Tag: Acting Locally

On Enbridge, and editorial failures.

Posted on . by Patrick Johnstone. 2 Comments.

I haven’t said much about the Enbridge Northern Gateway Pipeline semi-announcement. Frankly, there have been too many column inches wasted on this story already, as the project is a non-starter. After all is said and done, the millions of dollars wasted by Enbridge and our Federal Government to promote an ecologically and economically indefensible project will be just one of the sad legacies of the Harper years.

So this post isn’t about Enbridge, it is about another monumental failure: this “Editorial” in one of the local Post Media Serious Newspapers of Note (which itself has become the AM Sport Radio of Print Journalism). There is so much wrong in this very short 250 words that it needs to be addressed line-by-line:

“Setting aside, for the moment, the tremendous economic opportunities and wealth creation that resource extraction has always meant to B.C. and this country…”

Point 1: We cannot simply set aside the economic opportunities of the Northern Gateway, or other resource extraction activities in BC, because that is what this entire issue is about. From the start, the people up and down the coast of BC have been critical of this project specifically because of the risk it poses to their economic reality and the threat it poses to the very resources that their economy relies on, while providing almost no offsetting economic benefits to the communities most at risk.

Point 2: By lumping in an oil pipeline in with “resource extraction” is to be disingenuous to the real concerns here. Yes, BC and Canada were built on resource extraction: furs, mines, forests, fish, and energy. But not all resources are the same, and they do not contribute equally. Some are renewable, some are not. Some we extract high value with value-added industries, some we don’t. Some we balance against significant environmental harm, some we do not. By any measure, an oil pipeline transporting diluted bitumen for immediate export through our parks, watersheds, forests, shorelines and seas provides the least extracted value from a non-renewable resource with virtually no value added, few jobs, and a potentially huge environmental impact. When compared to Canada’s largest-value of exports (automobiles and machinery) Oil and all hydrocarbons pale in comparison, both in the GDP contribution to our economy, to the amount of trade dollars, and in the amount of employment income derived by the industries.

Canada’s exports by sector, a proportion of GDP. Click to enlarge.

“Resource Extraction” built Canada, but manufacturing and services are our future.

“…when it comes to the Northern Gateway pipeline Canadians had better start asking themselves a very fundamental question: Are we going to be a nation of citizens who respect the rule of law, due process and democratic governance or are we going to descend into anarchy and mob rule?”

Wow. I mean f***ing wow (sorry Mom). The false dichotomy and broad-brush idiocy of this statement is one thing, but it’s the inherent hubris that makes me want to swear. To be lectured by cheerleaders of this project about “due process” and the “rule of law” when the proponents had many of the laws that would have provided said due process stripped away, when the persons employed by the Government to provide the scientific basis for that process have been fired or silenced, when the scientific community comes out with a comprehensive list of the ways the process was not based on scientific review of its own criteria, is, I think, a little offensive to those who believe in democratic governance and science-based policy to be accused of being an anarchist mob.

To suggest that people in a democracy, standing up for injustice, speaking their minds, providing opinion, ideas, and (yes) criticism of the government is akin to “mob rule” or “anarchy” sounds like the hyperbole of a totalitarian state – or just the regular missives of a Petro-State, I suppose.

“The decision by the Harper government Tuesday to approve the pipeline — critical to unleashing vast wealth for Canada by allowing Alberta oil to be delivered safely to world markets — has been met by predictable opposition.”

The parts on the outside of the dashes read like a reasonable comment, and are about the only truthful part of this entire editorial. The part in the middle is just more Petro-State approved gibberish. Because it paints over the reasons the opposition exists. Some suggest this pipeline is not “critical” to the ongoing development of the Bitumen Sands, it only serves to accelerate their development and make the entire operation less sustainable. Some further suggest too much of the “vast wealth” is currently going to multi-national corporations and state-owned oil companies from Norway to Malaysia, and not to the people of Canada who own the resource being rapidly depleted and exported. Mostly, people are concerned that this project will not in fact get the product “safely to markets”, but will spread a little too much of it around valuable natural resource territories, and on lands never ceded by the aboriginal inhabitants.

“In a democracy, this is healthy. But the too-common rhetoric from some quarters of taking direct action against the decision of a democratically elected government is appalling, especially after years of public process into the merits of the project and the imposition of 209 conditions to ensure the environment is as protected as is possible.”

Read that again. A major newspaper is suggesting that the Majority of Canadians who didn’t vote for the Conservatives, or even those who are part of the plurality who voted for someone other than them, you should just shut the hell up and take whatever you are given. You may say the process never demonstrated the merits, and are not assured the conditions are sufficient or will be met, but it is “appalling” that you would question a duly elected government.

“Critics talk of the need for “social licence” for projects like the pipeline, a new term created by people who can’t win elections, but think they have some right to run the country. They don’t.”

Since I am one of the majority who did not Vote for Harper’s band of thieves, perhaps I should defer to their greatest shadow-organizers, the Fraser Institute on the topic of “Social License”. You see, according to the oft-quoted free-market “dink-tank”, that term was not a term “created by people who can’t win elections”, it was invented by a successful Canadian Mining Executive, and it is described very well in this Fraser Institute article under their ”MiningFacts.org.” astroturf organization:

Allow me to quote extensively: “[social license to operate (SLO)]…is an essential part of operating within democratic jurisdictions, as without sufficient popular support it is unlikely that agencies from elected governments will willingly grant operational permits or licenses. The SLO can be revoked and it should never be taken for granted. The Social License to Operate refers to the acceptance within local communities of both mining companies and their projects. Social acceptance is granted by all stakeholders that are or can be affected by mining projects (e.g. local communities, indigenous people) and other groups of interests (e.g. local governments, NGOs). The SLO does not refer to a formal agreement or document but to the real or current credibility, reliability, and acceptance of mining companies and projects. The SLO is granted by stakeholders based on the credibility of a mining company and the type of relationship that companies develop with the communities. Stakeholders tend to grant an SLO when they feel that their values and those of the company are aligned.”

Typical Fraser Institute radical lefties. I wonder how Enbridge is doing on that Social Licence thing?

“Opponents will take heart from the demonstration in Vancouver that occurred Tuesday or from petitions with several thousand names criticizing the pipeline’s approval. But they need to remember that most British Columbians who support projects like the pipeline aren’t generally available mid-afternoon to express it. They’re working, but they do vote.”

What a load of bullshit. The Province was there, and should know that protest was held, and reached it peak, on a Friday evening – the largest numbers appeared well after the close of business Friday – and I know several people who went down there AFTER WORK to assure their voices were heard. And these people vote. And the unemployed and underemployed vote.

The best part of about that protest was the numbers that showed up after work on a Friday of a sunny weekend on very short notice – there were more people at that protest than there are jobs promised the people of BC for the entire Northern Gateway Project. To me, that is a sign of a healthy democracy, and the Province’s Editorial board is a demonstration of a failure of journalism in that democracy. Not because I disagree with them, and not just because of the specific problems above, but because of what their approach is to the entire topic, in light of the role of journalism in a functioning democracy.

What does it mean when the “Fourth Estate”- they who are meant to hold Government and Corporate feet to the fire and assure that oversight was provided outside of government in the service of the people – read too much from the government play sheet? Read this opinion piece above, and ask yourself who is being protected, and from whom? Here we have the media telling people who do not agree with the current federal government and the few corporate interests that are proposing this project not that they are wrong; not that they are factually incorrect; not that their concerns are misplaced; but to SHUT UP, YOU LOSERS!

Of course, we can’t be sure it is their editorial position at all. Considering the history of PostMedia newspapers selling advertising space to Enbridge proponents while making them look like editorials.

I used to think the dead-tree large corporate media were no longer relevant to our democracy, now I am starting to suspect they are actively trying to undermine it.

The Mayors have a Plan

Posted on . by Patrick Johnstone. Leave a comment.

The Mayors of the region have done what no-one (and I include the Minister of Transportation in this group) thought they could: they came to a consensus around a 10+ year transportation plan. For a moment in time Thursday morning, people around the region started to dream about a rational transportation future… then the Minister reminded us that he wasn’t interested in solving the transportation problem, he wanted to perpetuate the contrived impasse. Alas…

First the good news: the plan looks good. The major components show a significant amount of compromise by many of the Mayors, as a few big dreams have been scaled back somewhat. However the route charted is clear: Rapid transit in the form of underground Skytrain on the Broadway corridor and two light rail lines in Surrey. A whole swack of B-line routes for everyone else. Investment in the SeaBus, a few shekels tossed to pedestrian and cycling infrastructure, and yes- a tolled 4-lane Pattullo Bridge.

Surrey LRT: Three lines total, 104 Ave and King George Boulevard running within 7 years, and the Fraser Highway line in service by year 12.

Broadway Corridor: Continuation of the Millennium Line to Arbutus within 10 years.

Skytrain: improvements to the system to increase frequency of Skytrain by 2016.

Burnaby Mountain Gondola: They are calling it a “connection” to avoid discussing technology, but the business case for the gondola is solid: it can move many more people for much less money with much more reliability than buses. There is no timeline provided for this investment.

SeaBus: An increase in SeaBus service by 50% will bring it close to a “Frequent Transit Service” standard, meaning waits for the next SeaBus will be reduced to the point where “Over Town” commuters don’t have the schedule your life around catching the next boat.

Pattullo Replacement: A tolled, 4-lane Pattullo is now the plan – although no date is provided for completion. The bridge will be “expandable” to 6 lanes, so the devil will clearly be in the details (for those who remember the Alex Fraser was built with two “spare” lanes that were opened about a year after opening). The language sounds to me like they are NOT trying to sneak in a 6-lane bridge:

“This possible expansion may be considered if need arises, if demand increases beyond forecasts and/or the surrounding network changes. Future consideration of expansion would require all-party agreement and Mayors’ Council approval.”

I read from that that New Westminster, being one of the parties, would need to agree, and with the toll in place, the odds of demand requiring more lanes any time soon are pretty small. I call this a win for the “Reasonable Approach” work that New Westminster Council has been doing for the last year. This was the part of the Mayor’s Plan I was most concerned about before it was unveiled, and I’m glad to see it is something I can vote for as part of the greater plan.

Roads: “…having benefited from many decades of high and consistent investment… no major road capacity increases are needed” -BOOM!

Pedestrians and Cycling: The Mayors support and call upon TransLink to strengthen the regional cycling network, and to invest in making the pedestrian connections to transit stronger. There are few specifics here, but the next time you hear about the great Bicycle Conspiracy/Agenda, note that only 3% of TransLink’s current budget will go to all of the cycling, pedestrian , road and bridge maintenance (yes, even truck and car roads), and the plan will bring that proportion up to… 3% (which is an increase, as it will be the same percentage of a slightly larger budget).

B-lines: 11 New B-line bus routes. These almost-express buses bridge the gap between light rail and old-style buses, by being frequent enough with limited stops to get a lot of people across medium-distances fairly efficiently. The advantages are that 200km of these lines can be installed with very little capital investment on the part of TransLink, but their effectiveness is tied to their being as fast as, or faster than, a car on the same route, which requires the individual Cities investing in supporting infrastructure (priority lanes, queue-jumper lights, etc.). More devil-in-detail stuff here.

Buses: More and newer buses will mean a better quality of service, and lower operating costs. The plan includes more than half a million more service hours per year, between the B-lines, peak load service, and off-peak service. This would support getting more people to the “core services” of rapid transit which will increase revenue. The plan proposes that by 2030, more than 60% of front doors in Greater Vancouver will be within walking distance of the Frequent Transit Network (the service that is frequent and reliable enough that you don’t need a schedule to depend on it, you can just walk to the stop and a bus will arrive within a few minutes). That gives pretty much the entire region a level of service approaching Burnaby levels, if not quite New Westminster levels. This is good, and will provide huge revenue increases through tickets.

There is a bunch of other stuff in there about transportation demand management, better integrated information and payment systems, upgrading the Goods Movement system, etc. This is a 45-page document full of good details; a well-referenced and integrated Regional Transportation Plan. It is simply amazing that TransLink and the Mayors were able to put it together so quickly, and find enough consensus on it to get it (almost) unanimously passed.

Reading it through, you can see how this happened. Overall, there are signs of compromise – a little of everything, not too much of any one thing – note the SkyTrain to UBC is not included, and the LRT access for Surrey is coming online slower than ideal. Make no mistake: this is actually a very modest plan compared to what our region should build if we want to be “world class”… but at least we are, for the first time in almost a decade, moving forward instead of backwards.

Well, we were, until Minister Stone killed it shortly after birth. This, once again, confuses exactly what his goal is. The Minister told the mayors to make a plan, they did it. He told them to set up a payment plan, and that (this is the important part) the populace would be able to vote on whether that plan was acceptable. No money unless the people agree. That was the deal.

Of course, he didn’t really want the people to vote, he wanted the Mayors to be forced to supplicate themselves in front of the public asking for more money…ideally during local elections. The tax plan the Mayor’s have proposed has suggested a re-jig of the Carbon Tax, which puts a load on general revenue , which the people are apparently not allowed to vote on.

This type of cynical politicking is why we can’t have nice things.

The hanging question, after a year of this discussion, is this: What is the BC Liberal Plan? So far they have offered nothing- no vision, no funding, no ideas, not even any creative criticism – they just say “No”. Leadership is not asking other people to come to you with proposals, then responding by saying “I think not, try again”. It is instead about finding the way to say “yes” to a better future – something the herd-of-cats Mayors’ Council have been able to do, but Todd Stone simply cannot abide.

Put this lack of leadership in contrast with Kathleen Wynne’s bold leadership on sustainable transportation in Ontario. Both of these unexpectedly-re-elected premiers call themselves “Liberals”, but they clearly have very different visions of what liberalism is, and different views of leadership.

Reflective Clothing and Infrastructure

Posted on . by Patrick Johnstone. Leave a comment.

Twitter is a pretty cool communications tool. One person can link many others to common information, ideas can be debated 140 characters at a time, and you can immediately link to a larger “community” based not on your geographic location, but your common interests.

The format also allows you to take quick jabs at cultural norms – some of them that need constant jabbing.

One example is the ongoing discussion about how the RCMP and other Law Enforcement message active transportation in the world of motordom. I could list endless examples, from “crackdowns” on helmetless cyclists on protected bike paths, the use of euphemisms like “accident involving a pedestrian”, or the constant messaging that everyone needs to be vigilant around traffic, because one of these cars (never “drivers”) could kill you. Somehow, surrounding pedestrians and cyclists are held more responsible for the operation of the 3,000-lb steel box than the person inside the steel box. The pervasive message is that the safest place to be is inside a car (despite a huge body of evidence that inside a car is the most dangerous place most people in North America ever spend time!)

There have been a couple of “incidents involving cyclists” in Burnaby of late, including one that did not involve a car, but rather infrastructure installed to reduce car traffic. Clearly, this is a sad, unfortunate event, and we don’t really know all the causative factors. This did not prevent the Burnaby RCMP from repeating the “helmet and reflective clothing” meme. We don’t know if a helmet would have helped this person (likely it would have, depending on whether the presumed head injury was to the area typically covered by foam), but there is no doubt reflective clothing would have done nothing to help this person.

What the RCMP did not suggest was that the City should assure infrastructure is safe for cyclists, be they helmet-wearing and lit up like a Christmas tree or not. One thing we know for certain is that the quality of cycling infrastructure is the best correlate to cyclist safety (much better than helmet use does).

Upon reading this story, I immediately went to Google Street View and saw the intersection where the accident took place. It is pretty ugly:

Google Street View – Click to zoom in.

A tattered old set of curb-standard concrete barriers, yellow paint faded and tattered, a single sign in the middle of the lane (the main part of which is offset 90 degrees from the direction of travel on Esmond Ave). The barriers go right to the curb, where the offset sidewalk ramps are incomplete. Simply put, there is no safe route through this intersection for a cyclist. Could this crappy piece of infrastructure be at least part of the problem?

So I took a screen capture from Google, and tweeted away that perhaps bad infrastructure was more a part of this than a lack of reflective clothing. And as sometimes happens with Twitter: the message got out. (note, the first hint I got that the reporter wrote a story around my tweet was when I read it in my twitter feed – full circle!)

For a better, and safer, solution to the intersection in question, you don’t have to look any farther than south Burnaby where we have barriers like this…

…which serve the same purpose, but with better visibility, better sightlines, logical through-paths, and are also more attractive in the streetscape.

The City of Burnaby response in the story above is familiar for anyone involved in transportation planning (allow me to paraphrase): it’s been like this for a long time; we think it is probably OK; we don’t think anyone has had an accident here before; we will look at it again.” That last part is satisfying, but the rest sounds like the excuses often heard when a bad piece of infrastructure is pointed out. To many active transportation advocates, tragedy too often sounds like something used to elicit change, instead of something we should be actively trying to prevent through change.

This is why active transportation advocates have to keep beating the drum whenever we see a potentially-unsafe piece of infrastructure.

Green Drinks and Food Security!

Posted on . by Patrick Johnstone. Leave a comment.

I’ve mentioned the Southwest BC Bio-Regional Food System Design Project (SWBCBRFSDP – my acronym, not theirs!) on this blog before, but it was tied in with a bunch of bummer complaining about lack of government support for protecting the ALR, so the good news might have been buried in all that whining. So this is the “good news” follow-up post. Folks in the know are coming to New West on Tuesday to tell us about this really cool project.

Recognizing the need to support more robust local food systems, the researchers at Kwantlen’s Institute for Sustainable Food Systems are applying their significant expertise, and partnering with a diverse community of business, governance, and agricultural experts, to bring about change in how we source our food.

There are a lot of words in SWBCBRFSDP, but I like the idea of showing why every word is relevant:

SWBC: Southwest BC is defined by the project as the area from Hope to Powell River, and from Delta to Lillooet: an extensive area that ties the lower stretch of the Fraser River to the Sunshine Coast, and essentially comprises the mainland Canadian portions of the traditional lands of the Coast Salish People.

BR: A Bio-Region is and area defined by a common topography, climate, plant and animal life, and human cultural influence. In this sense, the watersheds of the Salish Sea from the desert of Lillooet to Howe Sound has a diversity of eco-zones, but are tied together by bio-cultural heritage and geography.

FS: This project is not just about farming and protecting the ALR. Yes, preserving farmland when we can will be an important part of the food security equation, but we also have to consider the other major food inputs, such as the salmon we catch from the river, and the traditional food-gathering that many of us are separated from, but are still an important part of the region’s culture. However, there is much more to food than having profitable local Agri-business farms (how many cranberries do you eat in the average year?). A Food System would support the regional economy by connecting together food sources with processors, warehousing and retail, delivery systems from Farmers’ Markets to restaurants and standard retail. A true system would even connect our disjointed organic waste stream, to bring the nutrients in our food waste back to the farms and better manage in the industrial-scale waste sometimes produced in Agri-business. Ultimately, every step in the food cycle should not just just feed British Columbians, but employ, include, and benefit British Columbians. That is how local economic resiliency is built.

Design Project: This project will start by performing an actual, science-based evaluation of what the food potential of the region is – can this region actually meet its own food needs? And if so, how? They will also be evaluating the critical needs and opportunities for our local food systems to get the food we produce to our local plates. The eventual plan is to create a series of science-based policy papers and best practices reviews that decision-makers in municipal, regional and provincial government can use to help bring a more sustainable local food system into existence.

This project hopes to realize that building a local food economy is about more than just Food Sovereignty (our ability to feed ourselves domestically and not being overly reliant on volatile global markets), but also supports economic development for the region. Every bit of food we import is a bleed on the local economy – it is a flow of our wealth to other places that we could instead use to fuel our local economy. If food is grown in BC, processed in BC, sold in BC, and the waste recycled in BC, we are creating jobs at every step, we are having a smaller environmental impact on the planet. It also brings our communities together by bringing us closer to the people who provide us our nourishment.

At a time when many of us feel bombarded by bad news and general malaise about the future of sustainability planning in our communities / province / country, this is a good news story – a positive look forward towards a better future.

At this point, the project is still being set up, and the proponents are trying to tie stakeholders together. The proponents are putting on a bit of a travelling discussion about the project and food security, which is why I am talking about this here and now – because Dr. Kent Mullinix and Sofia Fortin from the SW BC Bio-Regional Food System Design Project are coming to Green Drinks in New West!

The NWEP is moving it’s every-second-month-or-so Green Drinks to the Terminal Pub (where there is a new menu, many excellent choices at the taps, and a cool new room) on June 10. Green Drinks is always fun, casual, and no-stress. You get to chat with a wide diversity of New Westies and people from a little further afield. The formal program is kept short to give you lots of chat time, and there is no need to drink if that isn’t your thing. It’s mostly just a social gathering of folks concerned about sustainability issues, socializing, talking, and having some fun.

This time, you get a chance to talk to the folks from the above-raved-about project (and ask Kent about pruning your trees- I took a pruning course from him a few years ago and learned more than anyone should ever need to know- the guy is a font of knowledge on all things growing!)

Join us! It’s Free!

Hyack : the more things change…

Posted on . by Patrick Johnstone. 2 Comments.

Last post, I suggested some hopes for (dreams of?), a better Hyack Festival in New Westminster. In doing so, I was cognizant of stepping on eggshells, because I don’t want to downplay the efforts of the hard-working volunteers who bring a bit of fun to New Westminster while holding up long-standing traditions.

This got me reading about the history of Hyack*, and I learned that questioning the organization of these major events and challenging the meaning of them has actually been one of those long-standing traditions!

The May Day Celebrations started in 1870, with the ceremony developing around securing a common identity as an agricultural town with “royal” origins – perhaps as a bit of the thumb-to-the-nose at the upstart Capital across the water. It is important to note that May Day was, in those early days, an internal celebration for the residents of New Westminster, not a regional event intended to promote the City externally to a larger regional trading region. At the turn of the Century, the City had the Pacific Exhibition and the Farmers Market to do those things.

Through the first half of the 20th century, the May Day Celebrations expanded to act both for internal cohesion and external boosterism. It was primarily an event for children, becoming an all-day fete with folk dances, the Maypole, and sporting events, with attendance by all New Westminster school children at one point made compulsory. Originally this fest was highlighted by the Anvil Battery Salute, but by the early 1950s, May Day had moved to the Friday before Victoria Day, to foster attendance by elementary students.

By the late 50’s to early 60’s, some of those institutions that held the City together and put it on the map regionally – the Miracle Mile of shops, the Exhibition, and the Farmers Market – were disappearing. During this time, there was pressure to “protect” the May Day Festival and keep it safe from “contemporary tendencies” to expand or transform the event. The Chamber of Commerce, recognizing the mercantile opportunities, suggested moving the May Day to Saturday in 1961 to allow more visitors to be drawn to town. They were thoroughly rebuked by the May Day Committee for suggesting a children’s festival should suffer the ugly encroachment of commercialism.

In the late 60’s, this transformation began regardless, partly due to ongoing pressure from different parts of the community, partly because of the coincidence with larger celebrations of the Centennials of 1958 (of New Westminster), 1966 (of the Colony), and 1967 (of Confederation). The changes were also coincident with some of the “Old Guard” of the May Day Committee starting to retire or die off. By 1966, it was a three-day festival, and in 1967, a 5-day event, including the “largest Parade in the Province’s History”, a carnival in Queens Park, sporting events, an agricultural show, and more. With more than 100,000 people showing up for the Parade (remember, this was a City with less than 40,000 residents), this was clearly a regional event to promote New Westminster, and a significant tourist draw for the local commercial interests at a time when Columbia Street was beginning to see decline. Ugly commercialism had, eventually, encroached.

This growth was not without concern. The loss of traditions and increasing cost of the larger event caused apprehension among many of the traditionalists. When conflict ensued at City Council about spiraling costs, and a concurrent push by some to build a more “professional type, money making event”, a new organizing committee for all festivals was created: one comprised of upstart younger businessmen. This group was less encumbered by old traditionalist and parochial ideas about the fete, but wanted to inject new ideas, energy, and blood into the City’s Festivals. One of their first acts of this so-called “Royal City Society” was to change the name of the May Day celebration into The “Hyack Festival”.

Funded by a 1% tax on businesses, and unfettered by the City’s bureaucracy, Hyack grew to a 10-day celebration. It didn’t replace traditions like the May Day celebrations or the Anvil Salute, but surrounded them with other events to improve the overall attractiveness. In 1972 there was reportedly “a carnival, high-wire acts, roving western singers throughout the City”. In 1973, the festival was just as big with a week of sporting events to build the excitement towards the upcoming Canada Summer Games. In 1974, the Parade moved from Columbia Street to the current Uptown route, reflecting the shifting economic fortunes of the City’s two main commercial centres. By then, visitor numbers had dropped back to the more-typical 25,000 or so people, but Hyack as an entity, and as a festival, continued to thrive. Through ups and downs, as events came and went (canoe race anyone?), this is the same Hyack festival we have today.

But where are we today? The number of events surrounding the mainstay traditions is definitely reduced, and there were clearly not 25,000 people on 6th Street last month. The traditions hold strong, and the Hyack Festivals Association has to be thanked for keeping the flame burning for 40+ years. However, the root of all of the conflict in and around Hyack for the last year seems eerily familiar: how much change is too much change? What is the most responsible way to spend Taxpayer’s Money? Do we want to have a large commercial event (dare I say “professional” or “not amateurish”) to attract people to our City, or a smaller community-building event that represents our traditions and desires? Are these two ideas incompatible?

The 2014 Hyack Festival is over, there is some new leadership of the Festival Association, and the battle for Letter-to-the-Editor dominance has apparently fizzled out. However, the conversation cannot stop now. Sustainable funding is still an uncertainty. The prominence of Hyack is being challenged by the many new neighbourhood and community groups setting up festivals and other events around town. Some of the structural concerns and visioning issues about Hyack that led to last year’s conflict have not been resolved. The worst thing that can happen right now is for the conversation about the role of the Hyack festival Association in our community to go silent.

The bitter fight was silly and distracting; we need a calm discussion. Maybe Hyack should start it. The people of New Westminster want to be engaged in the conversation, because most of us don’t want to volunteer for Hyack or wear a Green Jacket, but we all love a Parade.

*I read many sources for this Post, not the least being Earl Noah’s 1992 MA Thesis (Geography) from UBC, from which anything in quotes above was drawn. My not being a historian means I can hang any errors above on my unprofessional misinterpretation of records, and not a flaw of the records themselves!

RCFM FUNdraiser!

Posted on . by Patrick Johnstone. Leave a comment.

Since I wrote that last piece about the ALR, I have had a lot of chats with people in various forums on the very topic.

I have also read a bit more about the issue, including this typically-idiotic piece by Tom Fletcher where he suggests the only people against the systematic disassembly of ALR protections are the evil NDP and others who aren’t “in the real British Columbia”. I guess he didn’t talk to this guy who seems to know a bit about land development around the ALR, he being a former mayor and land developer in a place with a lot of ALR land, or this collection of people who live and work in the BC food supply chain, from the farm to the restaurant plate, or even these folks, who represent 14,000 BC Farmers. I guess none of them live “in the real British Columbia”, which by Fletcher’s opinions, I have to assume is somewhere near the Premier’s back pocket.

Many people have asked me – what can they do about it? Hopefully you have already contacted your MLA, and the Minister of Agriculture. Really, it only takes a few minutes to write an e-mail, and if you wait until election time to tell your elected officials what you think, you have failed at Democracy 101.

Here is another thing you can do to improve the Food Security in New Westminster: Come to the Royal City Farmers Market fundraiser next Wednesday!

How does that help? The RCFM gives people like Urban Digs and Glen Valley Organic Farm and the Forstbauer Family a place to market their fresh-from-the-ground actually-grown-here good-for-you food. As the good people at the Southwest BC Food System Project remind us- it isn’t just about saving the farmland, it is about assuring we have the sustainable processing, distribution and marketing systems in place to bring the local food to local tables in a way that supports local jobs and the local economy. Your local Farmers Market is part of that.

When everyone in this City is complaining about the Competition Bureau deciding that 4 grocery outlets owned by the same company is the best way to protect our town from monopolistic control of our food supply, a weekly trip to the RCFM is part of the solution – buying fresh food from people you know while enjoying the benefits of community building.

So yeah, you love the RCFM, but why go to the fundraiser? Two reasons:

First, it raises funds to keep the RCFM going. It helps pay for things like the tents, the advertising, the paperwork, the web presence, the musicians, the kids activity table, the special promotions, and it helps the RCFM employ its single staff member to herd the cats that need to be herded to make the whole travelling circus of volunteers and vendors run. It helps the RCFM do the other stuff it provides for the community, like the community table and the food coupon program and the bursary it provides for an NWSS grad. Every bit of the fundraiser money goes right back into our community, into making the RCFM the great weekly event it is!

Second, it will be the social event of the year (or at least the social event of the year that won’t require a special wardrobe). It will be at the brand new Hub Restaurant (have you seen their deck!?) with special canapé prepared by Executive Chef Michael Knowlson from food supplied by actual RCFM vendors, local craft beer and wine, a bunch of silent auction opportunities, and (this is new) a live auction for a few special items.

And yes, the rumours are true, I am going to be acting as MC, and running the live auction. So please show up, because it will be pretty weird for me to stand there auctioning things off to myself.

I personally guarantee you will laugh, you will meet new people, you will enjoy your food and drink, and you will be doing a good thing for a good cause.

Link for ticket purchase is www.rcfm2014.eventbrite.ca

The future of farming or a future without farms?

Posted on . by Patrick Johnstone. 3 Comments.

I’ve been thinking about the Agricultural Land Reserve (ALR) and the Agricultural Land Commission (ALC) a lot recently. For several reasons.

Caveat: Although dealing with ALR issues is a (very small) part of my job, nothing I write here is related to actual experiences on the job, nor do I does it relate whatsoever to the opinions of my employers.

We were out on our regular every-Sunday-morning-in-a-month-without-an-“r” Fraser River Fuggitivi ride to Steveston, and a friend starting asking me about farms in Richmond. Among the topics: “wow, farmers must be rich, these huge houses!” and (in response to some signs on a farm) “is illegal dumping a really an issue?”

A second reason it has been on my mind was my recent short tour of Urban Digs Farm in Burnaby. We were there to buy some locally-grown and humanely raised pork, but got an impromptu tour and learned a lot about the realities of small farming in the Urban ALR.

Thirdly, I recently saw a presentation by Kent Mullinix about the Southwest BC Bio-Regional Food System Design Project. This is a science-based collaborative investigation of the BC food system, with an emphasis on the sustainability of the inputs (soil, water, nutrients) and outputs (waste) of our local food supply.

All of these ideas were entering my already-addled head, because they entered in the context of the current discussion happening in Victoria about changes to the Agricultural Land Commission. The more I learn about this topic, the more concerned I am about the erosion of our ability, as a society, to feed ourselves, and the ripple effects that will have in our local and regional economy.

So let’s go back up to topic #1: The economics of farming in parts of the Lower Mainland. The reality is that some people are making money farming in the Lower Mainland, but they aren’t building mansions. Well, a few are building mansions because they are the very few large landowners and leaseholders growing cranberries or blueberries at a scale and scope that they can tie into the globalized agri-business model. Most of the mansions you see on agricultural land are not owned by the farmers of the land, but people who want to build a 20,000-sqft house, and a 10-acre piece of farmland is the most affordable way to do it. The farming that occurs on that land is not by them, but by someone else (usually the agri-business conglomerates) that lease the land, allowing the person who can afford the 20,000-sqft mansion to avoid paying too much tax.

There is also a fair amount of good farmland in the Lower Mainland that is sitting idle – not being farmed because it is owned as a long-term investment. Occasionally, someone decides the land has to be raised to grow crops (often, a dubious argument) and gets approval to bring fill onto the land from the ALC. That can be very lucrative, as it is surprisingly difficult to find somewhere to put all of the dirt you dig out of the ground when you build a high-rise tower in Burnaby or Surrey or New Westminster. Occasionally, this fill is contaminated or contains construction trash or debris. Since the ALC currently does not have an Enforcement Officer in the Lower Mainland, the chances of anyone getting in trouble for dumping this non-farm-use soil on ALR land are pretty slim. Very occasionally, unknown people dump large quantities of fill of unknown quality or origin on unoccupied farmland. See the part above about “Enforcement Officer”.

The third category of farmland use in the Lower Mainland is the small farmer trying to grow crops for local markets and maybe trying to latch onto the side of the global agri-business train. For them, the work is hard, and the economics dire.

Part one of the sketchy economics are land prices. Large tracts of ALR land in the Lower Mainland can be had for $100,000 acre, if you are buying a very large piece out in the far reaches of Langley or an unimproved piece of South Surrey. If you want to buy a smaller 5- or 10-acre ALR lot closer to urban areas, your land price can get up to $1,000,000 per acre. When the vast majority of BC Farms make less than $100,000 in annual revenue, there is simply no opportunity to support that land value.

So why is the land so valuable if it doesn’t deliver revenue? See the two examples of ALR land use above. If you want 40 acres upon which to build a 20,000-sqft mansion, $6 Million seems like a bargain, especially as you can lease 75% of the land to an agri-business and save on your taxes. Add to this the speculation that all ALR (especially the stuff near urban development) has the potential to turn into extremely valuable commercial or industrial land, if you can only convince the ALC to let it out of the ALR. The speculative value of the land is so much higher than its monetary value as farmland.

The second half of this sketchy economics discussion is the globalized agri-business industry in BC as a whole. According to Kent Mullinix, Food agriculture on BC made about $2.5 Billion in revenue last year, but the industry as a whole lost $87 Million. That is only a 3% loss on revenue – an industry can rebound from this type of temporary setback – except it is not temporary, it is systemic. The trend is downward, with no plan to recover.

The trend is going that way because the North American agriculture system is becoming less sustainable. It relies on uncertain hydrocarbon markets to fuel it, it is overtaxing the soil, in some places depleting the ground and surface water that sustains it, in other areas polluting the water running off from it. It is becoming more reliant on a few large Corporations that own all of the seeds and the pesticides that the seeds have been genetically modified to tolerate. The meat is overloaded with antibiotics that are creating a resistance problem, and grown in such concentrated conditions that the entire Fraser Valley has a “nutrient glut” – they can’t find anywhere to put all the shit they are generating. If, god forbid, there is a bumper crop, the Global Market, in all its invisible-hand wisdom, causes prices to dive and the farmer still struggles to break even. Margins are so tight that an entire industry of indentured servants temporary foreign workers had to be developed to allow the money-losing crops to get to export.

This contrasts completely with the approach the good people at Urban Digs are taking. They have leased a few acres of land in the last remnants of farm land in Burnaby, and use it to grow higher-value vegetable crops, organic free-run chickens (for eggs), ducks (for meat), and pigs. They may grow other things, but those what was on site when I visited.

I first met Julia from Urban Digs when we both presented at the same PechaKucha event at the River Market. I babbled on about rocks, but she gave a compelling talk about the farm that struck a nerve when she discussed the ethics of meat eating. She spoke of raising, nurturing, and caring for animals before you slaughter them for meat. Short of becoming an ethical vegan, this seems the least cruel way to manage our meat supply. Also, because they are not stressed, are free to roam, and have healthy balanced diets, the meat simply tastes better. Yes, this meat is a little more expensive than the foam-platter plastic-wrapped slab of flesh at Safeway… but I’ll address that issue later.

That’s MsNWimby meeting her meat at Urban Digs. 

Urban Digs are like pretty much every successful small-business owner I have met: They bust their ass every day to keep things running; They hire a local assistant when they can afford it and need arises to share in the hard work and they pay them for it; They rely on an integrated network of local supports for the bulk of their supplies; They are constantly reaching out to expand their local customer base and innovating to find new ways to serve their market. They contribute to their community, and every dollar they make is returned to the local economy. They are not getting rich, aren’t building a big house on their acreage, but they are getting by, doing good, honest work right here in our community.

This to me is the fundamental point that speaks to the real issue behind farming in BC: they can make enough revenue on a few acres of rich ALR farmland to make a (hard) living, but they can only dream of making enough to pay for the actual land they farm, hence the short-term lease.

So the big operators are scratching by, or losing money, riding the globalized agri-business  train, and the small operator is scratching by, but cannot afford to settle on a piece of land by providing better food to local people. At the same time that the majority of the food we grow, and the majority of the $2.5 Billion in annual revenue agriculture generates leaves BC, we in British Columbia spend more than $6.3 Billion on food, and watch our own farmland sit idle, or get redeveloped into tilt-up slab industrial land. Why?

A new crop of tilt-slab light industrial buildings in Burnaby.

Because agri-business food is cheaper.

That’s it – that is the only reason anyone can give for why that slab of antibiotic-laden, nutrient-reduced, potentially-diseased, tasteless flesh wrapped in plastic at Safeway is the better way to feed ourselves. However – and this is the important point – this is a false economy.

The compromises we need to make to our food security to save that little bit of money at the check-out counter are huge, and piling up, and they don’t represent real savings, they represent offsetting costs. The reliance on increased petrochemical inputs, on overtaxed soil and contaminated water systems, on increasing livestock influenza epidemics and moving food in gigantic steel boxes across the ocean when it can be grown in our own backyard. When almost all of the money we spend on that “cheaper” food leaves the Province, and the large agri-businesses operating in BC are losing money – is this really the cheaper option? Or are we being penny wise and pound foolish.

When the California Central Valley, where most of our vegetable crops come from, is seeing its third consecutive year of critical drought; when the Ogallala Aquifer, which irrigates 1/3 of grain crops in North America, is showing signs of failure; and when the world is moving past peak phosphorous (Cripes! That’s a thing!?), there are many signs that the era of all this “cheap food” is fleeting. The system is too big, too unyielding, and relies on too many critical paths. The globalized agri-business food industry in 2012 is starting to look like a Soviet corn or cotton plan from 1960, and it is just as doomed. The economics are shifting.

If this system is breaking, what will replace it? That is what the team from the Southwest BC Bio-Regional Food System Design Project are going to try to calculate. Now this post is running very long already, so I leave it to you to go to the website and get more detail about this very interesting program (and maybe I’ll Blog more about it later). Short version: A group of researchers from Kwantlen’s Institute for Sustainable Food Systems is working with a broad group of partners including Local Governments from Hope to the Sunshine Coast and groups as diverse as the ALC, Real Estate Foundation of BC, the New Westminster Community Food Action Committee, and the Surrey Board of Trade to study the food system that nourishes our community.

Here is a quote form their website:

“The team is using a bio-regional approach to design an integrated food system that respects the boundaries and leverages the opportunities of an ecological and cultural region beyond the conventional delineations of municipal and regional boundaries. Our planning horizon is 2050. What is the potential for a revived and re-localized food system in BC; how can we respect and incorporate Indigenous harvest and hunting practices in the food system; how many jobs can we create; how much can we contribute to the regional economy; what kinds of ancillary businesses can emerge and how can this kind of food system reduce GHG emissions and address serious environmental concerns? These are some of the questions the ISFS team is trying to answer”.

This is an interesting project, in its infancy, but inside here may well be found the systems that need to be developed that will allow businesses like Urban Digs to provide food in a sustainable way to our community, and pay themselves a living wage while doing it.

Our Provincial government is also aware the ALR system is broken, but instead of fixing it, they seem intent on scattering the pieces about to prevent it’s repair. I present to you Bill 24 – Amendments to the Agricultural Land Commission Act.

The first step (and it can’t be the only one) to repair the disconnect between farm land value and its cost is to end the speculative investment in ALR land, which starts with a Government standing up and saying “This Government will not undo the ALR, and will not allow lands to be removed from the ALR”, like every other government of the last 40 years has done. Even showing the kind of commitment for the ALR that they demonstrated during the election last year would be nice. Look at their 2013 Campaign Platform, and the Agriculture section was 400 words with three strategies and 10 actions, and no mention of changes to the ALC. Actually, the platform suggests it will help with a Buy Local campaign and promote 50- and 100-mile diets, an idea that is best supported by strengthening the ALC.

This Act does quite the opposite, and opens up the door for exclusion on the whim of local politicians. The cost of farm land in the lower mainland will be going up when this bill passes, hand in hand with the pressure on local councils to open it for development.

With apologies to the most stunningly non-partisan of all Canadian scientists, this Government seems to never see a problem so bad that they can’t make worse.

Bill 24 is a potential disaster for BC food security, because it entrenches the unsustainable, failing business model that is our current globalized agri-business based food system. It not only fails to prop that business model up (as the land price equation change is going to hurt them as well!) it runs the risk of ending any hope we have of building the sustainable model that may replace it, at the very time when we are seeking to understand better what that system looks like.

Banging my head against a (heritage) wall

Posted on . by Patrick Johnstone. Leave a comment.

I’m having a hard time finding time to write blog posts these days. There is much happening on many fronts, pretty much all good stuff, so no worries.However, this story got my gander up, so I am staying up to midnight on a work night to vent, or I’ll sleep the sleep of the angry – and that’s never good.

The crosswalk situation at McBride and Columbia sucks, and it needs to be fixed. Asking staff to do “more review” at this point (as New Westminster Council did) is a dodge, and I hope to hell no-one gets hurt on that corner before something is done. The topic of this crossing even came up during last weekend’s Jane’s Walk that passed nearby, and it was happily reported that Council was finally going to address this issue on Monday. I cannot believe the ball was dropped so resoundingly. I am astonished.

To understand my disappointment, we need to step back a bit. The crosswalk at McBride and Columbia is part of the Central Valley Greenway. This is (arguably) the premier inter-regional Greenway in the Greater Vancouver region, opened with some fanfare in 2009, as a partnership between New Westminster, Burnaby, Vancouver and Translink, with significant funding provided by both the Provincial and Federal governments. It is a 24-km low-grade route that connects Downtown New Westminster to False Creek, via the Brunette River and the Grandview Cut. This route works as the new central corridor for Greenways through three Cities. It represents the single largest one-piece investment in Greenway infrastructure in the region’s history. The CVG is a Big Deal for sustainable and active transportation types. It’s not prefect, but it is well used, and a real success story.

(Image from Let’s go Biking, where there is a good description of the route).

The CVG also happens to be the lowest-grade active link between Sapperton and Downtown – a point emphasized because of the constant lament about New Westminster’s hills making it a tough town for walking and cycling. The CVG along Columbia is low-grade, easy and safe to use (for the most part), and should be celebrated more. This is probably the most important active transportation link in the City – and will be until the not-yet-built pedestrian link to Queensborough is completed, but I run the risk of serious digression there, so let’s stay on topic.

The point of this background? Of all the intersections in the City where there may be a push-pull between accommodating pedestrian/cyclist/disabled safety and managing other factors such as throughput and heritage treatments, this is one where the emphasis must be on the active transportation users. If not here, then where?

As a transportation design issue, no-one is arguing the intersection isn’t problematic. The grades are bad, the sight-lines are terrible, the traffic is thick, and includes a constant flow of large trucks that require much larger turning radii than other vehicles. To put a poorly-operating pedestrian crossing in the middle of this mess is to invite disaster. This is why we need to throw the minimum needs in the standards book out the window, and go above and beyond to make this vitally important intersection safe for all users.

First of several Google images you can click to make bigger.

Here is the problem, and fortunately, Google provides enough different views of the intersection, we can see how it has evolved in attempts over the last several years to solve the problem.

This image shows the original design (this looks like around 2006, best I can tell, prior to the construction of the CVG), with the crosswalk (paint almost worn away) going corner-to-corner as in any typical intersection. The crosswalk was at the foot of McBride, where the road is exceptionally wide due to the need to accommodate the aforementioned Big’ol Semi turning radius. The crosswalk was 26 m long (when compared to a typical urban lane width of 3.5m, the crossing was equivalent to crossing more than 7 lanes of traffic), and not particularly well marked. There was a right-turn-only lane from Columbia to McBride which operated in synch with the usual light signals.

The primary problem with this configuration was the extreme length of the crossing, which challenged some pedestrians to make the crossing on a single signal. Another issue was that the east crossing point is 10m from where the CVG proposed to dump cyclists and pedestrians onto the sidewalk. The grade on this piece of sidewalk is almost 15%, providing cyclists, people with mobility issues, and those in wheelchairs an almost insurmountable slope upwards, and a frankly dangerous one downhill, when failing to stop would launch you into heavy traffic.

The fix that was implemented a couple of years ago was to move the crosswalk half-way up the hill and mark it more clearly (note, “zebra striping” is one of those things that no longer meets the “standards”, but would no doubt assist here). This reduced the crossing length marginally, and cut the steep slope length to make the east sidewalk more useable. The right turn light was also changed to make it turn red – no right turn when a pedestrian pushed the crossing button. They also cut a slot through the mid-road island, making the crosswalk accessible.

Problem is, moving the sidewalk up the hill makes the sidewalk essentially invisible to the people making the right turn until they are well into hill-climb acceleration mode. The variety of slope and direction factors are exacerbated by the presence of the Heritage Wall. This view in Google Earth rally shows the issue with visibility of the crosswalk and the stop line:

Potentially worsening the situation, the right-turn-only light was no longer synched with the through-traffic lights, but was pedestrian-activated, creating confusion for the half-attentive driver, especially when they can’t see the crosswalk. No surprise, the half-solution to deal with the initial crosswalk design found the problem only half solved, yet spawned other issues altogether.

A once-considered proposal to remove the corner of the wall would be another half-solution. It would indeed improve the visibility, but not fully address the slope issue, or the non-compliance issue with the right-turn only light. Staff suggested it would also require a metal railing be installed to stop corner-cutting by pedestrians. All that, and more loss of the heritage structure – not a great compromise.

The long-sought solution was to create a new opening in the wall, 3m wide or so, closer to the bottom of the hill. This would allow the crosswalk to return to the corner where visibility is optimum, but would also allow a connection to the CVG via a new paved walkway with a gentle 3.5% slope that is accessible for cyclists of multiple fitness levels, people with mobility issues, and wheelchairs. For the cost of one 3 – 5m opening in a 300m-long “Heritage Wall”, we can make this important link work for all users, and markedly increase the safety of people using this regionally-important route. Combined with a more progressive approach to pavement marking (yes, this would be an appropriate place for a greenway crossing marked with green or blue paint, similar to what you see in other jurisdictions), this has a potential to be a real success story.

I need to emphasize, this is the solution suggested by the engineering staff, working on their own best data, bolstered by analysis from their external consultants and the committee that advises on pedestrian and bicycle safety issues. This issue has been ongoing since the CVG opened in 2009, and several attempts to address it have happened over the last 3 years, as outlined in the Report to Council. Even in the Google Earth images you can see the history of these attempts that are described in the report: adjusted geometry, changes in signal operation and placement, signage changes, even directed enforcement and monitoring. The best solution from a pedestrian safety standpoint is not an issue of debate at this point, every option has been explored.

So I was especially exasperated listening to a few Councilors speculating how staff should maybe think about changing pavement markings, or adding flashing lights, or report back on other approaches, as if these are novel ideas never considered by the people who have been banging their head against the problem for 5 years. With all due respect, does the Councilor seriously think that through three years of engineering staff time, committee meetings by at least three City committees (two who are dedicated to discussing accessible transportation issues), and the hours spent by the team of professional traffic consultants hired to develop and assess the best alternatives – IT NEVER OCCURRED TO THEM TO SEE IF ADDING A FREAKING FLASHING LIGHT WOULD WORK!?!

(…deep breath… count to 10….)

Ultimately, Council made a non-decision that is actually a bad decision. To be generous, some fault for this may lie in the inability of staff to transmit the information in a way that prompted action, or even on me and my fellow advocates for safe transportation for not showing up to delegate and explain the urgency of this situation to Council. I cannot believe that Council, if considering this as primarily a safety issue (it is), would not decide to take the advice of Staff, Consultants and Committees, and fix the damn thing when they have the chance.

In my mind, the only question here is how to we make this vital crossing as safe as possible for all users, recognizing limited financial resources (which precludes things like overpasses or 24-7 enforcement of the right turn light). This is one of those situations where something has to give: we cannot maintain 100% of the heritage wall, have a safe accessible pedestrian crossing, and have a road designed to accommodate Big’ol Semis turning up the hill.

I would choose safety first.

Jane’s Walk time again!

Posted on . by Patrick Johnstone. Leave a comment.

Last year, New Westminster resident, pedestrian, and rabble-rouser Mary Wilson brought Jane’s Walks to New Westminster, to great success.

This year, despite her continued reluctance to do all that Social Media stuff, she once again drew together a team of people to put on a variety of interesting walks.

As a summary, I will quote myself from last year plagiarizing the press release:

“Jane’s Walks are becoming a global event, held in hundreds of cities around the world on the first weekend in May. Around the world, neighbourhood groups organize free community walks to honour the memory of Jane Jacobs. 

Jane Jacobs is considered by many to be the Mother of modern Urbanism, in that she brought it to life, loved and supported it, and worked tirelessly to give it all the tools it needed to prosper. She rose to prominence for her activism to protect Greenwich Village from the Lower Manhattan Expressway proposal, and her ground-breaking book The Death and Life of Great American Cities. She moved to Toronto during the Vietnam War, and brought her Urban Activism with her, such that she received first Citizenship, then the Order of Canada. To put a local angle on her story, Jacobs is sometimes referred to a founder of Vancouverism for the influence her writings and research had on the development of the urban character of post-freeway Vancouver, built on the belief that density can be done without compromising liveability. 

Jane’s Walks are meant to honour Jane, but also to honour her desire: that cities and urban areas become safe, diverse, and interesting places for people to live, work, and play. We honour this by drawing urban neighbours together to take a walk through their own city, not to get from A to B, but to have a ‘walking conversation’, meet neighbours, learn something new about their own backyard, and ultimately increase citizens’ connection to their urban home.”

I hope to attend a few walks this weekend, but I want to highlight two:

On Saturday evening, I will be joining many of the NEXT New West crowd for a bit of fun, combining Jane’s Walk with the SkyTrain with a good old fashioned Pub Crawl. We will start in Sapperton and use our feet and the SkyTrain to make several stops in local food and drink establishments, at Sapperton, at both ends of Downtown, and then (in an interesting twist!) taking the Starlight Shuttle from 22nd Street Station to the Casino, where there will be live music, dancing, and general merriment.

Sunday will have a different feel, as I am walking with members of the New Westminster Environmental Partners, Get On Board BC, and a few noted local historians, tracing the route of the old BC Electric streetcar line through Queens Park and Downtown. It seem unlikely to us now, but yes, electric trains used to travel along Third Avenue and such places, through the residential heart of our City. It was part of a system that connected Downtown Vancouver to Chilliwack and Steveston (proof exists in the few spots where the old rails still emerge from the asphalt). Along the way, we will talk about what was, what was lost, and what might be possible in the future, with our regional transportation system.

Should be fun! Rain or shine! Come and meet some neighbours and learn a bit about your City! Make Jane proud!

Oh, and if trains and pubs aren’t your thing, there are at least 10 other walks going on Friday, Saturday, and Sunday – you really should get the family out for at least to one! They are free, run by volunteers, and you never know what you might learn.

All the info is here: Jane’s Walk New Westminster)

Short Idea #2

Posted on . by Patrick Johnstone. 2 Comments.

A second in a series idea that is not mine, but I am learning to love, can be summarized as:

The Port Mann Bridge can be its own Toll Free Alternative.

The Ministry of Transportation decided several years ago they were going to build a 10-lane tolled bridge to replace the Port Mann. At the time, they promised the irate people in Surrey who were affronted of the idea of paying for infrastructure built for them that there would always be a “Toll Free Alternative”. They could use the big, shiny new bridge and pay $3 to save time, or they could use some alternative, and save money.

Turns out that alternative was New Westminster’s surface streets, and we all know what happened. Many are already calling for tolls to be put on the Pattullo to pay for its upkeep or replacement, and to return the traffic to the barely (but slightly more) tolerable pre-Free-Alternative conditions. So tolls on the Pattullo may solve some problems created by the tolling of the Port Mann – but what of the promise of the free alternative?

Seeing as how the Port Mann is currently operating tickety-boo with only 8 lanes opened, and two more lanes are scheduled to open some time in 2014 – How about using those two unopened lanes of the Port Mann as the toll free alternative to the tolled 8 lanes?

It is devious in its simplicity.

When the two new lanes are opened later this year, make them toll-free. There is oodles of underutilized pavement at both ends of the bridge, give the road user the ultimate and easy choice: pay the $3 toll and enjoy one of the 8 free-flowing lanes, or get in the queue with all of the other people who have more time, and wait to squeeze into the free lane. Perhaps the most brilliant point is that drivers will not have to exit the freeway and roll the dice with New Westminster surface streets, they can stay on Highway 1, observe the queue for the free lanes, and make the rational choice for themselves at the time they need to cross the bridge.

This will cost nothing to set up, except a few traffic barriers to separate the alternative lane from the general flow of traffic. I suspect the pressure will immediately arrive to open 4 lanes as the toll-free alternative, which would still provide a significant time savings and increase in lanes over what existed before the Port Mann was replaced. And New Westminster would finally see a little peace.