While the City's traffic department sounds confident in its assertions, its recommended guidelines on lane widths are in stark contradiction to what we know from traffic engineering and safety studies. Narrower lane widths by default have higher accident rates. Even more disconcerting is the City's backgrounder on lane width guidelines, which states that traffic "throughput is independent of speed." Nothing could be more wrong about traffic flow than this statement.
Unlike the past, when professionals led transport planning in Toronto, transport planning today has become the exclusive purview of poorly informed politicians. To have any chance of addressing gridlock, transit planning has to start with professionals who actually understand real needs and alternative solutions before political choices are made.
There are many other policy implications that come with the spread of slower, safer city bikes -- here in B.C., a big one is around mandatory helmet laws. Many such laws were passed at a time when fast, forward-leaning cycling was the norm, and safe bike infrastructure was virtually non-existent. When drifting along at a walking pace, in an upright position, on a dedicated cycle track, the notion of legally requiring head protection certainly changes.
Some transit experts argue that commute times by high-speed rail transit are shorter. It is true for individual trips, but not for the entire communities. Commuters in transit-dependent communities, with ready access to subways, can take faster transit to their destinations, however shorter duration trips are enjoyed only by those whose trip lengths are shorter. With $29 billion in transport infrastructure spending already earmarked for Ontario, Steven Del Duca and Kathleen Wynne, will receive tons of unsolicited advice. They should, however, base their investment decisions on sound analysis rather than conjecture.
You don't hate your commute, it's your job. A Statistics Canada survey revealed that workers who disliked their jobs were much more likely to hate their commutes than those who liked their jobs. Our hatred of the morning commute may be driven by our unsatisfactory jobs. Extensive surveys of workers in Canada have revealed that our love-hate relationship with daily commutes is much more nuanced than what we had believed it to be.
The perceived broken window theory is that poorly maintained areas lead to vandalism and increasingly more serious crimes. Creating well-lit, walkable communities that encourage pedestrian traffic and neighbourly interaction, as well as cycle path safety are critical in building a civic pride culture that will reduce crime.
Today, close to 70 per cent of all Canadians live in suburbs. Most bought homes early in their adult life. Most raised families. And many are now living alone or with an aging spouse in houses designed for four to six people. The kids have grown and left, so nearby schools are unsupportable, too. Even the strip malls are failing as old neighbourhoods hollow out -- as young buyers head to ever-more distant points in search of the latest "cheap" development.
For 40 years or so, the economic forces of this global economy have reshaped, physically and socially, too, cities around the world and even delivered some, once mighty, into bankruptcy. Witness Detroit. Here in Toronto, vast expanses of our car-oriented post-war suburbs have become food, transit and social service deserts with scarce opportunity for employment,
When it comes to urban sustainability, cities in the U.S. and Canada are employing innovative programs and policies to improve the health and well-being of residents and their local environments. But (with some notable exceptions, such as Vancouver and Calgary) no successful rapid transit infrastructure projects have been built in Canadian cities for decades.
The City of Vancouver has ignored how quickly digital moves in terms of technology, trends, opportunities for citizen empowerment and needs for infrastructure. For the digitally advanced, Vancouver will continue to be behind the times. For the average citizen, very little change will be seen or felt.
Density can be the most controversial aspect of how cities and communities are planned. But smart and successful cities worldwide are now tackling "the D-Word" head on, and looking to model cities who have learned how to do density well, often with the scars to show for it. Vancouver is such a city.
At this time of year, most of us are thinking hard about New Year's resolutions to make our personal, family and professional lives better. But before we finalize the list of losing weight, balancing our household finances, or cleaning out that back closet, what if we picked a few that could improve our lives, while ALSO improving our cities, towns and communities?
What last week illustrated is that even Vancouver — not really a winter city in the common use of that title — needs to think more about our ability to handle tougher winter conditions. With the weather being less predictable, and frequency and intensity of storm events getting worse with the consequences of climate change, anticipating and designing for unusual weather conditions is going to be the new normal for all of us.
Municipal politicians are in positions in which they may abuse the public trust. These controversies should be a launching point for a broad discussion of how to improve municipal governance. Canadian cities need a new model, and for accountability, transparency, and efficiency, there is no better governance model than that in Phoenix, Arizona.
On top of loving to dress up each year, Halloween is my favourite holiday because it's the most dependent on how we design and build our communities. In city planning and design, there's an old saying about the "Trick-or-Treat Test." It's often brought up in the context in suburban home design: Can kids easily find the front door to your house, or must they poke behind the huge multi-car garage, past the parking asphalt, to ring your bell?
The truth is that many downtowns are currently not great places to raise families, because they aren't designed to be. It's a self-fulfilling prophecy. A city and building industry gives up on kids downtown, so no one designs and plans for them. No schools. Little daycare. No playgrounds, facilities or basic public environment to make downtown kid or teenager-friendly. Most importantly, no homes built to actually fit a family. Perhaps a couple, but as soon as baby comes, they start planning the move. This perpetuates the myth that families would never want to live downtown.
Buying a property in a neighbourhood that is in the early stages of such a process is generally considered one of the best ways to build equity in terms of real estate investments. The media constantly runs stories along these lines. Unfortunately however, they couldn't possibly be further from the truth.