Trucks on Royal

This is an issue that bubbled a bit during the last election. Most notably, Council Candidate Vladimir Krasnogor raised the issue of heavy truck traffic on Royal Avenue throughout the campaign. The issue didn’t seem to have legs, though.

I used to live on Royal Ave and 10th: a great condo in a great building. Our first experience with Condo ownership was a surprising success, mostly because the Strata Council was proactive, with a few very sharp members who were able to manage the books and keep the ship running. The only downside of the place was intersection of Royal and 10th. The pavement was pretty beaten up, with a huge volume of heavy trucks causing the asphalt to ripple dramatically. Although the route is only a “daytime” truck route, it only takes a few scofflaw drivers to give people the impression it is a 24-hour truck route. Laden trucks grinding up Royal between 10th and 8th were bad enough, but the crash bang of (seemingly empty) container trucks rattling over the rippled pavement while racing through the intersection on the downhill route can shake you filings out, and that one-in-a-hundred jake-brake user during a quiet summer night paints all drivers with a bad brush, even from 20 stories up.

I sympathized with the folks at City Hall even when I was phoning to complain, yet again, about the guy in the Celeste green wood chip truck with the wailing brakes who drove down the hill, wailing away, yet again, at 5:00am. The City Bylaw Officers did what they could with enforcement, but it was an endless game of whack-a-mole.

What are you going to do? Trucks are necessary for the operation of our society. Royal is on the Major Road Network, and therefore Metro provides money to maintain it, and they are not likely to remove this route from the MRN unless viable alternatives are provided. I hear people at the Master Transportation Plan open houses talking about how “cut and cover” is the solution to all truck traffic issues, without acknowledging the costs and other logistical issues (not to mention the tradeoffs) that come with those types of hard, expensive, engineered solutions in urban areas.

This intractable issue has come up again, as part of the discussions around the Pattullo Bridge. Like many lightly-scabbed-over intractable problems, an off-hand comment from Matt Laird peeled it open again, and got me thinking about the problem in a different way. While looking at the various off-ramp designs TransLink had offered us for their new Bridge, Matt asked why trucks had to turn right onto Royal from the bridge. I’m not sure anyone in the room got what he was talking about, but for the last couple of weeks, that question has been stuck in my head like the baseline of “The Lion Sleeps Tonight”. There. Now it’s in your head too.

So I got thinking about the question, and came up with this handy little diagram.

This measures the distance between key points relating to truck movements around Royal Avenue. I’m assuming that the South Fraser Perimeter Road will be completed and the Pattullo Bridge (in whatever shape or format) will continue to connect to East Columbia and Royal near McBride. The numbers indicate the distances between the important node points. So the distance from 124th and King George in Surrey (the intersection of the SFPR and Highway 99A) to the north foot of the Queensborough Bridge via Royal is 1.6km + 4.5km, or 6.1km.

So let’s look at what options truck drivers have while crossing the Pattullo Bridge (for the time being, lets ignore the trucks that have specific business in New Westminster, and talk about the through-traffic only).

Arriving at the Hwy99A/SFPR intersection from any direction, any truck heading to the TriCities is pretty likely to take the Pattullo, as the asshats at MOTI have decided not to connect the two most expensive road-building projects in the Province (Port Mann 2 Hwy 1 and the SFPR) with an intersection where they cross. These trucks will therefore be forced to cross the Pattullo, take East Columbia, and get mired in the Brunette / Braid intersection and Brunette overpass hijinks. (note, the UBE would definitively NOT have solved this problem, as the trucks want to get to the 8-lane Lougheed or the 10-lane freeway, not to a driveway-laden 4-lane service road through big box retail and casino entertainment hell)

Trucks heading to the northwest will typically stay on 99A up McBride. The only trucks taking Royal would be those heading west to the Queensborough Bridge intersection: the aforementioned 6.1km trip. If their destination is along Marine to points west, the logical alternative is to continue up McBride to 10th, then go down Southridge Drive to Marine at Byrne Road: a trip of 10.6km, which is only slightly longer than the Royal route (which is 8.9 km total). If their destination is the East-West Connector, then their option is the SFPR – Alex Fraser route, which is 11.7km compared to 9.4km along Royal. Considering the SFPR route will all be separated freeway, and not involve stop-and-go traffic lights, even most destinations in Queensborough might be better serviced from the southern route.

Now what about trucks coming from the E-W Connector? The only reason for them to use the Pattullo is to access the TriCities if they choose the longer Alex Fraser – SFPR – Pattullo route, which is quite a bit longer (13.3km) than the Stewardson – Columbia route (7.8km), so not likely. More importantly, if their destination is south of the River, they might be best off to cross the Alex Fraser right away, as they will get to Surrey sooner (11.7km of freeway vs. 9.4km of City streets), so no Pattullo access needed at Royal.

Coming from Marine Drive, the only reason for trucks to use the Royal-Pattullo route is to get to Surrey, and Royal is only one of the three options (Royal is 8.9km, 10th and McBride is 10.6km, and Queesnborough is 17.7km).

So again, except for local traffic, why do trucks need to be able to access Royal from the new Pattullo? Is a 10% longer route along less-restricted roads faster than a shorter route with hills, stoplights and commuters?

I guess one point to take out of this is that we need to understand the ultimate routing of these trucks, in order to service them adequately, not just whether a truck is “local” or not. If only 5% of the trucks are using Royal Avenue because it is a significantly better routing than any alternative, but because of that 5%, we build Royal into the quickest route, then that will attract trucks off of the alternative routes that are only slightly longer. We also have to ask the hard question: is accommodating those 5% of trucks worth the cost to the livability of our City?

These questions require better data to answer. As does the “local truck question”: are there better alternatives to service the trucks whose destination is New Westminster, separate from the through-traffic? Remember, “truck routes” only apply to through traffic (trucks with local business are not limited to these routes, but can use service roads to access businesses that are not on truck routes).

Maybe Matt and Vladimir are right – maybe it is time to start talking about taking Royal off of the MRN. Could such a move be timed to coincide with the opening of the SFPR? Would such a move put the Pattullo replacement project into a new light?

Queens Park Master Planning

I love Queen’s Park. Not the neighbourhood I can’t afford (although that is very nice), but the Park itself. Sitting in the beer garden during Hyack, jogging the Centennial Trail during my occasional brief forays into fitness, walking though the hazy park after midnight on my way home from the Curling Club, even the occasional NWEP open-air meeting during the summer. Just looking at New Westminster from space (via Google), it is the square rectangle of green in the middle of Urbania that sets the geography of the City- even as it contrasts with the angry sharp finger of green that is Glenbrook Ravine.

It is the contrast with Glenbrook Ravine that speaks to the meaning of the word “Park”. The word is used to describe any generically green space in a urban environment, or otherwise protected space in other environments. There has always been a bit of dichotomy between park space being “preserved”, or set aside for nature, and park space being “programmed” for human appreciation of nature. Look at the protests about a rather innocuous walkway in Jasper, or the “No National Park” signs throughout the Similkameen Valley for examples of the conflict between how “Park Space” is valued or not by groups in our society.

Glenbrook Ravine is a pretty wild place, all trees and brush, a green sanctuary for flora and fauna (and overrun by invasive species), where few people wander off the one or two trails. In contrast, Queens Park has seen 125 years of poorly-planned development, the result a criss-cross of playing fields, paved and unpaved trails, parking lots and buildings. Even much of the Green Space is not actually plants, but painted plastic.

The City’s Parks and Recreation Department recognizes that much of the development of the park has been rather ad-hoc, with little long-term planning. So they are looking at changing that, and are launching a Queens Park Master Plan process, to make sure the park’s utilization is optimized in the future.

Much like the Master Transportation Plan, this process is going to take a few months and involve various steps and lots of public consultation. This first step for public input is this coming Saturday, with an “Ideas Event”.

Parks and Rec are encouraging everyone to come out an provide some ideas about the future of Queens Park – what do you like or not like about the current Park? What do you want osee happen to the park?

I have my own loves and hates with the park. I think the long-term preservation and management of the Really Big Trees is important for all sorts of reasons. I am less particular about the rest of the manicured gardens: I know the Rose Garden has a proud tradition, but I would love to see an area dedicated to the growing and preservation of important threatened species of native plants.

Upgrading the driving and parking areas to make them a little more, uh… “park like” would be a nice. Unfortunately, the area between the Stadium, the Arenex and the Arena is a pretty dismal asphalt jungle now, and that is (for many people) the first impression of the park that people get.

The Parks works areas are also a little disappointing in a setting as beautiful as Queens Park. The entire fenced-off maintenance areas both disrupt the park-like setting, and make wandering around the park less pleasant. I would add the petting zoo area to this list of strange disruptions. Again, I may be in the minority here, but I think the petting zoo concept is an idea well past it’s prime.

I like the idea of the Bandshell more than I like the actual Bandshell. Having enjoyed great concerts at the Malkin Bowl and Deer Lake Park, I can’t help but think we need a better outdoor venue in New West. Maybe the Bandshell just needs and upgrade, or maybe these types of events will move to the new Pier Park?

The picnic areas are so well used in the summer, that it is sometimes hard to find a spot unless you book well ahead. I think a few other less-structured sitting-and-meeting spaces could be integrated all around the Centennial Trail.

I think the Stadium is spectacular and under appreciated for its setting. I wish I had more reasons to go see Games at it (oohhh… imagine a Single-A baseball team?!? Line me up for season’s tickets!)

Ultimately, I don’t think Queens Park needs any radical changes, but subtle upgrades as the aging infrastructure is being replaced. As population density to the east of the park goes up, and property values to the west stay high, there will be more demand on Queens Park. At the same time, the new Pier Park may draw a lot of the picnic and other “programmed” uses away. Connecting the two via greenway trails, including the upgraded trails through Glenbrook Ravine, would make a nice connected green region of the City… but maybe I’m dreaming now.

the Dollar Store Debate.

OK, I will wade into it.
This was touched off by a minor local Twitterstorm last week, when some lamented the opening of yet another “Dollar Store” in New Westminster. Some had the temerity to suggest that miscellaneous discount crap fresh off the container from East Asia was not a product category of which New Westminster was suffering paucity.

Ever-opinionated, usually correct, and fiercely local Twitterista Jen Arbo was quoted in the Record lamenting that this was the best our local retail environment could offer. The counter argument being, I guess, all hail the free market and the entrepreneurs for which it stands. I have to count myself on the Arbo side of the discussion, but had little to say on the issue. I don’t go into Dollar Stores, because they have nothing to offer me, although they apparently offer something to others: go, go, free market!

Then I noticed the Record article quoted a New York Times article thusly:

“We are awakening to a dollar-store economy,”

…and I shuddered. I cannot think of a more damning lament for our economy, or for our society. No I gotta comment.

This “Dollar Store Economy” is one where the retail environment is dominated by bountiful cheap choice. If you cannot find the quality or the features you want, that is offset by the remarkable affordability of what you don’t want. As the times article points out, it is the “Luxury of Quantity”. Tired of crappy stuff? Here is some more crappy stuff. This is the foundation of the economy that makes Wal-Mart the largest retail business in the world, and IKEA the largest seller of home furnishings in the world. This is the philosophy that brings us 5000-square-foot plywood McMansions in neighbourhoods without sidewalks, straining the City’s ability to provide basic services, while the homeowner laments outragrous 2.5% property tax increases. This is the philosophy that makes it profitable to burn the crap we import and pay a dollar each for more when we find a more pleasing colour the next day.

This also creates the market condition where it is difficult to shop in New Westminster if you want to shop locally and support the local economy. Outside of Wal-Mart, there is no place to buy sporting goods in New Westminster. We have two very good bike shops, but not one place to get a decent selection of running shoes. We host the Canadian Lacrosse Hall of Fame and one of the greatest Lacrosse teams in the history of the sport, but you cannot buy a lacrosse stick within our 15 square kilometres. The same lament for people trying to buy office supplies, gardening equipment… the list goes on.

The big-box merchants at our periphery provide a dizzying supply of low-quality replacements for all of the above. Think about it: one sure way to tell you are not an aficionado of something, but are merely a dabbler, is when you find yourself buying supplies for that thing at Canadian Tire. People who race bicycles (or even commute seriously on them) don’t buy tires at Crappy Tire; barbecue experts are not going into Home Depot to peruse the latest offerings from Broil-King; professional Graphic Designers are not picking up art supplies at WalMart. All for the same reason: these businesses sell crap for the masses who don’t know better (which also explains why I buy car parts at Canadian Tire, I guess).

Which brings me to my favourite example of the unseen cost of cheap goods. Look at the coffee table in this picture:

It looks pretty non-descript, if boring. We bought it about 10 years ago from an Amish guy when we were living near Amish Country in the Mid-West, so it is hand-made of real locally-sourced hardwood. Real joinery, too, the thing is built like a tank. Barring housefire or natural disaster, this is probably the last coffee table I will ever own. But the wood was local, made by a local artisan, and we bought it right from him: cost us about $150. I seriously think this is the last coffee table I will ever buy in my life. In that sense, it is similar to the $80 solid wood cutting board I bought from Louie at the Royal City Farmers Market. Well built, local, durable.

Now there is another way we could have gone. Drive down to IKEA, and see what they have to offer. They have a very similar coffee table, for about a third of the price; what a bargain. It is, of course, made from a compelling blend of particle board, fibreboard and plastic, wrapped in a provocative envelope of Melamine foil and acrylic paint. It is packed 3 inches flat in cardboard, with Styrofoam and plastic film, and comes with a little 4mm hexwrench to put it together.

But how long do we anticipate before the $50 coffee table starts to look tattered around the veneer edges? How long until those 4mm hexwrench fasteners start to wiggle loose in their particle board sockets, of the fiberboard shelf starts to sag? How long before this coffee table is headed for the landfill and another trip to the IKEA is required? 3 Years? 5 years? Then try to imagine how much of that $50 stayed in the local economy? The guy who sold it to you spent 3 minutes punching in the purchase, and gets paid $10 an hour. Your proportion of the money spent by IKEA that day in Coquitlam might total 10% of that purchase, and some of that will be eaten up by the landfill costs of the packaging…
That is the promise of the “Dollar Store Economy”: more cheap shit, sold by the lowest bidder, brought to you by mass production overseas, with no local content, and little contribution to the local economy, except what we can squeeze out in the form of taxes (with the resultant whining about how taxes are hurting “competitiveness” of business).

So thanks Jen Arbo, for running a local businesses that helps other local businesses succeed, and for all your work at the Royal City Farmers Market, bringing local goods directly to local consumers. You might not have thought about it this way, but you have been fighting against the forces of the “Dollar Store Economy” before you ever piped up in the Record.