gnccworkingwith$health$groupson$transportation$plan$ · 2016-03-09 ·...
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Greater Nanaimo Cycling Coalition | P.O.Box 441, Nanaimo, BC V9R 3L5 | www.bikesense.org
GNCC working with Health Groups on Transportation Plan BC On The Move: Key Health Messages
The Provincial Government is developing a new 10-‐year transportation plan, B.C. on the Move, and wants to know your top three priorities for transportation infrastructure projects. The Greater Nanaimo Cycling Coalition , together with Health, Business and Tourism groups will be making a submission to the government and we want that submission to reflect the priorities of our members and other people in our community . Knowing your priorities will also help us make the case to the government for increased investment million in cycling infrastructure, maintenance and education. In our cycling strategy, the GNCC recommends the Province invest $75 million per year in upgrading cycling facilities on Provincial highways and bridges as well as providing increased funding for cycling networks in communities around BC.
This is an invitation to participate in a discussion about the provincial Ten Year Transportation Plan 'BC on The Move' and how to strengthen its potential benefits and mitigate issues for BC's health and environment. As the 'BC On the Move' plan is intended to set the direction of planning and funding of transportation infrastructure over the next ten years, we see this as an opportunity to deliver a coordinated message about the need for a stronger provincial commitment to active transportation and transit.
Our Take
While the plan addresses some of the health benefits of improved cycling, walking, and active transportation infrastructure, the ministry has missed an opportunity to truly make the connection between health and transportation. The ‘Moving Forward’ section 3-‐ Connecting and Strengthening Communities needs to be enhanced and prioritized as the first section. Additionally, the following areas should be addressed within the document:
Air Quality
The development of larger road networks and infrastructure may ultimately lead to more cars and trucks on the road thereby producing more air pollutants. Poor air quality has been shown to have mild to severe health implications, especially for the elderly, the young, the immunocompromised and those who suffer from respiratory disease or asthma. More cars on the road may prevent communities, and the province as
Greater Nanaimo Cycling Coalition | P.O.Box 441, Nanaimo, BC V9R 3L5 | www.bikesense.org
a whole, achieve their GHGs reduction targets. In Canada, 24% (as of 2011) of GHGs are from transportation (cars and trucks). Increased volume on the roads will increase this percentage.
• The Greenhouse Gas Reduction Targets Act (GGRTA) sets aggressive legislated targets for reducing greenhouse gases. Under the Act, B.C.'s GHG emissions are to be reduced by at least 33 per cent below 2007 levels by 2020. Source: http://www2.gov.bc.ca/gov/topic.page?id=60E1E7810BC145C6B6FC00EE31F41EC5
• Health effects from air pollution can last for a short while (e.g., coughing) or become chronic (e.g., heart and lung disease). Health problems increase when we are exposed to air pollution for a long time (exposure), and when we breathe in a lot of it (concentration). Source: http://www.bcairquality.ca/health/
• Coughing and wheezing are two of the mild problems associated with inhaling PM2.5. However, this type of air pollution can also cause or worsen serious illnesses such as asthma, heart disease, chronic bronchitis, emphysema and pneumonia. Exposure to PM2.5 is associated with a significant rise in the number of premature deaths from respiratory and heart disease. It's also linked with more emergency room visits, hospitalization, and time off work and school. Long-‐term exposure in pregnant women can cause premature births and low birth weights. Source: http://www.bcairquality.ca/health/air-‐quality-‐and-‐health.html
• List of what communities can do to improve air quality, such as: building more livable communities, enhancing public transit, put in place anti-‐idling laws. Source: http://www.bcairquality.ca/101/community-‐air-‐quality.html
• GHG emissions in Canada Source: http://www.ec.gc.ca/ges-‐ghg/985F05FB-‐4744-‐4269-‐8C1A-‐D443F8A86814/1001-‐Canada's%20Emissions%20Trends%202013_e.pdf
Transit in smaller communities
More support for transit in small communities and lower served areas is needed. Many rural communities have limited transit options, especially for those who are unable to drive and do not have easy access to amenities, such as food stores, doctors, etc. Increased handydart service is needed in all communities to support those with disabilities. Transit service can have a great impact on social wellbeing and connectedness as it allows for greater opportunities for employment, visiting friends, and getting people where they want to go.
• One way that smaller communities maximize ridership and stay ahead of rising costs is to focus on understanding and serving key market segments.
• More flexible, demand-‐responsive approaches including dial-‐a-‐ride are used by some systems to provide service during off-‐peak hours, or to serve low-‐density or rural areas.
• Taxi service for rural areas with a subsidy. Source for all three points above: http://www.cutaactu.ca/en/public-‐transit/publicationsandresearch/resources/issuepaperno.11_publictransitandsmallcommunities.pdf
Greater Nanaimo Cycling Coalition | P.O.Box 441, Nanaimo, BC V9R 3L5 | www.bikesense.org
• Social connections and transit: Those with greater travel opportunities, or connection options, have been found to have more diverse social networks, which leads to greater mental health and feelings of belonging. Source: http://www.wellesleyinstitute.com/wp-‐content/uploads/2013/10/The-‐Spatial-‐Trap2.pdf
Transit in all regions
Increased transit availability benefits the users, non-‐users and those in which transit is their only option. Increased sustainable transit can have benefits for air quality, social connectedness, access to amenities, physical activity, etc. Improved transportation networks that connect the entire region of Metro Vancouver will support the projected growth of the region and in more rural areas, improved transit systems will entice younger generations to remain in their home towns and support their local communities.
• Transportation design plays a significant role in shaping how residents move throughout a community. A community with a car-‐centric road network will likely encourage residents to drive and keep driving, even for short distances. Source: https://hcbdclasp.files.wordpress.com/2013/03/hsf-‐hcbd-‐clearwater-‐project-‐sep-‐15-‐2014.pdf
• Growing proportion of aging population in rural communities will require better transit in order to access shopping, medical appointments and social engagements. Young non-‐drivers, or who cannot afford a car, will need better transit to access job opportunities (without it they will have to move to more urban centres which affects local economies) Source: https://www.fcm.ca/Documents/tools/GMF/Transport_Canada/ImprovingTravelSmallRural_EN.pdf
• Improved transit systems in urban areas can have positive indirect effects on the environment, economy and the health of community members. Improved transit in all regions can help the movement of both people and goods throughout the region. Source: http://www.comt.ca/english/urbanprogress.pdf
Social Connectedness
When discussing the province’s transit system, there is no mention of how an efficient transit system can increase social connectedness within a community. By providing a means of transportation to go to work, access social networks, education, and leisure activities to those that otherwise may not have access can dramatically improve mental health and reduce social isolation. Equity should be a goal in transportation planning.
• People living in the poorest communities suffer the worst access opportunities and also the worst effects of other people's travel -‐ they are both less travelled and more travelled upon. Source: http://www.nzta.govt.nz/resources/literature-‐review-‐community-‐severance-‐social-‐connectedness/docs/literature-‐review-‐community-‐severance-‐social-‐connectedness-‐definitions-‐pathways-‐measurement.pdf
Greater Nanaimo Cycling Coalition | P.O.Box 441, Nanaimo, BC V9R 3L5 | www.bikesense.org
• Transport decisions have an impact on consumer budgets. This can affect social inclusion directly (by making it difficult to afford transport) and indirectly (by reducing the amount of money left for other activities, such as food, housing, education, etc.). Rural residents spend more on transport than urban residents in absolute terms and as a portion of income. This suggests that lower-‐income households located in automobile dependent areas face particular hardship from unaffordable transport. Source: http://www.vtpi.org/soc_ex.pdf
Natural Environment
There is very little discussion around the suggested transportation investments being planned/incorporated using a sustainable lens in order to protect our natural environment. It is integral that our natural areas protect the ecosystem services that we depend on.
Speed Limits
There is no discussion on speed limits. Lowering speed limits can increase safety, fuel efficiency and promote people to spend more time outdoors.
• Pedestrians’ chances of surviving a crash at 30 km/h are much higher (90%) than if they are hit at 50 km/h (30%). Source: Adapted from Bureau de prévention des accidents, 2008.
• Most cars, vans, SUVs and pick-‐up trucks operate most fuel efficiently when travelling between 50 and 80 km/h. Above this optimal speed zone, vehicles consume increasingly more fuel the faster they go. At 120 km/h, a vehicle uses about 20 percent more fuel than at 100 km/h. On a 25-‐km trip, this spike in speed—and fuel consumption—would cut just two minutes from your travel time. Source: http://www.nrcan.gc.ca/energy/efficiency/transportation/cars-‐light-‐trucks/fuel-‐efficient-‐driving-‐techniques/7513
• A Switzerland study indicated that after lowering traffic speed, the number of people that said they ‘linger’ in their street increased from 24% in a 50kph street to 37% in a 30kph street (Basel cited in Duncan 2012:63). Source: http://www.nzta.govt.nz/resources/literature-‐review-‐community-‐severance-‐social-‐connectedness/docs/literature-‐review-‐community-‐severance-‐social-‐connectedness-‐definitions-‐pathways-‐measurement.pdf