Park and Ride goes directly against the goals of Calgary Transit.

No Park and Ride needed for BRT

I’ve been participating in the City of Calgary’s online discussion for the BRT, and there is much talk about park and ride, and why they are necessary to make the route a success. After all, they are in a large part the reason the LRT has such successful core-commuting ridership numbers, so they should be included in all new high-volume transit plans, right? First, let’s make it clear. From the city website: There are no plans to include Park and Rides

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It’s not about you – it’s about the percentages

Convenience Barriers

A lot of civic planning is predicated on the efficient use of resources from the public, to provide services to the public. Sometimes these services are direct, for example the ability to ride the C-Train instead of driving. Other times the service is indirect, such as a lack of congestion conferred by many riders who choose to take the C-Train. Every civic service has a cost, and the recovery of this cost is largely predicated on the number of citizens

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Sports mega-complex has little to offer, once the shine is removed.

CalgaryNEXT misses the mark

You’ve probably heard of CalgaryNEXT, the proposed $890 million mega sports and events complex proposed for the west end of downtown Calgary. Recently, NHL Commissioner Gary Bettman was part of an aggressive sales pitch to Calgary community leaders, in which he threatened that Calgary must embrace the plan or “face the consequences”. He has even gone so far as to state that “the future stability, viability and continuity of the Calgary Flames, and perhaps the city of Calgary, rests on

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City should not be trying to meet a ‘park quota’ in the inner city.

Focus on improving existing Beltline parks

I used to play a lot of Sim City. I remember the enjoyment I got out of watching buildings of all shapes and sizes spring up like plants in a well watered garden. As I played more and learned more about cities in the real world, I even started trying to mix zoning together as much as possible, and I enjoyed creating cities that looked like real places people would live, not just LEGO blocks of different zones pieced together. One thing

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New Urban Farm Partnership advocates for local food growth and productive use of City land.

Urban farming in Calgary

Last week I contacted Audrey Smith, a long time family friend and advocate of urban farming. She was kind enough to respond to my questions with an article length summary of what the New Urban Farm Partnerships (NUFP) is all about, as well as information about an upcoming film premiere “Cultivating Calgary’s Local Food Resiliency”. About NUFP Audrey Smith, Kate Stenson, Katie Husted and Patty Munkittrick are the team of food activists who have created New Urban Farm Partnerships in order to

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Infrastructure projects in Calgary may not be as evenly dispersed as we think.

Is there favouritism in Calgary’s four quadrants?

The city of Calgary has a capital infrastructure budget of $5.8 billion over a course of four-years from 2014-2018. The goal is to balance the infrastructure projects in all four quadrants of the city. Instead what I have found is that the southwest quadrant of Calgary seems to be more immersed in construction. The City of Calgary’s infrastructure plans show that the southwest currently has 17 projects while the northeast quadrant has only five projects underway. This imbalance makes me

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New development may lead to social exclusion.

Calgary’s East Village may suffer from “diversity annihilation”

Note: this article was first published on September 26, 2015 at Klumpentown. Some edits have been made to fit the context of a broader discussion of urban development. The inspiration for this article came from reading Jarrett Walker’s post on Rhetorical Annihilation in the social sciences. It’s a good read, and I’ve adopted his thinking into the way I write papers and conduct research. What Walker is saying is that it is very easy when conducting research of any kind to

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One way streets are bad for pedestrians, business, and may not even improve traffic flow.

Downtown’s one way streets are, well, a one way street

Many decades ago there was a sweeping movement across cities in North America to convert two-way streets to one way streets. Calgary’s downtown was no exception, as evidenced by the current setup with major east-west one way roads on 4th, 5th, 6th, 9th, 11th, and 12th Avenues. Calgary’s 6th Avenue SW, facing west (via Google Street View) For Calgary in particular, one reason for the many one-way corridors has to do with the geometry of Calgary’s downtown. It is much “wider” (east-west)

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Transitway a net positive, but has some potential drawbacks.

Critiquing Calgary’s southwest transitway

Note: This article was originally published on February 25, 2016 at Klumpentown. It was featured in a Metro news article, and I discussed the issue on News/Talk 770. Recently, the City of Calgary has been developing ‘transitways’ for a couple of areas of the city which have been deemed to lack sufficient high-speed transit service, but do not warrant a larger-capacity type service such as an LRT line. Today I am going to try my hand at something new: critique,

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