Robson Square, redesigned and reopened for the Olympics

Spectators arriving at Aberdeen station, preparing for a 20-minute walk to the Richmond Olympic Oval

After all the media hype and local anti-Olympic sentiment, Vancouver is enjoying a rare opportunity during the 2010 Games. Not only does the city get to experience a real urban vibe as tens of thousands of tourists have flooded the streets, but it’s also experiencing another rare phenomenon: very little car traffic and extra service on transit routes. These changes have created a very different feeling as the city celebrates Canadian and international achievements in sport.

TransLink staff, as well as City of Vancouver staff and the folks at Metro Vancouver have been busy planning transportation alternatives for tourists, spectators, media and athletes for many years, all in preparation for the 16-day Olympic and 10-day Paralympic Games. Some of the big-ticket items are well-known: the Canada Line from downtown to the airport and the Bombardier demonstration streetcar linking Granville Island and the Olympic Village.

Olympic line streetcar at Granville Island

The Canada Line, which was saw ridership of 100,000 per day before the Games, saw 200,000 riders last Sunday. TransLink’s overall ridership has already reached 1.5 million per day: not bad for a region that normally has 1.8 million residents.

But there are also lots of lesser-known initiatives that have gone a long way towards making this a very sustainable Games: increased transit service on routes serving the venues, no parking at most venues, and bike sharing at some venues like the Richmond Olympic Oval.

Free bikes provided by Heineken Holland House at Aberdeen Station

Streets adjacent to most venues were closed to all vehicular traffic, including Wesbrook Mall on the UBC campus, which is hosting women’s hockey at Thunderbird Arena.

Spectators leaving Thunderbird Arena walking two blocks to the bus loop. No parking was provided at the venue.

There are special “Olympic lanes” on city streets dedicated to transit and vehicles transporting athletes, media, and officials. Robson Street was initially closed between Howe and Granville, but this was extended to Bute and Beatty Streets; Granville Street is closed between Smithe and Cordova Streets. The energy of the crowds in these main downtown streets is amazing, and there is a lot of added pedestrian interest, including a lantern display on Granville Street. The number of cars entering the downtown peninsula has dropped 30% since the beginning of the Games on February 12th, while over 4,000 cyclists per day cross the Cambie, Burrard and Granville Bridges into downtown.

In addition to this, Cultural Olympiad concerts and events have been happening all over the region, from Our Lady Peace playing a free concert at Richmond’s O-Zone to a 24-hour outdoor art gallery at the Surrey 2010 Celebration Site. These events were planned to begin in January until the end of the Paralympic Games on March 21, 2010. Because there’s so much going on in each municipality, local residents can actually get involved in the Olympics and its related events without making the trek downtown.

Richmond City Hall, with exhibits and big-screen coverage of the events, at the entrance to the O-Zone

Richmond City Hall at the entrance to the O-Zone, with exhibits and big-screen coverage of the events

Many Vancouverites, anticipating intense crowds and traffic, actually left the city during the Games. This likely means that there are more non-residents than residents in the City of Vancouver at the moment. In addition to this, some workplaces are closed, and UBC and SFU both have a two-week Reading Week to cover the Games period. The absence of this regular commuting traffic has likely contributed to higher transit ridership and much faster travel times. I took the #44 express bus from UBC to downtown on Friday at rush hour, and was at Robson Square in 15 minutes, a trip that normally takes half an hour.

The question is, why can’t we do this year-round? Keep the Olympic lanes as transit-only lanes; decrease parking in the downtown core, along our main streets and at key destinations; and increase transit service. Most locals would love to see pedestrianized zones on Robson and Granville in the core area of downtown. Of course, the vast number of tourists in the city and the energy that comes along with such a major sporting event will not persist past February 28th (Olympics) and March 21, 2010 (Paralympics). It’s been a fantastic 16-day party, truly a defining moment for Vancouver and for Canada.

Robson Street nightlife during the Olympics

There are a number of indexes around that measure how easy it is to walk in your neighbourhood. Each seems to have a different focus: pedestrian safety, urban design characteristics that encourage walking, accessibility to shops and services. However, the main agenda is the same: to increase walking in North American cities.

As I mentioned in a previous post, Dr. Barry Wellar (University of Ottawa) developed a Walking Safety Index that has been used by several municipalities in evaluating their intersections. Municipalities are encouraged to give signal light priority to pedestrians at intersections, design them to achieve safety, comfort, convenience, and well-being of pedestrians, and apply the WSI to transportation projects, official plan amendments, rezoning applications and site plans. Further, transit vehicles should be able to change signal lights, should be given priority right-of-way to enter traffic lanes, surface parking lots should be removed from areas served by transit, a moratorium imposed on road and street expenditures, and road maintenance budgets reduced to accelerate the shift from car to walking, cycling, and transit.

The World Bank developed a Walkability Index for its clients in the Far East. It aims to correct some of the walkability issues in developing cities by developing awareness in city planners and city officials, which will lead to better pedestrian infrastructure and safety measures.

Larry Frank, James Sallis, Brian Saelens, et al. have generated a Walkability Index to be used in planning and health research. This is based on extensive research involving the urban design qualities that encourage walking, including lighting, walking surface, intersection design, accessibility to services, pedestrian safety measures, and surrounding land uses.

A quick online version of this is Walk Score, which ranks your neighbourhood walkability in terms of distances to services, schools, retail amenities, etc. You type in your address (n.b., it works for Canadian addresses as well) and it uses Google Maps to calculate the distances to these services and amenities. UBC campus got 52 out of 100, “somewhat walkable”, not surprising since there is no grocery store within walking distance (yet: the Save-On is due to open in a few months). Walk Score also pegged the nearest library as 2.6 km away, because it only picked up the closest Vancouver Public Library branch and not the many UBC libraries within walking distance. It missed a couple of local restaurants and the green grocers. And while Walk Score lists parks and fitness centers, it doesn’t list bike paths. So there are clearly some limitations here, like Google Maps doesn’t have all small local business listings. Interesting, since WalkScore’s objective is to “help homebuyers and renters find houses and apartments in great neighbourhoods.”

Yellow Pages has a search function that lets you see how many businesses are within a specified radius of your house. On yellowpages.ca, go to “By Proximity” and enter an address and type of business you’d like to find. For UBC this search picked up 11 restaurants within 1km, 3 more within 2km, and 20 more within 3.5km (the main street closest to campus). Just as a comparison, I typed in Yonge and Bloor (a main intersection in downtown Toronto) and there were 242 restaurants within a 1km radius!

These various walkability indexes can be used by both planners and the general public to get a rough estimate of accessibility in local neighbourhoods. The last two could be particularly useful when relocating to a new neighbourhood or while on vacation, but it should be noted that they concentrate on retail or commercial amenities and not parks, bike trails, scenic or natural attractions.

Like many cities in North America, Vancouver is in a love affair with roundabouts. And why not: traffic engineers tell us they improve vehicle safety, increase roadway capacity and efficiency, reduce vehicular delay and emissions, provide traffic-calming effects, and mark community gateways. But hang on…isn’t this just another road design that prioritizes cars over pedestrians and cyclits?

roundabout-labels1

At a roundabout, pedestrians must wait until there is a gap in traffic to cross, placing them at a considerable disadvantage from traditional stop signs and stop lights. There is no designated time for pedestrians to cross, like a walk signal, which means at a busy intersection you can wait several minutes. And there are reasons to fear for pedestrian safety as well.

Studies shows that while the risk of serious vehicle collisions is decreased, this is mainly because they reduce collisions where cars run red lights/stop signs or drivers misjudge the gap in oncoming traffic while turning. The US Access Board, a Federal agency committed to accessible design, writes that “the research findings on pedestrian safety at roundabouts are less clear. There have been relatively few studies, mostly conducted in Europe, concerning pedestrians and roundabouts.” Little is known about the effects of roundabouts on the particular demographic groups, such as the elderly, children, and those with accessibility issues. Many drivers do not yield to pedestrians at crosswalks, and it might be difficult to tell if they plan to yield; as the traffic volume increases, the number of “crossable gaps” decreases.

The design of a roundabout also pushes the crosswalks away from the intersection, creating travel paths that are inconvenient for pedestrians, according to the New Urban News. New Urbanists have been promoting roundabouts for many years as a traffic calming measure, despite any evidence that they increase pedestrian safety.

In England, where roundabouts are commonplace, drivers are reasonably vigilant and yield to pedestrians. Nevertheless, the real advantage of roundabouts is that cars are not required to stop. Drivers generally like them for this reason; it reduces their travel time. But what does this do for pedestrians? It again places them at the bottom of the pecking order, and places them at considerable risk. It also lengthens their travel time considerably, as they must cross several directions of traffic, waiting for gaps each time. Compare this to a regular four-way signalled intersection, where the pedestrian gets a clear walk signal and does not have to determine whether it is safe to cross. In other words, the problem that cars supposedly have at four-way intersections (trying to judge the gap in traffic) is transferred to the pedestrian, who is not encased in steel for protection.

Path 1 shows the pedestrian at risk at four different instances; Path 2 (simply continuing straight through the intersection) shows two instances of risk

Path 1 here shows the pedestrian encountering traffic in two instances; Path 2 shows the pedestrian must cross four lanes of traffic. In all cases, since this is a roundabout, traffic does not stop and pedestrian paths are greatly increased from a traditional four-way signalled intersection.

Interestingly, public opinion on roundabouts is divided. Many drivers I know detest them, and find them difficult and confusing to use. A cab driver recently told me that he hated the new roundabouts in Vancouver, but one friend of mine defended them. She hails from England and says that the problem is simply public education: North American drivers just don’t know how to use roundabouts. When the issue of pedestrian safety is raised, she said, “I see nothing wrong with pedestrians having to wait a few minutes to cross the street. There’s way too much encouragement of pedestrians getting the right of way all the time, even when it’s unsafe.” 

I wonder what experts like Barry Wellar, a retired University of Ottawa professor who studies public safety and testifies at trials where pedestrians and cyclists are injured, thinks about roundabouts. Wellar developed the Pedestrian Safety Index, which some municipalities have been using to evaluate their busiest intersections. Similarly, John Pucher of Rutgers University discusses the many innovations in Europe designed for pedestrian safety, including advanced crossings for pedestrians, scatter crossings, grade-separations and separate pedestrian and cyclist signals. One of Pucher’s main arguments is that pedestrians and cyclists increase in number with increased safety precautions; he also argues that penalties for striking a pedestrian or cyclist are much harsher in Europe.

Surely we should be examining all the different safety aspects of roundabouts if they are to be applied everywhere from quiet residential streets to major intersections such as the one pictured in this article. My guess is the UBC roundabout, which was converted from a signalized intersection last year, will prove treacherous to the pedestrians (many of them seniors) crossing the intersection at 16th and Wesbook Mall to access the new grocery store, community centre, school, and housing in the area. But UBC already has plans for another roundabout, and like many municipalities seems content to let traffic engineers’ reports lead the way. 

The US Access Board makes several suggestions for improving roundabouts for blind pedestrians, including:

  • Landscaping, planters, pedestrian channelization, bollard-and-chain separation, railings, and other architectural features can delineate paths that lead to the crosswalk and prevent or discourage crossing at locations other than the crosswalk; a distinctive edge such as a raised curb
  • Traffic calming measures to ensure vehicles are travelling at low speeds, which influences whether or not they will yield to a pedestrian
  • Raised crossings to discourage vehicle acceleration
  • ‘Smart’ signals that can sense and signal a pedestrian’s presence
  • ‘Splitter’ islands with a detectable surface, which can be used as a pedestrian refuge
  • Public awareness campaigns encouraging drivers to yield to pedestrians

These measures can help counterract some of the pedestrian safety issues associated with roundabouts, but the fundamental question of whether they are advantageous for all transportation modes is not addressed. Pedestrians and cyclists are considerably disadvantaged by roundabouts as compared to traditional street crossings, proving once again that traffic engineers have a tendency to prioritize cars’ needs over non-motorized transportation modes. Hopefully we learn more about roundabouts through research and not pedestrian and cyclist fatalities.

Arthur Erickson, Vancouver architect and “Canada’s most famous architect”, died May 20th at age 84. Quickly following the death of any artist, eulogies are the ultimate tribute to genius and innovation. Greg Buium, writing for CBC, is probably not the only Canadian for whom Erickson’s celebrity status has “faded into our collective memory”, though he seems quite taken with Erickson’s life work. Nicholas Olsberg, guest curator for the Vancouver Art Gallery retrospective Arthur Erickson: Critical Works, calls Erickson a Canadian visionary who has always known “how to make poetry out of architecture.” And Lisa Rochon, architecture columnist for the Globe and Mail, writes that Erickson “sought to inspire humanity through architecture–nothing more than that.” High praise, but is it justified?

While nobody likes to speak ill of the dead, modernist architecture is as controversial–and as unpopular in some circles–today as it was sixty years ago. Breaking with tradition, modernist architects such as Le Corbusier, Frank Lloyd Wright, Arthur Erickson and Eero Saarinen created bold, concrete structures that spoke of a new era of wide open spaces, cars, and speed. Traditional built form was sacrificed to make way for intensely high skyscrapers with repetitive windows, entrances disguised in non-hierarchical facades, massive size, and the new materials of concrete, glass and steel. Eb Zeidler’s Eaton Centre (1972), Mies Van der Rohe’s TD Centre in Toronto (1967), and Erickson’s Simon Fraser University Campus (1963) are some leading examples of modernist architecture in Canada. But you don’t have to go far to see the influence of modernist masters: simply take a trip to your local Veteran’s hall, public school, community centre, apartment block, or Canadian university (Waterloo, Victoria, SFU, York, or UBC for starters). Because modernist architecture took hold at a time of rapid urban expansion in the US, Europe, and Canada, there are examples aplenty. Le Corbusier’s ideas for cities of highrises, elevated on pilotis standing in parks, were adopted in the US, Canada, and Europe in the postwar era, particularly in the design of low-cost and public housing. His design ideas, and those of other famous modernists, became known as the International Style. But what architects hold up as an era of unrestrained experimentation with built form, planners, urbanists, and others condemn as damaging to the urban fabric of cities.

Jane Jacobs, in the Life and Death of Great American Cities (1961), criticized modern architecture for its long, blank facades, pedestrian-hostile forms and massive scale. She also exposed the modernist-influenced planning codes, by-laws, and plans that threatened to re-design cities completely around cars, razing historic neighbourhoods to the ground and replacing them with multi-lane freeways. Indeed, Zeidler’s initial plan for Eaton Centre initially planned to demolish Old City Hall, the Church of the Trinity, closing off seven city streets; the modified plan was only slightly less devastating, and inspired a score of similar malls devastating city after city in Canada, as stores were pulled in off the street, then closed during the 1990s. It was decades before the Eaton Centre’s hostile, inward-looking form was modified, returning the Yonge Street facade to more pedestrian-friendly streetfronts. Van der Rohe’s TD Centre followed modernism’s trend to separate pedestrians completely from cars, with the first underground concourse in the city; the dark, labyrinthine PATH system was expanded from this site.

Designed for a machine age, modernist buildings often seem ill-designed for human use: the elevated “walkways” around Toronto City Hall (Viljo Revell, 1961-65) close the space off visually and force people to enter a major public space by walking under hideous low concrete beams. And once inside, one is met by…more concrete. The plaza is terribly designed, concrete, with little seating or vegetation to mitigate Toronto’s fierce winds, and little attention to pedestrians’ movement through the space. Try finding the entrance to Erickson’s Provincial Law Courts building at Robson Square in Vancouver (1973-79). The concrete pyramid, stepped back with planters and featuring a wall/ceiling of glass on one side, is massive, imposing and frankly uninteresting. Erickson’s adjacent Robson Square, which has been closed for four years for construction, is all bland concrete with one interesting water feature and thankfully, lots of stairs for seating. Where the Law Courts meet Hornby Street, one is confronted with an impenetrable low concrete structure with lines of planters. Yet to be absolutely modern, as Milan Kundera writes in Immortality, means never to question the content of modernity. It means to be forever hopefully about the grand ideas of modernity and to avoid looking at modernity as it is lived in actual detail. Rochon praises “the roar, almost deafening, of water cascading down the side” of the Law Courts, and Olsberg praises Erickson’s commitment to make the Law Courts reflect the transparency of the Canadian Legal System: “There’s that wonderful thing you see in the law courts, of the barristers out there on the balconies conferring with their clients. No one can hide.” Yes, not even from the noise ricocheting off the glass and concrete in a thousand directions; but the Courts are infinitely more beautiful on the inside than their facade would suggest.

Olsberg says that Prince Charles takes visitors to Erickson’s NAPP Laboratories in Cambridge, England (1979), a building Buium describes as having “a futuristic effect reminiscent of 2001: A Space Odyssey“, to show them how innovative British industry is. It is doubtful that HRH could be more inaccurately described, considering his stance on modernist architecture and his advancement of traditional built form. The Royal Architect’s Association just awarded Maggie’s Centre at Charing Cross Hospital the award for London Building of the Year in spite of Prince’s condemnation of the building, the latest in an escalating feud between the Prince and modernist architects in Britain.

Erickson’s masterpiece may well be Vancouver’s Museum of Anthropology (1976), which recalls the form of traditional native longhouses. Featuring a soaring Great Hall of glass and concrete, it highlights the collection of totem poles and other massive sculptures from the Haida, Gitxsan, Nisga’a, Oweekeno and other First Nations. The Rotunda perfectly frames Bill Reid’s impressive sculpture “The Raven and the First Men”. Visitors enter the museum through beautifully carved doors completed by four master Gitxan artists. In this work, the architect managed to fuse form and function, modernism and the ancient past.

While modernist architects may revel in the Erickson’s design of Simon Fraser University, SFU students likely agree with Olsberg that even “architecturally well-versed people are made uneasy [by the design]…I think they find that it’s a little too fierce.” Rochon writes that Erickson “stripped architecture down to structural bones made of honest materials.” Yet this severity is more than a little inhumane: common myths about the university and its gloomy environs are that it has the highest suicide rate in the country, and that when it rains “it looks like the walls are bleeding.” Acres of dismal grey concrete, built low to the ground, with rows of tiny windows aren’t exactly a good fit for one of the rainiest cities in the country, yet Erickson once described concrete as “the marble of our time.” Many architects revel in the idea of designing an entire campus, as it is basically a miniature city, and the closest they will get to realizing a complete vision for a massive site. And like many a Canadian university campus in the 1960s, SFU was a blank slate.

Whether or not today’s modernist-leaning architects will admit it, many of Erickson’s buildings are quickly becoming relics of the past. Their love of the modernist style speaks more to a bygone era than the built form itself, for modernist architecture was built at a time when architects were finally free of the conventions of history. When new was considered inherently better. When the opinions of the masses, of those who lived in dense inner city neighbourhoods or worked in beautiful 1930s walk-ups, could be ignored in order to build the next monolith or freeway. When cities were destroyed to make way for the new, the bold, the futuristic. England’s architects fume because this type of innovation lasted but a couple of brief decades before public opinion converged upon them, and historic preservation and public meetings to discuss the effects of architecture became de rigeur. Many architects are now fighting to preserve well-preserved examples of modernist architecture, often clashing with the public. While we have no Prince Charles encouraging traditional building design in Canada, we have scores of architects, landscape architects and urban planners who counter modernism with neotraditional community design, transportation-oriented design and environmentally conscious architecture. People do matter, and architecture cannot afford to be mere sculpture any longer. In this context, many of Erickson’s most famous works become symbols of an anti-urban past.

So despite the praises of Buium, Olsberg, Rochon and countless other architects and critics, Erickson’s passing reminds us that to err is human. While he and other modernists may have been visionaries, they succeeded most in raising architecture to a form of sculpture. But sculpture is merely meant to be viewed and experienced; built form, however interesting and unusual its form, has a function. People use it; they congregate in it; they depend upon it to be functional and in many cases, inspirational. Elevating concrete to marble status in a grey, overcast environment may be artistic, but it is certainly not appreciated by those who confront its bleakness each day. Blank, open urban plazas devoid of vegetation and seating areas may comprise a blank canvas, but they will never encourage people to sit and stay awhile. Genius is said to be misunderstood; I count myself with those who misunderstands the supposed genius of Erickson, listening instead to the persistent practical knowledge of the inner city, its people, and its spaces.