Saskatoon definitely lags behind other cities in technology. Our traffic lights aren’t even synchronized (well unless you use the most and simplistic version of synchronization). Can you imagine a Saskatoon that automatically adapts to water main breaks, road construction, or works to clear traffic jams. It would be amazing.
To take a photograph of a cityscape once the evening has come, find a spot that shows off all the buildings and office lights that are lit. Place the camera on a tripod, and turn the mode dial to AV (aperture priority) mode; we want f/8 and upwards for a greater depth of field. Use your camera’s self-timer or a cable release to take the photo with absolutely no blurring. The best time for this kind of shot is during the two “golden hours” which are the first hour after sunrise and the last hour before sunset.
None of these really need a full blog post but for those that care and for those that don’t…
A New Project
I am starting a book that I hope to have done by the end of the year. I have a full Moleskine of things that I have left out of my The StarPhoenix columns, thoughts that I haven’t shared on The Saskatoon Afternoon Show with David Kirton (or talked about after we got off the air), or are just ideas that I have been working on and haven’t done anything with. Basically I am just trying to figure out Saskatoon and along with it, the ethos of Saskatchewan that makes us do things the way we do.
For many years Steven Johnson has been one of my favourite authors. Instead of writing books about what he knows, he writes about what he does not understand and in the process of learning about a subject, he brings you along for the ride. I hope to do the same thing. Look for it 2015.
Sports and Politics
I read a great bio of Michael Grange who said he wanted to write about foreign affairs but he was offered a sports job. I love writing about local and social issues but if Grantland calls, I am leaving it all behind (I’m kidding but the Grantland podcasts look like so much fun). To pass the time between now and when Bill Simmons discovers me, I am now talking sports with David Kirton and Justin Blackwell on Wednesdays at 5:15 on the CKOM Saskatoon Afternoon roundtable. David joked about it a few weeks ago that we should just talk sports and since then we have had quite a few roundtables with sports. The response has been cool but I was at McNally Robinson the other day and a stranger comes up to me and says out of the blue, “You know, I really hate what Pete Carroll did at USC too.” I looked at him and he said, “I attended Oregon” and shook my hand. I can now check, “Call out Pete Carroll for cheating” off my bucket list.
A Year in Saskatoon
I have been writing an OurYXE Neighbourhood Guide each week. Every Wednesday and Sunday, I sit down and research what is good, bad, and interesting about a neighbourhood. It’s been an incredible amount of fun exploring some of Saskatoon’s most loved (and unloved) neighbourhoods. I have been discovering a lot of history and out of the way places to check out in each of them. Part of the project is making sure we have some good photography for each neighbourhood which means I have been out a lot with a couple of cameras and my new 50mm f/1.8 lens. While the cold hasn’t been a lot of fun to shoot photos in, seeing parts of Saskatoon again for the first time has been excellent.
Along with the photos, I have been shooting a lot of video. I wasn’t sure what I was going to do with it but I had been thinking of a montage of a year in the life of Saskatoon. Something that showed the bitter cold of winter and the incredible warmth of fun we have in the summer. Saskatoon isn’t all good and it definitely isn’t all bad.
I wasn’t really sure what I wanted it to look like. Many of the videos I had seen had been time lapses and I have about 5000 time lapse photos taken, I was initially been thinking of doing something with time lapse. It’s fun and amazing but i miss the emotion of just video.
If it is as half as interesting as this video by Andy Clancy, I’ll be very happy.
Saskatoon has some great places to film but I want more than that, I want to see if I can find the kind of street life and community vibrancy in Saskatoon. If you have ideas for where me and my DSLR need to be, let me know. As I chase some city scenes, hopefully I will find some stories for the book, Saskatoon Afternoon’s roundtable, and my columns. Oh yeah, there will be some fun stuff for my blog as well.
Now if only it would warm up outside.
Here is a 1961 video of Chicago called “City of Necessity” that is worth watching.
I know most people don’t watch longer videos online, but despite the 22 minute length, this one is a must for the serious urbanist. Among other things, it fills in part of the historical gap that exists in a lot of people (often including myself) about how our cities actually evolved to where they are today. This film was produced by local religious institutions in order to showcase the benefits of city living, while calling for a more fair and inclusive urban sphere. It’s shot in Chicago but is really about cities generally.
OurYXE would like to take you for a tour of Saskatoon and are launching local neighbourhood guides that are full of history, interesting sights, and even things to avoid.
The first neighbourhood guide is Downtown Saskatoon.
You may know it by it’s formal name, the Central Business District or just simply as that place where they park on angles. However you know it, we’d like to dig deeper and show you some of it’s nooks and crannies. From there we will head west and explore Riversdale before heading to the old site of the Temperance Colony and visit Nutana. The goal is to create a guide and photograph each of Saskatoon’s neighbourhoods by the time 2015 rolls around. Wish us luck.
I would love to shut the door on 2013 and move on, but there are always loose threads as you move into a new year.
Some things just never get dealt with and can linger for years, such as replacing our maligned Traffic Bridge that’s been sitting idle since 2010, slowly falling apart. Actually, it has been falling apart for longer than that, but we ran out of cheap repair options in 2010 and had to close it. The bridge’s collapse was said to be imminent.
It didn’t collapse as predicted, and the decision was taken in 2012 to remove an eastern span, which would have been a far more useful tourist draw if Evel Knievel were still around. Eventually city council tried to pressure the provincial government into paying for both a replacement Traffic Bridge and the north commuter bridge.
The province looked at the cost of two bridges and its shrinking bank account, and declined. The result is that we enter 2014 in the same position as we were in back in 2010, dreaming of bridges that no one else cares about.
Even as a public we have stopped caring. The intense rage we had at being stuck in traffic for 10 minutes each day because both the Idylwyld Bridge and the Traffic Bridge were out of commission has passed. We quickly moved back to our default mode of not acknowledging failed projects, hoping they will just go away or resolve themselves.
Chances are that the Traffic Bridge issue will not resolve itself, and we will have to go it alone. The thought so far is that we replace the old bridge with a wider version of it. The status quo wins again.
If we were to look around, we would see that other options have been very successful elsewhere. We could build an iconic pedestrian bridge on the existing piers to connect downtown and River Landing to the east side of the Meewasin Trail system and, more importantly, to the Broadway Business District.
Pedestrian bridges aren’t unique. Minneapolis has them. Calgary has the Peace Bridge. Montreal has a great one connected to its flood-control gates. Even the town of Outlook has one.
The Peace Bridge was controversial when it was installed but has since become a landmark in Calgary. It draws people from all over, and joins together two of Calgary’s vibrant communities. You could realistically see the same thing happening here with the South Downtown and Broadway Avenue.
Critics of a pedestrian bridge point out that there are sidewalks on the bridges. However, if you have ever tried to walk or ride on our bridges, it is less than a pleasant experience. These walkways are rarely swept, they are full of gravel, and they place you right up against traffic. Other cities have bridge sidewalks as well, but people flock to their pedestrian bridges.
There is a reason for it.
People are drawn to a space that is scaled and built for them.
Research from other cities has shown there are business reasons for a pedestrian bridge. Pedestrians and cyclists spend more money when out and about, especially at stores that provide bike racks. Whether it is stopping into a shop or grabbing a coffee for the walk home, the money spent locally is good for all of us.
Creating a pedestrian bridge on the old Traffic Bridge piers also would give Saskatoon an amazing prairie plaza.
Anyone who has been down in River Landing or across the river when the fireworks festival takes place understands how exciting it is to have a place where thousands of us can gather. There are the fireworks, water taxis, concerts and the buzz of tens of thousands of people coming together. Linking those two areas would allow for more events, but more importantly, it would be an important link across the river for more than just motor vehicles.
Instead of settling for the status quo, Saskatoon must think outside the box. Hold a design competition for a pedestrian replacement for the Traffic Bridge and see what happens. Put a $15 million price tag on it. Local design group OPEN has already drawn up a pedestrian bridge idea that features separate access points for bikes and pedestrians, a public space, a community garden and a zip line.
I think we would be amazed at the ideas that would come forward.
We talk about wanting to be a world-class city. Worldclass cities are not that by population size alone. They are cities with great dreams for themselves, which are expressed by great public spaces. Building a great pedestrian bridge downtown would be a good way to start.
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- Roughly “17% of all cycling fatalities were involved in a hit-and-run crash in which one (or several) of their crash opponents fled the scene (2005-2011, FARS) – presumably the motorist(s). This is nearly four times the rate of hit-and-run involvement for all recorded traffic fatalities over the same period in the United States (4%).”
- “Investigating officers on the scene of fatal bicycle crashes in the United States found no contributory factor on the part of the motorist in 46% of cases.”
- “An overwhelming majority of fatal bicycle crashes occur in dry or clear atmospheric conditions – 94% in the USA and 87% in Europe.”
- “One quarter of (deceased) cyclists for which an alcohol test was performed returned blood alcohol values above 0.08 mg/ltr which constitutes a drink-driving offense in all 50 US states.”
- “In the United States, most fatal bicycle-vehicle collisions involved a passenger car or light truck (Sports Utility Vehicle) though 10% of fatal bicycle collisions involved a large truck.”
- “In the United States, 36% of all fatal bicycle crashes for the period 2005-2011 occurred in junctions with another 4% in driveways (commercial and private) most likely caused by entering or exiting motor vehicles.”
- “In the United States, the share of fatal bicycle crashes occurring in low-speed zones was lower than in Europe – possibly because low-speed traffic calmed zones are relatively less common in the United States.”
- “In the United States, 27% of deceased cyclists for which helmet use was recorded wore helmets in 2010 and 2011.”
- “Red light running by cyclists … is an often-cited contributory factor in fatal and serious injury bicycle crashes (at least in the United States).”
- “Motorists were charged with traffic violations in nearly one third of all fatal bicycle crashes and investigating officers identified a crash-contributing factor on the part of the motorist in over half of all fatal bicycle crashes.”
- “Data from the United States indicate that cyclists were imputed with an improper action in 68% of fatal bicycle crashes (though, as noted earlier, this may be biased as the cyclist was not able to give their version of events).”
Last week, the Premier of Ontario’s Transit Panel — comprising 13 citizens from across the region and the political spectrum — unanimously recommended a strategy to fund transit in the Greater Toronto and Hamilton Area. The report’s title, Making the Move: Choices and Consequences, highlights the urgency of investing in transit expansion today, failing which there will be severe consequences tomorrow.
Road congestion and transit crowding in the GTHA have already reached a tipping point. With 2.5 million people and one million more cars expected to come into the GTHA in the next 18 years, the existing severe state of congestion will become intolerable.
We have come up with a revenue plan that works. Our recommendations call for a fair and balanced contribution from all stakeholders, without asking too much of any one group. Because new transit infrastructure benefits all of society, costs should be shared — by business, drivers, and transit users. Since riders contribute through fares that rise regularly with inflation, the panel chose not to ask more of them. We have asked the government to redeploy the HST revenue it earns on gas and fuel taxes.
As for the tools, our report outlines two variations on a new funding model. The first combines a phased increase of gasoline and fuel taxes starting with 3 cents per litre in year one, a modest increase of 0.5 per cent to the general corporate income tax, and a redeployment of the GTHA portion of the HST charged on gasoline and fuel taxes. The second option is almost the same, but proposes less from gas and fuel, and more from HST.
Taken together, the combined increases would raise between $1.7 billion and $1.8 billion annually for transit in the GTHA. This revenue stream would then lever the additional borrowing to build three-quarters of the Next Wave sooner than expected. People would see the benefits from this investment, thereby generating support for The Big Move in its entirety. This revenue strategy also provides enough money to pay for local transportation improvements and to retire the debt over time.
We researched the possible options rigorously. We favour the gas and fuel taxes because they match usage, affect travel behaviour, are simple to administer, raise a lot of money, and haven’t been raised in more than 20 years. Even with the increase, the GTHA would be below Montreal or consistent with Vancouver.
The impact on households is very tolerable — about $80 per household in year one, just $260 per household after eight years. Compare that to the cost of the gasoline wasted due to stop-and-start commuting for 32 minutes on a daily round trip if we don’t remedy the situation. This amounts to $16 every week or $700 per year. The choice is obvious.
The most common and forceful message that emerged from all of our public meetings and consultations is that the public has very little trust in how transit decisions are made, how money is managed, and how projects are delivered. When it comes to funding transit, the public told us: “Dedicate it or forget it.”
We address these concerns head-on. Our recommendations, when enacted, will ensure that new revenue will be held in a segregated Fund to be spent solely on transit expansion in the GTHA. And they will guarantee accountability and transparency for how funds are spent and reported on.
We emphasize the importance of comprehensive, publicly available business case analysis prior to project approvals. We cannot afford to waste billions of dollars on projects that result in low ridership and huge operating subsidies.
We also cannot afford more congestion and more gridlock. We cannot afford continued losses in productivity and missed opportunities to create more jobs. We cannot afford more pollution and commuting stress. Above all, we cannot afford to wait.
An amazing long form essay by the Detroit Free Press. The answers may surprise you – and don’t blame Coleman Young.
Detroit is broke, but it didn’t have to be. An in-depth Free Press analysis of the city’s financial history back to the 1950s shows that its elected officials and others charged with managing its finances repeatedly failed — or refused — to make the tough economic and political decisions that might have saved the city from financial ruin.
Instead, amid a huge exodus of residents, plummeting tax revenues and skyrocketing home abandonment, Detroit’s leaders engaged in a billion-dollar borrowing binge, created new taxes and failed to cut expenses when they needed to. Simultaneously, they gifted workers and retirees with generous bonuses. And under pressure from unions and, sometimes, arbitrators, they failed to cut health care benefits — saddling the city with staggering costs that today threaten the safety and quality of life of people who live here.
The numbers, most from records deeply buried in the public library, lay waste to misconceptions about the roots of Detroit’s economic crisis. For critics who want to blame Mayor Coleman Young for starting this mess, think again. The mayor’s sometimes fiery rhetoric may have contributed to metro Detroit’s racial divide, but he was an astute money manager who recognized, early on, the challenges the city faced and began slashing staff and spending to address them.
And Wall Street types who applauded Mayor Kwame Kilpatrick’s financial acumen following his 2005 deal to restructure city pension debt should consider this: The numbers prove that his plan devastated the city’s finances and was a key factor that drove Detroit to file for Chapter 9 bankruptcy in July.
The State of Michigan also bears some blame. Lansing politicians reduced Detroit’s state-shared revenue by 48% from 1998 to 2012, withholding $172 million from the city, according to state records.
Decades of mismanagement added to Detroit’s fiscal woes. The city notoriously bungled multiple federal aid programs and overpaid outrageously to incentivize projects such as the Chrysler Jefferson North plant. Bureaucracy bogged down even the simplest deals and contracts. In a city that needed urgency, major city functions often seemed rudderless.
When all the numbers are crunched, one fact is crystal clear: Yes, a disaster was looming for Detroit. But there were ample opportunities when decisive action by city leaders might have fended off bankruptcy.
If Mayors Jerome Cavanagh and Roman Gribbs had cut the workforce in the 1960s and early 1970s as the population and property values dropped. If Mayor Dennis Archer hadn’t added more than 1,100 employees in the 1990s when the city was flush but still losing population. If Kilpatrick had shown more fiscal discipline and not launched a borrowing spree to cover operating expenses that continued into Mayor Dave Bing’s tenure. Over five decades, there were many ‘if only’ moments.
“Detroit got into a trap of doing a lot of borrowing for cash flow purposes and then trying to figure out how to push costs (out) as much as possible,” said Bettie Buss, a former city budget staffer who spent years analyzing city finances for the nonpartisan Citizens Research Council of Michigan. “That was the whole culture — how do we get what we want and not pay for it until tomorrow and tomorrow and tomorrow?”
Ultimately, Detroit ended up with $18 billion to $20 billion in debt and unfunded pension and health care liabilities. Gov. Rick Snyder appointed bankruptcy attorney Kevyn Orr as the city’s emergency manager, and Orr filed for Chapter 9 on July 18.
It’s an amazing story and one that many cities could repeat if they can’t make hard financial decisions (Saskatoon loves our debt too). Nice job by the Detroit Free Press to bring all of this together. Including this great quote.
“It just makes me ill. Almost cry,” said former Mayor Gribbs, now 87, who served from 1970 to 1974. “You can’t continually borrow money and use it for operating expenses and expect never to have the trouble of paying it back. That’s where you end up going bankrupt.”