Cycling
December 14, 2018

Peter Ladner on the Urban Mobility Revolution

Peter delivered this talk at the Get Inspired Talks, on October 20, 2018. .

For decades Peter Ladner has been trying out better ways to get around Vancouver than driving alone at a huge cost. In this video, Peter describes how we can move around Vancouver using ways that are easier, healthier, cheaper and more convenient.   Peter is chair of the David Suzuki Foundation board and the Better Transit and Transportation Coalition. He is a former Vancouver City Councillor, TransLink board member, business owner and journalist.
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Let me quote myself:

I’ve been predicting the rise of the “Transportation Service Provider” — a consolidator of every mode of movement imaginable, integrated with technology, and designed to provide consumers with a suite of services for which they pay (as with telecommunications) one provider with a lot of money.

This is based on the assumption a single provider or oligopoly can emerge. Look to see some of today’s giants try to get even bigger and more diverse as fast as possible in order to dominate the market.

Now it’s just a case of documenting how and how fast this is occurring.  Like this, from The Conversation:

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As Transportation Service Providers (TSPs) provide a suite of options in the form of a service contract, rather like telecommunication providers do now, there will be less and less need for individually owned cars.  And it’s also the way that automated, even autonomous, vehicles are likely to be introduced: a fleet of AVs that the consumer has access to, rather than an individually assigned car.  In other words, the way car-sharing works today.

How fast will that happen?  How soon will the self-owned vehicle be rare or even obsolete?

How about in 10 years?

That’s what one presenter at a transportation conference last week predicted.

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Yesterday’s post about the Vancouver Sun op-ed by Alex Boston scraped the surface of what could comprise an effective business case for Skytrain south of the Fraser, let alone what numbers may (or may not) have been used to justify LRT in the first place.

Did Translink miss some data? As I hinted in Part I, perhaps they simply missed communicating the most relevant, top-line numbers the public have an appetite — and capacity — to understand (no offence to all of us).

But let’s assume they made a whole raft of calculations, such as those that can be found in “Regional Transportation Investments: A Vision for Metro Vancouver (Appendices)“, pointed to me by  Boston’s colleague Keane Gruending from the Centre for Dialogue. The Centre’s own analysis on this file is reminiscent of their Moving in a Livable Region program around the time of the 2015 transit plebiscite, which attempted to hold our leaders accountable (and the politics in check), using a facts-first approach.

Boston’s deeper piece on the Renewable Cities website also reminded me that a lot of the debate on whether to pause Phase 2 and 3 of the Mayors Plan to once again deal with the Skytrain question often fails to deal with two important metrics tied to land use: jobs density, and CO2 emissions.

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This week, Alex Boston, the Executive Director of the Renewable Cities program at SFU’s Morris J. Wosk Centre for Dialogue, wrote an op-ed in the Vancouver Sun on the proposed two big changes threatening to upend phases 2 and 3 of TransLink’s Mayors Plan.

Boston’s piece is a call, if slightly veiled, to Vancouver’s Kennedy Stewart and Surrey’s Doug McCallum to do what they were elected to do when it comes to regional matters — understand all the issues in a city which are regionally dependent or impactful, obtain support and confidence from your respective councils on big ideas, and work collaboratively with the other mayors and the TransLink Board to realize them.

But of course as you may know, it’s never that easy. And much like the housing crisis, there may not even be agreement on what the two problems are. 

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