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FALL • AUTOMNE 2019 | PLAN CANADA 5 Mobility for all EDITORS' NOTE EDITORS'
Kent Munro MCIP, RPP and Timothy Shah MCIP, RPP
eing mobile means that people can get around. But it really is just Our intention with this issue is to offer a a means to an end. Mobility can, wide variety of perspectives that broaden Band should, result in improved the conversation about transportation, accessibility for everyone. An overarching goal in addressing mobility is to enhance access to mobility, and accessibility. key destinations, like jobs and services. Improving mobility to benefit every Canadian is one of the more pressing have better access? How can new advances Mississauga’s first Transportation Master challenges for planners today. About in technology enhance access to jobs Plan focuses on the holistic concept of two-thirds of the country’s population live and services, even as our environments freedom to move – for all. Orly Linovski and around the outer edges of cities, making the densify? How can planners ensure systems Nadia Galati argue that social equity must need for efficient movement of people and that support mobility also make a positive be at the forefront of any transportation goods essential. Recently, Statistics Canada contribution to sustainability imperatives? planning decision. Levity is brought to the reported that, despite efforts aimed at To set the tone of this issue, Madalena serious topic of prioritization of competing improving urban mobility, the commute for Harreman-Fernandes and Ahmed El-Geneidy interests in transportation projects with people who spend more than an hour getting help us to understand that accessibility Stephen Oliver’s article that draws on a to work each day has actually increased by should be a fundamental measure of success metaphor of ordering pizza. Nourishing five percent since 2011. Clearly, more effort for achieving mobility. Other contributors reading, indeed! is needed to address transportation issues are sharing the lessons learned from Today’s planners must be vigilant, facing communities across the country. their transformative work. With billions of monitoring and appropriately responding To address this issue, the profession relies dollars being invested in public transit, it to emerging technologies and trends, and on thoughtful transportation planning. While is timely that Tania Wegwitz reflects on her ensuring that all community goals are that work has traditionally been influenced experiences in addressing questions that are satisfied. Alex Bigazzi and Elmira Berjisian by engineering practices, it is no longer just commonly asked by citizens about transit. tell us how electric bikes (e-bikes) could help a technical exercise using tools like traffic Preston Schiller reveals how Kingston, Canadian cities achieve their goals of reducing modelling, parking demand management, Ontario doubled its transit ridership over emissions and increasing physical activity and infrastructure delivery. Today, movement a 10-year period, while Ren Thomas offers at the same time. Janelle Lee and Carolyn within and between settlements is more insights drawn from international examples Kim present study results from the Golden complex than ever, with new technological of transit-oriented development to show Horseshoe area of Ontario suggest that “last advancements motivating change. Communi- what planners can do to ensure that land mile solutions” for goods delivery not only ties often find themselves trying to “catch up” use decisions support mobility goals. Paul increase efficiency but also reduce emissions to understand how the latest trend has – or Pentikainen challenges conventional thinking associated with freight movement. will – impact how their citizens move about. about transit service delivery by presenting Our intention with this issue is to offer a This issue of Plan Canada explores the Town of Innisfil’s experience of using wide variety of perspectives that broaden the some of the critical or emerging mobility proprietary ride-hailing software from Uber conversation about transportation, mobility, challenges facing Canadian communities. to address a public mobility need. and accessibility. In our ever-evolving and What are some of the innovative approaches Mobility for all implies that transportation fast-moving world, a key challenge for our being taken to keep people and materials innovations have broad benefits across profession will be to equitably deliver the moving? Do improvements help everyone to communities. Michelle Berquist shows that benefits of mobility to all. ¢
6 PLAN CANADA | FALL • AUTOMNE 2019 MOT DE LA RÉDACTION 7 UPC, MICU Timothy Shah Timothy FALL • AUTOMNE 2019 | PLAN CANADA 2019 • AUTOMNE FALL Le concept de mobilité pour tous laisse laisse de mobilité pour tous Le concept sont tenus urbanistes les Aujourd’hui, offrir un numéro, ce avec Nous souhaitons, entendre que les innovations dans le secteur secteur dans le innovations que les entendre des retombées avoir doivent du transport Michelle des collectivités. pour l’ensemble plan premier le décrit comment Berquist est de Mississauga du transport directeur de la liberté holistique concept sur le axé et Linovski Orly pour tous. de déplacement sociale Nadia Galati sont d’avis que l’équité considérations autres doit primer sur les des décision sur la planification dans toute sérieux de la très Le thème transports. dans les concurrents priorisation des intérêts une avec abordé est liés au transport projets qui trouve Oliver d’humour par Stephen note une commander de fait le avec une analogie l’esprit! pizza. De quoi se rassasier des d’effectuer de vigilance, preuve de faire sur pertinente de façon suivis et d’intervenir émergentes, et tendances technologies les actions que leurs à ce de veiller et aussi Alex aux buts des collectivités. correspondent nous décrivent Berjisian Bigazzi et Elmira peuvent électriques vélos les comment à atteindre canadiennes villes aider les des émissions de réduction cibles leurs physique. l’activité en encourageant tout d’une des résultats compte Lee rend Janelle du « Golden étude menée dans la région les lesquels selon » en Ontario Horseshoe » pour du « dernier kilomètre solutions dites non accroissent de marchandises la livraison réduisent aussi mais l’efficacité, seulement à l’acheminement attribuables émissions les des marchandises. de vue susceptibles de points éventail vaste la transport, échanges sur le les d’éclairer monde, notre Dans mobilité et l’accessibilité. et à un rythme effréné, sans cesse qui évolue profession défis pour notre un des grands de pouvoir et à toutes à tous de garantir sera de la mobilité. ¢ des avantages profit tirer MICU, UPC et MICU, Kent Munro Kent Ce numéro de Plan Canada traite de Canada traite de Plan Ce numéro numéro, à ce En guise d’introduction certains des défis, critiques ou émergents, des défis, critiques ou émergents, certains collectivités les face auxquels font plan de la mobilité. sur le canadiennes novatrices approches sont les Quelles maintien de la le pour assurer retenues et des biens? Les mobilité des personnes apportées contribuent- améliorations pour accessibilité à une meilleure elles avancées nouvelles Comment les tous? l’accès faciliter peuvent-elles technologiques malgré et de services, d’emploi aux pôles de nos milieux? Comment la densification que les assurer peuvent-ils urbanistes les respectent la mobilité qui facilitent systèmes de durabilité? impératifs les et Ahmed Harreman-Fernandes Madalena que El-Geneidy nous aident à comprendre la principale être devrait l’accessibilité à la à parvenir réussite de notre mesure nous collaborateurs mobilité. D’autres travail de leur tirées part de leçons font de que des milliards Alors transformateur. en transport dans le sont engloutis dollars à point nommé que Tania il tombe commun, de répondre son expérience partage Wegwitz les concernant des citoyens aux questions raconte Schiller Preston collectifs. transports en dix ans a (Ontario) Kingston comment en des transports l’achalandage su doubler Thomas donne sa part, Ren Pour commun. d’aménagement d’exemples un aperçu d’un peu au commun transport sur le axé que ce au monde pour illustrer partout à pour veiller urbanistes les faire peuvent à l’utilisation décisions relatives que les ce objectifs de mobilité. les des sols respectent les en question remet Pentikainen Paul des services sur la prestation idées reçues en relatant en commun de transport d’Innisfil qui utilise de la ville l’expérience d’Uber pour de voiture d’appel logiciel le à des besoins de mobilité du public. répondre pour tous
La mobilité peut et devrait La mobilité peut et devrait
a mobilité, c’est la facilité de la facilité a mobilité, c’est ce des gens, mais déplacement au service moyen qu’un en fait n’est d’une fin.
De nos jours, un des défis les plus les plus un des défis De nos jours, la problème, à ce s’attaquer Pour Mobilité
améliorer l’accessibilité pour tous et toutes. et toutes. pour tous l’accessibilité améliorer but de la mobilité le tout, et avant D’abord à des destinations l’accès de faciliter est des lieux d’emploi comme incontournables et des services. est urbanistes pour les à relever pressants Canadiens les la mobilité de tous de faciliter de la deux tiers les et Canadiennes. Environ en périphérie vivent population canadienne qui rend urbaines, ce des agglomérations et des personnes la circulation essentielle Canada nous Statistique des marchandises. qu’en dépit des efforts récemment apprenait la mobilité urbaine, le visant à améliorer des personnes de déplacement temps chaque jour heure plus d’une qui mettent depuis 2011 avait au travail à se rendre De toute augmenté de cinq pour cent. au partout de collectivités les évidence, pour plus d’efforts consacrer pays doivent de circulation. problèmes les résoudre mise sur une planification profession Bien de transport. en matière réfléchie été ait traditionnellement travail que ce du secteur les pratiques par influencé exercice plus un simple du génie, il n’est d’outils comme à l’aide réalisé technique gestion la la modélisation de la circulation, et de stationnement de la demande d’aires Plus que d’infrastructure. de réalisations entre déplacements les jamais, de nos jours, des zones habitées sont d’une et à l’intérieur des et changent au gré complexité grande se collectivités Les technologiques. avancées » en « mode rattrapage souvent retrouvent dernières toutes les de cerner s’agit lorsqu’il auront qu’elles l’effet ou encore tendances, des habitants. de se déplacer façons sur les L MOBILITY FOR ALL ACCESSIBLE FOR PLANNERS MAKING ACCESSIBILITY By Madalena Harreman-Fernandes andAhmedEl-Geneidy,PhD 8 services ina region. planning for anequitable distribution of land useandtransport systems, and/or evaluating theperformance ofexisting when assessing new policiesandplans, alongside traditional planningmeasures accessibility shouldbeincorporated to. Thisarticle explains whyandhow but whatdestinations they have access an individualcan move aboutanetwork, measures consider notonly how easily a landuseperspective, accessibility practice. Byconsidering transport from seldom appliedwithinplanning used bytransport researchers but performance indicator thatiswidely Accessibility isacomprehensive SUMMARY des services dansune région donnée. d’envisager unerépartition équitable des réseaux detransport, ouencore d’évaluer l’utilisation actuelle dusolet plans etdenouvelles politiques, vient le temps d’évaluer denouveaux utilisées parles urbanistes lorsque que d’autres, faire partiedesmesures l’accessibilité devrait, aumêmetitre article explique comment etpourquoi destinations quisontàsaportée.Cet dans unréseau, maisaussi vers des facilité d’unindividudesedéplacer se basentnonseulement surla sol, les mesures del’accessibilité d’un pointdevuel’utilisation du urbanistes. Tenant compte dutransport rarement parmiles outilsdes des transports, maisqu’onretrouve par les chercheurs dansle secteur rendement global souvent utilisé L’accessibilité est unindicateur de RÉSUMÉ PLAN CANADA |FALL •AUTOMNE 2019 expansions lead to induced demand. build ourwayoutofcongestion asnetwork come to terms withthefact thatwe cannot planners andpolicy-makers are beginningto on reducing vehicle congestion. However, entirely mobility-basedwithaprimaryfocus transport planninggoalswere almost Throughout most ofthe20thcentury, INTRODUCTION jobs, withinaparticular travel timebypublic accessibility, inthis case to the numberof public transit. Figure 1-Bshows thelevel of given location atdifferent timeintervals by or isochrones, thatcan bereached from a For example, Figure 1-Adepictsareas, solely onthe efficiency ofthenetwork. of thetransport system andfocuses does notaccount for thelandusecomponent to another,differs from accessibility inthatit to move freely andeasily from onelocation accessibility andmobility. Mobility,theability must bemadebetween theconcepts of design term. Furthermore, adistinction transport systems rather thanasauniversal performance measure oflanduse and accessibility inthisarticle, refers to a First, itshouldbenoted thattheterm WHAT ISACCESSIBILITY? equity intransport. particularly, how itcan beusedto promote can beused in planningpractice and, go onto explain whyandhow accessibility and how itcan bemeasured. Itwillthen This article willfirst describeaccessibility movement between pointsalong anetwork. mobility approaches, whichfocus solely on and transport systems –unlike traditional combines the performance ofbothlanduse the easeofreaching destinations, asit key example isplanningfor accessibility, the qualityoflife ofallresidents. One process thathave stronger impactson more sustainable objectives intheplanning increasingly concerned withincorporating response, transport professionals have been 1 In
transport fieldsby Walter Hansenin1959, tract intheregion. 45 minutes onpublictransit for every census number ofjobsthatcan bereached within choropleth mapinFigure 1-Bdisplaysthe within the travel time buffers. In contrast, the or ‘opportunities’ thatpeople can access Figure 1-Adoesnotaccount for theactivities between mobilityandaccessibility, isthat The difference between thetwo figures, and transit from eachcensus tract onthemap. components public transit. There are four interrelated cycling, orregional scale, for drivingand at eitherthelocal scale, for walkingand on travel mode,measures can begenerated and communicated usingmaps.Depending measure thatcan beeffectively interpreted land usefactors. Itisaspatially continuous into consideration individual,transport, and one can reach destinations while taking accessibility isameasure ofhow easily are two primarytypesofaccessibility planning purpose andavailable data. There have beendeveloped, eachsuitingadifferent Several different measures ofaccessibility • • • • when measuringaccessibility: First introduced to theplanningand modes andactivities. influence individualaccess to different desires, abilities,and opportunitiesthat Individual component: Theneeds, operation, peaktraffic). behaviour vary over time(e.g.,hours of destination activities,andindividual Temporal component: How traffic, demand. accounting for theirquantity,location, and distribution ofpotential destinations while Land usecomponent: Thespatial monetary cost. measured bydistance, travel time,or vehicle, publictransit, cycling) and depending ontravel mode(e.g.,private between two pointsalong anetwork Transport component: Theeaseoftravel 3 thatshouldbeconsidered 2
the cumulative opportunitymeasure. measure withintheplanningfieldis individual withinacertain timeandspace. to assess thelevel ofaccessibility for an based. Person-based measures are used measures: person-based andlocation- particular modeoftransport. destinations from agiven location usinga the distribution ofandeaseaccess to commonly usedinresearch, measuring or location-based measures are more implement atregional scales. Place-based as theirdifficulty to communicate and of individualactivitydata neededaswell rarely usedinpractice dueto theamount experiences ofaccessibility, they are a very detailed assessment ofindividual While thesetypesofmeasures provide equal weight. destinations withinathreshold are given can besensitive to selected cut-offsandall time, orcost thresholds, accessibility levels standard methodfor determining distance, public. However, since there iscurrently no communicate to policymakers andthe They are alsotheeasiest to interpret and and require less data thanothermeasures. They are thesimplest measure to calculate distance, travel time,orcost threshold. or combination ofmodeswithinacertain walking, publictransit, orprivate vehicle) using agiven travel mode(e.g.,cycling, the numberofdestinations reached Cumulative opportunitymeasures count most purposes withinplanningpractice as cumulative opportunitymeasures suit the results ofanaccessibility analysis, of accessibility measure can influence and travel behaviour. While thechoice dependent onassumptions aboutdemand interpret, and communicate; andare data-intensive; more difficult to calculate, theoretically robust, they are alsomore While thesemeasures are often more against theutilityofallotherdestinations. utility ofonedestination isweighted to theorigin,orutility-based,where the determined basedonitssizeandproximity where thevalue ofadestination is for agiven study area. is representative (e.g., average travel time) travel distance, time,orcost threshold that measures to determine themost appropriate surveys to calibrate cumulative opportunity multiple thresholds and/orconsult travel The most widely usedlocation-based Other measures can begravity-based, 7 Therefore, itisbest to use 5 6
4
8
factors (e.g.,travel timeandcost groups, orcombine multiple accessibility accessibility for specificsocioeconomic Figure 1-B index mapofaccessibility to jobsfor eachcensus tract (bottom) usingpublictransit inToronto, Ontario. Figure 1-A:Isochrone mapofmobilityfrom asingle pointoforigin(top) andB:acumulative-opportunity between different travel modes, of destinations, compare accessibility opportunity analysis can alsospecifytypes communication. More detailed cumulative soundness andeaseofunderstanding and they strike abalance between theoretical accessible to different populations is of that thetransport system actually makes harmful oversight since therange ofplaces accessibility aswell. Thisisapotentially to increase mobility, manyfail to consider While amajorityoftransport plansaim 9 address 10 ). and employment rates. on travel behaviour,property values, of destinations have adirect impact High levels of accessibility to avariety a by-product ofplanning for accessibility. Equitable andsustainable outcomes are WHY ACCESSIBILITY? area’s transport andlandusesystems. provide amore accurate assessment of an as they are complementary andtogether incorporated withinplanningdocuments and accessibility measures needto be ease ofgettingto thoseplaces. Bothmobility equal, ifnotgreater, importance thanthe FALL •AUTOMNE 2019 | PLANCANADA 12 Where people 11
9
MOBILITÉ POUR TOUS MOBILITY FOR ALL 10 transport infrastructure andpolicydecisions of spatialand/orsocialequity. Current and promoting socialequity. supporting urbaneconomic development, encouraging alternative modesoftransport, reducing vehicle kilometres travelled and economic, andsocialplanninggoalsby can helpcitiesachieve environmental, accessibility bytransit, cycling, andwalking being ofmarginalized groups. Increasing impact onthetravel behaviourandwell- socioeconomic groups, havingagreater regional accessibility can vary for different Source: Emily Griséetal.2018. Figure 2.Accessibility to jobswithin45 minutes travel timeviapublictransit inMontreal, Quebec. work of cost andaccessibility. Ourprevious how far they travel isoften afunction choose to live, whatmodethey take, and Accessibility isaneffective indicator PLAN CANADA |FALL •AUTOMNE 2019 13 has alsoshown thattheimpactsof criteria analyses analyses (CBAs)and,increasingly, multi- are often madethrough cost-benefit a valuable complement for evaluating equity making processes, accessibility can serve as are likely to remain central to decision- income communities. patterns ofunequalinvestment inlower monetized benefits,which can reinforce transport projects andpoliciesagainst their weigh only themonetary costs ofnew included withinanMCA). CBAsinparticular groups across urbanareas (unless explicitly impact different regions orsocioeconomic how new orexisting projects andpolicies transport decisions,asthey donotconsider social distributional effects oflanduseand of analysis typically considers thespatialor 14 (MCAs). Yet neithertype 15 Asthesemeasures use andtransport system bycomparing also beusedto evaluate the current land populations. Accessibility measures can by improving opportunities for theirtarget or local transport investments willbemade example, to ensure thatreturns onregional of arational decision-making process, for scenarios oralternative policiesaspart for theobjective assessment ofproject of opensource data. improved thanksto theincreased availability survey, census, andnetwork data) has the necessary data (e.g.,origin-destination accessibility measures. However, access to the primarybarriers to practitioners using knowledge anddata are usually identifiedas moral judgement planners anddecision-makers to exercise trip affordability for different groups. accessibility analysis can provide insightinto Incorporating monetary ortimecosts within levels ofsocialexclusion withinaregion. in access to certain travel modes,and employment andservices, disadvantages to measure thedistributive inequalitiesof For example, accessibility isoften used and groups can beisolated for analysis. and socialexclusion asparticularregions Our own research economic development andsocialinclusion. within plansto describebroader goalslike often asabuzzword within planning practice. When it is used, it is concept ofaccessibility israrely applied literature onlanduseandtransport, the While itiscommonly studied intheacademic APPLICATIONS WITHIN PLANNING PRACTICE influence results. considered aspartoftheanalysis can also potential project orpolicyimpactsare to be between socioeconomic groups andwhat of accessibility. How onedifferentiates as they can lead to different definitions within plansandotherpolicydocuments, considered equitable becommunicated interpretations andthresholds ofwhatis individuals. Itisimportant thatdifferent distance, cost ormodewillvary for different a region, aswhatisaviable travel time, for everyone, orfor different groups within a minimumoridealaccessibility threshold within aregion. Thismayrequire assuming particular areas orsocioeconomic groups of accessibility deemedacceptable for Accessibility isprimarily usedinpractice Equity, unlike formal equality,requires 16 19 to determine thelevel found thatalackof 17 orgeneral objective 18
land useandtransport systems. planners withamore holistic assessment of and/or incorporated within MCAs to provide with mobilityorotherplanningmeasures, alongside qualitative methods,incombination Accessibility measures can alsobedone transparency throughout theprocess. decisions, definegoals,andensure documents can beusedto justify planning targets withinplansandotherpolicy accessibility metricswithclear performance often subjective innature, incorporating understand. Asplanningdecisionsare for decision-makers andthepublicto measures needto besimple andintuitive environmental goals.However, accessibility reach manysocietal, developmental, and Planning for accessibility can helpcities FINAL THOUGHTS can beprovided for allusers. heavy doors, so that the same level of service minimizing obstructions, like stairs and This would involve providing elevators and accessibility for thoseusingawheelchair. for transit stations inareas withlow job by prioritizinguniversal designretrofits the Montreal example, thiscould bedone ensure abetter qualityoflife for all.For meet minimumlevels ofaccessibility and populations sothatnew andexisting projects infrastructure andservices for marginalized and policiesneedto prioritizeimproving improve overall levels ofaccessibility, plans using thesamenetwork. Inorder to jobs accessible to thosenotinawheelchair in awheelchair hadaccess to only 46%of It wasfound that,onaverage, transit users wheelchair users compared to non-users. in Montreal interms ofproviding service for evaluate theperformance ofpublictransit cumulative opportunitymeasures to example, Figure 2 isfrom astudy of traveling to various destinations. For groups andregions and services for different socioeconomic analysis bycomparing access to employment are particularly helpfulaspartofanequity in previous sections,accessibility measures accessibility over time.Finally, asmentioned studies are neededto monitor changesin particular, more longitudinal accessibility and identifyinggapswithinanetwork. In evaluating service coverage ofpublictransit, accessibility levels for different travel modes, 20 andtheaffordability 21 using ENDNOTES Canada (NSERC). and EngineeringResearch Councilof of Canada(SSHRC) andNatural Sciences Sciences andHumanitiesResearch Council in thisarticle wasfundedbytheSocial mobility measures. Research conducted to distinguish between accessibility and Dr. David Verbich for hisrecommendation graphics. We would alsolike to thank as Dr. Emily Griséfor providing figure throughout thewritingprocess aswell and JamesDeweese for their feedback The authors would like to thankBoerCui ACKNOWLEDGEMENTS 5 4 3 2 1
Planners D.C.: Brookings Institution Press, 2005). Information Systems Information Anthony Downs, Geurs andvan Wee. Geographical Information Systems," Using Space-Time PrismConcepts within Harvey J.Miller, "ModellingAccessibility Journal ofTransport Geography 12(2004). Strategies: Review andResearch Directions," Evaluation ofLand-UseandTransport Karst T. Geurs andBertvan Wee, "Accessibility Land Use," Walter G.Hansen,"How Accessibility Shapes International Journal of Geographical Geographical of Journal International with Peak-Hour Traffic Congestion Congestion Traffic Peak-Hour with further research. planning andidentifyingareas of of accessibility measures within research involves practical applications at McGillUniversity. Hergraduate a Master ofUrbanPlanningStudent Madalena Harreman-Fernandes is [email protected] [email protected] [email protected] needs ofdisadvantaged populations. on understanding thetransportation mobility inurbancontexts, withafocus measurements ofaccessibility and use andtransportation planningand His research interests includeland de transport metropolitan (ARTM). Member oftheAutorité régionale at McGillUniversity andBoard in theSchoolofUrbanPlanning Ahmed El-GeneidyisaProfessor 25,no.2(1959). Journal of the American Institute of of Institute American the of Journal Still Stuck in Traffic: Coping Coping Traffic: in Stuck Still madalena.harreman- 5,no.3(1991). ¢ (Washington, 7 6 12 11 10 9 8 21 20 19 18 17 16 15 14 13
and Transport Developments and Policy Strategy Strategy Policy and Developments Transport and (1997). Transport: Accessibility Evaluation of Land-Use Land-Use of Evaluation Accessibility Transport: Infrastructure Research Infrastructure (Canada: Oxford University Press, 2015). Boisjoly andEl-Geneidy. Accessibility Measures," Impacts ofTransportation PlansUsing Ahmed El-Geneidyetal.,"Evaluating the Social DisparityUsingTotal Travel Cost," Equity: Assessing Transit Accessibility and Ahmed M.El-Geneidyetal.,"TheCost of in Transportation PlansinNorthAmerica," Evaluation ofEquityObjectives and Measures Urban Transportation Planning:A Critical in Transportation PlansinNorth America," Evaluation ofEquityObjectives andMeasures Urban Transportation Planning:A Critical El-Geneidy, "Integrating SocialEquityinto Kevin Manaugh,MadhavBadami,andAhmed Planners' Perspective onAccessibility." Boisjoly andEl-Geneidy,"TheInsider:A El-Geneidy etal. Metropolitan Transportation Plan," of Accessibility Objectives andIndicators in "How to GetThere? ACritical Assessment Geneviève Boisjoly andAhmedM.El-Geneidy, Transportation," Banister, "Distributive Justice andEquityin Rafael H.M.Pereira, TimSchwanen,andDavid Evaluations," Equity andSocialExclusion inAccessibility Bert van Wee andKarst Geurs, "Discussing Based Approaches," Combining Ethical TheoriesandAccessibility- "A Methodto Evaluate Equitable Accessibility: Karen Lucas, Bertvan Wee, andKeesMaat, from theSãoPaulo Metropolitan Region," Accessibility to JobsbyPublicTransit: Evidence and AhmedEl-Geneidy,"Informality and Geneviève Boisjoly, AnaIsabelMoreno-Monroy, Practice Karst Geurs, Accessibility," "The Insider:APlanners' Perspective on Geneviève Boisjoly andAhmedM.El-Geneidy, Opportunities," in Use Interactions inCities:GettingCloser to Evelyne St-Louis,"Transport andLand- Ahmed El-Geneidy,ZacharyPatterson, and Alternatives," Accessibility: AnExploration ofIssues and Susan HandyandD.A.Niemeier,"Measuring Transportation Research Part A: Policy and and Policy A: Part Research Transportation (Delft, Netherlands:Eburon, 2006). Transport Policy Policy Transport Geography Transport of Journal Urban Research Research Urban Transport Policy Policy Transport Policy 64 (2017). (2017). (2016). FALL •AUTOMNE 2019 | PLANCANADA 55(2017). 91(2016). Accessibility, Land Use and and Use Land Accessibility, European Journal of Transport and and Transport of Journal European Environment and Planning Planning and Environment Journal of Transport Geography Transport of Journal Transport Reviews Transport 37 (2015). 37 (2015). 20, no.1(2011). Canadian Cities in Transition in Cities Canadian Transportation 11,no.4(2011). Canadian Journal of of Journal Canadian 64(2017). Transport Transport 37,no.2 43,no.3 A 29
11
MOBILITÉ POUR TOUS MOBILITY FOR ALL 12 COMMON QUESTIONSABOUTPUBLICTRANSIT POTENTIAL PLANNERRESPONSESTO GOT TRANSIT? By Tania Wegwitz, MCIP,RPP prix decompromis. parti decertaines situations,parfois au collectivités etauxéluscomment tirer à exprimer auxmembres des compréhension debasenécessaires leur spécialité,les instruments etla à offrirauxurbanistes, quelle quesoit Par contre, cet article généraliste vise de chaqueurbaniste pourrait varier. caractère unique,l’approche respective et chaquesituationprésente un réponses. Commechaquecollectivité de suggestions surlaformulation des assorties d’information documentaire et de transport encommun auCanada, plus souvent ausujetdesservices leaders communautaires posentle questions queles citoyens etles Cet article recense certaines des RÉSUMÉ elected officials. trade-offs to community members and basic understanding to describekey any area offocus withthetools and is aimedatproviding planners of vary. However, thisgeneral article the approach ofeachplannermay communities andsituationsare unique, suggestions onhow to respond. Since with background information and about transit services inCanada, by citizensandcommunity leaders of thequestions commonly asked This article isanoverview ofsome SUMMARY PLAN CANADA |FALL •AUTOMNE 2019 C have somelevel ofmunicipal subsidy. operating costs, allCanadiantransit systems may generate more revenue thantheir fares, advertising, andotherrevenue. fully fundedthrough userpay: passenger have anexpectation thattransit shouldbe Some community members andleaders may SHOULDN’T TRANSITPAY FOR ITSELF? approaches for responding to them. questions abouttransit andsuggested here are someofthemost common size orcontext. To assist otherplanners, regularly popup,regardless ofcommunity a handfulofthesetransit-related questions how itmightwork better. have questions abouthow transit works and or tightmunicipalbudgets,manyresidents new federal/provincial fundingopportunities, change, agingdemographics, socialequity, conversations aboutaddressing climate about transit are ontherise.Prompted by citizens andcommunity leaders have asked about transportation’s role, questions that cities connect. places themselves, anintegral partofhow between pointsAandB–butalsoaboutthe between places –spansofnothingness network are notjust abouttheintervals layers ofeachcommunity’s transportation right andinanintegrated way,themany destinations we buildwithinthem.Done compact communities anddenser, walkable citizens andelected officials that support for this can alsobeagoodpointto remind system’s efficiencyandridership revenue, most important factors thatdetermine a density andcommunity form are two ofthe fall andrevenue willsuffer. Since population the fares too highandoverall ridership will While certain routes insomecommunities While communities andsituationsvary, Set withinthisgrowing awareness within citiesisasimportant asthe in understanding thathow we move ommunities have come along way
1 Raise transit, rather thancost. close to homeasthereason for nottaking of frequency, directness, oraccess to astop respondents more commonly cite thelack financial barriers. to address climate change)orto remove to seeincreased transit utilization(suchas question, usually underpinnedbyadesire At theotherendofspectrumisthis SHOULDN’T TRANSITBEFREE? resilient transportation system. same can besaidfor creating adiverse and education, andservices. Atitsroot, the and ensures access for allcitizensto jobs, that enables thecommunity to function for acommunity? Itisaprovided service conversation. Whatdoessnow removal do it can often beausefulmeansto shiftthe itself?” Thissoundssomewhat cheekybut “Should municipalsnow removal payfor effective to counter withanotherquestion: municipal transit costs over thelonger term. developments isthekey to managing need to be considered holistically, aspartof fares shouldnotbeconsidered. Butthey do improvements. and doesnothingto address desired service be found to maintain existing service levels This meansthatreplacement fundingmust or eliminatingfares willdecrease revenues. 60% ofasystem’s overall costs, funding. Since, onaverage, fares cover 32%- to address thosebarriers requires further In system surveys oftransit non-users, In therightsituation,itmaybemore This isnotto saythatreduced or“free”
2 Improving service 3 lowering 40) passengers.” the road, eachbusiscarrying 20(or30,or every hourofservice thesystem putson interested to hearthat,onaverage, for passengers atacertain point,you maybe “While itmayseemthatabus hasfewer question isto provide thatmeasure: initial response to thisoften rhetorical statistic for your own community, agood (or “RidesperHour”).Ifyou have this metric called Ridership perHourofService “always.” Transit systems typically track a begins withunpackingthe“every” andthe The answer to thisquestions usually WHY ISEVERYBUSISEEALWAYS EMPTY? location andcapacity. each dayandeven thingslike vehicle storage or routes thatvehicle mightbeoperating your system isstructured, whatothertrips will dependonmanythings,includinghow sense where itisfeasible. Thatfeasibility service orlower ridership areas makes smaller vehicles for neighbourhood-level not changesubstantially withvehicle size. administer thesystem, thosecosts willlikely to thepeople whohelpdrive, maintain, and transit system’s operating costs isrelated so, since thelargest portionofatypical vehicle butnothalfasmuch.Even more be somewhat lower for asmaller transit believe. Fuel andmaintenance costs will may notbeasgreat asyou mightinitially variety ofreasons, butthelevel ofsavings Smaller vehicles maymake sensefor a OF TRANSITIFBUSESWEREHALFTHESIZE? COULDN’T WEOFFERTWICETHEAMOUNT trip, potentially resulting infewer trips. and exit) willtake muchlonger to serve per long mainroad thatactsastheonly entrance a lollipop (clustered around the end of a single of circuitous roads orwhichtakes theform of network. Aneighbourhoodthatiscomprised demographics andtheform oftheroad influence frequency includeneighbourhood level ofservice. Otherfactors thatcan destinations willusually receive ahigher populated orlocated closer to key A neighbourhoodthatismore densely Transit andlandusegohandinhand. LESS FREQUENT SERVICE THAN ANOTHER? WHY DOESMYNEIGHBOURHOODHAVE how service willbemaintained andimproved. an overall approach to transit thatidentifies While cost won’t betheonly factor, using
central role inyour responses to theseor right approach. your transportation network islikely the like anyotherhealthyentity,diversity in all settingsandpassenger markets. Just the most efficientandeffective method for circumstances butthey are notgoingto be other providers maymake senseinsome on-demand service andpartnerships with be cautious aboutone-sizedcure-alls. Yes, solution, theadvice here would beto simply encompassed whole systems. as well ason-demand approaches thathave that have spannedspecificareas ortimes, transportation providers to deliver services with taxi companies andotherthird-party communities. Thisincludespartnerships has actually existed for decades inCanadian transportation solutionsto deliver transit a wildly new idea,useofon-demand to deliver transit services seemslike While theuseofridehailingtechnology WON’T UBERSOLVE ALLOURPROBLEMS? system improvements forward. vote andadvocacy counts inmoving transit be madeaware. Also,remind themthattheir their concerns so thatdecision-makers will know where they can appropriately direct for additionalorlarger vehicles. Letpeople demand warrants itand/orcapital funding operating fundingto putonmore tripswhere addressing crowded tripsisfunding: that theseprocesses exist ineithercase. be usefulto let community members know that are over capacity orunder-utilized.Itcan taken to monitor andadjust routes andtrips standards thatdetermine whatactionwillbe previous question alsoapply here. observation androute functionnoted inthe The samecomments abouttimeandplace of VEHICLES ALWAYS SOFULL? WHY ARETHETRANSIT will appearto bemore orless full. when orwhere you observe asystem, transit into othermainlineroutes. Dependingon people upfrom thatpointforward andfeed empty because itspurposemaybeto pick residential neighbourhoodwilloften look within it.Aroute attheendoflineina different routes serve different functions Ideally, exploring diversity willplaya As withanypotential transportation Often, though,thelimitingfactor to Many systems willalsohave service Because transit isa system , itmeansthat 3 2 1 truly starts to take transit to new places. or safer?” Itisaquestion like thatwhich we changeto make your own journeys easier knowledge. “And whatspecificthing could very precise, personal, community-specific own questions thatdive deeperinto that above asastarting pointto thenaskyour your responses to thecommon questions do itbetter needsto becelebrated. Use to ponderandaskquestions abouthow to in communities ofallsizestake thetime own transportation. Thefact thatpeople every single oneofusisanexpert inour planning isafascinating fieldbecause other transit questions. Transportation ENDNOTES
Data, pp.G4-16). Conventional Transit Statistics, 2017Operating Canadian UrbanTransit Association, Canadian Labrodor, Territories) to 60%(Ontario). (2017 which ranged from 32%(Newfoundland and shown reflects 2017averages byprovince, lower orhigherthanthisrange. Therange or territory and individualsystems may be Cost recovery varies bysystem andprovince engagement-summary/) transit/transit-action-plan/phase-one-public- pg. 16,https://www.greatersudbury.ca/live/ Public EngagementPhase1ResultsSummary, (12.9%). (Greater SudburyTransit ActionPlan: Buses donotoperate where Ineedto travel “Bus doesnotcome often enough”(14.9%)and three responses “Too inconvenient” (47.9%), frequent response. Thiscompares to thetop in thepast year. Thiswastheseventh most of theirtop three reasons for nottaking transit online survey cited “Fares are too high”asone respondents to aGreater SudburyTransit For example, 6.8%ofnon-transit user Statistics, 2017Operating Data, pp.G3,185). Association, CanadianConventional Transit highest at73%.(2017CanadianUrbanTransit systems, Toronto’s cost recovery wasthe Canadian systems was54%.Ofthereporting revenues /total direct operating costs) for average Revenue /Cost Ratio(Total operating member Canadiantransit systems. The2017 aggregates performance information from all The CanadianUrbanTransit Association (CUTA) her blog also writes abouttransit andplanningon sustainable transportation networks. She and implement improvements to their in five provinces and territories to plan has worked with over 80communities Group. With24years ofexperience, she and RegionalLeadwithWatt Consulting Tania Wegwitz , MCIP,RPPisTransit FALL •AUTOMNE 2019 | PLANCANADA www.connectdots.ca . ¢ 13
MOBILITÉ POUR TOUS MOBILITY FOR ALL 14 TRANSIT RIDERSHIPWITHIN10YEARS HOW KINGSTON DOUBLEDITS By Preston L.Schiller, Ph.D. influé sursatransformation. sur lamultiplicitédesfacteurs quiont des renseignements plus généraux homologues dansdesuniversités, et une comparaison avec dessystèmes l’augmentation del’achalandage, Cet article présente desdonnéessur une tendance vers le transport durable. celle de sa population,ce quisignale l’achalandage dépasse debeaucoup croissance annuelle àdeuxchiffres de a prisénormémentd’ampleur. La les programmes delaissez passer, de sonservice, portant surtout sur des utilisateurs, etlamiseenmarché avérés extrêmement populaires auprès nouveaux circuits express sesont L’achalandage adoublé,quatre système detransport encommun. une transformation radicale deson la ville deKingston enOntario avu Au cours deladernière décennie, RÉSUMÉ influenced this transformation. about themultiple factors that have hosting universities, andbackground comparison with peersystems also presents data aboutitsridership growth, transportation sustainability. Thisarticle growth; anindication ofatrend towards is far outpacingitsmodest population double-digit annualridership growth programs, hasgreatly expanded. Its service, especially around transit pass popular andthemarketing ofits routes have proven to beimmensely Ridership hasdoubled, four new express transit system over thepast decade. a dramatic transformation ofits The CityofKingston (ON)haswitnessed SUMMARY PLAN CANADA |FALL •AUTOMNE 2019 Canadian Forces Base, itisalsoanimportant the Royal Military University (QU)St.Lawrence College (SLC) approximately 160,000. of aCensusMetropolitan Area (CMA)of approximately 125,000people andthecentre Kingston isasoutheastern Ontario cityof LOCATION ANDPOPULATION numerous factors leading to itssuccess. (KT) ridership inrecent years, exploring the the dramatic growth ofKingston Transit Kenworthy, 2017) Thisarticle willexamine of sustainable transportation. (Schiller and cities ofallsizessince itisamajorfeature transit ridership isanimportant goalfor and socialequityconcerns. Increasing transit in addressing mobility, environmental, about themulti-dimensionalrole ofpublic geographically isolated from current thinking drive. Somecitiesmayalsobepolitically or while ignoringthosewhoown cars and also betargeting the‘transit-dependent,’ to choosetransit. Citiesofthesesizesmay push commuters andotherlocal travelers transit, orthetraffic congestion that would population size,ordensityneededto support such citiesfeel they lackthefiscal base, for smallandmedium-sizedcities.Often, increase ridership are especially challenging appears to have beenlargely overlooked. ridership, far outpacingitspopulation growth Kingston Transit (KT) in dramatically increasing of stagnation anddecline,thesuccess of of populationgrowth. Duringthisperiod is rarely keeping pace withorgettingahead al 2018).Even where ridership isincreasing it number ofUScities(Schmitt2018,Miller et of Vancouver (BC),Montreal (QC)andasmall ridership performance –withtheexception either losing riders orstagnant intheir American transit services, large andsmall, the past few years have seenmost North Following aperiodofridership growth, INTRODUCTION Changes andinnovations thatcan help College (RMC), andalarge 1 Hometo Queen’s city councillors to question whetheritwas minded residents met informally withseveral In thespringof2008asmallgroup ofcivic- A TIMEFOR TRANSFORMATION transfer at thecentre ofdowntown. where most of theroutes pulsedinatimed- stops, even along thetwo intersecting streets clearing snow from sidewalks around bus paid to rideramenitiessuchasshelters or during thewinter. Insufficientattention was to effectively clean andmaintain thebuses facility wassmall,inadequate, andunable for maintenance personnel. Itsservice and manufacturers creating challenges was amotley mixofvehicle sizes,types, community.’ (CBCNews, 2018)The busfleet a service thatserved afew members ofour express routes. ...[Ourprevious service] was neighbourhoods and there were nosufficient system, ...Thebuseswould meanderthrough seemed like thecitydidn’teven have a transit ‘(P)rior to the(2009)revamp, it sometimes in 2008,explained inaCBCinterview that Kidd, appointed to manageKingston Transit maximize operational efficiencies.Sheila the Citywere to keep costs down and than 3.5million.Marching orders from static year-to-year ridership ofalittle less rather lackluster system, with amostly Before 2008Kingston Transit (KT)wasa KINGSTON TRANSITBEFORE 2008 (Statistics Canada,2016) not overly biastransit ridership initsfavor. retirees thatKingston attracts, butthey do due to themanystudents aswell asthemany These relatively smalldifferences are probably provincial levels by1%and2.4%respectively. 65 andover agebrackets, inwhichitexceeds Province ofOntario except for the20to 29and population generally conforms to thatofthe of Medicine.Theagepyramid ofKingston’s supported byQueen’s University’s School and Hotel DieuHospitals, affiliated withand regional medical centre withKingston General hindered ridership growth. appeared to imposeservice limitations that pulse, aswell asbuspulsingatsub-centres, system’s dependence onitsdowntown bus in transit planning,explained how the residents, anewcomer withsomeexpertise time for KT to change its course. One of these Public Transportation Initiative (WPTI). and several ofhisstudents attheWaterloo and research relationship withCasello This visitled to alonger-term consulting the busfleetitself, could beimproved. service planningandoperations, including led to anumberofsuggestions abouthow several councillors andinterested citizens, a publicreporting session attended by agency. TheirvisitinMarch, 2009,including Eric Bruun,to doaquickappraisal ofthe University ofWaterloo (ON)andconsultant experts, Professor JeffCasello from the shortcomings andoptionsfor improvement. detailed exploration ofKingston Transit’s Chief Administrative Officer (CAO) for amore arranged afollow-up meetingwithKingston’s and KTstaff led to several changes, most The partnership between Casello’s group Figure 1 kingstontransit.ca The new KTmanager invited two transit Kingston Centre Kingston Centre
Division St. King’s Crossing
Cataraqui Centre Centre Kingston
Train Station Train Cataraqui Centre Cataraqui
Cataraqui Centre Lawrence St. Queen’s / KGH / Queen’s
Cataraqui Centre College Montreal St. Montreal
Queen’s / KGH
Park & Ride & Park Montreal St. Montreal CFB Kingston Park &Ride Innovation Dr.
Lancaster Blvd.
Woodside Dr. 2
Acadia Dr. Lincoln Dr. Lincoln Thecouncillors
Hudson Dr. Bayridge Dr. St. Princess
Bayridge
Centre
Conservatory Dr.
Woodbine Rd.
Lincoln Dr. Lincoln Bayridge Dr. Bath Rd. Bath
Bayridge Centre
Pembridge Cres. Pembridge
Danbury Rd. Danbury
Old Colony Rd. Colony Old
Roosevelt Dr. Roosevelt Bayridge Dr. Bayridge
Glen Castle Rd. Cataraqui Woods Dr. east of Bayridge Dr. Amherstview
Princesss St. 3
Dr. Waterloo
Taylor Kidd Blvd. 8 Platform / Ave. Crossfield Norwest Rd. Norwest
Henderson Blvd.
Reddendale
Cedarwood Dr. Cedarwood
Kingston Centre Kingston
Progress Ave. Progress
Development Dr.
McEwen Dr. McEwen Gardiners Rd.
at RioCan Heights Rideau
Walmart Ave. Midland Lakeview Ave. Lakeview Centre
Arlington
Park Pl.
St. Lawrence College Lawrence St.
INVISTA Centre INVISTA Days Rd. Days
Park & Ride
Centre 70
Cataraqui Gardiners Rd. Gardiners Downtown Transfer Downtown Gardiners Rd. Gardiners Centre
Gardiners Centre
INVISTA Centre
A
Bath Rd. at Park &Ride Point
A
General Hospital (KGH) transit pass program. 501/502 express route and the Kingston combined effects oftheintroduction ofthe a steep upward curve in2013,withthe slightly from 2009to 2012,followed by Figure 2).Ridership started to increase improvements could bemeasured (see There wassomelagtimebefore TRANSFORMATION OUTCOMES occurred andtheirresults. improvements aswell ashow andwhenthese following sectionsprovide details onthetransit while others created new arrangements. The built uponalready existing arrangements, of inamature transit service. Somechanges experienced ridership gainsvirtually unheard has madegreat improvements and has and service orientation changesbegan,KT ridership growth (Figure1 ). routes have helpedspursizeable andrapid kilometer ofanexpress route. These much ofthecity’s populationwithinone 801/802) between 2013and2018,placing routes (501/502,601/602,701/702,and notably theintroduction offour express Woods
Fortune Cres. Fortune
RioCan Centre Transfer Downtown Costco Cataraqui
INVISTA
Tanner Dr. Point
Centennial Dr. Centennial
In the years after the managerial, marketing, Downtown Transfer Downtown
Point
INVISTA / Dupont Point
Front Rd. Transfer
Bath Rd. Bath Downtown Downtown Canada Ave. Ellesmeer
Sand
Bay
to Cataraqui Andersen Dr. Andersen
Frontenac Mall Gospel Temple Centre
Bath Rd. at Park &Ride Kingsdale Ave. Kingston
Taylor Kidd Blvd. Frontenac Dr. Andersen
Little Cataraqui Creek
Mall
Sydenham Rd. Sydenham Armstrong Rd. Armstrong
Trailhead Pl. Queen Mary Rd. St. Princess Train StationCircuit St. Lawrence College Kingston Centre Kingston Centre Rideau Heights
Parkway via Downtown Parkway
King St. W of Portsmouth Ave. Ontario
Lake
Park
Polson
Bath Rd. east
Park Ave. Hillendale Portsmouth Ave. Portsmouth
Portsmouth Ave.
Van Order Dr. H Portsmouth Ave. Portsmouth St. McMichael
Assocation
Seniors Norman Rogers Dr. Rogers Norman
Kingston Princess St. Princess McMahon Ave.
Francis St. Francis Centre at Kingston at
Portsmouth
Bath Rd. Bath
Olympic Harbour Yonge St. Yonge Centre Campus Blvd. Macdonald A. John Sir
Macdonald Blvd.
West at Kingston Centre Kingston at via Downtown Train StationCircuit
Sir John A.
Princess St. Princess Palace Rd. Palace
John Counter Blvd. Sir John A. Macdonald Blvd. Macdonald A. John Sir INVISTA Centre
Willingdon Ave. Division St. Division St./DaltonAve.
Brock St.
324 Palace Rd. Lappan’s Lane Lappan’s
NOVELIS
Dalton Ave.
Regent St.
Princess St. Princess 800
Isabel Bader /
Tett Centre Union St.
King St. W
Office TowerSt.
Victoria St.
Victoria St.
Crossing South Princess St. Princess
Crossing North
Landmark
Kirkpatrick St.
Theatre
King’s
King’s
Johnson St.
Albert St. Albert Ave. Kingscourt Albert St. Albert A
Alfred St.
Alfred St.
Bader Lane
Queen’s / Kingston
General Hospital
Guy St. Division St. Division Kirkpatrick St. Weller Ave. First Canada Inn
Stuart St. Ave. University
Russell St. H
York St.
Barrie St. Barrie Railway St.
Joseph St. continuing. the trend ofdouble-digit ridership growth is 2019 are notyet available, butitappears that 2017-2018. Complete data for thefirst halfof at thattimehascontinued annually through successful change. administration mightconsider asguidesto others inthefieldsofplanning, policy,and are afew ofthemost important, which Transit between 2009and2019.Here led to thetransformation ofKingston There are manyfactors which,combined, increasing itsridership over several years. transforming atransit system andrapidly There usually isnoone‘silver bullet’ for ELEMENTS OFTRANSFORMATION (See Table 2.) pulled aheadofall.(CUTA/MOT, 2011–2017). comparable Ontario citiesandby2017ithad Transit hadcaught upwiththeleading ranged from 34to 58.By2016 Kingston populations. Ridespercapita for thesecities cities thathost universities andlarge student when compared withsimilar-sizedOntario
Charles St.
John Counter Blvd. Barrie St. Barrie
Hickson Ave.
Bagot St. St. Barrie Raglan Rd. St. Patrick H The double-digit annual growth that began In 2011Kingston’s ridership wasaverage
H Queen St. Queen
FALL •AUTOMNE 2019 | PLANCANADA King St. E Ordnance St. St. Montreal
Rideaucrest
Centre Leon’s Hwy 401
Home
Belle Park Downtown
Reddendale
Wolfe Island
City Hall Montreal St. Montreal Kingston Centre
Sutherland Dr.
Weller Ave.
Ferry St. LawrenceCollege
Causeway
Cataraqui Centre Cataraqui Woods/ Sheppard St. Sheppard 4 LaSalle The Great Cataraqui River (SeeTable 1.) Cataraqui Centre Cataraqui Centre
Montreal St.
Park & Ride
at Hwy 401
College
Military
KMCSC
Royal Legend H Precision Dr. A Bus Station High School Hospital Park &RideLocation Train Station
Medley Crt.
Royal Military College Fort Henry Dr. Henry Fort Main St. Main
Fort Henry Hwy 15 Hwy
Barrett Crt.
Grenadier Dr.
Barriefield
Rideau Town
Waterside Way
Gore Rd.
Centre Dalton Ave. Division St./ Train Station Cataraqui Cataraqui Platform 3 Platform Platform 5 Platform Platform 1 Platform
Centre Centre CFB Kingston Dr. Abbey Rose Butternut Creek
Rose Abbey Dr. Rose Abbey Dr. Abbey Rose
Dalgleish Ave.
Discovery Ave. A
McCallum St. Queen’s University
St. Martha St. Bus Stop Express Route Transfer Point Arena/ Community Centre
Innovation Drive
Park & Ride
St. Lawrence CFB Kingston Platform 4 Platform Division St. Downtown TransferPoint Downtown TransferPoint
River Platform 6 Platform Platform 2 Platform
John Marks Ave.
695 Innovation Dr. 15
MOBILITÉ POUR TOUS MOBILITY FOR ALL 16 probably attracted riders aswell. increased employee morale andhave better maintained buseshave considerably state-of-the-art facility andthecleaner, racks can bekept onbusesallyear. This and maintained duringthewinter. Bicycle can beproperly cleaned, insideandout, dollar maintenance facility. Now buses expansions aswell asanew 10million funding busfleetimprovements and The Cityalsoencouraged changeby Operational improvements 2018, pp6,21) Business Plan2017andCityofKingston cycling –currently around 12%,by2034(KT and a20%modeshare for walkingand share for transit –currently around 9%, planning towards thegoalofa15%mode Transportation, have pushedtransportation group Kingston Coalitionfor Active engaged citizens,includingtheadvocacy have beenoffered part-timeemployment. issues relevant to theagency,while others have doneresearch papers addressing their resources andtalents. Several students University, enablingtheagencyto tap into engaged citizenswere affiliated withQueen’s well withtheagency’s needs.Someofthe well asconsultants whoseexpertise fit marketing, andplanningexpertise, as new management,includingadministrative, series ofpolicy-led changesencompassing crisis proportions. In2008theCitybegana before theproblem ofagencystasis reached citizens, Councillors, and theCity’s CAO initiated bydiscussions between engaged disastrous. ThevirtuousKTchangeswere a problem becomes highly serious oreven Too often municipalchangeonly occurs once can create theframework for change engaged citizensandpolicymakers Collaboration between Previous Year; 2013-2018 Table 1.KT AnnualRidership Per CentChangeOver Source: Kingston Transit 2017-18 2016-17 2015-16 2014-15 2013-14 Year-to Year Increase More recently policymakers and PLAN CANADA |FALL •AUTOMNE 2019 Per CentChange +10.6% +18.3% +11.5% +11.3% +13.0% eliminated ormodifieddue to low ridership other residents. Afew otherroutes were to beavery popularoptionfor students and running afew minutes late. Thishasproven station inorder to meetatrain orbusthatis are able to idle for afew minutes ateither or timedtransfer withotherroutes, buses With norestrictions ofhavingto meetapulse rail andCoachCanada-Megabusstations. neighbourhoods along thewaywithVIA University, St.Lawrence College, andthe the downtown transfer point,Queen’s “Train Station Circuit” (Route18), connecting between 2013and2018,KTintroduced anew In additionto introducing four express routes innovative routes andeliminatingothers No Fear: Introducing new and Figure 2 Table 2.Transit RidesPer Capita: Ontario Selected CitieswithUniversities, 2015-2018 Sources: CUTA/OMT 2015,2016, 2017;Kingston Transit not yet available. *Kingston’s percapita ridership for 2018hadgrown to 56;comparable 2018data for theothersystems is Thunder Bay St. Catharines Peterborough Kingston Guelph Greater Sudbury City 2018: 801/802Express 2017: Ontario Works transit pass, DBIATranspass 2016: highschoolpilot extension 2015: 601/602&70/702Express 2014: Queen'sTranspass 2013: 501/502Express, KGH Transpass 2012: highschoolpilot starts DBIA istheDowntown Business Improvement Assoc.; Ontario Works isfor low income riders. Source: Kingston Transit; Queen'sTranspass for employees (students already hadone); 1000000 2000000 3000000 4000000 5000000 6000000 7000000 8000000 0 2008 2009 2010 Service Area Population 2011 RIDERSHIP GROWTH 2012 108,000 152,000 121,000 132,000 150,000 81,000 2017 2013 transportation for decades. Dissatisfied with Boulder unithasbeenaleader insustainable routes. Meanwhile, inBoulder(CO),theGO successes –asinthecase oftheKTexpress there can besurprising,even dramatic, and make adjustments whenneeded.Often with sufficienttime to involve thepublic others, especially ifdoneincrementally new andinnovative routes oreliminating approximately 29%inthesametimeframe. to busstops hasincreased from 15%to 2009 to 234in2018.Theratio ofbusshelters shelters hasincreased by80%,from 130in the past decade aswell. Thenumberof amenities have improved considerably over or redundancy withtheexpress routes. Rider Transit agenciesshouldnotfear introducing 2014 2015 2016 Rides Per Capita 2015/16/17/18 41/43/51/56* 25/34/35/--* 32/36/34/--* 42/43/48/--* 45/46/49/--* 31/30/27/--* 2017 2018 unlimited pass. KT hasalsointroduced cost reduction possible for amonthly group sothatthey can receive thehighest sub-center), employers are treated asone Cataraqui Centre (amallwithatransit Improvement Association (DBIA)orthe such asthoseoftheDowntown Business employers are clustered inonelocale, volunteer for thispurpose. success, to identifyaninterested employee pass program, KThasattempted, withalittle responsibility oforganizing anemployee employer wasnotwillingto take onthe of employees. Incases where amajor incentive to offer thepass to alarge number TransPass – gave larger employers an pass – theCityofKingston Employer Creating aparticipation-tiered discount through approximately 100employers. “Employer Transpass” isnow available enrolled intheTranspass program. The over 400employees atQueen’s University downtown clinicsatHotel DieuHospital and now over 800employees ofKGH andits and alittle after shiftchanges.There are (KGH) wastimedto arrive alittle before (501-502) servingKingston General Hospital as whenthenew frequent express route considerations were taken into account, some cases specificservice planning 2009 (CityofKingston Transit Fares). In populations hasbeendeveloped since of optionstailored to theneedsofdistinct An extensive pass program withavariety The power ofmarketing andoutreach Giving transit agoodpass: Boulder personnel) and personal communications withCityof residents. (Schiller &Kenworthy, Chapter 9 a universal ‘BoulderPass’ encompassing all and theCityisconsidering waysofestablishing approximately 80%ofresidents have passes became abadgeofcivicpride.Atpresent Havingatransit passneighborhoods. even at students, employers, andemployees, were several pass programs targeted successes. Accompanying thischange were introduced. Allbutonehave beengreat fast andfrequent routes spanningthecity 1990s. Over thecourse ofadecade, 10new maximum citizenparticipationintheearly Community Transit Network (CTN) with (RTD), Boulderbegandesigningitsown Denver’s RegionalTransportation District the standard lackluster routes furnishedby In cases where anumberofsmaller habit’ earlierthan they mighthave otherwise. many young persons are learning the‘transit coupled withthehighschoolpass program, youths traveling solo. Because ofthispolicy, attracting families withchildren aswell as to beaccompanied byadults.Itappears to be travel bytransit butitdoesnotrequire youths intended to attract families withchildren to did notneedapass orID.Thepolicywas under theageof14could ridefor free and the Council,initiated apolicythatallyouth In 2017Kingston Transit, withapproval from teach students ridership andrideretiquette. outfitted busisdeployed to schoolsinorder to Sullivan etal,2018).Aspecially decorated and (FCM Guidebook,2019;FCM Webinar 2019; shelters neartheirrespective schools are especially motivated to decorate neighborhood anditshistory. Thestudents learning more aboutthesurrounding students to decorate busshelters after also usedfor identification purposes. Forms filled by students to obtain apass are with thelatest year’s data reporting 600,000. pilot year effort led to 28,000transit trips, expanded to allhighschoolstudents. The After careful evaluation, theprogram was KT, itproved to beatremendous success. small subsidyfrom theschooldistrict to students wasinitiated. Supported witha free transit passes to beginninggrade 9 (Levy 2017).In2012apilot program providing and enduringuseofpublictransportation ‘Transit habit’ is the term given to the regular Learning the‘transit habit’early on interest inastudent pass program. along anexpress route, have alsoshown Students atSt.Lawrence College, located publicized student ridership climbedquickly. passes. Once thisbecame more widely for allstudents’ IDcards servingastransit student fees to Kingston Transit inexchange association hadbeendisbursing aportionof unaware thatfor manyyears theirstudent Many Queen’s University students were has often led to rapid increases inridership. pass holders considerably. KT hasbeenable to increase thenumberof amenities ofgreater value to commuters and services. Bymakingitsservices and to save atagrowing list oflocal stores monthly photo IDpasses opportunities PassPerks, whichprovides riders whohave a ‘loyalty program,’ CityofKingston A specialprogram invites groups ofart Better outreach to student populations and ridership there are still anumber of dramatic gainsinoperational efficiencies time. (Kingston Transit 2017,pp76-77.) system that reduces passenger boarding priority, andtheinstallation ofanew farebox time GPStracking system, transit signal efficiencies created byincludingthe real- requirements gainedthrough operational identified asa result of reductions infleet reduction incapital expenditure hasbeen 2017 –2021,anestimated $1million to save KTaconsiderable sum.Between measures already introduced are expected money for theservice. Someefficiency speed busesalong theirroute andsave crowded interchanges. Suchmeasures will signal priorityandqueuejumpsatsome is beingexamined, asisexpanding transit sometimes only servingacommercial area, underused andvery long turninglanes, segments ofbusbypass lanesfrom existing KT’s ridership growth story. Thecreation of quality ofservice thathasbeenakey partof Planning isunderwayto maintain thehigh The buslaneahead compared to parkingfees. drive, thanksto afee ofonedollar,abargain encouraged to ridethebusrather than including professional hockey games,are major events atthedowntown event centre, these monthly parkinglots. Attendees at present there are long waitinglists for all whether thelot isstructured or surface. At to $132.75dependingonthelocation and a few offer monthly fees ranging from $77 lots offer time-limited parkingonly, while Several oftheCity’s manyCBDpublicparking lower thantheCity’s monthly parkingfees. to theweekdays only pass fee of$65.50–all for youths aged15-24andseniors over 65, for youth and$38for adults,to a$56.50pass eligible Affordable Monthly Pass at$28.25 transit pass fees range from thelower income car commuters to consider transit. Monthly cost ofatransit pass, thusencouraging daily and raised parkingpass fees to exceed the limited thetotal amountofparkingavailable Councillors, thetransportation divisionhas and structured. Encouraged bypro-transit district (CBD)paidparking,bothsurface control over most ofthecentral business For manyyears theCityofKingston hashad parking vs. transit fees and cost-saving alternative to driving: Presenting transit asaviable While Kingston Transit continues its FALL •AUTOMNE 2019 | PLANCANADA 17
MOBILITÉ POUR TOUS MOBILITY FOR ALL 18 materials aboutKingston Transit. City ofKingston for sharinginformation and Jeremy DaCosta, andAndrew Morton ofthe The authorwould like to thankIanSemple, ACKNOWLEDGMENTS sustainability appears to beunderway. in transportation modechoice towards (walking andcycling), asignificant shift on road usersafety andactive transportation less than1%.Coupled withanew emphasis far out-pacingitsannualpopulationgrowth of Transit’s double-digit annualrate ofgrowth is found inmanyothermunicipalities.Kingston transportation planningandprovision not beginning ofamovement towards integrated elevate therole oftransit withinit.Thisisthe to reorganize itstransportation divisionand America. Its success hasencouraged theCity of growth thatisvirtually unheard ofinNorth relatively stagnant to anexemplar witharate a lackluster service whosegrowth was transformation inthepast decade; from Kingston Transit hasundergone aremarkable CONCLUSION • • • continued growth: current situationandfuture prospects for challenges thatneedto benoted aboutits dilemma besolved? future. Canthis‘first mile/last mile’ express route bebetter served inthe reasonable walkingdistance from an of itspopulationwhichisnotwithina How can thesignificant percentage offers beinfluenced to cooperate? resisting itsremarkable pass program of theminthepublicsector, whoare Can theseveral large employers, some mode choice iseffected? so thatasignificant andenduringshiftin digit growth bemaintained into thefuture Can thecurrent rate ofannualdouble- Revised (Routledge 2017). [email protected] [email protected] principal co-author of Washington University. Heisthe Civil andEnvironmental Engineering, Affiliate Instructor, Departmentof and Planning,Queen’s University and Lecturer, DepartmentofGeography Preston L.Schiller, Ph.D.isVisiting to Sustainable Transportation: Policy, Policy, Transportation: Sustainable to Planning, and Implementation and Planning, PLAN CANADA |FALL •AUTOMNE 2019 An Introduction Introduction An
¢ , 2ndEd., 5 City ofKingston. “Pass Perks’ Loyalty Program,” City ofKingston, “Employer TransPass,” accessed City ofKingston, “Transit Fares,” accessed June City ofKingston, REFERENCES Canadian UrbanTransit Association (CUTA) and 1 CBC News CBC Bruun, E. 5 4 3 2 ENDNOTES
York: Routledge, 2014. studies andforecasts. the CityofKingston’s (2019)population exist between Statistics Canada(2016)and ‘approximately’ because discrepancies transit andexpress route access. which are quite favorably located for mall employers inKingston, several of government, institutional andshopping Such isthecase withsomeofthelarge Transit, June2019. Personal communication, Kingston of CivilandEnvironmental Engineering School ofPlanningandtheDepartment the University ofWaterloo, underthe An interdisciplinary research group at Walker 2009andBruun2014. on several ofitsmaintransit routes. Cf. and growing traffic congestion peaks Kingston faces bothinclement weather system can beseriously hindered. or weather conditions intrudethewhole can work well butwhentraffic congestion subject. Whenthere are nochallenges it transfers/bus pulsingisacomplex The benefitanddrawback oftimed- Operating Data Operating Final, June 2018 June Final, ca/residents/transit/fares/passperks accessed June2019.https://www.cityofkingston. transit/fares/employer-transpass June 2019.www.cityofkingston.ca/residents/ transit/fares/other-options 2019. https://www.cityofkingston.ca/residents/ kingston/phases ca/city-hall/projects-construction/walk-roll- Investments and Performance. Performance. and Investments Ontario Urban Transit Fact Book(s): 2011–2017 2011–2017 Book(s): Fact Transit Urban Ontario https://uwaterloo.ca/waterloo-public- The Ontario Ministry ofTransportation (OMT) transit-advice-1.4754656 ottawa/ontario-cities-look-to-kingston-for- 2018 onCBC.https://www.cbc.ca/news/canada/ ridership hasnearly doubled,” aired onJuly 21, advice: Since arelaunch in2013,publictransit transportation-initiative/ Better Public Transit Systems: Analyzing Analyzing Systems: Transit Public Better “Citiesturningto Kingston for transit Active Transportation Master Plan, Plan, Master Transportation Active , Toronto . https://www.cityofkingston. London andNew Schiller, Preston L.andJeffrey R.Kenworthy. Miller, E.J.,Shalaby,A.,Diab,E.,Kasraian, D. Walker, Jarrett. “Transferring’ CanBeGoodfor Sullivan, V., Casello, J.M.,Muresan, M.“Free Statistics Canada.“Focus onGeography Series, Schmitt, A.,“Transit Ridership Slumping?Not Levy, A.,“TheTransit RidingHabitCanLast a Kingston Transit. “Kingston Transit Business Federation ofCanadianMunicipalities(FCM). Federation ofCanadianMunicipalities(FCM). City ofKingston. “Population, Housingand Edition Policy, Planning and Implementation, 2nd 2nd Implementation, and Planning Policy, report_final_october_2018_en.pdf cutaactu.ca/sites/default/files/cuta_ridership_ Engineering, accessed July, 2019.http:// of Toronto, Faculty ofAppliedScience and Urban Transit Association (CUTA), University Final Report,”2018.Submitted to Canadian “Canadian Transit Ridership Trends Study: first-you-need-to-get-people-in-the-habit/ transit-riding-habit-can-last-a-lifetime-but- https://usa.streetsblog.org/2017/04/14/the- Introduction to Sustainable Transportation: Transportation: Sustainable to Introduction good-for-you-and-good-for-your-city.html. humantransit.org/2009/04/why-transferring-is- You, andGoodfor Your City.” 2009.https:// Board AnnualMeeting,Washington, DC,2018). presented attheTransportation Research to Independence? Paper No.18-04972.(Paper Transit for HighSchoolStudents:CanItLead Census (Date modified:2019-02-20) X2016001. Ottawa, Ontario. Data products, 2016 Statistics CanadaCatalogue no.98-404- 2017. Focus on Geography Series, 2016 Census. 2016 Census,Kingston. Statistics Canada. ridership-slumping-not-in-canada/ https://usa.streetsblog.org/2018/04/23/transit- in Canada,”Streetsblog USA,April23,2018. the Habit,” Lifetime, ButFirst You Needto GetPeople in 764dbb802f2a +Business+Plan/54fd3026-8fc8-4015-abf3- documents/10180/19838/Kingston+Transit 2019. https://www.cityofkingston.ca/ Plan (2017–2021),”accessed June com/watch?v=qxps35yB_Bw accessed June2019.‘https://www.youtube. Public Transit Ridership –AKingston Story,” “Webinar: EngagingStudentsto Increase ridership-gmf.pdf engaging-students-to-increase-public-transit- files/documents/resources/guide/guidebook- Ridership,” 2019.https://fcm.ca/sites/default/ “Engaging Studentsto Increase PublicTransit b1fb-2695b9a9ea71 Report_March2019.pdf/d39310e1-e11c-4f05- PopulationHousingEmploymentForecast_Final- Projects_Planning_ cityofkingston.ca/documents/10180/31619068/ 2046,” accessed June2019.https://www. Employment Growth Forecast, 2016to . LondonandNew York: Routledge, 2017. Streetsblog USA Streetsblog , April14,2017. An An By RenThomas,RPP,MCIP WHAT CAN CANADIAN PLANNERSLEARNFROMOTHERS? TRANSIT-ORIENTED DEVELOPMENT: mise enœuvre duDATC. élaborer leurs propres méthodesde appliquées dansd’autres villes pour décideurs peuvent s’inspirer d’idées décrit comment les urbanistes et à l’échelle internationale, cet article résultats d’étudesdecas duDATC régionale. Ensebasantsurles ardu d’implanter, surtout àl’échelle que bonnombre devilles onttrouvé qualité. Ils’agit d’unconcept complexe transport encommun dehaute le tout àproximité deservices de piétonnière etunemixitéd’utilisations, aménagement axé surlacirculation un certain degré dedensification, un collectivités quisecaractérisent par en commun (DATC) décritdes Le développement axé surle transport RÉSUMÉ implementation. develop theirown solutionsto TOD can useideas from othercitiesto Canadian planners andpolicymakers this article discusses waysinwhich of international case studies inTOD, scale. Basedonfindingsfrom a study implement, particularly ataregional many citieshave found difficult to transit. Itisacomplex concept that that are centred around high-quality oriented, mixed-use communities describes compact, pedestrian- Transit-oriented development (TOD) SUMMARY INTRODUCTION over extensive time periods.” stakeholders andlevels ofgovernment whose implementation involves multiple of local business operations. transit stations andstops, andthedisruption housing innewly developed areas close to of local residents, theloss ofaffordable because ofitseffects onthedisplacement communities andactivists have fought it a redevelopment strategy, while some and ‘cityboosters’ have adopted TOD as prevention ofsprawl. Politicians, planners, residents, increased property values, and increased healthandwellbeing for decreased emissions andpollution, and regions inanumberofways,including TOD isusually considered to benefitcities complicates itsadoption, particularly development ataregional scale.” as implementation ofthistype Successful TOD can bedefined transit stations, stops, andexchanges. focusing development around public existing publictransit services by that maximizestheefficiencyof use convenient anddesirable, and makes walking,cycling, andtransit and transportation planningthat “TOD can bedescribedaslanduse TOD remains a“complex policyconcept 2 This 1 The lessons discussed inthefollowing are barriers to successful TOD implementation. from othercitiesinorder to overcome these around theworld. Canadiancities can learn cities –infact they are common to cities TOD. Thesebarriers are notuniqueto our and displacement thatcome along with public acceptance oftheincreased densities transportation infrastructure andlackof lack ofgovernment support/fundingfor inconsistent policiessupportingTOD, usage along thelength oftheline. time astheinfrastructure to ensure all-day railway companies develop landatthesame to theentire Campaniaregion, andinTokyo, redevelopment of stations and lines extended around rail-based transportation. approach to realign entire urbanregions reaches beyond stations toward anetwork like Naples andTokyo, theTOD approach limited mixed-use elements). Butincities (e.g. Amsterdam Sloterdijk station has cities have integrated to encourage walking and mixed-use elements thatAmerican corridors, anditlacksmanyofthedesign to rail station areas rather thanurban in Amsterdam, TOD ismainly confined to improve sustainability. For example, regional growth managementapproach for citiesthatwould like to useitasa Canadian citieshave struggled with FALL •AUTOMNE 2019 | PLANCANADA 3 InNaples, 19
MOBILITÉ POUR TOUS MOBILITY FOR ALL 20 in theNetherlands, acountry thathas determine whetherthey could beapplied in otherinternational city-regions andto the actors, institutions, andpoliciesused The goalsofthestudy were to understand learning workshops withlocal planners. analysis), rough setanalysis, andpolicy comparison ofcase studies (meta- city-regions around theworld. contributed to successful implementation in on theactors, institutions, andpoliciesthat at theUniversity ofAmsterdam, thatfocused based onatwo-year study ofTOD, conducted Table 2.Sample five-point scale for Inter-Municipal Competition. Table 1.Critical success factors inTOD implementation. Competition Inter-Municipal Critical Success Factor Willingness to Experiment Certainty for Developers Regional Level TOD Planning Site-Specific Planning Tools Implementation Key Visionaries Public Acceptance Public Participation Implementation Teams Multidisciplinary Inter-Municipal Competition Transportation Body Regional LandUse- Actor Relationships Actors Political Stability (Local) Political Stability (National) Government Support Vision Stability Policy Consistency Plans andPolicies Critical Success Factor The study includedasystematic PLAN CANADA |FALL •AUTOMNE 2019 of new developments/ unequal distribution unequal distribution 4 competition/Very Very intense Actors are very willingto experiment withpolicies,practices, andtools vs. unwilling vs. uncertainty orlackofawareness High degree ofcertainty for developers onpolicies,tools, andsites for TOD Corridor-level planningvs. none Widespread useofsite-specific planning tools vs. nouse Many influential key visionaries over time vs. none Very highpublicacceptance ofhighdensitiesandpublic transit vs. noacceptance vs. noparticipationorengagement Very highpublicparticipationinlanduse-transportation planningprocesses vs. sector-specific teams (e.g.,engineering) Widespread presence ofmultidisciplinaryteams implementing TOD vs. intense competition No competition amongmunicipalitiesfor new developments andfunding vs. absence ofsuchanorganization Presence ofaregulatory regional landuse-transportation planningbody vs. poorornorelationships Very goodrelationships between municipalactors ataregional scale A very stable nationalpolitical agendasupportingTOD vs. frequent changes A very stable nationalpolitical agendasupportingTOD vs. frequent changes Very goodsupportfrom thehigherlevels ofgovernment vs. nopoliciesorfunding A well-developed andstable visionfor theregion vs. frequent changes Very consistent policysupportingTOD over manyyears vs. inconsistent Successful cases showed… funding 1 success, orfailure, ofimplementation ofTOD assist with theresearch. experts ineachcity-region available to least 20years, andthere were three local they hadallbeenattempting TOD for at publications onTOD in eachcity-region, there were existing case study reports and Nijmegen. They were chosenbecause Rotterdam-The Hague,andArnhem- Naples, Copenhagen,Amsterdam, Melbourne, Montreal, Vancouver, Toronto, case city-regions were: Tokyo, Perth, struggled withTOD implementation. The of new developments/ The study identified factors that led to Intense competition/ unequal distribution unequal distribution funding 2 of new developments/ unequal distribution unequal distribution Some competition/ Some competition/ funding 3 differences between thecases. We found researchers identifiedsimilaritiesand qualitative data from thesereports, the city-region, andameta-analysis ofthe Using case reports developed for each INTERNATIONAL CASE STUDIES POLICY LESSONSFROM by learning from international city-regions. implement TOD can take thesameapproach Dutch planners, Canadianplanners tryingto case were used aslearning orinspiration for While factors andpolicylessons from each at theregional scale inthecase city-regions. equal distribution of new developments/ Little competition/ funding 4 Rotterdam-Den Haag Tokyo Toronto Vancouver Montreal Arnhem-Nijmegen Perth Naples Tokyo Arnhem-Nijmegen Rotterdam-The Hague Tokyo Perth Naples Vancouver Copenhagen Positive CaseExample No competition/very equal distribution of new developments/ funding 5 16 factors that contributed to successful which involved a planning game and scenarios • Being willing to experiment with key TOD implementation (see Table 1). Each for future growth. It was up to them to decide projects or concepts, and evaluate their factor is accompanied by the characteristic whether the example policy lesson/idea was success or failure, can be difficult for of successful cases and an example, e.g., for transferable to their context, or whether it municipal governments. Pilot projects Government Support, successful cases had required adaptation. Perhaps the type of are increasingly popular as cities test a very good support from the higher levels scenarios used in Perth would not work in concepts to see whether they can be of government versus no supporting policies their city, and another technique could be used successful enough to be applied more or funding in unsuccessful cases. A positive to engage residents. broadly across a region. case example is Naples, which had not only While there is no magic combination of the national support but also support from the LEARNING AND INSPIRATION 16 factors that leads to success, politicians, European Union. FOR CANADIAN PLANNERS planners, and transportation advocates can After the three experts in each city helped The most crucial lesson from this study work towards developing more consistent rank each of the cases in these 16 critical was that the best way to use policy lessons policies; building and maintaining relationships success factors, a quantitative approach and ideas from other places is as learning between various agencies and various called rough set analysis was used to further and inspiration, rather than copying ideas departments involved in transportation and understand how the factors contributed to directly. That way, the unique policy, cultural, land use planning; and involving residents success. Each case was found to have its geographic or other characteristics of the and professionals from multiple disciplines in strengths and weaknesses, and each took a ‘borrowing’ city are kept in mind when implementing a long term vision for the region. different path to success; clearly, success or developing solutions. While there may not be failure in TOD implementation depends on anything municipal planners can do about multiple factors. Completely successful TOD some of the critical success factors, such Ren Thomas, RPP, MCIP is Assistant implementation at the regional scale is rare, as Government Support or Key Visionaries, Professor at the Dalhousie University as is outright failure. In fact, because TOD they can work towards strengthening those School of Planning and editor of is such a complicated long-term approach under their control. The following are some Planning Canada: A Case Study to (re)development involving multiple levels suggestions for Canadian planners who want Approach, a compilation of case studies of government, funding, and planning tools to learn from the international city-regions. in Canadian planning. She is currently and policies, strengthening even a few • Developing consistent policy, so that writing her latest book, Transit- critical success factors in a city-region is official plans, housing strategies, and Oriented Development: Learning from likely to have some effect on the successful transportation plans align with each other International Case Studies, with Luca implementation of TOD. to support denser development across Bertolini, the lead researcher on this corridors, is important in facilitating TOD. study. Contact: [email protected] ¢ POLICY WORKSHOPS: • Developing a vision for the city-region that RANKING CITY-REGIONS AND is clear and stays consistent over time is STRENGTHENING THE WEAKNESSES critical – a vision has to be unique to your ENDNOTES The final part of the study concerned how place and population, and specific enough 1 Ren Thomas and Luca Bertolini, “Beyond the to bring the critical success factors to local to monitor progress over time. Case Study Dilemma in Urban Planning: Using planners so that they could use them as • Strengthening the relationships between a Meta-matrix to Distil Critical Success Factors learning or inspiration to develop their own land use, transportation, and housing in Transit-Oriented Development,” Urban approaches to TOD implementation. During planners is always of benefit to a region. Policy and Research, 32, no. 2 (2014): 225, DOI: 10.1080/08111146.2014.882256 policy workshops, Dutch planners used a Often these professionals work in different 2 Ren Thomas, Dorina Pojani, Sander Lenferink, five-point scale to rank the critical success municipal departments or organizations, Luca Bertolini, Dominic Stead, and Erwin van factors for their own city-region (see example and they use different language and der Krabben, “Is Transit-Oriented Development in Table 2). methods to achieve outcomes. Meeting (TOD) an Internationally Transferable Policy This exercise allowed them to identify on a regular basis to share news about Concept?” Regional Studies (2018), DOI: https:// doi.org/10.1080/00343404.2018.1428740. regional strengths and weaknesses. Then projects, discuss common problems 3 R. D. Knowles, “Transit oriented development they worked in groups to figure out how they and develop solutions is useful, even if a in Copenhagen, Denmark: From the finger would improve upon any weaknesses they formal land use-transportation body does plan to Ørestad,” Journal of Transport had identified, using example policy lessons not and cannot work in your city. Regular Geography, 22 (2012): 251–261, doi:10.1016/j. and ideas from the cases. For example, they conversations could help planners and jtrangeo.2012.01.009. 4 Luca Bertolini and Ren Thomas at the could try to strengthen actor relationships, policy makers articulate ways in which University of Amsterdam conducted Part 1 of reducing the ‘silo’ mentality that can occur their organizations’ goals overlap. iTOD (Implementing TOD) study, assisted by in planning. One way to do this might be to • Developing a strategy for (re)development three experts in each city who ranked their invite land use and transportation planners of key sites and corridors, which is agreed own city-region. Part 2 of the study involved to sit on an informal committee on TOD; this upon by different agencies and levels of financial tools to facilitate TOD (Erwin van der Krabben and Sander Lenferink at Radboud was a policy lesson from Arnhem-Nijmegen. government, has been key in many of the University) and Part 3 involved urban design of Or, to increase public participation, they could case city-regions because it increased TODs (Dominic Stead and Dorina Pojani at the draw from Perth’s regional planning process, clarity for developers. Technical University of Delft).
FALL • AUTOMNE 2019 | PLAN CANADA 21 MOBILITY FOR ALL 22 Innisfil Beach Park, overlooking Lake Simcoe. coverage across themunicipality. than fixed bus routes inproviding transit service ismore cost-effective that inthiscontext, ademand-based residents, while alsodemonstrating positively impacted thelives oflocal transit services. Innisfil Transit has a partnership to provide for itspublic town intheworld –to establish such municipality –andperhapstheonly trips. Innisfilisthefirst Canadian Innisfil Taxi for wheelchair accessible for general tripsandwithBarrie- to-peer ride-hailingcompany Uber includes apartnership withthepeer- launched Innisfil Transit, which 40,000 people. InMay2017,thetown has agrowing populationofnearly north ofToronto, theTown ofInnisfil of Lake Simcoe aboutonehour Located along thewestern shore SUMMARY POWERED BYUBER INNISFIL TRANSIT: By Paul Pentikainen, MCIP,RPP PLAN CANADA |FALL •AUTOMNE 2019 territoire de la municipalité. territoire delamunicipalité. lignes d’autobus fixes desservant tout le public est pluséconomique que des ce contexte, unservice detransport tout enfaisant lapreuve que,dans un impact positif sur la population locale public. L’arrivée d’Innisfill Transit aeu aux résidents unservice detransport un partenariat dugenre pouroffrir voire laseule ville aumonde,àconclure première municipalitéauCanada, par fauteuil roulant. Innisfilest la trajets nécessitant l’accessibilité avec BarrieInnisfil Taxi pour les Uber pourles trajets habituels,et en contact d’utilisateurs detaxis partenariat avec le service demise Innisfil Transit, reposant surun mai 2017,laville lançait le service de près de40000habitants. En compte unepopulationcroissante de Toronto, lamunicipalitéd’Innisfil Simcoe, àenviron uneheure aunord Située surlarive ouest dulac RÉSUMÉ
half ofInnisfil’s population. settlements and accommodates approximately settlement areas. Alcona isthelargest ofthese scattered across thearea, withineightdistinct City ofToronto). Thetown’s populationis to 4334people persquare kilometre inthe people persquare kilometre ascompared and anaverage populationdensityofjust 139 (nearly 70%ofwhichisrural/agricultural land) Innisfil hasalandarea of263square kilometres lacks thepopulationsizeanddensityofacity. option across alarge geographic area that accessible, andreliable publictransportation communities: how to provide anaffordable, that faced bymanyothersimilarly sized of localized transit service. residents for thetown to provide someform accompanied by an increased demandfrom of nearly 50%between 1996to 2016was service to getaround. Population growth without vehicles largely hadto rely ontaxi connecting the town to Toronto, residents transit service. Despite aregional busroute Innisfil didnothave any form ofa local public Until recently, thesouthernOntario town of INNISFIL’S TRANSITPROBLEM The problem facing Innisfilwasnotunlike their transit values andvisionfor Innisfil. Figure 1. Keywords identified by the TAC to describe wearing theshirtofalocal grocery store. noticed aresident walkingontheshoulder, the town’s ChiefAdministrative Officer, way to work along a rural road, Jason Reynar, approach to ourtransit problem. While onhis incident occurred thatshifted thetown’s approval bythetown’s Councilin2016,an Feasibility Studywere beingconsidered for Around thetimethatoptionsfrom theTransit FOR INNISFILTRANSIT? WHAT WAS THESPARK would bedrivingaround nearly empty. objective wasto avoid investing inbusesthat transit service for Innisfil residents, a key approach. Despite theneedto provide a annual boarding’s along thetwo-bus route the one-busscenario andatotal of25,000 for atotal of16,000annualboardings along forecast along each proposed busroute, of four to seven boardings perhourwere capital andoperating budget.Ridership over onepercent ofthetown’s total annual residents andwould have accounted for represented asubstantial cost for Innisfil may notseemhighfor larger cities,they of nearly $1million.While theseamounts gross start-up capital andoperating cost $600,000 oratwo-bus route system ata start-up capital andoperating cost ofabout either aone-busroute system atagross recommended thatthetown implement On-Demand Implementable Professional Adaptable Simple Inclusive Connected Economical Autonomous Innovative Technology Progressive Safe Trusted Accessible Equitable Freedom In 2015,aTransit Feasibility Study alternative demand-based transit solution recommendation by staff to pursue an budget process, Councilwasgiven a should beable to access theservice. was imperative for the town that all residents within walkingdistance ofthebusstops. It operation andonly someresidents would be For example, there would belimited hours of operating afixed bus route were too great. low populationdensities,theconstraints of municipality’s large geographic area and needed for Innisfil.Itwasclear that, for the form ofdemand-basedtransit service was thinking, itbecame apparent thatsome places they neededto getto. first connect to eachotherandthen to the to, to instead focusing onhow people could bus andthento theplaces they neededto go focus shifted from how to connect people to a approach to tackling thetransit problem: the the sameway–butsafely? Thischangedthe connected withthepeople thatneedto travel are already travelling inandaround Innisfilbe returned to Innisfil.How could allthe cars that how thehitchhiking daysoflong agocould be individual butto walk. transit options,there wasnochoice for this Due to acar breakdown, andwithnopublic about thechallenges ofgettingaround town. struck upaconversation. Thewalker spoke to work, hepulled over, offered aride,and Deducing thatthisperson wasontheway Town ofInnisfil. With thisrealization, during the2016 With thissubtle butimportant shiftin This encounter led town staff to explore the municipality’s plan to subsidize rides they need it.Whenanannouncement of every resident, atanytimeoftheday,when platform to provide door-to-door service to solution thatusesthecompany’s ride-hailing It isacustomized, cost-effective transit discussions, Innisfil Transit was formed. Plan anditsTransportation Master Plan. aligned withthetown’s OurPlace Official building anengagedcommunity, allofwhich roads, gettingpeople to meeteachother,and mutual goals,suchasgettingcars offthe and theride-hailingcompany hadmany transit solutionfor Innisfil.Boththe town of apartnership to create afirst-of-its-kind Uber. From theoutset,Uberloved theidea to directly contact theride-sharingcompany TAC, thisled thetown, withtheTAC’s input, aligned withthevisionestablished bythe submissions andthey were notentirely Innisfil are recorded inFigure 1. to describetheirtransit values andvisionfor Some of the key words that the TAC identified based ontheinputandguidance oftheTAC. Expression ofInterest (RFEOI)wasissued, and stakeholders. Ultimately, aRequest for created, comprising interested residents Transit AdvisoryCommittee (TAC) was great enthusiasm. recommendation unanimously andwith two-bus option.Councilapproved this instead ofapproving eithertheone-or After just afew shortmonthsof Since theRFEOI only received two To implement Council’s resolution, a FALL •AUTOMNE 2019 | PLANCANADA 23
MOBILITÉ POUR TOUS MOBILITY FOR ALL 24 Table 3 Table 1 within company’s platform to have multiple was notpaidbytherider. monthly invoice for theamount ofthefare that hailing app.Thecompany issues thetown a “Innisfil Transit” tripdirectly withintheride- the system first launched)whenbookingan pays thesefares (atanincrease of$1since the tripwithincompany’s app).Therider otherwise be$10,theriderwould pay$6for destinations (e.g.iftheregular fare would are notgoingto orfrom theaforementioned fare applies to all other trips within Innisfil that community destinations asdetailed inTable. 1 fares of$4-6for tripsgoingto andfrom key The Innisfil Transit service provides flat HOW DOESINNISFILTRANSITWORK? better thanprojections. to travel andtake transit, data thatwould be about where andwhenpeople really wanted the town would collect plenty ofinformation were supportive andwilling.Atthevery least, had ever taken, andtheMayor andCouncil take whatwasarguably thebiggest riskit faces. Yet, themunicipalitywasonapathto were lots ofraised eyebrows andconfused the ride-hailingcompany wasmade,there by directly reimbursing partofthecosts to Weekends 10PM-2AM:8%oftrips. Fridays 4-10PM: 8%oftrips Weekdays 6-9AM:13%oftrips (Weekdays 7-9AM:7%oftrips) Weekdays 2-6PM:21%oftrips(Weekdays 3-5PM:11%oftrips) The peakhours for Innisfil Transit tripsare as follows: Innisfil GOBusStops (2,422 pickups;2,144drop-offs). Innisfil HeightsEmployment Area (2,608 pickups;2,731drop-offs) Alcona Lakeshore Library (3,827 pickups;4,362drop-offs) Innisfil Recreational Complex (4,108 pickups;4,003drop-offs) Barrie SouthGOStation (6,717pickups;6,998drop-offs) The most populardestinations for Innisfil Transit trips are as follows: $6 for anytripto/from InnisfilHeightsEmployment Area. $6 for anytripto/from BarrieSouthGOtrain station $5 for anytripto/from GObusstops along Yonge Street $4 for anytripto/from Innisfil Food Bank(pilot location until endof2019) $4 for anytripto/from theSouthInnisfilCommunityCentre (Lefroy) $4 for anytripto/from theInnisfilideaLABandLibrary, Alcona Lakeshore branch $4 for anytripto/from InnisfilRecreational Complex and Town Hallarea Innisfil Transit makes useofthe capability A standard $4discount offtheregular Uber PLAN CANADA |FALL •AUTOMNE 2019 taken in2017,thismeansthatmore than Red Cross.) Whenaddedto the26,688trips accessible service provided bytheCanadian mobility device, orthey maybeusingthe they can betransferred inandoutoftheir choosing to usetheride-hailingservice if people withaccessible needsmayalsobe Barrie-Innisfil Taxi. (Thisindicates that accessible tripswere taken through taken. Atthesametime,nowheelchair During 2018,atotal of85,943tripswere in thetown’s ride-hailingtransit service. advantage ofit. opportunity –andresidents are taking based service provides independence and their doorstep. Access to thedemand- vehicle, can now request ridesto andfrom those withoutadriver’s license orpersonal had access to publictransit, particularly the better. Residentswhonever before Innisfil Transit haschangedInnisfil for WHAT HAVE BEENTHERESULTS? the town’s new OurPlace OfficialPlan. This alignswiththeplace-making focus of enabling local residents to interact result. emissions are reduced and“socialcollisions” riders joininginonevehicle meanthat riders picked upalong theway. Multiple Table 2provides highlightsofthegrowth Table 2 to connect to theBarrieTransit busservice for commuters, itisalsoallowing residents operating asa‘first-mile-last-mile’ service This meansthatwhile Innisfil Transit is GO Station isthemost populardestination. important to highlightthattheBarrieSouth reliability oftheInnisfil Transit service. These trends reflect boththeefficiencyand minutes inthelast three monthsof2018. trend downwards, clocking inatunderfive while theaverage waittimecontinues to trips completed) continue to trend upwards, completion rate (percentage ofrequested (when two ormore tripsare matched) and In particular,theride-hailingmatch rate and popularityoftheInnisfil Transit service. for theone-ortwo-bus route options. annual passengers thathad beenforecast is significantly higherthanthenumberof in thefirst 19monthsoftheservice. This 112,000 Innisfil Transit trips were taken Rate Completion Wait Time Match Rate Drivers Riders Subsidy Trips From theresults recorded inTable, itis 3 Overall, theresults reflect thesuccess • • • • for itsinnovation: the following awards andrecognition The Innisfil Transit team has received Municipalities) in 2018(Federation ofCanadian Innovators inCanadabytheFCM Named amongTop 10Municipal Municipalities ofOntario) from theAMO(Association of 2018 Peter J.Marshall Award Ontario) Managers, Clerks andTreasurers of AMCTO (Association ofMunicipal 2018 E.A.DanbyAward from the United States; Alliance for Innovation basedinthe 2018 RobertHavlickAward from the (May 15-Dec) 9:10 mins 2017 26,688 $150K 1,393 3,493 71% 17% (Jan-Dec) 6:10 mins 2018 85,943 $640K 2,203 5,749 87% 31% Figure 2 Wauchope, UberCanadaPublicPolicy ManagerChrisSchafer. Use PlanningTimCane,Town Councillor Carolyn Payne, Town Councillor DonnaOrsatti, Town Mayor Gord Town Councillor Richard Simpson,Town SeniorPolicy PlannerPaul Pentikainen, Town ManagerofLand from left to right:UberSeniorPublicPolicy Associate Brett Chang,UberDriver Partner JeanTheriault, Launch ofStage 2ofInnisfil Transit andunveiling ofnew Innisfil Transit logo,March 15,2018.nphoto Land UsePlanningTimCane,andTown SeniorPolicy PlannerPaul Pentikainen. Driver Partner JeffWilton, Town Mayor Gord Wauchope, Town DeputyMayor Lynn Dollin,Town Managerof Innisfil-Barrie Taxi Representative Tom Watson, UberCanadaPublic Policy ManagerChrisSchafer, Uber Launch ofStage 1ofInnisfil Transit, May15,2017.Inphoto from left to right: Town CAO JasonReynar, transit tripsare taken atallothertimes on weekends. Thus,theremaining 50%of during Friday evenings andlate atnight and acombined 16%ofalltripsare taken times ofweekday morningsandevenings, are taken duringthetraditional commuting one-third (34%)ofallInnisfil Transit trips services outsideofthemunicipality. Also, to access jobsandotherretail andmedical trips inthesummerof2017,to anaverage of from amonthly average ofless than3,000 transit service hasincreased significantly, day, 7daysaweek. transit service thatisavailable 24 hours a the benefitofproviding ademand-based of tripsthroughout thedayandweek shows throughout theday. Clearly, thedistribution The numberoftripsonthemunicipality’s 100 Innisfil Transit tripsperhouratpeak route, while there are currently upwards of boardings perhouralong theone-bus also forecast anaverage offour to seven route. Thetown’s Transit Feasibility Study $33 perpassenger forecast for theone-bus substantially highersubsidyofapproximately effectiveness ofthesystem ascompared to a $5.62 pertripin2017).Thisreflects the cost- trip (anincrease from theaverage subsidyof resulted inanaverage subsidyof$7.44per Transit Feasibility Study. The2018trips forecast along theone-busroute inthe significantly more thanthe16,000trips Transit tripscompleted in2018are comparable coverage. dollars over abusservice thatwould provide town represents asavingsofseveral million ride-hailing transit service across theentire bolsters theargument thatademand-based wide range ofassumptions, itnonetheless be considered extreme, asitissubjectto a annually. Although thiscalculation could roads could total inexcess of$8million to provide bustransit onallofthese cost ofapproximately $19,000perkilometre kilometres ofpublicroads inthetown, a cost of$26,000perkilometre. two-bus route would have an approximate net net cost of$19,000perkilometre, while the one-bus route would have anapproximate service allof Innisfil,itdidindicate thatthe not provide anestimated cost for busesto While thetown’s Transit Feasibility Studydid distance ofthebusstops along theroute. only provide access to thosewithinwalking municipality, while abusservice would door-to-door coverage across theentire transit system isable to provide convenient 2015 Transit Feasibility Study,theride-hailing route optionsthathadbeenproposed inthe those forecast for the one-busortwo-bus $900,000 for theservice. 2018. For 2019, the town has budgeted nearly from $150,000in2017to about$640,000in trips thatisreimbursed to thecompany) rose subsidy (theunpaidportionoftherideshare service anditexplains whythetown’s gross monthly tripsreflects thepopularityof to nearly 9,000.Thissubstantial increase in from Januaryto Aprilof2019hasincreased graph, theaverage numberofmonthly trips (see Figure 2).Thoughnotshown onthis nearly 8,000tripsinthelast quarter of2018 Furthermore, thenearly 86,000Innisfil Since there are approximately 460 Although costs are starting to exceed FALL •AUTOMNE 2019 | PLANCANADA 25
MOBILITÉ POUR TOUS MOBILITY FOR ALL 26 welcome additionto hisretirement income. who saidthatbeingadriver hasbeena additional income, includingoneindividual use thesystem asanopportunityto earn all agesinthecommunity. Manylocal drivers such, theservice isbeingusedbypeople of changer” thatallows themto stay mobile. As has describedtheservice asbeinga“life An elderly couple thatcan nolonger drive libraries, parks,andrecreation centres. access employment andvisitthetown’s in thecommunity can now conveniently financial well-being ofher family. Youth made ajobaccessible, thusimproving the Another userrecounted how theservice citizen could maintain alevel ofnormality. for afew months.WithInnisfil Transit, this resident suffered a stroke and could not drive community’s qualityoflife. For instance, one about how Innisfil Transit isimproving the There are someheartwarmingstories WHAT DORESIDENTSTHINK? is considerably more cost-effective. can transport greater volumes ofpeople and in Innisfil’s context, ademand-basedservice times. Theseindicators demonstrate that, Aerial imageofthe Town ofInnisfil,along the western shore of Lake Simcoe, approximately 1 hournorthofToronto. PLAN CANADA |FALL •AUTOMNE 2019 of about20,000people. Innisfil BeachRoad,along themain street ofAlcona, Innisfil’s largest settlement withapopulation concerns orissues, andto determine how residents usetheservice, to identify purpose ofthesurvey wasto understand to gaugesatisfaction withtheservice. The community feedback onInnisfil Transit and Survey wasundertaken to collect In 2017and2018,anonlineTransit several insights. population. Nonetheless, theresults offer not beentirely representative oftheentire and, therefore, theoverall response may respondents to thesurvey self-selected future implementation stages. Admittedly, how theservice could beimproved in and evolves. considered carefully asthesystem grows impact andissomethingthatwill be destinations can have asignificant budget affordable. However, addingflat fare so thatusingtheservice could bemore should consider more flat fare destinations ‘Cost’ concern indicated thatthetown The majorityofcomments related to the an average of71%in2017to 87%in2018. fulfilled, alsoincreased substantially from percentage ofalltriprequests thatare Trip completion rates, whichare the minutes in2017to 6:10minutes for 2018. average waittimesdecreased from 9:10 Furthermore, asnoted inTable 2, affordability, andreliability oftheservice. residents commented ontheconvenience, to otherquestions onthesurvey, where are somewhat atoddswiththeresults (35% ofrespondents). However, these Time’ (31%ofrespondents) and‘Cost’ Availability’ (45%orrespondents), ‘Wait dissatisfied withtheservice, were ‘Driver on thesurvey, particularly from those The most frequently noted concern this family inInnisfil: significantly improved thequalityoflife for Survey helpshighlighthow theservice has result thatwasunchangedfrom 2017. “Dissatisfied” or“Strongly Dissatisfied”, a increase from 13%in2017;and10%were 2017; 19%indicated they were neutral, an Innisfil Transit, adecrease from 77%in ‘Satisfied’ or‘Strongly Satisfied’withthe service, 71%indicated thatthey were 21% in2017. or “Strongly Dissatisfied”, adecrease from and 15%indicated they were “Dissatisfied” “Neutral”, anincrease from 17%in2017; 61% in2017;19%indicated they were Innisfil Transit service, anincrease from “Strongly Satisfied”or“Satisfied”withthe and non-users) indicated thatthey were respondents (includingbothtransit users with theservice, 66%ofall175 the overall well-being ofourfamily.” increased ourincome andcontributed to impossible otherwise.Ithasmarkedly and from work whenitwould have been It hasgiven meameansto travel to world ofdifference to meandmyfamily. town’s partnership withUberhasmadea “Thank you for piloting this program. The The below comment from theTransit Of respondents whohadusedthetransit When asked to rate theirsatisfaction per monthandcost savingsmeasures starting to stabilize atabout8,500trips It appears that2019ridership levels are result ofgrowing ridership willbeexplored. address thechallenge ofrisingcosts asa support themobilityofresidents. the technology thatalready exists inorder to partnership withallows Innisfil to leverage capabilities oftheride-hailingappitself,a the resources ortechnology to replicate the third party. Since thetown would nothave out theoperation oftheirbusservice to a similar to how somemunicipalitiescontract partnership witharide-hailingcompany is transportation optionsfor itscitizens,this Innisfil Strategic Plan– to create more the goal–stated inthetown’s Inspiring Innisfil community. Inhelpingachieve bring more transportation optionsto the approach to transit delivery ishelpingto demand-based approach. or shifttheirexisting bussystems to amore to consider asimilardemand-basedservice transit hubs.Smaller communities maywant mile-last-mile solutionto supportaccess to lower densityareas oraspartofafirst- integrate demand-basedtransit services in they needto go.Larger citiesmaylook to to conveniently connect people to where to provide cost-efficient transit systems to otherjurisdictionsthatare struggling concept ofmoving people maybeapplicable but thechallenges are not.Theon-demand The story ofInnisfil Transit maybeunique, WHAT HASBEENLEARNED? 467 trips were taken usingthisfunctionality. registered for thisservice, andin2018, their behalf. Sofar, 70residents have been service through whichtripsare booked on seniors, thetown hasestablished acall-in without smartphonesthatmayinclude to adebitcard. Further, for thoseresidents payment from aPayPal account thatislinked while theride-hailingappcan alsoreceive gift cards thatcan beloaded onto anaccount, technology, thetown hasbeensellingUber have acredit card ornotbeauserofthe in theservice suchasthosewhomaynot survey. To address barriers to participation identified concerns ofall respondents to the trips’ (14%ofrespondents) were theleast respondents), and‘Technology to request (12% ofrespondents), ‘Safety’ (13%of As Innisfil Transit evolves, ways to This demand-basedride-hailing It isalsoofnote that‘Payment method’ transportation options. their residents useshared, sustainable may wantto explore partnerships to help service can inform othermunicipalitieswho Innisfil’s novel approach to providing transit to evolve andinnovate over thecoming years, and seniors. a vehicle ordriver’s license, suchasyouth it most, particularly thosethatdo nothave a transportation optionto thosethatneed Transit service, whichhasbeento provide one ofthemainobjectives oftheInnisfil certain locations). Thiswillfurthersupport set ataflat rate of50%offor even free to rideshare app(e.g.,thediscounts could be for specific residents directly withinthe allow thetown to setcustomized discounts development for thispurposeanditcould Transit. Avoucher system isunder low income householdsthatuseInnisfil for students, seniors, andthosefrom that would provide greater discounts establish aTransit Assistance Program within theservice, work isunderwayto hailing company to find cost efficiencies service remains financially sustainable. will helpensure thattheInnisfil Transit funding from the Provincial Gas Tax program, ridership growth, along withcontinued These measures combined withstabilizing active transportation for shorter trips. could beawayto encourage theuseof modal optionssuchasbikes andscooters being considered. Incorporating multi- a more flexible form of‘fixed’ routes is address costs. For higherdemandareas, Options are beingconsidered to further help theservice remain onbudgetin2019. have beenimplemented inApril2019to As thetransportation industry continues In additionto working withtheride- reached at www.innisfil.ca/transit can befound ontheTown’s website – More information onInnisfil Transit Planning inUrbanDevelopment). Ryerson University (Masters of (Honours B.A.inGeography) and and isagraduate ofTrent University Peterborough andTown ofInnisfil, planning experience withtheCityof of Innisfil. Paul has over 10 years of Senior Policy PlannerattheTown Paul Pentikainen, MCIP,RPPisa FALL •AUTOMNE 2019 | PLANCANADA [email protected] . Paul can be . ¢ 27
MOBILITÉ POUR TOUS MOBILITY FOR ALL 28 PLANNERS TAKE THEWHEEL By Michelle Berquist, MScPl,RPP,MCIP freedom to move. is aholistic andambitiousvisionfor community visioningstudy. Theresult modelling infavour ofaplanner-led transportation engineeringandtraffic aside thetime-tested techniques of set anexample for itspeers bysetting of travel. TheCityofMississauga has safety, accessibility, orothermodes with only marginal consideration of in road network improvements, traffic flow through capital investment typically focus onoptimizingvehicular transportation master plansthat departure from traditional municipal plan thatrepresents asignificant policy framework andstrategic action Transportation Master Plan. Itisa Mississauga hasintroduced itsfirst rethink. Inthiscontext, theCityof personal vehicle. Itistimefor another those whocannot drive oraccess a and heightened riskofisolationfor physical andmental healtheffects, accelerating climate change,chronic economic burden, decliningairquality, with escalating congestion, mounting become clear incommunities grappling shortcomings ofcar-based livinghave design inthe20thcentury. Today, fundamental rethink ofcommunity the personal automobile led to a The promise offreedom offered by SUMMARY PLAN CANADA |FALL •AUTOMNE 2019 des déplacements. holistique etambitieuse delaliberté planificateur. Il ena résulté unevision vision communautaire dirigéeparun la circulation auprofit d’uneétude de des transports etdemodélisation les techniques éprouvées d’ingénierie les autres villes enmettant decôté de Mississauga aétabli unmodèle pour autres modesdedéplacement. Laville de lasécurité,l’accessibilité etdes ne tenant compte quemarginalement l’amélioration duréseau routier, en des investissements encapital dans la circulation desvéhicules grâce à qui visenthabituellement àoptimiser des PDT municipauxtraditionnels stratégique quisedistingue nettement cadre depolitiqueetunpland’action des transports (PDT). LePDT est un présenté sonpremier Plandirecteur perspective, laville deMississauga a de repenser tout cela. Danscette véhicule personnel. Ilest grand temps ne peuvent conduire ouutiliserun accru d’isolement pourceux qui et mentaux chroniques etunrisque climatiques, deseffets physiques une accélération deschangements détérioration delaqualitél’air, fardeau économique pluslourd, une avec unecongestion croissante, un dans les collectivités auxprises en voiture sontdevenues évidentes Aujourd’hui, les lacunesdelavie l’urbanisme auXXesiècle. à repenser fondamentalement l’automobile personnelle aconduit La promesse delibertéqu’offrait RÉSUMÉ T for itstransportation system. Thestated goal is: putting freedom atthecentre ofthecity’s vision its first Transportation Master Plan(TMP), our hairwhenwe can getoutfor abike ride. walk. That’s whywe love thefeeling ofwindin uninviting andattimesimpossible to gofor a months, whensnow accumulation makes it pass. That’s whywe allgetcagey inthewinter is empowering to give a“’tween” theirfirst bus service outsideofpeakhours struggles to cyclists, andothervulnerable road users. Transit traffic threatens thesafety ofpedestrians, The volume, complexity, andspeedofvehicular without acar isconstrained inmanyways. Travellers also feel thattheirfreedom to move • • • • this way: city bycar. Several reasons explain whythey feel freedom thanever before whennavigatingthe when manytravellers feel they have less Mississauga’s TMPcomes atacritical moment
The CityofMississauga recently established on how we share theroad and ride-sourcing, all which puts new demands including walking,cycling, transit, ridesharing, appetite for multi-modaltravel options, travelling publichasanunprecedentedthe disrupting thestatus quo connected, electric, andshared vehicles) are smartphone appsand“ACES” (automated, independent travel who encounter more barriers to proportionally more youth andseniors demographics are shiftingtoward complexity ofurbanmovements density growth increasing thevolume and the cityhasreached anew phaseofhigher- losing theirdriver’s licence. That’s whyit upsetting to thinkofanagingloved one ransportation isfreedom. That’s whyitis everyone and everything will have have will everything and everyone safely, easily, and efficiently and easily, safely, to anywhere at anytime. anytime. at anywhere to the freedom to move to freedom the In Mississauga, Mississauga, In transportation planningbeyond itsroots in practitioners permission to expand thescope the publicroad right-of-wayandgiving new waysofarranging elements within the transportation field,equippinguswith movements are fundamentally reshaping multi-modal street designapproach. These holistic ‘buildingfront to buildingfront’ while theComplete Streets concept isa and popularizesroad safety best practices, traction inCanada.VisionZero focuses on Zero andComplete Streets are gaining this traffic jam. facilities impassable. levels leave somesidewalks andcycling months, current snow clearance service money andtransit fare. And,inthewinter puts pressure onhouseholdbudgetsfor gas urbanized living.Theincreasing cost ofliving keep upwiththe“24/7/365”nature ofmore International movements like Vision Mississauga isnotalone inwantingoutof Figure 1 •! •! •! Anchored bycapitalplanforroadconstruction Based onforecastofcartravelatpeaktime Focused onoptimizingtraffic flow Anchored byactionplanfortransportationsystem Based ongoals&intentionsforsystemasawhole Focused onoptimizingfreedomofmobility 23''3''#7/#;'()2!( FALL •AUTOMNE 2019 | PLANCANADA
29
MOBILITÉ POUR TOUS MOBILITY FOR ALL 30 (Transit) Ambassadors program. Afurther through partnership with theMiWay pop-ups inmore thanadozenhighschools specifically soughtthrough student-led and publicmeetings.Youth insightswere encounters atmore structured workshops at nearly 40pop-upevents andnearly 250 2000 casual conversations withresidents engagement program includedmore than into, outof,andaround Mississauga. The stakeholders aboutthefuture ofmobility conversation withcommunity members and trend investigation, andarobust public and transit data analysis, benchmarking, integrated policyreview, transportation banner “Mississauga Moves”, thestudy community visioningstudy. Underthe plan wasdelivered through aplanner-led engineer-led traffic forecasting study, this a TMPandhow itisdone.Instead ofan established expectations ofwhatcomprises The Mississauga planchallenges well- • • • • • • The plan’s goalsare: energy into advancing thefreedom to move. and over 90actionsto focus thecity’s thought (Figure 1).Itlaysoutsixkey goals a visionfounded onthesenew schoolsof Transportation Master Planhasestablished flow atpeaktime. the time-honoured craft ofoptimizingtraffic how itisused reshape thetransportation system and Leadership inadaptingto changesthat Resilience: Freedom to evolve stewardship ofthenatural environment trips, lower vehicle emissions, andbetter the planet,withmore people-powered Support for thehealthofpeople and Health: Freedom to flourish need inorder to prosper people andtheplaces andthingsthey Simple andpleasant connections between Connectivity: Freedom ofaccess within andbeyond thecity and goodshave viable optionsfor moving An integrated network, where people Integration: Freedom ofchoice income, orfamiliarity withthecity easy regardless ofaperson’s age,ability, An accessible network, where moving is Inclusion: Freedom from barriers zero fatalities hazard-free travel andstriving for advancing VisionZero bysupporting Safe conditions for alltravellers, Safety: Freedom from harm The CityofMississauga’s new PLAN CANADA |FALL •AUTOMNE 2019 most valuable tools inthetoolbox, when ever. Traffic modelling can beoneofthe in thenetwork remains asimportant as need to predict future pressure points may bechangingwiththetimes, but our and values for thetransportation system of traffic modelling tools. Thecity’s vision team recognizes andrespects thevalue did notrely onatraffic model,theplanning bathwater.’ Although the city’s new TMP not to ‘throw thebabyoutwith engineering expertise, ithasbeencrucial traffic modellingandtransportation planners andotherteam members with order to buildandmaintain trust between made from the‘tried-and-true’methods.In most controversial departure Mississauga in theTransportation Master Planwasthe seen as“agamechangerfor Mississauga.” transportation master planhascollectively Council andseniorleadership. Thecity’s new TMP, whichwasvery well received byCity end, staff wasunited infavour ofthenew between interdepartmental teams. Inthe and collaboration builttrust andsupport the study, extensive internal engagement and beyond theorganization. Throughout led TMPplanningprocesses, bothwithin modelling professionals whohave classically transportation engineeringandtraffic met withskepticism andconfusion from commented onapost. social mediawhensomeoneliked, shared or 10,000 connections were madethrough Diminishing therole oftraffic modelling Initially, theMississauga approach was freedom to move. work starts now asanext step to achieve the action for three outofthesixgoalsandthat Guidelines hasbeenidentifiedasa key The introduction ofComplete Streets Design functionality ofthetransportation system. journey to transform thelook, feel, and Plan isjust thebeginningofcity’s an objective intheirown right. used asforecasting tool, withoutbecoming ensure traffic performance measures are the TMP,CityofMississauga hopesto in thecontext ofthebroader ambitionsof updates to itsTMP. Byputtingtraffic flow management planthatwillinform future a mode-specific long-range traffic expects to useitstraffic model to develop used appropriately. TheCityof Mississauga The Mississauga Transportation Master of theCanadianInstitute ofPlanners. Professional PlannerandaMember Construction. Michelle isaRegistered the ‘plangineering’podcast OpenDuring Geography &Planning andco-host of University ofToronto Departmentof Toronto. Sheisalsoaninstructor inthe Transportation PlanningattheCityof team to anew role asManager,Area Mississauga Transportation Planning being aProject LeaderontheCityof MCIP, recently transitioned from Michelle Berquist, MScPl,RPP, [email protected] ¢ INCLUDING EQUITYINTRANSPORTATION PLANNING GETTING USALLTHERE: By Orly Linovski, RPP,MCIPandNadiaGalati processus quedesrésultats. améliorer celle-ci tant auniveau des transports etles stratégies visantà être intégrée danslaplanification des article décritcomment l’équité peut devrait être évaluée ou intégrée. Cet de clartéquantàlafaçon dontelle des transports, maisilyaunmanque élément important delaplanification de plusenconsidérée comme un matière d’accessibilité. L’équité est font souvent face àdesobstacles en groupes vulnérables oumarginalisés participation àlasociété sont nécessaires pourassurer lapleine Des moyens detransport sûrs etfiables RÉSUMÉ process andoutcomes. strategies for improving equityinboth into transportation planning,and describes how equitycan beintegrated assessed orincorporated. Thisarticle a lackofclarityasto how itshouldbe transportation planning,butthere is viewed asanimportant component of accessibility. Equityisincreasingly groups often face barriers in society, yet vulnerable ormarginalized necessary for fullparticipationin Safe andreliable transportation is SUMMARY ; pourtant, les T populations. destinations, especially for vulnerable between groups intheirabilityto access this critical role, there are often differences and socialcohesion andinclusion.Despite educational opportunities,healthoutcomes, daily life, suchasaccess to employment and society. Transportation affects allaspectsof guide investment decisions. processes inCanadiancitiesorusedto are notfrequently incorporated inplanning and assessing transportation equity,these large academic literature onmeasuring barriers to participation.While there isa equity oftransportation systems andreduce scholars to explore how to increase the different communities. and whetherthere are disparities between of transportation systems are distributed, it addresses how thebenefitsand costs transportation equitybutfundamentally There are different definitionsof WHAT ISTRANSPORTATION EQUITY? is important because horizontal equityis achieve the sameoutcomes. Thisdistinction allow for communities withthemost needto for all,aswell asadditional resources to refers to providing abasiclevel ofaccess all groups orlocations, while vertical equity to benefitsbeingdistributed equally across equity (sometimescalled equality)refers vertical definitionsofequity. Horizontal distinction isbetween horizontal and and accessibility outcomes. decision-making intransportation planning present strategies to improve bothequitable in community-based engagement,and integrating equity,professional experience academic research onthebarriers to process. We willshare insightsfrom our concerns inthetransportation planning we discuss strategies for includingequity is necessary for fullparticipationin access to safe, reliable transportation here isincreasing awareness that 1 Thishasled practitioners and 4 Onecommon 3 2 Inthisarticle,
of color, low-income households,people commonly includeIndigenouspeople, people referred to as transportation planning process (sometimes barriers andneedspecial attention inthe understanding whichgroups face systemic A first step inapplying anequity lens is facing barriers to access Identifying communities transportation planning. focused approach can beintegrated into following sectionsoutlinehow anequity- measures for evaluating results. The developing andapplying appropriate linking needsto investments, including decisions. Equityinoutcomes comes from for adiverse group ofstakeholders to impact communities of interest of communities inclusive Consultations shouldbe understand community needsandpriorities. and meaningfulparticipation,isneededto and outcomes. Equityinprocess, withfull planning includesbothequitable processes An equityapproach to transportation TO TRANSPORTATION PLANNING APPLYING ANEQUITYAPPROACH facing themost barriers. equity, orimproving outcomes for those strategies we present here focus onvertical health, education, andsocialoutcomes, the transportation playsinemployment, in society. Given thecritical role that resources soeveryone can fully participate approaches focus onproviding sufficient of circumstances –isonestrategy, equity same allocation ofresources, regardless providing for equality of resources –the experience thetransportation system. While systemic barriers, greatly impacthow people circumstances, aswell ashistoric and ‘paying for whatthey get.’ However, personal communities receiving equalbenefitsor commonly prioritized,withafocus onall FALL •AUTOMNE 2019 | PLANCANADA , inthatthey offer theopportunity equity-seeking groups equity-seeking ). Equityprocesses meaningful or or and 31
MOBILITÉ POUR TOUS MOBILITY FOR ALL 32 achieving meaningfulengagementisoften some degree ofpublicinvolvement, though Most planningprocesses legally require priorities andneeds Understanding community of gapsinservice andinvestments. area) provides anequity-basedunderstanding service (numberofbikeway kilometers per the equityindex andlow onbikeway level-of- Figure 2,comparing areas thatscore highon and immigrant population. that includesindicators suchaspoverty rate bikeway planningbyapplying anequityindex Strategies includesequityanalysis for City ofWinnipeg’s Pedestrian andCycling by transportation services. For example, the more vulnerable groups and are under-served first step to understand whichareas mayhave these strategies. Mappingisanimportant processes shoulddraw onacombination of alternatives assessment, andinmost cases, modelling, userexperience mappingand engagement, spatialanalysis, transportation a variety ofstrategies, includingcommunity These questions can beaddressed through • • • • Figure 1): several questions shouldbeasked (see other issues emerge later inthe process. transport barriers, andallow flexibility if to identifyingcommunities facing potential it isimportant to devote enoughresources will inform data collection andinterpretation, create additionalbarriers. Since thisstage referred to asintersectionality), whichmay overlapping identitiesandexperiences (often transportation enforcement. People alsohave concern mayberacialized experiences of issues, while inotherlocations amajor residents mayface significant transportation For example, insomecommunities, rural specific circumstances andpriorities. consultation isnecessary to understand vary dependingoncontext, andin-depth living withdisabilities.However, needs immigrants, youth, seniors, andpeople of various genderandsexual identities,
investments onequity-seekinggroups? What are thepotential impactsoffuture improving transportation access? What are community prioritiesin is affected bytransportation systems? What are thedifferences inhow eachgroup needs, hesitations andconcerns? transportation system? Whatare their How dodifferent users experience the Once equity-seekinggroups are identified, PLAN CANADA |FALL •AUTOMNE 2019 6 As shown in Asshown in 5 substantive input. announce, defend, rather thanallowing for policy hasbeenreferred to as‘DAD’: decide, more elusive. Engagementontransportation groups thatcan impact decision‑making. planning processes, itisoften well-resourced achieve meaningful outcomes. Asinother to buildingcommunity capacity inorder to It isoften necessary to devote resources and meaningfulengagement Building capacity Figure 1.Steps inapplying anequity-lens to transportation planning making processes. that can beincorporated into decision- community prioritiesinto evaluation tools community capacity andthetranslation of should includededicated resources to build that anequityapproach to engagement barriers. Previous research hasshown individuals, especially thosefacing complex they often donotencourage inputfrom all engagement processes; however, alone, meetings are important to includeinpublic consultation methodssuchaspublic express themselves differently. Traditional systems inuniqueways,andthey all all interact andexperience transportation and members ofdistinct communities. They experiences. They are alsobothindividuals who they are, theiridentitiesand life People are inherently different basedon into goals,prioritiesandvalues attheoutset. this maycome from alackofpublicinput nature oftransportation modelling,though to themore technical, andoften opaque, performance and Equity measures integrated in current inequities? modelling Are there improve transportation Communities of Will investments experiences? 7 Part ofthismaybedue Concern 8 Identify Equity measures Are there barriers prioritization in project to mobility? Funding for community priorities professional assistance. propose alternatives, through technical and plans oncommunity-identified priorities,and assess theimpactofregional transportation in theSanFrancisco, whichwasable to was the“6Winsfor SocialEquity”coalition cost-benefit analyses. One example ofthis traditional transportation modellingor community priorities andvalues inmore particularly beusefulinhelpingintegrate Technical supportfor advocacy groups can cover thecosts associated withparticipation. community groups, orproviding stipends to facilitators, providing technical supportto and training local community members as can come inseveral forms, suchashiring can allow for amore inclusive process. This relationships withcommunity members, organizations, whichhave long-standing or expertise) to community-based Providing resources (whetherfinancial leaders can facilitate discussions. and providing fundingsolocal community their communities, ordeveloping capacity already have relationships andexpertise in community-based organizations, who resources (includingfinancial) to established are working with.Thiscan meanproviding often donotreflect the communities they who isleading thediscussion, planners people attending anevent identify with While consultation goalsstrive to ensure the talk ofdiversity, equity,andinclusion. collection shouldbecommitted to walking of proposed planor may face barriers What are impacts current system? How are groups Consultation, engagement,anddata Which groups investments? impacted by in access? 9 community priorities Input oncommunities Consultation Inputs facing systemic Understanding Determining experiences community barriers
establish community buy-in. which assists to validate the process and a municipality,stakeholders, andthepublic, are alsoable to communicate inputbackto inclusive way,and planners anddesigners design processes can beinformed inamore By visualizingexperiences inthisway, people whocome outto publicmeetings. diversity ofperspectives, notonly thetypical As adata visualizationtool, itcan illustrate a experiences alignandwhere they diverge. overall, andcan show where different user is meetingusers’ needsandpriorities evaluate whetherornotthecurrent system system. Mappinguserperspectives can help those thatare notable to usethe transport and experiences, orinformation about fails to communicate users’ frustrations gathering data abouttheirusers, data alone most organizations are reasonably goodat system’s users andnon-users. Although visualizing whatmotivates atransportation is atechnique for understanding and (also referred to asuserjourney mapping) user experience (UX)focus. UXmapping differing needsandbarriers isthrough a including for transportation planning. fed into policyandplanningprocesses, impacts theirlives, whichcan thenbe reflect abouturbanspace andhow it workshops thatallow participantsto Rojas leads interactive, model-building participate. For example, plannerJames made funandcreative sopeople wantto methods for collecting data can alsobe their experiences andprovide data. The time to share withaproject to reflect on spaces maybewhere people have some dropping theirkidsoffatschool,andthese to thecar, atcommunity drop-ins, or such asbusstops, walkingtheirgroceries spend passive timeincommon spaces identify where people incommunities want to! Stakeholder mappingcan help participate inconsultation –even ifthey are unable to carve outdedicated timeto which isapositive step. Butmanyfolks transit vouchers to encourage participation, common practice to provide childcare and as muchpossible. Itisincreasingly strategies shouldaimto alleviate this for people facing multiple barriers, and associated withparticipating,especially acknowledge thatthere isoften aburden transportation planningshould Another strategy for understanding Meaningful engagementfor 10 improving equityoutcomes. there isaccountability inthecommitment to making alignswithcommunity interests, and metrics isakey step for ensuringdecision- into transportation modellingmeasures or The ‘translation’ ofcommunity priorities in collaboration withlocal communities. noted above, prioritiesshouldbedeveloped to common equityconcerns, thoughas and projects can beevaluated inrelation Table 1provides examples ofhow plans that can beusedfor decision-making. there are awhole range ofevaluation tools tailored to community-identified priorities, if goalsincludeequitymeasures andare riders, especially non-choice users. However, not have thesamebenefits for existing mode-split orreduce GHGemissions) may transport (i.e.,through goalsto increase attracting new riders to transit oractive weighted. Similarly, investments aimedat as whentravel timesavingsare heavily transportation decision-making,such investments, itoften underliesmuch the primarygoalguidingtransportation of service). While congestion relief israrely free-flowing movement oftraffic (or level guided bymeasures thatprioritizedthe Historically, transportation planningwas into transportation planning Translating priorities (Credit: CityofWinnipeg/UrbanSystems) more vulnerable groups, red outlinesshow overlap between highequityneedandlow bikeway coverage. Figure 2.Gapanalysis ofbikeway network coverage andhigh-needareas. Darker bluesshows areas with Equity Score withBicycle Coverage measures (Figure 3 ). prioritization criteria thatincludedequity of Transportation developed project System Plan,thePortland Bureau in developing anew Transportation on vulnerable groups. For example, also beevaluated interms oftheirimpact service ormode-share split,they can of theirpotential impactonlevel-of- as projects can beevaluated interms project proposals andinvestments. Just should alsobeincludedinevaluating range planninglevel, equitymeasures integrating equitymeasures inevaluating degree ofdisparitiesinaccessibility, but depending ontheexisting context, andthe transportation planning willlook different lists. Apolicyframework for equitable used to develop andprioritizeproject accessibility, andcost effectiveness, were other measures suchasimpactonhealth, populations. Equityscores, along with improvements to areas withunderserved based onwhetherthey would provide projects were thengiven anequityscore groups). Proposed transportation indicating areas withmore vulnerable a vulnerability index (highernumbers demographic characteristics to develop tract inthecitywasassessed using To apply anequitylens atthelong- FALL •AUTOMNE 2019 | PLANCANADA Composite EquityScore Bicycle Level ofService High Low Low BLOS andEquity Low BLOS 12 Eachcensus N 33
MOBILITÉ POUR TOUS MOBILITY FOR ALL 34 seen asbeyond thescope oftransportation clearance, policingorcost offares, maybe identified by communities, suchassnow individual departmentsoragencies.Issues accessibility issues can be,extending beyond transportation planningishow pervasive One difficultyinapplying anequity-lens to BARRIERS TO EQUITYAPPROACHES important inimproving equityinaccess. these different typesofexperiences is Understanding, andworking to improve, as apedestrian, cyclist, ortransit user. and results invastly different experiences harassment often affects people ofcolour labour. Similarly, fear ofracial profiling or or even exhausting, after adayofphysical at adesk,itmaybemuchless welcomed, experience after aworkday spentsitting example, while cycling maybeapleasant associated withdifferent typesoftrips.For do they helpto explain theexperiences financial reasons orother concerns, nor Table 1.Common measures to assess equity impacts trips origin-destination surveys donotinclude such ascellphone tripdata. For example, relying exclusively onquantitative sources modelling, there shouldbesomecaution in in theavailability ofdata for transport prioritization, timing,orviabilityofprojects. direct implications, asitmayshiftthe potential investments can have themost Vulnerable Users Safety for Housing Affordability Transit Disadvantage destinations Access to other Access to jobs Concern/Priority While there hasbeenamajorincrease PLAN CANADA |FALL •AUTOMNE 2019 not made not , because oflackaccess, • • • • • • • Possible Measures low-stress active transportation routes) Location ofsafety investments (suchas Displacement risk Accessibility for areas withaffordable housing Gaps between transit supply andneed by mode Differences inaccessibility (within settime) leisure andrecreational facilities, andhealthcare opportunities, suchasgrocery stores, childcare, Accessibility to otherdestinations and type ofjob,i.e.industrial, service) Number ofjobsaccessible withinasettime(by 13
11 US), not supported byrecent research inthe marginalized communities (thoughthisis capital spendingmaytangentially benefit transit operating budgets.Theemphasison is thelackofstable andreliable fundingfor concern for communities. Asecond issue planning processes, despite theircritical (Credit: Portland Bureau of Transportation) groups, colours symbolizeequityscore for projects (yellow/red =more impactonunderserved communities) Figure 3.EquityEvaluation inaTransportation System Plan.Greyscale shows areas withmore vulnerable outcomes. While thismaybebeyond the can make itdifficult to ensure equitable to prioritizeincreased operating funding LEGEND Equity Score - Point - Score Equity 14 2 1 0 thelackofflexibility for agencies Equity Score - Line - Score Equity 3 2 1 0 Equity Score - Area - Score Equity 3 2 1 0 • • • Notes Equity Index project proposals displacement riskcan bemappedwithreference to new high increase inrents/housing prices. Areas withhigh of housingcost burden, highrenter population,and Common indicator ofdisplacement riskisacombination for identified communities suchasoff-peaktrips ownership andincome. Shouldalsoreflect travel patterns Transit needcan beassessed through levels ofvehicle to automobile example, how manyjobsare accessible bytransit compared Can beappliedto different typesofdestinations. For 4 3 2 1 0 inclusion andoutcomes. Marginalized groups transportation systems playinsocial are grappling withthecritical role that Planners, agenciesandcommunity groups CONCLUSIONS community groups withshared goals. in transportation funds,andsupporting policies thataddress equitable spending role inadvocating for nationalandprovincial scope ofindividualplanners, there maybea EQUITY & UNCONSTRAINED PROJECT SCORES CONSTRAINED PLAN TRANSPORTATION SYSTEM MODIFIED: 3/5/2015 for thosefacing themost barriers. investments can work to improve accessibility design andprioritization–transportation from consultation to planningto project measures throughout theplanningprocess – with accessibility. Through integrating equity experiencing more oftheburdens associated from transportation investments, while have historically reaped fewer ofthebenefits approvals. ¢ evaluation, policyanddevelopment experience (UX)mapping,placemaking, and quantitative research, user human-centred research, qualitative use planning,stakeholder engagement, ca). Herwork includescultural andland firm basedin Toronto (weareprocess. planning, engagementandpublicart designer andPrincipalofPROCESS, a Nadia Galatiisanurbanplanner, constructions ofexpertise. practice inpublicly-traded firms,and transportation equity,professional social justice, withrecent work on issues ofprofessional practice and Manitoba. Herresearch focuses on of CityPlanningattheUniversity of Assistant Professor intheDepartment Orly Linovski (RPP,MCIP)isan • • • is more thanjust talk Our concern for theenvironment paper inthismagazineismuchmore environment friendly. based inkproducts and thatthesubsequentrecycling ofthe means thatwe are notusingresource-depleting petroleum- We usevegetable oil-basedinksto printthemagazine.This be safely discharged to thedrain. The resulting chemistry isneutralized to theextent thatitcan chemistry required to create plates for theprintingprocess. Our computer-to-plate technology reduces theamountof RENEWABLE andSUSTAINABLE resource. managed forests, andverified recycled sources makingthisa Stewardship Council the environmental andsocialstandards oftheForest recycled paper. Thispaperhasbeencertified to meet We uselighter publication stock thatconsists of ® (FSC ® ) andcomes from responsibly
1 5 4 3 2 ENDNOTES So enjoy thismagazine...and keep thinking green.
and Practice and America.” Transport Policy, 37(0),167-176. and measures intransportation plansinNorth planning: Acritical evaluation ofequityobjectives “Integrating socialequityinto urbantransportation evaluate transportation decisionsfrom anequity developed aworksheet withquestions to help MetroTransit (Minneapolis&St.Paul, MN) Quarterly Newsletter, July 2018. Mobility” inCanadianInstitute ofTransportation equity, seeRyan Martinson’s comic “Equityand For an excellent descriptionoftransportation Minnesota DepartmentofTransportation. Development ofAccessibility Measures” and Levinson, D.(2006)“Access to Destinations: destinations inashorttime.SeeEl-Geneidy,A. high accessibility, inthatyou can reach alot of takes along timeto travel acertain distance but Manhattan mayhave low mobility, inthatit accessibility andlow mobility. For example, can beassociated, itispossible to have high the abilityto access destinations. While they place to another,while accessibility refers to Mobility refers to theabilityto move from one interchangeably, there are key differences. While accessibility andmobilityare often used Transit.” Evaluations ofequityinplanningfor BusRapid & Manaugh,K.(2018).“Equityinpractice? See, for example, Linovski, O.,Baker, D.M., Transport Geography, 19(1),39-50). vulnerable populationsegments.”Journalof cities: Spatialanalysis from theperspective of (2011). “Distance traveled inthree Canadian low-income households(Morency, C.etal. groups suchastheelderly, single parents and shown different transport experiences for For example, research inCanadiancitieshas Transportation Research Part A: Policy Policy A: Part Research Transportation , 113, 75-87; Manaugh, K. et al. (2015). , 113,75-87;Manaugh,K.etal.(2015). • • • • responsibilities for themagazine. any airtravel we undertake related to ourpublishing we utilizeacarbon offsetprogram inconjunction with In order to reduce ourcarbon footprint ontheplanet, readers to REUSEandRECYCLE. Within thepagesofeachissue, we actively encourage our printing plates andallwaste paper. We ensure thatanefficient recycling program isused for all solvent usage,handlingandhazardous hauling. and leaves only about5%residue. Thisresults inreduced system thatseparates thewater from therecovered solvents During theprintingprocess, we useasolvent recycling 12 11 10 9 8 7 6 14 13
article/642068. www.portlandoregon.gov/transportation/ tRANSPORTATION/article/658506 andhttps:// See https://www.portlandoregon.gov/ Equity-Evaluation-Final-3.12.19.pdf) gov/sites/default/files/2019/03/13/Transportation- in Portland, Oregon: (https://www.oregonmetro. developed for theRegionalTransportation Plan limitations see,for example, theequityanalysis For additionalmeasures, andtheirbenefits policy?” demographics: Are transit’s prioritiespoorpublic transportation objectives andrider B.D. Taylor andE.A.Morris,“Public racial-profiling-in-canada.html) people-its-part-of-daily-life-the-impact-of- canada/2018/05/28/for-black-and-indigenous- 28, 2018.(https://www.thestar.com/news/ racial profiling inCanada”. Toronto Star. May people it’s partofdaily life’: Theimpactof For example, see:“‘For BlackandIndigenous Sites/1/media/equity/equity-tool-5.1.pdf). perspective (https://www.metrotransit.org/Data/ housing-justice/plan-bay-area/ See https://www.publicadvocates.org/our-work/ communities,” involvement to meettheneedsofunderserved transportation equity:Meaningfulpublic A. KarnerandR.A.Marcantonio, “Achieving systems,” Procedia – for planninganddesigningtransportation E. Cascetta andF. Pagliara, “Publicengagement background.stm pedestriansCycling/strategiesActionPlan/ https://winnipeg.ca/publicworks/ See www.placeit.org Sciences Policy Policy FALL •AUTOMNE 2019 | PLANCANADA 23, No.2(2018):105-126. Transportation 87(2013):103-116. Public Works Management & & Management Works Public Social and Behavioral Behavioral and Social 42(2015):347-367. 35
MOBILITÉ POUR TOUS MOBILITY FOR ALL 36 By Stephen Oliver, CD,NA,RPP,MCIP AS APROXY FOR ATRANSPORTATION PROBLEM APPLYING ASOLUTION TO APIZZAPROBLEM PRIORITIZATION ANDPIZZA: mise enœuvre desprojets detransport. structuration d’une ÉCMsoutiennentla illustrer comment les processus etla le processus de sélection depizzaspour projets à projets. Cet article se basera sur à utiliserdansles comparaisons de mesures pourétablir unecote commune emploie descomptes, descritères etdes repose suruneapproche structurée qui de comptes multiples (ÉCM).UneÉCM comme ceux qu’offre uneévaluation suivi desprocessus décisionnelssolides il est d’autant plusimportant d’avoir décisions. Pour défendre ces décisions, de défendre tous les aspects deleurs gouvernementaux sontsouvent tenus équipes deprojet etles organismes des intervenants font ensorte queles transport etladiversité desopinions La complexité desenjeuxliésau RÉSUMÉ transportation projects. MAE supporttheimplementation of processes andstructuring ofan selecting pizzato illustrate how the This article willusetheprocess of in project-to-project comparisons. in developing acommon score for use employs accounts, criteria, andmetrics A MAEisastructured approach that Accounts Evaluation (MAE)provides. processes suchasthoseaMultiple have followed sounddecision-making it isthatmuchmore important to making. To defend thesedecisions, to defend every aspectoftheirdecision- government agenciesare often required opinions directs thatproject teams and issues anddiversity ofstakeholder The complexity oftransportation SUMMARY PLAN CANADA |FALL •AUTOMNE 2019 W different facilities orusesinteract, forcing transportation network, aplace where the mixture ofusesinherent inthe such asasidewalk orcycling infrastructure. transit services, aswiththeless expensive, equally with costly initiatives, suchasnew field requires asoundapproach that works The scope ofwork inthetransportation of project prioritizationandevaluation. requires acomprehensive understanding planning, like othercity-buildinginitiatives, not initselfbuildagoodcity. Transportation builders are reminded thatgoodpolicydoes The complexity is compounded by turns to project delivery, allcity been completed andattention hen strategy andpolicy work have has beenapplied across thetransportation use inproject-to-project comparisons. MAE metrics indeveloping acommon score for approach thatemploys accounts, criteria, and project prioritization. An MAEisastructured names andisnotanew approach for much easierto defend thesedecisions. Evaluation (MAE)provides makes itthat processes suchasthoseaMultiple Accounts Having followed sounddecision-making every aspectoftheirdecision-making. project teams are often required to defend uses, anddiversity ofstakeholder opinions, issues, interaction withsurrounding land Because ofthecomplexity oftransportation tradeoffs withinthelimited available space. The MAE mechanism goes by many The MAEmechanismgoesbymany
transportation project. is interested inhavingpizza,soshoulda pizza partywould beginbyconfirming who to theconclusion intheend.Just asany to theprocess, they willnotprovide support the stakeholders are notmeaningfully invited conflict or to progress a project. Ifall process. Thisissometimesdoneto avoid that have authorityinthedecision-making seek therepresentation ofallstakeholders it is thefailure to properly identifyand open-ended andharder to execute. of decisionsto beevaluated ismuchlarger, If the MAEbuildsoffformer, thenumber …[insert favorite local pizzaplace here]”. order somepizza”and“let’s order pizza from between “let’s allgoto myhousetonight and objective. There issubstantive difference measurable thanthehigher-level strategic objectives are muchmore restrictive and higher policy. Likely, theimplementation recommends carrying thatstatement from a strategic scale, becritical whensomeone important inshapingrecommendations on vision statement orproject objectives are implementation objective. Given thatthe the strategic objectives/vision are alsothe when starting anMAE.First, donotassume and defendable decisions(Figure 1 ). structured approach to providing accurate questions thatanMAEprocess provides a to bemade?Itisinaddressing these everyone hasanopinion,how isthisdecision group decidewhere andwhatto order? If order pizzahasbeenmade,how doesthe equally employ. So,once thedecisionto for selecting pizzaissomethingwe can all a long pizza-worthy week, abetter process Besides, asmost planners have experienced the specificsofatransportation project. a tool, andavoids anexample caught in to thebroad applicability oftheMAEas process ofordering pizza. be utilizedinthecritical decision-making a range oftransportation projects, itcan also While anMAEcan beeffectively employed in an active andsafe routes to schoolprogram. be targeted withinacity-wideinitiative like facility, ordetermining where actionsshould selecting the corridor for a new transportation a transit master planorcycling strategy), implementation ofahigh-level policy(like in complete street retrofits, prioritizingthe planning practice, withaproven track record The second pitfall is personality-based; One shouldbewaryoftwo early pitfalls The useofpizzaasananalogy speaks Figure 1. the higher-level account (donotfocus onhow need to encompass the sub-components of find one strong criterion suitable. Thecriteria overly complicated. Insomecases you may criteria peraccount lest theMAEbecome accounts. Again,look for amaximumoffive provide thestructure for evaluation ofthose time to determine what pizza. (Figure 2 .) implementation planscan avoid cost, even toppings andoverall cost. Very few to eatpromptly, or there isdebate about the pizzanightitmaybethateveryone wants and complete street projects. Inthecase of employed across arange ofcycling, transit, These accounts are reliable andhave been connectivity are goodplaces to start. constructability, affordability, andnetwork integration withsurrounding landuse, a permutation thatspeaksto theproject’s implementation ofatransportation project developing thelist ofaccounts for the understanding ofwhatmatters. When with stakeholders helps establishes an longer. Attheseinitialstages consulting generally enough,theinitiallist isoften achieved. While three to five accounts are sufficiently encompass what istryingto be for theproject?” Pick several accounts to Accounts must answer: “Whatisimportant concerns, like topping preferences. pizza to befull,orimplicitly bystakeholder outlined intheobjectives, like havingenough of implementation. These maybeexpressly high-level themesthatlinkto theobjective the MAEisidentification ofaccounts, the start to take form. Thefirst component of stakeholders, thestructure oftheMAEcan for implementation, andknowing the that enable evaluation ofthatcriteria Metrics are specificmeasurable variables that make upanaccount Criteria are components that are important to theproject Accounts are broad catagories With theaccounts established, itisnow Having established theobjectives criteria make upand impact oftheweighting understood, and that the weighting hasbeentested, the Ensure before thescoring iscompleted heavier thantheotheraccounts. (Figure 3.) particularly important andmaybeweighted short time.Inthiscase the‘timeliness’ is a timeconstraint andcan only come for a For pizza,perhapsoneoftheguests ison Oriented Development, orcapital costs. other criteria like theproximity to Transit weight intheevaluation, whencompared to service modelcould require anincreased project theneedto fitwithinanoperational and thepublic.For example, onatransit to communicate bothto stakeholders more complicated output,whichisharder important. Thiscan often lead to amuch sense, whenoneaccount isclearly more be explored. Insomecases, thismakes this iswhere thatconversation should fully encompass theintent ofthe account. will ideally avoid overlap, andwhencombined measure thisaccount. Thecriteria selected customizability are bothcriteria thatcould the variety oftoppings available and a pizza,examining theaccount of‘toppings’, available designsolutions.For theselection of observed driver behaviorandnumberof such as:thepresence ofvulnerable users, of ‘appropriate design’could usecriteria cycling infrastructure for example, anaccount next). For atransportation MAE,oneselecting they are goingto bemeasured yet; thatstep is Figure 2. Toppings Access Value Accounts If weighting ofcriteria isto beconsidered FALL •AUTOMNE 2019 | PLANCANADA CRITERIA METRIC ACCOUNT CRITERIA METRIC
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MOBILITÉ POUR TOUS MOBILITY FOR ALL 38 establish acommon understanding ofhow high scoring across theboard; therefore, The highscoring projects willrarely be that score meansfor aresulting project. by alow score ineach criterion andwhat criteria, understand whatriskispresented evaluate thedifferences withoutbias. been established inamannerthatcan and differences. Ensure theMAEthathas sensitive to theirsimilarities,dependencies, crossing andanew length sidewalk, be to differentiate between anew pedestrian and intersections. WhenusingtheMAE to thedifferences between corridor projects context oftransportation projects besensitive to ensure theprojects are equal.Inthe In reviewing ordeveloping projects, bediligent define thepotential projects to be evaluated. planning level, butifitwasnot,istime to first isgenerally completed atthe strategic selecting thepizzaand,ofcourse, eating.The conducting the scoring exercise oftheMAE: lead to anunhappycrowd. of potential conflict intheprocess that can like “spicyandmild”are perfect examples as muchpossible, definitionsof terms variables work withstakeholders to define manipulations. Similarly, for qualitative collection methodsandanyrequired data ensure they are comfortable withthe of slices? Work withstakeholders to m appropriate methodofmeasurement. The ‘value’ themetricmust determine themost criteria of‘size ofpizza’undertheaccount per criteria iscorrect. Unpackingthe ( variables to buildoutandidentifymetrics. a mixture ofqualitative andquantitative Work withinthecriteria established, using not linked to theoutcome oftheproject. levels ofservice whentraffic impactsare measurement ofvehicle volumes orvehicle this extraneous data often appears asa is available. Intransportation projects be introduced simply because thedata you are measuringit.Ametricshouldnot both be determined. You needto understand to bemeasured, how to measure itmust order on account ofonly oneperson. guests beingunhappywitharushedpizza results. Diligence atthisstage avoids some the stakeholders are comfortable withthe Figure 4.)Withfew exceptions onemetric 2 At thispointrevisit theestablished Only acouple items remain priorto With anunderstanding ofwhatneeds oftotal pizza?Perhaps thenumber PLAN CANADA |FALL •AUTOMNE 2019 what you are measuring,and
why why
are emerging isoneofthe more useful Scoring withoutknowing how theresults until allprojects are completely scored. scores, butdonotexpose thefinalscores project, oraccount byaccount, applying the tends to be practical. Proceed project by possible. Some version ofaworkshop format as manystakeholders represented as using aconsensus-based approach, with the scoring. Scoring shouldbeapplied path forward isto collect thedata andapply improved investment inwayfinding. directness could bemitigated through projects, for example, apoorscore in matter ofmitigation.Withintransportation evaluation. Alternatively, itismore often a option mayneedto beentirely removed from to nothave alow score. Ifitscores low the likely anexample ofacriteria thatiscritical ‘toppings’, withthecriteria ‘allergens’ is score atthecriteria level. Thepizzaaccount to mitigate theriskassociated withthelow Figure 4. Figure 3. Account Value Access Toppings Toppings Access Value Account At thisstage intheMAEprocess, the Criteria Bundled items inorder Size ofpizza Total cost Previous experience orreviews Timeliness Delivery options Pre-constructed pizzaselection Ability to remove allergens Toppings available Number ofpre-constructed pizzasavailable for selection Ability to remove allergens Number oftoppings available onanyonepizza Previous experience orreviews Timeliness Delivery options Bundled items inorder Size ofpizza Total cost Criteria
Metric and othersides Total numberofdrinks,desserts Diameter ofpizzasintotal centimeters Total cost includingtaxes Opinion onthepizzacompany ready to beeaten Time until thepizzaisontable Availability ofdelivery asanoption available for selection Number ofpre-constructed pizzas a pizzawithoutlimitingtheentire order That alllisted allergens beremoved from Number of toppings available on any one pizza and intheselection ofpizza. relation to arange oftransportation projects positive supportfrom stakeholders bothin defendable decisionthatcan gainbroad executed MAEwilllead to animplementable, The results ofaproperly constructed and will keep theproject together andontrack. working through thesewithstakeholders provide challenges anddisagreement, and the data collection andscoring willalways methods ofminimizingbias.Certainly, ridership. impacts ofwalkabilityonpublictransit of Waterloo where hefocused onthe of ArtsinPlanningfrom theUniversity engagement. Heisagraduate ofMaster modal transportation planning and public working attheintersection ofmulti- a plannerwithStantec ConsultingLtd. Stephen Oliver, CD.MA.RPP. MCIPis [email protected] [email protected] ¢ CAN THEYREDUCE DRIVINGANDEMISSIONS INCANADA? ELECTRIC BICYCLES: By Alexander BigazziandElmira Berjisian improved ridingandparkingfacilities. such aspurchase incentives and policies to promote e-bike adoption These expected benefitssupport 21 minutes perweek ofphysical activity. CO a netreduction of460 kg peryear in kilometers travelled peryear, yielding will reduce around 2,000vehicle- average eachadditionale-bike adoption Existing studies suggests thaton a substantial amountoftravel bycar. that adoptionofe-bikes willdisplace assumption underlying thishopeis and increasing physical activity. Akey achieve goalsofreducing emissions (e-bikes) could helpCanadiancities Increasing useofelectric bicycles SUMMARY 2 emissions andanetincrease of 460 kg parandesémissions deCO par an,soitunediminutionnette de d’environ 2 supplémentaire entraîne uneréduction l’adoption d’unebicyclette électrique existantes suggèrent qu’enmoyenne, déplacements envoiture. Desétudes remplacer unegrande partiedes des vélos électriques permettra de tendent cet idéalest quel’adoption L’une deshypothèsesclésquisous- et dehausse del’activité physique. objectifs deréduction desémissions canadiennes àatteindre leurs électriques pourrait aiderles villes L’utilisation accrue desvélos RÉSUMÉ consacrés auxcyclistes. de circulation etdestationnement et l’amélioration desinstallations notamment les incitations àl’achat l’adoption desvélos électriques, les politiquesvisantàpromouvoir Ces avantages escomptés appuient par semainedel’activité physique. une augmentation nette de21minutes 000 véhicules-kilomètres
2 et various sources suggest itisgrowing. of thee-bike market inCanada,but activity andrelated healthbenefits. and emissions, while increasing physical the potential to helpreduce congestion travel (particularly driving),they have a substitute for motorized modesof If e-bikes are adopted bytravellers as require less effort, time,andperspiration. certain travellers andtripsbecause they attractive thanconventional bicycles for effort from therider. E-bikes can bemore hills, andallow higherspeedswithless bicycles. They make iteasierto ride up a widerrange ofpeople thanconventional alternative to cars thatmaybeutilizedby facilities, amongotherstrategies. programs, andimproving bicycle incentives, establishing lending vehicle regulations, providing purchase friendly buildingcodes, modifying provinces suchasdeveloping e-bike the actionsofcities,regions, and E-bike adoptioncan bebolstered by available online. by jurisdiction. in Canada),althoughexact definitions vary assistance (limited to 500Wand32km/hr an electric motor thatprovides pedalling goals. E-bikes are bicycles equippedwith move toward theirclimate andhealth that could potentially helpCanadiancities emerging modeofpersonal transportation Electric-assist bicycles (e-bikes) are an INTRODUCTION of theliterature one-bike adoption, draw from amore detailed summary on car travel, emissions, andhealth.We the known impactsofe-bike adoption objective ofthisarticle isto summarize gas emissions, and physical activity. The vehicle-kilometers travelled, greenhouse on outcomes ofinterest –particularly the impactsofe-bike promotion policies challenge for planners isto estimate Limited data are available onthesize FALL •AUTOMNE 2019 | PLANCANADA 1 E-bikes offer asustainable 5
3 Akey 4
2
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MOBILITÉ POUR TOUS MOBILITY FOR ALL 40 Figure 1.E-bike modesubstitution. Table 1.Emissions andphysical activityimpactsofdisplacingtripsbyothermodes. distance of60km. around 6kmandaverage weekly riding week, withaverage single-trip distances early adopters istwo to four daysper bicycles. Average ridingfrequency of 10% to 30%faster thanconventional trip speedsaverage around 20km/hr, from Europe andNorthAmerica, e-bike and NorthAmerica. Basedon17studies a smaller numberavailable from China have beenconcentrated inEurope, with have higherincomes. Thesestudies older thanconventional cyclists and early e-bike adopters, whotend to be have characterized thetravel habitsof Dozens ofstudies over the past decade OF TRAVEL BYOTHER MODES E-BIKE USAGE ANDDISPLACEMENT Table 2.Estimated impacts ofeachadditionale-bike. Total E-bike Walking (displaced) Conventional bicycle (displaced) Public transit (displaced) Car (displaced) ** MVPA: moderate to vigorous physical activity * PKT:passenger kilometers travelled Travel Reduction inlifecycle CO Displaced publictransit travel (PKT) Increase inminutes ofmoderate to vigorous physical activity(MVPA) Displaced car travel (VKT) Impact PLAN CANADA |FALL •AUTOMNE 2019 2 emissions (kg) Weekly travel -12 km -14 km -39 km 60 km -3 km -9 km (ranging from 25to 50km),along with14 km is displaced bytheaverage e-bike adopter studies, around 39kmofdrivingperweek rather thannumberoftrips.Basedonthose distance displaced bye-bike adoption, to 38%).Fewer studies have reported travel induced e-bike tripshave ranged from 1% be new (induced) trips(past estimates of with theremaining trips(8%)assumed to percentages are illustrated inFigure 1, and 6%(±2%)replaced walkingtrips.These 12% (±5%)replaced tripsbypublictransit, (±13%) replaced tripsbyconventional bicycle, (±17%) ofe-bike tripsreplaced car trips,30% those studies suggest thatonaverage 44% again concentrated inEurope. Theresults of travel byothermodesafter e-bike adoption, There isless literature ondisplacement of Lifecycle CO Walking 6% New Trips 8% Public Transit 12% Conventional Bicycle 30% Car 44% rate (g/PKT*) 100 260 NA 40 20 0 2 emissions Weekly 10 21 38 8.9 Annually emissions (kg) Weekly CO 1092 1980 520 460 -10.1 -8.9 -0.3 -0.9 2.4 0 2
Using typical lifecycle CO EMISSIONS ANDHEALTH IMPACTS ONPOLLUTION due to different baselinemodeshares. trips andhighersubstitution oftransit trips, from Asiareport lower substitution ofcar public transit, and3kmofwalking.Studies of travel byconventional bicycle, 9kmby travel displacement estimates, indicating a Table 1summarizesphysical activityand speed, level of power assistance, etc.). factors (trippurpose,weather, terrain, with individual,trip,andenvironmental activity, althoughintensity varies greatly travel qualifiesas moderate physical trips onconventional bicycles. Most e-bike of physical activityaround 25%lower than research, e-bike tripsare atanintensity to vigorous physical activity. at least 150minutes perweek ofmoderate electrification oftheautomobile fleet. that distinction willdecrease over timewith because on-road emissions are zero, but emissions benefitsofe-bikes are higher perspective oflocal airquality, thepotential (although muchless thandriving).From the fossil-derived energy from theelectric grid short, ande-bike tripsstill consume some car tripsthat e-bikes replace tend to be of e-bike travel isdisplacingcar trips,the impact islimited because only aportion annual drivingdistance). Thenetclimate bit more than10%oftheaverage Canadian’s emissions from about2,000kmofdriving,a reduction peryear, onaverage (similarto the in approximately 460kg CO Each e-bike adoptionisexpected to result e-bike adoptionissummarizedinTable 1 . travel emissions reduction attributable to estimates above, theestimated weekly by travel modeandthetravel displacement Common healthguidelinesrecommend Minutes MVPA** per PKT NA 1.5 9.8 2.4 0.7 0
2 emission rates Weekly minutes 2 6 netemissions Basedonearly MVPA -29 -34 21 90 -6 0 e-bike promotion isabroader cycling bicycles. Hence, thecrucialelement to to usageofbothconventional andelectric concerns are typically the largest barriers many Canadiancities.Safety andcomfort something thatisalready underwayin improvement ofgeneral cycling conditions – important actionto promote e-bikes is bicycle. riding ane-bike compared to aconventional North America have reported feeling safer terms ofperceived safety, e-bike riders in and ridingbehaviours ofearly adopters. In heavily mediated bythecharacteristics bicycles could elevate risks,butriskis Higher speedsfor e-bikes thanconventional crash andinjuryrisks,withmixed results. safety impactsofe-bike travel interms of 60% ofthetarget minutes ofphysical activity. riding per week is estimated to achieve about average e-bike adoption.The60kmofe-bike vigorous physical activityperweek for the net increase of21minutes ofmoderate to improved bicycle infrastructure. incentives, e-bike lending programs, and to promote e-bike adoption such as purchase only.approximations as interpreted be should they and estimates, these in uncertainty significant is there that Note e-biking. of activity physical added the outweigh to expected not is cycling conventional and walking Reduced benefits. substantial emissions provide to sufficient is which trips), transit 12% and trips car (44% vehicles motor by travel displace to expected are trips e-bike of half Around activity. physical increased and emissions, gas greenhouse reduced travel, vehicle motor reduced of forms the in benefits net provide to 2 Table in given are adoption e-bike additional each of impacts average estimated the above, information the Combining SUMMARY ANDIMPLICATIONS e-bikes from othertypesofbicycles. crash databases currently donotdistinguish reporting ofe-bike specificcrashes, asmost impediment, however, willbethelackof are employed insafety research. Amajor e-bike adoptionincreases andcrash data information maybecome available as particularly inaCanadiancontext. More evidence onthesafety ofe-bike riding, Several studies have investigated the The expected benefits can supportpolicies 7 . E-bike adoption is expected expected is adoption . E-bike Overall, there isalackofrobust 8 Themost in Canadasince thebaselineauto useis in Canada.We would expect greater benefits from Europe, whichhaslimited applicability The estimates rely largely one-bike research gender, physical capability, andattitudes. as traveller characteristics suchasage, weather, andtopography inacity,aswell travel behavior such as cycling infrastructure, vary widely. Manyfactors influence e-bike and theimpactsonanindividuallevel will estimates reflect average, aggregate effects should beappliedwithcaution. These all types. infrastructure iscomfortable for cyclists of style’ vehicles, andensure thatcycling vehicle regulations to exclude ‘scooter- strategies, there isaneed to clarifye-bike familiarity withe-bikes. Along withpromotion rental programs to expand awareness ofand also established lending libraries andfree SCRAP-IT. Publicandprivate entitieshave vehicle scrappage program suchasBC’s adoption, sometimescombined witha have worked well for initiatinge-bike purchase incentives (discounts andrebates) new buildings. secure bicycle parkingwithpower access in should beamendedto require sufficient to concerns abouttheft.Municipalby-laws are particularly important for e-bikes due to ridinginfrastructure, trip-endfacilities of protected bicycle infrastructure. Inaddition strategy, inparticularanextensive network
Calgary Rivers District Image courtesy of Calgary Municipal Land Corporation The impactestimates summarizedhere Beyond general cycling strategies, Transit-oriented Development for aBright Future ANDTOWN CITY TRANSFORMING Edmonton West Block Vancouver Oakridge sustainable transportation systems. toward theirgoalsofactive, healthy,and is onetool Canadiancitiescan useto work limitations, itisclear thate-bike promotion build thebodyofknowledge. Despite these include anevaluation component to help that end,e-bike promotion projects should the positive potential ofe-bikes. Toward planners indesigningpoliciesto maximize expected outcomes ofadoptionandto guide sparse, andmore isneededto clarifythe E-bike research intheCanadiancontext is settings throughout Canadaandelsewhere. population segmentsandindifferent urban on e-bike travel behavioramongdifferent specific locations, more research isneeded refine theseestimates andadaptthem for that have come outoftheUnited States). To higher (assuggested bytheseveral studies University ofBritishColumbia.¢ Department ofCivilEngineeringatthe in Transportation Engineeringinthe Elmira BerjisianisaPhDcandidate ubc.ca (corresponding author: the University ofBritishColumbia Community andRegionalPlanningat Civil EngineeringandtheSchoolof professor intheDepartmentof Alexander Bigazziisanassistant FALL •AUTOMNE 2019 | PLANCANADA ) Victoria Uptown bunteng.com alex.bigazzi@ 41
MOBILITÉ POUR TOUS MOBILITY FOR ALL 42 4 3 2 1 ENDNOTES
Online Survey,” Bikes inNorthAmerica: Resultsofan Jennifer Dill,andMarkPerson, “Electric 0361198119837158; JohnMacArthur, Capital RegionalDistrict, 2018) (Vancouver, Canada:University ofBritish Travel, Emissions, andPhysical Activity” Electric Bicycle AdoptiononVehicle Bigazzi, “SummarizingtheImpactsof Elmira BerjisianandAlexander Y. Columbia,” the AdoptionofElectric Bicycles inBritish “Industry Stakeholder Perspectives on Saki AonoandAlexander Bigazzi, routes; WATT ConsultingGroup, as-riders-seek-an-added-spark-for-hilly- local-business/e-bike-sales-accelerating- https://vancouversun.com/business/ Routes,” Vancouver Sun,Nov. 26,2016. as Riders SeekanAddedSparkfor Hilly Randy Shore, “E-Bike Sales Accelerating United States. provides asummaryofe-bike lawsinthe People for Bikes (https://peopleforbikes.org/) Region Local Government Electric Vehicle Vehicle Electric Government Local Region (EV) + Electric Bike (E-Bike) Infrastructure Infrastructure (E-Bike) Bike Electric + (EV) Record: Journal of the Transportation Transportation the of Journal Record: Record: Journal of the Transportation Transportation the of Journal Record: Backgrounder Research Board Research Research Board Research PLAN CANADA |FALL •AUTOMNE 2019 Transportation Research Research Transportation (Report,Victoria, BC: Transportation Research Research Transportation , no.2468(2014):123–30. , no.2673(2019):1-11. Capital Capital
Aono, Saki,andAlexander Bigazzi.“Industry REFERENCES 8 7 6 5 Berjisian, Elmira, andAlexander Y. Bigazzi.
of the Transportation Research Board Research Transportation the of Transportation Research Record: of Electric Bicycles inBritishColumbia.” Stakeholder Perspectives ontheAdoption Bicycles inBritishColumbia,”1-11. Perspectives ontheAdoptionofElectric Aono andBigazzi,“Industry Stakeholder Online Survey,” 123–30. Bikes inNorthAmerica: Resultsofan MacArthur, Dill,andPerson, “Electric Health, 2011). (Report, London,UK:Departmentof Home Countries’ ChiefMedical Officers” Physical Activityfor Healthfrom theFour “Start Active, Stay Active: AReporton Health Improvement andProtection, Department ofHealth,Physical Activity, ImpactsofE-bikes_Report_July2019.pdf ca/files/2019/07/BerjisianBigazzi_ http://civil-reactlab.sites.olt.ubc. ImpactsofE-bikes_Report_July2019.pdf olt.ubc.ca/files/2019/07/BerjisianBigazzi_ Columbia, 2019)http://civil-reactlab.sites. Vancouver, Canada:University ofBritish Emissions, andPhysical Activity.” Bicycle AdoptiononVehicle Travel, “Summarizing theImpactsofElectric 2673 (2019):1-11.0361198119837158. Journal Journal , no. WATT ConsultingGroup. MacArthur, John,Jennifer Dill,and Dill, Jennifer, andGeoffrey Rose.“Electric Department ofHealth,Physical Activity, Shore, Randy. “E-Bike Sales Accelerating riders-seek-an-added-spark-for-hilly-routes. business/e-bike-sales-accelerating-as- https://vancouversun.com/business/local- America: ResultsofanOnlineSurvey.” Mark Person. “Electric Bikes inNorth org/10.3141/2314-01. District, 2018. Report, Victoria, Canada:Capital Regional Government Electric Vehicle (EV) + Electric Electric + (EV) Vehicle Electric Government Transportation Research Record: Journal Journal Record: Research Transportation Record: Research Transportation Bikes andTransportation Policy.” Department ofHealth,2011. Home Countries.”Report,London,UK: Physical Activityfor Healthfrom theFour “Start Active, Stay Active: AReporton Health Improvement andProtection. ImpactsofE-bikes_Report_July2019.pdf. olt.ubc.ca/files/2019/07/BerjisianBigazzi_ Columbia, 2019.http://civil-reactlab.sites. Routes.” as Riders SeekanAddedSparkfor Hilly 2468 (2014):123–30. Bike (E-Bike) Infrastructure Backgrounder Infrastructure (E-Bike) Bike of the Transportation Research Board Research Transportation the of Research Transportation the of Journal Board , no.2314(2012):1–6.https://doi. Vancouver Sun Vancouver Capital Region Local Local Region Capital , Nov. 26,2016. , no. . By Janelle Lee,MESandCarolyn Kim,RPP,MCIP AND CYCLELOGISTICS INTHEGTHA A FEASIBILITYANALYSIS OFMICROHUBS DELIVERING LAST-MILESOLUTIONS: and mitigate freight emissions. reduce delivery costs for businesses cyclelogistics have thepotential to Area. We findthatmicrohubs and in theGreater Toronto andHamilton the feasibility ofthesedelivery models Last-Mile Solutions,we investigate Institute’s latest report, Delivering and cyclelogistics. InthePembina efficiency inurban centres: microhubs North America to increase delivery into goodsmovement activityin are increasingly beingintegrated focuses ontwo delivery modelsthat in denseurbanareas. Thisarticle negative impactsoffreight activity movement while mitigatingthe with increasing demandfor goods their delivery operations to keep up Many businesses are rethinking SUMMARY de marchandises. les émissions générées par le transport livraison desentreprises atatténuer vélo pouvaient réduire les coûts de carrefours etlalogistique urbaineà Nous avons constaté queles micro du Grand Toronto etd’Hamilton. formules delivraison danslarégion nous examinons lafaisabilité deces « Delivering Last-Mile Solutions», rapport del’Institut Pembina intitulé urbaine àvélo. Selon le plusrécent micro carrefours etlalogistique dans les centres urbains,soitles afin de les rendre plusefficaces de livraison enAmériqueduNord en plus,sontintégrés auxactivités porte surdeuxmodèles qui,deplus urbains àhaute densité.Cetarticle impacts négatifsdansles secteurs marchandises, tout enatténuantles de lademandetransport de afin de répondre à l’augmentation revoir leurs services delivraison Bon nombre d’entreprises sontà RÉSUMÉ
T emissions. alone accounting for 11%oftotal GHG in Canadawiththefreight sector GHG emissions. low-emission vehicles can potentially reduce the useofcargo cycles orothernear research shows thatmicrohubs paired with to complete last-mile delivery trips.Our cycles typically dispatch from amicrohub (also referred to ascargo cycles). Cargo cycles for goodsmovement purposes bicycles, tricycles, orothermulti-wheeled final destination. Canada Post before beingdelivered to the where goodsare consolidated andstaged by depot, whichisoneexample ofamicrohub operations. Figure 2shows aCanada Post to establish microhub facilities and where businesses partnerwith governments businesses inparallel. There are alsocases be owned andoperated byoneormore destination; seeFigure 1).Microhubs can point (e.g.,within1to 5kmfrom thefinal of goodsatalocation nearthefinaldelivery micro-consolidation, whichisthebundling simply microhubs) are logistics facilities for delivery operations. Delivery microhubs (or microhubs andcyclelogistics into their businesses are integrating delivery activity indenseurbanareas, many mitigating thenegative impactsoffreight demand for goodsmovement while competition for thecurbside. noise onourstreets, andgreater emissions, butalsotraffic congestion, road, notonly contributing to increased that more freight vehicles willbeonthe home deliveries increases, itisexpected activity andthedemandfor same-dayand passenger emissions. freight emissions inCanadawillexceed Cyclelogistics istheintegration of In order to keep upwithincreasing FALL •AUTOMNE 2019 | PLANCANADA greenhouse gas(GHG)emissions approximately one-quarter of ransportation isresponsible for 1 By2030,itisprojected that 2 Ase-commerce 43
MOBILITÉ POUR TOUS MOBILITY FOR ALL 44 delivered withinthecity(seeFigure 1). of thecitycan beconsolidated before being suburbs where goodscoming from outside just outsideacity’s border orinacity’s than microhubs andare typically located logistics facilities thathave alarger footprint urban consolidation centre (UCC).UCCsare load anddispatch packagecars from an existing courier companies intheGTHA that represent thetypical delivery operations of assumed for eachdelivery vehicle type. volume scenario analysis,payload includingthe provides theassumptions made for each cycles, respectively, whenfully loaded. Table 1 20 km/hfor large andsmallelectric cargo throughout theday,specifically 17km/hand cargo cyclists to sustain aconsistent speed assumed thatthepedalassist functionallows slower travel speedsdueto cyclist fatigue. Itis such, themodeldoesnotaccount for potentially pedal assist capabilities (e.g.,pedelecs). As assumed to have electric motors thatprovide The cargo cycles modeled inthisresearch are • • • • of Toronto andHamilton: Hamilton Area (GTHA), specifically thecities delivery modelsintheGreater Toronto and Canadian cities,we analyzed four different reductions ofimplementing microhubs in the potential cost savingsandemission North American context. Inorder to identify in Europe, less work hasbeendoneinthe viable. Althoughthisresearch hasbeendone approaches are financially andoperationally operations, they needto know whetherthese logistics modelsanddelivery modesinto their In order for businesses to integrate new OPERATIONS INTHEGTHA MICROHUB ANDCYCLELOGISTICS ASSESSING THEFEASIBILITYOF centres. Itisassumed thatmicrohubs are microhub locations situated indenseurban cargo cycles) are loaded anddispatched from vehicles (e.g.,smallelectric vans ande-assist centre to complete deliveries. drives to the service area withintheurban a packagecar isdispatched from aUCC,it
The business-as-usual (BAU)scenarios cargo cycles Microhub modelusingsmallelectric cargo cycles Microhub modelusinglarge electric Microhub modelusingsmallelectric vans hereafter referred to as‘packagecars’) (e.g., Class 5delivery truckorstep van, conventional urbandelivery vehicles Business-as-usual modelusing For themicrohub scenarios, thedelivery PLAN CANADA |FALL •AUTOMNE 2019 8 Once Table 1.Scenario analysis –delivery vehicle assumptions. Figure 2.Example ofamicrohub inToronto. Figure 1.Types ofurbanlogistics spaces. • were identifiedusingthree criteria: Table 2)were modeled inthisresearch and locations inToronto andoneinHamilton (see and finaldestinations). Two microhub mile tripsonly (i.e.,between themicrohubs The modellingwork isscoped to focus onlast- microhub wasnotincludedintheanalysis. of thesupply chainbetween aUCCand deployed from aUCC.However, thissegment Class 5delivery truckorpackagecar) thatare last mile bylarger delivery vehicles (e.g.,a re-supplied withitems to bedelivered inthe volume Payload time Service only streets orhighways microhubs are notlocated onresidential- Road classification –ensuringthat Farther from urbandelivery zone Larger footprint Warehouse 7 Suburban Package car (PC) 8 min/package 23,400 L 3
Consolidation Centres Urban delivery van (DV) 6.5 min/package Small electric 4,200 L 4
all thedelivery scenarios modeled for each Vehicle RoutingProblem wasusedto solve company operating inCanada.ArcGIS’s based ondata from a major courier and different levels ofdelivery demand modeled undervarying levels ofcongestion The BAUandmicrohub operations were • •
and Hamilton policies andby-lawsfrom Toronto locations conform to landuseplanning Zoning –ensuringthatmicrohub delivery demand where there isgreater potential for locating microhubs inhigh-densityareas Household andemployment density – Microhub cargo cycle (LB) Large e-assist 5 min/package 2,200 L Closer to urbandelivery zone 5 9 Smaller footprint cargo cycle (SB) Small e-assist 5 min/package Lockers 500 L 6
• • following outputs: microhub location inorder to determine the Figure 4.Total operational timeundernormalcongestion levels andlower delivery demandconditions. Figure 3.Total operational timeundernormalcongestion levels andhigherdelivery demand. Table 2.Selected candidate locations for delivery scenarios. City Intersection Number ofhouseholdswithin500mbuffer Number ofemployees within500mbuffer Road classification Land Use/Zoningdesignation conduct alldeliveries) Operational time(i.e.,required to Vehicle kilometres travelled (VKT) Time (min) Time (min) 1000 1500 2000 1000 1500 2000 2500 3000 500 500 0 0 Small e-assist Small e-assist cargo cycle cargo cycle Microhub 1 Microhub 1
Microhub 2 Microhub 2 Service Time Travel Time Microhub 3 Microhub 3 Service Time Travel Time Large e-assist Large e-assist cargo cycle cargo cycle Microhub 1 Microhub 1
Microhub 2 Microhub 2 Delivery Scenario Microhub 3 Delivery Scenario Microhub 3 Microhub 1 Hamilton Main Street W/BayStreet S 5,540 11,884 Major arterial Downtown mixed use These outputswere usedto calculate the • • complete alldeliveries) that results inthelowest travel timeto Optimal fleetsize(i.e.,numberof vehicles Number ofdelivery routes Small electricvan Small electricvan Microhub 1 Microhub 1
Microhub 2 Microhub 2
Microhub 3 Microhub 3 Microhub 2 Toronto Church Street/Wellesley Street 16,398 14,437 Minor arterial Commercial residential Package car Package car Microhub 1 Microhub 1
Microhub 2 Microhub 2
Microhub 3 Microhub 3 delivery demand,respectively. Thegraphs under conditions with higherandlower the average costs for delivery scenarios Figures 5and6 cycles ischeaperthan BAUoperations using microhubs paired withcargo Conducting deliveries delivery scenarios. total operational timerequired for allother package car scenario isgreater thanthe so muchthattheservice timeofeach more cumbersome to parkandunload, vehicles, especially packagecars, are This illustrates thefact thatlarger time compared to cargo cycle operations. a larger portionofthetotal operational small electric vans, service timecomprises operations thatusepackagecars and where customers are located. For delivery for unloading, andaccessing buildings cities, suchasfindingcurbsidespace challenges ofmakingdeliveries in scenarios. Thisisreflective ofthe greater thantravel timeacross all normal peakperiodcongestion levels. different delivery modesoperating under breakdown oftravel andservice timesfor package cars. Figures 3 and4illustrate the lower thanitisfor scenarios thatuse all deliveries, theirservice timeismuch to require longer travel timesto complete the delivery). Althoughcargo cycles tend customer, includingtimespentunloading for anoperator to handoffapackageto the or cycling) andservice time(timerequired sum ofbothtravel time(timespentdriving The total operational timeisdefinedasthe faster thanBAUoperations cargo cycles can complete deliveries Microhubs paired with SUMMARY OFKEYFINDINGS each delivery scenario. cost andGHGemissions associated with Overall, service timeissubstantially FALL •AUTOMNE 2019 | PLANCANADA Microhub 3 Toronto Sheppard Avenue W/Yonge Street 9,131 19,181 Major arterial Commercial residential show thebreakdown of
45
MOBILITÉ POUR TOUS MOBILITY FOR ALL 46 of 24kg CO research, packagecars produce anaverage on thedelivery scenarios modeled inour they have zero tailpipe emissions. Based deliveries isbetter for theenvironment since Employing cargo cycles andelectric vans for Cargo cycle operations are emissions free using packagecars. cheaper thanbusiness-as-usual practices conducting deliveries ispotentially much operations given thatthedaily cost of investing incargo cycles for theirdelivery suggest thatbusiness shouldconsider Figures 3and4 is thehighest ofthedelivery modes(see operational timeofpackagecar deliveries modeled, butalsobecause thetotal wage thanoperators ofothervehicles package car operators receive ahigher expensive labourcost notonly because operations inparticularhave themost maintenance, andfuelcosts. Package car business expenditure, followed bycapital, delivery scenario, labouristhelargest the highest daily total cost. For each and scenarios usingpackagecars have cycles have thelowest daily total cost are similarinthatscenarios usingcargo delivery trips. these tailpipe emissions from last-mile cargo cycles orelectric vans willmitigate Replacing conventional packagecars with under higherdelivery demandconditions. demand conditions and53kg CO PLAN CANADA |FALL •AUTOMNE 2019 2 perdayunderlower delivery ). Theresults therefore 2 perday Figure 6.Average scenario costs underlower delivery demandconditions. Figure 5.Average scenario costs underhigherdelivery demandconditions.
Daily Cost ($) Daily Cost ($) 1000 1200 1400 1600 1800 1000 1200 1400 1600 1800 200 400 600 800 200 400 600 800 0 0 Small e-assist Small e-assist cargo cycle cargo cycle Fuel Maintenance Capital (fleet) Labour Labour Fuel Maintenance Capital (fleet) Large e-assist Large e-assist cargo cycle cargo cycle Delivery Mode Delivery Mode Small electric Small electric delivery van delivery van Package car Package car up electric cargo cycles invarious markets it difficult for businesses to test andscale regulations onelectric bike use,making some jurisdictionshave more restrictive on theuseofelectric cargo cycles. Currently, regulations to reduce barriers and restrictions should alsoaimto clarifyandharmonize better curbsidemanagement. goals, suchasreduced congestion and activity andultimately realize publicpolicy efficiency andsustainability ofurbanfreight costs ofmicrohubs inorder to improve the governments alsohelpfinance the capital vehicle mandates). InmanyEuropean cities, vehicles inthemarket (e.g.,zero emission policies, andto increase thesupply ofsuch such aspurchase incentives orprocurement low- orzero-emission delivery vehicles, also neededto encourage theuptake of Policies atalllevels ofgovernment are in favour ofgreener, more nimble modes. large, polluting,last-mile delivery vehicles popular municipaltools to discourage in cities,for example, are increasingly delivery zonesorcongestion pricing activity. Introducing zero- orlow-emission settings anddecarbonize last-mile freight integrate goodsmovement into urban land useandtransportation plansto better policymakers can develop ormodernize in European andNorthAmerican cities, implemented. Basedonbest practices where thesesolutionscan bepiloted and are necessary to helpcreate anenvironment feasible intheGTHA, strong publicpolicies microhubs andcyclelogistics are potentially Although ourmodellingwork indicates that LAST-MILE DELIVERYSOLUTIONS PARTICIPATION INADVANCING MULTI-SECTORAL In Canada,policymakers atalllevels work for thisresearch. University, whosupported themodeling Geography andEarthSciences atMcMaster Dr. Darren Scott, Professor attheSchoolof in themodelingwork for thisresearch, and Canada, whoprovided someofthedata used The authors would like to thankUPS ACKNOWLEDGEMENTS congestion andpollution. delivery challenges andfreight-related implement solutionsto address last-mile sectors isnecessary to spurinnovation and governmental entities.Participation from all industry, government, andothernon- carbon intensive requires leadership from urban deliveries more efficientand less cargo cycles withotherroad users. accommodate thesafe useandintegration of establish educational campaigns to better and improve cycling infrastructure and across Canada.Itisalsoimportant to expand Ultimately, findingsolutions to make not-for-profit sectors to the role. ¢ experience from thepublic,private and over 10 years ofpolicyandplanning and landuseplanning,shebrings With abackground intransportation Solutions team atthePembina Institute. of theTransportation andUrban Carolyn Kim,RPPMCIP,isthedirector Metrolinx’s 2019RobMacIsaacFellows. School ofPlanningandwasone alumnus oftheUniversity ofWaterloo’s team atthePembina Institute. Sheisan the Transportation andUrbanSolutions Janelle Lee,MES,isananalyst with 6 5 4 3 2 1 ENDNOTES 9 8 7
and Practice and Sciences Innovation: Bridging the Gap between Theory Theory between Gap the Bridging Innovation: Workshop, Toronto, ON,January29,2019.. Institute’s ModernizingUrbanDeliveries Eric Kamphof,Presentation atthePembina A Sam Clarke andJacquesLeonardi. Change Hompel (Springer,2016),159-181. Klumpp, Uwe Clausen,andMichaelten UPS Canada. van_UK.pdf gb/brochures/Vehicles/Nissan_e-NV200_ europe.nissan-cdn.net/content/dam/Nissan/ Nissan, “Nissan e-NV200.”https://www- Distribution,” in Environmental ImpactofUrbanParcel Dobers, andUwe Clausen,“Reducingthe Theodoros Athanassopoulos, Kerstin Environment andClimate ChangeCanada, National Inventory Report1990-2015: Environment andClimate ChangeCanada, SecAnnex1 default.asp?lang=En&n=02D095CB-1#BR- Transport,” consolidation SchemesinUrbanFreight a Transferability Framework for Micro- Ndiaye, “Development andApplication of Milena Janjevic andAlassane Ballé initiated concept,” of thetotal costs andbenefitsofaprivately- an urbanconsolidation centre? Aninvestigation Cathy Macharis,“Isthere life after subsidyfor Bram Kin,Sara Verlinde, Tom van Lierand Canada’s Second Biennial Report on Climate Climate on Report Biennial Second Canada’s Canada in Sinks and Sources Gas Greenhouse Electric Vehicles in Central London Central in Vehicles Electric submissions/items/10116.php annex_i_ghg_inventories/national_inventories_ 2017. http://unfccc.int/national_reports/ Procedia 3May2017.pdf. d25dadd1c/2484777/GLA-Agile1-DataReport- 1806396479d756214f5f785b2588c71 download/53a6644ba063a519a34b7cc1 westminsterresearch.westminster.ac.uk/ Greater LondonAuthority. 2015.https:// gile Gnewt Cargo: Parcels Deliveries with Deliveries Parcels Cargo: Gnewt gile FALL •AUTOMNE 2019 | PLANCANADA . 2016.https://www.ec.gc.ca/ges-ghg/ , 12(2016):357-369. , 125(2014):284-296. Procedia – Social and Behavioral Behavioral and Social – Procedia . eds.HnekZijm,Matthias Canada Cargo Bike Fact Sheet Fact Bike Cargo Canada Logistics and Supply Chain Chain Supply and Logistics Transportation Research Research Transportation . Report. . Report.
. 2017.
47 .
MOBILITÉ POUR TOUS CIP Honour and Awards | L’ICU Honneurs et Prix
CIP recognizes excellence across Canada through its award and scholarship programs. These honours highlight extraordinary planning achievements – both historical and at the cutting edge of modernity – by communities, organizations, and individuals at every career stage.
L’Institut canadien des urbanistes (ICU) reconnaît l’excellence partout au Canada grâce aux prix annuels qu’il décerne ainsi qu’à ses programmes de bourses d’études. Ces honneurs récompensent les réalisations remarquables effectuées dans le domaine de l’urbanisme – à la fois sur le plan historique et à la pointe de la modernité – par des collectivités, des organisations et des personnes à toutes les phases de carrière.
COLLEGE OF FELLOWS COLLÈGE DES FELLOWS The College of Fellows is a special status for Le Collège des Fellows, une organisation members of CIP, which recognizes excellence, particulière mise sur pied par l’ICU à laquelle identifies prominent role models, promotes les membres peuvent être nommés, reconnaît advancements in planning practice, and draws l’excellence, met de l’avant les urbanistes Wayne Caldwell RPP, FCIP / leaders to the forefront of planning in Canada. influents jouant un rôle de modèle, favorise UPC, FICU Election as a Fellow of the Canadian Institute of l’accomplissement de progrès dans la pratique de Planners is the highest award the Institute can give l’urbanisme et propulse les leaders à l’avant-plan to a planner and is given only to those who exhibit de l’urbanisme au Canada. L’élection à titre de the highest professional attainment and exhibit a Fellow de l’ICU est la plus grande récompense que wide breadth of experience. l’Institut puisse accorder à un urbaniste. Ce titre In 2019, seven individuals were welcomed into the n’est décerné qu’aux membres qui réussissent College. Full bios of the College of Fellows inductees les plus grandes réalisations professionnelles et Alex Forbes RPP, FCIP / are available on the CIP website. affichent un vaste domaine d’expérience. UPC, FICU Le Collège a accueilli sept nouveaux membres *Presented by CIP President Eleanor Mohammed en 2019. Les biographies complètes des membres RPP, MCIP and Chair of the College of Fellows du Collège des Fellows sont publiées sur le site Ann M. Joyner RPP, FCIP Web de l’ICU.
*Décerné par la présidente de l’ICU Eleanor Mohammed UPC, MICU et la présidente du Melanie Hare RPP, FCIP / UPC, FICU Collège des Fellows Ann M. Joyner UPC, FCIU
François Lapointe FCIP / FICU Kingsley Lewis FCIP/FICU Pamela Shaw RPP, FCIP / Mary Lou Tanner RPP, FCIP / UPC, FICU UPC, FICU
48 PLAN CANADA | FALL • AUTOMNE 2019 THE PRESIDENT’S AWARD PRIX DU PRÉSIDENT DE L’ICU FOR YOUNG PLANNERS POUR LES JEUNES URBANISTES The CIP President’s Award for Young Planners Le Prix du président de l’ICU pour les recognizes the outstanding professional success jeunes urbanistes vise à reconnaître le and achievement of a young Canadian planner succès professionnel et les remarquables under the age of 35. In 2019, we are pleased to accomplissements d’un ou d’une jeune urbaniste honour Cassandra Caiger, the Engagement Lead for canadien(ne) âgé(e) de moins de 35 ans. En 2019, il Cassandra Caiger Calgary-based company Intelligent Futures. Read nous fait grand plaisir d’honorer Cassandra Caiger Cassandra’s full bio on the CIP website. responsable de la mobilisation au groupe Intelligent Futures basé à Calgary. La biographie complète de * All presented by CIP President Eleanor Mohammed Cassandra se trouve sur le site Web de l’ICU. RPP, MCIP unless otherwise indicated. * Touts prix décernés par la présidente de l’ICU Eleanor Mohammed UPC, MICU, sauf indication contraire.
AWARDS FOR PLANNING EXCELLENCE | PRIX D’EXCELLENCE EN URBANISME The designation of a CIP Award for Planning Excellence is the highest honour a planning project can receive nationally. The Awards for Planning Excellence recognize planning projects judged on their excellence, innovation, impact on the profession, implementation potential, and overall presentation. While there are 11 categories for these awards, only the most distinguished may receive an award. In 2019, there were eight Awards of Excellence and seven Awards of Merit issued. CIP invites you to read the jury statements and review the plans/reports in their entirety on the CIP website.
La désignation d’un Prix d’excellence en urbanisme de l’ICU est la plus haute distinction qui puisse être décernée à un projet d’urbanisme à l’échelle nationale. Ce prix se propose d’honorer les projets d’urbanisme qui se distinguent par l’excellence, l’innovation, les incidences sur la profession, les possibilités de mise en œuvre et la qualité de la présentation. Bien que ce prix comporte treize catégories, seuls les projets les plus remarquables se voient décerner cette prestigieuse distinction. En 2019, huit Prix d’excellence et sept Prix du mérite ont été décernés. L’ICU vous invite à lire les déclarations du jury et à examiner les plans/rapports dans leur intégralité sur son site Web.
CITY AND REGIONAL PLANNING / CLIMATE CHANGE PLANNING / HEALTHY COMMUNITIES / PLANIFICATION URBAINE ET RÉGIONALE PLANIFICATION DES CLIMATIQUES COLLECTIVITÉS SAINES Putting People First: Urban Forest Climate Adaptation Initiative TOcore: Downtown Community A New Land Use Plan and Metro Vancouver, Diamond Head Consulting Services & Facilities Strategy Zoning Bylaw for Downtown Hamilton Joint project by Canadian Urban Institute, City of Hamilton City of Toronto, Swerhun Inc.
L-R (g. à d.) Alisa Mahood RPP, MCIP / UPC MICU; James Stiver RPP, MCIP / UPC MICU L-R (g. à d.) Alexandra McDonough RPP, MCIP / Shannon McKie RPP, MCIP / UPC MICU; Steve UPC MICU (Canadian Urban Institute); Jeff Evenson Robichaud RPP, MCIP / UPC MICU (Canadian Urban Institute); Shawna Bowen RPP, MCIP / UPC MICU (City of Toronto)
FALL • AUTOMNE 2019 | PLAN CANADA 49 NEW AND EMERGING PLANNING PLANNING PRACTICE / PLANNING PUBLICATIONS AND MEDIA / INITIATIVES / NOUVELLES INITIATIVES PRACTIQUE DE L’URBANISME PUBLICATIONS ET MÉDIAS ÉMERGENTES EN URBANISME City of Calgary Ephemeral TOUCHANT L’URBANISME People, Parks and Dogs & Intermittent Streams Project 360 Degree City Podcast Vancouver Board of Parks and Recreation Intelligent Futures, Wood Environment & Intelligent Futures and space2place design inc. Infrastructure Solutions, Tannas Conservation Services Ltd., Landwise Inc., City of Calgary
Brittanny Morris John Lewis RPP, MCIP / UPC, MICU L-R (g. à d.) Jean Roe, Alastair Wycliffe-Jones; Lewis RPP, MCIP / UPC, MICU
RURAL / SMALL TOWN PLANNING / AMÉNAGEMENT RURAL / DES PETITES MUNICIPALITÉS URBAN DESIGN / DESIGN URBAIN Cowichan Bay Village Vitalization Strategy Mirvish Village Cowichan Valley Regional District, Fraser Simpson Consulting Inc., MVH Urban Planning and Westbank, Henriquez Partners Architects, Design Inc., Calum Srigley Design Consultant (Placemaker) Ltd., R. Kim Perry Inc., Romses Urban Strategies, ERA Architects, Janet Architects Inc., Perrier Design, Watt Consulting Group, Key Planning Strategies, Barefoot Planning Rosenberg & Studio Ltd., KAPMARconsult, Thurber Engineering Ltd., PBX Engineering Ltd., Vancouver Island University
L-R (g. à d.) Kieron Hunt (Key Planning Strategies); Pamela Shaw RPP, FCIP / UPC MICU (Victoria Island L-R (g. à d.) Josh Kohler (Urban Strategies Inc.); University); Tim Shah RPP, MCIP / UPC MICU (Watt Consulting Group); Jean Porteous RPP, MCIP / UPC Benjamin Hoff RPP, MCIP (Urban Strategies Inc.) MICU (Fraser Simpson Consulting Inc.); Calum Srigley (Calum Srigley Design Consultant (Placemaker) Ltd.); Michael von Hausen RPP, MCIP / UPC MICU (MVH Urban Planning and Design Inc.); Coralie Breen `` (Cowichan Valley Regional District)
Calgary There Then. Here Tomorrow. Victoria Okanagan Edmonton Vancouver Lloydminster
GEOMATICS ENGINEERING TRANSPORTATION #WEAREWATT WATTCONSULTINGGROUP.COM
50 PLAN CANADA | FALL • AUTOMNE 2019 AWARD FOR PLANNING EXCELLENCE MERIT RECIPIENTS | LAURÉATS DES PRIX DU MÉRITE EN URBANISME
CITY AND REGIONAL PLANNING / HEALTHY COMMUNITIES / NEW AND EMERGING PLANNING PLANIFICATION URBAINE ET RÉGIONALE COLLECTIVITÉS SAINES INITIATIVES / NOUVELLES INITIATIVES International Avenue Area High Park Apartment Neighbourhood ÉMERGENTES EN URBANISME Redevelopment Plan Area Character Study, Policy & Guidelines University of Victoria Campus Cycling Plan City of Calgary City of Toronto University of Victoria Campus Planning and Sustainability and Urban Systems
Jihad Bitar RPP, MCIP / UPC MICU L-R (g. à d.) Elisabeth Silva Stewart RPP, MCIP / L-R (g. à d.) Shaun Heffernan RPP, MCIP / UPC UPC MICU; Liz McFarland, Allison Reid RPP, MCIP MICU (Urban Systems); Mike Wilson RPP, MCIP / / UPC MICU UPC MICU (University of Victoria)
PLANNING PRACTICE / PRACTIQUE DE PLANNING PUBLICATIONS AND MEDIA / RECONCILIATION/ RÉCONCILIATION L’URBANISME PUBLICATIONS ET MÉDIAS ayisInowak: A Communications Guide City of Victoria – Old Town Design TOUCHANT L’URBANISME The City of Saskatoon on behalf of Guidelines for New Buildings and Zero to One Hundred: Saskatchewan Indigenous Cultural Additions to Existing Buildings (2019) Planning for an Aging Population Centre, Office of the Treaty Commissioner, City of Victoria Plassurban Saskatoon Tribal Council
John O’Reilly RPP / UPC Kristen Agnello RPP, MCIP / UPC MICU L-R (g. à d.) Blaire Prima RPP, MCIP / UPC MICU; Dana Kripki RPP, MCIP / UPC MICU
URBAN DESIGN / DESIGN URBAIN Ottawa River South Shore Riverfront Park Plan / Plan du parc riverain de la berge sud de la rivière des Outaouais National Capital Commission / Commission de la Capitale Nationale
L-R (g. à d.) Stan Leinwand RPP, MCIP / UPC MICU; Susan Fisher; Patricia McCann-MacMillan RPP, MCIP / UPC MICU; Lucie Bureau RPP, MCIP / UPC MICU; Stéphanie Seguin; Patrick Bunting; Sylvie Lalonde RPP, MCIP / UPC MICU; and/et Arto Keklikian RPP, MCIP / UPC MICU
FALL • AUTOMNE 2019 | PLAN CANADA 51 PLAN CANADA AWARDS | PRIX PLAN CANADA Each year, CIP recognizes the best feature articles published in Plan Canada the preceding year. These articles, and full issues of the magazines, are accessible on the CIP member portal.
Chaque année, l’ICU souligne les meilleurs articles publiés dans Plan Canada au cours de l’année précédente. Ces articles et les numéros complets des magazines sont accessibles sur le portail des membres de l’ICU.
FEATURE ARTICLE OF THE YEAR / ARTICLE VEDETTE DE L’ANNÉE Idle, No More: Defining a Planner’s Role When Civic Protest Erupts Jason Syvixay [VOL. 58, NO. 1]
HONORABLE MENTIONS / MENTIONS HONORABLES : Airbnb and the Struggle for the City Brian Doucet [VOL. 58, NO. 2]
Public Toilets, Accessibility, and Human Rights: A Winnipeg Pop-Up Campaign Rae St. Clair Bridgman and / et Wins Bridgman [VOL. 58, NO. 3]
The City After Dark: A European Approach to Nightlife Stacey Forrester [VOL. 58, NO. 4] Jason Syvixay
CIP / ICU PLANNING STUDENT TRUST FUND | BOURSES D’ÉTUDES The CIP-Planning Student Trust Fund (CIP-PSTF) is a federally registered charity led by a separate board of directors, with support provided by the CIP office. CIP-PSTF represents the Institute’s commitment to support the advancement of community planning by providing scholarships for student excellence. CIP members are strongly encouraged to consider donating to the fund. In 2019, we were proud to award over $39,000 to nine outstanding students which included a one-time CIP Centenary Award of $8000.
Le fonds en fidéicommis pour étudiants en urbanisme et aménagement (FFEUA-ICU) est un organisme de bienfaisance enregistré auprès du gouvernement fédéral, dirigé par un conseil d’administration distinct et appuyé par le bureau de l’ICU. Le FFEUA-ICU représente l’engagement de l’Institut à soutenir l’avancement dans le domaine de la planification communautaire en offrant des bourses d’excellence à des étudiants. Les membres de l’ICU sont fortement encouragés à envisager de faire un don au fonds. En 2019, nous sommes fiers d’accorder plus de $39,000 a neuf étudiants exceptionnels, dont le prix unique du centenaire de l’ICU d’une valeur de $8000.
CIP CENTENARY STUDENT AWARD DILLON CONSULTING SCHOLARSHIP THOMAS ADAMS SCHOLARSHIP, (ONE-TIME AWARD) / PRIX ÉTUDIANT ($5,000) / BOURSE D’ÉTUDES DE DILLON $3,000.00 / BOURSE D’ÉTUDES DU CENTENAIRE DE L’ICU (PRIX CONSULTANTS LIMITED (5000 $) THOMAS ADAMS (3000 $) UNIQUE) Erinn Lee, University of Guelph Amanda McCulley, University of Waterloo Felipe Canavera and / et Hayley N. Wasylycia, From Policy to Implementation: Expanding Redefining “house poor”: Evaluating housing University of Alberta the Agricultural Phosphorus Management for the disabled in the Waterloo Region Toolkit in the Lake Erie Basin CIP PRESIDENT’S SCHOLARSHIP, COLLEGE OF FELLOWS TRAVEL SCHOL- $6,000.00 / BOURSE D’ÉTUDES DU WAYNE DANIEL SMITH SCHOLARSHIP, ARSHIP, $4,000.00 / BOURSE DE VOYAGE PRÉSIDENT DE L’ICU (6000 $) $4,500.00 / BOURSE D’ÉTUDES WAYNE DU COLLÈGE DES FELLOWS (4000 $) Kacia Tolsma, Simon Fraser University DANIEL SMITH (4500 $) Meredith Baldwin, Dalhousie University How Can Public Engagement Facilitate Jessica Brodeur, Ryerson University All Together Now: How Three Innovative Green Infrastructure Implementation? A Community Energy Planning in Ontario Communities Are Addressing Climate Change Case Study in Still Creek, Vancouver and British Columbia: Climate Action at a Municipal Planning Scale
52 PLAN CANADA | FALL • AUTOMNE 2019 DAVID PALUBESKI BURSARY, $3,000.00 / NEW: JOHN BOUSFIELD BURSARY, NEW: TED FOBERT AND ROBERT BOURSE D’ÉTUDES DAVID PALUBESKI $3,000.00 / NOUVEAU* BOURSE DE TENNANT PLANNING MERIT BURSARY, (3000 $) PERFECTIONNEMENT JOHN BOUSFIELD $3,000.00 / NOUVEAU* BOURSE DE Amanda McCulley, University of Waterloo Emma MacEachern, Dalhousie University PERFECTIONNEMENT AU MÉRITE TED FOBERT ET ROBERT TENNANT Leena Lamontagne-Dupuis, Queen’s University
L-R (g. à d.) Stephen Jewczyk FCIP / FICU; Eleanor Mohammed RPP, MCIP / UPC, MICU; Emma MacEachern; Amanda McCulley; Erinn Lee; Meredith Baldwin; Kacia Tolsma; Leena Lamontagne-Dupuis; Hayley Wasylycia; Felipe Canavera; Jessica Brodeur
TO LEARN MORE ABOUT THE HONOUREES AND AWARD WINNERS OR HOW YOU CAN DONATE TO THE CIP-PSTF, PLEASE VISIT CIP’S WEBSITE.
POUR EN SAVOIR PLUS SUR LES LAURÉATS ET BOURSIERS, OU POUR FAIRE UN DON AU FONDS EN FIDÉICOMMIS POUR ÉTUDIANTS EN URBANISME ET AMÉNAGEMENT, VEUILLEZ VISITER LE SITE WEB DE L’ICU.
FALL • AUTOMNE 2019 | PLAN CANADA 53 Blanche Lemco van Ginkel (1923- )
John van Nostrand FCIP, FRAIC
y the age of 27, Blanche Lemco van Ginkel had not only graduated in both architecture and planning, but had also actively participated in some of the key FELLOWS' CORNER FELLOWS' planning and architectural initiatives of her time – in Bboth Europe and North America. Born in London England, her family moved to Montreal when she was 14. A scholarship took her to McGill where she graduated in Architecture in 1945. She moved on to work with Eugenio Faludi on his comprehensive 30-year development plans for the cities of Windsor and Regina, and was appointed the first Manager of Regina’s City Planning Committee (1946). The following summer she moved to France and worked in Le Corbusier’s atelier at 35 rue de Sevres in Paris, on the famous roof terrace of the Unité d’habitation in Marseilles, perhaps his most influential housing project and one that was copied throughout Europe – and in Toronto at Regent Park. In 1949, she returned to Canada’s new Central Mortgage and Housing Corporation as one of its first City Planners, and went on to complete a Masters in City Planning at Harvard in 1950. Blanche Lemco van Ginkel, 1981 Blanche moved to Philadelphia in 1951, to teach at the University of Pennsylvania in the Department of Planning within the School of Blanche was appointed Dean of the School of Architecture at the Fine Arts, and worked closely with its Department of Architecture. University of Toronto in 1977, which in 1982 was reorganized as the Along with her close colleagues, architects George Qualls and Faculty of Architecture and Landscape Architecture. During that Robert Geddes, she initiated the Philadelphia CIAM (Congrès time, she was also Chair of the Graduate Programme. Consequently, Internationaux d’Architecture Modern) Group for Architectural in 1977, Blanche and Sandy – along with their two children, Brenda Investigation (GAI). Subsequently, Blanche represented the group and Marc, and Blanche’s mother, Claire Lemco – moved into a large at CIAM 9 Aix-en-Provence, in 1953 and then at CIAM 10 Dubrovnik house in Summerhill Gardens in Mid-Toronto. This was no ordinary in 1956. There she joined an emerging new group of outspoken house, situated as it was in front of the Coach House that had served younger architects and planners, known as Team Ten, who espoused as William Larratt Smith’s grand Summerhill Residence, which a new, post-WWII approach to architecture and planning, focusing was designed by John Howard in the 1840s. The estate surrounding on the theme of ‘habitat.’ It was at CIAM 9 in 1953 that Blanche met the house had been developed in 1924 by Joseph Vaughan who was her husband Sandy van Ginkel, who was a member of Team Ten. influenced by Hampstead Garden Suburb (1907-11) in North London, At CIAM 9 in 1953, Blanche and her colleagues of the GAI a model for suburban living in the early twentieth century. The van prepared an analysis of the new community of Levittown that Ginkels moved their practice into the Coach House. was under construction near Philadelphia, using the CIAM Grid Their work in Canada had begun with the planning and design of a as a framework for their analysis. Then, in 1956, they proposed a 150-acre addition to the original 50-acre Bowring Park in St. John’s redesign using the same quantitative figures but giving it a different Newfoundland. The initial Park had been laid out by Fredrick Todd in physical form. In 1954, Team Ten met in Doorn (Holland) where 1914, following his work with Frederick Law Olmstead on Mount Royal Sandy and Blanche drafted its manifesto, Statement on Habitat, Park in Montreal. VGA transformed Bowring into a regional park and which argued that communities and environments serve as the opened up new access within the Waterford Valley with modernist foundation of all planning and design activities. In 1956, Blanche bridges, scenic outlooks and trails. married Sandy and shortly thereafter they formed a professional Towards the end of this work vGA was commissioned to prepare partnership called van Ginkel Associates (vGA), opening their first a study of the Old City of Montreal that was expanded to include not office in Montreal. From that point forward, it is almost impossible only its archaeology but also plans for its rehabilitation. This work to separate Blanche’s practice from that of Sandy’s. It is equally served to force the abandonment of a proposed major expressway impossible to separate their architecture from their regional and that would have cut through the historic site. They proposed instead urban planning, including their ideas about landscapes and the ways a new traffic circulation plan that connected the Old Port more that people inhabit these landscapes. directly with the hinterland. Blanche and Sandy’s work provided the
54 PLAN CANADA | FALL • AUTOMNE 2019 foundation for the creation, 10 years later, of Heritage Montreal, which, with the support of Phyllis Lambert, went on to secure “Old Montreal” as a major cultural and tourist hub in the City. In 1962, vGA was asked to develop the physical theme as well as planning and design guidelines for Canada’s Expo ‘67 on a site located on St. Helen’s Island - just across the River from the Old Port. Blanche had already developed “A Concept” for the “International Universal Exhibition” – that became Expo ’67. In her initial draft of this Concept, she explained the difference between a ‘fair’ and an ‘exhibition’ by stating: “A Fair is a medium for Trade. An Exhibition is a medium for the exchange of ideas.” She set the theme as “Terre des Hommes – Man and His World” in an effort to foster “new-found freedoms in human relations.” VGA also focused on the overall architectural theme for Expo ’67, exemplified by the open, geodesic domes of Buckminster Fuller. A caveat gave pavilion architects free reign to design their national pavilions within or around these theme Sandy and Blanche van Ginkel pavilions, but in ways that fit with the overall theme. Blanche and Sandy recommended that Sandy’s student at McGill, Moshe Safdie, design what for them must have been one of the most important professions grew ever more insular. Most of the time they were not buildings at Expo ’67: Habitat (based on Moshe’s student thesis), only practising but also teaching, lecturing and/or exhibiting at many which presented a physical response to the social principles they had of the major schools of architecture and planning across North expressed 13 years earlier in Doorn. America. Throughout, they continued to write, and published an In 1970, vGA was commissioned by then New York Mayor John extraordinary number of articles on their work and their ideas. Lindsay to participate in Midtown Manhattan Transportation Plan, which Blanche and Sandy exemplify an elusive period when the urban they published as Movement in Midtown. A renewed interest in Midtown development professions worked much more closely together, had grown out of Buckminster Fuller’s proposal in the early 1960s for a and much less competitively. They were thoroughly modern, while two-mile wide geodesic dome spanning Midtown Manhattan that would protecting the best of the past, and deeply optimistic in every aspect. “regulate weather and reduce air pollution.” VGA’s Plan recommended They drew no lines between practice, design, anthropology, planning, the precedent-setting partial closure of Madison and Lexington Avenues engineering, teaching, writing and sculpting. When Blanche received to vehicular traffic, and changing the east-west streets to alternating her Honorary Doctorate from McGill in 2014, she was described as one-way streets punctuated by periodic, wider two-way main streets. “a visionary, a mentor extraordinaire and a true citizen of the World.” The dual objective was to render Midtown ‘pedestrian-friendly,’ while She is an extraordinary Canadian. improving traffic flow. The Plan also introduced the famous Ginkelvan, an early hybrid electric vehicle that was intended to transport passengers and their parcels through Midtown, complementing the John van Nostrand FCIP, FRAIC is a founding partner in SvN larger transportation network in Manhattan as a whole. The Ginkelvan Architects + Planners (www.svn-ap.com) based in Toronto. became the signature bus in Vail, Colorado. VGA was invited in the mid-70s to work with the Mackenzie Valley Pipeline Inquiry to prepare an Atlas of existing, predominantly first Sources and Further Reading nations, communities that might be affected by a proposed new oil Pioneering Women of American Architecture pipeline extending from Great Slave Lake to the Arctic Ocean. For (https://pioneeringwomen.bwaf.org/blanche-lemco-van-ginkel), the first time, this extraordinary document focused the Inquiry’s Annmarie Adams and Tanya Southcott, for Beverley Willis attention on the indigenous inhabitants of these communities, and Architecture Foundation, 2017 the communities themselves. In turn, this encouraged Hugh Brody, The Invisibility of Women (http://archiparlour.org/the-invisibility-of- a social anthropologist also working with The Inquiry, to argue that womem/), Tanya Southcott, Parlour Magazine, 2017 these communities did in fact have strong, local survival economies Blanche Lemco-van Ginkel: The Woman Who Saved Old Montreal based on hunter-gathering, which the construction of the pipeline (http://www.bviuexmontyreal.vca/en/blog/blanche-lemco-van- would potentially destroy. ginkel-the-woman-who-saved-old-montreal/) Van Ginkel Associates worked on an unprecedented range of Curriculum Vitae of Blanche Lemco van Ginkel (1923 –) CM, FRAIC, RPP, projects, straddling the boundaries of urban and regional planning, RCA, Hon.FAIA, FCIP (June 2014). Prepared by Brenda van Ginkel. architecture, landscape architecture, transportation planning, and Curriculum Vitae of H.P. Daniel (Sandy) van Ginkel (1920-2009) C.M., social and environmental development, during a time when these FRAIC, Rican (July, 2007) Prepared by Brenda van Ginkel. ¢
FALL • AUTOMNE 2019 | PLAN CANADA 55 Blanche Lemco van Ginkel (1923- )
John van Nostrand FCIP, FRAIC
éjà à l’âge de 27 ans, non seulement Blanche Lemco van Ginkel est-elle diplômée en architecture et en urbanisme, mais elle participe activement à certaines des grandes initiatives de l’époque dans ces domaines, Dque ce soit en Europe ou en Amérique du Nord). Née à Londres en Angleterre, sa famille déménage à Montréal alors qu’elle DU CÔTÉ DES FELLOWS est âgée de 14 ans. Récipiendaire d’une bourse, elle s’inscrit à l’Université McGill où elle obtient un diplôme en architecture en 1945. Elle travaille ensuite aux côtés d’Eugenio Faludi qui est à concevoir ses plans d’aménagement sur un horizon de trente ans pour les villes de Windsor et de Regina, et en 1946 elle est nommée première responsable du comité d’aménagement de la Ville de Regina. L’été suivant, elle s’installe en France et travaille à l’atelier de Le Corbusier au 35, rue de Sèvres sur la célèbre Unité d’habitation de Marseille, peut-être son projet d’habitation le mieux connu dont le concept est repris à travers l’Europe ainsi qu’au Regent Park de Toronto. Elle revient au Canada en 1949 et travaille alors à la Société centrale d’hypothèques et de logement qui vient d’être créée. Elle en est Blanche Lemco van Ginkel, 1981 la première planificatrice urbaine, et achève à Harvard en 1950 un certificat de maîtrise en planification urbaine. Tout comme il est impossible de dissocier leur architecture de leurs En 1951, Blanche s’installe à Philadelphie pour enseigner au concepts d’aménagement urbain et régional, y compris de leurs département d’aménagement de l’école des beaux-arts de l’Université notions de paysages et de la façon dont laquelle ils sont habités. de Pennsylvanie où elle travaille étroitement avec le département En 1977, Blanche est nommée doyenne de l’École d’architecture de d’architecture. Avec ses proches collègues, les architectes George l’Université de Toronto, ce qui l’amène en 1982 à une restructuration Qualls et Robert Geddes, elle met sur pied la section de Philadelphie qui permet à la faculté d’architecture et d’architecture de paysage des CIAM (Congrès Internationaux d’Architecture Moderne) et un de voir le jour. Au cours de cette période, elle préside le programme groupe de recherche en architecture, le GAI. Par la suite, Blanche des études supérieures. Puis en 1977, Blanche, Sandy et leurs deux représente la section au 9e congrès des CIAM à Aix-en-Provence en enfants, Brenda et Marc, et la mère de Blanche, Claire Lemco, 1953, puis à leur 10e congrès à Dubrovnik en 1956. Elle se joint à un emménagent dans une vaste demeure dans le quartier Summerhill nouveau groupe de jeunes architectes engagés dans un consensus Gardens de Toronto. C’est une maison hors du commun, située en critique connu sous le nom de « Team Ten » qui prône une nouvelle face de la Coach House qui avait servi de résidence grandiose à approche dans l’architecture et l’aménagement que celle adoptée William Larratt Smith à Summerhill, conçue par John Howard au depuis la fin de la Seconde Guerre mondiale, et de recentrer le débat cours des années 1840. Le domaine entourant la maison avait été autour de l’habitat. C’est à l’occasion de la 9e réunion du CIAM que aménagé en 1924 par Joseph Vaughan qui avait été influencé par Blanche fait la rencontre de celui qui allait devenir son mari, Sandy le concept de « banlieuejardin » de Hampstead au nord de Londres van Ginkel, qui était lui aussi membre du Team Ten. (1907-11), un modèle de vie banlieusarde du début du vingtième Lors du 9e congrès des CIAM en 1953, Blanche et ses collègues du siècle. Les van Ginkel installent leurs bureaux dans la Coach House. GAI avaient préparé une analyse de l’agglomération de Levittown qui Leur travail au Canada débute par la planification et le design d’un était en construction à proximité de Philadelphie. L’analyse reposait sur ajout de 150 acres au parc Bowring déjà aménagé sur une superficie la grille d’analyse des CIAM. Puis en 1956, ils proposent de reprendre de 50 acres à St. John’s à Terre-Neuve. Ce parc avait été initialement la conception avec les mêmes données quantitatives, mais de lui aménagé par Fredrick Todd en 1914 après qu’il eut travaillé avec donner un aspect physique différent. En 1954, le Team Ten se réunit Frederick Law Olmstead à la création du parc du Mont-Royal à à Doorn aux PaysBas et Sandy et Blanche rédigent un manifeste, Montréal. vGA transforme le parc Bowring en parc régional et ouvre Déclaration sur l’habitat, qui soutient que les collectivités et les milieux une autre voie d’accès depuis la vallée Waterford dotée de ponts servant de base à toutes les activités de design et d’aménagement. modernes, de belvédères et de sentiers. En 1956, Blanche épouse Sandy et peu après le couple s’associe Alors que s’achève ce projet, on demande à vGA de préparer une professionnellement sous le nom van Ginkel Associates (vGA) et étude du Vieux-Montréal qui doit non seulement tenir compte de ouvrent leur premier bureau à Montréal. Dès lors, il devient presque son archéologie, mais aussi prévoir des plans pour sa réhabilitation. impossible de distinguer le travail de Blanche de celui de Sandy. Les résultats de l’étude forcent l’abandon d’un important projet de
56 PLAN CANADA | FALL • AUTOMNE 2019 voie rapide qui aurait traversé ce lieu historique. Comme solution de pipeline allant du Grand lac des Esclaves à l’océan Arctique. Pour rechange, on propose un nouveau plan de circulation automobile pour la première fois, ce document exceptionnel attirait l’attention des relier directement le secteur du VieuxPort aux quartiers plus éloignés membres de la commission d’enquête sur les habitants autochtones des rives. Les travaux de Blanche et Sandy jettent les bases pour la de ces collectivités, et sur les collectivités ellesmêmes. Ceci a alors formation, dix ans plus tard, de l’organisme Héritage Montréal qui, avec encouragé Hugh Brody, socioanthropologue qui travaillait aussi à l’aide de Phyllis Lambert, réussit à faire reconnaître le Vieux-Montréal l’enquête, à soutenir que dans les faits, ces collectivités avaient de comme importante destination culturelle et touristique de la ville. longue date survécu grâce à des économies de subsistance basées En 1962, vGA est invité à concevoir le thème physique et les lignes sur le modèle chasseurscueilleurs, et que la construction du pipeline directrices d’aménagement et de design pour Expo ’67, l’exposition risquerait de les détruire. internationale qui se tient au Canada, plus précisément à l’île Sainte- Van Ginkel Associates a travaillé à un éventail incroyable de projets, Hélène, de l’autre côté du fleuve vis-à-vis le Vieux-Port. Blanche avait repoussant le compartimentage des professions en planification urbaine déjà développé un « concept » pour l’Exposition universelle qui devint et régionale, en architecture et architecture de paysage, en planification plus tard Expo ’67. Dans son exposé préliminaire de ce concept, elle des transports, en développement social et environnemental, et ce à explique ainsi la nuance entre une « foire » et une « exposition » en une époque où ces professions tendaient à s’isoler davantage les unes déclarant « Une foire est un instrument de commerce, une exposition est des autres. La plupart du temps, les professionnels exerçaient leurs un milieu d’échange d’idées. » Elle retient le thème « Terre des Hommes professions, mais passaient aussi beaucoup de temps à enseigner, à – Man and his world » pour faire valoir ces « libertés retrouvées dans prononcer des conférences et à se présenter à des expositions dans les relations humaines. » vGA se concentre aussi sur le concept l’une ou l’autre des nombreuses écoles d’architecture et d’urbanisme architectural d’ensemble d’Expo ’67 tel que l’illustre le dôme géodésique en Amérique du Nord. Tout au cours de cette période, Blanche et de Buckminster Fuller. Une directive adressée aux architectes des Sandy ne cessèrent d’écrire et publièrent un nombre renversant pavillons leur donnait carte blanche sur la conception de leurs d’articles sur leurs travaux et leurs idées. pavillons nationaux à l’intérieur ou autour des pavillons thématiques Blanche et Sandy incarnent une époque révolue lorsque les à condition qu’ils concordent avec le thème d’ensemble. Blanche et professions connexes au développement urbain travaillaient Sandy recommandent que Moshe Safdie, un des étudiants de Sandy à beaucoup plus étroitement sans songer à se faire concurrence. McGill, conçoive ce qui pour eux allait devenir une des structures les Leur démarche était empreinte de modernité tout en protégeant plus importantes d’Expo ’67, le complexe Habitat. Inspiré de la thèse les legs du passé et en demeurant optimiste quant à l’avenir. d’étudiant de Moshe, le concept se voulait une manifestation physique Ils évitaient d’établir un cloisonnement entre l’exercice de la des principes sociaux qu’ils avaient défendus treize ans plus tôt à Doorn. profession, le design, l’anthropologie, l’aménagement, l’ingénierie, En 1970, vGA est invité par John Lindsay, alors maire de New York, l’enseignement, l’écriture et la sculpture. Quand Blanche a reçu son à participer à l’élaboration du plan de transport de la zone centrale de doctorat honorifique de McGill en 2014, on a l’a décrit comme « une Manhattan qui donna lieu à la publication sous forme de rapport de visionnaire, une extraordinaire mentore et une véritable citoyenne du Movement in Midtown. Cette zone du « Midtown » suscitait un regain monde. » Elle est une Canadienne hors du commun. d’intérêt depuis la proposition de Buckminster Fuller, au début des années 1960, de recouvrir la zone centrale de Manhattan d’un dôme géodésique de plus de trois kilomètres de large qui permettrait de John van Nostrand FICU, FIRAC associé fondateur de SvN « réguler les conditions météorologiques et de réduire la pollution Architects + Planners (www.svn-ap.com) avec ses bureaux à Toronto. atmosphérique. » Le plan de vGA recommandait la fermeture partielle des avenues Madison et Lexington à la circulation automobile, ce qui constituerait un précédent, et la modification des axes de circulation Sources et lectures complémentaires est/ouest pour les rendre en alternance à sens unique, intercalées Pioneering Women of American Architecture de rues principales plus larges à deux voies. La proposition avait (https://pioneeringwomen.bwaf.org/blanche-lemco-van-ginkel), un double objectif, soit d’exploiter le potentiel piétonnier du secteur Annmarie Adams et Tanya Southcott, pour la Beverley Willis du centre, tout en améliorant la fluidité de la circulation. Le plan Architecture Foundation, 2017 comportait aussi la mise en service de la fameuse Ginkelvan, exemple The Invisibility of Women (http://archiparlour.org/the-invisibility-of- précoce d’un véhicule hybride électrique apte à transporter des womem/), Tanya Southcott, Parlour Magazine, 2017 passagers et leurs colis à l’intérieur de la zone centrale, un ajout au Blanche Lemco-van Ginkel: The Woman Who Saved Old Montreal réseau plus vaste de moyens de transport de Manhattan. La Ginkelvan (http://www.bviuexmontyreal.vca/en/blog/blanche-lemco-van- devient par la suite un élément symbolique de Vail au Colorado. ginkel-the-woman-who-saved-old-montreal/) Au milieu des années 1970, vGA est invité à travailler dans le cadre Curriculum Vitae of Blanche Lemco van Ginkel (1923 –) CM, FRAIC, UPC, de l’enquête sur le pipeline de la vallée du Mackenzie pour préparer RCA, Hon.FIRAC, FICU (June 2014). Préparé par Brenda van Ginkel. un atlas des collectivités existantes ou a prédominance autochtone Curriculum vitæ de H.P. Daniel (Sandy) van Ginkel (1920-2009) C.M., des Premières Nations qui pourraient être touchées par un projet de FAIA, Rican (juillet 2007) Préparé par Brenda van Ginkel. ¢
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Reviewed by David Witty MRAIC, FCIP, RPP
t 200 pages, Showing the Way is a wonderful, engaging, Ken Cameron has had a distinguished career in planning in Ontario and British Columbia, guided by the training thoughtful life story centred on Peter Oberlander’s personal and and mentorship of Peter Oberlander and the University SHOWING of British Columbia’s School of Community and Regional professional journey. It is rich telling of a man who was always the Planning. A founder and former Chair of the International SHOWING Centre for Sustainable Cities, Ken Cameron is the author, with Mike Harcourt and the late Sean Rossiter, of City consummate gentleman, someone who dealt with adversity and Making in Paradise: Nine Decisions that Saved Vancouver (Douglas & McIntyre, 2007). He lives in Vancouver, A THE WAY challenges with an inner strength and resolve that changed society and our Canada with his partner Angie Walkinshaw and he is an Adjunct Professor at Simon Fraser University and Peter Oberlander and the the University of British Columbia. Imperative of Global Citizenship profession for the better. Ken Cameron is celebrated in his own right and is best positioned to From subjects to citizens: it’s a transition that people in many nations of WAY THE the world have made during the last 100 years. But it hasn’t been easy. write about his mentor, Dr. Peter Oberlander CM. They first met as teacher Community building has been impeded by two world wars, economic hardship, oppression, persecution, and fumbling a empts at international and student at the School of Community and Regional Planning (SCARP), order. It is undeniable, though, that humanity has made signi cant progress in empowering citizens to take control of their destiny. UBC where Peter developed and led SCARP for over 20 years. Cameron’s
is book traces that progress through the remarkable and previously- account of Peter’s life is as much about the history of the Canadian planning unpublished story of one man, Peter Oberlander. Born into a comfortable middle-class family in Vienna a er World War I, he survived persecution profession during the 20th century as it is about Peter Oberlander. Cameron and hostility in Austria, Britain and Canada to become a pioneer in showing is able to provide the reader with a window seat on the transition of that time how citizens can build democratic, humane and sustainable cities. His story reminds us that, as citizens with rights and responsibilities at the from a profession dominated by non-Canadians to a time when planners, local, national and international levels, we have unprecedented power over our destiny. by PenelopeForeword Gurstein such as Cameron, were trained and employed by the likes of Oberlander. It is KEN CAMERON KEN Will we use that power for a be er future or will we squander it through wonderful journey and an important one for all us to reflect upon. nativism, protectionism and tribal conict? The book ably (and delightfully) captures Oberlander’s role in shaping
The logo on the front cover was designed by Peter Oberlander SCARP, Vancouver, the Lower Mainland, Canada and the planning (and and refined under his supervision by a Vancouver artist. It was created for the United Nations Conference on Human Settlements held in Vancouver in 1976. The logo became the symbol for the Centre for Human Settlements, a global repository for human KEN CAMERON architecture) profession. His was a remarkable journey; one fraught with the settlements knowledge which was established at the University of British Columbia as a legacy of the 1976 conference. Foreword by Penelope Gurstein racism of fascist Germany, the outbreak of WWII and anti-Semitic Canada of that time. But, it is also a story of resolve, possibilities, kindness and adventure. Ken Cameron has done a remarkable job capturing the times, the nuances By Ken Cameron. 2018: 200 pages. of life and the evolution of the man, Oberlander from an interned non-citizen to a global citizen who walked with pride and energy amongst the leaders of Canada and the world. In acknowledging Oberlander’s role in shaping CMHC (one of many such influences), Cameron notes that “through the story runs Peter Oberlander’s grasp of the importance of communities to humanity, his extraordinary conceptual ability as an educator, his energy, and his determination to convert ideas into action for a better world” (p.87). That sentence encapsulates Peter Oberlander’s impact: an impact that has shaped dramatically the planning profession. Cameron captures Peter Oberlander’s special way of collaborating, of gaining support for ideas (to give them ‘action’), to coerce and to doggedly push and push to ensure that society and communities were well served. Many of us experienced that Peter Oberlander. For instance, I well remember when Peter came to a 2004/5 CIP Council meeting to seek CIP endorsement and commitment for the 2006 World Urban Forum III. He made his typically impassioned ‘pitch’ for support. As was usually the case with Peter, there was no question that his request was endorsed!
60 PLAN CANADA | FALL • AUTOMNE 2019 Peter Oberlander was able to transcend the local and global a legacy of planner training at UBC; a legacy Oberlander believed easily and fluidly. He had the knack of knowing where the greatest was his most important. But, Peter Oberlander did so much more. impact could be made and joined with others to achieve success. He advocated for the important role cities would play in the 20th He was a key ‘team’ player, always looking for alliances that would and 21st centuries. He did so in many ways: as a member of the deliver the needed action to achieve desired goals. Yes, a very fitting reformist Vancouver TEAM that helped to stop freeways in downtown planning approach to one of Canada’s ablest urban visionaries. Vancouver, as a promoter of Habitat ’76, advocate for some of Ken Cameron is able to depict that life story and Oberlander’s Canada’s first regional planning, leader of the innovative Ministry contribution to Canadian communities, urban agendas and for State for Urban Affairs, and creator of international bodies to the planning profession by capturing our interest and holding advance urban agendas. it in a compelling writing style. In so doing, Cameron provides Through it all, Peter Oberlander just kept going, and going. His was others’ anecdotes (and his own) of life with Peter Oberlander: the a life full of his work, his family and his friends. It was a life well lived professor, the consultant, the Secretary of State and global citizen. and one well served by Ken Cameron’s gift of storytelling. Such reflections offer a personal insight into an extraordinary man; This book certainly captures the essence of the man, Peter insights that are often absent in a biography of this type. Oberlander: the theorist, teacher, mentor, practitioner and the Through Cameron’s patience with words, he captures a sense politically astute visionary. But, it is much more than that; it is a of both a visionary and a practical realist in Peter Oberlander. wonderful collection of memories of a time when Canada and the For instance, Oberlander understood the importance of SCARP world dreamed big dreams. It is time to reflect on those ambitions students spending time in studio on ‘real’ practical issues, such and dream again. Ken Cameron has done us a service in capturing as completing plans and research for BC towns. He realised the life of such a dreamer. In my view, this is a compelling read for that Canada needed to train its own planners and put in place Canadian planners and students of Canadian planning. ¢
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