walking » Ren Thomas

Congratulations Dr. Ugo Lachapelle!

In mid-October, in between the Association of Collegiate Schools of Planning (ACSP) conference in Minneapolis and a much-anticipated trip to Spain, I had the pleasure of witnessing the final doctoral exam of Ugo Lachapelle. Ugo came to SCARP under the supervision of Dr. Larry Frank, our Bombardier Chair of Sustainable Transportation. Ugo started his PhD the same year that I started my Masters at SCARP (2005), so it was particularly exciting to witness his exam and to hear that he passed and will graduate in the Spring of 2011.

Ugo chose to write his dissertation in the format of three papers, which could be published separately. His research focuses on the travel behaviour of public transit users and the relationship between transit and walking. Interestingly, the three-paper dissertation format, a relatively new innovation at UBC, has now been discontinued, making Ugo’s the only dissertation ever produced at SCARP to be published in this format. The dissertation, “Public transit use as a catalyst for an active lifestyle: mechanisms, predispositions and hindrances”, can be read here.

Ugo’s other work has been published in the Journal of Public Health Policy, in an article that examined whether people with employer-sponsored transit passes got more than the minimum recommended level of physical activity through walking. Ugo also published in the American Journal of Preventive Medicine last year on how public health and transportation researchers study non-motorized transportation. His work, along with others spanning urban planning, public health and urban design, is a great example of the interdisciplinary nature of our research at SCARP.

Dr. Lachapelle is now a Postdoctoral Research Associate at the Alan M. Voorhees Transportation Center at Rutgers University in the company of noted researchers Robert Noland, John Pucher and Devajyoti Deka. I’m sure he is also madly publishing his results, in between conference presentations at ACSP and the Transportation Research Board. Congratulations Ugo!

Update: Ugo will begin teaching at Université de Québec at Montréal, Département d’études urbaines et touristiques (Department of Urban Studies and Tourism) in Fall 2011.

A ‘sea-change’ in transportation planning

In the past ten days, US policymakers seem to have achieved the impossible. On March 11, 2010, US Secretary of Transportation Ray Lahood pronounced the end of favouring motorized transportation over non-motorized transportation. And on March 21, 2010, the US finally passed its health care legislation. Aren’t these the first signs of the apocalypse?

Lahood, at this year’s National Bike Summit, announced his new Policy Statement on Bicycle and Pedestrian Accommodation Regulations and Recommendations. Key recommendations for state DOTs and communities include treating walking and cycling as equal transportation modes, ensuring convenient accessibility for all ages and abilities, going beyond minimum design standards, collecting data on walking and cycling trips, setting a mode share target for walking and cycling, protecting sidewalks and paths in the same way roads are protected, and improving non-motorized facilities during maintenance projects. At this point of course, it’s a Policy Statement; it’s not law. But it marks the profound shift that is occurring in North America away from car-dominated discourse and policy.

On the health care front, the health care bill passed in the House December 24, 2009 served as the basis for HR 4872, the Health Care and Education Affordability Reconciliation Act of 2010. HR 3590, the Patient Protection and Affordable Care Act, was passed by the Senate on Christmas Eve 2009, as I reported in an earlier post. Its main measures, taking effect six months after its passage, prevent insurers from denying coverage to people with pre-existing conditions, prevents increased rates for children with pre-existing conditions, forces insurance policies to cover preventative care without co-pays, allows children to remain on parents’ plans until the age of 26, and bans lifetime monetary caps on insurance policies. In the future (by 2014), it will prevent insurers from charging higher rates for those with pre-existing conditions, expand Medicaid eligibility, offer tax credits to small businesses (fewer than 25 employees) who offer insurance, impose tax penalties on businesses with over 50 employees who do not offer insurance, impose a fine on individuals who do not have insurance, give tax credits to individuals who have heath insurance, and offer a state-controlled insurance option. However, it differed significantly from the bill passed in the House, HR 3962, the Affordable Health Care for America Act, particularly in terms of financing and subsidies. Because they were so different, President Obama and House Speaker Nancy Pelosi introduced the reconciliation bill. HR4872 was passed in the House of Representatives March 21, 2010, in a close 219-212 vote (216 votes were need to pass the bill). Not a single Republican supported its passage, but it doesn’t matter: the bill will be signed into law by the president as early as tomorrow.

Canada has also had a few firsts lately, although they are small potatoes compared to these major American policy shifts. One was the announcement that woonerfs are coming to Toronto. A West Donlands neighbourhood, currently under development, would include these Dutch streets, narrow, mixed-use affairs without curbs, which are thought to encourage pedestrian and cyclists while discouraging cars. Dutch woonerfs include traffic-calming measures like speed bumps and planter “bump-outs,” and the streets are more like outdoor urban social spaces than thoroughfares. The other was the announcement that Canada had opened the first school to ever require students to use non-motorized transportation to get to school. The Halton Public School Board just opened a new school, P.L. Robertson Elementary in Milton, where the students who live within 1.6 km (1 mile) of the school are required to get there on their own two feet, and parents are forbidden from driving their kids. 98% of the 700 students walk, bike, skateboard or ride scooters to school, while the remainder, who live more than 1.6km away, are bused. The school board is running the pilot project for one year, and hope to expand it to other schools soon. If it is a success, project manager Jennifer Jenkins knows that other schools will rapidly jump on board; the wealth of research on this topic shows how much is at stake with increases in childhood obesity and diabetes.

All I can say is where is our national policy on transportation? Where is our Ray Lahood? And more importantly, where is our Obama?

Lessons from Vancouver 2010

Robson Square, redesigned and reopened for the Olympics

Spectators arriving at Aberdeen station, preparing for a 20-minute walk to the Richmond Olympic Oval

After all the media hype and local anti-Olympic sentiment, Vancouver is enjoying a rare opportunity during the 2010 Games. Not only does the city get to experience a real urban vibe as tens of thousands of tourists have flooded the streets, but it’s also experiencing another rare phenomenon: very little car traffic and extra service on transit routes. These changes have created a very different feeling as the city celebrates Canadian and international achievements in sport.

TransLink staff, as well as City of Vancouver staff and the folks at Metro Vancouver have been busy planning transportation alternatives for tourists, spectators, media and athletes for many years, all in preparation for the 16-day Olympic and 10-day Paralympic Games. Some of the big-ticket items are well-known: the Canada Line from downtown to the airport and the Bombardier demonstration streetcar linking Granville Island and the Olympic Village.

Olympic line streetcar at Granville Island

The Canada Line, which was saw ridership of 100,000 per day before the Games, saw 200,000 riders last Sunday. TransLink’s overall ridership has already reached 1.5 million per day: not bad for a region that normally has 1.8 million residents.

But there are also lots of lesser-known initiatives that have gone a long way towards making this a very sustainable Games: increased transit service on routes serving the venues, no parking at most venues, and bike sharing at some venues like the Richmond Olympic Oval.

Free bikes provided by Heineken Holland House at Aberdeen Station

Streets adjacent to most venues were closed to all vehicular traffic, including Wesbrook Mall on the UBC campus, which is hosting women’s hockey at Thunderbird Arena.

Spectators leaving Thunderbird Arena walking two blocks to the bus loop. No parking was provided at the venue.

There are special “Olympic lanes” on city streets dedicated to transit and vehicles transporting athletes, media, and officials. Robson Street was initially closed between Howe and Granville, but this was extended to Bute and Beatty Streets; Granville Street is closed between Smithe and Cordova Streets. The energy of the crowds in these main downtown streets is amazing, and there is a lot of added pedestrian interest, including a lantern display on Granville Street. The number of cars entering the downtown peninsula has dropped 30% since the beginning of the Games on February 12th, while over 4,000 cyclists per day cross the Cambie, Burrard and Granville Bridges into downtown.

In addition to this, Cultural Olympiad concerts and events have been happening all over the region, from Our Lady Peace playing a free concert at Richmond’s O-Zone to a 24-hour outdoor art gallery at the Surrey 2010 Celebration Site. These events were planned to begin in January until the end of the Paralympic Games on March 21, 2010. Because there’s so much going on in each municipality, local residents can actually get involved in the Olympics and its related events without making the trek downtown.

Richmond City Hall, with exhibits and big-screen coverage of the events, at the entrance to the O-Zone

Richmond City Hall at the entrance to the O-Zone, with exhibits and big-screen coverage of the events

Many Vancouverites, anticipating intense crowds and traffic, actually left the city during the Games. This likely means that there are more non-residents than residents in the City of Vancouver at the moment. In addition to this, some workplaces are closed, and UBC and SFU both have a two-week Reading Week to cover the Games period. The absence of this regular commuting traffic has likely contributed to higher transit ridership and much faster travel times. I took the #44 express bus from UBC to downtown on Friday at rush hour, and was at Robson Square in 15 minutes, a trip that normally takes half an hour.

The question is, why can’t we do this year-round? Keep the Olympic lanes as transit-only lanes; decrease parking in the downtown core, along our main streets and at key destinations; and increase transit service. Most locals would love to see pedestrianized zones on Robson and Granville in the core area of downtown. Of course, the vast number of tourists in the city and the energy that comes along with such a major sporting event will not persist past February 28th (Olympics) and March 21, 2010 (Paralympics). It’s been a fantastic 16-day party, truly a defining moment for Vancouver and for Canada.

Robson Street nightlife during the Olympics

Walkability in your ‘hood

There are a number of indexes around that measure how easy it is to walk in your neighbourhood. Each seems to have a different focus: pedestrian safety, urban design characteristics that encourage walking, accessibility to shops and services. However, the main agenda is the same: to increase walking in North American cities.

As I mentioned in a previous post, Dr. Barry Wellar (University of Ottawa) developed a Walking Safety Index that has been used by several municipalities in evaluating their intersections. Municipalities are encouraged to give signal light priority to pedestrians at intersections, design them to achieve safety, comfort, convenience, and well-being of pedestrians, and apply the WSI to transportation projects, official plan amendments, rezoning applications and site plans. Further, transit vehicles should be able to change signal lights, should be given priority right-of-way to enter traffic lanes, surface parking lots should be removed from areas served by transit, a moratorium imposed on road and street expenditures, and road maintenance budgets reduced to accelerate the shift from car to walking, cycling, and transit.

The World Bank developed a Walkability Index for its clients in the Far East. It aims to correct some of the walkability issues in developing cities by developing awareness in city planners and city officials, which will lead to better pedestrian infrastructure and safety measures.

Larry Frank, James Sallis, Brian Saelens, et al. have generated a Walkability Index to be used in planning and health research. This is based on extensive research involving the urban design qualities that encourage walking, including lighting, walking surface, intersection design, accessibility to services, pedestrian safety measures, and surrounding land uses.

A quick online version of this is Walk Score, which ranks your neighbourhood walkability in terms of distances to services, schools, retail amenities, etc. You type in your address (n.b., it works for Canadian addresses as well) and it uses Google Maps to calculate the distances to these services and amenities. UBC campus got 52 out of 100, “somewhat walkable”, not surprising since there is no grocery store within walking distance (yet: the Save-On is due to open in a few months). Walk Score also pegged the nearest library as 2.6 km away, because it only picked up the closest Vancouver Public Library branch and not the many UBC libraries within walking distance. It missed a couple of local restaurants and the green grocers. And while Walk Score lists parks and fitness centers, it doesn’t list bike paths. So there are clearly some limitations here, like Google Maps doesn’t have all small local business listings. Interesting, since WalkScore’s objective is to “help homebuyers and renters find houses and apartments in great neighbourhoods.”

Yellow Pages has a search function that lets you see how many businesses are within a specified radius of your house. On yellowpages.ca, go to “By Proximity” and enter an address and type of business you’d like to find. For UBC this search picked up 11 restaurants within 1km, 3 more within 2km, and 20 more within 3.5km (the main street closest to campus). Just as a comparison, I typed in Yonge and Bloor (a main intersection in downtown Toronto) and there were 242 restaurants within a 1km radius!

These various walkability indexes can be used by both planners and the general public to get a rough estimate of accessibility in local neighbourhoods. The last two could be particularly useful when relocating to a new neighbourhood or while on vacation, but it should be noted that they concentrate on retail or commercial amenities and not parks, bike trails, scenic or natural attractions.

Now it’s really over: Margaret Wente says the car-free culture is here to stay

I wrote recently about the end of GM, and noted that many advocates of sustainable transportation were looking forward to a new era of cycling, walking, transit, and reduced car use. While I count myself among these, I also acknowledge the difficulty of this transition for most North Americans considering our economic dependence on oil and the car-dominated spatial patterns of our cities. But when Margaret Wente says the love affair is over (“Object of desire or necessary evil?”, Globe and Mail, Saturday, June 6, 2009), the times they are a-changin’.

Let me explain. Wente is conservative, irreverent, controversial. She’s stirred up so much anger the Globe won’t even allow her column to be read online anymore. She writes from a white, upper middle-class perspective, and often comments on current affairs, politics, social issues, and lifestyles. Her attitude towards people of different cultures came under fire last October when she agreed with IOC Dick Pound’s controversial comment that Canada was a country of “savages” a few hundred years ago. Many of her columns show an insensitivity to the variety of ethnic cultures and religions that make up mainstream Canadian cities. An American and naturalized Canadian, Wente once called Newfoundland “the most vast and scenic welfare ghetto in the world.” As far as social trends go, Wente is regularly surprised by lifesyles of younger people, including Facebook addiction and commitment to environmentalism. She became a climate change convert at the same time as Prime Minister Stephen Harper, in September of 2006: very late in the game, when it became a sign of insanity to deny it any longer. Most environmentalists, democrats, and transportation advocates consider her laughable, a symbol of the type of conservative boomer culture that keeps Canada from achieving any real success in enviromental protection, alternative transportation, race relations or tolerance.

Today’s column is a case in point. Wente begins her article profiling people she finds truly unusual: young 20- and 30-somethings who live and work in the city and do not own cars. While this is news to none of us living in Toronto, Vancouver, Montreal, and a growing number of other cities, Wente still finds the lifestyle surprising decades after the terms yuppie (young upwardly-mobile professionals) and dink (double income no kids) were coined. She then moves on to profiling several of these other oddball car-free types closer to her own age: “Fifteen years ago, it was almost unimaginable for a middle-aged, middle-class family man not to own a car. Such a person would have been regarded as mildly eccentric. Now I seem to be surrounded by them.” She writes about the average $8,000 it costs to run an average car each year (the Toronto Transit Commission has been advertising this info on posters for over a decade), the growing popularity of cycling and car sharing (which she feels the need to define) and of course the death of the automotive companies. But halfway through her article, there is a change in tone: Wente, that conservative bastion of right-wing ideology, concedes that “Maybe our love affair with cars is over.” In response to a man who confesses there is freedom in being car-free, she asks, “Isn’t freedom the very thing that cars used to stand for?” Halfway through the article she writes “For most of us, cars aren’t much of a status marker anymore…It’s really just a very big, very costly appliance with cup-holder.” She characterizes cars as shifting from “the wheeled embodiment of outsize ego and swattering masculinity…the product of the American empire at its peak” to representing “arrogance, deliberate disregard for the enviroment, and wretched excess.” While she confesses she still believes cars have the potential for personal liberation, progress and opportunity, “these days there are fewer and fewer who agree with me.”

Perhaps most advocates of alternative transportation would not see much hope in Wente’s article: she’ll probably continue driving until the steering wheel is pried out of her cold dead hands. But considering her personality, socio-economic profile, and personal beliefs, just admitting the times are changing indicates that, indeed, they are. They’d have to be for her to notice.

Misery, thy name is Vegas

A more nightmarish city than Las Vegas cannot possibly be imagined by contemporary urban planners. That is a strong statement, but I stand by it.

The tacky neon signs and drive-in wedding chapels of yesteryear (still visible in downtown Vegas, where the Golden Nugget, the Four Queens and the Golden Gate are still open) seem quaint in comparison with The Strip today; in fact, many of the old signs are now part of the Neon Museum. Giant hotels line Las Vegas Boulevard, dwarfing the old standbys like the Flamingo, the Riviera, and the Sahara. Not that these three were any examples of planning or urban design. However, they had one main advantage: pedestrian-scaled facades and relatively low-rise towers. Their humble casinos, accessible with many glass doors at grade (and in the case of the Flamingo, slot machines right on the sidewalk), are shaded by ample awnings to protect pedestrians from the fierce desert sun.

There is a lot of visual interest for pedestrians (read: sensory overload) that is simply lacking in new monolithic structures such as the MGM Grand and the Wynn. Not to mention the more comfortable wind patterns created by the older hotels, which contrasts with the giant wind tunnel created by the new monoliths.

Getting around the city is a nightmare. Walking along The Strip is like doing an obstacles course: you’re constantly being forced into one mega-hotel or mega-mall after another, up pedestrian escalators and over bridges, since there is no consistent sidewalk area and traffic is maniacal. Despite this, thousands of people walk The Strip daily. You’d rather take a cab, you say? The lineup in front of the Bellagio on a weeknight is about 50 people. The bus? We saw at least that many people at a stop on a Friday night for the “Deuce”, the route that runs north along The Strip; at Fremont Street there were over a hundred waiting for the southbound bus. While its frequency seems admirable (it runs for 24 hours, every 8 minutes during the day and every 17 minutes from 2-5am), the bus stops at each block for ten minutes while each passenger laboriously feeds in three one-dollar bills and the stop announcements are likely to burst your eardrums. You still have the monorail.

But wait, to get to the stops you need to walk 10-15 minutes through smoky hotel casino lobbies, then ride the rail while listening to annoying tidbits and puns about Vegas, and then walk another 10-15 minutes to get back out to the street. And the last resort: driving. Good luck getting anywhere quickly, despite massive street widths of up to 12 lanes; the streets are jammed all day and all night. Your trip will likely take an hour regardless of transportation mode.

Those who study the impacts of grocery store location on public health would have a field day in Vegas. You cannot buy buy fresh fruits and vegetables, bread, or milk, anywhere near The Strip, nor is there a grocery store between The Strip and downtown. There are lots of restaurants in Vegas, and not a single deal outside of your local Denny’s or tacqueria. Hotel restaurants on The Strip are uniformly expensive, from the MGM’s Fiamma and Diego to the Bellagio’s Olives and and Fix, yet there are very few alternatives actually fronting onto the street. One wonders how these places will survive in an economic downturn; the McDonald’s, Starbucks, and Subway locations were all packed. Aggressive corporate interests have converted The Strip into a four-mile money trap.

Culturally, the city is rather polarized; perhaps a good indicator was the billboards advertising Barry Manilow and Tom Jones as well as little-known Danny Gans and Lance Burton. The city has a rather menacing gender mix: a glance around any casino in the evening will show you tables of men playing poker or shooting craps, while cocktail waitresses and the odd girlfriend or spouse are barely visible. Men dressed in brightly-coloured T-shirts offer you women on the street; one male friend walked the four-mile Strip and counted 60 offers. Surprisingly white (74%), Las Vegas has relatively small African American (12%), Hispanic (14.5%) and Asian (4%) populations.

All things considered, planners should use Las Vegas as a classic example of what not to do: obliteration of history, built form that is too grand for pedestrians to get around comfortably, few legitimate transportation options, poor mix of land uses, and nothing that would encourage social mix. The planning principles that govern our everyday towns and cities cannot, perhaps, apply to tourist towns, Vegas being the king of tourist towns. But as a tourist town, why not make it easy for tourists to get around the city? The answer lies in one simple truth: the new corporate casino. The design of these structures makes it nearly impossible to find exits, ensuring that tourists stay in the casino-lobby, enjoying free drinks and unlimited lost wages. Rather than focusing on the flashy outer shell of their buildings to attract gamblers, as the older casinos did, the new casinos excel at entrapment. This is the hint of misery that pervades Vegas.

Ren Thomas

M.A., Ph.D. (Planning)