But just to show how fraught these schemes can be and the difficulty of making things pencil (as mentioned in the parallel reply thread), I've heard the Victoria Superstore towers are on ice until economic conditions improve.

I feel like you've touched on this before, but is there a layperson-accessible explanation of how this jolly transit phase works? Constrained RoWs are such a fact of life here that I'd love to know more ways of still getting good TSP within them!

I should add that this is one of many things we're trying to advocate for at @bettertransityyj.ca ! And it's especially relevant since BC Transit is looking for feedback on the future of regional transit right now: bsky.app/profile/bett...

Providing coverage to that part of the Peninsula is hard given limited (i.e. no) expansion resources. That said, I think there are opportunities to improve things with the new regional plan, and you should let BC Transit know as much! engage.bctransit.com/victoria-reg...

this was unthinkable a few years ago, so BC requiring munis to zone for 20-year housing need is having an impact

But something is clearly wrong if:
a) apartments and dense townhouses are still generally illegal
b) this upzoning is sufficient for 20-year housing demand
c) UVic still needs a rezoning

The quality of research and reporting on many of their videos has been less than stellar, unfortunately. Especially the ones outside their area or jurisdiction of expertise.

I was hoping neighbouring municipalities with parking minimum reduction policies would be better, but Esquimalt is only marginally and Saanich's policy only applies for non SSMUH above 12 units. Definitely more work needed.

It's unfortunate that the resolution on small elevators didn't make it to UBCM, but the province/minister is on the record saying they're aware of it. Haven't heard anything about parking requirements, which increasingly seem to be a bottleneck in the CRD.

Interestingly, the Downtown Vancouver Business Improvement Association, who had previously opposed the infrastructure, eventually reversed their position and became one of the city’s most vocal cycling proponents—calling protected bike lanes “the way of the future” and a “win–win–win for all users”.