Posts Tagged 'metro vancouver'

The rectification of names: Wakash Island.

After moving to Vancouver in 2012 I occasionally saw references in local media to something called the “Salish Sea”. I thought it must be an obscure body of water somewhere up the coast.

Finally I bothered to look it up, and it turned out the Salish Sea was the new name for what I grew up calling the Strait of Georgia. Or rather, as the inventor of the name explains, the Salish Sea encompasses the Strait of Georgia along with other adjacent bodies of water:

[T]he ecosystem science … showed clearly that the inland marine waters of Washington State along with the inland marine waters of British Columbia formed a single integrated estuarine ecosystem.

salish sea boundaries and watershed

Salish Sea boundaries and watershed. Map by Kris Symer, Puget Sound Institute.

Though some are under the impression that it predates European contact, the word “Salish” has no connection to the area – it comes from a Montana tribe whose name was borrowed by linguists to describe their whole language family. The term “Salish Sea” dates only to the 1980s, and didn’t come into widespread use until the 2000s, when some aboriginal groups began lobbying for its adoption. In 2009 the name was officially accepted by the Geographical Names Board of Canada, and it was swiftly taken up by politicians, academics, and the media.

I generally disapprove of changing names for ideological reasons – for instance, because some hero of the past has fallen out of political favour. However, I do approve of changing names for reasons of clarity.

The Strait of Georgia was named after King George III. The year was 1792, and Captain George Vancouver had just arrived in the Pacific Northwest after surveying the coast of Australia, where he’d already left behind a King George Sound. Needless to say, King George never set foot in either corner of his domains.

There was nothing to prevent Captain Vancouver from coming up with a more distinctive name for the strait. There were any number of geographical features along the coast which had already been given ear-catching names by their native inhabitants, which he might have adapted to the purpose. But thinking up memorable, non-sycophantic names wasn’t how he got to be captain.

So I don’t think demoting the name Strait of Georgia is a great loss. But it’s confusing that the part of the Salish Sea that most resembles a sea – the broad part between Vancouver Island and the mainland – is still known officially as the Strait of Georgia; and that while the sea includes all the narrow appendages of Puget Sound to the south, for whatever reason it includes only some of the narrow appendages to the north.

Also I see that on Google Maps, the Strait of Georgia and Puget Sound are still prominently shown, while the new name has taken the place of the Strait of Juan de Fuca.

salish sea google maps

Salish Sea, as shown on Google Maps.

So, as often happens, the result of the new name has been to increase confusion. Wikipedia links to a 2019 survey showing that only 9% of Washingtonians and 15% of British Columbians, when shown the body of water on a map, could correctly name it.

***

Lately I get most of my international news from the Daily Mail. Don’t judge me. When I get too irritated by the idiocy of the headlines I can always cast my eye over to the sidebar and take in some starlet modelling her signature swimsuit line.

I’m not very invested in the dramas of the British royal family, but I couldn’t help being annoyed, during the “Megxit” perturbations that dominated headlines earlier in the year, at the way Daily Mail writers kept referring to the “Vancouver” mansion where Harry and Meghan holed up during their retreat from their royal duties.

The mansion in question is actually located on Vancouver Island, a 90-minute ferry ride from Vancouver.

meghan markle vancouver island

Meghan Markle in Horth Hill Regional Park, Vancouver Island, January, 2020. Source: Daily Mail.

This lack of precision is extremely irritating to British Columbians, just as it must be irritating to upstate New Yorkers when outsiders assume they live in the vicinity of Manhattan, or to Welshmen when outsiders refer generically to the UK as “England”.

But in all these cases the errors are understandable. Who would predict that Vancouver would not be on Vancouver Island?

Captain Vancouver has done pretty well for himself. He’s remembered by a big island, a world-famous city, a less famous city, a peninsula (in Australia’s King George Sound), a couple mountains, and numerous statues and monuments.

Unlike King George and some of the other bigwigs celebrated in BC place names – Queen Victoria, Prince Rupert, Prince George, and, oh yeah, Christopher Columbus – Vancouver actually visited most of the places named for him.

I have no wish to take anything away from his legacy. And yet I feel that he can afford to lose a Wiki page or two in the interest of reducing geographical misunderstandings.

The city of Vancouver wasn’t called that until 1886, when it was chosen as the terminus for the Canadian Pacific Railway. Previously, when residents of the British Empire referred to “Vancouver” it was assumed they were talking about the island, which had been known by that name for half a century.

So in fairness the island ought to keep the name, and the city to come up with a more original one. But realistically I think if either is going to change, it must be the island. It would be different if there were many small islands off the BC coast, all of roughly equal size, one of them known as Vancouver. In that case people would be used to calling it by its full name to distinguish it from the rest.

But in fact there’s one big island, which most British Columbians refer to as “the Island”. Even residents of the smaller islands, Pender and Saltspring and Mayne and so forth, will say, “I’m headed over to the Island for the afternoon”.

So as with the Strait of Georgia, Vancouver Island can be renamed without creating too much friction in ordinary conversations. The downside is that precisely because the name doesn’t come up every day, it would take a while for people to get used to the change.

***

I wouldn’t be thinking about this at all except that – speaking of confusing names – I’ve been trying to familiarize myself with the various First Nations along the BC coast.

There are a lot of them, and it’s not always clear whether we’re talking about a single community, like the Wet’suwet’en First Nation, population 257; or an entire culture, like the Wet’suwet’en First Nation, population 3,500, comprising six band governments and dozens of reserves.

Additionally, many of them have changed their names – like the Wet’suwet’en First Nation, which used to be called the Broman Lake Band; or adopted more “authentic” versions, like the Kwakwaka’wakw, who used to go by the less tongue-punishing Kwakiutl.

It was while reading up on the Kwakiutl and their near neighbours the Nootka – sorry, the Nuu-chah-nulth – that I learned about a name that appeared on some old maps of the Pacific Northwest: the Wakash Nation. [1]

wakash nation quadra and vancouver's island

The Wakash Nation shown on 1840 Oregon Territory map. Image source: Walmart.com.

The Wakash name was bestowed by Captain James Cook during his 1778 encounter with the people of what we now call Nootka Sound (which, of course, Cook called King George’s Sound):

Were I to affix a name to the people of Nootka, as a distinct nation, I would call them Wakashians; from the word wakash, which was very frequently in their mouths. It seemed to express applause, approbation and friendship. For when they appeared to be satisfied, or well pleased with any thing they saw, or any incident that happened, they would, with one voice, call out wakash! wakash!

As it happened, the name Nootka, from a phrase meaning “sail around” – as in, “Come park your boats over here, strangers” – was extended from the village to the entire culture. But in the early years, Cook’s suggestion was followed: the Wakash Nation appeared on maps well into the 19th century, and Wakashan was eventually adapted as the name of the family to which the Nootka and Kwakiutl languages belonged.

Wakash Island strikes me as a pretty good name. I’m not sure if any of the native peoples of the region had a word that referred to the entirety of what we call Vancouver Island; but even if they did, there were two major language families and at least a dozen different dialects there. Rather than privilege one over the others, it would be fairer to use a hybrid word that emerged through cross-cultural interaction.

Those who recall their Heritage Minutes will recall that the name “Canada” came about in a similar way:

There are a few hits if you search for “Wakash Island”, including this letter to the mayor of Victoria reported by the Daily Colonist in 1943:

james skitt matthews wakash nation victoria mayor andrew mcgavin

Vancouver archivist J.S. Matthews proposes a name change. From the Daily Colonist, February 21, 1943.

The letter writer wasn’t some random crank – that’s Major James Skitt Matthews, founder and longtime head of the Vancouver Archives. (Nor was he some soppy liberal seeking to make amends for Canada’s imperialist past: “a staunch patriot, he once fell out of his chair with rage upon glimpsing Canada’s new maple leaf flag”.) [2]

The only trouble with Wakash is that I’m not sure how to say it. I’m guessing “WAH-kawsh” – but the Catholic Encyclopedia offers the variant spellings wakesh and waukash, which makes me uncertain.

The danger is that some influential person suggests Vancouver Island be renamed Wakash Island, all the nice white people nod and say, “Yup, sounds good to me,” and then some indignant First Nations activist jumps up and declares that if we’re going to use a Nuu-chah-nulth word we have to use a Nuu-chah-nulth spelling, with two apostrophes, three diacritics, and a number 7 in the middle. Of course all the nice white people are too scared to say no, and we wind up with a name no-one can spell or pronounce, and more confusion than ever.

Maybe it’s safer to stick with Vancouver Island.

M.

1. Many of these old maps place the Wakash Nation on “Quadra and Vancouver’s Island”. Poor Quadra’s name would soon be dropped, but as David Paget points out, it’s still linked with Captain Vancouver’s in the name of a federal electoral district – appropriately, as the two captains’ relationship was built on diplomatic haggling over ownership of the coast.

2. It doesn’t really matter how Wakash is pronounced, as long as everyone agrees about it. Looking up archivist J.S. Matthews I came across this anecdote from the poet John Pass, who worked briefly with the elderly Major in the late 1960s:

I liked hearing him fulminate, for example, on the universal mispronunciation of Burrard, that the man for whom the street was named would be livid to hear us put the accent on the last syllable, Burrard. It was Burrard.

My previous post on the “rectification of names” touched on Chinese characters, the “Wuhan flu”, and The Neverending Story. I’m a big fan of the City of Vancouver’s online archive, which I consulted for a post last year on abandoned rapid transit plans and which was the source of many of the out-of-copyright film clips used in this music video.

Urban rethink.

If there’s one thing the pandemic has proven, it’s that we were right about everything all along.

Those of us who admired the Chinese government have found new reasons for admiration. Those of us who distrusted the Chinese government have found new reasons for distrust.

Those of us who fretted about deficits now have even bigger deficits to fret about. Those of us who favoured bigger government are certain that the current crisis has vindicated our arguments.

And those of us who argued for “taking space away from cars and using it for people” are more committed than ever to the cause…

I happen to like density, public transportation, and walkable neighbourhoods. So I’m not too vexed by the news that the City of Vancouver is using the pandemic as an excuse to do more of what it was doing already:

[T]he pandemic is creating opportunities, council heard Wednesday, like the massive reduction in cars driving and parking, allowing the city to make strides on long-standing goals of promoting active transportation for a more healthy, happy, environmentally friendly city.

But I had to laugh at the headline of the above story as it appeared in the print version of Thursday’s Sun:

pandemic forces urban rethink vancouver sun

“Pandemic forces urban rethink”, by Dan Fumano, Vancouver Sun, May 14, 2020.

What would an “urban rethink” actually look like?

Richard J. Williams argued in the New York Times earlier this month that the mid-20th century trend towards sprawl and suburbanization was driven largely by still-fresh memories of poor sanitation and plague in overcrowded big cities:

If density was disease for modernists, it followed that their cities were about keeping people apart. Look back at the utopian schemes for cities of the first half of the 20th century, and the same hygienic preoccupations come up again and again: There must be light and space and fresh air. The Swiss-French architect Le Corbusier wrote about these things in his book “Vers Une Architecture” (translated as “Towards a New Architecture”). Parts of the book read like comedy now – the author’s attempt to turn his own obsession with hygiene into an avant-garde manifesto. But it was serious when it was published in 1923, the Spanish flu pandemic having just run its course.

As the new millennium approached, and concern about hygiene receded, the old wisdom that crowded sidewalks were dirty and unsightly was supplanted by the conviction that density was terrific, that every family should be grateful to live in an 800 sq. ft. townhouse and ride the subway to work, and that the previous generation of planners who had pulled down tenements to build freeways and public housing projects were frauds and bullies and probably racists to boot.

But now, of course, it looks like hygiene is something we have to worry about again, so planners may drift back to sprawl and suburbanization:

The dense city might not turn out to be responsible for the virus when all is said and done – but as it did a century ago in relation to the Spanish flu, it might well start to feel like a cause. After months of social distancing, are we going to want to go straight back into the crowd? Even if we are allowed to, I doubt it.

With arguments like these gaining traction – here’s Steve Sailer elaborating on the Times article, and Joel Kotkin and Marshall Toplansky making a similar case in Quillette – I wonder if Vancouver city staff will be forced to re-evaluate their priorities.

Take the Broadway subway that finally got the go-ahead last year, which will, upon its planned completion in 2025, fill an annoying gap in Vancouver’s SkyTrain network. Might it be postponed or cancelled outright when politicians are forced to grapple with the deficits that have been piling up during the shutdown?

There is a trendy line of thought that says – I hope I’m getting this right – that deficits don’t matter, that since governments control the supply of money they can print more whenever they need it, and that inflation can be controlled by simply regulating prices. Therefore we should spend our way back to prosperity with massive public works projects like subways and bridges, the costlier the better.

But if it turns out that public transit was a significant vector of infection – which at the moment looks plausible, though far from proven – then it may be foolish to continue building hugely expensive subways that no-one will be very eager to ride. There are more hygienic megaprojects that can be bumped to the top of the to-do list.

In BC’s Lower Mainland, a region of rivers and inlets, there’s always a demand for more bridges and tunnels:

  • Work had already begun in 2017 to replace the antique and overcrowded Massey Tunnel under the Fraser River with a new bridge, before the project was booted back into consultations with the change of government. It would be easy to get it back on track.
  • The new government also squashed hopes for a bridge to the Sunshine Coast, with the district’s MLA saying “it would not provide value for money”. But the study he was referring to specifically excluded “consideration of economic development benefits”, which could always be factored back in to justify reviving the idea.
  • If those projects aren’t ambitious enough, we could always take another look at the old, old dream of a fixed link between Vancouver Island and the mainland.

Over in the UK there’s the so-called Boris bridge. In 2018 Foreign Secretary Boris Johnson’s idea for an English Channel bridge came to nothing, but now that he’s prime minister, civil servants are obliged to take his whims seriously – so they’re at least going through the motions of considering a 20-mile-long, £20 billion bridge over the Irish Sea to join Scotland and Northern Ireland. Last I heard, the Scottish government was bitching that London hadn’t consulted them before undertaking the study.

boris bridge northern ireland scotland

“Boris bridge”, as visualized by The Sun.

Now, assuming it’s technically possible, I don’t think the bridge is such a bad idea. But it’s unlikely to be built, not just because of the eye-popping price tag but also because, with the UK’s devolved parliaments in Edinburgh and Belfast, the project would be scuppered by the same kind of grandstanding, blame-shifting, and legal obstructionism that make it nigh-impossible to build any infrastructure across an interprovincial border in Canada.

But if in the aftermath of the virus London is looking for something big, bold, and labour-intensive to lift British spirits – and to put a ton of potential Tory voters to work – then a massive bridge that travellers cross in their own hermetically-sealed automobiles might look better than, say, a £106 billion high-speed rail network that could end up whooshing half-empty trains past idling queues of resentful auto commuters.

M.

Speaking of bridges and tunnels, the BC government has embarked on yet another study of a rapid transit link to the North Shore; I touched on one of the previous studies last year when looking at some abandoned SkyTrain schemes. A couple weeks back I wondered whether, given the current difficulties getting infrastructure built, an un-building project might be an easier sell. I’ve mentioned Le Corbusier once before, in an essay that attempted to extract a consistent definition of that perennial media bugbear “populism”.

The Hastings SkyTrain alternate reality.

Having a couple leftover maps and newspaper clippings from my researches into Vancouver’s unrealized rapid transit plans, I thought I should find an excuse to share them.

Here it is: a commenter on my post on the Edmonds-Cariboo SkyTrain extension quibbled with my assessment that this widely hated late ’80s proposal might have been a better deal than the Millennium Line that was built instead.

This is a reasonable quibble. I’m not all that sure myself. Although I’ve hinted here and there, I’ve never really spelled out my conjecture that the Millennium Line was a wrong turn, and that Vancouver might have been better off sticking to its earlier plan for four routes radiating from the Central Business District:

vancouver ultimate transit network 1990 study

Source: Vancouver Richmond Rapid Transit Project, N.D. Lea Consultants / Reid Crowther and Partners, 1990.

A. North to the North Shore.
B. East along Hastings Street.
C. Southeast to New Westminster and Surrey.
D. South to Richmond.

Routes C and D are today’s Expo and Canada Lines.

Route A still gets a flutter of interest now and then, most recently in 2017 when the outgoing mayor of North Vancouver pitched a tunnelled Waterfront Station-Lonsdale Quay SkyTrain to take some pressure off the overloaded bridges.

And though it’s largely been forgotten now, as late as the 1990s transit officials had hazy notions of going ahead with route B, which would have entailed extending the Expo Line eastward from its current terminus at Waterfront Station to a Park & Ride at the PNE.

There appear to be no technical obstacles to extending SkyTrain beyond Waterfront. [1] In fact the idea was considered in the early stages of planning for what became the Canada Line. In this study from 1990, the routes marked G1-5, H1-5, and I1-5 would have looped the Expo Line southward toward Richmond via a tunnel entrance just east of Waterfront Station:

vancouver-richmond rapid transit downtown route options 1990

Source: Vancouver Richmond Rapid Transit Project, N.D. Lea Consultants / Reid Crowther and Partners, 1990.

These routes were ruled out as they would have required burrowing under architecturally sensitive Gastown.

Suppose the Expo Line had instead been extended eastward. Rather than undermining Gastown, the line might have followed the harbourfront at surface level or on elevated rails, and crossed south to Hastings in one of the less-cherished neighbourhoods to the east. From there it might have proceeded either overhead or via tunnel to Hastings Park and the PNE.

At some later date, whenever it came time to replace one of the two existing Second Narrows crossings, the line could be affordably extended across the new bridge to the North Shore – as in this map from a 1994 study: [2]

north shore transit options second narrows

Source: North Shore Transit Options, BC Transit, 1994.

But let’s assume that the extension terminated at the PNE. In that case the whole length would be about six kilometres. Travel time would be roughly ten minutes, versus twenty by express bus.

In the 1990s, BC Transit might easily have scrimped and built the whole thing on elevated rails, for around $60 million per kilometre, $360 million overall. [3] It would have been damned as a blot on the skyline, of course, but by now everyone would be used to it. And imagine the views from the train windows!

In recent decades, Vancouver’s centre of gravity has been drifting eastward, bringing wealthy new residents and rising prices to the East Hastings area. If TransLink (BC Transit’s successor agency) were to attempt a Hastings SkyTrain now, they’d be obliged to defer to concerns about community impacts and tunnel the whole way, at a cost approaching the half-billion dollars per kilometre budgeted for the upcoming Broadway extension.

Therefore I’m afraid that by the time such a line becomes necessary it’ll be too pricy to build. (See my post on rapid transit in the era of cost disease.)

In any case, the construction of the Millennium Line on a parallel route a couple kilometres further south has made the prospect of a future Hastings SkyTrain quite remote. A pity, because:

  • As shown in the maps below, the Hastings extension would have linked a number of densely-populated, rental-heavy, and transit-dependent neighbourhoods;
  • It would have serviced the eastern edge of Gastown, the Port of Vancouver, the Pacific Coliseum, and the PNE – all potential high-volume destinations;
  • It would have brought rapid transit to a new region of the city, instead of concentrating service in a narrow triangle of Vancouver’s east side;
  • Consequently it would have enjoyed high ridership from day one, rather than underperforming as the Millennium Line did in its early years. [4]
vancouver skytrain stations population density

Based on a map by Anthony Smith.

skytrain hastings extension population density

Based on a map by Anthony Smith.
For the assumptions behind this fanciful map, see [5].

Okay, okay, I foresee your objection: my maps conveniently cut off everything east of Boundary Road, while the Millennium Line extends clear across Burnaby and into Coquitlam. Which brings us to…

The Edmonds-Cariboo SkyTrain alternate reality.

I don’t begrudge the residents of central Burnaby and East Vancouver the speed and convenience of the Millennium Line. I rode it for a while myself.

But SkyTrain wasn’t built through those neighbourhoods in response to demand from existing residents. It was built there because Lougheed Highway was a big, wide road with nothing much on either side of it – meaning construction would be cheap, and the new line would spur the profitable redevelopment of low-density residential and light industrial properties along its route.

As I discussed in my 2015 post on planners versus riders, there’s nothing wrong with using rapid transit to shape the growth of the city. The downside is that in the short term, while your new line is used only by the few pioneers willing to live along its largely barren route, commuters who elected to live in already-developed neighbourhoods are stuck riding overcrowded buses.

This is particularly annoying because on a busy corridor like, say, Hastings Street, buses are constantly having to slow down for red lights, pedestrians, and cars backing into tight parking spots. Meanwhile a road like Lougheed, with its mile-long blocks, empty shoulders, and lack of pedestrians, is a perfect spot for high-speed bus service. For the cost of a single SkyTrain station an express bus lane could have been built clear across Burnaby.

Of course, the Millennium Line wasn’t built solely to spur development along Lougheed Highway. The goal was always to connect busy downtown Coquitlam, in the far northeast, with the even busier Broadway corridor.

skytrain millennium line history

For cost-saving reasons the lightly populated middle section was built first. Then the more technically challenging Lougheed Mall-Coquitlam stretch. Now, a couple decades into the new millennium, we’re getting serious about extending it to West Broadway – the neighbourhood whose population density and employment opportunities will at last justify the line’s existence.

The Millennium Line’s defenders will say that without the middle stretch the route would make no sense. But the Edmonds-Cariboo extension proposed in the late 1980s was meant as a cheap-and-easy shortcut to Coquitlam.

Under this option a Coquitlam-downtown Vancouver trip would have been just as quick as it is today, and wouldn’t have required a transfer. Because the route was substantially less costly to build, it could have been in service years sooner.

skytrain proposed edmonds-cariboo extension

The route was ruled out in 1991 by the incoming NDP government, who in opposition had derided SkyTrain as a “big white elephant”. [6] They may have had a point! But after a few extra years of dawdling the NDP decided they liked the technology after all, and the Millennium Line was born.

Suppose the Edmonds-Cariboo route had been chosen, and the line subsequently extended from Lougheed Town Centre to Coquitlam, as in the above map. The advantages I’ve already outlined. What about the drawbacks?

  • Several neighbourhoods that have enjoyed an economic boost from the proximity of the Millennium Line would instead have remained neglected. (Some residents might see this as benign neglect.) [7] However, much of that development would have been redirected to stops on the Edmonds-Cariboo route.
  • The network would have lacked the redundancy that the Millennium Line provides. Currently when a train breaks down on the central portion of the Expo Line commuters can bypass the obstruction via the Millennium Line. This is no small thing! (The completion of the Broadway extension will add another sorely needed bypass route.)
  • The overcrowding that currently afflicts the Expo Line between downtown and Commercial-Broadway Station (where it intersects with the Millennium Line) would instead persist all the way to Royal Oak. This might be mitigated by turning around some percentage of eastbound trains at Edmonds Station, but it is a serious shortcoming of the Edmonds-Cariboo design.
  • Without the middle stretch of the Millennium Line there would be no obvious way to link a future Broadway extension to the original SkyTrain network. It would have to be built as an independent line (like the Canada Line) with its own train yard and maintenance facility.

I see these drawbacks as serious but not decisive. I suspect that over in the alternate reality where the Edmonds-Cariboo and Hastings routes were completed there are transit nerds speculating about the missed opportunity of the Broadway-Lougheed SkyTrain, with similarly equivocal results.

M.

1. The option of extending the Expo Line beyond Waterfront Station will be closed off if the City of Vancouver ever follows through on its plans for a pedestrian plaza over the train platforms there. Although the plans leave a contingency for an additional commuter rail platform, they appear to rule out any future rapid transit line – tunneled or aboveground, north or eastbound – that might terminate there.

2. The 1994 BC Transit study North Shore Transit Options examined three different corridors by which SkyTrain could be brought to North and West Vancouver – via the First Narrows, Second Narrows, or a tunnel directly connecting Waterfront Station and Lonsdale Quay. The authors’ verdict:

[R]ail based transit was considered not to be a viable alternative in either the short or long term for the following reasons:

Low Ridership: … For ridership to reach the level that would make it cost-effective, a single rail link would be required to capture over 75% of all peak period, peak direction travel across Burrard Inlet. Given the distinct market areas for travel across Burrard Inlet, there is no single corridor which is likely to achieve this level of demand….

Minimal Travel Time Savings: … Most users of a rapid transit link to the North Shore would be required to travel to a rail station by bus and then transfer to the rail system. Transferring has been shown to be a deterrent to increasing transit ridership. With a relatively short trip across the inlet, it is likely that any travel time savings of a rail system would be offset by the need to transfer.

High Cost: … In 1989, a SkyTrain link between Waterfront Station and Lonsdale Quay was estimated to cost over $400 million…. There would also be a cost in getting rail transit to and from a new crossing.

Since (unlike the other routes discussed in this post) a North Shore rapid transit link remains a live, if remote, possibility, the study is still worth a read. You can find a copy at the downtown library.

3. My extremely crude cost estimate for the Hastings extension is based on the per-kilometre price of the mostly elevated Millennium Line, built in 2002.

4.Second SkyTrain line lags behind predictions,” Surrey / North Delta Leader, May 20, 2005. Three years after the opening of the Millennium Line, TransLink officials were putting an optimistic spin on ridership figures that were well below projections.

5. In mapping my hypothetical Hastings extension I’ve tried to stick to what might actually have been approved in the 1990s. If I’ve cheated it’s by being unrealistically generous in the spacing of stations: I’ve located them at Main Street, Clark, Nanaimo, Renfrew, and Highway 1.

A real-world version might easily look like Exhibit IX, above, with one crummy stop (at Commercial Drive) between Main Street and the PNE.

6.NDP calls SkyTrain big white elephant,” Vancouver Sun, May 4, 1988. Opposition MLA Bob Williams complains about a 3-cents-per-litre gasoline tax to pay for SkyTrain; Finance Minister Mel Couvelier points to how many construction jobs were created and says the project “met all our objectives”.

7.Transit Studying East Van Link,” Vancouver Courier, April 17, 1991. From a moment in history when Vancouver’s city council and a significant bloc of its citizens were united in resistance to what would become the Millennium Line. To quote a member of HASTE (Homeowners Against SkyTrain Effects): “SkyTrain is a raucous, screeching, horrible machine that has no place in residential neighbourhoods.”

Astigmatisn’t.

On visits to my local coffeeshop I like to sit outside, to enjoy the fresh air and to escape the obnoxious pop soundtrack.

The downside of sitting on the patio is that you’re exposed to the nuisance of passing cigarette smokers, noisy motorbikes, and muttering headcases. The last are harmless enough, but they can be scary as they tromp past, eyes downward, zigzagging unpredictably and cursing at invisible enemies. Occasionally they glance around, and if their eyes catch yours you might be drafted temporarily into their gallery of devils.

Not long ago I made the mistake of failing to ignore a pair of filthy sweatpant-clad legs that shuffled to a stop alongside my table. Looking up from my newspaper I saw that the sweatpants belonged to a vagrant of unusually revolting appearance who, until he felt my eyes on him, hadn’t been aware of me at all. He asked if he could join me, though there were empty tables nearby.

My instinct was to call for a policeman to turn a high-pressure hose on this creature and sluice him down the street and out of my sight. As a civilized person, I obligingly pushed out a chair.

He introduced himself as – I can’t remember – let’s call him Joe. He had stringy grey hair and a pockmarked face and looked about seventy but may have been scarcely older than me. Some combination of drugs and booze had addled his mind until his speech was a half-coherent rasp of mumbles and fucks. He wore headphones and carried a ratty knapsack which he lowered into an empty chair and a paper Starbucks gift bag which he dropped on the table and which, I pointed out politely, appeared to be leaking. He blinked at it but made no attempt to arrest the leak, which slowly spread across the table’s surface. I shifted position to keep my elbow clear of the unknown liquid.

***

This was back when the weather was still nice, just before the launch of the recent Canadian election campaign. Around the same time, I came across this editorial in the Vancouver Sun:

We must make drug decriminalization a federal election issue
By Dr. Derek Chang

As an addiction-medicine physician, I work regularly with patients who suffer from the illness of addiction. Over the years, I observed two important things. First, addiction doesn’t discriminate. I have worked with patients in Vancouver’s Downtown Eastside. I have also treated many who were established professionals: professors, lawyers, accountants and doctors, to name a few. They were men and women, gay and straight, Indigenous and Caucasian, Christian and Muslim, etc. Addiction can affect anyone, just like any other chronic illness.

The other thing I observed was that addiction does not kill a person on its own. Stigma does. Insite, the first supervised injection site in Canada, is the proof. Since its opening more than a decade ago, zero fatal overdoses occurred in that facility even after the overdose crisis started.

Anyone watching me read this would have suspected, from the way my eyes kept rolling back into my head, that I too was suffering from “the illness of addiction”. But the fact that an opinion is clotted with trendy jargon doesn’t make it untrue. Maybe decriminalizing hard drugs would, as Dr. Chang contends, bring some relief to the denizens of the urine-reeking, syringe-littered alleys of the Downtown Eastside.

Consider Insite, the “safe injection facility” lauded by Dr. Chang. In Vancouver you can bring your illegal drugs to a discreetly marked storefront on Hastings Street and shoot up under sanitary conditions with a team of trained medics standing by to prevent your act of temporary self-obliteration from tipping into permanency.

A scroll through Insite’s Google reviews is illuminating. This slumming out-of-towner may or may not be for real – the morbid joke in the final paragraph makes me suspect the work of a subtle satirist – but the details match up with what can be found elsewhere:

God bless Canada! This place really made my vacation. First of all its easily accessible from the light rail, it is a short walk from the waterfront station (most people don’t pay for the light rail, so don’t be a chump) … Once you get within a one to two block radius of Insite you probably want to score your drugs. I chose to go on a heroin bender while I was there. And you should have little trouble finding what you want just ask someone who looks high …

Just knock and they should buzz you in. Now from what I understand once you have made it inside you will not be busted at all. And even outside you have to try pretty hard to get hassled. I’ve seen people passed out with the tourniquet on and the needle in their arm still and the cops did nothing. …

Once at your booth you should know what your doing. But if you don’t that’s OK the staff is there to help, the nurses can do everything except push the plunger down. That’s means they’ll cook, tourniquet you, find a vein, draw back Blood, but it is up to you to do the deed. Then the world will melt around you.

This is a good time to go to the chill room. A. They serve juice, coffee, and snacks, and B. This opens a booth up for the next person. Dispose of your waste and sharps/hypos accordingly. You will still be observed for ODing in the chill room, I seen multiple people get oxygen or taken out by paramedics. Once you feel fine you can leave whenever you would like. I enjoyed it so much I literally got sick when I stopped going. Vancouver is awesome and this is the only place like it in north America. I highly recommend crossing it off your bucket list.

Another reviewer mentions that there’s also an after-hours number “for mobile nurses who will drive to you and drop off any supplies.” This mobile needle delivery service, like all the services described above, is of course provided absolutely free of charge.

Also worth skimming is this 2012 master’s thesis by Jennifer Vishloff, “Striving for Connection: A Phenomenological Examination of Nurses’ Experience Supervising the Injection of Illicit Drugs”. [1]

It’s impossible to come away unimpressed by the bravery and compassion of the Insite nurses, mostly female, that Vishloff interviewed. It’s equally hard not to notice the cultishness of their devotion to the philosophy of harm reduction, which asks them to believe that they are “providing medical care” to their patients as they help them inject unknown concentrations of potentially deadly chemicals into their bloodstream.

One nurse recalls her early experiences providing such care:

It’s a little, kind of scary with the fact that you don’t want to mess it up because you know that people have spent a lot of their day and money and time and effort to get what they’re injecting, like their drugs. So you just don’t want them to like spill it, or you don’t want them to miss their shot, so there’s that pressure when you initially start working there.

Another describes her satisfaction in helping educate a user about safe injection practices, an act Vishloff characterizes as “empowering”:

They just go, “Wow, that worked!” And you’re like “Yeah! Try and do that next time. You can do it on your own, if you have trouble ask for my help again.” And they haven’t asked for help since. And it’s just, being able to have that kind of impact and provide that independence to people.

“The excitement [the nurse] shared,” Vishloff chirpily observes, “is in response to bringing something valuable to her client’s life.”

I assume that Vishloff’s interviewees would agree with Dr. Chang that “addiction does not kill a person on its own. Stigma does.” And it’s unquestionably true that through Insite’s efforts, hundreds of drug users are alive today who would otherwise not be.

What’s harder to quantify is how many people who would otherwise be leading happier lives have ended up as mumbling vagrants because fearless, compassionate advocates like the nurses of Insite have helped destigmatize drug use.

***

It eventually became apparent that Joe had sat down in order to change the batteries in his Discman. The operation took over twenty minutes as he kept forgetting what he was doing, stopping now to light a cigarette, now to harass some customers at another table, now to untie his sweatpants and piss against the wall in the doorway of an adjacent drugstore.

Finally he returned and rummaged in his knapsack, removing four crumpled beer cans and tossing them to the ground one by one, until he found a pack of fresh AAs. The dead batteries soon joined the beer cans under the table.

As Joe gathered his things to go, his sodden Starbucks gift bag gave way, and the source of the mysterious leak – a plastic cup half-full of water – splashed to the ground. He left the cup and the busted bag among his other litter and shuffled away without a farewell.

I sat feeling conspicuous among Joe’s trash. When it came time to leave, I resignedly gathered it all up and carried it to the bin along with my own.

As I hope is clear, I’m not without sympathy for Joe. I’m less confident than you might think that I could never end up living as he does. He may have been deprived of certain advantages that I’ve enjoyed; or he may merely be somewhat further along in the squandering of his advantages.

At some point he began pissing in doorways because business owners wouldn’t let him use their bathrooms, for the very sensible reason that once he got in there, they couldn’t be sure he’d leave. Now he pisses in doorways because no-one is bold enough to tell him not to.

I suppose it’s fair to say Joe is stigmatized. Go ahead, let him use your bathroom.

***

I’m not crass enough to say “destigmatization kills”. I leave such shallow sloganeering to politicians and Vancouver Sun editorialists. While I’m pretty sure there’s a correlation between the decline of the addiction stigma and the growth of addiction, I wouldn’t presume to say that the first factor is the cause of the second.

But it’s easy enough to imagine a scenario where the two trends are mutually reinforcing. With more addiction around, we’re likelier to have personal knowledge of its effects – either because we’ve suffered them ourselves, or because a friend or family member has – making it harder for us to sustain crude generalizations about the moral unworthiness of addicts.

Meanwhile the weakening of the stigma means people who would otherwise have been scared off from experimenting with drugs are willing to give them a go. Which leads to more addiction, more addicts, and more wishy-washy thinking from the rest of us that our friends and family members aren’t really responsible for the consequences of their terrible decisions.

This wishy-washiness, which is just as crude in its own way as the stigmatization that it has supplanted, filters up to professionals like Dr. Chang who pretend that it is the ever-less potent stigmatization, and not the ever-more potent drugs, that is killing addicts.

I have a simpler theory for why drug addiction is on the rise. As I argued last year in an essay about the impossibility of permanently defeating terrorism:

The perpetrators keep innovating cheaper and easier methods of mass destruction; every innovation, once introduced, becomes part of the permanent repertoire.

Likewise, every new drug, once invented, is added to an ever-expanding repertoire. Alcohol and opium date to prehistoric times; heroin, cocaine, and methamphetamine to the 19th century; LSD to 1938; carfentanyl to 1974. Chemists are continually tweaking the formulas of these and countless other drugs to make them more potent and cheaper to produce.

Therefore, all else staying constant – “all else” embracing such minor details as law enforcement, the justice system, and the culture – we should expect addiction to increase year over year, as the drug peddlers keep discovering better ways to hook us.

Law enforcement agencies, in their turn, are continually innovating new tactics – though their adoption is hindered by the innate creakiness of big bureaucracies. But the emerging progressive consensus aims to rule out certain avenues of enforcement altogether. We should decriminalize drug possession, we’re told, and at the same time forego incarcerating non-violent dealers. In other words, remove or neuter all statutory obstacles to the spread of drugs.

Meanwhile, on the cultural side, we are instructed to regard addiction exactly as we regard psoriasis or kidneystones – as a matter of pure bad luck, for which the sufferer bears no blame.

As for the externalized costs of addiction – the measurable costs of sanitation, policing, health care, and housing, and the immeasurable ones of ugliness, anxiety, and petty irritation – we should pay up, and smile. To complain would be to contribute to the stigma which, as Dr. Chang has medically established, is more deadly than the disease itself.

***

It’s getting chilly. The other day on my visit to the coffeeshop I perched on a stool by the window, overlooking the passing crowd. I noticed a scruffy-looking guy had climbed over the railing of the patio and was using a metal implement to peel long strips of bark off a tree. Some mentally disturbed junkie, I thought.

Then my anti-stigmatization reflexes kicked in. How do I know what he’s up to? Maybe he’s an off-duty arborist who detected signs of disease in the bark, which he has taken it upon himself to remove.

I considered stepping outside to ask the guy what he was doing but – look, there were any number of ways that encounter could have gone badly, okay? I buried my nose in my newspaper.

By the time I finished my coffee there was a sizable heap of kindling at the guy’s feet. Pedestrians streamed by, paying the tree abuser no mind. I joined the flow.

It’s a beautiful tree. In the summer it provides shade for the patio and a refuge for the sparrows that hop charmingly among the tables, scavenging for crumbs. It would be a shame if it were seriously wounded. But who am I to interfere with a stranger’s pleasures?

M.

1. I found my way to Vishloff’s thesis by way of Tristin Hopper’s op-ed in the National Post, “Vancouver’s drug strategy has been a disaster. Be very wary of emulating it.”

A SkyTrain historical footnote: The Edmonds-Cariboo extension.

To my handful of regular readers: I apologize for these articles about Vancouver’s SkyTrain that are of very slight interest to local transit nerds, and of no interest at all to anyone else. I promise to return in the future to sexier topics, like the novels of C.P. Snow and illustrations in old editions of Pilgrim’s Progress.

While researching last month’s post on unrealized Vancouver rapid transit plans, I became curious about an abandoned plan from the late 1980s / early 1990s to extend the SkyTrain to Burnaby’s Lougheed Mall – not from New Westminster, as eventually happened, but from the vicinity of Edmonds Station.

For instance, this confusing map from a 1989 report draws a thick black line from the then-existing SkyTrain (which isn’t shown) through Burnaby’s Cariboo Heights neighbourhood to a proposed park-and-ride station at the Lougheed Mall, and onward to Coquitlam.

vancouver recommended transportation network improvements 1989

Source: Mainland-Southwest Region 2 Transportation Committee Recommendations, 1989.

This 1991 map from the Vancouver Sun more clearly lays out the two routes then in contention:

possible skytrain extensions vancouver sun 1991

Source: Vancouver Sun, Apr. 26, 1991.

To my annoyance, the handful of documents I could find online that referenced the Edmonds-Cariboo route were extremely vague about its alignment, where it would have joined the existing line, where its stations would have been located – were they seriously going to omit a stop at Edmonds & Kingsway? – and why it was eventually abandoned.

In the end I had to schlep around to the UBC, Burnaby, and Vancouver Central libraries to track down the information I needed. As a public service I’m publishing it here to save future researchers the trouble.

***

The original SkyTrain line opened just in time for Expo ’86, hence the name by which it’s known today – the Expo Line.

In the late 1980s work was underway to extend the line across the Fraser River to Surrey from its original terminus in New Westminster. With three of Greater Vancouver’s designated Regional Town Centres linked to the downtown core by rapid transit, the next step was to hook up the fourth, Coquitlam, as visualized in this 1975 map:

vancouver livable region plan 1975

Source: The Livable Region 1976/1986, Greater Vancouver Regional District, 1975.

The trouble with this route was that from Coquitlam’s point of view (to quote Burnaby’s Director of Planning, Anthony Parr),

it did not present rapid transit as an attractive means of travel to Downtown Vancouver … because of the need to double back and dog leg via New Westminster. [1]

The Edmonds-Cariboo route would have straightened out the dog-leg, bypassing New Westminster via a shortcut through Burnaby’s Cariboo Heights and Edmonds neighbourhoods, shaving almost ten minutes off a SkyTrain ride from the Lougheed Mall to downtown.

In terms of travel time, here’s how the proposed route would have compared to the network as it was actually built. (Travel times are from TransLink.)

Lougheed Station to Granville Station via:

  • Millennium Line (transfer at Commercial-Broadway Station): 26 minutes
  • Expo Line (via New Westminster; no transfer): 36 minutes
  • Edmonds-Cariboo extension (no transfer): 26 minutes

edmonds cariboo skytrain extension travel times

The downside was that this extension would have run through some quiet suburban neighbourhoods whose residents could be expected to raise a fuss – and they did.

The Edmonds-Cariboo route: 1986

As Anthony Parr put it in a 1986 memo to his boss, Burnaby’s Municipal Manager,

At this stage the … design that we have before us is no more than a conceptual representation – a dotted line on a map.

Parr is referring to BC Transit’s 1986 SkyTrain Extension to Coquitlam Transit Planning Study Summary Report, [1] which evaluated four possible routes connecting the Lougheed Mall and Coquitlam with the existing SkyTrain, as shown in the maps below.

skytrain new westminster lougheed coquitlam options 1986

Here’s how the authors of that report described the Edmonds-Cariboo option:

[T]his route would leave the existing line just before the Edmonds Station and use the abandoned B.C. Hydro alignment to the old Edmonds Loop.

The old BC Hydro alignment was subsequently turned into a walking path, the Highland Park Line trail. The Edmonds bus loop was at the corner of Edmonds & Kingsway.

Note that in every variation of the Edmonds-Cariboo route, the extension would have bypassed Edmonds Station. The transfer point would have been Royal Oak.

The report continues:

However, the line would encounter residential property even if the old right-of-way were utilized as one condominium development has been built very close to the south side of the R.O.W. and there are now three major high rise apartments on the north side. After crossing Kingsway, the line would follow Edmonds to a station at Canada Way. Since this section is primarily secondary commercial operations with the occasional old residential property, the extension could provide an opportunity to redevelop these properties to screen the Skytrain from nearby residences and to provide off-street parking. Most of the newer structures are adequately set back from the street.

The distance from Royal Oak to the next station at Canada Way would have been about 3.75 kilometres – almost as far as from Burquitlam to Moody Centre on the Millennium Line, the longest gap on today’s SkyTrain system.

Despite this weirdly long gap, there’s no mention of a station at the busy intersection of Edmonds & Kingsway. (This would be addressed in a subsequent report: see next section.) I suppose they were prioritizing speed and cost-whittling in order to make this option competitive with the New Westminster route.

It illustrates the tendency of early SkyTrain planners to avoid putting stations where transit riders might actually want to go, opting instead for brownfield sites where entirely new developments could be built around them…for instance, in a forest next to a freeway interchange (see below)…

After the Canada Way station, the line would continue north-east, enter Robert Burnaby Park at Sixth Street …

(That’s a goof: the western boundary of the park is at Fourth. The elevated guiderails would have loomed over a block of modest single-family homes on Edmonds Street between Sixth and Fourth.)

…and follow a proposed highway alignment through the undeveloped portion of both the park and the George Derby Veterans Affairs Hospital to a station south of the Stormont Interchange on Highway 1. Not only would this Cariboo Station provide a large Park & Ride lot with convenient access to Highway 1, Burnaby has plans for approximately 1500 units of medium density housing in the area.

The Stormont Interchange is Highway 1’s Gaglardi Way exit. I was unaware that there were once plans for a road – the Stormont Connector – that would have slashed across southeast Burnaby from this interchange to New Westminster’s McBride Avenue.

The line would then continue on a relatively high elevated section crossing Cariboo Road, the Brunette River, the Burlington Northern Railway and Highway 1. The route would proceed through a heavily-developed residential area to a station in the vicinity of Lougheed Mall.

The Edmonds-Cariboo route: 1991

Five years later, little progress had been made in advancing beyond the “dotted line on a map” stage.

In the interim, the provincial government had appointed a Coquitlam SkyTrain Route Advisory Committee to evaluate the various corridors, with construction of the first segment to Lougheed Mall slated to begin in mid-1992.

By 1991, as shown in a BC Transit pamphlet from that year called SkyTrain Coquitlam Extension, [2] the Advisory Committee had managed to nix one of the Lougheed Mall-Coquitlam routes. However, an East Broadway / Lougheed Highway option had been tossed into the mix:

skytrain lougheed mall extension options 1991

Source: SkyTrain Coquitlam Extension, BC Transit, 1991. [2]

(Sometime during the preparation of that pamphlet, an asterisk was added to the specs for the Broadway-Lougheed corridor. The Advisory Committee, it was explained, had rejected the route due to its much higher cost and opposition from Vancouver city council. But the Broadway-Lougheed route wasn’t to be counted out just yet…)

I haven’t been able to locate the report of the Advisory Comittee from which the information in the above pamphlet derives. I did find this Burnaby Now story by Dan Hilborn, from May 1, 1991, describing in some detail three variations of the Edmonds-Cariboo route. [3]

The first option would require the relocation of virtually every business on the south side of Edmonds Street at BC Transit’s expense. Going underground would raise the price by $60 million.

Under the plan, construction would be phased-in and property owners will be given the chance to relocate within blocks of their original location as the guideway is completed.

The second option follows the property line between Edmonds and 19th Avenue, and requires the purchase of 39 homes before reaching Sixth Street. It would allow for a linear park connecting Byrne Creek Ravine, Powerhouse [Park] and a proposed park at the corner of Canada Way and Edmonds.

Either of the two options will require the acquisition of another 16 homes and blocking views at five or eight residences on Edmonds between Sixth Street and the southern end of Robert Burnaby Park. The document does not state which side of the street the guideway will follow.

The third option along a northbound BC Hydro right of way requires no property acquisitions, but comes closer to a neighborhood of new homes around Imperial Street than to the proposed Edmonds Town Centre.

No matter which of three proposals is chosen, two homes and a small industrial property near Powerhouse Park must be purchased. The line will then come within 25 metres of two existing apartment complexes and follow the BC Hydro right of way to Kingsway and Edmonds.

Although a Kingsway Station co-developed with private business is described in the written report, the accompanying maps show the first stop at Canada Way Station.

The 6.7 kilometre Edmonds-Cariboo line will cost an estimated $245 million, carry about 10.6 million passengers annually and take 26 minutes from Lougheed Mall to downtown Vancouver.

If Edmonds is chosen, the alignment will traverse Robert Burnaby Park, wind its way along the Stormont right-of-way to a 1,000-2,000 space park and ride Sky Train Station near Cariboo Road, and follow the #1 Highway and Government Road to Lougheed Mall.

skytrain edmonds extension options burnaby now 1991

Source: “SkyTrain route debate”, Burnaby Now, May 1, 1991. [3]

So why didn’t it get built?

It was clear early on which way BC Transit and the province were leaning. Premier Bill Vander Zalm and Transportation Minister Rita Johnston – who would succeed Vander Zalm as premier – had both indicated their preference for the Edmonds-Cariboo route.

BC Transit President Mike O’Connor was quoted saying of the Columbia-Brunette corridor, “Technically, it doesn’t look that sound to us.” He went on:

“The most sound route from a technical point of view is the Edmonds corridor. It does more for the transit system as a whole.” [4]

In April of 1991 a leaked memo from Tom Parkinson, project manager of the Coquitlam SkyTrain extension, indicated near-unanimous support by the Advisory Committee for the Edmonds-Lougheed route:

“I am confident of the data – which now points clearly at Edmonds-Cariboo. Port Moody, Coquitlam, and Port Coquitlam have endorsed this choice.

“The New Westminster members of the Coquitlam advisory committee and (former Burnaby mayor Bill) Lewarne say they will do so at the very end, leaving [Burnaby councillor] Doug Drummond as a single no-sayer.”

BC Transit’s O’Connor was obliged to clarify his project manager’s comments:

“The Edmonds alternative – from a ridership, cost-per-ride, distance to downtown – is better. But that doesn’t mean it’s the one that is going to be chosen. There are other reasons to choose. …

“What I think Tom meant to say was that the committee, I think, accepts that technical data that that route has the best technical merit.”

After the leak, which led to the project manager’s removal, a New Westminster member of the Advisory Committee resigned, saying that the technical committee “seemed to be pointing toward a conclusion and didn’t seem to be leaving alternatives.” [5]

There followed a flurry of comments in the local media accusing the provincial government of “skullduggery”, [6] of having “juggled” the cost estimates, [7] of packing the “sham” Advisory Committee with Social Credit party hacks who were “rigging” its deliberations. [8]

When BC Transit went ahead with its promised community engagement, Burnaby Now‘s story emphasized the exasperation of the community:

“Disappointed” was the most common expression from the estimated 500 people who attended two SkyTrain Open Houses held at the Edmonds Community Centre on Tuesday and Wednesday nights.

The surprising absence of all members of the SkyTrain advisory committee, a simple roughed-in map of the ‘Cariboo corridor’ and unanswered technical questions made the forums totally inadequate, said south Burnaby residents interviewed by Burnaby Now. [9]

skytrain open house burnaby 1991

BC Transit community relations officer Kim Rasberry explains the Broadway-Lougheed SkyTrain corridor route to Toby Louie.
Photo: Paul Clarke, Burnaby Now, May 12, 1991.

Much of this nitpicking, no doubt, was politically motivated. Despite having swapped out scandal-crippled premier Vander Zalm for the comparatively unhated Johnston, after fifteen years in power the Socred government was plumbing new depths of popular disapproval.

Bending to the onslaught of bad press, the government announced an independent review to determine “whether BC Transit data was biased in favour of the Edmonds-Cariboo corridor and why the Lougheed-Broadway proposal was pulled from the government’s terms of reference.” [10]

I could find no mention in the local press of the results of this review. But it didn’t really matter: what killed the Edmonds-Cariboo route was the utter walloping of the Socreds in the general election of fall, 1991.

The incoming New Democratic Party, citing the “massive provincial deficit now estimated at more than $2 billion”, announced that the extension to Lougheed Mall would be put off until “at least 1993” [11] and that the Socred-appointed Coquitlam SkyTrain Route Advisory Committee would be dissolved, later to be replaced by a new group, the Northeast Sector Rapid Transit Committee, whose very name communicated that the menu of options had been expanded yet again. [12]

In opposition the NDP had attacked SkyTrain as a ruinously expensive Socred hobbyhorse. The new committee would give both the Broadway-Lougheed and Hastings corridors a fresh look, but the minister now responsible for BC Transit (and future premier), Glen Clark, was “not impressed with SkyTrain technology” and was “looking closely at commuter rail as a relatively inexpensive and easy-to-implement interim answer”. [13]

Thus the first major transit project undertaken by the new government was the West Coast Express, introduced in 1995: five daily commuter trains each way between Mission and downtown Vancouver. Not exactly the rapid transit solution Coquitlam residents had been promised, but better than nothing.

As for what would eventually become the Millennium Line, it had to endure a half-decade of NDP second-guesses and changes-of-heart between its announcement in 1995 as a street-level LRT linking Coquitlam to Arbutus Street along the Broadway-Lougheed Corridor and its eventual opening in 2002 as a mostly-elevated SkyTrain extension from New Westminster to Commercial Drive.

By that time Glen Clark had been chased from the premier’s office amid a cloud of scandal, just like Vander Zalm a decade before.

***

In the 2020s, as the Millennium Line is extended down West Broadway – finally completing the route promised by the previous NDP government way back in 1995 – I fear we’re going to be confronted with the main shortcoming of the network design we’ve chosen: that it funnels so many commuters into just two overcrowded pipes entering the downtown core.

With this in mind, I can’t help but wonder if it was a mistake back in the ’90s to chuck out the Edmonds-Cariboo corridor.

Arguably, SkyTrain along Edmonds would have rendered the original Millennium Line unnecessary, freeing up money to build rapid transit sooner to Coquitlam, Richmond, and UBC. Maybe by now we’d be discussing adding a third route into downtown via Hastings Street.

I can see why South Burnaby residents objected to SkyTrain screeching through their neighbourhood. But for a fraction of the billion dollars that were eventually spent on the Millennium Line, the more offensive sections of the Edmonds route could have been concealed in tunnels.

However, as a resident of New Westminster for whom a Canada Way stop would come in rather handy, I admit I may be biased.

M.

Files referenced in this post:

1. SkyTrain Extension to Coquitlam

This is a memo dated Oct. 9, 1986, from Anthony L. Parr, Burnaby’s Director of Planning, to the Municipal Manager. It consists of Parr’s summary of the results of a BC Transit study of possible SkyTrain routes to Coquitlam, followed by the following documents:

  • BC Transit press release from Oct. 2, 1986: “Transit Study Shows Two Possible SkyTrain Routes to Coquitlam”
  • BC Transit report from Sept. 25, 1986: SkyTrain Extension to Coquitlam: Transit Planning Study Summary Report

2. SkyTrain Coquitlam Extension

A 4-page pamphlet published by BC Transit, dated Spring, 1991, discussing an ongoing study to select the optimal route for extending SkyTrain to Lougeed Mall and Coquitlam.

3. SkyTrain route debate

Four SkyTrain-related stories by reporter Dan Hilborn, describing fallout from the Edmonds-Cariboo route controversy, appearing on page 3 of the Burnaby Now newspaper, May 1, 1991.

Other sources:

4. “Transit Link”, Burnaby Now, August 1, 1990.
5. “SkyTrain official steps down over leaked project memo”, Vancouver Sun, April 26, 1991.
6. “Memo cites Edmonds as SkyTrain route”, Burnaby Now, April 24, 1991.
7. “Edmonds financial estimates queried”, Burnaby Now, May 1, 1991.
8. “Leaked memo causes furor”, Burnaby Now, April 28, 1991.
9. “SkyTrain routes debated”, Burnaby Now, May 12, 1991.
10. “Review causes delay”, Burnaby Now, May 12, 1991.
11. “SkyTrain delayed”, Burnaby Now, January 15, 1992.
12. “Fears laid to rest”, Burnaby Now, November 25, 1992.
13. “Clark hot on transit”, Burnaby Now, March 11, 1992.

 

Concrete octopus: Some unrealized Vancouver rapid transit plans.

Here’s a fun artifact from the online archives of the City of Vancouver: a discussion of the Greater Vancouver Area Rapid Transit Study that aired on local cable TV sometime in 1971. [1]

That study recommended a rapid transit system with four arms radiating outward from downtown – or as one of the interview subjects puts it,

Essentially, they’re suggesting that a concrete octopus be superimposed on the City of Vancouver, with the head being located at Georgia and Granville, and the tentacles radiating out from there.

julius kane vancouver rapid transit study 1970

Dr. Julius Kane displays the dreaded concrete octopus.

The speaker, Dr. Julius Kane [2] of UBC’s Institute of Animal Resource Ecology, complains that the proposed system of “spokes leading to a central hub” would make the rest of the region “subservient” to the downtown core – a design he dismisses as “Victorian”. He goes on in increasingly apocalyptic terms:

It’s really hard to see why the planners want to repeat all the mistakes of Chicago, New York, and all other centres of this type, when they could draw upon the experiences of the decay that have been taking place in so many urban regions. … They’re going to contribute towards ultimate decay and the ultimate ruin of everything that makes Vancouver a pleasant or a desirable place to live.

Few urbanists today would think to blame rapid transit, of all things, for the decay that afflicted big U.S. cities in the early 1970s. The slur “concrete octopus” was usually used by citizens opposed to freeway projects, like the one that Vancouver (uniquely among big North American cities) had recently kiboshed.

However, Dr. Kane’s jeremiad anticipates complaints still being made about Vancouver’s SkyTrain system a half century later – that, just like the freeways it was meant to render unnecessary, it’s an ugly, overpriced monstrosity that chokes the life out of every neighbourhood unlucky enough to be embraced in its ever-extending tentacles.

Dr. Kane outlines instead a plan for tripling existing bus service, with modest infrastructure investments (bus-only lanes, overpasses, and tunnels) to make that service more efficient. In essence, he’s describing something like the BRT (Bus Rapid Transit) system I’ve plumped for more than once on these pages.

More radically, he proposes doing away with fares, not only to help out poor folks but to make trips faster for everyone by permitting quick all-door boarding. (BRT presumes stations with faregates for the same purpose.) He figures this could all be paid for out of the dividends from investing the $300-400 million intended for a light rail system into treasury bills instead.

What I find interesting about the “concrete octopus” decried by Dr. Kane is how intuitive a design it is, compared to the one that was eventually settled on. The planners behind that 1970 study simply replicated Vancouver’s existing road network, running rapid transit lines on or near the four provincial highways entering the downtown core:

  • South via the Arbutus rail corridor, parallel to Granville Street / Highway 99
  • Southeast via the old interurban line, parallel to Kingsway / Highway 1A
  • East along Hastings Street / Highway 7A [3]
  • North on a new Burrard Inlet crossing parallel to the Lion’s Gate Bridge / Highway 99

vancouver rapid transit study 1970 proposed network

I recently spent some off-hours at the downtown library, looking at (and taking low-quality iPhone pictures of) the variety of rapid transit schemes proposed for Vancouver from the 1950s through the 1990s. I was curious to learn when, exactly, the two missing arms of the octopus – the Hastings arm and the North Shore arm – had been lopped off.

***

Prior to the late 1960s, it was assumed that any rapid transit network would be integrated into the freeway system planners were then keen to impose on the city. Here’s a lovely image from the 1958-59 Study on Highway Planning depicting the mid-century ideal of transportation efficiency. We’re looking east toward Burnaby Mountain, with downtown on the left:

vancouver freeway plan 1959

“A portion of the recommended freeway network.”
Source: A Study on Highway Planning, Pt. II: Freeways With Rapid Transit, Technical Committee For Metropolitan Highway Planning, 1958-59.

The authors of that report proposed an express bus network running on or alongside the freeway, perhaps dipping into a tunnel underneath the city centre. Here, a designated bus lane zooms transit riders above freeway traffic:

vancouver freeway rapid transit plan 1959

Gazing ahead to the far-off year 1976, the authors projected the busiest route in their freeway bus network to be the one due east of downtown – along Hastings Street.

vancouver freeway plan 1959 ridership projections

A few years later, the BC Research Council contemplated a light rail line running down the median of the freeway which it was assumed would soon be built to connect downtown with Highway 1. The alignment of that freeway (which would have flattened thirty or so linear blocks of Vancouver’s east side) would have been between Adanac and Venables Streets – about four blocks south of Hastings.

vancouver rail rapid transit plan 1962

Source: Rail Rapid Transit For Metropolitan Vancouver, BC Research Council, 1962. (Discussed here.)

By the late 1960s, planners had grokked that while it might be cost-efficient to slap a rapid transit line down the middle of a newly-built freeway, since hardly anyone lived by the freeway, ridership would always be limited.

A 1968 study reverted to locating rapid transit along routes where people actually lived and worked: east along Hastings and south towards Richmond, with “possible future transit corridors” stretching north, southeast, and – a new wrinkle – along West Broadway toward UBC.

vancouver freeways rapid transit plan 1968

Source: An Appraisal for the City of Vancouver of Transportation Systems and Routes Connecting Brockton Point Crossing to Provincial highways 401 and 499, N.D. Lea and Associates, 1968. [4]

The 1970 “concrete octopus” report reshuffled the priorities. Of the four routes recommended by the authors, the Kingsway and Arbutus lines were deemed the best value. A Hastings Street line, while it would attract the second-highest ridership at then-current levels of demand, was deemed to have only “poor to good” potential for future growth.

vancouver rapid transit study 1970 potential passenger loads

Present potential passenger loads, AM peak hour inbound.
Source: Report on the Greater Vancouver Area Rapid Transit Study, Deleuw Cather & Company, 1970.

The North Shore route – which was to be integrated into a premised third Burrard Inlet crossing near Brockton Point – had an even weaker growth forecast. Its main selling point was that without it a fourth crossing would soon become necessary. (A half century later, we’re scraping by – barely – with two.)

After the various Brockton Point bridge and tunnel plans petered away in the early seventies, a fixed transit link across Burrard Inlet was never again seriously considered. The SeaBus ferry was instead introduced in 1977 to connect downtown with the North Shore.

***

As the seventies arrived, megalomaniacal neighbourhood-razing schemes were falling out of vogue. Notice that this map from a 1972 study still has its rapid transit lines terminating at “Project 200” – a massive waterfront redevelopment proposal then in its death throes.

vancouver light rapid transit study 1972

Source: A Preliminary Study of Light Rapid Transit in Vancouver, GVRD, 1972.

Apart from that detail, it’s a fairly modest, mostly surface-level LRT proposal with two branches, one parallel to Kingsway on an alignment very close to our Expo Line, the other to Richmond via the Arbutus corridor.

A couple years later, the Richmond route was bounced temporarily out of the picture, as the Greater Vancouver Regional District began to concentrate on using rapid transit to juice the growth of Regional Town Centres in the suburbs to the east. Here we can see the shape of today’s SkyTrain starting to emerge…

vancouver livable region plan 1975

Source: The Livable Region 1976/1986, GVRD, 1975.

The GVRD’s 1978’s Rapid Transit Project expanded the menu again. It didn’t look at West Broadway or the North Shore, but it did evaluate a route through central Burnaby – similar to our Millennium Line – which it tossed out as low value. Hastings Street was again examined and rejected: the route as far as Boundary Road would be heavily used, but beyond that the number of potential riders fell off dramatically.

vancouver rapid transit project 1979

Potential rapid transit ridership – peak loads in the mid-1980s.
Source: The Rapid Transit Project Report, GVRD, 1979.

Although passenger volumes between New Westminster and Coquitlam were even more minuscule, Coquitlam’s designation as a Regional Town Centre made this route the third priority, after the Kingsway and Richmond lines.

Soon work began on the original SkyTrain – what we now call the Expo Line – which on its opening in 1985 reached as far as New Westminster. Over the next few years it was extended across the Fraser River to Surrey, connecting downtown with three of the four Regional Town Centres identified in the 1970s as priority transit destinations.

In the late 1980s, as the Expo Line closed in on its southeastern terminus and planners and politicians squabbled about what should come next, the Vancouver Province published a map showing five routes then under consideration: four variations of the promised branch line to Coquitlam and – just to keep things interesting – an extension down Hastings to the PNE.

possible skytrain extensions vancouver province 1988

Source: Vancouver Province. (Colour highlights added.)
Update, May 19 2019: For more on the rejected Edmonds-Lougheed extension (orange on map) see “A SkyTrain Historical Footnote”.

This was something less than a serious plan but something more than the idle scribbling of a bored graphic artist. In a 1990 interview, BC Transit president Mike O’Connor discussed resuscitating not only the Hastings route but a dedicated Burrard Inlet crossing, and added a few brand-new far-fetched ideas:

BC Transit is studying SkyTrain extensions – including a tunnel under Burrard Inlet – that could revolutionize transportation in the Lower Mainland.

The studies are being spurred by SkyTrain’s spectacular passenger growth, BC Transit president Mike O’Connor told The Sunday Province.

The only way to avoid an impossibly clogged service is to build new lines, he said.

“We have to be very careful that we don’t overload that first rapid-transit line.”

Without further extensions, he said, the system will reach capacity within 10 years – and put the big squeeze on commuters.

O’Connor said BC Transit is investigating:

  • A new SkyTrain line to the Pacific National Exhibition from downtown Vancouver, along either the waterfront or Hastings Street.
  • A new line from the PNE to Coquitlam Centre, either along Burrard Inlet or south of Burnaby Mountain.
  • A North Shore SkyTrain system and tunnel under Burrard Inlet to Vancouver.
  • A north-south SkyTrain line – or fast-bus route – along Boundary Road from the PNE to the north arm of the Fraser River.

BC Transit estimates the cost of new lines and equipment at $40 million per kilometre. [5]

The defeat of BC’s scandal-plagued Social Credit government in 1991 put a stop to such speculations. The newly-elected NDP had, while in opposition, hammered SkyTrain as a Socred vanity project. Their intention was to swap elephantine transit megaprojects for quick and gritty pack-mule solutions, such as negotiating with railways to run limited-service commuter trains. These efforts led a few years later to the introduction of the West Coast Express, operating ten trains a day on CPR tracks between Mission and downtown Vancouver, and technically sort-of fulfilling the outgoing government’s promise of rapid transit to Coquitlam by 1995.

That same year, the provincial government announced their plan for an all-new, modestly-priced, street-level light rail line connecting Vancouver to Coquitlam via the Broadway-Lougheed corridor.

The tortuous evolution of this line, which was eventually built with SkyTrain technology and truncated to a scenic tour of the shopping malls of central Burnaby, has been ably related by Daryl de la Cruz, so I’ll let him carry on the history lesson.

***

Richmond was added to the network with the opening of the Canada Line in 2009. Coquitlam had to wait for the extension of the Millennium Line in 2016. If current plans hold, by the mid-2020s SkyTrain will run along West Broadway as far as Arbutus Street and down Fraser Highway to some yet-to-be-determined point in the direction of Langley.

And beyond that? With recent grumblings from North Shore politicians about their traffic woes and overburdened bridges, might the northern arm of the concrete octopus someday sprout anew?

M.

1. This video was produced by the Simon Fraser Video Workshop, an extracurricular club at Simon Fraser University in the early 1970s.

2. Dr. Kane – who, it should be mentioned, was no more an expert on transportation than I am – is best known for having a species of toenail fungus named after him, and for being fired by UBC in 1983 for “improper use of the university computer and for using a research grant for private purpose”.

3. The Highway 1A and 7A designations for Kingsway and Hastings Street, respectively, have been officially retired from use, which came as news to me – they’re still prominently shown on Google Maps.

4. While most of the blurry photos on this page were taken from the original documents, I found this map of the 1968 freeway and rapid transit plan in Derek Hayes’ Historical Atlas of Vancouver and the Lower Fraser Valley.

5. “Transit System Plans On Track”, Vancouver Province, March 11, 1990.

Prophylactic planning: Rapid transit in the era of cost disease.

A couple years back, Slate Star Codex published a widely-discussed article about what the author called “cost disease” – not the disease identified and explained by William Baumol, but a distinct and poorly-understood condition where prices in certain industries rise at a rate much faster than inflation.

This condition is particularly acute in the case of rapid transit infrastructure.

Since Slate Star Codex had limited itself to American data, I wondered whether Canadian rapid transit projects might be suffering from the same ailment. It’s difficult to compare infrastructure costs over time, as no two projects are identical. But looking at projects in Toronto and Vancouver, I found a noticeable upward tick since the 1990s, suggesting the presence of cost disease in Canada.

toronto vancouver rapid transit costs

(Click image for data and sources.)

(To emphasize, these are per-kilometre, inflation-adjusted prices that appear to be rising.)

Accepting that this wasn’t just a mirage created by staring too hard at a limited data set, I went on to argue that we should hurry up and start digging subways now, while it’s only shockingly expensive, instead of putting it off into the future, when it’s likely to be cripplingly so.

(But one could also argue that we’ve already missed our window, and that instead of blowing money on huge infrastructure projects that are unlikely to prove cost-effective, we should invest in a better bus network, or fleets of autonomous cars, or the latest Elon Musk fever dream, or what-have-you.)

For now, let’s assume what I can’t prove: that at least some rapid transit megaprojects are still worth the inflated price. If we want that to continue being true in the future, we need to smarten up the way we plan our rapid transit network.

In my earlier essay I mentioned four factors contributing to the spread of cost disease:

1. In the big cities where rapid transit gets built, land values have been rising at a rate far exceeding inflation, leading to higher property acquisition costs.

vancouver west side housing prices versus inflation rate

(Click image for data and sources.)

2. The accumulation of buildings, pipes, and wires – what I called infrastructure clutter – around potential rapid transit corridors makes construction ever more complicated.

3. We’re more safety-conscious these days, which means we build more slowly, carefully, and expensively than they did in the rough-and-ready 20th century.

4. We’re willing to spend more to protect our natural and architectural heritage from the negative side effects of construction, and to ensure full access for handicapped people.

Since then, other factors have occurred to me:

5. Population growth means there are ever more residents and business owners to object to the inconvenience of construction, the noise of passing trains, lowlife transit riders invading their fancy neighbourhoods, and other blights of public transportation. The internet has made it cheaper and easier for obstructionists to organize and demand pricey compromises.

6. We’ve gradually used up or sold off the most promising rights-of-way that came available in last century’s shift from rail to road as the primary transportation mode, leaving us no choice but to dig tunnels.

7. Related to point 6, for political reasons earlier city planners prioritized easy-(and therefore cheap)-to-build projects, leaving the most challenging (and pricey) pieces of the network to be dealt with by future generations – i.e., us. Look at Toronto, which has spent the last half-century pushing its subway ever further into the lightly-built suburbs, ignoring the pressing need for a new line downtown.

8. Related to points 6 and 7, modern planners may be more choosy than their predecessors about where to place their routes. Vancouver’s original 1986 Expo Line was built on an abandoned rail right-of-way four or five blocks from Kingsway, the busy road it parallels. Thirty years later, many Kingsway commuters continue to take the bus. Compare the current plan to extend the Millennium Line, which disregards the out-of-service rail line a few blocks to the north for a brand-new tunnel directly under Broadway.

millennium line broadway extension

Not coincidentally, the per-kilometre cost of the Millennium tunnel is expected to be over five times higher than the Expo Line.

skytrain construction costs

Millennium Line extension (6 stations, 5.5 km.) estimated at $2.57 billion (2018 Canadian dollars), completion date 2025. Source.

Of the above list – which I fear is far from comprehensive – most of the factors are driven by population growth, which means they’ll only get worse.

We could conceivably save money by skimping on factors 3 and 4 – by building more recklessly, noisily, and uglily. As an example, Surrey mayor Doug McCallum has suggested that the proposed Langley extension of the Expo Line could be built more cheaply if crews worked round-the-clock. Maybe so, but I suspect they’d only run up against factor 5: angry opposition from residents living near the construction zone.

This doesn’t mean we’re helpless against cost disease. Since the choices of today’s planners determine where future residents will live, we can predict where demand for transit should grow. And by thinking about why costs go up, we can predict which routes will be most expensive to build in the future and should therefore be prioritized, and which can be affordably postponed.

Some basic principles of cost prophylaxis. All else being equal…

1. Extending existing lines is cheaper than building new ones.

2. Building all in one go is cheaper than building in fits and starts.

3. Building where there’s nothing is cheaper than building where there’s something.

4. Coordinating with other infrastructure projects lowers costs. (Toronto’s 1966 Bloor-Danforth subway saved a bundle thanks to the farsighted inclusion of a lower deck on the Bloor viaductfifty years earlier.)

…But as I stated in my earlier post, planners are already well aware of the above strategies. If they fail to implement them, it’s only because it’s difficult: to anticipate which projects future politicians might prioritize; to coordinate between multiple agencies, levels of government, and private entities; to resist political pressure to cut corners and push expenses into the future.

I doubt I can offer any insights that haven’t occurred already to the experts. But I think they might give points 5 and 6 a little more weight:

5. Every project will stir up opposition. But well-off residents, because they rely on transit less, and because they tend to own their homes, have less to gain and more to lose from transit expansion. Their money, education, and well-groomed spokespeople make them more effective obstructionists. Therefore, try to put rapid transit into a neighbourhood before it fills up with yuppies.

6. If you’re hoping to preserve a corridor for future use, you’d be better off building now: to prevent future politicians from selling it off piecemeal; to prevent infrastructure clutter along the route; and to prevent residents from getting emotionally attached to it in its virgin state.

(Here I’m thinking of Vancouver’s Arbutus corridor – the rail line shown on the map above – stretches of which were colonized by gardeners from neighbouring properties during its years of disuse. When the city, after acquiring it last year from CP Rail after much haggling, tried to convert it to a paved bike path, nearby residents protested the despoliation of what they viewed as their private rambling grounds. I can just see the outcry in the future when the city attempts to pursue its vision of running a streetcar down the line…)

Vancouver’s new mayor, Kennedy Stewart, has been advocating for the Millennium Line extension – currently set to terminate at Arbutus Street – to continue down Broadway and West 10th Avenue all the way to UBC.

millennium line broadway extension potential phase 2

…Which, don’t get me wrong, would be terrific: I’d use it a lot.

However, looking at it from a cost-prophylactic perspective:

1. The corridor is already densely built-up: infrastructure clutter is therefore unlikely to worsen.

2. The properties for future stations, if they haven’t already, can be acquired now, and held onto until needed. (Astonishingly, if this Daily Hive article is to be believed, as late as March of last year the site of the Millennium Line’s planned Broadway & Granville Street station hadn’t yet been sewn up.)

3. The West Side can’t be any further yuppified. The locals have already secured all the compromises they’re likely to dream up: instead of a noisy elevated train like their poor cousins in East Van, they’re getting a tunnel; and not a cut-and-cover tunnel, like the one that enraged Cambie Street merchants during the construction of the Canada Line a decade back, but a fully bored tunnel.

If the Millennium Line can be extended all the way to UBC in a single go, then it absolutely should: it would be far more cost-effective.

If (as seems likely) it can’t, this corridor presents only a moderate inflationary risk. The UBC extension can affordably be postponed.

Meanwhile, down at the southern end of the Arbutus corridor the homely neighbourhood of Marpole, containing one of the few concentrations of affordable apartments still left within the city’s borders, is seeing a surge of new construction. Would it make sense to move the Arbutus streetcar plan forward, while there are still a few students and working class people living along its route who might benefit from it? [1]

The Arbutus corridor is wide enough that property acquisition costs for future streetcar stops should be minimal. But have they figured out yet how to bridge the 2-kilometre distance between the end of the corridor and Marine Drive station on the Canada Line? That could be an expensive gap to fill.

marpole map arbutus streetcar canada line

And if the city is seriously contemplating rapid transit along 41st Avenue, even in the “extremely long term”, they’d better start locking things down now. With the lower-middle-class enclave near Joyce-Collingwood station doomed by encroaching condo towers, and the futuristic “micro city” about to begin construction at Oakridge, 41st Ave. is extremely susceptible to cost disease.

vancouver 41st ave rapid transit

I’d nominate Marine Drive and East Hastings as two other yuppifying streets where rapid transit would make sense, and where the risk of cost disease is acute. I hope to have more to say about the latter corridor in a follow-up post.

[Update, Dec. 25 2019: As promised above, The Hastings SkyTrain alternate reality.]

M.

1. This isn’t an endorsement of the Arbutus streetcar scheme, by the way. To me it seems as misbegotten as the now-abandoned Surrey LRT plan I discussed last month: why spend a bajillion dollars laying rail for “rapid transit” that’s not significantly faster than a bus? You might as well make a bigger up-front investment in a tunnel or elevated tracks and enjoy the benefits of higher speed and driverless operation.

If I’d been benevolent dictator, on the day the Arbutus corridor was acquired I would have turned it into a trench two SkyTrain cars wide, put a roof over it, and left the resultant tunnel until it was needed. Instead, the city elected to fancy up the corridor with walking paths and flowerbeds from one end to the other, guaranteeing an infestation of sign-waving old ladies in sunhats whenever they attempt to alter it.

Surrey’s reluctant rapid transit lab rats.

I have mixed feelings about the decision by Surrey’s new mayor and council to scrap the city’s planned light rail project.

The old plan was for an all-new $3.5 billion surface-level light rail network connecting downtown Surrey with Guildford, Newton, and Langley. $1.65 billion of funding was already secured for the Guildford-Newton section of the route, bids were being taken, and pre-construction was underway.

The new plan is to take the $1.65 billion and apply it instead to a continuation of the elevated SkyTrain from downtown Surrey to Langley. Beyond that it’s sort of fuzzy.

surrey rapid transit lrt skytrain

On the one hand, I agree with incoming mayor Doug McCallum and the majority of Surrey voters that the light rail proposal was a dud. At vast cost it would have done nothing to improve travel time between the four centres that couldn’t be achieved far more cheaply with designated bus lanes and traffic signal priority.

This isn’t merely the opinion of some random internet chucklehead: Metro Vancouver’s regional transit authority, TransLink, arrived at the same conclusion back in 2012 when it studied a variety of Surrey rapid transit scenarios.

surrey rapid transit lrt skytrain

From TransLink’s Surrey Rapid Transit Alternatives Analysis, archived at skytrainforsurrey.org. (Graph has been modified to highlight relevant columns.)

Comparing the “LRT1” option (the now-rejected light rail plan) with “RRT1A” (SkyTrain to Langley, plus Bus Rapid Transit on the King George-104th Avenue corridor), the latter was rated as superior in the categories of “Transportation” and “Financial”.

Surrey’s outgoing councillors apparently had other priorities than speed, capacity, and return-on-investment. As they saw it, a light rail network could be built more cheaply than SkyTrain, bringing slightly-more-rapid transit to more neighbourhoods more quickly.

I get the sense, reading some of the arguments against SkyTrain, that they’re being made by people who either never take transit, or if they do, aren’t in much of a hurry to actually get where they’re going.

For example, some Surrey boosters perversely make it a demerit against SkyTrain that commuters would be able to ride all the way from Langley to downtown Vancouver without changing trains. As they see it, a forced transfer at Surrey Central Station would discourage some riders from travelling onward, keeping their business in Surrey.

But the main anti-SkyTrain argument was summarized in that TransLink study, where the light rail option won out in the “Social & Community” and “Urban Development” categories.

What it boils down to is the widely held perception that SkyTrain’s elevated guiderails are a “blight on the urban landscape”.

I have a hard time imagining how guiderails could make Surrey’s mile upon mile of strip malls and low-slung office buildings any uglier. But thanks to the Photoshopping skills of the Fleetwood Business Improvement Association, I don’t have to imagine:

surrey fleetwood skytrain guiderail visualization

Fraser Highway and 160th Street, Surrey, with superimposed SkyTrain station.

surrey fleetwood skytrain guiderail visualization

Fraser Highway in Surrey, with superimposed SkyTrain guiderails.

Grim indeed! But it doesn’t really conform to my experience of Vancouver’s SkyTrain-centred suburbs, which I find quite congenial:

beresford street patterson station burnaby

Beresford Street near Patterson Station, Burnaby. From Google Street View.

rumble street edmonds station burnaby

Rumble Street near Edmonds Station, Burnaby. From Google Street View.

For some people high-rises and raw concrete are the workings of Mordor, to be opposed without compromise. I sympathize with their quaint tastes but also wonder why they go on living in a big city. To me the guiderails, footpaths, and glass towers give these neighbourhoods an endearingly retro-futuristic look:

pinetree way lafarge lake station coquitlam

Pinestreet Way near LaFarge Lake Station, Coquitlam. From Google Street View.

boundary road joyce station vancouver

Boundary Road near Joyce Station, Vancouver. From Google Street View.

The writer of the Georgia Straight op-ed linked above points to Lougheed Highway in Burnaby and No. 3 Road in Richmond as exemplars of ugliness. But they’re really not that bad…and most of the ugliness is a hangover from the decades of auto-centred sprawl that rapid transit is meant to curb:

lougheed highway gilmore station burnaby

Lougheed Highway near Gilmore Station, Burnaby. From Google Street View.

number 3 road richmond brighouse station richmond

No. 3 Road near Richmond-Brighouse Station, Richmond. From Google Street View.

I guess the deposed council had a different vision in mind for Surrey. Who knows, maybe it would have been great: as a non-Surreyite, I was keeping an open mind.

Since I rarely travel south of the Fraser River, King George Boulevard would have been a handy spot to experiment with a form of rapid transit that hadn’t been tried in Metro Vancouver. If light rail were successful there, it might have opened up new possibilities for expanding the network in other parts of the region.

And if, as I anticipated, it flopped, it wouldn’t inconvenience me that much.

Despite overblown warnings that killing light rail would mean losing the $1.65 billion designated for the first phase of the project and returning to square one in the planning process, the various levels of government seem to be on board with reallocating the money to SkyTrain. But it’s not clear yet how much SkyTrain can be built with $1.65 billion.

Assuming the whole $3.5 billion intended for both phases is still available for Surrey’s rapid transit plans (no-one knows yet where the remaining $1.9 billion will come from), how much will be left after the Langley SkyTrain extension?

Mayor McCallum claims that the SkyTrain cost estimates have been inflated, and that it can be built for the same price as light rail. In which case the Guildford-Newton section could be done using SkyTrain as well. But that’s almost certainly balderdash.

The SkyTrain For Surrey campaign, which steadfastly opposed the light rail plan in the days when resistance appeared futile, has been pushing for both components of the RRT1A option from that TransLink study: SkyTrain to Langley, plus Bus Rapid Transit (BRT) from Guildford all the way to White Rock.

surrey rapid transit options skytrain brt

BRT is a step up from a mere express bus route. It refers to a combination of designated bus lanes, traffic signal priority, and fare-gated stations with raised platforms for quick all-door boarding. A BRT route can’t carry as many passengers as light rail, but it’s way more flexible to build and operate:

  • It doesn’t require specially trained drivers. Its buses can be operated by anyone from the regular pool of drivers.
  • It doesn’t require its own operations and maintenance centre. The buses can be serviced along with the rest of the fleet.
  • It doesn’t need to be constructed all at once. Buses can easily switch back and forth from designated bus lanes to regular traffic lanes. (Also, unlike trains, buses can steer around accidents and obstructions.)

It would be great to have SkyTrain lines extending all over the region, but sadly SkyTrain costs a fortune to build, and it’s not getting any cheaper.

Light rail is more affordable, and offers a smooth and comfortable ride, but the speed advantage over an express bus isn’t enough to make the upgrade worthwhile.

BRT seems like a good compromise on routes where SkyTrain is unrealistic. At a moderate cost it offers moderate capacity, moderate speed – and maximum flexibility.

Or maybe I’m wrong. At any rate, I’d like to see BRT tried out somewhere in Metro Vancouver – ideally, somewhere out of the way, like Surrey, where I won’t be affected if it turns out to be a flop.

M.

In the wake of Metro Vancouver’s 2015 transit referendum I made the case for spending more on buses and less on pricey rail projects. A couple years later, worrying that “cost disease” would soon make rail projects unaffordable, I said: hmm, on second thought, better start building them now. More recently I argued that the character of Vancouver’s low-density, family-friendly neighbourhoods could best be preserved by stacking singles and seniors in high-rise clusters.

And now, a word in favour of high-rise living.

Last week I wrote sympathetically about suburbanites attached to their low-density lifestyle who were being forced out of Vancouver by soaring housing costs. And a few months back I told the story of my friend who had to move when her low-rise apartment building was torn down to make room for a high-rise.

There was a long article on high-rise living in this weekend’s Vancouver Sun. Reporter Douglas Todd asked folks living in the shiny new-built towers of Vancouver and Burnaby whether they’re happy in their pricey homes in the sky.

Most are. A few mention that they’ve had trouble getting to know their neighbours. (Todd points out that in some buildings as many as 20% of the suites are empty, being owned by out-of-town investors.) One guy complains that his lobby is overrun with strangers staying in suites the owners have turned into Airbnb rentals.

Unsurprisingly, the people Todd interviews at ground level are less keen on living in the shadow of the towers. One fellow observes:

“I never see people walking here, or kids playing. All I ever see is cars coming out of the underground parking lots, which is kind of weird.”

That is weird. Todd identifies the intersection in Burnaby where this conversation took place. There’s a park and rec centre across the street; the SkyTrain is a few blocks away; grocery stores, a movie theatre, countless restaurants, and the province’s largest shopping mall are all in strolling distance. If these residents of one of the region’s most walkable neighbourhoods still feel the need to drive everywhere, maybe they chose the wrong neighbourhood to live in.

I speak as a resident of an ageing 14-story tower in a busy suburban neighbourhood. To my mind, the only real downside is the non-stop traffic noise. On the upside, I’m fewer than 500 steps from a grocery store that I pop into nearly every day; across the street from a beautiful park; a two-minute walk from four major bus routes. Coffeeshops, library, a good used bookstore – all are within a few blocks.

Before moving to Vancouver I lived in a rented house in Saskatoon. There was a convenience store a few blocks away. For every other amenity, I had to hop in my car. It was a pain in the neck, and I left the house far less frequently than I do now.

True, I got to know one of my neighbours. I didn’t like him much.

Todd mentions a meta-study by UVic psychologist Robert Gifford that claims to find higher rates of depression and mental illness among high-rise dwellers. Gifford admits that

many older studies were skewed because they focused on low-income high-rises in the US and Britain.

In other words, the populations being studied, poor and no doubt rife with petty crime and family dysfunction, may have been susceptible to depression and mental illness to begin with.

It makes me wonder whether more recent studies that claim to perceive malaise among high-rise dwellers are sufficiently adjusting for personality differences that cause people like me to choose such a life in the first place. Take this survey mentioned by local author and urban theorist Charles Montgomery:

[H]e talked about a Vancouver Foundation survey finding that residents of towers were “half as likely to have done a favour for a neighbour” and more likely to report having trouble making friends. “People living in towers consistently reported feeling more lonely and less connected than people living in detached homes.”

Okay, but without conducting a survey I can predict that high-rise dwellers are likelier than detached-home dwellers to be elderly, to live alone, to be recent immigrants – in other words, to face obstacles to human connection quite apart from their living situation.

Does the high-rise lifestyle actually contribute to this loss of connection? Or might it in some ways compensate for it?

Look at me. I’ve always been prone to depression. I grew up in a series of suburban houses where my depressing chores included mowing the lawn in summer, raking leaves in fall, and shovelling the driveway in winter. Being a grumbly cuss, I kept my eyes down while performing these chores, and never got friendly with the neighbours. I’m still a grumbly cuss, and guess what? – I’m single and childless. Which gives me the freedom to live in a high-rise where I can avoid both unpleasant yard maintenance and annoying small-talk with my neighbours.

Am I less happy than my married friends, with their kids and suburban houses? No doubt. But giving me chatty neighbours and a lawn to maintain won’t close the gap. As I see it, apartment living reduces my stress level and keeps me from becoming still more miserable.

My lifestyle isn’t for everyone. I wouldn’t deny any kid the opportunity to grow up in a house with a yard – though being across the street from a good neighbourhood park, with basketball courts, splash pool, and trees to climb, strikes me as a decent tradeoff. The thing is, stacking old folks, childless couples, and singletons like me in high-rises leaves more room for those detached single-family houses with fenced yards for kids to play in. It leaves more room for parks like the one I can see from my balcony, with its chattering squirrels and hundred-year-old chestnut trees. It leaves more room for outposts of untamed nature like Stanley Park, or Burnaby’s Central Park, big enough to conceal raccoons and porcupines and coyotes and even the occasional deer.

Plus, high-rise clusters supply the population density that makes better transit economically viable, so that people like me who still rely on our cars to visit friends in far-flung areas can someday forego car ownership altogether, and get around in buses or trains. And maybe with fewer cars zooming up and down the road, parents will be less leery about letting their kids run over unsupervised to the neighbourhood park to climb trees and chase squirrels.

So by all means, let’s do what we can to make high-rise architecture less oppressive to people living near the ground. And let’s do what we can to foster connections among alienated apartment-dwellers – at least the ones who actually want to become more connected.

But I fear that groundhuggers who enjoy their three bedrooms, vegetable gardens, and gossiping over the backyard fence, will mistakenly assume that those things are psychological necessities, and block the development of high-rises for our own good. The astronomical rents in high-rise neighbourhoods prove that there’s more demand for my lifestyle than the current supply of units can accommodate; and remember, every isolated weirdo who snags a place in a tower makes a bit more room for you well-adjusted groundhuggers to spread out in the ’burbs.

That won’t be enough on its own to make room for every groundhugger family that wishes to stay in Vancouver – not even close. But it’s a start.

M.

A powerful heap of room.

In George MacDonald Fraser’s Flashman and the Redskins, [1] the seventh installment in the memoirs of the self-serving, sexually predacious Victorian mountebank Harry Flashman, we find our hero leading a wagon-train over the Santa Fe trail, joining John Gallantin’s gang of scalp hunters, [2] being adopted into a band of Apaches, escaping to civilization with the help of Kit Carson…and that’s just the first half, which sets off a chain of events leading eventually to Flashman’s scalping (non-fatal) at the Battle of the Little Bighorn.

In the wake of his narrow escape from the Apaches Flashman is understandably cynical about Indians, but big-hearted Kit Carson can wax sentimental over their impending dispossession:

“They’ll go, as the buffalo go, which it will, with all the new folks coming west. I won’t grieve too much for the ’Pash [Apaches]; they have bad hearts, and I wouldn’t trust a one of ’em. Or the Utes. But I can be right sorry for the Plains folk; the world will eat them up. Not in my time, though.”

I observed that the land was so vast, and the Indians so few, that even when it was settled there must surely be abundant space for the tribes; he smiled and shook his head, and said something which has stayed in my head ever since, for it was the plain truth years ahead of its time.

“An Injun needs a powerful heap of room to live in. More than a million white folks.”

***

The conservative blogger and columnist Steve Sailer, prolific coiner of grabby yet neglected catchphrases for underrecognized social phenomena, likes to refer to the Dirt Gap that contributes to the ongoing political polarization of the United States. [3]

The premise is that, while coastal cities like San Francisco, Seattle, and New York are hemmed in by oceans, mountains, or both, limiting their potential for geographic expansion, cities in the middle of the country, like Phoenix, Dallas, and Atlanta, are surrounded by dirt on all sides, and thus free to sprawl in every direction.

This simple observation predicts that, all else being equal, it will be easier in inland cities to find an affordable house within commuting distance of downtown. Young couples who’d like a yard for the kids to romp in will therefore tend to move inland, while childless singletons who don’t mind investing vast sums in one-bedroom condos are likelier to remain on the coast.

The inland dwellers will tend to vote for low-tax, pro-growth policies they see as sustaining their family-centred lifestyle, while the coastal dwellers will vote for high taxes to fund the generous welfare state they expect to care for them in their childless old age. These voting patterns will exacerbate the cost differences, driving more and more families away from the ever-pricier coast to affordable inland cities, accelerating the sorting process.

Hence, the Dirt Gap.

In last weekend’s Vancouver Sun I came across a good illustration of the Dirt Gap at work here in Canada. Freelance writer Lee Abrahams has been scraping by in the outer suburbs:

In the Fraser Valley, about an hour and a half or so from Vancouver, my husband and I live in a tiny home. We occupy 400 square feet with two young children and three pets, and pay a low rent to our family for occupying their property. My husband commutes more than two hours to work, each way, five days a week. …

In addition to the difficulties of tiny living, we face the same issues everyone else here does: astronomical gas prices, tax on goods and income, car insurance and the price of food. Car insurance in B.C. is on track to be the highest in Canada, according to the Insurance Bureau of Canada as reported by Global BC. The price of gas in B.C. was the highest ever in North America this year, according to Gas Buddy.

Despite the challenges, they enjoy the perks of coastal living. But lately those perks are under threat:

[M]y husband and I take comfort in knowing we have beautiful scenery and abundant mountain hikes to relieve our stress. Nothing calms us more than crisp air and stretching our legs in the quiet forest. Except, the forest isn’t quiet anymore. The Fraser Valley has been flooded by more people having to move further east from the city for the reasons noted above.

So they’re giving up and relocating to dirt-rich Calgary.

Now, one modification I’d make to Sailer’s Dirt Gap theory is that while in the short term it seems to predict a balanced sorting of tax-’n’-spend subway-riders to coastal cities and guns-’n’-sprawl SUV-owners to dirt cities, in the longer term it winds up spreading coastal-style policies to every big city.

In the early stages of the process, when the price differential is small, it’s only the most rabid clingers to the low-density lifestyle who flee to the dirt cities. As the sorting accelerates, it’s not only dedicated sprawlers, but coast-culture folks like Lee Abrahams – mommy blogger, “tiny home” dweller, unironic user of the phrase “safe space” – who are priced out of their native environment and driven inland.

As more coast people settle in dirt cities like Calgary, bringing their culture and voting habits with them, the dirt cities become more welcoming to coastal refugees, who pour inland in ever-greater numbers, driving up prices, forcing the dirt-culture people further and further from the city centre, and eventually to smaller cities as yet unaffected by the Dirt Gap.

Now, I know it’s a bit gauche to compare these non-violent migrations to the conquest of the Plains Indians. I’m not trying to portray tax-harried suburbanites moving to Medicine Hat as the new Trail of Tears. But there’s an important insight contained in the observation that the Indians needed “a powerful heap of room”: one of the ways in which cultures vary is density.

The Indians couldn’t simply scooch over and make room for the white immigrants. Their lifestyle was based on following the wild buffalo around the wild prairie; even a smattering of settled farmers and ranchers made that untenable. In the early stages of the inundation the Indians could move further from the frontier, but no matter how far they retreated, the frontier snuck up behind. So they resisted; and the pioneers, who only wanted a little more elbow room than the overcrowded east could supply, couldn’t see why these backward savages struggled so desperately to preserve their old and inefficient ways.

“We’ve set aside reservations for them. We’ve offered to teach them how to farm. All we’re asking them to do is live as we do. Is that so terrible?”

But the Indians didn’t want to give up their low-density ways and take up farming, any more than Greg and Terri in Abbotsford want to swap their four kids, three dogs, and two-car garage for a used Prius and 700 square feet in Yaletown.

The Dirt Gap separating pioneers and Plains Indians was vastly wider than the one separating our modern cultural tribes. But the history of the Old West gives us a guide to how current trends will play out, as population growth drives migration from high-density regions into low-density ones: expect misunderstandings, conflict, and the ongoing retreat of the dirt culture into poor and isolated enclaves.

M.

1. Millennial readers who somehow get past the “redskins” in the title will no doubt be turned off by Flashman’s casual racism. They might not notice that for all his rough language one of the hero’s endearing traits, along with his good-humoured awareness of his own dastardry, is his readiness to see the good side of the alien cultures he encounters (usually accidentally, through recklessly pursuing some exotic trim). In our era, Flashman’s hypocrisy would manifest itself as prompt re-tweeting of the latest #MeToo meme; but in the 1840s it’s the superiority of Anglo-Saxon manners and morals that he publicly avows, while admitting to his readers that under the surface there’s not much to choose between his island tribe of ruddy-faced empire-builders and whichever rabble of cannibals he’s been kidnapped by this week.

2. “John Gallantin” is better known as John Glanton, driver of the remorseless sun to its final endarkenment and leader of the murderous gang in Cormac McCarthy’s Blood Meridian.

3. Re Sailer’s “grabby yet neglected catchphrases”. As he accurately predicted around the time he invented the term:

I fear, though, that despite the explanatory power of the Dirt Gap, the concept will not be widely discussed. The problem is that it’s too morally neutral. What people want to hear are explanations for why they are morally superior to their enemies.

In a post this summer I talked about the impact of Vancouver’s high rents and low vacancies on ordinary working folks. Last year I mentioned the rising cost of land acquisition as one of the factors making rapid transit infrastructure so prohibitively expensive to build.

 


Michael A. Charles is a writer, animator, and musician currently living in the Vancouver area. He used to be the singer and guitarist for the band known as Sea Water Bliss.

You can find a selection of his cartoons, music videos, and ads on the Gallery page.

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