Feedback

I like to complain as much as the next guy. However, I do try to keep it constructive and useful. I recently send a complaint to TransLink via a short Twitter thread, photos and all. The very pleasant person on the other side of the anonymous @TransLink twitter account replied that they noted the concern, and asked that I follow up with the on-line TransLink feedback form. I was admittedly slow to do this, in part because the feedback form is limited to 2,000 characters (I can’t sing Happy Birthday in less than 2,000 characters) and I thought the issue really needed the photos I took to highlight my concern. So, I sent them a TL;dnr complaint to the suggestion box and added a link to this post, where I expand on my Twitter thread and add the photos that I think tell the story.


Hello.

I had a pleasant conversation through Twitter (yes, that is possible) with your social media staff last month, and they recommended I send this concern directly to this e-mail, so here we are, I finally got my rant together.

There is a bus stop on Westminster Highway right across the street from the Hamilton Transit Centre. Stop #59555 I think. The bus stop is on a (painted) bike lane. Not a perfect design, but sometimes you need to make due as there are lot of challenges for road space and curb space in the City. A bus stopping for a few seconds to pick up or drop off customers is a minor hassle for someone using the bike lane, and I think supporting transit users is really important for all cyclists – we active transportation users are all in this together!

Though it is not optimal in design, this is kind of an important bike lane. That area of Queensborough/Hamilton is a bit of a pinch point with the freeway jammed through it, and the route along Westminster Highway is really the only accessible, low-gradient and family-friendly route between the residential areas of Hamilton and the residential areas of Queensborough. It serves as an important connection for parks, shopping, the child care centre, and other travel. There really isn’t another way around here (except a ridiculous, really high, steep, and narrow pedestrian overpass a little way to the South, which no cycle should ever be on, and which doesn’t connect to anything, and is a prime example of why MOTI should not be trusted to build anything in an urban area, but I digress).

Now, the problem with Stop #59555 is that it has increasingly been used as place to store buses. It seems there is always one or two buses staged there, sometimes shut off with no drivers. I realize the 410 route often has delay/deadheading issues, but I also assume this is a spot for shift changes or other reasons bus are stored here. I have cycle commuted on this route for years, and I do not recall buses staging here prior to the opening of the Transit Centre. So now, instead of people on bikes waiting a few seconds for the bus to pick up or drop off, we need to travel around the bus.

A >2m-wide bus parked in a <2m painted bike lane means cyclists wishing to pass by must enter the driving lane of a road with the name “Highway”, and one with a significant portion of truck traffic. For experienced cyclists like myself, that is merely a bothersome decrease in my safety as I signal and take the lane and hope drivers respect my space (no doubt irritating a small number of them, pushing them towards writing their own long impotent screeds on the Vancouver Sun Facebook page about scofflaw cyclists not staying in their lane). But for other users it creates a serious barrier. Here is what I happened upon while riding along that route a few weeks ago, which launched this specific impotent screed:

As someone who cares about active transportation, as someone who proudly extols the virtues of TransLink as one of the greatest urban transit systems in North America, as someone elected to advocate for the safety and comfort of active transportation users in my community, all I want is for this mother to feel comfortable taking her daughter for a bike ride. I want the daughter to grow up confident and free and empowered by her bicycle. I want mom and daughter to be safe. The bikeway here is not optimal, but Translink’s operational choice here is making it markedly less safe every day. I mean, what is she supposed to do here? What message are we sending?

So please, see if you can change this operational practice, hopefully this summer, until a proper engineered work-around (a pull-out for the bus, or a bike lane routed behind the bus stop) can be implemented. If you need help from the City to make that happen, or if there is someone else I need to call, please let me know. Don’t do it for me, the “experienced rider” who doesn’t mind irritating the occasional driver if road engineering forces me into that choice. Do it for this family, for this mom trying to teach her daughter how to navigate her community safely, for this youth discovering one of the greatest tools for empowerment and freedom ever invented – riding a bicycle.

Thanks.

ASK PAT: NWSS safe biking routes

I have a bunch of queued up ASK PATS. Sorry, folks, some have been here for quite a while. Things have been busy, and priorities at Council have been shifting so fast and furiously that I have let these linger. I am going to try to clear the queue here in the next little bit. So the answers may be shorter than usual. But probably not, because I like to go on about things…

Don asks—

NWSS safe biking routes need some help. One of those problems is the car traffic cutting through the gas station at 6th and 8th. Perhaps if barriers were installed on the double yellow lines on both those streets would improve safety and traffic flow. Is this possible?

Maybe. That is a pretty “operational” question, and I frankly don’t know the technical requirements when it comes to installing mid-road barriers. I suspect come of those flexi-posts would reduce the number of illegal turns here, but I have also seen drivers do some pretty bizarre things to get around them. Jerks gotta jerk. As this is a more technical operational question than a Council Policy one, you may want to enter it to SeeClickFix or drop a line to Engineering Ops and see what transportation staff say.

As for bike routes to NWSS, we are working on it. The building of the new High School has given us an opportunity to review how cycling and pedestrian connections to the High School work. With the “main entrance” for the School shifting form 8th Street to 6th Street, there will definitely be a shift in how students get to the school:

An older drawing o the proposed new school site I cribbed from this source. Some stuff may have changed since then, but I wanted to show the lay of the land, and this works.

The City has worked with the School Board and project delivery team on this. The first priority is assuring safe and accessible pedestrian access a the two main “entry points”which will be mid-block on Eighth Ave (“C”) and mid-block on Sixth Street (“D”). The pathway across Eighth Street through the existing school site (“A”) is also identified as important, but will be addressed in the future as the demolition of the existing school and design of the memorialization area will delay works on that side. Light-controlled intersections, crosswalks, and sidewalk upgrades are planned at “C” and “D”.

The City is also committed to assuring there is a safe separated cycling route from Seventh Ave (part of the Crosstown Greenway) to the school. By the time the School opens, that will be a separated path along Eighth Street to Eighth Ave, a new intersection treatment at Eighth and Eighth, and improvements of the pathway past the Massey Theatre.

The Connection of the Crosstown Greenway to the Sixth Street entrance to the school property is going to be designed and implemented as part of the Uptown Streetscape Vision, which will redesign all of Sixth Street from Fourth Ave to Tenth Ave. This is currently going through some stakeholder engagement, but is a bigger road redesign project that will not be implemented by the time the School opens.

Streets for People

I had a motion on the Council Agenda on Monday, which I said I would write about later. First the motion in full, then the rant:

Whereas the City of New Westminster established a Bold Step target to re-allocate 10% of automobile-only space toward sustainable transportation and/or public gathering use by 2030; and
Whereas the COVID-19 pandemic has resulted in significant shifts in the use of public space, and “physical distancing” directives exposed the critical need for greater and more accessible pedestrian, active transportation, and public gathering space in the City; and

Whereas the recovery phase of the City’s pandemic response will put tremendous pressure on the City to address these inequities in public space, to assure that the freedom to move about and be active in public spaces not lost, and that our commercial districts are supported in finding creative ways to activate sidewalk and road space to excite customer support; and

Whereas urban areas around the world are currently demonstrating a commitment to reclaiming roads by rapidly converting automobile-only space to more equitable uses that better support neighborhood livability, commercial district viability, community resiliency, and public safety during the crisis and into post-Pandemic times;

Therefore be it resolved that:
The City of New Westminster move quickly in 2020 to expand road re-allocation toward pedestrian, cyclist, and public gathering space, using temporary measures where necessary with a mind towards more permanent solutions that can be applied after the period of crisis has passed;

And be it further resolved that:
The Transportation Task Force make rapid reallocation of road space a priority work item, are empowered to immediately apply temporary measures in 2020, and accelerate the timeline towards the 10% space reallocation goal set out in Bold Step 7 of the City’s Climate Action Plan.

In a rapidly growing city, the need for our streets to be public spaces where people can walk, shop, even recreate – as opposed to merely roads for the purpose of automobile throughput – has never been more clear. Intrinsically, we knew this all along. Every time we have opened up space for people to use at a human scale, people show up and take advantage of that space. When that space is lost again, we feel the loss. Yes, I’m talking street festivals and parades, but I’m also talking about the temporary closure of the east part of Front Street that brought people to use that space creatively for a summer, and the small calmed or reclaimed areas like the Front Street Mews and Belmont, or the pedestrian space reclaimed on McInnes.

Along comes a pandemic, and all of the sudden commuter traffic has reduced, and people are using space differently. People have shifted to walking more, there are noticeably more youth and families out on bikes, and the way we shop and assemble and queue use transit has changed. With people spending more time working at home or (alas) unemployed, there are more people outside using public spaces. Gathered in parks in small virtual pods of a few people, spread across the space. People want to be outside, but people are wary of being too close or crowded in public space. The only solution to this math is: more public space.

The City has reacted in some rapid ways to support these changes in the transportation realm. The report we received in the May 11 Council package outlines much of this: fixing the pinch point on the Central Valley Greenway at the north end of East Columbia, asking people to use the Quayside esplanade differently, making more space for safer use of the McInnes Overpass. And the obvious happened: every time we have opened up space for people to use at a human scale, people show up and take advantage of that space.

At the motion says, New Westminster has already set a goal to re-allocate 10% of road space by 2030 as one of our Bold Steps towards Climate Action. In light of current events and the radical change in the use of public space we are already seeing, the 2030 timeline no longer feels bold. In a city with as much road and as much pressing need for public space right now, we need to act faster.

And we are no alone in this, Cities from Vancouver to Montreal to London to Seattle have shifted the use of street space to make pedestrians, cyclists, and other street users more comfortable and safer.

New Westminster has a lot of road space, an excess of road space in many ways. We can demonstrate regional and national leadership not by changing our plans, but by simply re-setting the timeline for this work – the immediate shift of road space by temporary measures – paint, no post barriers, planters, delineators, and bollards. We can aggressively do this in the summer of 2020, with a mind to making these re-allocations permanent as capital budget and recovery allow.

My motion calls on us to do the things outlined in the Staff report, and more, and much more rapidly. Additionally, as much as I appreciate the great work transportation staff have done so far, I want us to also think about how we take this work out of the transportation realm, and expand it to thinking more holistically about how we can re-allocate space to support our business districts, support the arts community, support people finding new ways to connect socially while distancing physically, how the re-use of public space will be a keystone to the recovery from this crisis.

The summer of 2020 is going to be different. And coming out of the Pandemic, there will be transformations in how we live in our City. If we are bold and brave now, we can shape those transformations towards the more people-focused, more equitable, and more sustainable community we envisioned in our long-term planning. Like so many other needs in the community, the COVID-19 crisis did not create this need, but it did demonstrate the urgency of the need, and provides the opportunity for accelerated action to address the need that was always there.

I want this motion to be the start of a conversation – but getting mired in debate about priotization and compromises is the biggest risk to us actually getting change during this critical time. I will be talking out a lot in the weeks ahead about this, and I want to hear form the community about the visionary changes you want to see in your community, in your neighbourhood, on your street.

I want to see rapid deployment of greenway treatments to finally address some of the gaps. I want to see expansion of sidewalks into car storage spaces so that people have comfortable space to walk in our commercial areas, and so our commercial businesses can be supported as they re-open by taking patios or merchandizing areas out on to the sidewalk. I want to see small chunks of our local streets closed to traffic and converted to active use for neighbourhoods that are going to be itching for social connection during a summer with no festivals. I want every student to have a safe route to walk or roll to school. I want us to stop laying pavement expanses on parts of roads that don’t facilitate safe speeds or safe crossing. And I’ll be going on at length about these things…

I wrapped my little speech at Council by quoting Gordon Price – the former Director of the City Program at SFU and City Councillor for the City of Vancouver:

Reallocation as a health response, a climate-emergency response, a neighbourhood planning response, and an active-transportation response – all of the above at a time when the difficult-to-do has become the necessary-to-do.

Because it is time, because it will make us a better City, let’s do this.

BTWW 2019

My ride to work for Bike To Work Week yesterday was pretty typical. Nice weather for a 20km ride, and 4 people attempted to murder me.

One was a person in an SUV blowing through a stop sign into my path on a residential Vancouver street, which was easy to forgive because she gave me that ubiquitous “oops” wave. One person pulled a bone-headed u-turn right in front of me as I am going down a hill on another designated bike route in Vancouver, causing me to lock up both wheels on slick streets. No “oops” wave this time, but he did give me a dismissive spin of his tires as he shot away from the scene, which I guess is acknowledgement. One was an attempted dooring on a traffic-calmed bike route, followed a few hundred metres later by a guy in a CLK brush-passing me at 50km/h when I try to stay out of the door zone on another traffic calmed bike route. I foiled them all.

There were also two places where City works crews (one in Burnaby, one in Vancouver) chose to completely close off a relatively safe bike route with no warning and no indications of alternative routes in order to do horticulture work, which is kinda a nice nod to Bike to Work Week.

There were also three places where I was forced to make sketchy moves on the bike because of horrid cycling infrastructure failures. One infrastructure failure in Burnaby is a long-standing grievance at Royal Oak station that will get someone killed eventually. Another is the relatively new one in Burnaby I have already lamented, that the City of Burnaby has now made even worse with the addition of a pedestrian fence. The third one is related to recent construction at the Nanaimo Skytrain Station in Vancouver that has been there for a few months, and seems like it may continue to be there for a very long time. All three of them are adjacent to or near transit stations, so perhaps I should be complaining to TransLink? But not one of them would be acceptable, or last this long, if it was cars forced to make the sketchy move. If drivers were forced to even lighten up slightly on the gas pedal for a brief moment, there would be signs and flagging people and traffic studies. Because even where cycling routes meet transit stations in pedestrian-heavy areas adjacent to popular parks, it is cars that are accommodated first, and the rest of us can fuck right off and get killed. In the context of a ride where several people in cars did actually try to kill me, these little grievances and seemingly minor inconveniences start to grind your gears.

But I’m tired of complaining. And I’m tired of hearing that “scofflaw cyclists” are the bane of urban areas. I’m tired of reading study after study showing that pedestrians and cyclists are getting killed by cars at increasing rates at the same time that driver fatalities are going down. I am tired of Police and ICBC telling me to make eye contact and dress up like a Christmas tree or I had it coming when some asshole left hooks me. I am tired of the profound gap between the lack of responsibility that the people who choose to use cars feel, and their absolute righteousness around their use of cars. I am tired of arguing for basic cycling infrastructure against the societal priority of (preferably free) storage of cars in all public space. I am tired of meetings at City Hall where the only time we discuss cycling infrastructure, it is in the context of how we can maybe afford some half-measure some time off in the future if it doesn’t irritate too many people, but we certainly can’t afford to build something that is safe, connected, and integrated. I’m tired of ceding so much space and energy and money and atmosphere to cars. I’m tired of us treating this City-destroying and planet-killing addiction like it is untreatable, or even beneficial. I’m sick and tired of car culture, of Motordom.

Cycling is making me tired. But it isn’t my legs that hurt, its my heart. I’m afraid that this weariness has taken away the joy I used to get from riding a bicycle.

Trip Diary

The venn diagram overlap of transportation geeks and data geeks shines brightest when Trip Diary numbers are released. So despite the zillion other things I have to do, I sat down for some Excel Spreadsheet fun this weekend to look at what the Trip Diary data release tells us about New Westminster.

The Translink Trip Diary is a survey-based analysis of how people in Greater Vancouver get around. Unlike the Canada Census that asks simply “How do you usually get to work?” and “How long does that take you?”, the Trip Diary digs down into details about how people get around. What types of trips do they take, where do they go, how far, and how often? The difference matters because many people, especially those who use active transportation modes, use more than one way to get to work and travel for non-commuting reasons as well. I have two jobs, one I either walk or cycle to, the other I either cycle or ride transit (after a 5-minute walk on one end). My “usual” could be transit or cycling or walking, depending on the week. I usually walk to shopping, but sometimes drive. I sometimes drive to recreation, sometimes I bike or walk. For most of us living in a modern urban area, our modes are mixed, and understanding that mix is more important to how we plan our transportation system than the simplistic census question.

I’m going to skip over some of the regional stuff (maybe a later post when I find time because there is some fascinating data in here) to concentrate on New Westminster. All of the numbers below that I refer to as “New Westminster trips” are trips by people who call New West their city of residence – whether their trips start and/or end in New West or elsewhere in the region, every trip made by a New West resident is considered a New West trip.

The last Trip Diary provided data from 2011, and at the time, New West was doing OK as far as “mode share”, which is transportation geek speak for “what percentage of people are travelling by X mode.”

As might be expected for a compact city with 5 Skytrain stations, New West has high transit mode share at 17% of all trips. In 2011 we used transit at a higher rate per trip than any other City in the Lower Mainland except the City of Vancouver itself (at 20%). We also had higher walking mode share than most cities (11% of all trips, which is only behind Vancouver, North Van City and White Rock). Our 2011 cycling mode share was a dismal 0.4%, which was, even more dismally, close to the regional average. Add these up, and we had one of the lowest automobile mode shares in the region. 59% of trips were drivers, 13% were passengers, totalling 72% of trips, which was lowest in the region except (natch) Vancouver. Contrast that with the traffic we need to deal with and the amount of space we have given over to that traffic. But more on that later.

The 2017 Trip Diary data shows how our mode share has shifted over a 6-year span:

As you can see, the shift is subtle, but in a positive direction if you hate traffic. Our transit rode share went up to 20% and is now the highest in the region (Vancouver’s dropped a bit to 18%) New Westminster is now the City in BC with the highest transit mode share! Our walk share went up to 15% and is still 4th in the region, and our bike mode share doubled from dismal to still pretty bad. Or car mode share, however, dropped from 72% of all trips to 64.5%, and “passengers” went up a little bit in share, suggesting that single occupancy vehicle trips went down. Going from 59% to 51% of driving trips in 6 years is (a 14% decrease) is a really positive sign for the livability of our community.

All of those numbers are percentages of trips, but they mask that New Westminster is a growing city. Based on BC Government population estimates (BC Gov’t Local Government Statistics Schedule 201), our population went from 67,880 to 73,928 over that 6-year span, an 8.9% population increase. The trip diary raw numbers show that our number of trips went up at a higher rate: a 12% increase from 194,000 individual trips on the average day to 217,000 trips. We are moving around more. And this is where things get interesting:

With a modest increase in cycling (around 1,000), and significant increases in walk trips (11,000) and transit trips (10,000), there was no increase in trips taken by car – the increase in passengers almost exactly offset the reduced trips by drivers. I need to emphasize this, in bold, italics and in colour, because this is the big story in all of these numbers:

All of the new trips taken by New Westminster residents, as our population grew by 8.9% and our travelling around grew by 12%, resulted in no increase in car use by residents of the City. All of the extra trips were counted as transit, walking, or cycling. Simply put, this logical connection perpetuated by people who oppose the transit-oriented development model, is not supported by the data:

Admittedly, this does not necessarily mean traffic is getting better; That a smaller proportion of people are driving and that driving is becoming less convenient, are not contradictory ideas. Other parts of the region have not seen the same shift, and growth to the south and east of us especially is increasing demand on our local roads. This also means there are more pedestrians and cyclists about, so crosswalks are fuller and taking more time to clear, meaning some tiny amount of through-capacity from cars is lost to accommodate the mode shift and keep vulnerable road users safe. The City shifting resources to serve the growing proportion of our residents that don’t rely on a car every day also makes sense from a planning principle. If I am car-reliant (and some in our City definitely are) I can rest assured that a huge proportion of our public land space is still dedicated to moving and storing cars, and a large portion of our budget to accommodating the expectations of drivers.

But the writing is on the wall, and we need to continue to adapt our practices and resources to reflect the success that is starting to show in our regional transportation numbers.

Ask Pat: The CVG Gap

Zack asks—

When will there be a proper cycling connection between Cumberland and Brunette along E Columbia? Almost everyone rides on the sidewalk there.

I have no idea.

I’m not happy about that answer, that piece of terrible planning turned into infrastructure failure is one of the biggest active transportation pet peeves I have in the City. Now, I could blow smoke up your ass and say we are working on it, but I don’t actually think we are. And to understand why not is to understand what is currently frustrating me most about my job.

The Central Valley Greenway is a great piece of regional transportation infrastructure. After only the BC Parkway (which has its own frustrations), the CVG is the best integrated inter-community cycling and active transportation route in Greater Vancouver. Tracing pretty much the flattest and most direct route between Downtown Vancouver and the triple-point of Burnaby New West and Coquitlam, with a significant side-spur connecting to Downtown New West, the CVG is 24 km of relatively safe, pretty comfortable and pretty attractive cycling infrastructure opened to some fanfare in 2009.

It is definitely not perfect, and much of it falls far short of what we would consider “All Ages and Abilities” AAA bike routes. That in Burnaby they built a really great multi-use overpass at Winston and Sperling to cross the road and railroad tracks almost makes be forgive the adjacent 4 km where the route is a too-narrow, poorly-maintained and debris-strewn paint-demarked lane adjacent to a truck route where 4+ m lane widths assure the 50km/h speed limit is treated as a minimum. But I’m not here to complain about Burnaby, I’m here to complain about New Westminster.

At the time of the CVG opening in 2009, it was noted that some parts had “interim” treatments, and would be brought up to proper design in the near future. One of those is the section you mention, where the separated Multi Use Path (“MUP”) along East Columbia simply runs out of road room, and for 150m, cyclists are either expected to share sidewalk space with pedestrians (which is actually legal in this space, but that’s another Ask Pat) on a 6 foot wide sidewalk immediately adjacent to heavy truck traffic coming off on Brunette, or take a 360-m detour up a steep (13% grade!) hill to Sapper Street, then back down an equally steep hill a block later. It is a fudge, but tolerable as a temporary measure as we get this great $24 Million piece of region-defining infrastructure completed.

A decade later, the fudge is still there, and it is way less tolerable.

I have asked about this for pretty much a decade, and the answer seems to be that this fudge will get fixed when the intersection of Columbia and Brunette gets fixed. If you look at the traffic plan for Sapperton and the “Great Streets” section of our master transportation plan, you see that there is some notion that the Brunette/East Columbia intersection will work better if Brunette is made the through-route, and East Columbia is turned into a light-controlled T-intersection. This vision appears at times when discussing Braid and Brunette changes, or potential “solutions” to the United Braid Extension conundrum, or dreams of re-aligning the Brunette offramp from Highway 1 or the building of 6- or 8-lane Pattullo Bridges. When one or all of these things happens (so goes the story) then re-aligning this intersection will be an important part of “keeping things moving”, and then we will have the money/excuse/desire to fix the fudge in the CVG.

But none of those things have happened over the last decade, and there is really no sign that any of them are going to happen any time soon. There certainly isn’t any money in the City’s Capital plan to do this work, no senior government is offering money to do this work, and there is very little political will by anyone (for good reason) to spend tens or hundreds of millions of dollars shifting choke points for drivers around in New West around. So all this to say my answer to your first question is No, there is no foreseeable timeline to fix this piece of the CVG.

But my frustration is this being just one more example of how the City of New Westminster is has still not adopted the principles of our Master Transportation Plan and it’s clear prioritization of active modes. This is still not the culture of the organization. If the improvement of this keystone regional active mode route is contingent on us spending 10x the amount it would cost on some “getting cars moving” project that we can slip this in with, it is clear where our priories lie. As long as making an active transportation route work is still accessory to motordom, we are failing our own vision.

Pedestrian Cages

I’m going to pick one specific part of the new pedestrian overpass on Stewardson that bugs me. I dropped by to look at the near-completed project (which, I hasten to note, was paid for by the Province and Feds, not the City), and have a bunch of negative feelings about it for a variety of reasons I mentioned here, and concerns I raised here, but it is this picture shows what currently bugs me the most:

Why the hell do pedestrians need to be kept in cages?

A quick Google Map tour of the overpasses rebuilt as part of the recently-expanded Highway 1 through Burnaby and Surrey provides these images of overpasses for cars that have sidewalks on them for pedestrians:

Willingdon Ave
Sprott Street
Kensington Ave.
Cariboo Road
160th Street

Now compare these to overpasses build specifically for pedestrians:112th Ave.

Tynehead Park

Notice the difference?

This isn’t limited to Highway 1, or even to Ministry of Transportation infrastructure. Go to your favourite road-overpass-with-a-sidewalk-over-another-road anywhere, and you see a normal elbow-to-shoulder height fence to keep pedestrians from falling off the edge:

Winston Street, Burnaby.

Gaglardi Way, Burnaby.

But look at any pedestrian-only-overpass, and you have the perimeter fence from San Quentin:

Winston Street, Burnaby.

Gaglardi Way, Burnaby.

Can anyone explain this to me? Presumably, this is to protect the underflowing traffic from nefarious activity of suspicious non-car-having people. But if that is so, why not also put a cage up at the overpass where non-car-having people are walking beside car-having people? Is simply the presence of car-having people enough to keep non-car-having people from doing nefarious activity? Is not having a car such a suspicious activity that even when non-having, being proximal to those who are currently having is enough to mitigate the suspicious activity so the cage isn’t necessary?

Of course, I don’t  think is the actual thought process that creates this strange discrepancy, but I think it is a window in the cultural bias of transportation engineering. Building a pedestrian overpass? Need a cage to protect the drivers. Building a car overpass? Sure, we’ll throw a sidewalk on it (not like anyone is going to use it!). Pedestrians (and cyclists to a lesser extent) are accessories to transportation at best, impediments to efficient transportation at worst. They are something that needs to be accommodated as we decide the best way to move the real road users – cars and trucks – around in the City. Look around at how our transportation systems are built, even today, and you see this bias built in, even in the most walkable urban neighbourhoods like New Westminster.

It is this bias that decided spending $5.2 Million to get pedestrians out of the way was a better solution than spending a fraction of this to slow trucks and cars down to the posted speed limit to make Stewardson safe for pedestrians and cyclists. This expensive intervention is the exact opposite of Active Transportation infrastructure, because it gives up on the idea of slowing cars and trucks down to the posted speed limit before they get to the crosswalks at 5th Ave or 3rd Ave so those pedestrian spaces don’t feel so terrifying.

I hope, but am not confident, that the provincial Active Transportation Strategy will include a cultural shift in the Ministry of Transportation to one where active transportation will be found to be equal to, or even emphasized over, the dangerously rapid movement of cars and trucks. I also hope that the City New Westminster can make this cultural shift across the organization, because without this commitment our Master Transportation Plan is just lines on maps in a book on a shelf.

Bikeways now

We have had a couple of presentations to Council by the reinvigorated HUB Chapter for New Westminster. I have been a long-time supporter of HUB (through membership and donations), used to serve as a community representative on the Advisory Committee for Bicycles, Pedestrians and Transit (ACTBiPed), am now Chair of that committee, and even have my name attached to the city’s Master Transportation Plan as a community member of the Master Transportation Plan Advisory Committee, so I feel pretty close to this issue. I thought it was time to write a bit of an essay on where I think we are, and where we need to be going as a City when it comes to transportation. And it isn’t all good.

I need to start this by interject one of my usual caveats about how everything you read here is my opinion, coming out of my brain (or other internal organs, commonly spleen) and not official communication from the City. I am one member of a Council of 7, and they may or may not share my opinions on this stuff. There are staff in the City doing their jobs with much more engineering and planning expertise than me who may cringe in reading my relatively uninformed take. So nothing here should be taken to represent the thoughts, feelings or ideas of anyone or any organization other than myself.

The same goes for my random tweets that sometimes get picked up by the media. I was recently critical on-line of a change in the BC Parkway along my regular-job commuting route that made cycling along the parkway less safe for cyclists and pedestrians. After getting re-printed, I felt the need to state that I recognize New West has some work to do on this front as well, but I like to hope that despite our being slow at improvement, we are not actively making things worse. It is the pace of improvement that I want to lament now.

I am a little frustrated by our lack of progress on building a safe and connected cycling network in New Westminster. I understand a little more now in my role about why we have been slower to act than I like, but I think it is time for us to stop looking at lines on maps and start building some shit.

Up to now, work on the Master Transportation Plan implementation has emphasized things that I think needed to be emphasized in our transportation space – curb cuts, making transit stops accessible, and accelerated improvement of pedestrian crossings. these are good things that deserved investment to remove some of the barriers in our community that represented some obvious low-hanging fruit. We have also staffed up a real Transportation department for the first time, so we have engineers and planners dedicated to doing this work, and they have been doing some really great work.

We have built some stuff! There are areas we have improved, and though they are better than what was there previously, I cannot believe anyone would look at some of this infrastructure and see it as truly prioritizing cycling, and (more to the point) few of them meet the mark that we should be striving for – All Ages and Abilities (AAA) bike routes that an 8 year old or an 80 year old would find safe, comfortable and useable. As I am learning in this role, each project has its own legacy of challenges – resistant neighbours, limited funding, tight timelines to meet grant windows, unexpected soil conditions. Every seemingly bad decision was made with the best intentions as the least-bad-of-many-bad-options. But we need to do better, and that means spending more on better. 

So, much to HUB’s points, there are a few projects I think the City needs to get done soon, and I hope we can find the capital to make happen, even if they are not as sexy as some region-defining transportation links, they are fundamental if New Westminster is going to take the next steps towards being a proper 21st century urban centre:

7th Ave upgrades The existing temporary protected bike lanes on 7th Ave between Moody Park and 5th Street are getting torn up right now as scheduled water main and service works are happening under that street. I am adamant that permanent protected AAA bike lanes need to replace them. This is the part of the established Crosstown Greenway that sees the most non-active traffic, and is probably the least comfortable part as it also sees its fair share of rush hour “rat runners”. The rest of the Crosstown Greenway could use some enhanced traffic calming, pavement re-allocation, and cyclist priority in some intersections, but it is this 300m section where true separated lanes are the only way all users will feel safe.

Connection to the High School Related to this, the new High School will be ready for students a year from now, and we have not done anything to assure that students of the school can safely connect to Crosstown Greenway and the adjacent neighbourhoods. The sidewalks along 6th and 8th are barely adequate now for the mass of students that pour out of the school when a bell rings, and the new site is going to be more constrained for parent drop-off and pickup, so the City needs to build safe connections. In my mind, that means separated bike route along 8th Street to Moody Park and widened sidewalks along 6th Street to 7th Ave, but I’ll leave the engineers and transportation planners to opine on what we need to build – I just want to get it built so that the new school is one that encourages students to walk, roll, bike, or scoot there.

Agnes Greenway Bikeway Another major construction project in town will be starting the fall (hopefully), and is scheduled to be completed in 2023. At that time, the Pattullo, which is the second-worst crossing of a river in the Lower Mainland for bikes (Knight Street is worse, and the tunnel doesn’t count) will be replaced with what could be the best active transportation crossing in  the entire region – and it will see a concomitant increase in use. There is a lot of work being done in the City with the Ministry of Transportation to assure people landing in New West by bike or scooter have decent connections to the existing network. At the same time, we need to fix the crappy connections people trying to move east-west past the bridge now have to deal with. Agnes Street should be that connection for most of our Downtown, should provide proper AAA connections for all downtown residents to QayQayt Elementary, and can be the foundation for the much-needed-and-never-quite-done Downtown-to-Uptown grade-reduced route. This is as key to New Westminster’s Active Transportation future as the Burrard Street Bridge and Hornby Street bikeways were to Vancouver a decade ago. We need to see that vision, do it right, and make this the one gold-plated piece of bikeway infrastructure to hang all of our other dreams upon.

Uptown/Downtown connection Much like the Burrard Bridge example, the connections to the Agnes Bikeway are as important as the Bikeway itself. The Agnes Bikeway will only be transformational if it connects safely to the “heart” of downtown, which is and will continue to be the corner of Eighth Street and Columbia. It also needs to connect to a proper AAA route across Royal. HUB and ACTBiPed have talked at length about potential lower-grade routes from Columbia to Royal using the same thinking as “The Wiggle” in San Francisco, and a preferred route has been identified. However, the solution above and below Agnes are both going to require difficult engineering choices and potentially more difficult political ones.

Priorities set, that brings us to the bad part. Roads are expensive, and completely re-configuring how a road works is really expensive. Moving curbs, adjusting drainage, digging up the road, bringing in proper fill materials, asphalt, concrete, street lights, power poles, moving trees, epoxy paint – it all adds up. Right now cities like Vancouver budget about $10 Million per kilometre of separated bike route installation on existing roads. Long-term maintenance costs are likely lower than the driving-lanes-and-free-car-storage we have now on these routes, but there is no getting around that up-front ding to the budget.

Using the thumbnail estimate from Vancouver, the priorities above could total up to $20 Million, and my dream is to see this happen within the timeframe of our current $409 Million 5-year capital plan. About $155 Million of that is utility upgrades (water, sewer, and electrical), and another ~$100 Million is for the replacement of the Canada Games Pool and Centennial Community Centre. Somewhere in the remaining $150 Million we need to think about the cost of reducing the fossil fuel requirements of our fleet, pay for the current City Hall upgrades and the completion of the animal care facility in Q’Boro, among other projects. We have serious costs coming up – those $150 Million are already committed. And everyone who doesn’t love bikeways is going to hate them more when I suggest $20 Million over 5 years is about a 1% tax increase. I already get grief from some cohort in the City because I “talk too much about bikes”.

Fortunately, we are not alone. TransLink is investing in Active Transportation like never before, both in its role as the regional Transportation Authority, but also in recognizing that people are more likely to buy a ticket for SkyTrain if their 15-minute walk to SkyTrain is replaced with a safe and comfortable 5-minute bike ride. The Province recently released their Active Transportation Strategy, and at least one Federal Party in the upcoming election is hoping to see more federal money pointed at more sustainable transportation options as a campaign plank. Time to strike while the irons are hot.

In New Westminster, I’m going to be making the case that in the year 2019, the creation of safe AAA-standard active transportation infrastructure is not a “nice to have”, but is an essential part of our Climate Emergency response and the most notable missing piece of infrastructure in New Westminster’s quest to be the most accessible and livable city in the Lower Mainland.

Jane’s Walk 2019

I’m leading a Jane’s Walk on Friday afternoon.

Apologies it needs to be on a Friday evening and not in the weekend true, but I have to be out of town Saturday/Sunday, and promised a certain Mary I would put a walk on, so here we go.

For those not in the know, Jane’s Walks are a series of walks held on the first weekend in May in places around the world in celebration of Jane Jacobs’ contributions to making Cities more livable. There are probably a dozen walks in New West this weekend, and I highly recommend you pick a few and meet some neighbours.

My walk is going to start at 5:30pm on Friday at Moody Park pool, and we will wander east along the path through Moody Park and then 7th Ave towards Glenbrook Middle School. I’m not sure how far we will get, but depending on the conversation, we will walk for 60 or 90 minutes before our perambulations lead some of us, inevitably, to a pub.

The topic of the conversation I want to have with whoever shows up will be framed by the contentious (?) temporary bike lane installations on 7th Ave between Moody Park and 6th Street. There is a lot to say about that particular stretch (I’ve said some of it here and here), but the bigger question is – What does a true AAA (“All Ages and Abilities”) bike route look like in New West? What compromises are we willing to make in regards to loss of green space, loss of traffic space, loss of parking, to see a AAA route built? Can a AAA bike route ever be one where bikes share space with cars, or is total separation needed? How do those needs shift between – a trail through a park, a route along a busy street, and a quiet residential street?

I need to emphasize, I don’t have a lot of answers here, other than what is informed by my “gut feeling” (which is no better than anyone else’s) about what is safe for cyclists. I would love if people discuss and think about these questions along the way, and try to discover for themselves what the friction points are that prevent rapid shift towards a full integrated and safe bike network. If you read my blog regularly (Hi Mom!), you may be interested in coming along. After all, what better way to spend a sunny evening walking through your neighbourhood, meeting some neighbours, and talking about ways to make your community safer and more livable?

C’mon out, bend a Councillor’s ear. Meet a neighbour. Take a walk. Love your City.

Active Transportation

I know I haven’t blogged about this week’s Council meeting yet, I haven’t had time to edit and get the post up. It’s coming, I swear. In the meantime, I want to get this out, because it has been in my outbox for a little while and it has suddenly become time sensitive.

The Provincial Government is asking the public about active transportation. I have been known to criticize the Ministry of Transportation in the past about their approach to “cycling infrastructure”, but I am going to hope that this is the start of a new approach. You have until Monday to answer their questions!

If you are too busy to write your own thing, you can go to HUB and fill in their form letter, but as an elected person, I like to receive input that brings something new – a 1000-person petition is not as powerful as 100 personal letters that each bring different nuance. So I encourage you to take a few minutes and fill in the answers yourself. If you want some inspiration, here are my answers I will submit this weekend:

Question 1: What does active transportation mean to you and how does it fit into your life?
Active transportation means healthier, safer, happier communities where youth are safe to ride a bike to school and the elderly are comfortable walking to the grocery store. It is about replacing fossil fuel dependence with transportation independence. When we build the infrastructure to support active transportation, we give more people the freedom of choice in how they move around their community, reduce their reliance on volatile international oil markets, keep more of their money in the local economy, build resiliency in our communities and connections between neighbors.

Question 2: What are some of the challenges in your every day life that prevent you from moving towards using active transportation modes? What are some of your concerns about active transportation?
As an active transportation user, and a local government decision maker, the biggest challenge I face is addressing the “gaps” in our systems that make active transportation less safe and less comfortable. I am lucky to live in a compact, dense community where most services are a short walk or bike ride away, but so many of my neighbours still feel it is unsafe to make the journey unless surrounded by two tonnes of steel, which in turn reduces the perceived safety for other community members.

Too much of our active transportation infrastructure is developed as baubles attached to the side of new automobile infrastructure. Sidewalks, crosswalks, overpasses, cycling lanes, and transit supports are evaluated in how they support or hinder adequate “Levels of Service” for automobiles, while the high LOS goals (fast, uninterrupted vehicle travel) acts to make active transportation space less safe and less comfortable. An overpass over a busy road is seen as a pedestrian amenity, when it actually serves to provide more space for automobiles to have unrestricted travel. The trade-off is usually a longer more difficult journey for a pedestrian and introduction of a new barrier for people with mobility challenges. We need to see active transportation alternatives as a solution to community livability, not as a hindrance to the flow of traffic.

Even the language of “transportation” vs. “active transportation” reinforces the idea that using your feet and your own body to move around is somehow lesser than – a secondary consideration to – using an automobile. I have to explain to people that I use transit to get to work, I use a bike to run errands, I walk to City Hall, like that is some sort of radical action instead of a rational and normal way for a person to live in on a modern urban city. Let’s switch that default, for the good of our communities, the good of our budgets, and the good of our planet.

Question 3: What is the most important action that government could take to promote active transportation? What is unique in your community or region that needs to be considered?
Of course, funding. Local governments are straining to provide services as our infrastructure ages. We receive 8% of the tax revenue in Canada, yet own more than 50% of the infrastructure. This inequity is sharpest when it comes to transportation infrastructure. Billions flow for highways and bridges that direct automobiles into our communities (with, admittedly, the requisite active transportation baubles attached), but the local improvements to help us move around within our communities are tied to expectations about “Level of Service” for those automobiles. The cycle is vicious.

My community has one of the highest active transportation mode shares in the province. New Westminster is a transit city, it is an easy city to walk in and the revolution in electric assist bicycles means that residents no longer need to be athletes to manage our hills. We have some of the lowest car ownership rates in Canada. This is not an accident, the City has a dense urban fabric that puts most services near where people live, we are concentrating our growth around these transit hubs and working to make our pedestrian spaces safer and fully accessible. Yet we are choked by through-traffic that makes all of our active transportation spaces less safe and comfortable. This load means we need to spend millions of dollars every year in maintaining our asphalt to provide the level of service through-traffic expects, while struggling to find the thousands of dollars to build better cycling, pedestrian, and transit-supporting infrastructure.

We need help making our transportation system work better for our community, but as long as that transportation funding is tied to our ability to get cars moving, to provide high automobile “levels of service”, we are putting out fires with gasoline.