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Showing posts with label Canada. Show all posts
Showing posts with label Canada. Show all posts

Saturday, August 31, 2019

Revisiting Urban Planning in Developed Countries

By Pietro Garau

The purpose of this paper is to describe urban planning trends in the so-called “developed countries”. And indeed, the countries under examination will be precisely those still falling under this category. Throughout this paper, however, the vast region to which they belong will be referred to as “The North”. One reason for this is that, to this author as well as to many others, it is increasingly difficult to define to what kind of end state the terms “developed” and its complementary one, “Developing”, should represent, or aspire to. When the term was coined, it was universally believed that development referred largely to the improvement of economic performance. Then, in 1989, came UNDP’s historic definition of “human development”, which expanded the concept of development to include such factors as educational attainment, health, and gender parity. After that, we began to see that “development” was a moveable object whose contours depended on the bundle of indicators chosen to define and measure it. 


France, Strasbourg

More about urban planning and policy making:

Friday, July 8, 2016

Toward an understanding of children’s perceptions of their transport geographies: (non)active school travel and visual representations of the built environment

By Caroline Fusco, Fiona Moola, Guy Faulkner, Ron Buliung, Vanessa Richichi

Environmental measures that are designed to facilitate changes in opportunities for active school transport (AST) do not often account for individuals’ interpretations of the built environment (BE) in different urban contexts. The Built Environment and Active School Transport (BEAT) project was undertaken to explore the ways in which the transport-BE interface gives rise to the use of active or non-active travel modes as the primary travel mode for school trips. We wanted to know how children experienced and understood the transport-built environment relationship. We selected four Toronto elementary school sites in areas that differed with respect to socio-economic status and built environment. We conducted photovoice interviews with 41 children, 21 who walked to/from school, and 20 who were driven. Adopting a thematic analytic approach, this paper examines the similarities and differences in the visual narratives of children’s transport geographies and discusses some of the benefits of using photovoice with children in a study of the transport-built environment relationship.

2014 Walk to School Day



more about sustainable urban transportation:

Friday, December 7, 2012

Lecture on sampling methods by Prof. Murtaza Haider

Defining the sample size is of great importance in the precision of the surveys. This issue is used in transportation and urban planning observations. Pof. Murtaza Haider from Ryerson University in Toronto, Canada explains about this topic in a lecture in the following video.


more about quantitative observations in urban transportation planning:

The Causal Influence of Neighborhood Design on Physical Activity Within the Neighborhood: Evidence from Northern CaHfornia

Urban Travel Route and Activity Choice Survey (UTRACS): An Internet-Based Prompted Recall Activity Travel Survey using GPS Data

Thursday, April 19, 2012

Sustainable Urban Transportation A Winning Strategy for Canada

by Anne Golden and Natalie Brender

As The Conference Board of Canada noted in Mission Possible: Successful Canadian Cities, the fate of Canada’s cities is intimately bound up with the long-term prosperity and sustainability of the country as a whole. Among the core elements that make cities successful, efficient urban transportation networks are pivotal on several fronts. They are key to business investment and growth, since companies depend on the efficient movement of workers and goods around urban areas to maintain their competitiveness. And from a social and environmental perspective, the construction of integrated mass transit systems across urban regions provides an eco-friendly way for workers to commute to jobs in a reasonable length of time. This is particularly important as job locations shift from the downtown core (which is comparatively well served by existing mass transit systems) to dispersed suburban centres scattered throughout urban regions (which are extremely difficult or too distant to access by public transit, especially for workers commuting from one suburban region to another).
Opting for public transit is a winning strategy that increases the appeal and competitiveness of metropolitan regions. Public transit also has several positive spin-offs in terms of reducing traffic and improving the quality of life and health of citizens. Finally, public transit plays an important social role and for many households it represents an affordable and accessible means to get around the city.
The beginning of 2007 has seen a reinvigorated debate about public transit and its funding, stemming from several important developments. The 2006 census confirms an ever-increasing number of Canadians living in urban areas—and a large proportion of that growth is located in suburbs and so-called “edge cities” rather than city cores. With these areas growing by 11 per cent between 2001 and 2006 (a rate twice the national average), worries about suburban sprawl and commuters’ quality of life have been underscored. In March, the Federation of Canadian Municipalities (FCM) and its Big City Mayors’ Caucus urged the federal government to create a national transit strategy that would boost federal transit funding to meet both environmental and competitiveness goals. March also saw the unveiling of the Toronto Transit Commission’s plan for a $2.4-billion light rail system that would comprehensively service the entire urban region—funding that has yet to be secured.


similar posts about public transportation:

Increasing the Quality of Public Transport in Prague

Dortmund Light Rail Developments, Germany

Sydney: monorail soon to be scrap metal?

Back to Basics for Detroit Light Rail

Tehran and the challenges of a metropolis in the millennium

Tuesday, April 3, 2012

Municipal Finance and the Pattern of Urban Growth

by Enid Slack

Canada’s rapid urbanization makes it necessary to achieve a balance between urban growth and the protection of farmland, open spaces, and environmentally sensitive areas. Many people believe that achieving this balance requires compact development, rather than urban sprawl, partly because the cost of providing municipal services is higher in low-density, outlying developments than in high-density developments within the central city.
Cities can and do use planning tools to influence the location, type, and density of development. But they should not ignore the significant potential impact of revenue-raising tools. At least, these tools should not encourage sprawl.
Yet empirical studies show that the property tax, Canadian local governments’ main source of revenue, sometimes encourages low-density development. A regime that does not match property taxes with services received has the potential to reduce property improvements and the density of development and is likely to affect some decisions about business location.
User fees can be an effective tool for achieving a desired development pattern if they are correctly applied, which rarely occurs in Canada. Development charges also have the potential to encourage the efficient use of land and infrastructure. They must, however, be structured to reflect the full costs and benefits of development. In the absence of such charges, developers consider only their own costs and benefits, not the impact on the city’s costs of providing services. Even a charge applied uniformly across the city can encourage inefficiency: developments that impose higher municipal costs (usually developments on the fringes) end up being subsidized by those that incur lower costs (usually developments in existing, high-density neighborhoods).
Overall, cities should remove distortions in the property tax system, eliminating the overtaxation of apartments and commercial and industrial properties relative to single-family houses. And they should set user fees and development charges so they do not work against planning objectives.

Suburban sprawl in London, Ontario, by DenisGiles

more about urban sprawl:

Three Urbanisms: New, Everyday and Post

Affordable Housing - theoretical utopia or achievable reality

The nature and causes of urban sprawl: a case study of Wirral, England

From Suburb to City: An Opportunity Born of Necessity

Do We Really All Have To Live Like New Yorkers? Does Density Matter?

Five Myths About Sprawl: a review of "Sprawl: A Compact History"

SOME REALITIES ABOUT SPRAWL AND URBAN DECLINE

Friday, February 24, 2012

A Year in Five Minutes: Vancouver 1978


The first 15 Vietnamese refugees from the Hai Hong arrived in Vancouver in November 1978. The Hai Hong, journalist Kevin Griffin wrote, was a “rusty old  freighter anchored off the coast of  Malaysia, unable to unload its human cargo. Hung over the side of the boat was a sign in English: ‘Please Rescue Us.’ Captured by television news cameras, it was an image that showed up on TV sets in living rooms in Europe, the U.S. and Canada. Images of hungry and homeless refugees stuck on what amounted to a floating casket also tweaked the conscience of thousands of Canadians. Vancouverites were no different . . . Former Saigon resident Tzee Kok Wu told of leaving in such secrecy that he was contacted about the boat’s departure only an hour before it left. Wu and his four brothers and sisters made it in time but their parents were delayed a half hour and were left behind. Wu told of being so crowded aboard the boat, he could only sit because there wasn’t enough space to lie down. Of the 2,500 refugees crammed aboard the Hai Hong, about 600 arrived in Canada; 150 eventually arrived in Vancouver.”

Downtown East Side - Van. 1978, photo by Mikey G Ottawa


mroe about Canadian cities:

Skyline photos of Montreal, Canada (2)

Skyline photos of Calgary, Canada (2)

Skyline photos of Calgary, Canada (1)

Pedestrian (and stroller) priority in Vancouver

The Case for Bike-Share

CN TOWER A Monument to Canadian Architecture

Can Ontario deliver the continent's best land-use plan?

Thursday, February 23, 2012

Skyline photos of Montreal, Canada (2)

Skyline of Montreal, Canada, photo by RemotelyBoris

Skyline of Montreal, Canada, photo by Aidan Whiteley

Skyline of Montreal, Canada, photo by tomdz

Skyline of Montreal, Canada, photo by Aidan Whiteley

Skyline of Montreal, Canada, photo by stephengg

Skyline of Montreal, Canada, photo by champmol

Skyline of Montreal, Canada, photo by thoth188

Skyline of Montreal, Canada, photo by dafyd
more skyline photos:

Skyline photos of Vancouver 1

Skyline photos of Rotterdam, The Netherlands

Skyline photos of San Diego, California

Skyline photos of Portland, Oregon 1

Skyline photos of Marseille, France

Skyline photos of Hamburg, Germany 1

Skyline photos of Madrid 2

Skyline photos of Calgary, Canada (2)

Calgary skyline, photo by JMacPherson

Calgary skyline, photo by Sean_Marshall

Calgary skyline, photo by Lomacar

Calgary skyline, photo by woychukb
Calgary skyline, photo by Donnay

Calgary skyline, photo by Donnay

Calgary skyline, photo by Muffet

Calgary skyline, photo by Ricky Romero
Calgary skyline, photo by Eric Fortin

Calgary skyline, photo by .Kai
more skyline photos of major Canadian cities:

Skyline photos of Calgary, Canada (1)

Skyline photos of Vancouver 1

Skyline photos of Montreal 1

Friday, February 10, 2012

The World's 7 Most Bike-friendly Cities

via momondo

Bike capital of the world; 40% of Amsterdam’s traffic is by bicycle and the 750.000 residents own an estimated 600.000 bicycles. Bikes are by far the most popular means of transport, partly due to that fact that it’s almost impossible to drive a car around the narrow streets with canals, and due to the high price of parking – if you are lucky enough to find a spot to park.
Just about everybody cycles in Amsterdam – and it’s not unusual to see mothers, 2 kids and shopping all on the same bike. With its extensive network of routes dedicated to cyclists, plenty of places to park (Amsterdam is building a 10.000-bike parking garage at the main train station) and its bike culture, Amsterdam is a great place to cycle.
...
photo by korafotomorgana

With a vibrant bike culture, I'm not sure that many Copenhagerners agree that Amsterdam is the world's bike capital. Approximately a third of Copenhagen’s resident’s cycle to work daily – including myself. With an extensive network of dedicated paths, separated from the main road – including traffic lights specifically for cyclists – cycling is a quick and practical way to get around.
The local council is planning to on doubling its spending on cycling infrastructure during the next couple of years, and already parts of town are car-free and taking a bike for free on the subway system enables you to cycle further afield.
To encourage tourists to enjoy Copenhagen by bike, the city provides more than 2000 public bicycles, which can be found throughout the downtown area. Simply deposit 20 dkr to unlock your bike from one of the 100 cycle racks and enjoy your trip. Your money is refunded, when you return the bike to one of the racks.



more about bicycle planning:

Paris to Allow Cyclists to Run Red Lights

BEST PRACTICE IN FACILITATING AND PROMOTING ACTIVE TRAVEL

Bicycle Use and Safety In Paris, Boston, and Amsterdam

Bicycle policies of the European principals: continuous and integral

Innovative Urban Transport Concepts Moving from Theory to Practice

Metroradruhr: Germany's Ruhr Valley Inter-City Bike Sharing

Bike Share: A slice of Paris in Chicago


Friday, January 27, 2012

Can Ontario deliver the continent's best land-use plan?

by Kaid Benfield

I’m fond of saying that the best-conceived plan for managing growth and development in North America is the Places to Grow framework adopted by the province of Ontario, Canada.  Constructed pursuant to enabling legislation adopted by the province in 2005, Places to Grow addresses the future of a New Hampshire-sized region around and including Toronto, Canada’s largest city, and Hamilton, its 8th-largest.  Called the “Greater Golden Horseshoe” for its bending shape around the western edge of Lake Ontario, the region also touches Lake Erie and the Georgian Bay that extends from Lake Huron.
I was fortunate enough to be invited to participate in some of the planning sessions for Places to Grow, and in 2007 I wrote that it was the best land-use plan I have ever seen.  I’m still not sure that I have seen a better one, at least in concept:  the plan, if fully implemented, will channel growth to the places within the Horseshoe region where environmental impacts will be reduced compared to an unmanaged scenario, as well as to places, including distressed inner city neighborhoods, that would benefit from more investment, jobs and people.
The Horseshoe region is forecast to grow by 3.7 million people (a 47 percent population increase) and 1.8 million jobs by 2031.  It is already home to a quarter of Canada’s population and will soon be the third-largest urban region in North America.  Imagine the consequences if development is allowed to spread all over the land, without good planning.  Imagine the lost landscape, the additional roads and traffic, the pollution, the lost habitat, the global warming emissions.

Toronto, Canada, photo by Sweet One

more about Canada:

CN TOWER A Monument to Canadian Architecture

From Revitalisation to Revaluation in the Spence Neighbourhood

Skyline photos of Montreal 1

Graffiti photos of Vancouver 1

On defining "Sprawl"

For the Record: The First Women in Canadian Architecture

Master of Urban Design Studies- University of Toronto

Friday, January 20, 2012

CN TOWER A Monument to Canadian Architecture


Towering above the Toronto, Ontario, skyline like a giant needle piercing the sky, the CN Tower rises 555.3456 metres (1,822 feet 1 inch) from the shores of Lake Ontario, entering itself into the record books as the world's tallest free-standing structure. (There are other taller stuctures in the world, but they are not self-supporting.)
Sprouting out of the earth like a three-pointed star, the 'steel-reinforced, lost-tensioned concrete' structure tapers to the base of the Sky Pod 365.76 metres (1,200 feet) above the ground. Glass-front elevators whisk visitors up the outside walls of the tower in just over one minute as they watch the earth disappear below them and the horizon stretch out before them. As they step out into the lower observation level, a 120 km (75 mile) vista greets them.
CN Tower, Toronto, photo by jphilipg
The Sky Pod is actually seven separate levels, including broadcast facilities, a revolving restaurant, and two observation levels. One level is fully enclosed for the more 'faint-of-heart' visitors, offering them at least a feeling of security, while the other is partially opened, allowing visitors to fully experience the sensation of dizzying heights by looking down along the 'Y' legs of the tower.
Looking north, the city of Toronto appears as a scale model with the tallest skyscrapers pointing upwards far below. Toward the south (and during perfect weather conditions) the city of Buffalo, 158 km (98 miles) away as the crow flies, can be seen.

read more
CN Tower, Toronto, photo by francois.sorrentino

CN Tower, Toronto, photo by Jonathan Ziapour

CN Tower, Toronto, photo by compscigrad
CN Tower, Toronto, photo by rsambrook

CN Tower, Toronto, photo by Ana Paula Prada



more posts about architecture:

A new architectural landmark in Barcelona: Torre Telefónica Diagonal ZeroZero by EMBA

Montjuic Communications Tower built for the 1992 Olympics in Barcelona

The Professional Practice Of Landscape Architecture: A Complete Guide To Starting And Running Your Own Firm

For the Record: The First Women in Canadian Architecture

Performance Architecture: The Art And Science Of Improving Organizations

Ebook: Service-oriented architecture: A planning and implementation guide for business and technology