Housing
November 10, 2019

North Shore Housing? Thanks Tsleil-Waututh and Squamish!

If you’ve been following the plans by the Squamish nation to build 6000 units of housing near the Burrard Bridge, you’ll appreciate the sheer bravado of the local Tsleil-Waututh Nation.

Instead of waiting years for a District of North Vancouver council to finally approve a significant housing development, they’ve applied to the federal government to add the 45 hectares of the target property to their reserve lands. This would mean they could proceed without council approval.

Or, as one grouch on Twitter described it:

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This week the municipal council of the District of North Vancouver voted to prohibit the keeping of pigeons in the District.  Or, more specifically, they voted to prohibit the keeping of pigeons by one resident.

Even that wouldn’t have particularly bothered me, except that the homeowner in question, Kulwant Dulay, happens to live next to the sole person complaining to the District about his pigeons – District council member Betty Forbes.

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What is this — a café? A library? A corner store?

Unless you regularly travel by transit to Langara College or the Alliance Française, you’re forgiven for not recognising this as the 49th and Langara Skytrain station. This photo was taken from the west side of Cambie Street looking east on 49th Avenue.

And unless you’re standing in front and looking directly at the entrance, there’s no way to identify this as an essential part of urban infrastructure.

Why is Translink so bad at signage? The last time we travelled by Skytrain from Waterfront Station to the airport, we wondered why, unlike every other subway system on the planet, Translink didn’t have big prominent station names on the walls of the stations. One station looks pretty much like another, and when you look out the window at a station platform upon arrival, there’s no obvious signage to tell you where you are.

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Every once in a while you read an article that really challenges long-held assumptions.  This one at the 99% Invisible site tells the story of a Swedish town that realized that plowing major roads first, then side streets and sidewalks, actually disadvantaged women in a significant way.

As researchers dove into the subject, however, they discovered that male and female driving patterns were markedly different.

While men mainly commuted to and from work, women drove all over to run errands and to take care of elderly family members. They also walked more, trudging across often-unplowed intersections, sometimes with kids in tow. Aside from health and safety, that labor, when tallied up, was found to be worth almost as much to the economy as paid work.

“This work contributes hugely to GDP,” explains Caroline Criado Perez, author of Invisible Women: Data Bias in a World Designed for Men, a book about how women are often left out of design.

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In previous posts, I talked about subways and automobiles in China, but what really stood out in my recent visit to the country was China’s approach to other forms of transportation.

In Metro Vancouver’s North Shore municipalities, even low-hanging fruit like a new bike route or an express bus lane seem to face intractable obstacles. Despite declaring a “Climate Emergency,” local councils still default to private cars when designing their cities.

Our travels to China show just how much can be accomplished when government just steps up to the plate and makes changes.

Chengdu, population 10.5 million, is the capital of the southwestern province of Sichuan, which borders Tibet, and is known for pandas and spicy food. Once you drive past Chengdu’s first ring road, you can look in any direction and see dozens of fifteen- and twenty-storey apartment blocks stretching to the horizon.

This is the kind of population density that makes complaints about densification in our own region laughable; the density in China influences transit planning and construction by a government which understands that infrastructure investment is positive (and often necessary).

Admittedly, lots of things are easier in a one-party police state, but by the same token, that doesn’t necessarily make them bad ideas.

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Prior to the 2008 Beijing Olympics, it was generally acknowledged that both the traffic and the pollution in the city was out of control; in 2010, a traffic jam on the China National Highway 110 slowed traffic for 100 kilometres, and lasted for most of two weeks.

The Chinese government is still building and maintaining an impressive network of multi-lane freeways, highways, and flyovers — with regular toll plazas — to move large volumes of automobiles relatively efficiently, but the Chinese government has also tried to move the country (or at least the major cities) away from internal combustion engines.

As well as making lots of safe space for transit users, bikes, electric motorbikes, and pedestrians, the Chinese have done one other thing to improve the traffic mix in Chengdu and Beijing: they’ve made it really hard to own a car. Much like the licences and charges in London and Singapore, rules in China pretty much limit car use in the city to the very wealthy.

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When Gordon recently posted a short item about plans to use facial recognition to speed Chinese subway users through ticket gates, I was actually riding those subways in Chengdu and Beijing.

What the story didn’t say is that the delays at the subways aren’t at the turnstiles, but at the adjacent “Security Check” where every passenger has his or her bags, purses, or backpacks x-rayed, and undergoes a wand scan for prohibited items. Millions of these checks are a part of daily life in China at subways, museums, offices, and public places.

Along with the ubiquitous video cameras, ID checks, and security personnel we found that they just became part of the routine after a couple of days.

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