Mayor of a City that has two SkyTrain lines and no need of more any time soon.  He also intervened when someone was discussing community reluctance to embrace development and increases in density with observations about the importance of making commitments that developers can rely on. The important point to him was consistency so that no developer should think that “someone else is going to get a better deal”. That seemed to me to be tone deaf to the question which was about communities, not developers.

Peter Ladner also raised a very pertinent question about Christy Clark’s determination to hold a referendum on transit funding – which could well make the whole process of planning in this fashion pointless. He asked the panel members if they intended to campaign for the referendum – and again Corrigan intervened. Pretending to be humorous, I got the distinct impression he was issuing a warning to staff to not get involved in politics. He also said – with heavy irony – that all the Mayors were really keen on promoting tax increases to pay for transit.

The general tenor of the presentations was educational. It was a bit like attending an academic planning seminar – except of course this was actually about the future of this region – and what it could be. Although, if Corrigan and Ladner are right, might well fall short. All the transportation planning that was discussed was about walking, cycling and transit, and dealing with a more limited role for cars in the  future. But the newly re-elected provincial government seems to be on an entirely different track.

Lee-Ann Garnett, Senior Regional Planner, Metro Vancouver

Her presentation was about the tools that Metro use to manage growth and in particular Frequent Transit Development Areas (FTDA) . She showed how the 1m population growth in the next 30 years is to be distributed across the region by municipality. The biggest changes are to be South of the Fraser – mostly in Surrey. The Regional Growth Strategy has been adopted  by all of them, and each gets some growth. That growth will be shaped by a combination of the Urban Containment Boundary, Urban Centres and FTDAs. At the top of the hierarchy of centres is the Metro Core (downtown Vancouver) Surrey Metro Centre (no longer to be referred to as Whalley) seven regional city centres and 17 municipal town centres.  Only 40% of the population growth will be in those centres: the current concern is about where the rest will go.

The municipalities are now in the process of producing their Regional Context Statements (due in July) which show how their Official Community Plans and zoning will accommodate this growth. There are already a number of FTDAs including the Cambie Corridor in Vancouver (in response to the Canada Line) around the Evergreen Line stations in Coquitlam and Port Moody as well as a proposed FTDA at UBC. The municipalities are urged to “think regionally” and across boundaries. [The significance of this became apparent when Surrey discussed development in its north west sector which abuts Delta – which was shown as blank space on their map. At least it did not have the annotation ‘here be dragons’.]

The objective is to prioritize areas for development – where it goes first. She said that “the market is on board” and supports TOD for jobs and housing. The risks include the possibility that there are too many centres, that adding FTDAs will spread growth too thinly and that FTDAs on the edge of the region present issues of their own.

Andrew Curran, Manager, Strategy, Strategic Planning & Policy, Translink

[Much of what he said has already been covered here but is repeated for convenience of reference] Translink is currently updating Transport 2040 with more emphasis on co-ordinating land use development with transportation investment decision making.

Transportation shapes land use: Marchetti’s Constant – humans have long had a 1 hour travel time budget in their day. He illustrated what this means – the “one hour wide city” as a series of circles overlaid  on the map: the walking city = downtown Vancouver: the streetcar city = City of Vancouver: the auto city = Metro Vancouver. He also showed how the use of single occupant vehicles increases at each scale. In the future “cars will have a role but we have no room for every trip to be by car”. T2040 aimed for a 50/50 split between the walk/bike/transit mode on the one side and car on the other. He then very quickly went through the “Primer on the Key Concepts of Transit Oriented Communities“, noting that transit orientation is really about walking and cycling -which determine transit accessibility. The Frequent Transit Network (FTN) are the routes which run at 15 minute frequency – or better – all day, seven days a week. He said on these routes “you don’t need to rely on the schedule” [which suggests to me that the rest of humanity must have a great deal more patience than I do].

Land use shapes transit: He quoted Jarret Walker’s principle of routing “Be On The Way” – which he illustrated with the Expo Line and the Liveable Region Plan of 1976. While a six Ds [destination, distance, design density, diversity, demand] matter a metastudy by Ewing and Cervero showed a relatively weak direct relationship between travel and density – which in reality acts as a proxy for the other five Ds. “Don’t get too hung up on density, but don’t put it in the wrong place.” He showed an iterative dialogue between a land use planner and a transportation planner developed by Jarret Walker for his book Human Transit.   He also pointed for the need for transit to have bidirectional demand along a route, rather than the typical unbalanced “everyone goes downtown in the morning” route. By being more efficient, transit can provide more service for the same cost. He showed examples of recent transit plans for North Vancouver based on FTDAs, the pan for Main Street in Vancouver and also for Newton in Surrey.

He recognized the need for certainty to guide developers but acknowledged the need greater funding. Nevertheless he felt there was still a need for agreements between all parties to assure appropriate zoning. There is no requirement for municipalities to promote FTDAs but he felt they would recognize the value of partnerships.

Don Luymes, Manager of Community Planning, City of Surrey

Surrey is moving from the auto-oriented suburban development pattern of its growth until now, towards Transit Oriented Development (TOD). There are three key strategies

  1. Reinforce centres along corridors
  2. Define new centres on those corridors
  3. Identify future corridors as planning areas

This was being driven by health concerns, geography and the need reduce the impact of energy cost increases. The idea is to wean Surrey off auto-dependancy. Around SkyTrain stations density is being increased from 3.5 Floor Area Ratio (FAR) to 7.5.

(“A density measure expressing the ratio between a building’s total floor area and its site coverage. To calculate F.A.R., the gross square footage of a building is divided by the total area of its lot. F.A.R. conveys a sense of the bulk or mass of a structure, and is useful in measuring non-residential and mixed-use density.” source: Lincoln Institute) In other town centres like Guildford and Newton this was at a lower scale, moving from 1.5 previously to 2.5 FAR now. The calculation is made over the gross site area to encourage developers to relinquish part of the site to the road allowance needed for a finer grain street grid. Cloverdale is not slated for much development as it is not on the FTN.

Subcentres for midrise developments within 400 to 800m of transit, not in exitsing centres. So far four have been identified.

  1. Scott Road SkyTrain station is “a no-brainer” as a new centre
  2. Between Guildford and Surrey Centre  on 104 Ave
  3. Along 152 St at 88 Ave and Fraser Highway
  4. Clayton
  5. Fleetwood West

No higher density will be permitted in Bridgeview to protect the existing community

Within these centres Surrey will encourage mixed use, pedestrain connections to transit, increase FASR on gross site area and relax parking requirements on developers – although there could be interim requirements until transit can be provided.

He then indicated on the map where there are candidate areas for future corridors.

  1. Will the market respond? See undeveloped sites in Surrey City Centre
  2. Timing of transit delivery – already have some dense neighborhoods without transit

His final slide illustrated three levels of transit – BRT, LRT and SkyTrain – but he must have run out of time to discuss this.

Q & A

1. There was no discussion of industry – which usually has a density well below that needed for transit

LAG – our focus on residential and commercial development in centres protects industrial land. The limited pool of funding for transit precludes provision for low density industrial areas

AC – it is very expensive to serve industrial areas. We do provide basic mobility (infrequent service) but there is interest in industrial intensification to provide more employment intensive areas. the key thing is to protect industrial land

2. There is going to be push back from the community to increased density. Are there better practices for communications?

DL – It is difficult to get the community engaged at this level of planning. More interest in immediate impact on neighbourhood. We have a well developed community planning process but there are different levels of interest in different areas

DC – Certainty and consistency [for developers]. Make sure that no-one else gets a better deal (see my introductory note)

3. There is no mention of food in your strategy. There is Metro Food Policy document but if you allow a small loss of ALR every year in 30 years most of it is gone. Have you considered rising ocean levels and the increases in cost of transporting food over long distances?

LAG – We have five goals – and I could have talked all morning Our policy protects food growing areas, we are also trying to make agriculture more viable and looking at local food strategies

DC – our prime concern is to protect the ALR

3. Housing for families in town centres? and minimum level of transit provision outside centres to provide an alternative to car use

DL – Our policies provide for a mix of housing types that includes three bedroom apartments as well as “skirt” of townhouses around centres. There are family areas adjacent to centres where we are stabilizing the community and providing “relative affordability”.

AC – Services in low density communities means that they need to be located along the FTN if they are to get good transit service.  We are working to improve South of Fraser networks using the 6d score and wouldlike to develop  more but the fudnign and resources are not there now. When there is a limited amount of money it has to go to higher demand areas.

4. Planning for a future village centre in the District of North Vancouver does have community support, but we have no confidence that Translink will deliver the service that is essential to support the development

AC – In the conversation about funding everyone wants everything but no-one wants to pay for it. We hope we will get new funding tools – but that is part of a larger conversation

DC – fixed rail is very expensive, buses are cheaper – improvements to the bus system are efficient and effective (see my notes above)

5. Access to transit: drawing neat circles on a map does not address the reality of cul de sacs in suburbs. Access is typlcially much longer than a straight line

DL – auto oriented streets frustrate direct access. We need new street connections and our density calculations allow the developer to benefit from the density otherwise “lost” to streets – they can “pile density on the rest of the site”. Pedestrian only links from street end bulbs have not been successful. It can be challenging to get new links without establishing a right of way.

DC – See Patrick Condon’s study that show how building new roads increases pedestrian access [can someone provide me with a citation for that please]

6. Bike Share?

in the absence of anyone from the City of Vancouver AC replied on the issue of helmets as slowing implementation

7 Car sharing and ride sharing can provide intermediate capacity where ransit not viable

DL – we have entered into agreements with developers to provide car sharing in return for less parking provision. In farther flung areas this can prove more challenging

Is car sharing included in the package?

AC – Translink has an Open Data policy and will share data more than just transit data now provided on Google apps through the API

8 Commercial development within mixed use can be very expensive to do. In the same way that we support non-market housing can we support commercial development?

LAG – We have only looked at office development on a large scale

AC – Los Angeles County has a program for supporting commercial development at transit exchanges

DL – Legislation forbids that here: local government is not able to support commercial developments financially. Subsidy is not allowed

9 Are you setting aside money for separated bike tracks to improve safety? There is no room for bike lanes on North Vancouver roads

AC – it is an engineering challenge on existing streets and there is growing consensus on the need for separate facilities. We will cost share at 50% with municipalities but there is only $3m a year

DL – there is going to be a two-way separated bike path along King George Boulevard. We will fund all of it if needs be.

10 (Peter Ladner) All of these plans crash on the reef of the referendum. Are you going to take an active role?

AC  – It’s early days yet, and the province has already given direction to the Mayor’s Council to develop a strategy [which is what they are doing]

DL – the pressures that give rise to the strategy are not going to go away. We will figure it out

LAG – It depends on the Metro Board

11. Are you going to change the zoning of corner lots to recognize that they have greater development potential?

LAG – established question actually directed at the City of Vancouver

 

Written by Stephen Rees

June 12, 2013 at 2:06 pm