Tag: Transportation

Motions and eMobility

Posted on . by Patrick Johnstone. Leave a comment.

I mentioned in my last Council report that I was going to follow up on the discussion Council had about speed limits on sidewalks. This one is going to be a little more editorial than a usual council report so I’ll start with a repeat of the caveat I have attached to previous blogs: everything you read here is written by me and not Official City Communications. I have no editor (isn’t that obvious?) and nothing here constitutes the official policy or positions of the City, of Council, or of any other person. If you disagree with me, that’s fine. No hard feelings.

The motion that came to Council, in its entirety, was this:

WHEREAS the City of New Westminster has been lowering speed limits on roadways to help increase public safety and reduce injuries; and
WHEREAS these speed limits do not apply on sidewalks and pedestrian safety is a top priority for the City of New Westminster; and
WHEREAS non-insured electric motorized scooters and other similar modes of transportation using our sidewalks can reach high speeds; and
WHEREAS an impact between a pedestrian and high speed motorized mode of transportation can cause severe injuries;
BE IT RESOLVED THAT staff report back to Council regarding the operational and budget considerations pertaining to the implementation of a by-law that would impose speed limits on our sidewalks to help reduce the risk of pedestrian injuries.

The ask seems simple – a speed limit on sidewalks. But governance isn’t simple. Or more precisely, the simplest bits of governance have been taken care of, and what is left for us work out are the complicated bits around the edge. It’s not really clear where is this motion coming from other than an anecdotal conversation, nor is the actual expected outcome. I ask curious folks to watch the video of the conversation Council as there may be a few answers in those exchanges that I missed. And of course, the video evidence is a less biased retelling than what I will inevitably write here.

Let me first set the context, and provide the Coles Notes of the homework that ideally should have come before this motion came to Council.

The City has a Street and Traffic Bylaw. It clearly defines E-bikes (based on the Provincial Motor Vehicle Act definition of motor-assist cycles) as bicycles. If you are on a provincially-regulated E-bike, you are protected as, and have the responsibilities of, a cyclist. There is also a clear definition of Mobility Devices, which are “scooters” and motorized wheelchair type devices used to give mobility options to people with disabilities, and those are clearly regulated as “pedestrians”. That is, if you are in a motorized wheelchair, you are protected as, and have the responsibilities of, a pedestrian. All other devices with wheels fall under these clauses:

6.19 A person on inline roller blades, roller skates, skateboards, longboards or other similar means of transportation must not operate such conveyance:
6.19.2 while on a Sidewalk, footpath, walkway or Multi-Use Pathway without due care and attention or without reasonable consideration for other persons using the Sidewalk, footpath, walkway or Multi-Use Pathway.
6.21 A person on inline roller blades, roller skates, skateboards, longboards or other similar means of transportation, shall ride in such a way that it will not interfere with a Pedestrian lawfully on or using a Sidewalk, footpath or walkway

Now, none of this mentions motorized devices, though it is easy to interpret that kick scooters fit under this and are thus regulated, or that they are not mentioned, and are therefore completely illegal.

Of note, this has nothing to do with roads. This only regulates sidewalks and multi-use paths. The provincial Motor Vehicle Act regulates what can be on our roads, and these devices are clearly illegal unless part of the Provincial Electric Kick Scooter Program, where they are made illegal on sidewalks unless specifically permitted by local community Bylaws, which must also provide protections to pedestrians. The on-street speed limit provided by that program is 24km/h, which is less than the 30km/h that E-bikes are permitted, but still significantly faster than even the fastest walkers (Evan Dunfee’s average speed in winning a Bronze Medal in Tokyo for Olympic Speedwalking was 13km/h). So e-scooters are not legal on New Westminster streets, and on sidewalks the Streets and Traffic Bylaw already gives a method for Police and Bylaw Officers to regulate their safe use, without adding yet another arbitrary and more difficult to enforce speed limit.

My point is, this is a complicated situation, not a simple one. There is already a complex regulatory environment. That is why the City is already taking a good governance approach to it. The City adopted an e-Mobility Strategy last year after extensive community consultation. Included in that strategy are some specific actions (edited here for brevity):

Develop an education campaign for safe use and benefits of eMicromobility: The City will develop educational resources on the benefits and correct use of eMicromobility modes consistent with guidelines and messaging used by neighbouring municipalities, TransLink, and Metro Vancouver.

Advocate for changes to the Motor Vehicle Act to provide clear guidance on eMicromobility: Some eMicromobility devices, such as e-scooters, are currently illegal to operate in the province, except where there is an escooter pilot project underway. Therefore, the MVA should be updated to provide clear guidance to support and regulate safe eMicromobility use. The City will advocate, to update the MVA accordingly.

Collaborate to develop clear regionally consistent safety guidelines and requirements for eMicromobility: The City will collaborate with neighbouring municipalities, TransLink, Metro Vancouver, and Province to develop consistent guidance on where eMicromobility devices are permitted, and to develop regulations such as establishing maximum speeds to support safe use [including] regulating modes by their maximum speed and weight.

Monitor e-scooter pilot programs and assess opportunities for New Westminster: The City will prepare to integrate e-scooter use into its existing transportation corridors when provincial guidance comes into place [and] monitor provincial regulations, outcomes and lessons learned from the e-scooter pilot in the province and other jurisdictions [and] leverage these learnings to develop educational materials and guidelines to ensure e-scooters can be used safely

So there is already a plan to address in a more comprehensive way the education and regulation aspects of eMobility in the community, but it will have to be informed by other actions happening at the provincial and regional levels.

Does this sound like we are moving too slow, because of the imminent threat being posed to pedestrians? I am going to suggest no, we are moving at an appropriate pace given the scale of the threat. These devices are new, and new things are immediately identified as threatening including concerning anecdotes, but do we actually know how big a threat speeding scooters are? There is no data from the BC CDC or ICBC on this, and the latest research I can find from the National Institutes of Health suggests they are annoying, but not a cause of significant trauma or death for non-users (though all studies seem to recommend separate infrastructure, like a AAA mobility network as the best solution to conflicts).

For more context, we had a debate a couple of weeks ago on exploring our Bylaw powers to protect people from dying in a heat dome, as 28 people in our community did 2 years ago, and several amendments were introduced by the mover of this motion to delay that process. Less urgency there, when the threat to vulnerable people is clear and demonstrated. A conversation in this Council meeting about intersection safety related to known actual real measureable risk in our community resulting in multiple deaths a year caused by an old familiar technology – cars – was somewhat waylaid by marginally-associated questions about e-scooters in what I can only interpret as some sort of rhetorical prep for this deliberation. No call for urgency there.

What was clear was a regional TV and Radio media campaign to call attention to the motion prior to Council even having an opportunity to deliberate about its strengths, weaknesses, or priority. Through all that, and through the subsequent discussion at Council, there is no evidence the proponent of the motion did any homework to understand the complexity of the existing local and provincial legislation, or the efforts the City is already undertaking to address e-mobility in a holistic way. I suppose those details are not important to the evening news byte.

In the end, Council added a component about Education and approved the motion, because it is specifically in line with existing staff work plans in the eMobility strategy. After all of the news and deliberation – there is nothing new here.

On the Curbside

Posted on . by Patrick Johnstone. 1 Comment.

The second item from last Council Meeting I promised a follow up on deserves a deeper dive for a very different reason than the last. In this case, the public policy and outcomes are comparatively simple to understand, even if for some they are counter-intuitive.

There was a motion brought to Council that would not only cost the City significant revenue on the order of $1 Million, but also stands in contrast to our City’s Official Community Plan, Master Transportation Plan, Downtown Parking Strategy, the recently-adopted Retail Strategy, our Climate Action goals, and various other city policies.

Under the guise of “supporting local business”, the proposal was to provide free street parking for an hour in all business areas, expand free evening parking, and make parking free on Sundays. Besides taking a significant chunk out of our parking revenue (which would presumably need to be offset by Property Tax increases), there is simply no evidence that free street-parking initiatives like this help local retail businesses in urban communities like New Westminster. The studies have been done, the evidence does not exist. The idea of free street parking may be populist, but it won’t work.

It’s not just me saying this, and nothing makes New Westminster unique here. I like to paraphrase/quote Donald Shoup, the acknowledged global expert on exactly this topic and author of “The High Price of Free Parking” when he says the curb lane on a commercial street is some of the most valuable land in any city. It is the biggest mistake a city can make to take that most valuable land and give it away, for free, to cars. Underpriced street parking drives traffic congestion, it drives emissions, and it makes a place less pedestrian friendly. It also, ironically, acts to make parking less available and harms the businesses it purports to serve.

Like most things involving cars, free parking works great until everyone wants to use it. This is because cars are massive consumers of space compared to their utility when compared to any other mode. You can have abundant available parking or you can have free parking, you cannot have both without turning the majority of your public space into parking lots. This works (at abhorrent cost) at suburban malls, but in dense urban city centres, the space simply doesn’t exist to make it work without loss of all of the things that make a community walkable and livable.

This is why the City of New Westminster, much like Vancouver and other modern cities, work to adjust commercial street parking rates based on needs assessments and the principle that correctly priced parking makes it more available for critical users, and properly prioritizes it in the hierarchy of needs for that most valuable curbside real estate.

In practice, this means setting a price for street parking that is higher than adjacent off-street parking. If street parking if free or too low priced, it will immediately be overwhelmed, and the off-street parking that was expensive to build and maintain will be underutilized. Ideally, on-street parking prices should be set so about 15% of spaces are open at any given time. Price it too low and people will circle the blocks in frustration not being able to find parking. When this motion first appeared in our Council agendas, I went down to Columbia Street on a regular Friday afternoon to see where our parking utilization rate was. I found about one empty parking space per block – or about 90% utilization. This is of course anecdotal, but there was no sign that pricing is out of scale with idealized price. This is because the price is based on a well-developed and evidence-based policy.

The City spent significant time putting together an updated parking pricing policy in 2019, including consultation with the business community, and that policy clearly lays out priorities and goals of the community, and sets a pricing policy to move us towards those goals over a 5-year implementation period. Let me quote from that October 2019 policy document:

“On-street vehicle parking is a valuable resource in urbanized communities, especially in commercial districts, around major institutions, and near rapid transit stations. Like other economic goods, when parking supply and pricing are not managed, demand for on-street parking often exceeds the amount of street space available. Complicating this issue is the growing demand for existing and potential designated curbside uses, such as transit stops and priority measures, taxi and ride-hailing zones, loading zones, accessible parking, car-share parking, protected bike lanes and bike parking, bike-share and other shared micromobility docking areas, parklets, and so forth. These uses – all of which are consistent with the City’s sustainable transportation and other goals – will continue to constrain the finite supply of onstreet space for the storage of personal vehicles.”

But our parking pricing strategy does not exist in a vacuum. It builds on the principles of the Official Community Plan, the Master Transportation Plan, the City’s Downtown Parking Strategy, our Community Energy and Emissions Plan, and other city policies. All of these are undermined by an arbitrary motion that re-prices this valuable public resource on a whim or a political promise.

In my opinion, this motion only represent bad public policy, it is regressive public policy that will (and this is actually the bigger point) not achieve the goals it claims to seek. I was not able to support it, nor was the majority of Council.

It is perhaps a coincidence that this motion arrived at Council as I was finishing reading a great book on this topic. Not Donald Shoup’s bible of parking policy, but Henry Grabar’s “Paved Paradise” which somehow makes the discussion of parking policy interesting and funny. The subtitle claims that parking explains the world we live in, and as you read he clearly makes the case that “parking is the primary determinant of the way the place you live looks, feels, and functions”.

We have work to do to make our curb spaces work better in Downtown New West, Sapperton, and Uptown. This work is ongoing through updates to our Master transportation Plan with a new area of focus on “curbside management”. We need to create better accessible parking for those who require accessible spaces, we need to change our pick-up/drop-off spaces to recognize the new emphasis on direct good and food delivery, we need to finds c at the curb for new mobility, for improved transit efficiency, for placemaking. This work will help businesses in our business districts, and it will help our residents better and more safely connect with those businesses. This is where the where the good public policy that supports local businesses is found. Alas, it doesn’t have the populist cachet of “free parking!”

Mayor’s Council, Jan 2023

Posted on . by Patrick Johnstone. Leave a comment.

Another busy week, this one featured a TransLink Mayor’s Council meeting, our third meeting of the term, but the first in-person meeting since inauguration. There was some good discussion, I thought I would share a bit. The first part of the meeting was a discussion of ridership returns, and how TransLink has adjusted the system through the slow recovery from COVID. There is good and news just OK news, but lots of reasons to be optimistic.

The just OK news is the headline that ridership is back up to 194 Million Annual journeys, which is about 82% of the pre-COVID peak, with bus journeys leading the comeback and West Coast Express lagging behind.

Source of all of these graphs is the Translink Mayor’s Council report here.

The good news is buried in the details. This recovery rate is by far the leader in North America, though we lag a bit behind most European systems. TransLink ridership in raw numbers is 5th highest of any metro region in North America, though we are the 24th largest service area by population. We have 60% more ridings than Seattle and Portland (our nearest cohorts in weather, demography, and size) combined. Metro Vancouver has more daily transit riders than the City of Chicago, which has three times our population.

Here in new west, our ridership recovery lags a bit behind the average at 77%, but we are still, at 28,000 journeys a day, one of the most transit-oriented neighbourhoods in the region.

A more interesting way to look at ridership is to put it in the context of the rapid ridership growth of the last decade. We are, essentially, back at 2014 ridership levels. In a sense, the current ridership levels harken back to the brief period post-olympics before we entered into that period of unsustainable crowding in the system. We are just starting to get to the point where crowding is starting to appear on some routes, tempered a bit by the noticeable change in travel patterns. Though we still have morning and afternoon “rush”, there is a lot more travel on weekends and offpeak times – reflecting reduced return-to-office ridership, and more service and recreational ridership.

One interesting aspect of this is the impact on monthly passes. Totally anecdotally (and indulging in my own bit of elite projection here) I hung up my compass wristband (which I used as a monthly pass) when COVID happened, and shifted to loading my compass card up and paying per ride. Clearly I was not alone here. This feeds into the discussion of revenue drivers for Translink, as farebox recovery has not been as fast as ridership recovery.

Which brings us to the financial situation. But I digress.

We then talked about the Ten Year Priorities for regional transportation. There has been much written about it, but this meeting Staff are seeking the Council’s endorsement of the plan which leans heavily on Rapid Bus (think 99 B-Lines in more locations) and BRT (which is something else entirely – but we will get deeper into that). They received it and endorsed it, unanimously, which is no mean feat around the Mayor’s Council table. We call come from different political backgrounds, 21 communities with different needs and priorities, but on this we speak as a united voice.

Two points of discussion raised in this plan, first related to the funding, second to the very idea of BRT.

This plan is not funded. It is natural that we need a unified and clear plan before we can seek the funding to achieve it, but endorsing the plan is not the end of the journey, only a rest point. We have work at the Federal and Provincial level, and in our own backyards, to secure a clear and predictable funding model to make this plan come to life. I am confident we will do it, as this plan is fundamental not just to the transportation plans of the region, but to the transportation, livability, affordability, and climate plans of the Province and the Country. As PoCo Mayor and Mayors Council Chair Brad West put forward at the meeting, this plan is not a “nice to have”, it is as necessary to the functioning of our region as our water, sewer, and electrical utilities. And we need to remember that as we work through the details of a funding plan.

The other conversation we need to have is about Bus Rapid Transit (“BRT”). This is a form of rapid and reliable transit that is common in many jurisdictions, but pretty new in North America. It offers a functionality somewhere above a streetcar or B-line, not quite to the level of full grade-separated light rail, but in a sweet spot that fits our region very well, provides a lot of flexibility, and saves us a tonne of money over elevated rail.

The trade-off is that BRT can take space away from other traffic. Though way less intrusive than an elevated rail line, it still means either re-allocation of existing road space, or creation of new dedicated road space. It has the potential to be one of those new infrastructure directions that everyone wants near them, but not too near. It will be more apparent to drivers than a tunnel or overhead light rail line. There also needs to be careful interface planning between BRT routes and other road users, such as pedestrian crossings, bike lanes, and even areas where we want to see traffic calmed, like pedestrian-oriented commercial areas.

So we have some work to do, to educate the public about BRT, and to educate senior government about our need for consistent and reliable funding. The good news is that the plan is solid, and solidly supported by the leadership of the region.

Ask Pat: 4Qs on EVs

Posted on . by Patrick Johnstone. 2 Comments.

JP asks—

I’ve got questions about electric vehicle infrastructure. I read this morning that 3/5 BC residents intend for their next vehicle to be an EV. This along with the current target from the federal government to phase out new non-electric vehicle sales by 2035, has me worried that our city isn’t prepared for what I anticipate will be an imminent influx of demand for electric vehicle infrastructure. I also want to note that if I were to own an electric vehicle, driving to a charging space, leaving it there for a couple hours, then going and moving it once it’s charged, just doesn’t meet my expectations of reasonable infrastructure. So I have a few questions.
1. Are all new residential builds being required to have electric charging available for their parking spaces? If not yet, what steps are being taken to move in this direction?
2. If a rental building or condo tower does not have sufficient energy coming to their property to support adding EV charging to their parking spaces, what incentives are available to upgrade this infrastructure? Are there things the city can do to help move things in this direction?
3. What is the city’s strategy for electrifying their fleet of vehicles?
4. What percentage of new parking spaces being built by the city (ie at the təməsew̓txʷ Aquatic centre) are being equipped with EV charging?

That’s a lot of questions, and I held off on answering them for a bit because I knew the City’s eMobility Strategy was coming to Council, and I didn’t want to jinx any parts of it before adoption by getting ahead of it here. But this question now gives me a good chance to talk about that strategy, which I only mentioned in my Council report last week when we adopted it. That strategy answers some of your questions, but not all of them, so let’s go through these by number:

1: Yes. In 2019, New Westminster made it a requirement that all new residential buildings be ‘EV Ready’. This means every parking stall includes an energized outlet that can accommodate a Level 2 EV charger. There is no requirement to install the charger, as we fully expect the technology at the end of the wire will continue to evolve, both in the types of chargers and the energy management systems attached to them, but having a hot wire in place for every parking spot removes a big barrier to home charging for multi-unit residential buildings.

2: Yeah, this is a challenge. Something like 60% of New West residents live in existing multi-family buildings where charging infrastructure is limited or non-existent. To meet our 2035 goals for EV use, the vast majority of these will need to be EV ready. The eMobility strategy includes the exploration of financial incentives to “top up” those already available from the Provincial Government and Federal Government to facilitate retrofitting charging infrastructure into existing buildings. There may be some Community Charter issues with direct subsidies from a City to do this, but we also have a role in facilitation and setting up more streamlined permitting and inspection processes. This is a work in progress, with relatively high priority.

3: As fast as possible/practical is the strategy. It is laid out in some detail in our Corporate Energy & Emissions Reduction Strategy (“CEERS”). Vehicle emission represent about 40% of current GHG emissions from City operations, (“Corporate Emissions”) and the CEERS has us reducing these by 30% by 2030. The City has various fleets, and there are two things setting the pace of our transition: the availability of zero emission alternatives on the market, and the ability to support the EV fleet with charging infrastructure. We want to optimize the latter so we are ready for the former, if that makes sense.

Light vehicles are relatively easy and we are generally replacing vehicles as they age out of the fleet with electric alternatives. Larger vehicles are, for the most part, just not available. Electric regular-duty pickups are achingly slow getting to the market, and larger vehicles like dump trucks and trucks that can push a snow plow still seem very far away. In the meantime, we have strategically replaced a few parks and engineering service vehicles with smaller specialty electric ones, and are already ahead of the curve on “fuel switching” such as displacing diesel with propane where appropriate, which can reduce emissions by something like 30%. The transition in police vehicles in also a challenge in North America for reasons that are unclear to me, so the shift in the short term is to flex-fuel and hybrid options. Electric firetrucks are a very exotic item right now. So we are shifting when we can, but we are honestly waiting for the technology to catch up in a lot of sectors.

The CEERS also includes some significant trip reduction policies for staff, and as technology allows, we are shifting a bunch of non-vehicle equipment from hydrocarbon-burning to electric.

4: I don’t think that has been decided yet. Indeed, the future market for charging in public facilities like this is a topic of some debate. With the hopefully-rapid deployment of residential charging, the introduction of similar workplace charging requirements, and the ongoing improvement in battery technology and reduction in range anxiety, there remains a question of what role widely-distributed public charging will have in the decades ahead. There will likely always be a place for some public level-2 type charging, and perhaps a greater need for Level 3 rapid-charge facilities for a user group that puts a tonne of mileage on vehicles, but 100% charging at every public parking space is probably not a useful way to invest limited infrastructure money, and will do nothing to fuel the transition to EVs. So a building like təməsew̓txʷ will have some EV charging stations, but I do not know the type or how they will be allocated.

That all said, the transition away from internal combustion cars will not only include swapping them out for EVs. If we are going to meet the Climate Action goals of the city, of the province, and the country, we need to re-think urban mobility. The future of transportation is not just electric, it is shared (more electric Public Transit!) and it is distributed (more Micromobility!). So the eMobility Strategy also talks about how we are going to make the use of emergent transportation technology work better in New West. This means assuring we have the right kind of road and curbside infrastructure to make micromobility safe, and it means advocating to senior governments to change our archaic Motor Vehicle Act and other legislation to make active transportation safe and comfortable for all.

There are a lot of opportunities for a local government to make long-term investments here, and we need our upcoming Community Energy and Emissions Plan to dovetail with this eMobility Strategy. This is also why the City has set up a Climate Action Reserve Fund to help us efficiently manage the various funding sources available to us (such as the new provincial Climate Action Program and assure we are investing in the infrastructure that gets us the best bang for our emissions-reduction buck.

This is an area where there is a lot happening right now, and during the Decade of Climate Action, municipalities are at the forefront, and are redefining their core functions. Not only because local governments (with less than 10% of the tax revenue of senior governments) are responsible though our infrastructure and local policies for more than 50% of all emissions, but because we know the infrastructure we invest in now will save us money and emissions in the decades ahead.

Ask Pat: E-bike share

Posted on . by Patrick Johnstone. Leave a comment.

neil asks—

Why doesn’t New West have e-bike share when North Van has had it so long? We’re both walkable hilly waterfront small cities in Metro Van, and frankly we’re better than them at urbanism in many other ways, but they totally left us in the dust on this one.

I would preface my response by saying North Van hasn’t had it that long, in the sense of how municipalities work. I’d also suggest, credit where it’s due, North Van City is one of the few municipalities in the region doing “urbanism” as well as (or better than?) New West, but with those points as a preamble, let’s dig into e-bike share.

The North Shore program rolled out about 9 months ago after at least two years of stop-and-start attempts by North Van City to get it going. Something like 200 dockless e-bikes operated by Lime are distributed around the three participating municipalities (West Van, North Van City and North Van District). Although still officially a “pilot” program, the preliminary reports from the District and City have been, as best I can tell, really positive after a few bumps got ironed out. The same company is now starting a roll-out of another “pilot” e-bike and e-scooter share program in Richmond, which looks more like a hybrid-docked system, in that the devices need to be returned to geo-fenced parking areas in the City.

The important part to recognize from both these systems, and to differentiate them from the City of Vancouver’s fully-docked Mobi bike share, is that these are being run by a private company (Lime). Though they need to come to an agreement with the local municipality over regulatory concerns and typically license public spaces to support their operations, there is no municipal money spent operating the system. In that sense, much like EVO car share, Lime decides where the market exists to support their business plan best.

As much as 4 years ago, New West started to look into these programs. I can’t talk too much about the negotiations until we launch a formal procurement process, or an agreement is far enough along that we need to commit some money or change a Bylaw, then it becomes public. Still, no surprise to anyone that New West has been working on attracting an e-bike share program. I don’t have anything to announce about where these negotiations may be, but I hope we have a program soon. Maybe reach out to your favourite e-bike share provider and tell then New West is a great place for them to set up shop. Also, with no harm to the participants, I can share these pictures to show we have been “working” on this file for a while:

To the bigger point you raise, I think we are an ideal jurisdiction for e-bike sharing. With higher population density, massive transit ridership, and significant hills, e-bikes really expand on zero-carbon mobility in the community. With four of our five Skytrain stations arrayed along the bottom of a big hill upon which many people live, and the fifth a short bridge crossing from the Q’boro shopping and residential neighbourhoods, you would think e-bike would be a valuable last-kilometer link to rapid transit. A semi-dockless system with recharging available at the destination stations may be an excellent model for a New West solution.

You will also be happy to know an e-bike share program is also a large part of the City’s Electric Mobility Strategy, because throwing a bunch of bikes out there is a positive idea, but recognizing how we can successfully support their integration into our transportation planning and their safe use in the community is a bigger challenge. We recently went through a phase of Public and Stakeholder Consultation on the draft strategy, and you can read oodles of details here. Yes, this is work that got slowed as we re-directed engineering and planning staff to COVID response (New West is still a small City with limited resources!) but it has been picked back up now, as we recognize the important role e-mobility has in supporting our 7 bold Steps for climate action. A shared e-bike project is a top priority in that plan, one I 100% support, and one I hope for the stars to align on soon.

Ask Pat: Transport 2050 & New West

Posted on . by Patrick Johnstone. Leave a comment.

jectoons asks—

With the new Transport 2050 plan out and the goal of lowering speed limits in urban areas to 30km/h, what is the expected timeline for those changes to take effect in major New West arteries? (Royal, for example).
Also, regarding the 850 km of protected bike lanes, is there an estimation of how much of that will be devoted to our city? Is there a timeline and map in the works? The official plan for the city reimagines Columbia street beautifully, but I wonder when will we actually see those changes applied. (Not a complaint, I know it takes time for these things to be approved and worked on). Thanks for all you do, Pat.

Indeed TransLink has adopted a new long-range plan that creates inspiration for the region’s transportation in the decade ahead. And there is a lot in there:

The theme is “access for everyone”, and there are laudable goals:

And there are 350 pages of this. If I can get my minor complaints out of the way, it leans a bit too much into unproven tech solutions and benefits of unlikely automated vehicle adoption. My slightly bigger complaint is that it leans much more on other orders of government doing their bit to see the plan succeed, with not enough emphasis about what TransLink can do and should do with the power it holds. But I want to get those gripes out of the way, because it is overall a good and forward-looking plan that draws a positive vision for regional mobility. So I encourage you to thumb through it, because here I’m going to only talk about your questions.

The proposal for reducing urban speed limits is outlined under a section where the plan looks toward a Vision Zero approach to reducing fatalities and deaths in our transportation system. The plan calls for:There is a good defense for going in this direction in the plan, and to Active Transportation advocates, there is nothing surprising there. 30km/h saves lives, and makes shared spaces on our City streets much more comfortable for all users. It also allows us to start re-thinking how we design our streets. I talked a bit about that back here when it came up in Council, and New Westminster is one of a group of Municipalities advocating for the Provincial Government to make the change to 30km/h default speed for neighbourhood streets. We have also started to transition roads in select areas around town to 30km/h, and there are promising signs the Province is looking to make it easier for Municipalities to do this.

Which all raises the point that TransLink can advocate for this, but has no power to legislate speed limits. It will be up to the Provincial Government to loosen up the regulatory control on speed limits in the Motor Vehicle Act, and individual Local Governments to adopt these new relaxations.

That doesn’t mean that TransLink adopting this as a policy direction is meaningless, though, as one limit on Local Governments more widely adopting reduced limits is the Major Road Network. These are roads across the Lower Mainland that are shared jurisdiction between Local Governments and TransLink. In practice, that means TransLink gives local governments some maintenance money for them in exchange for some regulatory control over them. If we want to add a new intersection with traffic lights or add a left-turn bay or reduce lane widths or speed limits, we need approval from TransLink to make those changes. The Major Road Network includes the blue lines on this map:

So, if we want to make (your example, not mine) Royal Ave 30km/h, we would need permission from TransLink, and if 30km/h meets their strategy goals, that should make it easier to get that permission. But to be honest, I don’t think Royal will be a priority for that change. At this point, the push for 30km/h is concentrating on neighbourhood roads, collectors, greenways, and pedestrian-dense commercial streets – a work in progress that will advance greatly in the next year or two I hope. The regional arteries like this are not likely to see any change until we actually adopt a Vision Zero strategy, instead of just talking about as something we aspire towards. More on that later.

On the 850km of bike lanes, there is a map in the TransLink plan:

…and my back-of-envelope calculation of this puts it at about 24km of New Westminster, mostly the existing Central Valley Greenway, Crosstown Greenway, and BC Parkway, but with some notable “gaps” in the existing system patched. There is no timeline (except “2050”), and there is no established budget for any of it. But it is an aspirational target, and with senior governments getting into the funding-active-transportation game and municipalities ramping up their work, it is good to have a regional framework to hang our efforts on.

If you are looking at what New West is going to look like in coming years, I put forward a motion passed unanimously by Council in October to start the work on planning a AAA network in New West, which I wrote about here. Staff and the Sustainable Transportation Task Force are engaged in doing the preliminary work of designing what that local network should ideally look like – because the sketches in my blog are just sketches on a blog, and designing these routes requires more thorough analysis by actual experts. You should expect the City to be coming out to the public with some consultation on this in the months ahead. I would suggest the TransLink network will be a major part of our core network, but not all of it. Like speed limits, it’s good to know they are on side.

As for Columbia Street, There are some fresh ideas for the area around New West station and a few key traffic management and public realm improvements on paper, but I can’t tell you the timeline for those. There is some money in the 2022 Capital Plan for some works at the foot of Eighth to improve the pedestrian realm, but the rest will compete on the priority list with improvements in other area. Our capital plan is aggressive, because there is a lot going on.

Finally, I don’t want to get back to complaining, so I’ll try to frame this as an observation triggered by my re-reading the Transport 2050 Plan in preparing this post, because this isn’t a TransLink problem so much as a North America problem. We are much better at talking about Vision Zero than we are at actually understanding it. You can read more about it here, but I am afraid we are starting to use it as a slogan, when it needs to be a change in mindset.

As an example, the Translink plan is to reduce traffic-related fatalities by 5% a year and to zero by 2050. Currently, about 100 people die in traffic fatalities in the region every year, and 40 of those are vulnerable road users (pedestrians, cyclists, or people just standing in a bus stop when a car plows them down). The cynical part of me sees this as planning for 95 deaths next year, and planning for 60 deaths in 2030, etc. This looks particularly unambitious (and slightly macabre), and unambitious considering there are true Vision Zero jurisdictions about the size of Greater Vancouver that have *zero* Pedestrian deaths in the typical year. Yes, they exist.

This is not on TransLink to fix – it will take coordination between all levels of government, a pretty fundamental shift in the Motor Vehicle Act, a shift in how we enforce traffic safety, a new approach to managing investigation of traffic deaths to better understand the causes, and re-engineering parts of our transportation system based on those results. But it is that coordinated effort that defines a Vision Zero approach. The vision is for zero deaths right away, not 30 years from now. 30km/h is part of it. Safe AAA bike networks are part of it. But unless we lose the attitude that people dying from car “accidents” is an unavoidable part of our society, they are going to continue to die at increasing rates. I want us to do better, and I’m afraid the provincial government’s emphasis on reducing the cost of driving is working against this.

Ask Pat: Bike Storage

Posted on . by Patrick Johnstone. 2 Comments.

ASP asks—

Hi Pat – Looking forward to the AAA bike network coming to NW in the next 5 years. I’m looking into an e-cargo bike for our family but my biggest blocker is bike storage. I live in a building over 50 years old that does not have secure bike storage (but I have 2 parking spots that I don’t use since we don’t have a vehicle…). Wondering if there’s anything that the city of New West can do to incent existing stratas to invest in better secure bike parking? Or allow owners to convert their parking stall into secure bike parking without having to get approvals? On a related note I also wanted to see if there were any plans to convert on street car parking spaces to secured bike parking/storage? Even if this was a paid service that would be something hugely beneficial to us.

Oh, boy, you got me writing about bicycles. Better put on a pot of tea.

If we can get Council to commit to completing the AAA network, End of Trip facilities (EOT) are clearly the next big infrastructure challenge when it comes to supporting active transportation. With the shifts in the types of devices people are using, it is clear that even the best plans of a few years ago are not going to be sufficient if we really want a wider mode shift in the community. So let’s go through a few of the new challenges, and how a Local Government can help solve them.

Bike theft is currently a huge problem regionally, in a way that car theft was 20 years ago. I seriously doubt that our Motordom-entrenched law enforcement and insurance agencies are going to get as proactive in battling bike theft, so the arms race of tougher locks and more secure storage options are really our only option.

Bike storage at home is another area where multi-family needs a different approach than the single family detached home. Bike rooms in the traditional sense are a basement room with a few racks, mostly filled with dust-accumulating Canadian Tire specials with two flat tires, hard to access, not particularly secure, and really inconvenient to use. Meanwhile, apartments are not built large enough to store a couple of bikes, and random Strata or Rental rules inexplicably restrict bicycles in hallways and elevators.

As with many other structural changes in housing, we can do more about new housing than the existing housing stock, so the City is able to create new standards for Bike Storage rooms, like New West did a few months ago. The City is currently making a suite of changes to the Zoning Bylaw to make sure our Zoning requirements align with our transportation goals. We can do this through zoning because of the exceptional powers zoning gives local governments, and that includes adding “red tape” like this. Here is the plan for the current changes (from the October 18 Council report):

In November, we adopted the Stage 2 Bylaw changes that make bike parking locations as convenient as possible for users, improve security given cost of e-bikes and other non-conventional bikes, ensure oversized (e.g., cargo) bike sizes are better accommodated in new housing.

Of course, that does nothing for the existing building stock, and the City has really limited powers here. Bike rooms in the traditional sense don’t work- not big enough, not secure enough. Getting a strata or rental company to invest in making them function better is a really, really hard. Stratas have a lot of power, provided by the Province, to set their own Bylaws. It is difficult for a City to enforce in that space, and I honestly don’t know if the City could force a Strata to provide better accommodation to cycle storage, you need to take that up with your Strata Council. Though the City has recently had some success using our business regulation powers to change how rental property owners operate (to prevent unnecessary renoviction), It was a challenge, and I’m not sure the City is going to push that leverage to regulate bike storage rooms.

Storage in underground parking also presents security challenges, and similarly runs up against Strata or rental bylaws. I have even heard (anecdotally) of the Fire Department recommending against storage of stuff in general (and cycles as a subset of “stuff”) in underground parking garages during fire inspections, though it would be difficult to argue that the most flammable bicycle (I’m looking at you, Vitus Carbone) presents less of a fire risk than the most modest automobile fuel tank. However, if we put aside how to get there, I think the most affordable and secure solution for most of the exiting building stock is secure bike lockers in existing underground parking garages.

As far as incentives? The City is pretty limited by the Community Charter as far as giving financial or tax incentives to individual Stratas or rental companies that would encourage them to provide better storage solutions, but perhaps the best we can do is get out of their way if they want to take this path, such as allowing them to reduce the amount of parking they have on site if they convert that space to cycle storage options. Though I would argue incentives to Stratas willing to invest in secure cycle parking is a better idea and more equitable than investing in incentives for individual bicycles like some communities are piloting.

Creating better public short-term storage solutions is also something the City can do. Some of our Parklets have attached cycling parking, and that is definitely something we can do more of as we work on Bold Steps 2 and 7 in our Climate Action Plan. I’d also love to see more the bike locker type storage that TransLink has been doing for years, where the security of storage problem is fixed, even if their lockers don’t really work for your cargo bike types.

Finally, bike share solves part of this problem. The North Shore communities got ahead of us on this pilot program, but we are watching closely how it works out. E-bike share reduces the need for people to invest in expensive and hard-to-secure vehicles, and allows them to instead spend a few dollars a trip on the most common type of e-bike trip – a kilometer or two to a relatively nearby rapid transit or shopping destination. New West is uniquely located along a heavily used transit line, with hills separating much of our community from it, and a high enough multi-family housing density to make a program like this work.

But all of this also relies on us getting that AAA network built so more people feel safe using these devices. This needs to be baked into our 5-year financial plan, similar to how Victoria got their network build over the last few years. Shifting how we move around to meet our livability and climate goals will rely on both of these.

Ask Pat: Encapsulation

Posted on . by Patrick Johnstone. Leave a comment.

TJ Sport asks—

Hi Pat, great blog.

From researching the OCP and Downtown Community Plan it looks like Front Street generates a lot of noise pollution and significantly reduces the air quality for residents due to the freight trains and trucks that use it. There have been talks of eventually encapsulating the train tracks and Front Street and even the zoning bylaws or OCP states the buildings should be compatible with encapsulation. Toronto looks to be doing something similar and placing a park on top.

I realize that encapsulating tracks and Front Street will be very expensive and is likely decades away (Frankly I’m skeptical that it’ll happen in the next 25 years) Any idea what the City has in terms of timeline, vision and potential land use on top of the structure? If the idea is dead in the water/a pipe dream/no longer part of the City’s vision what are the City’s plans to address the safety, noise, and pollution in the downtown area?

Short answer is the idea is no longer part of the City’s vision for the waterfront.

Over many decades, there were various vague plans to build over the rail lines on the waterfront and/or Front Street. I’m not sure when this idea was first floated, but with the de-industrialization of the port and re-imagining of the entire downtown waterfront and Quayside starting in the 1980s, a lot of visions came and were either realized or went away when a new vision came along. Looking through old City planning documents from the last half of the Twentieth Century, you can see some of the encapsulation schemes that were sketched up. Some frankly fanciful.

It was never (to my knowledge) costed, and it was not clear who would pay the monumental cost. Its also not clear if the railways would agree to encapsulation or if the Ministry of Transportation would agree to a regional truck route that did not permit hazardous materials (because they are not allowed in tunnels). I don’t think anyone was concerned about what happened to the businesses and historic buildings that face Front Street. The vision seemed to rely on the entire waterfront, from the River Market to the Pattullo Bridge, being converted to residential towers, at least a dozen of them. These were pencil-sketch concepts, and I’m not sure there was ever a real understanding how to get there.

As recently as 2010, the conceptual idea was still bouncing around, as it worked its way into the Downtown Neighbourhood Plan – the planning document that serves as the Official Community Plan for the area below Royal Ave. When the new OCP was adopted in 2017, the Downtown Community Plan was included as an Appendix – as placeholder until a new Downtown Plan was developed. And it included this:

Since then, events have unfolded, and these became the proverbial best laid plans. I would suggest the one event that was more significant than any other was the demise of the North Fraser Perimeter Road (NFPR).

To understand the encapsulation idea, we need to understand the NFPR. There was a vision around the Turn of the Century (can you believe that phrase applies to 20 years ago!?) to shift more of the riverfront landscape of the Lower Mainland to “goods movement”. The so-called Gateway Program  required the building of two limited-access high speed freeways, presumably to service trucks, but open to all traffic on either shore of the river. The South Fraser Perimeter Road was built, the NFPR was not. Primarily because of the horrifying impact on New Westminster.

The vision for the NFPR was 4 lanes, limited access, from a new expanded Brunette Interchange to the Queensborough Bridge connecting east and west to (not really clear). This may not sound so bad if the road is encapsulated from Elliot Street to Third Ave as suggested in the clip above (requiring, I note, the longest road tunnel in Canada), but what about east and west of there? There also existed the not-insignificant problem of pinch points like the historic Station building (Kelly O’Bryan’s) and interface with the SkyTrain guideway. Between the (federally regulated and not going anywhere) rail lines and other not-easy-to-move infrastructure, there simply wasn’t room for four lanes of traffic, buried or otherwise.

And there was the wider context of what it means to our community. If encapsulation addresses noise and fumes downtown, the NFPR only increases noise and fumes in Sapperton, in Fraserview, in the West End. And as more lanes always induce traffic, the knock-off traffic impacts on our surface roads would, if every other example in the history of building roads in cities has demonstrated anything, destroy the livability of many parts of the community within the noise-and-exhaust shed of the NFPR itself. Don’t get me talking about the Braess Paradox and Induced Demand.

The NFPR was a bad idea, and needed to be killed. It was killed in 2011 when TransLink proposed spending a couple of hundred million dollars on a key eastern connection to United Boulevard, and the community recognized it for the community-destroying freeway plan it was. I am really proud of the community who stood up to stop it, and the Council of the time (long before I was elected) that made it clear to senior governments that this was not on. We literally saved the City back in 2011, and TransLink went on to fund better things, like MOAR SKYTRAIN.

So without the NFPR, a different set of decisions had to be made. When it came time to invest in maintenance and upgrades to the Front Street Parkade, the lack of an NFPR meant we were able to right-size the structure by removing the older half of it, daylight some business fronts, and create a new public space. When the design for the Larco Parking Lot (now Pier West by Bosa) was being re-evaluated, we no longer wanted or needed an elevated podium cutting people off from the River, and were able to leverage another couple of acres of public park space for the Downtown. As we adopted whistle cessation downtown, as we design a new accessible pedestrian overpass to Pier Park, as we look at upgrades to the McInnis Overpass, as we plan greenway improvements along Stewardson, etc. etc., it is about planning for something that fits our community needs and connects our community better, not accommodating 4 lanes of high-speed truck traffic to slice our community in half, using an unbudgeted, difficult-to-realize, and half baked encapsulation idea to soften the blow.

The language in the Downtown Neighbourhood Plan has not been updated to reflect this change, but the planning we are doing around downtown certainly has. For the better.

Getting to AAA

Posted on . by Patrick Johnstone. 2 Comments.

Last month I put forward a motion (passed unanimously by Council) asking that we commit to planning and building a AAA Active Transportation Network in New West. I thought I would take a bit of time to outline what that means (from my point of view, anyway, because I am always cautious not to speak on behalf of all of Council) and talk about why I think it is important for us to do it now.

As I am often using terms more familiar to transportation advocates than your average person, maybe I could start by talking about the italicized-in-blue term I just used. Because this is not just about bike lanes. Though it may include bike lanes.

“AAA” stands for All Ages and Abilities, to differentiate it from infrastructure built specifically for me – the “avid cyclist” stereotype. I’m a healthy middle-class middle-aged sorta-fit guy who has been riding bikes pretty consistently for more than 45 years. I have raced bicycles (mostly mountain bikes; remarkably unsuccessfully), I have commuted by bicycle in big cities and small towns, ridden next to highway traffic over mountain passes sometimes more than 100km in a day. I even spent some time as a bicycle courier in downtown Vancouver, back when that was something people did. Because of this history, I have a high tolerance for danger and an inflated sense of invincibility. I don’t need bicycle lanes or special infrastructure to get me riding my bike. I’ll ride anyway (and probably irritate a few drivers on the way, but we’ll get back to that). AAA bike infrastructure isn’t for me.

Transportation advocacy used to be about people like me – wanting to make trips safer for a American Wheelmen (yes, that was the name of an early cycling advocacy group, and by early, I mean until the 1990s). But there has been a shift in North America since then, following after a couple of decades of progress in Western Europe, to shift towards making cycling infrastructure work for more people. Ideally, everyone who chooses or might choose to ride a bike (or trike, or quadcycle, or handcycle, etc.), but may not be avid about it. Like the way many people drive cars or ride buses, but aren’t avid drivers or avid passengers.

There is also advocacy around “880 Cities”, the idea that if you build a City that is safe enough to make an 8 year old and/or an 80 year old comfortable and independent in public spaces, it is making the space safe and accessible for everyone. You can read into that that people should be able to ride their bikes to school, even in elementary school (like I did as an 8-year-old). An 80-year-old should be able to ride as safely as they can walk, to expand their reach and options in a community and make them less reliant on cars (like my Mom does, with the help of her E-bike). To build for these users, we need to build AAA.

This corresponds with talking about Active Transportation Routes instead of the more restrictive “bike lane”. This means infrastructure should accommodate adult trikes or recumbents for people who may rely on the extra stability they offer. It should also be comfortable to share with people who rely on scooters, electric wheelchairs, or similar lightweight controlled-speed rolling devices. Multi Use Paths (MUPs), where pedestrians are mixed with rolling users should be built in a way that accommodates both user groups and their distinctive needs. Moving bicycles off of busy roads and onto sidewalk-style MUPs makes the bicycle riders feel safer from the larger, faster vehicles, but it may do so by making bicycles the larger, faster vehicles making some pedestrians feel less safe, unless a MUP is built what that in mind.

Finally, we need a network. Bike lanes are like roads, sidewalks, and pipes: they don’t do as much good until they are connected to something. Some people note they don’t see a lot of people using the Agnes Street bike lanes, or the bike lanes in front of the new high school, but both of them represent an important first piece of infrastructure that isn’t yet connected to a network. For users like me, it’s great to have those sections of increased safety; for less confident users, 100m of missing safety between two great bike lanes can be the barrier stopping them from riding on either. This is the issue being addressed by current region-wide “Ungap the Map” campaigns.

So, where is New West now? We are six years into the current Master Transportation Plan, and have made serious progress in pedestrian safety and accessibility. Though it lags behind a bit, we are starting to see some key parts of our planned cycling network come into place. However, the planned bike network envisioned in the MTP is no longer, I would argue, the vision for a AAA Active Transportation Network we would choose to develop if we were starting today. We can, and should, do better.

By way of sketching on the back of an envelope, our current network of infrastructure that meets AAA standards looks something like this:This is a map I sketched up using MSPaint just for discussion purposes. This is NOT an official City of New Westminster map, and possibly not even accurate.

There is some good stuff there, but it is disconnected and incomplete. Of the AAA we have, it leans heavily on the MUP-in-the-Park bikes-are-for-recreation model of the 1990s.

In my mind, a complete AAA network built off of our existing system would look something like this:

Once again, not a map created or endorsed by the City of New Westminster or anyone else. I just sketched this up to facilitate a discussion. Actual plans will probably look different than this.

Note that there are two kinds of future AAA Active Transportation routes shown in my sketch. Those shown in Yellow would comprise separated and protected bike lanes and/or MUPs (like the Agnes Greenway or the CVG past Victoria Hill), where people rolling or riding are not expected to share space with cars. The other type is shown in blue, where bikes might continue to share road space with cars but only if there are specific structures to significantly calm the traffic and force cars on that route to move at bicycle speed. No cars passing bikes, no person on a bike placed between a moving car and a parked car, and intersections designed to be safe by people using all modes. There are several routes like this in Vancouver (I think sections of the Ontario Street or 10th Ave bikeways in Mount Pleasant qualify), and maybe London Street through the West End is the closest example in New West (though there could be some improved calming and signage there). There is some work for us to do to establish the standards we want to apply to safety/comfort of these routes to call them AAA, including the level of traffic calming we can achieve vs. the need to separate.

Finally, I want to emphasize that the time is now to do this work, for a variety of reasons.

One result of the pandemic is that it resulted in a generational shift in how people around North America move about their cities. Bicycle take up has happened at an unprecedented rate, such that stores across North America ran out of bikes and parts to maintain them. Add to this the battery and technology revolutions that have brought reliable e-assist bikes and other personal mobility devices that open up active transportation to many people who did not see that as a viable option previously.

Some communities have seen more rapid pick-up in this shift than others. And surprisingly (unless you have ever been the Madison Wisconsin or Boulder, Colorado), it is not warmer climate or flatter topography that correlates with this take-up, it is the availability of safe infrastructure. Like roads – build it and they will come.

Examples abound, but I’ll limit myself to two: In Paris, Mayor Hidalgo introduced Plan Velo, and committed to 1,000km of cycle paths, a key part of the 15-minute City vision, transforming her city into one that is now seeing close to a million bike trips a day. Recently, emboldened by a landslide re-election, she doubled down with another $300M investment in expanding bike lanes. The City of Lights is becoming a City of bikes.

Closer to home, the work Victoria has done since adopting a 5-year plan for a AAA bike network in 2016 has been equally transformative. With most of the network now installed, it is seeing incredible take-up, and Victoria has established itself in a few short years as one of the most bike-friendly cities in Canada.

At the same time, senior governments in Victoria and Ottawa are funding Active Transportation projects as never before, so we don’t have to pay for this alone. But right here in New West, we have introduced an ambitious climate action plan, framed around 7 Bold Steps. These goals will not be achieved unless we start shifting how we move around, and how we allocate road space in the City, and only a complete AAA Active Transportation network will get us there. The time is now to commit to this work, and to ask staff to give us the data we need to integrate that commitment in to our 5 year capital plans.

Ask Pat: Ferry & Fixed Link

Posted on . by Patrick Johnstone. 2 Comments.

John asked—

Hi, Pat. I have read everything on your blog over the years, and support all of your ideas for a more equitable/human distribution of public spaces. Now that the pandemic has shown how fragile the Q2Q link is, I must ask if the idea of a fixed pedestrian bridge has been re-opened. I know that there were legal concerns regarding use of the existing rail link as an affordable solution, but, is it just possible that there may be a change of heart in that direction?

It’s not really a change in heart, because it wasn’t heart that prevented the bridge from being built.

I agree that the COVID situation caused us reflect over what the QtoQ ferry is meant to be, and how we value its operation. This conversation was a frequent one during the use restrictions, and is an ongoing source of angst in the Queensborough community. Recently, I was part of a Queensborough Residents association meeting with MP Julian, MLA Singh and School Board Chair Dhaliwal where this discussion came up again, and I thought to myself “Self, you have that Ask Pat just sitting there, you ever going to write an answer?”
Sorry it took so long.

The story of the fixed pedestrian bridge has not changed much since I wrote this long explanation of the pitfalls of the project, and the same problems remain. There is still some unspent DAC funding (although the Casino being closed for two years may impact that), but nowhere near enough to build the project. The engineering challenge of building it high enough for the Port Authority to permit it, yet keeping it accessible (i.e. less than 5% grades) remain problematic. The use of a swing or bascule bridge significantly increases build and operational cost (including, most likely, full time staffing).

The issues with using the existing train bridge are not just legal. Naturally, the Houston-based owner of the railway is reluctant to take on the liability of having a large piece of pedestrian infrastructure they don’t own attached to their bridge, but that could be overcome with insurance and agreements. There is a question of how to attach a pedestrian sidewalk to a 105-year-old bridge, but I think engineers could come up with something that works. The real problem is that the existing train bridge, with only a few metres of clearance over the river, has a default setting of “open” for boats to pass through, and only “closed” when a train passes, which is on the order of once a day. This would not work for a pedestrian link, for obvious reasons. The Port will not permit the change of operation of the bridge to default “closed” (permitting pedestrian crossings) with limited “openings” when a boat passes, for a number of reasons, including the increased collision risk on the river.

A pedestrian bridge can’t work like the existing train bridge – it must be much higher above the river, unless the Port and Marine Carriers can be convinced to change their regulatory requirements. There is nothing in it for the federally-regulated Port or Marine Carriers to agree to this. Our problems are not their problems, and they have authority.

That said, this still needs to be our medium- or long-term vision. Increasingly, our communities (not just New West, but every community on the River and marine coast) is seeing the waterfront as a place for people, not just a place for industrial activity. And as I have lamented in the past, too much of this prime riverfront industrial land us being used for industrial activities that in no way connect to the river. So building a fixed crossing is going to take more than money and vision, it is going to take partnerships across the region to help pay for it, and to shift the mindset about the River as a transportation challenge.

So, in the meantime we have the QtoQ Ferry.

Which brought us to the conversation through COVID times about how far the City was willing to go to support this service. The early response was to suspend the service for two reasons. Much like the Library, we did not know if we could operate safely and within unclear provincial health restrictions. And much like the Canada Games Pool, we simply couldn’t justify spending money on running it with the very low number of people who were going to show up to use it, as other transportation modes (transit and cars) shut down suddenly. Eventually, the health restriction issues were worked out (with protocols and reduced capacity), but the ridership was slow to come back, which led to, what I think, was a really healthy discussion at Council.

The essence of the discussion was (to me, at least, I shouldn’t talk for all of Council) whether the QtoQ was a vital transportation link or a nice to have community amenity. In my mind, if it was the latter, then I was not interested in us funding it at a time when our finances were so uncertain and the priorities were piling up in COVID response. However, as I was convinced we needed to see it as the former, it only became a discussion of how much we can afford to fund. A few adjustments of schedule were made, as people’s commuting patterns were shifted by the pandemic, and the service that worked best before was probably not the service we needed after.

The QtoQ is never going to pay for itself in its current format. The small ($2) fee to ride it does recover some money, but much like the Canada Games Pool or the Queens Park Arena (or Public Transit, for a regional comparator), the QtoQ is a community benefit we have decided to invest in, and we spend some of your property taxes running it.

If you value it, the second best thing you can do is let Council know. The best thing you can do is take the Ferry as often as you can and put your $2 down to show this transportation link is valuable. Demonstrating to partners (TransLink, Metro Vancouver, Port of Vancouver, senior Governments) that a link here is valued by the residents and helps with regional active transport network is the best way to build on the service to make it more financially secure, and to demonstrate that the fixed link deserves to be built.