Public transit in Vancouver began at a spot on Granville St, a little north of Pacific Boulevard. That's where the first section of streetcar track was laid by the Vancouver Street Railways Company in May of 1889. It's fitting that this spot is but a few steps from the grand old Yale Hotel, which began life as a Canadian Pacific Railway bunkhouse around the time that the first transcontinental passenger train arrived in Vancouver in 1887.
The Company was a syndicate chaired by a man named George Turner, who had received permission from Vancouver City Council the year prior to construct a streetcar system operated by electricity, gas, cable, or horse. And in fact, the original plan was for the line to be a horsecar, a car pulled along steel tracks by a horse. The Company went as far as to purchase the horses and set them up in a stable on the southwest corner of First Avenue and Main Street.
However, existing streetcar systems across the continent were rapidly being converted to electric operation. With pressure from City Council, the public, and the equipment manufacturers, the Company decided to construct a full electric system instead. This delayed the opening by 10 months, which meant that Victoria would complete its streetcar system four months before Vancouver's. During this time the Company was renamed the Vancouver Electric Railway & Light Company Limited, as it had consolidated with the Vancouver Electric Illuminating Company.
Vancouver's streetcar opened on June 26th, 1890, with six streetcars operating on two lines at a maximum allowable speed of 10 kph. The Powell Street line ran down Granville St, then along Hastings, Cambie, Cordova, Carrall, then followed Powell Street as far as Campbell Avenue. The Westminster Avenue (now Main Street) line followed the Powell Street line as far as Main Street, then headed south as far as Dufferin Street (now Second Avenue). The total length of the system was 5.4 kilometres. It was Canada's fourth electric streetcar system to be constructed and must have seemed a bit outsized at the time, as Vancouver's population was only about 10,000 people.
As Ewert quotes from the Vancouver Daily News-Advertiser "
In the afternoon a car was run up and down Westminster Avenue several times, a number of shareholders and scores of citizens taking advantage of the opportunity to test the comfort of a mode of locomotion now possible for the first time in Vancouver." Fast forward to 2009, and the excitement and the crowds were similar for the opening of the Canada Line.
After a few months of operation, the system was not yet making a profit. But the Company was ambitious, buying four additional cars and putting out contracts for the construction of an extension of the Westminster Avenue line up to Mount Pleasant, at Main and Broadway. This would become the earliest Vancouver "suburb" from which residents would commute by streetcar to the downtown core. The rapid expansion of the streetcar system in the coming years would fuel Vancouver's growth for decades. The neighbourhoods that grew up around the streetcar lines are the same commercial streets that are so familar to us today.
Over the coming year, we will look at the some moments in the history of public transit in Greater Vancouver and consider our future as well. Will we again see rails on our city streets?
**
John Calimente is the president of Rail Integrated Developments. He supports great mass transit, cycling, walking, transit integrated developments, and non-automobile urban life. Click here to follow TheTransitFan on Twitter.
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Feature Article
Today, re:place is happy to announce the launching of our newest venture: Spacing Vancouver!
As one would expect, some of our wonderful content has already been transferred to the new site and, although this site will still remain live (and be accessible through the Spacing Vancouver website), starting tomorrow we will stop posting new content on this site.
Thanks to all our devoted readers and we're looking forward this new adventure!
In the meantime, here is what Spacing crew has to say:
The editors and contributors of Spacing Vancouver will take a critical look at how Canada's third largest urban region is building and designing its city. Cities across Canada have a lot to learn about how Vancouver is designing one of the most livable and beautiful cities in North America.
Spacing is lucky to not be starting this Vancouver blog from scratch — we've absorbed the wonderful team at re:place magazine. To see why Spacing and re:place teamed up you can read the joint letter from Spacing's publisher Matthew Blackett and re:place's editor (and now the Spacing Vancouver editor) Erick Villagomez.
The editors of Spacing couldn't be more excited to add Vancouver to our Canadian urban blog network — we now stretch from coast-to-coast!
If you are around tonight, there is a panel discussion and party to celebrate the launch of our newest blog at the Wosk Centre for Dialog in downtown Vancouver. See you there (and each and every day here at this blog!).
***
Thirty-two years elapsed between the invention of the
Saskatchewan Conservation House and the erection of
Austria House in Whistler (structures this
series profiled in the previous two stories).
Canada's second certified Passivhaus was completed just a year later. And a dozen more Canadian Passivhaus projects are underway.
Passivhaus buildings -- which include schools, offices, apartments as well as a growing number of renovated structures -- use 90 per cent less energy for heating and cooling than conventionally built buildings. Since buildings consume up to half of all energy in North America, the prospect of a 90 per cent reduction poses what green building advocates
believe is the most affordable way to reduce energy costs and slash the emission of greenhouse gasses.
Europe has embraced the idea. The continent already has more than 25,000 Passivhaus certified buildings. And by 2020, every new building in the European Union must be a "near zero energy building." With that shift has come a steep rise in new green construction jobs.
Given that both the City of Vancouver and the Province of British Columbia have committed to cutting greenhouse gas emissions by 33 per cent by 2020, it's worth asking: Is B.C. ready for Passivhaus building codes?
On the Rideau, a Passivhaus duplex
Canada's second Passivhaus was certified last November. It's a three-storey duplex overlooking the Rideau River in Ottawa. The building sports a green roof (with 12 inches of soil for gardening), a heat recovery ventilator, a geo-thermal system and a rainwater cistern.
Chris Straka designed the
building, and lives on one of the two 1,650 square foot residences.
"I focused my attention on the building's envelope, using triple-glazed windows, a combination of foam insulations, and I sealed the house carefully to avoid thermal bridges that would transfer energy across the outer walls. All of this plus a south-facing rear wall of windows overlooking the Rideau River, keeps the cold out while inviting heat inside," he said. (Photos
here)
Straka built his duplex, which is also seeking
platinum certification under the LEED for Homes program, without importing high-tech windows from Europe.
"I knew that a very high performing building could be created using Canadian materials and mechanical systems," he said.
Stratka said his house cost about 10 per cent more (per square foot) than a conventional house. He estimates that expense will be recovered through energy savings within six to 10 years.
"Any custom home in Ottawa will cost about $225 a square foot to build," Stratka said. "For $250 a square foot, you can have the ultimate in energy efficiency."
Stratka is already at work on another Passivhaus/LEED Platinum design, which he said will be built for the same construction cost as a conventional custom home.
At least a dozen more Passivhaus building projects are underway across Canada. In British Columbia, the list of projects on the boards includes two multifamily homes in Vancouver, a winery in the Okanagan, and a warehouse on Vancouver Island.
In Whistler, an affordable Passivhaus
Matheo Duerfeld, the veteran Whistler contractor who helped build
Austria House, is also planning a Passivhaus duplex.
"So you get a project like this [Austria House]. Part of it is construction. Part of it is, you make some friends. And part of it is you look at new technology," he said.
Duerfeld had been investigating
BuiltGreen and the R-2000 standard, but was discouraged by what he described as the heavy use of foam and other chemical-laden building products in many of those homes. The Austrian
emphasis on wood products changed his mind about energy-efficient building.
"So we looked at this [Austria House], and we said, 'You can actually build an airtight house that is a wood-based house. You don't have to build a petrochemical-based box.'"
Duerfeld's
company bought a lot through the Whistler Housing Authority in a new subdivision called Rainbow, where he expects to break ground in April on a Passivhaus duplex. The side-by-side duplex was designed by Alex Maurer of
Marken Design. The housing authority expects the Passivhaus homes to be affordable (by Whistler standards).
"That is really going to be the challenge," Duerfeld said. "If I build a custom house for someone in Whistler, and I have a $2 million budget, I know I can build that person a Passivhaus. Here, our challenge is going to be to build an affordable envelope."
Duerfeld isn't yet certain what the homes will cost. He plans to invest in insulation and airtightness, while eschewing expensive alternative energy systems. And, like Straka, Duerfeld plans to build using local materials.
"That means made in B.C.," Duerfeld said. "We're going to try to do it so that almost everything can be locally based."
In Williams Lake, hope for new jobs
"The other thing we are looking at is doing this in modules," Duerfeld continued.
"If I was only ever thinking of doing one house, I wouldn't think of doing it in modules. But we're thinking that this is a new little business we might get into. We have a shop up north. We have space where we could actually build walls," he said.
Thus the Whistler duplex will serve as a pilot project where Duerfeld plans to showcase the walls he will prefabricate in Williams Lake.
"Ultimately, our goal is we will get to the point that we would become a subcontractor for a developer or a builder. We would build the envelope. We would test the envelope. And then we're out of there," Duerfeld smiled. "We'd provide a quick build at a fixed price."
Duerfeld's plan is to prefabricate a wall system that would combine a two-by-four inch service wall inside a two-by-ten insulation wall.
The exterior (2x10) wall would be insulated with rockwool, and sheathed with oriented strand board. The inside sheet of OSB will double as an all-wood vapour barrier. "This is our insulating and structural wall," he said. "We won't penetrate it. No plumbing, no electricity there."
The interior (2x4) wall would contain all the mechanical systems. "We won't pre-insulate this. We can run all our plumbing, our wiring, anything else," Duerfeld said. "When we finish the wall, just before we put the drywall on, we'll insulate that as well."
Though it won't include the sold-wood interior that makes the Lost Lake Passivhaus (nee Austria House) so visually attractive, Duerfeld's affordable wall system will provide more insulation.
"We have more R-value in this wall than the Austrians have in that wall," Duerfeld said. "Our philosophy is: We are going to show that you can do this using Canadian products and Canadian labour."
In Germany, jobs grew quickly
In the European Union, all new buildings must be "nearly zero energy" by 2020.
"They're headed toward a Passivhaus-equivalent building code. Your thermal envelope is going to have to be this good," Duerfeld said. "I think that will slowly follow here, too."
Guido Wimmers is a Dutch architect who now works as a designer in Vancouver. He wrote the city's
Passive Design Toolkit for homes, and he trains Canadian architects, builders and engineers through the
Canadian Passive House Institute.
"Quite a few European cities are already doing [Passivhaus or near-zero building codes]," Wimmers said. "By 2020. A lot, actually."
Wimmers shares Duerfeld's view that Canada is ready for Passivhaus.
"The time is right. LEED has sensitized the market over the last few years. They did an awesome job in educating people. My personal opinion is just that they have not focused correctly on energy, but it doesn't matter. Overall, they have changed the building industry," he said. "Now, the market is open for the next big leap, for something more. And they've seen that Passivhaus is fairly successful."
Wimmers, who consults on numerous Passivhaus projects, expects to see between five and 10 more Passivhaus buildings in B.C. this year. "I could imagine that a year later we are already at 50. And double that the following year."
He watched it happen in Europe.
"These ideas transformed the industry in a relatively short period of time," he said, adding that the rate of job creation in Germany was staggering.
"The automobile industry in Germany is huge, as everybody knows. We're talking about Mercedes, BMW, Audi, Porsche, Opal, Toyota, Volkswagen," he said. "By 2008, there were more jobs in energy-saving technologies and the renewable energy sector than in the whole German automobile industry."
Slouching toward Passivhaus
Wimmers sits on a committee that advises the City of Vancouver on its plan to be come the Greenest City in the world by 2020.
He paused when asked whether he believed the city should adopt Passivhause-like standards for its building code.
"Over time, yes," he replied. "But I think the industry is not set up to accept this as a general rule by 2020. We cannot implement it over nine years. That's too much."
In Europe, he noted, "They've been working on this for 20 years."
Asked what he thought Vancouver should do to meet the green building component of its promise to reduce community greenhouse gas emissions by 33 per cent (from 2007 levels) by 2020, Wimmers replied promptly and in detail.
"First of all, push the code. Make it more challenging. So that legally allowed worst-case scenario? Just push it a little bit higher. Raise the bar," he began.
"Then educate. Because without education, it's not gonna happen," Wimmers continued.
"Then, it is a money issue. As long as we get electricity more or less for free, where is the motivation to save energy?" he asked. "The city could come up with a very provocative model, and put some tax on our electricity ... is not a very popular tool. But it is an extremely efficient one," he said.
"And finally, make it simple. For every new bylaw, throw away 10 existing ones. Just get rid of all this jungle of bylaws and make them clear and performance-based," like the Passivhaus standard. "Nothing proscriptive, only performance-based."
Wimmers added that, based on the feedback he receives at his Passivhaus training seminars, he believes the green building market is ready.
"I think the time is right," he said. "I'm convinced that Passivhaus is about to take off in Canada."
***
Part 1 of the series: Step Inside the Real Home of the Future: Passivhaus
Part 2 of the series: In Snowy Whistler, A House With No Furnace
**
Monte Paulsen researches sustainability for the non-profit Tyee Solutions Society.
Books

"To Jane Jacob’s three traditional urban values of civic space, human scale and diversity, the current environmental imperative adds two more: conservation and regionalism." -Peter Calthorpe
Peter Calthorpe (Island Press, 2011)
Reviewed by Laura Kozak
With a methodology that is both academic and practical, Berkley scholar and designer Peter Calthorpe, a founder of the Congress for New Urbanism, establishes a powerful argument for the future of cities, citing transportation and urban design as the most significant opportunities for simultaneously improving quality of life and reducing carbon emissions. Calthorpe provides a big-picture snapshot of current and projected trends in global and American fuel consumption, carbon emissions and land use, with a tone that is decidedly absent of a dooms-day inevitability. Instead, we are offered an optimistic championing of urbanism; principles that harken back to the urban planning of pre-automobile America, with the added benefit of 21st century technology. The book also articulates a 21st century imperative: the world is urbanizing, and the organization of cities will be a key tool in addressing climate change.
Urbanism in the Age of Climate Change takes an interdisciplinary though non-holistic approach, both in its exploration of the problems cities face, and in its offering of solutions. Prioritizing quantitative analysis - that is, statistics and studies that look at the spatial organization of the city, measurable performance aspects and human statistics -
Urbanism does not take an in-depth look at economics or socio-political factors, or their impact on the conditions of urban life. That said, Calthorpe strikes a good balance between the general and the specific: there is enough detail here to be of practical value to a planner, politician, architect or transportation engineer, while allowing anyone in those fields to see beyond a myopic, single-discipline approach. More importantly, the book lays the groundwork for us all to believe in cities, and to investigate the urban forms that contribute to the lifestyles we want for the future.
With a focus on urbanism in America, and particularly in California, Calthorpe thoroughly establishes the important link between transportation and land use. Vision California, a tool co-developed by the California High Speed Rail Authority and the state’s Strategic Growth Council, is commended for its flexibility and ease-of-use in analyzing alternate projected scenarios of land use and transportations. More importantly, this initiative demonstrates the need to take a whole-systems approach to urbanism, as well as the dramatic possibilities of collaboration between fields.
Detailed and well-researched,
Urbanism in the Age of Climate Change is a dense read. Unbroken prose makes this book tough to use as a reference tool, although a comprehensive index does help. An increased use of images and diagrams would vastly improve the content of this book; the graphics included here are clunky and unhelpful, and do not augment or help the reader to navigate the text.
With this in mind, however,
Urbanism in the Age of Climate Change builds on the core principles of New Urbanism, rigorously subjecting them to investigation through the lens of environmental performance. A pioneering text in its interdisciplinary, systems-approach to urban design, it will help lead the way for policy-makers, designers and urban inhabitants alike.
***
Laura Kozak is a designer, cartographer and curator. She is pursuing collaborative design of the urban environment through the Advanced Studies in Architecture program at the University of British Columbia. She is a curator at the Wee Gallery and 221A Artist Run Centre and a regular contributor to re:place magazine. In 2011, she is curating Design in the Field and teaching Urban Cartography at Emily Carr University of Art + Design.
Public transit in Vancouver began at a spot on Granville St, a little north of Pacific Boulevard. That's where the first section of streetcar track was laid by the Vancouver Street Railways Company in May of 1889. It's fitting that this spot is but a few steps from the grand old Yale Hotel, which began life as a Canadian Pacific Railway bunkhouse around the time that the first transcontinental passenger train arrived in Vancouver in 1887.
The Company was a syndicate chaired by a man named George Turner, who had received permission from Vancouver City Council the year prior to construct a streetcar system operated by electricity, gas, cable, or horse. And in fact, the original plan was for the line to be a horsecar, a car pulled along steel tracks by a horse. The Company went as far as to purchase the horses and set them up in a stable on the southwest corner of First Avenue and Main Street.
However, existing streetcar systems across the continent were rapidly being converted to electric operation. With pressure from City Council, the public, and the equipment manufacturers, the Company decided to construct a full electric system instead. This delayed the opening by 10 months, which meant that Victoria would complete its streetcar system four months before Vancouver's. During this time the Company was renamed the Vancouver Electric Railway & Light Company Limited, as it had consolidated with the Vancouver Electric Illuminating Company.
Vancouver's streetcar opened on June 26th, 1890, with six streetcars operating on two lines at a maximum allowable speed of 10 kph. The Powell Street line ran down Granville St, then along Hastings, Cambie, Cordova, Carrall, then followed Powell Street as far as Campbell Avenue. The Westminster Avenue (now Main Street) line followed the Powell Street line as far as Main Street, then headed south as far as Dufferin Street (now Second Avenue). The total length of the system was 5.4 kilometres. It was Canada's fourth electric streetcar system to be constructed and must have seemed a bit outsized at the time, as Vancouver's population was only about 10,000 people.
As Ewert quotes from the Vancouver Daily News-Advertiser "
." Fast forward to 2009, and the excitement and the crowds were similar for the opening of the Canada Line.
After a few months of operation, the system was not yet making a profit. But the Company was ambitious, buying four additional cars and putting out contracts for the construction of an extension of the Westminster Avenue line up to Mount Pleasant, at Main and Broadway. This would become the earliest Vancouver "suburb" from which residents would commute by streetcar to the downtown core. The rapid expansion of the streetcar system in the coming years would fuel Vancouver's growth for decades. The neighbourhoods that grew up around the streetcar lines are the same commercial streets that are so familar to us today.
Over the coming year, we will look at the some moments in the history of public transit in Greater Vancouver and consider our future as well. Will we again see rails on our city streets?
**