Tag Archive for 'Transportation'

City By Design

Edmonton's children: Where they live, where they learn (Share Edmonton)The Edmonton Journal’s Sarah O’Donnell and Edmonton programmer Mack Male, have painted a picture for Edmonton residents and decision makers about how our city is growing, especially in light of recent Edmonton Public Schools decisions to close inner city schools.

The article and mapping show us where young families are living, and by implication where schools are needed based on the numbers of children nearby. Using this logic, it makes perfect sense to close schools where there are fewer children.  Need is based on numbers of children, no more no less.  Families move to the suburbs and school trustees follow the families. It’s that simple.

Or is it?  This conversation seems to make several assumptions.  I offer several below to test if they are the assumptions we are using, and /or if we wish to consciously create a new set of assumptions.  They drive how we build and adjust the city we live in, the city we are designing while living in it.

Assumption 1:  Growth just happens. Growth happens where we choose to make it happen.  Cities choose where growth will happen and has a legislative framework to guide growth.  Ultimately, the decision makers are City Council.  There are, however, many other decision makers that influence how and where we build: home buyers, developers and builders, school boards, health providers, realtors, etc.  We spend a lot of time and energy designing and building infrastructure to accommodate us living in this place together, and it is not haphazard. It takes years (and decades) to plan for Anthony Henday, LRT routes, water and wastewater systems, electricity, gas and our extensive roadway system.  We build all of this in the public eye.  None of it “just happens.”

Assumption 2:  We have unlimited funds for infrastructure now and in the future. We expand our city without contemplating the full costs of doing so.  We let school buildings close.  We let vacant land remain vacant when servicing infrastructure is near by.  We let land, and all the utilities serving that land, remain underutilized.  If we are not able to maintain our current infrastructure well now, how do we expect to do so in the future?  City Hall, for example, faces huge capital and operating budget challenges, yet we continue to spread ourselves thin.  We behave as if we have unlimited revenue now and in the future.  Are our pockets (as taxpayers) that full?

Assumption 3:  We need a lot of space from our neighbours. It seems that having oodles of space – in our yards and homes – drives Edmonton’s design.  Why are we afraid of being close to other people?  Or sharing park space instead of large private yards?  What is behind this?  What makes neighbours bad, especially if there are a lot of them?  Perhaps the devil is not in the density, but in the design of how we build the buildings and the space around them.  What if we built exciting spaces and ensured the services were on hand – like schools, LRT – to create viable neighbourhoods.  Viable from a social, environmental and fiscal perspective.  We have yet to really pay for all this space we are enjoying.

Assumption 4:  School boards don’t build cities – City Hall does. Schools have an absolutely critical role to play in physically building cities – look at the schools and green spaces everywhere.  They also play a key role in supporting the well-being of neighbourhoods. Schools are critical formal and informal gathering places that help make a neighbourhood healthy.  A school board’s decisions are critical.  They are not isolated from everyone else’s actions.  Our city builders include school systems (secondary and postsecondary), health systems, energy and water systems, city hall, and our builders and developers.  No one entity or initiative works completely in isolation – they all have a piece of the neighbourhood puzzle.

What if we switched those assumptions for the following principles in decision making at many scales (from citizen up to a large city network of organizations):

  1. Use current infrastructure before building new
  2. Create and design for exciting spaces where people want to spend time
  3. Bring nature to the people and people to nature
  4. Create and support a transportation system that moves people and goods efficiently (rather than the most cars/trucks efficiently)
  5. Integrate the interests and dreams of citizens, community organizations, our city institutions and our city builders
  6. Consider the cumulative costs of our city design choices – actively seek feedback on our choices

I suspect that these principles seem innocuous, but they are not when we  have the feedback systems in place to truly understand if our actions are in line with our goals.  The City of Edmonton, in creating and providing open source data, is providing a critical feedback loop for Edmontonians to understand how the city we are creating works.  There are exciting conversations ahead in Edmonton’s future.

Our collective actions -as  citizens, community organizations, school systems, business owners, city government, health providers, developers, builders, realtors, home buyers, etc.  - create our city.   Is it the one we want?

I wonder if the evidence shows that we are getting what we want, or if we are getting what “just happens.”

http://www.edmontonjournal.com/news/edmonton/schools+meet+suburbs+needs/3067140/story.html ttp://www.edmontonjournal.com/news/school+map/3056784/story.html

auto-matic impact

we transport

from land to land

by moving

with auto-matic impact

the dice are loaded for the car

in the city we’ve been building for 100 years

awake or not

in a perfect world we’d plan

simultaneously

staging practical problems

coincidentally

to shift the dream from

white picket fences

with exemplars built from opportunity

trusting in learning and adapting

striving for alternative

futures, knowing risks

of doing nothing

the style of life we choose is up to us

by design

(harvest from Eric Miller’s presentation September 28, 2009 with the City-Region Studies Centre, University of Alberta)

The Audacity of the Autocity

If you build more roads, they will be immediately filled with cars. So think about how people move around and the options you can provide to them.  This is one of the messages I gleaned from the latest installment in the speakers series hosted by the U of A’s City-Region Studies Centre.  The presenter was Eric Miller, a professor of civil engineering at the University of Toronto, and the Director of U of T’s Cities Centre.

We have been building autocities for 100+ years in Edmonton.  There is no denying the impact the car has had on how people move from place to place in their communities.  The car is prominent in new subdivisions, where the home is attached to the two-car (minimum) attached garage.  The car is prominent in our investment in freeway construction.  The car is prominent in older neighbourhoods as we complain about the state of potholes.  The car is prominent as we move all over the city to get to the services we need.   The car is prominent as we complain about how many cars are out there with us and the time it takes to get to where we want to go.  The car is prominent as municipal and provincial capital budgets are consumed by the need to create and maintain roads.   The car is prominent in the declining health of people – and Earth.   The car is even prominent in government efforts to revitalize failing economic systems.

Please do not infer that I am against the car – I own a car and I enjoy it.  I have to confess that I am hungry for some balance, however.  And this requires rethinking how we think about our city experience and providing transportation options.  As my engineer friend would put it: mode split.

First question is why would a city want to look at transportation options.  Immediate response is that the more people use alternatives to the car, there is more room on the roads.  Providing options actually makes the investments we have made more effective.  Further, providing options improves the health of people in cities by creating opportunities to walk or wheel to some of our destinations.  Or carpool or use public transportation, which decreases pollution levels, hence our health again.  All of these improve the bottom line for municipal budgets – less money spent on building endless bigger and bigger roads and bridges (that we eventually add to the list of capital assets that we have to maintain when cities have difficulty maintaining what we already have).

The big question is around what will it take to generate viable opportunities?  Again, it means rethinking what we think about the city by asking what it will take to make the options viable.  We should be asking ourselves what makes a place worth walking in?  What makes a place safe to cycle in?  What are the destinations that need to be on the LRT line for me to want to use it?  What makes a place worth living in?  This isn’t about what comes first, the planning or the engineering.  They ought to occur simultaneously – this is the new conversation.  That is the ultimate form of planning.

There are questions that should be explored in every planning decision –  Are the connections within communities created and strengthened?  Are places to enjoy the city and each other created and strengthened?  Are our choices in the city healthy for us?