Industry in the big city: evolution, decay or disappearance

Fraseropolis Southeast False Creek 1

Automotive shop, possibly c. 1920, at the boundary of Southeast False Creek and the Mount Pleasant Industrial Area

Old-time Vancouverites often describe 1986 as the year that everything changed.

Expo 86, staged on the north shore of False Creek, brought the world to Vancouver. Once a rail, seaport and mill town, Vancouver became a place where the primary economic activity is the purchase and sale of promises.*

The Craft Beer Market on 1st Avenue, Southeast False Creek, Saturday morning

Around the False Creek perimeter, most of the classic industrial structures disappeared or were reimagined as restaurants and bars. In the mid-2000s, the lands in the southeast quadrant were mostly vacant, dotted with a few abandoned mills; today, Southeast False Creek is home to something like 10,000 people, although this is just my guesstimate. Development in the City of Vancouver is so relentless in so many places that the Southeast False Creek Plan has not been updated since 2007, and the City’s website page (at this writing) is dated 2011.

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The Argo Cafe, a cheeseburger joint on Quebec St. and a survivor from an earlier era in the industrial zone

Across 2nd Avenue from Southeast False Creek, the city government has given a priority to continued industrial land use in the Mount Pleasant Industrial Area, home to a a hodgepodge of small factories, repair shops and labs. However, the City’s definition of “industry” has evolved over the past decade. Since 2017, revised zoning regulations around Quebec Street have allowed the construction of up to six storeys to house animation studios, tech support companies and the design/construction sector. The arrival of these quasi-industrial employers and the popping up of Southeast False Creek’s instant neighbourhood go hand in hand.

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Fashion design house, 6th at Quebec

1940s (?) structure next to hundred-year-old home, 6th Avenue

The old one- and two-storey industrial shops, in other words, are giving ground slowly. Some have been taken over by chic retail bakeries and craft beer tasting rooms, or by marketing firms. Others have been demolished in favour of newer, bigger, diversified complexes.

The Mount Pleasant Industrial Area is also dotted with three-storey wood frame houses, dating from before the First World War. These still function as single-family homes or apartment buildings; some are fading and some have been tastefully renovated. I support this integration of residential and industrial land use, although I’m not sure that I would volunteer to live here.

Co-tourist Nathan Gowsell and I started with a bagel and coffee at Solly’s, on the edge of the newish Cambie at Broadway retail and office development. We traversed the Mount Pleasant zone on 7th and 6th avenues, stopping to chat with friends who live nearby.

Crossing into Southeast False Creek, Nathan noted that a few of the streets have a European feel. I said it’s because the automobile has been demoted; the pedestrian and the cyclist have achieved a sort of equality with the driver, although some drivers are clearly unhappy with this notion.

As we left False Creek, one street was blocked off, with auxiliary police constables standing guard. Somebody was testing a driverless shuttle bus, and it crept past us in perfect silence as pedestrians asked, “What is that?”

*By the way, the “1986 transformation” account is an exaggeration. Investment in Granville Island, a former industrial site on False Creek that is now one of Canada’s leading tourist attractions, began in 1973. In fact, the city’s gentrification has been ongoing throughout its history.

A food truck on the main square in Southeast False Creek. The square features an upscale supermarket and a drug store, but is dominated by oversize pubs.

Athletes Way; these buildings were a part of the former Olympic Village during the 2010 Winter Games

This is the back end…

Unnamed pedestrian passage

Empty industrial structure, holding for redevelopment

The Interurban Tram, 1950-51

Fraseropolis Interurban tram 1951 from YoutubeMy sister Morna has shared a link to a one-hour video record of interurban trams in Vancouver and Burnaby, dating from 1950 and 1951.

A brief history on the TransLink website states that these self-propelled street railway cars were “like streetcars, only larger and more powerful.” The video speaks to a time when the pace of life was slower. The area that is today’s Metrotown (at about 20 minutes) appears semi-rural.

A pop-up village at the University of British Columbia

A promotional photo from showing new high-rise development at UBC

In just seven years, the University of British Columbia has created a highly densified residential neighbourhood on its southern perimeter.

Not everyone loves the Wesbrook project. The University sits outside the City of Vancouver, and there is no local government to put the brakes on the University authority. The University Board develops its lands as it pleases, with some provincial government oversight. Continue reading

Riding Vancouver’s fast train to nowhere

Adam Fitch’s rapid transit map. His LRT line would run from a proposed new Emily Carr SkyTrain station in east False Creek to UBC. The red line on the map, with marked stations, traces TransLink’s SkyTrain route plan as of about 2012. In the real world, stations from Arbutus are to go into service before 2025; stations west of Arbutus have been delayed indefinitely. Adam posted a video on YouTube in October 2018 to advance his proposal.

My thanks to Kamloops-based planner Adam Fitch. He invited me to join him on a May 4 “Jane’s Walk” to consider a cheaper alternative to the Broadway Extension rapid transit project.

Fitch’s proposal would take advantage of a corridor owned by the City of Vancouver, and would avoid most of the tunneling costs associated with the Broadway scheme. It’s an entertaining concept, but it won’t get built, largely because it won’t take people where they want to go.

Continue reading

Vancouver’s Chinatown: heritage site, urban village, tourist zone

Gore Street at Keefer in Vancouver’s Chinatown.

Vancouver City Council voted in November 2017 to seek World Heritage Site status for the Chinatown district. This founding neighbourhood began as a segregated zone for Chinese-speaking labourers and merchants outside the railway and lumber camp that covered today’s Waterfront and Gastown areas.  It functioned for many decades as a commercial and cultural hub for Chinese-speaking immigrants, and takes a prominent place in the modern English-language literature of  the Chinese-Canadian community. The retail hub, it should be said, has been supported by apartment housing, Chinese seniors’ housing and small-lot detached housing, either in the core or in the old Strathcona neighbourhood to the east. Continue reading

Yaletown encore

We last visited Vancouver’s Yaletown district almost five years ago, in early 2013. We noted that the Yaletown brand was so hyper-trendy that developers were making use of it across a wide swath of what used to be called the South Downtown.

With its towers, cafes and rapid transit, Yaletown is now the prototype for much recent or proposed pop-up development in Vancouver’s suburbs, for example in Coquitlam Central, the still-pending Coquitlam waterfront project, and the rumoured Metrotown 2.0. Continue reading

Pedaling on the Central Valley Greenway

Under the SkyTrain guideway just east of Rupert station, Vancouver.

It would be nice, perhaps, if cycling was the dominant mode of transportation in our West Coast urban world. We’ll never know. In reality, most people cringe at the idea of riding side-by-side with cars and trucks.

Winston Street through industrial Burnaby, 11:30 a.m. Saturday

When I told a 60-something friend about my plan to pedal across Vancouver and Burnaby for fun, she said, “That’s dangerous!” I said, “No, we’ll be riding an off-road trail. Local governments built a safe route from downtown Vancouver to New West.” Continue reading