{"id":4034,"date":"2010-12-10T23:06:18","date_gmt":"2010-12-11T07:06:18","guid":{"rendered":"http:\/\/blogs.law.harvard.edu\/yulelog\/?p=4034"},"modified":"2010-12-10T23:19:00","modified_gmt":"2010-12-11T07:19:00","slug":"once-more-the-streets","status":"publish","type":"post","link":"https:\/\/archive.blogs.harvard.edu\/yulelog\/2010\/12\/10\/once-more-the-streets\/","title":{"rendered":"Once more, the streets"},"content":{"rendered":"

While I promised myself, for sanity’s sake, to forgo paying attention to city politics, the City of Victoria<\/a>‘s endorsement last night of a transportation proposal has me back at square one. Meaning what? Meaning I’m scratching my head, wondering what’s in the water around here.<\/p>\n

The endorsed plan – proposed by BC Transit<\/a> – would do a couple of really bizarre things that strike me as undesirable. The plan involves putting either rapid transit trams or rapid transit bus lines along Douglas Street, which is the city’s main north-south street corridor. Douglas Street is actually part of the Trans Canada Highway – further north, outside the city core, it becomes the highway. But in the city itself, it’s also just another main street that runs parallel to Victoria’s two other main north-south arterial roads, Government Street on its west and Blanshard Street on its east. At Douglas Street’s southern terminus you find Beacon Hill Park’s Mile 0 and the Terry Fox Memorial<\/a>, site of many tourist moments. Before reaching the park, Douglas Street traverses Victoria’s Central Business District. As it provides an artery for the city, Douglas Street has four traffic lanes (two north-bound, two south-bound). There is on-street parking along much of Douglas Street’s downtown stretch, albeit on alternating blocks and sides of the street; and there are several blocks where no parking at all is allowed because bus service is heaviest here.<\/p>\n

In the proposed plan, all on-street parking would be eliminated. Traffic lanes would be reduced from four to two, running side-by-side along the street’s western edge. Along the east side of the street, there would be two side-by-side tram or rapid transit bus lanes, one heading north, the other south, again: side by side. In the middle of the street would be a two-lane bike path.<\/p>\n

Here’s\u00a0 a rendering, as it appeared in last night’s (and today’s) Times-Colonist<\/em> online:<\/p>\n

\"\"<\/a><\/p>\n

.<\/p>\n

I’m already getting into arguments with friends over this one. Some of my friends applaud the plan and point out that this is not new, and that BC Transit has been working on this since 1995.<\/p>\n

To which I say, “it’s still a pretty shitty plan, sorry.”<\/p>\n

I’ve never seen a tram arrangement like this, and really can’t understand why (in the case of this illustration) the south-bound tram should be orphaned away<\/em> from pedestrian access. The only pedestrian access is via the sidewalk, and in this case the south-bound tram is removed<\/em> from the sidewalk by a north-bound tram lane. I suppose if the trams don’t stop very often, you can build fancy stations to accommodate riders having to cross the tram tracks, etc. But shouldn’t the point downtown be that you have really frequent stops?<\/p>\n

Nor do I get the logic of a bike lane down a median. In this scenario the cyclists will have to fight with cars and<\/em> trams if they want to reach the curb\/ retail frontage. That makes no sense. Maybe it makes sense for cyclists who don’t want to stop and are going to keep going until they reach …somewhere. But what if it’s a cyclist who’s hopping from one downtown store or venue to another? I guess he or she will be infringing on the pedestrian’s sidewalk space – and that always has the potential for trouble.<\/p>\n

What I really dislike about this plan is how it suggests that if we could only get everyone into their proper slot (into the bike lane in the median, into the tram lanes side by side, into the car lanes side by side, and into the sidewalks – separated by an ocean of other transportation options) – if we could only get everyone to stay in their place, we could “solve” urban transportation issues. I’m not averse to that approach in areas where it’s imperative to clear the path for 50 to 60-kilometer per hour travel, but in a downtown, that’s not where (or how fast) we want to go.<\/p>\n

I can’t help but think that rapid transit and cars are doing relatively well in this plan, but that pedestrians and cyclists aren’t. They latter two groups are asked to move like the former two: in straight lines, without stopping in any sort of way that could hold things up, without meandering, without trespassing<\/em> or “jaywalking” – “jay-riding”? – into the other lanes of traffic. I don’t think that’s very urban. In every real city, pedestrians are constantly taking back their streets through everyday acts of disobedience: dawdling on the sidewalk, hitching bikes to parking meters (oops, I forgot we’re not even going to have parking meters under this new plan!), jaywalking, clustering, gawking, sitting around… Anything and everything in addition to “moving along” in an orderly fashion.<\/p>\n

I dislike the extreme tidiness of this plan. There’s no mess here – probably because everyone is in their place. (And heaven help the poor fool who steps out of line…)<\/p>\n

It looks suburban.<\/p>\n

Finally, a word about the sad fate of the Johnson Street Bridge: those of us who fought to save the bridge suggested that one lane of the three traffic lanes on the current bridge should be given over to “multi-modal” transportation (read: bike lanes etc.). We were told by the rabid pro-replacement councilors around the table at City Hall that it would be impossible to reduce this tiny tiny bridge’s lane capacity from three to two. And yet these same councilors yesterday gave their assent to reducing the city’s main arterial road from four lanes of traffic to two, for a stretch of more than two kilometers. The hypocrisy staggers me.<\/p>\n

Addendum: See also my post, Congestion is our friend<\/a> (on, among other things, Gordon Price<\/a>‘s talk on Motordom<\/a> [<–slide deck on SlideShare]). From that slide deck, here’s an image (#26) of what an urban street (Commercial Drive in Vancouver) can look like – note the parked cars and general urban “mess”:<\/p>\n

\"\"<\/p>\n","protected":false},"excerpt":{"rendered":"

While I promised myself, for sanity’s sake, to forgo paying attention to city politics, the City of Victoria‘s endorsement last night of a transportation proposal has me back at square one. Meaning what? Meaning I’m scratching my head, wondering what’s in the water around here. The endorsed plan – proposed by BC Transit – would […]<\/p>\n","protected":false},"author":311,"featured_media":0,"comment_status":"open","ping_status":"open","sticky":false,"template":"","format":"standard","meta":{"_jetpack_newsletter_access":"","_jetpack_dont_email_post_to_subs":false,"_jetpack_newsletter_tier_id":0,"_jetpack_memberships_contains_paywalled_content":false,"_jetpack_memberships_contains_paid_content":false,"footnotes":""},"categories":[6171,2233,2345,1481,2149,1418],"tags":[6882,5669,31116,31118],"class_list":["post-4034","post","type-post","status-publish","format-standard","hentry","category-johnson-street-bridge","category-land_use","category-street_life","category-transportation","category-urbanism","category-victoria","tag-buses","tag-johnson_street_bridge","tag-rapid_transit","tag-trams"],"jetpack_featured_media_url":"","jetpack_sharing_enabled":true,"_links":{"self":[{"href":"https:\/\/archive.blogs.harvard.edu\/yulelog\/wp-json\/wp\/v2\/posts\/4034","targetHints":{"allow":["GET"]}}],"collection":[{"href":"https:\/\/archive.blogs.harvard.edu\/yulelog\/wp-json\/wp\/v2\/posts"}],"about":[{"href":"https:\/\/archive.blogs.harvard.edu\/yulelog\/wp-json\/wp\/v2\/types\/post"}],"author":[{"embeddable":true,"href":"https:\/\/archive.blogs.harvard.edu\/yulelog\/wp-json\/wp\/v2\/users\/311"}],"replies":[{"embeddable":true,"href":"https:\/\/archive.blogs.harvard.edu\/yulelog\/wp-json\/wp\/v2\/comments?post=4034"}],"version-history":[{"count":10,"href":"https:\/\/archive.blogs.harvard.edu\/yulelog\/wp-json\/wp\/v2\/posts\/4034\/revisions"}],"predecessor-version":[{"id":4044,"href":"https:\/\/archive.blogs.harvard.edu\/yulelog\/wp-json\/wp\/v2\/posts\/4034\/revisions\/4044"}],"wp:attachment":[{"href":"https:\/\/archive.blogs.harvard.edu\/yulelog\/wp-json\/wp\/v2\/media?parent=4034"}],"wp:term":[{"taxonomy":"category","embeddable":true,"href":"https:\/\/archive.blogs.harvard.edu\/yulelog\/wp-json\/wp\/v2\/categories?post=4034"},{"taxonomy":"post_tag","embeddable":true,"href":"https:\/\/archive.blogs.harvard.edu\/yulelog\/wp-json\/wp\/v2\/tags?post=4034"}],"curies":[{"name":"wp","href":"https:\/\/api.w.org\/{rel}","templated":true}]}}