Looks like someone didn't take the Environment Canada wind-warning for today quite as seriously as they should have. Something, I'm not sure what, blew off one of the upper floors of the Shangri-La Tower and hit the Terasen Building around the 18th or 19th floor. There is a damaged window on the Terasen Building (not broken, but the distinctive blue-grey window coating is ripped away and flapping in the wind). Judging by the size of the scar on the Terasen Building I'm guessing it was a sheet of plywood that went flying. The 1100 block of Georgia is closed to traffic and pedestrians at the moment, just in time for rush hour, so traffic is an utter mess and there is a lot of honking going on outside the apartment. Maybe it will be on the 6:00 news.



Update - 5:20 p.m. - Even more fun. Now the block 500-block of Bute between Pender and Melville is also blocked off, plus the 1200 block of Pender and the 1200 block of Melville, because the retaining cloth on the tower going up on the east side of the block has ripped away.

Woo! First snow downtown on Christmas Day in 15 years!

This is a follow up on my earlier post "A Whack of Stupid in Port Moody Over the Murray-Clarke Connector.

Right now Port Moody is proclaiming victory with quite probably the spammiest, ugliest homepage graphic imaginable, and a press release that states,

The city's campaign to explain the urgent need for the twice-delayed Murray Clarke Connector paid off. The campaign included a Council demonstration to expose what would happen if the project was delayed again

So what was council so up in arms about, exactly?

Looking at the meeting minutes for the Translink Board of Directors meetings, that a report dated November 23 was presented to the directors during their December 3rd meeting that first explains

GVTA has partnered with the City of Port Moody (the 'City') to develop the Project ['Project' previously defined as The Murray-Clarke Connector], as confirmed by a Memorandum of Understanding (MOU) authorized by the Board on October 10, 2007 and executed by the GVTA and the City on October 23, 2007...

In accordance with the MOU, a value engineering review was undertaken to:

1. provide an independent assessment of the cost of the Project; and
2. identify and recommend any alternatives ("value proposals") that appear to improve value and/or minimize life cycle of the Project

The value engineering (VE) team did their job and

The VE team reviewed all alignments included in the City's 2004 "Murray-Clarke Connector Alignment Options" study, as well as a number of variations developed since then, plus their own suggested modifications ... the VE team has suggested that the Project could taper down to a two-lane crossing of the rail tracks, and that would be adequate to meet reasonable traffic projections for the area. Since this particular value proposal has a significant cost implication (i.e. almost $10 million potential savings), TransLink staff recommend that the traffic projections be investigated in greater detail, perhaps including micro-simulation modelling, so that the functional needs of the Project are well understood.

This is not what the auto-loving, Coquitlam serving, Mayor, Councillors and City Manger of Port Moody wanted to hear.

Councillor Mike Clay, in his own blog complete with the sort of random and excessive capitalization and all-caps furor one more commonly finds on the Geocities pages made by conspiracy nuts, elaborates on the report:

Last week we received information at the city that indicated Translink staff were bringing forward a report at the next Translink board meeting (Dec 12,2007 , 9AM, Richmond City Hall) that would be suggesting cost savings measures for the Murray Clarke could include removal of pedestrian facilities, bike lanes, and, quite amazingly, reducing the overpass from 4 lanes to 2 (one in each direction).  We currently HAVE a 2 lane overpass at Moody Street, so effectively this would accomplish NOTHING.

The information we received went on further to suggest that in fact the Murray Clarke Connector project may not be justified at all, and that there should be an evaluation of the need for this project.

THIS PROJECT WAS IDENTIFIED AS NECESSARY IN THE EARLY 1980's, AND HAS BEEN PART OF VARIOUS PROJECTS AND PLANNING SINCE THE EARLY 1990's.  WE HAVE  NO IDEA HOW ANYONE COULD NOW SUGGEST THIS PROJECT MAY NOT BE NEEDED BASED ON THE EXPONENTIAL GROWTH OF THE NE SECTOR !!

Could it be, maybe, that something might have changed since 1983? In 1983 there was no Skytrain, let alone the Millennium Line to Lougheed Mall that connects to Port Moody via the 97B-line. In 1983 there was no WestCoast Express. Driving was the only option. And is it inconceivable that a connector option allowing traffic flow over the railway tracks that does not involve a poorly marked intersection, two stop signs, poor visibility, and a 270° loop might be able to handle more traffic than the existing crossing?

And what of that "do nothing" option? When in the long history of urban planning has increasing capacity ever done anything but ultimately increase volume and congestion? Port Moody City Manager Gaëtan Royer notes on one of his web pages that his credentials include studying Urban Planning at Queen's University. He should know better.

Cities all over the world have learned this lesson and taken it to heart and are strategically limiting traffic volume to encourage walking, use of transit, and the unthinkable for the suburban mind, actually living close to where one works. Port Moody's idea of sustainable, multi-use development is building towering condos over crappy little retail spaces that house businesses that certainly don't pay anywhere near enough for anyone working there to actually afford to live in the condos. I'm sure no one working at the Mac's in Newport Village actually lives in Newport Village. Rather, they drive in from a rental apartment they can afford, most likely in Coquitlam or Port Coquitlam. Will the housekeeping staff at the new hotel being put in across from the fire hall on Ioco Rd. be living in the adjacent condo tower? Doubtful.  The condo dwellers are by necessity commuters, driving out of Port Moody on a daily basis to places where there are jobs that pay well enough to afford their home. There are only a small handful of jobs in Port Moody that pay well enough for someone to afford to buy a condo in Port Moody and, unfortunately the $140,000+/yr. position of City Manager is already taken by Mr. Royer (all civic employee salaries over $75,000 are a matter of public record).

To be fair though, the well-paid Mr. Gaëtan Royer is doing his part to reduce the number of Port Moody commuters by leveraging his position, which puts "The latest construction technology, code requirements and municipal law information ... at his fingertips" to help the wealthiest of the the condo owners combine two expensive condos in to one, huge, and even more expensive condo. Of course none of this sideline work would be done while he is on the clock as City Manager and his position as the building inspectors' boss' boss never influences approval of the designs. Besides, isn't it much more important to get one more SUV off the road? One less condo means at least one, perhaps two, fewer commuters.

All and all, something smells rotten, and it isn't just another dead sea-lion washed up on the mud flats. It's "The idea of a new two-lane overpass [that] is now dead," says the city's press release. The press release also talks about how Port Moody urged for "common sense to prevail." After all, why on earth would Translink even consider something as daft as saving $10,000,000, enough money to buy 30 buses? And why would Port Moody want to, "take back the roads as a local responsibility and change the traffic patterns to accommodate Port Moody drivers rather than regional commuters. [Mayor Joe Trasolini]" - surely that is just crazy talk. It makes much more sense for Translink to throw another $25 million at this project, on top of the $25 million already budgeted. $50 million dollars is enough money to buy 166 buses for a total carrying capacity equivalent to almost 10,000 cars. In just three trips with that many buses every single person living in Port Moody could be transported out of town. Every single person in Coquitlam could be moved in ten trips. Someone explain to me the "common sense" in building this four-lane monstrosity instead?

Yesterday morning (December 10, 2007) Port Moody council shut down lanes of traffic through Port Moody during the morning rush-hour in order to intentionally snarl traffic. The misguided media stunt fails on every imaginable front.

The timing of the stunt itself is laughable. The deadline for registering to speak at of the pertinent Translink meeting was, as was stated on the Port Moody website that inconvenienced commuters were directed to visit, was 8:00 a.m. Monday morning. The media stunt began at 6:45 a.m. Presuming commuters passing through Port Moody at the time were on their way to jobs with start times between 8:00 a.m. and 9:00 a.m., too late register, one has to wonder what point the stunt actually served.

This becomes even more questionable considering the content of the media release from Port Moody where Mayor Trasolini is quoted as saying [emphasis added]:

"If the four-lane overpass is not approved this week by the TransLink Board Port Moody will have no other recourse than to negotiate removing Murray and Clarke Streets from the major road network, take back the roads as a local responsibility and change the traffic patterns to accommodate Port Moody drivers rather than regional commuters."

I fail to see the problem with that. In what way does that outcome fail to comply with Port Moody's vision statement, "Port Moody, City of the Arts, is a unique, safe, vibrant waterfront city of strong neighbourhoods; a complete community that is sustainable and values its natural environment and heritage character"? In what way does that outcome fail to meet Port Moody's 2006-2008  Council Strategic Plan which states as goals:

"Our plans lead to livable neighbourhoods that come together to create a complete community. Port Moody distinguishes itself as an innovative and visionary leader in planning,"

and,

"Port Moody plans ahead for livability and we are seen as sustainability leaders,"

and most notably,

To sustain livability, we plan ahead and adapt to changing circumstances.

We integrate the concepts of livability and sustainability in all that we do to create a lasting, vibrant economy with a healthy environment, social wellbeing and long term affordability and prosperity.

We foster service that results in a healthy community and we have confirmed this statistically.

In Port Moody, people are able to travel effectively around the community which includes creating pedestrian-oriented shopping & service areas.

St. Johns Street is already a urban desert of 60's-era car culture - six uncrossable lanes lined with car lots and service garages. How will adding adding a second high-volume path through town add to the "heritage character" of Moody Centre? ...but Port Moody city hall likes car culture. This is evidenced by the one of those very car-lots receiving honourable mention in the "Street Appeal" category of the city's own "Spike Award."

It's apparent that Port Moody's real agenda is not to tend to it's own sustainability and environment, but to bend over and be Coquitlam's bitch, catering to the surrounding municipality's hordes of gas-sucking, SUV driving commuters on their way to Burnaby and Vancouver. If Port Moody city hall really cared about their own community they'd be following the lead set by Vancouver decades ago when the city had the good sense to learn from Los Angeles' mistakes and rejected freeways and focused on transit. This effort would be better placed in fighting tooth and nail to reduce through traffic and pollution by getting the Evergreen LRT Line completed.

In the end, the only purpose of this stunt would be to get Mayor Trasolini on the TV as "the good guy", which ultimately is nothing more than a career advancing move for Port Moody City Manager Gaëtan Royer.

A friend who lives in faraway lands where they don't have to lock up the cheese at night and who has marvelled at my tales of the cheese-vault at the 24-hour Supervalu on Davie just sent me this story:

( Cheese Theif Arrested on Davie )

Conversation #1 - Overheard about two weeks ago.

[ Young guy with a death-hawk talking on his cell phone ] "Sanctuary? Why would you want to go to Sanctuary? They don't even have a dress code anymore. Sin City is much better. Ordinary people in regular clothes show up at Sanctuary."

Conversation #2 - Overheard last night

[Two English guys, mid-to-late 20's] "Sin City is OK, but there is another night on Fridays at the Lotus that is much better - same music and attitude but you don't have to do the clothes."

Behold the newly opened Kwik-E-Mart in Coquitlam... (Really a 7-11 marketing the upcoming Simpsons movie)

( Watch me get sucked in by the marketing machnie )

In the course of this adventure I had a CBC news camera stuck in my face. I might be on the 6:00 news.

What you are seeing here is the old Capitol 6 cinema from the Seymour Street side. The building across the alley with the gaping holes is the Granville Street entrance and the excavation in the foreground is where the six cinemas were. The Capitol Six was built in 1975 as part of the ultimately failed attempt to turn Granville Street into a walking mall. Prior to closing it off to all but trolleys, buses, and taxis Granville Street used to be the main drag and boasted the highest density of neon signs in the world, surpassing even Las Vegas at the time. Some well-intentioned but misguided urban planner decided that by removing the cars from the equation people would promenade rather than cruise.

The approach standard to indoor shopping malls was taken, anchor store at one end and food court at the other and that's where it failed. On the 600 block of Granville was the Bay, Eatons was on the 700 block, the 800 block had the brand new Capitol Six, the Granville 7 Cineplex/Odeon with a McDonalds at the end of the block at Nelson and the food court kitty-corner from the McDonalds across Nelson.

At the time of the Granville Mall's creation Davie Street was the red light district (the Ultra Love sex shop and the bank of pay-phones in front of the Shoppers Drug mart are remnant of this time) and Yaletown was an industrial skid full of sawmills, warehouses, and welfare hotels. Granville Street between Nelson and the Granville Bridge had deteriorated into a string of seed sex-shops, 25¢ movie booths, and by-the-hour hotels. A further attempt to anchor the south end of the Granville Mall in the form of the Chateau Granville luxury hotel on the 1000 block of Granville at the corner of Granville and Helmeken, also built in 1975. It was hoped wealthy tourists walking from the hotel to the Granville Mall would attract "respectable" business to the 900 block of Granville.

In reality, during the day, Eatons became the south anchor since it was much more pleasant and palatable for the average person to turn off on Robson Street, walk past the gleaming new provincial courthouse and the old courthouse now converted to the Vancouver Art Gallery and the ultra-modern Vancouver Public Library go to a restaurant on "Robson Strasse" the former heart of the German immigrant community and home to many fine restaurants. It was only in the evening would people walk the the 800 and 900 blocks of Granville to go to the cinemas - the new Capitol Six, the Odeon/Granville 7 Cinemas, the Plaza, the Paradise, the Caprice, and the Vogue - or to attend performances at the Orpheum and Commodore.

Only the very well established niche businesses, like Leo's Cameras, Granville Optical, Tandy Leather, and Granville Books or places that served the cinema-goers, like Taf's Café thrived. But with the 800 block of Granville being the main stop for the trolleys a different daytime crowd emerged - suburban punks and death-rockers. During the day the 800 block of Granville was populated by the alternative crowd and businesses like Fox and Fluevog, the Underground, and Golden Age Collectibles catered to them. Taf's was the place to hang out (along with the back stairs of the art gallery around the corner).

In the late 70's and early 80's I used to go the cinemas with my dad when he needed to come into the city for business. We'd often go to a matinée before heading back to the ferry. In the late 80's I'd regularly come over from the island to go clubbing at Graceland, Luv-a-fair, the Eclipse, and the Twilight Zone. I was one of those death-rockers (called "Gothics" at this point, the term had not yet shortened to just "goth") on the 800 block and the art gallery stairs. In 1990 I moved to Vancouver permanently to attend SFU. I became a regular at Taf's. In the early 90's my girlfriend at the time worked as a jewelry vendor on the 800-block of Granville and I occasionally did as well (I was frequently sought out by people who could not get their puzzle rings reassembled). A little later I got a part-time job at the Capitol Six as a doorman and usher since the hours worked well with my class schedule. It was a terrible, low paying job, but better than nothing.

The job had it's moments though. I let my friends "sneak" in for free on Wednesdays when I would be the only person checking tickets. "Nightmare Before Christmas" came out while I worked there, which is where I got the 6' x 4' Jack and Sally posters that hang in my hallway. There was the utterly surreal moment of finding a live turtle on the stairs leading to the alley overpass from the Granville entrance. It was before Yaletown was built up with towers and it was stunning to watch fogs fill False Creek and spill into the city from the windows on the top floor. I'll also never forget the annoying brat wiping out in the sludge lake in Cinema 1.

Like any multiplex theatre our primary function as doormen were to keep people (usually boys between the ages of 12 and 15) from buying one ticket and then skipping from one cinema to another to see two or three movies. One day there was a couple of particularly obnoxious 12-year olds that were trying to skip from a 7:00 show to the 9:00 show in Cinema 1. Cinema 1 one was the big screen on the first floor that seated about 1,000 people. On a Saturday with a popular movie with shows at 1:00, 3:00, 5:00 and 7:00, three to four thousand people have already been through the cinema by the 9:00 show. A lot of those people spill pop. The floor is sloped and all the spilled pop would collect in a foetid puddle in the space between the first row and the screen. While another doorman and I had the exits back to lobby blocked a third doorman was chasing this kid down the isle to boot him out. The kid tore down the isle, slipped in front of the first row and skidded into the pop-lake. He was covered from head to toe in rancid pop. It wasn't hard to get him to leave after that.

Now the Capitol Six is gone. It was replaced by the Paramount (now "Scotia Bank Cinemas") at Smithe and Burrard. Fluevog (now sans Fox) and Taf's remain, but the "alterno-mall" portion of the Granville Mall is gone with it. The Underground didn't survive the four-month bus-strike of 2001. Other business were driven away (Leo's) or driven out of business (Cheap Thrills, Granville Books) by raised rents resulting from the Canada Line LRT station going in at Granville and Robson and 2010 Olympics profiteering. The Vogue is now a performing theatre, while the other single-screen cinemas have all been turned into cavernous night-clubs in another city hall (mis)guided initiative to return Granville Street to its glory days of 40-50 years ago.