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 aerial over Burnaby was taken last Thursday, flying out of YVR.

From Collingwood Village to Royal Oak, from Gilmore to SFU, this is how Burnaby stung its apartment districts along Skytrain.

It’s a half century of shaping development according to the Grand Bargain.

Back in the 1950s and 60s, planners and councils struck a compact with their citizens – the blue-collar workers who had achieved the Canadian Dream: a single-family house in a subdivision.  The deal: City Hall won’t rezone a blade of grass in your single-family zones.  But we will pile the density up in highrises, lots of them, clustered around where we expect rapid transit to come.

This is what that looks like. A Cordillera of Highsrises and a prairie of low-scale suburbia. Little in between.  Massive change for one, almost none for the other, and spot rezonings thereafter.

More here in The Grand Bargain, Illustrated.

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How do we improve the delivery of extraordinary public spaces in Vancouver? In what way can we approach the study of public life? How do we ensure inclusive placemaking?

With the City of Vancouver’s recent release of the Gehl Report on Public Space and Public in Downtown Vancouver and the upcoming Downtown Public Space Strategy (as part of Places for People Downtown) due in early 2020, the Urbanarium has invited a panel of urban planners and equity specialists to explore issues and opportunities around Vancouver’s public life including considerations for initiatives such as VIVA Vancouver and the soon to be launched Vancouver Plan.

Jay Pitter, author and placemaker whose practice mitigates growing divides in urban centres.

John Bela, Gehl Studio

Kelty McKinnon, Director / Principal, PFS Studio, Adjunct Professor, UBC

Derek Lee, Moderator

Thursday, November 21

6:30 to 8:30 pm

Robson Square

Register here

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Metro Vancouver has managed air quality in the region for decades. As part of this effort, we are refreshing our regional air quality and greenhouse gas management plan.

Join us to learn more about Metro Vancouver’s Clean Air Plan, how we are working to identify and prioritize actions needed to meet greenhouse gas and air quality targets for 2030 that will support the transition to a carbon neutral and climate resilient region by 2050.

  • John Lindner, Air Quality Planner, Air Quality and Climate Change, Metro Vancouver
  • Erik Blair, Air Quality Planner, Air Quality and Climate Change, Metro Vancouver
  • Sheryl Cumming, Project Engineer, Air Quality and Climate Change, Metro Vancouver

Register here.

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Ian Robertson notes: “Sounds exactly like the Transit Service Provider you’ve written about.”

Augsburg has the first German city to introduce a mobility flat rate. For a fixed monthly fee starting at €79, residents of the city will be able to gain full access to a range of mobility services.

Alongside public transport services, Augsburg has been offering car sharing and rental bikes. This municipal utility now combines the offers and centralises them in a nationwide unique flat rate. …

The scheme is the outcome of a year-long test phase conducted by Augsburg Stadtwerke. The city has long been endeavouring to attract more people to use public transport, including plans to make all trams and buses within the ‘City Zone’ free to use from 2020 onwards.

Ian is right: Augsburg has become a TSP, providing “Mobility as a Service” (Maas) as part of the New Mobility.  All kinds of names for more or less the same thing.

It’s important to note that TransLink is taking the initial step as well:

We are excited to say we are partnering with with Evo Car ShareModo Co-operative, and Mobi by Shaw Go bike share to help make multimodal travel easier, more convenient and more seamless for residents in Metro Vancouver.

It’s a trial program at the moment – specifically the  Shared Mobility Pilot Program.   But it’s important than the public agency is taking the lead, because it’s only a matter of time before the big private sector players maker their moves.  (Is that Amazon I see?)

 

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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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Sarah Blyth first started to see the spike in drug overdoses in the Downtown Eastside community in 2016.

From her vantage point as manager of the DTES Market, she couldn’t help but see it. People were literally dying in the street.

So she decided to do something about it. Rob sums it up: “You saw the need, set up a tent, and tried to save lives”. Yup.

Blyth’s role as founder and Executive Director of the Overdose Prevention Society is the latest in a series of contributions to the city by a person who, as much as anyone here, can speak to having lived a life of privilege, marginalization, social entrepreneurship, leadership, selflessness, and grace under extreme pressure. (And she’s not even halfway through.)

Blyth, the former skateboard advocate, Park Board Commissioner, and City Council candidate, fields the tough questions from Gord — specifically on the question of safe supply and induced demand. They circle around housing insecurity and authority in Oppenheimer Park, tangle on addiction, and there’s a quick tease about Tyndall’s machine.

And of course, the big question — will she run again? Maybe she should.

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Here’s a guest post from friend-of-the-blog Peter Ladner:

I recently got my most retweets ever, for agreeing with Patrick Condon and Scott Hein’s call in The Tyee to convert half the land in the City of Vancouver’s municipal golf courses into much-needed housing, and turn the other half into real parks.

Mmm, that warm feeling of people flooding in to agree with me! Like! Like! Like!

Then I read the pushback comments. Then I changed my mind.

I now agree with those who say we need to save the golf-course green space, that we have plenty of other space for more housing all over town in the single-family zones. I realized part of my enthusiasm for the golf course conversion was the prospect of converting those golf greens into more accessible and varied public parks.

I mention this because “changing minds” (advocacy, campaigning, rallying, persuading, writing op-eds, sloganeering…) is such a large part of what so many of us do these days. But it’s all push and no followup. Outing and celebrating our own mind changes is seldom practised. It’s not easy to do. But only we can do it.

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As reported by Sandor Gayarmati in the Delta Optimist and obvious to anyone following Delta Council, there’s been growing disagreement  between the Mayor of Delta, George Harvie, and  Delta Councillor Lois Jackson, who was Mayor of Delta from 1999 to 2018 and actually started serving on Delta Council in 1972.

The Delta council dynamics are daunting~Mr. Harvie was formerly Delta’s city manager from 2002 to 2018, and of course was hired by Mayor Jackson’s council.  When Mr. Harvie retired from his city manager job and then ran for Mayor, Ms. Jackson ran as a councillor on his campaign slate, saying she was going to act as an “elder” and also be Mr. Harvie’s guide on the side.

Municipalities unlike the Provincial and Federal governments still do not have a great deal of financial oversight, and that can be seen in the annual junkets to Ottawa and to Eastern Canada taken by Ms. Jackson, and last year by Mr. Harvie. In 2018 Lois Jackson’s contingent spent $40,000 for a few days in Ottawa and a few in Quebec, in part to plead for the Massey Bridge. Her Council also ponied up for Ms Jackson to go to Scotland to attend a bagpipe tattoo, as well as arranged remuneration for people leaving Council based upon years worked.

Former City Manager now Mayor Harvie went to Ottawa in the spring of this year  for four days at a cost of $20,000 taxpayer dollars  to deal with stuff that really could be dealt provincially and  locally by the Province or local Member of Parliament.

Harvie also hired his friend Param Grewal who ran unsuccessfully for a Delta city council position on the same slate as Mayor George Harvie. Mr. Grewal is the “Director of Public Engagement and Intergovernmental Affairs” on  a six figure salary with no public posting of the position.

Harvie and Jackson appeared to be kindred spirits, so it was a surprise when Lois Jackson was booted off the Metro Vancouver board by Mayor Harvie right before the crucial vote last week for the Massey Immersive Tunnel approval.

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Last week the Metro Vancouver Board met and approved the recommendation of their task force for an eight lane immersive tunnel to replace the Massey Tunnel crossing of the Fraser.  This has not been a seamless process, and as reported by Simon Little of Global News  the approval was subject to conditions.  Those conditions call for a thorough environmental impact assessment, addressing First Nations concerns regarding river habitat, and the development of a structured construction timeline for project completion in six to seven years time.

The other piece, and this is major, is conducting a full review of the traffic currently using the tunnel as well as the land-use concerns of Vancouver, Richmond and Delta. This also gives the Province and Metro Vancouver a chance to work with the Port to identify a more methodical way to schedule container trucks through the tunnel, and also consider going on a 24 hour schedule like every other major port in North America. Such scheduling would also have major implications for smarter use of the port, which is currently saying they need a new terminal without addressing the fact they are only open for business half of the day.

What also needs to be discussed is that allowing three lanes of traffic in each direction and dedicated transit lanes means that work must occur on getting more people on transit. Congestion in vehicular traffic is a good thing as it makes transit more timely and convenient in dedicated lanes. I have already written about  Marchetti’s Constant. “As travel times become shorter with more dedicated travel lanes through a new tunnel, commuters can locate farther out, with the “constant” said to be about one hour in travel time. Of course as more people locate farther away, more congestion will occur at the Massey Crossing.”

You can’t build your way out of congestion, and that will need to be emphasized in meetings with Delta, Richmond and Vancouver. This might be the time that road and congestion pricing are considered for this new Fraser River crossing.

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