Vancouver is a young city. While this means we don’t have our own Arc de Triomphe (though some seem to imagine we do), we are lucky that if we let ourselves, we get to stand on the shoulders of giants.
I wrote about Design Thinking the other day, the great thing about this is that, somewhat like the scientific method, it establishes a systematic way of thinking which sometimes demands creativity, and at other times introspection, it involves the sharing of ideas, and the ability to learn from others.
What it does not involve is reinventing the wheel because you didn’t notice that someone else already did.
We get to see the runaway effects of a city growing increasingly unaffordable when we look at London. [see: There are now only 29 (yes, twenty-nine) homes in London deemed ‘affordable’ for first-time buyers]
We get to see how to design bike paths by studying the Dutch or the Danish.
We get to see how the city can build affordable housing by looking at Vienna (or Singapore).
We get to see how to deal with foreign money by looking at Singapore (or Sydney).
We get to see the effects of the conversion of streets to highways by looking at Miami or Pheonix and realize that Vancouver is fundamentally not really all that unique:
THE CASE AGAINST URBAN CORRIDORS THAT ACT LIKE HIGH-SPEED HIGHWAYS
From the beginning of urbanized America, streets functioned to provide mobility in many ways:
People walked to work, trolley, horse-drawn then powered moved workers from factories and offices to home. Trains played a role in commutes. Bicycles incited a pedal power mobility craze for a while.
Then the automobile came along. By the 1950s, roads became the sole domain of automobiles. The automotive industry even created the term “jay walking” and launched a campaign to demonize people on foot. Sidewalks shrunk and beautifully landscaped medians were torn out to create more lanes for automobiles.
Trolley lines were ripped out and replaced with buses. But buses were devalued and branded as last ditch transportation for the unfortunate. Only the sedan was fit for the upwardly mobile middle class American. Crosswalks were diminished. Those brazen enough to move around on two feet were seen as merely an impediment to moving more cars faster.
Government loans encouraged suburban single family homebuilding, giving rise to the super highway, and when highways weren’t enough, surface streets – even the most picturesque and historic – were overhauled to turn them into another layer of de facto highways.
(Anything seem familiar in these? … if not, as Gordon has written, Motordom 2.0 is around the corner)
We get to learn how to install a bike share by looking at New York City (or Paris, or Montreal) … and get to see what happens when you have a combination of bike-share and helmet laws by looking at Melbourne.
We get to see why limits of pollution are a good idea by looking at Beijing’s air quality (or this last week, Salt Lake City), even if we don’t read the Governator Arnold’s words last month, and why putting all our stock in LNG isn’t the best idea:
I, personally, want a plan. I don’t want to be like the last horse and buggy salesman who was holding out as cars took over the roads. I don’t want to be the last investor in Blockbuster as Netflix emerged. That’s exactly what is going to happen to fossil fuels.
And we get to look at things like fare gates in transit, and see if you install them, you have to make provision for the fact that when you put up a barrier, you put up a barrier, and some people won’t be able to deal with this fact. Again, in this we’re not unique, John Graham’s comments yesterday show one solution, but I can’t imagine its a cheap one. Read more »
The point of this is that in some ways, Vancouver is exceptional, we have an environment that many people would kill for, mountains that many dream about, and are generally pretty nice people. We are not, however, really that different from anywhere else except for the number of Learners permits on Lamborghinis …