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English Bay Boathouse Area: Congestion Caused by the Cactus Club and too much Roadway

5 Jan
The area around the Cactus Club at English Bay is an accident waiting to happen, the result of placing the front door of a popular restaurant right onto the busiest bike way in the cityAnyone who bikes, walks, or rollerblades through this narrow section knows it is a shambles of a limited sidewalk, a narrow bike lane, bus shelters, and pylons; however, with a bit of creativity the problem can be easily rectified.
The solution – move the bike lane onto Beach Road and redirect Stanley Park in/out traffic onto Morton Ave to the north side of the “Laughing Men” statues – this will connect these statues to the beachfront, as the short section of Beach Road and Davie Street that lies between it and the seawall would become a bike path and pedestrian space.
The drop-off parking in front of Cactus Club is also part of the problem, but can be fixed by also relocating it to the north of the “laughing men” statues.
The impact of these changes to traffic will be minimal, as the area is a 30km/hr zone access road to and from the park, which means drivers should not be travelling in a hurry.

Congestion Charging Based on Automobile Efficiency – A Means to Reshape the Greater Vancouver Regional District

24 Nov

This post on Pricetags reminded me of a post I penned back when I was blogging on LiveJournal through the 2000’s. In my opinion, it has become more relevant than in 2009, as none of these issues have been addressed, but will need to be tackled in the upcoming GVRD Transit Referendum.

Congestion charging, tolls, user pay, bike lanes, subways, trolleys, improving the downtown core, pedestrian malls, these are the infrastructure issues our urban region will need to address and make final decisions on in the referendum. The current model, where cars take up nearly half of our urban landscape and can drive almost anywhere, is not sustainable. The question is, “what do we as a region want, do we wish to remain conventionally North American and stay with status quo, even though much of North America is moving on, or do we want to be the leaders?”

Vancouver into and beyond the Olympics: An Initiative for a Global Hub City

Vancouver, 3 May 2006 (Original date of composition)

Congestion Charging: A Supply and Demand Instrument

A number of cities around the world have been implementing congestion charging zones in high-density areas for some time. The results of these initiatives speak for themselves; once over-crowded streets have been replaced with more liveable and workable spaces, allowing people to take back street space. Yet congestion charging has allowed for a host of other benefits, such as:

  1. Achieving Kyoto objectives;
  2. Reducing noise pollution;
  3. Improving air quality to the benefit of local human health;
  4. Increasing city revenue due to congestion charges, consequently allowing for subsidies for intensive mass public transit initiatives;
  5. Reducing city traffic;
  6. Creating opportunities for revitalizing zones once considered unworkable due to excessive automobile volume;
  7. Reducing the number of required road networks (due to less traffic), consequently creating opportunities for redevelopment of streets in the form of urban gathering points (public squares), parks, living spaces, and tax rich commercial ventures;
  8. Reducing the cost for maintaining and up-keeping overused road networks.

Congestion Charging in Vancouver

This document proposes Vancouver initiate a pilot congestion charging initiative in its CBD. This congestion charging zone would run along Main Street in the east, starting at Science World and continuing north along Main to Portside Park; in the west access would be controlled via Lion’s Gate Bridge, while to the south traffic control would be established on Cambie, Granville, and Burrard Street Bridges. [i]

As in cities that have already established congestion charging, all movement would be tracked using databases and CCTV’s at access points. Downtown Vancouver does have an advantageous topography for such an initiative, which due to limited access to its downtown area, does not need as many control points as say London, Helsinki, or Stockholm (all cities that have implemented congestion charging).

The Pillars of Congestion Charging

In establishing a congestion-charging zone, charging must be based on easily understandable criteria:

  1. The duration of the commute based on origin and destination;
  2. The fuel efficiency of the vehicle;
  3. The time of day of the commute.

In North America the first item is relatively well understood. It is for the most part already applied on many freeway tolls in the United States and parts of Canada. Many Vancouver motorists have at some point utilized a toll highway, and understand charges are based on how long they are on a road, and how far they travel on it. Applied to a congestion-charging zone, those with digital vehicle plates registered from farther away (up to a set limit) will pay more than those with plates from inside or near the congestion zone.

Charging based on automobile fuel efficiency is still a relatively novel idea in North America. The concept implies charging rates according to the fuel efficiency of a vehicle, as well as whether the vehicle is registered as part of a car pool or cooperative network programme. Based on this system, commuters driving large inefficient cars pay more, whilst those carpooling or using coop cars, driving electric cars (this is up for debate, as electric cars are not as efficient as one is led to believe), or riding public transit pay the least. An effective database can tie these variables into a calculation.

The last item, charging based on time of day, means that congestion-charging simply applies to the private automobile what mass transit companies around the world are already using to mitigate overcrowding on transit at certain times of the day. Essentially drivers using road networks during rush hour pay more than those using roads at off peak times. The idea is based on the premise that the user pays, but also works to encourage commuters to find innovative ways to avoid utilising the road network during these times, unless absolutely necessary.

These three pillars of congestion-charging, backed by digital licence plates (already in implementation), CCTV, and a flexible database, will provide for reduced urban congestion, greater security, and improved human health in Metro Vancouver.

The benefits of implementing congestion charging in Vancouver will not only make the city more liveable, thus ensuring its lead as the most desirable place to live in, according to The Economist and the UN, it will also provide much needed revenue to help finance future public transit initiatives that will in turn get more people out of their cars and encourage further private sector investment in the city.

A prospective long-term benefit, yet to be explored, is the potential to reduce the number of automobile access streets in the city – something only possible with reduced traffic due to congestion charging coupled with viable public transit alternatives. With a reduction in the number of streets the city could redevelop urban thoroughfares into mixed commercial and green spaces, thus providing additional revenue for the city through new property taxes and new land to sell for development.

Out of Congestion, Landmarks and Legacies

Vancouver has, since Expo in 1986, experienced a spectacular real estate boom bringing thousands of people into live-work environments in the city core. This has helped revitalize the city core; however, the city centre, when compared to other major centres, lacks diversity in the form and function of its work and living spaces.

With the upcoming Olympics, and the economic conjunction of booming real estate, low interest rates, high energy prices, and a high dollar (affording discounts on quality imports), the city has the opportunity to encourage the development of world class statement buildings that will stamp its image as the cultural and economic intersection of European, American, and Asian cultures.

Using congestion charging to increase city revenues, improve urban liveability, and ultimate reduce the amount of space dedicated to automobiles will not only provide immediate revenue to the city, but it will also provide new space to initiate legacy and landmark developments. These developments, once completed, will further add to city revenues in the form of property taxes, tourism revenues, and unforeseen spin-offs.

The types of development the city could consider to replace urban thoroughfares:

  • The development of an integrated entertainment and theatre district to consolidate Vancouver theatre in a central area, as is the case in cities such as Buenos Aires, London, New York, and Montreal;
  • The development of a museum and design corridor dedicated to experimental design in architecture, as was successfully achieved in Bilbao, Spain;
  • The development of a north-south pedestrian, trolley, and non-motorized corridor incorporating commercial space and city piazzas;
  • The development of a statement boulevard space incorporating natural space with new urban developments;
  • The construction of urban spaces dedicated to knowledge industries in design, media, IT, and biotechnology.

Regardless of what themes are assembled, all efforts must ensure that this long term initiative give priority to experimental design that breaks away from the form of architecture that has dominated Vancouver’s skyline since the end of Expo in 1986.


Apart from increasing city revenues as well as reducing automobile traffic, congestion charging also provides the financial and logistical means for reshaping any urban space, thus affording cities the manoeuvrability to turn once unusable spaces into opportunities for the development of landmark legacy developments.

Vancouver, due to the factors outlined in this document, has the unique opportunity to be the first city in North America to use congestion charging to achieve greater liveability and sustainability, whilst also establishing itself as the epicentre for urban legacies.


Protective Barriers for Dogs, but not for Cyclists

17 Nov

I am one of hundreds of cyclists who ride the Stanley Park causeway on a nearly daily basis, and each time I never know if it will be the last time.

The causeway, as I have blogged about before, has no official space for cyclists, rather bikes and electric scooters share the same sidewalk as pedestrians. Adding to the problem is there is no barrier separating the narrow sidewalk from vehicle traffic.This situation has led to a number of serious accidents, including fatalities, where pedestrians (of all ages) and cyclists (of all ages) have collided and ended up on the causeway, crushed by a vehicle. Pedestrians and bikers have no alternate route to get to Stanley Park and the downtown, as the Seabus is at Lonsdale Quay, and buses are only designed to take two bikes at a time. Operated by the province, the roadway is the only link from the North Shore to the city centre.

This past week another dog sailed over the side of BC place, the result of a negligent owner ignoring signs and letting his large dog wander the public space without a leash. BC place has promised it will immediately construct a barrier to ensure this does not happen again. BC place is run by the provincial government.

Does this mean dogs who are off leash in on leash areas have more rights than cyclists, motorists, and pedestrians? How come the province won’t build a protective barrier on the causeway, but will do so at BC Place?