This is fun.
(Click title for video.)
You can tell it’s good times for TransLink when they come up with try to make to make you smile. And you do.
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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:
- The collection and sharing of Data to measure success.
- Payments and Price Structures that are financially sustainable and adaptable for integrated and secure payments.
- System Planning and Design for a fair balance between innovation and public interests.
- Right-Of-Way (ROW) Management to identify and manage risks.
- System Operations to ensure service providers are held accountable and have an appropriate level of risk management.
- 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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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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Bob Ransford got it right: the public art piece – ‘Off Centre’ by artist Renee Van Halm – is at the Joyce-Collingwood Station.
It’s a small but colourful piece of the just-completed station upgrade funded in the blandly named TransLink Maintenance and Repair Program – a $200 million program of 70 projects that have been rolling out since 2016.
As these small and large improvements continue, it feels like a golden age of renewal for TransLink, reflected not only in physical changes but also in additional capacity and ease of use. Like these, as reported in The Sun:
On Tuesday, 24 new Skytrain cars will increase capacity by five per cent on Expo Line and nine per cent on the Millennium Line during peak periods.
As well, commuters can expect more frequency on 12 key bus routes with the addition of 40,000 service hours. On Seabus, sailings are being increased to every 10 minutes during peak periods. …
The regional transportation authority has implemented a new artificial intelligence algorithm that improved the accuracy of bus departure estimates by 74 per cent during a pilot project.
It can even seem excessive:
When headways are every two minutes on a Sunday afternoon, passengers don’t really need a schedule. But hey, it shows they care.
Let’s remember this as we reflect back on the 2015 referendum – a totally cynical move by the BC Liberals, which delayed the inevitable funding and cost millions, only serving to demonstrate how easy it is to trash government if you make the price visible. The Liberals have barely acknowledged (and never apologized) for imposing that referendum on the region.
The least they could do now is to recognize how TransLink has improved, helped shape the region, and is more necessary than ever.
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There’s no two ways about it — TransLink, Metro Vancouver’s transit authority, is #1 in North America for year-over-year transit ridership growth. Seattle’s King County Transit is #2. And Kevin Desmond has led them both.
Desmond, now in his 4th year at the TransLink helm, didn’t emerge as a transit planning professional as a result of education, nepotism, or some cultish, hippie-era, preternatural NUMTOT trip (though, thanks to Gord, he’s now officially hip to the ELMTOT jive).
No, Desmond came to transit by mistake. An upbringing in the Bronx — OK, technically Westchester County, but he could walk to the #5 Dyer Avenue train — was followed by various positions Mayor’s Office of Operations during the mayoralty of Ed Koch, working with New York City agencies implementing public policy.
You know, typical New York stuff, like counting trees (there were 800,000), and helping untangle a parking revenue corruption scandal (big money). Which eventually led to an invitation to join the Department of Customer Services at New York City Transit. And so began Desmond’s love affair with transit — as he credits it, a cloying mixture of public policy, public service, and running a business. His great challenge in ’80s and ’90s New York City? Trying to figure out how to drive transit ridership up in a mega-city of abundant transportation options. His focus was to paint transit as a desirable consumer product, and to do so with the support of “a lean mean, growth-oriented consumer product organization”. And it worked.
Desmond tells Gord all the stories…of how he tried to bring more attention, and money, to the bus system in New York, when the subway tended to suck up all the oxygen….what prompted him to swap coasts in what eventually became a 12-year stint as chief executive of King County Transit in Washington State…how his efforts in the Puget Sound region culminated in a successful $54 billion tax package ballot measure for transit that included a multi-phase plan for high-capacity light rail (jealous much?)…and what ultimately led him to Vancouver.
He also waxes on about Transport 2050, the largest public engagement in TransLink’s history. But what we really wanted to know was what Desmond thinks of ride-hailing players like Uber and Lyft, slagged by Price Talks guests (among many, many others) as malignant, transit-killing tumours on the rumps of cities across the continent.
“Not something to be feared,” he claims. Why? You’ll have to listen to find out.
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Providing straightforward information to the public about small changes should be, well, straightforward. It’s not.
Example: a temporary parking change on Nelson Street.
So, let’s go to back of meter. (Click on post to see rest of images.)
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TransLink is hosting regional conversations on Transport 2050, the latest version of its strategic plan. Last week at a packed Robson Square theatre, it began with “The Future of Mobility” – lots of thought nuggets from TL’s strategic planner, Andrew McCurran and a panel of those in what we used to call alternative transport (not any longer) – ride-hailing, car-sharing, bike-sharing, electric mobility, and scooters!
.
Here are a few tasty items:
Say good-bye to the ‘bike lane’; hail the ‘mobility lane.’ Since it’s illegal for electric scooters to use the sidewalk (yeah, right) and it’s obvious already that electrification is leading to new kinds of vehicles faster than self-powered two-wheelers, they will all use the bike lanes or demand their own right-of-way. Expect conflict.
(By the way, in cities with both bike- and scooter-share, the latter outperforms the former.)
Will there be space available on a reconfigured road as the number of traditional vehicles (you know, cars) diminishes? Assuming, of course, that the number of cars really does drop. Data from the use of Uber and Lyft in American cities indicates just the opposite: more cars and more congestion.
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As TransLink prepares to update Metro Vancouver’s transportation plan through to 2050, it will be convening discussions with the public around the future of how we’ll move.
Technological advances in electrification, automation and the sharing economy are converging to reshape the transportation sector. Shared micromobility is already taking many cities by storm with the rise of electric scooters and dockless bikes. How will Metro Vancouver adopt these technologies in a way that supports our quality of life?
You’ll also have an opportunity to demo an electric scooter or e-assist bike following the event.
Emcee: Bowinn Ma, MLA for North Vancouver-Lonsdale and Parliamentary Secretary for TransLink
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Kudos to TransLink, for making some space for Indigenous art that doesn’t shy away from engaging people on social and even political themes.
Marianne Nicolson is a member of the Musgamakw Dzawada’enuxw of the Kwakwaka’wakw Nations, an artist, and the creator of “The Sea Captain”, the new public installation at the recently upgraded Surrey Central Skytrain.
As she explains in the following short video, she’s interested in interactions between peoples, particularly related to colonial encounters, and bringing something different to the public realm.
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Vancouver is getting a major Skytrain extension, a rapid transit line through the second-largest employment corridor in the Province of BC. It’s the Broadway corridor.
In preparation, the City of Vancouver is working on a plan for this corridor, and you can get in on the process. Remember, you’ll get your say, but not a veto. Not, that is, until you elect Ken Sim (or his replacement) and the NPA into control of council, provided, of course, that you live somewhere in the vicinity of the area.
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