This week, Spacing presents five excerpts from Straphanger, the new book by Montreal-based author Taras Grescoe. The book examines the success stories, challenges, and future hurdles of 14 transit systems from across the world, including Toronto, Montreal, and Vancouver.   TODAY: Toronto (last excerpt) I’d always planned to end up in Toronto. After all, it was the city where I started. I was born at the old Women’s College Hospital, near Queen’s Park station on the Yonge-University line, in 1966. At the time, my parents were renting a top-floor flat in a house on Lytton Boulevard, a short stroller’s push from Yonge Street; an auspicious first address for a newborn, it turned out, as it had belonged to one of the inventors of Pablum (his widow spoon-fed me the vitamin-rich baby mush, which may explain why I never developed rickets). When I was only four years old, my parents joined the exodus to suburbia, and we moved to a cookie-cutter bungalow on a curvy street in Burlington, twenty-five miles west along the shore of Lake Ontario from Union Station. I used to wonder if this early exile from the city was the foundational trauma that led to my lifelong bias against subdivisions, but my Kodachrome-hued memories of Riverside Drive—of netting crayfish in the nearby creek, of walking to Frontenac Elementary School, and of pretending I was Bobby Orr in street hockey games—are for the most part fond, and at worst emotionally neutral. My parents tell me they bought the house as a short-term investment, but if they were hoping the suburbs would be a healthier setting than the city, they seriously misjudged Southern Ontario. Less than a mile from our carport were the multimillion-gallon storage tanks of the Oakville refinery, where British Petroleum was busy making jet fuel, and beyond a tiny stand of oaks known as Sherwood Forest Park lay the Queen Elizabeth Way—six lanes of rushing traffic that, in the days before emissions controls, must have created a formidable cancer corridor of leaded gas exhaust. My parents lasted two years in Burlington, before giving up on the land of loops-and-lollipops and bundling my sister and me onto a westbound train.

This week, Spacing presents five excerpts from Straphanger, the new book by Montreal-based author Taras Grescoe. The book examines the success stories, challenges, and future hurdles of 14 transit systems from across the world, including Toronto, Montreal, and Vancouver.   TODAY: Los Angeles In spite of heroic efforts at revival, downtown Los Angeles can be a pretty forlorn place, filled as it is with polo-shirted security guards on Smith & Wesson mountain bikes fruitlessly trying to herd panhandlers back to the “Nickel,” the city’s skid row. If you know where to look, though, you can catch glimpses of the future Los Angeles once imagined for itself, of enduring architecture and walkable public places, stitched together by rail rather than roads. My favorite piece of Southern California retro-tech is Angel’s Flight, a funicular railway whose two slant-floored cars still haul passengers 300 or so feet up to Bunker Hill, the skyscraper, museum, and concert hall — topped incline that is traditionally considered the heart of Downtown. On Broadway, a plaque in the sumptuously restored Bradbury Building, whose sky-lit interior is all lacquered filigree and exposed cog-works, informs visitors that its architecture was inspired by the 1888 novel Looking Backward, whose author imagined a future in which densely settled American cities would be full of colossal public buildings. One block away, on Hill Street, the words Subway Terminal Building are engraved in the pavement outside an old commercial building that has been converted into upscale condos and lofts. This was where the now-condemned Hollywood subway used to emerge from underground, a mile of tunnel completed in the 1920s in an attempt to solve the congestion problem once and for all by channeling streetcars beneath the pavement and out of the way of cars. It is a reminder that Los Angeles was supposed to turn out a lot differently. Even as engineers were planning the freeway system that would blow the metropolis apart, ambitious rail schemes were being devised to reassert the hegemony of downtown. After the war, hundreds of business owners campaigned under the slogan “Rail Rapid Transit — Now!” to have mass transit rights-of-way built alongside freeways. In 1963, the Alweg Monorail company of Germany even offered to build Los Angeles a 43-mile monorail operation, for free. “Between 1948 and 1980,” writes transportation historian Martin Wachs, “at least six different plans that included some form of rail transit were placed before the citizens, and all failed to be enacted.”

This week, Spacing presents five excerpts from Straphanger, the new book by Montreal-based author Taras Grescoe. The book examines the success stories, challenges, and future hurdles of 14 transit systems from across the world, including Toronto, Montreal, and Vancouver.   TODAY: Copenhagen I was prepared to admire Copenhagen, grudgingly, as you might a doughty Lutheran aunt who prides herself on her strong opinions and sensible shoes. I didn’t expect to become infatuated with the place, jealous of those who got to live there year-round, and, to my wife’s annoyance, an advocate for an eventual emigration to Scandinavian climes. I’ve been to more striking cities. Copenhagen is like a greatest hits of more glamorous destinations: it has the canals of Amsterdam, the squares of Florence, and the Baroque architecture of Vienna; there is even a single, New York– style modernist skyscraper (the SAS building, all of twenty stories). I’ve been to more exciting cities. Copenhagen’s biggest attraction is the Tivoli Gardens, a nineteenth-century amusement park complete with Ferris wheel and carousel, though the Lego Store and the Bodum Hus, where you can splurge on interlocking plastic bricks and functional coffeepots, are close runner-ups. And I’ve definitely been to balmier cities. Copenhagen is windblown and rainy, and because it is at the same latitude as Ketchikan, Alaska, the winter sunset — when the sun deigns to appear at all — tends to come at mid-afternoon. Yet the scale of the place is perfect: Copenhagen is big enough to keep you interested, but small enough that you feel comfortable. In truth, though, the depth of my affection probably comes from the way I discovered Copenhagen. During my first couple of days in the city, I walked and rode the two-line Metro. The brand-new system has state-of-the-art platform doors in its deep underground stations, and gleaming automated Italian-made trains, the kind that allow kids to sit in the front and watch the lights in the tunnel rush by. This being Northern Europe, there are no turnstiles, and passengers board on the honor system. (When I blundered on ticket-free on my first day, a platform attendant smiled indulgently and rode the escalators back to street level to give me a lesson on the proper use of the ticket machines.) From the central train station, eleven commuter train lines, run by Danish State Railways, extend deep into the suburbs. Cheerful orange buses, with low floors to allow easy entry for strollers and wheelchairs, run along most major streets. In fact, Copenhagen is the only city I’ve been where people complain there is too much public transport. When the Cityringen, a circle line that will add fifteen new stations, is completed in 2018, only the residents of the city’s most isolated districts will be more than a 600-yard walk from a Metro station.

This week, Spacing presents five excerpts from Straphanger, the new book by Montreal-based author Taras Grescoe. The book examines the success stories, challenges, and future hurdles of 14 transit systems from across the world, including Toronto, Montreal, and Vancouver.   TODAY: Vancouver It’s hard not to see Vancouver, British Columbia, and Portland, Oregon, as the long-lost twins of Cascadia, separated when they were still young. Both were born as Gold Rush boomtowns, and both grew up as Pacific Northwest regional centers with thriving ports and economies based on logging and resource extraction. Both developed streetcar and interurban networks, and count smaller areas of postwar suburban sprawl than similar-size North American cities. Both opted for regional governance in the 1970s, Portland with Metro, Vancouver with the Greater Vancouver Regional District (now Metro Vancouver). Vancouver doesn’t have a growth boundary, but it has de facto limits to growth, both geographical — the Pacific Ocean to the west, steep mountains to the north and east, and the United States border to the south — and legal, in the form of a large stock of agricultural land forever protected from development. Both have central city populations of 600,000 in regions of just over two million. It is only now, in their early adulthood, that the twins are showing signs of following distinct life paths. Portland remains a regional center, a city comfortable with incremental growth. Vancouver has lately become an international hub, a model for its own brand of urbanism, and a futuristic city of glass towers bound together by the soaring elevated tracks of streamlined rapid transit. I grew up in Vancouver. It was here, working as a courier, that I witnessed one too many accidents, and developed a lifelong aversion to traffic and cars. My family arrived in the ’70s, settling in a neighborhood of single family homes near the university. Streamlined Brill trolley buses, drawing power from overhead wires, ran down the nearest major artery, Dunbar Street, where only recently streetcars had run. The local housing ran from Tudor-style manses in Shaughnessy Heights, a neighborhood built on an eccentric garden city street plan, to stucco-coated Vancouver Specials, boxy working-class homes with low-pitched roofs and second-floor balconies. Coming from Toronto, Vancouver felt like the edge of the world, an outpost of the British empire experiencing a few timid blooms of alternative culture. This was the place I became a pre-adolescent urbanist, pacing out our block and building a model showing how, if you removed the cars, city streets could be made into parks. When I visit these days — my parents and sister still call Vancouver home — I barely recognize the place. The shock begins when I get off the plane, walk among the totem poles of the coolly West Coast–themed airport, and wheel my bags to the elevated SkyTrain station. The Canada Line, completed for the 2010 Winter Olympics, whisks passengers in Koreanmade electric trains at 50 miles an hour toward the West End. As the driverless light-rail train crosses the Fraser River, I marvel at how thickets of office and condo towers, each cluster corresponding to a SkyTrain station, have cropped up at intervals of about a mile and a half, where once there was only low-rise suburbia. The single-family homes on small lots, which make Vancouver’s west side so reminiscent of East Portland, still exist, but they are now bordered by slickly designed, European-inspired condo blocks with names like City Square and Arbutus Walk. Arriving at the station in Yaletown, once a downtown district of forlorn ware houses, I’m surrounded by “see-throughs,” the slender condominium towers of pale green glass that rise against the snow-dusted coast mountains. After Manhattan, Vancouver’s downtown is now the second densest in North America. In my absence, the backwater of my youth seems to have morphed into a temperate-zone Singapore, a transformation that has spawned a new buzzword among urbanists: “Vancouverism.”

This week, Spacing presents five excerpts from Straphanger, the new book by Montreal-based author Taras Grescoe. The book examines the success stories, challenges, and future hurdles of 14 transit systems from across the world, including Toronto, Montreal, and Vancouver. TODAY: Shanghai, China For first-time car buyers on the floor of the Shanghai Auto Show, the future looks bright, if not downright dazzling. Throughout the cavernous showrooms, lithe motor-show girls in shimmering nylon evening gowns and leatherette mini skirts drape themselves over aerodynamic fenders, like molten watches drizzled over branches in a Dalí landscape. On rotating platforms, surrealistic concept cars languidly pirouette: the Geely McCar, a tiny hybrid with an outsized hatchback that pops up to release a three-wheeled electric motorcycle, and the chrome-grilled Engrand GE, which features a V-8 engine, rear seat massagers, and a built-in refrigerator that, according to the brochure, “gives access to mobile joy.” Caught in the crush, a visitor is torn between amusement and awe; it’s hard not to chuckle at cars with names like the Great Wall Wingle Pick Up, the Jiangling Landwind, or the Book of Songs. At the same time, the audacity of China’s carmakers is impressive: the Noble is a near replica of Daimler’s Smart, the Lifan 320 appears to be a clone of a Mini Cooper, and the Dongfeng Crazy Soldier looks like the love child of a Humvee and a Tonka truck. Every few minutes, cameras flash and applause ripples through the showrooms as another “delivery ceremony” is completed: a proud owner is presented with flowers, a framed photo, and a bag of gift s as he is handed the keys to his brand-new Lavida, Cowin, or Beauty Leopard. The lust to buy is almost palpable. Fourteen million cars were sold in China last year, which means the country has overtaken the United States as the world’s largest automobile market. Over eight days, three-quarters of a million people will pass through the seventeen hangar-like halls of the Shanghai Auto Show — which has now surpassed New York’s to become the world’s largest — lining up for their chance to caress vinyl, shift gears, and slam doors, publicly dreaming of owning modernity’s ultimate consumer item: the private automobile. The big news at this year’s auto show is that subcompacts are no longer at center stage, and major manufacturers have relegated hybrids and electrics to the sidelines as they promote old-fashioned gasoline-powered sedans. For years, the Chery QQ, a fuel-efficient, jellybean-shaped bumper car that retailed for less than $5,000, was the nation’s most popular automobile. Lately, though, the aspiring middle class has set its sights higher. China’s best-selling car is now the BYD F3, a four-door sedan that bears more than a passing resemblance to a Toyota Corolla, with a sticker price of $9,300. The popularity of the F3, which sold over a quarter of a million units in 2010, is a sign that Chinese consumers have made the Great Leap Forward from economy to midsize.

It’s been almost a week since TransLink requested new revenue generating tools to pay for transit expansions. In that time, we’ve heard all the cons from business groups, conservative lobbyists, and irate citizens. Not once did we hear any substantial defense or explanation of the benefits come from Vancouver’s active and vibrant urbanist community. Folks, this is our window of opportunity to fix TransLink once and for all. It is not a governance issue, or an administrative issue, but just what it has been since the NDP pulled the rug from the original vehicle levy - a funding issue. We can make the most wonderful transit plans in the world, but unless we have a feasible, and politically acceptable, way to pay for it all, then we’ll continue to be stuck in the mud. These are the facts. Congestion costs our regional economy upwards of $1 billion a year. Improving and expanding our transit system is the second-highest priority to local residents. Over 30% of citizens in poorly served areas like Surrey and Langley say they’d take transit if there was better service available. Conclusion: we want, and need, a better transportation network. So why the backlash? One reason: perception.

[caption id="attachment_4158" align="alignnone" width="600" caption="A selected image from the Spacing Vancouver Flickr pool. Part of a photo by Philip Tong."][/caption] When I found out that CBC was opening their audience for Wednesday night's mayoral debate between Robertson and Anton, I immediately slotted it into the week's schedule after Sunday's "Last Candidate Standing" and Monday's "Connecting People and Places" without much thought. After being herded into the studio and sitting through the mic checks, however, it was clear that any new information was going to be thoroughly squeezed through the television tube. If you want the definition of manufactured story, check out CBC's own coverage entitled "Occupy Vancouver dominates CBC mayor's debate." No mention, naturally, that the format was specifically designed to give Occupy the entire first third, with housing and transportation fighting for the scraps.

[caption id="attachment_4110" align="alignnone" width="600" caption="Separated Bike Lanes: Vision/COPE will expand them, NSV wants consultation, NPA wants moratorium and various "fixes." Photo by Kathleen Corey."][/caption] Transportation, always a major topic during a civic election, has spiked somewhat in the last few days with prompting from public forums and the release of the Vancouver Area Cycling Coalition's comprehensive survey. While both forms of information are useful, they allow candidates to shape their message a little too much at times. Given the right audience, the NPA's George Affleck will stick his neck out further than any other candidate in supporting road pricing in the most congested areas of Metro Vancouver. He'll also muse about solutions to bring a second bicycle lane to the Burrard Bridge and suggest that he doesn't have any particular separated bike lane qualms beside business consultation - unfortunately, a rather different tone than his Georgia Straight op-ed. Similarly, after the Green Party's Adriane Carr played to Sunday's audience by claiming that there were no traffic studies or public support to removing the viaducts, she was conspicuously silent at the next night's transportation forum despite ribbing from Vision's Geoff Meggs. Conversely, her explanation of the "bike-free streets" debacle was embarrassingly thorough as she clarified it to bike-free bus lanes - simply suggesting that cyclists and transit vehicles be given their own space would probably be a better phrasing yet. To be fair, she gave what may have been the night's most convincing arguments in favour of bike lane expansion. Meanwhile, at Sunday evening's Last Candidate Standing, the NPA's Sean Bickerton explained his support for transit based density and touted his use of transit. He's favoured removing the viaducts in the past, against what is now party line. At a Tuesday presser, however, he threw cyclists under that proverbial bus by dedicating an entire platform point to their perceived misbehaviour. While drivers and pedestrians are only covered by a vague "share the road" education campaign, Bickerton wants to bring in cyclist licensing while cracking down on sidewalk riding and those without their styrofoam hats (as opposed to a more balanced approach).