Saturday, October 30, 2010

Architecture: McMillan Bloedel Office Tower, 1969

One of my favourite buildings in Vancouver.

Revitalizing downtown Vancouver, two offset narrow slabs of offices are linked by a stair/elevator core, with a sunken plaza along Georgia Street. One of the world's best applications of post-Le Corbusier Brutalism to a downtown office tower, it is notable for its trabeated cast concrete frame, and the "entasis' or slimming as its office floors rise.

Event: Carl Elefante – Lecture and Heritage Symposium

Ah! I wish I could go to this so bad! 

Carl Elefante
Carl Elefante coined the phrase: “The greenest building is the one that is already built.”   He is Director of Sustainable Design at Qunin Evans Architects, Washington, D.C.
At an upcoming lecture at SFU, he’ll be addressing the question: ”What is the cultural, economic, environmental sustainability of older buildings”
7 pm – Thursday, Nov. 4, 2010 - SFU Harbour Centre


Vancouver Green Streets Map

Friday, October 29, 2010

Write-Up: Cities, Bicycles and the Future of Getting Around

On Sunday, October 24, hundreds of cyclists and interested Vancouverites braved the oppressive, wet and windy weather to fill the Playhouse to listen a panel of speakers talk about Cities, Bicycles and the Future of Getting Around. Part of Capilano University's Pacific Arbor Speaker Series, the Panel composed of Vancouver Mayor Gegor Robertson; musician and artist of Talking Heads fame, David Byrne; Co-Publisher and Creative Director of Momentum Magazine, Amy Walker; and founder of re:place Magazine, Erick Villagomez. Retired CBC Broadcaster and Cycling advocate, Paul Grant, emceed and mediated the night's proceedings.

Thursday, October 28, 2010

How Toronto Voted For Mayor

Story: How Toronto Voted by Ward @ the National Post

Narrow Streets: Los Angeles, A Fantasy Urban Makeover in Photographs

During David Bryne's presentation last Sunday at the Cities, Bicycles and the Future of Getting Around forum and he showed us some images from an 'art' project - Narrow Streets: Los Angeles . They were images of wide, multi-lane streets in L.A. where Artist David Yoon then, using the magic of Photoshop, made them narrower (more here id you want to learn how). The results are remarkable (the last one is my favourite):


Saturday, October 23, 2010

Fare Card Naming Contest: My Entry

Okay, so Translink is looking for a name for it's new Fare Card and I've come up with one that I think is amazing:

TAO card - Transportation All in One card. 

 If you wiki TAO you get this:
 a concept found in TaoismConfucianism, and more generally in ancient Chinese philosophy and East Asian religions. While the word itself translates as 'way', 'path', or 'route', or sometimes more loosely as 'doctrine' or 'principle', it is often used philosophically to signify the fundamental or true nature of the world. 
What do you think? Translink Tao Card/  It even fits into Vancouver's ethos of the 'Gateway to the Pacific'.

It was that or Otter or Condo, or something.

Friday, October 22, 2010

The Death and Life of Gastown: Part Two - A Faster Fall: 1886 to 1914

Gastown c.1880 - Vancouver Archives Dist P11.1
The history of Gastown began in 1867, when John Deighton erected his Globe Saloon on what is now the corner of Water and Carrall streets. The local inhabitants conferred Deighton with the endearment of “Gassy Jack” because “he had the gift of grouping words, which he flung from him with the volubility of a fake doctor.”[1] The handful of buildings that grew up alongside Deighton’s saloon unofficially became known Gastown until 1870 when the colonial government concluded a survey of the Gastown area and renamed it after the Colonial Secretary, the Earl of Granville.

In early April of 1886, the Granville Townsite was incorporated as the City of Vancouver. Two months later, a fire reduced a significant portion of the city to ashes. Alderman W. H. Gallagher exclaimed that, “the city did not burn; it was consumed by flame.”[2] Yet, as if undeterred from a minor setback, Vancouver arose from the detritus of destruction and rebuilding began apace. It was in the immediate years after the fire that Gastown’s trademark physical structure and environment formed.
Gastown rebuilding after the Great Fire 1886 - Vancouver Archives Str P7.1
 In order to prevent Vancouver from succumbing to another fire in the future, City Council introduced stricter building standards (i.e. stone instead of timber). Furthermore, the arrival of the Canadian Pacific Railway in 1887 also encouraged the use of higher quality building materials as it became “a city expressing the vision and spirit of its hopes of becoming a great metropolis.”[3]
Between 1887 and 1914, Gastown developed into its current form consisting of ornate and often opulent brick and stone buildings, however, even by 1900 Gastown’s glory was fading. Vancouver’s core of retail businesses shifted south and westward towards the CPR’s land grant - towards real estate speculation. Concurrently, the old business centre around Water and Cordova streets became a wholesale and warehouse district.[4] Marc Denhez, a heritage specialist, notes that after 1914:
Gastown was now being left alone . . . and thus began Gastown’s fifty-year journey on the slippery slope of economic stagnation and social decline. The warehouses gradually empties, and the hotels often became home for Vancouver’s skid-roaders.[5]

In the first decades of the twentieth century, Gastown and other Canadian inner-cities became synonymous with poor housing and living conditions, squalor and disease and deviant behaviour. Heather Frost and David Ley state that the “combination of working-class households, environmental degradation, and poverty converged on the inner city to create the popular stereotype of the slum behind the industrial waterfront and around the rail yards” and the “presence of ‘exotic’ populations added to the strange and menacing image of the inner-city slum.”[6] This perception of Gastown among other factors such as a real-estate speculation and larger events like the Great Depression are reasons that, as journalist Gary Bannerman notes, “while Vancouver progressed to a splendour its earliest pioneers couldn’t have imagined, its place of origin sunk to the depth of despair.”[7]
Bird's eye view of Water, Cordova and Richards Streets, Ca.1912 - Vancouver Archives CVA 7-193

[1] Eric Nicol, Vancouver (Toronto: Doubleday Canada, 1970), 32.
[2] Quoted in Nicol, 64.
[3] “Walking Tour Supplement” in Gary Bannerman, Gastown: The 107 Years, (North Vancouver: The Times of North and West Vancouver, 1974), 11.
[4] Norbert MacDonald, “‘C.P.R. Town’: The City-Building Process in Vancouver, 1860-1914,” in G.A. Stetler and Alan F.J. Artibise, eds., Shaping the Urban Landscape: Aspects of the Canadian City-building Process (Toronto: Carleton Library Series, 1982), 405.
[5] Marc Denhez, Heritage Fights Back: Legal, Financial and Promotional Aspects of Canada’s Efforts to Save its Architectural and Historic Sites, (Vancouver: Heritage Canada and Fitzhenry & Whiteside, 1978), 189.
[6]David Ley and Heather Frost, “The Inner City,” in Canadian Cities in Transition: Local Through Global Perspectives, ed. Trudi Bunting and Pierre Filion, 3rd ed. (Toronto: Oxford University Press, 2006), 193.
[7] Gary Bannerman, Gastown: The 107 Years, (North Vancouver: The Times of North and West Vancouver, 1974), 18.

Wednesday, October 20, 2010


Urban Renewal in St. Louis - Wikicommons

Tuesday, October 19, 2010

Press Release: Vancouver is Velo-City 2012

City of Vancouver
News Release
Oct. 19, 2010

Vancouver selected for major international cycling conference

Vancouver Mayor Gregor Robertson today thanked European Cycling Federation President Manfred Neun for selecting Vancouver as the host of the prestigious Velo-city Global 2012 conference, the first time the event has been held outside of Europe since 1996.

“Velo-city will bring together hundreds of planners, transportation experts and cycling specialists from around the world to discuss the fast-growing role of cycling in urban transportation,” said Mayor Robertson. “We are very excited that the European Cycling Federation has selected Vancouver for its global conference in 2012.

“Hosting a major international conference like Velo-city is a good boost for our local economy, and it’s a great opportunity to showcase Vancouver’s bike infrastructure to the world's leading transportation experts.”

An estimated 1,000 conference delegates and their guests will attend the conference, which will be held in June 2012 at a Vancouver location yet to be selected.

The Vancouver bid for the conference was prepared by the City of Vancouver, Tourism Vancouver, TransLink and the VeloWorks Cycling Society.

“Cycling is already an important travel mode in Metro Vancouver, and TransLink has partnered with the City, the province and the federal government in major infrastructure upgrades to make it an even better option for more people,” said TransLink’s vice president of Customer and Public Engagement, Bob Paddon. “TransLink is pleased to support the 2012 Velo-city conference.’

“Bravo to the City of Vancouver, Translink and VeloWorks for their efforts in bringing the 2010 Velo-City conference to Vancouver,” said Rick Antonson, president and CEO of Tourism Vancouver. “Not only will Velo-City generate business for the local tourism industry, it reinforces Vancouver’s reputation as a clean and green travel destination with exceptional offerings for cyclists.”

Media Contact
Corporate Communications

Thursday, October 14, 2010

Illustrated Vancouver: Waterfront Station

Cut-away of Waterfront Station VIA Illustrated Vancouver
 Through my morning parusings, the Buzzer had a link to this image posted on Illustrated Vancouver. I'm a sucker for diagrams, maps, and especially cut-aways (I loved those books as a kid - nerd alert!). Also, Illustrated Vancouver is a great blog to get lost in; check it out!

*Notice the Angel of Victory in the right corner.

Wednesday, October 13, 2010

The Death and Life of Gastown: Part One

 Here's a 'failed-paper' (i.e. I never really finished it, oops!) on the re-birth of Gastown. I'm going to post it in parts as a series.
Map No. 1, City of Vancouver - DTES Communities
Today, Vancouver’s Gastown neighbourhood, located in East Vancouver (Map No.1), is one of its most popular and lucrative tourist attractions. Local residents also converge there to shop, drink and eat at many of the ‘trendy’ boutiques and restaurants. The Gastown Business Improvement Society (GBIS) promotes the area as:

a refreshing mix of old and new, downhome and upscale, a place for tourists, Vancouver residents and office workers alike. Various shops have the streets buzzing during the day. A host of restaurants and nightspots keeps the area humming into the wee hours.[1]
Gastown Business Improvement Society
            However, this image of Gastown is a recent phenomenon: in the early 1960s this neighbourhood was condemned as nothing more than “a collection of slum hotels and forsaken warehouses . . . home to none except the broken men and women of skid-road.”[2] Yet, in the convening time between then and 1980, Gastown underwent a dramatic transformation.
            As in many North America cities at the time, Vancouver experienced significant changes; Shifts in urban demographics, economics and ideologies resulted in the revitalization or gentrification of run-down areas in the inner-city. By 1974, Gastown shed its skid-road image and merchants, property owners and city officials celebrated it as a success of urban revival a veritable renaissance of the inner-city. Journalist Gary Bannerman described it as a transformation from civic embarrassment into one of the citys finest attractions.[3]
            Although the term revitalization implies a positive change, there is a significant negative side effect as well. The redevelopment and renovation of depressed areas produces dramatic short-term increases in property value and housing costs which adversely affects the incumbent population, often forcing them to move to more affordable areas Gastown was no exception.
            During the 1960s and 1970s, the active intervention of citizens and business owners helped preserve and ultimately transform of Gastown from skid-road to chic tourist attraction and national and civic treasure.  However, Gastown’s revitalization and gentrification ultimately displaced many of its original residents, in this case the ‘broken men and women’ of skid-road and ultimately put further strain on Vancouver’s limited affordable housing stock.

[2] Gary Bannerman, Gastown: The 107 Years, North Vancouver : The Times of North and West Vancouver, 1974, 3.
[3] Ibid.

Tuesday, October 12, 2010

Montreal: 1897 Bike Map

Bicycling Map of Montreal, 1897 - Centre d'archives de Montréal de BAnQ, CA601,S171,SS1,SSS2,D2-18-29
 Picked up by SPACING.


Monday, October 11, 2010

VIDEO: Revitalizing Communties with Art, A Love Letter to Syracuse

Restoration: Vancouver's Other War Memorial

View Larger Map

If you walk by Waterfront Station, you will notice them: One, an angel, poised in flight and grasping her partner. The other, a soldier, limp and lifeless. Together they are tragic yet proud, 'collolsal yet weightless'.

City of Vancouver - Barbara Cole

They are a war memorial that stands outside the former Canadian Pacific Railway (CPR) station now a transit hub for Skytrain, Seabus and the Westcoast Express.

After the First World War, the CPR commissioned a memorial to commemorate the 1,115 CPR workers who were killed (60,000 Canadians in total were killed in the war). Designed by Montreal sculptor Coeur de Lion McCarthy , the 'The Angel of Victory' was erected in 1922. The plaque reads:
To commemorate those in the service of the Canadian Pacific Railway Company whom at the call of King and Country left all that was dear to them, endured hardship, faced danger and finally passed out of sight of men by the path of duty and self sacrifice, giving up their own lives that others may live in freedom. Let those who come after see to it that their names are not forgotten.

While Victory Square is Vancouver's official War Memorial, I've always considered the Angel of Victory a more striking monument. However, its place in Vancouver's urban fabric is odd. It doesn't sit in a square or in a park. It sits on the sidewalk, in front of the east side of Waterfront Station and, personally, I find it occupies a weird non-space for such a prominent memorial.

This became more evident to me as Rogue, the new restaurant that replaced The Continental, occupies that side of the station and has almost enveloped the monument and creates a weird dichotomy: reverence for the dead and the advertising of a trendy bar (I'll try to upload a photo of this later).

Further more, the statue has been long neglected and is in dire need of repair. In 1967, some ill-informed citizens mistook the natural patina as dirt and aggressively scrubbed it 'clean'. It has regained its patina but that damage from scrubbing and chemicals can still be seen today.

What is most alarming is that the City of Vancouver has NO plan or budget for the maintenance, repair, restoration, or long term conservation of historic monuments.

What I propose is to restore the monument to a respectful state and to a respectful place.

BIAS ALERT: I'd rather have a park/plaza than a parking lot any day.

The monument shouldn't be moved if possible, so the easiest option is to restrict the restaurant's presence around it. A better option in my mind would be to turn the parking lot next to Waterfront Station into a dedicated park/plaza for the monument. I don't know how much parking infrastructure there is in the area but I do know are many parkades around - would the loss of 50 or so spots be catastrophic? Also, Rogue and Steamworks may gain valuable 'patio' area in the summer time without overwhelming the significance of the created space.

I've always eyed this space for a significant transformation and by featuring a restored Angel of Victory at it's heart will give the city a new place to remember.

Further reading:

Tuesday, October 5, 2010

Update: Trains in the Sky or Wheels on the Ground?

The other day I wrote a post on Premier Campbell's announcement that he wants to build a Skytrain from Surrey to Langley. Here is what the local news is reporting:
...on Friday but Surrey Mayor Dianne Watts says the option of using at-grade light rail technology should not be ruled out. "I'd be surprised if he's excluding any technology," Watts said, adding she took the reference as intended to mean a rapid transit line will run to Langley, with the exact system and route to be determined by TransLink, Surrey and Langley. Officials in the Premier's Office, however, confirmed Campbell did intend to specify SkyTrain when he addressed the Union of B.C. Municipalities."The community prefers light rail for a number of reasons," Watts said. "You can have double the tracks for the same price as SkyTrain."
"I was surprised to hear SkyTrain was going to come to Langley City," said Langley City Mayor Peter Fassbender and the chair of the TransLink mayors' council. "It reflects our vision for our downtown and the fact we've already increased density," he said. But Fassbender cautioned there's much work to be done examining the rapid transit options and stressed TransLink and the mayors who control funding must consider the broad needs of the entire region.
Both Mayor Watts of Surrey and Mayor Fassbender of Langley seemed unconvinced that Skytrain is the way to go.

Coincidently, Jarrett at Human Transit posted an interview he did with Montreal's Gazette that is relevant to this discussion:
Many urban opinion leaders in North America have formed their idea of good transit from travelling in Europe, where many cities have rail networks that feel complete. In London, Paris, and Berlin, rail seems to be going everyone that most people, and certainly most tourists, want to go. So these opinion leaders come away with the view that building great transit is about expanding rail. That attitude is colliding with the urgency of transit improvement in North America [and Australasia], where most cities have incomplete rail networks if they have them at all. Faced with the big sustainabiliy challenges that are coming on, these cities are discovering that they need quality transit sooner, and in more places, than they can possibly deliver with rail network expansions. So it no longer makes sense to say that the "good" transit network is the rail network. We need brands and systems of communication that help people see where their good services are, regardless of whether they're rail or bus or ferry or gondola. And since we all hate waiting, frequency is the most important variable to market!

Letter to Council in Support of Hornby Separated Bike Lanes

Here is the letter that I helped draft for the Vancouver Public Space Network (VPSN). It was sent to council yesterday. Here is VPSN's blog post about it.

October 4, 2010

Mayor Gregor Robertson,
Members of Council,
City of Vancouver
453 West 12th Avenue
Vancouver, BC V5Y 1V4

Re: Proposed Hornby Street Separated Bike Lanes

Dear Mayor Robertson and Council,

The Vancouver Public Space Network (VPSN) is a non-profit organization that works on matters of advocacy, education and outreach pertaining to the City’s public spaces. A key focus of our activities includes looking at the role of transportation in fostering a livable urban environment.

We are writing to express our support for the Hornby Street two-way separated bike lane that is currently undergoing public consultation. We believe that Hornby Street is a crucial link in creating a substantive and comprehensive bicycle lane network that will increase ridership and safety and will provide benefits for residents and businesses alike. We would like to take the time to stress the importance of these facilities to
Vancouver’s goal of being the Greenest City in the world by 2020.

We wish to identify a few other relevant items that lend further support to this initiative:

  • The City of Portland estimates that around 60% of their population (around 300,000 people) is interested in cycling but is ultimately intimidated and discouraged from riding their bike because of concerns over safety. Their report states that, “[people] would ride if they felt safer on the roadways—if cars were slower and less frequent, and if there were more quiet streets with few cars and paths without any cars at all.”
  •  TransLink’s 2009 Regional Cycling Strategy also endorses this view. It finds that although Metro Vancouver has over 1,400km of bicycle routes, the majority will not attract people to cycling. Translink suggests that in order to achieve a significant increase in the bicycle mode share, bicycle facilitates and programs should be targeted to those concerned about riding in traffic by promoting low-traffic, separated or off-street facilities.
We are pleased that the City of Vancouver is attempting to promote cycling as a viable mode of transportation. In many cities, cycling rivals and even surpasses driving as the fastest, safest, most convenient way to get around. The separated biking facilities on the Burrard Bridge and Dunsmuir Street have proven popular in attracting new ridership with few, if any, negative impacts.

Finally, we are aware that a number of businesses along Hornby Street have voiced their concern over the removal of on-street parking. However we note in response that the perception that bicycle lane infrastructure creates negative impacts on local businesses has been frequently shown to be inaccurate. For example, a 2009 study in Toronto found that the removal of on-street parking in favour of a downtown bike lane would have few negative effects on businesses and that businesses along the route could actually benefit from lane re-allocation. In fact, in the case of the Toronto example, it was determined that only 10% of those businesses’ patrons drove and that those that arrived by foot and bicycle visited more often and spent the most money per month. Alleviating the fears of businesses will be crucial for the success of the Hornby Street bike lanes.

We further note that the loss of parking spaces from the redesign (158 spaces) will be more than offset by the return of street parking on Howe Street (and also Seymour Street), the presence of a number of nearby parking garages, the continued availability of street parking on every block of Hornby, and – best of all (given the City’s desire to encourage a shift to sustainable transportation activities) the installation of improved cycle parking facilities. Given that there are approximately 10,000 off-street parking spaces available within one block of the proposed cycle route, we feel that the argument that the separated bike lane will compromise Hornby businesses is problematic and suspect.

Thank you for your consideration of our comments. We appreciate the opportunity to provide input. If I can be of further assistance, please do not hesitate to contact me at

Yours truly,

Brandon Yan,
Transportation Coordinator, Cycling
Vancouver Public Space Network

Cc: Mr. Jerry Dobrovolny, Director of Transportation
Mr. Lon LaClaire, Strategic Transportation Planning Engineer
Ms. Lacey Hirtle, Engineering Services

Monday, October 4, 2010

Trains in the Sky: Langley could be next?

Last week Premier Gordon Campbell gave a speech to the Union of British Columbian Municipalities (CBC, South Fraser OnTrax, whole speech). For the most part he reminisced about the good ol' days (re: Olympic Fever!) and defended himself over the HST. However, he also threw in some interesting stuff:
It's time to get started doing the SkyTrain to Langley City which has planned itself to actually provide the opportunities for the future that are required to make sure that transit works. It's time to get ready to build a rapid bus from Langley to Chilliwack. It's time to build rapid transit to UBC. It's time we got started. We decided finally on the technology. We made the decisions within the next year so we can get on with building the kind of communities and cities that we need that will serve the needs of our citizens.
A few things first: Note how he said 'Skytrain' to Langley but 'rapid transit' to UBC. Some suspect that this word choice is due to the grief that the Canada Line caused on Cambie Street (re: Campbell's riding is Point Grey...hmmm). The other week, MetroVancouver stated that the priority of the region should be the Evergreen Line. So it seems that the region has some conflicting views over the future of transit in the region. Of course, the biggest thing for me (and others) was that he says it's time for a Skytrain to Langley.

Now, I've written about this before but, is a skytrain extension to Langley (roughly 20km from King George station to Langley Centre going by the Fraser Highway corridor), at the cost of billions worth it? To put this in perspective, the Millennium Line cost $1.2 billion and the Canada Line, $2.0 billion - both around the 20km in length mark. Would money be better spent trying to shape Langley to accommodate transit and thus getting transit within Langley working better? Then again, perhaps with a tolled Port Mann Bridge/Highway 1, would an extension into Langley be the right balance to get people out of their cars (a little carrot, a little stick)? As someone who needs to commute to Langley at least once a month to see family, I welcome the idea of an easier commute. However, as you can tell, the transit-conscious wanna-be-planner is nagging at me - the concept is nice but I have some beef with the details.

Surrey is finding that it needs to re-align roads, build dense and mixed-use developments, and incorporate all kinds of transit in its future needs. Mayor Watts is even calling for light-rail. Langley, at the moment, still just wants to be "where the city meets the country."

When it comes to talking about rapid transit into the suburbs/South of the Fraser, there's always people throwing figures around about density and the right number for transit and that Langley either has it or doesn't. For me, density and its relationship with transit is a difficult concept to grasp (math, what?) - Jarrett at Human Transit has some recent posts trying to untangle it a bit. It depends on how one calculates density.

But, as in my previous post, I have to argue that the existing road network plays an important role as well. Density is nice - but it is just, after all, a number that doesn't reflect the landscape or how people/bikes/buses/cars get from point A to point B. You can have huge densities but everyone living on dendritic street networks (cul-de-sacs) that hampers efficient movement by all transportation modes (walking, biking, transit, car). If you haven't already, check out these images from the Boston Globe:

Canals and homes in Charlotte Park, south of Port Charlotte, Florida. Map, Street View. (© Google/Europa Technologies)

Rapid Transit in Langley is a more complex issue than just spouting off density numbers. Once you get a skytrain station to Langley Centre, how are you going to get people to it? Many buses only come every hour and have to take convoluted and confusing routes. At most, Langley would get a park-and-ride station - another huge lot of asphalt that does little for actual mobility within the city itself.

Another thing to consider is that Langley should be more than a point of departure and more than a place to commute to Surrey or Vancouver from - it should also be destination. This involves creating jobs and points of interests (hopefully other than Willowbrook mall), much like Surrey is doing with Central City/Civic Centre.

Ending on a somewhat hopeful note: The City of Langley is considering smaller lots sizes to the south of the Nicomekl River to accomodate in-fill/to build up density (thanks to South Fraser OnTrax for the post). However, residents are 49% opposed to the idea, 45% support it and 6% don't know what to think. Look at the mess of a road network they have to work with:

City of Langley

Friday, October 1, 2010

Events: EcoDensity - Deft or Dense?

As an Alumni, I get these nifty e-mails sometime:

UBC Dialogues: Vancouver
EcoDensity: Deft or Dense?

The City of Vancouver has set itself a goal to be the greenest city in the world, with urban densification as a central element of the process. Is it really possible for Vancouver to become eco-dense – green, liveable and affordable? What are the costs of such a plan in a city that is already the most expensive in the country, and what will be the impact on municipal infrastructure when neighbourhoods are densified? And who is the real beneficiary – citizens, City Hall or real estate developers? Join leading UBC and community experts for UBC Dialogues: Vancouver, and find out if urban densification can and will pay off.

Moderator - Kathryn Gretsinger, MJ'06, CBC Journalist; Adjunct Professor, UBC School of Journalism
Panelist - Adele Weder, MASA'05, Architectural Writer and Critic; Co-producer, 2009 Form Shift Eco-density Design Competition
Panelist - Maged Senbel, MSCP'99, PhD'05, MCIP, LEED AP, Assistant Professor of Urban Design, UBC School of Community and Regional Planning (SCARP)

Event Details
Tuesday, October 26, 2010
6:30 - 9:00 pm

Program begins at 6:30 pm in the Performance Centre, followed by a reception in the Exhibition Hall at 8:00 pm. Light refreshments will be served at the reception.

Roundhouse Community Arts and Recreation Centre (Performance Centre and Exhibition Hall)
181 Roundhouse Mews
Vancouver, BC V6Z 2W3 - map
Admission is free and guests are welcome, but advance registration is required.
RSVP by Wednesday, October 20, 2010. For more information contact Melissa Forster at 604-827-5831 or at