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Over $183,000 has been raised to support three families of the victims who died in a plane crash on Friday in the Alberta Rockies.

Six people, including one pilot and five passengers, died on their way to Salmon Arm, BC, after taking off from the Springbank Airport in Rocky View County, near Calgary.

After the plane went missing, a search team eventually honed in on the Emergency Locator Transmitter (ELT) found at the crash site on Mount McGillvary in Kananaskis Country.

Three young men have been identified among the deceased and GoFundMe’s have been set up to help support their families.

The family of one of the men, Adam Laser, pictured below, described him as having a “bright smile and enthusiasm for life.”

They have set up the fundraiser hoping to raise $100,000 to help relieve some financial burden from his wife, Jordan, and their daughter, Amelia. Money raised will go towards covering funeral expenses and loss of income, and provide some financial stability for Amelia in the future.

As of writing, the Laser family fundraiser has amassed more than $89,000.

The second GoFundMe is set up for the family of Jacob Brown, who was described as a “beloved husband, father, son, brother, and dear friend to many.”

According to the GoFundMe, he met his wife, Alex, at a summer camp where he “shared his warm smile and good humour with many campers and staff alike,” and he was a “devoted dad and able to bring a smile to his son, Ezra’s, face ‘like no other.'”

The family is looking to raise $60,000 to support Jacob’s wife and four-month-old son. As of writing, the Brown family’s GoFundMe has surpassed $38,000.

The family of the third victim of the crash, Kirk Mealey, pictured below, stated that he “possessed a rare, gentle spirit, was consistently filled with joy, and always was up for adventure.”

The GoFundMe added that he was excited to become the father of a baby boy due in September. His pregnant wife, Emily, describes him as “100% confidence and 0% ego.” The family is looking to raise $75,000, and as of writing, has surpassed $63,000.

The Mealey family fundraiser can be found here.

The reason for the crash hasn’t been shared as the Transportation Safety Board of Canada (TSB) conducts its investigation.

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Two incomplete bathroom renovations forced a BC homeowner to take matters into his own hands, suing the contractor who undertook the project.

Benedict Chua Lim was the applicant in a BC Civil Resolution Tribunal hearing, and he told the tribunal that Vamos Kapanidis failed to complete the renovation work and claimed a partial refund of $4,000.

Kapanidis claimed Lim changed the scope of the work required and failed to provide adequate instructions, as Lim was out of the country while the work was being done.

Kapanidis added that Lim should be paying him over $12,000 for the work completed, which would have amounted to a set-off based on how much Lim had already paid.

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Both parties entered into a written agreement regarding two of Lim’s bathrooms. The bathrooms needed to be renovated “fully.”

All the work had to be done by July 15 and the contract specified a price of $21,500. Kapanidis began work on June 10.

Lim left the country in the first week of July 2022 and didn’t return until the last week of August. During that time, a family member was paying Kapanidis in installments, partly so Kapanidis would finish work quicker before Lim returned.

According to Lim, only 90% of the work was complete when he returned.

The tribunal decision states, “Photos of the first bathroom show that Mr. Kapanidis largely completed work on it, but there were still some visible issues. A light switch was missing a cover. The transition point between the bathroom tiles and entryway flooring showed a large amount of tile grout that I find was messy and inconsistently thick as compared to the grout showing around the surrounding tiles. A part of the wall close to the bathroom ceiling fan was also uneven instead of flat.”

The second bathroom sounded even more incomplete, with exposed studs and insulation, among other issues.

Lim had paid $15,000 for the work, but the tribunal suggested that the work completed only amounted to around $10,750, forcing the tribunal to award Lim $4,000 in damages.

Kapandis was forced to pay Lim $4,303.19 for breach of contract for the incomplete bathroom renovations and tribunal fees.

Canada’s high rental prices and lack of housing supply are leading to an increase in reports of suspicious rental listings this summer, according to a new report.

Vancouver-based rental platform liv.rent says it has seen a 50% increase in reports of suspicious rental listings between April and July 2023, indicating that summer may be a tougher time for renters to find secure listings.

The company adds the most popular listings on its platforms can receive over 250 inquiries during the summer months.

With students looking for student housing for fall, and between 410,000 to 505,000 permanent residents immigrating to Canada by the end of the year — coupled with a shortage of rental supply in major Canadian markets — liv.rent says the risk of rental scams and the complexity of these scams is on the rise.

Liv.rent adds that the more elaborate scams are resulting in a $64 increase in the average dollar loss per victim, with each victim losing $1,499.61 on average.

The majority of scams involve fake profiles and listings. Due to the high demand for rental housing, liv.rent notes that the urgency to secure housing in today’s competitive market has made it even more difficult to spot the scams.

“Blurry listing photos, obscured address details, and urgent demands for personal information or upfront cash deposits are all tell-tale signs but are easily missed when renters are in a rush to sign a lease,” states the report.

Liv.rent says the main way to combat rental scams is to have stricter measures in place to prevent them on rental platforms. This includes confirming landlords’ identities and having them submit ownership documents to verify their listings before posting.

However, liv.rent adds that more action is needed to protect renters, especially with the influx of new Canadians entering the country, as they may not understand what rental protections and rights they are entitled to.

On its platform, liv.rent has verified landlords and listings — a move it describes as “a step in the right direction.”

According to the platform’s data, the majority of renters (62%) looking for rentals chose to click on listings marked as “verified” despite the average price of these listings being nearly 22% higher than those marked as “unverified.”

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After staging a dazzling performance over English Bay this past Saturday, the champion of the 2023 Honda Celebration of Light has been crowned: Team Philippines.

Organizers of Vancouver’s 31st annual international fireworks competition announced today the panel of judges has deemed Blue Sky Fireworks, a pyrotechnics company based near Manila, as this year’s winning team.

This team representing the Philippines wowed judges and the crowds with their synchronization and effects to a soundtrack theme of “Independence Day (Liberation).” As well, the team from the Philippines won the “People’s Choice” award.

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The two other competitors were Team Australia, represented by Sydney-based Howard & Sons Pyrotechnics on Saturday, July 22, and Team Mexico, represented by Aguascalientes-based Grupo Avacon on Wednesday, July 26.

“Each of the participating teams should be congratulated for putting on a first-class performance, as evidenced by the overwhelmingly positive response from festival goers this year,” said Kelly Guille, president of Archangel Fireworks, the Winnipeg-based company that organizes the fireworks competition every year.

“However, Blue Peacock produced a fireworks display that was a masterpiece of colours, soundtrack, sequencing, and overall excitement and should be proud.”

Each year, the winning team of the Honda Celebration of Light is determined by a panel of judges. This year’s judges entail Vancouver City Councillor Sarah Kirby-Yung, Vancouver Park Board commissioner Scott Jensen, Honda’s Ian Quinn, West End Business Improvement Association’s Gary Gohren, Concord Pacific’s Matt Meehan, Daily Hive’s Kenneth Chan, and Postmedia’s Harold Munro.

The judges score each pyromusical based on the good balancing of show size (10 points), overall design and artistry (30 points), synchronization (20 points), originality of effects (15 points), quality of soundtrack (15 points), and the quality of fireworks and technical precision (10 points). Each show is scored out of 100 possible points.

Thank you, Phillipines! 🇵🇭

The 2023 Honda Celebration of Light has come to a close, with Manila-based Blue Peacock Fireworks dazzling this year’s biggest turnout. #HCOL23 #CelebOfLight pic.twitter.com/SSa9wVSNgc

— Kenneth Chan (@iamkennethchan) July 30, 2023

“Pirates of the Caribbean” takes to the skies for the final night of the 2023 Honda Celebration of Light. 🏴‍☠️🦜 #HCOL23 #CelebOfLight pic.twitter.com/zQYxIM0Nj4

— Kenneth Chan (@iamkennethchan) July 30, 2023

The synchronization of the Philippines 🇵🇭 @CelebOfLight show was pure artistry. I handed in my judge ratings for the three contenders 🇦🇺🇲🇽🇵🇭. Winner to be announced soon. 🏆 pic.twitter.com/yrkoiqINg9

— Sarah Kirby-Yung 楊瑞蘭 (@sarahkirby_yung) July 30, 2023

It was my pleasure joining this thoughtful panel of judges for the @CelebOfLight performances. Incredible shows by 🇦🇺, 🇲🇽 and the 🇵🇭 made our decision difficult. Find out who won tomorrow! 🧐 Thanks to @VancouverPD, @VanFireRescue, @bcparamedics, @ParkBoard and @CityofVancouver pic.twitter.com/eQc6wfb8Em

— Scott Jensen 諸葛丹心 (@ParkBoardScott) July 30, 2023

This was the first time the Philippines was represented in the Honda Celebration of Light. Some of the members of Blue Peacock Fireworks were previously deeply involved in the company of the winning teams of 2014 and 2017, which were won by Akariya Fireworks, representing Japan.

Blue Peacock Fireworks’ leaders were also the co-founders and organizers of the longtime annual Philippine International Pyromusical Competition in Manila.

“We’d like to acknowledge the stunning displays by each of the competing teams in this year’s Honda Celebration of Light,” said Michael McKnight, co-chair of the Vancouver Fireworks Festival Society.

“As we reflect on what was a truly marvelous three evenings of entertainment, we want to extend a big thank you to all of the staff, volunteers and sponsors who make this event possible — and we also want to thank the hundreds of thousands of people who continue to show their unwavering support for the Honda Celebration of Light.”

The event’s 31st year saw a cumulative estimated attendance of 1.3 million attendees across all three nights in the areas in and around English Bay.

For the first time in at least many years, the final night Honda Celebration of Light in 2023 did not coincide with the BC Day long weekend and Vancouver Pride Parade.

The Pride Parade, Vancouver’s next largest public event, will make its return this coming Sunday, August 6, with a new route ending at Northeast False Creek instead of the longtime exclusive location within the West End.

NIGHT 1 — RELIVE TEAM AUSTRALIA’S 25-MINUTE FIREWORKS SHOW AT THE 2023 HONDA CELEBRATION OF LIGHT:

NIGHT 2 — RELIVE TEAM MEXICO’S 25-MINUTE FIREWORKS SHOW AT THE 2023 HONDA CELEBRATION OF LIGHT:

NIGHT 3 — RELIVE TEAM PHILIPPINE’S 25-MINUTE FIREWORKS SHOW AT THE 2023 HONDA CELEBRATION OF LIGHT:

Daily Hive is a Proud Media Partner of the 2023 Honda Celebration of Light

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After more than five years of construction, the project to provide the Montreal region with a new additional rail public transit system is bearing fruit.

The first segment of the Réseau Express Métropolitain (REM) officially opened to the public this past weekend, with free rides provided on both July 29 and 30. Then today, Monday, July 31, it began its regular fare-paid service, operating 20 hours daily.

This is a significant segment, running a length of 16.6 km with five stations between Gare Centrale (Central Station) in downtown Montreal and the suburban city of Brossard, west of the Island of Montreal, across the Saint Lawrence River. It uses the centre rail deck of the 2019-built Samuel De Champlain Bridge.

And yet, this lengthy first segment represents just 25% of the entire 67 km long REM network with a total of 26 stations. The remaining 75% or 50.4 km are still under construction and will progressively open through 2027, with three line spans in the western areas of the Island of Montreal converging onto a mainline towards downtown Montreal and Brossard. This includes the 2027 opening of a span reaching Montreal-Pierre Trudeau International Airport (YUL), with a one-train ride between the airport and downtown Montreal taking just 24 minutes.

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The first segment, now open between Gare Centrale and Brossard, has an end-to-end travel time of just under 20 minutes.

The REM is not to be confused with the existing STM-operated Montreal Metro, which is a manually driven subway and is distinguished by its rubber-tired blue trains. By 2027, the REM’s fully completed network will be comparable to the length of the entire 69.2 km Metro, which was almost entirely built in the 1960s.

There is no question that this is a significant moment in Canadian public transit history, and it is truly a game changer, a renaissance, for public transit in Montreal.

For further comparison to other existing systems, the TTC subway in Toronto is 76.9 km, the CTrain in Calgary is 59.9 km, the Edmonton LRT is 24.3 km, the O-Train in Ontario is 20.5 km, and the SkyTrain in Metro Vancouver is 79.6 km.

But this is not just about quantity, as quality is just as important; what particularly stands out with the REM is its superior technology. Just like TransLink’s SkyTrain system, the REM is a fully driverless (automated) light metro system, and when combined with its full-grade separation, it achieves high speeds and frequencies. However, its top speed is 100 km/hr — faster than SkyTrain’s maximum of 80 km/hr.

“Actually riding it and crossing the Champlain Bridge and seeing the incredible view of downtown Montreal took me right back to riding the Expo Line from Surrey to downtown Vancouver — but compressed into 20 minutes,” Reece Martin, the transit planning consultant behind the popular RMTransit channel on YouTube, told Daily Hive Urbanized.

Martin was amongst the first passengers to ride the REM during Friday’s private preview and today’s first day of regular services.

“The fact that the line takes you from the central station to farm fields in 20 minutes is crazy, and the average speed is quite a bit higher than SkyTrain,” he continued.

The high travel speeds on the REM are achieved not just from its track geometry (the more gentle a turn is with banking provided, the higher the permitted speeds) but also, the longer distances between the stations, given that REM, a light metro system, also carries some commuter rail functions for longer-distance travel in the Montreal region. A major segment of the REM replaces existing railway right-of-ways — a segment of a traditional commuter railway line.

Just like SkyTrain’s Expo and Millennium lines, the REM stations have a platform length of 80 metres.

REM uses two-car trains with a total seating and standing capacity of 364 passengers. These units can be connected into four-car trains for a total capacity of well over 700 passengers.

And just like SkyTrain, with its automated system, the REM is capable of running frequencies as high as every 90 seconds.

Even its ultimate capacity of 24,000 passengers per hour per direction — achieved by reaching maximum frequencies and using four-car trains filling the length of the platform — is identical to each of SkyTrain’s Expo and Millennium lines.

But unlike SkyTrain, platform screen doors for greatly enhanced safety and reliability are a standard feature for all REM stations on opening day. It is the first major rail rapid transit system in Canada and the United States to be equipped with platform screen doors.

“The stations and facilities are big and well designed, lots of light and room to move around,” said Martin.

“The trains and stations feel like SkyTrain but more modern, larger, and 20% nicer all-around — platform screen doors, fast WiFi on the trains, and faster trains. It feels just like Asia honestly. You really notice the faster speed!”

Another difference is REM trains are fed by an overhead catenary wire electricity supply, whereas SkyTrain uses an electrified third rail on the side of the tracks. Catenary wires are generally safer, better for higher speeds, and more resilient to snow.

REM also uses conventional railway technology, whereas SkyTrain’s Expo and Millennium lines — not SkyTrain Canada Line — incorporates linear induction motors for its propulsion.

REM was largely inspired by the decades-long success of the SkyTrain system, which was built between 1986 (initial Expo Line) and 2016 (Millennium Line Evergreen Extension). Further expansions of SkyTrain opening in 2026 (6 km long Millennium Line Broadway Extension) and 2028 (16 km long Expo Line Surrey-Langley Extension) will grow its network size to about 101 km.

There is also another direct connection between SkyTrain and the REM in terms of their operational model. The REM is owned and operated by CDPQ, which has a mandate to maximize the return of the funds held by the Quebec Pension Plan and several other Quebec-based public entities. It is also known for owning Canadian real estate giant Ivanhoe Cambridge.

CDPQ is one of the three private sector investors of SkyTrain Canada Line, in partnership with Quebec engineering giant SNC Lavalin and British Columbia Investment Management Corporation (BCIMC), which manages BC public pensions. This private consortium invested $750 million towards the $2 billion cost of building the Canada Line in the 2000s, with SNC Lavalin subsidiary Protrans BC under contract to operate and maintain this system for 35 years through the early 2040s, at which point it is assumed TransLink will take full public control of the system.

At the time, the Canada Line was one of the largest public-private partnerships in Canadian history. Over the life of the 35-year operations and maintenance contract, the private investors make a scheduled return on their investment based on both service and ridership performance. Previous public statements by CDPQ suggest they have been pleased with their returns from the Canada Line, which greatly contributed to their decision to build REM.

However, as a privately owned and operated system, the REM has faced some criticism over concerns that it could compete and divert some ridership and revenues that would otherwise go to existing public transit services operated by public operators. Other concerns are related to design and environmental impacts, given that long elevated railway guideways like SkyTrain are novel to Montreal’s urban landscape.

The last publicly updated cost of the entire project is $6.9 billion, with CDPQ covering at least $3.2 billion, the federal and provincial governments each contributing $1.3 billion, and Hydro Quebec providing $300 million.

For a project of this size, the entire planning and construction process was relatively expeditious. The provincial government and CDPQ first reached an agreement in 2015 to partner on multi-billion-dollar transportation infrastructure projects, and the concept of REM was then first publicly announced in 2016, which was the same year bidding for a major contractor began. Construction officially began in April 2018.

Before the pandemic, the entire REM network was forecast to see an average of 190,000 daily riders, including 30,000 from the first segment that is now open.

Packed trains and long queues were common over REM’s first few days of operations — and it could be a good sign of the performance to come.

“The first-day ridership blew away expectations, Montreal Central Station had a multi-hour line that wound through the station and went around the block,” said Martin.

Nearly 130,000 passengers ended up riding the REM on Saturday and Sunday during its free public preview days. Shortly after the start of revenue service on Monday morning, there was a slight hiccup with a track switch issue, which forced an hour-long suspension of service.

First paying customer on the REM?! pic.twitter.com/4DdYtWTTh8

— Reece 🚇 (@RM_Transit) July 31, 2023

The most dedicated day 1 REM riders coming in from Brossard pic.twitter.com/RCjm8gMh5B

— Reece 🚇 (@RM_Transit) July 31, 2023

Lots of people getting off at Central Station! pic.twitter.com/1zRQtynQ0T

— Reece 🚇 (@RM_Transit) July 31, 2023

Line continues outside pic.twitter.com/iqxvB3wXQp

— cyrus (@cyrus_ott) July 29, 2023

Toronto is also set to see a new major SkyTrain-inspired system by 2031, when the Ontario Line — a 15.6 km long fully automated light metro system — between Exhibition Place (CNE) and Ontario Science Centre opens, providing a long-sought relief line for the heavy passenger volumes in and out of downtown Toronto. All 15 of its stations will also be equipped with platform screen doors.

This fall, the TTC will permanently shut down Line 3 Scarborough RT, which uses the same technology and train model found on the Expo Line, due to capacity issues and a decision not to reinvest in the system. The 1985-built Line 3 will be replaced by an extension of the TTC subway.

Public transit projects shorten commutes, keep our air clean, and connect our communities. That’s what makes today’s launch of Montreal’s Réseau express métropolitain – which our government provided funding for – so exciting. More details here: https://t.co/t0TbYKvljP pic.twitter.com/JjdM1D47K6

— Justin Trudeau (@JustinTrudeau) July 28, 2023

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Seen by most in the public draft sphere as a late second-round pick ahead of the 2023 NHL Draft, the Vancouver Canucks took a value swing on Hunter Brzustewicz in the third round.

One of four blueliners drafted by the Canucks this year, the right-shot Brzustewicz matched an organizational need. 

After originally committed to the University of Michigan, Brzustewicz opted to go the Major Junior route forgoing his college eligibility. With that came immense opportunity. 

The 6-foot, 190-pound blueliner was a regular yeoman for the Kitchener Rangers last season. Leading the OHL club in points for a defenceman with 57 across 68 games, it wasn’t uncommon to see Brzustewicz log close to 30 minutes a game, playing in all situations.

A proficient transition defender, Brzustewicz is at his best when winning puck retrievals, stretching the puck across distances, and adding himself to the attack equation. 

BREWING UP A SUCCESSFUL TRANSITION

One of the most significant indicators of future success is how a player handles the forecheck, even in a junior environment. Luckily, Brzustewicz is already quite advanced at shaking off the pressure.

Deer-like in the way he can change directions instantly, he treats oncoming forecheckers like they are a predator in hot pursuit, executing cutbacks, pivots, and body manipulations to send his opponents flying off in the wrong direction.  Brustewicz’s ability to escape off his edges allowed him to manoeuvre close pressure easily, pushing the puck quickly in the other direction. 

Always in motion out of his puck retrievals, Brzustewicz found teammates in stride consistently, stretching the puck north-to-south, often across two lines. While it’s rare, the Michigan-born defender manoeuvres traffic quite well through a blend of handling and lateral pushes. 

The most valuable thing that Brzustewicz brings to the table is his activation.

An ever-present participant in the rush, he constantly activates, filing backdoor, through the middle, or even as a trailer. Brzustewicz sets his body to shoot, manipulates goaltenders and defensive coverages with his eyes, and delays to open pass seams. It’s rare to see a defender involve himself to this level in transition and push a high level of nuance off the pass reception.

Still, the advantages are clear: more odd-man rushes will lead to more scoring potential in any league. 

ADVANTAGE CREATOR IN THE OFFENSIVE ZONE

Creating advantages is critical to how Brzustewicz produces offence. Setting up his handles the second he receives pucks, he moves his feet quickly to move off the boards and into the middle of the ice. If he sees an opponent breakdown preemptively in blocking posture, Brzustewicz looks to eat up available space and toe-drag around them into high-danger areas. Processing these situations while on-puck can be tricky, especially doing it confidently game after game.

He’s also particularly strong at layering passes east-to-west, stretching defensive coverages, and funnelling pucks into the middle of the ice. Like in transition, Brzustewicz carries over much of the manipulation habits, dragging opponents into his stratosphere like a star in a solar system, only to find a teammate through a newly opened lane.  

Once the new Canucks prospect activates, he often sprints downhill, sending cross-slot feeds to backdoor teammates looking to capitalize off his puck movement. 

While none of Brzustewicz’s tools are considered elite by evaluators, the sum of his parts and blend of translatable habits creates a dangerous quantity in the offensive zone. There’s reason to believe his production will only expand in the OHL in the coming years, even to the point where it could be part of what helps him contribute professionally. 

THE GOOD, BAD, AND UGLY OF HIS DEFENDING

Brzustewicz faces some issues on the defensive end of the puck; if he can get in front of puck carriers and maintain a gap, he’s proficient at pressuring entries with subtle guides to the outside and well-timed stick disruption. He even can match footwork to combat rush-pattern changes on the entry. 

If he faces outside speed, Brzustewicz’s lack of second gear out of his pivot puts him at an instant disadvantage, often leading to lost body position and high-danger chances against. These one-on-one engagement issues are worrying from a translatability perspective based solely on the speed that’s present and growing at the NHL level. 

If Brzustewicz can improve his defensive skating enough to prevent attackers from accessing the inside lane, he can thrive professionally — it will only make him more effective defending the rush. That development is easier said than done, however. 

When faced with sustained pressure in his own zone, the 2004-born defender operates between aggressive and passive.  

Inconsistency game-to-game hurt his ability to make stops. When he is aggressive, pressuring perimeter puck carriers and forcing bad decisions, he can be effective, timing his forays to disrupt passes and push physicality. This aggressiveness can backfire, especially if he fails to disturb the puck carrier, but it’s safe to say he’s more effective when taking the initiative. 

When Brzustewicz is passive, it’s primarily due to poor processing of the developing play. He’s reactive, fixated on the puck instead of secondary or tertiary threats developing around him. Sometimes, there’s just no pace to his game, leading to situations where he sits back, looking to clog lanes rather than push pressure. More scanning and shoulder checks are needed to better mentally map of the environment and become a more disruptive quantity. 

 

There’s reason to believe that ice time plays a significant factor here. Players will often operate differently under such a minute load. Considering his presence on both special teams and the amount of 5-on-5 minutes he receives, it would not be shocking if fatigue is the catalyst for his inconsistency. 

FUTURE

Brzustewicz will have a new coach in Jussi Ahokas when he rejoins Kitchener for the 2023-2024 season. Leading some loaded defensive corps with Finland’s U20 National Team, he adds a professional element, having coached Liiga hockey for the past four seasons. 

There’s also a chance he features on Team USA’s U20 World Junior Championship team, although his age and the team’s depth on defence puts him at a disadvantage. 

Nevertheless, Brzustewicz represents one of the higher upside quantities in the Canucks prospect pool, undoubtedly a top-10, even top-5 quantity for the organization. While a bottom-pairing projection is likely, ignoring his transition and offensive potential is hard. A middle pairing ceiling isn’t out of the question if he can clean up his in-zone defending.  

Hunter Brzustewicz speaks on his time here in Nashville, his two-way game, and more after being selected 73rd overall by the #Canucks.#NHLDraft | @ToyotaPacific pic.twitter.com/OrXoZITou1

— Vancouver Canucks (@Canucks) June 29, 2023

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One of the city’s hottest events of the summer is back this weekend with a brand new route that will help ensure more attendees than ever can join the fun.

The 2023 Vancouver Pride Parade is happening on Sunday, August 6, with a new route that stretches from its longtime home in the West End to the festival’s new location in False Creek.

It will be a big change for the event and for longtime fans, but we’re here to help you make the most of your Pride Parade with our checklist of everything you need to know about this weekend’s festivities.

 

View this post on Instagram

 

A post shared by Vancouver Pride (@vancouverpride)

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NEW, LONGER ROUTE

Pride Weekend’s signature Parade will begin at noon at the intersection of Davie Street and Denman and end at the new festival site at Concord Pacific Place.

While it starts at Davie Street, it will not travel along the previous route but will move to Pacific instead. The new route is also longer, stretching for 3.1 km versus the previous 2.7 km length.

The new route is flatter and includes fewer hills, more shade, and wider sidewalks. It will also pass closer to the Yaletown-Roundhouse Skytrain station, which allows more attendees to access the event via transit.

“These updates were made following community consultations and aim to make the event more accessible, inclusive, and enjoyable for everyone who attends,” said Vancouver Pride in a statement.

ROAD CLOSURES

Traffic will be impacted along the parade route this Sunday, so make sure to walk, ride, or transit if possible to get to the event.

A section of Denman Street and a part of Davie Street will be closed, as well as Beach Avenue from Denman to Jervis and Pacific Avenue from Jervis to Carral Street. Some bus routes in the area will also be impacted.

Vancouver Pride states that the earliest that roads will be closing is at 5 am on August 6. Road closures will be done on a rolling basis to minimize the impact on the residents and businesses as much as possible. Organizers also hope to have all streets reopened by 4 pm or earlier.

WHAT TO SEE DURING THE PARADE

This year’s parade will feature 120 local community groups, non-profit organizations, businesses, and more showcasing their support for the 2SLGBTQAI+ communities.

There will also be three host stations and four accessible viewing zones to take in the community celebration.

 

View this post on Instagram

 

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HAVING FUN AT VANPRIDEFEST

Vancouver Pride Parade will disperse in False Creek, but the fun is just getting started at the 2023 VanPrideFest in Creekside Park, Concord Community Park, and Concorde Pacific Place.

The free festival on Saturday, August 5, and Sunday, August 6, features drag performances, a marketplace, food and drink vendors, and more.

Toronto-raised Fefe Dobson will headline the free VanPrideFest on August 5 and 6 alongside DJ duo Coco & Breezy, Madison Rose, and Prado Monroe.

VANCOUVER PRIDE PARADE

When: August 6, 2023 Time: 12 to 3 pm Where: Starts at the intersection of Davie Street and Denman and ends at the new festival site at Concord Pacific Place. Cost: Free

Daily Hive is a proud media partner of the Vancouver Pride Society 

If you’ve recently wandered around Vancouver during a large-scale event and encountered garbage bins with cut-out holes, you’re not alone.

Garbage bins with holes in them seem counter-productive, right?

Desirée Patterson, a Vancouver-based artist, recently stumbled upon several around the City with garbage scattered around them. They shared photos in an Instagram post expressing concern, leading to others asking similar questions.

We’ve spoken to the City of Vancouver about the issue, and it turns out it’s not a big mystery.

Since Patterson is an artist, many people who responded to her photos thought the garbage strewn about hole-filled garbage bins was a public artwork.

The City’s statement to Daily Hive confirms it is not.

“These public waste bins are used for large-scale events such as Honda Celebration of Light and are modified for security purposes and lined with large clear bags,” said the City.

“Public waste bins, including those put out for special events, are serviced seven days a week.”

The photos that Patterson found were of bins with clear bags removed or never replaced.

 

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A post shared by Desirée Patterson (@desireepatterson_)

Patterson had her own theories.

“I think it’s to prevent theft of the receptacles, but of course, the people just take the liner now, leaving the garbage can useless, and people just throw their stuff in there anyway,” she said.

“I have lived in the beach district for nine years, and I am an environmental artist, aware of things like pollution and ocean plastics, so I actually have hundreds of images of garbage cans overflowing in Vancouver in addition to the few I have with the holes. ”

Patterson has also done some art related to garbage on Vancouver beaches:

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North Vancouver’s dining scene is officially about to pop off. From Jam Cafe to Lee’s Donuts, this area is getting some drool-worthy foodie exports for itself, and here’s another one to be excited about: Ramen Danbo.

Ramen Danbo has a location listed as “opening soon” at 1445 Lonsdale Avenue in North Vancouver.

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The super popular purveyor currently operates locations in Vancouver on Robson and in Kitsilano, as well as around the US when it comes to North America.

We shared news of a new outpost coming to Kerrisdale earlier this year, and now, it seems a second new location is headed for the North Shore.

 

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The restaurant is known for its Fukuoka-style Tonkatsu ramen and long (and worth the wait) lines.

We’ll keep you posted on an opening date for this spot. Stay tuned!

In the meantime, check out our huge list of new Vancouver restaurants set to open soon.

RAMEN DANBO (NORTH VANCOUVER)

Address: 1445 Lonsdale Avenue, North Vancouver

The Canadian company best known for its immersive Vincent van Gogh projection exhibits has filed for bankruptcy.

Lighthouse Immersive Inc., which is based in Toronto, filed for Chapter 15 bankruptcy in a Delaware court last week.

This type of filing is meant to “provide effective mechanisms for dealing with insolvency cases involving debtors, assets, claimants and other parties of interests involving more than one country,” notes the US Courts.

 

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According to its website, Lighthouse Immersive has sold millions of tickets to popular exhibitions, including Immersive Van Gogh, Immersive Disney Frida Khalo, and Immersive Monet, across 21 North American cities.

The exhibits project images onto giant walls in large event spaces, allowing visitors to be “immersed” in the artwork.

The company also recently launched its Immersive Disney Experience in several cities across the US, as well as in London and Toronto in Canada.

 

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Last month,  Lighthouse Immersive Studios — a branch of Lighthouse Immersive — cancelled its Disney shows in Houston and Atlanta.

Daily Hive has reached out to Lighthouse Immersive Studios regarding possible cancellations of its Canadian shows and will update this article with its response.

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Former Vancouver Canucks defenceman Ethan Bear is a married man following a beautiful BC wedding with his new wife Lenasia over the weekend.

The pair were married at 50th Parallel Estate Winery in Lake Country, north of Kelowna, sharing photos of the big day on social media.

 

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A post shared by Lenasia Bear (@lenasiabear)

 

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A post shared by Ethan Bear (@ebear25)

It’s been an eventful last year for the Bear family, as Ethan was traded from Carolina to Vancouver in October. The 26-year-old had a respectable first season with the Canucks and was named to Team Canada’s roster at the IIHF World Championship, but suffered a devastating shoulder injury in the quarter-final that’s expected to keep him out of action until December.

Bear returned home with a gold medal around his neck, but it may have cost him his job with the Canucks.

That shoulder injury appeared to be part of the reason Canucks management chose not to qualify the Saskatchewan-born defender, making him an unrestricted free agent. Bear is still looking for a team.

Off the ice, Ethan and Lenasia welcomed their first child into the world, a baby girl, though they also suffered the tragic loss of their beloved pet dog.

The wedding of Mr and Mrs Bear was a long time coming for the couple, who announced their engagement nearly two years ago, in October of 2021.

“Here’s to forever my love,” Ethan said at the time. “Wouldn’t be where I’m at today if it wasn’t for you! Thank you for everything you do. I can’t wait to marry my best friend!!”

 

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A post shared by Tim Feeny (@limelightstudios.ca)

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The Wooden Coaster has endured the test of time as Playland’s longest-running major ride attraction.

It reopened in July 2022 after a $1.5 million refit earlier in the pandemic, and its capacity doubled this past month with the reintroduction of a second train following a $500,000 reinvestment.

Many, if not nearly all, rides of Playland have come and gone over the decades, but the Wooden Coaster has been a staple. It is now synonymous with the identity of both Playland and the PNE, and needless to say this flagship ride is a fan favourite.

About six years ago, the American Coaster Enthusiasts, the world’s largest club of amusement ride enthusiasts, added the Playland ride to their “Coaster Classic” and “Landmark” lists.

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According to the PNE, the Wooden Coaster was built between 1957 and early 1958, and it opened 65 years ago in 1958.

And apparently, there were some big doubts about whether the Wooden Coaster would actually work as intended.

As the legend goes, according to the PNE, a group of BC engineers travelled to Hastings Park to inspect the nearly complete roller coaster. These engineers laughingly told the team who designed and built the ride that their project was a fool’s game.

Designed by Carl Phare, they believed there was no way that a roller coaster train would be able to traverse the tight collection of snakey dips, bends, and curves — powered only by laws of gravity and momentum after the first hill.

Of course, just about everything during this era of engineering and design was calculated manually, whereas modern techniques use highly advanced computer modelling and other technologies to simulate the ride in motion prior to the start of construction.

The first hill is the Wooden Coaster’s highest point with a height of 75 ft. A 75-horsepower electric motor and a chain lifts each passenger train up this first hill, before dropping the train downwards.

Walker LeRoy, the lead builder of the ride, made a $100 bet (worth $1,040 in 2023 dollars) that the gravity-fed roller coaster would work as designed. He strapped a plank to the wheel of an unfinished train and cranked up the motor.

While holding only a piece of rope with nothing but his grip to keep him from getting whipped up and off the wood, he proved them wrong. A full 90 seconds later, he reached the end of the track and collected his $100.

The Wooden Coaster is built with Douglas Fir wood and carries a complete length of 2,840 ft (870 metres). Its maximum speed is 72 km/hr. Each train has 16 passenger seats.

The total construction cost in 1957/1958 was $200,000 — equivalent to $2.08 million in 2023 dollars.

During the 2023 PNE Fair starting August 19, the PNE is expected to showcase its schematic designs and provide further information on its new launch coaster and amphitheatre projects.

The new launch coaster currently under construction on the north end of Playland, where the Corkscrew steel coaster used to be located, is expected to be ready by Summer 2024.

In early 2024, construction is expected to begin on the PNE’s new 10,000-seat covered outdoor amphitheatre, replacing the existing 1960s-built temporary amphitheatre immediately northwest of Playland.

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