So why is Ford money being used to save this GM bus? Because one day in 1955 a woman decided that she didn’t need to get up just because of her colour. The rest, they say, is history.
Interestingly, the same year that the Lightning Route was being built, another street railway got it’s start up north. That was the Scranton Suburban Electric Railway in Scranton, Pennsylvania. Why Scranton? Jane Jacobs was born in there in 1916; who was later made famous by her opposition to Robert Moses in New York.
Despite what a lot of people seem to believe, climate change is real. Thankfully, there are solutions to the problem. One of those is Blog Action Day, where blogs can unironically use electricity to talk about how to save the planet.The list of blogs from Canada is quite large, and there even a fewfromaroundourneckofthewoods.
In a more concrete move, I will be at the Gaining Ground: Resilient Cities Summit in Vancouver next week. Thanks to the organizers for letting us poor students volunteer to save the cost of entry.
Speaking of Vancouver, the city of about to embark on a massive traffic calming scheme known as the Olympics (Globe & Mail). The first road closures start next month, with more as Olympics gets closer. While I expect a day or so of traffic chass, Vancouverites are about to discover that traffic demand is elastic, not fixed. Too bad it is unlikely that the Olympic closures will stick, as there is a real chance of real change being offered here.
The new open houses did not appear on the VRRT’s website.
As I realized I didn’t know where the Colwood Municipal Hall was, I did a quick search. A Google search for “Colwood Municipal Hall” yielded no results. The map showed Oak Bay’s muni hall.
Searching the Colwood website, colwood.ca for “hall” got a link to a city hall page. Sadly it only said this on it:
Microsoft VBScript runtime error ‘800a0007’Out of memory: ‘Server.CreateObject’
/siteengine/includes/PageFunctions.asp, line 19
Similiarly, the top press release, which is about expanded rail service, on the ICF site gets you this error:
msxml3.dll error ‘80004005’
Error while parsing “http://www.islandcorridorfoundation.ca/sites/icf/templates/article/dataSources/summary.xml.asp?sid=39”. End tag ‘title’ does not match the start tag ‘body’.
D:\SITES\ICF\SITES\ICF\../../core/publish_3_2.inc, line 218
So the new alignment study is out and it (Times Colonist, BC Local News), as I predicted, takes Douglas St to the Highway and then the E&N route. All is good except for one little detail: they ditched the centre running lanes for curb lanes. What a lovely disaster.
So lets count the ways they have set themselves up for disaster:
Curb lanes will be slower running than centre ones, because there is simply more chance for cars to stop or slow the transit vehicle, be it bus or train. Centre lanes have a major challenge with stops, as they mentioned in the article by the BC Transit CEO and was the public reason that the Chamber of Commerce opposed it last time. However, many cities have solved this problem successfully, something the Human Transit blog points out.
Where is the bike lane going to go? Sandwiched between the transit lane and the parking? Spacing Toronto has a good post about what they do in Copenhagen.
Which brings us to parking. Are they going to remove the parking or take away a travel lane?
Given BCTransit is likely to be choosing buses for this, how are they going to convince the ICF to let them pave part of the E&N?
That is a lot of fail. There are two open houses, one this Thursday between 4 and 8pm at the Colwood Muni Hall and another between 1 and 7pm on the 20th at the Victoria City Hall. I will be out of town on the 20th at the Gaining Ground Summit, but I hope I can come away with some answers after this Thursday.
Last spring, my great-uncle (my maternal grandmother’s younger brother) died. As part of his legacy, he requested a bike rack be installed in his home town of Port Alberni. At his memorial service a few months back, the rack had been installed in front of the Cup & Saucer Eatery but the memorial plaque wasn’t. Today it has been:
Memorial Bike RackClose-up of memorial plaque
If you want to visit it, the rack is right in front of the green roofed building:
The sewage issue continues to barrel along, with a decision expected by Wednesday. The latest twist is that a proposed plant may straddle the border between the new CRD land and the existing Saanich land. Both the Times Colonist and the News Group aka Oak Bay News have stories on this and if you want to
Although both View Royal and Oak Bay continued their composting trial, there is no sign of it spreading to other parts of the region. However, there are plenty of other options, as the Times Colonist pointed out today.
Due to a power failure, one of the keynotes at the just-finished Canadian Institute of Planners AGM in Niagara was done by candle-light. Unexpected irony as the theme was coping with climate change.
Transit & Rail
E&N Days came and went for another year, a sorely under advertised event. Maybe next year we will see something other than the venerable Dayliner here, as I pointed out yesterday. Not holding my breath.
The new routes 12 and 13, which run from UVic through Gordon Head and Cadboro Bay respectively, are busy, very busy. People are getting left behind, something that isn’t terribly shocking. They knew about this possibility before they introduced the route (PDF):
The ridership risk of introducing the 12 Kenmore is not that performance targets for community bus could not be met, but rather than at key school oriented times, community bus capacity would be exceeded requiring the introduction of conventional transit vehicles on this route.
Come January there will be a whole pile of new services, including the new Dogwood Line, late night buses and more service hours. See the Transit Commission report (PDF) for more. The Dogwood Line is the first attempt at a B-Line style bus route in Victoria, which is a good thing, especially given just how busy the bus routes to UVic from Downtown are.
Budd Car on Blue Bridge. Neither likely to be replaced anytime soon. Photo Credit Mick Hall
The Malahat crash that killed at least one person is merely the latest in example of why we need to fix the rail link up the island. Imagine if this accident has involved one of the dozens of trucks carrying dangerous chemicals and gases up and down the island? The consequence are pretty horrible to think of. And as we approach winter, we are again reminded that the Malahat is one of the few places on the island that regularly gets snow and ice during the coldest parts of year, merely adding to the danger.
Thankfully the solutions are actually pretty cheap. Just rebuilding the track bed would allow expanded freight service and a modest investment in new passenger vehicles would make passenger trips much faster and more pleasant. None of these things have a huge price tag. The Island Corridor Foundation, a consortium of Native bands, municipalities and others, who own the trackbed and land have estimated the cost at a mere $30 million to rebuild the entire corridor to modern standards. This is just a little bit more than the cost of either the stalled Spencer’s Road or new McTavish Road interchanges. As for passenger service, the Ottawa O-Train pioneered the use of time separation to allow running of lighter trains on the shared lines. (There are some arcane North American rules about crash ratings for passenger trains running on mixed tracks, something Europe is not burdened with). The O-Train uses Bombardier’s Talent diesel trains (usually known as DMU, or Diesel-multi-units), which were tacked onto a German purchase. For more money numbers and and some interesting background info, I suggest Transport Canada’s case study of the O-Train.
Are we likely to see any of this in the near future? Well, BC Transit is busy spending that money it was given by the province to study rapid transit in the CRD and scuttlebutt says that at least some portion of the E&N factors into those plans. As for the larger corridor itself, the Cowichan Valley Commuter might spur some interest on the northern side of the Malahat. However, I am not holding my breath.
While some poor CRD staff get to deal with sewage, others are much luckier, working on the new Bike and Pedestrian Master Plan. As was reported in our local rag, the public kick-off events for the plan were earlier this week, although some of us were “lucky” enough to get involved a bit earlier. For my sins I have become part of the Citizen’s Advisory Committee, one of two groups to advise the CRD and it’s consultants.
First up Monday night was a short meet and greet of the aforementioned committed, before the public advocacy session. The committee as a whole totals about 20 people, with representatives from many groups the GVCC, Capital Bike and Walk, Roads, Rails and Trails, Bike to Work Society and others I am surely forgetting. Oak Bay is fairly well represented, with myself, Lesley Ewing and Gerald Smeltzer, who wears dual-hats, both the Oak Bay Bicycle Master Plan core team and the Oak Bay Community Association.
1897 Bicycling Map of Victoria
The main part of Monday night was actually the public advocacy session, attended by 70+ people from all stripes, although the crowd was heavily tilted toward bicycle advocates, a trend that continued the next day. To start the evening off, Tracy Corbett, Senior Manager of Regional Planning at the CRD, pointed out this isn’t the first bike plan the regiona as a whole has created, showing the 1897 bike route map seen on the right. This is also about the era that bicyclists where leading the fight for paving of roads, something forgotten in the recent celebration of the 100th anniversary of the first concrete road.
But the highlight of the night was a talk by Scott Bricker, Executive Director of the Bicycle Transportation Alliance, an Oregon bike advocacy group that has made great strides in making Portland and the rest of Oregon the bicycle-friendly place it is. He stared off by stating the core principles of the BTA:
People like to bike
People don’t like to bike with cars
You need a dense network
The network has to go places (that people want to go)
While obvious on the face it, these core principles evolved to become part of the official Portland Bicycle Master Plan. Beyond core principles, he spoke extensively about to advocate effectively, including such truths that businesses are some of the most effective advocates of bicycling and that you need both the bicyclist in the suit and the more fringe elements some of us would rather go away.
As a wrap up to his talk, he gave a quick top 10 list for what makes a good regional plan:
Engage (the public, businesses, etc.)
Build support from diverse camps
Take the short view (get things done quickly)
Take the long view (think where you want to be 10, 20, 30 years from now)
Take the heat (be out there to support politicians that support you)
Tell the story (stats and stories are both needed)
Be polite and respectful (be thankful)
Be a regional plan (make certain it effects all parts of the region, leave nobody out)
Chase the money (with money, nothing gets built. Be where the money is)
Don’t forget fun
Overall, it was a great night. Thanks to the Road, Rails and Trails people for bringing Scott to Victoria to talk with us. Of course, this was only day one of two for those of us on the citizen’s committee, as well as the Gil Penalosa talk on Tuesday evening at UVic. More on both of those later.
Our fine municipality got money for the Uplands sewer upgrade. The joint storm/sewage sewers are the main reason behind our eye-popping $700/yr property increase for the new sewage treatment, so this money, an even matching grant between the municipality, the feds and the provinces, will help all of Oak Bay taxpayers.
The Kinsol Trestle rehabilitation in the Cowichan Valley got almost $6 million to complete this link of the Trans-Canada Trail.
This is a bit belated, but I did managed to get over to Vancouver for the opening of the Canada Line, the newest addition to the SkyTrain network. First, a little bit of history. The Canada Line is a Public-Private Partnership, something that the BC Gov forced onto Translink as a condition of provincial funding. This means that it is actually operated by ProTrans BC and was built by InTransitBC, both largely owned by SNC Lavelin out of Montreal. The federal government demanding Translink call it the Canada Line as a condition of their funding.
That being said, Vancouver is the first Canadian city to have a direct rail link to the airport, something common in Europe as well as a few US cities like Portland.
Given I was coming from across the pond, I ended up starting at the Marine Drive station, just north of the Fraser. This turned out to be a good decision, because lines for northbound (Waterfront Station-bound) trains were fairly quiet, at least in the morning.
Lines at Marine Drive station
The Marine Drive station is pretty indicative of the elevated stations on the line. Lots of wood and glass. They were attractive, but the platforms were short, as can be seen in the second photo down, coming into one of the underground stations.
Marine Drive Canada Line stationComing into station
The stations also seriously lacked amenities. There were no bathrooms and few chairs in most of the stations. The stairs were narrow, with only escalators going up. Overall, the stations felt quickly built and cheap, as attractive as some of them were.
The cars themselves were fairly spacious, wider than the newer Mark II cars on the Skytrain. The had a single space for a bicycle and another for wheelchairs, both in one of the two cars.
Lone bike space on the train
The ride was smooth and fairly fast, especially compared to the old 98 B-line “bus rapid transit” or the even older Expo Line. The Expo Line now has some sections of track cause a lot of noise and sway, especially with the older Mark I SkyTrain cars.
One of the challenges with connections was that the bus lines haven’t yet been adjusted, something is coming with Labour Day. Both the 98 B-line and the 424 to the Airport are going away, while the 620 from Tsawwassen will be routed into Bridgeport Station. This is just some of the large number of bus changes coming, some of which are not making people very happy. Many people are now going to have to take both a bus and the Canada Line to downtown, as opposed to a single seat bus ride.
As can be expected for the opening of a major new transit line, the lines were crazy all day. Waterfront Station was especially bad, with waits running past an hour, from what I understand.
Overall, I am glad the Canada Line exists, but I think there are going to be serious capacity issues in the future. With the short platforms leading to inability to run larger trains, unlike the Skytrain system, expect crush capacity cars of 400 people very shortly. The real test will come this fall, so it should be interesting to see those numbers. To see more pictures, see my Flickr set.
