Complete Mobility in Edmonton A research report sponsored by Siemens examining Complete Mobility solutions www.siemens.ca
Content Content Foreword 4 1.0 Executive Summary 6 1.1 Complete Mobility 6 1.2 Approach to the study 7 1.3 Complete Mobility in Canada: Canadian cities on the Complete Mobility Index 8 1.4 Looking to the future: mobility scenarios 10 1.5 Delivering Complete Mobility in Edmonton 11 2.0 Introduction 12 2.1 Background to the study 12 2.2 Aims of the study 12 2.3 The Complete Mobility concept 13 2.4 The Complete Mobility Index 14 2.5 Methodology followed 15 2.6 Complete Mobility in Canada 15 3.0 The Edmonton Complete Mobility appraisal 16 3.1 The Edmonton Census Metropolitan Area 16 3.2 Relevance of Complete Mobility to Edmonton 17 3.3 Complete Mobility performance of Edmonton 19 3.4 Performance across components of Complete Mobility 20 3.5 Summary 24 2 Complete Mobility in Edmonton
Downtown core, Edmonton 4.0 Edmonton s future mobility scenario: Currently Committed 26 4.1 Plans and policy hierarchy 26 4.2 Strategic objectives 28 4.3 Committed initiatives 29 4.4 Impact of committed projects 30 4.5 Summary 31 5.0 Edmonton s future mobility scenario: Complete Mobility 32 5.1 Complete Mobility packages 32 5.2 Developing the packages 33 5.3 Complete Mobility package: City Centre Redevelopment 35 5.4 Complete Mobility package: Edmonton International Airport/Port Alberta 40 5.5 Complete Mobility package: Smart Infrastructure 45 5.6 Complete Mobility package: High Speed Rail 49 5.7 Summary 53 6.0 Delivery concerns for Edmonton 54 6.1 Edmonton s strengths and weaknesses 54 6.2 Effective governance and working together in the Edmonton region 56 6.3 Adequate and sustainable funding 57 6.4 Getting the priorities right 58 6.5 Integrated transport and land use 59 6.6 Green solutions 60 6.7 Delivering Complete Mobility 62 6.8 Summary 63 7.0 Conclusions 64 Complete Mobility in Edmonton 3
Foreword Foreword Globally, with their economic importance on the rise, cities have become the growth engines of the future. This development, however, combined with the impact of global megatrends such as demographic change, urbanization, climate change and globalization, are creating serious challenges for urban centres. In addition, cities consume vast amounts of natural resources; they account for 75 per cent of the world s total energy consumption and generate 80 per cent of its greenhouse gases. Sustainable, energy-efficient infrastructures for buildings, transportation, power and water supply are urgently needed to preserve the quality of life, ensure competitiveness, conserve natural resources and protect the environment. These are facts. When it comes to developing a strategy, the better the facts, the better the outcome and for this reason, we at Siemens have invested resources in developing a number of research studies: The Sustainable Cities Challenge in Canada; the US & Canada Green City Index and our Complete Mobility for Canadian Cities Series. Our report on Edmonton is the third in a series which already includes the Greater Toronto and Hamilton Area and Calgary. This series is based on one simple concept Complete Mobility. It has been derived from detailed analysis of megatrends and their future impact on freight and passenger transport across all modes. To help decision-makers understand their current and potential mobility systems, a Complete Mobility Index was developed which ranks the performance of global cities against the Complete Mobility concept. As the capital of the growing and wealthy province of Alberta, Edmonton has a great future and direct access to significant resources. The current transit system provides good service in the city centre and part of the downtown area. There are excellent proposed plans on the table and policies exist but they do not deliver the required seamless integration or user focus to create one unified transportation system. 4 Complete Mobility in Edmonton
Skyline, Edmonton There are natural, strategic and economic benefits for Edmonton, being located south of the oil sands at the same time, however, the city has become over-dependent on the oil and gas industry, giving rise to a need for diversification of economic development. The number of auto miles traveled is increasing at twice the rate of population growth this is not a statistic city stakeholders should be proud of, especially considering the environmental impact. Current policies aimed at increasing the use of public transit are simply not working. The Complete Mobility packages presented in this report offer building blocks for the development of the new policies that can drive the economic, environmental and social potential of Edmonton. The technologies to make Complete Mobility a reality are already available. What is really needed is a clear vision and leadership among all the involved parties to jointly develop a regionwide concept that will build integrated mobility solutions. The most important thing is for the diverse parties involved in city management to accept the premise that mobility is the glue that binds an urban region together and drives its success. Awareness is the first step to Complete Mobility. The most important aspect of the Complete Mobility research series is its ability to draw attention to cities strengths, weaknesses and potential in the context of mobility. If the reports can trigger key stakeholders to ponder the issue, then we will have succeeded. On behalf of Siemens in Canada, I am proud to share this report. I encourage you to partake in the subsequent dialogue, with the expectation that we can engage stakeholders to embrace and possibly rethink what the future of mobility in Edmonton can look like. Marco Jungbeker Vice President, Mobility Siemens Canada Limited Complete Mobility in Edmonton 5
1.0 Executive Summary 1.1 Complete Mobility 1.0 Executive Summary 1.1 Complete Mobility The Complete Mobility concept aims to define a system that moves people and freight by developing sustainable, efficient and user-focused infrastructure that offers a high level of service and is safe, reliable and environmentally friendly for cities, metropolitan areas and major hubs. 6 Complete Mobility in Edmonton
1.0 Executive Summary 1.2 Approach to the study Downtown, Edmonton 1.2 Approach to the study As a first step, the six largest Canadian cities were measured using the concept of Complete Mobility and placed on the Complete Mobility Index. Next, Edmonton s mobility was measured through a detailed review of its position within the Complete Mobility Index and an in-depth study of the city and the region. The in-depth analysis involved gaining a detailed understanding of local plans, policies and trends. In addition, important insight into the city was gained through a group of local stakeholders via one-on-one telephone interviews and two workshops. The public and private sector stakeholders represented the cities of Edmonton and St Albert, the region, as well as the province. They covered different transport modes, land use planning, policy and strategy. The understanding gained through this process was used to develop the first of two scenarios for mobility in Edmonton to 2030. The first scenario provides a picture of the current route of Edmonton s mobility system in relation to achieving the values of Complete Mobility. The second scenario offers four integrated packages to improve the city s current and planned system, taking Edmonton towards a Complete Mobility system. Complete Mobility in Edmonton 7
1.0 Executive Summary 1.3 Complete Mobility in Canada: Canadian cities on the Complete Mobility Index Calgary Trail at Whitemud Drive, Edmonton 1.3 Complete Mobility in Canada: Canadian cities on the Complete Mobility Index The Complete Mobility Index, shown in Figure 1, uses five qualitative and 10 quantitative mobility indicators to measure the Sustainability, Efficiency and User focus of a city s mobility system, with the results plotted against GDP per capita. The Index is based on 51 global cities, highlighting their performance in terms of Complete Mobility. It includes six Canadian metropolitan regions: Edmonton, Calgary, the Greater Toronto and Hamilton Area (GTHA), Ottawa, Montreal and Vancouver. One cluster of Canadian cities Vancouver, Ottawa and Montreal is within the Best in Class category, as defined by the Index. Edmonton, Calgary and the GTHA form another cluster that is close to the At Risk category. Although Edmonton s GDP per capita is in the mid-range for the Canadian cities, Edmonton s Mobility Score of 3.6 is the lowest. High car dominance and low provision of other forms of mobility are creating sustainability issues that place the city in a precarious situation with respect to future economic competitiveness. Edmonton scores poorly for Energy Use Intensity and Reliability of Rail Services. It scores better for Affordability, Dedicated Cycle Lanes and Accessibility. 8 Complete Mobility in Edmonton
90 Complete Mobility Index 80 Group 2 At Risk Munich 70 New York Copenhagen Tokyo Amsterdam GDP per capita (USD) 60 50 40 30 20 Group 1 Struggling to Cope Mexico City Dubai Moscow Los Angeles Athens Bueno Aires Istanbul Chicago Phoenix Rome Calgary Sydney Melbourne GTHA Edmonton Prague Seoul London Singapore Vancouver Ottawa Montreal Barcelona Paris Berlin Ruhr Vienna Zurich Group 3 Best in Class 10 0 Lagos Dhaka Tehran Jakarta Cairo Karachi Ho Chi Minh City Kolkata Mumbai Delhi St Petersburg Sao Paulo Bangkok Rio de Janeiro Johannesburg & East Rand Metro Manila Shanghai Beijing 0 1 2 3 4 5 6 Mobility Score Figure 1 Canadian cities on the Complete Mobility Index Complete Mobility in Edmonton 9
1.0 Executive Summary 1.4 Looking to the future: mobility scenarios North Saskatchewan River Valley pedestrian stairs, Edmonton Edmonton International Airport, Edmonton 1.4 Looking to the future: mobility scenarios Two scenarios were developed for mobility in Edmonton through analysis of the city s strategic objectives, mobility requirements, and current plans and policies. The Currently Committed scenario This scenario examines the likely developments for Edmonton s mobility systems based on the initiatives currently committed by the city, region and province. This includes both funded and unfunded initiatives as referred to in the Edmonton Transit System Business Plan Terms of Reference, 2010-2013 Council Initiatives and the Programs of Public Transit and Transportation Systems Budget. Analysis found there are some major committed improvements to the city s transport system for which the city can be congratulated. However, the level of change is unlikely to have enough effect on the wider regional issues, such as increasing sprawl, increasing social disparity, the decline of the city centre and increasing transport-related pollution. Proposals such as the Anthony Henday Drive ring road may worsen these negative trends, making the city less livable and less attractive to residents, graduates and foreign investors, ultimately limiting economic diversity, stability and growth. Edmonton needs to adapt from its current supply-led transport practice to more demand-based initiatives focused on users if it is to reach the goals in The Way Ahead vision. User Focus is reliant on integrated and seamless transport solutions that operate as one system. To achieve this, Edmonton will need to develop innovative transport service options, infrastructure designs and information and payment systems. As well, there must be more integration of transport at the city and regional levels. The Complete Mobility scenario This second scenario offers a series of four integrated packages to take Edmonton towards a mobility system at the forefront of Complete Mobility. It builds on what Edmonton has done, and is planning to do, and addresses the areas for improvement. Each package includes initiatives tailored to Edmonton and supported by global best practice examples. The four packages will help move Edmonton towards the Best in Class group of cities. Without this, Edmonton s mobility system will severely limit the region s ability to achieve its own goals, as set out in The Way Ahead. 10 Complete Mobility in Edmonton
1.0 Executive Summary 1.5 Delivering Complete Mobility in Edmonton Commonwealth Stadium, Edmonton 1.5 Delivering Complete Mobility in Edmonton The Complete Mobility scenario offers strong recommendations to improve mobility in Edmonton. However, there are barriers to overcome in order to implement these new ideas. Effective governance and delivery Complete Mobility has a focus on users, sustainability and efficiency. The user focus element requires information, equal access to services, empowerment of individuals and the potential for creating a system where every user has valued options. Complete Mobility provides a picture of how meeting these goals would look in practice, as well as defining the steps to get there. Working together in the Edmonton region Most local government services in Edmonton continue to be provided in the traditional way via the Province of Alberta, the City of Edmonton and its neighbouring municipalities. However, the Edmonton Capital Region and its Capital Region Growth Plan already provide a strategic regional view. The Capital Region demonstrates how municipalities can work together to craft strategic solutions requiring joint implementation. This gives the region a greater voice provincially and nationally, one that is appropriate to the increased size of the city. Adequate and sustainable funding Any implementation program, including one that takes Edmonton closer to Complete Mobility, requires appropriate, consistent and long-term funding. This is often a key barrier. The traditional answer is for public sector bodies to provide funds from local, provincial or federal sources. Although these are still important funding sources, new responses are also needed to ensure that partnerships, innovative ideas and other forms of funding are all explored. A second program should be developed to ensure the best performing projects and initiatives are funded first. Getting the priorities right In Edmonton, there is a dislocation between provincial priorities and those in the municipal and regional plans. This study proposes a project prioritization framework offering a methodology to score any project or policy against city, regional or provincial objectives. Integrated transport and land use This study revealed examples of good policies in Edmonton for integrating land use and transport, particularly regarding the need to serve and manage growth. However, the success of growth management policies appears to be mixed. Improving this situation is a slow process of talking to developers, working closely with municipalities and creating awareness among individuals to encourage them to critically examine residential locations and thereby influence the market. Complete Mobility in Edmonton 11
2.0 Introduction 2.1 Background to the study 2.2 Aims of the study 2.0 Introduction 2.1 Background to the study 2.2 Aims of the study In 2010, Siemens completed a study called The Sustainable Cities Challenge in Canada, which examined stakeholder perceptions of the sustainability and infrastructure issues facing Canadians. This was based on the results of a survey of 243 experts across 12 Canadian cities on transportation, energy, water, health care, safety and security. The Canadian experts believe transportation is the most important infrastructural system for attracting investment to their cities and they predict it will require the lion s share of infrastructure investment. The results of the 2010 study closely mirror the findings from an earlier Siemens study called Megacity Challenges. Conducted in 2006, this study examined 25 megacities and included interviews with over 500 city leaders. When asked what the biggest issue was, 27 per cent of respondents identified mobility by a factor of three. This high- lights the importance of efficiently moving people and products into, out of and around a city. The Megacity Challenges study showed that although all cities differ with respect to their location, culture, architecture, industry and history, they are all on the same development pathway with common trends, striving to be like the cities with higher scores. The study also confirmed that all cities are being driven primarily by global economic competitiveness. Mobility is a critical factor for the economic success of any city. As cities progress along the development pathway, they move from a mobility system that is not integrated and offers poor, fragmented services to a fully integrated system that is intrinsically part of a city management system. This end state is Complete Mobility. The aim is to provide new insight into the current mobility system of the Edmonton Capital Region relative to its global competitors and establish the pathway needed to achieve a system of Complete Mobility within the next 20 years. The study measures performance towards the end state of Complete Mobility and places the Greater Toronto and Hamilton Area (GTHA), Ottawa, Montreal, Vancouver, Edmonton and Calgary on the Complete Mobility Index. Edmonton s performance is assessed within the Index and the current and future challenges it faces in achieving Complete Mobility by 2030. Two scenarios for mobility in Edmonton to 2030 are presented. The first focuses on current plans and committed schemes, both funded and unfunded. The second scenario goes beyond what is already planned by offering Complete Mobility packages tailored to Edmonton s objectives and challenges. 12 Complete Mobility in Edmonton
2.0 Introduction 2.3 The Complete Mobility concept North Saskatchewan River, Edmonton 2.3 The Complete Mobility concept Following the Megacity Challenges report, further work was undertaken examining trends in over 50 cities, ranging from those with a population of 500,000 to megacities with tens of millions. The work covered trends in economics, demographics, lifestyles, social issues, transport and technology. A selection are shown in Table 1. It was found that as cities develop, certain trends become more dominant and change the array of requirements on mobility. For example, changing patterns of workforce participation may see more women entering the workforce, more part-time work and the use of flexible working hours. This leads to a spread of the peak travel hours, an increased complexity of journeys and an expectation for high levels of connectivity between modes. Ultimately, these trends lead to the conclusion that mobility systems in the future will have to be Sustainable, Efficient and User focused. Table 1 Megatrends Economic trends Demographic trends Lifestyle and social trends Increased disposable income Urbanization Personal lifestyles (expectations, needs, behaviour) Globalization Suburbanization Safety and security Increased motorization Scarcity of fossil fuels Smaller households Aging population Increased workforce participation Environmental awareness Complete Mobility in Edmonton 13
2.0 Introduction 2.4 The Complete Mobility Index 2.4 The Complete Mobility Index The Complete Mobility Index was developed to gain a better understanding of Complete Mobility and the relationship between mobility and economic competitiveness. A city s position on the Index reflects its performance in achieving Complete Mobility with respect to GDP per capita. The Complete Mobility Score is a combination of the 15 qualitative and quantitative indicators shown in Table 2. Each indicator is scored on a scale of 1 to 6, with 1 being the lowest and 6 the highest. The final Mobility Score is an unweighted average of all 15 indicators. The 15 indicators represent key elements of the Complete Mobility concept: User focus, Sustainability and Efficiency. Table 2 Indicators from the Complete Mobility Index Indicator Name Definition Measure number 1 Local Public Transport Services Level of organizational, regulatory and modal integration which enhances user experience, service efficiency and urban management Qualitative 2 Transport Management, Control and Security 3 Transport Information and Payment Systems Uptake of urban traffic control and security systems and their application which provide infrastructure for proactive management of mobility Implementation of customer facing tools for journey planning and payment to support both trip decision-making and city objectives Qualitative Qualitative 4 Air Transport Level of connectivity of national and international air travel Qualitative and integration of airport facilities with urban infrastructure 5 Sea Transport Level of connectivity of national and international sea travel Qualitative and integration of port facilities with urban infrastructure 6 Road Infrastructure Optimized provision of road space per 1,000 of the population Road km-lane/1,000 of the population 7 Accidents Rate of fatal accidents from transport Fatalities/1,000 vehicle of the population 8 Pollution Level of emissions arising as a consequence of transport Emissions mg/m 3 (CO) 9 Energy Use Intensity Level of energy use intensity from transport kj/$gdp 10 Cost of Transport Provision Cost of transport provision for the community Cost/GDP (split for road and rail network) 11 Performance of the Road Network Average journey time on road network 12 Affordability Average cost of travel by public transport as a percentage of household income % change (over 5 year period) of average journey time on core route into urban centre during peak hours Average household expenditure on public transport as a percentage income 13 Reliability of Rail Services Reliability of rail journey time Reliability of rail journey time percentage of services on time 14 Dedicated Cycle Lanes Level of provision of dedicated cycle lanes Dedicated cycle km-lane/1,000 of the population 15 Accessibility Percentage of stations with disabled access Percentage of stations with lift 14 Complete Mobility in Edmonton
2.0 Introduction 2.5 Methodology followed 2.6 Complete Mobility in Canada Fort Edmonton Footbridge, Edmonton Century Park LRT Station, Edmonton 2.5 Methodology followed 2.6 Complete Mobility in Canada The Mobility Index utilizes quantitative data from an independent data collection agency, as well as qualitative scoring completed by an internal panel. The analysis is supported by gaining a detailed understanding of local plans, policies and trends. Important insight was gained through liaison with a group of local stakeholders via one-on-one telephone interviews and two workshops. The stakeholders included public and private sector representatives from Edmonton and St Albert, the region and the province. They covered various transport modes and land use planning, policy and strategy. The Complete Mobility Index is globally applicable and includes 51 cities from all continents, including the census metropolitan areas (CMAs) of the Greater Toronto and Hamilton Area (GTHA), Calgary, Edmonton, Ottawa, Montreal, and Vancouver. Table 3 shows the GDP per capita and the Mobility Scores achieved by the six Canadian cities. As shown on the Index, Edmonton, Calgary and the GTHA form a cluster aligned to the At Risk category. The report reflects on their performance within the Index and contrasts their position versus other international cities with which they compete. Although Edmonton s GDP per capita falls roughly in the middle of the range for the Canadian cities, its Complete Mobility Score of 3.56 is the lowest. This suggests that high car dominance in the area and a lack of other forms of mobility are creating a range of sustainability issues that place the city s future economic competitiveness in a precarious position. Table 3 Final Mobility Scores Urban area GDP per capita (USD) Mobility Score Ottawa 35.84 4.11 Vancouver 38.05 4.11 Montreal 33.01 3.81 GTHA 44.54 3.76 Calgary 55.68 3.75 Edmonton 37.30 3.56 Complete Mobility in Edmonton 15
3.0 The Edmonton Complete Mobility appraisal 3.1 The Edmonton Census Metropolitan Area 3.0 The Edmonton Complete Mobility Appraisal 3.1 The Edmonton Census Metropolitan Area This study covers the Edmonton Census Metropolitan Area, as shown in Figure 2. This includes a number of other large settlements, including, most notably for this study, St Albert, Leduc and those settlements to the east of Edmonton in Strathcona. Other smaller towns, villages, summer villages, as well as four First Nation Reserves, are also included in this area. The population of this area was 1,155,400 in 2009. Wabamun Stony Plain Sturgeon County Spruce Grove St. Albert Legal Bon Accord Morinville City of Edmonton Gibbons Redwater Alberta Industrial Heartland Fort Saskatchewan Strathcona County Sherwood Park Lamont County Bruderheim Lamont Elk Island National Park Parkland County Warburg Devon Calmar Leduc County Thorsby Beaumont Leduc New Sarepta Figure 2 The Edmonton Census Metropolitan Area source: edmonton economic development corporation 16 Complete Mobility in Edmonton
3.0 The Edmonton Complete Mobility appraisal 3.2 Relevance of Complete Mobility to Edmonton Southgate LRT Station, Edmonton 3.2 Relevance of Complete Mobility to Edmonton Complete Mobility is underpinned by a series of global trends. Tables 4, 5, and 6 demonstrate that these global trends, and therefore Complete Mobility, are relevant to Edmonton. The study also recognizes there are significant local trends to be considered. These trends create a complex range of demands to which the transportation system must respond to successfully support the city s aims and objectives. Complete Mobility provides the vision and initiatives to plan for the impact of the trends, take advantage of their potential and proactively manage the mobility system to achieve the city s objectives. Table 4 Global and local trends in Edmonton Economic trends Increased disposable income Globalization Evidence in Edmonton Family median after-tax income of $47,156 in the City of Edmonton in 2008. Increase in GDP of 3.6% from 2006 to 2007 to $44.1 billion for Edmonton CMA, which is expected to rise 3.1-4.1% per year 2010-2013. Short-term declines in family real income during the recession are expected to reverse. Alberta trade balance of $11,948. Edmonton s trade balance (exports less imports) has shown a general improvement since lows reached in 1989. Between 2007 and 2008, the estimated trade balance increased 1.2% Motorization Over 570,000 automobiles registered in Edmonton in 2009. Between 1994 and 2005, the City of Edmonton s population increased 13% while the total kilometres travelled by automobile increased 32%. Scarcity of fossil fuels Alberta has the world s second largest oil sands reserve. Energy production is likely to continue providing a solid stream of revenue municipally, provincially and nationally. However, Edmonton is still affected by global instability of oil prices. Edmonton s current high availability may lead to a more significant dependence on oil, resulting in a heavy impact when availability declines Table 5 Global and local trends in Edmonton Lifestyle trends Livability and quality of life Safety and security Environmental awareness Evidence in Edmonton In the 2009 Edmonton citizen satisfaction survey, 91% of respondents assessed the quality of life positively. However, poor transit rated as the third biggest cause of a low quality of life (14% of respondents). Property crime was down significantly in 2009 from 1992, with violent crime down marginally. However, crime rates in Edmonton remain higher than other Canadian metropolitan areas. Some indications of growing environmental awareness at official levels in Edmonton are found in: The Way We Green strategy.. Alberta s Climate Change and Emissions Management Amendment Act and accompanying gas emission regulations. A new land use framework, which aims to balance environmental, social, and economic claims on land. Although energy consumption is very high, Edmontonians have embraced the following practices: curbside recycling farmers markets hybrid cars and cycling Complete Mobility in Edmonton 17
3.0 The Edmonton Complete Mobility appraisal 3.2 Relevance of Complete Mobility to Edmonton Rexall Place and Northlands, Edmonton Table 6 Global and local trends in Edmonton Social trends Urbanization and suburbanization Smaller households Aging Increased workforce participation Immigration Growth of urban aboriginal population Balance between jobs and skills Income disparity, poverty and lack of affordable housing Evidence in Edmonton There is a general decline in Edmonton s city centre despite pockets of redevelopment. Inner city population declined 1% between 1994 and 2005, while the downtown and university areas increased 41% and 23% respectively. Between 2001 and 2006, the city s population grew by 9.6%, compared with an increase of 10.4% for the Edmonton CMA and 10.6% for Alberta as a whole. The highest population increases have occurred in suburban areas. The northeast and southwest suburbs increased 47% and 62% respectively between 1994 and 2005. This has resulted in large increases in daily suburb-to-downtown and suburb-to-suburb trips. One-person households in the City of Edmonton 1986 =25.9% 2001 = 29.0% Average household size in the City of Edmonton 1986 = 2.6 1996 = 3 2001 = 2.5 Although Edmonton remains a relatively young city, the city s demographic is still aging. Currently, residents age 65+ make up 12% of the population and are projected to represent 20% of the population by 2040. Residents age 75+ increased by 122% over the last 20 years and are projected to further increase 80% by 2040. From 2004 to 2008, 67,958 new jobs were created in the region, an increase of 12.3%. However, the global downturn has increased unemployment nationally. Edmonton CMA unemployment rate remains 1.5% lower than the Canadian average. Migration continues to drive Edmonton s high population growth. There is an inward movement of Albertans to Edmonton, but also high international and interprovincial movement. Between 1996 and 2006, 60% of international immigrants to the Edmonton CMA were from India. The majority of migrants move into Edmonton s city centre and the southwest suburbs. There are about 49,910 First Nation, Inuit or Metis minorities in the Edmonton CMA. There is a trend of movement towards the city in recent years, with Edmonton expected to have the largest urban Aboriginal population in Canada within the next decade. However, Aboriginals are under-represented in the workforce as a lack of tertiary education limits their employment opportunities. The Edmonton workforce is well provided with technical college graduates, but trails other Canadian metropolitan areas in university graduates. This reduces competitiveness in an increasingly knowledge-based economy. Historically, Edmonton s owned and rented properties have been comparatively inexpensive. However, between 1997 and 2007, house prices increased from 2.2 times the average annual family income to 4 times. Edmonton CMA had the fastest rise in house prices in Canada between 2005 and 2007. Homelessness increased by a third between 1999 and 2008. Disparities are growing between high earners in the oil industry and groups at risk, such as single parent families, single persons, Aboriginals and recent immigrants. 18 Complete Mobility in Edmonton
3.0 The Edmonton Complete Mobility appraisal 3.3 Complete Mobility performance of Edmonton McKernan / Belgravia LRT Station, Edmonton 3.3 Complete Mobility performance of Edmonton Edmonton s Mobility Score is 3.56 out of a Another view of performance can be obtained by examining a vertical Complete cross-sec- Mobility Index possible maximum of 6. This score is the average 90from across the 14 relevant Complete Mobility indicators. (Note: As Sea monton s Mobility Score is very similar to tion of the Index as shown in Figure 4. Ed- Transport is not applicable in Edmonton Group 2 the At CMAs Risk of the GTHA (3.76) and Calgary this indicator 80 has not been included in (3.75). Other global cities with comparable scores include Athens (3.6), Chicago M the score.) Figure 3 reveals that Edmonton outperforms cities such as Dubai and (3.56), and New York (3.6). However, Athens would be regarded as a better per- Copenhagen Tokyo Phoenix, 70 who possess GDP per capita levels similar to or higher than Edmonton but former than Edmonton because it achieved Amste who yield a lower Mobility Score. Based on a similar Mobility Score with lower GDP per New York this comparison a number of cities perform capita. On the other hand, New York and 60 Complete Mobility Index Los Angeles London relatively better than Edmonton having a Chicago did not perform as well as Edmonton, failing to transform their higher GDP Chicago Singapore lower GDP per capita but higher scores for mobility. This group includes Vancouver, per capita into higher Mobility Scores. V 50 Barcelona Ottawa, Berlin, and Zurich. Phoenix Rome Calgary Sydney Melbourne Paris Munich Dubai GTHA Edmonton 40 Tokyo Prague Copenhagen Vancouver Berlin Ottawa Amsterdam New York Montreal Ruhr 30 Mexico City Group Los Angeles London 1 Singapore Moscow Athens Gro Struggling Chicago to cope Be 20 Bueno Aires Istanbul Seoul Vienna 50 Barcelona Phoenix Rome Calgary Sydney Melbourne Paris Tehran St Petersburg Jakarta Sao Paulo Dubai GTHA 10 Edmonton Shanghai Cairo Bangkok Rio de Janeiro Karachi Johannesburg & East Rand Beijing Prague Vancouver Metro Manila Lagos Berlin Zurich Ottawa Ho Chi Minh City Dhaka Kolkata Mumbai Delhi 0 Montreal Ruhr 0 1 2 3 4 Mexico City Figure 3 GDP Moscow peer group Athens Group 3 Mobility Figure Score4 Mobility Score peer group Best in Class Bueno Aires Istanbul Seoul GDP per Capita (USD) Cairo Tehran Jakarta Karachi St Petersburg Sao Paulo Bangkok Rio de Janeiro Johannesburg & East Rand Shanghai Beijing Complete Mobility in Edmonton 19
3.0 The Edmonton Complete Mobility appraisal 3.4 Performance across components of Complete Mobility 3.4 Performance across components of Complete Mobility The performance of Edmonton s mobility system was assessed against the three core components of Complete Mobility Sustainability, Efficiency and User focus. Both indicator scores and stakeholder insights have been employed in the analysis. Table 8 Overview of Complete Mobility performance Mobility Scores Poor Performance Strong Performance 1 2 3 4 5 6 Table 8 offers an overview of the scores received by Edmonton for each of the 14 indicators. Sea transport was not included in the calculations of the Mobility Score as it is not applicable due to Edmonton s lack of sea or inland water access. The qualitative scores, unlike the quantitative scores, are not necessarily whole numbers. Therefore, Table 7 has been included to show the exact scores for the five qualitative indicators. Sustainability Accidents Energy Use Intensity Pollution Dedicated Cycle Lanes Transport Management, Control and Security Air Transport Efficiency Sea Transport Road Infrastructure Cost of Transport Provision Performance of the Road Network Not Applicable Local Public Transport Services Table 7 Qualitative Mobility Score details Qualitative indicator Mobility Score Local Public Transport Services 3.50 Transport Management, Control and Security 3.00 Transport Information and Payment Systems 3.33 Air Transport 3.00 User focus Transport Information and Payment Systems Affordability Reliability of Rail Services Accessibility Average Sea Transport N/A 20 Complete Mobility in Edmonton
Capilano Bridge, Edmonton Sustainability Edmonton scores an average of 3.5 across the four Sustainability indicators shown in Figure 5, performing most poorly on Energy Use Intensity. Edmonton has a score of 3.0 for Accidents. On a global scale, Canada s road safety policies are well developed. However, it may be that Edmonton s high level of motorization leads to more accidents than other cities. Edmonton has a very high level of Energy Use Intensity with a score of 2.0. High car dependence, increased trip length due to suburbanization and land use trends, and road congestion affecting goods and passenger movements all contribute to this relatively poor score. Stakeholders noted during the workshops there was a cultural barrier to providing a compact urban form in Edmonton, conducive to low intensity energy use. There is still a strong desire for suburban living and a stigma attached to high-density land use, partly due to the farming ancestry of many residents. Edmonton receives a score of 4.0 for the Pollution indicator because carbon monoxide emissions are relatively low. This is in spite of the poor score for Energy Use Intensity. For the Dedicated Cycle Lanes indicator, Edmonton scores 5.0. The city offers a number of cycle trails, including the River Valley Park, which runs along the north bank of the river through the city centre. Efficiency The Efficiency group of indicators includes the six factors shown in Figure 6. The average score across these indicators in Edmonton is 3.2 the lowest average across the three components of Complete Mobility as well as the lowest score of all six Canadian cities on the Index. Edmonton scores an average of 3.0 for Transport Management, Control and Security, reflecting the city s progress with transport management systems. However, it is not fully utilizing much of the technology Dedicated Cycle Lanes Edmonton - Sustainability Accidents 6 5 4 3 2 1 0 Pollution Figure 5 Performance for Sustainability indicators available globally. This is partly due to a lack of policy regarding transport management. Edmonton scores an average of 3.0 for the Air Transport indicator. Edmonton s International Airport (EIA) is currently relatively small compared to many cities and lies far south of the city. It has poor transit connections and relies almost completely on private vehicles and taxis for access, therefore justifying its poor score. No score was awarded for Sea Transport due to the city s landlocked nature and lack of inland water resources. Energy Use Intensity Complete Mobility in Edmonton 21
3.0 The Edmonton Complete Mobility appraisal 3.4 Performance across components of Complete Mobility Muttart Conservatory, Edmonton In Edmonton there is an over-provision of road infrastructure compared to the ideal of Complete Mobility, which emphasizes the need to balance space within a city. This has resulted in a Road Infrastructure indicator score of 3.0. Sprawl and low-density development in Edmonton encourages car dependency, resulting in an excess of road infrastructure relative to the population. Local policy documents highlight the continued spread of the suburbs as a sustainability concern. However, stakeholder engagement has shown that reducing capacity comes as a concern for ensuring efficiency. rate of population increase. Meanwhile, there was a minimal increase in transit use. User focus User focus is probably the most important aspect of Complete Mobility. Without a system centered on the needs of its current and potential users, it will be difficult to achieve the two other ambitions of Sustainability and Efficiency. Encouragingly, Edmonton gets its highest average score across the User focus group of indicators (3.97). As can be seen in Figure 7, four indicators in this group score a 3.0 or higher, with Affordability and Accessibility scoring particularly well. Edmonton achieves a score of 3.5 for Local Public Transport Services. This remains the lowest of all the Canadian cities. Many of the difficulties operators face in Edmonton are due to the high suburbanization, low housing densities and extensive sprawl. Edmonton s density and land use The Cost of Transport Provision receives a score of 4.0 due to the relatively good investment in road and transit infrastructure and operation. Investment in Edmonton s Light Rail Transit (LRT) system helped achieve this score. Edmonton receives a score of 3.0 for the Performance of the Road Network indicator, reflecting the considerable increase in journey times over the past five years. The trend of increased congestion is particularly worrisome considering the high provision of road infrastructure per person. The increasing level of congestion throughout Edmonton s road network is viewed as a key problem for the region, fuelling much of the fear regarding reduced road capacity. Between 1994 and 2005, total vehicle kilometres increased at more than double the Performance of the Road Network Cost of Transport Provision Edmonton - Efficiency Transport Management, Control and Security 6 5 4 3 2 1 0 Road Infrastructure Figure 6 Performance for Efficiency indicators Air Transport Sea Transport 22 Complete Mobility in Edmonton
Southgate LRT Station, Edmonton mix are not conducive to transit oriented living, further promoting the dominance of the private motor vehicle. For the Transport Information and Payment Systems qualitative indicator, Edmonton scored an average of 3.33. This is a reasonable score based on a good level of information provision and the range of payment options for users. However, when focusing on providing a mobility system with user needs and expectations at its core, simple and effective information and payment systems must be a high priority. Since the time of scoring, Edmonton has moved towards this with a more extensive integrated bus and LRT ticketing scheme with more options, such as the unlimited university pass, day passes, annual passes, bulk-buy ticket packs and door-to-door pick-up for disabled passengers. The Edmonton Transit System (ETS) business plan recognizes there is a potential role for smart card ticketing. There has also been an effort to integrate transit ticketing with promotions for heritage and arts sites across the city, where reductions in venue entry prices are applied when transit tickets are presented. Through these measures, it is expected this score will improve. If the forthcoming trials of real-time passenger information services are successfully expanded, then the score should also improve. Edmonton scores 5.0 on Affordability, which is measured by the percentage of household income spent on public transport. In Edmonton, it is difficult to tell whether this truly indicates that it is affordable or that only a small percentage of income is spent because public transit accounts for a small proportion of trips. More detailed work could look at the reasons people do not make greater use of transit and the extent to which cost is a factor. Accessibility Reliability of Rail Services Edmonton - User focus Local Public Transport Services Figure 7 Performance for User focus indicators 6 5 4 3 2 1 0 Edmonton s score for Reliability of Rail Services, as measured by on-time performance, was 2.0. This is poor, although it matches some other Canadian cities on the Index, such as Calgary, Montreal and Vancouver. In terms of Accessibility, Edmonton scored the maximum of 6.0. This rating is entirely based on disabled access to station platforms. Proposals for future expansion of public transport systems should ensure continued disabled access provision on all systems and modes. Affordability Transport Information and Payment Systems Complete Mobility in Edmonton 23
3.0 The Edmonton Complete Mobility appraisal 3.5 Summary Gateway Boulevard at 34 th Avenue, Edmonton 3.5 Summary Edmonton s performance generally centres around a score of 3.0, with particularly poor scores for Energy Use Intensity and Reliability of Rail Services. There is, however, some variation with higher scores being achieved for Affordability, Dedicated Cycle Lanes and Accessibility. The Mobility Index, site visit and stakeholder consultations have revealed the current transportation system is performing moderately well overall. There are strengths and areas where significant improvements are planned that will make transport more Sustainable, Efficient and User-focused. Edmonton s mobility system provides a good foundation on which to build towards a future system based on Complete Mobility. The following is a summary of the most significant trends in Edmonton and their resulting challenges. Trend 1 Economic competitiveness and oil and natural gas dependence While the retail sector provides the most employment in Edmonton, it is the energy market that is the dominant economic driver. The oil and gas industries can, however, be highly volatile, resulting in Edmonton s economy historically experiencing boom and bust periods. Resulting challenge Economic diversification The success of the Port Alberta initiative is crucial, which requires strong local, national and international connectivity. The EIA plays an important role, but currently faces significant competition from Calgary International Airport. Economic diversity will also require new businesses, entrepreneurs and skilled workers. The city needs to become more livable for residents and attractive to businesses to drive the desired changes. Trend 2 Population growth and immigration The population of the Edmonton Capital Region is expected to increase from 1.12 Million in 2009 to 1.48 Million in 2029. Much of this population growth will come through migration from within Alberta, other Canadian Provinces and internationally. Resulting challenge Ease migration Employment policies must recognize international skills and qualifications. Resulting challenge Manage growth Policy makers must accommodate the increasing population without increasing sprawl. There must be an adequate provision of affordable housing and the creation of attractive higher-density options. The role, appearance and perception of downtown must be enhanced and sufficient transit options must be made available to those living in low-density areas, as well as in the central core of Edmonton. 24 Complete Mobility in Edmonton
Muttart Conservatory, Edmonton Trend 3 Changing demographics The elderly are becoming an increasingly large proportion of the population, household sizes are becoming smaller, the number of urban Aboriginals is rising and ethnic diversity is growing. Resulting challenge Integration and equality Edmonton must ensure that all segments of society are well integrated and have equal access to the services and facilities they require. Trend 4 Car dominance There is a dominant car culture in Edmonton. Many journeys can only realistically be undertaken by private auto. When energy prices rise the personal costs of automotive use will increase, making such a car-focussed lifestyle environmentally and economically unsustainable. In addition, cardependent lifestyles have adverse impacts on health through both emissions and a lack of exercise. Resultant challenge Car dominance is unsustainable with population growth Congestion is not a significant issue in Edmonton yet, but that could change quickly. Edmonton must provide adequate road and transit networks and create the conditions for integration between all modes as well as integrate land use and transport planning, so that mode share can become more balanced and sustainable. The use of incentives may be required to promote behavioural change. In addition, there is a real need to demonstrate that higher density living and reduced car use does not have to compromise lifestyle aspirations and can enhance urban living. Trend 5 Mixed priorities between city, region and province There are different governance, funding and delivery issues which need to be resolved in Edmonton. The mismatch of investment priorities between the Edmonton Capital Region and the province is most likely the biggest barrier to successful implementation of an improved transportation system. Resulting Challenge Find mutually supportive objectives Mutually supportive objectives will ensure that funding is directed to the most suitable transport projects and initiatives. Complete Mobility in Edmonton 25
4.0 Edmonton s future mobility scenario: Currently Committed 4.1 Plans and policy hierarchy 4.0 Edmonton s future mobility scenario: Currently Committed 4.1 Plans and policy hierarchy The first step taken to develop this scenario was to get a thorough understanding of the policy and planning hierarchy in Edmonton. This was achieved through various discussions with stakeholders and a review of the policy documents within the region. Figure 8 outlines the interaction between policy documents relating to the Edmonton Area: the Capital Region Growth Plan, the municipal development plans and the transportation master plans for the areas of St Albert and Strathcona. In addition, there is a set of policy documents relating to the City of Edmonton guided by the strategic plan visioning document The Way Ahead. Its components include The Way We Move (transportation), The Way We Green (environment), The Way We Grow (strategic growth), The Way We Live (user services) and The Way We Finance (financial sustainability). There are also area-based development plans, includ- Other Area Municipalities Strathcona MDP (2007) St. Albert TMP (2011 DRAFT) MDP (2010) TMP (2009) Capital Region Growth Plan (2010) Edmonton International Airport Master Plan 2010 2035 Port Alberta Initiatives Edmonton Figure 8 Plans and policy hierarchy for Edmonton The Way Ahead Vision (2009) The Way We Move TMP (2009) The Way We Grow MDP (2010) The Way We Live (2010) The Way We Green (2011) Capital City Downtown Plan TOD Guidelines (2011) City Centre Redevelopment (Ongoing) 26 Complete Mobility in Edmonton
Stadium LRT Station, Edmonton University of Alberta, Edmonton ing the Capital Region Downtown Plan and the City Centre Redevelopment Plan. Supporting guidance is provided by the Transit Oriented Development Guidelines. The Way Ahead The City of Edmonton s strategic plan, The Way Ahead, covers the period 2009 to 2018 and provides a guiding document to focus and prioritize the development of services and infrastructure to meet the city s opportunities and challenges. The strategic plan uses information gathered through citizen stakeholder engagement to create six 10-year strategic goals. These goals are to guide the city s actions in achieving the vision and to direct longterm planning. The six goals aim to: Preserve and sustain Edmonton s environment; Improve Edmonton s livability; Transform Edmonton s urban form; Shift Edmonton s transportation modal choices; Ensure Edmonton s financial stability; and Diversify Edmonton s economy. Under each of these goals, three-year priorities were established to provide immediate action. The document is reviewed annually and, if necessary, adjusted to reflect new issues, challenges, trends and opportunities. The Way We Move The Way We Move was developed under The Way Ahead to apply its principles to Edmonton s transportation needs. The plan directs policies and gives guidance for funding projects and programs that work towards the creation of a successful transportation network. It consists of seven goals: 1. Transportation and Land Use Integration: Co-ordination of transport and land use. 2. Access and Mobility: An interconnected, integrated and supportive transport system for all people and goods. 3. Transportation Mode Shift: Encouraging and facilitating public transportation and active transportation, as well as more efficient car use. 4. Sustainability: An integrated approach to environmental, financial, and social impacts to create sustainable, livable communities that minimize the need for new infrastructure and increase quality of life. 5. Health and Safety: A transportation system that supports healthy, active lifestyles, and addresses user safety and security. 6. Well-Maintained Infrastructure: A transportation system that is kept in a good state of repair and accommodates future growth in a fiscally responsible and sustainable manner. 7. Economic Vitality: Efficient movement of goods, convenient mobility of the labour force and access to a vibrant city centre, enhancing the economic vitality and competitive advantage of Edmonton and the region. Complete Mobility in Edmonton 27