It isn’t always sunny in Vancouver

A view of downtown Vancouver, British Columbia, looking across Coal Harbour from Stanley Park on Sunday, March 22, 2026.
A view of downtown Vancouver, British Columbia, looking across Coal Harbour from Stanley Park on Sunday, March 22, 2026.

I visited the Pacific Northwest in March as part of a curling trip to Vancouver, British Columbia. I wasn’t sure what to expect, but I was prepared for it to be cool and damp.

My initial travel to the area from Seattle to Vancouver seemed to confirm my suspicions — there was light drizzle in Seattle and that seemed to continue when my train arrived at Pacific Central Station.

First impressions can be deceiving. After that first night back in Canada, there was nothing but sunshine and mostly moderate temperatures until I took the bus back to the grey gloom of Seattle.

Take a look at one of my early Vancouver photos and one as I was leaving four days later.

It was my first visit to Western Canada. Vancouver impressed me on nearly every level as a cosmopolitan city akin to San Francisco or Seattle with distinct and gorgeous landscapes from Queen Elizabeth Park to Stanley Park. They also seem to be big on rooftop patios and gardens, which I found to be delightful.

Despite my mostly positive impression, there were three events that reminded me that not everything is perfect. While one event may have been the result of long-term societal issues, I don’t view my experience as some sort of indictment against how the city or province are governed.

One was an indirect interaction on my last night in the city. I was on the hunt for some interesting seafood and I initially headed toward the east side of the city via bus before I realized I didn’t really want to go to that specific restaurant.

Seeking to head back downtown, I hopped off the bus on Hastings Street near Main Street and crossed the street to catch a westbound bus.

Hastings Street unfortunately had signs of abject poverty and homelessness that were largely absent in the other parts of the city I visited. The number of people apparently living permanently in tents on the street was to the point where I felt uncomfortable as nighttime fell. I would probably not want to bring friends or family without precautions.

I will note that no one approached me, so I can’t say how the people were. I was also briefly tempted to check out one establishment that was running a karaoke night.

On another day, I was waiting for a bus after visiting a currency exchange. As I was sitting on a bus bench while wearing a USA Curling ballcap, a man sat down next to me and very shortly thereafter asked “Why don’t you go back to the United States?”

My response was pretty simple: “I was invited to be here” for the curling event.

After that brusque introduction, the man reflected that he had dual citizenship between Canada and the United States but he didn’t have a U.S. passport. It also turned out that the mother’s side of his family was from northern Utah, and he seemed to harbor a little bitterness toward his late mother for bringing her family to Canada. I was sympathetic, especially as there are things that we would want to say to a loved one but couldn’t when they were alive.

Eventually the bus arrived and we boarded at the same time.

Given his other interaction on the bus (loudly asking if a bus pass he found belonged to anyone), this man appeared to be a little awkward in public but seemed harmless. I could envision myself in his shoes to a point.

The third incident that stood out was when I riding another bus (or maybe SkyTrain). A man in front of me sneezed about three times.

After the first time, I said “Bless you.” After the second sneeze, I said “You only get one,” in a dumb reference to a “Family Guy” joke that got a laugh once so I keep trying it from time to time. I said “Bless you” again after the man’s third sneeze.

However, the man didn’t seem comforted, repeatedly saying that it was “too late” for him. He sounded down, and I was at a loss for words.

While “Bless you” generally implies the invocation of God or similar deity, that was uncomfortable ground for me to stay on in my response to this person who seemed to be in need. While many faiths assert that it’s never too late to find salvation with their deity, I didn’t feel it was my place to make such a claim.

My response was something along the lines of “We can wish each other goodwill.”

That response seemed incomplete but it was the first thing that came to mind.

Even if one doesn’t believe in a superior being, I found it deeply sad for someone to believe it’s “too late” to find some sort of grace, acceptance, redemption or just peace in this world.

If I had a second chance to speak with this man, I would’ve said that it was never “too late” to find some purpose or fulfillment in life.

A couple of quotes bolster my line of thought, including Teddy Roosevelt saying “Far and away the best prize that life offers is the chance to work hard at work worth doing.”

The TR quote contains a certain amount of inspiring industriousness and bold purpose yet also underscores that the worthwhile work is a reward unto itself. On the other hand, it does seem incomplete given how important friends and family are.

The other example that comes to mind is an underlying thesis of “The Good Place,” a TV comedy that initially focuses on a woman named Eleanor Shellstrop who finds herself placed by mistake in a heaven-like afterlife and ultimately decides to work to earn her place with the help of her friends.

The TV series had many developments that shouldn’t be spoiled, so I will simply say that, during the third season episode “Jeremy Bearimy,” there was a point where Eleanor and her friends learned something that prevented them from making any further progress and would ultimately condemn them to The Bad Place, the horrendous-but-not-exactly-hell  final destination in the show’s universe.

Over the course of the episode, Eleanor and her friends have different reactions to this life-altering news. These reactions fall along different ethical theories including virtue ethics, consequentialism, deontology and nihilism. (Those theories are also explored in the nonfiction book “How to Be Perfect,” written by the series creator Michael Schur.)

Ultimately, Eleanor convinces her friends to accept that their fates are set, but they can work to do good and help their friends and families — whose fates haven’t yet been determined.

“Why not try?” Eleanor said. “It’s better than not trying, right?”

In his book, Schur goes into considerable detail about many ethical theories but reaches a conclusion in the coda in the form of a letter to his young children on using the wisdom from these ideas to make better decisions.

“Though their ideas vary widely, they’re all based on the simple concept that who we are and what we do matters,” Schur wrote. “That we should care whether we’re doing something good or not, and thus try to do the best things we can.”

Despite the book’s title, Schur acknowledges that people aren’t perfect but we can learn from mistakes, keep improving and do the best we can.

I know I’ve fallen short in a lot of things in my life, including trying to find words of comfort to someone in need on a bus or railcar. However, as long as I can keep trying (and have the wisdom to know I should keep trying), I feel like I’m moving in the right direction.

When it comes to ground transportation, Amtrak flies over Greyhound

The lead engine of an eastbound California Zephyr train dwelling at Grand Junction, Colo., on Friday, March 6, 2020.
The lead engine of an eastbound California Zephyr train dwelling at Grand Junction, Colo., on Friday, March 6, 2020.

I’ve been spending more time on Reddit lately, as the discussions there seem more lively and engaging than what’s available on X/Twitter or Facebook (although Threads has been surprising me lately). As I surf the subreddits, I chime in from time to time.

Since many of these responses are geared to be informational, I figure it would be useful to reproduce them here. (I will also note that my musings get more views on Reddit, but I do enjoy keeping a blog after all these years.)

On the r/Amtrak subreddit, someone asked what was better — Amtrak or Greyhound? Considering that it was a train-focused forum, nearly all of the responses favored the train (although many don’t have rose-colored glasses and are more than willing to point out problems with America’s Railroad).

Passengers wait to board a Greyhound bus at the Oceanside Transit Center in Oceanside, Calif., on Tuesday, Dec. 27, 2022.
Passengers wait to board a Greyhound bus at the Oceanside Transit Center in Oceanside, Calif., on Tuesday, Dec. 27, 2022.

Here’s the bulk of my response:

All things being equal, almost any train including Amtrak is usually going to be a better experience than Greyhound/FlixBus. Amtrak is usually a pleasant journey with a few frustrations. Greyhound is usually an exercise in frustration that manages to get you from point A to point B.

Of course, this is a Amtrak subreddit, so responses will likely favor the train.

FlixBus/Greyhound has sold off most of their station buildings, so you’re often waiting curbside for a bus on initial departure or transfers — even in big cities. Amtrak has some of those stops but bigger cities usually have station buildings (which range from spectacular to merely serviceable).

The experience onboard the train is going to be a huge step up from the bus. While bus accommodations have taken a step up in recent years with Wi-Fi, power outlets, etc., most of those are also on Amtrak (Wi-Fi varies). On the train, it’s far easier to walk around and between the cars (while you’re usually stuck in your seat on the bus).

Trains have windows so you’ll be able to catch the sights. In the cities, you’re often seeing people’s backyards or the industrial areas of town. It’s definitely different from being in the No. 2 lane on a 8-lane expressway. Amtrak often shines outside of the city, as the train sometimes goes to areas hard to reach by car. In the west, Surfliner, Capitol Corridor and Coast Starlight run along the water in places and the views are spectacular (but it’s not along the entire route). Many of the Western routes, like Empire Builder and California Zephyr, have great views.

There’s often food aboard the train available for purchase in the cafe car. Long-distance trains often include a diner car with full meals (primarily for sleeper car passengers, but it’s sometimes offered to coach passengers). A bus will usually make meal stops, but it’s not really the same.

Many long-distance trains have lounge cars where people can relax, sightsee and chat with friends and strangers. The train is usually a better social experience — people who want to chat with others will usually be in the common areas, people who don’t are often back at their seats.

For both services, the nature of passengers can vary. Both services often serve cities that are inaccessible by other modes of mass transportation. Economically, the bus is usually cheaper and can draw passengers who need to save money. The train can have those passengers, but there are also people who are paying considerably more for sleeping accommodations (and may have higher expectations for their trip).

The nature of on-board staff can also vary. I really haven’t had either a bad Amtrak or Greyhound staff experience, but I’m sure that those are out there. With the bus, you’re usually just dealing with the driver, but Amtrak can have many more people — car attendants, conductors, cafe staff, etc.

The bus does have a bathroom, but I don’t know who would want to use it unless it’s urgent. The train bathrooms aren’t always top-notch, but there’s usually at least two per car including a larger accessible restroom.

I hope this helps. Good luck planning your journey!

My first head-to-head comparison between Amtrak and Greyhound was in Northern California. I needed to get from Chico to the Bay Area on short notice and I opted for the bus because it had the better departure time.

The bus got the job done but there was a long transfer in Sacramento at a crowded and aging depot building (that’s since closed after a new building opened north of downtown). When the train arrived in Oakland, the station building wasn’t in the best part of town and the building had clearly seen better days. That building has since closed and was being used for underground raves, according to The Oaklandside.

The return trip was slightly better, although the driver I think struck a sign and then was sideswiped by a vehicle in a left-turn lane. We had to wait for the police to take a report.

An Amtrak California bus loads passengers at the Chico train station on Saturday, Aug. 2, 2014.
An Amtrak California bus loads passengers at the Chico train station on Saturday, Aug. 2, 2014.

By comparison, the train was a vast improvement. There was only one train per day through Chico, but it was supplemented by three buses to connect with trains in Sacramento and Stockton. The transfers are timed, so you’re not waiting for a long time to board the train (although there’s some additional waiting time on weekends and holidays). Plus, if a train was late, buses would wait for it to arrive (the opposite is _not_ true, trains don’t wait for buses).

The stations were in better repair and the on-board experience was stellar with large windows, wide open seats and a cafe car for snacks and beverages.

In the bistro car with available food and drink on an Amtrak Cascades train en route to Seattle on Thursday, April 18, 2019.
In the bistro car with available food and drink on an Amtrak Cascades train en route to Seattle on Thursday, April 18, 2019.

That experience set the tone for most of my bus and train journeys in subsequent years, and I tried to prioritize travel on trains instead of buses.

Part of that may be due to the California state government subsidizing Amtrak services, including buses, to create a robust intercity transit network in the state. However, it generally works pretty well, even if they rely on buses to connect Los Angeles with Bakersfield and the Central Valley.

The other part of it may be due to the crumbling intercity bus networks. Greyhound was the bigger player, but they’ve since been bought out by Flixbus. Other companies have tried to enter the market, like Megabus, but they haven’t necessarily built much traction.

The Greyhound/Flixbus network has been getting a bit patchier with some potentially key routes getting the ax (like between Salt Lake City and Reno, Nevada) and others being outsourced to partner agencies. For example. Salt Lake Express handles Greyhound trips between Las Vegas and Salt Lake City.

Compounding the problem for passengers is that Flixbus/Greyhound has been leaving and selling many of their station buildings. That station in Oakland has been swapped with a curbside stop at the West Oakland BART station. That’s all well and good unless the weather’s atrocious or just darn hot/cold.

I saw some of this firsthand when I needed to travel from San Diego to Salt Lake City after the Southwest Airlines meltdown in December 2022. The train, even if it had been available, wasn’t a great option — I would’ve had to get from San Diego to Sacramento and then take another train from there to Salt Lake City. I’ve done similar routings before but it would take a lot of time.

Thankfully, Greyhound was an option, but it was a 21-hour schlep that included four buses. At one point, my first bus visited Los Angeles Union Station en route to Glendale. I waited for a transfer at Glendale … to go back to Union Station. I would’ve preferred to get off at Union Station (where I know a good restaurant or two), but I didn’t want to run the risk of having my reservation canceled due to not transferring at the correct station.

The journey wasn’t too bad, although it was long, the power outlets generally didn’t work and I wasn’t able to get much sleep. Plus we kept visiting train stations and airports offering arguably better modes of transportation.

Oh, the bus driver struck a stop sign in a darkened parking lot in Barstow. Hitting signs — a proud Greyhound tradition.

At the end of the trip, we arrived at Salt Lake International Airport — apparently the downtown Salt Lake Central Station was no longer the primary stop. In fact, it would’ve cost an additional $120 to take a shuttle from the airport to a curbside stop downtown … somewhere. Thankfully, my car was already at the airport, so I could just go home after the ordeal.

The Salt Lake Express bus stop at Salt Lake International Airport on Dec. 28, 2022.
The Salt Lake Express bus stop at Salt Lake International Airport on Dec. 28, 2022.

Ultimately, riding either the bus or train can be something of an off-beat adventure. I’ve struck up conversations with people on both modes of transportation, although it’s slightly easier to do that on a train when you can walk around. During the long trip home in 2022, I was able to use Google Translate to help guide a young man in Las Vegas that primarily spoke in Spanish.

Both are mostly safe, although there was one crowded Greyhound trip where I had to sit next to a man who seemed angry and twitchy, but nothing happened. (And, to be fair, I met someone traveling home on the train after being released from prison. He seemed fine, but I was a little cautious.)

While I would rather be on a train, the bus still has some appeal, especially when it came to last-minute travel that was often affordable and visiting destinations that aren’t frequented by plane or train. As routes and stations fall away, any possible allure of the bus fades and some of the ties that help bind us together as a nation weaken.

New Muni map offers cleaner design, but misses key info

A side-by-side look of the the old and new Muni maps.
A side-by-side look of the the old and new Muni maps.

The San Francisco Municipal Transit Authority launched a Muni service increase over the weekend. Called Muni Forward, the changes included a new map that offers a cleaner, more readable perspective of the bus, light-rail, streetcar and cable car routes, but I’m wasn’t happy. Most of the following post is adapted from a comment I left on the SFMTA site.

I suppose it’s nice that it’s a cleaner presentation, but there are so many things missing from this new map compared to the last version. As someone who is only a frequent visitor, I appreciated being able to orient myself with the Muni map by comparing routes with landmarks that I’m either near or where I would like to go. Most of that is gone with the new map.

To give a recent example, I wanted to visit the first weekend of the Cherry Blossom Festival in Japantown. I knew the general location and the route, but I was much more comfortable telling my traveling companion where we were going when I could point it out on the transit map at the nearest shelter.

A side-by-side comparison of how Japantown is depicted in the old and new Muni maps.
A side-by-side comparison of how Japantown is depicted in the old and new Muni maps.

I couldn’t do that with the new map. There’s no neighborhood labels, even for the more commonly known ones (including Chinatown). If I wanted to know where Haight-Ashbury, North Beach, Castro and Mission were located, I couldn’t easily know for sure with the new map. While major streets are identified, the names of many smaller streets are omitted.

If I wanted to go to a specific place in the Presidio, like Fort Point, Crissy Field or the Walt Disney Family Museum, I could easily find those locations before whereas this new map of the Presidio is a relatively blank, green canvas. The new map is even missing the Palace of Fine Arts, which is one of the most-common sights in the city.

A side-by-side comparison of how the Presidio is depicted in the old and new Muni maps.
A side-by-side comparison of how the Presidio is depicted in the old and new Muni maps.

The map does have some advantages. Even looking at my examples, the map is easier to read and discern information about transit routes. It’s easier to follow some routes and determine when some limited-stop Rapid routes don’t stop for boardings and alightings.

Perhaps the map doesn’t need to provide as much information as it used to. After all, we’re in a world of smartphones, where most knowledge is available near instantaneously. Even before that, there were tourist guides and maps in multiple languages to guide people through this city.

However, cellphone batteries die and people don’t always have tourist guides on hand. Tourist guides and maps also tend to focus on the most popular or common, whereas the old map featured playgrounds, museums, community centers, even pier numbers.

I don’t know what the priorities were for this new map, but it doesn’t seem as user-friendly as it could be for tourists, visitors to the city or residents traveling to new neighborhoods. It’s missing many of the landmarks and detail that give much of San Francisco its vibrant identity. The map is ultimately a disservice to many transit users and will force them to turn elsewhere for less-optimal solutions.

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