Stephen Rees's blog

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

Posts Tagged ‘New Westminster

A Reasonable Approach

with 7 comments

On Wednesday this week I watched the CBC Evening News and heard New Westminster Mayor Wayne Wright talking about the Patullo Bridge. Two things stuck in my mind. He thinks that tolls on the new bridge would be a good idea to limit the amount of traffic. And a cheaper bridge would free up some money to spend on more transit in Surrey.

Actually there was a lot more that the CBC did not cover. There is a 32 page report on the bridge that went to New Westminster council (that link downloads a pdf which is in two column format, that makes on line reading awkward and quoting tricky) and there is also a shorter Backgrounder – which is also a pdf which does not permit cut and paste at all. But that is where the title comes from

TransLink has identified the need to rehabilitate or replace the Pattullo Bridge in order to respond to risks related to its vulnerability in an earthquake, its structural integrity and the effect of river currents on its foundations.

Like all the bridges that the province downloaded to Translink. The Knight Street and the Canoe Pass bridge also were badly in need of rehabilitation. They were old and had been neglected. And when the big shake happens would almost certainly collapse. It was a cynical ploy. The region wanted control transit but the province wanted to get rid of some impending liabilities. So the deal to create what became Translink was that the region would get some more gas tax points (it was already getting 4c a litre for transit) but only f it took on some roads and bridges. So the transfer allowed some increase in transit service, but it also tied the authority’s hands. There would be a “balanced” approach. Translating that spin it meant more would be required for roads – and would be a priority – and there might be some left overs for transit.

I applaud the Mayor for recognizing what the rest of region seems to have difficulty acknowledging. Our problems are based on lack of accessibility brought on by over dependence on the automobile. That applies as much in Vancouver (the suburbs begin south of 12th Avenue) as in Langley. New Westminster is a bit different since it is small, compact and mostly developed before the automobile became the primary means of personal transportation. It also has five SkyTrain stations for its 66,000 people. And a great deal of through traffic on old narrow streets.

The Royal City Record agrees the approach is reasonable. But its editorial goes on to point out that reasonable and well thought out does not necessarily mean that is what gets built. While Christy Clark enjoys the photo opportunity of naming the new TBM for the Evergreen Line she does not actually want to see an increase in transit mode share. And that is what her other big announcement is going to stall – as Translink points out. The New Massey bridge is not going to help increase transit use. Surrey is not pleased with the idea of a tolled four lane Patullo and will continue to press for its preferred free six lane version. And given the impact of the widening of Highway 1, the opening of the South Fraser Perimeter Road and the chance that Vancouver will win the shoving match for rapid transit funding for its tunnel over their LRT one cannot really be surprised.

Of course, they are quite wrong in thinking that a six lane Patullo will actually help them. But then that is because no-one in this region seems to be able to grasp that traffic expands to fill the space available. No one has ever solved congestion by increasing road capacity. There are only two ways to cut traffic congestion – road pricing or economic decline. In fact I am not the only economist who has pointed out that traffic congestion is an indicator of economic success.

But to return to New Westminster. What the Mayor is pointing out is that cities are mainly places for people to live in. Not primarily places for cars to get through quickly. Indeed everything that has been done to “improve” traffic speed/flow has an adverse effect on every other aspect of life in cities. The introduction of the automobile has been decidedly deleterious to the quality of life in cities, and the most successful cities in recent years have been those that have been most effective in tackling that impact. Not because they focussed on traffic congestion but because they focussed on what makes cities work better for people. The common factor seen in all the current anti-transit, anti-bike, anti-Translink propaganda has been its uniquely narrow focus. It has been all about people who want to drive their own cars for all their own activities, no matter what that does to them and their communities. It is profoundly conservative in its focus in the sense of “there is nothing wrong with what we have been doing” perception. Like climate change denial, it actually gets stronger and louder in its denunciations of innovation the more that the demonstrable facts show them to wrong. And not just here either.

If you think that the real problems facing us are that gas prices are too high, that it takes too long to find a free parking space and that all government spending (except more prisons and newer war planes) is wasteful then everything I have written – or all of what Mayor Wright says – will fall on deaf ears. But if you think that we need to start rethinking how cities are organized and that reduction in car use is a good measure of success in that regard then a four lane tolled new Patullo actually seems a good idea. I cannot say however that I agree with his other suggestion of a another new bridge linking Surrey and Coquitlam. I think ten lanes ought to be quite enough.

I have cut and pasted some highlights below but I think if you are really interested you ought to read the full report – or at least the Backgrounder which I am unable to quote from

Problem Statement

The Pattullo Bridge may not survive a moderate earthquake or ship collision, the piers are at risk of being undermined by river scour and many bridge components have surpassed their useful lives.

Other Issues

When considering the best alternatives for the problem, it is an opportune time to establish the optimal roles for the crossing and also to address other issues with the current crossing, including:

  1. The Pattullo Bridge does not meet current roadway design guidelines, including for lane widths and curvature, potentially contributing to collisions.
  2. Pattullo Bridge facilities, such as sidewalks and barriers, and connections for pedestrians and cyclists, are inadequate and do not provide sufficient protection from traffic.
  3. During rush hours, travel demand on the roads leading to the Pattullo Bridge results in queuing and unreliable travel times for the movement of people, goods and services.
  4. Current traffic (including truck) volumes affect the liveability of adjacent communities due to air quality, noise and resulting health impacts, as well as due to neighbourhood traffic infiltration.

Objectives

The preferred alternative will meet transportation, environmental and health objectives,

including:

  1. Moves towards the regional goal that most trips will be by walking, cycling and transit.
  2. Minimizes single-occupant vehicle use and vehicle kilometres travelled.
  3. Minimizes emissions of greenhouse gases (GHGs) and pollutants.
  4. Is capable of supporting neighbourhood liveability by minimizing and mitigating impacts, including during construction, and provides an aesthetically pleasing structure.
  5. Supports local and regional land use plans and economic development.
  6. Provides reliable access and predictable travel times for all modes, users, and for an appropriate level of goods movement.
  7. Provides a safe crossing for all modes, is structurally sound and meets current standards for seismic and ship impacts.
  8. Is cost-effective.

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The reality is that public money that is spent on the bridge will restrict the ability to fund other much needed projects such as the Light Rail Transit (LRT) system within Surrey. The City is supportive of reallocating capital cost saving from a rehabilitated 4-lane bridge project or a new 4-lane bridge project to the much needed rapid transit system in the City of Surrey.

Written by Stephen Rees

March 7, 2014 at 2:27 pm

Translink abandons United Boulevard Extension

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In my email inbox this morning was good news from New Westminster Environmental Partners’ Andrew Feltham

… tonight [Thursday May 19, 2011] TransLink announced that they could not find agreement on how to build the United Boulevard Extension (UBE) through New Westminster and they will not be recommending to the Councils of New Westminster and Coquitlam that they can proceed with this project. The planners have been asked “to put their pencils down”. Further it was pointed out that the entire North Fraser Perimeter Road (NFPR) through New Westminster is not a priority as declared by the Mayor’s council which directs TransLink. (This was not news, but reiterated that there was never a priority to do anything about the rest of the road system in the City even if the UBE was built).

I would like to say that TransLink, their consultants and staff carried out the most detailed series of consultations that I have ever participated in and it seems that, in the end, they did listen to the community. Further the community deserves a lot of credit for coming together and articulating the issues and making TransLink aware that the projects they favoured would not solve the traffic issues they sought to address.

From a sustainable transportation perspective it is perhaps encouraging to note that many have recognized that its not easy, if not impossible, to solve traffic congestion problems in New Westminster by simply building more roads. The issue is not finished. The traffic problems still exist at Braid and Brunette, as well as air quality and rat running problems in Sapperton. The industrial area is still overrun with traffic, making the busineses there less viable. We do need to keep talking about solutions to these issues, but at least we now have the opportunity to start to talk about other ways to allow people and goods to move through our community without destroying the quality of life, or simply making things worse. The City can now move forward with its Master Transportation Plan to establish a vision how transportation in our City should evolve, meeting both local and regional needs. I hope everyone will be part of this process and to explore the variety of options which have been implemented around the world to deal with transportation congestion in urban areas.

Let’s make this our “Vancouver moment” and create the change in transportation thinking which is so needed in our City and region.

Thanks to everyone who participated in the community workshops, and wrote letters or emails to TransLink, the City, and the local papers.

Andrew.

The foregoing paragraphs have been lightly edited for clarity.

I would add that it has long been recognized that building roads in urban areas can never solve traffic problems. Induced traffic always results in continuing congestion. Only reducing road capacity and our reliance on personal automobiles has ever lead to traffic reduction and less congestion.  This as true in New Westminster as any other urban area. It is perhaps unfortunate that Translink does not recognize this truth and continues to pursue road network expansion projects such as the proposed 6 lane Patullo Bridge. On the other hand at least they backed down: unlike the province which continues with its destructive South Fraser Perimeter Road and threatens to issue injunctions against those who try to draw attention to its folly.

Written by Stephen Rees

May 20, 2011 at 9:59 am

Runaway bus smashes into Salvation Army store in New Westminster

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CBC

A Coast Mountain bus crashed through the front windows of the New Westminster Salvation Army Thrift Store early Wednesday.  (The Salvation Army)

A Coast Mountain bus crashed through the front windows of the New Westminster Salvation Army Thrift Store early Wednesday. (The Salvation Army)

Police say the transit driver had set the brakes and parked the bus near the New Westminster SkyTrain station, but it began to roll, smashing into several poles and signs as it rolled down the hill.

I just could not resist the picture.

I used to watch bus drivers at the 22nd St Station loop carefully put a large wooden chock in front of a wheel, before they went off to do the sorts of things bus drivers do when they finally get a break. I often wondered why.  It was not something I had seen on other systems. The story does not say if this Novabus was also chocked – or even if this is still required practice at CMBC.

And, by the way, before it was the Salvation Army, this was the former BCER station.

Written by Stephen Rees

December 10, 2008 at 1:12 pm

Posted in transit

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