Sector:

Transportation [1]

Focus:

Community-wide [2]

Community type:

District/Region [3]

Large city [4]

Mid-sized city [5]

Resort community [6]

Rural/Electoral [7]

Small community [8]

Tabs

What

Sustainable Transportation

Transportation planning can help to create efficient transportation choices, and also to reduce GHG emissions. Emissions from the transportation sector have grown 42% since 1990 and made up 37% of BC’s total GHG emissions in 2005. Within the sector, 60% of these emissions came from road vehicles, and most of the road vehicle emissions came from light passenger vehicles (motorcycles, cars, pickups, minivans, and SUVs). [1]

While local governments have limited influence over vehicle fuel consumption, they have significant control over land use planning [9] which shapes street patterns, transportation choices and distances driven for years to come. They also play a major role in transportation planning, which is closely linked to land use choices. Well-integrated land use and transportation plans can maximize the benefits of public and private investments in buildings and infrastructure and support energy-efficient choices for getting around. Compact land use is a “permanent climate benefit that compounds over time.” [2]

Linking Sustainable Land Use and Transportation Planning

BC’s explosive 42% growth in greenhouse gas emissions in transportation since 1990 can be attributed largely to more vehicles, higher sales in lower efficiency light trucks over conventional cars, and an increase, peaking in 2002, in total kilometres driven. However, a government report suggests that a recent reduction in total distance driven could be explained, at least in part, by more compact development near public transit service in the Lower Mainland. [1]

The Conference Board of Canada “recommends that provincial and local governments pursue integrated land use and transportation planning at the local and regional levels [to] accommodate growth through intensification rather than low density sprawl.”[3] This direction is reflected in the Local Government Act’s authority and purpose for a Regional Growth Strategy (Section 849 (2)) and an Official Community Plan (Section 875).

The North Shore Neighbourhood Plan, City of Kamloops, includes a 'before and after' visualization of a green street retrofit, which would encourage active transportation (cycling, walking)./ City of Kaloomps. Sustainable transportation planning involves ‘wearing the shoes’ of a pedestrian, a cyclist, an automobile driver, a transit rider, etc. to understand their needs and preferences. It links a variety of transportation modes (walking, cycling, transit, as well as driving) at several different scales (neighborhood, community, region).

Smart transportation strategies form part of sustainable transportation plans. Three strategies that local governments can pursue are outlined below:

Transportation Demand Management (TDM)

Transportation Demand Management is a collection of policies, programs, and services that increase transport efficiency by influencing how, when and where people travel; and encouraging more efficient travel patterns. Local governments generally evaluate and then select a combination of TDM strategies for implementation.

TDM strategies strive to reduce traffic congestion, air contaminants, and greenhouse gas emissions while improving air quality and personal mobility. They can reduce the number of people driving alone by shifting demand to carpooling, transit, cycling, walking and teleworking. TDM can also shift travel demand from peak hours and congested routes to times and locations that are less busy.

Resources

[10]The Fraser Basin Council's Transportation Demand Management: A Small and Mid-Size Communities Toolkit. [10] [11]The toolkit (download) [12] [11]is divided into reader-friendly sections, beginning with an introduction to transportation demand management (TDM) and what it takes to implement a TDM strategy. There are also 10 TDM case studies of small and mid-size BC communities. These illustrate successful bicycle and active transportation programs, intercommunity transit, carpooling, car-sharing and parking strategies. The toolkit shows how to start a TDM initiative and how to turn it into a comprehensive program, offering helpful resources and contacts throughout.

The Victoria Transport Policy Institute [13] has a comprehensive TDM encyclopedia including strategies for small and rural communities [14] The Central Okanagan (BC) Communities (City of Kelowna, Regional District of the Central Okanagan, Westbank First Nation) have developed a highly regarded TDM program [15] with an annual budget of $75,000 per year; it includes a focus on active transportation, transit promotion and social marketing to encourage mode shift. The City of Kamloops has woven a TDM program into their Travelsmart Program.

Carsharing is designed to replace car ownership for people who do not need to drive to work every day, and to significantly reduce congestion and greenhouse gas emissions. Visit The Carsharing Association [16] for more information.

Transit Oriented Development (TOD)

Transportation Oriented Development includes a mix of public (10-15%), commercial (10-40%) and residential (50-80%) land uses. / IBI Group for Federation of Canadian Municipalities, 2008. TOD locates higher-density residential and commercial development in close proximity to a centralized transit station or transit corridor. TOD neighbourhoods are pedestrian-friendly and include other design features that facilitate transit use and encourage other active transportation choices.

TOD involves regional, local and neighbourhood-scale planning. The Central Okanagan Smart Transit Plan [17], includes transit-supportive planning guidelines for each scale. The appendix includes a checklist of TOD characteristics.

Existing transit-supportive areas (e.g. downtown, commercial areas) are key areas for intensification using TOD design principles. This could involve the infill of underutilized parcels, or the redevelopment of low-density and/or derelict properties. More populated streets will support additional transit routes or upgrades. Locating infrastructure like a Transportation Hub in an existing higher density area is another way to build support for transit use.

TOD principles can be applied in communities of all sizes. Basic transit service requires density thresholds of 6 residential units per acre and 25 employees per acre in commercial centres [4]. Upgraded transit service can be justified at 15 units per acre which equates to a mixture of ground-oriented townhouses and low to mid-rise walk-up apartments. One small town transit successes story comes from Quesnel BC [18], where transit ridership has increased 20% each year for five years through local Council commitment to transit service. In Canmore, Alberta, a transit feasibility study using sustainable Transit Implementation Guidelines for Small Canadian Municipalities [19] estimated GHG reductions of 100 tonnes or more per year (10 kg per resident) compared with a "no transit" option.

Resources

Central Okanagan Smart Transit Plan [20].

Grid Street Pattern for Efficiency

An efficient street layout, like the grid pattern, can make trips shorter and more efficient. The contrasting sprawl layout with curvy streets is more conducive to automobile trips, increasing emissions. / IBI Group for Federation of Canadian Municipalities, 2008. A street pattern endures for centuries and greatly affects how people and goods move around. The grid street pattern is an efficient layout that results in lower GHG emissions. It makes trips shorter than those on curvilinear street designs and provides more connections between streets. A well-connected street network supports transit use and, in combination with other design and land use features, makes walking and cycling more attractive. A grid is also cheaper to build and maintain than a curved road pattern, as it minimizes road distances.

By design, a wise street layout cuts down on GHG emissions on a long-term basis: Driving distances are 24 to 50% less in neighbourhoods with a grid layout for streets and mixed uses than in residential neighborhoods with large blocks and cul-de-sacs. [8] The fused grid pattern [21], a variation on the traditional grid pattern of older North American cities, is recommended as a more sustainable approach than either the grid or curvilinear design in research sponsored by the Canada Mortgage and Housing Corporation.

To support grid street patterns, opportunities include:

Development approvals - requiring a closely spaced grid pattern of arterial, collector and local roads on new subdivision plans, rather than loops and cul de sacs; [6]

Transportation planning - continuing arterial and collector roads across and between neighbourhoods; providing direct routes for buses, cyclists and pedestrians

Neighbourhood planning - designing or retrofitting the layout of neighbouroods on a grid system for minimal travel distance and convenient routes to transit stops, and walkway connections through or between sites and blocks.

In addition to the street layout, on-street design is important for transportation choice and efficiency.

Community Examples

Kelowna put emphasis on sustainable modes of transportation including cycling in the Infrastructure section of their OCP [22] as well added bike network data to GIS system and provided info to Google for cycling trip planner: SmartTRIPS active transportation program [23]
Transportation Strategic Plan [24] is the City of Surrey’s long range planning document shows how transport, in its widest sense, has a part to play in key policy areas such as the environment, land use, economy, safety and health.
Nelson's Active Transportation Plan [25]demonstrates an understanding that the consolidation of existing policies and guidelines relating to Active Transportation and synergizing the plan with the vision and goals of the new OCP will ensure further progress is made towards creating a healthy, vibrant and sustainable Nelson community.
The City of Prince George [26] developed the Active Transportation Plan to guide the development of a continuous, safe and enjoyable Active Transportation Network

[Use the tabs above to learn WHY this sector is important in GHG management and HOW you can reduce emissions in transportation.]

[1] B.C. Ministry of Environment. 2007. Environmental Trends in British Columbia: 2007. State of Environment Reporting. Victoria, B.C. http://www.env.gov.bc.ca/soe/archive/reports/et07/EnvironmentalTrendsBC_2007_fullreport.pdf [27] pp. 152-156

[2] Ewing, Bartholomew, Winkelman, Walters, and Chen. 2008. Growing Cooler: the Evidence on Urban Development and Climate Change. Urban Land Institute.

[3] Natalie Brender and Anne Golden, 2007. Sustainable Urban Transportation: A Winning Strategy for Canada. Conference Board of Canada.

[4] Victoria Transportation Policy Institute, OnLine TDM Encyclopedia, http://www.vtpi.org/tdm/tdm45.htm [28] “Transit Oriented Development”

[5] Sorensen, 2008. Fact Sheet – the Bicycle, from Seven Wonders for a Cool Planet, Sierra Club Books

[6] Master Municipal Construction Association (MMCD), 2005, Green Design Guidelines Manual, http://www.mmcd.net/downloads/24093-GreenDesignGuidelines-Sept1-05.pdf [29]

[7] Canadian Institute of Transportation Engineers, 2004, Promoting Sustainable Transportation Through Site Design

[8] Reductions range from 20 to 50 percent in VMT, reflecting findings from a variety of case studies, see: Souza and Hirschorn. 2001. New Community Design to the Rescue Fulfilling Another American Dream National Governors Association

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Why

Why Sustainable Transportation Choices are Smart

More and more sustainable transportation choices are being implemented in BC. This trend is already starting to bend BC’s GHG trajectory in the right direction. The multiple benefits of taking action include:

Sustainable transportation options in small communities: bike lane as part of a regional trail network, Lochside Drive, North Saanich. Bike lanes along corridors without sidewalks also provide a safe route for pedestrians. / Luton Fickr, 2006.

Sustainable transportation options in large communities: highlighted and informative bike lane offers a safer way to the cyclist in Downtown Vancouver / Peter Stary

Reduced Infrastructure Costs

A community with fewer new roads will have a lower capital budget and spend less on roads operations and maintenance. This frees up funds for other community needs.

Compact development in a community requires significantly less new road infrastructure than servicing a sprawling pattern. US research suggests savings of around 11% on capital outlays for road infrastructure and annual savings of about 4% on operations and maintenance by "shifting to a modestly more compact development pattern." [1]
Fewer new arterial roads are needed when growth is concentrated in existing areas, rather than extending to undeveloped land. This may reduce the need for Development Cost Charges to fund roads infrastructure or provide an opportunity to waive or reduce Development Cost Charges in the area of compact new growth. The authority to do this is found in Section 933.1 [31] of the Local Government Act.
It costs as much as twenty times more to support a passenger kilometre of automobile traffic compared to one of bicycle traffic. [3]

Reduced Energy Costs

It costs less to live in a place that has convenient transportation choices. Rising energy costs will increase the popularity of places that offer and encourage low-energy transportation options, a compact community layout, good transit, and active transportation routes. Single occupant cars emit the most GHG emissions per passenger - km. / IBI group and Canadian Institute for Transportation Engineers, 2004.

One study found that households in more automobile dependent communities devote over 20% of household expenditures to ground transportation (over $8,500 annually), while those in communities with more diverse transportation systems spend less than 17% (less than $5,500 annually). [4]

Canadian consumer spending on gasoline is rising rapidly. In the first quarter of 2008, Canadians spent 3.8% of their disposable income on gasoline, up from 2.9% in 2002. This compares with the previous record highs of 3.3% in the early 1980s, when gas prices spiked. [5]

Compact urban areas – with less energy intensive transportation choices – are more resilient to the mounting costs of rapidly rising gas prices.

Health Protection

By some estimates, as many British Columbians die from air pollution each year as from traffic accidents. Reducing greenhouse gases from transportation sources reduces air pollution and has a positive impact on population health. [2]
Even moderate physical activity can reduce the risk of premature death, heart disease, obesity, high blood pressure, adult-onset diabetes, osteoporosis, stroke, depression and colon cancer. So having alternatives to the car to get around is also good for health.[8]
Walking trips can increase to 20% in mixed use neighbourhoods, even if high-quality transit service is not available. [7]

Environmental Protection

Adding one mile of additional highway lane increases carbon emissions by more than 100,000 tonnes over 50 years, and greatly outweighs the temporary benefit of congestion relief. [6] TDM strategies and compact development have better results.
Paved areas absorb solar energy, create heat islands, exacerbate smog, and increase energy requirements for air-conditioning. Given these impacts, it makes sense to minimize paved areas like roads and parking.
People drive 30% less when they live in places with twice the density of low-density sprawl areas, a diversity of uses, accessible destinations, and interconnected streets. Five to ten times more of their trips have zero emissions (walking and cycling), than auto-dependent communities. [9]
Five to ten percent of urban automobile trips, most of them short distance, can reasonably be shifted to non-motorized transport. This is significant for GHG reduction because short trips have proportionately higher emission and fuel usage per kilometre. [9]

[Use the tabs above to learn HOW you can reduce emissions in transportation.]

[1] Munro and Puentes, (2004). Investing in a Better Future: A review of the Fiscal and Competitive Advantages of Smarter Growth Development Patterns [32], Brookings Institution and Center on Urban and Metropolitan Policy, pp. 24-26
[2] As reported in Gage and Saha, (2006). The Clean Air Bylaws Guide, West Coast Environmental Law,

[3] Sorensen, 2008. Fact Sheet: The Bicycle, from Seven Wonders for a Cool Planet, Sierra Club Books,
[4] Victoria Transportation Policy Institute, Online TDM Encyclopedia, http://www.vtpi.org/tdm/tdm66.htm [33]
[5] Cross and Ghanem. August 2008. Over a Barrel? Canada and the Rising Cost of Energy, in Canadian Economic Observer. Statistics Canada.
[6] Williams-Dery, (October 2007). Increases in Greenhouse Gas Emissions from Highway Widening Projects, Sightlines Institute
[7] Ewing, Bartholomew, Winkelman, Walters, and Chen. 2008. Growing Cooler: the Evidence on Urban Development and Climate Change. Urban Land Institute
[8] Go for Green Fact Sheets: Making the Case for Active Transportation (2000), at Built Environment and Active Transportation, Resources & Useful Links http://www.physicalactivitystrategy.ca/index.php/beat/links/ [34]
[9] 2007 Natural Capitalism Solutions, Local Action Plan Best Bets in Chapter 5, Climate Protection Manual for Cities, http://www.climatemanual.org/Cities/downloads/CPM_Chapter5_LocalActionPl... [35]

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How

Getting Moving with Smart Transportation

Local governments can significantly influence transportation emissions through their authority over land use and transportation planning.

Land use planning policies can include growth management and compact growth strategies. Denser, more compact, sequential development patterns support sustainable transportation. This effect is strengthened when land use planning is coordinated with transportation planning processes.
Engineering plans and policies are equally critical: street layout and design facilitates viable transportation choices.
Zoning regulations and development permit guidelines can shape a form and design that encourages decisions for sustainable transportation modes.
Local government can seize new and creative opportunities for sustainable transportation incentives with fees (e.g., DCCs) and costs (e.g., parking) to encourage efficient use of transportation infrastructure.
Local projects and programs are tangible examples that can set the course for future successes, and engage local partners in sustainable transportation initiatives.

Plans

Regional Growth Strategy [37]
With the authority of the Local Government Act, local governments have the opportunity to coordinate settlement patterns in the region, encourage walking, bicycling and the efficient use of public transit, and promote the effective use of transportation infrastructure.

Official Community Plan [38]
Local governments have legislated tools and authority to create a transportation efficient land use pattern in the community and neighbourhoods, and to integrate efficient transportation plans. They also establish emission reduction targets and strategies to achieve them. These plans include policies that set in motion further work on Transportation Demand Management plans, and amendments to regulations to support the planned direction.

Capital Plan
Funded works and projects can reflect a strong commitment to a compact community by optimizing existing road resources for multiple transportation modes.

Transportation Plans [39]
A variety of transportation plans are prepared in coordination with land use planning processes at different scales (regional, local, neighbourhood, site). Plans can focus on managing transportation demand, and generating a mix of transportation choices.

Energy Plan
Since transportation is a significant component of energy consumption, opportunities for greater transportation efficiency and sources of energy should be included.

Policies

Development Permit Area Guidelines [40]
Transportation mode choices are shaped by site level design, both at the trip origin (e.g. home) and the trip destination (e.g. work, shopping). New development is a key opportunity to encourage low-carbon transportation choices.

Zoning Bylaw [41]
Zoning implements OCP policies for a compact community form. Zoning can strategically allow and encourage a density and diversity of uses that makes Transit Oriented Development goals successful.

Subdivision and Development Control Bylaw
Roads standards shape the design and layout of streets in the community. These standards are a key opportunity to build transportation infrastructure that serves multiple transportation modes.

Sustainability Checklist [42]
Transportation is a key element for sustainability of new development; including it in a sustainability checklist ensures that it is considered at the outset of design.

Development Cost Charges (DCCs) [43]
DCC rates can be lower in a community with a more compact form (and less roads to build). DCC rates can be an incentive for new developments to lower their environmental impact on infrastructure.

Idling Reduction Bylaw [44]
A campaign for idle reduction is an opportunity for community dialogue about GHG reduction, and an opportunity to generate awareness and support for local GHG reduction policies and programs.

Projects

Sustainability Block [45] and Smart Neighbourhoods [46]
These are a learning and showcase opportunity for a site/block design that embraces transportation choices, and success could be applied on other sites.

Community Car Share Program [47]
Most car share programs are run separately from the government, however many in Europe are run by transit agencies. Local government agencies are ideal partners in setting up or becoming partners in a community car share program.

Transit Oriented Development
A combination of policies and plans could be applied to a candidate area or corridor for improved transit service. The process would be a transit partnership opportunity, and the learning could be scaled-up for community-wide application.

Transportation Hub
This infrastructure supports low carbon mode choices and supports transportation networks.

Greenways
This demonstrates the success and value of infrastructure with multiple functions: active transportation, environmental conservation, stormwater management.

Processes

Community Engagement
Local governments need the support and active involvement from community stakeholders to develop transportation strategies and plans for GHG reduction. Transportation Demand Management strategies need shared community leadership and awareness in order to be effective.

Life Cycle Costing [48]
Lifecycle costing of roads, transit, and active transportation infrastructure (e.g. bike lanes) include complete analysis, which justifies sustainable investments that pay off in the long term.

Triple Bottom Line Evaluation
Includes multiple perspectives in evaluating transportation options and performance: ecological impacts, social equity, economic efficiency.

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Actions for Transportation