The ubiquity of fair trade organic coffee is a bit puzzling. I guess coffee is something people take particular pride in? Regardless, the reason I find it strange is because the coffee tends to be the only thing available fair trade or organic in establishments that carry fair trade organic coffee. In this area, a couple of such places are City Cafe Bakery and the University of Waterloo coffee shops, but I’ve seen it elsewhere as well.
You’d think that at least the coffee-related things would get lumped in, but this is not the case. The sugar tends to be just regular refined sugar, or perhaps “raw” sugar; but never fair trade or organic. The milk and cream are usually the conventional stuff, with the latter also generally having all the thickeners and stabilizers. In my view, it is at least as important to support organic farming practices closer to home (i.e. for cream) as it is to do the same on the other side of the world.
The only place I have ever seen go all the way with coffee and its add-ins is eXhibit Cafe at the Children’s Museum in downtown Kitchener — though the name gives away that it may be trying to prove a point.
On Monday, June 22, Waterloo City Council considered the proposed development and zoning changes for the huge Ira Needles mixed-use development at Ira Needles Boulevard and University Avenue, which would straddle the border between Waterloo and Kitchener.
The public input sessions regarding this proposal were only conducted in the immediate surrounding suburban area, so there was poor awareness of this project. Several of the presentations at the meeting were by the developers and associated people. One lady argued against the proposal because of its proximity to the landfill — her concern is that the development will be unusable and unsafe as a result, and that this will have unfortunate consequences for the landfill’s operation. Another argued that it will contribute to serious water contamination issues. My speech, reproduced below, was the only one against the very idea of the development. A number of people later came up to shake my hand for giving the speech.
Unfortunately, City Council disregarded their own misgivings as well as the concerns raised, and voted unanimously in favour of the development. In writeups about the ruling, the Record and the Waterloo Chronicle mentioned my comments with varying degrees of accuracy.
I just sent in a letter to the editor at the Record:
It is insightful to contrast the two main complaints about the recommended light rail proposal.
Some say that we shouldn’t build expensive and inflexible light rail, that we should spend less money on an expanded bus system. They claim buses are just as good as trains, but are cheaper and more flexible. Well, to say nothing of the positive impact of a visibly permanent route, I will note that people in the real world vastly prefer trains to buses.
Just look at the Cambridge residents angry that they’re not yet getting the train! They’re upset because they’re getting left with only buses, and it speaks volumes about people’s true feelings about them. Those who have the choice will continue to avoid buses, but it is precisely these people who we need to be enticing out of their cars.
I, for one, would prefer seeing trains to Cambridge sooner rather than later. However, if we don’t build light rail at least in K-W, no one will leave their cars, and all of us in the region will bear the resulting costs of sprawl and roads.
Last night I spoke at Waterloo Regional Council in support of the staff recommendation for a light rail system for the region. The speech incorporates and expands on my earlier draft and on my idea for a more complete transit system for the region. I had several people come up to me to express their support, so I want to share the speech: Read More…
Discussion, planning, and design of transit systems that aims to get people to use them must be based on what people actually do rather than on what they should do. The more in line with people’s actual use a transit system is, the more useful and economically efficient it is.
It is irrelevant how far people should want to walk to get to transit. The reality is that they are not willing to walk far, though the more complete reality is that they are willing to walk further to get to a train than to a bus.
It is irrelevant that people could plan around infrequent service. Very few are willing to do so.
It is irrelevant that people should take the bus to get to where they need to go. Either they will or they won’t, and empirical evidence all over the world says that they will do everything in their power to avoid buses.
This is why I have been talking about perception and simplicity. Because at the core of a transit system are people who have to navigate it using their faculties of perception and memory (and more), and who also do not derive equal pain or pleasure from the various modes of transportation. Paternalistic transit planning based on what people should do is self-defeating.
A lot of the issues with regular bus systems can be explained as uncertainty:
You don’t know which route you should take, where to find that bus route, when the next bus is supposed to arrive, how early or late it will actually arrive, and where to get off. The only thing that is generally certain is that you’d prefer not to deal with the uncertainty.
The Waterloo Spur alternatives should not be treated as opposing alternatives but as an operations issue which should be seeking to serve both corridors over the long-term. As currently structured, the alternatives create a fundamental choice between a more “hidden” LRT system and one that is open and public along the King Street alignment. There was concern that the physical environment and walking distances in the R&T Park were not currently supportive of transit use, whereas the King Street alignment had the potential to contribute to the ongoing intensification along the corridor and capture ridership from Sir Wilfrid Laurier University. It was noted that if the initial investment were to occur along King Street, a potential branch along the Waterloo Spur could be created at anytime in the future and that this could be tied to development within the R&T Park.
That’s commentary from the expert panel cited in the Region’s recent report on the preferred Rapid Transit plan.
I agree with that assessment, and think that if only one of the routes has to be built at the outset, it should be the King Street route, which connects Laurier, supports development at King & University, and provides for redevelopment potential along the suburban-looking King & Weber area. This is as opposed to the R&T Park, which is huge and spread out, much of it still far from any future light rail station.
However, I do not believe this is the best way to provide for transit and development in Waterloo. I think both routes should be constructed at the beginning, and furthermore that there should not be a weird and confusing detour from King that there is right now in the plans. Let’s assume that my previous suggestion of keeping both tracks on Caroline in Uptown Waterloo is followed. North of that, half of the trains would return to King, and go all the way up to Conestoga, and the other half would follow the spur line all the way to the St. Jacobs Market, returning via King. This would form a useful loop. See the map at the bottom of this post.
What this doesn’t account for is a connection between the universities. In the current plans there is probably a bus route that runs along there. However, University Avenue, especially in between the two campuses, is an excellent place to create a vibrant street, with nice-looking residences and all kinds of shops and restaurants. The best way to serve the students here is to have a streetcar running along University, as is illustrated in the map. Such a streetcar would also serve the outlying areas in the same way as a feeder bus would — perhaps going to both ends of University Avenue to serve the suburb commuters and connect them to the LRT spine and the universities. It would lead to development elsewhere along University Avenue. Also, RIM Park could in this way become a trolley park. (Back when streetcars were commonplace, streetcar operators might open an amusement park at a terminus in a streetcar suburb to attract riders on weekends.)
I believe my proposal is a much more complete solution to transit in Waterloo than just one branch of LRT. Streetcars make a lot of sense for cross-corridors that are ripe for development of vibrant streets. In Waterloo, University Avenue is such a place. I haven’t studied the rest of the region, but I’m sure that several of the current cross-corridor bus plans could be fruitfully replaced with streetcars. It is probably unnecessary to explain why streetcars are a better driver of development and ridership, so I won’t do it here.
What this means for the current plan is that Council should be encouraged to have it both ways, and to construct both routes. Cross-corridor streetcars can be separate projects, and they can in fact be started immediately. A University Avenue streetcar would make itself useful very quickly.