No matter what your profession, you’ve probably been to your share of conferences. From professional to academic, trade shows to think tanks, conferences are still the most popular way to share your research and ideas with a larger audience. In academia, paper presentations and face-to-face networking with other academics are still the norm even in our increasingly wired society. Similarly, practicing planners share their policies, plans and tools with each other at the Canadian Institute of Planners/American Planning Association conferences, and their provincial and state equivalents.

I confess that while I gain a lot from these events, and often meet other interesting researchers in the field, I find the whole thing a bit draining. Several days of listening to presentations and networking is tiring. The other thing is that there seems to be a divide in the types of people these conferences attract: practicing planners go to one conference and academics to another. It’s rare that you have that blend of practicing planners, academic researchers, and those working in municipal, regional and federal policy development.

Last March, students at SCARP organized such an event on sustainability, and I wrote in an earlier post about the success of this one-day symposium and our PhD panel on research dissemination. SCARP repeated the success of this event with another one-day symposium on affordable housing funded by the BC provincial government and several key sponsors like VanCity and the Planning Institute of BC. Papers were presented by both Masters and PhD planning students, municipal planners, housing developers, architects, and more. It was a rare confluence of research, policy development and practical planning tools that have impacted the construction of affordable housing in Canada. Some of the sessions I attended included Haley Mousseau (BC Non-Profit Housing Association) on the long-term survival of non-profit housing units in the province; Andy Yan (Bing Thom Architects) on the impact of empty condos on Vancouver, and Vanessa Kay (internship for the City of Vancouver) research on the long-term costs associated with amenity spaces in Vancouver condos.

The breadth of experience in the room was palpable, and it was easy to strike up conversations over breakfast, lunch, and the cocktail hour with (in my case) the director of a shelter, a housing provider in a suburban municipality, a planning consultant working extensively on housing development, an academic researcher looking at sustainable neighbourhoods, a PhD candidate in geography at UBC, and a Masters student who had travelled from northeastern US to attend the symposium. Best of all, the one-day format kept things moving and packed a lot of information into a short amount of time. The only problem I overheard participants discussing was that there were concurrent sessions, so it was impossible to hear all the presentations.

It’s easy for us to become entrenched and isolated in our little silos, whether it’s a municipal department of planning or an academic faculty. Events like this provide a rare opportunity to share our work with a wider audience and to learn from a variety of different viewpoints. The short length of the symposium effectively limited participation to those within a short distance of the host city, forcing people to develop better ties in their own locality. While there is a place for big conferences, and connecting with people over continents who share our interests, it’s a sad fact that few of us have the time to create or maintain local research/practice networks outside the context of our immediate projects.

Next week I’ll be attending another rather unconventional conference, or rather “un-conference” called TransportCamp, which uses multimedia techniques to foster dialogue between participants. A similar event was held in Toronto in April 2008. I’m skeptical, but I’ll let you know how it turns out.

TransLink, the South Coast British Columbia Transportation Authority, is responsible for roads, bridges, public transit, and cycling in the Vancouver region. TransLink’s revenues come from transit fares and advertising, property taxes and fuel taxes. The regional transportation authority regularly consults with the public on transportation planning issues including financing, rapid transit, bus, and cycling options. Their online Transit Advisory Board, launched a few years ago, allows Metro residents to have a say in all sorts of decision making. Their current survey deals with their 10-Year Transportation and Financial Plan, a step towards Transport 2040, their 30-year plan. The survey presents three scenarios: spending $460 million more annually to expand transit, road, and cycling capacity, spending $260 annually to maintain the current situation, or cutting back service drastically.

As they have been in existence for just a decade, TransLink also published a list of accomplishments from 1999-2008. Among these are a 37% increase in transit hours, 38% increase in bus fleet size, 99% increase in annual funding for transit operations, and a whopping 283% increase in capital investments. While those who use TransLink on a daily basis complain about it regularly, and Metro Vancouver doesn’t have nearly the transit service it needs to service almost 2 million people, these are some impressive results over a ten-year period.

TransLink is an excellent example of how complicated it is for municipalities and regions to fund, plan, and provide transit services. Power struggles between all three levels of government are played out every time budgetary consultations are due. While TransLink is unique in providing services and capital improvements for roads, bridges, transit, and cycling, this balanced approach frequently puts the provincially-created body at odds with its creator. The transit strike in 2001, the struggle over funding for the Canada Line, and increased pressure on the UBC line are all potent examples of biting the hand that feeds transit in Metro Vancouver. An effort in 2001 to add a vehicle levy to funding sources was rejected by the Province, which put a stop to service expansion, fuelled service decreases and led to a four-month-long transit strike. One of the other funding challenges is that the income from fuel taxes (about 30% of TransLink’s funding) fluctuates with gas prices.

These struggles occur because often the upper levels of government are at odds with the municipalities; it is one area that the Federation of Canadian Municipalities has fought to reconcile. Municipalities know what works best at the local level: in this case, more funding for public transit, cycling, and walking. Funds can be raised through taxes on less sustainable transportation modes. But the Province of BC has long fought this approach, like other Provincial governments, sticking to the postwar status quo: fund road and highway infrastructure to cut down on traffic and make goods movement easier and cheaper. An excellent example is the Gateway proposal, a $4.5 billion dollar road and highway expansion project bitterly fought by Vancouver and Burnaby councils and decried by environmentalists, will now be funded entirely by the Province. BC Minister of Transportation Kevin Falcon’s spearheading of the Gateway proposal, against the recommendations of cost benefit and environmental analyses, made lifelong enemies of many GVRD transportation advocates. Falcon was replaced as Minister of Transportation by Shirley Bond when Gordon Campbell was recently re-elected as Premier on May 12, 2009. It isn’t known yet how much Bond will support public transit, cycling, and walking in the Province; it may not matter, considering Campbell’s support of the proposal. A glance at the Provincial Ministry of Transportation website indicates its primary interests in goods movement and airport management; public transit is clearly low on its list of priorities. The Province of BC released a Transit Plan in 2008 that contradicts TransLink’s long-term plan. Clearly, these power struggles indicate that transportation, at the level of public transit and commuter services, is an area that should be wholly given over to Canadian municipalities. There is considerable dissention in the ranks, because without funding from the upper levels of government, municipalities would face the same challenges in transportation that they do in housing: responsibilty with out much-needed cash.

But despite these struggles, TransLink has accomplished a lot in a city that is rapidly growing and needs transportation alternatives. As I write this, the new 19-km Canada Line is being tested for its Labour Day opening, a new SeaBus glides across Burrard Inlet, and the 24-km Central Valley Greenway has just opened. These victories, in addition to the gains in capital investment, and sheer numbers of passengers using the system, are worthy of celebration.

Yesterday the School of Community and Regional Planning hosted a symposium called SustainaWHAT? SustainaHOW? The aim of the two-day event was to bring together planning policy makers with practitioners and academics to discuss how to move from talking about sustainability issues to implementation.

As I mentioned in a previous post, several PhD students comprised a panel on how research moves from academia into practice. Ugo Lachapelle discussed how research in active transportation has given policy makers empirical evidence of the benefits of walking and cycling, which has led to policy and programs encouraging alternative modes could be implemented. James White spoke about the importance of practitioners and academic researchers attending each others’ conferences and about publishing in a variety of non-academic venues. Aftab Erfan discussed participatory planning exercises as a way to bring different actors into dialogue. Leslie Shieh discussed the value of learning from planning practices in other countries. Janice Barry proposed that using case studies as examples of planning practice in the teaching process provides a vital link between practice and academia. I spoke of the way housing and transportation models have been instrumental in shaping policy, and how a re-examination of these models can lead to paradigm shift. The example I used was how research into immigrants’ housing careers led to the finding that lack of foreign credential recognition was resulting in lower labour market participation, lower incomes and therefore lower homeownership rates among immigrants. These findings, and others indicating poor outcomes for immigrants, led to policies like the Canada-Ontario-Toronto Memorandum of Understanding on Immigration to develop short bridging courses at community colleges to help new immigrants get Canadian experience and find work, develop more immigrant services, and develop municipal websites to help immigrants find housing, public transit and employment information.

As another example, the session on planning for multicultural cities included panelists Dr. Dan Hiebert (UBC Geography), Paula Carr (Collingwood Neighbourhood House) and Bill Walters (Immigrant Integration Branch, BC Ministry of Advanced Education and Labour Market Development). Their examples went from theoretical (Hiebert researches immigration policy and integration) to practical (Carr discussed the original vision for the creation of a neighbourhood community centre and historic groundbreaking that included a wide range of ethnic communities, ages, and social classes). Interestingly, this was exactly the type of dialogue that Aftab had discussed in our PhD panel, and something that is rarely seen at conferences. It provoked a rather heated discussion between the three panelists, who have different ideas of what could and should be done by the state to facilitate immigrant integration. Hiebert argues that we need to drop the old questions of whether or not immigrants are integrating, whether or not we have ethnic enclaves, and how do we (non-immigrants) manage this. Rather we need to focus on whether more minorities are living in, and are these neighbourhoods ghettos? According to Hiebert’s research, more people are living in ethnic enclaves in Toronto and Vancouver, but the low-income immigrants are not concentrated in these areas. He found that the number of ethnic groups in minority enclaves was almost the same as in other neighbourhoods. He believes that we need a dichotomy between segregation and dispersal, cultural retention and integration. We need to see integration as more complex and understand layers of diversity. And we need to understand that there’s no “we” who should control immigrant integration. Doubtless Carr agreed; her own experience at the neighbourhood house showed the positive effects of community building in a very multicultural neighbourhood. Walter’s review of the Welcoming and Inclusive Workplaces Program showed a counter example of very top-town efforts to combat racism in our communities.

All told, the symposium was a rare example of the coming together of planning’s Holy Trinity. Here’s to more of the same.