Mural near Commercial and Adanac. Clever feature — treehouses that incorporate real windows.
As the son of a musician who has played in the Vancouver Symphony Orchestra for over 30 years, I couldn’t help plug this article from Wired. The future of classical music and the spaces in which we experience it may change forever because of an Uber-meets-travelling-symphony hybrid venture called Groupmuse:
Each Groupmuse consists of two 25-minute sets of instrumental music: the first set is always from the classics, and the second is up to the performers. “We’ve had Dvorak and then string quartet arrangements of Guns and Roses, we’ve had Chopin on the piano and then Brazilian choro music,” says Bodkin.
Professional musicians and those studying in conservatories can upload samples to a Groupmuse profile, which an internal team approves. Next, the Groupmuse team pairs performers with hosts who volunteer to host strangers and musicians in their home: a soloist for 10 people, a quartet for a house that can fit 50 listeners. Around 20 Groupmuse shows happen across the country every week, mostly in Boston, New York, Seattle and the Bay Area. Groupmuse suggests each attendee pays $10 for the show; musicians go home with an average of $160.
Added interest in the medium could provide financial stability for musicians and could provide opportunity for more interesting and substantial collaborations.
This article from Next City shows what happens when you have a very successful walking city like New York City. Those sidewalks get full and people spill onto the streets, which is not a good thing with traffic in the way.
Recently a city councillor introduced a bill that would require NYC DOT to study 10 locations with heavy pedestrian traffic and come up with a plan to alleviate the overcrowding. New York’s pedestrian fatalities sound staggering-over 85 pedestrians killed out of a population of 8.5 million and 7,000 injured since the start of the year-or one fatality for every 100,0000 population. (Just a quick note that Vancouver has a worse record with 11 pedestrian deaths this year and with a population of 603,000 has had one fatality for every 54,800 population) .
With Vision Zero in New York City Council is talking about a new era where pedestrian (and of course tourism by foot) gets priority. “Streets and sidewalks are 80 percent of public space in the city,” says Caroline Samponaro, deputy director for Transportation Alternatives. “This bill really gets at the importance of really making the most equitable, sane use of that public space. Many of our streets and sidewalks haven’t changed in more than 50 years even as travel habits and patterns have changed. We need to be able to do more than just stay alive while walking and biking,” she explains. “I think this bill calls that out in a good way. It forces the city to keep doing what they’re doing with pedestrian safety, but also push beyond that and think about what we are doing to make really dynamic public spaces.”
So it’s not just about using the street as transport whether you are on bike or foot, but actually using the space as public space to go to and linger in. Widening pedestrian spaces, providing places to sit in, and making a high quality pedestrian environment that everyone wants to use.
There’s still no date for when this bill will be going forward to New York City Council, but you can be sure it will be actively followed by many across North America, looking for groundbreaking ways to enact Vision Zero and enhanced walkability in our cities and spaces.
Always provocative and cutting edge VICE has put together a series of short films profiling some of America’s most iconic boulevards and their relationship with the neighbourhoods they transect. The Streets by VICE series drops in on eight culturally and geographically unique cities ranging from Austin to Chicago and from Biscayne Blvd to Market Street. The premise:
“…..take one American city and try to tell its story by the history of one single street.”
Spoiler alert….. Perhaps not surprisingly the tales told are predominately about cities undergoing change and gentrification as communicated by firsthand accounts from longtime residents and community leaders. As expected the opinions are mixed depending on what side of the street you’re on, nevertheless it’s an informative journey VICE takes us on; thought-provoking, fun, unique, Porn for the Urban Geographer and City Lover in all of us.
I suggest starting off with Bedford Avenue in Brooklyn. From the Hipster epicenter of Williamsburg to the historic racial tensions of the Bedford-Stuyvesant neighbourhood, this episode is a great jumping off point for the series theme. Warning, the language and content from the characters in the San Francisco episode (Market Street) is not suitable for children.
If Streets by VICE ventured to Vancouver, what street should be profiled? Keen to hear your thoughts in the comment section.
First off, the Province still seems pretty resolute at building the Massey Bridge despite mounting concerns about how the project is being handled. MLA Vicki Huntington has written asking for information from the Province about gaps and assumptions about impacts on traffic, agriculture, wildlife and the community. The governments’ current application for an environmental certificate shows traffic estimates for a tolled new crossing would be approximately 40,000 vehicles less than one with no toll.
Ms. Huntington notes, “Many of my concerns centre around both the government’s traffic projections, and the lack of progress on a regional tolling policy review that was promised three years ago. I have repeatedly pressed the transportation minister to honour his promise to undertake that review, only to hear the same response: “There is plenty of time to talk about regional tolling.” I disagree. And Metro Vancouver mayors disagree. A Massey bridge toll could cost South Delta commuters more than $1,000 annually. It will affect not only how much traffic there is at the new bridge, but how much of it diverts to the heavily congested Alex Fraser.
This is especially concerning because many businesses on Annacis Island are already affected by traffic congestion, and some are considering packing up shop in search of greener pastures. With the proposed Massey bridge in place, the government’s own application says we can expect an extra 33,000 vehicles a day at the Alex Fraser by 2045. So the situation is set to get much worse.”
Dermod Travis has written a compelling article in Business in Vancouver regarding the financial costs of building the tunnel replacement. The Executive Director of Integrity BC, Travis notes that on the Massey Bridge’s website:
” …accounting firm KPMG – it has been advising on the project – says it’ll be in the neighbourhood of “$2 billion to $3 billion.” What’s $1 billion between friends? The government says $3.4997 billion (you read that right).Given the precision of the government’s estimate, it’s a tad worrisome that the Transportation Ministry was out doing test pile drives this spring.”
“It might be interesting to see how the geotechnical data used for the $3.5 billion estimate compares with the latest results. No one is chomping at the bit to release them. After cost comes performance. Three teams made it to the requests-for-proposals stage. Flatiron Canada is a member of the Gateway Mobility Solutions team and Kiewit Canada is part of the Lower Mainland Connectors team.”
“Together they’re responsible for the new Port Mann Bridge. They overshot the $2.4 billion fixed-price contract by $424 million…FSNC-Lavalin, Kiewit and Flatiron have completed five transportation projects in B.C. with a combined initial estimate of $3.8 billion. Final price tag? $6.5 billion.
With Metro Vancouver and all but one of its mayors giving a thumbs-down to the Massey project, there’s not much public buy-in for it. So here’s an idea: hit pause.
B.C.’s auditor general, Carol Bellringer, announced last year that her office would conduct a performance audit “to evaluate the quality of evidence to support the decision to replace the George Massey Tunnel.” If the government’s numbers are all on the up and up, what could it possibly fear from taking a few months to let the auditor general do her thing and report back?
Better a cost overrun avoided than a cost overrun paid out.”
The full text of Dermod’s article is available here.
An old definition of a political liberal was a conservative who hadn’t been mugged yet. In similar fashion, the North Shore News reports that a lousy day on local roads turned the District of North Vancouver Council’s planned meeting agenda from its multi-modal Transportation Plan into a very old fashioned kvetch-sesh about traffic.
“The District of North Vancouver is preparing to embark on a major review of its transportation master plan.
Staff’s suggestions included a protected bicycle network, updating the district’s parking policies, a focus on the Main/Marine transit corridor, better co-ordination of traffic signals and whether the district ought to become a vision zero community – a growing movement among cities vowing to design their streets in such a way that there are zero traffic-related deaths or injuries.”
Phibbs Exchange redesign – on the agenda
Interesting stuff. However, this being a rainy day, a more poignant topic of discussion arose from the attendees.
“…the informal session quickly turned to an airing of grievances as the morning commute of many councillors had been particularly exasperating with near-simultaneous crashes on the Cut, Stanley Park causeway and Westview overpass.”
The story continues by noting on some uncomfortably-predictable exchanges between councillors.
“Coun. Jim Hanson said he faces the prospect of losing staff at his North Vancouver law firm, as their commute from across Burrard Inlet saps their quality of life. Hanson said the plan ought to come with some immediate steps that will alleviate congestion.”
- Congestion hurts [my] business.
the steady drip of Quality-of-Life being sapped
“We need to integrate our efforts with the other civic governments of the North Shore, who are contributing to density without in any way contributing to infrastructure, which is overtaxed,” he said.
- It’s everyone else’s fault.
Coun. Mathew Bond, who is a transportation systems engineer, said his morning commute to Coquitlam took twice as long as it normally would have with a lineup of stop-and-go traffic on Highway 1 stretching 20 kilometres past the Ironworkers Memorial Second Narrows Crossing.
“People can change their behaviour today if they so choose,” he said. “Doing some small, incremental things over time over the next two, three or five years, will buy us some time to make those major infrastructure investments and do those plans that are going to provide long-term relief.”
- Man who commutes 70 kms/day by car says [other] people should change their behaviour.
But Coun. Lisa Muri questioned whether residents could be persuaded to leave the car at home, especially when their work, errands or family commitments may require them to travel to several neighbourhoods, numerous times in the day.
“I don’t know how to change my behaviour to get from Lonsdale to Seymour without changing my whole family’s life,” she said. “It’s awesome to think that if you build it, people will get out of their cars and onto a bus or another mode of transportation but is it going to happen? . . . People have cars. They want convenience. They want to be able to get to their destinations quickly.”
- Woman counters with, ‘No, they shouldn’t.’
Instead, Muri suggested it may be time to pull up the drawbridge on the North Shore. “I envision there’s room for 100 people at the party and there’s 500 in the lineup out the front door and they all want to come into the party. I just want to say to the 400, ‘You know what? We’re full now. You’re just going to have to wait your turn.’ But we’re not doing that,” she said.
- Let’s fix things by keeping others out.
Coun. Robin Hicks rubbished the notion that trying to stop population growth would solve any problems, noting that banishing the North Shore’s service workers to the farther-flung suburbs would only add more cars onto local roads.
“We can’t put up barriers or walls like Trump might try to do. People are just going to come here from everywhere,” he said. “We’ve got to learn to live with the population.”
- That’s not a good idea; and we have to mention Trump.
These are only reported snippets of conversation from the meeting. Perhaps it also included some thoughtful discussion on the notion of incremental change; and maybe participants went on to keenly demonstrate their understanding that traffic is not an ‘all or nothing’ concept and that ‘car vs. bus or bike for all trips’ is a false choice.
Once can only hope that such influential people employing such very old tropes was just a quick venting of understandable frustration at a stressful drive into work. We can further hope that their frustration does not translate into opposition for sensible change – even at the occasional expense of driving convenience and motorist entitlement. I certainly hope so; because at some point this winter, it may rain again.
This from a friend who has moved from Pakistan-As posted on Dawn.com, Uber has commenced a motorcycle rickshaw service in Lahore.
The service was inaugurated by Punjab Information Technology Board Chairman Umar Saif. Speaking at the occasion Saif said: “Initiatives like uberAuto are a reflection of the way in which Lahore embraces technology within its transport industry. Such solutions will make travelling in the city safer as well as more affordable and convenient for the citizens of Lahore.”
There is a free ride offer to launch the service for the first week, which means that every Uber passenger can get up to five free rides. Uber officials are upgrading the two-stroke rickshaw motorcycles into four-stroke, and providing smartphone application training to drivers. Uber may also be installing panic buttons next to the passenger seat in case of emergency.
Uber, the smartphone app that claims to connect riders to drivers at the push of a button, says the newly launched service will provide another low-cost product to their customers and is part of its expansion across the country.
Tales From the West End
This month retired UBC history professor and author Bob McDonald is our featured story teller. Bob specialized in teaching BC History and published a book on early Vancouver history, “Making Vancouver”. His story will focus on an early West End family, the Bell-Irvings.
You are encouraged to listen, sketch or bring your own stories and historic photographs of the West End to share with the community.
JJBean Coffee Shop, 1209 Bidwell St., (Bidwell & Davie)
Tuesday, October 18
5:45-7:30, story telling from 6:00-7:00
Admission: Free, Complimentary coffee and tea thanks to JJBean
After Niagara Falls, Granville Island is Canada’s most visited destination. But Emily Carr University’s coming move to Great Northern Way has triggered the need for an update.
Planners want to hear your ideas for better ways to access and move around Granville Island. Get out your wish list! Think out of the box! Now’s the time to fix Granville Island’s problems, celebrate its successes, and insure its sustainability for the next 25 years.
To frame the conversation, we have Michael Stevenson, SFU President Emeritus and Vice Chancellor, and head of the review; and Tim Barton, Senior Transportation Planner at Bunt & Associates.
Thursday, October 20
12:30 – 1:30 PM
Room 1600, SFU Vancouver – 515 West Hastings
Registration is not required. Please try to arrive early to ensure a seat.
We had an idea the new Massey Bridge and associated Motordom infrastructure was going to impose a significant footprint on Delta and Richmond, but the release of preliminary design concepts for the corridor seemed to have even caught Richmond mayor Malcolm Brodie off guard. Brodie describes his shock when viewing images for the new interchange at Steveston Highway…
“When I saw the highway and the interchange I was literally breathless,”
Its easy to justify his reaction when taking in the Los Angeles-style stacked interchange, but perhaps not so easy to understand why municipal officials are either kept in the dark up until this point or just haven’t engaged in the initial phases of the design process. Here are more of Brodie’s comments in a segment with CTV Vancouver:
Business in Vancouver has published an article about the Really Big Deal-The sale of the Oakridge Transit Centre located on 41st Avenue near Oak Street.
Frank O’Brien and Bob Mackin reveal that the sale price for the 5.6 hectare site was between $425 and $450 million dollars, the second most expensive land deal done in the province after the Jericho Lands. Despite the fact the land is public-owned, TransLink cannot talk about the deal due to the purchaser’s confidentiality requirements. It appears the buyer is Modern Green, who has been doing joint ventures in the province, including a residential project at UBC.
The Oakridge Transit Centre development lands have been approved for a density of approximately 1.26 million square feet of residential and retail, according to a 2015 City of Vancouver planning document. The proposed density is approximately 2.1 FSR (floor space ratio) over the entire site, or 2.5 FSR if a planned 2.3-acre park is not included in the calculation. The focus is on residential, with the city recommending that 20% of the homes be affordable housing.
“The majority of buildings will be mid-rise [six to 12 storeys]. The maximum height will be 15 storeys (or 150 feet), achievable in two identified locations,” said a staff report.
The city anticipates $73.5 million in development levies and community amenities.
As reported in the New York Times the San Francisco Bay area is known for high housing prices often blamed on the high tech companies that locate there. However those companies are now providing political support to lobby for more affordable housing.
One of the higher profile efforts is Rise SF, a new nonprofit backed by tech firms including Facebook, along with labor unions and developers, to try and support housing construction in San Francisco. Y Combinator, the San Francisco-based “accelerator” that helps aspiring entrepreneurs get started and has helped to foster companies including Airbnb and Dropbox, said it has redirected its political efforts from issues like United States immigration policy to housing.
Rents are a bit less right now, but that is only breathing space after remarkable increases over the past few years. And Laura Clark, the founder of GrowSF, a nonprofit that promotes affordable housing costs in Bay Area communities, is trying to turn the hundreds of thousands of engineers and product managers into a voting bloc. Ms. Clark, who worked for a tech company before becoming a full-time housing advocate, is leading an effort to enlist tech workers to participate in phone banking and distributing pamphlets to guide tech workers on how to vote for various propositions and candidates.
The organization of those hundreds of thousands of tech workers into advocates for affordable housing creation is an interesting development. This could be the dawn of a new era and also an example of how to lobby for what is needed for a growing region-housing available to all at all income levels.
People are pretty attached to their pets and now if you live in New York State they can be buried with you too. A new law signed by Governor Cuomo allows cremated remains of pets to be interred alongside their humans.
The new law permits only cremated remains of pets to be buried. Religious cemeteries are exempt, and cemeteries are not obligated to accept animals. “Four-legged friends are family for many New Yorkers,” Mr. Cuomo, a Democrat, said in a statement. “Who are we to stand in the way if someone’s final wish includes spending eternity with them?”
There are still some rules. The animals have to be domesticated as defined by the state, but that can include many types of animals.
New York State has been on the forefront of new statutes on mistreating animals and has toughened up regulations around pet stores. And for the living, you can now legally bring your pet to any outside table at a restaurant in the state.
And yes, some animals have ended up in New York cemeteries. A Civil War horse named Moscow is interred near his owner in Sand Lake Union Cemetery in Averill Park, N.Y., and there are several dogs, some with their own monuments, buried in Green-Wood Cemetery in Brooklyn.
From The Sun, owned by Postmedia:
Postmedia overhauls finances, board and executives
Canada’s largest newspaper publisher announced a major restructuring of its board and executive ranks as it completes a deal to significantly restructure its debt. …
Three new board members have been appointed: Mary Junck, executive chairman of Lee Enterprises, an American newspaper publisher that owns some 54 daily papers and in 2013 went through its own recapitalization following a bankruptcy and subsequent bailout by billionaire Warren Buffett’s Berkshire Hathaway; American Media Inc. CEO David Pecker, whose company owns and publishes celebrity and lifestyle publications including the National Enquirer; and HR executive Daniel Rotstein.
Frances Bula just posted the following on her blog – worth repeating here to ensure as wide a circulation as possible:
Frances: As Vancouver’s new chief planner begins his job, architect/urbanist warns about Vancouver’s “toxic conversation”
When Vancouver’s new planning director, Gil Kelley, made his first public appearance last Wednesday in a speech at the Vancouver Playhouse, he did so at the invite of an organization called the Urbanarium.
One of the group’s key members, architect Bruce Haden, started the evening with a thought-provoking and very candid introduction about the serious challenges facing Vancouver as the city and other municipalities grapple with growth pressures.
My colleagues and I recreated the Urbanarium in part because of a profound concern we share about the coarsening of the public conversation over the last few years around city building pressures and opportunities in Metro Vancouver.
In particular, I know there have been many concerns in the design and development community that the Vancouver Planning department has become more risk averse and rule bound than in previous years. In contrast, I know from multiple conversations with citizens engaged in the city building conversation that the level of trust in the planning process is extremely low. So a Director of Planning has often had the near impossible task of being the meat in the sandwich between outraged citizens and outraged architects and developers.
This is not new, but I want to talk about this critical issue in three ways.
First, our purpose here is to welcome Gil to this new and crucial role – but not to expect him to offer any prescriptions for solving ANYTHING yet. It is a new role in a new City for him – and it would be completely counter – productive to ask for responses to complex challenges that would be raw or half cooked, given that he has only been in the job two weeks.
Let’s give him some time to breathe and learn.
Second, about the bigger picture. I believe we are in very challenging times globally. And I believe that our ability to act cooperatively to generate strong solutions to global challenges depends on our connectedness and so our ability to work together effectively. Unfortunately, when I look around the world I see a real decline in day to day civility and social trust at the time when we most need it.
And while our good neighbours to the south in the pre-election weeks are perhaps the most disturbing current example of that lack of civility, we are not immune to that disease. In recent Vancouver planning conversations that I have been a part of, the willingness to disparage people personally, to attribute communications about complex issues to conspiracy theories, and to assign thoughtful people trying to do their best into simplistic us versus them camps has shocked me.
And we are at an important time. The City is taking leadership in multiple major initiatives that are crucial to our future. The Greenest City 2020, The Arbutus Corridor and Northeast False Creek are only some that spring to mind. It would be untrue to say that in the past those sorts of plans would have proceeded without controversy – and nor should they have. But I put to you that responsible informed conversation has often been present in the major redevelopments that have shaped Vancouver today – to all our benefit. As an aside – many of the great past City of Vancouver chief planners that helped guide those past discussions are in the room today.
A stunted urban conversation has never served our city well, and will not do so in future. My fear is that Vancouver is heading towards a circumstance in city making where every project is viewed in terms of warring camps. This is a recipe for disintegrating civic relationships, wasted time, money and passion, and worseresults for everybody.
Gil is coming from a San Francisco context, where he knows well that the rigidity and aggression of the urban conversation inhibits good people from participating, and corrodes the quality of city life.
A small example from another place where hysteria reigns too frequently:
This is from Streetsblog New York City:
“ the city announced plans earlier this year to relinquish three parking garages it owns to make way for 280 units of new social housing, all of which would be reserved for people earning less than the average income in the area. …. Since the plans were announced, a group of residents organized under the banner “Save Manhattan Valley” to fight the development. This group’s street flyers read: “This Street Parking Space Will Disappear Soon If You Don’t Act” . “In addition to the toxic noise and air caused by construction, you can expect added pollution from idling cars, double parking, honking, stress and accidents.”
Apparently municipal garages are more needed than social housing in an area with three subway lines.
We are not so far from this level of toxic conversation here.
And we have all contributed to the current too often denuded state of the urban discussion in this city –
I can say with shame that I have worked to push projects through for clients that have had zero concern beyond profitability.
I have also seen citizens I know care profoundly about my neighbourhood personally disparage planners trying to do a hard job responsibly.
I have seen developers claim that minor changes to enhance a project will lead to bankruptcy.
I have seen planners focus on the minutae of regulation at the expense of helping to get great things built.
These are all examples of short term thinking and failures of courage and commitment that serve to reduce our ability to build a better place to live for all of us.
So my last point is this.
In this context, it’s easy to look for a savior. But, with perhaps a clumsy paraphrasing of the words of JFK, I think the right question to ask is not “what can Gil Kelley do for us?”. The right question to ask is “how can everyone in this room help Gil Kelley to succeed?”.
Most importantly, what can we do to learn enough to have an informed opinion, and what can we do listen respectfully to each other, while respecting each other’s deeply felt views? And, despite much evidence to the contrary, I believe it is entirely possible to both have a passionate point of view and to be a good listener. And I know none of you would be in this room if you did not care about this place passionately.
Let’s challenge each other to excellence in making Vancouver extraordinary.
Think research is boring and unrelated to the real world? Think again! Researching the City is an inspirational evening showcasing how seemingly “abstract” research activities have real world impact on our city.
The event includes an interactive public gallery of faculty, staff, student and alumni research from SFU’s Vancouver campus (and the wider SFU community) followed by a series of rapid-fire impact stories direct from the researchers themselves.
Each Researching the City is guided by a specific yet widely encompassing theme. This year’s guiding theme is #SFUInnovates.
The evening will be moderated by Joy Johnson, SFU Vice-President, Research.
Wednesday, October 12
5:30 – 9 pm
Segal Graduate School of Business – 500 Granville Street
Here’s a piece of sculpture on the 37th Avenue part of Vancouver’s Ridgeway Greenway. Located at 37th and Cambie.
Artist/Iconographer Dwight Atkinson, MAIBC, Atkinson Iconography Studio. Gizmologist, John Sund. Commissioned by City of Vancouver Public Art Program and the Greenways Program. 1997.
Part of the Vancouver Biennale Open Air Museum: “Echoes”, Michel Goulet. Located at Kits Beach Park.
Echoes is a series of sixteen one-of-a-kind stainless-steel chairs created exclusively for the Vancouver Biennale Open Air Museum in 2005 by Canadian artist Michel Goulet. Each chair is unique in design and has an inscription in French and English reflecting aphorisms of everyday emotions and dreamlike thoughts. The chairs have been positioned to encourage human interaction and communication and installed so that when sunlight hits them at the perfect angle, the phrases and aphorisms are projected onto the ground below as one large poem.
It is the French as reported in The Economist that in the early 1900’s came out with the carrefour giratoire, the precursor to the modern traffic circle. When installed in Paris, traffic circles require circulating traffic in the traffic circle to give way or priority to car traffic coming from the right.
If you have driven in France in the last ten years, you will have seen a proliferation of traffic circles, with estimates of 30,000 existing and a further 500 annually installed. Why? Because of road safety. The graph below shows the USA with the greatest number of road fatalities and the smallest amount of roundabouts.
As the Economist article states, In America, for instance, which has a mere 4,800 roundabouts, a quarter of all road deaths take place at intersections. America’s Federal Highway Administration, which helpfully supplies a “roundabouts outreach and education toolbox” to overcome public distrust, says that they reduce deaths or serious injuries by around 80%, compared with stop signs or traffic lights”
There are some challenges with traffic circles, especially in the safe and efficient design for pedestrians to cross at well delineated places. Traffic circles also require a lot of land when there are two or three lanes of traffic in the circle. They do however lend themselves to great art installations and plantings, and these have multiplied in France with the rise of local authority spending. In addition, the traffic circle has become worthy of architectural analysis:
“The roundabout has accompanied the development of the fluid society,” suggests Laurent Devisme, of the National Architecture School in Nantes. Like modern life, it requires “judgment, anticipation and commitment”.
Perhaps the traffic circle is one of the last hurrahs of motordom, celebrated as a place people go through and to but never linger in. Could improved intersection design, greater visibility, and slower vehicular speeds accomplish the same and allow for better walkability and livability?
With incredible speed and somewhat under the radar, Airbnb has become one of the biggest influences on both short and long term accommodation in cities around the world. The video below by Cracked breaks down the true costs to cities of the online rental giant through wit, satire and warning….some mild profanity.
Two of my friends in the last year have had their lives changed by Airbnb. One an eight year leaseholder of a house in Strathcona was renovicted so the entire dwelling could be put up for more lucrative short term rentals. The second friend massively over extended himself panic buying into a rising market, and left with the only option of renting his house on Airbnb for any hope in affording the hefty mortgage repayments. What have your experiences been with Airbnb? Is it good for Vancouver?