Robson Square vs. The Robson 5: Fruitful Debate or False Dichotomy?

Vancouver's planning circles and concerned citizens have been abuzz with news over the proposed reopening of Robson Street between Howe and Hornby to automobiles and buses. Peter Marriott has done a fantastic series of articles on Gordon Price's blog on the importance of leaving Robson Street open to the #5 Robson route. In short, the main problem with the Robson Street closure was that because of detours, the #5 Robson lost crucial connectivity with the rest of the city west of Robson Square.

So since Peter's done all the work of explaining the reasons, I'd just like to tack on a couple of my own observations:


(c) HCMA

1. Normally I visit the West End every now and then, 

to get delicious, delicious ramen at Kintaro or Santouka (Denman @ Robson). Since the rerouting of the #5, I haven't visited the West End at all, because it now takes about 10 extra minutes to get there (at least when coming from areas south of FC). While that might not seem like a whole lot of time, I would imagine it would quickly add up for a resident of the West End: an extra 20 minutes a day is an extra 100 minutes of commuting a week. The 5 Robson also happens to be a particularly high ridership line, so the aggregate amount of time wasted is substantial.

2. The grounds for a transit vs. pedestrian debate are tenuous. 

Examples from around the world show that it IS possible to have transit and pedestrians in the same space. What's more, it's also possible to have buses and pedestrians in the same public space. Andrew Jones demonstrates some excellent examples of light rail and streetcars that cruise through public spaces. Here are a couple of public squares where buses are allowed or given exclusive access:

The Baldachin (great glass roof) in Bern, Switzerland, houses a public square and combination bus/light rail interchange. The S-bahn/intercity train station is located underneath, so there is always tons of activity and movement, even though the city of Bern itself isn't even half as populous as Vancouver. (pop: 125 000)


(c) Mel and John Kots. Flickr

And my favourite is a little plaza in Paris you've probably never heard of (yes, I did just say that!). I'm not even sure if it has a name. Tucked immediately beside St.-Paul station on Ligne 1 is a trapezoidal sliver that works perfectly in its role as a public space: a narrow, slanting public square to mimic the narrow, crooked streets of Le Marais. Even though it's tiny, only buses and delivery trucks are allowed though. Other vehicles need to reroute.


(c) Google Maps, edits by me

Buses move slowly through the square, but it's a lot faster than making the long detour:

but no cars allowed through! (c) Google Street View

Metro riders spill out into the space and create a lively atmosphere whenever the time, whatever the season. The bus exclusive lane is on the left; Rue de Rivoli is on the right. There's even room for a carousel (the covered yurt in the back):

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Just a few examples of some of the creative planning that's been done around the world to accommodate public spaces and effective transit. 

Cute: Super Mario Skytrain Map

Dave Delisle from Dave's Geeky Ideas has this awesome Super Mario Bros. 3-esque rendition of the Skytrain System in Vancouver. Cute and a little nostalgic for anyone who grew up playing Nintendo.

4th and King (Caltrain Railyards) Proposal

As part of an urban design studio at Stanford (URBANST171), I created an urban development plan for the Caltrain Railyards that currently sit South of downtown San Francisco. Future plans call for I-280 to be converted into a ground-level boulevard at 24th St. in Potrero Hill and Caltrain to be buried underground in the same tunnel as California High Speed Rail, leaving an enormous plot of land available for development. Caltrain hopes to move the 22nd st. station to the intersection of 16th st. and 7th, and bury the station at 4th and King underground, along with the possible High Speed Rail station too. HSR and Caltrain would then continue up to the Transbay Terminal just off of Market St.

As part of my proposal I concentrated on the transportation connectivity of the site to the rest of SF, something that has been lacking in recent years. 

Some more images from the proposal:

Here's the entire presentation, somewhat successfully imported into Prezi. Contact me if you'd like the original ppt, which is a bit more coordinated in terms of fonts and color schemes.

Many thanks to Danno Glanz of Calthorpe Associates, an amazing teacher and mentor.

Jarrett Walker in SF!

Last night I attended Jarrett Walker's enlightening presentation at the SPUR headquarters in San Francisco. (654 Mission St.) Themes he stressed were:

1. The core mission of transit as abundant access without personal vehicles over distances too far to walk - thinking of transit as a multiplier of walking. For this reason, he advocates for the placement of all transit stops (including bus stops) at least 1/4 mile or even 1/2 mile apart. Any inter-stop distance of less a 1/4 mile hampers the overall speed of transit while simultaneously competing with walking.

2. The five main qualities of transit service, which are:
A. Frequency
B. Span (operating hours)
C. Speed
D. Reliability
E. Capacity

Frequency and Capacity are largely technology-applicable. Frequency is very hard to describe to a motorist - there is no perfect analogy. Speed and Reliability are largely reliant on stop frequency, stop delays, and the amount of things getting in the way.

Frequency is the hardest thing to preserve - budget cuts will target frequency before all else.

3. "Listen to our tools" - deal with the choices presented by materials. The analogy is that one cannot grow a banana tree in Portland because the materials - the climate, the soil, the humidity, (the pollinators?) do not exist.

4. Moving from Symbolic or ultra-specialized transit (unsustainable and unefficient models that enforce a unimodal way of thinking about transportation) to transit that is designed for the majority of the population

5. Jarrett's regular themes: Be on the Way, the Potential of the Suburban Blvd. (in its transportation form, not in its zoning or architectural form)

An interesting question was brought up about Jarrett's thoughts on the 26-odd transit agencies, each with different fares and schedules, that make up the Bay Area. Jarrett said that he's ambivalent on merging systems. He doesn't mind that local communities take care of their own local systems, which makes administrative sense, but he did lean toward more integration on the regional level - he stated that Caltrain is "the perfect" opportunity to create a successful regional link but it's wasted because 1. Peninsula communities are too afraid of development and 2. frequencies are far too low and 3. Silicon Valley corporations don't take proximity to Caltrain into consideration when siting their campuses (e.g. Facebook. ugh.) One wonders how huge an impact Caltrain could make if it were funded to run 15-minute frequencies during the day (around the threshold for "frequent transit").

Overall, a great thought-provoking presentation and I'll post some of my own thoughts in a bit.