Supply chain issues seem to be a fact of life these days. Whether it was the lack of flour and eggs in our grocery stores back in March 2020, the recent shortage of infant formula in the United States, or (my latest issue) having to wait up to two months for a backorder of my preferred brand of cat food — all these things make us stop and think, “Wait a minute. What’s going on here?”
I learned on my last visit to Galiano Island that freighters like to park themselves just off the northern tip of the island while waiting for an empty berth at the Port of Vancouver. English Bay always has a number of waiting freighters as well, but when the bay is full, those ships have to look elsewhere for a place to anchor and wait. Vancouver is Canada’s largest and busiest port, with 3000 ships arriving every year. That’s a lot of ships and an awful lot of waiting time.
But while on Galiano again last weekend, I was surprised to learn that often these ships are waiting for what seems like an awfully long time. The container ship in this next photo? It was sitting off the north end of the island for three weeks.
I can’t see any way that a three-week delay to offload a fully loaded container ship from Asia doesn’t add to our supply chain problems. Not to mention the cost of goods.
Or the seafarers stuck on board. Waiting.
Look who’s back!
Yesterday, Vancouver welcomed its first cruise ship in 891 days. Holland America’s Koningsdam stopped for a day at Canada Place, after spending Saturday in Victoria. If ever there was a sign that we are past the pandemic, I’m thinking this is it.
Except we’re not past it. Not really. A sixth wave is on its way and those of us who are immune-compromised or work in health care or have friends or family who are immune-compromised or work in health care or are not yet eligible for vaccines (think babies) know there are still lots of risks. There has been an awful lot of talk about how we have to learn how to live with Covid, which doesn’t seem to give much consideration to those still at high risk of dying of Covid.
That aside, tourism is a billion-dollar industry in Vancouver, and those of us who work in tourism and hospitality welcome the news that our city is once again a safe destination for anyone who wants to visit. The Port of Vancouver has offered shore power to cruise ships since 2009, which means that 60 percent of the ships that dock here can run on lower-emission electrical power while in port instead of their diesel-powered auxiliary engines.
While I was taking this photo, a so-called Freedom Rally was gathering behind me to protest vaccines. I’m not sure what their issue is at this point since all of BC’s remaining restrictions concerning Covid-19 were lifted last week.
As I watched the protestors for a moment, a young man walked past me, wearing a black sweatshirt with the word “Ukraine” in large blue and yellow letters. The irony of the moment made my head spin.
After I had explored Vieux-Montréal to my heart’s content, I decided to walk the length of the Lachine Canal. This was solely to satisfy my curiosity about a canal I had read about when I was doing a degree in Canadian history (a long time ago) and editing history textbooks (much more recently).
The Lachine Canal was built across the southwest part of the island of Montreal to allow ships to bypass the Lachine Rapids on the Saint Lawrence River. The name comes from the French for China (La Chine) and reflects the original goal of those early European explorers: to find a route across the continent and on to China.
Digging 14 kilometres of canal and building seven locks took four years. Most of the work, completed in 1825, was done by Irish immigrants. After the canal was widened and deepened in the 1840s, its entire length became the centre of Montreal’s industry, and the city became the centre of Canada’s manufacturing and trade. Montreal soon quadrupled in size and remained Canada’s largest city until the 1970s.
Eventually though, after the opening of the Saint Lawrence Seaway in 1959 that could accommodate larger ships, the canal lost its significance. It was closed to shipping in 1970.
It reopened to pleasure boats in 2002 and a bike path lining the canal was also completed. The Lachine Canal was declared a National Historic Site in 1996.
The warehouses and factories that line the canal have been converted to residential lofts and condos.
I wanted to walk the Lachine Canal from one end to the other, but after taking the Metro to the end of the line, my starting point was somewhere around its mid-point. As I walked all the way back towards Vieux-Montréal, I realized a better option might have been to rent a bike in the Old Port area and cycle as far as possible before turning around.
Which means I already have my first activity planned for when I return to Montreal.
Ten years ago today, and three months ahead of schedule, the Canada Line came into service. Built for the Vancouver 2010 Olympics, it connects downtown Vancouver to the airport in 24 minutes. (That’s as fast as a taxi and a whole lot cheaper.) Right from the start, it exceeded ridership estimates and is already running nearly at capacity.
The Canada Line has forever changed how I travel to and from Vancouver. Being able to get from my downtown condo to the Vancouver International Airport (known as YVR around town — the name of the Canada Line station is YVR Airport) as quickly as I can for only $2.50 is a traveller’s dream.
It has also forever changed this city. High-density residences and retail spaces that weren’t even dreamed of ten years ago have been built at Marine Drive and are in the planning stages for Oakridge. I saw a quotation this week that pretty much summed up how the Canada Line has changed Vancouver: “you don’t build urban rail primarily for transit, but for shaping growth.”
And so … happy birthday, Canada Line!
It’s the end of an era today. At midnight tonight, Greyhound is suspending all services in Northern Ontario and Western Canada. The decision is justified, says the American-owned company, by a 41 percent drop in ridership since 2010.
Greyhound moves millions of Canadians every year, and has done so in British Columbia and Alberta since 1929. For those rural Canadians who don’t or can’t drive, losing the Greyhound means losing their ability to get to larger centres for services not available in their communities, like specialist medical appointments. It also prevents them from connecting with friends or family. And during our snowy, icy winters, travelling through mountainous BC is far safer by bus than by car.
It’s already being reported that 87 percent of Greyhound’s routes will be covered by smaller, private operators — including Indigenous-owned companies — which are ramping up as we speak. This morning the federal government announced funding to help fill the gaps and that it is working on a long-term national transport solution.
My student days of 18-hour Greyhound treks between Edmonton and Vancouver are (thankfully) long behind me. (I assure you, there is little that is more depressing than a 3 a.m. rest stop at Blue River in the dead of winter.) But I still regularly take the Greyhound for short hops between Calgary, Red Deer, and Edmonton. I typically take it during non-peak hours and the buses are always full. My fellow passengers are people of all ages and social classes. Many are tourists. Some of us choose to take the bus, while others don’t have a choice, In a country like Canada, with too much geography, public transit is not just a service. It’s a right.
This photograph is of the last Greyhound I will ever take in Canada, which I rode from Calgary to Red Deer last month.
It actually doesn’t matter how I get around in Canada — the view is always spectacular. I took this from the Greyhound last week. It’s somewhere near Ponoka along Highway 2.
I had lunch last month with a couple of friends who were in town for the holidays. One of them grew up not far from where I was living last summer, and naturally our conversation turned to my summer in Amsterdam. We had a very nice discussion about the differences between the Netherlands and North America. Our topics? The weather, table service, and, erm, the bike culture.
I looked out the window for a moment, thinking about what else I had noticed about life in Amsterdam, and then turned back to face my Dutch-born friend.
“You know what the Dutch do really well?” I said. “Trains.” I then marvelled aloud that I was able to travel by train from Amsterdam to another town for lunch, to yet a different town for dinner, and still be back in Amsterdam by midnight.
Yes, the Dutch have an excellent and comprehensive train system. What do I mean by “comprehensive”? I mean there are 3000 kilometres of railway in a country that is scarcely 400 kilometres from one end to the other. Along that rail network are nearly 400 train stations. That’s right: 400. Few Dutch towns are without a train station.
That kind of rail network isn’t possible in a country like Canada, of course, thanks to the fact that we “have too much geography.” I know that. Yet I still couldn’t help but wonder the other week, as I schlepped by Greyhound from Calgary to Red Deer to Edmonton, how much more pleasant my journey would have been by high-speed train.
Discovering the Netherlands by train was one of the highlights of my summer and I had lots of fun photographing the dozen or so Dutch trains stations I travelled through.
I don’t have a photo of the station I used most often (that would be Amsterdam Centraal) because the building was enshrouded in scaffolding all summer long. But here’s a look at the imposing entrance to Rotterdam Centraal, a station that was rebuilt only five years ago and, like Amsterdam, is one of the country’s busiest rail stations.
Den Haag Centraal is another of the country’s busiest stations. Note the Mondrian windows at the top right.
This is Leiden Centraal, another spectacularly designed station.
Most of Holland’s train stations date back to the nineteenth century, however, like this one in Kampen. It’s one of Holland’s smallest train stations. Only one train stops here, a small two-car train that does the ten-minute journey between Kampen and Zwolle three times an hour.
This is the entrance hall to the Maastricht station. See those ticket machines? There’s one for each national rail service: Belgium, Germany, and Holland. How efficient (and multinational) is that?
And this photo is from one of my favourite stations: Haarlem. Haarlem is on the Amsterdam–Rotterdam route, the oldest railway line in the country. The current building was built in the Art Nouveau style between 1906 and 1908 and is a national heritage site.
The sign above this doorway reads “Waiting Room First Class.”
I was especially intrigued by this plaque in Delfts Blauw tile on one of the walls in the Haarlem station. It’s from 1939 and commemorates 100 years of Dutch rail service. Train buffs know that the 1840s were the tech boom of the nineteenth century — railway lines were being laid down all over the place. In Canada, too.
I don’t know how many kilometres of rail travel I did last summer, but I do know this: it is such a civilized way to travel and I loved it.
Today’s reminder of Amsterdam came from an umbrella I saw someone carrying: it was bright red with the three white Xs on black of the Amsterdam flag running along four of its ribs. Funnily enough, as much rain as there was in Amsterdam this past summer, I never once saw one of those umbrellas over there.
But I did here, in Vancouver’s West End.
And yes, that means our rainy season has officially started. To keep myself cheerful during these dark and dreary months, I’m going to finish off the series of posts about my summer travels that I haven’t gotten around to writing.
Staring with this one about Amsterdam’s canals.
Amsterdam has a lot of canals. A lot. And a lot of bridges. Far more canals and bridges than Venice, which is why some people call Amsterdam “Venice of the North.” But Amsterdam looks nothing like Venice. And when an Italian-American friend of mine once asked me what people did with their bikes in Amsterdam, I looked at her, puzzled.
“What do you mean ‘do with them’? They ride them, of course.”
“But how do you ride a bike in a city with so many canals?”
Oh, right. She’s Italian. She’s thinking of Venice. I told her how Amsterdam’s canals are all lined with streets — one on each side — and the streets had plenty of room for bikes. That’s also when I told her about my first-ever visit to Venice.
It was a holiday weekend in three countries (Italy, Yugoslavia, and Austria) and the youth hostel was completely full. The guy at the check-in counter told my friend and me that our best option was to try the convent down the street. He gave us precise directions: exit the hostel, turn left, and walk three bridges down.
“Do we walk over the bridges or beside them?” I asked in all seriousness. He looked at me like I was an idiot and asked, dryly, “If you don’t walk over the bridge, how will you cross the canal?”
Smart-ass, I thought, but as soon as my friend and I headed down the street, I saw what he meant. In Venice, there are no streets beside the canals and there is no way to get across a canal except by — you guessed it — walking over a bridge.
In Amsterdam, it’s entirely possible to walk the length of a canal without crossing it once. Where it intersects with another canal, you have the option of making a sharp turn left or right to start walking alongside that other canal. And at each one of those intersections, the bridges (there some 1500 of them in Amsterdam) go both over a canal while also going beside the other, intersecting, canal.
Last summer, I decided to get to know Amsterdam’s canals better and the best way to do that is to walk them. Off I went: down the Prinsengracht one day, back home along the Keizergracht, and then the next morning all the way along the Herengracht and back along the Singel.
The Singel is Amsterdam’s innermost canal, built way back in the Middle Ages and initially the city’s moat. In the seventeenth century, the city planners decided to add three more concentric canals parallel to the Singel. This expansion made Amsterdam four times larger than it was before and was desperately needed — by the end of the seventeenth century, the city’s population was four times greater than it had been when they first began building the new canals. (This was the Dutch Golden Age, when the Netherlands was the world’s maritime power and Amsterdam one of the world’s largest cities.)
The new canals all ended at the Amstel River, and were designed for both defense and transport and, yes, to manage all that water. (Remember, Amsterdam is below sea level.) The entire area became known as the Grachtengordel (canal belt) and was declared a UNESCO heritage site in 2010.
The first canal past the Singel is the Herengracht (Gentlemen’s Canal). It’s named after the men who governed Amsterdam during the Dutch Golden Age, many of whom lived along the Herengracht. One stretch, called the Golden Bend, was developed a little later than the rest of the canal, and its mansions were built on double-wide lots. Many of these are now consulates, banks, or museums.
The next canal is the Keizergracht (Emperor’s Canal). It’s the widest of the three canals and was named after the Holy Roman Emperor, Maximilian I.
And finally, there’s the Prinsengracht (Prince’s Canal), named after the Prince of Orange. It is Amsterdam’s longest canal and is the dividing line between the Grachtengordel and the Jordaan.
These three major canals are connected to each other by dozens of smaller canals. The Leidsegracht is the widest of these and used to be the main transportation connection between Amsterdam and Leiden (hence its name). The Reguliersgracht (regulator’s canal) is probably the most photographed canal in all of Amsterdam. It is also where, if you are at water level, you can look through seven bridges at one time — a fact you learn when you take your canal boat tour. And the Brouwersgracht (brewer’s canal) way down at the other end of the Grachtengordel is where a lot of breweries were located (hence its name).
Eventually, my Italian-American friend spent a weekend in Amsterdam with me and saw for herself how different Amsterdam’s canals are from Venice’s. And shortly after our arrival in Amsterdam last July, I told my nieces the story of how I expected Venice’s canals to be just like Amsterdam’s. My youngest niece has since told me, now that she has seen Amsterdam’s canals, that she wants to go to Venice to see for herself how the Italian canals compare.
That’s what it’s all about folks: cross-cultural awareness and understanding.
About those bikes: just because the streets alongside the canals are wide enough to bike on doesn’t mean that bikes don’t end up in the canal. It’s been said that Amsterdam’s canals are one-third mud, one-third water, and one-third bikes and that more than 15,000 bikes are pulled out of the canals every year.
This photo is of Tsiigehtchic, which is where the Mackenzie River meets the Arctic Red River, and where the Dempster Highway crosses the Mackenzie River. Vehicles cross by ferry in the summer. In the winter, there is an ice crossing.
Tsiigehtchic is the Gwich’in word for “mouth of the iron river.” Iron river (Tsiigehnjik) is their name for the Arctic Red River.
Nagwichoonjik, or “river flowing through a big country,” is what the Gwich’in call the Mackenzie River. The Dene call it Deh Cho, which means “big river.” And its Inuvialuktun name is Kuukpak, which means “great river.”
In case there is any doubt, the Mackenzie is a big river. At 4241 km long, it’s the largest and longest river in Canada, and the second largest and longest in North America. (Only the Mississippi is longer.) The Mackenzie River’s watershed covers one-fifth of Canada’s land mass.
The river got its English name from Alexander Mackenzie, who followed its length to the Arctic Ocean in 1789. He hoped the river would empty into the Pacific Ocean. When he realized it did not, he is said to have named it Disappointment River.
That’s an awful lot of names for one river. Whatever you call it, it’s worth crossing.
If you’ve already driven some 2500 kilometres to get from Edmonton to Dawson City, what’s another 800 klicks to go to Inuvik for lunch?
That’s what we thought.
The above photo is of the Dempster Highway, the only road from Dawson to Inuvik. It’s also the only all-weather road in Canada to cross the Arctic Circle. Because of the permafrost, it is surfaced with gravel. When we returned to Dawson City, we were surprised to learn it was rare not to pop a tire or two driving the Dempster Highway to Inuvik and back.
I guess we got lucky.
There’s one place to stop for service along the Dempster Highway and that’s at Eagle Plains, which is the halfway point between Dawson and Inuvik. We filled up with gas there, but camped overnight closer to Inuvik simply by pitching our tents on the shoulder of the highway.
It wasn’t like there was much traffic to keep us awake.