Resolutions

Monday’s meeting (which I rambled on about here) was also one where several resolutions were passed. All were timely, some because of current events, some because the deadline for submission to the Lower Mainland Local Government Association is approaching. Endorsement by this area association improves the odds that the resolution will make the floor and be endorsed by the Union of BC Municipalities.

Resolutions are one way that Local Governments raise issues not strictly within our jurisdiction but still relevant to our community, and formally call upon senior governments to take actions that we don’t have the power to take. These types of resolutions are typically directed at senior governments and are a pretty standard practice in local governments across BC and Canada.

You can read the full text of the resolutions at the end of our Agenda here, so for the purpose of this blog, I’m going to skip over the “whereas” statements that create the context for them, and pare them down to the specific call, then add a few of my comments after. All of the following resolutions were supported by Council:

National Pharmacare Program Councillor Nakagawa

BE IT RESOLVED THAT the City of New Westminster write a letter calling on the Federal Government to work with the provinces and territories to develop and implement a Universal Public National Pharmacare program as a top priority; and

THAT this letter be forwarded to all BC municipalities asking to write expressing their support for a National Pharmacare Program.

THAT the following resolution be submitted to FCM:

THAT the Federation of Canadian Municipalities calls on the Federal Government to work with the provinces and territories to develop and implement a Universal Public National Pharmacare program as a top priority.

The time for national Pharmacare is now. It was actually a few decades ago, when most modern social democracies included pharamcare as part of their national healthcare systems, but hindsight is as powerful as prescription glasses. It has been said that Canada’s is the least socialized of all socialized healthcare systems in the industrialized world, as so many parts of health care considered primary in progressive nations (pharmacare, dental care, vision care, etc) are not part of our “universal” care.

Four of the 5 Parties in the House of Commons, representing 67% of the seats, have publicly supported publicly funded Phamacare, it really comes down to whether the party with the plurality is going to follow through this time, or continue to pull a Lucy with the football.


Declaration of Solidarity with Wet’suwet’en Councillor Nakagawa

BE IT RESOLVED THAT the City of New Westminster calls on the Governments of British Columbia and Canada to suspend permits authorizing construction of the Coastal GasLink pipeline and commence good-faith consultation with the Wet’suwet’en People;

AND BE IT FURTHER RESOLVED THAT the City of New Westminster calls on the Governments of British Columbia and Canada to end any attempt at forced removal of Wet’suwet’en People from their traditional territories and refrain from any use of coercive force against Wet’suwet’en People seeking to prevent the construction of the Coastal GasLink pipeline through non-violent methods.

This resolution seems to have garnered more attention than the others, including the usual Facebook calls for Council to “stay in its own lane” and “stop wasting time”. These appeared to mostly come from people who, by reading their comments, I assume did not read the resolution.

I’ve been slow to enter the on-line fray about the ongoing protests launched by the arrest of land defenders in the Wet’suwe’ten territory. I am not even sure how to talk about this without centering myself in the conversation, and as the conversation is not lacking in middle aged white guys from urban areas with a hot take, I’m not I add value to the discourse.

Since the road directly in front of my office was occupied for a few hours last week, I was able to watch the orderly challenging of all that is disorderly in one of the busiest car/pedestrian/transit intersections in Vancouver. I spent a bit of time in that crowd after work, and tried my best to listen and to reflect on what this disruption means, and how its impact compares to the strong feelings I had coming out the Climate Strike last September. But ultimately, I don’t think my feelings or ideas are what this is about. This is about whether the words of reconciliation, so easily invoked by those in power, have meaning when the boots (and pipes) hit the ground.

As New Westminster engages in relationship-building with local First Nations, I think it is valuable for us, as a Council to have conversations about what these events mean in the bigger context, both here in New West and with a wider community. We need to be open to understand the relationship between the colonization that was our modern community’s founding and the ongoing colonization of unceded territory in British Columbia. Like pharmacare (above) and transportation (below), this resolution is not “outside our lane”, but the exact appropriate process in our empowering legislation for us to communicate our desires to the other orders of Government.

I thanked Councillor Nakagawa for a well-written and nuanced resolution (which, again, seems to have been missed by most Facebook commenters). It calls for good-faith consultation with the entire Wet’suwe’ten community and for an end to violence and forced removal. Those latter tools are the ones Canada has traditionally used – and often later apologized for using – when Indigenous people have tried to protect their lands, commonly following bad-faith consultation. This pattern needs to stop. The resolution is not about natural gas or benefits agreements or about traditional vs. elected leadership; it is about fostering a new form of respect for Indigenous people in light of UNDRIP. I am for respectful dialogue and against violence, so I am proud to support this resolution.


#AllOnBoardCampaign Councillor Johnstone

BE IT RESOLVED THAT the provincial government work to make transit access more equitable by supporting free public transit across BC for youth under 19 years of age; and

BE IT FURTHER RESOLVED THAT the provincial government support a sliding scale monthly pass system based on income; and

BE IT FURTHER RESOLVED THAT BC Transit and TransLink proactively end the practice of fare evasion ticketing of minors, and introduce community service and restorative justice options for adults as an alternative to fare evasion tickets.

Similar resolutions were sent to UBCM last year from several communities, in support of this ongoing regional campaign being led by anti-poverty groups and including labour groups, business groups and other stakeholders, but they were not considered due to being bumped by a similar-sounding but quite different resolution around increasing Transportation Assistance for Low-Income Individuals. So we have updated the language to better address existing Provincial policy statements, and are trying again.


Clean vehicle incentives Councillor Johnstone

BE IT RESOLVED THAT: the provincial government expand the Clean Energy Vehicle program to include financial incentives for the purchase of electric assist cycles in scale with the incentives provided for the purchase of electric automobiles.

E-assist cycles are a growing market, and bridge the gap to cycling accessibility for many people. As a regular cycle commuter, I see the increase in numbers of people using e-assist bicycles to extend their cycling commute, and to get them past barriers like the hills of New Westminster. It is especially noticeable that users of e-assist bikes fit a different demographic than your typically hardy cycling commuter, and are generally older and include more women. My octogenarian mother in law has an e-assist trike that she now uses for more and more of her daily trips because the hills she used to be able to ride up are now accessible to her again. The e-assist allows people to carry groceries and other needs on the bike. It really is a game-changer

The big impact of e-assist technology is not making people on bikes faster (they are speed regulated), but in getting people out of cars. Replacing some portion of car trips for people who find cycling a barrier. As such, there is no public policy or community benefit to electric cars that is not also achieved through the use of e-assist cycles, and as such, subsidies given by government to people fortunate enough to be able to afford a $50,000 car should be extended to people purchasing $1,500 e-assist cycles.


School Bus Safety Councillor Johnstone

BE IT RESOLVED THAT UBCM call upon the BC Ministry of Education and the BC Ministry of Public Safety to mandate that all buses transporting students in British Columbia be equipped with seat belts that meet Transport-Canada regulatory standards and institute programs to assure those belts are used safely.

A similar resolution went to UBCM last year after a resident of Queensborough raised this issue to Council, however it was not considered by the membership at UBCM due to timing. In the year since, Transport Canada has developed new guidelines and is piloting a school bus seatbelt safety project. This resolution is still relevant in the modified form as it asks the relevant departments of the Provincial Government to follow up on the initiative launched by Transport Canada.

This Happened (v.4)

I am really not good at keeping up with these, but here are a few things that kept me busy over the last couple of weeks.

Member of Parliament Peter Julian throws a heck of a Lunar New Year event every year, and this Year of the Rat was no exception. Being at the Nikkei Centre in Burnaby, it attracted more Burnaby folks than New West, but there were a bunch of cultural displays from around southeast and east Asia, mercifully short speeches from the elected types, and general good feelings all around.

The same day, New Westminster was able to cut the ribbon on one of our significant facility investments of the last few years: a new Animal Shelter in Queensborough. The old shelter was small and pretty, uh… lived in. The new shelter has enough capacity to accommodate the cats, dogs, and various smaller animals that find themselves abandoned in New West, and the dedicated staff and volunteers finally have appropriate workspaces to do their compassionate work.

The opening was really well attended with hot dogs (natch) cake, music, face painting, and tours of the facility. The Mayor and I both took our bikes to the opening, and enjoyed a QtoQ ride back on a cold but sunny day. It was good to see the service being used, even a few full boatloads. Not perfect for the few people has to wait 15 minutes for the next sailing, but a good sign for the popularity of the service.

The 2020 Push Festival included a couple of shows at the Anvil Centre, and I was able to attend one called “What you won’t do for love”. This was kind of a play with video montages, but more of a staged read-through of a play still in development. It was the story of David Suzuki and Tara Cullis, told in an engaging format centered around them telling vignettes from their history together at a dinner party. The themes were (of course) about life-long activism and conscience-raising about the environment, but it also talked about a relationship between two life loves, partners, and conspirators.

I have talked about David Suzuki and my mixed feelings about him before in a review of an earlier documentary about his life, and have been at events where he has spoken before, but I have never seen him act as vulnerable or deferential before as when he was sharing a table with Cullis. Perhaps their stories leaned a little heavily on the lateralization of brain function as a determinant of personality (ugh), but the conceit allows them to talk about how they rely on each other and work together. My mixed feelings aside, it was an interesting and informative event with a fair amount of emotional baggage attached, and the almost-full-room crowd was definitely engaged!

In the less performance category, there was a stakeholder workshop for the proposed Hume Park Master Plan. People from (mostly) Sapperton and identified user groups (Lacrosse, Rugby, HUB cycling, etc.) were asked about how they view Hume Park, what they would preserve, and what they would change. I am not a common user of Hume (though I ride my bike through it often!) so I was mostly there to listen and learn about what is most valued in the Park. I also learned that Fred Hume was not only the Mayor of New Westminster, but went on to be Mayor of Vancouver (though he lived in West Vancouver!), founded the radio station now known as 102.7 the Peak and the Vancouver Canucks, and is in the both the Hockey and Lacrosse Halls of Fame. Yikes.

We also had a series of consultations over the last couple of weeks on waste and recycling service. Not sure if you heard, but the recycling centre by the Canada Games Pool has to move to accommodate the construction of the new pool, which is anticipated to start in the next couple of months. This doesn’t mean the City is abandoning recycling, only that we are going to have to change how we deliver recycling. This consultation was meant to help staff understand what the main drivers of recycling are, and what barriers there are to recycling.

At the event I attended, there was a lot of discussion, some people disappointed about the movement of the current yard, some not that fussed about it, and mostly a lot of curiosity about things like collecting curbside glass or limits on green waste. I only wish the participation represented a more representative example of New West residents.

A few of us also attended the announcement at Pier Park that the main contractor has been hired for the Pattullo Bridge replacement project, which I already talked about here.

Aside from that, I had a couple of Task Force meetings, lunch with Councillor Dupont from Coquitlam to talk about Lower Mainland LGA business at a busy River Market, and a meeting over coffee with a couple of members of the New West Fire and Rescue service to touch bases on some of their opportunities and concerns.

I also got a couple of sunny bike rides in!

Two Bridges

A presser was called in New West this week to let people know that the design-build contract for the Pattullo Bridge replacement has been awarded, complete with a first rendering of what the bridge may look like. This is design-build, so expect that early renderings may be adjusted to accommodate the many competing demands and value engineering that the contractor will have to wrestle between now and ribbon cutting.

And then there are the political demands.

This conversation has gone on for a few years, but each new news cycle will require it to be told again. Such are our times. The City of New Westminster, the City of Surrey, and the TransLink (which was the responsible agency for the Pattullo) spent years doing planning and public consultation on the very question of what to do about the Pattullo. A quick scan of this blog finds that these conversations were happening back in 2011, and before I was elected I attended numerous public meetings, open houses, and community events (even dressed for the occasion on occasion).

At the end of that work, after all of those conversations in the impacted communities, an MOU was completed between the major stakeholders agreeing that a 4-lane bridge with appropriate ped/cycling connections was the appropriate structure to replace the aging Pattullo. Not everyone agreed, some wanted the bridge closed completely or moved, some wanted a 8-lane bridge and tunnel to Burnaby. If you look closely at the costume above, you will note it features a 3-lane refurbished Pattullo with a counter-flow middle lane, so there is my bias. Clearly, not everyone was going to be happy. As is usually the result if consultations are comprehensive and honest, the most reasonable result was settled upon.

The 4-lane bridge is the project upon which the Environmental Assessment and Indigenous Consultation were framed. It is the project that was taken to Treasury Board to fund, it is the project whose impacts were negotiated with the City at each end. It is the right size for the site, and it is the project that will be built. Re-negotiating those 8 years of consultation and planning now is ridiculous because nothing has changed in the principles that underlie that MOU.

Which brings me to this little news story. It is hard to tell where this is coming from, except for a zealous local reporter in Delta trying to put a local angle on a provincial news release. There is nothing new in this story, no new questions asked or answered, but a re-hashing of staff comments from 3 years ago.

With all due respect to the staff member quoted, those comments from early 2017 are now based on bad data, since the traffic impact issues raised were from before the removal of Port Mann tolls – which everyone in New West recognizes had a profound impact on Pattullo traffic. I have some data on that coming in a future post, but for now this is my (paraphrased) retort:

Of course, the Pattullo isn’t the only bridge Delta wants money poured into right now. The patently ridiculous 10-lane boondoggle project to replace the Massey Tunnel has been effectively shelved, but the province is currently reviewing other options. Unfortunately, the currently-leading option would be as expensive and no less boondoggley, doubling freeway car capacity to a low-density sprawling community that still resists the type of density or growth that would support more sustainable urban development, while somehow framing this entrenchment of motordom as a functioning part of a Climate Emergency response. This is a 1950s solution to a 1990s problem.

This is troubling climate denial, as Delta will certainly feel the impacts of climate change more than any community in the lower mainland, but I digress yet again.

The short news here is that Delta wants New West paved over and the people who live here to breathe their exhaust and walk near their speeding boxes. They also want the people of Richmond to pave over more farmland and have their community bisected by more freeway noise and disruption. If accomplished, they will (no doubt) be calling for the people of Vancouver to expand the already-congested Oak Street Bridge and the Granville Corridor and maybe a third crossing of the north arm because their suburban lifestyle demands it. And they want everyone else to pay for it, because tolls are “unfair”.

If this ode to motordom in the face of a Climate Emergency boggles your mind as much as it does mine, you can always let the provincial government know, because they are taking public comment on the Massey Tunnel Expansion Project right now. Go there, remain anonymous, and tell them what you think. I did.

ASK PAT: Parking (car, bikes, & butts)

Oh boy, its been a while since I did one of these. I have few Ask Pats in the queue. Sorry folks, I like responding to these, I’m just stressed for time. But since it is such a nice sunny February day, I decided to sit down in my writing cellar and bang through a couple of them, omnibus style:

LNW asked—

If I have an Evo vehicle parked in front of my house(blocking my sidewalk by the way) will the city remove it if it is still there in 72 hours?? I have contacted Evo but as yet–nothing.

If the EVO Car is parked in a legal public parking space, where you would normally be able to park your car on the public street as a resident or visitor or customer of a business, then the EVO is parked legally. There is no 72-hour restriction on residents storing their car on public streets, as long as the car is insured. For the purposes of our Bylaws in New West, a EVO is treated like a resident’s car. So near I can tell, they aren’t doing anything illegal.

If you have any questions around the EVO parking rules, they are laid out in quite a bit of detail here on the EVO FAQ page.


TN asks—

Are there any times when the 2hr free street parking around RCH is not in effect?

I have no idea. Really, the details of local parking rules like this are just outside of my Council purview. I actually had no idea there was two hours of free street parking around RCH, I always thought you had to pay for parking on the street by the hospital, unless you are parked in a residential area for which you have a parking pass. But then I noticed some of the residential areas allow two hours of permit-free parking. As far as I can tell, that is 24 hours a day. But I’m really not an expert. There is more info here, and if you have more questions, best to contact our parking folks at 604-519-2010 or parking@newwestcity.ca


Rob asked—

Patrick
In the plans for the new recreation centre, has the surge in e bikes been considered as a transportation option? Recharging stations and secure lockups come to mind. Safe bike lanes leading to the centre too. This action supports several of the 7 goals.

Short answer is yes, though we are not quite there yet in the detail design work. The plan last I looked at it was to have a covered secure bike parking area at the north/east entrance where there are lots of eyes on it, and there is a plan to have it wired for e-bikes. We are also having a conversation about our zoning bylaw for new developments, and looking at how we can better support the safe storage and electrical charging of e-assist bikes in new residential and commercial developments.

The connections to the site for bikes along the Crosstown Greenway is also a big part of the site design, with the slope on the west side where the overpass comes down to grade being the biggest challenge the engineers are working on right now. We have also emphasized that the current route across the north part of the site needs to be protected and accessible during construction, during the demo of the CGP, and of course once the new layout of the site is complete.


Wes asks—

Why can’t a brewery get a non-temporary patio in New West?

Has anyone in city hall ever been to Portland (or even Port Moody)? Every brewery literally gets rid of their parking lots and replace them with picnic tables and umbrellas.

I may be familiar with the brewery-rich locations you mention, and I will try my hardest to answer this question without making specific references to any breweries operating in New West, as I feel somewhat in conflict.

There are no specific restrictions on breweries having outdoor patios in the City Bylaws. As you see across New West, restaurants have no problem getting patio licenses, and I would think it should be the same for breweries. That said, permitting breweries is a multi-agency thing, with all three levels of government involved, and making all three line up can be challenge. If a brewery in New West (and I’m NOT pointing to any one or two specifically) is unable to have a patio, it is likely because they don’t have physical space on their property, or the owner of the property (if the brewery leases) will not permit the permanent conversion of outdoor space to patio. It is also possible that patio seats would exceed the number of regulated seats that exist under their liquor license or zoning, and adding seats may require they comply with building code requirements around accessibility, number of bathrooms, etc. Those things can be changed with an application to the City and the Province, but I don’t know of any such application coming forward.

There is a nuance in the provincial liquor licensing that allows temporary licensing of extra spaces as “special event licenses”, but the province limits this to a few times a year to prevent breweries from using it to get around the other code requirements. That also usually means getting a short-term workaround of any code requirements, such as installing temporary bathrooms, getting permission from the landowner, or establishing a temporary fence/barrier separating provincially-licensed places-you-can-drink from places you can’t drink. Licensing booze in this province still carries a bunch of archaic restrictions, and I don’t know what else to say about that.

Uber alles

I have tried to avoid the social media storm that is the long-awaited arrival of large, legal ride-hailing operations in Greater Vancouver. Though I think this tweet sums up my feelings at the end of the day yesterday:

And eventually, during a transit ride home that I drafted my subtweety response:

So, it is clear that I am not excited about the arrival of Uber and Lyft, despite the almost constant media saturation and lobbying pressure from Uber Spokesfolks (in contrast, I have not received a single letter, e-mail, or phone call, or invite for a meeting from the Taxi industry on this topic). My tweet lead to a few questions from people who have never connected with me on social media before. It was also referenced in a local Reddit comment thread, so I drafted up a Reddit response. Apparently multi-platforming is the hot thing in media today, so I figured I would re-draft the Reddit response for a blog here, without even taking time to edit out all the damn brackets, because who has time? Here we go!

In response to concerns that Uber or Lyft are not available today in New West (or Maple Ridge or Delta), I need to clarify that ride-hailing companies will decide what areas they want to serve. It should hardly be surprising to anyone that they are concentrating on areas already served well with transit – those are the areas where there is a density of users and destinations to support the business case of ride hailing. Because it is the same business case that supports Public Transit in the neo-liberal model of service delivery.

The regulations created by the provincial government are really clear: local governments cannot prevent operation of ride-hailing within their borders. They can regulate the service by requiring things like business licences and set conditions for pick-up/drop-off in their road and parking bylaws, but they can’t just say “no”. In this sense, the Mayor of Surrey (in my humble opinion) is blowing smoke. He could, I guess, create a regulatory and licencing regime that is so difficult to navigate that no-one bothers, but I seriously doubt he has the enforcement personnel to make that effective. I guess time will tell how that works out.

New West is working with regional partners to set up a regional business licence system for ride hailing, we talked about it back in November, and the best update I have is that staff in the many municipalities are still hammering out the details. Unfortunately, the sausage-making of making harmonized regulations work between all these jurisdictions is difficult, and they really couldn’t get started until the provincial regulatory regime was made clear. Such is government.

My understanding (and I stand to be corrected here) is that ride hailing companies licensed by the Passenger Transportation Board to operate in the Lower Mainland can operate in New Westminster (and Surrey and Coquitlam, etc.) right now. There will be a period of shake-down as they get their drivers organized, their service areas worked out, and local governments get the licencing requirements (and enforcement processes) organized. It’s a new world, and there is nothing unique about this as these kind of choppy launches occurred in every single jurisdiction where ride-hailing launched.

My personal opinions about Uber and Lyft have very little impact on this. As I mentioned, back in November, New West Council set out the framework for staff about how we feel ride-hailing should operate in New West. Some parts of it I agree with, some I don’t. My concerns about labour rights, environmental impacts, road safety, traffic impacts, transit system impacts, and neighbourhood livability are based on a *lot* of research about impacts of ride hailing in other jurisdictions. It has also proven in other jurisdictions that most of the promises of ride-hailing (cheaper! more convenient! fun!) are false, and the entire business model is propped up by massive financial losses. The system itself is not sustainable, which makes me wonder why we are rushing into embracing it (see “media saturation and lobbying effort” above). I trust urban transportation experts like Jerrett Walker on this more than I trust the well-oiled Uber/Lyft marketing machine. The Taxi system is not perfect, but I have gone on at length (note this piece from several years ago) about how it is actually the arcane regulation of the industry that makes it not work the way we might like. But that’s another rant, and times have changed since I wrote that piece. Not for the better.

But that said, my (Council) job is partly to advocate for things that make the community stronger and more sustainable, but it is equally to assure the City is runs as effectively and responsibly as possible. Ride-hailing is here, (some) people want it, the local government job is to work to reduce the inevitable externalities and make it work as best as possible in our community. Of course, one of those externalities is that this “cheap” transportation option is going to cause your property taxes to go up. Uber and Lyft don’t pay taxes to the City, and regulation and enforcement are not free.

You may not like Uber or Lyft, but due to powerful lobbying and a brilliant international viral marketing program, you will be paying for it.

Depot

As you may have heard, the current recycling centre adjacent to the Canada Games Pool has to close, and the services are being relocated to United Boulevard. For the best part of a year there has been a lot of discussion (mostly on social media) about what this means for our City’s commitment to recycling. Even the Record took the unprecedented step of making something that hasn’t actually happened yet their top news story of 2019.

Last Monday, there was both a report to Council from our engineering department on developments in the city-wide recycling program, and a number of people came to Council to delegate on the imminent closure of the recycling depot. Many of them came to speak in support of a an on-line petition promoted by a local political party asking that the current recycling centre be kept open. I find on-line petitions are a terrible way to gauge people’s opinions for several reasons, but this is an entirely different blog that I will maybe write someday. For now, I would rather address the report that came to Council and what I heard at the delegations.

First off, we need to be clear about why the current facility is closing. Through two years of consultation on the replacement of the CGP, it was clear that the community wanted the existing facilities to remain open and operational until the new centre is opened in order to maintain continuity in programs and offerings. This decision fundamentally shaped the new facility and the site plan.

Those conversations around the new facility answered the big questions (25m or 50m pool, one or two gyms? Daycare? Meeting rooms? etc.) and we settled on a fairly large structure – over 100,000 square feet. After a tonne of work by the architects and engineers, it was determined that the facility would not fit well on the parking lot to the east of the Canada Games Pool, and due to some utility issues and uncertain ground conditions related to the old Glenbrook ravine (which used to extend all the way to 8th avenue!), the only place where this large a facility fits is snuggled alongside the existing pool and community centre on the west side:

A rough drawing of the footprint of the new recreation centre (in white) and landscaping/entrance area (brown) that will be required for laydown during construction. This area (and much of the all-weather field to the top left) will be an active construction site. This is a rough drawing, I did it in MSpaint(!) based on drawings available here, please don’t use for navigation.

That means that the front parking lot will need to be excavated, meaning for two years the main road access to the current recycling depot would be a hole in the ground then an active construction site. Again, the engineers looked at a few options including shifting the one-way road adjacent to the fire hall to two lanes and providing temporary direct access off of McBride, but no solution was found that would meet safety standards our engineers demand.

This speaks a bit to the problem with on-line petitions. Several hundred people in New West signed a petition asking the City to do the one thing we could not do, unless we were going to turn our back on 2 years of public consultation and more than a year of architecture and engineering work. The author of the petition knew this, which is another example of how disingenuous politics are good at creating a scene, but not at finding solutions. Finding solutions is harder work.

Some have suggested that the recycling facility (even temporarily) be moved to the east parking lot. Staff have (of course) looked at this, and from what I hear, I cannot support that idea. The east parking lot has about 120 parking spots to support a recreation facility with more than a thousand visits a day, and a curling rink with a capacity of about 100. A parking spot for every 10 users is a very, very low number, and this is already certain to cause significant neighbourhood and user group stress during the building of the new facility. Moving even a shrunk-but-still-workable recycling depot to that spot would mean removing about half of those remaining spots. This challenges our earlier commitment to keeping the current facility functioning and accessible during constructions.

For all of the political hay-making and quoting of Joni Mitchell, this is just a question of geometry.

So the status quo is not viable. What do we do now? Some of the delegates provided some good ideas, and I think that it was useful to hear what types of recycling people are most stressed about. I think for many people in the City, the new joint recycling depot on the Coquitlam border with more services than our current facility, longer hours, and easier access to SkyTrain, will provide more convenience. I also recognize that for some people, this change represents a change to their established patterns and extra inconvenience.

We have not really had a robust conversation with the community about what that change looks like for them, and I recognize that was a communications and engagement failure on the City’s part. Over the last couple of months a few people have asked me questions about recycling, I have met a few for coffee, replied to some e-mails, tried to listen and learn (and have occasionally reported out on those conversations). During the delegations last Monday we heard a few interesting ideas, and there were also several people who came to delegate to say they fully supported the change. People had different recycling needs – some spoke of lawn clippings, some of Styrofoam and glass. Its clear most wanted to have a deeper discussion about what role recycling plays in our community, and asking for resources to make not just the City’s recycling system work better, but to assure our waste management systems are meeting our climate and sustainability goals.

Council heard that call for a better discussion, and staff heard it as well. The staff report that came to Council last Monday outlines a series of opportunities to provide the City some feedback and ideas on recycling (open houses, on-line polls), and I am spreading hearing rumours of the NWEP “Trash Talkers” group getting together and working to raise public awareness and gather ideas about the barriers to waste diversion, and strategies to address them.

Resilience

This was quite a week transportation-wise. We are headed into a second week with snow and ice on the ground, and even more forecast tonight, and like many of you, this has messed with my plans.

Monday was a Council day, so I spent most of it inside not thinking about how frightful the weather was outside. Tuesday I faced transit delays on my way into work, and transit chaos in my way home, but I managed to get to the QRA meeting in Queensborough for the 7:00 start, only to find the meeting cancelled due to a power failure. Wednesday was a true “snow day” where I did some work from home, but mostly went out every couple of hours to shovel Kootenay-quality powder off of my walk and driveway. Thursday saw more transit delays with some sort of “power rail meltdown” on Skytrain. Today was slushy with promise of more to come, but was actually a seamless transit day both ways, though ridership was notably higher than usual, as I assume fewer people wanted to risk the still-wintery roads on bikes and in cars.

I love transit, and I rely on it. Though it arguably provided safer and more reliable service than driving in those weather conditions would have, this week got me thinking about the resiliency of the system. During snow events, trains run slightly less frequently (with staff on board to help manage the controls in case of a weather-induced track intrusion alarm), and there are some issues with how the automatic doors manage ice build up, but much of the overcrowding and delay was related to the system running at 110% during a normal rush hour, and 25% more people show up wanting a ride during a weather emergency. The system feels fragile: it is on edge and under pressure on the best of days, and quick to disappoint when conditions veer from nominal (in the NASA use of the adjective).

Strangely enough (and this is definitely anecdote, not data), all of my bus rides this week were uneventful and reliable, if sometimes a little more crowded than usual. I even made a strategic mistake in route planning one day, deciding to use Canada Line-SkyTrain instead of a bus-SkyTrain option that would have allowed me to skip the “trouble spot” on SkyTrain. Aside from the issues around keeping up with road clearing and our ongoing trouble with maintaining universal accessibility at bus stops during snow conditions, it is the distributed and flexible nature of the bus system that provides the resiliency to our transit system that the SkyTrian back bone sometimes fails to do.

The Skytrain system has grown remarkably in ridership over the last decade, as has always been the regional plan for transit-oriented development. But until recently, there was no money or political will to invest in making the system grow to match this increase. That has changed when Jordan Bateman started stumping for contractors with new investments and proper funding of the Mayors 10-year plan, which includes significant SkyTrain capacity increases (bigger stations, new cars, reduced time between trains, etc.). But we are still playing catch-up, and I don’t think it is enough. Everyone is doing the best with the resources we have, but there is no escaping the simple math: the system is at capacity, ridership is exploding, we need more money to expand the system now, and we need consistent capital funding from senior governments to plan for future growth. That is the only way the system will become more resilient.

There is an ongoing discussion right now about the future of TransLink, and I (as always) have my own opinions about things like embracing-the-newest vs fixing-the-fundamentals spectra and the roles of different solutions, but I hope people who care enough to read this far in my post will go there and take part in the TransLink discussion.

I also hope as the Federal and Provincial governments continue discussions about spending billions on expanding road capacity on Highway 1, under the Fraser River, or even right here in our own neighbourhood, we can re-frame the discussion to talk about economic impacts of an unreliable transit system. The tunnel replacement and highway expansion is always talked about as an economic imperative – cars and trucks stuck in traffic are a negative cost. I argue that this picture right here shows the real economic backbone of the Province. 7.5% of the national GDP, almost half of the Provincial GDP is earned within 10km of this spot, and the real cost of congestion and traffic that looks like this is never accounted for:

But I want to say a couple of positive things about this week’s experiences in Snowmageddon.

I spent a lot of time this week on crowded platforms, stuffed cheek-to-jowl on lurching trains, and lamenting on Social Media about it all, but I have to say the human experience of it was way more positive than you experience when an accident on a bridge causes traffic chaos in the adjacent neighbourhoods. We’ve all seen the cursing, honking, banging-steering-wheel impotent anger of people trapped in traffic gridlock, some of us may have even felt it at some time. But my experience in the Skytrain mob was not like that at all, There were some long sighs, a muttered curse here and there, but it was mostly concert eye-rolling and “we are all in this together” comradery. And it is amazing how diffusing that energy is. The few times I was starting to feel a little hot under the collar because I-am-going-to-miss-my-important-meeting-I-am-an-important-person stress hormones or whatever, the feeling that we were all in the same boat, and the many lame humour attempts by my fellow straphangers got me out of my own head, and out of my own ass, and into the shared reality. Transit is a community that way. Beats the hell out of traffic on the worst day.

The real local positive this week was that the QtoQ Ferry ran pretty much as scheduled, and had a lot of new riders. As repeated snow-ice cycles made it hard for our road crews to keep up with Primary route clearing, never mind Secondary routes and local roads, a lot of people on the east end of Queensborough found the QtoQ to be a better alternative than to drive on snowy/icy roads and taking a chance on traffic chaos around the bridge. This itself speaks a bit to resiliency. A robust transportation system needs to provide alternatives, and the QtoQ is one of those “niche” solutions that takes the pressure of the entire system. I hope folks at TransLink see this story, and see in it the value of integrating more flexible solutions to local transportation needs (cough cough Gondolas cough).

ASK PAT: Noise bylaws

CG asked—

Noise bylaws. Why are the allowable hours different for construction (which I presume includes homeowners working on their property) and for other noise?

Because that’s the way things have always been! That as bit of a tongue in cheek, but the real answer to why the City (and most other cities) do most things the way they do. However, in this case I can see why the bylaws are set up this way.

The “regular” Noise Bylaw in the City says no-one in the City can make a sound that “…disturbs, or tends to disturb, the quiet, peace, rest, enjoyment, comfort, or convenience of the neighbourhood or persons in the vicinity” unless that noise is specifically permitted by the Bylaw. There is another part of the Bylaw that says sounds can further not exceed some legislated level (60dBs in the day, 55dBs at night), but the Bylaw is written so that even a sound under those prescribed levels could be considered disturbing.

Most people (including me, but I listen to a lot of the Pixies) have no idea what a decibel is, but there are lots of on-line examples that will tell you 60dB is about regular conversation level, 55dB is about the noise level of a coffee percolator, and 110dB is a jet engine. I’m not sure those help.

There are various exemptions in the Bylaw for things like “power equipment” which can be used within certain hours, so leaf blowers can continue to disturb the many for the benefit of the few. There are also obvious exemptions like emergency vehicle sirens, street sweepers, parades, concerts, and the such, some requiring specific authorization, some not.

Like most Cities, New Westminster has a different Bylaw regulating noise made at construction sites. This is because construction sites are (usually) temporary in nature, and they are places where noise is made outside of the regular standards that would apply in a community. We relax regulations for construction sites because of their ephemeral nature, and because we, in general, want things to be built. However, we limit construction noise hours to those typical of business (daytime and Saturdays). We have recently made some changes to the bylaw to reduce those hours and bring us more in line with adjacent cities, and to more tightly regulate pile driving.


It has taken me forever to answer this, but funny that this ASK PAT raises two different things that have been on my mind a lot recently: whether predictable sleep is more important than predictable traffic, and Oslo, Norway. I promise this will make sense.

A few months ago, I did something I had not done before. I voted against a nighttime noise variance for a road construction project. The City often hands these out to utility companies, Metro Vancouver, or construction companies to allow them to do noise-generating construction work at night because the work involves digging up a major road. The thinking is that the traffic chaos caused by digging up a road during the day is worse for community well being than some people near the construction site not being able to sleep at night. I voted against this one variance because I wanted to challenge that idea – maybe the livability of my community is served more if residents can get a night’s sleep than it is if regional through-traffic is inconvenienced. I made some comment about this being my new position on these variances.

Of course, in governance, when you make a strong proclamation of principles like that, something else comes along a challenges it immediately. In this case it was a request to close Front Street in a way that would impact Quayside Drive and River Market at a time when they are already dealing with significant traffic disruptions that is hurting their business. Is a good nights sleep for one night more important than a day’s traffic chaos *and* another hit at a keystone business in the City already reeling from the impacts of adjacent construction? Then we recently got a request for nighttime work for track maintenance along the Skytrain line which we approved. Is a good night’s sleep more important that providing timely maintenance to a regional transit line where there are literally not alternative routes? In the end, I voted “no” and “no” to those two questions and voted to allow the night work. Then around the same time, I once again said that traffic disruption on Brunette Ave is not reason to keep people living near Brunette up all night for three days, and Council agreed.

This is not to say I was right, it is to say governance of complicated, and guidelines are not standards. I can see how this looks like inconsistency (nay, hypocrisy?), but balancing various community standards is part of the reason why these variances have to come to Council in the first place. The answers ultimately require some kind of compromise of one community standard to satisfy another, and as much as I’d like to think I am consistent on what I think our standards should be, there are subtle differences in every application.

Now, what does this have to do with Oslo? A friend of mine who happens to be the Mayor of another BC City was recently on a tour of Oslo where the city has developed a progressive procurement strategy. The City has said that all City construction sites are going to have to shift away from using diesel equipment. No more diesel excavators or cement mixers. No more diesel generators to spin the hydraulic pumps or air compressors or drill rigs or cranes. Through a combination of wiring up the sites for electricity and battery tech on equipment, they have major building construction happening without burning fossil fuels.

My friend noted one thing first while visiting the site – how quiet it was. Aside from the folks next to the drill rig (busting rock still makes noise), no-one as wearing ear protection. The sound of shovels and nail guns and saws are still there, but the difference was (apparently) profound in how the construction site integrates in to the neighbourhood.

I think we are a decade behind Norway on progressive policy like this. The City of New Westminster doesn’t have the procurement power of the city of Oslo (The “County of Oslo” apparently procures about 10% of the construction in the entire nation), and you know, socialism and all, but it is interesting to challenge our own assumptions about what are reasonable community standards. It is also interesting to think that so many GHG-reduction strategies have spin-off benefits that make our community more livable. Dare to dream.

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 2

In my recent post about the TransLink Trip Diary data release, I talked about how the use of cars in New Westminster is going down. Even as our population grows, the number of people using cars to get around is stable, and the actual number of car trips generated by New West residents on the average day is going down.

I also wrote this does not mean there are fewer cars on the road, or that traffic is getting better, because New Westminster is in the centre of a connected region, and that region is growing. Unfortunately, New Westminster’s decrease in car use is not being seen across the region, and our roads and livability are being  impacted by those trips generated mostly from the south and east of us.

All but three municipalities in the Trip Diary data had an increase in car trips, and the combined number of regional trip increased by more than half a million trips a day between 2011 and 2017. This is only slightly offset by the combined decrease in trips seen in New West, West Van and White Rock:

There are a couple of other ways to look at this data, using percentages instead of raw numbers. If there are 520,000 new car trips across the region, this pie shows the percentage of that total traffic load that is generated by each municipality:

So no surprise Surrey and Vancouver lead the way in new car trips, as they are the largest municipalities, nor is it surprising that 50% of the new trips are generated South of the Fraser, and most trips are generated in areas where the region has spent billions of dollars building new freeway infrastructure and new river crossings.

But what about population growth? The South of Fraser an northeast communities are growing fastest, so it makes sense that their car trips will increase in correlation with this, right? More people = more trips is the meme I challenged last post, and it clearly is not the case for New West, but how true is that across the region? The blue bars here represent the percentage increase in car tips between 2011 and 2017, and the red bars represent the population increases over the same time period (2011 – 2017) from the BC Government stats page:

Note that in almost every municipality, car trip numbers are increasing at a faster rate than population. In Port Moody and North Vancouver District – two communities where the councils are using increased traffic congestion as a reason to slow or halt new housing – actual population did not significantly increase over that 6-year period (the fact they show a slight decrease in population is quirk in how BC Population stats are estimated between census years), yet this did not prevent car trips increasing. The short point:

Car trips and resultant congestion do not correlate with local population changes.

I leave you to speculate about what is happening in White Rock and West Vancouver, two municipalities where population has been stagnant or decreasing for a decade, and neither specifically transit-oriented relative to those of us sprinkled along the Rapid Transit spines, but both seeing much reduced car use. Each has its own tale to tell as West Vancouver had a significant increases in walking and transit use to balance out to about the same number of total trips, while the entire trip count for White Rock across all modes went down significantly. This graph shows the percentage increase or decease in each mode for all Cities, and you can’t help but wonder what people in White Rock are doing at home all the time: 

Also note the latest data was collected not long after the opening of the Evergreen Line, but before the changes that have come with the Mayor’s 10-year Plan investments, which has brought more and more reliable bus service across the region, both in undeserved and overcrowded areas. It is also worth noting that the 2011 data was before the opening of the expanded Port Mann Bridge, and the 2017 data was from the very time when tolls on that bridge were being removed, so the longer term impact on transportation patterns related to toll removal are muted here. Like all surveys, this represents a snapshot in time, and only by collecting this type of data over a longer period can we see the long-term trends our transportation policy is creating.