Green Mobility Strategy

green mobility strategy for Nova Scotia For the equivalent cost of one-quarter tank of gas per person per year, Nova Scotia’s government can quadruple its contribution to sustainable transportation. 3

green mobility strategy

This report is dedicated to the approximately 30 percent of Nova Scotians who do not drive or who rely on alternative means of transportation. 24

About us coordinator with the Ecology Action Centre between 2000 and The Ecology Action Centre 2002 and between 2005 and 2008. (EAC) has acted as a voice for She is currently working on her Nova Scotia’s environment for doctorate in transportation plan- over 35 years. The EAC’s mis- ning at Oxford University. sion is to encourage a society, which respects and protects Laena Garrison Nova Scotia’s environment and Laena has an undergraduate provides economically sustain- degree in Kinesiology from able livelihoods. Since 1971, the Simon Fraser University and is EAC has been working to build pursuing a Masters of Education a healthier and more sustainable through the University of Victo- Nova Scotia. The EAC’s earliest ria. Laena’s work at the Ecology projects included recycling and Action Centre focuses on the composting, now commonly promotion of active transporta- practiced activities. Today the tion. She “walks the talk” as her EAC has over 1400 members, two feet and her 18 year-old bi- 250 volunteers, 30 staff and 7 cycle are her primary vehicles. active committees. Our current Laena has been a transportation areas of focus include trans- coordinator with the Ecology portation, built environment, Action Centre since 2005. Lack of public marine, coastal, wilderness, food transport is a and energy issues. Jennifer Powley Jennifer holds a Bachelor of Arts, significant barrier Authors an after-degree in Journalism, and is currently completing her to employment in Stephanie Sodero Masters in Land-Use Planning at Nova Scotia Stephanie has a Masters degree in Dalhousie University. Jen brings a Environmental Studies. Her Mas- different perspective to the work communities. ters research focused generally of TRAX. She has worked exten- on sustainable urban transporta- sively advocating for equal rights tion and specifically on encour- for persons with disabilities and aging transit use at universities. ensuring that transportation sys- Stephanie was a transportation tems are inclusive. Jennifer joined 35

the transportation team at the holder meetings and shared their and Roxane McInnis - for being a Ecology Action Centre in 2008. unique perspectives and insights sounding board throughout the on transportation with us. Thank development of the strategy. Tim Crabtree you to volunteers Alex Dumeresq Tim has a Bachelor of Arts in and Jesse Joice for their research Funders Sociology from the University and contributions. Thank you to of York (UK), with a focus on our Citizen Advisory Committee Thank you to Environment social movements and environ- - Jim Farrell, Ruth Mitchell, David Canada, Conserve Nova Scotia mentalism, and a Master of Arts Mooney, Catherine O’Brien, and Nova Scotia Health Promo- in International Development Judith Peach, John Pearce, Jenni- tion and Protection for providing Studies from Dalhousie Uni- fer Powley, Claredon Robicheau the Ecology Action Centre with versity, with a focus on worker and Bill Zimmerman – and our the funding to enable this project! cooperatives in Argentina. Be- Community Partners – Dodie tween 2007 and 2008, Tim was Goodwin, New Glasgow; Chris Design a transportation researcher with Milburn, Sydney; Dana Morin the Ecology Action Centre and and Jim Outhouse, Brier Island; Thank you to Aaron Harpell of Transport 2000 Atlantic. He Claredon Robicheau, Clare; Carol Hammerhead Design for design- traveled Canada and England, Hill-Bojarski, Yarmouth; Stefan ing this document. researching models of rural Sofer, Chester; Peter McCracken, public transportation and devel- Bridgewater; Jennifer Weisner, oped a Rural Transit Handbook Kentville; Andrew Fry and Bill for Nova Scotia. He researched Zimmerman, Wolfville – for their and wrote the case studies on time, commitment and enthusi- Yarmouth and Kings County in asm. Thank you to our colleagues the Green Mobility Strategy. - Maggy Burns, Brendan Haley, Scott Gillard, Amanda O’Rourke, Acknowledgements Susanna Fuller and Janet Barlow – for their support, contribu- The authors have received help tions and edits to the document. on the development of the Green Thanks to our TRAX Advisory Mobility Strategy from a number Committee - Christene Almon, of people. First and foremost, Wayne Barchard, Jody Conrad, thank you to the 260 Nova Sco- Peggy Crawford, Hal Dobbelstyn, tians who attended our public Marcus Garnet, David MacIssac, consultation sessions and stake- Nadine MacKay, Lisette Cormier 6

Executive Summary

Transportation, moving people Transportation for sustainable and goods, is essential for our prosperity must focus on reduc- economic and social well-being. ing greenhouse gas emissions Currently, the majority of Nova and air pollution, minimizing Scotia’s citizens use a private au- land use and improving citi- tomobile as their main mode of zen health, safety and access to transportation. But our depen- amenities and services. A trans- dence on the private automobile portation strategy for Nova is no longer socially, economically Scotia requires regional, urban, or environmentally sustainable. and rural solutions, including better land-use planning, more Climate change poses a serious sustainable transportation op- threat to our economy, our live- tions and vehicle eﬃciency. The lihoods, our ecosystems and our purpose of the Green Mobility health. The transportation sector, Strategy is to facilitate increased including passenger and freight provincial investment in sustain- movement, accounts for 27 per- able passenger transportation cent of Nova Scotia’s greenhouse for Nova Scotia. The Ecology Only 16% of gas emissions. Gas prices are the Action Centre recognizes that a highest they have ever been in sustainable freight transporta- children and youth in Atlantic Canada, and are pre- tion strategy is also required in Nova Scotia walk dicted to continue rising. High Nova Scotia, but that is outside gas prices are hurting individuals, the scope of this document. or bike to school, auto manufacturers and trucking companies. Lack of transporta- There are eight key recommenda- compared to the tion is increasingly a barrier to tions in the Green Mobility Strat- majority of students achieving employment and to ac- egy. Each recommendation is ac- cessing education, health care and companied by a series of suggested a generation ago. social opportunities. Our depen- action steps. The process used to dence on the private automobile develop and prioritize the recom- for transportation contributes to mendations in the Green Mobil- increasing rates of physical inac- ity Strategy involved extensive tivity and chronic disease. research, convening and gathering 7

Sustainable transportation...

• allows the basic access needs of individuals and societies to be met safely, in a manner consistent with human and ecosystem health, and with equity within and between generations; • is affordable, operates efficiently and offers choice of transport mode; • supports vibrant local, regional and national economies; • identifies and accounts for the full costs of transportation systems in an equitable manner; • limits emissions and waste to levels within the planet’s ability to absorb them; • uses renewable resources at or below their rates of generation and uses non-renewable resources at or below the rates of development of renewable substitutes; • reuses and recycles its components; and • maintains the integrity of ecosystems and minimizes land use and noise.

input from a citizen advisory com- appropriate level, all investments and Manitoba, the two provinces mittee, and public consultations in sustainable transportation with populations closest in size to in nine Nova Scotia communities: - transit, car pooling, rail, active Nova Scotia’s, between 2003 and New Glasgow, Sydney, Clare, Long transportation - should be con- 2006 was $10.95 per capita; the Island, Yarmouth, Chester, Bridge- sidered. Canadian Urban Transit average investment of all provinc- water, Kentville and Wolfville. Association tracks provincial in- es, excluding Nova Scotia, during vestment in public transit. the same period was $19.87 per Recommendations capita (Table 1). Currently, funding for transit by 1. Create an annual, predict- the province of Nova Scotia is sig- There is a lack of data readily available source of sustainable niﬁcantly lower than that of other able on provincial investment in transportation funding provinces. This comparison does other sustainable transportation One approach to determining not include municipal contribu- modes, such as active transporta- an appropriate level of provin- tions. In 2008, funding from the tion. Therefore, for the purpose cial investment in sustainable Nova Scotia government for tran- of establishing an estimate, The transportation is to calculate the sit and community-based trans- Ecology Action Centre recom- average amount invested by other portation, such as dial-a-ride, mends that Nova Scotia’s govern- provinces and apply this formula was $3.79 per capita.1 The aver- ment use the provincial average to Nova Scotia. To ascertain an age investment of Saskatchewan for transit investment in Canada 8

TABLE 1: Provincial transit investment Year Area Per Capita NS Total 2 2007 Nova Scotia $1.38 $1,290,000 2008 Nova Scotia $3.79 $3,550,000 2003-06 Saskatchewan and Manitoba $10.95 $10,240,000 2003-06 All Provinces, excluding Nova Scotia $19.87 $18,580,000

as a guide to determine the total • Create municipal allocation sustainable transportation invest- guidelines ment needed in Nova Scotia. 2. Identify a provincial depart- Based on the average per capita ment to be the steward of spending of other provinces, an sustainable transportation annual investment of $11 mil- Currently no provincial depart- lion to $19 million in sustainable ment has the mandate to deliver Nova Scotia’s transportation would be appropri- public infrastructure and services ate in Nova Scotia. More invest- for sustainable transportation, urban density ment may be needed to achieve though nine departments have greenhouse gas emission (GHG) responsibilities related to trans- diminished by 36% reductions in the transportation portation, including Transporta- between 1971 sector and be consistent with the tion and Infrastructure Renewal, province’s commitment to a 10 Service Nova Scotia and Munici- and 1996 percent reduction below 1990 pal Relations, Energy/Conserve GHG levels by 2020. Nova Scotia, Health Promotion – one of the and Protection, Community Ser- sharpest declines Action steps: vices, Education, Environment, Economic Development and in the country. • Increase funding for sustain- Tourism, Culture and Heritage. able transportation • Identify funding targets and The lack of coordinated services schedule often means the policies of one • Identify funding sources department are at odds with 9

another. Provincial leadership is 3. Establish indicators for the sustainability of Nova Scotia’s required to ensure the province annually measuring progress transportation system and assess maintains best practices in the de- toward sustainable transporta- targets and related policies; con- velopment, implementation and tion duct annual reviews of the adopt- integration of sustainable trans- The current indicator for sus- ed indicators; assess targets and portation infrastructure and ser- tainable transportation in Nova related policies every ﬁve years; vices. The Ecology Action Centre Scotia is commuting data from and annually present all results to recommends that the province the Statistics Canada Census. In the public. identify a department to be the 2006, the majority of Nova Sco- steward of sustainable transpor- tians drove alone to work (73 per- Action steps: tation and develop a comprehen- cent), while others carpooled (11 sive sustainable transportation percent), used transit (6 percent), • Adopt and monitor a suite strategy. Possible lead depart- and walked or cycled (9 percent).3 of environmental, social and ments are Transportation and In- In 2007, Genuine Progress Index economic indicators frastructure Renewal, Conserve (GPI) Atlantic identiﬁed a series • Establish indicator targets Nova Scotia and Service Nova of economic, social and environ- • Support data collection Scotia and Municipal Relations. mental indicators with which to measure the sustainability of Nova 4. Create a sustainable trans- Action steps: Scotia’s transportation system. portation network The indicators show a movement Currently, Nova Scotia has many • Appoint one department to away from sustainability, with 13 transportation assets, including be the steward of sustainable of 20 measures declining.4 King’s Transit, Cape Breton Tran- transportation sit and Metro Transit, Acadian • Designate at least one full- Presently, measurement of sus- Lines, private van shuttles, Via time sustainable transportation tainable transportation progress Rail and developed sections of employee in Nova Scotia is hindered by a the Trans Canada Trail. Despite • Convene an interdepartmental lack of complete, reliable data. these assets, much of the prov- sustainable transportation com- Neither Statistics Canada nor ince is not served by mass transit mittee Transport Canada collect the or active transportation routes of • Convene a non-governmental information necessary to make any type, including large portions transportation stakeholders annual comparisons. The Ecology of Yarmouth, Digby, Guysbor- committee Action Centre recommends that ough, rural Halifax, Victoria and • Conduct a policy review the province adopt and monitor a Inverness counties. suite of environmental, social and economic indicators to measure 10

The Ecology Action Centre recom- • Provide incentives to munici- mends that the province develop palities for the development of and implement a vision for a sus- active transportation tainable transportation network • Support pooling of existing within and between rural and public transportation services urban communities. The network • Facilitate integration of light must enable the use of a mix of freight and passenger transporta- sustainable transportation modes tion services – walking, cycling skateboarding, • Identify and change policies rollerblading, scootering, transit, that inhibit the development and ferry, community vans, carpool- use of sustainable transportation ing, carsharing, carpooling and • Remove insurance barriers to Nova Scotia’s interurban bus and rail; facilitate all sustainable public transport intermodal connections; provide operators Community infrastructure and services that • Identify and promote synergy Transportation are integrated, safe, aﬀordable, between sustainable transporta- comfortable, attractive and con- tion and rural economic develop- Accessibility venient; provide increased ac- ment (CTAP) cessibility and independence for all users, especially persons with 5. Integrate land-use plan- dial-a-ride-program physical challenges, seniors, chil- ning into provincial policy to dren and youth; and encourage achieve transportation energy has expanded compact, multi-use development. eﬃciency to nine rural Urban density is a measure of Action steps: how compact a community is. communities since Generally, the more compact • Create a provincial bicycling a community is, the more its 2001 and logs network citizens can live within walk- over 2,000,000 • Complete provincial trail ing distance of work and school network and take advantage of transit kilometres a year. • Develop transit, rail and ferry services, the more working network that connects various farmland and habitat that can cities be protected from urban sprawl • Invest in public transit, includ- and the more efficient the use of ing dial-a-ride infrastructure such as roads and 11

sewers. Unfortunately, between transportation best practices which would include a province- 1971 and 1996, urban popula- in their Integrated Community wide ridematching service and tion density in Nova Scotia de- Sustainability Plans information on all transportation creased by 36 percent.5 This is a • Conduct a study to identify and services, routes, schedules and rate 13 percent higher than the prioritize ﬁnancial (dis)incentives fares in Nova Scotia – public tran- Canadian average.6 to promote smart growth at the sit, intercity bus, rail and trail; the municipal level development and implementation Smart growth is an approach to • Develop a farmland policy that of a share the road campaign to community planning developed prioritizes the use of farmland encourage increasing acceptance in the 1990s in reaction to urban for food production over the and use of active transportation; sprawl. Applied in combination, production of plant matter for and the designation of a govern- smart growth principles, such as biofuels ment employee to facilitate net- directing development toward • Legislate province-wide, working and capacity-building existing communities and mixing purpose-speciﬁc, mandatory between various transportation land uses, result in communities development charges organizations in the province. with smaller environmental footprints, healthier citizens, and a 6. Increase public Action steps: vibrant local economy. 7 awareness about sustainable transportation • Create and promote a central- The Ecology Action Centre A number of education and out- ized transportation website recommends that the province reach programs related to sus- • Create and promote a province- collaborate with municipalities tainable transportation exist in wide carpool matching service to identify, develop and main- Nova Scotia; for example, Active • Develop and implement a tain policies and practices that and Safe Routes to School, Drive province-wide share the road will achieve smart growth in Wiser and the Select Nova Scotia campaign Nova Scotia. Campaign. Still needed is educa- • Designate a government tion and publicity about transpor- employee to facilitate capacity- Action steps: tation services and infrastructure building that exist and social marketing • Assist schoolboards to develop • Strengthen the current land campaigns to encourage the use active transportation policies use planning and transportation of active transportation, transit, • Support existing education content of the Municipal rail and carpooling. The Ecology programs Government Act Action Centre recommends the • Support municipalities in the creation and promotion of a cen- incorporation of sustainable tralized transportation website, 12

7. Implement financial incen- transit tax credit, a provincial ve- tives to encourage sustainable hicle scrappage program, tax free transportation active transportation equipment, Many people are heavily reliant hybrid rebates, location efficient on the use of personal vehicles for mortgages and telecommuting transportation, even when other equipment tax credits. options exist. Incentives are one way to encourage people to use Action steps: sustainable modes of transportation. Genuine Progress Index • Identify and assess the effective- Atlantic’s 2007 analysis of the full ness of potential tax incentives costs of transportation in Nova • Work with the insurance sector Scotia identified that, to offer the option of pay as you ...existing transportation drive insurance in Nova Scotia. market distortions result • Introduce a vehicle feebate Approximately in economically excessive program, motor vehicle travel, which • Explore potential for location 30% of Nova undermines sustainable efficient mortgages development objectives. Scotian’s do not In a more optimal market, 8. Implement policy and edu- drive, including the evidence indicates that cation programs to improve people would drive less, rely vehicle efficiency youth, seniors, more on alternative transport Passenger vehicles account for modes, place a higher value two-thirds of the energy used individuals with on locating in multi-modal by road vehicles in Nova Scotia. low incomes and communities, and be better Though the efficiency of individu- off overall as a result.8 al vehicles has improved, this has individuals with been offset by the greater number physical and mental The Ecology Action Centre - rec of SUVs, minivans and trucks on ommends that the provincial the road, an increase in the total challenges. government undertake a study to number of vehicles on the road identify barriers to using sustain- and a greater number of kilome- able transportation and assess tres travelled. Therefore, the Ecol- the effectiveness of potential tax ogy Action Centre recommends incentives, such as a provincial the following action steps. 13

Action steps: • Implement specific recommendations in the Green Mobility • Adopt California-like vehicle Strategy, such as support munici- emissions standards by 2010 palities in the incorporation of • Urge the federal government sustainable transportation best to adopt a Canadian vehicle fuel practices in their Integrated Com- efficiency regulation that, at munity Sustainability Plans minimum, meets the California • Conduct further research on standard. specific topics, such as the land • Lower and enforce speed limits use planning and transportation • Support fuel efficient taxi fleets content of Municipal Govern- ment Acts in other provinces. To facilitate increased provincial investment in sustainable transportation, the Ecology Action Centre is undertaking a two- phase approach. The first phase culminated in the production of this strategy. The second phase will involve communicating and implementing the strategy. In 2008/2009, the Ecology Action Centre will: • Write a series of articles, aimed at daily and weekly newspapers throughout the province, to inform the public about specific recommendations in the Green Mobility Strategy • Distribute the strategy to all municipalities and provincial cabinet members • Present the strategy to provincial decision-makers and key stakeholder groups

table of contents

Introduction 16 Funding 22 Steward 30 Indicators 38 Network 44 Planning 54 Awareness 65 Incentives 72 Eﬃciency 77 Recommendations Summary 81 Conclusion 82 Appendix A: Yarmouth County Case Study 87 Appendix B: Kings County Case Study 94 Appendix C: Public Consultation 96 16

Introduction

In Bill 146, the Environmental Goals and Sustainable Prosperity Act, Nova Scotia’s objectives include “achieving international recognition for having one of the cleanest and most sustainable environments in the world by the year 2020” and reducing greenhouse gas emissions to at least ten per cent below 1990 levels by the year 2020.15 17

To achieve these objectives, Nova viced by fast and frequent entice tourists and enable Scotia has to rethink its approach public transit or van shuttles. improved supply and distri- to the movement of people and Express rail, ferry or coach bution of local goods. Nova goods and increase its investment will connect major centres in Scotia’s citizens, ecosystems in and commitment to the devel- Nova Scotia, like Yarmouth, and economies will prosper opment of sustainable transpor- Digby, Amherst, Truro, Hali- with increased accessibility to tation options. fax and Sydney. Transit hubs local goods and services. will facilitate intermodal con- The Ecology Action Centre devel- nections for both residents To achieve such a vision for green oped the Green Mobility Strategy and tourists. Tourists will be mobility, the Ecology Action to facilitate increased provincial able to explore Nova Scotia Centre urges Nova Scotia’s gov- commitment to sustainable pas- without a car. Improved ernment to adopt the eight major senger transportation. A vision transportation options will recommendations of the Green for green mobility in Nova Scotia might look like this: People throughout Nova What is green mobility? Scotia of all ages and abilities will have equitable access to Green mobility is sustainable transportation. The following definition of a variety of safe, affordable, sustainable transportation is used by governments and non-governmental sustainable transportation organizations throughout the world. options that are as convenient and comfortable as driving • Allows the basic access needs of individuals and societies to be alone. All communities will met safely and in a manner consistent with human and eco have systems of bicycle lanes system health, and with equity within and between generations. and walking paths that connect people’s homes to their • Is affordable, operates efficiently, offers choice of transport mode, work, school, shopping cen- and supports a vibrant economy. tres, health care and recreation centres. There will be a • Limits emissions and waste within the planet’s ability to absorb network of pathways for chil- them, minimizes consumption of non-renewable resources, limits dren and youth to safely skate- consumption of renewable resources to the sustainable yield level, board, scoot, rollerblade, bike reuses and recycles its components, and minimizes the use of land and walk to school, friends’ and the production of noise. 16 houses and social activities. All communities will be ser- 18

Mobility Strategy: rising gas prices, there is in- 1. Create an annual, predictable creasing demand for public and source of sustainable transporta- active transport that is afford- tion funding able, convenient, comfortable 2. Identify a provincial depart- and safe. The good news is that ment to be the steward of sus- for the equivalent cost of one- tainable transportation quarter tank of gas per person 3. Establish indicators for annu- per year, we can quadruple the ally measuring progress toward province’s contribution to sus- The average Nova sustainable transportation tainable transportation. In doing Scotian spends 4. Create a sustainable transpor- so, we can build upon our cur- tation network rent assets and reap the benefits about $3,036 5. Integrate land-use planning in our communities. into provincial policy to achieve a year directly on transportation energy efficiency How does green mobility ben- costs such as 6. Increase public awareness efit communities? about sustainable transportation vehicle ownership 7. Implement financial incentives The well-being of individuals is to encourage sustainable trans- dependent on transportation and operation, portation to access friends, family, health transit fares, 8. Implement policy and educa- care, and places of work, play tion programs to improve vehicle and education. The well-being and parking and efficiency of businesses is dependent on incurs an additional transportation to distribute and The provincial government’s cur- supply goods and services to $4,562 in rent investment in sustainable their customers. Increasing the transportation is inadequate. viability of sustainable transpor- indirect economic For example, Nova Scotia’s 2008 tation options improves access and environmental investment of $3.79 per capita to health care, education, em- in public transit is less than 20 ployment and social opportuni- costs. percent of the national average ties, boosts tourism, encourages - $19.87 per capita - and only 1 economic development and im- percent of the province’s high- proves the health of individuals way spending budget for 2008. and our environment. As people feel the squeeze of 19

Health Care: An efficient, sus- and affordable health care. Many healthy, qualified and can make tainable transportation network people lack affordable transpor- a significant contribution to the helps people to access timely tation access to health care. For workforce are unavailable to work example, many individuals re- because they lack transportation. quire weekly dialysis but haven’t Building on our assets access to public transit services Economic Development: Busi- or can’t afford the services that nesses rely on transportation Vibrant, active communities: exist. Kings Para-Transit takes systems to carry their employees, Around Nova Scotia, from people from the valley to and channel customers to a site and Pictou to Sydney to Bridgewater from Halifax for medical ap- bring in tourists. Ron Mullins, to Clare, citizens are gathering pointments and procedures such general manager of Kings Tran- together to discuss plans for sus- as dialysis. They recently raised sit notes, “When you talk about tainable transportation options their round-trip fees from $95.00 business retention and economic in their communities. Imagine to $123.5017. The lack of an af- development, transit is a key com- if these citizens had provincial fordable public transportation ponent.” Erin Beaudin, Executive support to develop and carry out network is not only inconvenient Director of the Kings Community their plans. and inequitable but puts the Economic Development Agency, health of individuals at risk. states “from a socio-economic Beautiful spaces: Acadian for- perspective, the Kings Transit ests, rugged boulders, lakes for Employment: Public transporta- service allows more people to be swimming, rolling hills and ex- tion systems help both prospective independent; it eliminates barriers panses of ocean - what if the way employees and employers. Em- to transportation and gives people we travel took advantage of this ployers are able to access a wider more options when it comes to natural beauty? spectrum of employees, thus in- employment and daily activities.” creasing their chance of success. Sustainable transportation: Public Prospective employees are able Education: Students at all levels transportation services like Kings to access job opportunities, thus benefit from transportation ser- Transit, private shuttle services increasing their chance of em- vices. Post secondary and adult like Green Rider, and community ployment. In Nova Scotia, lack of learners often benefit most from groups such as Velo Cape Breton transportation poses a major bar- transit services. The Ecology are leading the way in the provi- rier to employment – a 2004 study Action Centre spearheaded a Uni- sion of sustainable transportation in Richmond County showed that versity Transit Pass Program at St. services and promotion. We can three of the top four barriers to Mary’s University, which resulted build on these successes! employment were transporta- in an additional 50,000 student tion related.18 Individuals who are rides per month. Elementary and 20

junior high students beneﬁt most transportation options can result from safe, active transportation in social isolation and boredom. A routes to school. Unfortunately, grade ten student at École Secon- only 16% of Nova Scotia’s children daire de Clare describes her situ- and youth walk or bike to school, ation: “We are bound here. Doing in large part because of a lack of activities involves rides and there safe, active routes to school.19 are none.” Healthy communities require inclusive transportation Physical Activity: Incorporating systems to connect people with active transportation into one’s each other and to social events daily routine is an excellent way and activities. to meet one’s physical activity requirements. At present, Environment: Traveling by public only 50% of Nova Scotians con- or active transportation is less Nova Scotia sider themselves to be physically carbon intensive than traveling aims to “demonstrate active. Chronic health problems alone in a vehicle. The transpor- related to physical inactivity are tation sector accounts for 27 per- international on the rise, including obesity and cent of Nova Scotia’s greenhouse heart disease. Unhealthy weights gas emissions. Nova Scotia’s leadership by having cost the Nova Scotia health care coastline is particularly vulner- one of the cleanest system at least $120 million a year able to the impacts of climate or 6.8% of the provincial health change. Increasing the viability and most sustainable budget.20 Built environments of sustainable transportation op- that directly encourage walking, tions will contribute to the reduc- environments in the cycling and other forms of active tion of greenhouse gas emissions world by the year transportation can help Nova and the prevention of dangerous Scotians get the physical activity (warming by 2 degrees Celsius 2020”. they require and reduce costs to above pre-industrial levels) cli- -Government our health care system. mate change. of Nova Scotia Social Opportunities: Public tran- Tourism: Sustainable transporta- sit systems that carry people to tion networks enhance tourism work also carry students to extra and economic development. curricular activities and seniors Many European and Asian tour- to bridge games. A lack of public ists are amazed when they arrive 21

in Nova Scotia and learn that highlighted in colored boxes and 4. Individual actions: there is little or no public trans- sidebars. Chapters one to eight Actions, which individuals can portation service to rural com- describe each of the eight recom- take to support green mobility. munities which they would like to mendations in more detail. Each visit. Nova Scotia’s dependence on recommendation chapter is di- Chapter nine is a summary of the the private vehicle for transporta- vided into four sections: current eight recommendations and the tion sends the wrong message context, best practices, provincial actions needed to achieve each when we are trying to grow our actions and individual actions. recommendation. Chapter ten is eco-tourism sector. Cycle tour- the conclusion, which is followed ism has incredible potential in 1. Current context: by three appendices. Appendix A Nova Scotia. Quebec has become In this section, we describe the and B are case studies on trans- known as the top cycling destina- current situation in Nova Scotia. portation in Nova Scotia commu- tions in the world. The province For example, for the recommen- nities, one in Yarmouth County invested in the development of dation on funding, we describe and the other in Kings County. a 4000 kilometre cycling route, the amount of money that Nova These case studies provide - ex and is reaping the beneﬁts - La Scotia has invested in sustainable amples of the impacts of trans- Route Verte cyclists spent a total transportation and how that com- portation options, or lack thereof, of $95.4 million, correspond- pares to other provinces. on employment, business, health, ing to approximately 2,000 jobs, independence, social activities revenues of $15.1 million for the 2. Best practices: and recreation. Appendix C is a Government of Québec and an The transportation challenges summary of the process used to annual return on investment for and opportunities facing Nova develop the Green Mobility Strat- La Route Verte of 108%.21 Scotia are unique but we do share egy and the key themes that arose commonalities with other places. from the Green Mobility Strategy How to read this document In this section, we oﬀer best public consultations. practice policies and initiatives This strategy has been designed from other Canadian provinces like a toolkit to assist both the and some American states and Nova Scotia government and European regions. individuals in achieving sustainable transportation. Following 3. Provincial actions: this introduction, there are ten Actions that the provincial gov- chapters and three appendi- ernment can take to achieve each ces. Throughout the strategy, recommendation. neat ideas, quotes and facts are 22

Funding

Create an annual, predictable source of sustainable transportation funding 23

Current Context through several departmental Road and bridge tolls: budgets, but not through the De- The Cobequid Pass, a 45 kilo- Investment partment of Transportation and metre twinned highway between Nova Scotia invested $3.55 mil- Infrastructure Renewal. Service Masstown and Thomson Sta- lion in sustainable transportation Nova Scotia and Municipal Re- tion, is the only toll road in Nova infrastructure in the 2008/2009 lations funds CTAP and ATAP; Scotia. The average daily traffic fiscal year. Of this amount, $3 Conserve Nova Scotia funds in 2003/2004 was 6,200 cars and million was allocated to a new transit infrastructure; and Health 1,700 commercial vehicles. The rural transit program, $450,000 Promotion and Protection funds toll for a car is $2.00 with a pass for the Community Transpor- trail development. and $4.00 without a pass; the tation Accessibility Program toll for trucks and buses ranges (CTAP) and $100,000 for the Provincial gas tax and vehicle between $5.00 and $15.00 with Accessible Transportation As- registration fees: a pass and $6.00 and $24.00 sistance Program (ATAP). Past The main sources of highway and without a pass.25 Toll revenue in provincial investments in sus- bridge funding in Nova Scotia are 2006/07 was $17 million and net tainable transportation have gas tax revenue and Registry of earnings were $3 million.26 These been successful. In rural areas, Motor Vehicles fees. Nova Scotia funds are returned to the project the CTAP dial-a-ride program, levies a 15¢ per litre tax on gas to pay for operations, mainte- unique to the Atlantic region, has and diesel. In 2007/2008, $252 nance, other administrative fees expanded into nine communities million was raised through the gas and financing requirements. since 2001 and logs over two mil- tax.22 The Nova Scotia Registry of lion kilometres annually. Motor Vehicles collects fees for The Halifax-Dartmouth Bridge vehicle licensing and registration. Commission is a provincial body Due to the 1998 service ex- In 2007, total revenue from the with a mandate to construct and change, public transportation is Registry of Motor Vehicles was maintain crossings for the Hali- a municipal rather than provin- $95 million.23 If combined, the gas fax Harbour and Northwest Arm. cial responsibility. Contributions tax and Registry of Motor Vehicles The toll for a car to cross the from the province have been fees are the fifth largest source Macdonald or MacKay bridges is aimed at increasing inclusion of provincial revenue, totaling 60¢ with a pass and 75¢ without and providing equitable services $347 million and accounting for a pass. As reported in its annual across municipalities. 8 percent of total revenue.24 The report, in 2007, the total tolls top four sources are individual collected for vehicles crossing Funding Sources income tax, harmonized sales tax, the harbour by way of the bridg- Funding for sustainable trans- petroleum royalties and corporate es amounted to $23,426,000. portation projects is allocated income tax, respectively. The net income of the Bridge 24

Commission was $6,505,000.27 cial investment in sustainable These return tolls are less than transportation is to calculate the In 2008, a one way transit fare. In 2008, average amount invested by other the Commission released a study provinces and apply this formula British Columbia’s recommending the creation of to Nova Scotia. To ascertain an a third crossing in the form of a appropriate level, all provincial carbon tax will tunnel or bridge by 2026. investments in sustainable trans- generate $600 portation - transit, car pooling, Federal Gas Tax rail, active transportation - should million in revenue. The federal gas tax transfer to be considered. Canadian Urban The tax will municipalities was made per- Transit Association tracks provin- manent in 2008. This funding cial investment in public transit. increase costs for source is intended for infrastructure investment, including Currently, provincial funding for driving fuel efficient public transit, active transporta- transit in Nova Scotia is signiﬁ- cars, such as the tion, water, sewers, solid waste cantly lower than in other prov- disposal, community energy inces. In 2008, funding from the Toyota Prius, systems, and local roads and provincial government for tran- bridges. Between 2005 and 2010, sit and community-based trans- by an average of the total federal gas tax transfer portation, such as dial-a-ride, $21 per year, to Nova Scotia will be $145 mil- was $3.79 per capita.29 The aver- lion, an average of $29 million age investment of Saskatchewan and will increase per year. In its transfer of funds and Manitoba, the two prov- to the provinces, the federal gov- inces with populations closest costs for driving ernment has tried to “ensur[e] in size to Nova Scotia’s, between inefficient vehicles, that the inter-provincial alloca- 2003 and 2006 was $10.95 per tion is as close as possible to a capita; the average investment such as the Dodge per-capita basis while respecting of all provinces, excluding Nova Ram, by an average the need to have an adjustment Scotia, during the same period for the smallest jurisdictions.” 28 was $19.87 per capita (Table 1). of $68 per year. Municipal-level funding is not Determining Future included in the calculations. Investment One approach to determining There is a lack of data readily avail- an appropriate level of provin- able on provincial investment in 25

other sustainable transportation modes, such as active transportation. Therefore, for the purpose TABLE 1: Provincial transit investment 30 of establishing an estimate, it is Year Area Per Capita NS Total recommended that Nova Scotia’s 2007 Nova Scotia $1.38 $1,290,000 government use the provincial 2008 Nova Scotia $3.79 $3,550,000 average for transit investment in 2003-06 Saskatchewan and Manitoba $10.95 $10,240,000 Canada as a guide. 2003-06 All Provinces, excluding Nova Scotia $19.87 $18,580,000 Based on the average per capita spending of other provinces, an annual investment of $11 million to $19 million in sustainable transportation may be appropri- secondary highway system will of carbon pollution. The Inter- ate in Nova Scotia. More invest- need a $3.4 billion investment.”31 governmental Panel on Climate ment may be needed to achieve Investing in sustainable trans- Change suggests that prices greenhouse gas emission (GHG) portation will not eliminate the ranging between $20 and $50 per reductions in the transportation province’s need to make some in- tonne, “sustained or increased sector and be consistent with the vestment in the highway system, over decades,” are needed to ad- province’s commitment to a 10 but by reducing the number of equately reduce emissions. 32 percent reduction below 1990 vehicles traveling on highways GHG levels by 2020. the required investment can be In 2007, Quebec identified that reduced. it needed $200 million per year An annual investment of $11 mil- for five years to meet its short- lion to $19 million would mean Best Practices term transportation efficiency a commitment of $110 to $190 goals and consequently created a million over 10 years. This figure Carbon Tax carbon tax to ensure this revenue could be compared to the amount A carbon tax aims to put a price on would be raised. In Quebec, a the province will spend on repair pollution so that its environmen- levy is collected from petroleum and maintenance of its primary tal, social, and economic impacts companies on the fuel they sell to and secondary highways. The can be accounted for and built retailers. The industry is charged Primary and Secondary Highway into decision-making. Quebec, 8¢ per litre for gas sold and 9¢ Systems: 10-Year Needs report British Columbia and Manitoba per litre for diesel fuel sold.34 This states that “over the next 10 recently introduced carbon taxes is equivalent to a price of $3 per years Nova Scotia’s primary and ranging from $3 to $15 per tonne tonne of carbon emissions.35 The 26

Carbon tax ensures prices accurately reﬂect costs of making goods

The beneﬁts of a carbon tax and tax shifting were outlined by 70 aca- demic economists from the University of British Columbia, Simon Fraser University and the University of Northern British Columbia in a letter to British Columbia’s premier:

Right now the prices of the goods we buy don’t fully capture the costs to the environment of making those goods. A carbon tax will make the prices more accurately reflect all the costs of making a good. The In 2007, carbon tax could be made revenue neutral by offsetting increased carbon taxes with cuts in other taxes (e.g., the income tax). As a result, Quebec the average British Columbian family would see no change in its after- tax income. Families would still, however, have incentives to change identified that it their consumption patterns to make them more environmentally needed $200 friendly. Even with the same income, if gas prices increase, families will choose to drive less, for example. 33 million per year for five years to meet its short-term price of energy in Quebec is regu- In 2008, British Columbia intro- lated by the Régie de l’énergie. duced a carbon tax of 3¢ per litre transportation This body sets the price of energy for all fossil fuel products. This based on costs to the distributor tax will increase to 7¢ per litre by efficiency goals and and can prevent unfair pricing.36 2012. The 2008 and 2012 carbon consequently created tax rates are based on $10 and Approximately 50 companies are $30 per tonne of carbon emission a carbon tax to ensure affected by the tax. It is estimated charges respectively.38 In 2008, that these oil companies will pay the tax will generate $600 million this revenue would an annual total of $69 million per in revenue. It is estimated the tax be raised. year for gas, $36 million for diesel will increase costs for driving fuel and $43 million for heating oil. efficient cars, such as the Toyota Natural gas distributors will pay Prius, by an average of $21 per $39 million per year and Hydro- year, and will increase costs for Québec will pay $4.5 million.37 driving inefficient vehicles, such 27

as the Dodge Ram, by an average Rural subsidy of $68 per year. 39 Knowing that transit service is only available in certain parts of the prov- Unlike Quebec’s tax, British ince, it may be necessary to offer assistance to individuals who must rely Columbia’s tax is revenue neutral; on privately owned vehicles in order to interact with the wider commu- the introduction of the carbon nity. Having consideration for the special demands of a rural population tax was paired with reductions may make a carbon tax more palatable. The recently releasedGreen Shift in corporate and income taxes. plan of the Liberal party of Canada demonstrates how this might be This revenue neutral approach to achieved. The report emphasizes that “Energy requirements are simply taxation is politically attractive higher in rural Canada and in the North.” 40 because it simply shifts the source of revenue. Positive activities like The goal of any program implemented by government must focus on employment are rewarded with sustainability but also must consider current infrastructure realities. lower tax rates, while harmful ac- Though the Green Mobility Strategy emphasizes active transportation tivities such as burning fossil fuels and transit, it recognizes that in certain situations more efficient vehicle are penalized with a higher tax use is the only reasonable option. rate. This approach provides “economic benefits because higher fuel prices encourage energy efficiency and technological innova- ment, which stimulates economic transit, the government of Quebec tion, reduce the economic costs development.” 41 collects a $30 surcharge for each of imported petroleum, and en- vehicle registered in order to help courage employment and invest- Gas Tax offset the costs of the service. 43 British Columbia, Alberta, Ontario and Quebec fund transit through Road Pricing provincial gas tax revenue. The The Express Toll Route, known amount leveraged is 12¢, 5¢, 2¢ as the ETR407, is a 69 kilometre and 1.5¢ per litre respectively. In private highway in the Greater addition to these provinces, the Toronto Area. Fees range from 4¢ city of Victoria collects 2.5¢ per to 10¢ per kilometre depending litre, which in 2005/06 covered 12 on time of day. Drivers pay for the percent of its total transit costs. 42 toll using electronic cards that deduct charges from a pre-paid Licensing Fees account or a license plate bill- In each municipality served by ing system.44 Road pricing raises 28

revenue to cover construction A provincial report and maintenance costs, allowing states that “over government funds to be allocated to more sustainable modes. the next 10 years User Fees Nova Scotia’s In the Halifax Regional Mu- primary and second- nicipality, the MetroLink rapid transit service costs more than ary highway system regular transit service; monthly MetroLink passes cost $75 will need a $3.4 versus $60 for a regular pass. For billion investment.” the passengers of this service, the increased cost is not a bar- Provincial Actions Investments in rier to transit use. Citizens are sustainable trans- willing to pay more for a service F1. Increase funding for sus- that oﬀers travel times and com- tainable transportation portation can reduce fort comparable to driving alone. Increase funding for sustainable Surveys found that 95 percent transportation including public the required invest- of users consider the fares to be transit, community-based trans- ment by reducing the reasonable and that 30 percent portation, carpooling, van shut- of users formerly drove alone to tles, walking, cycling, skateboard- number of vehicles work. 45 ing, rollerblading and intercity and wear and tear on bus and rail. the highways. -Nova Scotia TABLE 2: Recommended Provincial Transit Investment Transportation Year Per Capita 46 Total 2008/09 $3.79 $3,550,000 and Public Works 2009/10 $6.52 $6,097,000 2010/11 $9.25 $8,650,000 2011/12 $10.95 $11,240,000 29

F2. Identify funding targets and should remain in an energy ef- more appropriate. Alternately, schedule ficiency fund. It should not case-specific formulas may be ap- Identify a funding target that, at become part of general revenue propriate given the range of mu- least, matches the average level for the province. nicipal populations and densities. of investment of Saskatchewan and Manitoba, the two provinces There are several other potential Individual Actions with population sizes closest to sources for funding sustainable Nova Scotia’s. This amounts to transportation, such as: revenue- Contact your Member of the Leg- $10.95 per capita between 2003 neutral carbon tax, expanding islative Assembly to explain your and 2006. In a potential schedule, road pricing initiatives, increas- sustainable transportation desires the government could use Nova ing and/or reallocating gas taxes, and voice your support for pro- Scotia’s 2008/09 per capita invest- increasing and/or reallocating vincial tax or fee increases (where ment as a base, and invest an ad- registration fees and licensing revenue is invested in sustainable ditional one-quarter of the $10.95 fees, and increasing user fees and transportation): target per year until reaching the freight rates. As well, existing http://www.gov.ns.ca/legislature/ target (Table 2). funds could be reallocated. For members/directory/constituen- example, a portion of the money cies.html F3. Identify funding sources allocated to road projects, such Introduce a $3 per tonne rev- as highway twinning, could be enue-generating carbon levy to reallocated to sustainable trans- leverage sustainable transporta- portation initiatives. tion funding. This levy is not significant enough to send price F4. Create municipal allocation signals that will significantly guidelines change behaviour but it would Create sustainable transporta- raise revenue for sustainable tion funding allocation formulas transportation, all cost-effective that adequately reflect municipal non-electric energy efficiency contexts and needs. For example, and low-income energy efficien- the Community Transportation cy programs. Placed strictly on Assistance Program currently emissions from coal-fired plants, allocates funds based on popula- a carbon tax of $3 per tonne tion. However, given that many would generate approximately municipalities have low popula- $28 million47. Revenue collected tions and large geographic areas, from a Nova Scotia carbon levy a formula based on area may be 30

Steward

Identify a provincial department to be the steward of sustainable transportation 31

Current Context portation in general (Table 3): ample, while Health Promotion and Protection promotes active Departments Despite many departments transportation, Transportation Currently no provincial depart- having transportation-related re- and Infrastructure Renewal does ment has the mandate to deliver sponsibilities, there is currently not construct active transporta- public infrastructure and services a lack of coordination among tion infrastructure, such as paved for sustainable transportation, departments in the development shoulders for bicyclists. though many departments have of sustainable transportation in- responsibilities related to trans- frastructure and services. For ex-

TABLE 3: Provincial departments with transportation-related responsibilities Department Transportation-related Responsibility Transportation and Infrastructure Renewal Maintains 23,000km of roads and 4,100 bridges Operates and maintains seven ferries Maintains carpool parking lots at major highway exits Service Nova Scotia and Municipal Relations Funds programs supporting accessible rural transport Health Promotion and Protection Promotes active transportation and supports trail development Community Services Reimburses citizens for transportation to essential services Education Operates and maintains school buses Identiﬁes locations for new schools Energy/Conserve NS Promotes vehicle eﬃciency Supports the development of renewable fuels and energy Environment Sets policy and regulations for reduction of greenhouse gas emissions and air pollutants Economic Development Promotes development of transportation infrastructure that stimulates economic activity Tourism, Culture and Heritage Promotes Nova Scotia as a travel destination and develops marketing partnerships with transportation carriers such as ferries and airlines

Strategies sustainable transportation strat- A comprehensive provincial egy limits their potential. For ex- strategy on sustainable transpor- ample, the Department of Educa- tation does not exist. However, tion’s effort to consolidate smaller transportation is addressed in school populations has resulted several strategies related to the in the construction of new, larger environment, public health and schools which are often located economic development (Table 4): on the outskirts of communities where it is difficult and/or Each strategy provides some unsafe for children to walk. This foundation for the development contradicts the Department of of sustainable transportation, Health Promotion and Protec- While Health but the lack of a comprehensive tion’s Active Kids, Healthy Kids Promotion and Protection promotes Internal Government Practices active transporta- Vehicle Purchasing Policy tion, Transportation In 2007, the government introduced an in-house vehicle policy for vehicle purchase, maintenance and operation specifications intended to and Infrastructure maximize fuel efficiency and minimize pollution. Vehicles purchased by Renewal does not the government must be in the top 20 percent of their class for fuel efficiency. All government employees who drive a government vehicle must construct active be trained in fuel efficiency techniques, including driving behaviour and transportation infra- vehicle maintenance. 48 structure, such as Employee Transit Pass The Nova Scotia Department of Energy, Conserve Nova Scotia and the paved shoulders for Nova Scotia Utility and Review Board provide employees with the option bicyclists. of an employer transit pass (E-PASS). Employees who wish to purchase an annual pass receive a 15 percent discount and a permanent transit pass. The pass is paid for through automatic payroll deduction or by post-dated cheque. 33

TABLE 4: Provincial strategies relevant to transportation Document Department Transportation Related Goal Environment Energy Strategy 49 Energy Increase transportation energy eﬃciency Climate Change Action Plan 50 Environment Reduce greenhouse gas emissions Environmental Goals Environment Reduce greenhouse gas emissions to at least and Sustainable Prosperity Act 51 ten per cent below 1990 levels by 2020 Adopt emissions standards for greenhouse gases and air pollutants from new motor vehicles

Public Health Active Kids, Healthy Health Promotion Create communities that facilitate access to safe Kids Strategy 52 and Protection and convenient natural and built environments Injury Prevention Strategy 53 Health Promotion Reduce the incidence and severity of motor vehicle and Protection collisions and transportation-related injuries Pathways for People 54 Health Promotion Outline of current active transportation initiatives and Protection and possible future actions Healthy Eating Nova Scotia 55 Health Promotion Develop local food systems and alternative and Protection transporta¬tion strategies to make food more accessible in rural areas Strategy for Positive Aging 56 Seniors’ Secretariat Provide aﬀordable, safe and accessible transportation options for seniors

Economic Development Opportunities for Economic Develop transportation infrastructure Sustainable Prosperity 57 Development to facilitate international trade and economic growth Route to Prosperity: Transportation and Develop transportation infrastructure to Nova Scotia’s Infrastructure58 Infrastructure facilitate trade, access to education, Renewal employment, amenities and services The Way Ahead59 Partnership of Develop transportation infrastructure such industry and as competitive rail access to support government regional economic development 34

Strategy, which aims to increase and reducing traffic congestion. the number of children walk- The most popular strategies for ing to school. In addition, due achieving these goals are invest- to safety and liability concerns, ment in urban rapid transit, rural some schools do not permit chil- transit, intermodal integration dren and youth to bring bikes, and alternative fuels. skateboards or in-line skates onto school property. Of the seven provincial plans that relate to sustainable transporta- Provincial leadership is needed to tion, Quebec’s plan is the most develop a sustainable transporta- substantial.60 In 1992, Transport tion strategy and to coordinate Quebec introduced an environ- the efforts of all departments in mental policy, including a pri- implementing the strategy. All mary objective to “reduce energy government policies and projects consumption and related nega- must support sustainable trans- tive environmental effects.” To portation. Some first steps have this end, Transport Quebec pro- been made. The Department of motes the use of energy efficient Infrastructure and Renewal has transportation modes, including Provincial leadership hired an active transportation public transit and rail for moving is needed to develop a engineer and Conserve Nova people, and rail and ship for Scotia has hired a transportation moving goods. Transport Quebec sustainable transpor- coordinator. serves all road network users, including cyclists, pedestrians tation strategy and to Best Practices and users of urban and intercity coordinate the efforts transit, school buses, paratransit, Provincial Stewardship taxis and rail. of all departments Seven provinces within Canada in implementing the have sustainable transportation Transport Quebec’s central office plans or comprehensive transpor- develops sustainable transporta- strategy. tation sections within provincial tion policies, such as Quebec’s climate change plans. The most Public Transit Policy. The central common goals in these plans are aim of this policy is to increase reducing greenhouse gas emis- transit ridership 8 percent by sions, expanding transit service 2012 in order to reduce green- 35

151 152 153 154 155 156 157 TABLE 5: Goals & strategies BC (2007) MB (2005) NB (2007) NL (2005) ON (2007) QC (2006) SK (2007)

Reduce costs of congestion x x x

Increase ridership x x x

Expansion in service x x x

Reduction in GHG’s x x x x

Focus on energy eﬃciency x x x x

Focus on alternative fuels x x x x

Increase capacity, quality, x x x speed of services

Focus on rapid transit x x x x for urban centres

Partnerships with institutions x x x to stimulate higher transit usage

Focus on rural transit x x x x and accessibility

Focus on planning x x

Intermodal integration x x 36

house gas emissions, air pollution Relations (SNSMR). The Ecology and congestion. The province is Action Centre recommends that investing $130 million ($17.23 Transportation and Infrastructure per capita) a year to improve Renewal take the lead on sustain- public transit services.61 able transportation because their mission is to “deliver quality public Transport Quebec’s regional trans- infrastructure for Nova Scotia” portation offices are responsible and their mandate is to “provide for integrating the different modes a transportation network for the of travel. For example, Transport safe and efficient movement of Quebec employs 16 regional people and goods.”60 Conserve bicycle coordinators to oversee Nova Scotia, with its role in the Some first steps the design, implementation and promotion of transportation ef- maintenance of the provincial bi- ficiency, and SNSMR, with its role have been made. cycling network, La Route Verte, in supporting accessible commu- The Department and provide technical advice on nity transportation in rural areas, bicycle infrastructure to other should work closely with TIR. of Infrastructure staff and municipalities. Quebec has invested approximately $100 S2. Designate an employee and Renewal has million over the past ten years into Designate a full-time employee hired an active La Route Verte. 62 to the department steward to aid in the formation of a sustainable transportation Provincial Actions transportation strategy, facilitate engineer and communication between the in- S1. Identify a department terdepartmental and non-govern- Conserve Nova steward mental team and ensure timely Identify one department to be the progress in the development of Scotia has hired steward of sustainable transpor- the strategy and policy review. a transportation tation and develop a sustainable transportation strategy for Nova S3. Form an interdepartmental coordinator. Scotia. Possible lead departments team are Transportation and Infra- Convene an interdepartmental structure Renewal (TIR), Con- sustainable transportation team serve Nova Scotia (CNS) or Ser- to provide advice and support vice Nova Scotia and Municipal to the departmental steward in 37

the development, implementa- • Velo Cape Breton tion and ongoing evaluation of http://www.velocapebreton.com/ the strategy. • Association of Doctors for the Advancement of Physically-active S4. Form a non-governmental Transportation team http://www.ecologyaction.ca/trax Convene a team of non-govern- • Children’s Clean Air Network mental stakeholders, including http://www.childrencan.ca/ citizens who utilize sustainable • Nova Scotia Community Based transportation, transit and dial-a- Transportation Association ride service providers, bicycle tour http://www.gov.ns.ca/snsmr/ operators, active living coordina- dialaride/join_nscbta.asp tors, representatives of sustainable • Ecology Action Centre’s Trans- transportation advocacy groups portation Issues Committee (such as Transport 2000 Atlantic) http://www.ecologyaction.ca/ and municipal planners to advise transportation_issues/transpor- and communicate with the in- tation.shtm terdepartmental team in the de- • Transport 2000 Atlantic velopment, implementation and http://www.transport2000.ca/ evaluation of the strategy. atlantic

S5. Conduct a policy review Conduct a policy review to identify provincial policies that impact sustainable transportation to ensure that these policies support rather than contradict one another and enable the development and use of sustainable transportation infrastructure and services.

Individual Actions

Join a group or initiative that promotes sustainable transportation. 38

Indicators

Establish indicators for measuring progress toward sustainable transportation 39

Current Context used transit and 9 percent walked pass and the MetroLink. or cycled (Figure 1). Modal Split Genuine Progress Index Modal split is a term used to These numbers show modest but Modal split is one of the most describe the percentage of trav- positive improvement from 2001. common sustainable transporta- ellers using a particular type of The increase in percentage of per- tion indicators; however it is only transportation. Modal split data sons who carpooled, walked and one of many factors that should on how people travel to work is cycled may be attributed to rising be considered when measuring available for Nova Scotia from gas prices, while the increase in progress towards sustainable the Statistics Canada Census. In transit is likely due to the intro- transportation. In 2007, Genuine 2006, 73 percent of Nova Scotia duction of transit programs in Progress Index (GPI) Atlantic employees drove alone to work, the Halifax Regional Municipal- published a report about Nova 11 percent carpooled, 6 percent ity such as the university transit Scotia’s transportation system. The report researchers used 20 indicators to measure the sustain- 64 ability of Nova Scotia’s transportation system. They found a movement away from sustainability; the trends for 13 of 20 indicators demonstrated a greater reliance on single occupancy vehicle trips (Table 6):

Genuine Progress Index At- lantic concludes, “the evidence clearly indicates that the current transportation system is funda- mentally unsustainable, and that many trends are actually show- ing further movement away from sustainability.” 66

Data Availability One barrier to using indicators as a tool for measuring transporta- 40

tion sustainability is the lack of transit ridership 8 percent by data available. For example Statis- 2012. Quebec has allocated $130 tics Canada has ceased collecting million over five years to realize data on urban density. this target.68 At the end of this period, results of Quebec’s modal Quebec has es- According to Genuine Progress split data will be analyzed and a Index Atlantic, new target will be set for the fol- tablished a specific Canada and Nova Scotia cur- lowing five years. 69 rently lack standardized, com- goal to increase mass prehensive, and comparable An 8 percent increase in tran- transit ridership 8 time series data on vehicle sit use is expected to reduce travel, crashes, transporta- greenhouse gas emissions, road percent by 2012. tion program expenditures, congestion, air pollution and energy consumption, travel dependence on imported fuel.70 It is estimated that patterns, transit ridership, It is estimated that the target will the target will result and other transportation ac- result in a net reduction of 28 tivities, collected at regular million litres of fuel and 80,000 in a net reduction of time intervals and suitable tonnes of greenhouse gas emis- for evaluating conditions, sions; this is equivalent to re- 28 million litres of tracking trends, comparing moving 14,000 vehicles from the fuel and 80,000 geographic areas, and other road. 71 types of analysis. 67 tonnes of greenhouse Data Collection gas emissions; this Such data is needed to assess the The United Kingdom’s Depart- effectiveness of policies in creat- ment of Transport collects a is equivalent to re- ing progress toward sustainable wide range of data on an annual transportation. basis. The data is published moving 14,000 annually in Transport Trends, vehicles from the Best Practices which provides an overview and analysis of transport and travel road. Modal Share Targets trends. The report is accompa- Quebec has established a general nied by data tables, which allows goal to increase public transit use academics and policy analysts in both urban and rural areas and to easily manipulate and analyze a specific goal to increase mass the data. Themes addressed in- 41

TABLE 6: Genuine Progress Index - Sustainable Transportation Indicators and Trends 65

Economic Indicators Trend

Note: A red down arrow indicates a movement away from sustainability; a green up arrow indicates a movement towards sustainability. 42

clude: attitudes towards trans- (50 percent), carpooling (15 per- port, freight, maritime, personal cent), transit (10 percent), walk- travel, public transport, roads ing and cycling (13 percent), rail and traffic, accidents and casu- (4 percent) and telecommuting (8 alties, and vehicles. 72 percent) (Figure 2). Separate targets should be set for urban and Provincial Actions rural areas.

I1. Monitor transportation In this scenario, between 2006 indicators and 2021, the percentage of com- Measure your Adopt and monitor a suite of muters who drive alone should environmental, social and eco- decrease 23 percent, while the transportation carbon nomic indicators, such as those percentage of commuters who proposed by Genuine Progress carpool (4 percent), use transit footprint: Index Atlantic, to measure the (4 percent), walk and cycle (4 http://www.sustain. sustainability of Nova Scotia’s percent), use rail (4 percent) and transportation system and assess telecommute (8 percent) should ubc.ca/eco-survey/ targets and related policies. In increase. These targets are pro- addition to collecting provincial vincial averages. data, data should also be collect- Calculate your cost ed for specific urban and rural The actual modal split achieved areas. Annual reviews of the in- will depend on the public’s will- of car ownership: dicators, five-year assessments of ingness to use sustainable trans- targets and related policies, and portation modes. The public’s http://www.caa.ca/ public presentation of all results willingness to use sustainable documents/2007- is recommended. modes will depend on their convenience, comfort and cost. These 04-27_Driv- I2. Establish modal split targets three factors will be determined, ingCostsBro- Establish a modal split target in large part, by the province’s that will adequately reduce Nova investment in and promotion of chure2007.pdf Scotia’s greenhouse gas emissions sustainable transportation. in the transportation sector; to a level at least 10 percent below I3. Support data collection 1990 levels by 2020. A potential To address the several gaps in modal split target is driving alone transportation data identified by 43

Genuine Progress Index Atlan- Calculate your cost of car owner- tic, work with other provinces ship: to encourage the federal govern- http://www.caa.ca/docu - ment to collect necessary data ments/2007-04-27_Driving- for measuring progress towards CostsBrochure2007.pdf sustainable transportation.

Individual Actions

Measure your transportation carbon footprint: http://www.sustain.ubc.ca/eco- survey/

73 44

Network

Create a sustainable transportation network 45

Current Context • Kings Transit, Cape Breton tation and Infrastructure Renewal Transit and Metro Transit are maintains carpool parking sites at Nova Scotia has many transpor- Nova Scotia’s three public transit major highway exits; tation assets. For example, Nova authorities; • Provincially operated ferries Scotia was one of the earlier • Acadian Lines provides bus connect Digby Neck to Long and provinces to recognize that rail- service to Digby, Sydney and Hali- Brier Islands and Chester to Tan- ways serve the public interest as a fax, Amherst and on to Moncton cook Island; transportation link, by exempting and beyond; • Four cable ferries operate in rail lines from property tax, by • Trius Tours provides bus ser- Country Harbour, Little Narrows, exempting rail from fuel tax and vice between Yarmouth and Hali- Englishtown and LaHave; by stepping in to save the Cape fax via the South Shore; • Municipally funded ferries run Breton rail line through strategic • Green Rider van shuttle offers between Halifax and Dartmouth; funding assistance. a commuter service into Halifax • Approximately 400 kilometres from Kentville and Truro; of Trans Canada Trail connect However, much of the province is • Private van shuttles run be- communities with extensive sec- not served by mass transit of any tween Sydney, Yarmouth, Halifax tions in Lunenburg, Halifax, Cum- type, including large portions of and the Halifax Stanfield Interna- berland, Colchester, Pictou, Guys- Yarmouth, Digby, Guysborough, tional Airport; burough and Inverness Counties; Cumberland, Colchester, Halifax, • Via Rail provides service be- and Victoria and Inverness counties. tween Halifax and Amherst with • Inter-provincial/international In addition, the mass transit op- stops in Truro and Springhill ferries connect Caribou to Wood tions that are available are Hali- Junction. This train also provides Island, PEI, Digby to Saint John, fax-centric, while links between service to Moncton, Campbellton New Brunswick and Yarmouth other communities, such as Yar- and Montreal with transcontinen- to Bar Harbour and Portland, mouth and Digby or Truro and tal connections beyond; Maine. Pictou, are lacking. A significant • Community-based trans- investment of both human and portation74 services operate in Travel within Nova Scotia financial resources is needed to twelve communities/counties Communities create a comprehensive sustain- – Annapolis County, Antigonish, Transit: In addition to Kings able transportation network. Cape Breton, Colchester County, Transit, Cape Breton Transit and Digby-Clare County, Halifax, Metro Transit, the Strait Area Travel between Nova Scotia Hants County, Kings County, Transit Cooperative is develop- Communities Pictou County, Truro, Windsor, ing a new public service for In- Nova Scotia has routes for public Yarmouth County;75 verness, Richmond, Guysborough transit, van shuttles, rail and trail: • The Department of Transpor- and Antigonish counties. Some 46

services also exist in Yarmouth are in the process of completing and Truro. Citizens for Public active transportation plans. Cape Transit in Lunenburg County, Breton Regional Municipal- Pictou County Unites and other ity, the Town of Bridgewater and groups throughout the province Halifax Regional Municipality are also working on transit plans have completed comprehensive for their communities. active transportation plans and Pictou County has completed a Bikeways Plan. Turning priority for buses Much of the Some people choose to use other forms of active transportation, On November 30th, 2007, Nova such as canoeing or cross-coun- province is not Scotia NDP Member of the Legis- try skiing. Skateboarding and lative Assembly, Leonard Preyra, served by mass rollerblading are popular modes introduced a Bill that if passed of transportation, particularly transit of any type, would “require vehicles to yield to with youth, however these modes a transit bus re-entering traffic if including large are generally only permitted on the bus has signaled its intention 76 multi-use trails with hard surfac- to proceed.” Preyra identified portions of es, and are illegal on both roads two reasons for tabling the legis- and sidewalks. Yarmouth, Digby, lation, the first being pedestrian Guysborough, safety and the second being a reduction in transit trip times. As Ridematching: In May 2008, Halifax Re- Cumberland, of June 2008 the Bill had not yet gional Municipality launched been passed but remains active. Colchester, HRMSmartrip.ca, a ridematching service that enables individuals to Halifax, Victoria create an online commuting pro- and Inverness file and be matched with poten- Active transportation: tial carpool partners. Yarmouth counties. Active transportation routes also has an online carpool service within Nova Scotia communi- that is run by volunteers and not ties are not as easily identified, by the municipality. Their web- but a number of communities in site can be found at http://car- Nova Scotia have completed or poolyarmouth.freeforums.org. 47

Skateboarding permitted Informal ridesharing networks exist throughout the province. On May 14, 2008, Lee Breen of Fredericton, New Brunswick surrendered to police after repeatedly violating a municipal bylaw that prohibits the Carsharing: use of skateboards on city streets and sidewalks. Breen refused to pay his Car Share HFX/ Car Share Atlan- fines saying, “I won’t pay because I believe I’m following the Fredericton tic is launching its service in Hali- Green Matters Campaign in finding alternative transportation with my fax in the summer of 2008. Car skateboard.” 77 sharing is an alternative to car ownership. Rather than owning The type of ban imposed by the city of Fredericton is common among a car and being responsible for Canadian municipalities. Most cities prohibit sliding and gliding on its maintenance, by joining a car both streets and sidewalks. However, in the Town of Wolfville, Nova share program, members can Scotia, the use of skateboards is only restricted in the downtown core. have access to a vehicle without Chapter 70 of the town’s bylaws and regulations that were passed Janu- the cost of ownership. In the long ary 1, 2001 states: term Car Share HFX/Car Share (a) It shall be an offence to use or operate a skateboard, or scooter, on Atlantic hopes to launch satellite the section of Main Street identified as “Prohibited Area 1”. operations in communities like (b) It shall also be an offence to use or operate a skateboard, or scoot- Wolfville, Antigonish and Truro. er, on the section of Elm Avenue identified as “Prohibited Area 2.” For more information, see www. Skateboarding is permitted at all other locations in the town. 78 carsharehfx.ca The use of skateboards on busy streets could be hazardous to both vehicle drivers and skateboarders but sliding and gliding could be permitted on Taxi: secondary streets without hassle to either party. Cape Breton, Queens and Halifax regional municipalities and ap- Chapter 293 of Nova Scotia’s Motor Vehicle Act gives the power to mu- proximately two-thirds of incor- nicipalities to allow scooters, skateboards, in-line skates and roller skates porated towns have some form of on municipal or town roadways that are not a highway: taxi service. The licensing scheme 172 (1) Subject to subsection (2), it shall be an offence for a person varies allowing from one vehicle upon a scooter, a skate board, in-line skates, roller skates or a device in smaller towns to 1000 vehicles prescribed by the regulations to go on a roadway except while crossing in Halifax Regional Municipality on a crosswalk or unless on a roadway authorized by the Minister. (610 in Halifax, 200 in Dartmouth, 172 (2) The council of a city or an incorporated town may exempt and 190 in the former County). from subsection (1) any roadway within that city or town that is not a Rural municipalities, with the ex- highway to which the Public Highways Act applies. 79 ception of Kings County, do not license taxi operations. Therefore, 48

residents must rely on taxi service rights tribunal mandated that from nearby towns, leaving large each service provider maintain a rural sections of the province certain number of accessible cabs without consistent taxi service. on the road 24 hours a day. Many of the smaller town operations do not provide evening ser- Best Practices vice on weekdays or weekends. Walking and bicycling Only Halifax Regional Munici- Adopted in 1995, Quebec has the pality and the Town of Stewiacke most advanced cycling policy, provide for wheelchair accessible Politiques sur le Velo, and has taxi registration. Halifax Regional the highest investment in bicycle Skateboarding Municipality currently has two transportation infrastructure accessible taxis. There is demand among the Canadian provinces. and rollerblading are for more accessible taxis and if a The province’s coordinated eﬀort popular modes of driver is willing to give priority has resulted in the develop- to passengers with physical dis- ment of a comprehensive 4,000 transportation, par- abilities, licenses are available. kilometre provincial cycling net- However, because accessible taxis work, including bike paths and ticularly with youth, are not restricted to a certain designated shared roadways. La however these modes area, drivers feel obligated to pick Route Verte is now recognized by up passengers with disabilities National Geographic Society as are generally only even if it means traveling long the top cycling destination in the distances without a passenger on world. In 2000, La Route Verte permitted on multi- board. The ﬁnancial costs of fuel cyclists spent a total of $95.4 mil- use trails with hard consumed and wear and tear on lion, corresponding to approxi- the vehicle do not outweigh the mately 2,000 jobs, revenues of surfaces, and are driver’s desire to make life easier $15.1 million for the Government illegal on both roads for a client with a disability. There of Québec80 and an annual return is no clear answer on how to deal on investment for La Route Verte and sidewalks. with this problem. Municipali- of 108 percent. 81 ties across Canada struggle with assuring that accessible service is More recently, Transport Quebec provided. In the city of Edmonton, committed to investments in Alberta, the province’s human walking and cycling in the Quebec 49

Public Transit Policy: harm the environment. In expenditures and $4.0 million for Walking and cycling must this regard, the government operating costs. 87 be treated as a component intends to favour these forms of a Quebec policy on public of travel and encourage as Carsharing transit ... walking and cycling many people as possible to The Nelson Carshare Co-op in are the only clean modes of adopt them. 82 British Columbia, serves Nelson transportation that do not Funding will go to urban cities (population 9,258), Revelstoke and small towns for the develop- (population 7,500) and Kaslo ment of safe and efficient bicycle (population 1,072) with a total of Public Bicycles and pedestrian networks and im- 11 vehicles. Founded in 2000, the proved intermodal connections, cooperative has 100 members and including bicycle-bus, bicycle- plans to expand to Fernie, Golden Public bike programs exist all over 88 the world, primarily in Europe taxi, bicycles aboard commuter and Kimberley, B.C. trains and ferries and bicycle and the United States, and are 83 considered the public transit of racks in stations. Rural Transport Service bicycles. The central concept is To better serve rural areas with free or low-cost access to bicycles Intercity Passenger and Parcel sparse populations, Quebec infor transportation in the city.84 Service vests in the pooling of existing The city of Paris, France devel- The Saskatchewan Transporta- transportation services at the re- oped Velib (short for vélo liberté, tion Company (STC) is a crown gional level, including paratransit meaning bicycle freedom), a self- corporation that was founded vehicles, school buses, medical service “bicycle transit system” in 1946. It has 28 routes, serves transport, taxis, carpooling and that allows members to pick up 275 communities and carries ap- volunteer drivers. Through this proximately 275,000 passengers approach, Quebec aims to pro- a bicycle at (and return it to) any 86 one of 1450 stations throughout annually. Busier routes serve to vide “regions with tools that will the city. There are 20,000 Velib balance out the costs incurred by allow them to identify their public bikes in total. For the privilege of routes serving more isolated and transit needs more clearly and smaller locations. STC passenger focus efforts in the context of a access to one of the well-main- 89 tained Velib bikes, users purchase vehicles also provide a parcel de- broader vision.” Rimouski’s taxi- a daily, weekly or annual card, livery service which helps to offset bus is an example of a service that after which the first half hour of costs of routes with lower rider- has benefited from the province’s riding is free. Additional time ship. The province provides STC support. Liability issues are not costs 1 to 4 euros. 85 with capital and operating grants. a factor because of Quebec’s no- For example, in 2006 the province fault vehicle insurance program. invested $4.2 million for capital 50

Rails with Trails

Rail transport is far more fuel-eﬃcient than road transport and a revival of rail transportation for freight and passenger service will be necessary to help reduce the production of greenhouse gas emissions. Currently, there are active volunteer trail organizations throughout the province convert- ing rail corridors to trails. Unfortunately, and ironically, this could pit rail and active transportation against each other. Combining rails with trails is one solution for facilitating both active and rail transportation within a rail corridor. An example of a successful rail with trail corridor exists in Dartmouth, Nova Scotia. Other successful examples exist in Ontario and Quebec. The combination of rail with trails is ideal because it combines two sustainable modes of transportation in one corridor.

Chapter 293 of Rail treal, Maine and Atlantic (MMA) Nova Scotia’s In partnership with the federal railroad shortlines. 90 Motor Vehicle government, Quebec invests in the rehabilitation of secondary Provincial Actions Act gives the power freight and passenger railway lines. Transport Quebec will cost N1. Create a provincial bicy- to municipalities to share with shortline rail compa- cling network allow scooters, skate- nies for amounts up to $5,600 Develop and maintain a prov- per kilometre for improvements ince-wide bikeways network that boards, in-line skates to rail infrastructure, such as re- includes on-road bicycle routes placing rail ties or constructing and oﬀ-road bicycle paths. Wide and roller skates on sidings. Funding from Transport shoulders on all roads carry- municipal or town Quebec supports over a dozen ing more than 2000 cars per day shortline railways, including the should be integrated into road 162 roadways Ottawa Central Railway. In 2008, paving plans. The bicycle net- Quebec announced a $6 million work should include intermo- investment in a project to restore dal links, such as bicycle racks on the St. Lawrence and Atlantic public and private transit as well (SL&A) railroad and the Mon- as bicycle facilities on trains and 51

ferries. The bikeways network N3. Develop intercity transit, the installation of supporting in- should be well marked with di- rail and ferry network frastructure, such as bike racks, rectional signage, share the road Invest in an intercity public trans- “Share the Road” and directional signs and route delineation and portation network, that includes signs, rest stops with benches, should become an integral part passenger rail service between washrooms and lighting. As well, of the transportation system in major communities such as New provide incentives for innovative Nova Scotia. Bikeways linkages to Glasgow, Truro and Halifax, ferry transportation options, such as other Atlantic Provinces and New systems with frequent connec- carsharing. England States should also be tions across Nova Scotia harbours, established. Roadway paving or frequent, express inter-regional N6. Support pooling of services repaving projects should include transit service, and shuttle servic- Support rural municipalities and the incorporation a bike lane. es connecting rural residents on regions in optimizing and inte- secondary roads to ferry, coach grating existing public transporta- N2. Complete provincial trail and rail terminals. tion services, such as empty seats network on community-based transporta- Complete a provincial trail N4. Invest in public transit tion vehicles, seniors’ buses and network, which provides con- Support urban, suburban and school buses. This may require nectivity within and between rural municipalities in the provi- changes to current insurance and communities, and is accessible sion of frequent, reliable, acces- liability policies. for bicyclists, walkers, horseback sible public transit service within riders and cross-country skiers. and between communities, in- N7. Facilitate multi-purpose Sections of a provincial trail cluding dial-a-ride, taxibuses and services network, especially those which carsharing services. 91 Identify and support opportunities pass through towns and cities, should be paved for skateboard- N5. Provide incentives for ing, rollerblading, scootering active and innovative transpor- and wheelchair use. To reconcile tation conﬂict between motorized and Provide incentives to munici- non-motorized users, separate palities for the development of trails should be developed for active transportation, includ- motorized users, especially for ing the construction and main- sections of the trail, which pass tenance of sidewalks, bicycle through communities. lanes, neighbourhood footpaths, pathways for kids to skateboard, scooter, rollerblade and bike and 52

to integrate services such as using of sustainable transportation. For courier and mail vehicles to carry example, under the Motor Vehicle passengers, adding passenger cars Act, it is illegal to skateboard on to fast freight trains and using pas- roads and streets. senger buses for parcel delivery. N9. Remove insurance barriers N8. Identify and change policy Eliminate insurance barriers to barriers all sustainable public transport Identify and change policies that operators, including rail, ferry and inhibit the development and use bus as well as active transportation

Only Halifax Air travel: myth and reality

Regional A report by Climate Action Network Europe debunks some commonly Municipality held beliefs about air travel. One myth is that per passenger kilometre, air travel is more climate-friendly than travel by vehicle. In reality, the carbon and the Town emissions from air travel are two to ten times greater than that of ground transport.92 The David Suzuki Foundation adds, “Burning jet fuel also re- of Stewiacke leases water vapour, nitrous oxides, sulphate, and soot. Aircraft emissions provide for wheel- trigger the formation of contrails (condensation trails), and contribute to the formation of cirrus clouds.”93 These clouds affect the amount of chair accessible taxi heat that is trapped within the lower atmosphere. This makes night-time flights worse for the environment than daytime trips because during the registration. day contrails also reflect sunlight away from the earth. 94 Halifax Regional Short-haul flights are worse offenders per passenger kilometre than trans- Municipality atlantic because the most polluting portions of the trip are in takeoff and landing. The most climate friendly means of transportation are travel by currently has two coach and passenger rail.95 accessible taxis. Other myths of air travel are that the aviation industry continues to increase its fuel efficiency and that the economic contribution of aviation exceeds its impact on climate change.96 53

groups, by extending provincial and rural economic development. technologies like ultralight rail insurance coverage include gener- Initiatives may include rail station and promotional partnerships al liability, carrier liability, luggage rehabilitation for multiple uses as a with Business Improvement Com- liability and directors’ liability. catalyst to town-centre revitaliza- missions, Boards of Trade and tion, re-establishment of bus stops Chambers of Commerce. N10. Promote rural economic in small town centres, ecotourism development development where trailheads in- Individual Actions Identify and promote synergy be- tersect with rail and bus service, tween sustainable transportation local testing of environmental Use intercity coach, rail and shuttle services to travel within Nova Scotia: Freight • Via Rail http://www.viarail.ca/ • Acadian Lines The Ecology Action Centre’s Green Mobility Strategy focuses on the http://www.smtbus.com/ movement of people. However, we recognize that the movement of freight • Trius Tours also contributes to the production of greenhouse gases and exacerbation http://www.peisland.com/trius- of climate change. If the province is to meet its climate change targets, tours/ as outlined in the Environmental Goals and Sustainable Prosperity Act it Brag about your experience to will have to examine the freight hauling practices within its boundaries your friends and colleagues! and make appropriate modiﬁcations and regulation changes. Encourage visiting friends and The U.S. Department of Energy reports that trucks hauling goods use family to use available coach, rail up to eleven times the fuel of rail. A single freight train can take up to and shuttle services by purchas- 280 trucks or 1,100 cars oﬀ of the highway. Without rail as an option, ing their tickets instead of driving freight shippers would have to put 50 million additional trucks on the to pick them up. roadways.97 These additional trips would damage Nova Scotia’s publicly Plan a cycling trip to Quebec to funded highway system. Although the cost of constructing one kilome- experience La Route Verte http:// tre of rail and one kilometre of truckway are approximately equal, the www.routeverte.com/rv/ang/ public bears the cost of maintaining highways, so the trucking industry index.lasso essentially receives a public subsidy. On the other hand, the rail industry is responsible for the maintenance of the railways, and receives no subsidy from public money. This imbalance needs to be addressed to facilitate increased use of rail for freight movement and to enable Nova Scotia to achieve its climate change commitments. 54

Land Use

Integrate land-use planning into municipal and provincial policy to achieve transportation energy eﬃciency 55

Current Context the endangered mainland moose. in the 1990s in reaction to urban Urban density (people per square sprawl. Applied in combination, In its 2007 analysis of the full kilometer) is decreasing. Between smart growth principles, such as costs of transportation in Nova 1971 and 1996 Canada’s average mixed land use and compact build- Scotia, Genuine Progress Index urban density decreased by 23 ing design, result in communities Atlantic identiﬁed a series of in- percent. During the same period with smaller ecological footprints, dicators with which to measure Nova Scotia’s urban density di- healthier citizens, vibrant local the sustainability of Nova Scotia’s minished by 36 percent, one of the economies and reduced infra- transportation system. Four of sharpest declines in the country.99 structure costs. Halifax Regional these indicators relate particular- This led to a decline in the number Municipality incorporated smart ly to land-use and transportation of people who have convenient growth into its Regional Planning energy eﬃciency (Table 7): access to public transit. Although Strategy which will guide devel- average commuting distance de- opment until 2020. A nodal ap- Three of the four indicators clined from 8.3 to 7.8 kilometres, proach to development is central show a movement away from Nova Scotia still has “the second to the plan; nodal development sustainability. The space taken longest commute distance of any is compact, intentional develop- by transport facilities, measured Canadian province or territory.”100 ment, in contrast to sprawling, as road density, is increasing, re- dispersed development. Over sulting in further fragmentation Smart Growth the life of the plan, it is estimated of habitat and declining large Smart growth is an approach to that this approach will save the vertebrate populations, such as community planning developed municipality $250 million in

7: 98

direct costs such as road con- rollerblading, skateboarding and struction, water and sewer ser- scootering are safe, enjoyable vices and waste management.101 and convenient foster a healthier population. Health and Land-Use The structure of our built envi- Investments in active transpor- ronments is a factor in our health tation modes, particularly walk- and well-being. Specifically, “the ing and cycling infrastructure, built environment can impact the yield savings for the health care risks for heart disease and stroke system. Obesity costs the pro- Between 1971 and affects how we travel, how vincial health care system $120 physically active we are, levels of million per year, equivalent to 7 and 1996 air pollution and rates of obesity percent of the provincial health among Canadians.”107 Commu- budget.108 The rate of obesity is Canada’s nities where walking, cycling, increasing. As of 2000, 38 percent average urban density decreased by Smart Growth Principles 23 percent. The major principles of smart growth include:102 During the same period Nova • Directing development toward existing communities • Mixing land uses Scotia’s urban • Creating a range of housing opportunities and choices • Taking advantage of compact building design density diminished • Creating walkable neighborhoods by 36 percent, • Providing a variety of transportation choices • Preserving farmland, open space, natural beauty and critical one of the sharpest environmental areas • Making development decisions predictable, fair and cost effective declines in the • Fostering distinctive, attractive communities with a strong sense country. 163 of place • Encouraging community and other stakeholder collaboration 57

Complete Streets

Complete streets are inclusive streets designed for a variety of users that include more than just vehicles. The Complete Streets Organization writes: “[Complete streets] ensure streets don’t create barriers for children, disabled users, older persons, or those who do not drive. They make sure that roads are designed and updated to allow everyone to travel safely. ”103

In the United States, more than 50 jurisdictions have already adopted complete streets policies. Now there is a movement to make complete streets a national policy. In March of 2008, the Complete Streets Act of 2008 was put before the U.S. Senate. In May it was put before the U.S. House. If passed, the bill “would make sure that roads built and improved with federal funds safely serve everyone using the roadway - including pedestrians, people on bicycles or those catching the bus, as well as those with disabilities”.104 Creating pedestrian-friendly streets, which includes sidewalks, raised medians, better bus stop placement, traﬃc-calming measures, and treatments for disabled travelers, has many beneﬁts, including: • Creating opportunities for non-drivers, including children and seniors, to be a part of the community • Reducing the risk of fatality and injury to pedestrians by up to 28 per cent. 105 • Encouraging healthy lifestyles. Nearly 43 per cent of people with safe places to walk within 10 minutes of home meet recommended activity levels. Only 27 per cent of those without safe options meet that same standard. 106

of Nova Scotian adults were over- ity Act, passed in 2007, regulates standards, there is no reference weight compared to 18 percent in greenhouse gas emissions. The to sustainable transportation or 1985 – an increase of 20 percent stated goal is to reduce emissions land use planning. Movement over 15 years.109 This trend may 10 percent below 1990 levels by towards sustainability requires be worsening: between 2001 and 2020. This target is in accordance the close integration of land use 2005 physical activity levels of with the target established by and transportation planning. Pre- grade 11 boys decreased from 13 the New England Governors and dominant land use practices en- percent to 10 percent and for girls Eastern Canadian Premiers Cli- courage dispersed development from 7 percent to 0.6 percent. 110 mate Change Plan. 111 which increases the distance between destinations, encourages Sustainable Prosperity Act While the Act includes speciﬁc vehicle ownership and operation Nova Scotia’s Environmental reference to the implementation and limits transportation op- Goals and Sustainable Prosper- of California vehicle emission tions. The way cities and towns 58

are designed directly impacts There are two main references to how much energy is used. In com- transportation in the MGA. The munities where opportunities to first is clause 54, which states, work, shop, and play are within “Every regional transit author- walking or bussing distance citi- ity is dissolved and its assets and zens use cars less often. As stated liabilities are vested in the mu- by Smart Growth America, “land nicipality that established it.”114 use comes first, then transporta- This clause reflects a service tion. You build the transportation exchange that occurred in 1998, network to serve the kind of de- which gave responsibility for velopment pattern you want. You social services to the province don’t just build roads and watch and responsibility for transit to what happens.” 112 municipalities. As a result of this service transfer, transit systems Municipal Government Act in Pictou County and Yarmouth The Nova Scotia Municipal stopped operations, due to a lack Government Act (MGA) guides of funding and a lack of coordi- municipal operations, including nation among municipalities. land use planning. The Municipal These communities are still suf- Government Act gives authority fering from the consequences of Obesity costs the to municipalities to plan land use the service transfer. within municipal boundaries. The provincial health care MGA, passed in 1999, falls under The second reference to trans- the mandate of Service Nova Scotia portation in the MGA is clause system $120 mil- and Municipal Relations. The 55, which states: “a municipality lion per year, equiva- MGA details the required content may provide a public transpor- for municipal plans, but does not tation service.”115 This means lent to 7 percent of require municipalities to create that if a municipality wants to the provincial health plans or planning departments. finance transit it may; however, Therefore, some municipalities it is under no obligation to do so. 164 budget. have plans that only address small The current deficit in municipal geographic areas or specific issues, transportation services should such as in Pictou and Clare, rather encourage the province to fund than having a comprehensive land- and support municipal public use strategy.113 transportation initiatives. 59

Though the MGA includes some these may need to be strength- planning principles (Table 8). statements of provincial inter- ened in order to reﬂect a ﬁrmer est related to land-use planning, commitment to smart growth

TABLE 8: Municipal Government Act: Selected Statements of Provincial Interest 116 Agricultural Land Goal - To protect agricultural land for the development of a viable and sustainable agriculture and food industry Smart Growth - Aims to protect farmland by limiting and focusing development Basis - The preservation of agricultural land is important to the future of Nova Scotians - Agricultural land is being lost to non-agricultural development - There are land-use conflicts between agricultural and non-agricultural land uses Infrastructure Goal - To make efficient use of municipal water supply and municipal wastewater disposal systems Smart Growth - Encourages compact implementation of expensive infrastructure Basis - All levels of government have made significant investments in providing municipal water supply and municipal wastewater disposal infrastructure systems - Unplanned and uncoordinated development increases the demand for costly conventional infrastructure Housing Goal - To provide housing opportunities to meet the needs of all Nova Scotians Smart Growth - Encourages a range of housing options which is an important component of community resiliency and vibrancy Basis - Adequate shelter is a fundamental requirement for all Nova Scotians - A wide range of housing types is necessary to meet the needs of Nova Scotians 60

Municipalities must consider preserve farmland, open space, these statements when develop- natural beauty and critical envi- ing their plans and indicate how ronmental areas.119 Nova Scotia their plan is consistent with the has approximately 1.1 million statements or justify why they hectares of class 2 and class 3 soil. have not complied with the state- This does not account for lands ment. However, these statements which may already be lost due to only apply if a municipality has development. A draft document opted to develop a plan. 117 by Genuine Progress Index Atlan- tic reports “since the mid-1970’s Integrated Community total land in crops and pasture Sustainability Plans in Nova Scotia has declined by In 2005, the federal government about 10 percent.”120 40,000 hect- allocated gas tax revenue to mu- ares or approximately 13 percent nicipalities for infrastructure in- of cropland are underutilized in vestment, such as public transit, Nova Scotia. In a 2008 discussion roads and community energy sys- paper, The Department of Energy For the equivalent tems.118 The federal government suggested that this underutilized cost of one-quarter chose to distribute this funding land may provide an opportunity through the province. In order for growing plant matter to be tank of gas per to receive funding the province used as biofuel. 121 requires that municipalities com- person per year, plete Integrated Community Sus- The demand for farmland for Nova Scotia’s tainability Plans (ICSPs) by 2010. biofuels is increasing as the need The ICSPs must include a 20 to to ﬁnd alternatives to fossil fuels government can 30 year vision for the community is recognized. Simultaneously, that addresses environmental, pressure for urban development quadruple its contri- social, cultural and economic on working farmland may in- bution to sustainable issues. The ICSPs provide an crease as population increases ideal opportunity to incorporate and people continue to desire to transportation. sustainable transportation into live in a rural setting. However, as long-term municipal plans. Nova Scotians’ currently obtain only 7.2 per cent of their food Farmland from local sources (down from 10 One smart growth principle is to per cent in 1991)122 , it is recom- 61

mended that underused farmland 2020 plan, which commits to Child and Youth Friendly Land is allocated to local food produc- a $17.5 billion investment in Use and Transport Planning tion not for development or bio- rapid transit systems for the Guidelines fuel production.123 By allocating Greater Toronto Area over 12 The Centre for Sustainable Trans- underused farmland to local food years.125 Municipalities will portation has developed Guide- production, government can also be expected to integrate lines that can be implemented to contribute to reducing emissions walking and cycling into their create healthier communities for caused by importing food and transportation planning. children and youth – thus con- to improving the local farming tributing to healthier communi- 2. Intensification: Munici- economy in Nova Scotia. ties for all. The Guidelines have palities are required to ac- been endorsed by the Ontario commodate at least 40 per- Best Practices Professional Planning Institute cent of new residential units and are being incorporated into in existing built-up areas. In- many Ontario municipal plans. Places to Grow Act creasing density will result in In 2006, Ontario created the Similar guidelines have been de- faster, more frequent transit Places to Grow Act, marking the veloped for Nova Scotia. The doc- service; therefore, transit will first time that province has taken ument outlines the adverse health be more attractive to current a long-term approach to growth impacts of motorized transporta- and potential users. In addi- and development. The goal of the tion on this vulnerable sector of tion, Ontario is introducing a act is to prevent urban sprawl the population and details plan- financial incentive, on a pilot and create complete communi- ning guidelines that fall within project basis, that will assist ties, where a range of services, the jurisdiction of provincial and in the development of former such as housing, schools, shops municipal government, as well as industrial lands and infra- and employment are located in school boards. The Guidelines are 124 structure in effort to increase one neighbourhood. 126 available at http://cst.uwinnipeg. community density. ca/completed.html Transportation, intensification 3. Conservation: The Green- and conservation are three focus belt, 1.8 million acres of Mandatory Development areas of the Places to Grow Act. environmentally sensitive Charges 1. Transportation: In 2006, heritage and farmland, will be In Portland, Oregon, the city im- $838 million was invested in protected by focusing popu- poses a charge to all new prop- transit projects in the Greater lation growth in cities and erty development for “capacity Toronto Area by the provincial towns outside of this Green- increases for parks and recreation government. This investment belt area. facilities.”128 It is not a tax, rather was through the MoveOntario a charge that supports a specific 62

As of 2000, 38 percent of Brownfield Redevelopment Incentives Nova Scotian Ontario’s Community Improvement Plan (CIP) supports municipalities in providing direct incentives to developers for tackling development on adults were over- brownfield sites: weight compared Financial incentives may include grants and/or loans to assist with fea- sibility studies, municipal fees and eligible costs. A CIP also permits to 18 percent in a municipality to provide a tax increment equivalent grant, which is equivalent to all or part of the incremental increase in the municipal 1985 – an in- portion of the property taxes resulting from improvements, rehabili- crease of 20 per- tation, remediation and redevelopment of a property. 127 cent over 15 years. This trend funding purpose. This type of concentrate school development may be worsening: charge could be applied in Nova in areas close to population cen- Scotia to support a fund for mu- tres and provide more opportu- between 2001 nicipal active transportation nities for children and youth to infrastructure, or protection of walk, bicycle, skateboard, scoot and 2005 physi- greenbelts surrounding munici- or rollerblade to school. 129 cal activity levels palities. While imposed mandatory development charges may • Maryland eliminated mini- of grade 11 boys impact municipalities’ abilities to mum acreage requirements for attract business, a system of con- schools and focuses on investing decreased from 13 sistent, purpose-specific develop- in existing schools rather than percent to 10 per- ment levies could be a good source constructing new ones. of funding to help municipalities • Maine instituted a maximum cent and for girls improve sustainable transporta- site size. The state will not fund tion infrastructure and service construction for schools that from 7 percent to and help the province reach its exceed the maximum size; fur- 0.6 percent. sustainability goals. ther, the state requires that new school sites be located in desig- School Siting nated growth areas. A number of American states have • California offers grants and adopted policies, which work to tax incentives to encourage the lo- 63

cation of schools in places that are palities to identify current density to fully incorporate transporta- consistent with efficient growth levels and define targets; tion efficiency into land-use principles, such as schools built • Requiring completion of mu- planning. The Integrated Com- on redeveloped industrial sites. nicipal plans that include community Sustainability Plans, due • New Jersey recommends that prehensive land use planning and by 2010, are an ideal opportunity school siting be integrated into transportation components in for the province to achieve this. the municipal planning process. order to receive related provincial funding. This may require a P3. Study financial incentives Provincial Actions commitment from the provincial and (dis)incentives government in order to fund the In collaboration with the Union P1. Strengthen the Municipal development of these plans; and, of Nova Scotia Municipali- Government Act • Developing a policy, that re- ties, the Nova Scotia Planning In collaboration with municipali- quires the province to abide by Directors Association, and/or ties, strengthen the current land municipal plans. The province the Atlantic Planning Institute, use planning and transportation should work closely with mu- conduct a study to identify and content of the Municipal Gov- nicipal officials to ensure that its prioritize a range of financial ernment Act to encourage more plans, for example, with respect incentives and/or disencentives compact, multi-use communities to highway off/on ramp construc- that the provincial government which in turn will help Nova Scotia tion and school siting, comple- could implement to promote realize its greenhouse gas reduc- ment and reinforce municipal smart growth at the municipal tion commitments in the Sustain- plans for land use and transporta- level. The study should focus able Prosperity Act. Components tion energy efficiency. on how effective these financial of a strengthened Municipal means will be to encourage smart Government Act could include: P2. Provide transportation sup- growth and consequently make • Incorporating a provincial port for the Integrated Com- sustainable transportation more statement of interest requiring munity Sustainability Plans viable. Potential tools include a municipalities with planning strat- Support municipalities in the in- fee for development of land that egies to maximize energy efficien- corporation of sustainable trans- is not already built up and tax cy through the integration of land portation best practices in their incentives for the development of use and transportation planning. Integrated Community Sustain- vacant land in town and city cen- The Nova Scotia Department of ability Plans. Given the relationship tres.131 The province could reim- Energy included this recommen- between transportation-related burse municipalities for tax rev- dation in its 2001 strategy; 130 energy use and land-use planning enue lost due to such incentives. • Creating density target guide- it is critical for the province to lines and requesting munici- work closely with municipalities 64

P4. Develop a farmland policy Learn how land use planning im- Develop a farmland policy that pacts your health: prioritizes the use of farmland for http://www.heartandstroke.com/ food production over the produc- site/c.ikIQLcMWJtE/b.3820627/ tion of plant matter for biofuels. k.DB5D/The_built_environ- ment_physical_activiy_heart_ P5. Legislate mandatory devel- disease_and_stroke.htm opment charges Calculate the walkability of your Legislate province-wide, pur- neighbourhood: pose-specific, mandatory devel- http://www.walkscore.com/ opment charges. Development charges can be levied by municipalities on developers, and rev- “Land use comes enues directed towards projects first, then transporta- that contribute to the community, such as sustainable trans- tion. You build the portation, affordable housing, parks and public art. However, if transportation net- only one municipality levies such work to serve the kind charges there is a risk that developers will move to a neighbour- of development pat- ing municipality where there are no development fees. Therefore, tern you want. You provincial legislation is needed don’t just build roads to help create an even playing field between municipalities. and watch what happens.” Individual Actions -Smart Growth Read the Canadian Mortgage and America Housing Corporation pamphlet on criteria to consider when choosing where to buy a house: http://www.cmhc-schl.gc.ca/en/ co/buho/sune/index.cfm 65

Awareness

Increase public awareness about sustainable transportation 66

Current Context Best Practices

There are a number of education Centralized Transportation and outreach programs in Nova Website Scotia that focus on various as- Centralized transportation web- pects of sustainable transporta- sites provide a one-stop information, including active transportation resource for an individual tion, vehicle efficiency and food who is interested in traveling in miles – the distance food travels an area. These websites are useful from the time of its production for both residents and tourists. until it reaches the consumer The sites include information (Table 9). on all transportation services, routes, schedules and fares. So- Still lacking however, is adequate phisticated trip planning websites To promote publicity and communication allow a user to enter their origin Charlottetown’s about sustainable transportation and destination and automatically services and infrastructure that generate travel options. new transit system, already exist and province-wide safety education for both motor- Carpool Matching the transit authority ists and non-motorists on sharing Carpool matching services allow offered a free transit the road. individuals to securely create an ride to grade 7 and 8 students. The Publicity of existing services needed students learned how When the Ecology Action Centre’s (EAC) sustainable transportation to board the bus, read project booked a trip to Mahone Bay, the Bed and Breakfast operator was surprised to learn that Trius Tours offers bus service from Hali- the schedule and ap- fax to Mahone Bay, “I’m in the tourism industry and I don’t know,” she exclaimed. When confirming EAC’s participation at a biofuel confer- propriate etiquette. ence at the Nova Scotia Agricultural College in Truro, the organizer was surprised to hear that staff would be arriving by train, “There’s a train service to Truro?” she asked. 67

TABLE 9: Education and outreach programs related to sustainable transportation Program Activity Organization Active Transportation Active & Safe Routes to School (ASRTS) Coordinates Walk to School Month and Neighbourhood Ecology Action Centre Pace Car program; conducts school travel planning; and publishes Walking and Wheeling Quarterly. http://www.ecologyaction.ca/asrts/

The Bike Hub Refurbishes old bikes and gives them away. Ecology Action Centre Provides bike maintenance instruction.

CAN-BIKE Courses on all aspects of cycling safely on the road; Bicycle Nova Scotia for recreational and utilitarian cyclists.

Pathways for People A public resource website dedicated to active transportation. Nova Scotia Health http://www.pathwaysforpeople.ca/ Promotion and Protection Recreation Nova Scotia

Access Awareness Week Brings accessibility issues to the public through press Nova Scotia League conferences, forums, concerts and roundtables. for Equal Opportunities

Commuter Challenge A national program that encourages Canadians to walk, Better Environmentally cycle, use transit or carpool instead of driving alone to work. Sound Transportation http://www.commuterchallenge.ca/

Heart and Stroke Walkabout A provincial campaign to create a culture of walking Heart and Stroke in Nova Scotia. http://www.walkaboutns.ca/about.aspx Foundation

Heart and Stroke An eight week program designed to encourage participants Heart and Stroke Make a Move! Move More! to lead healthier, more active lifestyles. Foundation http://www.heartandstroke.ns.ca/

Vehicle Eﬃciency Children’s Clean Air Network An anti-idling campaign. Volunteer initiative http://www.childrencan.ca/

Drive Wiser Provides information to help Nova Scotians buy, maintain Conserve Nova Scotia and drive their cars to increase fuel eﬃciency. http://www.drivewiser.ca/ continued... 68

online commuting profile and home address, work address and then be matched with potential work hours to find others who carpool partners. The success of live and work near them and who ridematch services depends on have similar schedules. The pro- effective promotion and a large gram is operated by the regional pool of participants to facilitate planning association of Cumber- more matches. HRM launched land County, and has been run- an online ridematching service ning since 1994. in 2008 called HRM Smartrip. Features of the service include School programs ridematching as well as transit, To promote Charlottetown’s bicycle and walking buddy- new transit system, the transit matching. authority offered a free transit ride to grade 7 and 8 students. In Maine, the Department of The students learned how to Take a CAN- Transportation and Turnpike board the bus, read the schedule Authority fund a statewide com- and appropriate etiquette. Also, BIKE muter services program called Charlottetown Transit partnered course. Contact GoMaineCommuter Connec- with Queen Charlotte Junior tions. The program offers carpool High School and Staples Busi- Bicycle Nova and vanpool ridematching, infor- ness Depot to develop a program Scotia to find out mation on transit, intercitybus, that encourages students to use ferry and rail service, park and Charlottetown Transit for extra- about CAN- ride lots, walking and bicycling curricular travel: BIKE courses routes and emergency ride home For every student who uses guarantees – free taxi ride or the transit system for school being offered in your rental car home in the event of an related extra-curricular activities, Charlottetown emergency. Commuters can reg- Transit donates $0.50 of the area: ister and get information on the $2.00 bus fare to the school. website (http://www.gomaine. www.bicycle.ns.ca The school uses $.25 to help org/index.html) or through the enhance extracurricular GoMaine toll free telephone ser- programs and to establish vice. The database uses a person’s a green courtyard at the 69

TABLE 9: Education and outreach programs related to sustainable transportation (continued) Program Activity Organization

Public Transportation Rural Transit Toolkit Examples and best practices for obtaining funding Transport 2000 Atlantic for rural public transportation services Rural Transit Planning Guidelines Information and worksheets to help rural communities Halifax Regional Municipality plan for local and feeder transit/paratransit services.

Food Food Miles Public education on the impacts of our food choices, Ecology Action Centre particularly the “food miles” traveled. http://www.ecologyaction.ca/food_action

Select Nova Scotia Campaign Campaign to promote the purchase of local food, Department of Agriculture in order to reduce “food miles” traveled. http://www.selectnovascotia.ca/

school and donates $.25 to address all trips originating from Share the Road Campaigns the local food bank. Students each home, not just the work Share the road campaigns aim to also receive a ballot from the commute trip, and provides in- increase awareness of and respect driver every time they ride formation to meet a household’s for cyclists’ rights on the part of the Charlottetown Transit specific travel needs. The initial motorists, and to educate cyclists for extra-curricular travel for pilot project involved approxi- on road rules. With support from a monthly prize draw of $20 mately 600 people and resulted the Maine Bureau of Highway worth of school supplies.132 in an increase in walking (9 Safety, the Bicycle Coalition of percent) and public transit use Maine has implemented a bicycle Individualized Trip Planning (12 percent) and a reduction (8 safety question on the Maine Run by Translink, the transit percent) in car trips. Translink’s Driver Exam, developed a train- authority of the Lower Main- program is based on similar pro- ing session for Driver Education land in British Columbia, the grams that have been successful Instructors on teaching new driv- TravelSmart program is a social in Europe, Australia and the ers to share the road, and devel- marketing program, which aims United States. oped share the road television to reduce car travel. TravelSmart advertisements and radio public targets individual households to service announcements. 70

Provincial Actions A3. Create a share the road campaign A1. Create and promote a cen- Develop and implement a prov- tralized transportation website ince-wide share the road cam- Develop, maintain and market paign to encourage increasing a transportation services web- acceptance and use of active site, including information on all transportation. Use various media transportation services, routes, and messages to inform both mo- schedules and fares in Nova torists and active transportation Scotia- public transit, intercity users about safety protocol and bus and rail, carpooling, carshar- etiquette for sharing the road. ing and active transportation. Data could be collected from A4. Support existing education user-searches to assess demand programs for trip routes and times. Promote and invest in existing education and outreach programs A2. Create and promote a to encourage a transition to sus- carpool matching service tainable transportation modes Subscribe to and promote an and to increase driver awareness online carpool matching service of fuel eﬃciency. Not only does buy- for the province. Possibilities to build on the existing Halifax A5. Designate an employee to ing from local food Regional Municipality carpool build capacity website should be explored Designate a government employ- sources reduce one’s in order to minimize confu- ee to facilitate networking and carbon footprint, it sion and duplication. Support capacity-building between vari- the carpool matching service ous transportation organizations can also have a posi- by improving existing carpool in the province. tive effect on the local parking lots maintained by the Department of Transportation A6. Assist school boards to economy. and Infrastructure Renewal. For develop active transportation example, install safety features policies such as lighting and emergency Promote and facilitate active phones and provide timely snow transportation by encouraging removal. school boards to develop policies 71

that enable active travel modes. This would involve educating school board staﬀ and members.

Individual Actions

Learn about existing education and outreach programs by visiting the websites listed in Table 1. Take a CAN-BIKE course. Con- tact Bicycle Nova Scotia to ﬁnd out about CAN-BIKE courses being oﬀered in your area: www.bicycle.ns.ca

Buy local

Buying local does not simply mean supporting the corner grocery store; it means choosing local produce and foregoing some of the exotic fruit that is now commonplace in the supermarket. Though mangoes and cum- quats, or even oranges and bananas, have become staples of the North American food experience the consequences of having these foods on our plates are detrimental to the environment.

The Sierra Club of Canada states that, “the long-range transport of food has a signiﬁcant impact on climate change and the amount of air pollutants released into the atmosphere. In Canada alone, the transportation sector accounts for one quarter of Canada’s greenhouse gas emissions.”133 The food miles project of the Ecology Action Centre is currently working to calculate the carbon footprint of a typical Nova Scotian diet.

Not only does buying from local food sources reduce one’s carbon footprint, it can also have a positive eﬀect on the local economy. 72

Incentives

Implement ﬁnancial incentives to encourage sustainable transportation 73

Current Context Transit Tax Credit ple, an SUV that consumes 8.3 The 15 percent tax credit was litres per 100km qualified while Genuine Progress Index Atlantic’s introduced in June 2006 and is a smaller car that consumes 7.3 2007 analysis of the full costs of applied to the cost of monthly litres per 100km did not. The transportation in Nova Scotia or annual transit passes.135 The rebate portion of the program identified that tax credit on a regular monthly was cancelled in 2008, although ...existing transportation Metro Transit pass is $9 ($110 applications are still accepted for market distortions result in for 12 months). The program eligible vehicles from the 2007 economically excessive motor was expanded in 2007 to include and 2008 model years. vehicle travel, which under- weekly passes. The program does mines sustainable develop- not apply to passes purchased Steer Clean ment objectives. In a more from private companies, such as Nova Scotia’s vehicle retirement optimal market, the evidence Green Rider, a local commuter program offers incentives that indicates that people would van company. In its 2008 budget, promote sustainable transporta- drive less, rely more on alter- the provincial government an- tion alternatives and increased native transport modes, place nounced that they will introduce vehicle efficiency in exchange for a higher value on locating in a transit tax credit in 2009, with a retiring older, heavier polluting multi-modal communities, $1.5 million budget. The details of vehicles. According to Environ- and be better off overall as a the program are not yet available. ment Canada, cars that were result. 134 manufactured in 1995 or earlier As fuel prices rise, the market ecoAUTO produce “19 times more smog will become more optimal for The federal government intro- forming air pollution than newer encouraging reliance on alterna- duced an ecoAUTO feebate vehicles.”136 As of 2007, 40 percent tive modes of transportation. In program in 2007. The program of Steer Clean participants chose the meantime incentives may be consisted of a schedule of fees to reduce the number of vehicles needed to initiate and reward and rebates; fees were levied on owned by their family or switch changes in transportation habits. “gas guzzlers” and rebates of up to sustainable transportation op- to $2,000 were provided for the tions like transit or bicycling. The federal government offers purchase of vehicles that meet two incentives to encourage sus- fuel efficiency criteria set by the Best Practices tainable transportation use: the federal government. The program federal transit tax credit and the was criticized for offering rebates Variable Rate Insurance ecoAUTO rebate. on minivans and SUVs while not The purchase of a car and insur- offering rebates on other more ance represent fixed costs. A fuel efficient vehicles. For exam- typical motorist spends almost 74

as much on insurance as on fuel. offer a Low-Mileage Discount It is the largest vehicle cost for program, which uses an electronic many low-income motorists.137 monitor to track driving patterns. Fixed cost insurance is an incen- The electronic system automati- tive to drive more because the cally reports vehicle odometer further one drives, the lower the readings at the beginning and end per kilometre fixed cost. Variable of the policy insurance term to rate or pay-as-you-drive (PAYD) verify vehicle mileage. The follow- insurance is an incentive to drive ing is the discount schedule used less. With variable rate insur- by General Motors/On-Star:140 ance, motorists who continue to drive the same number of kilo- Miles Discount metres would not pay extra; but 1-2,500 40 percent those who reduce the number of 2,501-5,000 33 percent kilometers they drive would save 5,001- 7,500 28 percent money. 138 7,501-10,000 20 percent 10,001-12,500 11 percent According to En- Several insurance agencies are 12,501-15,000 5 percent vironment Canada, piloting or implementing PAYD 15,001-99,999 0 percent pricing. For example, Norwich cars that were manu- Union in the UK has run a PAYD In 2003, Oregon passed a bill that pilot project.139 Under this scheme, provides a $100 per policy tax factured in 1995 PAYD is sold as an inexpensive credit to insurers that offer PAYD or earlier produce way to maintain a second or third pricing. 141 vehicle, therefore encouraging “19 times more people to keep a second or third Early vehicle retirement car, rather than get rid of it and The Government of Quebec has smog forming air rely on alternative transportation entered into an agreement with pollution than newer options. However, this ‘loophole’ Association québécoise de lutte could be addressed by allowing contre la pollution atmosphérique vehicles.” PAYD insurance to be applied only (AQLPA) to offer a provincial to a family’s primary vehicle. vehicle scrappage program sup- ported by Environment Canada’s In the United States, General national program. In an effort to Motors Insurance and OnStar encourage the use of transit and 75

active transportation, Quebec’s available in Seattle, San Francisco, of potential tax incentives, such program does not offer vehicle Los Angeles and Chicago. They as workplace-sponsored transit purchase incentives. encourage people to buy homes pass programs, a provincial vehi- in location efficient communities, cle retirement program, tax free Tax Free Bikes communities where residents are active transportation equipment, In 2007, Ontario exempted the within walking distance of stores, hybrid rebates, location efficient purchase of bikes, bike helmets schools, recreation, employment mortgages and telecommuting and safety equipment from the and public transit services. Lo- equipment tax credits. 8 percent provincial sales tax.142 cation efficient mortgages offer The initiative was launched by the low down payments (3 percent), I2. Enable variable rate insur- Department of Health Promotion competitive interest rates and ance to “encourage people to become more flexible criteria for finan- Work with the insurance sector more active...and perhaps even cial qualification than standard to offer the option of variable rate try commuting to work.” The mortgages.144 insurance in Nova Scotia. initiative is estimated to cost $25 million. Given Ontario’s popula- Provincial Actions I3. Introduce green vehicle tion of 12 million, the tax exemp- purchase incentive tion has a value of about $2 per I1. Identify and implement In response to the cancellation of capita. Applied in Nova Scotia, appropriate incentives the federal ecoAUTO program, such a tax exemption would cost Undertake a study to identify bar- offer a feebate program, including approximately $2 million. riers to using sustainable transpor- levies on fuel inefficient vehicles tation and assess the effectiveness and rebates on fuel efficient ve- Hybrid Rebate hicles. Prince Edward Island, Quebec, Ontario, Manitoba and British I4. Explore potential for loca- Columbia offer vehicle incentive tion efficient mortgages programs. Prince Edward Island Explore potential for location offers a partial rebate, of up to efficient mortgages, including $3,000, of the provincial sales tax lower down payments and higher with the purchase or lease of a mortgage approval amounts in hybrid vehicle. 143 locations well served by public transit or within walking dis- Location Efficient Mortgages tance of amenities, services and United States employment. Location efficient mortgages are 76

Individual Actions

Apply for the Federal Transit Tax Credit http://www.cra-arc.gc.ca/ whatsnew/items/transit- e.html#expanded

Apply for the ecoAUTO rebate Variable rate or http://www.tc.gc.ca/programs/ pay-as-you-drive environment/ecotransport/ecoauto.htm (PAYD) insurance is an incentive to drive less. With variable rate insurance, motorists who continue to drive the same number of kilometres would not pay extra; but those who reduce the number of kilometers they drive would save money. 77

Efficiency

Implement policy and education programs to improve vehicle eﬃciency 78

Current Context vehicle emission standards for greenhouse gases and air pollut- Passenger travel accounts for ants by 2010.147 The provincial two-thirds of the energy used government has already lobbied by road vehicles in Nova Scotia. the federal government to adopt Between 1990 and 2002, total standards as stringent as those in energy use and greenhouse gas place in California. Between 1990 emissions from road vehicles increased steadily. Even though the To reduce motor-vehicle col- and 2002, to- efficiency of individual vehicles lisions and transportation-re- tal energy use and improved, the number of cars on lated injuries, the department of the road and the total number Health Promotion and Protec- greenhouse gas of kilometres traveled by Nova tion aims to establish “a plan to Scotians increased.145 The growth enforce and/or reduce current emissions from road in road transport-related green- speed limits.” 148 vehicles increased house gas emissions particularly reflects increased vehicle travel Best Practices steadily. Even by more fuel-intensive vehicles - SUVs, minivans, and light trucks California Vehicle Emissions though the efficiency - during the 1990s. 146 Standards of individual vehicles California vehicle emission stan- Motor vehicle fuel efficiency in dards require fleet average fuel improved, the number Nova Scotia is currently being economy of 35 miles per gallon promoted by Clean Nova Scotia or 6.72 litres per 100 kilometres of cars on the road through Conserve Nova Scotia’s by 2016. In Canada, Quebec and the total number Drive Wiser Program. This spearheaded the introduction education campaign encourages of vehicle emission standards in of kilometres traveled drivers to maximize fuel effi- its 2006 Climate Change Plan. by Nova Scotians ciency through proper vehicle Manitoba and British Columbia maintenance and driving habits, have also adopted the standard. increased. and to purchase fuel-efficient The implementation of such vehicles. In the Environmental regulations is a cost effective Goals and Sustainable Prosper- and comprehensive method for ity Act, Nova Scotia committed achieving fleet vehicle emission to the adoption of California-like reductions. 79

Hybrid Taxis Vehicle specifications for taxis British Columbia and Alberta have programs to promote re- Traditionally, taxis have been viewed as a luxury and vehicles used for duced emissions from the taxi taxis have been required to be large. However, with society’s focus on re- industry. Alberta offers a $5,000 ducing greenhouse gas emissions the taxi industry is also “going green” rebate to taxi operators who by adopting vehicle emissions standards and permitting Smart Cars to purchase hybrid vehicles. British serve as taxis. For example, after October 1, 2008, New York City’s Clean Columbia requested that the Pas- Air Taxi program will require all taxi vehicles to have a fuel efficiency of senger Transportation Board only at least 25 miles per gallon. 149 approve applications for taxis in Vancouver and Victoria that are In another example, Kevin McCarthy, a taxi owner in Ely, England hybrid or highly energy efficient. successfully lobbied his town counsel to allow Smart Cars to be used A $2,000 tax deduction is avail- as vehicles-for-hire. The licensing committee of the town of Ely voted able for the purchase of hybrid unanimously in 2006 to allow Kevin McCarthy to operate a single pas- or other fuel efficient vehicles. senger vehicle as a taxi150. McCarthy contends that most trips he makes Fuel efficient vehicles are defined are for lone individuals and if a customer wants a car for more than one as cars that require less than 6.5 individual, there are other taxis available for that purpose. litres of gasoline per 100 kilometres and trucks that require less than 8.3 litres per 100 kilometres. is predominantly coal, the ZENN The regulations adopted should BC aims to have a complete fleet vehicle is currently not an efficient include both the Low Emission of hybrid taxi industries in Van- option. However, when Nova Vehicle I/II and AB1493 compo- couver and Victoria by 2010. Scotia develops reliable renew- nents of the California Clean Cars able energy sources, the province regulation. The province should ZENN Vehicles should consider approving the use continue to push the federal ZENN stands for zero emission, no of ZENN vehicles. government to adopt Canadian noise. ZENN vehicles are two-seat vehicle fuel efficiency regulation battery operated electric vehicles Provincial Actions that, at minimum, meets the Cali- designed for use in neighbour- fornia standard. hoods and communities. They do E1. Adopt vehicle emissions not exceed 50 kilometres per hour. standards E2. Develop awareness These cars are manufactured in Adopt California-like vehicle campaign Quebec and are approved for use emissions standards by 2010, as Develop an awareness campaign in British Columbia and Quebec.151 stated in the Environmental Goals to address citizen concerns re- As Nova Scotia’s electricity source and Sustainable Prosperity Act. garding California vehicle emis- 80

sion standards. For example, the ZENN cars: adoption of these standards does http://www.youtube.com/ not mean citizens can no longer watch?v=8M88k6Ipp3c drive their current older model cars; only people buying new cars Follow efficient driving tips, such will be directly impacted. as driving 90 kilometres per hour on the highway: E3. Lower and enforce speed http://www.drivewiser.ca/ limits Work with Nova Scotia Health If you have a vehicle manufac- Promotion and Protection’s tured before 1995, trade it in for Injury Prevention Committee, an incentive: Royal Canadian Mounted Police http://www.steerclean.ca/ and municipal police to lower Be a Pace Car driver in your com- In the Environ- and enforce speed limits, thereby munity: mental Goals and increasing safety and decreasing http://www.ecologyaction.ca/ emissions. Many trucking com- asrts/school/safety.php Sustainable Pros- panies across Canada have taken it upon themselves to initiate perity Act, Nova programs to lower driving speeds Scotia committed amongst their own employees. to the adoption of E4. Support fuel efficient taxi fleets California-like ve- Support municipalities in hicle emission stan- achieving taxi fleets comprised of vehicles that are either hybrid, dards for greenhouse accessible, or smart cars. gases and air pollut- Individual Actions ants by 2010. Sign the Clean Cars Canada peti- tion: http://www.cleancarscanada.ca/ Watch Rick Mercer video on 81 Summary of Recommendations

Table 10 is a summary of the eight recommendations in the Green Mobility Strategy and the actions needed to achieve each recommendation.

Table 10: Green Mobility Strategy recommendations and actions Recommendation and Actions

Create an annual, predictable source of sustainable Integrate land-use planning into provincial policy to transportation funding achieve transportation energy efficiency F1. Increase sustainable transportation funding P1. Strengthen the Municipal Government Act F2. Identify funding targets and schedule P2. Provide transportation support for the Integrated F3. Identify funding sources Community Sustainability Plans F4. Create allocation guidelines P3. Study financial incentives and (dis)incentives P4. Develop a farmland policy Identify a provincial department to be the steward P5. Legislate mandatory development charges of sustainable transportation S1. Identify and appoint a department steward Increase public awareness about sustainable S2. Designate an employee transportation S3. Form an interdepartmental team A1. Create and promote a centralized transportation S4. Form a non-governmental team website S5. Conduct a policy review A2. Create and promote a carpool matching service A3. Create a share the road campaign Establish indicators for annually measuring progress A4. Support existing education programs toward sustainable transportation A5. Designate an employee to build capacity I1. Adopt and monitor transportation indicators A6. Assist school boards to develop active I2. Establish modal split targets transportation policies I3. Support data collection Implement financial incentives to encourage Create a sustainable transportation network sustainable transportation N1. Create a provincial bicycling network I1. Identify and implement appropriate incentives N2. Complete provincial trail network I2. Enable variable rate insurance N3. Develop intercity transit, rail and ferry network I3. Introduce green vehicle purchase incentive N4. Invest in public transit I4. Increase support for accelerated vehicle retirement N5. Provide incentives for active and innovative I5. Explore potential for location efficient mortgages transportation N6. Support pooling of services Implement policy and education programs to improve N7. Facilitate multi-purpose services vehicle efficiency N8. Identify and change policy barriers E1. Adopt vehicle emissions standards N9. Remove insurance barriers E2. Develop awareness campaign N10.Promote rural economic development E3. Lower and enforce speed limits E4. Support fuel-efficient taxi-fleet 82

Conclusion

According to historians, humankind has been tinkering with the idea of the internal combustion engine since the late 1600s. The invention of the modern gasoline-powered engine is credited to Gottlieb Daim- ler in 1885. A year later he followed this with the creation of “the world’s ﬁrst four-wheeled motor vehicle”. 152 83

When Henry Ford introduced fuel dependency, recognizing that ping are within walking distance mass production of the Model this road will have devastating ef- of home. The Ecology Action T in the early 20th century the fects on the environment and on Centre believes that the province foundation for a new way of living human health. Or we can choose can reach its goal but reaching and interacting was laid. Unfortu- to shift our habits away from au- this goal will require the genuine nately Ford could not predict the tomobile dependency towards dedication and commitment of negative consequences the auto- a more sustainable future. The government decision-makers and mobile would eventually have on Government of Nova Scotia has the support and motivation of our health, our communities and chosen the latter option. Passed Nova Scotia’s citizens. our environment. in 2007, the Environmental Goals and Sustainable Prosperity Act Our communities have been de- set an exciting precedent for signed around the automobile. Nova Scotia. In this Act, Nova Sprawling communities and Scotia committed to being “one drive-thru cultures make car of the cleanest and most sustain- travel the fastest, most convenient able environments in the world by and sometimes only way to get 2020”.153 With this commitment, around. Increasing road capacity Nova Scotia’s government has for travel by private automobile laid a challenge before itself and has taken priority over improve- its citizens. ments to public transit and cycling and walking routes as is often The Green Mobility Strategy is demonstrated by municipal, pro- a tool to help decision-makers vincial and federal budgets. Our reach the province’s goal. Rather dependency on the automobile than investing solely in new high- has contributed to an epidemic ways, the Green Mobility Strat- of physical inactivity, obesity and egy directs decision-makers to chronic disease, to air and water funding more sustainable means pollution, to the climate change of moving people from place to crisis and to the destruction of place. Active transportation, car- wetland and forest habitat. pooling and public transit all have roles to play, as well as encourag- Society is now at a turning point. ing people to live in higher density We can choose to continue on communities, where centres of the road of automobile and fossil employment, education and shop- 84

Yarmouth County Case Study

Area: 2,122.68 km2 Appendix A County Population: 26,843 Population Density: 12.6 people/km2 NS Average Population Density: 17.49 people/km2 85

The Town of Yarmouth Shore faced signiﬁcant cutbacks collaboration between the three and changed hands frequently. municipal bodies in the region, The town of Yarmouth, popula- Similarly, the Annapolis Valley was terminated in 1995. tion of 7,162, is considered the Halifax to Yarmouth service that regional centre of south western provided service between Digby Local Service – Nova Scotia. It is a hub for retail, and Yarmouth was discontin- The Picture Today employment, education, govern- ued in 2003. Currently, the only ment services and healthcare. scheduled, year-round service Recognizing the clear need that out of Yarmouth is the daily Trius the county bus service met, private The concentration of resources Tours service, traveling to Halifax citizen Gary Hudson stepped into in the town stands in contrast to in the morning and returning to the breach. Hudson developed a those available in the surround- Yarmouth in the evening. Three business plan for a private ven- ing county. As such, the ability to private shuttles also operate be- ture, operating with the assistance travel around the area is vital for tween Yarmouth and Halifax, re- of a subsidy from the town. Hut’s residents in the county. turning to Yarmouth earlier in the Transit has been operating since afternoon. 1996, and has found particular Changing Transportation success in serving the needs of Landscape The ferry linkage to Bar Harbor, seniors. However, an unintended Maine led to the characterization downside to this success has been In spite of the crucial impor- of Yarmouth as an international that much of the local population tance of transportation to the gateway to the province. In recent believes that the Hut’s service area, Yarmouth County has ex- years, however, ferry services have is purely for seniors, serving to perienced deterioration in local been drastically cutback. Similar- limit its patronage outside of this and regional public passenger ly, the airport, which formerly of- demographic.146 Furthermore, in services over the past 40 years. fered a stop on the Boston-Halifax contrast to the prior county-wide Rail services to Halifax via the route, now has no regular service. service, Hut’s is restricted to serv- South Shore were terminated in ing the town of Yarmouth, and as a the 1970s and the rail tracks were In the 1990s the province and privately-owned and operated ser- subsequently lifted. In 1990, rail municipalities entered into a vice, although it presently receives traﬃc to Halifax via the Annapo- service transfer where the prov- a $40,000 subsidy annually from lis Valley was cancelled. ince took responsibility for social the Town, it is ineligible for most services and policing and munici- forms of government support. Bus services fared equally palities were given responsibility poorly. During the 1990s, bus for transit. The local bus service Beyond Hut’s Transit, two Com- transportation along the South in Yarmouth County, operated in munity Transportation Assis- 86

tance Program (CTAP) services Employment operate in Yarmouth and the nearby area. These services are The Black Employment Resource funded in part by the province. Centre serves clients around These dial-a-ride operations Yarmouth County. Randal Fells focus particularly in transporting expressed how a lack of access to seniors and those with disabili- transportation acts as a signifi- ties, and provide an invaluable cant barrier preventing many of service in this capacity. the centre’s clients from gaining and maintaining employment: Limited Mobility “Many of those that we serve have a hard time getting to and from Significant difficulties are created work and interviews.” 148 by the absence of broader Yar- mouth-centred, county-wide and The two dial-a-ride services have In spite of the provincial services. The town- expressed interest in serving county divide in transportation employment needs by taking on crucial importance exacerbates existing rural-urban passengers during the morning disparities; Nova Scotia cur- and evening work run. How- of transportation to rently has the largest rural-urban ever, Claredon Robicheau of the the area, Yarmouth income disparity in Canada. 147 Transport de Clare service stated that they do not have the capacity County has expe- Within this context, local resi- to extend their hours to cover this dents, particularly those living need on present resources. rienced deterioration outside of the town, become de- in local and regional pendent upon their cars. Those Business that cannot drive or do not have public passenger access to a car become dependent Yarmouth County must compete services over the past on friends and family or, if they both on the provincial and na- can afford it, take taxis. The worst tional level to attract investment. 40 years. case scenario is that some resi- The local Chamber of Com- dents become stranded in their merce (CoC) is concerned about own homes. This has severe - re the ramifications of the existing percussions for the lives of much transportation infrastructure for of the local population. businesses in the area. It is pri- 87

marily focused on national and a large and growing health prob- Independence and Isolation international connections to the lem in Nova Scotia. South West area, but Jim Greig, executive di- Nova Scotia displays a higher The prevalence of diabetes, like rector of the Yarmouth and Area than average prevalence rate in many other health issues, in- CoC recognized that local con- the general population149, and for creases with age. Nova Scotia has nections are crucial to success in those that suffer with diabetes, the second highest proportion of the county, stating that “there is mobility is crucial. the population in the over 65 cat- a great need for local transporta- egory in Canada. Yarmouth, like tion here in Yarmouth”. Yarmouth possesses one of three the rest of the province, is faced dialysis units in the province.150 with an aging population. Tourism is vital to the local econ- Individuals requiring dialysis omy. Yarmouth continues to be often travel three times a week Lauren Devine of VON Com- a popular destination due to the for treatment, and for those living munity Support and Volunteer ferry connections with Maine. outside of the town this means Services expressed how many However, once tourists reach the frequent long trips to get to ap- seniors face isolation due to a town connections to the rest of pointments. Trips for dialysis put lack of access to transportation: the province are severely limited. a large strain on the capacities “We have a strong focus on trying of the local dial-a-ride services, to prevent people from enter- Health as well as imposing costs for taxi ing long-term institutions, and a trips and commitments in time lack of transportation is a factor The local community health from friends and family. in this, as it significantly limits board considers transportation a independence. The VON (Victo- key issue in the Yarmouth area. The CTAP services are particular- ria Order of Nurses) here recom- At the most basic level, travel to ly active in transporting people to mends that seniors use HOPE or and from medical appointments and from medical appointments, Hut’s if at all possible” becomes a significant obstacle to and have been very successful in those without access to a drive. this regard. Nevertheless, Eleanor Limited transportation options Cottreau of the Yarmouth-based limit independence and foster This is particularly problematic HOPE dial-a-ride stated that, al- isolation for a broad swathe of the for those with persistent health though they work to make their population. Carole Hill-Bojarski complaints. Nova Scotians in service as affordable as possible, it of the Yarmouth Community general have particularly high remains out of the reach of many Health Board noted that things as rates of chronic illness such as in the area. routine as shopping trips become cancer, cardiovascular disease problematic and rural families in and diabetes. The last of these is the county become cut off. 88

Recreation The low population density of the area presents signiﬁcant hurdles The ability to participate in recre- to the development of trans- ation and leisure opportunities is portation services in the area, impacted by access to transporta- but creative solutions must be tion. David Mooney, chair of the sought. Increased transportation Nova Scotia Community-Based options can provide a signiﬁcant Transportation Association refer- spur to the future viability of the enced the example that access to community. after-school activities is restricted for many school-age children due to transportation limitations.

The Future for Yarmouth

Currently, the only The population of Yarmouth, like that of Nova Scotia more gener- scheduled, year- ally, is aging. Furthermore, current trends indicate that the local round service out population is decreasing. There is of Yarmouth is the a pressing need to maintain the existing population and attract long- daily Trius Tours term immigration to maintain the service, travelling to viability of the community. Halifax in the morn- It is clear that a lack of adequate transportation options imposes ing and returning signiﬁcant social, economic and to Yarmouth in the health costs in the Yarmouth area, and increases the contribution evening. to the provinces greenhouse gas emissions from private vehicles. Increased transportation options serve to boost the viability and liveability of the area. 89

Kings County Case Study

Area: 2,122.21km2 Appendix B Population: 58,866 Population Density: 27.7 people/km2 NS Average Population Density: 17.49 people/km2 90

Kentville the service further, down to Windsor in Hants County. “One of the Kentville, the largest town in the Annapolis Valley with a popula- Services operate Monday to greatest challenges tion of 5,815 is also viewed as the Friday from 6am to 9pm, with County’s business and service reduced hours on Saturday. Fares in the recruitment centre. There is a concentration are $3 with concessions for se- and retention of of government, legal and ﬁnancial niors and children, and further services in the town, along with discounts are available with pur- employees is their the Valley Regional Hospital. chases of books of tickets and access to adequate monthly passes. Transfers allow Kings Transit passengers to travel the length of transportation. the Valley for $3 or less. Kings Transit runs services Kings Transit along the Fundy Shore of Nova A key performance target for the performs an Scotia from Weymouth to Hants service is the number of passen- County. It is one of only three gers per hour. Historically, the invaluable service transit systems in Nova Scotia service has run with an average of and has been frequently recog- 15 to16 passengers per hour, and for On-Line nized as an excellent example of it has a target of 17 per hour over Support in this a small-scale transit service. In the medium term. 2005 the service was awarded regard.” Director of the National Transit Corporate The linearity of development and Innovation Award. the number of key destinations On-Line along the route have been crucial Support Inc., Kings Transit was incorporated to the viability of the operation. in 1981, initially running services Nevertheless, the ﬁnancial suc- call centre and major between Wolfville and Kentville. cess of Kings Transit is notable. employer in In recent years, routes have been Historically, it has registered added and the service now runs revenue/cost ratios in the mid to Kentville. down the Annapolis Valley to high 70 percent range, which the Weymouth, serving Digby and 2007 Kings Transit Strategic Plan Annapolis Counties in addition points out, is “higher than any to Kings County. In September system of similar size, and higher 2007 route additions extended than many much larger systems”. 91

Kings Transit Authority is jointly Kings Transit serves to improve lives. Over 90 percent of survey owned, operated and funded by the greenhouse gas emissions respondents considered the low the Municipality of Kings, and the profile of the area. The low price cost of the service one of the top towns of Berwick, Wolfville and of Kings Transit in comparison to three features of the service. Kentville. The services provided driving acts as an incentive to take outside of Kings County in An- the more environmentally sound The Kings Transit service - pro napolis and Digby Counties are form of transportation. Further- vides opportunities for its riders fully funded by those counties on more, when asked to choose the to get to work and medical ap- a 100 percent cost recovery basis. top three positive aspects of taking pointments, shop, socialize and transit, 48 percent of respondents maintain their independence. Survey considered benefit to the environment amongst them. Erin Employment and Business In August 2007, the Ecology Beaudin, Executive Director of Action Centre carried out con- the Kings Community Economic The Kings Transit service - pro ducted a survey of Kings Transit Development Agency, stated that: vides an invaluable means for riders. The survey was conducted “environmentally speaking, we many local residents to get to between August 1st and 10th. are trying to promote a green sus- work at locations all along the Paper copies of the survey were tainable region, and Kings Transit serviced route. Furthermore, it provided on the buses. In total, is a means for people to travel plays a role in bringing invest- 73 surveys were completed. The throughout the Valley region and ment to the area. response rate was 60 percent. reduce greenhouse gas emissions at the same time.” On-Line Support Inc. (OLS), Environment a call centre provider based in Of the survey respondents, 51 Affordable Mobility Kentville, is a major employer percent indicated that they had In providing mobility at an afford- in the area. Michelle Richard, a driver’s license, 50 percent had able level, Kings Transit presents Director of the Kentville site, access to a car at least some of the a crucial service for many of the stated that when OLS is assess- time, and 16 percent had access to residents of the Annapolis Valley. ing a potential new location one a car all of the time. Motivations Of the respondents, 78 percent of the key considerations in the for taking the bus stretch beyond answered that Kings Transit selection process is ensuring lack of access to other forms of was the mode of transportation that there is viable transit system transportation. they used most often. Of the re- access available for its employees: spondents, 96 percent answered “One of the greatest challenges In reducing the number of cars that transit was important or in the recruitment and retention on the road along the Valley very important to their everyday of employees is their access to 92

adequate transportation. Kings Tatlock had signiﬁcant praise for Transit performs an invaluable the Kings Transit drivers: “They service for OLS in this regard.” have a strong relationship with our clients. Their awareness and Erin Beaudin, Executive Direc- support of our population has tor of the Kings Community been phenomenal”. Economic Development Agency, stated that: “from a business Health perspective, we are facing labour shortages, therefore, we are All six sites of Annapolis Valley trying to maximize the number Health are served by Kings Tran- of people in our labour pool. We sit, and, according to Jan MacK- “You get to know recognize that some people have innon of the Annapolis Valley limitations to transportation that District Health Authority, the the bus drivers, impact in their ability to have jobs. availability of transit is always a I know all their Therefore, there is a great need factor in the development of new for Kings Transit, as it is a viable services, even down to the plan- names and they means for people to participate in ning of outdoor lighting. the workforce”. know mine, they The survey indicated that Kings know where I’m Roger Tatlock, Executive Director Transit serves a function in terms of the Flower Cart, a vocational of healthcare. Over half of respon- going to get off, I’ve service for people with intellec- dents answered that they used tual disabilities expressed how the service for medical trips. The lived in cities with Kings Transit had been highly buses which are on the road daily transit systems before valuable for their clients. “The are all low ﬂoor accessible buses Flower Cart conducted a study with wheelchair ramps. Their ac- and this wouldn’t in 2006, and found that, of the cessibility allows them to serve happen there.” Kings 157 people it served, 61.8 per- passengers that would otherwise cent used Kings Transit as their use the local dial-a-ride services, Transit user primary or secondary means of thus relieving some strain on transportation”. The value of this these vital services. for a population which faces huge barriers to functioning within The Annapolis Valley Commu- society cannot be understated. nity Health Boards, which con- 93

sider health issues from a holistic The service also adds to the eco- would not move”, one even stat- perspective stress the important nomic viability of the towns along ing that: “I would be a prisoner service that Kings Transit pro- the Kings Transit route, bringing in my own house”. vides in helping people to get in customers from up and down to hospital appointments, and the Valley. The existence of the Social helping to maintain their in- service adds to the attractiveness dependence. Since 2005, Kings of living in the area. One survey The importance of Kings Transit Transit has also equipped its respondent stated that they had to the local area stretches beyond fleet of buses with bike racks to moved to the town of Cornwallis simply getting people from A to encourage active transportation. because it was on the bus route. B. Kings Transit provides a service to the community in terms A number of survey respondents When asked whether they would of combating isolation. The who answered that they either move to a community that was survey indicates that Kings has a had access to a car, or a driver’s not served by transit, 85 percent significant impact on the quality license, indicated that they had of survey respondents answered of life of its riders, many of whom medical reasons for not driving. no, and 85 percent answered that answered that ‘leisure’ and ‘visit- Kings Transit allows this demo- if they were to move to a coming’ were amongst the purposes graphic to maintain their inde- munity that was not served by for which they took the service. pendence when otherwise it may transit that it would affect their Kings plays a part in strengthen- be restricted. lives significantly. ing local communities. A respondent from Wolfville commented Independence When asked to expand upon this, that “Kings Transit is an intricate survey respondents largely cited part of the infrastructure of a Erin Beaudin, Executive Direc- that their mobility would be se- community”, and another that tor of the Kings Community verely restricted in such a sce- “Kings Transit is a valuable asset Economic Development Agency, nario, particularly in the winter. to the communities it serves”. stated that: “from a socio-eco- They stated they would have to nomic perspective, the Kings be reliant on friends and family, Furthermore, communities are Transit service allows more or incur much greater financial created on the buses. Kings people to be independent; it costs through taking taxis or Transit lives up to its name: “The eliminates barriers to transpor- having to maintain a personal Friendly Bus Service.” Unsolicited tation and gives people more op- vehicle. At worst they would lose compliments for the drivers were tions when it comes to employ- their independence and many common in the survey, praising ment and daily activities”. provided comments to the effect their kindness, friendliness and that, without a transit service “I courtesy and often mentioning 94

them by name. Respondents also on the South Shore was inspired mentioned that many of the driv- by the work of Kings and in- ers knew passengers by name vited then general manager Brian and referenced the development Hackett to make a presentation. of friendships between the driv- Consequently the Citizens for ers and passengers. There is a Public Transit were formed and friendly atmosphere on the buses, to date the group has developed a and there is a forum for people to proposal for transit in their area. socialize and meet new people. Kings is working in close harmo- One respondent stated that “I ny with this group and it is hoped have made some good friends I that, in the near future, Kings will never would have met if not for run a route on the South Shore, the bus”. the ﬁrst route not connected to its traditional valley locus. Kings Transit The Future for Kings Transit runs services along The successes of the Kings Tran- Kings Transit has a busy future. sit service are also in counties and the Fundy Shore The operation will be moving councils working together to the into a new space which will locate beneﬁt of their citizens. It pro- of Nova Scotia in-house maintenance with daily vides a model of intra- and inter- from Weymouth to operations. September 2007 also county cooperation. sees the extension of the service Hants County. with a trial route running into Lillian Hants County. Kings is also look- Lillian has been using the Kings In 2005 the ing at introducing feeder routes to Transit service since 2004. She service was awarded link communities outside of the works at a call-centre in Kentville corridor into the main service. and has no drivers license or car. the National Tran- Kings Transit has been vital in sit Corporate In- Kings as a Model allowing her to keep her posi- Kings Transit is highly regarded tion and maintain her residence novation Award. across the province and beyond, in Greenwood. “I would have to and has provided an inspirational move house to be closer to work model for other communities if this service didn’t exist”. She looking to extend their transpor- also commented on the friendly tation options. A group of citizens nature of the service. “You get to 95

know the bus drivers, I know all their names and they know mine, they know where I’m going to get oﬀ, I’ve lived in cities with transit systems before and this wouldn’t happen there.” 96

Public Consultation Appendix C Public Consultation Results 97

Process used to develop the Green Mobility Strategy

Developing the Green Mobility Strategyinvolved the following key steps: + Conducting extensive research; + Writing a literature review, which became the first draft of the Green Mobility Strategy; + Convening a Citizen Advisory Committee; + Establishing community partners to assist in the organization of public consultations; + Holding two meetings with Citizen Advisory Committee for feedback on the Green Mobility Strategy and public consultation framework; + Holding public consultation sessions in: New Glasgow,Sydney, Clare, Yarmouth, Long/Brier Island, Chester, Bridgewater, Kentville and Wolfville; + Incorporating feedback from public consultations and Citizen Advisory Committee into the Green Mobility Strategy; + Developing a second, third, fourth, fifth, etc... draft of the Green Mobility Strategy; + Circulating final draft of the Green Mobility Strategy to key stakeholders for feedback; and + Designing, printing and publicly releasing the Green Mobility Strategy.

The Ecology Action Centre visited nine communities throughout Nova Scotia to obtain public input on the Green Mobility Strategy. These communities were New Glasgow, Sydney, Clare, Yarmouth, Long/Brier Island, Chester, Bridgewater, Kentville and Wolfville. The following is a summary of the input the Ecology Action Centre received during the public consultations.

Public consultation results

EAC: What is sustainable transportation?

Participants: It is transportation that works for your community. It is community based and economically stable. It is safe, accessible, equitable and aﬀordable. It leads to a healthier, more active society. It enables mobility with or without a car. It has minimal impact on the environment.

EAC: What is your vision for sustainable transportation in Nova Scotia?

Participants: Infrastructure, support facilities and services that are safe, aﬀordable, attractive and convenient; that provide increased accessibility for all users, and especially persons with disabilities, seniors, children and youth; and that provide connectivity within and between communities. 98

1. Pedestrian infrastructure: Sidewalks (clear of ice and snow in the winter), footpaths between neighbourhoods, crosswalks, streets for pedestrians only, pathways for kids to use skateboards, scooters, rollerblades, bikes and trikes, rest stops with benches and washrooms, fuller lighting and showers and change rooms at workplaces.

2. Bicycle infrastructure: Paved bicycle paths or shoulders on highways and major routes, bike racks at all major locations, bike racks on buses, bike route signage and share the road promotion.

3. Trails: For non-motorized users connecting Nova Scotia towns and communities, for example, a corridor along old railroad lines.

4. Public transit: Frequent, reliable, accessible service within and between communities, small feeder routes for people living on back roads, more bus shelters and benches.

5. Shuttles and coaches: Commuter buses or regional transportation from rural villages and towns to larger centres, shuttle services for residents on secondary roads.

6. Ferries: Ferry systems with frequent connections between all NS harbours.

7. Passenger rail service: Between major communities like Yarmouth, Wolfville, Halifax and Sydney.

8. Carpool matching service: Province wide web-based service, community bulletin board services, carpool parking.

9. Freight traﬃc: Attention to reducing freight traﬃc in downtown areas, transfer stations near exit ramps.

10. Energy eﬃcient vehicles.

There is not one cookie-cutter solution for sustainable transportation that can be applied to all communities. All communities have different needs and circumstances. For example, participants in Clare said “we do not expect transit coming to our door on an hourly basis ... much of our public transit needs would be met by a three times a day transit route on highway #1, complemented by two outreach vans doing door-to-door service on the side roads; while a community like Sydney would benefit greatly from more frequent transit service, especially between Sydney and Cape Breton University, and communities in Brier and Long Island might benefit more from a focus on local economic development, bringing jobs, amenities and services to people, rather than a focus on a public transit system. 99

EAC: What assets do you already have to help you achieve this vision?

Participants: While speciﬁc assets diﬀered between communities, all communities have local champions, citizens who are engaged and aware, strong community values, and beautiful physical assets and features.

In terms of infrastructure and services, some communities have more options than others. For example, Kings Transit is a major asset to the Annapolis Valley and Le Transport de Clare is a major asset to Yarmouth County. Access to amenities and services also diﬀers. Some participants noted that an asset is that most of the services they need are in town and within walking distance, whereas others noted that they have to drive longer distances to access what they need.

EAC: What are the main barriers to achieving this vision?

Participants: Public attitudes and behaviours, a lack of funding, infrastructure and services, lack of political leadership and poor land-use planning.

1. Public attitudes and behaviours: An automobile addicted society and a lack of public willingness to invest in public transport as we do public health and public education. Many people are resistant to change and lack motivation to change personal transportation practices.

2. Funding: There is a lack of ﬁnancial support for sustainable transportation.

3. Infrastructure and services: A lack of public transportation service in outlying areas: no public funded transit, no carpooling, torn up railroad tracks, lack of safe routes for biking or walking.

4. Government leadership: There is a lack of political leadership. The provincial government has no coordinated strategy or policy for sustainable transportation and supports highway development to the virtual exclu- sion of public transport.

5. Land-use planning: Poor planning of communities has led to a geographic spread of residences, amenities, employment and education resulting in longer distances to destinations, a lack of neighbourhood connectivity, increased sprawl and centralized big box stores.

EAC: What support do you need from the provincial government to achieve your vision? 100

Participants: Provincial leadership; the government to take a personal interest and stand on sustainable transportation, to assist municipalities in providing sustainable transportation routes that connect communities and to set an example on sustainable transportation in its own actions and policies.

1. Infrastructure and services: One group said, “100 years from now we would like public transportation connecting every town in Nova Scotia by rail, bus or boat.” Another group said, “every community in Nova Scotia should also be connected to each other in a system of safe bicycle and pedestrian trails.”

2. Funding: Provincial investment in sustainable transportation for our communities; treat this funding the same way as health, education and road building - an investment not a subsidy.

3. Policies: Provincial reorientation of policies and budget to facilitate movement of people by sustainable transportation; a broad land use and transportation strategy that includes directions for municipalities; and speciﬁc policies such as legislation of higher fuel eﬃciency standards or legislation to encourage housing and business developments in rural and small town centres.

4. Incentives: Provincial implementation of ﬁnancial incentives that encourage the use of sustainable transportation, such as tax credits for transit passes, the removal of taxes from bicycles, skateboards, rollerblades and running shoes, and rewards for carpooling.

5. Education and awareness: Provincial social marketing campaigns and education strategies aimed at changing the cultural norm and publicity and promotion of sustainable transportation options.

6. Economic development: Support local economic development - local food, entertainment, banks, health services and energy production. Promote local produce and services as alternatives to movement of goods. Support sustainable transportation, e.g. biking, walking and public transit facilities, to promote tourism and increase income for local economies. We want people to come here and spend money! Destination marketing. 101 Endnotes 1 Canadian Urban Transit Association. (2006) Federal, Provincial and territorial Funding for Transit: A Compendium. http://www.cutaactu.ca/sites/cutaactu.ca/files/FPTFUND.pdf 2 Estimates based on multiplying provincial per capita amounts by Nova Scotia’s 2007 population: 935,106. Population estimated by Statistics Canada: http://www.statcan.ca/Daily/English/080327/d080327d.htm 3 Statistics Canada. (2008) Table 3a: Proportion of workers using a car to get to work and age groups, Canada, provinces and territories, 1996, 2001 and 2006 http://www12.statcan.ca/english/census06/analysis/POW/tables/table3a.htm; Table 3b: Proportion of workers using public transit to get to work and age groups, Canada, provinces and territories, 1996, 2001 and 2006 http://www12.statcan.ca/english/census06/analysis/POW/tables/table3b.htm; and Table 3c Proportion of workers walking, cycling or using another mode of transportation to get to work and age groups, Canada, provinces and territories, 1996, 2001 and 2006 http://www12.statcan.ca/english/census06/analysis/pow/tables/table3c.htm 4 GPI Atlantic. (2006) The GPI Transportation Accounts: Sustainable Transportation in Nova Scotia. Executive Summary. http://www.gpiatlantic.org/publications/summaries/transportationsumm.pdf 5 GPI Atlantic. (2006) The GPI Transportation Accounts: Sustainable Transportation Nova Scotia. http://www.gpiatlantic.org/pdf/transportation/transportation.pdf 6 Ibid. 7 Smart Growth Online. (2007). Principles of Smart Growth. http://www.smartgrowth.org/about/principles/default.asp 8 GPI Atlantic. (2006) The GPI Transportation Accounts: Sustainable Transportation Nova Scotia, p. 450. http://www.gpiatlantic.org/pdf/transportation/transportation.pdf 9 Fullerton, D. (2004) Labour Market Employability in Richmond County. http://www.nald.ca/fulltext/market/market.pdf 10 Nova Scotia Health Promotion and Protection. (2007) Physical Activity Levels and Dietary Intake of Children and Youth in the Province of Nova Scotia. 11 GPI Atlantic. (2006) The GPI Transportation Accounts: Sustainable Transportation Nova Scotia. http://www.gpiatlantic.org/pdf/transportation/transportation.pdf 12 Transport 2000 Atlantic 13 GPI Atlantic. (2006) The GPI Transportation Accounts: Sustainable Transportation Nova Scotia. http://www.gpiatlantic.org/pdf/transportation/transportation.pdf 14 Government of Nova Scotia (2007) Environmental Goals and Sustainable Prosperity Act, 4(1a). http://www.gov.ns.ca/legislature/legc/bills/60th_1st/1st_read/b146.htm 15 Ibid. 4(1a&e). 16 The Centre for Sustainable Transportation. (2005) Defining Sustainable Transportation. http://cst.uwinnipeg.ca/documents/Defining_Sustainable_2005.pdf 17 Chronicle Herald. (June, 2008) Transit fares hiked. 18 Fullerton, David. (2004) Labour Market Employability in Richmond County. http://www.nald.ca/fulltext/market/market.pdf 19 Nova Scotia Health Promotion and Protection. (2005) Physical Activity Levels and Dietary Intake of Children and Youth in the Province of Nova Scotia. http://www.cdpac.ca/media.php?mid=265 20 GPIAtlantic. (2000) The Cost of Obesity in Nova Scotia http://www.gpiatlantic.org/pdf/health/obesity/ns-obesity.pdf 21 Velo Quebec. (2006) Bicycling in Quebec 2005. http://www.veloquebec.info/documents/bicyclingquebec2005-en.pdf 22 Nova Scotia Finance. (2007) Forecast Update. http://www.gov.ns.ca/finance/site-finance/media/finance/forecast_update_dec_2007.pdf 23 Service Nova Scotia. (2008) Registry of Motor Vehicles - Schedule of Fees. http://www.gov.ns.ca/snsmr/rmv/registration/register.asp 24 Nova Scotia Finance. (2007) Forecast Update. http://www.gov.ns.ca/finance/site-finance/media/finance/forecast_update_dec_2007.pdf 102

25 Highway 104 Western Alignment Corporation. (2000) Facts at a Glance. http://www.highway104.ns.ca/history.htm 26 Grant Thorton. 2007. Highway 104 Western Alignment Corporation Financial Statements. http://www.highway104.ns.ca/fs-2007.pdf 27 Halifax Dartmouth Bridge Commission. (2008) Halifax Dartmouth Bridge Commission Annual Report 2007, Looking toward the future. http://www.hdbc.ca/docs/2007%20annual%20report.pdf 28 Infrastructure Canada. (2007) Gas Tax Fund. http://www.infrastructure.gc.ca/ip-pi/gas-essence_tax/gt_can_ns_e.shtml 29 Canadian Urban Transit Association. (2006) Federal, Provincial and territorial Funding for Transit: A Compendium. http://www.cutaactu.ca/sites/cutaactu.ca/ﬁles/FPTFUND.pdf 30 Estimates based on multiplying per capita amounts by Nova Scotia’s 2007 population: 935,106. Population estimated by Statistics Canada. http://www.statcan.ca/Daily/English/080327/d080327d.htm 31 Nova Scotia Transportation and Public Works. (2001) Primary and Secondary Highway Systems: 10-Year Needs, p. 6. http://gov.ns.ca/tran/publications/TenYearStudy.pdf 32 IPCC (2007) Summary for Policymakers, p.29. http://www.ipcc.ch/pdf/assessment-report/ar4/wg3/ar4-wg3-spm.pdf 33 Green, D. (2007) Why 70 Economists Urge BC Carbon Tax. http://thetyee.ca/Views/2007/11/01/CarbonTax/ 34 CBCnews.ca. (June 7, 2007) Quebec to collect nation’s 1st carbon tax. http://www.cbc.ca/canada/montreal/story/2007/06/07/carbon-tax.html 35 Ecology Action Centre. 2007. Nova Scotia Climate Action Plan and Energy Strategy: A Contract for a Low Carbon Future in Nova Scotia. p.6. 36 CIRANO. (2005) Energy Regulation in Quebec. http://www.cirano.qc.ca/pdf/publication/2005RB-03.pdf 37 CBCnews.ca. (June 7, 2007) Quebec to collect nation’s 1st carbon tax. http://www.cbc.ca/canada/montreal/story/2007/06/07/carbon-tax.html 38 British Columbia Ministry of Small Business and Revenue. (2008) British Columbia Carbon Tax Update. http://www.sbr.gov.bc.ca/documents_library/notices/BC_Carbon_Tax_Update.pdf 39 Fowlie, J. & Anderson, F. (Feb. 19, 2008) BC introduces carbon tax. http://www.canada.com/topics/news/story.html?id=ecea1487-507c-43ef-ab88-5a972898e0b7&k=38130 40 Liberal Party of Canada. (2008) The Green Shift. Building a Canadian Economy for the 21st Century, p.33 http://www.thegreenshift.ca/pdfs/green_shift_book_en.pdf 41 Victoria Transport Policy Institute. (2007) Online TDM Encyclopaedia: Revenue Neutral Tax Shifting. http://www.vtpi.org/tdm/tdm52.htm 42 Canadian Urban Transit Association. (2006) Federal, Provincial and Territorial Funding of Urban Transit in Canada: A Compendium. http://www.cutaactu.ca/sites/cutaactu.ca/ﬁles/FPTFUND.pdf 43 Ibid. 44 Victoria Transport Policy Institute. (2007) Online TDM Encyclopaedia: Road Pricing. http://www.vtpi.org/tdm/tdm35.htm 45 Halifax Regional Municipality. (2007) MetroLink BRT Final Report. p. 14 46 Per capita value based on Nova Scotia’s 2007 population: 934,100 47 Calculation based on 2006 Environment Canada emissions data, retrieved from http://www.ec.gc.ca/pdb/ghg/onlinedata/docs/t3y2006_e.pdf 48 Government of Nova Scotia. (2007) Nova Scotia’s Management Manuals, Chapter 7: Other Policy Statements. http://www.gov.ns.ca/tpb/manuals/PDF/300/30702-03.pdf 49 Province of Nova Scotia. (2001) Seizing the Opportunity: Nova Scotia’s Energy Strategy. http://www.gov.ns.ca/energy/AbsPage.aspx?ID=1247&siteid=1&lang=1 50 To be released September, 2008 103

51 Nova Scotia Government Bill No. 146. (2007) Environmental Goals and Sustainable Prosperity Act. http://www.gov.ns.ca/legislature/legc/bills/60th_1st/1st_read/b146.htm 52 Nova Scotia Health Promotion and Protection (2007) Active Kids Healthy Kids: A Physical Activity Strategy for Children, Youth and Families in Nova Scotia http://www.gov.ns.ca/ohp/physicalActivity/publications/AKHK-Strategy.pdf 53 Nova Scotia Health Promotion and Protection (2003) Nova Scotia Injury Prevention Strategy: Report and recommendations. http://www.gov.ns.ca/hpp/repPub/NSIPreport04.pdf 54 Nova Scotia Health Promotion and Protection (2006) Pathways for People Framework for Action. http://www.gov.ns.ca/hpp/physicalactivity/publications/P4PFramework.pdf 55 Nova Scotia Health Promotion and Protection (2005) Healthy Eating Nova Scotia http://gov.ns.ca/hpp/repPub/Hea lthyEatingNovaScotia2005.pdf 56 Province of Nova Scotia. (2005) Strategy for Positive Aging in Nova Scotia https://www.gov.ns.ca/scs/pubs/Strategy-positive-aging.pdf 57 Province of Nova Scotia. (2006) /publications/P4PFramework.pdf Nova Scotia Health Promotion and Pr Opportunities for Sustainable Prosperity 2006. http://www.gov.ns.ca/econ/ofsp/docs/Opportunities_For_Sustainable_Prosperity_2006.pdf 58 Province of Nova Scotia. (2006) Route to Prosperity: Nova Scotia’s Infrastructure http://www.gov.ns.ca/tran/publications/Infrastructure.pdf 59 Voluntary Planning (1999) The Way Ahead: A Strategic Framework for Coordinating Transportation Development in Nova Scotia http://www.uccb.ns.ca/ced/ced-institute/naipresources/99-7639TheWayAhead.pdf 60 Transport Québec. 1994. Environmental policy of the Transport Ministry of Quebec. p. 11. http://www.mtq.gouv.qc.ca/portal/page/portal/Librairie/Publications/en/ministere/environnement/politique.pdf 61 Transport Québec. 2006. Passenger Transportation in Quebec: Better Choices for Citizens - Quebec Public Transit Policy. http://www.mtq.gouv.qc.ca/portal/page/portal/Librairie/Publications/en/transport_collectif/transit_policy_nov06.pdf 62 Velo Quebec. (2008) La Route Verte. http://www.routeverte.com/rv/ang/voyager.lasso?p=programme 63 Department of Transportation and Infrastructure Renewal. (2008) Business Plan 2008-2009, p.2. http://www.gov.ns.ca/Tran/publications/BusinessPlan08.pdf 64 Statistics Canada. (2008) Table 3a: Proportion of workers using a car to get to work and age groups, Canada, provinces and territories, 1996, 2001 and 2006 http://www12.statcan.ca/english/census06/analysis/POW/tables/table3a.htm; Table 3b: Proportion of workers using public transit to get to work and age groups, Canada, provinces and territories, 1996, 2001 and 2006 http://www12.statcan.ca/english/census06/analysis/POW/tables/table3b.htm; and Table 3c Proportion of workers walking, cycling or using another mode of transportation to get to work and age groups, Canada, provinces and territories, 1996, 2001 and 2006 http://www12.statcan.ca/english/census06/analysis/pow/tables/table3c.htm 65 GPI Atlantic. (2006) The GPI Transportation Accounts: Sustainable Transportation in Nova Scotia. Executive Summary. p. xxii. http://www.gpiatlantic.org/publications/summaries/transportationsumm.pdf 66 GPI Atlantic. (2006) The GPI Transportation Accounts: Sustainable Transportation Nova Scotia, p.450. http://www.gpiatlantic.org/pdf/transportation/transportation.pdf 67 Ibid. p. 446. 68 Transport Québec. 2006. Passenger Transportation in Quebec: Better Choices for Citizens - Quebec Public Transit Policy. http://www.mtq.gouv.qc.ca/portal/page/portal/Librairie/Publications/en/transport_collectif/transit_policy_nov06.pdf 69 Ibid. 70 Ibid. 71 Ibid. 104

72 Department for Transport United Kingdom. (2007) Transport Trends. http://www.dft.gov.uk/162259/162469/221412/190425/220778/trends2007a.pdf 73 Telecommuting is not included in the 2006 commuting mode data category, it was included in a separate category. 74 “Community based inclusive transportation is defined as services that respond to the unmet needs of all persons who have a transportation disadvantage”. Community Links. (2006) Increasing Rural Seniors’ Skills for Influencing Policy- Transportation: Public policy and community based transportation resource, 2nd Edition, p. 21. http://www.nscommunitylinks.ca/publications/SIPT2ndedition.pdf 75 Government of Canada (2002) Local Transportation. http://www.accesstotravel.gc.ca/lts/partners/lt_community-e.asp?ltprov=NS 76 Nova Scotia NDP Caucus. (November 30, 2007) Preyra, Wilson Introduce Amendments to Motor Vehicle Act. http://www.ndpcaucus.ns.ca/news.asp?ID=3770 77 CBCnews.ca. (May 14, 2008) Skateboarder jailed after refusing to pay fine. http://www.cbc.ca/canada/new-brunswick/story/2008/05/14/nb-skateboarder.html?ref=rss 78 Town of Wolfville (2008) Town of Wolfville Bylaws and Regulations, Chapter 70. http://www.town.wolfville.ns.ca/bylaws/skateboarding.pdf 79 Government of Nova Scotia. (1989) Motor Vehicle Act, 172 (1&2). http://www.gov.ns.ca/legislature/legc/statutes/motorv.htm 80 Velo Quebec. (2008) Bikeroutes, Greenways and Bicycle Touring. http://www.veloquebec.info/documents/RV08_Forum_e.pdf 81 Velo Quebec. (2006) Bicycling in Quebec 2005. http://www.veloquebec.info/documents/bicyclingquebec2005-en.pdf 82 Transport Québec. 2006. Passenger Transportation in Quebec: Better Choices for Citizens - Quebec Public Transit Policy, p. 42. http://www.mtq.gouv.qc.ca/portal/page/portal/Librairie/Publications/en/transport_collectif/transit_policy_nov06.pdf 83 Ibid. 84 Community bicycle program. (2008) http://en.wikipedia.org/wiki/Community_bicycle_program 85 French Government Tourist Office. (2007) Velib’ - Paris’ new bike transit system. http://uk.franceguide.com/press/Velib-Paris-new-bike-transit-system.html?nodeID=422&EditoID=88863 86 Saskatchewan Transportation Company. (2006) Saskatchewan Transportation Company 2006 Annual Report. http://www.stcbus.com/Library/Docs/stc_annual_report_2006.pdf 87 Ibid. 88 Personal Communication. (July 29, 2008) Phone conversation with Matt Lowe, West Kootenay Eco Society. 89 Transport Québec. (2006) Passenger Transportation in Quebec: Better Choices for Citizens - Quebec Public Transit Policy,p.40. http://www.mtq.gouv.qc.ca/portal/page/portal/Librairie/Publications/en/transport_collectif/transit_policy_nov06.pdf 90 Transport Canada. (February 20, 2008) Over $1.5 million to restore the Ottawa Central Railway. http://www.tc.gc.ca/mediaroom/releases/nat/2008/08-h044e.htm 91 The province made a strong first step to investing in public transit by allocating $3 million from the 2008 budget to transit services in un-served and underserved communities. 92 Climate Action Network Europe & European Federation for Transport and Environment. (2006) Clearing the Air: The Myth and Reality of Aviation and Climate Change, p. 8. www.climnet.org/EUenergy/aviation/2006-06_aviation_clearing_the_air_myths_reality.pdf 93 David Suzuki Foundation (2007) Air Travel and Climate Change. www.davidsuzuki.org/Climate_Change/What_You_Can_Do/air_travel.asp 94 Ibid. 105

95 Climate Action Network Europe & European Federation for Transport and Environment. (2006) Clearing the Air: The Myth and Reality of Aviation and Climate Change, p. 41. www.climnet.org/EUenergy/aviation/2006-06_aviation_clearing_the_air_myths_reality.pdf 96 Ibid. 97 U.S. Department of Energy, Energy Information Administration. (2007) Issues in Focus, Annual Energy Outlook 2007. http://www.eia.doe.gov/oiaf/archive/aeo07/pdf/issues.pdf; Nationalatlas.gov (2007) Overview of U.S. Freight Railroads. http://www.nationalatlas.gov/articles/transportation/a_freightrr.html 98 GPI Atlantic. (2006) The GPI Transportation Accounts: Sustainable Transportation Nova Scotia. p. 9. http://www.gpiatlantic.org/publications/summaries/transportationsumm.pdf 99 Ibid. 100 GPI Atlantic. (2006) The GPI Transportation Accounts: Sustainable Transportation Nova Scotia, Executive Summary, p.16. http://www.gpiatlantic.org/publications/summaries/transportationsumm.pdf 101 Halifax Regional Municipality. (2006) HRM Regional Planning Strategy. http://www.halifax.ca/regionalplanning/documents/Regional_MPS.pdf 102 Smart Growth Online. (2007) Principles of Smart Growth. http://www.smartgrowth.org/about/principles/default.asp 103 Smart Growth America (no date) Complete Streets Fact Sheet. http://www.smartgrowthamerica.org/documents/policy/SGA_Factsheet_CS.pdf 104 Complete the Streets (May 21, 2008) Complete the Streets News: Complete streets policy progress. http://www.completestreets.org/CompletetheStreetsNewsletter.html#policy 105 King, MR, Carnegie, JA, Ewing, R. (2003) Pedestrian Safety Through a Raised Median and Redesigned Intersections, Transportation Research Board 1828, pp. 56-66. 106 Powell, K.E., Martin, L., & Chowdhury, P.P. (2003) Places to walk: convenience and regular physical activity. American Journal of Public Health, 93, pp. 1519-1521. 107 Heart and Stroke Foundation. (2007) The Built Environment, Physical Activity, Heart Disease and Stroke. http://www.heartandstroke.com/site/c.ikIQLcMWJtE/b.3820627/k.DB5D/The_built_environment_physical_activiy_heart_ disease_and_stroke.htm 108 GPIAtlantic. (2000) The Cost of Obesity in Nova Scotia http://www.gpiatlantic.org/pdf/health/obesity/ns-obesity.pdf 109 Ibid. 110 Nova Scotia Health Promotion and Protection. (2005) Physical Activity Levels and Dietary Intake of Children and Youth in the Province of Nova Scotia. http://www.cdpac.ca/media.php?mid=265 111 New England Governors and Eastern Canadian Premiers. 2001. Climate Change Action Plan 2001. http://www.negc.org/documents/NEG-ECP percent20CCAP.PDF 112 Smart Growth America. (no date) Transportation: Smart Transportation. http://www.smartgrowthamerica.org/transportation.html 113 Personal Communication. (April, 2008) E-mail from David Smith, Service Nova Scotia and Municipal Relations. 114 Government of Nova Scotia. (1998) Municipal Government Act: An Act Respecting Municipal Government. http://www.gov.ns.ca/legislature/legc/statutes/muncpgov.htm. 115 Ibid. 116 Ibid. 117 Personal Communication. (April, 2008) E-mail from David Smith, Service Nova Scotia and Municipal Relations. 118 Infrastructure Canada. (2007) Gas Tax Fund. http://www.infrastructure.gc.ca/ip-pi/gas-essence_tax/index_e.shtml#table 119 Smart Growth Online. (2007) Principles of Smart Growth. http://www.smartgrowth.org/about/principles/default.asp 106

120 GPI Atlantic. (2007) DRAFT Agriculture Counts. Part 2: Resource Capacity and Use, Section II Land Capacity, p.11. 121 Nova Scotia Energy. (2007) Consultation Paper: Nova Scotia’s Renewed Energy Strategy and Climate Change Action Plan. http://www.gov.ns.ca/energy/pdfs/energy-strategy-2007.pdf 122 GPI Atlantic. (2007) DRAFT Agriculture Counts. Part 2: Resource Capacity and Use, Section II Land Capacity 123 Ecology Action Centre. (2007) Food Miles Project. 124 Government of Ontario. (2006) Places to Grow: Better Choices. Brighter Future. A Growth Plan for the Golden Horseshoe. http://www.pir.gov.on.ca/English/news/2006/q2/b20060616-1.htm 125 Government of Ontario. (June 15, 2007) McGuinty Government Action Plan for Rapid Transit will move the Economy Forward. http://www.premier.gov.on.ca/news/Product.asp?ProductID=1383 126 Government of Ontario. (2006) Places to Grow: Better Choices. Brighter Future. A Growth Plan for the Golden Horseshoe. http://www.pir.gov.on.ca/English/news/2006/q2/b20060616-1.htm 127 Government of Ontario. (2007) Financial Tools for Brownfield Redevelopment. http://www.mah.gov.on.ca/AssetFactory.aspx?did=1488 128 City of Portland. (1998) Chapter 17.13 Parks and Recreation System Development Charge, Scope and Purposes. http://www.portlandonline.com/auditor/index.cfm?c=28846 129 NGA Centre for Best Practices (2007) Integrating Schools into Healthy Community Design. http://www.nga.org/Files/pdf/0705SCHOOLSHEALTHYDESIGN.pdf 130 Nova Scotia Energy. (2001) Nova Scotia Energy Strategy: Part VII Energy Efficiency. http://www.gov.ns.ca/energy/AbsPage.aspx?ID=1247&siteid=1&lang=1 131 National Roundtable on Environment and Economy. (2003) Environmental Quality in Canadian 132 Cities: The Federal Role, pp. 80-81. http://www.nrtee-trnee.ca/eng/publications/environmental-quality-canadian-cities/environmental-quality-canadian-cities-eng.pdf 133 Transport Canada (2007) Case Studies in Sustainable Transportation: Charlottetown Transit. http://www.tc.gc.ca/programs/environment/utsp/docs/casestudiesPDF/cs46E_CharlotteTownTransit.pdf 134 Sierra Club of Canada National Office. (2008) Food Miles. http://www.sierraclub.ca/national/programs/health-environment/food-agriculture/campaign.shtml?x=840 135 GPI Atlantic. (2006) The GPI Transportation Accounts: Sustainable Transportation Nova Scotia. p. 450. http://www.gpiatlantic.org/pdf/transportation/transportation.pdf 136 Canada Revenue Agency. (2008) Tax Credit for Public Transit Passes. http://www.cra-arc.gc.ca/whtsnw/tms/trnst-eng.html 137 Environment Canada. (2008) Government Gets Tough on Smog-forming Air Pollution: Canada’s New National Vehicle Scrappage Program. http://www.ec.gc.ca/default.asp?lang=En&xml=5B400F8C-2A88-4E4B-BB75-A15BFF79D582 138 Victoria Transport Policy Institute. (2007) Pay-as-you-Drive Vehicle Insurance. http://www.vtpi.org/tdm/tdm79.htm 138 Ibid. 139 Ibid. 140 OnStar by GM. (July 17, 2007) OnStar News: GMAC Insurance and OnStar Announce the Low-Mileage Discount Program. http://www.onstar.com/us_english/jsp/index.jsp 141 Victoria Transport Policy Institute. (2007) Pay-as-you-Drive Vehicle Insurance. http://www.vtpi.org/tdm/tdm79.htm 142 Bicycle Trade Association of Canada. (December 3, 2007) Ontario PST Exemption on Bikes and Accessories a Gift for this Holiday Season. http://www.btac.org/news/index.html?id=07Dec03_1 143 The BC Climate Exchange (2005) The Hybrid Experience Report: Tax Benefits for Hybrids. http://www.hybridexperience.ca/Tax_Benefits.htm 107

144 Institute for Location Efficiency (2002) Introducing the Location Efficient Mortgage. http://www.locationefficiency.com/publications/lem-brochure.pdf 145 GPI Atlantic. (2006) The GPI Transportation Accounts: Sustainable Transportation Nova Scotia. http://www.gpiatlantic.org/pdf/transportation/transportation.pdf 146 Ibid. p. xii. 147 Government of Nova Scotia (2007) Environmental Goals and Sustainable Prosperity Act, 4(2b). http://www.gov.ns.ca/legislature/legc/bills/60th_1st/1st_read/b146.htm 148 Nova Scotia Health Promotion and Protection. (2003) Nova Scotia Injury Prevention Strategy: Report and Recommendations, 7.0 Appendices, p. 14. http://www.gov.ns.ca/hpp/repPub/NSIPreport04.pdf 149 New York City Taxi and Limousine Commission. (2008) Rules and Local Laws, Chapter 3: Taxicab Specifications. http://home2.nyc.gov/html/tlc/downloads/pdf/specrules.pdf 150 Town of Ely. (April 12, 2006). Minutes of a Meeting of the Licensing Committee, Ely, U.K. http://www.eastcambs.gov.uk/docs/minutes/licencing/li120406dr.pdf 151 BC Transit. (2007). 2007/08 to 2009/10 Service Plan. http://www.bctransit.com/corporate/pdf/20070220_service_plan.pdf 152 ManitobaTransportation and Government Services. (2005) 2020Manitoba’s Transportation Vision. http://www.gov.mb.ca/mit/2020/pdf/mbtransvisionmay05rpt.pdf 153 Government ofNew Brunswick. (2007) Climate Change Action Plan. http://www.gnb.ca/0009/0369/0015/0001-e.pdf 154 Government of Newfoundlandand Labrador. (2005) Climate Change Action Plan. http://www.env.gov.nl.ca/env/Env/policy%20and%20planning/climatechangereport/climatechangeplanfinal.pdf 155 Government ofOntario. (2007) MoveOntario 2020. http://www.premier.gov.on.ca/news/Product.asp?ProductID=1383 156 Transport Québec. (2006) Passenger Transportation in Quebec: Better Choices for Citizens -QuebecPublic Transit Policy,p. 40. http://www.mtq.gouv.qc.ca/portal/page/portal/Librairie/Publications/en/transport_collectif/transit_policy_nov06.pdf 157 Government ofSaskatchewan. (2007) Saskatchewan Energy and Climate Change Plan. http://www.environment.gov.sk.ca/Default.aspx?DN=b449861e-a2ef-488d-a266-6b8fb787e01a

www.ecologyaction.ca/trax 2705 Fern Lane Halifax, Nova Scotia B3K 4L3 Phone: 429.0924 Fax: 405.3716