Transportation and Urban Form: Energy Use and Climate Change Considerations Visions of Transportation and Urban Form in the Greater Toronto Area June 13, 2005 Peter Reilly-Roe - Office of Energy Efficiency Natural Resources Canada

Transportation and Sustainability in Urban Areas Challenge: Provide access to jobs and services while increasing economic welfare and enhancing attractiveness of the city Five main action areas Provide/maintain transport infrastructure Provide greenspace, protect environmentally sensitive areas Improve air quality Reduce greenhouse gas emissions Relieve congestion Integrated transport and land use planning can help

Integrated Transportation and Land-Use Planning Challenges Three levels of government share the responsibility for transportation Transportation is a derived demand and a land-use affected by the growth of our economy There is an assumption that each group of users is entitled to a certain level of mobility and choice People are choosing: Car ownership is at the level of 550 vehicles/1000 Canadians More and bigger housing to suburbs and satellites Employment in distributed locations How to balance transportation system efficiency, within and between modes while maintaining city competitiveness?

The Transportation and Land-Use Connection Transportation is a land use. Land use planning will influence future travel demand and automobile dependency. Smart Growth/New Community Design: promotes the integration of transportation and land use decisions and aims to maintain a level of mobility for a community. Ontario’s Places to Grow Act Can good planning attract population to these smart growth areas and reduce desire to sprawl? Need imagination – tradeoffs not necessarily negative from increased density -Ontario’s Places to Grow Act, is a smart growth long term strategic plan for the Greater Golden Horseshoe areas, that if passed would allow the provincial gov’t to identify an area of land anywhere in Ontario as a growth plan area. -Any development on these designated lands would have to meet the plan’s objective. The overall objectives of curbing sprawl, more efficient use of urban lands and infrastructure, protecting green lands, enhancing quality of like, reducing gridlock and auto-dependence and create more liveable, walkable transit supportive communities. It’s principles acknowledge that well-service, compact communities with higher levels of transit attract a more educated workforce. -This is an excellent example of a plan that has been developed in coordination with the Province and the municipalities in the GGH. It is integrated with other planning and provincial documents (Green belt Plan, and the Niagara Escarpment Plan) and illustrates an effort to plan across municipal borders an important approach especially for transportation issues particularly in terms of travel between urban centres.

GTA Urban Growth Pattern 1966-2000 1976 1971 1986 2000 1981 GTA Urban Growth Pattern 1966-2000 Canadian Urban Land Use Survey (CUrLUS) Water Residential Commercial/Industrial Quarries/Dump Urban Recreational Transitional Forest Agricultural Grass/Herbaceous Bare Rock/Sand Emergent Wetland Woody Wetland Transportation Urban Open Land These maps are a result of a project by NRCan’s Earth Sciences Sector, the model is called CUrLUS (Canadian Urban Land Use Survey) it has taken data from various sources in order to produce these basic representations of the growth patterns and land-use from the mid 1960’s until 2000. This is the GTA over this time period. We can see that commercial/industrial areas moved further from the downtown core, residential also began to increase around these areas.

Growth in Vehicle Travel Cars HDVs and MCs 30

The Transportation Planning Challenge

Some actions are helping significantly

Mobile Source Emission Forecast 32

Mobile Source Emission Forecast 32

Transportation Energy Use The transportation sector accounts for 34% of Canada’s GHG emissions from secondary energy use and has been a major contributor to smog in urban areas Energy efficiency improvements in freight and passenger travel limited growth in transportation energy use to 23% between 1990 and 2002, without these improvements, transportation energy use would have increase by 32% over the same period The demand for transportation services has outstripped our efforts to improve energy efficiency Within the context of climate change, efficiency is a subset of energy consumption. The three determinants of consumption are energy technologies, fuels and activity

Factors Affecting Fuel Use in Cities Technology vehicle efficiency and type of fuel Economics/Demographics Prices and Incomes Population and age structure Urban Transportation Fuel Use Infrastructure Provision for different modes and levels of service Urban Form Density, residential centrality Newman and Kenworthy, 1999

Factors Affecting GHG Emissions from Automobile Use Socio-economic variables: # of vehicles in the household, # of people per household, # of adults, household employment income. Locational Variables: Distance to the employment areas, land use mix, local transit service. Neighbourhood variables: Housing density moderately decreases vehicle ownership and increases transit ridership, road layout and type, services located in the neighbourhood, infrastructure for non-motorized transport.

Instruments and Areas of Influence Federal activities Policies, programs, education and awareness, voluntary agreements, fiscal measures, technology and innovation and leading by example. Important Municipal Areas of Influence Planning and zoning: transit orientated development, pedestrian friendly development, infill/brownfield development, mixed-use high density developments. Implementation of growth boundaries Parking pricing and policy, road pricing/congestion charging. Federal ability to influence SUT as: a regulator of safety, fuel consumption and environmental standards. Retain broad authority over taxation, and influence over investment decisions and consumer behavior via fiscal incentives. Ability to transfer funds to municipalities via provinces. Providers of funds for R&D in transportation technologies, and tools to raise public awareness. Canada’s largest landlord.

Federal Activities New Deal for Cities ($5 billion over 5 years) and communities as well as the additional support for public transit ($800 million over 2 years). Infrastructure Canada programs, Canada Strategic Infrastructure Fund(CSIF), Municipal Rural Infrastructure Fund(MRIF), Border Infrastructure Fund (BIF). FCM-Green Municipal Funds (renewed for $300 million). Transport Canada’s: Freight Efficiency and Technology Initiative (FETI), Freight Efficiency Program (FEP), Freight Incentive Program (FIP), Urban Transportation Showcase Program (UTSP), Moving on Sustainable Transportation (MOST), Intelligent Transportation Systems (ITS). MOU between the Government of Canada and the Auto Industry on Reducing Greenhouse Gas Emissions by 2010. Project Green (Partnership Fund, Climate Fund, One Tonne Challenge). Clean Vehicle and Fuel Regulations (Tier II) Knowledge Base: R&D, surveys, workshops, model development, etc. Details on Project Green if needed: Climate Fund (to purchase domestic and international GHG reduction credits) 75-115 Mt Partnership Fund (agreements with Provinces and Territories for strategic investments based on mutual priorities) 55-85 Mt get info on agreements signed to date Large Final Emitters (reduction of GHG emissions by LFE’s) 45 Mt (oil and gas, thermal energy, mining and manufacturing, adopting upgrades, purchasing of emission reductions) GHG Reduction Programs (review of existing programs and re-allocation of resources based on most effective measures an opportunity to develop new approaches) upto 45Mt Carbon Sinks (based on currently forestry practices carbon can be stored in our soils) 30Mt Renewable Energy (financial support of Wind Power and the other renewable sources like solar, small hydro and biomass) 15 Mt. Consumer Action (increase in technical advice and OTC) 5Mt Automotive Industry (MVFE) 5.3 Mt Green Government (reallocating of existing funds for GoC to reduce its emissions by 1/3)

Some of NRCan’s Transportation Programs Motor Vehicle Fuel Efficiency: voluntary agreement Personal Vehicles: Energuide label, education and awareness campaigns (Anti-Idling, Tire Smart) Commercial Fleets: information, workshops, technical demonstrations and training programs on fuel-efficient practices for fleet vehicles. Alternative transportation fuels development and use of alternative and future fuels in Canada, through reports, brochures and public events. Ethanol Expansion, Future Fuels Initiative, Canadian Transportation Fuel Cell Alliance (CTFCA), Biodiesel Initiative

Comparison of Standards Reducing New Vehicle Fuel Consumption and GHG Emissions Comparison of Standards Comparison of World Fuel Consumption/GHG Emission Standards *Adapted from a chart by Feng An and Amanda Sauer

Changing Fuels: Lifecycle analysis 2010 - Lifecycle CO2eq Emissions Materials in vehicles 600 Vehicle assembly and transport Emissions displaced 500 by co-products CH4 and CO2 leaks and flares 400 Land use changes and cultivation Percentage of CO2eq Emissions Associated With Each Stage 300 Feedstock and fertilizer production Feedstock transport 200 Fuel production 100 Fuel storage and distribution Fuel dispensing RFG Hybrid RFG CNG Diesel Diesel Hybrid H2 FC SMR E10 (W0/G100) Vehicles C in end-use fuel from -100 CO2 in air Vehicle operation

Concluding Remarks The Federal government has a catalytic role to: provide tools and resources (data collection, monitoring and research); lead by example in order to foster informed decision making by promoting the integration of the best available data. (including ensuring that land-use and transportation are considered as inter-related/co-dependant elements); work in partnership with provinces, municipalities and stakeholders; Ensure effective public participation and communication to raise awareness and acceptance of policies and initiatives.