municipalities for green mobility - ecology action...municipalities for green mobility: a guide to...

MUNICIPALITIES FOR GREEN MOBILITYA Guide to Action on Sustainable Transportation for Nova Scotia

ii | Municipalities for Green Mobility

Municipalities for Green Mobility: A Guide to Action on Sustainable Transportation for Nova Scotia

Project Team:

Ecology Action Centre-Cities & Environment Unit-Town of Annapolis Royal-Town of Windsor-Municipality of the District of Lunenburg-

Document Photos:

Ecology Action Centre or Cities & Environment Unit, unless otherwise noted.

Published:

December 2010

Contact:

Ecology Action Centre 2705 Fern LaneHalifax, Nova ScotiaCanada B3K 4L3

[email protected]

Cities & Environment UnitFaculty of Architecture and PlanningDalhousie University5257 Morris StreetPO Box 1000Halifax, Nova ScotiaCanada B3J 2X4

[email protected]

All rights reserved.

Cover Photo:

Adapted from a photo by: Oran ViriyincyAccessed: http://www.flickr.com/photos/viriyincy/4036030959/

Project Funded by:

Cities & Environment Unit-Conserve Nova Scotia-Nova Scotia Health Promotion and -ProtectionTransport Canada-

Additional funding for printing and distribution provided by: Conserve Nova Scotia and Service Nova Scotia and Municipal Relations

iii

�is toolkit is dedicated to the memory of Grant Potter, Town of Annapolis Recreation Director. Grant was our liaison in Annapolis Royal for the duration of the Municipalities for Green Mobility project. It is a testament to Grant’s nature that he made an indelible impression on us; he always had a smile on his face, encouraging words and a joke to make us laugh. Grant was well-know for his passion for recreation and giving generously to his community.

v

Municipalities for Green Mobility: A Guide to Action on Sustainable Transportation for Nova Scotia

Abstract

Across Nova Scotia, citizens are making it clear that they want improved access to a variety of transportation options beyond the private automobile.1 Investing in walking and bicycling infrastructure, public transit services and more welcoming pedestrian environments is a way to revitalize communities and improve quality of life for residents while helping to reduce Nova Scotia’s carbon footprint.

In 2009, Ecology Action Centre (EAC), Cities & Environment Unit (CEU), Town of Annapolis Royal, Municipality of the District of Lunenburg and Town of Windsor partnered on the Municipalities for Green Mobility project. �e goal of the project was to help these municipalities incorporate sustainable transportation into their Integrated Community Sustainability Plans (ICSPs). EAC and CEU held workshops in each community and based on the results of the workshops delivered a report to each municipality containing recommendations for council.

�is toolkit builds on and shares the knowledge gained from the Municipalities for Green Mobility project. It contains six chapters: Chapter One, Introduction; Chapter Two, Planning for Sustainability, which describes the connection between sustainability and planning; Chapter �ree, �e Sustainability Imperative, which describes the impact of our automobile-dependent transportation system on ecological health, economic prosperity, social well-being and cultural vitality; Chapter Four, Shifting to Sustainable Transportation, which describes funding opportunities for sustainable transportation and examples of municipalities in Nova Scotia that are investing in sustainable transportation; Chapter Five, Taking Action, which describes actions municipalities can take, and location-specific examples of these actions, for five key components of sustainable transportation - land use, active transportation, public transit, vehicle efficiency and movement of goods; and Chapter Six, Conclusion.

1 Ecology Action Centre. (2008). A Green Mobility Strategy for Nova Scotia. Appendix C: Public consultation, p. 96-100. www.ecologyaction.ca/files/images/file/Transportation/GMG.pdf (accessed April 26, 2010)Ecology Action Centre and Cities & Environment Unit. (2009). Municipalities for Green Mobility Project. Download the reports for the Towns of Annapolis Royal and Windsor and the District of Lunenburg to read the input of local residents on transportation needs in their area: www.ecologyaction.ca/content/municipalities-green-mobility or http://ceu.architectureandplanning.dal.ca/?page_id=11

Abstract

vi | Municipalities for Green Mobility

Table of Contents

1. Introduction . . . . . . . . . . . . . . . . . .1

2. Planning for Sustainability . . . . . . . . . .3

3. The Sustainability Imperative . . . . . . . .5 Ecological health . . . . . . . . . . . . . . . .5 Economic prosperity . . . . . . . . . . . . . .6 Social well-being . . . . . . . . . . . . . . . .6 Cultural vitality . . . . . . . . . . . . . . . . .6

4. Shifting to Sustainable Transportation . . .8 Who is responsible? . . . . . . . . . . . . . .8 Opportunities to invest . . . . . . . . . . . . .8 Why invest? . . . . . . . . . . . . . . . . . .9

5. Taking Action . . . . . . . . . . . . . . . . 11

5.1 Land Use / Transportation ConnectionsOverview. . . . . . . . . . . . . . . . . . . . . 12Benefits of shifting land use patterns . . . . . 12Opportunities for action . . . . . . . . . . . . 13

SUMMARY OF ACTIONS 14

PLANS AND POLICIES 15

INFRASTRUCTURE AND MAINTENANCE 23

EDUCATION AND PROGRAMS 24

Sample Indicators . . . . . . . . . . . . . . . 26

5.2 Active TransportationOverview. . . . . . . . . . . . . . . . . . . . . 27Benefits of active transportation . . . . . . . 27Opportunities for action . . . . . . . . . . . . 28






vii

5.3 Public TransportationOverview. . . . . . . . . . . . . . . . . . . . . 46Benefits of public transportation . . . . . . . 47Opportunities for action . . . . . . . . . . . . 47






5.4 Operating Vehicles Safely and Efficiently Overview. . . . . . . . . . . . . . . . . . . . . 55Benefits of driving more efficiently . . . . . . 55Opportunities for action . . . . . . . . . . . . 55






5.5 Movement of GoodsOverview. . . . . . . . . . . . . . . . . . . . . 65Benefits of moving goods more efficiently . . 66Opportunities for action . . . . . . . . . . . . 67






6. Conclusion . . . . . . . . . . . . . . . . . . 74

viii | Municipalities for Green Mobility

1

Introduction

Across Nova Scotia, citizens are making it clear that they want improved access to a variety of transportation options beyond the private automobile.2 Investing in walking and bicycling infrastructure, public transit services and more welcoming pedestrian environments is a way to revitalize communities and improve quality of life for residents while helping to reduce Nova Scotia’s carbon footprint. But how does a municipality make the shift to a more sustainable transportation system?

Shifting to sustainable transportation requires a clear municipal commitment to improving the quality of life for all residents. �rough the development of the Integrated Community Sustainability Plan (ICSP), municipal leaders, staff and residents developed shared vision statements that will guide the future development of their communities. �e Municipal Government Act gives councillors the authority to act on these vision statements in the best interest of the citizens they represent.3

In developing an ICSP municipalities have the opportunity to articulate their commitment to implementing sustainable transportation initiatives; a commitment that requires rethinking annual budget allocations in addition to pursuing outside funding and partnership opportunities. For example, a municipality that is committed to improving active transportation options for residents could choose to include active transportation infrastructure investments in their annual capital and

2 Ecology Action Centre. (2008). A Green Mobility Strategy for Nova Scotia. Appendix C: Public consultation, p. 96-100. www.ecologyaction.ca/�les/images/�le/Transportation/GMG.pdf (accessed April 26, 2010)Ecology Action Centre and Cities & Environment Unit. (2009). Municipalities for Green Mobility Project. Download the reports for the Towns of Annapolis Royal and Windsor and the District of Lunenburg to read the input of local residents on transportation needs in their area: www.ecologyaction.ca/content/municipalities-green-mobility 3 Province of Nova Scotia. (2010). Municipal Government Act: Purpose of act. www.gov.ns.ca/legislature/legc/statutes/muncpgov.htm (accessed April 26, 2010)

On average, drivers make 2000 trips of less than 3km per year, trips that could be made by bicycle or foot, such as to the corner store to pick up milk and bread.

Introduction

Opposite page: Nova Scotia youth explore transportation options in their community, Town of Annapolis Royal, NS.

2 | Municipalities for Green Mobility

operating budgets just as they would include budgets for water treatment or garbage pick-up. Changes to the built environment to support sustainable transportation will require both retrofits to address current infrastructure deficiencies, and building future infrastructure requirements into land use plans, policies and bylaws.

�is toolkit has been designed to help municipalities achieve a more sustainable transportation system. It contains six chapters: Chapter One, Introduction; Chapter Two, Planning for Sustainability, which describes the connection between sustainability and planning; Chapter �ree, �e Sustainability Imperative, which describes the impact of our automobile-dependent transportation system on ecological health, economic prosperity, social well-being and cultural vitality; Chapter Four, Shifting to Sustainable Transportation, which describes funding opportunities for sustainable transportation and examples of municipalities in Nova Scotia that are investing in sustainable transportation; Chapter Five, Taking Action, which describes actions municipalities can take and location-specific examples of these actions for five key components of sustainable transportation - land use, active transportation, public transit, vehicle efficiency and movement of goods; and Chapter Six, Conclusion.

�e toolkit builds on and shares the knowledge gained from the Municipalities for Green Mobility project, led by the TRAX Project of the Ecology Action Centre (EAC) and the Cities & Environment Unit (CEU). In 2009, EAC and CEU partnered with the Town of Annapolis Royal, the Municipality of the District of Lunenburg and the Town of Windsor. �e goal of the project was to help these municipalities incorporate sustainable transportation into their Integrated Community Sustainability Plans (ICSPs). EAC and CEU held workshops in each community. Based on the results of the workshops, EAC and CEU delivered a report, which contains recommendations for council, to each municipality. For more information: www.ecologyaction.ca/content/municipalities-green-mobility

�is toolkit is the result of the hard work and effort put in by many community members, decision makers and staff from the Town of Windsor, the Town of Annapolis Royal and the District of Lunenburg. Transport Canada, Nova Scotia Department of Health Promotion and Protection, Conserve Nova Scotia and Cities & Environment Unit (Dalhousie University) funded the development of this toolkit. �e Union of Nova Scotia Municipalities and Service Nova Scotia and Municipal Relations provided support and advice during the creation of this toolkit. �ank you to everyone involved for your generous support.

This toolkit is the result of the hard work and effort put in by many community members, decision makers and staff from the Town of Windsor, the Town of

Annapolis Royal and the District of Lunenburg.

3

Planning for Sustainability

Nova Scotia is known for cohesive communities, active volunteerism and a strong sense of place. It is teeming with cultural activities and places of historical significance. Nova Scotia’s abundant natural beauty includes Acadian forests, coastal beaches, rugged shorelines, rolling hills and wide expanses of ocean.

Despite these human and natural resources, Nova Scotian communities have experienced economic hardships, including job losses in the fishing, forestry, oil and gas and mining industries. Consequently, young people are moving away to find work. �ose who remain are often older adults who may require additional assistance as they age, putting a strain on local resources.

To thrive in the future, Nova Scotia communities must remain viable, desirable and healthy places to live. Local governments are faced with the challenge of helping communities develop in a sustainable way.

Sustainability is about meeting today’s needs without compromising the needs of future generations. Planning for sustainability requires an integrated approach that recognizes that the many aspects of human existence - social, cultural, environmental and economic – are interconnected. Social, cultural, environmental and economic sustainability are required for the vitality of communities and a high quality of life for its citizens.

Planning is a tool that can enable Nova Scotia citizens to take the lead in shaping their future by creatively building on local, regional and provincial strengths. Rather than simply reacting to problems and issues as they arise, planning enables

communities to anticipate and direct change based on a shared vision of the future.Nova Scotia municipalities have the opportunity to plan for sustainability through the development of Integrated Community Sustainability Plans (ICSP), which will set the stage for growth and development in municipalities over the next 30 years. In

Rather than simply reacting to problems and issues as they arise, planning enables communities to anticipate and direct change based on a shared vision of the future.

Planning for Sustainability

Youth present the findings of their community walking tour in the Town of Annapolis Royal, NS.


developing their ICSPs, municipalities identified environmental, social, cultural and economic sustainability goals, as well as actions to achieve these goals. ICSPs build on and enhance existing planning instruments such as municipal planning strategies, land use bylaws and strategic plans. When no planning strategy exists, the ICSP provides that strategy.

�e process of developing Integrated Community Sustainability Plans requires a review of current planning strategies and land use bylaws and provides an opportunity for municipalities to strengthen the sustainable transportation components of existing policies and bylaws. Beyond the development of ICSPs municipalities will have further opportunities to implement their sustainable transportation goals and objectives through future community planning initiatives such as the development of an active transportation plan or amendments to a secondary planning strategy. Periodic review of ICSPs will allow municipalities to evaluate progress and realign policies and priorities as required.

New outdoor park space built on a former elevated expressway site in Boston, MA.

5

The Sustainability Imperative

Currently, Nova Scotia residents rely on private vehicles for the vast majority of their trips.4 Changing from an automobile-dependent system to one that supports more sustainable modes of transportation will be challenging; but this change is critical for the long term health of Nova Scotian communities. Our automobile-dependent transportation system directly impacts the four dimensions of sustainability.

Ecological health

Like most communities in North America, Nova Scotia’s contribution to greenhouse gas (GHG) emissions, the primary cause of global warming and climate change, is significant at 22 tonnes per person annually. �e transportation sector, including passenger and freight movement, accounts for 28 percent of Nova Scotia’s greenhouse gas emissions.5

Climate change poses a serious threat to our economy, our livelihoods and our health. Due to its coastal location and reliance on natural resource sectors such as agriculture, fisheries, forestry and aquaculture, Nova Scotia is particularly vulnerable to the impacts of climate change. Seventy percent of Nova Scotia residents live in coastal areas that will be affected by rising sea levels and severe weather events.6

In addition, new road and highway development threatens wetlands, beaches and productive farmland.

4 Statistic Canada. (2006). Mode of Transportation, Age Groups and Sex for the Employed Labour Force 15 Years and Over Having a Usual Place of Work or No Fixed Workplace Address of Canada, Provinces, Territories, Census Metropolitan Areas and Census Agglomerations, 2006 Census - 20% Sample Data. www.12.statcan.gc.ca/census-recensement/2006/dp-pd/tbt/Rp-eng.cfm?TABID=1&LANG=E&APATH=3&DETAIL=0&DIM=0&FL=A&FREE=0&GC=0&GK=0&GRP=1&PID=90657&PRID=0&PTYPE=88971,97154&S=0&SHOWALL=0&SUB=763&Temporal=2006&THEME=76&VID=0&VNAMEE=&VNAMEF= (accessed May 4, 2010). 5 Province of Nova Scotia. (2009). Toward a green future: Nova Scotia’s Climate change action plan. http://www.climatechange.gov.ns.ca/�le/25 (accessed April 26, 2010)6 Province of Nova Scotia. (2005). Adapting to a changing climate in Nova Scotia: Vulnerability assessment and adaptation options.

Nova Scotia is particularly vulnerable to the impacts of climate change. Seventy percent of Nova Scotia residents live in coastal areas that will be affected by rising sea levels and severe weather events.



Economic prosperity

Fuel prices in Atlantic Canada reached record highs during 2008. High fuel prices hurt individuals, auto manufacturers and trucking companies. Without viable sustainable transportation options, Nova Scotians continue driving their personal vehicles despite the economic hardship. Lack of transportation options is a barrier to employment and education; people who do not drive have difficulty accessing these opportunities.

Social well-being

A lack of transportation options creates a barrier to accessing health care and social opportunities, particularly for youth, seniors and persons with physical or mental disabilities. Walking, bicycling and public transportation are often not feasible options in an auto-oriented system, contributing to increasing rates of physical inactivity and chronic disease and making independent mobility challenging for children, youth and seniors.

Cultural vitality

Dependence on the automobile has enabled large-scale development. �e vitality and vibrancy of many downtown districts has diminished as big box stores have set up on the outskirts of town.

A recent policy in Annapolis Royal allows bicyclists and pedestrians to share the sidewalk.

7

Our automobile-dependent system is not sustainable. We need a transportation system that supports ecological health and social well-being and promotes economic prosperity and cultural vitality. Individuals across the province from Sydney to Yarmouth, who participated in the development of A Green Mobility Strategy for Nova Scotia, developed a definition of sustainable transportation:

Transportation that works for your community, [that is] community based and economically stable. It is safe, accessible, equitable and affordable. It leads to a healthier, more active society. It enables mobility with or without a car. It has minimal impact on the environment.7

7 Ecology Action Centre. (2008). A Green Mobility Strategy for Nova Scotia. Appendix C – Public consultation, p. 97. www.ecologyaction.ca/files/images/file/Transportation/GMG.pdf (accessed April 26, 2010)

Buskerfest in Halifax, NS.

Sustainable transportation is transportation that works for your community, that is community based and economically stable. It is safe, accessible, equitable and affordable. It leads to a healthier, more active society. It enables mobility with or without a car. It has minimal impact on the environment.



Shifting to Sustainable Transportation

�e shift to sustainable transportation for Nova Scotia municipalities will require effective governance of land use and transportation; fair, efficient and stable funding; strategic infrastructure investments; changes to policy and changes to public and political attitudes.

Who is responsible?

All three levels of government play a role in developing and maintaining transportation systems. �e federal government is responsible for inter-provincial highways and railways, air travel and marine transportation. Provinces are responsible for intra-provincial highways, railways and ferries. With the release of Nova Scotia’s Climate Change Action Plan in January 2009, the Province committed to developing a Sustainable Transportation Strategy that will consider all aspects of transportation, including public transit, active transportation, funding and land use planning.

In Nova Scotia, local roads and transit systems are provincially regulated, but fall to the municipalities for maintenance and operation. Integration of the various modes and services is fundamental to a strong and vibrant transportation system.

�e Integrated Community Sustainability Plans require a review of current planning strategies and land use bylaws and provide an opportunity for municipalities to strengthen the sustainable transportation components of existing policies and bylaws. A commitment to sustainable transportation must permeate every department and every decision. Commitment also means investment - sustainable transportation must have a line item in the municipal budget.

Opportunities to invest

For many communities that are facing declining tax revenues, allocating resources to new infrastructure, programs and services is challenging. Municipalities have limited resources and an unlimited list of potential projects.

Although there is much room for improvement, support for sustainable transportation does exist from federal and provincial levels of government. At the federal level, the gas tax transfer is an opportunity to prioritize investment in sustainable transportation. Funds can be used for infrastructure projects such as active transportation or public transit services, as well as capacity building in areas such as public engagement and education.

At the provincial level, the development of a Sustainable Transportation Strategy, as committed to in Nova Scotia’s Climate Action Plan, could see increased provincial investment. In the meantime the Province will “…continue to fund public and alternative transportation and expand innovative projects.”8

8 Province of Nova Scotia. (2009). Toward a green future: Nova Scotia’s Climate change action plan. http://www.climatechange.gov.ns.ca/�le/25 (accessed April 26, 2010)

Creating a Community Vision

A vision statement describes a community’s ambitions and aspirations. It defines where the community wants to go and is meant to be the lasting and long-term direction for the community that inspires new projects, policies, programs and ongoing action. Determining and fostering a strong and shared municipal vision will make implementing sustainable transportation projects easier.

9

�e following are possible funding opportunities for Nova Scotia municipalities:

Green Mobility Capital Grants ProgramFunded by Conserve Nova Scotia, and administered by the Ecology Action Centre, the Green Mobility Capital Grants Program assists towns, municipalities, band councils and community groups in the construction, purchase or improvement of community-based sustainable transportation infrastructure. In the first 2 years of the project, the Ecology Action Centre received over 100 program inquiries (from all counties) and 56 grant applications and awarded 21 grants, totaling approximately $300,000. From the monetary awards they received, the grant recipients leveraged $1.3 million from other sources. For more information: www.ecologyaction.ca/content/green-mobility-grants

Community Transportation Assistance Program (CTAP) Administered by Service Nova Scotia and Municipal Relations, CTAP promotes the delivery of, and provides operating support for cost effective, sustainable, community-based, inclusive transportation services in low population density communities in Nova Scotia. For more information: www.gov.ns.ca/snsmr/pdf/ans-muns-community-transport.pdf

Accessible Transportation Assistance Program (ATAP) Also administered by Service Nova Scotia and Municipal Relations, ATAP enhances existing inclusive transportation services by funding the purchase of an accessible vehicle or the modification of an existing vehicle. For more information: www.gov.ns.ca/snsmr/pdf/ans-muns-accessible-transportation.pdf

Federation of Canadian Municipalities (FCM) FCM’s Green Municipal Fund supports municipal initiatives across Canada that benefit the environment, local economies and quality of life. For more information: www.gmf.fcm.ca/GMF

EcoMOBILITY ProgramTransport Canada’s ecoMOBILITY program supports municipalities in reducing emissions from the urban passenger transportation sector. For more information: http://www.ecoaction.gc.ca/ecotransport/ecomobility-ecomobilite-eng.cfm

Why invest?

Municipal investments in sustainable transportation are successful in both urban and rural areas. For example, the Green Mobility Capital Grant Program has enabled many municipalities to build sustainable transportation infrastructure.

Cape Breton Regional Municipality (CBRM) installed six bike racks on buses (now all buses in CBRM have bike racks), sixty lollipop bike racks at key locations and one transit shelter in Glace Bay with solar-powered lighting. �e aim of the project is to make it easier for people from outlying areas (Glace Bay, Dominion, New Waterford, Sydney Mines, North Sydney and the rural communities in between) to use transit to get to Sydney and Cape Breton University by providing infrastructure to accommodate intermodal (bike and transit) travel. CBRM wants to increase bicycle

CBRM recently added bike racks to many of their transit buses.

Shifting to Sustainable Transportation


and public transit commuting from eight percent to more than twelve percent. Forty-five percent of employed people in CBRM live within five kilometres of their work so there are opportunities to increase the percentage of people who bicycle and/or take transit to work. Increasing the percentage of people who bicycle or bus to work will reduce greenhouse gas emissions by 176 tonnes per year.

Strait Area Transit (SAT) launched its rural transit service in October 2008. It now has five drivers, one seventeen-passenger bus and three commuter vans. Two of its vehicles are accessible (Green Mobility Grant Program provided funding for both). SAT is unique in that it provides both a scheduled and dial-a-ride system. �e service allows people to live in a rural area and get around without driving a car, saving money and reducing greenhouse gas emissions. It helps seniors who are unable to drive live in their own homes longer, while still accessing social opportunities and health care, thus decreasing demand for long-term care residences.

�e Dynamite Trail Association received funding to upgrade its trail to accommodate bicyclists, strollers and wheelchair users between Sleepy Hollow and Mahone Bay. It is part of a larger network of trails that connect rural and semi-rural areas to towns and service centres. It provides an off-road route to Bayview Academy and a viable transportation route for local shopping trips to Mahone Bay.

�e success of these and other projects illustrate the many benefits that municipal investment in sustainable transportation can bring - benefits that directly impact the long-term sustainability of a community.

In the following chapter, you will find tools and examples that can help your municipality take action to achieve the benefits of sustainable transportation.

�e Dynamite Trail is part of a large network of trails that connects rural and semi-rural areas to service centres.

11

Taking Action

�is chapter of the toolkit is about taking action toward achieving your community’s sustainable transportation goals. Regardless of the scale of your community there are steps that can be taken to begin the shift to more sustainable modes, or build on successes already realized. �e chapter is organized into the following five parts, each of which should be considered as part of any community’s transportation planning process.

5.1 Land Use / Transportation Connections

5.2 Active Transportation

5.3 Public Transportation

5.4 Operating Vehicles Safely and Efficiently

5.5 Movement of Goods

For each topic, we provide:

plans and policies, infrastructure and maintenance and education and programs

In order to measure progress toward sustainable transportation, a baseline measure needs to be in place. While examples of indicators for measuring progress have been included in this chapter, we recommend that municipalities review the following sources before choosing a set of indicators. Genuine Progress Index Atlantic, �e Centre for Sustainable Transportation and the Victoria Transport Policy Institute have each developed a thorough set of indicators, including transport activity, environment, social and economic indicators.

Genuine Progress Index Atlantic Sustainable Transportation Objectives and Indicators:www.gpiatlantic.org/pdf/transportation/transportation.pdf

�e Centre for Sustainable Transportation Sustainable Transportation Performance Indicatorswww.centreforsustainabletransportation.org/completedprojects.htm

Victoria Transport Policy Institute Well Measured: Developing Indicators for Sustainable and Livable Transport Planningwww.vtpi.org/wellmeas.pdf

5.0 Section

PLA

NS

AN

D P

OLIC

IES

INFR

AS

TRU

CTU

RE A

ND

MA

INTEN

AN

CE

EDU

CA

TION

AN

D P

RO

GR

AM

S

Action

Action

Action

Action

Action

Action

Example

Example

Example

Example

Example

Example

Organization of this chapter’s actions and examples.

Taking Action



Overview

Understanding how land use patterns and associated transportation networks shape transportation mode choices is critical to planning for a more sustainable transportation system. Land use patterns influence the demand for transportation, and land use decisions will shape this demand for decades to come. Since the introduction of the first zoning regulations in the early 20th century, land use patterns in North America have become increasingly segregated and homogenous. Separation of work, shops, schools and services from where people live increases dependence on the automobile for daily trips. �is dependence increases in areas where development is dispersed and low residential and commercial densities limit the viability of public transit as an alternative. Walking and bicycling as alternative modes are often difficult or impossible due to large distances and a lack of safe, maintained routes.

It is well within the authority of Nova Scotia municipalities to shift growth patterns toward more compact, mixed-use communities built around a multi-modal transportation network, a shift that offers very significant benefits.

Benefits of shifting land use patterns

percent compared to low-density single-use development.9 Reductions in car use result in reductions in CO2 emissions, moving municipalities and the province closer to achieving their greenhouse gas emission reduction targets.

services such as water, sewer and roads. Demands for new infrastructure are reduced as are ongoing operational and maintenance costs, which can make up 60 to 90 percent of the overall service costs of hard infrastructure.10

and recreation opportunities and facilitates walking, biking or using public transit, thus making transportation more affordable to residents who are unable to own or drive automobiles. Transportation is the second highest cost for consumers after housing.11

youth and seniors who may not drive or have access to a car.

9 Urban Land Institute. (2002). Growing cooler: �e evidence on urban development and climate change. http://www.smartgrowthamerica.org/documents/growingcoolerCH1.pdf (accessed October 20, 2009)10 Halifax Regional Municipality. (2005). HRM: Settlement pattern and form with service cost analysis. www.halifax.ca/regionalplanning/publications/documents/PatternBookVol2Apr05.pdf (accessed October 20, 2009)11 Dittmar, H. and Ohland, G. (2004). New transit town: Best practices in transit-oriented development. Washington DC: Island Press.

13

and retail densities, land use mix and presence of well-connected non-motorized transportation networks.12 Walking and bicycling offer many potential health benefits to residents, including improved cardiovascular and respiratory health and reduced hypertension and obesity.13

Opportunities for action

To ensure that future development supports sustainable transportation choices, municipalities must assess how their planning framework is shaping both land use patterns and the built environment.

Table 1 on the following page provides a summary of the actions recommended for improving land use/transportation connections in Nova Scotia municipalities.

12 Curran, A. (2005). Taking the pulse of active transportation: Measuring the built environment for healthy communities. www.gov.ns.ca/finance/communitycounts/documents/Taking%20the%20Pulse%20of%20Active%20Transportation%202006%20(web).pdf (accessed October 20, 2009)13 Ontario College of Family Physicians. (2005). Report on public health and urban sprawl in Ontario. http://www.ocfp.on.ca/English/OCFP/Urban-Sprawl/ (accessed October 21, 2009)


Mixed-use heritage buildings contribute to a vibrant streetscape in Lunenburg, NS.http://www.flickr.com/photos/sminor/2613567765/


SUMMARY OF ACTIONS

Action Page Example

PLANS AND POLICIES

Make sustainable transportation-friendly development the as-of-right option 15

Integrate land use planning and transportation planning 16

Use Smart Growth strategies 17

Adopt Nova Scotia’s child- and youth-friendly land use and transport planning guidelines

18

Maximize investment in transit through transit-oriented development 18

Use development agreements for greater control 19

Create Comprehensive Development Districts (CDD) 20

Implement parking management 21

Advocate for additional powers for municipalities through the Municipal Government Act

22

Explore provincial land use regulations 22

INFRASTRUCTURE AND MAINTENANCE

Review engineering standards for roads, sidewalks and parking 23

EDUCATION AND PROGRAMS

Host “Train the Councillor” Workshop 24Environment

Organize award programs 24

Improve understanding amongst developers of municipality’s goals 25

15

PLANS AND POLICIES

Local governments must shift their land use patterns away from the low-density growth patterns that exist in many communities and toward patterns that encourage sustainable transportation choices. Often, local zoning bylaws encourage a sprawling automobile-oriented growth pattern by severely limiting the mix of land uses and requiring large amounts of parking. Channeling growth into a network of mixed-use centres encourages a more pedestrian-oriented development pattern. Mixed-use centres provide residents with a more complete community, putting jobs, shopping, amenities and recreational opportunities within practical walking and bicycling distances of housing, thus reducing the dependence on auto travel. Mixing of uses can occur at different scales: within a building, within a parcel of land, within a block, within a neighbourhood, along a transit corridor and across a region. Local plans, policies and bylaws must permit and encourage the development of compact, complete and well-connected communities that promote and reinforce sustainable transportation choices.

Make sustainable transportation-friendly development the as-of-right option

Sustainable transportation supportive zoning should clearly spell out the most important and non-negotiable requirements of a development, such as pedestrian and transit-friendly design and a mix of uses. Projects that strengthen desirable characteristics and comply with the zoning requirements are permitted as-of-right with no further discretionary review required. Translating a municipality’s sustainable transportation goals and objectives into a clear policy framework means that designing sustainable transportation supportive developments becomes the easiest and quickest route to receiving approval for a project. Delays in development approval processes significantly drive up the cost of development, decrease the attractiveness of a project to developers and reduce the likelihood that amenities and infrastructure that benefit the community will be included as part of a development. Zoning that clearly and effectively regulates as-of-right development minimizes delays, costs and uncertainty.

Example: Milton, Ontario

In 2008, the Town of Milton, Ontario passed an amendment to their Comprehensive Zoning Bylaw to allow for the development of forty live-work townhouse-type units.

A pedestrian friendly street in Montreal, QC.


�e Market Commons mixed-use development in Arlington, VA.http://www.flickr.com/photos/vishalcharles/432846069/


�e subject lands were previously zoned Residential Office, which allows for a mix of residential and commercial uses, but does not allow for the built form associated with live-work units. �e amendment supports a mix of uses rather than segregating commercial and residential uses. Permitted uses include convenience retail, artist studios, financial offices, personal service shops and specialty food stores. Live work units typically include units used as the principal residence of a business owner in addition to commercial space for operating their business. �is zoning amendment makes it easier for people to live where they work and allows for a greater mix of housing types and street front activities.14

�e Town of Milton, located 60 kilometres southwest of Toronto, is part of the Greater Toronto Area (GTA). �e Town encompasses a land area of 366 square kilometres and has a population of approximately 80,000.15

For more information: www.milton.ca/townhall/depts/planning.htm

Integrate land use planning and transportation planning

Given the significant effects that land use factors have on travel behaviour, coordination of land use planning and transportation planning is critical to achieving sustainable transportation goals: “…local land use factors (neighbourhood density, mix, design, etc.) can reduce per capita vehicle travel 10 to 20 percent, while regional land use factors (location of development relative to urban areas) can reduce automobile travel 20 to 40 percent compared with overall national average values.”16 �e planning of local and regional transportation networks must be informed by relevant land use strategies, and the reverse is also true. Investments in transportation infrastructure and municipal planning strategies must support a common vision. �is means that planning at the community level needs to involve the Province as it is the Province that plans the highway system, which often shapes development in ways that may be at odds with municipal sustainable transportation goals.17

14 Town of Milton. (2010). Milton Fast Facts. www.milton.ca/townhall/media/fastfacts.htm (accessed March 1, 2010)15 Ibid.16 Litman, Todd and Rowan Steele. (2010). Land Use Impacts of Transport: How Land Use Factors Affect Travel Behavior. Victoria Transport Policy Institute. www.vtpi.org/landtravel.pdf (accessed March 1, 2010)17 Garnet, M., Member, Transport 2000 Atlantic. (November, 2009). Personal communication with author.

�is auto-oriented development does not consider all types of users.

17

Use Smart Growth strategies

Smart Growth is an approach to managing future development. Communities that adopt Smart Growth principles strive in their growth to be more town-centered, transit and pedestrian-oriented, with a mix of housing, commercial and retail uses. Smart Growth communities also focus on preserving open space and other important environmental assets. Municipalities, regardless of size, can adopt Smart Growth to ensure sustainable development and increased access to active transportation infrastructure.

Smart Growth Principles:Create a range of housing opportunities and choices.Create walkable neighbourhoods.

Foster distinctive, attractive communities with a strong sense of place. Make development decisions predictable, fair and cost effective.Mix land uses. Preserve open space, farmland, natural beauty and critical environmental areas. Provide a variety of transportation choices. Strengthen and direct development toward existing communities.Take advantage of compact building design.18

For more information: www.smartgrowth.org

Example: Ucluelet, British Columbia

Ucluelet is a small rural community located on the west coast of Vancouver Island, British Columbia. Once solely dependant on a resource–based economy (forestry and fishing), the “resort municipality” is now strategically using its growing tourism industry to diversify its economy, while at the same time creating a dynamic community for its current and future residents. Using Smart Growth policies, green building requirements, new development approaches and by fostering partnerships with Vancouver Island University, Ucluelet is now at the forefront of small-town planning and resort tourism development.19

Ucuelet used the following regulatory planning tools to help implement their sustainability priorities:

guidelines - LEED Silver minimum for all new tourist, commercial and multi-family developments

18 Smart Growth Network. (2010). About Smart Growth: Smart growth principles. www.smartgrowth.org/about/default.asp (accessed April 26, 2010)19 BC Climate Action Toolkit. (2010). Ucluelet’s approach to sustainable development planning. www.toolkit.bc.ca/success-story/ucluelet-s-approach-sustainable-development-planning (accessed January 21, 2010)

Street cafés encourage walking and strengthen neighbourhood identity.

http://www.flickr.com/photos/dominicspics/1135876473/



For more information: www.ucluelet.ca/District/departments_variances.php

Adopt Nova Scotia’s child- and youth-friendly land use and transport planning guidelines

�ese guidelines were prepared as a resource for municipalities and their agencies to make their land use and transport plans and policies friendlier to the needs of children and youth. As stated by Enrique Penalosa, former mayor of Bogotá, Colombia, renowned for his work in transforming Bogotá from a car-oriented to a pedestrian-oriented city: “Children are a kind of indicator species. If we can build a successful city for children we will have a successful city for all people.”20 �ere are 19 guidelines, developed to put young people first in land use and transport planning, provide for children and youth as pedestrians, as bicyclists and as transit users, provide for journeys to and from school and reduce the impacts of all transport activity on children and youth. A set of guidelines have also been developed specifically for rural areas.

For more information: www.kidsonthemove.ca

Example: Cape Breton Regional Municipality

Cape Breton Regional Municipality engaged youth in the development of its active transportation plan and included the guidelines in its plan.

Example: Ontario

�e Ontario Professional Planners Institute has officially endorsed the guidelines.

Maximize investment in transit through transit-oriented development

Transit-oriented development (TOD) is an approach to shaping land use patterns and the built environment that aims to maximize investment in both local and regional transit service by increasing transit ridership. Research indicates that density and the degree of land use mixing are the two most important factors determining level of

20 �e Centre for Sustainable Transportation. (2010). Child- and youth-friendly land use and transport planning guidelines for Nova Scotia, p. 4. www.kidsonthemove.ca/uploads/Guidelines%20NS%20Apr30.pdf (accessed May 4, 2010)

“Children are a kind of indicator species. If we can build a successful city for children we will have a successful city for all people.”

Dedicating more space to play helps children stay active.

19

Research indicates that most people will walk a maximum of 600 metres (5 to 10 minutes) to access transit service. Casey, D. et al. 2006. A Transit-Oriented Development Strategy for HRM

transit use21, with seven dwelling units per gross acre being the minimum required residential density to support conventional bus service22.

In communities with TOD, parking ratios are reduced and the transit station area is designed to give priority to the pedestrian resulting in lower levels of automobile use and higher levels of walking and transit use than found in surrounding neighbourhoods.23

TOD “can improve transportation options in all types of communities - regardless of population or geographic area”.24 Plans, policies, zoning bylaws and engineering standards can be specifically designed to encourage TOD in areas within a walkable distance of transit hubs and stops.

For more information: http://reconnectingamerica.org/

Example: Saanich, British Columbia

A mixed-use development in the Municipality of the District of Saanich - featuring 72 residential units and three commercial retail units in close proximity to public transit - builds on an action plan to target redevelopment of the blocks around Short Street. �e project incorporates strategies aimed at increasing public transit ridership and reducing the amount of parking, including a co-operative vehicle, free transit passes to residents for two years, shared parking with the commercial units and secure bicycle storage. As the development fit with the vision for the area as set out in the Official Plan and the Short Street Action Plan, the municipality granted a rezoning from single-detached residential to multi-family residential/commercial. �e municipality worked closely with the developer to negotiate a number of design improvements to ensure a pedestrian-friendly environment. �ese improvements required altering engineering standards to allow for narrower streets, parking bulges, wider sidewalks, additional landscaping and street furniture.

For more information: www.cmhc-schl.gc.ca/en/inpr/su/sucopl/sucopl_007.cfm

Use development agreements for greater control

In cases where a municipality needs more control over a particularly important parcel of land it may proceed by development agreement as long as this tool is specified in the land use bylaw. As well as covering all the matters that a land use bylaw may contain, the Municipal Government Act allows a development agreement to consider several additional factors: hours of operation, maintenance of the development, utility easements, subdivision of land, security or performance bonding, parking allocations

21 Ewing, R., and R. Cervero. (2001). Travel and the built environment: A synthesis. Transportation Research Record, 1780, p. 87-114.22 Ewing, R. (1997). Transportation and land use innovations. Chicago: Planners Press.23 Cities & Environment Unit, Ecology Action Centre, Transport 2000 Atlantic and Halifax Regional Municipality. (2009). Shifting to sustainable transportation: A sustainable transportation framework for HRM. www.ecologyaction.ca/files/images/file/Transportation/Shifting_to_Sustainable_Transport_report_June2009.pdf (accessed April 26, 2010)24 Transport Canada. (2006). Sustainable Transportation in small and rural communities. Urban Transportation Showcase Program, Issue Paper #61.



and use of open spaces.25 Development agreements can be used to ensure new developments contribute to the sustainable transportation goals of the municipality.

Create Comprehensive Development Districts (CDD)

�e Municipal Government Act enables municipalities to regulate the development of an entire area by development agreement by establishing a Comprehensive Development District (CDD). With the 1998 amendment to Section 226 of Nova Scotia’s Municipal Government Act, municipalities are now also able to specify the types of developments or uses that are permitted as-of-right within a CDD, giving this tool added flexibility.26 Within a designated district, a CDD offers both the benefit of stream-lined as-of-right approvals for specified parcels and the use of development agreements for those parcels where finer control is necessary. CDD zones can be used to implement sustainable transportation initiatives. For example, a new CDD zone could regulate development within an area around a transit hub based on a transit-oriented development approach to growth management.

Example: Victoria, British Columbia

�e Selkirk Waterfront is a brownfield redevelopment located two kilometres north of downtown Victoria. Comprehensive Development (CD) zoning of the 24-acre site permits a mix of industrial, institutional, office, commercial and residential uses in a variety of building types27. As a CD zone development on the site is regulated by a municipally approved Comprehensive Development Plan and accompanying Design Guidelines, helping to ensure the vision for a vibrant mixed-use community is achieved. �e Government of British Columbia introduced the CD zone as a planning tool in 1983 “to give municipalities more flexibility in allocating density and land uses on particular sites and the opportunity to negotiate for public amenities and affordable housing.”28 In addition to being the City of Victoria’s first example of a Comprehensive Development Plan, the Selkirk Waterfront project also set a precedent with an extensive community consultation process, which helped to achieve the community’s endorsement of the development application29.

For more information: www.selkirkwaterfront.com, and http://wcel.org/smart-bylaws-guide-%E2%80%93-case-studies-%E2%80%93-selkirk-waterfront

25 Province of Nova Scotia. (2010). Municipal Government Act, Section 227. www.gov.ns.ca/legislature/legc/statutes/muncpgov.htm (accessed April 26, 2010) 26 Province of Nova Scotia. (2010). Municipal Government Act, Section 226. www.gov.ns.ca/legislature/legc/statutes/muncpgov.htm (accessed April 26, 2010)27 West Coast Environmental Law. (2010). “Smart Bylaws Guide – Case Studies – Selkirk Waterfront.” http://wcel.org/smart-bylaws-guide-%E2%80%93-case-studies-%E2%80%93-selkirk-waterfront (accessed August 16, 2010)28 Ontario Ministry of Energy and Infrastructure. (2009). Urban Form Case Studies. http://www.ontla.on.ca/library/repository/mon/23012/297300.pdf (accessed August 16)29 Ibid.

Two views of Selkirk Waterfront, BC.

http://picasaweb.google.com/lh/photo/VF1hdFVCozSH-CwcG54law

http://www.selkirkwaterfront.com/awards.htm

21

Implement parking management

Parking management is a powerful transportation demand management (TDM) tool and can support sustainable transportation goals. Parking management is used to encourage more efficient use of existing parking facilities and thus reduces the amount of land required for parking. Parking management encourages land use patterns that tend to reduce vehicle ownership and use and thus reduce parking requirements.30

Parking management strategies include:

unbundled parking, eliminating long-term parking discounts and pricing on-street residential parking is very effective at encouraging more efficient use of facilities.

by changing the land use bylaw.

that limit the amount of parking provided in a given area (while only minimum parking requirements are generally addressed in municipal planning strategies, the Municipal Government Act empowers municipalities to set both minimum parking requirements and maximum parking limits31).

more efficiently use the spaces that are provided.

Example: Halifax, Nova Scotia

Recognizing that regulating parking supply plays a role in encouraging the use of alternative transportation modes, the Halifax Regional Municipality (HRM) has recently prohibited new accessory surface parking lots in several of downtown Halifax’s precincts, and new surface commercial lots in all areas of the downtown.32

For most of Halifax’s urban core, HRM’s Parking Strategy Functional Plan proposes low minimum parking requirements, parking maximums for most uses and a cash-in-lieu of parking option. Cash-in-lieu of parking would relieve developers from some or all parking requirements in exchange for a set financial contribution to a municipal fund.33 �e Parking Strategy Functional Plan also proposes preferential carpool parking: for buildings with more than 20 parking spots, five spaces or five percent of parking spaces on site would be reserved for carpoolers. �ese spots would be well marked and located close to the building entrance.

For more information: www.halifax.ca/tdm/parkingstrategy/RegionalParkingStrategyFinalReport.html

30 Litman, T. (2008). Parking management strategies, evaluation and planning. Victoria Transport Policy Institute. Retrieved from www.vtpi.org/park_man.pdf on March 2, 2010.31 Fisher, G., Service Nova Scotia and Municipal Relations. (January, 2010). Personal communication with author.32 Halifax Regional Municipality. (2009). Downtown Halifax Land Use By-law. http://www.halifax.ca/capitaldistrict/documents/DHLUBandDesignManual.pdf (accessed May 10, 2010)33 Halifax Regional Municipality. (2008). Regional parking strategy functional plan. www.halifax.ca/tdm/parkingstrategy/Documents/HRMRegionalParkingStrategyMainReport-FinalVersion.pdf (accessed March 2, 2010)


Effective parking management and parking pricing can result in significantly reduced car use and increased transit use.http://www.flickr.com/photos/dugspr/4903154777/


Example: Seattle, Washington

Seattle, Washington allows a maximum of one parking space per 1,000 sqare feet of downtown office space.34 In other areas of the city, major institutions that propose to provide more than 135 percent of the minimum parking requirement must develop a

transportation management plan to reduce trip generation and parking demand.35

Example: Portland, Oregon

Portland, Oregon has enforced maximum parking limits since the 1970s. In 1975 the city set an overall cap of 40,000 parking spaces downtown, including existing and new parking facilities. �e limits are part of Portland’s internationally recognized and successful strategy to reduce sprawl and increase transit use.36

Advocate for additional powers for municipalities through the Municipal Government Act

�e Nova Scotia Municipal Government Act (MGA) outlines the specific powers that the Province has granted municipal units. Municipalities may identify a need for additional powers that would better enable them to achieve their sustainable transportation goals. �ough the Province granted Halifax Regional Municipality (HRM) a Municipal Charter that replaces the MGA, it is also possible to request legislative changes to the MGA that would grant additional powers to all Nova Scotia Municipalities. Coordinating such a request through the Union of Nova Scotia Municipalities (UNSM) would lend it more weight. Each year UNSM chooses priorities and effectively lobbies the provincial government.

Explore provincial land use regulations

�ere are large areas of unregulated land within some of Nova Scotia’s rural municipalities. For community centres within these larger regions that are trying to preserve land, or move toward less automobile-oriented development patterns, this presents significant challenges. Often retailers will choose to locate on the outskirts of these centres as a way of avoiding what they may see as overly stringent development regulations. New retail on the outskirts of communities can replace businesses in the centre, increasing the length of trips to access retail needs. Big box developments can displace several shops in nearby communities. What may be required to address this issue are provincial level land use regulations, possibly as additions to the Provincial Statements of Interest that would help move municipalities and the province as a whole toward land use patterns that support a more sustainable transportation system.

34 Victoria Transport Policy Institute. (2010). Parking management: Strategies for more efficient use of parking resources. www.vtpi.org/tdm/tdm28.htm#_Toc128220478 (accessed April 27, 2010) 35 Victoria Transport Policy Institute. (2010). Parking management: Comprehensive implementation guide. www.vtpi.org/park_man_comp.pdf (accessed April 27, 2010)36 Victoria Transport Policy Institute. (2010). Parking management: Strategies for more efficient use of parking resources. www.vtpi.org/tdm/tdm28.htm#_Toc128220478 (accessed April 27, 2010)

23

Example: Places to Grow, Ontario

Ontario’s Places to Grow is the government’s program to manage growth and development across the province through the development of regional growth plans such as the Growth Plans for the Greater Golden Horseshoe and Northern Ontario.

For more information: www.placestogrow.ca

Example: Land Use Framework, Alberta

Alberta’s Land-Use Framework is intended to create a more coordinated and standardized approach to land use planning to ensure greater adherence to provincial policies and goals of sustainability, resource conservation, and economic development. �e Land-Use Framework establishes three desired outcomes:

A healthy economy supported by the land and natural resources Healthy ecosystems and environment People-friendly communities with ample recreational and cultural opportunities

To implement the Land-Use Framework the Government of Alberta created seven geographical regions that correspond to major watersheds and relevant municipal boundaries, and will develop a Regional Plan for each of the seven regions.

For more information: www.landuse.alberta.ca/AboutLanduseFramework/Default.aspx

INFRASTR UCTURE AND MAINTENANCE

In addition to developing land use patterns that enable sustainable transportation choices, communities must develop infrastructure that ensures a comfortable and safe environment for walking and bicycling. �e design of communities must prioritize the needs of pedestrians, bicyclists and transit users to reduce dependence on the automobile.

Review engineering standards for roads, sidewalks and parking

Municipalities can revisit engineering standards for infrastructure such as roads, sidewalks and parking lots to ensure these standards suit the local context and meet the needs of not only drivers, but pedestrians and bicyclists as well. By developing and/or revising design guidelines, engineering standards and subdivision bylaws, municipalities can substantially improve the quality of pedestrian and bicycling infrastructure and thus the potential for residents to choose sustainable transportation modes. Local governments must improve the design of the built environment in new developments, while retrofitting existing neighbourhoods.



Example: Halifax Regional Municipality

Halifax Regional Municipality’s road classifications include accommodations for bicyclists and pedestrians. For example, minor collector streets, designed to carry up to 12,000 vehicles per day traveling between 30 and 50 kilometres per hour, require a 4.5 metre shared-use lane and a 1.8 metre sidewalk. Urban major collector streets, designed to carry more than 12,000 vehicles per day traveling between 40 and 60 kilometres per hour, require a 1.5 m bike lane and a 1.8 m sidewalk. Urban arterial streets designed to carry more than 20,000 cars per day traveling between 50 and 70 kilometres per hour require a 1.5 metre bike lane and a 1.8 m sidewalk.


Host “Train the Councillor” Workshop

�e United Nations Centre for Human Settlement (UNCHS) conducted training needs assessments, which show that capacity building for sustainable local development and municipal management is needed for local government officials or councillors; “…urban and rural environmental problems result as much from faulty policies and bad management practices as uncontrolled growth.” 37 UNHCS points to a need for councillors to think of themselves as guardians of the environment and a need to educate city politicians to ensure environmental issues are properly addressed.

Example: The Councillor as Guardian of the Environment

�e United Nations Centre for Human Settlement (UNCHS) developed a 21-part training handbook - �e Councillor as Guardian of the Environment - to improve the performance of municipal councillors in providing “principled leadership in the inevitable confrontation between economic and physical development and protection of the natural environment”.38 �rough role-playing, case studies and information sharing, councillors learn to identify and understand environmental issues and

formulate solutions.

To access the handbook: www.unhabitat.org/pmss/getElectronicVersion.asp?nr=1390&alt=1

Organize award programs

Municipalities can offer awards to local developers, designers and planners who demonstrate outstanding commitment to sustainable development.

37 United Nations Centre for Human Settlement, United Nations Environment Programme and Belgian Administration for Development Cooperation. (1997). �e Councillor as guardian of the environment - Handbook A – Training for elected leadership, p. 13. www.unhabitat.org/pmss/getElectronicVersion.asp?nr=1390&alt=1 (accessed April 15, 2010)38 Ibid, p. 4.

25

Example: Colorado Sustainable Design Awards

�e state-wide Colorado Sustainable Design Awards recognize “outstanding sustainable design in residential, commercial and civic buildings and master-planned communities”.39 Winners exemplify innovation that far exceeds conventional standards.

In 2009, one residential development required a change to City of Boulder bylaws to accommodate grey water recycling. ColoradoBiz Magazine, one of the award sponsors, describes:

As our judges reviewed the finalists, what attracted them was not just buildings with smart designs and imaginative ways to save energy but those that could serve as models for future projects: prototypes for civic and commercial buildings, homes and master-planned developments that could be replicated – and truly represent the spirit of sustainability.40

A municipality can replicate Colorado’s state-wide program on a more local basis by offering awards to local developers, designers and planners.

Improve understanding amongst developers of municipality’s sustainability goals

If local developers and the building community understand a municipality’s sustainable development goals, achieving these goals will become much easier; the municipality will no longer need to wrestle through the development agreement process in order to move ahead.

Example: Bristol, United Kingdom

Bristol, UK prides itself on the work it has done to promote the construction of environmentally sustainable buildings:

City council has a longstanding commitment to sustainable building by working with developers applying for planning permission to make designs more sustainable, setting high standards for our own building projects and providing advice and information to professionals and the general public.41

Bristol is a city with a population that is only slightly higher than Halifax Regional Municipality. With the right communications and programs Briston has succeeded in turning conventional builders into eco-friendly builders.

39 Colorado Sustainable Design Awards. (2009.) Program & requirements. http://b76ee10b57134367ebd46545bd5d972cbf6f36d1.gripelements.com/pdfs/2009-colorado-sustainable-design-awards-nomination-information.pdf (accessed December 21, 2009)40 Cote, M. (2009). Colorado sustainable design awards: Beyond the call of green. www.cobizmag.com/articles/csda-beyond-the-call-of-green/ (accessed December 21, 2009)41 Bristol City Council. Building sustainably in Bristol: Background. www.bristol.gov.uk/ccm/content/Environment-Planning/sustainability/sust-build-design-construction.en;jsessionid=C372BE265FCC5FD69086556DEA4610D6.tcwwwaplaws1 (accessed December 12, 2009)



Sample indicators

�e following are examples of indicators that municipalities can use to evaluate improvements in land use as they relate to supporting sustainable transportation.

Density of development (e.g., dwelling units per acre, jobs per acre, or floor area of commercial uses)Population density Level of connectivity between neighbourhood destinations (an existing tool for measurement is the Heart and Stroke Foundation’s Neighbourhood Active, Healthy Design checklist) Creation of open spaces and amenities (data can be obtained from the municipality; once a historical record has been established, evaluation can proceed)Total length of paved roads42

Road density (i.e., km road per square km)Land area consumed by transport facilities by mode43

42 GPI Atlantic. (2006). �e GPI Transportation accounts: Sustainable transportation in Nova Scotia, p. vii. www.gpiatlantic.org/pdf/transportation/transportation.pdf (accessed April 28, 2010)43 Ibid, p. vii.

27


Overview

Active transportation is human-powered travel and refers most commonly to walking and bicycling, but also to travel by skateboard, in-line skates, scooters, horseback, skis, canoe, skates and even kick-sledding. Walking is very suitable for short trips less than three kilometres. Most people can walk one kilometre in ten minutes and can walk for three kilometres during good weather months. Cycling is suitable for trips between five and ten kilometres, though some people are willing to commute longer distances by bike. Bicycling times vary drastically with traffic levels, terrain and experience. Both modes involve sharing the right-of-way with other users going faster or slower.

Supportive land use planning and development is critical for making active transportation a feasible choice for individuals. Many communities in Nova Scotia are faced with the challenge of having dispersed development, where homes, employment centres, schools, stores, etc. are so spread out that people have become dependent on cars because distances are too far to travel by active transportation. Smaller schools (the lifeblood of many communities) are being closed in favour of larger schools that serve a number of different communities. �ese schools tend to be built on the outskirts of communities, accessed from busy roads or large highways making it very difficult, if not impossible, for kids to walk, bike, skateboard or use any form of active transportation to get to school. Small local stores in town centres have been and are being replaced by malls or big box stores that tend to be located on the edge of town, contributing to sprawl and making it difficult to walk or bike.

�e key to making active transportation a more feasible option in Nova Scotia is to focus on available opportunities. Despite the challenges of dispersed development, centralization and lack of active transportation infrastructure, many Nova Scotia municipalities are making progress: developing active transportation plans, building active transportation infrastructure and implementing education and social marketing campaigns. In the long term, municipalities and the province need to work together to rethink how we develop and build.

Benefits of active transportation:

families and persons with disabilities.

attraction.

adding “eyes” on the street).

Walking is the most popular form of active transportation in Nova Scotia.



destinations and transit stops, leading to additional reductions in automobile travel.44


To achieve lasting, long-term improvements in active transportation, a combination of solutions are required. Increasing the viability of active transportation in a municipality requires short-term action and long-term thinking to:

Table 2 on the following page provides a summary of the actions recommended for improving active transportation in Nova Scotia municipalities.

44 Federation of Canadian Municipalities. (2008). Communities in motion: Bringing active transportation to life. http://gmf.fcm.ca/�les/Capacity_Building_Transportation/CommunitiesinMotion-PUB-e.pdf (accessed December 12, 2009)Fraser Basin Council. (2009). Transportation demand management: A small and mid-size communities toolkit. Available at www.fraserbasin.bc.ca/programs/documents/FBC_TDM_toolkit_web.pdf (accessed December 12, 2009)

Local street used to host weekly outdoor markets attracts residents and visitors to experience the neighbourhood.


Action Page Example

PLANS AND POLICIES

Develop an active transportation plan 30

Connect to regional and provincial active transportation plans 30

Review Municipal Planning Strategy 31

Create design guidelines 32

Adopt a central policy or charter that makes a commitment to active transportation

33

Reallocate street use to active transportation 34


Assess walkability and bikeability 35

Invest in active transportation infrastructure 36

Build end-of-trip bicycling facilities 37

Invest in signage for active transporation 38

Maintain streets and trails in all seasons for active transportation users 38

Create a bicycle sharing system 39


Create an active transportation committee 40

Implement share the road campaigns 40

Enhance education programs with social marketing 41

Host community-wide active transportation events 41

Publicize active transportation network 42

Create an active transportation awards program 43

Draw on existing active transportation programs 43Communities Toolkit

SUMMARY OF ACTIONS


PLANS AND POLICIES

By committing to active transportation, a municipality prioritizes these modes for its residents, sta� and decision makers. Policies can either enable or disable active transportation; to prioritize walking and wheeling it is important to ensure that policies are enabling.

Develop an active transportation plan

Many Nova Scotia municipalities are developing active transportation (AT) plans that provide a framework for and direct the development of an effective active transportation network: a system of safe, connected, continuous and accessible routes for walkers and wheelers incorporating both on-road (street) and off-road (trail) facilities - bike paths and lanes, sidewalks, walking paths and trails - as well as navigational, end of trip (e.g., bike parking) and transit integration (e.g., bike rack on bus) facilities. Without a plan, any development of active transportation infrastructure is likely to result in a patchwork of infrastructure, lacking the interconnectedness of a network that is really needed. In an AT plan it is important to ensure the integration of active transportation into everyday municipal activities, including land use planning, road design and maintenance, public health and recreation, so that responsibilities are shared by staff.

Example: Bridgewater, Nova Scotia

In 2008, Bridgewater’s Town Council approved Bridgewater’s Active Transportation and Connectivity Plan and committed to moving forward with implementation of the plan.

For more information: www.bridgewater.ca/activetransportation

Example: Cape Breton Regional Municipality, Nova Scotia

Also in 2008, Cape Breton Regional Municipality (CBRM) Council approved the CBRM Active Transportation Plan.

For more information: www.cbrm.ns.ca/active-transportation.html

Connect to regional and provincial active transportation plans

Ensure that local active transportation plans connect communities to existing and planned regional and provincial AT routes and trails.

Example: Nova Scotia Bikeways: Scoping the “Blue Route”

Eastwind Cycle Consulting collaborated with stakeholders across the province to develop Nova Scotia Bikeways: Scoping the “Blue Route”, a plan for a provincial

Annapolis Royal residents work together to develop goals for sustainable transportation in their community.

31

bikeways network.45 �e Nova Scotia Bikeways Coalition, formed in 2010 with stakeholders from across the province, will work to promote the implementation of the plan and new policies that will support bicycling in Nova Scotia. To learn more about how your municipality can become part of the plan, contact the Nova Scotia Bikeways Coalition: www.nsbikeways.ca

Review Municipal Planning Strategy

Review Municipal Planning Strategies to identify and implement policies that encourage active transportation. Review, amend or create land use bylaws that support active transportation choices. �e Haliburton, Kawartha and Pine Ridge District Health Unit in Ontario created Guidelines for Reviewing Official Plans. �e guidelines were created to help public health professionals and those outside the municipal planning profession review municipal plans for how well the plans support the design of active communities.

For more information: www.hkpr.on.ca/uploadedFiles/Guidelines%20for%20Reviewing%20Official%20Plans%20rev.pdf

In addition the Haliburton, Kawartha and Pine Ridge District Health Unit has developed a resource called Draft Checklist for Planners to Design Active Communities.

For more information: www.hkpr.on.ca/uploadedFiles/planners%20checklist%20July%202007.pdf

Example: Wolfville, Nova Scotia

In its Municipal Planning Strategy, the Town of Wolfville commits to a bold vision for transportation: “It should be possible for anyone to live comfortably in Wolfville and beyond without owning a private automobile”. Nine policies support this vision, including a requirement of “future developments to make provision for pedestrians, bicyclists, transit users and automobiles”.46

�e Town’s Municipal Planning Strategy supports “compact residential development [that is] within easy walking/bicycling distance of shops, services and work [and that] reduces community dependence on the private automobile and facilitates a more active and healthy lifestyle”.47

45 Eastwind Cycle. (2007). Nova Scotia Bikeways: Infrastructure Mapping and Feasibility. http://bicycle.ns.ca/recreation/archives/Bikeways_Proposal_July2007.pdf (accessed December 12, 2009)46 Town of Wolfville. (2008). Municipal Planning Strategy, Part 13, Transportation, public services and utilities, p. 59 & 60. http://wolfville.ca/index.php?option=com_docman&Itemid=242 (accessed October 10, 2009)47 Town of Wolfville. (2008). Municipal Planning Strategy, Part 8: Residential development and land use, p. 25. http://wolfville.ca/index.php?option=com_docman&Itemid=242 (accessed October 10, 2009)

Public engagement is key when developing an active transportation plan; extra effort should be made to engage children and youth as this demographic is frequently dependent on alternatives to private automobile travel.



Example: Municipal authority in Nova Scotia Motor Vehicle Act

Under Section 171A of Nova Scotia’s Motor Vehicle Act, a municipality is given the right to designate a sidewalk as a trail that can be shared by bicyclists and pedestrians:

Designation of sidewalk as trail171A … a traffic authority appointed … may(a) designate a sidewalk or any portion thereof as a trail; and(b) authorize and regulate the use of bicycles on such trails…

Under Section 172, a municipality is given the right to make it legal for skateboarders and rollerbladers to skate or blade on specified municipal roadways:

Rollerskates or skateboard172 (1)… it shall be an offence for a person upon rollerskates or a skateboard to go on a roadway except while crossing on a crosswalk or unless on a roadway authorized by the Minister. (2) �e council of a city or an incorporated town may exempt from subsection (1) any roadway within that city or town that is not a highway to which the Public Highways Act applies.48

�ough in most communities the standard policy of no bicycling on sidewalks and no skateboarding or rollerblading on local streets remains, municipalities do have the power to change this under the Motor Vehicle Act. �e Town of Annapolis Royal has designated a section of the sidewalk on St. George Street as a shared use trail so that bicycles and pedestrians can both use the sidewalk. �e Town of Wolfville has made skateboarding permissible on all streets throughout the community with the exception of two prohibited areas, one on Main Street and one on Elm Street.

For more information: see Skateboarding Bylaw at http://wolfville.ca/index.php?option=com_docman&Itemid=204

Create design guidelines

Municipalities can create design guidelines that support the creation of built environments that enable active transportation. For example:

(or additions) to provide bicycle parking, showers and change rooms.

parking located beside or behind buildings, not in front.

48 Province of Nova Scotia. (2010). Motor Vehicle Act. www.gov.ns.ca/legislature/legc/statutes/motorv.htm (accessed October 10, 2009)

The Town of Wolfville has made skateboarding permissible on all streets throughout the community with the exception of two prohibited areas, one on Main Street and

one on Elm Street.

33

sidewalks or trails.

Example: Dartmouth Land Use Bylaw

�e general provisions in Dartmouth’s Land Use Bylaw require on-site bicycle parking for new buildings or for add-ons to existing buildings, with the number of bicycle parking spots varying depending on the type of building. For example, for hotels, motels and inns, one space is required for every 20 rooms, and for auditoriums, theaters and stadiums, one space is required for every 20 seats.49

Example: Downtown Dartmouth Land Use Bylaw

�e architectural design requirements in Downtown Dartmouth’s Land Use Bylaw are in place to ensure that new developments or renovations to existing developments will “…blend in with the small scale, traditional architecture… and help maintain the overall character of the community.” Buildings must be constructed to the street line or have setbacks consistent with adjacent properties and street-level design must include treatments such as canopies, porches and planters “to complement a human-scale pedestrian environment”.50

Adopt a central policy or charter that makes a commitment to active transportation

A central policy or charter “provides a common framework to help authorities refocus their existing policies, activities and relationships to create a culture where people choose” to use active transportation. Charter in this sense is not the same as a municipal charter.51

49 Halifax Regional Municipality. (2009). Land Use Bylaw for Dartmouth, p. 12-14. www.halifax.ca/planning/documents/Dartmouth_LUB.pdf (accessed April 20, 2010)50 Halifax Regional Municipality. (2009). Land Use Bylaw for Downtown Dartmouth, p. 24. www.halifax.ca/planning/documents/DowntownDartmouth_LUB.pdf (accessed April 20, 2010)51 Walk 21. (2006). �e International Charter for Walking. http://www.walk21.com/charter/default.asp (accessed February 11, 2010)

Design guidelines can help make vibrant streets.

http://www.flickr.com/photos/dominicspics/1137390330/

Bikes and cars sharing the road in Boston, MA.



On-street parking converted to two-way bicycle lane, La Chute, QC.

Example: Complete Streets Policy

Rather than building streets as roadways for vehicles, the Complete Streets movement demands that streets be places for all users. Municipalities can institute a complete streets policy to ensure that transportation agencies routinely design and operate the entire right of way to enable safe access for all users. Places with complete streets policies are making sure that their streets and roads work for drivers, transit users, pedestrians and bicyclists and for older people, children and people with disabilities. Complete Streets calls for the community to think of streets in a different way.52 �e town of DeSoto, Missouri, population approximately 6,500, passed legislation to require complete streets within its jurisdiction.

For more information: www.completestreets.org/changing-policy

Complete Streets Policy and Implementation brochure: www.completestreets.org/webdocs/cs-brochure-policy.pdf

Example: International Walking Charter

�e Town of Minto, Ontario, with a population of 8,504 over an area of 300 square kilometres, adopted the International Charter for Walking in September 2007 as part of its efforts to enhance the tourist experience as well as promote active transportation for utilitarian and recreational purposes.53

For more information on the International Walking Charter: www.walk21.com/papers/International%20Charter%20for%20Walking.pdf

Reallocate street use to active transportation

Municipalities can remove on-street parking or introduce a “road diet” and reduce the number of lanes on a street and reallocate the road-space to bicyclists and/or pedestrians. �is is a controversial issue in many cities because it is assumed that on-street parking is vital to business and removing parking will impact commercial activity in business areas. However, cities are increasingly interested in the concept because of the health, safety and environmental benefits and proof that removing parking for active transportation infrastructure does not negatively impact customer number or commercial activity; in fact, it brings more visitors to the area.54

52 Complete Streets Coalition. (2009). FAQs. www.completestreets.org/complete-streets-fundamentals/complete-streets-faq/ (accessed November 1, 2009)53 Green Communities Canada in partnership with Walk 21. (2007). Walk21 2007: Walkability roadshow case studies, p. 78-90. www.canadawalks.ca/downloads/Minto.pdf (accessed December 21, 2009)54 �e Clean Air Partnership. (2009). Bike lanes, on-street parking and business: A study of Bloor Street in Toronto’s annex neighbourhood. www.cleanairpartnership.org/pdf/bike-lanes-parking.pdf (accessed April 28, 2010)

Removing parking for active transportation infrastructure does not negatively impact customer number or commercial activity; in fact, it brings more visitors to the area.

La Chute, QC reallocates on-street parking space for bicyclists on selected routes between May 1 and October 15 each year.

Michael Haynes, Director, TransActive Solutions

Michael Haynes, Director, TransActive Solutions

35

Example: Montreal, Quebec

Mayor Gerard Tremblay invested $3.5 million dollars to remove 200 parking spaces on de Maisonneuve Boulevard and build a four-kilometre bike lane in its place. �e bike lane, called Clair Morissette Bike Path, provides a safe downtown bicycling route, linking the West Island and the east end. �e two-way, year-round path (cleared of snow in the winter) is separated from car traffic by concrete walls and in the summer, containers of flowers.

Example: Whitehorse, Yukon

�e Whitehorse Moves Project removed barriers to bicycling for adults commuting to work through investments in cycling infrastructure. One infrastructure improvement made was introducing a road diet by changing selected arterial roadways from four lanes to three lanes and constructing continuous bicycling lanes and multi-use trails to and within the downtown to provide alternatives to driving.

For more information: www.tc.gc.ca/eng/programs/environment-utsp-whitehorse_final-803.htm


Plans and policies are not enough. Without proper infrastructure for walking, biking and other modes of active transportation, it will be very difficult to motivate people to try using active modes of transportation. As stated by the Federation of Canadian Municipalities:

Pedestrians and bicyclists are very exposed to the environment, and sensitive to the quality of travel facilities. �ey avoid routes that they

require investment, but without them, even the best intentions will yield few results.55

Assess walkability and bikeability

Municipalities can conduct walkability and/or bikeability assessments to identify obstacles to and opportunities for improving active transportation and use the results to identify policies and infrastructure that will improve AT. Resources available to assist municipalities in assessing the walkability and bikeability of their communities include:

�e Pedestrian and Bicycle Information Centre’s Walkability Checklist: www.walktoschool-usa.org/downloads/checklist-walkability.pdf

55 Federation of Canadian Municipalities. (2008). Communities in motion: Bringing active transportation to life. Facilities, p. 10. http://gmf.fcm.ca/files/Capacity_Building_Transportation/CommunitiesinMotion-PUB-e.pdf (accessed April 28, 2010)

Bike lanes in Montreal, QC.

Staircase with bike ramp in Whitehorse, YT.

Older areas can be retrofitted to create active street life, as in Bellingham, WA.


http://www.paulhillsdon.com/?p=675

http://rhiannoncoppin.blogspot.com/2007_05_01_archive.html


�e Pedestrian and Bicycle Information Centre’s Bikeability Checklist: www.walktoschool-usa.org/downloads/checklist-bikability.pdf

�e Heart and Stroke Foundation’s Neighbourhood Active, Healthy Design Checklist: www.heartandstroke.com/atf/cf/%7B99452D8B-E7F1-4BD6-A57D-B136CE6C95BF%7D/BETK_HSF_ToolKit-ENG-CheckList.pdf

Example: Union Point, Georgia

�e Town of Union Point, Georgia, population approximately 1,700, conducted a bikeability and walkability audit to address obstacles to walking and bicycling in the Town and to provide recommendations to become a more walkable and bikeable Town. Union Point has a shrinking population and declining economy due to the loss of a major employer. �erefore, Union Point has been focusing on promoting its small-town charm to encourage economic development and increase quality of life. One strategy it is using is the creation of high quality walking and biking facilities.

For more information: www.dot.state.ga.us/travelingingeorgia/bikepedestrian/Documents/Plans/Union%20Point_BikeWalk_2007.pdf

Invest in active transportation infrastructure

Setting aside dedicated funds for active transportation infrastructure, e.g., a separate budget line item for active transportation, is critical. However, this dedicated funding should not be the sole source of funding for active transportation initiatives. For example, road budgets should pay for the cost of bicycle lanes on new roads, not the active transportation budget, because road budgets tend to be much bigger and roads are meant for all users.56 Dedicated funds can pay for infrastructure specific to walking or wheeling, as outlined in the example below.

Example: Whitehorse, Yukon

Whitehorse may seem like an unlikely place for a bicycling culture to develop given that the average temperature is below 5 degrees Celsius for nine months of the year. However, Whitehorse, population approximately 20,50057, has invested a total of $2 million on infrastructure improvements for bicyclists, including:

…upgrading several multi-use paths from outlying residential areas into the downtown; new lighting along selected pathways; a new bicycle/pedestrian bridge over the Yukon River to better connect a major residential neighbourhood with the downtown, a new staircase with bike-ramp, a new roundabout providing a safer connection from the river rail to the bike lanes along 4th Avenue and; improved bicycle infrastructure in the downtown, including

56 Federation of Canadian Municipalities. (2008). Communities in motion: Bringing active transportation to life. Commitment, p. 6. http://gmf.fcm.ca/files/Capacity_Building_Transportation/CommunitiesinMotion-PUB-e.pdf (accessed April 23, 2010)57 Wikipedia. (2010). Whitehorse, Yukon. http://en.wikipedia.org/wiki/Whitehorse,_Yukon (accessed April 23, 2010)

Winnipeg, MB recently installed creative bike racks throughout the city.

37

artisan-designed bicycle racks, on-street bicycle lanes and markings and improved safety signage for bicycles along major arterials.58

Almost three percent of residents bike to work in Whitehorse, compared with just one percent in Halifax, and less than one percent in most other Nova Scotia communities, emphasizing the need for municipal investment in active transportation infrastructure.59

Build end-of-trip bicycling facilities

Lack of proper facilities at a bicyclist’s destination can be a major barrier. Municipalities must provide adequate end-of-trip facilities, including safe, secure, lit and covered parking for bikes and showers and change rooms.

Example: Aspotogon Peninsula, Nova Scotia

�rough funding from Nova Scotia’s Green Mobility Capital Grant Program, the Route Enhancement Committee of the Aspotogon Peninsula (RECAP) installed 13 bike racks throughout Hubbards and the Peninsula in places where people run errands, such as the library, mall, café, offices, community hall and Farmer’s Market. A rack was also placed at the carpool parking lot to facilitate intermodal transport. All of the racks were made and installed by local tradespeople; the rack installed at the Hubbards Barn and Farmer’s Market was made from salvaged jungle gym equipment from the nearby elementary school and particularly appreciated by former students and parents of the school. �is rack was monitored for use; it hosted thirty bicyclists per week who traveled an average of five kilometres return over twenty weeks.60

58 Transport Canada. (2010). “Wheel 2 Work” in Whitehorse. www.tc.gc.ca/eng/programs/environment-utsp-wheel2work-268.htm (accessed April 23, 2010)59 Statistic Canada. (2006). Mode of Transportation, Age Groups and Sex for the Employed Labour Force 15 Years and Over Having a Usual Place of Work or No Fixed Workplace Address of Canada, Provinces, Territories, Census Metropolitan Areas and Census Agglomerations, 2006 Census - 20% Sample Data. www12.statcan.gc.ca/census-recensement/2006/dp-pd/tbt/Rp-eng.cfm?TABID=1&LANG=E&APATH=3&DETAIL=0&DIM=0&FL=A&FREE=0&GC=0&GK=0&GRP=1&PID=90657&PRID=0&PTYPE=88971,97154&S=0&SHOWALL=0&SUB=763&Temporal=2006&THEME=76&VID=0&VNAMEE=&VNAMEF= (accessed May 4, 2010).60 Scott, J., Green Mobility Capital Grant Program Coordinator 2009/2010. (January, 2010). Personal communication with author.

Two bike storage options: lockers and racks.

http://www.flickr.com/photos/vxla/2851780868/



Example: Halifax Regional Municipality

Also through the Green Mobility Capital Grant Program, HRM received funding to install eight bike lockers and one bike rack in Tantallon to connect area residents to the new rural express transit service terminal.

Invest in signage for active transportation

Provide directional signage on active transportation routes to make navigation easy for residents and tourists.

Example: Quebec

La Route Verte, over 4,000 kilometres of bikeways criss-crossing rural regions and

by National Geographic.61 �e route has a signage system that includes directional, informational and interpretive signage, including distances between towns.

For more information: www.velo.qc.ca/rv/index_e.php

Maintain streets and trails in all seasons for active transportation users

Lack of snow clearing on sidewalks and trails is a major impediment for pedestrians in the winter, especially for seniors, children, parents with strollers and people who utilize wheelchairs. In bicycling season, debris and potholes on the side of streets is dangerous for bicyclists. Municipalities should maintain streets and sidewalks year round with regular sweeping, snow and ice control and pothole patching to enable people to walk and bicycle.

Example: Boston, Massachusetts

Walk Boston runs a campaign to encourage the city to prioritize sidewalk snow removal. According to the Walk Boston website, “Most cities and towns hold property owners responsible for clearing sidewalks next to their property, yet sidewalks often remain blocked and dangerous days after a storm”.62 Many Nova Scotian communities face similar challenges. Walk Boston has developed seven basic recommendations to improve sidewalk snow and ice clearance:

Create a norm of snow and ice clearance through local and state marketing 1. campaigns that make uncleared sidewalks and curb ramps as unacceptable as litter. Identify a municipal point person for snow removal so that reporting an uncleared 2. sidewalk or getting assistance is provided through one well-advertised and well-staffed phone number.

61 Deux reconnaissances prestigieuses pour la Route Verte. www.velo.qc.ca/fr/index.php?page=salledepresse&id=20080327133932 (accessed May 3, 2010)62 Walk Boston. (2008). Snow/Sidewalks. www.walkboston.org/work/snow.htm (accessed April 28, 2010)

La Route Verte signage, QC.

Well used bike racks in Montreal, QC.

Marc Panneton, urbaniste, Ministère

39

Set priorities for sidewalk snow clearance that identify the most critical sidewalks 3. to ensure that enforcement and public snow clearance are focused on the most important locations. Improve monitoring and enforcement by giving ticketing authority to municipal 4. workers who are already outdoors (e.g., paring officers, crossing guards) and can therefore see the problems in person (and remember that the goal is to clear sidewalks, not to raise money). Design sidewalks for easier snow removal with simple design interventions, 5. especially at common trouble spots such as curb ramps.Train municipal and private snow plowing personnel so that plow drivers are sensitive 6. to the needs of pedestrians and are proficient in techniques that aid clearance of sidewalks, pedestrian ramps, crosswalks and pedestrian crossing islands.Create sensible state policies through appropriate legislation to eliminate the 7. liability property owners face for clearing sidewalks and allow municipalities to levy more reasonable fines against those who fail to clear.63

For more information: www.walkboston.org/work/snow.htm

Create a bicycle sharing system

Also known as community bike programs, yellow bike programs and white bike programs, these systems make bikes available for public use and are promoted as an easily accessible alternative to motorized travel. �ey allow people to shift easily from one mode of transportation, e.g., public transit or carpool, to using a bicycle and back again. �e basic concept of bicycle sharing systems is free or affordable access to bicycles for transportation in order to reduce people’s use of automobiles for short trips in the city.64

Example: Montreal, Quebec

In May 2009, Montreal launched the Bixi program. It was Canada’s first large scale public bicycle lending system.65 �ough Montreal’s system has specially designed bicycles and elaborate bike stations, bike sharing has been implemented on a smaller scale by at least one community in Nova Scotia.

Example: Annapolis Royal, Nova Scotia

In Annapolis Royal, three bikes and helmets are available for use at City Hall. �ey are available to anyone over the age of 18 with valid identification or to people under 18 with parental consent. �e bicycles for the program were donated and the Town pays for maintenance - approximately $30 per season. �e bicycle lending program is coordinated with the Clean Annapolis River Project (CARP), a local environmental organization that also has a bicycle available for use at their office.

63Walk Boston. (2008). Snow/Sidewalks. www.walkboston.org/work/snow.htm (accessed April 28, 2010)64 Wikipedia. (2010). Bicycle sharing system. http://en.wikipedia.org/wiki/Bicycle_sharing_system (accessed April 23, 2010)65 Hamilton, G. (May, 2009) Part bicycle, part taxi: Meet the Bixi. National Post. www.nationalpost.com/news/canada/story.html?id=1593604#ixzz0l1mobw5F (accessed April 14, 2010)

Montreal’s Bixi bike sharing system.http://www.flickr.com/photos/mymontreal/3627350532/




Create an active transportation committee

Creating an active transportation committee is a good first step towards generating enthusiasm and commitment for active transportation and often a precursor to developing a municipal active transportation plan. It is important to include a range of stakeholders on the committee such as municipal councillors and staff (especially recreation, traffic and planning staff), local recreation coordinators, public health professionals, police officers, environmental educators and representatives of bicycle or walking clubs. Committee members should be a range of ages and abilities so that all perspectives are brought to the table, e.g., youth, seniors, persons with disabilities. Working together, the committee can set short term and long term goals for improving active transportation in their community. Initial tasks may include collecting information from and/or distributing information to residents, such as identifying popular bicycling or walking routes.

Example: Active Transportation Committee, Bridgewater, Nova Scotia

�e formation of the Bridgewater Active Transportation Committee started as a project undertaken by a Masters of Planning student at Dalhousie University with an eye to improving walking routes for school children. Two years after the initial project began a Town councillor joined the committee to help champion the need for adequate active transportation options. In 2008 Town of Bridgewater Council approved the Active Transportation and Connectivity Plan, and the Town now has active transportation planning integrated into its Municipal Planning Strategy and other documents. Improving things for a particular segment of the population blossomed into improving things for all residents and visitors.

For more information: www.bridgewater.ca/active-transportation/partners.html

Implement share the road campaigns

Share the road campaigns aim to increase motorists’ awareness of and respect for bicyclists’ rights, and to educate bicyclists on road rules. In 2003, the province released the Bicycle Safety Brochure, a guide for both motorists and vehicles for sharing the road safely. Municipalities can develop their own education programs and media campaigns to encourage motorists and bicyclists to share the road safely and respectfully.

Bicycle Safety Brochure: www.gov.ns.ca/snsmr/rmv/safe/Bicycle_Safety_hl.pdf

Example: Marin County, California

Marin County Bicycling Coalition’s Share the Road Campaign includes both the general hospital and the police department in their efforts, making the critical link between safety, health and enforcement. �e share the road campaign contains three

Share the Road Campaign Marin County, CA.

http://www.marinbike.org/Campaigns/Share�eRoad/Checkpoints2006/Summary.shtml

41

major elements including Checkpoints, Basic Street Skills and Riding with Youth. �e program demonstrates that in order to reach all riders and drivers a multi-faceted campaign is needed.66

For more information: www.marinbike.org/Campaigns/Share�eRoad/Index.shtml

Enhance education programs with social marketing

Education programs, for example, pedestrian safety, are most effective when coupled with social marketing. Social marketing “tugs at the heart to influence the head”; it is a tool used to sell ideas, attitudes and behaviours instead of commercial products. It helps to build new social norms; as more people adopt new behaviours, social pressure is put on those who do not change their behaviours.67

Example: Pace Car Program, Nova Scotia

One example is the Pace Car Program, a social marketing campaign that is being used effectively in towns throughout Nova Scotia to help stop speeding on neighbourhood streets and make the streets safer for active transportation.

For more information: www.saferoutesns.ca/index.php/special/pacecar

Host community-wide active transportation events

Even when individuals know that sustainable transportation is important, changing daily habits can be difficult. To ease the transition, municipalities should consider hosting educational events such as walking festivals or bike weeks.

66 Marin County Bicycle Coalition. (n.d.). Share the road campaign keeps rolling. www.marinbike.org/Campaigns/Share�eRoad/Index.shtml (accessed April 28, 2010)67 Fraser Basin Council. (2009). Transportation demand management: A small and mid-size communities toolkit, p. 17. www.toolkit.bc.ca/sites/default/files/FBC_TDM_toolkit_web-1.pdf (accessed April 28, 2010)

Pace Car Program, NS.



Example: Walking Festival, Annapolis Royal

�e first Walk Annapolis Royal Weekend was held June 12-14, 2009; the event invited residents and visitors to explore the community on foot.68 �e coordinator of the event says, “Last year was a great beginning... Highlights included: a trail opening, some challenging, ten kilometre group walks and environmental, technological and historical components. My advice for others: incorporate the strengths of your area and add variety - people love a challenge!”69 Walk Annapolis Royal will be held again in 2010 and beyond.

Example: Bike Week, Halifax Regional Municipality

�e purpose of this yearly event is to inspire as many people as possible to ride their bicycles for transportation, recreation and sport. �e events are community driven and encourage people of all ages and abilities to be more active in their daily lives. Colchester and Annapolis counties also host bike weeks in June.

For more information: www.halifax.ca/bikeweek

Publicize active transportation network

Publicize existing active transportation networks with maps and websites, detail the options that exist and recommend routes including sidewalks, trails, bike lanes, and roads with wide curb lanes or paved shoulders.

Example: Annapolis County, Nova Scotia

Bicycle Annapolis County is a project of Annapolis County Recreation Services. With support from Nova Scotia Health Promotion and Protection, the project involved the development of an excellent bicycle route map for the County, which increased bicycling and by extension, municipal support for further bicycling initiatives.

For more information: www.annapoliscounty.ns.ca/pdf/bicycleguide_web.pdf

68 Town of Annapolis Royal. (2009). Walk Annapolis Royal weekend: Come walk with us… June 12-14. www.annapolisroyal.com/downloads/walkfest_brochure.pdf (accessed November 1, 2009)69 Potter, G., Recreation Director, Town of Annapolis Royal. (May, 2010). Personal communication with author.

Walking Festival, Annapolis Royal, NS.

Town of Annapolis Royal

43

Create an active transportation awards program

Give awards that recognize the contributions of key individuals and organizations.

Example: Toronto Bike Awards, Toronto, Ontario

�e Toronto Cyclists’ Union, together with the City of Toronto, presents the Bicycle Friendly Business Awards, which recognize businesses that encourage and support bicycling. �e Union also presents the Golden Spokes Awards to recognize bike-positive things happening in the city.70

Example: Canadian Commuter Challenge

�is challenge is a friendly competition between communities and workplaces to see which region or workplace has the highest percentage of commuters traveling sustainably, e.g., walking, biking, taking transit or carpooling instead of driving alone. National and local coordinators support workplaces in taking on the Commuter Challenge and provide recognition and prizes for the winners.

For more information: www.commuterchallenge.ca

Draw on existing active transportation programs

�ere are a variety of (Nova Scotia-based) resources and programs that community groups and municipalities can draw on to kick-start local projects.

Example: Active and Safe Routes to School (ASRTS)

Active and Safe Routes to School Nova Scotia encourages more children, youth and their families to use active transportation, including walking, bicycling, skateboarding and in-line skating. �rough school travel planning, ASRTS offers in depth consultations to guide school and community groups through a five-step process to help more children and youth walk and wheel to school safely. ASRTS also coordinates the Pace Car Program, International Walk to School Month, Making Tracks (active transportation safety education for children and youth), Winter Walk Day and Walking School Bus.

For more information: www.saferoutesns.ca

Example: Walkabout, Heart and Stroke Foundation Nova Scotia

Walkabout is an initiative of the Heart and Stroke Foundation of Nova Scotia, Nova Scotia Department of Health Promotion and Protection and the Ecology Action Centre. �eir vision is “a revitalized culture of walking in Nova Scotia”.71 �e long-term goal of the program is “to increase the number of Nova Scotians who walk

70 Toronto Cyclist Union. (2008). 2nd Annual Toronto Bike Awards! Jan 19th, 2010. http://bikeunion.to/event/2009/12/15/2nd-annual-toronto-bike-awards-jan-19th-2010 (accessed January 3, 2010)71 Heart and Stroke Foundation of Nova Scotia. (n.d.). Heart and Stroke Walkabout. www.walkaboutns.ca/about.aspx (accessed April 28, 2010)



30 to 60 minutes, most days of the week, for health benefits or as a mode of active transportation”72. Components of the program include supporting and celebrating current walkers in Nova Scotia, a toolkit for advocacy and policy, a social marketing campaign and supporting activity in workplaces and schools. Future priorities include more supports for communities to improve their walkability.

For more information: www.walkaboutns.ca/about.aspx

Example: Shaping Active, Healthy Communities Toolkit and Workshop

Guide, Heart and Stroke Foundation

�e Shaping Active, Healthy Communities Toolkit is a Heart and Stroke Foundation initiative, which aims to assist individuals and groups in promoting active, healthy community design - good public transit, vibrant public spaces and safe, efficient walking and cycling networks – in their communities. �e Shaping Active, Healthy Communities Workshop Guide accompanies the toolkit; it is intended to guide people in delivering workshops that build awareness of the links between community design, physical activity and health, and to demonstrate how people can influence their community’s design to support more active living.

For more information: www.heartandstroke.ns.ca/site/c.inKMIPNlEiG b.6021481/k.CF30/Healthy_Living__Shaping_healthy_active_communities_toolkit.htm

Example: CAN-BIKE courses, Bicycle Nova Scotia

Bicycle Nova Scotia offers CAN-BIKE courses throughout the province. �e courses are oriented toward recreational and utilitarian bicycling, cover all aspects of bicycling safely and enjoyably on the road, and are for all levels and abilities.73

For more information: www.bicycle.ns.ca/education/archives/NS-CB-brochure.pdf

Sample indicators

�e following are examples of indicators that municipalities can use to evaluate improvements in active transportation.

Quantity of active transportation infrastructure, e.g., kilometres of sidewalks, bike lanes and trails.

72 Heart and Stroke Foundation of Nova Scotia. (n.d.). Heart and Stroke Walkabout. www.walkaboutns.ca/about.aspx (accessed April 28, 2010)73 Bicycle Nova Scotia. (2010). Education and Advocacy: CAN-BIKE Program. www.bicycle.ns.ca/education/ (accessed April 28)

The long-term goal of the program is “to increase the number of Nova Scotians who walk 30 to 60 minutes, most days of the week, for health benefits or as a mode of

active transportation”.

45

Percentage of people commuting to work by bicycle, foot or other mode of active transportation (this data is available every �ve years from Statistics Canada’s national census). Percentage of children and youth getting to school on bicycle, foot or other mode of active transportation. Percentage of net municipal ground transportation budget spent on active

transportation.




Overview

�ere are currently four straight-line transit systems operating in Nova Scotia: Kings Transit in the Annapolis valley, Halifax Regional Municipality’s Metro Transit, Cape Breton Regional Municipality Transit and Strait Area Transit servicing Richmond County, Inverness County, Port Hawkesbury and Mulgrave. In addition to these four transit systems, eleven community-based transportation providers assist people with mobility challenges by providing door-to-door transportation services. Strait Area Transit is a combination of door-to-door feeder service and straight-line transit.

Municipal governments are responsible for operating local transit systems as a result of the 1995 Service Exchange, but the ideal transit route often does not conform to municipal boundaries. Services, employment and other destinations frequently lie in neighboring municipalities. Transferring between transit services is often difficult; there is a need for improved coordination between transit service operators to facilitate these transfers.

A good public transit network must connect users at their trip origins to their desired destinations, providing people with access to their daily needs. Good transit service must be safe, reliable, convenient and comfortable to attract people out of their private vehicles. Good connectivity includes connections between various transit routes and types of service, and links to other modes of transportation. Equipping buses with bike racks, for example, can effectively extend the reach of cycling as a transport mode by enabling a rider to begin and end their transit trip on a bicycle.

Geographically, less than half of Nova Scotia is covered by door-to-door transportation services.74 �is means that anyone who has a disability or is trying to age in-place will likely experience mobility related challenges. �e result is that community participation is limited to a certain segment of the population – those who have private vehicles and those who are able to access any existing transit services.

74 Robicheau, C., Le Transport de Clare. (September, 2009). Personal communication with author.

Kings Transit, NS.

Geographically, less than half of Nova Scotia is covered by door-to-door transportation services. The result is that community participation is limited to a

certain segment of the population – those who have private vehicles and those who are able to access any existing transit services.

http://www.kingstransit.ns.ca/

47

Benefits of public transportation

transportation accounts for 57 percent of the transportation sector’s greenhouse gas emissions.75

more fuel efficiency per passenger than one person driving alone.76

municipalities assume that all members of their community have access to a private vehicle.77 Approximately 30 percent of Nova Scotians do not drive, including youth, seniors, persons with disabilities and persons with low incomes. Public transportation increases the ability for those who cannot drive or those without vehicles to access employment, education, social activities and health care. It also increases independence. For example, with adequate public transportation, seniors who do not drive need not be dependent on friends and relatives for mobility.

differing abilities and resources of a community affords everyone the opportunity to get from place to place.

transportation because transit riders also walk and cycle more to access public transportation.


Communities across North America realize that simple creative transit solutions are required to adequately address the needs of all citizens. Innovative systems have been designed and implemented that match both a municipality’s budget and the needs of residents.

Table 3 on the following page provides a summary of the actions recommended for improving public transportation in Nova Scotia municipalities.

75 GPI Atlantic. (2006). �e GPI Transportation accounts: Sustainable transportation in Nova Scotia, p. 46. www.gpiatlantic.org/pdf/transportation/transportation.pdf (accessed April 28, 2010)76 Halifax Regional Municipality. (2009). Five year strategic operations plan - Taking transit to the next level, p. 147. www.halifax.ca/metrotransit/news/documents/5yearStrategicOperationsPlan.pdf (accessed Jan 29, 2010)77 Transport Canada. (2006). Urban transportation showcase program: Sustainable transportation in small and rural communities. www.tc.gc.ca/programs/environment/utsp/smallnruralcomms.htm (accessed January 30, 2010)

Even with a load as low as six passengers, a public bus offers more fuel efficiency per passenger than one person driving alone.



SUMMARY OF ACTIONS

Action Page Example

PLANS AND POLICIES

Collaborate with neighbouring municipalities to provide public transportation options

49Lunenburg, Nova Scotia

Establish priority routes for public transit services 50

Establish partnerships to maximize the benefit of existing services 50Assistance Program


Explore creative alternatives to conventional public transit services 51

United Kingdom


Explore creative incentive programs 52Newfoundland

Create programs to help people feel comfortable with public transit 53Nova Scotia

49

PLANS AND POLICIES

Collaborate with neighbouring municipalities to provide public transportation options

To provide transportation services that are not limited by municipal boundaries it may be necessary for municipalities and towns to collaborate. Formal partnerships enables cost and resource sharing, and allows a transit service to tap into a larger pool of potential riders. A shared transit service may better enable connections between significant trip origins/destinations (e.g., town centres), creating the opportunity to build toward a rapid transit link between centres, with feeder routes delivering riders to transit hubs. A strong transit network helps to reinforce town centres as desirable places for development, which in turn creates more demand for transit and better overall service to meet the demand.78

Example: Kings Transit, Nova Scotia

Kings Transit runs services through the Annapolis Valley between the North and South Mountains of Nova Scotia from Weymouth to Hants County. It is frequently recognized as an excellent example of a small-scale transit service. In 2005, the service was awarded the National Transit Corporate Innovation Award.79 Four municipal units - Kentville, Wolfville, Berwick and Kings - formed the Kings Transit Authority through an inter-municipal agreement.80 Service through these “core” areas is financed through the fare box at a rate of 64 percent. In areas that have contracted service, cost recovery of 100 percent is expected through a combination of fare box and municipal service agreements.81

Example: Bridgewater, Mahone Bay and District of Lunenburg, Nova Scotia

�e Municipality of the District of Lunenburg, Town of Bridgewater, Town of Mahone Bay and Town of Lunenburg recognize that in order to provide affordable public transportation services to their dispersed population they need to work together to build a model that makes fiscal sense and is tailored to local circumstances. A Joint Transit Committee is currently assessing the potential costs of a regional public transit system. An initial feasibility study concluded that a fixed-route bus or van-based transit system could attract between 45,000 and 50,000 riders in its fifth year of operation. �is level of ridership would result in greenhouse gas emission reductions up to 300,000 kilograms per year. Once a preferred model for providing service is selected, the next step for the Joint Transit Committee will be to prepare a detailed

78 Town of Canmore. (2006). Transit implementation guidelines for small Canadian municipalities. http://gmf.fcm.ca/files/Capacity_Building_Transportation/TransitGuidelinesSmallCommunities-PUB-e.pdf (accessed Sept. 24, 2010)79 Ecology Action Centre (2008). Green Mobility Strategy. www.ecologyaction.ca/files/images/file/Transportation/ExecutiveSummary%20GMS.pdf (accessed April 13, 2010) 80 Mullins, R., General Manager, Kings Transit. (October, 2009). Personal communication with author. 81 Transport 2000 Atlantic. (2008). Transport 2000 Atlantic rural public transport toolkit. Transport2000atlantic.wordpress.com/2008/05/23/transport-2000-atlantic-rural (accessed November 1, 2009)

Kings Transit, NS.



implementation plan, which will identify the appropriate governance model, servicing and financial agreements, routing, schedule, bus stops and marketing program.82

For more information: Contact the Municipality of the District of Lunenburg Planning Department, 902.541.1325

Establish priority routes for public transit services

A dedicated right-of-way or priority route for transit ensures that alternatives to single occupancy automobiles are a fast, convenient and affordable choice. Investing in fixed or priority routes also communicates the sense of permanence essential to attracting new investment and development along transit corridors and adjacent to transit stations over the long term.

Example: City of York, Ontario

Transit priority systems offer buses the opportunity to jump ahead of traffic delays by use of queue jumping systems or to by-pass traffic altogether with special high occupancy vehicle lanes. Transport Canada states, “…after transit priority implementation, buses in [the City of York] corridor generally seemed to be on or ahead of schedule more often. Buses that started behind schedule also seemed to recover lost time more easily”.83 Delays are a common excuse for not using transit, but priority systems remove that barrier and thus encourage more sustainable transportation choices.

Establish partnerships to maximize the benefit of existing services

Senior Wheels, Dial-a-Ride, taxi services and school buses often operate at less than full capacity. Each of these systems has the mandate of serving a very specific clientele. If these systems expanded their service, more residents would have access to adequate transportation. �e needs of individual users may differ, but the basic requirement for transportation remains. With flexibility and an inclusive attitude, existing services could be better integrated and more effective.

Example: Le Transport de Clare, Nova Scotia

Along the Fundy coast, Le Transport de Clare aims to provide accessible and affordable transportation for all. A community-based organization, it contracts with seniors, schools and workshops.84

For more information: http://kanga.tc.gc.ca/ATT/19.aspx?CarrierCd=13&CityCd=641

82 Municipality of the District of Lunenburg. 2009. Public Transportation Feasibility Study Final Report. http://www.modl.ca/download_document/438_transit_feasibility_final.html (accessed March 18, 2010)83 Transport Canada. (2009). Transit priority system: Planning and pilot project deployment, York Region, Ontario. www.tc.gc.ca/programs/environment/utsp/transitpriority.htm (accessed December 21, 2009)84 Robicheau, C., Le Transport de Clare. (October, 2009). Personal communication with author.

51

Example: Community Transportation Assistance Program, Nova Scotia

Service Nova Scotia and Municipal Relations recognize the need for inclusive transportation services. �e Department’s Community Transportation Assistance Program (CTAP) offers operating assistance for services that focus on providing transportation to the province’s most vulnerable populations, in particular seniors and persons with physical disabilities.85

For more information: http://www.gov.ns.ca/snsmr/muns/infr


Explore creative alternatives to conventional public transit services

Conventional transit services work well in cities, but in smaller communities a greater emphasis on alternative models for delivering transportation to the public may be necessary. �e needs of individual communities differ as does their ability to finance the various options. It is important to remember that there are many possible solutions to improve mobility options.

Example: Taxibus, Rimouski, Quebec

Taxibus and INTER-Taxibus are demand-responsive services operating on weekdays in

stops, sharing taxis that are dispatched in a manner to maximize occupancy. INTER-Taxibus passengers can travel within either of two outer service zones, or between these zones and the Taxibus zone. All trips are made without transfers and leave within 15 minutes of the scheduled time.

In 2004, Taxibus and INTER-Taxibus provided 81,000 passenger trips with an average occupancy of 2.9 passengers per trip, an average fare of $2.64 and a revenue/cost ratio of 45 percent. �e services receive a municipal subsidy of about

85 Service Nova Scotian and Municipal Relations. (n.d.). Community Transportation Assistance Program: Program guidelines and application. http://www.gov.ns.ca/snsmr/pdf/ans-muns-community-transport.pdf (accessed April 13, 2010)


Transport de Clare’s Fleet.Claredon Robicheau, founder, Le Transport de Clare


Taxibus shows that public-private partnerships with the taxi industry can improve public mobility in an affordable manner. Since 1999, this concept has been used in

86

For more information: www.taxibus.qc.ca

Example: Shared School Buses, South Carolina and Quebec

In South Carolina, Chesterfield County Coordinating Council worked with the local school district to implement a program where parents, school volunteers and school employees can request to ride on regular high school bus routes. School bus drivers were supportive because they were glad to have an extra adult on the bus to help them keep an eye on the students.87

Within Canada and the United States certain jurisdictions integrate school bus and

was resistance from a few school boards, stemming from parents fears’ of strangers

la Commission Scolaire des Chênes, has carried 200 adults a day for 20 years without a single complaint.88

Example: Freight Service with Passengers, United Kingdom

A number of countries have developed “postbuses” for service in rural areas where there is no other form of passenger transportation. With this service, mail delivery vehicles also carry people. A network of Royal Mail Postbus routes exist across England and Scotland. As of 2006, Royal Mail operates more than 200 services, often only once or twice a day. In areas without other forms of public transportation, catching a ride with the postbus offers one transportation option where there would otherwise be no option at all.89


Explore creative incentive programs

86 Transport Canada. (2009). Taxibus: Public transportation for smaller cities. www.tc.gc.ca/eng/programs/environment-utsp-taxibus-257.htm (accessed April 13, 2010)87 Mitchell, M., Coordinator, Chesterfield County Coordinating Council. (November, 2008). Personal communication with author.88 Gow, H., Transport 2000 Canada. (September, 2008). Personal communication with author. 89 Transport 2000 Atlantic. (2008). Transport 2000 Atlantic rural public transport toolkit.Transport2000atlantic.wordpress.com/2008/05/23/transport-2000-atlantic-rural (accessed Nov. 1, 2009)

Taxibus, QC.

http://www.taxi-library.org/taxibus.htm

Taking the bus is cheaper than driving a private vehicle and has environmental and health benefits. Still, these benefits are often not enough to initiate a change in

53

behaviour. Incentive programs with immediate, tangible benefits have been shown to reinforce and change people’s behaviour.90

Example: m-Points, Metrobus, St. John’s, Newfoundland

Aeroplan Rewards Miles work to gather credit for your next flight, so why shouldn’t bus trips earn rewards for the transit user? In St. John’s Newfoundland, each transit ride earns the passenger valuable m-Points that can later be redeemed for bus passes,

Trip Card system that Metrobus has recently adopted. Arguments that extol the environmental benefits of public transit only go so far. Incentives are often required to attract people away from what they see as the comfort and convenience of private

take with Metrobus using your m-Card. In addition, there will be bonus days that allow you to earn as many as 10 points per ride for riding with us.”

For more information: http://mcard.metrobus.com

Create programs to help people feel comfortable with public transit

For non-drivers, whether underage, unable to drive because of a disability or uncomfortable driving, having a relatively inexpensive transportation option available is invaluable. Novice transit users have to learn how to use their local transit system and choose appropriate routes to reach their destination.

Example: Seniors on Board Training Manual

the Ecology Action Centre, developed a trainer’s manual to help encourage seniors to use public transit and community-based transportation services. Literature suggests that older adults are most comfortable depending on family members and friends

dependency and often limits their involvement in the community. With the trend for young people to move from rural communities to urban areas it is not realistic to expect family members to always be available for transporting older relatives. Giving seniors the tools to feel comfortable and safe using public transit or community-based transportation allows for greater mobility.

For more information: www.ecologyaction.ca/content/transportation-publications

90 McKenzie-Mohr, D. (2010). Community-based social marketing. www.cbsm.com/public/world.lasso(accessed February 4, 2010)



Sample indicators

�e following are examples of indicators that municipalities can use to evaluate improvements in public transportation service.

Percentage of people using public transit to commute to work (this data is available every five years through Statistics Canada’s national census) Number of monthly and/or annual passes soldNumber of connections to other public transit services and other transportation modes (e.g., bike racks on buses, transit stop at the local rail station); interviews with service providers can provide this data.Total area serviced by public transportation. Percentage of net municipal ground transportation expenditures spent on public transportation.91

91 GPI Atlantic. (2006). �e GPI Transportation accounts: Sustainable transportation in Nova Scotia, p. vii. www.gpiatlantic.org/pdf/transportation/transportation.pdf (accessed April 28, 2010)

55


Overview

Vehicle emission standards are set by the federal government. Municipalities can effect change by regulating vehicle emissions standards for their own fleets but cannot restrict what types of vehicles are allowed within municipal boundaries. In the Climate Change Action Plan, Nova Scotia committed to “…introduce regulations by 2010 setting fuel consumption and emissions standards for new vehicles.”92 �e Nova Scotia car market is too small to directly impact the efficiency of vehicles produced by auto-manufacturers, but work being done in other jurisdictions may carry Nova Scotia to a higher level of efficiency. For example, in 2009, United States President Obama “…set in motion a new national policy aimed at both increasing fuel economy and reducing greenhouse gas pollution for all new cars and trucks sold in the United States.”93 �ough the legislation only effects cars sold in the United States, cars sold in Canada will likely adhere to the same standard by default.

While municipalities have limited control over the types of passenger vehicles operated in their communities, municipal governments can promote the safe and efficient operation of vehicles through both internal and external policy, procedures and leadership.

Benefits of operating vehicles safely and efficiently

of a household’s transportation costs.94

likelihood and severity of accidents between two drivers or between a driver and a pedestrian or bicyclist.


Table 4 on the following page provides a summary of the actions recommended for improving vehicle efficiency and safety in Nova Scotia municipalities.

92 Province of Nova Scotia. (2009). Climate Change Action Plan - Appendix A: Towards a greener future, p. 36. www.gov.ns.ca/energy/resources/spps/energy-strategy/Climate-Change-Action-Plan-2009.pdf (accessed March 8, 2010)93 Office of the Press Secretary. (2009) President Obama announces national fuel efficiency policy. www.whitehouse.gov/the_press_office/President-Obama-Announces-National-Fuel-Efficiency-Policy/ (accessed March 8, 2010)94 Bollman, R.D. (2007). Statistics Canada: Factors driving Canada’s rural economy. http://dsp-psd.pwgsc.gc.ca/Collection/Statcan/21-601-MIE/21-601-MIE2007083.pdf (accessed January 31, 2010)



SUMMARY OF ACTIONS

Action Page Example

PLANS AND POLICIES

Create a municipal fleet management plan 57Policy, Nova Scotia

Regional Municipality

Create anti-idling bylaw 58

Reduce speed limits within town centres 58 Kingdom


Provide park and ride facilities 60

Create alternative fuel stations 60


Create a ride share program 61 Rideshare, Nova Scotia

Initiate a fuel-efficient driving program 62

57

PLANS AND POLICIES

Create a municipal fleet management plan

Municipalities can create a fleet management plan that includes a number of action items to increase vehicle efficiency. For example:

at hand - vehicles that consume the least fuel and emit the least pollution while enabling staff members to complete their assigned tasks

sharing requirements

Example: Province of Nova Scotia’s Sustainable Vehicle Purchasing Policy

Nova Scotia policy states that the government “…will demonstrate leadership and a commitment to sustainable development by choosing fuel efficient and environmentally responsible vehicles while maintaining long-term fiscal responsibility. Government operated vehicles will be maintained and operated in a manner that maximizes fuel efficiency and minimizes air pollutants.”95 Municipal governments can develop a similar policy.

Example: Halifax Regional Municipality’s Sustainable Fleet Initiatives

Halifax Regional Municipality’s Corporate Local Action Plan to reduce greenhouse gas emissions includes the Green and Sustainable Fleet Initiatives plan, approved by council, which summarizes the following measures related to fleet activities:

96

For more information: Contact the Sustainable Environment Management Office (SEMO), Halifax Regional Municipality, 902.490.6056

95 Province of Nova Scotia. (2009). 300 common services: 7.2, vehicle policy. www.gov.ns.ca/treasuryboard/manuals/300CommonServices.htm (accessed February 4, 2010)96 Halifax Regional Municipality. (2009). Sustainable procurement initiatives: Vehicle right sizing filter and life cycle evaluation methodology. www.halifax.ca/council/agendasc/documents/090707ca1115.pdf (accessed March 8, 2010)



Create anti-idling bylaw

Nova Scotia municipalities can adopt regulations that limit the amount of time that a vehicle is permitted to idle. Municipalities across Canada are implementing bylaws and adapting the bylaws based on experience. In some cases enforcement has been an issue. For example, Burlington, Ontario originally restricted unnecessary idling to three minutes. In practice, the municipality found it unreasonable to expect an enforcement officer to wait around for three minutes to see if a driver is actually in contravention of the bylaw; therefore they changed the bylaw to restrict unnecessary idling to one minute. �e Town of Jasper has no time limitation on their bylaw - no idling is acceptable for any reason; however, the enforcement officers in Jasper rely on common sense in issuing tickets. If it is minus forty degrees Celsius chances are they will not be issuing tickets.

Example: Jasper, Alberta

Jasper has adopted a bylaw that restricts all vehicles from idling within town limits. �e bylaw is enforced by municipal staff; enforcement of the bylaw is made simple because any vehicle idling for any length of time is in violation. Fines for idling are not specified within the bylaw thus allowing the municipality to change them as it deems fit. Enforcement is loosened during extreme weather events or if somebody is manually scraping his/her windshield.97

Example: Kentville, Nova Scotia

Following a two-year community awareness campaign, the Town of Kentville was the first municipality in Nova Scotia to adopt an idling control bylaw. �e bylaw restricts unnecessary idling to a period of three minutes. �ose guilty of breaching the bylaw can be fined between $150 and $10,000.

For more information: www.kentville.ca/townhall_bylaws.cfm

Reduce speed limits within town centres

Nova Scotia municipalities can reduce speed limits in town centres, school zones and playground areas to increase energy efficiency and increase safety for pedestrians. Speeding is one of the top complaints received by elected officials and police in municipalities throughout Nova Scotia. �e Ecology Action Centre’s Active and Safe Routes to School (ASRTS) program has identified safety concerns as the number one reason parents will not encourage their children to walk or bike to school. A pedestrian hit by a car travelling fifty kilometres per hour has an eighty percent chance of sustaining fatal injuries. When hit by a car travelling thirty kilometres per hour the risk drops to five percent. 98 In residential areas, which are frequently fifty kilometres

97 Town of Jasper. (2008). ByLaw #099. http://jasper-alberta.com/userfiles/documents/099%20Anti-Idling.pdf (accessed February 4, 2010)98 Global Road Safety Partnership. (2008). Speed management: A road safety manual for decision-makers and practitioners. http://whqlibdoc.who.int/publications/2008/9782940395040_eng.pdf (accessed April 28, 2010)

An anti-idling sign in North Vancouver, BC.

59

per hour zones, drivers travel an average of seven kilometres above the speed limit.99

Research further shows that areas with a posted speed limit of fifty kilometres per hour have the highest number of child pedestrian injuries and deaths.100 As part of their campaign to get children to be more active, ASRTS is asking the province to give municipalities the right to regulate speed in school zones and playground areas. Municipalities in Nova Scotia can support ASRTS and advocate for their right to regulate speeds in their communities by meeting with their local MLA.

In the UK, community-wide 20 miles per hour (32 kilometres per hour) speed limits are increasing fuel efficiency and reducing injuries and deaths from accidents. Since 1999, local governments in the UK have had the authority to implement a 20 miles per hour (mph) speed limit outside of “main traffic routes” without obtaining the consent of the national government.101 �ere has been a 56 percent reduction in the number of people killed or seriously injured on London streets where a 20mph limit has been implemented.102

Example: Slower Speeds Initiative, United Kingdom

�e Slower Speeds Initiative highlights the impact of speed through sound research and effective advocacy. �e leaders of this initiative argue that slower speeds improve road safety, reduce road danger, encourage walking, bicycling and public transport, reduce fuel consumption and CO2 emissions, reduce noise, manage travel demand and reduce congestion.103 Available on �e Slower Speeds Initiative website are two publications related to speed management in rural areas, which address the unique needs of rural areas as compared to urban centres.

For more information: www.slower-speeds.org.uk/publications

Example: Pace Car Program, Nova Scotia

Nova Scotia municipalities can sign up for Active and Safe Routes to School’s Pace Care Program, which helps stop speeding on neighbourhood streets, especially near schools and playgrounds. Drivers in a community sign the Pace Car pledge and then

99 Transport Canada. (2007). Driver attitude to speeding management: A quantitative and qualitative study – final report. www.tc.gc.ca/media/documents/roadsafety/tp14756e.pdf (accessed April 28, 2010)100 Transport Canada. (2007). Road Safety Traffic Accident Information Database.101 UK Department for Transport, (2006). Setting Local Speed Limits. www.dft.gov.uk/pgr/roadsafety/speedmanagement/dftcircular106/dftcircular106.pdf (accessed March 14, 2010)102 Hart, J. (2008). Driven to Excess, p.63. www.driventoexcess.org (accessed April 28, 2010)103 �e Slower Speeds Initiative. (n.d.). www.slower-speeds.org.uk/ (accessed March 14, 2010)

A pedestrian hit by a car travelling fifty kilometres per hour has an eighty percent chance of sustaining fatal injuries. When hit by a car travelling thirty kilometres per hour the risk drops to five percent.

There has been a 56 percent reduction in the number of people killed or seriously injured on London streets where a 20mph limit has been implemented.



display the official Pace Car emblem on their cars. By agreeing to drive within the speed limit, drivers and their cars become mobile speed bumps, slowing the traffic behind them. Drivers also agree to be more aware of and courteous to other road users, especially pedestrians and bicyclists. In 2009 the number of participating communities exceeded twenty.104

In Bible Hill and Yarmouth, Nova Scotia, the Pace Car Program has been especially successful as has been demonstrated through the launch of the Pace Car Deputy Program. �rough this program elementary school children are “deputized” to monitor their parents driving speed. �ey are also empowered to tell their parents if the way the vehicle is being driven makes them feel unsafe.105

For more information: www.saferoutesns.ca/index.php/special/pacecar


Provide park and ride facilities

Park and ride lots act as hubs for people that commute via carpool or public transit. Facilities such as bike lockers, washrooms and showers can be integrated into a park and ride lot providing commuters with more travel options. For example, a commuter could ride their bicycle to the park and ride lot, park the bike in a bike locker, shower and wait in a heated location for their carpool or public transit departure.

Example: Tantallon, Nova Scotia

In Halifax Regional Municipality, Metro Transit’s MetroX system caters to the suburban commuter community. �e Hubley Centre MetroX Park and Ride Lot in Tantallon has spots for 185 vehicles. It also has eight bike lockers so transit users can store their bikes in a covered and secure location. �ere are bike racks on the buses as well for those who wish to bring their bikes downtown. From the MetroX Park and Ride Lot, comfortable bus service is provided to Halifax’s downtown core .106

Create alternative fuel stations

Municipalities can switch the operation of municipal fleet vehicles, including utility trucks, law-enforcement vehicles, garbage and water trucks, to less polluting fuels by creating alternative fueling stations. �e options for alternative fuels include propane, natural gas, hydrogen and bio-mass (derived from cellulose or animal waste). �e

104 Barlow, J., Active and Safe Routes to School Coordinator, Ecology Action Centre. (November, 2009). Personal communication with author. 105 Nduati, M., Pace Car Program Coordinator, Ecology Action Centre. (February, 2010). Personal communication with author. 106 Halifax Regional Municipality. (2009). MetroX Commuter Transit Service to Tantallon. www.halifax.ca/

f (accessed February 4, 2010)

Pace Car Program bumper sticker, NS.

Bike rack at Hubley Centre MetroX Park and Ride Lot, Tantallon, NS.

Metro Transit, Halifax Regional Municipality

61

ability to utilize these options is dependent on how easy it is for municipalities to create alternative fuel stations.

�e National Propane Gas Association states, “tests conducted by the U.S. Environmental Protection Agency show that propane vehicles can produce 30 to 90 percent less carbon monoxide than gasoline engines and about 50 percent fewer toxins and other smog-producing emissions.”107 Converting vehicles to propane is not expensive or complicated.

Another option for cleaner fuel is natural gas. Naturalgas.org states that “Natural gas is the cleanest of the fossil fuels, and thus its many applications can serve to decrease harmful pollution levels from all sectors, particularly when used together with or replacing other fossil fuels”.108 �e cost to convert to natural gas can range from about $12,500 to $22,500 (US) depending on the vehicle, engine, size of natural gas tanks needed and who does the converting. �e greatest expense is for the natural gas tanks, and the more capacity and number of tanks, the more expensive the conversion.109

�e choice of which type of alternative fuel to use will likely be influenced by local availability. �ree communities in Nova Scotia - Bras D’or Lakes, Bedford and Amherst - advertise as having public filling stations. If a municipality is serious about converting to propane, it may want to investigate the feasibility of building its own filling station. If natural gas is available, this may be an option.


Create a ride share program

Ridesharing is just as it sounds - a number of users sharing a ride to get to where they need to go. It includes carpooling and vanpooling and is generally used for trips with predictable schedules such as commuting to work or attending an event. With carpooling, riders take turns driving their own vehicles and passengers pay for each trip they use. Vanpooling generally uses rented vans, is used for longer distances and is offered through contract agencies, not-for-profit organizations or for-profit entities.110 For example, Nova Scotia’s Green Rider commuter service transports groups of commuters who live along a common route in rural Nova Scotia and have similar work or school hours within Halifax Regional Municipality.

Form more information: www.greenrider.ca

107 National Propane Gas Association. (2009). FAQs About Propane-Powered Fleets. www.npga.org/i4a/pages/index.cfm?pageid=623 (accessed February 4, 2010)108 Naturalgas.org (2004). Natural Gas and the Environment. Pollution from the Transportation Sector – Natural Gas Vehicles. www.naturalgas.org/environment/naturalgas.asp#pollution (accessed April 13, 2010) 109 Siuru, B. & Green, C. (2008) Can You Convert to Natural Gas? www.greencar.com/articles/can-convert-natural-gas.php (accessed February 4, 2010)110 Victoria Transport Policy Institute (2008). Ridesharing: carpooling and vanpooling. www.vtpi.org/tdm/tdm34.htm (accessed April 28, 2010).



Example: HRMSmartTrip

HRMSmartTrip is a web-based ridematching system set up to help Halifax Regional Municipality (HRM) commuters find carpool partners. It matches people based on proximity to origin and destination points, travel route, work hours and riding preferences such as whether smoking, music and food are allowed or not allowed. HRM expects the members of each carpool to set their own guidelines, such as maximum waiting times or what to do if a passenger or the driver is sick.

For more information: www.hrmsmarttrip.ca

Example: Acadia Rideshare

Open to students, faculty and staff of Acadia University, Acadia Rideshare demonstrates that any organization can start its own ride share program. According to the project founders, the Acadian Environmental Society, “whether you need a ride home for break, or are willing to offer up the empty seat in your car to someone who needs a lift, Rideshare is a great way to meet new people and reduce the overall environmental impact of Acadia University.”111 �e benefits of ridesharing include reducing fuel consumption, individual gas costs and greenhouse gas emissions as well as meeting new people.

For more information: www.theasu.com/rideshare/

Example: Allostop, Quebec

over the province and occasionally even outside the province. �ere is a $6 yearly membership fee to join as a passenger and an online system set up to arrange ride bookings and meeting places. One-third of the fee a passenger pays for a given ride goes to the organization; the rest goes directly to the driver who has offered spaces in his/her vehicle. Members report that it is cheaper and often faster than the bus or train.112

For more information: www.allostop-quebec.com

Initiate a fuel-efficient driving program

Nova Scotia municipalities can promote fuel-efficient driving, which aims to get the greatest number of kilometres out of a litre of fuel as possible. Coasting to a stop rather than breaking, and accelerating at a reasonable pace rather than racing the lights are just two ways drivers can greatly improve their fuel efficiency. Although fuel-efficient driving techniques seem simple, they are outside the realm of many people’s experience. Workshops for municipal staff, mail-outs to citizens and businesses and public service announcements can encourage drivers to use fuel-efficient driving techniques. �e

111 Acadia Rideshare. (n.d.). www.theasu.com/rideshare/ (accessed April 28, 2010)112 Allo Stop. (n.d.). www.allostop-quebec.com//voyage.php?erreur (accessed February 6, 2010)

63

techniques are not new, nor revolutionary. �ey are the same techniques that helped a generation survive the oil crises of the 1970s.113.

Example: DriveWiser, Nova Scotia

DriveWiser was developed to help Nova Scotians drive, maintain and buy for fuel efficiency. It is sponsored by Conserve Nova Scotia and administered by Clean Nova Scotia. DriveWiser Active Communities helps Nova Scotia municipalities achieve fuel efficiency; municipalities sign up to participate in at least two of the following DriveWiser initiatives:

Digby, Lockeport, Kentville, Wolfville, Bridgewater and HRM have all become DriveWiser Active Communities.

For more information: www.drivewiser.ca/content/drivewiser_active_communities

Example: Driving Change Program, Denver, Colorado

Miles per gallon (MPG) devices such as Linear Logic’s Scangauge or the PLX Kiwi provide drivers with instantaneous feedback on how their driving habits affect fuel consumption. A writer with Popular Mechanics asserts, “...altering your driving style is probably the least expensive and most effective gas saver of all.”114 MPG devices have proven a successful way to change behaviour. �e Driving Change program in Denver, Colorado uses real-time vehicle monitoring amongst both corporate vehicle and private vehicle users to encourage fuel-efficient driving. �e pilot of the program, completed in 2008, resulted in a fuel savings of 15 percent.115

MPG devices attach easily to most vehicles manufactured after 1996 for less than $200 per unit. �e cost of the units can quickly be recovered in fuel savings and vehicle maintenance costs.

For more information: https://www.drivingchange.org/home.aspx

113 JALA International. (2010). Telework and energy: “It’s time”, the guru said, “to talk of many things. Of oil reserves, and SUVs and why we can’t grow wings.” www.jala.com/tw_and_energy.php (accessed February 6, 2010)114 Allen, M. (2008). How to monitor your fuel economy in real time on the road. Popular Mechanics. www.popularmechanics.com/automotive/how_to/4267957.html (accessed September 20, 2009)115 Driving Change. (2009). www.drivingchange.org/home.aspx (accessed October 2, 2009)



Sample indicators

�e following are examples of indicators that municipalities can use to evaluate improvements in vehicle efficiency.

116 117

118

every five years from Statistics Canada’s national census)

116 GPI Atlantic. (2006). �e GPI Transportation accounts: Sustainable transportation in Nova Scotia, p. vi. www.gpiatlantic.org/pdf/transportation/transportation.pdf (accessed April 28, 2010)117 Ibid.118 �e Centre for Sustainable Transportation. (2002). Sustainable transportation performance indicators, p. 14. www.centreforsustainabletransportation.org/downloads/STPI%20Phase%203%20report.pdf (accessed May 5, 2010)

65


Overview

Goods movement in North America relies heavily on tractor trailers rather than the use of more environmentally sustainable alternatives, such as rail or marine transport.

In Nova Scotia, there was a 66 percent increase in total truck freight between 1990 and 2002 representing a trend away from sustainable transportation.119 �e transportation sector accounts for 28 percent of Nova Scotia’s emissions; at least half of the transport sector’s emissions are caused by freight movement.120 Under the Economic Goals and Sustainable Prosperity Act, Nova Scotia has committed to a 10 percent reduction in greenhouse gas emissions from 1990 levels by 2020.121 If freight continues to be moved primarily by tractor-trailers, this goal will not be met.

Currently, the only substantial transportation infrastructure investments made by the province are those for roads. Wharves and train stations have fallen into disrepair and railway tracks have been pulled up. �is is at odds with a commitment made by the Nova Scotia government at the 2008 New England Governors and Eastern Canadian Premiers (NEG/ECP) Conference; the premiers and governors committed to “shift 10 percent of existing road-carried freight to intermodal road/rail or short sea transportation by 2020”.122

119 GPI Atlantic. (2006). �e GPI Transportation accounts: Sustainable transportation in Nova Scotia. www.gpiatlantic.org/pdf/transportation/transportation.pdf (accessed April 28, 2010).120 Province of Nova Scotia. (2009). Toward a greener future: Nova Scotia’s climate change action plan. www.climatechange.gov.ns.ca/doc/ccap.pdf (accessed April 29, 2010)121 Ibid.122 New England Governors and Eastern Canadian Premiers. (2008). Transportation and air quality action plan, p. 19. www.cap-cpma.ca/images/pdf/eng/2008%20NEGECP%20Documents/Other%20

f (accessed April 29, 2010)

Halterm in Halifax, NS.



In 2009, four months after the NEG/ECP conference, Nova Scotia released the Climate Change Action Plan. Action items number 24, 25 and 27 all aim to improve the efficiency of transporting goods, but they refer to the efficiency of road-based systems. None of the goals of the Climate Change Action Plan address the fundamental modal shift from road to rail needed for lasting sustainability in the movement of goods. Municipalities may have to lead the way for the province.

Benefits of moving goods more efficiently

Decreased cost. �ough counter to what one would expect with rising fuel prices, the direct cost of transportation by road continues to decrease. �is trend currently exists because government subsidizes highway construction and repair. Shi�ing to less fuel intensive transportation systems will eventually be rewarded economically when the true costs of moving goods by tractor-trailer are included in the cost of transportation.Reduced greenhouse gas emissions. At present, the movement of goods accounts for 41 percent of the greenhouse gas emissions from the transportation sector. In the past two decades, emissions from the transportation of goods have increased by 61 percent.123 A shi� to more sustainable modes of shipping freight, such as intermodal road/rail or short sea shipping will help Nova Scotia meet its greenhouse gas reduction targets. Reduce shipping costs through local production. �ere is great potential for local manufacturing and consumption. When goods are produced and consumed locally, transportation costs decrease.

123 Natural Resources Canada. (2009). Energy e�ciency trends in Canada, 1990-2005: Chapter 6. Transportation sector. http://oee.nrcan.gc.ca/publications/statistics/trends07/chapter6.cfm?attr=24 (accessed May 5, 2010)

At the 2008 New England Governors and Eastern Canadian Premiers (NEG/ECP) Conference, the premiers and governors committed to “shift 10 percent of existing

road-carried freight to intermodal road/rail or short sea transportation by 2020”.

Movement of goods by train.http://www.flickr.com/photos/adpowers/478134835/



Table 5 below provides a summary of the actions recommended for the efficient movement of goods within and between Nova Scotia municipalities.

SUMMARY OF ACTIONS

Action Page Example

PLANS AND POLICIES

Move freight more efficiently 68

Plan for intermodality 69

Establish locally-focused procurement policies 69Procurement Policy


Protect existing rail and marine transport infrastructure 70Ontario

Explore viability of trans-load stations at the edges of urban centres 71Windsor, Nova Scotia


Host discussion on sustainable approach to freight transport 72

Work with local and regional partners 72

Explore full cost accounting 73


PLANS AND POLICIES

Move freight more efficiently

In 1999, Genuine Progress Index (GPI) Atlantic examined the costs and benefits of shifting freight from road to rail. Because of limitations in the type of freight shipped, GPI Atlantic asserts that the maximum modal mix possible for the route between Halifax and Amherst is 77 percent rail and 23 percent truck; achieving this modal mix would provide a net average annual social benefit of $10 million.124

Changing from road to rail could have positive effects for a municipality as a whole. �e GPI report emphasizes that Nova Scotia needs to rethink the types of jobs that can be sustained in the long term. A move away from hauling freight by tractor-trailer would impact local trucking companies in the short-term, however there would be net long-term benefits, such as helping Nova Scotia meet its climate change commitments.

In order to achieve a shift in how freight is being moved, municipal leaders will need to come together. �e first step for this has already taken place thanks to the Union of Nova Scotia Municipalities. A Memorandum Of Understanding between the Province of Nova Scotia and the Union of Nova Scotia Municipalities commits municipalities to attaining the goals of Nova Scotia’s Climate Change Action Plan.

Example: Regional commitment to rail

In the 2008 resolutions coming out of the New England Governors/Eastern Canadian Premiers Conference, representatives voted to shift 10 percent of existing road-carried freight to intermodal road/rail or short sea transportation by 2020.125 Municipalities can bring attention to this commitment when speaking to members of the Legislature to request increased investment in rail for the health of their citizens and industries. Nova Scotia municipalities can also put forth a resolution to UNSM or FCM to lobby the federal government to reinvigorate rail. UNSM could collaborate with the other provincial union organizations to put forth a resolution to the FCM.

124 GPI Atlantic. (1999). Application of the genuine progress index approach to analyzing reduction of greenhouse gas emissions in the Nova Scotia freight transport sector. www.gpiatlantic.org/pdf/freight/freight.pdf (accessed April 28, 2010).125 New England Governors and Eastern Canadian Premiers. (2008). Transportation and air quality action plan, p. 19. www.cap-cpma.ca/images/pdf/eng/2008%20NEGECP%20Documents/Other%20

f (accessed April 29, 2010)

69

Plan for intermodality

An efficient and sustainable transportation system requires the consideration of economic, business (e.g., customer and product demands) and environmental factors. A municipality planning for transportation can consider multimodal systems, beyond just road-based systems, and look beyond its borders to consider how each mode fits into the bigger network.

Example: Region of Peel, Ontario

In its report Study of Goods Movement, the Region of Peel identifies that it must work to integrate multimodal goods movement into its planning framework and that this work must be done in close collaboration with surrounding municipalities in order for goods movement to be efficient.126

For more information: www.peelregion.ca/planning/transportation/goods_mvmnt.htm

Establish locally-focused procurement policies

Local manufacturing and production reduces the need for long distance shipping. In his book Why Your World Is About to Get a Whole Lot Smaller, Jeff Rubin predicts the end of globalization and the revitalization of local production. Peak oil will make shipping products from China economically unfeasible. Government policies will need to reflect this change and enhance the ability of producers to distribute locally. For example, purchasing local fruits and vegetables circumvents rising transportation costs and supports local farmers.

Example: Sustainable Procurement Policy, Nova Scotia

Nova Scotia has taken a lead on local procurement through its Sustainable Procurement Policy. �is policy recognizes that though locally produced merchandise may cost slightly more, the benefits to the local economy often outweigh other financial

126 Region of Peel. (2004). Study of goods movement in Peel: Strategic overview. p.40. www.peelregion.ca/planning/transportation/pdfs/goods-movement-final-report.pdf (accessed October 25, 2009)

�e Halifax, NS rail cut is a unique and valuable piece of transportation infrastructure.



considerations. In order to support the local manufacturing, agriculture and aquaculture industries, Nova Scotia’s government departments are authorized to apply a preference for goods manufactured or produced in Nova Scotia worth up to $10,000 (excluding taxes) when it is determined to be in the best interest of the Province.127

Municipalities can be leaders in the local procurement movement by establishing municipal policies, which require all goods to be sourced locally whenever possible.


Protect existing rail and marine transport infrastructure

Much of Canada’s transportation infrastructure investment goes to the construction and upkeep of roads. However, road-based transportation is second only to air when it comes to inefficiency.

Short-sea shipping and rail offer incredible promise. To promote rail and short-sea shipping, it is necessary for government at all three levels to invest in the infrastructure necessary for these modes to operate. Currently, rail sidings are built and maintained by private industry. Traditionally, wharves fall under federal jurisdiction, but the federal government now has a policy of maintaining only those harbours that are critical to the fishing industry. As part of its mandate, the Department of Fisheries and Oceans has a policy of transferring the ownership of non-essential and recreational harbours to local communities.128 A harbour that is not essential to the fishing industry can still play a role in the shipping industry by contributing to a network of marine transportation options, but only if these wharves are maintained.

Maintaining rail sidings should become part of either provincial or federal responsibility, as is the maintenance of highways. Expecting individual rail companies to maintain their “roads” is like asking individual trucking companies to pay for highways. To have fair competition, the rules that one mode of freight transport plays by must apply equally to all other modes.

127 Nova Scotia Procurement Services. (2009). Province of Nova Scotia sustainable procurement policy. www.gov.ns.ca/tenders/policy/pdf_files/procurementpolicy.pdf (accessed May 5, 2010)128 Fisheries and Oceans Canada. (2008). About small craft harbour. www.dfo-mpo.gc.ca/sch-ppb/aboutsch-aproposppb-eng.htm (accessed November 8, 2009)

To support the local manufacturing, agriculture and aquaculture industries, Nova Scotia’s government departments are authorized to apply a preference for goods manufactured or produced in Nova Scotia worth up to $10,000 (excluding taxes)

when it is determined to be in the best interest of the Province.

71

Example: Highway 407 Express Toll Route, Ontario

Transport companies using Highway 407 near Toronto have to pay for the privilege just as do citizens traveling in private automobiles. Highway 407 Express Toll Route explains, “we will continue to use revenue from tolls to help pay for additional lanes and other enhancements to ensure that you have an enjoyable driving experience”.129

Truckers using highways in Nova Scotia do not pay for the privilege (with the exception of Cobequid Pass). Highway 407 in Ontario is a great example of the user pay system where the beneficiaries of a particular transportation system pay for its establishment and maintenance. �ere are, however, few other toll roads in Canada. Municipalities in Nova Scotia can consider lobbying the provincial and federal governments for a more equitable transportation infrastructure funding system.

Explore viability of trans-load stations at the edges of urban centres

When eighteen wheel tractor-trailers rumble through a community’s downtown, it is not conducive to livable neighbourhoods. Irrelevant of the size of each individual order, companies load goods onto large trucks to deliver throughout the province; a truck traveling through Windsor could also be carrying lumber for a construction site in Yarmouth or for maintenance of a fishing vessel in Barrington Passage. One option available to alleviate truck traffic in downtown centres is to establish a trans-load facility at the edge of each town. At this facility, a large truck could unload goods for local delivery to a smaller cube van. Trans-load facilities for moving freight from large trucks or rail cars to smaller delivery trucks respect the integrity of community life by removing excess traffic.

Example: Locating trans-load facilities, Windsor, Nova Scotia

Proposed at the Municipalities for Green Mobility freight session facilitated by the Ecology Action Centre and Cities & Environment Unit in the Town of Windsor, the logic of locating a trans-load facility at the edge of a community is evident. At the edge of town there often exists a high degree of connectivity with local highways such as in an established business park. Business parks usually host a variety of industrial clients. In Windsor a trans-load facility might locate in the Windsor-West Hants

129 407 Express Toll Route. (n.d.). About 407 ETR: Construction. www.407etr.com/about/about_construction.htm (accessed May 5, 2010).

Transporting goods can be disruptive to neighbourhoods.



Industrial Park or in the Town of Windsor Industrial Park.130 Connectivity must be of primary consideration.


Host discussion on sustainable approach to freight transport

�e current economic system in North America relies on the safe, reliable and efficient movement of goods. �e system requires all goods to arrive at a chosen destination in a timely manner regardless of the type of good or its origin. To host a discussion about switching to a more sustainable freight transportation system, a variety of stakeholders with a diversity of perspectives should be present.

Example: Windsor, Nova Scotia

In 2009, the municipality hosted a consultation session on freight transportation with invited stakeholders representing the Town of Windsor, Select Transport, Canadian Gypsum Company, West Hants Chamber of Commerce, Hants Regional Development Association and Minas Basin Pulp and Power. �e following questions were used to guide the session:

What are the strengths and weaknesses of these transportation modes?

Windsor, West Hants and Nova Scotia?

these changes?

While each stakeholder was well-versed on their mode of choice, knowledge of other modes was less complete. �is raised questions about the ability of businesses to switch modes. To help local businesses and attract new companies it would be advantageous for a municipality to have a complete list of transportation options available. To read the outcomes of the Windsor consultation session on freight transportation, see pages 19 to 21 of the Town of Windsor’s Municipalities for Green Mobility report, available from: www.ecologyaction.ca/files/images/file/Transportation/MGM_Windsor_Report_13Aug09.pdf

Work with local and regional partners

Establishing a network of transportation options across numerous jurisdictions, including municipal, provincial and federal, will require the participation and commitment of players at all three levels of government as well as business partners

130 Ecology Action Centre and Cities & Environment Unit. (2009). Municipalities for green mobility: Town of Windsor green mobility community workshop, outcomes and recommendations. http://www.ecologyaction.ca/files/images/file/Transportation/MGM_Windsor_Report_13Aug09.pdf (accessed May 4, 2010)

73

and community members. In the United Kingdom, community conglomerates have become crucial in the delivery of rail transportation. Network Rail describes the effort as bringing the cost of a rail system closer in line with the revenue it generates. �e partners recognize that the system will likely always need government investment, but by working in collaboration with the community the social and environmental benefits of rail can be weighed as substantially as the return on investment.131

Explore full cost accounting

�e full cost of transportation is not necessarily reflected in the price we pay for goods. Some transportation costs are simply absorbed by society as a whole. For example, the cost of building and maintaining a system of roads and highways is an incredibly expensive undertaking. Shippers are not usually asked to pay for this. �e cost of the road network is financed through tax dollars. Road-based transportation is provided at a discount. Rail, which is five times less carbon intensive, is not provided the same subsidy. Shippers must factor transportation costs into the final price of goods. �e same is true for marine and air cargo. Most consumers are unaware of the manner in which the goods they purchase are shipped.

Some groups who have examined the issue feel that non-localized production is at the heart of the problem. A 1999 GPI report asserts that the solution involves pricing transportation to reflect the true costs of the system.132

Sample indicators

�e following are examples of indicators that municipalities can use to evaluate improvements in the efficiency of freight transport.

Freight transport modal split (this can be calculated by assessing how many tonnes of freight are transported to the municipality each year, over how many kilometres and via which mode) Number of local manufacturing companies offering carbon footprint information on the good(s) they sell (�e Carbon Label Company is one example of how a company can track the carbon intensity of its products, www.carbon-label.com/business/footprintingProcess.htm) Number of local manufacturing enterprises that produce goods for local consumption Number of local businesses with freight policies to reduce the carbon footprint of their transportation

131 Network Rail. (n.d.). Community rail: Frequently asked questions - What is the community rail development strategy? www.networkrail.co.uk/aspx/2413.aspx (accessed May 5, 2010)132 GPI Atlantic. (1999). Application of the genuine progress index approach to analyzing reduction of greenhouse gas emissions in the Nova Scotia freight transport sector. www.gpiatlantic.org/pdf/freight/freight.pdf (accessed April 28, 2010).



Conclusion

Nova Scotians need a diverse mix of passenger and freight transportation modes to support their social well-being and promote economic prosperity, ecological health and cultural vitality.

However, Nova Scotia’s communities have been designed for travel by the private automobile. Sprawling development and drive-through cultures make car travel the fastest, most convenient and sometimes only way to get around. Increasing road capacity for travel by private automobile has taken priority over improvements to public transit and cycling and walking routes. Our dependency on the automobile has contributed to an epidemic of physical inactivity, obesity and chronic disease, to air and water pollution, to climate change and to the degradation of wetland and forest habitat.

To thrive in the future, Nova Scotia communities must ensure that they are viable, desirable and healthy places to live. A diversity of transportation choices is needed to retain young people, attract new residents to Nova Scotia and to support independent mobility for seniors. Residents of all ages, abilities and means should enjoy spontaneous and independent access to places of employment, education, shopping, social activity and health care using a mix of sustainable transportation modes: biking, walking, transit, carpooling, interurban bus and rail. �ese options should be as competitive as possible with private vehicle travel in terms of accessibility, affordability, convenience and comfort.

Transportation related decision making at all levels of government will impact communities for decades to come. Municipalities can lead the way toward a more sustainable transportation system by making a commitment at the local level. Integrated Community Sustainability Plans and other planning initiatives are an opportunity for Nova Scotia municipalities to create and implement a local vision for future community development and infrastructure investments. �is toolkit – Municipalities for Green Mobility - was developed to inspire municipalities to invest in and take action on sustainable transportation. Good luck!