Policy & Planning
October 20, 2019

Scooting Towards Progress? A look at the new Shared Micromobility Guidelines for Metro Vancouver

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As you’ve probably noticed, residents all over Metro Vancouver are e-scooting on the streets despite the presence of prohibitory bylaws. Accordingly, some recognition is long overdue – and here it is: Shared Micromobility Guidelines.

Published in July by TransLink in collaboration with Metro Vancouver, the document is not designed to recommend the adoption of specific bylaws or policies but to inform municipalities of the relevant considerations for permitting shared micromobility devices within their jurisdictions.

The guidelines focus on six areas:

  1. The collection and sharing of Data to measure success.
  2. Payments and Price Structures that are financially sustainable and adaptable for integrated and secure payments.
  3. System Planning and Design for a fair balance between innovation and public interests.
  4. Right-Of-Way (ROW) Management to identify and manage risks.
  5. System Operations to ensure service providers are held accountable and have an appropriate level of risk management.
  6. Permit Structure and Conditions for short-term and long-term permit structures.

Few would disagree that these guidelines are a sign of progress.  But they stand to have little impact if provincial and municipal regulations and bylaws aren’t amended to permit the operation of these technologies.

For example, so long as the City of Vancouver continues to prohibit the use of e-scooters along trails and paths (the only place they legally can operate under the provincial Motor Vehicle Act), guidelines for shared micromobility services are virtually meaningless.

So, while I commend the creation of these guidelines, I eagerly await amendments to city bylaws, the provincial Motor Vehicle Act, and the new BC Active Transportation Design Guidelines.

You can buy one, you just can’t use it.

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Housing
September 26, 2019

Checking In on Rental Housing and Tenant Protection: City of Vancouver Housing Strategy Progress, VTU, and Making Your Voice Heard!

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In recent years efforts across the City of Vancouver are being made to not only create new rental housing stock, but also protect its existing stock and the tenancy rights of its residents. With rental housing making up an estimated 50% + of Vancouver households, this is critical.

Housing Vancouver Strategy (2018-2027)

Responding to Vancouver’s current housing affordability crisis is the most significant challenge facing the City today – with Vancouver residents facing among the highest housing prices and rents and lowest median incomes among Canada’s large cities. Housing Vancouver (2018-2027) is the City’s vision for ensuring that Vancouver can be a home for people of all incomes and backgrounds, by prioritizing affordable housing and making housing markets work for all people who live and work in the City.

The need for new rental stock, particularly that which is social, supportive, and affordable is critical for several reasons, including for example:

  • Vancouver’s rental vacancy rate continues to sit below 1 per cent resulting in renters having limited options when they are looking for rental housing and face substantial competition for a small number of available homes.
  • The number of people paying more than 30% of income (the CMHC measure for housing unaffordability) on housing has grown astronomically as cost of living has far outpaced the incomes of many Vancouver residents: over 46,000 renters in Vancouver across the income spectrum are paying over 30 per cent of their income on rent. Out of these households, 15,000 are paying over half their income on rent – 58 per cent of these are headed by individuals aged 20 to 45, 15 per cent are families with children, and a further 14 per cent are seniors over 65.8.
  • Much of the existing stock, particularly social and supportive housing such as the Single Resident Occupancy buildings in Vancouver’s Downtown Eastside is old, unsafe, and virtually uninhabitable. This, combined with a growing homeless population makes the need for social and supportive housing that much more critical: The 2017 Metro Vancouver Homeless Count found 2,138 sheltered and unsheltered homeless individuals in Vancouver – a 19 per cent increase over the 2014 Metro Vancouver count, with seniors, youth under the age of 25, and Indigenous residents disproportionately represented in comparison to other populations. An additional 4,000 people are living in private Single Room Occupancy Hotels (SROs), many of them in inadequate conditions.
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Governance & Politics
September 13, 2019

The Quest for Commute Trip Reduction Part – II: Opportunities and Challenges for Effective CTR across B.C.

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In Review: The Quest for Commute Trip Reduction Part – I

In part one of this series, CTR was described as a collection of tactics designed to reduce commute duration and distance, as well as reduce the use of single occupancy vehicles in favour of more sustainable, healthier modes of travel. The primary responsibility for implementing CTR tactics falls on employers (typically ‘large employers’ with over 100 employees). State/provincial and regional governments typically have responsibility for encouraging or legislatively mandating participation by employers, and offering support, incentives, and/or disincentives/penalties. Apart from legislation, governments may also work toward CTR through trip reduction ordinances (TROs), regulations, policies and guidelines that apply not only to large employers, but municipalities, transport authorities, housing developers, building owners, among others.

At the time of this writing, CTR is not mentioned in any B.C. provincial legislation. CTR is not mentioned in Clean BC, despite its potential to reduce greenhouse gas emissions. In Metro Vancouver, no municipalities appear to have adopted ordinances specifically for CTR, however, some plans and programs do support and reflect CTR-related principles, including:

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Governance & Politics
August 29, 2019

The Quest for Commute Trip Reduction – Part I: What is CTR, and who are its Frontrunners?

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What is CTR?

Commute Trip Reduction (CTR), a facet of Transportation Demand Management (TDM), is a suite of strategies (i.e. programs/policies) designed primarily to do two things:

  1. Reduce long commute travel distances, and
  2. Encourage and enable alternatives to using a single-occupant vehicle (i.e. more sustainable, healthier travel alternatives such as walking, cycling, taking transit, and carpooling)

The responsibility for implementing CTR strategies falls on employers (typically ‘large employers’ such universities and hospitals), required by some form of government legislation.

Examples of CTR Strategies
  • Encourage cycling, walking, and transit instead of using a personal vehicle
  • Provide transit-oriented incentives such as pass subsidies or reimbursement
  • Provide subsidies or reimbursement for cycling and walking gear
  • Provide on-site cycling storage, and shower/change room facilities
  • Incentives and arrangements for carpooling/vanpooling to-and-from work
  • Allow employees to work full or part-time from home or remote/satellite offices
  • Strategically select or move the office location to a transit hub
  • Provide a Guaranteed ride home service

An example of a large employer recognized as having successfully employed CTR strategies is The Gates Foundation.The Gates Foundation has reduced their “drive-alone” rate from 88 percent to 34 percent by distributing a suite of transit benefits to employees, including free Monorail punch cars and free monthly Zipcar hours. It also disincentivizes parking: The company lot charges a daily rate instead of a monthly rate. The Gates Foudnation is estimated to employ over 1,500 people.

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Autonomous Vehicles
August 8, 2019

The Iconic VW Van Returns – Electrified!

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One of the world’s most iconic vans is making a comeback…

But this time, it’s electric. Slated for production by 2022, the “electric microbus” is one of five new electric models in Volkswagen’s ID. series — a family of 100% electric vehicles, which includes a crossover, a compact, a sedan, and of course, the van.

Just like the classic VW van, there will be room for up to seven people with an adjustable interior that includes a table and movable seats. Volkswagen also intends on enabling all ID. series models with a fully autonomous feature option.

Distance, a major concern of many when it comes to purchasing an electric vehicle, is no longer an issue. The van will have an electric range of 400 to 600 km, comparable to pretty much any gas-powered vehicle. Further, Volkswagen has partnered with Electrify Canada (partnership formed by Electrify America in cooperation with Volkswagen Canada) to build ultra-fast electric vehicle charging infrastructure to give Canadians the reliability they need to confidently make the switch to electric. Planning and deployment are well underway, including network routes — you can check out the Vancouver to Calgary route here.

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Policy & Planning
August 1, 2019

The New Mobility Part 2: Planning Opportunities for Electric Micro Mobility

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In response to part 1 of this series, of which focused on the challenges in planning for electric micro mobility, part 2 presents the opportunities for doing so.

As mentioned in part 1, BC’s current Motor Vehicle Act (MVA) serves as one of, if not the primary barrier to accommodating these technologies. Accordingly, reforming such act is a critical first step in creating a more welcoming, legal, environment for electric micro mobility.

Thanks to the Road Safety Law Reform Group of BC, much progress on reforming the BC MVA has already been made. Comprised of representatives from the legal, health, and advocacy community, including HUB Cycling, BC Cycling Coalition, and Trial Lawyers Association of BC (among others), the Road Safety Reform Group published a position paper titled Modernizing the BC Motor Vehicle Act, that recommends the following key reforms:

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Governance & Politics
July 26, 2019

The New Mobility Part 1: Exploring the Challenges in Planning for Electric Micro Mobility

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The wave of electric micro mobility: it’s happening fast here in Canada.

From e-bikes, to e-scooters, to e-boards and segways, increasingly cities in BC and beyond are speaking out about the need to accommodate such emerging technologies, while simultaneously grappling with how to do so.

Written in 1957, BCs Provincial Motor Vehicle Act (MVA), whose initial design was to regulate motor vehicles and their drivers, has proven to be a significant barrier in the creation of a more hospitable environment for these rapidly emerging technologies and their riders.

While e-bikes are now legally able to operate on BC roads (operators must be at least 16 years of age and wearing a helmet, with electric motors capped at 500 watts) how to accommodate users who wish to use different electric technologies — such as e-scooters and e-boards — remains a big question.

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Urbanism
July 26, 2019

New Price Tags Contributor: Alexandra Doran

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Greetings Price Tags reader—

My name is Alexandra Doran (I’ll answer to Alex!), currently working in the region as a transportation planning consultant. I’m originally from Halifax, and came to Vancouver in 2014 with stops in Kelowna and Montreal.

I have a Master’s in urban planning with a concentration in transportation, and my areas of interest — which I look forward to sharing and discussing with you — include planning for equity, particularly as it relates to transport and housing, active transport, and the many facets of environmental justice. Dovetailing off some of Price Tags recent discussions, my first series of posts will explore the rise of e/micro mobility.

I’m always eager to hear and chat about emerging policies, projects and plans – both ‘good’ and ‘bad’ – from here and elsewhere, so please don’t hesitate to suggest particular topics for me to cover.

Thanks for following along!

 

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