on taking the Uptown BIA personally

I haven’t yet waded into James Crosty’s most recent public tantrum, mostly because it at first seemed so absurd at the face of it, and because I had no personal stake in the issue (except as a consumer living near Uptown and generally being interested in improving our community). Then a few letters arrived in the local paper and the topic keeps coming up in conversations around town and on Twitter. So, as opinions are starting to fly, I may as well add mine.

First off: a caveat. I like James. I think of him as a friend, despite all of our on-line bickering. I have continued to argue to people that, despite James’ loose association with facts and woe-filled prognostications of the future of New Westminster, he means well, and only wants what is best for his City and neighbours. However, at times like this, I find it a difficult argument to support.

Crosty appears angry that some other businesses in town have worked together to form a not-for-profit business association, and further propose to develop a BIA that would work towards neighbourhood beautification, special events, and promotion of businesses in Uptown. He appears to be upset he was not invited to their meetings, despite his business not being within the catchment area. His non-invitation appears, to Crosty, to be an indication that something unseemly is going on. Yet his lack of inclusion concerns him less than the spectre of his potential forced inclusion!

I think the organizers of the BIA do a better job addressing Crosty’s concerns regarding the history and model of the BIA proposal than I could. As his business is not within the Uptown area, there was no reason for them to seek his approval prior to registering their Association any more than there was any reason to seek mine or Don Cherry’s. Regardless, as a concerned citizen, if he has concerns about their organization, wouldn’t it have been more effective to, I dunno, ask them?

He also raises a lot of questions about how the BIA would be financed, and what the money would be used for. Most of those details were included in the Council Report that started this all. Some of his other questions are addressed in the Uptown Business Association response, and others are likely details that have yet to be worked out, if the proposal receives the support of the affected businesses and the City.

That most of the questions Crosty raises are answered or easily answerable, combined with the fact that his business is not impacted by this proposal, leads one to ask what exactly is his beef here?

In our Twitter exchanges, Crosty commonly chides me for not doing enough to try to connect the dots and find out what’s “really happening” behind the scenes. I’m not very good at conspiracy theories, but let me try my hand at “connecting the dots” here.

The Uptown BIA idea is being coordinated and organized by many of the same people who organized the massively popular Uptown Live event for the last two years. Uptown Live was associated with the Hyack Festival, though much like the Anvil Battery Salute, the May Day Celebrations, and other events you would associate with Hyack Festival, Uptown Live was not “run” by Hyack, but was “associated”. In the case of Uptown Live this means they shared some promotional materials, and coordinated some common timing of events so as to “share the crowd”. Hyack did not organize the event itself, nor did they pay for the event. This is not to lessen their role, coordinating events run by many different groups into one great week is something Hyack does well – many hands make lighter work, and Hyack is good at getting those many hands together.

However, one of the central figures in organizing Uptown Live was none other than Bart Slotman, whose company runs Westminster Centre. He (along with a team of Uptown folks) put a significant amount of time, energy, and resources into organizing and pulling off Uptown Live for two successful years, and had a vested interest in its continued success. When the Hyack situation hit the fan last year with the firing of Douglas Smith and acrimonious rift of the Board, the organizers of Uptown Live saw the potential that this could hurt what they spent two years building, and wisely protected the intellectual capital they had created.

To one of the sides in the Hyack rift, this was seen as a public betrayal, and Bart Slotman joined the “rogue” Hyack members, the former ED of Hyack, and the Editor of the NewsLeader in the increasing pile of “enemies of Hyack”. Therefore, he was singled out for personal attack in the media by various Hyack insiders, including James Crosty and his Partner.

I want to emphasise this point. Slotman is a businessman in New Westminster who manages one of the larger commercial buildings in town. However, he is also a resident of this town, and I cannot think of commercial property owner in New Westminster (with the possible exception of Mark Shieh) who has done more to promote what is good about the City in the last few years. He has stepped up to sponsor events, he has served on committees. He has been present at open houses on various topics, and provided useful input. He has taken risks and spent his own money to improve the streetscape of the City lands in front of his building. He has been instrumental (pun!) in organizing UpTown Live and UpTown Unplugged. He is the model of what this City needs for its business areas to succeed – engaged resident owners who care about making their community better.

Should all of this make him immune to criticism? Of course not. However, by putting Slotman’s name right there in the first grammatically-challenged sentence of his letter to the Editor, then naming him again several more times (including questioning his character with the phrases like “…by the likes of Mr. Slotman”), Crosty makes it clear that it is not necessarily the idea of a BIA that he opposes, but the idea of a BIA where Bart Slotman and “his like” are part of the organizing group. It smells of a personal vendetta, and that smell stinks.

As for the follow-up letter from our resident Ayn Rand aficionado, there is no doubt this is a contrasting opinion to how and what a business is than the one demonstrated by Slotman. I’ll just say I’m glad we have effective BIAs and a Chamber that do so much to support the community, because I cannot imagine living in a City comprised only of business with the level of cynical disinterest expressed in this letter.

Oh, and I am currently enjoying a bottle of Killer Cab, contributed by Pacific Breeze in to one of the many community events they sponsor. Another example of a positive, community-building business here in New Westminster that deserves our support.

On Fort Mac and Dr. No

A short post related to my last one on Neil Young, Fort Mac, and Integrity.

For people who like to read long-format journalism as opposed to Maclean’s style photo-caption writing on the latest “hot trend story”, Canada has the Walrus. It is usually interesting, often brilliant, always worth reading. The NWimby household has been a subscriber since the first edition.

I raise it now because an article about Fort McMurray in the November edition should be read by everyone in Canada. The author clearly brings his anti-tar sand biases into the discussion, but the best parts of the article are not his writing, but the quotes of the Mayor of Fort Mac, Melissa Blake.

It all starts out friendly enough, the Mayor tries to dispel some negative impressions about the City and its livability, and talks about the big plans to build an integrated, sustainable, and full-service community. It only gets weird when the author questions the Mayor about the potential disconnect between building a low-carbon sustainable City fueled completely by the carbon-intensive and unsustainable extraction of oil from bitumen.

“Blake doesn’t miss a beat. ‘I’m a big believer that, yes, the climate is changing. If the climate goes up by two, three, four degrees in the future, we’re lucky to be here in Fort McMurray. We’re lucky not to be in California or BC. They’re going to fall in the ocean. In a place like this, we’re going to survive a lot better.’

You mean digging up bitumen is a good thing, because it will make Fort McMurray’s winters milder?

With a nervous laugh, she assents: ‘And that means my real estate becomes a very important asset in the future, so I’m not selling my house anytime soon.’ “

OK, let’s get something straight. This young person with a young family clearly believes in anthropogenic climate change, and she is talking liltingly about a time in the near future when California and Vancouver will “fall in the ocean”. That is no doubt a bit of fanciful hyperbole, but it has to be put into perspective. With no check on our greenhouse gas emissions, we could see, in her lifetime, global sea levels rise enough to displace hundreds of millions of people from low-lying cities like Miami and Shanghai, Osaka and New Orleans, Bangkok and Mumbai. California and Vancouver don’t need to “fall”, the ocean is coming up to meet them. Climate disruption at this scale will also cause widespread crop failures, mass migrations, unprecedented famines and unimaginable human suffering.

It takes a certain kind of sociopathy to think about the death and suffering of hundreds of millions of humans and say “Wow, that’s going to be good for my real estate value”, nervous laughter notwithstanding, if you are not the one causing these events to take place.

However, when you say that with a giggle at the same time as you are leading a community of people hell-bent on accelerating the very activity that will cause all of those bad things to happen for a little short-term profit?

That is a level of truly evil sociopathy usually reserved for Bond Villains.

I’m with Neil

Canada is trading integrity for money” – Neil Young.

Let’s start with disclosure: I am a Neil Young fan, to the point where being a Neil Young fan has done much to shape my taste in music. To explain that, I need to go back to the late 80’s when I was sharing an apartment on Royal Ave with my brother.

I was raised in the Kootenays on a healthy diet of classic rock (although at the time we just called it Rock) and “Metal” (in quotes, because at the time that referred to a strange amalgamation of Zeppelin and Glam that went by names like Poison, Ratt, Quiet Riot, et al. my god.) because that was the playlist of the only real FM Rock station we could hear – “ROCK 106! KEZE!” out of Spokane, Washington.

When I moved to New West, CFMI was still Top-40, and one of the AM stations (CHRK 600) decided to go Classic Rock (probably the first time I heard that phrase in the context of 60s and 70s Rock music). Despite the hopeful WKRP-feeling of the whole enterprise, it was risky. AM came with questionable sound quality and more onerous Canadian content rules. This last requirement made for some difficult programming choices. All that BTO and Guess Who was bad enough, but the seemingly hourly appearance of the Whiner in D Minor caused me to turn Classic rock off. So safe to say Neil Young entered my consciousness in a pretty negative way.

A year or two later, I was sitting in the Quad at college and “Rocking in the Free World” came on the TV (tuned to MuchMusic, of course), and my opinion changed.

Looking back, it is a hard to understand how powerful that song was. Perhaps this has something to do with “Girl I’m Gonna Miss You” by Milli Vanilli being #1 on the charts the day that Young’s Freedom was released. Here was this old rocker, screaming angry lyrics about the fate of the world as America was plundering the depths of Bush I Conservatism. Between scenes of LA viewed through the eyes of a homeless man, we see Young standing in a dystopian junkyard beating the living shit out of his guitar – a solo so angry and violent that the strings were stripped off the instrument. The feedback and distortion are perfect for the angry chaos of the song. It might have been a Rock anthem, but it was more punk than Punk. The lyrics of the bridge (edited out of the video for MTV) lay the blame for the ills of the world on no-one but us:

We got a thousand points of light, for the homeless man
We got a kinder, gentler machine gun hand.
Got department stores and toilet paper
Got styrofoam boxes for the ozone layer
Got a man of the people, says ‘keep hope alive’
Got fuel to burn, got roads to drive.

A quarter-Century later, in a post-grunge era, the distortion and chaos of the song sound pretty tame. At the time, it was stunning in mainstream rock, and this album was my (admittedly late) gateway drug to Sonic Youth, Dinosaur (Jr.), Fugazi, and the Pixies. But that’s a whole different story.

I bought Freedom on cassette, and became a pretty big Young fan at that point. Such that I can look back at where I was and what I was doing by Neil Young concerts: Solo acoustic at the Spokane Coliseum (I was working at a ski shop in Trail); with Crazy Horse at the Pacific Coliseum (undergrad at SFU); with Booker T and the MGs (around my Brother’s wedding, working in a bike shop, living on Hastings street); etc. His album “Harvest Moon” even played a significant role in my courting (or being courted by) Ms.NWimby.

The question is why am I such a fan? His rock music is pretty straight-forward, even derivative. His ballads are simple – 3 verses and chorus. His vocal style is distinct, but not particularly elegant. He is pretty good at the guitar (if you like extended one-note guitar solos), ok on the piano, and probably should avoid future banjo work. His styles change like the wind, and for every work of genius like “After the Goldrush” there is a “Trans” or an “Everybody’s Rockin”. However, with all the ups and downs of his discography, there is one thread that runs through: integrity.

He has spent a life surrounded with chaos (broken childhood home, 60s folk scene, 70s drug scene, etc.), and, when he occasionally found himself flirting with middle-of-the-road success, he once famously said:

Traveling there was really boring so I headed for the ditch“.

Every seemingly-strange fork he took in his long career (Trans, Shocking Pinks, Greendale), he did with purpose, and because he felt it served his creative drive. He has never been afraid of being unpopular – he was once sued by David Geffen for making records that didn’t sound enough like Neil Young (Geffen lost). He seems to have limited interest in the machine that feeds him – rock and roll stardom. A lesser-known song on “Freedom” talks about the state of the music business at the time when Milli Vanilli was #1 on the charts:

“The artist looked at the producer, The producer sat back
He said ‘What we have got here, is a perfect track
‘But we don’t have a vocal, so we don’t have a song
‘If we could get these things accomplished,
‘nothing else could go wrong.’
So he balanced the ashtray, as he picked up the phone:
Said ‘Send me a songwriter, who’s drifted far from home
‘Make sure that he’s hungry, make sure he’s alone
‘Send me a cheeseburger, and a new Rolling Stone.'”
                            -Crime in the City (Sixty to zero)

He more famously (clumsily, unkindly) lampooned corporate ownership of music and using music to shill products:

Young’s integrity doesn’t stop at his music, though. He has, for more than 20 years, run an annual benefit for the Bridge School– a school for kids with communications challenges related to various disabilities (his own son is non-verbal with cerebral palsy). He worked with Willie Nelson to develop the Farm Aid movement. Just as he has never shied away from musical experiments, he has never been bashful about his political opinions, from “Ohio” to “Living with War”. I don’t know if he is right in his opinions, I’m sure we can all pick opinions of Young’s that we don’t agree with. However, when he speaks about something politically, we can be sure it is coming from him. You cannot doubt his sincerity, or his integrity.

So why Tar Sands? Why now?

Hearing his interviews since this whole thing started, the answer is easy to find. Young is a tinkerer, and has always expressed ideas around sustainability. Exploring his film-making side, he decided to drive his electric car to Fort McMurray and see what all the fuss was about. I take him completely at face value when he describes getting out of his (electric) car, smelling the air in Fort Mac, and recognizing something was amiss with the boreal forest. Being a life-long advocate for aboriginal rights, he connected with local first nations, and was told of their concerns. Clearly they made an impression, because he made a commitment to help them out if he could. Turns out he could.

Did Young then contact the Canadian Association of Petroleum producers to get the “other side of the story”? Did he surf over to Suncor’s website to see the myriad benefits of oil extraction? Did he read the most recent International Energy Agency forecasts for recoverable reserves and cross reference against human rights abuses in other petroleum producing nations? Possibly. More likely, he looked in the eyes of his Athabasca Chipewyan hosts, smelled the bitumen in the air, and said something along the lines of “this shit ain’t right”. Then he set about doing what he could to help raise the profile of the issue, and maybe raise money to help people he saw as needing some help.

The reaction from the Oil Industry and their shills was predictable, alternating between obscuring the point he was making to ad hominem attack on him as a “Rock Star”, “Aging Rocker” or a “Bad Canadian”. Perhaps the most ham-fisted rebuke of Young’s statements was made by Harper Government spokes-flaks. A response easily and compellingly retorted by Young. Watching that exchange, it is clear which side is speaking with integrity.

To Ezra Levant and his astro-turf shills behind “Ethical Oil”, who have started an anti-Neil Young website, I ask: Where is your integrity? They call Young a “drug lifestyle icon” after the man has been public about his sobriety, and some of his most poignant songs are about the friends he lost to drugs. But if the quality of Young’s “lifestyle” is to be questioned, we should start by looking at his 40-year body of work, his commercial, artistic, and critical success. One might conclude that we all would benefit from a little more of whatever Neil is on.

They further criticize Young for not protesting against OPEC dictatorships, while also suggesting he shouldn’t meddle in Canada’s politics, as he doesn’t live here (try to square that circle). They never address the actual points that Neil Young is making, and the entire issue of the Constitutional rights of First Nations – the centre of all of Young’s arguments – is conveniently ignored by those interested in “Ethical Oil”. Instead, they then call Young a hypocrite for fueling his “rock star lifestyle” with oil, not realizing that they are making his point. They are correct that Neil Young is reliant on fossil fuels; We are all reliant on fossil fuels. That is the fucking problem!

Um… sorry, got a little heated there. I know I should be used to it but now, but I’m still surprised when it is suggested that our society may need to think about reducing our dependence on fossil fuels, and critics react by arguing “but we NEED fossil fuels, we can’t live without them”, as if that is a counter-argument, and not just begging the question. If this isn’t addiction, what is?

I’ve seen Neil Young talk, and I’ve heard his critics. I’ve seen Neil Young walk the walk and put his time and money where his mouth is. I see a person raising a conversation about the largest industrial development in the history of Canada’s hinterland, and I hear critics telling him to shut up. I see a person standing next to First Nations leaders and trying to help a community who feel powerless against global Multinationals and the government that covers for them. I see the Government trying to reassure an increasingly suspicious public that everything is fine: “Got fuel to burn, got roads to drive”, indeed. I see an aging rocker legendary artist, humanitarian, and Officer of the Order of Canada using his name not to fill his crib, but to raise a conversation about an issue that is important to the future of the planet, important to the nation of his birth, and important to a small community in eastern Alberta that touched him. I see one man acting with integrity, and taking the slings and arrows that often follow those that choose that path.

I’m with Neil.

Short Sea Shipping Dreams

I loved this opinion piece in the News Leader last week. I’m just sorry it took me a week to pen this retort.

If I can paraphrase the rhetorical question by Ms. Ouellet-Martin, it is “Can short sea shipping help us manage increased Port activity while protecting the livability of our Cities?”

The answer can be found in this report, which is more than a decade old now, with no sign that any action has come out of it. But first, a bit of background.

This study was commissioned back in the heady days of 2005, when there were still three port authorities in Greater Vancouver. The Vancouver Port Authority was responsible for the Ports around Burrard Inlet, the Fraser River Port Authority for those on the main part of the Fraser River and the North Fraser Port authority for the few remaining port activities along the north and middle arms.

All three Ports were running fine and were financially self-sufficient despite the downloading of many responsibilities (environmental protection of the shorelines, dredging costs) from the federal agencies that used to do them (DFO, Coast Guard, etc.) to the local authorities. Perhaps most importantly, they were run by local authorities who had experience with Port Operations (mostly people who had spent their carrers either operating the Port, or Captaining ships). It was during these times that Fraser Surrey Dock built a container facility, spending $190 Million to attract container ships that instead decided to go to Burrard Inlet after some Merger and Acquisition action hit their main customer. So in 2008, the Federal Government decided to amalgamate all three ports in to a single entity, allegedly to prevent this type of competition. They were so proud of the change that they announced it less than a week before Christmas 2007, and it came into effect two weeks later on January 1. Christmas news releases are a sure way to let you know even the government thinks what it is doing might be a bad idea.

With the amalgamation came another change. The Port People and Ships Captains were out. The Port Authority is now going to be run by business types. The CEO is not a former stevedore, he is a former jet turbine engineer who instead worked his way up the corporate ladder through Mergers and Acquisitions, for businesses that make chemicals and steel or developing real estate. The only thing he knows about Ports is he bought one once. Makes sense, though, as his job is not to facilitate the movement of goods on and off of ships, but to “leverage positions” and “deliver value” for his “capital-intensive, asset- and service-focused large corporate customers”.

His job is not to move goods. It is to use the movement of goods as the tool to create a high return on investment for his shareholder. But I digress…

The important point of the study is that it looked at the economics of moving containers through our region not by road, but on barges. They went so far as to do an economic analysis of 5 potential node sites where short-sea shipping infrastructure could suit the local goods movement market and the existing supply chains to the distant hinterlands that are the Port’s real customers. They evaluated the practicality, infrastructure requirements (with cost estimates), efficiency of goods movement, and even the air emissions related to the changeover.

The conclusions? Allow me to quote:

  • Intra-regional short-sea container shipping in Greater Vancouver offers promising, commercially viable, private sector opportunities in the short to medium-term for specific short-sea container terminal locations on the Fraser River.
  • Short-sea container shipping, for selected terminal locations and routes and with sufficient volume, offers price competitiveness with trucking and some competitive advantages (likely to expand dramatically over time) in the areas of delivery time and delivery time reliability. These advantages occur because of road network congestion as well as deep-sea terminal flow issues, gate congestion, reservation limitations and operating hour limitations. All of these factors impact on truck transfer delivery time and costs but do not affect a short-sea operation with on-dock marshalling areas.
  • Expected increases in environmental emissions from the intra-regional transfer of containers by truck will be moderated to the extent that short-sea operations absorb some of the future growth.
  • It will be critical for short-sea service investors and proponents to invest the capital and make the long-term commitment necessary to establish reliability and confidence in the market place. The Consulting Team is aware of a number of regional operators and external investors who are seriously interested in this opportunity.

There is more, but you get the drift. Short-sea shipping could work based on 2005 container movement levels and density, and the economics improved as container volumes increased along with road congestion. Note the growth in container demand up to 2013 has almost caught up to match the projections from this 2005 study despite the significant blip caused by the recession that started in 2008. The Port is clearly bully on containers, considering their development plans at Roberts Bank.

Now, about that road congestion. The report outlines the major road movement plans that were starting to come to light as part of the Gateway Strategy, all delivered, remember, “On Time and On Budget”:

  • Golden Ears Bridge (promised by 2008, opened in 2009)
  • North Fraser Perimeter Road (promised by 2011, now cancelled)
  • Twin Port Mann, 6-lane Highway 1 (promised by 2011, over-delivered in 2013)
  • South Fraser Perimeter Road (promised by 2011, delivered 2014)

The study proved that short-sea shipping was economically feasible, and would result in cleaner air and less congested roads, all we needed to do was invest in a little infrastructure on Port lands. So let’s look at the 5 highlighted sites from the study and see what type of infrastructure development is happening:

Coast 2000 (Richmond): Since 2005, the Port have bought adjacent farmland with an eye on future expansion, they have built no less than 23 new warehouse buildings for leasing to trucking and logistics companies, and not a single dock to the adjacent river has been built. The only dock facility on the entire 300 hectare site with 2.5km of deep river waterfront is one that has been there since before 2005, and is (rarely) used to move small break-bulk.

Fraser Surrey Docks (Surrey/Delta): Now deciding that importing dirty thermal coal from Wyoming that no port on the west coast of the USA will take is their only economic salvation.

Port Kells (Surrey/Langley): Has seen huge growth in the last decade – of truck-serviced warehouses. The entire area between the Trans Canada Highway and the River, from the Golden Ears Bridge to 190th, is over 630 hectares with more than 3 km of prime Fraser River waterfront, direct connections to two major freeways and a major rail line, and literally hundreds of warehouses, yet the only thing that moves on and off of boats is woodchips onto barges.

Tilbury (Delta): Tilbury is the long industrial strip along the north shore of Delta between the Alex Fraser Bridge and Deas Island. Used to be it was the industrial area you could never get to; now with the SFPR complete, it is becoming the industrial area you can’t get out of. The SFPR has facilitated expanded growth here, more warehouses and industrial land, but of course no new docks. The good news here is the location of SeaSpan – about the only place where a quasi-short-sea shipping mode happens in BC. They have a series of dedicated barges that move rail cars and truck trailer to Vancouver Island and back every day, as they have for the best part of a century.

Pitt Meadows Airport (Pitt Meadows): This area was ripe for development in 2005, but apparently the Port lost interest, and the municipality decided former farmland in the floodplain of the Fraser River was better utilized as residential development. There is essentially no industrial use of the waterfront in this area, despite proximity to the massive CP Intermodal Yard where every container that does not come or go by train must, alas, go on the back of a truck, because the river is way over there – across the street.

I could go on with other industrial waterfront areas that are not even evaluated in this report, the Mary Hill Bypass area of Port Coquitlam, Albion Flats, even the Mission waterfront. They have what you need – navigable river access, rail lines, and relatively direct freeway access far from commercial centres and their traffic hassles. Except for that last point, you could include Queensborough and Annacis Island. All they need (according to the report) is for the Port to invest in some waterfront infrastructure, or create economic incentives for private industry to do the same.

Instead, after amalgamation, this report was shelved, as the Port decided to go the other direction, to fit with the new business plan. They will continue to build warehouses that can quickly return lease money, and rely on infrastructure built by others (after all, you and I pay for those roads and bridges, the Port doesn’t even have to pay property tax). Instead of using their infrastructure investment money to improve the livability of our community and the efficiency of goods movement through the Port, they continue to buy up farmland (or create new land in the sea) so that they can lease that out to logistics and operations companies for a handsome profit. This is why I say the Port is no longer in the goods movement business, they are in the real estate development business.

Is it time for Short-sea shipping? Can it help with traffic congestion on our streets, and still provide efficient movement of goods? Can it reduce emissions, improve air quality, and improve the livability of our cities? The answers to all of those questions appear to be “yes”.

Is it in the business interest of the Port? That is the question we should be asking.

The $1 Toll – Updated!

When the media start talking about bridges and roads and transit and referenda and all the stuff that is rolled into the Lower Mainland and BC’s plan to move people about, there is a common theme that arises. Go to any recent on-line story about these subjects, and someone will inevitably comment that the “solution” is to toll all of the bridges equally, the number usually proffered is $1 per bridge. This is suggested as being more “fair” than just putting these more expensive tolls ($3-$4) on the newer bridges.

That usually gets shouted down in the comments when someone else comes along and says any toll at all is a “cash grab” and there is no way a piece of infrastructure should be paid for by the people who use it, and the comment thread goes from there.

Example, Example, Example.

There is rarely any deeper analysis of that first idea. What happens if we toll all the major bridges at $1 a crossing? What problem does this “fair” solution solve?

First we need to define our terms. When people talk about tolling “all the bridges”, they surely don’t mean the bridge on Gaglardi Way that spans the Brunette River or the King Edward Overpass, but they likely would include the two North Shore crossings and the major crossings of the Fraser (Golden Ears, Port Mann, Pattullo, Alex Fraser, and Massey). Ambitious tollers might include the Pitt River and the Knight, and really, you couldn’t do the Knight without doing the Oak and Laing as well (lets assume the Queensborough is spared, as it is really an access to the Alex Fraser or one of the other crossings)

Seeing as how the False Creek bridges (Cambie, Granville, and Burrard) belong to the City of Vancouver, and the Middle Arm bridges (Moray, No. 2 Road, Dinsmore, and Sea Island) to the City of Richmond, it is pretty unlikely they could be included in any regional tolling scheme.

This raises an interesting jurisdictional issue, especially around Richmond. Most of the bridges belong to the BC Ministry of Transportation, so tolling could be accomplished with a wave of a Minister’s hand, but three (Golden Ears, Pattullo, and Knight) belong to TransLink, and the Laing belongs to YVR, so some interesting revenue-sharing complications would ensue.

But let’s put those complications aside for a moment, and look purely at the revenue side. Traffic counts for most of those bridges are available from the MoTI website, and it took only a bit of digging to find the numbers for the rest. Let’s use 2012 traffic numbers, as they are the most recent available and complete. Here is the average daily vehicle count on the bridges:

Bridge           Operator    Daily Vehicles
Golden Ears   TransLink     30,000
Port Mann     TI Group     110,047
Pattullo         TransLink     65,000
Alex Fraser    MoTI           105,108
Massey          MoTI             81,729
Lions Gate    MoTI             60,285
Ironworkers  MoTI           115,331
Pitt River      MoTI             80,000
Laing             YVR              70,000
Oak               MoTI             68,150
Knight           TransLink     90,000
                     Total:          875,650

So if you slapped a $1 toll on all 8 “major” bridges (including the Pitt River), you are looking at $650,000 per day in revenue, 365 days a year. Add the jurisdictionally-problematic North Arm bridges between Richmond and Vancouver and that number boosts to $876,000. Annually, this works out to just under $240 Million and $320 Million per year.

Wow, that’s a lot of money. Except two of those bridges already collect tolls ranging from $2.50 to $9.00, depending on the vehicle type. Although neither bridge is yet reaching its “revenue goal”, the amount of toll revenue promised the contractor at Port Mann is about $184 Million, and for the Golden Ears, $38 Million. Assuming that TransLink and the Ministry could somehow break these long-term contracts, we would need to remove this $222 Million from our net increase in revenue, bringing it down to less than $100 Million. Let’s ignore, for the benefit of the argument, the cost of setting up and running all of these tolling locations.

To put that $100 Million into perspective, TransLink collects $450 Million in fare revenue every year from people riding public transit, which is about a third of its annual $1,400 Million operational budget. The tolling revenue at $1 per car only represents about 7% of the TransLink operational budget: hardly enough to fund even the most modest growth of the transit system.

The fairness or palatability of $1 tolls on all bridges seems less relevant when you realize it will hardly make a dent in the money we need in this region to build a reliable transit system, never mind building more bridges and lanes of highways (upwards towards 3,700km of new roads!) that will be required to support the region’s growth if we don’t build a more robust transit system.

This is why municipalities with region-wide bridge-tolling policies, like San Francisco or New York, are charging $5- $15 to use the bridges. If we are going to talk about a “fair toll on all bridges”, it most certainly won’t be $1. The numbers don’t work.

Update:
Despite the positive response I got for doing a little bit of basic math with publicly-available data, I was not surprised to hear the “$1 Toll Everywhere” suggested again as the panacea to TransLink funding on the CBC “Early Edition” this morning. This was only shocking because it was being put out by Colin Hansen (the man who brought us the HST debacle, and should know a little about referenda), only to be immediately supported by Moe Sihota. Neither stopped to think if a “toll under a dollar” was going to actually generate any meaningful revenue.
Alas, that is the state of political journalism in 2014. A series of he-said she-said talking point arguments, no-one doing basic fact-checking.
Regional Transportation rabble-rouser Eric Doherty on another forum asked an important question in relation to the “$1 Toll Everywhere” Plan: What does it cost to set up a toll collection system? Installing toll collection infrastructure on 11 bridges, and the bureaucracy to run it, would surely cost hundreds of millions of dollars, and would cost tens of millions a year to operate. If it takes three years to pay off the toll collection system, and another 20% of our $1 Toll is lost to overhead- the net revenue numbers get even worse.



Speed Limit Review

I wasn’t going to comment on this topic, but when someone makes a series of terrible arguments on the radio in the morning before I’ve had my coffee (one so bad that even Rick Cluff noticed its flaws – “Rick Cluff noticed” not being a phrase I ever thought I would type), I get all riled up, stew about it for several hours, and now I get to vent.

There are people in BC right now who think that speed limits need to be raised. The only shocking part of this is that they apparently have the ear of the Government, and in typical Premier McSparkles® campaign-when-asked-to-lead style, a public conversation is being stoked on the issue.

No, wait. That’s unfair. With the benefit of doubt, the Government is asking the public what they think about an idea instead of making a rash change, which is what they should be doing. This is actually useful public consultation, and they should be acknowledged for this. So let me tell them what I think.

I think the first question the Government, and everyone else, needs to ask is: What problem are we trying to solve?

Safety? “Speed doesn’t kill, sudden deceleration does”. That’s a funny joke, but sudden deceleration from higher speed kills much more effectively than sudden deceleration from low speeds. There is extensive research on this, but perhaps the best study is a comprehensive review by Stuster and Coffman (1998). They looked at numerous studies from various jurisdictions that looked at the effect of increased and decreased speed limits on crash statistics and crash severity. The vast majority of studies correlated increased speed limits with increased crashes, increased injuries, and increased deaths. Even the few studies that did not show an increase in accident rate showed no decrease. There were enough instances reviewed they were able to create a statistically significant rate of impact calculation: Rate of crashes causing injury increase 3% for every 1 km/h speed increase. Increase average speed limit by 10km/h, (say, 100km/h to 110km/h) you will have a 30% increase in people injured in crashes. The % increase in fatal crashes is even higher. He science is clear – increasing speed limits kills and injures people.

Cost? Are we somehow saving money by driving faster? Maybe there is a “productivity cost” argument to be made for people who commute to Merritt and can save 10% of their travel time, but I haven’t seen anyone trying to make a business case. Considering gas mileage and wear and tear on a car increases with speed (at first principles, the power required to move a car through the air increases with the cube of the speed – to go twice as fast, you need to apply 8 times the power), the costs and lost productivity attached to increased injury and death, and the cost related to required road upgrades to maintain “safety factors” (see below), I an skeptical that business case could ever be made.

Efficiency? We aren’t increasing road efficiency or “fixing” traffic congestion (one is unlikely to avail oneself of the maximum speed limit on a road suffering from any kind of congestion), nor are we increasing your gas mileage (see that stuff up there about needing 8 times the energy to go twice as fast), so increased speed limits aren’t an efficiency issue. Actually, the Province has committed to taking action to reduce greenhouse gas emissions from the Transportation sector – raising speed limits is counter to this stated policy goal.

Enforcement? It seems people are irritated getting speeding tickets. I’m also sure people are irritated getting drinking & driving suspensions, and I am positive that taking their exotic cars away irritated the hell out of these guys. However, when a law exists for a clear public protection reason, and there is good science behind that policy, I don’t see “irritation” as a good reason to get rid of the law.

This morning I heard arguments on the CBC Early Edition by Ian Tootill, the leader of a group with the appropriate misnomer “Sense BC”, who are leading the public relations charge here (the interview can be heard at this link, January 9th edition, starting at about 1:21:30). He threw a lot of ideas out there, but to answer the first question (what problem are we trying to solve?), he said something to the effect of (and I paraphrase): “We don’t want to make scofflaws out of the motorists out there who now speed because the roads are too good/safe for the related speed limit”.

This argument contains within it various wrong ideas.

1: Mr., Tootill will not declare what speed limit he would like to see (he mentioned 130km/h or more a year ago, but is now more coy about it), but suggests we should use an Institute of Traffic Engineers equation, which is to use the 85th percentile. That means measure the speed people are using, and set the speed limit such that 85% of the people are going at or slower than the limit. This, of course, makes 15% of people automatically “scofflaws”. This issue is also at odds with his statement of “if you set the speed limit correctly, you don’t get non-compliance”. Even ideally, you get 15% non-compliance.

2: This argument relies on an idea (one Mr. Tootill repeats in the interview) that drivers are the best judges of what a “safe speed” is. The problem here is obvious – people, almost all of them, routinely exaggerate their own driving skills. The vast majority think they are really good drivers. Evidence on the road proves otherwise. Do I want the Lamborghini kids from Richmond, the woman applying eye makeup at an intersection after making an illegal lane change, or the 40+% who admit to texting while driving determining what safe driving habits are for me, and for each other?

3: This problem is exacerbated by another wrong assumption. Mr Tootill seems to think that speed limits are unnecessary because if people drive faster, they will somehow drive better. This is what he means about “changing the culture” and forcing people to “drive with purpose”. Seeing as he is outspoken against increased enforcement, I’m not sure how he plans to “raise the bar of expectations” or force better “lane discipline”, and why those compare favourably to enforcing speed limits.

4: The biggest failure, however, is the argument that we build these big, wide, safe roads (the new Sea to Sky highway was used as an example) but we don’t increase the speed limits. This shows a complete misunderstanding on Mr. Tootill’s part about how road engineers build roads.

An Engineer’s first job is always to protect public safety. One way they do this is to introduce “safety factors” into things they design. You ask and engineer to build a bridge that can support a 10T truck, she will build one that can support a 12T or 15T truck in ideal conditions. This is because they know that there might be minute flaws in the steel, some bolts might be cross-threaded during construction, a ton of snow might fall on the bridge deck, or any of a myriad of small things under the category of Shit Happens might add up such that if you drive a 9.9T truck over a bridge actually built to support only 10T, it might crack.

Engineers know that people, information, and equipment may be fallible, and one way to address this is to build in this “safety factor” between ideal conditions (the ideal capacity of the bridge) and the real world (what you post as the capacity of the bridge). As an aside, the remarkable Richard Feynman’s contributions to the Rogers Commission Report on the Space Shuttle Challenger accident are a fascinating study in what happens when “safety factors” are misunderstood and misapplied).

So how do you apply such a “safety factor” to engineering a road with a 50km/h speed limit? You build the curvature, the lane width, and sightlines adequate for, say, 80km/h driving. Does that man everyone should drive 80km/h on it, because if “feels safe” at that speed?

I had a discussion related to this with a traffic consultant during the consultations for crosswalk improvements on East 8th Ave. When a few of us suggested better protection for pedestrians and even a pedestrian-operated crossing light, he countered that the traffic and speed on the road did not warrant this. I asked if he meant the posted speed, or the actual speed on East 8th. It must have occurred to him (I politely suggested) that people driving on a 12m-wide two-lane with few trees and 1.5km between traffic signals in the middle of an otherwise congested urban area might not travel strictly at the speed limit. In reality, the average speed on East 8th around Sherbrooke is closer to 70-80km/h. The “safety factor” is definitely misused to the hilt here.

So what happens if everyone starts driving within the “safety factor” designed into our roads? That “safety factor” goes away, like frozen O-rings on an SRB. The roads look like they are designed for faster speeds than posted specifically because they are not. They are made that way because shit happens, and when shit happens, safety requires wiggle room. This single reality of how roads are engineered makes the rest of Mr. Tootill’s argument bunk.

Mr. Tootill actually gives it away at the end of the interview (around 1:29:20) about where he mentions he recently went on a long road trip through the USA and brags about driving “considerably above the posted speed limits” most of the time and only getting caught once. It’s clear from this what Mr. Tootill’s interest is – driving really fast on public roads, and damn the consequences (as long as the consequence isn’t a traffic ticket)! Like the idiots racing exotic cars through the Massey Tunnel last year, or the street-racing moron who kills innocent pedestrians when he “finds the limit” of his car or his ability on top of a bus stop, Mr. Tootil is just a speed junkie who couldn’t care less about the risk he causes other people. Of course, unlike those examples, Mr. Tootill is a really good driver.

How about this proposal: We keep the speed limits where they are because of public safety, cost, and environmental benefits, and Mr. Tootill starts acting like and adult and gets his speed jollies at the track, not on our public roads.

The end of 2013…

I’m back from a long vacation, where I saw many things, learned many things, and caught up on about 11 months of sleep deprivation. Among my adventures was visiting a Museum to Urban Planning – yes, I am that kind of geek. More on that later.

I haven’t done a “Year in Review” thing yet, and I guess as some of us like to pretend a Blog is a form of “media”, I am required to by some sort of law or code or something. However, the end of 2013 was so busy right up to the day I left for vacation, It just never happened. So a few days late, here is my New Year post.

Actually, I’ll make it two posts, because I’m busy and lazy and want to get twice the number of hits for the same amount of effort on my part. That’s apparently the key to Social Media success, don’t you know!

I’m going to start with New Westminster’s Good News stories of 2013:

New CAO: The announcement that Lisa Spitale was hired to be the new CAO for the City of New Westminster. In her time running the City’s Planning Department, Lisa was always approachable, honest, visionary, and hopeful. Her role in the positive direction the City has taken in the last decade is often overshadowed by the elected officials who cut the ribbons she has set up for them, but such is the life of the government staffer. I have had the opportunity to chat with Lisa at various consultations and open houses, and she has always struck me as someone who understands the bigger vision and the smaller details in municipal planning, while leaving the politics (and the ensuing battles) to the politicians, so she can just quietly get her job done. She specifically told me once she “doesn’t read the Blogs”, so I am pretty sure she won’t read this, but I am excited to see what stamp her personality puts on the City now that she is in the big chair.

Good things for Queensborough: The completion (on budget!) and opening (on schedule!) of the expanded Queensborough Community Centre, the development of a renewed Community Plan, regained momentum on the Q2Q pedestrian crossing: things are definitely moving in New Westminster’s “other borough”. As a “mainlander”, I am as guilty as most in sometimes paying less attention to the east end of Lulu Island as it deserves, but there is a real community over there, and it is growing fast. I delegated for the NWEP at the Council Meeting held at the new QCC, and it was great to see it so well attended – people in the ‘Burough are as proud of their neighbourhood as any other in New West- and for good reasons. The waterfront trail system and Port Royal neighbourhoods are real jewels the entire City should be proud of, as is the much more rural and relaxed central parts of Queensborough, where large lots and farmers fields still exist.

There are pressures, however. Some of the densification may be higher than ideal, especially considering the recent clawing back of transit service by TransLink. The re-imagining of Ewen Ave as a “Great Street” is long overdue, and not moving along quickly enough, which might be slowing the retail growth south of the Freeway. The long-term livability impacts of Port Metro Vancouver’s uncontrolled and unaccountable truck-oriented development along the waterfront are also a looming concern. However, Queensborough is no longer being ignored (if it ever was), and has some of the best views in the City for a walk-around.

New MLA: The 2013 election was, locally, a great campaign. Faces familiar and new stepped up and put their ideas to the test, and the totally predictable outcome still resulted in a surprising winner. Yes, we knew Judy Darcy was the odds-on favourite in this town of orange, but what surprised me about Judy was how different she was from the way her critics tried to paint her. Although a life-long labour activist, and relatively new to New West (that last point a characteristic she actually shared with her closest opponent), she did not come across at all like a parachute candidate. She has already established deep roots in the community, and in conversation, the immediate impression was not a polished politician, but a genuine person who has happened to work her whole life on social justice issues. She is a pleasure to talk to, asks the right questions, admits when she doesn’t have an answer, and has an infectious laugh that comes from deep down. She is going to be (and already is) a great MLA.

Given a high-profile shadow cabinet position, she has already become a strong voice for long-promised but not-really-budgeted Royal Columbian, Burnaby, and other hospital expansions, even pressing Health Minister Terry Lake to say, in effect, that those promises were only for election purposes, and were not to be taken seriously: a “quick win” for a rookie MLA against an established cabinet minister. If we ever actually have a legislative sitting, Judy will do us proud.

2013 wasn’t all sunshine and lollipops. There were some Bad News stories in New West in 2013:

Traffic Troubles: Some would say it is hard to believe traffic could get worse in New West, but people who actually pay attention to things like sustainable transportation management were not surprised. Now we have the situation where New Westminster’s most staunch BC Liberal Party supporter is on the cover of the local newspaper complaining that truck traffic caused by the bad transportation infrastructure decisions of the BC Government of the last decade is hurting his community. The measureable increase in truck traffic was a predictable result of the expansion of the SFPR, the expansion of the Lougheed from Coquitlam through to Maple Ridge, and the expansion of Highway 1 and subsequent tolling of the Port Mann Bridge. One of the results is an end to a decade-long trend of reduced traffic across the Pattullo. Watch for this sudden “surprising” increase to be used as an excuse to expand the roads we have, which will somehow make sense to people who are otherwise smart enough to realize that the cure for drunkenness is not found in more booze. I’ll talk more about this in my next post, and I suspect the entire City will be talking about this a lot in 2014.

Port Problems: The second ongoing bad news story that bubbled to the surface in New West this year is the Fraser Surrey Docks plan to begin bulk shipments of thermal coal. There are way too many aspects of this story to cover in detail in a reasonable-length post: the Port’s complete lack of accountability to the public or the community it serves as it rushes to develop real estate for profit against the opposition of every surrounding municipality; the fact that regional health officers (whose job it is, after all, to protect the community’s health) can be overruled by a business plan; the fact that business plan is somehow seen as critically important to the Port, although it offers so few actual jobs; the continued disregard for the fact that mining and burning thermal coal is a deeply unethical thing to do, on par with the export of asbestos. This proposal is just one current plan on Port lands, and there will be more ethically questionable, environmentally risky, and economically precarious ones coming down the pike, from Kinder Morgan, Enbridge, and the local LNG facilities (that no-one is talking about yet), as we transition to a full-on PetroState – the only one in the world without state control of its Petroleum.

Ugh. Now I’m all depressed.

Next, I’ll post the other part of my year in review, the stories that transitioned from good to bad, or vice-versa, or contained a healthy dose of both, and will include a look ahead to the stories that will be important in the beginning of 2014. Hopefully, I’ll finish that one with a more positive feeling.

BC Ferries- Part 2

I wrote this earlier piece about the announced “rationalization” of BC Ferries, but didn’t really address the direct measures that the Minister from Kamloops proposed to solve BC Ferries’ current funding woes. So what of the solutions offered? Aside from the service cuts, what of the rest of the initiatives announced?

I used to joke that Ferries could be free if there was a bar in the back with a half dozen blackjack tables. I cannot believe they took me seriously (or maybe my cynicism once again fell short?). Frankly, I couldn’t care less about the slot machine idea, And although I agree with this opinion 100%, I have come to expect and accept moral bankruptcy and from this government, so no surprises there. The government-run exploitation of the poor through gambling genie is out of the bottle, and I hope eventiually a rational government will come along and invest a meaningful chunk of the revenue into helping those affected by the addiction, but I won’t hold me breath.

In this case, though, I have my doubts that it will generate significant revenue (or if it does, what portion of that revenue BC Ferries will actually get to keep), and only hope they are located in such a way that I don’t have to sit near them or – dear god – hear them. Although this does open up some exciting possibilities for other transportation funding projects: Golden Ears Bridge revenues a little short? Throw a few slots on the deck! Casino cars on SkyTrain? Free spin with every tap of your Compass Card?

The ending of off-peak Senior’s free rides, replacing them with a half-price fare, seems petty and ill conceived. The current “free ride” offered Senior BC residents is limited to off-peak times (i.e. Monday- to -Thursdays, no holidays) and the discount only applies for their passenger fare: seniors still have to pay full pop for their cars. So a senior driving to Victoria pays $51.25 plus tax instead of $66.75 if they travel when demand is low. That fare will now go to $59.00. Not a big change, but if you have ever seen the line-up for the early bird special at the Pantry, you know pensioners love to get the discount.

Good thing Seniors aren’t riding these off-peak seats for cheap!

Cutting this “free-ride” does little for revenue, but disincentives travel in off-peak times for those with more adaptable schedules, which further exacerbates the sometimes-empty / sometimes-stuffed Ferry problem. Further, it perpetuates the undermining of the Ferries being a vital transportation link for BC residents – especially many of the seniors who live on Gulf Islands where there are very few services. There is no hospital on Saturna, no doctor, no pharmacy. Walking on a ferry and taking the bus to Sidney is the only affordable way for seniors to get access to these services. Charging seniors $12 return (if they don’t take a car) to walk to their nearest Pharmacy seems like a shitty policy to me, and not one offset by an appreciable increase in revenue.

Just poor planning. 

The lightly- floated idea of enhanced passenger-only service sounds great to me. I rarely take a car on the Ferry, but am commonly lamenting how passengers are not treated as valued customers, but as the more inconvenient part of the car-moving business. However, before blowing the budget on special passenger-only boats, they could think about just providing some basic level of reasonable service to the pedestrians they already have.

For example, you cannot reserve a passenger ticket for the Gulf Islands. On busy long weekends, you can (and pretty much must) reserve a spot for your car, but if you want to walk on, you need to show up, line up, and take your chances. Yes, those boats do regularly sell out. Taking a stuffed-to-the-rafters 620 bus from Richmond, lining up for 40 minutes to buy a ticket (as they cannot sell them until they know how many reserved drivers show up to take their spots, nor how many passengers are in those reserved cars), then being told they sold out and you have to come back tomorrow, then being told you cannot reserve for tomorrow, but will have to roll the dice again, then waiting 30 minutes for the next 620 to show up… well, it is enough to make you want to just get it over with and lease a Hyundai.

Actual lineup for the 620. How would you like to wait in this line,
then be told at your destination you can’t have a ticket? 

But if I already lease the aforementioned Hyundai (because I am tired of rolling the dice with the the bus), I can still walk on (if there is room) and might park at the terminal, but long-term parking at Tsawwassen is now $16 per day. Paying $50 to park on a long weekend, combined with the (car-only) reservation being the only certain way on the boat, the incentives for driving right onto the boat add up pretty quick.

They don’t need special Ferries to attract more walk-on customers; they need to adjust the systems they have in place that make walking on unreliable and inconvenient. Don’t even get me started about the lack of coordination between the TransLink schedule and the Ferries Schedule at Tsawwassen.

And while I am harping on about customer service, in what other business is it OK for staff to start vacuuming around the feet of paying customers who are trying to relax? Do hotels or restaurants do this? Airlines? Movie theatres? Anyone?

Has anyone seen this anywhere BUT on a BC Ferry?

However, there are more fundamental questions that these proposals raise: where did they come from? The person whose job it is to run the Ferries “like a business” (as business groups lament it should be done) clearly did not make any of these decisions, from which routes to cut to bringing on the slots. Instead, these decisions were foisted upon him by a Minister of Transportation who makes unilateral changes to the way the corporation runs, yet refuses to take responsibility for the efficiency (or lack of) of the corporation.

It is clear from this interview of the CEO of BC Ferries that these decisions were not made by him or his Board. Much like with BC Hydro, ICBC, and TransLink, this government is making management decisions for these quasi-independent agencies, then blaming the agencies when these seemingly random, poorly thought-out, and unaccountable decisions don’t work out.

The BC Liberals are like the schoolyard bully who grabs your wrist and repeatedly smacks you with your own hand, all the time asking “why are you hitting yourself?”

New West Doc Fest Year 3!

So you all know there is DocFest happening this week, right?

This is the 3rd Annual New West Doc Fest, and the big news is a move to the Landmark Cinemas at New Westminster Station. This was a fun event the last two years at Douglas College, but the move to a new, sleek, comfy, modern theatre will definitely raise the game a bit for the Fest.

There is a great variety of films this year – some probably not what you expect from a DocFest that is organized by the Green Ideas Network and the New Westminster Environmental Partners. Yeah, there are a couple that hit the topic of “sustainability” pretty hard, but there is also a 3D animated movie re-telling an Inuit legend, and a movie about what its like to stare at the back of famous people for a living!

However, what makes this event different from a night (or three) at the movies is the rest of the schedule. There will be live music and other performances each night. Most films will be preceded by a short film – like they used to do for every movie when we were kinds. And each night will have special hosts who can talk about the films that you are seeing, or the topics that were discussed in the film.

And unlike in previous years at the Doc Fest, this year there will be popcorn.

Films are $5 – $7 each, but the best deal is to buy a $20 Full Festival pass – you can see all 5 features, 4 shorts, live music, talks, and you can hang out at the Friday Night Post-Fest social at Spud Shack next door. Three nights entertainment and education for $20 is cheaper than sitting at home!

I haven’t seen any of the movies showing this year, and I ain’t much of a Movie Critic, but I want to mention three of the Docs I am most looking forward to:

The first is Blackfish. This is a film about a captured orca that lived/worked at SeaWorld, and was involved in the death of a trainer. However, that incident just sets the backdrop for a deeper analysis of the entertainment-aquarium industry, and the ethics of keeping large cetaceans in captivity strictly for entertainment purposes. This film opened at Sundance, and has been winning awards at festivals across Europe and North America (there is even some Oscar hype building), but perhaps the real impact is the media exposure that this film has generated, forcing Sea World to fight back and attempt to re-claim the message.

The second is 20 Feet from Stardom. This movie looks at the lives of singers whose work you have all heard, thought you didn’t know it. The film profiles several “back up singers” who worked with everyone from Bruce Springsteen to Stevie Wonder to the Rolling Stones, but were always 20 feet behind them. Clearly massive talents, these singers spent their careers under the lights, but in the “shadow of superstardom”. With remarkably good reviews from critics and fans (the words “universal acclaim” appear commonly in discussions of the film), this is a movie you want to see on the big screen with modern theatre sound.

Third is Bidder 70, a film about an American who went to extraordinary lengths to protect 22,000 acres of pristine wilderness in Utah. When oil and gas development rights were put up to auction on the lands adjacent to Canyonlands National Park, Tim DeChristopher first sought to prevent the auction from happening, then when the controversial auction began, he bid more than $1.8Million for the rights and won them. Not having $1.8 Million, the Federal Government had him charged with fraud and thrown in jail. The movie is about this action, but it is also about what persons in a free society do when the laws are wrong, when an accountable government threatens its own land and citizens, or when an injustice is being done by those sworn to preserve justice. It is also a personal tale about what makes a single person decide to risk their personal freedom for an idea. As we in Canada see hydrocarbon development rushing ahead at a pace that makes so many people uncomfortable, this might be the most important film of the fest to see.

Like I said, there is a great variety of films being shown, and the conversations before and after should make for a great event. The tickets are cheap because the event is run on shoestring – this is not a fundraiser for the NWEP or anyone else – but the movies are the best on the documentary circuit right now, and we are lucky to have them here in New West! It’s a great opportunity to see some interesting films with a distinct paucity explosions, Michael Bay edits, or comic book characters. Each will make you laugh and think. And besides, it starts the day after the Hyack meeting, so we will all be tired of fireworks by then…

See you there!

on skepticism

I listen to a lot of podcasts. With the intellectual wasteland that is talk radio in the Lower Mainland, where every conversation or idea is a reduced to either a he-says / she-says argument between two people who are too busy hitting their “message points” to hear what the other is saying, or random uncritical repeating of press releases with no time for setting context, (and don’t get me started on call-in or person-on-the-street bitching), the options are thin. Stephen Quinn is a brilliant interviewer and engaging host, but even his work is hampered by every-10-minutes traffic reports and redundant news “updates” every half hour. As the weekends on CBC 1 have basically shifted to all “Debaters”, all the time, and the commercials have arrived on Radio 2, the wasteland is only expanding.

So while I listen to quite a bit of music, there are many times when talk works better, and occupies brain space that music cannot while doing non-thinking stuff: commuting, weed-pulling in the garden, bike maintenance, ironing. So podcasts, with their flexibility of timing and ready access fit the bill.

One of my favourites is the Skeptic’s Guide to the Universe. This weekly hour of “skeptical talk” discusses science and reason in a fun and engaging way. Not a “hard science” program, but one that often delves into pretty science-heavy topics. There are several good Science podcasts (Material World, Science Talk, etc.) but the Skeptic’s Guide stands out in what can only describe as their “skeptical approach”. The hosts and guests spend less time talking about the potential meaning of the latest “groundbreaking” new scientific study or discovery (although they often cover that), and more into the process of how a discovery was made or study was performed, and what that means about the result. In other words- they view a wide variety of topics through the lens of a rigorous application of the scientific method. They are also merciless at tearing apart bad science, bad science reporting, and the preponderance of pseudo-science that fills the modern media. They don’t do this by mocking the characters involved (well, any more than deserved, and I’m talking to you Deepak Chopra), but by systematically disassembling their bad ideas.

As a result, their show is a weekly hour-long primer on how to think. It engages you to not just question “what is the evidence?”, but to question “what is evidence?” or even “what is the evidence presented actually evidence of?”. From listening to the Skeptics Guide, I have learned to better recognize sloppy thinking and weak arguments: on my part, and on the part of others. It has also taught me about common logical fallacies and rhetorical techniques that are used when someone is trying to make a point that the data do not support.

It seems funny that I am still learning this stuff after all the time I spent in school getting degrees in science. However, that is a common failure in our current post-secondary science education system. Neither UBC nor SFU (my alma matter) require a student seeking a science degree to take a serious Philosophy of Science course (although UBC has the optional SCIE 113– which is an English writing course that discusses the topic).

I was fortunate to have an undergrad Prof (who became my supervisor for the Masters) who spent part of a mandatory second-year Structural Geology course discussing the scientific method and its application to problems. We also spent much of his upper-level course time reviewing the scientific literature, with him asking us to critique the thinking in the paper – to understand what the basic assumptions are, and how to test their validity. I learned to look at the citations of a paper, the citation of the citations, to find the root of an idea. All of this was, however, in the context of teaching structural and sedimentary geology. Frankly, I probably did not appreciate it much until I got into my Grad work and realized he had equipped me with a scientifically skeptical mind. Thanks Peter, you sneaky bastard!

However, a geology Prof shouldn’t have to sneak this into students in courses that are meant to be teaching about eigenvectors, stress vs. strain, and what those Moment Tensor solutions on the USGS Earthquakes site mean. Every science student should take a course in third year (after all the wheat-and-chaff data bashing of the first two years is out of the way, and only those really interested in a field of science remain) to teach the philosophy of science. What is evidence? How is it evaluated? What is certainty, and what is consensus, in the scientific context? How do Theory, Law, and Hypothesis interact? What is a model, and how does it compare to reality? What is the Dunning-Kruger effect? What can we learn from what we don’t know? What are the major categories of Logical Fallacies, and how do you detect them?

Why should we subject students to this scientific brainwashing? Because our brains are dirty. We all have our biases, our bad ideas, our perceptual weaknesses. We cannot avoid these, but to approach even the simplest problem scientifically, we need to recognize these problems, and find a way to isolate them from careful observation of the evidence. The more complex the scientific problem, the harder this is to do. With a high level of science illiteracy today (no higher than in the past, I suspect, but more pronounced because there is just more science to be illiterate of), there are often calls to address complex problems with liberal application of “common sense”. The problem is, “common sense” is often wrong. Common sense tells us the earth is still and the sun rotates around it. Common sense tells us that you are more likely to be killed by lightning than an asteroid impact. Common sense tells us driving your kids to school is safer than letting them walk. Common sense tells us more snow is not a predictable result of global warming. The data proves all of these ideas false. Pretty much the entire subject of Quantum Mechanics belies common sense – it is still a hell of a useful model of the subatomic universe.

His Eminence, apparently one of the great Thinkers of our time, does not clarify what to do in frequent occasion when scientific findings are contrary to “experience” or “common sense”. 

The problem with common sense (especially when biased by personal experience and inherent confirmation bias) is that we all have it, and we all rely on it too often. This is reinforced by a certain anti-intellectual bias in our current discourse. The list of ways our current Federal Government ignores, muzzles, defunds, and otherwise hinders scientific discussion is well established. Knowledge gained from decades of scientific research is given “equal treatment” in reporting on scientific topics with the opinions of the scientifically illiterate or (worse) those who are willing to give up their scientific credibility for profit. And how are we, those who are curious about scientific idea, or want to apply scientific principles to planning (never mind regular folk trying to make our way through this increasingly complex world), supposed to tell the difference?

A perfect example arrived in the Surrey Newspaper this week. Read this Letter to the Editor, which was sent in support of a scientifically-questionable opinion piece by columnist Tom Fletcher on the recent IPCC report. This letter writer was apparently of the opinion that the entire Anthropogenic Climate Change argument was a result of the world’s scientists not being able to understand decimal points. I quote:

“Never have so many known so little about basic mathematics, physics, chemistry, history and so forth. To illustrate my point, consider that the Earth’s atmosphere is 77 per cent nitrogen and 21 per cent oxygen. That leaves two per cent for all the trace gases including carbon dioxide – currently .04 of one per cent. How can a reasonable person argue that carbon dioxide is the primary driver of climate change?”

This is (as far as formal Logical Fallacies go) called “the argument from personal incredulity”, which can be summarized as “I don’t believe/understand it, therefore it must not be true”. This is an argument wrapped in the same profound lack of scientific literacy or skeptical analysis that the letter writer is accusing others of.

One can easily attack the factual failures in this specific argument (If 0.04 % is not enough to impact the climate, how much do you suppose is required? 1%? 10%? Show me your math / Somehow 0.04% is enough to support the respiration of all photosynthesizing life on earth, yet it cannot impact climate? / Ozone makes up less than 0.00007% of the atmosphere, are you equally convinced of its irrelevance to life on earth?). A more skeptical analysis would lead one to wonder how the writer has discovered a critical flaw in Climate Science that tens of thousands of scientists who work in climate, physics, chemistry, and geosciences for organizations from NASA to NOAA to the Royal Society to every major national scientific body in the world, have somehow missed due to their stunning collective scientific illiteracy? That no-one in the >150 years since the greenhouse effect caused by carbon dioxide was first discovered and measured, no scientist from John Tyndall to James Hansen, ever realized that 0.04% just wasn’t enough CO2 to matter?

No, what we have here is an example of the Dunning-Kruger effect. We have the bulk of the world’s scientists, who have been plugging away at this problem for a generation, saying they are reasonably certain (now over 95%) that human-caused CO2 emissions are the leading cause of the current observed warning, and you have Francis Patrick Jordan, of White Rock, 100% sure it is not possible because he doesn’t understand small numbers.

But Mr. Jordan is not to blame, his is a failure of the education system not preparing people appropriately for an information-saturated world. We live in a time when everyone is walking around with more raw data than the Library of Congress in their hand, the problem is not getting a hold of facts, it is being able to recognize what the value of a fact is. So when I complain that the graph Tom Fletcher included in his original article  dishonestly compares mid-tropospheric temperature measurements from tropical areas with modelled global surface temperature trends (see “Stage 2 – Deny We’re the Cause” here, which two months ago pointed out the falsehood of that particular graphic, complete with references and data and such stuff that a good reporter might be interested in) and even in light of this lie, still counters Fletcher’s thesis by demonstrating a measured increase in surface temperatures on the order of 0.15C per decade during an “pause” in surface temperatures that is not only fully explained by the IPCC report, but the cause of which has been discussed openly in the scientific literature for more than a decade, people should be empowered to follow the links and recognize Fletcher for the non-skeptical, scientifically illiterate, cynical bullshitter he is.

And please, I encourage everyone to treat me with the same skepticism, but be prepared to provide the refuting data and back up your claims.