Title:زنان و برنامه ریزی حمل و نقل درک مسائل جنسیتی

توجه: این پخش اینترنتی در حال حاضر فقط برای مشاهده در دسترس است و دیگر برای اعتبارات AICP CM قابل استفاده نیست. تاریخ پخش اینترنتی: ۷ مارس ۲۰۱۴ با حمایت: بخش برنامه ریزی حمل و نقل / بخش برنامه ریزی زنان و زنان توضیحات: برای گفتگوی پر جنب و جوش با کارشناسان برنامه ریزی در مورد مسائلی که زنان در حرکت در سراسر جهان با آن مواجه هستند، به ما بپیوندید. چه مسائلی وجود دارد، چه چیزی خوب کار می کند، کجا داریم کوتاه می آییم؟ اولویت های ما به عنوان برنامه ریز چه باید باشد؟

قسمتي از متن فيلم: Listen only mode hello everyone and welcome to the webcast my name is christine durcey i’m the executive director of apa ohio and vice chair of the new urbanism division so today friday march 7th we will hear the presentation women in transportation planning understanding gender issues for technical help during today’s

Webcast type your questions in the chat box found in the webcast toolbar to the right of your screen or feel free to call the 1-800 number shown for content questions related to the presentation type those in the questions box also located in the webinar toolbar to the right of your screen

And we will answer those at the end of the presentation during the q a on your screen is the list of sponsoring chapters and divisions i’d like to thank all those participating sponsors for making these webcasts free and possible today’s webcast is sponsored by a joint effort between the transportation

Planning division and the women in planning division to learn more about all our chapters visit planning.org chapters and about our divisions planning.org divisions we’ll hear in a moment from gabriella of the transportation planning division on your screen is a list of upcoming webcasts to register for these webcasts please visit utah-apa.org webcasts

To log your cm credits for sending attending today’s webcast visit planning.org cm go to your dashboard feel free to select activities by dates then events ohio as a filter and then the title of today’s webcast like us on facebook planning webcast series to receive up-to-date information on our upcoming sessions

We are recording today’s webcast and it will be available on our youtube channel just search planning webcast on youtube a pdf of the powerpoint will also be available at ohioplanning.org slash webcast presentations i’d now like to turn it over to gabriella of the transportation planning division who will speak a little bit of

Our about our divisions today and introduce our speakers gabriella it’s all you hi thanks uh to ohio for always being so technically apt and letting us do this in a seemingly seamless way i am the webinar coordinator for the transportation and planning a transportation planning division and

We are super super excited about today’s topic and excited that we were able to co-sponsor with the women in planning on this really important and extremely timely issue given the boston decision that just came out yesterday so we are always encouraging our members and other divisions to

Approach us with great topics such as these so that we can be relevant and be able to bring a larger hey gabriella i’m sorry can you speak up a little bit we can’t hear you oh no is that better oh yeah thank you and we just want to make

Sure that we can bring a good breath of topics to the webinars and also to our divisions um a quick note about our upcoming national conference we have a number of wonderful sessions and facilitated discussions that are sponsored both by women in planning and transportation division

And you can get all those details on our divisions website pages i’m going to go over our wonderful speakers we do have one change in today’s program um our moderator is unable to make it today so i will be stepping in for her but i cannot tell you how much we appreciate

All of sandra’s goodwill in trying to be there for us today and we have today presenting first is lisa schweitzer who i have a major girl crush on she’s an associate professor at the usc price school of public policy and her research focuses in transportation social justice and the environment

And she also holds a phd in urban planning from ucla so go bruins we will also hear from lisa wu today she’s the vice president of policy and planning and innovation at metrolinx the transportation planning authority for the greater toronto region leslie has worked as an architect in private

Practice environmental advocacy for ngos and planning urban planning leadership roles in the public sector she’s the author of the she builds city she builds city’s law blog and lastly we have kit keller who is the executive director of the association of pedestrian and bicycle professionals promoting public policy that protects people-friendly streets

Previously collaborated with local businesses and government to orchestrate a successful new transit startup develop and fund shared use trails and facilitated safe routes to school programs so as you can see we have a stellar group and with that i’m going to turn it over to miss lisa to value

We’re working on it we must have some kind of technical glitch hold on one second everybody can you guys hear me now yes ma’am i am so sorry about that i have i have a complicated setup here you’re good to go and your screen looks great

All righty i had to i had to push many buttons in order to to get here and i i messed that up um anyway i’m going to talk a little bit today about sort of a general framework for evaluating uh public policy and plans using a gendered viewpoint in

Transportation and rather than talk about my own research which has the tendency to be focused on a lot of finance uh kind of things i’m going to talk about some of the like upcoming issues in finance that people might find of interest and then i’ll try to back into a discussion of

How i think those things might be gendered or what that might mean for women in transportation the framework is actually pretty easy because it just draws on our basic understandings of what a a general cost function in transportation looks like in general we think about costs being the out-of-pocket costs as how much

Money you have to pay out of pocket in order to take a trip so they can think about that as being a plane fare or a transit fare or you can think about that in terms of the gasoline that you have to pay the insurance the cost per mile of running a car

And then it did in addition to that are the time costs those are things like how long it just takes to to do the trip or how long it takes to walk from the car to the final event all of those things together or sort of the generalized cost if we want

To get fancy we can break this down into a whole bunch of different things like you know the the total or lifetime costs and figure in things like external costs like how much people are dealing with things like pollution or network externalities like congestion or we can add in things like the costs

Of uh taxation right how much people are paying per per mile of how much they’re consuming uh but this is just this this smaller equation strikes me as an easy way to think about it simply because men and women all of the surveys that we have show that men and women use their

Time and their money really quite differently they use their money differently when they’re in families they use their money quite differently when they’re single parents and the fact that they use their time and money differently and they allocate their time differently because of different social expectations because of

Different roles that they are assigned because of different professions that they wind up in if you just think about like how gender affects time or how gender effects money and then you think about how policies and plans for mobility change either this out-of-pocket cost or time cost equation

You can get to some pretty interesting ideas about how women and men are affected differently by public policy and planning and this is not just isolated to gender obviously we can look at this from a variety of different cultural markers even though that it’s even though it’s easy

There’s a lot hidden in this kind of stuff so i’ll give you an example that very few people think of sales taxes many states not all states but many states have two different ways of applying sales taxes to food most food consumed at home is not subject to sales taxes

Most takeaway or restaurant food is subject to sales taxes and it’s usually an important source of revenue particularly for places that rely heavily on tourism and entertainment kind of stuff well one of the things that we see is that men and women actually consume different food differently and that you see

Many more single parents right and particularly single female parents consuming a different disproportionate amount of takeaway food right food that they pick up on their way home from work and so as a result they’re getting hit with that tax far more often and so that’s one of those very subtle things

That you don’t think about unless you’re thinking about gender not taxing food away from home supposes that there is somebody at home providing the labor to make that food right and that it exempts that labor from from being taxed but that’s a pretty big assumption that that labor support and that free labor

Support is available to a householder so that’s just one thing you know among many to be thinking about is this applies to our way of thinking about planning and policy so there’s a bunch of new directions for mobility planning that we can be thinking about um in terms of finance uh

We’re gearing up for another round of federal budgetary politics that are likely to influence regional planning we’ve been fighting the same fight at the federal level for a good 10 years now because there’s just not a consensus i think about what do we do with the

Federal gas tax now that the uh now that the interstate highway system is completed and actually 10 years is not accurate we have actually been arguing about this for a good 20 years i’m getting old the decades just kind of roll into each other at this point

But we’ve been fighting this fight and it’s for some folks it’s very clear right we’ve got this completed interstate highway system we have a lot of other mobility needs what we should be doing is using our federal resources to support the type of mobility services that we need in cities

Like transit and bike lanes and pedestrians but pedestrian infrastructure that’s actually not a consensus outside of planning i think planners are very unified in this belief about about the federal gas tax outside of it we we have a split right between folks who think that well we we

Built our highway system it’s time to roll back that tax right it’s time to just get rid of it and just let the states do whatever they’re going to do or alternatively just let those regions build whatever they’re going to build right and there’s a strong movement

Intellectually on the right that sort of talks about you know if new york wants to build subways then new york should build subways if los angeles wants to build whatever they want to build they should tax themselves and build it themselves there’s really no reason to be fussing around at the federal level

And getting into a bunch of political wrangles that are probably going to be inefficient and politically motivated right and why you know i hear this constantly right why should people in iowa pay for you know streets in in new york if you actually understand the way the federal gas tax money flows

You know that people in iowa are actually doing fairly well they’re getting plenty of california money but the perception has been has been pretty persistent and so we have had no real consensus about moving forward with what to do with the gas tax and those long-term trends and idiosyncrasies are apparent in every

Sort of budget wrangle we’ve had the big budget wrangles about the whole federal federal debt debt ceiling recently had a fairly decent outcome this last february really reflects some real differences about the role that the federal government plays in our cities and how it should play in our cities and that is

Reflected in the real difficulty that we’ve had getting reauthorization bills i’m sure some of you are around my age um back in the day we never it was like clockwork we could get reauthorization bills every four years you could almost you could almost set your watch by it

Uh that that federal politics is out has has changed obviously and it’s a budgetary um and there’s just different budgetary ideologies that are entering into the discussion and then eventually those are going to have some fairly big consequences for planning if we take them seriously

And if you and when we think about our our differences the idea that you’re just going to roll back financing to either the states or the regions and the states have stepped up in a big way in the past 20 years you’re just going to roll that back there are equity and

Access consequences of those decisions because the type of revenue generating tools that we have particularly at the regional level are not the same as income graduated income graduated taxes at the federal level so the president’s budget came out recently and i’m fairly sure that i am the only person who paid attention to

This because i’m a nerd and there were other things going on but it contains some fames that this president has tried to get on the table unsuccessfully over his over the course of his presidency it’s a it contains a 302 billion dollar reauthorization bill going from 2015 to 2018.

And this is kind of a major move it brings fra into the service surface transportation bill it’s always been part of the um just sort of general budgetary process it’s never really been in the bill before for those of you who follow this kind of thing this you’ll

Recognize that this is kind of a an effort to try to get high-speed rail into the budget via moving fra into the the surface transportation bill it’s been a very high profile piece of the president’s budget in previous years uh you know a couple years ago

He rolled out a plan and a major way to just really boost fra funding independently of the surface transportation bill and it just didn’t work there was a great deal of pushback about high-speed rail and it just never went anywhere and so this 19 billion moving fra into the surface

Transportation bill tries to create a different context for moving high-speed rail forward at the federal level actually not 299 dollars to programs administrated through the fhwa that would be very little money we’re talking 299 billion it’s about an 18 increase of about 30 billion so that’s going to go to fhwa about 74

Billion or 73 billion to transit funding which is a major increase over previous years about about 63 including 10 billion in transit capital ground grants we get a 5 billion increase for tiger i always forget we we went acronym happy this year in in the president’s budget uh when i

Say we i i had no part of this but they went acronym happy so we’ve had tiger and tiffia for a while but we’ve got some new programs with some shiny new acronyms tiger is transportation investment for growth and economic recovery and i always forget tiffia but

It’s a loan program and all of you are familiar with it i always forget that acronym but those are also fairly big boosts for those two programs which have proven it to be very popular so we’ve got some proposed new programs that are probably worth looking at and i

Actually think this is a fabulous fabulous acronym particularly for transportation it’s called the fast program and this is showing the influence of the desire to really start moving some of those capital grants and funding out there quickly and so it’s fixing and accelerating surface transportation it contains 2 billion for transit 10

Billion for multimodal freight which is the biggest initiative in fast and then there’s 2 billion in competitive grants for quote transformative programmatic reforms now i have read through this portion of the budget material three times and i still do not know what transformative programmatic reforms are when my

When university presidents use the word transformative they usually mean like prima donna faculty that don’t do very much and cost a lot of money i’m pretty sure that’s not what’s meant here my guess is that it’s it’ll be a lot like how jark was rolled up rolled out if any

Of you remember that the job access and reverse commute granting and that that program became defined basically by the by the grants that it saw and i think that’s the same here and my guess is is that if you can partner with google you’ll probably get you’ll probably get awarded funding

The sip which is a second second new program the critical immediate investments is 12 billion for fix it first highway improvement showing the influence of people like matt kahn and david levinson who have been arguing that we really have existing infrastructure that’s in really poor shape and so you should prioritize

A subset of funding to fix those things first the other thing that i think planners need to be thinking about is um senator camp’s tax reform proposal um he is a he’s the chairman of the house ways and means commission committee um and it’s a it’s a very nice proposal

The public finance people i’ve been talking about this with them and you know they’re usually very harsh this is getting back to this whole idea of expanding the base and cutting the rates that we hear about over and over and over um the reason why it’s relevant to us in

Transportation is that the president passes that the passage of this reform proposal and that we are dealing with this persistent gap in funding uh for the highway trust fund is that we year after year and i think it started about 2009 people like me really started to worry

Because we were getting to a point where the highway trust fund was not sufficient the revenues were not sufficient to meet obligations that were being placed on the highway trust fund and the way that we dealt with it we being federal budgets it has been transfers out of the general fund and

That’s been something that sets people’s teeth on edge and they haven’t you know they’re divided on doing that and so this is meant to resolve that problem and the way that it resolves that problem is about 126 billion dollar transfer to the highway trust fund from a two-tier tax on repatriated corporate

Earnings this is very it’s very technical uh public finance stuff but there’s this idea that if we if we treat if we account for income differently when it’s earned abroad there will be we will broaden the tax base in such a way that we’ll be able to recapture some

Of those uh some of those monies and so that’s where that money to fix that gap is going to come from and it’s not clear to me based on this proposal whether this is meant to be just a temporary fix or whether this is meant this this particular increment of

Funding is going to be going into the highway trust fund over the long term as i said there’s increasing resistance to transfers from the general fund and there’s really no consensus on raising the gas tax and so that leaves us with the idea that we’re going to need to be reducing spending

Right and as it is we’re going to be transferring about 14 billion to close the gap just for fiscal year 2015. given that we are basically in an election year it’s anybody’s guess as to how much any of this gets done um we haven’t gotten a lot done at the

Federal level there’s some suggestion that maybe that’s changing there are problems here for gender when we think about rolling some of this back to local and regional concerns 10 billion in capital grants is great but we have we have problems with this sort of one-size-fits-all subsidy program

That we wound up with when we overemphasize building in transit um it gets us in a situation where we expand and it’s it’s a very normative thing to say that operators can’t afford to expand some operators really need to expand but other operators are are really cutting back on service

In terms of frequencies and operations at the same time that they’re ex you know they’re expected to keep expanding the system and the the major systems that have encountered this in the past five years have ended up cutting programs eliminating lower cost fare programs raising fares not by a little

And cutting back on existing service this is again one of those questions in social equity and public policy and particularly thinking about women um low quality transit right we’re getting away from how expensive transit is marty wax you know a very long time ago noted that one of

The most important social equity issues we have in u.s cities is just the difference in mobility between driving your own car and taking public transit and it is entirely possible that we undermine local transit providers by expecting them to keep extending systems and never providing them with a long-term sustainable way to provide

Operating subsidies except by digging into their local tax coffers the reason for that in these in in the future you know going forward is that more municipal bankruptcies loom people made a big deal out of detroit but detroit is going to have peers those municipal bankruptcies there are

Several places in california for example that have declared bankruptcies the cuts and service usually occur across the board including education early childhood services and that those types of cuts have usually have a disproportionately high impact on women and people of color there are self-funding proposals all over the place we certainly have them

And we can talk about them but those self-funding proposals have limits sales taxes we use them extensively in california and as we’ve discovered over the course of the last few years their revenues are extremely volatile los angeles had a big triumph in being able to pass measure r to support

Transit but because los angeles as a region has been so slow getting getting out of the recession it’s really resulted in far fewer far less funding it’s it’s turning out to have far less funding than we thought and you do get to a point where you can max out the local capacity and

Willingness to pay with any of these right when you think about charging people for parking and charging people for sales taxes and charging people for tolls and all the things that you can do to start raising money at a local level but there you do get to a point where

People push back and say that they don’t they don’t want to put up with it my dean for example is very it’s very charming because he’s not in transportation and he’s always grumping about having to pay for parking i keep telling him this is very good for cities and he’s

Wants nothing to do with that and then finally the there’s a bunch of proposals out there privatization for services is always a perpetual possibility and the arguments back and forth about private vendors and philanthropic vendors right non-profit vendors and our our our record is simply so mixed that it is

Often very hard you know both sides can cherry-pick successes and failures and having read through just about all of this stuff it is very it is very hard to come up with a consistent story about whether these plans end up with great efficiency gains one thing that does become quite apparent

Is that without very careful planning privatization services usually have a fairly poor record for equity concerns you can structure the deal up front so that’s not a problem for it’s less of a problem but that has usually been a it’s been a concern and a lot of these privatization deals have

Simply not done a very good job of dealing with the sort of public service aspect of the the mobility services that we hope to to deliver with that i will stop and hand it over to to our next speaker i think it’s leslie hi uh it’s leslie wu here and thank you

For the opportunity um i’m going to um uh take my presentation uh a slightly different tact uh really uh to talk about how our organization here operating out of the toronto urban region uh the investment in transportation and transit is helping shape an industry and how um

We are expanding as an organization in terms of being able to engage more uh female leadership within our corporation and i’ll start by talking about um uh who we are a little bit about our plan and uh the projects we’re delivering and how this is actually over the short

Medium in the long term we think uh going to have a significant impact on the complexion and nature of the transportation industry uh here in itself so just a bit of background uh um some canadian statistics uh the the stats aren’t that dissimilar from the u.s uh canada women are represented uh just

Slightly over fifty percent of the population fifty-two percent of uh canada’s visible minority are women and of lone parent parents 82.5 and in canada as well um in this kind of grouping of professional scientific and technical services which is the feeder stream to a lot of our professionals in

Our in the transportation planning and delivery uh business that we’re in um the the base of the triangle has uh vastly improved over the years but uh as you can see at the very peak of the decision-making and leadership roles where we’re at a healthy unhealthy zero percent

Um it’s sort of support uh it’s a bit of a paradox because this diagram shows the number of women versus men uh in post-secondary education uh right now in ontario and uh it’s uh we have increasingly there’s been more women entering um uh universities and colleges than men

However in terms of the choices they’re making about fields uh into which they want to go there’s a disproportionate number of uh men to uh women relative to the kind of sciences and technology areas so the geography that i’m referring to in the area that i work within is called

The radio toronto hamilton area it’s about just over 8 000 square kilometers uh there’s today about six million people living here we anticipate in the next 25 years another three million so that’s about a hundred thousand people a year uh it’s uh we have about over 30 minutes local municipalities

Four levels of government and 10 transit operators metrolinx was created in 2006 as a mechanism and an agency of the government ontario to coordinate and integrate transportation and uh subsequently to be responsible for the construction and delivery of the transit expansion and as well the investment uh general investment into uh

Transit and transportation and it the whole creation of our agency came on the brink of a series of public outcries around uh not only the cost to environment and quality of life but really the cost of the economy and we’ve calculated it’s about six billion dollars annually and

That in fact if we continue on a route of not doing anything uh it will double uh over the next 30 years so i’m stuck hanging on one second so it is an on the in that context that in 2008 we developed our uh integrated regional transportation plan it’s um

Uh its foundation is on the triple bottom line high quality of life sustainable environment and competitive economy and within it there’s a series of 100 actions and some significant transformative actions including the expansion of our network uh way beyond what we currently have today and a long-term vision about how we can

Increase uh triple the um length of uh rapid transit by three times and to reduce um commute times and to also increase the access by uh ensuring the number of people that have access to transit within two kilometers is uh increases considerably in 2009 right after that plan was

Developed the ontario government uh announced and invested a significant number of multi-billion dollar program uh currently today we have 16 billion dollars of committed projects including uh projects that are currently underway the union station revitalization that’s the equivalent of our grand central uh the construction of our air railroad

Link which will be in in service in 2015 we have quite a number of new light rapid transit projects that are underway tunnel boring machines are in the ground and construction has already begun as well as bus rapid transit projects uh in the more in the further outer suburbs

Of the region including one in a dedicated right of way and one in a um middle of a automobile right of way with priority signaling in addition to that commitment we have a series of priority projects totaling 34 billion that will increase and add another 500 kilometers and we’ll also expand

Our subway system our commuter bus and rail system and begin the conversion of our system from diesel to electric in addition we’ve identified uh 25 of that 34 billion towards local transit active transportation roads and highways and all in all um this whole program uh is generating and we anticipate would

Generate a significant economic opportunity not only in terms of the construction values but also the investment in transit of what it’s going to generate in terms of development uh in and around our major hubs and stations and the value it’s going to create for landowners and developers along these corridors

Uh the the context from which all of this is happening is on the backs of it from a more traditional this is uh my leave it to beaver idea of the 1950s 60s model of the family and the trip which was this is vancouver but it’s kind of representative by the binary trips

Between home and work um and these are one of the more historic patterns but in our modern world today uh where um and especially in toronto which is a far more is a very pluralistic and cosmopolitan city the types of trips that are emerging are becoming more diverse in their typology and the

Traditional homework trip is now because the nature of work is changing uh the nature of the trips are changing so the off-peak trips uh which are now becoming uh rising uh we are now adjusting all our services to uh recognize that the off-peak is a significant uh peak as well as trips now

Uh leisure trips and work trips uh are becoming uh different the type of work means that you’re moving in in very different directions and uh they’re increasing in their volume uh i put the slide up really to talk about the fact that the industry itself

Uh this is a photo of all the cheers past chairs of the toronto railway club this is a club that was established in 1931 uh to point out that the ability to understand the change that is happening as a society is how we work and the change that is happening as in

Terms of the level of investment and the change that is happening in terms of the types of organizations that are responsible now for making mobility decisions um started in a place where the professionals were primarily male and still continue to be primarily male the fine lady susan tanaka reid who’s sitting in that

Photo was the first president of um woman president of the railway club and there has been no other one since she’s been there on on top of that that’s the industry in general metrolinx is was merged in 2009 with our large commuter rail service which moves

Over 67 million passengers a day on bus and rail and also um covers the full extent of the region is a culture based on the more traditional type of trips and what we’ve been um challenged with in this major influx of investment in transit is readjusting how the organization thinks about

Problem solving and thinks about how we’re going to deliver this very um ambitious program with um the with by with the current capacity that we have keeping in mind that we went through a period of about 20 years with under investment so the ability to grow talent within the

Industry it was uh it has been somewhat handicapped to begin with uh this slide this really just needs to illustrate that and as we begin to address in our industry and in this region the type of change we have to make we are recognizing within our organization we need to have a far

Greater diversity of thought in our in our problem solving and in our way we address and frame all the issues both on the kind of policy planning side but also on the delivery and service side so a little snapshot about our organization uh this data is a little a few years behind

But uh most of our you know we’re fairly well represented uh in terms of female uh um numbers in um on the front line in management uh on the office front uh there’s a a few more uh but not much and in the supervisory it’s

Quite uh it’s fairly even in terms of uh categories uh if you notice though the numbers and management are the percentages are quite low of those numbers and then in terms of our age our demographic um the women in the organization uh they’re sort of bunching

In around the uh 40 to 50 between 40 and 50 and we’re like not unlike much of the um industry in this area we have an aging workforce uh many of them are moving out into retirement so one of the biggest challenges we have as an organization is is the talent attract

Attracting good talent in the in the recent time as we’ve moved into this massive expansion program what has happened is as a spike in the number of women that are entering our corporation so we have a lot of people new to the organization which is what this uh bar chart shows

And uh what we have done as a result is recognize that where in the past we did not have a really strong successful supporting networks for the women within the organization we have begun to really pay attention to that because it is becoming one of the important aspects of our bottom line to

Know that we have first of all full access to the labor force that’s out there and and by virtue of that uh the more we are able to have in our organization people with a diversity of thought the better we are able to um address the many issues that

We’re going to be facing so um the importance of establishing a network uh came to mind in um in early 2011 as the organization was going through this massive growth uh both in terms of numbers and uh types of projects and it was then that we established a network

Of for the women in management within our organization with its purpose really to be driven uh not just um uh social networking but to really have the group um focusing on addressing how in their day-to-day work they could be working to support each other in addressing our corporate challenges and

Our own corporate objectives so we saw our mandate and i initiated that project and i chair we meet every month and we have set out as our mandate and our goal what’s here on the slide but in particular we one of the one of the key mandates is around uh

Showcasing the talent within the organization uh because as the triangle showed we were we were we were clearly not uh enabling or creating that handout for women within the organization to accelerate through the ranks and we listed a whole range of opportunities and activities that we could begin to not only

Champion throughout the organization but externally and in fact last year we hosted with the ministry of education i’m going to call it a career day but it’s not really that we called it you go girl where we worked with career counselors in high schools and student leaders to introduce them to the range

Of opportunity and types of work that were available in the industry and in particular um i think uh very few and we had women from in our organization talking about that that work and what they involved so whether it was security you know transit security or even like the our environmental planners

Doing environmental assessments our construction managers we were had that opportunity it was a very successful uh outreach program and uh we are continuing it again we also um uh facilitated a series a series of speakers uh including uh the deputy minister of transportation from the province and we brought in folks

From the rotlin school of business at the university of toronto and what we have seen which is fascinating is that because the consulting industry and the construction industry have observed and recognized that we have placed a high degree of importance on this a couple things have happened

Recently toronto in the last year and a half they have emerged a series of new networks for women some of which are franchises from the us so we have the women in transportation the women’s infrastructure network the urban land institute women’s leadership initiative have now grown in their um presence

In toronto because um the networking around where you’re going to get the next contract the next client the next bid is actually coming out of our organization so we’re having an a pretty interesting impact on the industry in terms of uh gender representation in the profession

This is a little plug for my blog where um i personally take this to the next level where i take the opportunity to showcase other women from around the world in city building exercises and it’s just an example how um other individuals within metrolinx are not only engaging with the rest of the

Industry but they’re taking it personally to the next level and championing the women’s leadership issues um i think the little lesson learned uh for us and you know we’re we’re now starting on this venture as an organization but it’s clear that what got us here and all the strengths and

Benefits of the organization in terms of its uh the quality of the service we provide the the planning the the kind of the quality of the planning that we do for the uh for mobility choice in the region uh is uh creating a kind of critical mass and

Shift uh that now has uh enabled us to understand that what got us here is not going to get us there and we are taking that to heart in all we do so thank you very much for your time all right thanks okay are you good today

Yes i am thanks i’m just going to get that slideshow going great i want to thank fiona aikens for inviting me to participate in today’s webinar it’s really intriguing to me to hear what the other presenters have had to say and so i’m going to take a little bit of a different perspective

Um really from the transportation user perspective but first i’d like to introduce for those of you not familiar with the association of pedestrian and bicycle professionals i want to let you know that our professional association is comprised of people from a variety of different professions including planners and engineers landscape architects architects

Public health and safety professionals and many other disciplines are represented as well i’d like to say that we tease to our friends and colleagues the best part of our jobs is that we get to walk and ride our bikes as part of field work we do have 10 of our membership in

Canada so it was really great to hear about metrolinx and we have chapters as well that were just beginning to form and the first chapter was actually in vancouver be steam with toronto soon to come so our members are working in many of the same positions that many of the listeners on

The webinar today are working of government consulting firms advocacy organizations colleges and universities and i think one of the most interesting new areas is that we’re seeing a lot more interest by economic development professionals as well as tourism and promotion so i think that’s good news because our communities are becoming much more

Diverse and our transportation planning process is embracing a lot of new voices which is exciting so what i’d like to do today is focus in on the gender related issues transportation issues that a user might experience specifically pedestrians and bicyclists so wider deadlier and uglier streets are not really very hospitable to women

Or to children and so you see in this slide the image from cobb county georgia where people have to take their lives into their own hands in order to cross the street contrast that with the city of indianapolis which was rated in 2012 to have the very best complete streets policy going

And each year the national complete streets coalition compiles the best complete streets policies and i commend that to you one of my favorite twitter feeds that i follow is at complete streets they have so much good information and right now they’re working on a new bill in congress called the safe

Streets act so you can follow along and get more information from them next you focus on the planning tools that are available to planners to address the considerations of the street design so the concept of complete streets is really that we’re making we’re making streets convenient accessible and safe for

Everyone whether they’re walking bicycling driving a car taking a bus or using a delivery vehicle in recent years we’ve had some exciting developments almost four years ago to the day two strange bedfellows the congress for the new urbanism and the institute for transportation engineers got together and wrote a very groundbreaking guide

And that is designing walkable urban thoroughfares a context-sensitive approach last september the united states department of transportation approved that guide for use in street design along with astro guides so very very much of a tipping point i think that we’re seeing in how cities are beginning to design streets

Some of the other tools i would commend to you are is one from america walks and sam schwartz engineering steps to a walkable community you can find that at americawalks.org and the national association of city transportation officials just last year published the urban street design guide which is one of my favorite new

Publications we displayed it at our booth at the american planning or sorry the american public health association and the american society of landscape architects and there was a lot of interest in this new guide so if you haven’t seen it you can take a look at it online at nacto.org

And you can also certainly order it from island press so you know very very exciting to see this kind of progress in the world of transportation planning one of the other tools that i want to bring to your attention is the urban bikeway design guide also by nakdo the national association of city

Transportation officials and what you’ll find if you look at this guide is that it offers cities state of the practice solutions for 21st century transportation infrastructure and what’s good about this guide is that people who are on the ground doing this work every day have put together a blueprint for

Complete streets that are safe and enjoyable for everyone used in them many of you are also familiar with the new types of concepts that are coming forward to make our streets more inviting and healthier and safer my personal favorite i think is the parklet initiative that began in san francisco

As part of parking day in september and has really grown to an exciting initiative that topic is covered in some great guides from san francisco philadelphia has just put out a guide on parklets that’s super there is a section on parklets in the urban street design guide another new initiative and and

I hope that it will become part of that transformative programmatic reform and eligible for that kind of money is bike share what started over in europe has taken the us by storm and we’re beginning to see a lot more interest in bike share so just to highlight what a parklet is

For those of you who may not be familiar it is a reallocation of public right-of-way space which transforms a parking space into a people space and in this case the photo shows you a two parking space reallocation many people report that their parklets serve as their neighborhood front yard where people can

Gather and talk and people watch and not coincidentally spend some money at local restaurants and coffee shops i think of them as the ah in the urban landscape and uh imagine your own delight when you’ve been walking quite often and maybe at a conference or some other place and you come across a

Nice spot to sit down that really is what parklets are all about apbp has been following the development of bikeshare we just finished a series of four webinars on the topic and sometimes bikeshare is described as the gateway drug to bicycling it’s a way that people can immediately see a bike

Check it out use it and put it back and you don’t have to worry about finding a place to park your bike when you can use the kiosks that are available and now i’d like to shift to an important partner for all of us to ally ourselves with

And that is the public health world more and more walking and bicycling are being seen as the magic pill for addressing not only issues of health and obesity but also other other issues of public debate of the day such as greenhouse gas emissions and congestion etc so

I wanted to bring to your attention a few great programs that are out there and you can find so many good programs through americawalks.org i wanted to focus on some of the transportation and equity issues in my presentation so my advice is that if you’re not already working with public health start

And if you’re not including health and equity in your transportation plans begin the image on the screen is from girl truck and the founder of girl truck is morgan dixon and she is a very inspiring leader she says that when i started to walk the

Pace of the world slowed down i began to heal i became more aware of my body and of the world around me she noticed bird’s nests and asters and she says when i walk i pray and i truck for emotional healing so very very good role model

And uh next up i wanted to bring to your attention um in many of the universities are really focusing in on bicycling and walking if you have perused any poster sessions at a lot of conferences you’re seeing that more and more students are are interested in bicycling and walking and doing um

Projects on that so at the university of texas at austin school of architecture community and regional planning they did a study of african-american community cycling use and they focused on it from the perspective of transportation and health and it was really uh it’s a very well written report you can find it

Online and i commend that to you so one of the questions that they looked at and the question that that we’re interested in is why so few women are making bike trips in the u.s compared to the netherlands and uh to germany and to other countries so a useful way to look at

Transportation issues and bicycling in women is to look at this paradigm presented by the city of portland about the types of bicyclists so think of yourself and your own bicycling experience and where you would fit on this continuum are you strong and fearless if you are you’re less than one percent

Are you enthused and confident if so you’re in the seven percent category but the opportunity for growth and one of the reasons why bike share is so useful as a tool in transportation planning is that it taps into that interested but concerned 60 and what cities like chicago are doing

Is they’re putting in bicycle infrastructure and they’re matching it with bike share so that you’re not only getting great facilities but you’re also giving people the opportunity to utilize it in a fairly spontaneous way to make some of those short trips now there is also a category of people

Who currently would say that they are no way know how and and that’s okay not everybody has to walk or bike just as not everybody has to walk or has to drive a car um so some of the other programs that are out there that i wanted you to be

Aware of are the green lane project this is a very interesting program perhaps you have seen or heard of it um they’re in the last round which was 2012 1313 they had six focus cities austin chicago memphis portland san francisco and washington dc and new york city was

Involved as sort of a senior planner a senior partner and an advisor and later this month they’re going to be announcing the next round of six cities there was quite a vigorous application process and they do get quite a bit of support which is good so do check out

Greenlaneproject.org and my thanks to martha riskowski for sharing these slides with me in addition to greenline some of the other transportation planning devices to qualm streets would include neighborhood greenways sometimes called bicycle boulevards there’s a lot more conversation now about low traffic low stress streets

And we keep in mind that just because a street is crash free that doesn’t mean that everyone is going to run right out and walk and bike on it because in addition to the real safety considerations we also have to address perceived safety when we plan our legacy streets

And we do know that women tend to be more risk adverse than men and they may not really want to tangle with traffic and get that adrenaline rush so we need to think about providing safe facilities for walking and bicycling we need to make sure that there’s separation between walking

People and people driving at higher speeds because we know that that can be fairly intimidating then next there are some other technologies and aspects of making a bicycle trip safe and i’m so excited to share with you if you aren’t aware of it that the usdot has just provided interim

Approval for use of bicycle signal heads or signal faces and you can find more information about that at federal highway dot mutcd.fhwa.dot.gov we know that wayfinding is very important to helping people get around because many people will take the same route by bike that they would if they were

Driving that may not always be the best choice so having that way finding is useful um bicycle parking is an important consideration in planning apbp has published the bicycle parking guidelines second edition which you can find on our website and we’re in the process of updating that which will have

The third edition out in september in a nutshell a good bicycle rack supports a bike in two places and it offers a secure parking experience and then also there are considerations related to maintenance but you can see here in the photo that bicycle parking does not have

To be boring that it can be fun and cities can really utilize it effectively um so if you haven’t heard of vision zero i’d like to mention that as well several innovative city transportation departments such as new york city chicago and portland oregon are looking at vision zero

And essentially what that means is that my fast convenient trip is never worth someone else’s life or limb and that one death is one death too many so hopefully vision zero will become a national state and local transportation goal i want to simply mention the concepts of

Planning to ensure eyes on the street slides um eyes on the street smart environmental design and effective pedestrian level lighting in some of the crime um surveys done by gallup we see that people are afraid of walking at night but interestingly we see that women tend to be more fearful than men

At all income levels relative to walking at night and that is something to to certainly keep in mind so now i’d like in my remaining time i’d like to talk about how we got involved as an association in looking critically at the elements that do or don’t support women’s cycling

And our engagement began with a question asked by one of our members at the u.s department of transportation screening of the findings of the international scan on pedestrian and bicyclist safety and mobility and she wanted to know if we had seen while women cycle in the cities that we visited compared

To the us and in fact we had and the stand program as you may know is an initiative where there can be information exchange on a variety of topics from transit to hot poor asphalt asphalt to bicycling and walking so we visited five countries denmark sweden germany switzerland and the uk

And were visiting uh two cities in each of those countries so copenhagen was a great place to start and we really began to see the culture of bicycling in other cities we visited nasco malmo lund berlin potsdam winterthur baron london and bristol so as we began to explore this idea of

Why there weren’t more women in cycling in the u.s um finola quinn who had asked the question suggested that apbp present a webinar and as we were preparing for the webinar we thought maybe we should do a survey of our members and see if there was

Interest in what people had to say about why women weren’t bicycling and we thought we might get a couple hundred responses but very quickly much to our surprise the survey went viral and we ended up with over 13 000 responses and way beyond our capacity to do an analysis

So we felt a little bit like the little lady who had swallowed a fly we were way in way over our heads almost immediately and and really happy for it um so a bit like unleashing a wildcat we found that people wanted to talk about this issue and they wanted to

State their opinion so we had a number of open-ended questions and some of them had 5000 responses so we took three of them that were manageable and hired an intern who developed a really great report so you can find the report all of her reports as well as the survey

Report on our website womencyclingproject.info and in our work on this project we have held an annual webinar and what we do is we riff on the theme of women women’s history month so one of our first speakers was kristin gavin of gearing up in philadelphia and this is such a excellent replicable

Empowerment tool for women these are women who are coming out of prison and women who have had drug and alcohol addiction issues and interactions with the court and it’s i think it’s one of the most exciting programs out there so if you’re not familiar with gearing up definitely check it out

So through the years we did start in 2010 and we’ve had a number of webinars on women’s cycling so you’ll see the topics there we did one in 2012 on education programs which was great too but unfortunately we lost that recording the program the survey itself has stimulated additional research so

People we make our our data available now it’s probably becoming a bit stale um but we we’ve seen reports such as an examination of women’s representation and participation in bicycle advised three committees in california and other research relative to specific ridership of women by women in particular jurisdictions

Um we also the first year we did a a photo contest and a video contest and the winner of the video contest was from the the uk uh where a group of people in darlington had been interested in figuring out how to get more women on bikes and so they

Focused on getting more girls on bikes and the result was something called beauty in the bike and it was a project with a book a documentary and ultimately a bike share program so very very exciting stuff so much of walking and bicycling is really very basic and i would encourage you

To take advantage of educating your policy makers and citizens about good design like finula quinn who has a workshop that she gives to people to help them better understand infrastructure principles we are dedicated as an organization to raising awareness that good design promotes right use so consider doing walks with a city planner

Or bike rides with your mayor so that you can open hearts and minds on transportation issues we as individuals are at some point going to be vulnerable users of the transportation system so all of our planning efforts really need to focus on the most vulnerable of users

On a daily basis and we need to be looking at health and equity issues in all of our planning work so in closing apbpp does explore these issues every month through a monthly webinar program we’ve done free and public webinars on the two nacto design guides that i mentioned and also

The green lane project we have a series on the green line project coming up later this year as i mentioned we have a bicycle parking guide we do a lot of workshops we partner with the national complete streets coalition to bring complete streets workshops to communities as well

And if you’re interested in getting more involved in bicycle and pedestrian planning there are a couple of conferences coming up that i’ve highlighted and the next women’s cycling webinar is on march 26th and with that i will stop and thank you so much thanks all for these wonderful presentations this is gabriella i’m

Going to go ahead and start moderating some of the questions we’ve been getting in um one thing that has come to mind and i actually sort of formulated this as in the process of what’s happened in the last couple days but also as a as a transit user i’m also the vice

Chair for latinos and planning and so i represent a demographic that is a large part of transit all over the country and so um one thing that we would i would really like to hear about and we got a question that kind of dovetails into this is

Um if the speakers could comment about the more complex issue for women commuting by bike or walking and also on transit the harassment that we’re exposed to which is less a function of confidence but in many cases more also a function of time and familial obligations it’s more difficult to commute by bike

And walking when you have children or multiple children with multiple activities there’s a lot of you know shopping with caring things involved but also there’s the safety factor of the harassment that we’re exposed to because of the societal implications of women and gender roles so i’m hoping that

These any any one of you can or all of you can address that well this is kit and i would posit that there is safety in numbers and as more women and as more people of all ages are walking and bicycling that um there can be neighborhood sentinels and um

Really better moderation of behavior so it’s leslie here and i’m not sure if i can comprehensively answer that question but uh just a few thoughts um i think on the issue of safety um it’s linked i guess to um when we think about on how we’re designing um the

Issue of capacity within our systems whether it’s the stations or the the rail itself because if the train station and the trains are really empty there’s no eyes on the street so it’s an unsafe environment and if it’s too crowded um it’s actually you know you risk the issues around um physical harassment

Uh because of proximity um so there’s that issue so we try to just i mean we’re always striving to design a service uh where um you’re matching the uh the volumes of people going with the level of service with the size of this the station and in our case our

Challenge is the system is growing so rapidly uh we’re never quite able to hit that that sweet spot the second point i would make is that on we try to measure um uh the effectiveness of our space uh phys when i’m talking about it now physically in terms of how we design it

For the most vulnerable and um one of the groups that we actually use as the benchmark for how we’re designing is that people with disabilities both physical and mental disabilities and that um uh we figure if if we design to that high bar and on all fronts uh we are able to

Achieve something uh that’s um that in terms of the ability to move through the system itself uh we are uh able and in terms of service connectivity and frequency and convenience uh providing um the beginnings of an improved system so i think those are just on that question

Though those would be some of my immediate top of mind thoughts great thanks um this lisa this question is for lisa if you could talk about how corporations are responding to the two-tiered tax for the hw trust fund okay you know there actually hasn’t been that much discussion about uh this particular

Aspect of the tax code there is a lot of discussion about what it means to sort of repatriate some of these earnings the other uh the the most discussion i’ve actually seen is about another provision that actually affects municipalities a great deal and that is that there’s a proposed cap

On exemption for municipal bond earnings at 28 and that actually has created quite a bit of of online discussion and and commentary from from folks and who participate in that market great um this question is for lisa i’m sorry leslie sorry about that um uh higher hiring and advancing women

Women in the profession and management is one thing but how are you ensuring a gendered lens in research and decision making do you require the collection and analysis of gender disaggregated data how is the research successfully impacting transportation decision making to meet the unique needs of women so uh because we’re we operate

At the regional scale talk about what we do at the scale of um at that scale and and there’s lots of other things happening at the more local level the municipal level but um we focus on a number of i will refer to them as diversity metrics

Of which gender is one and when we are looking at how we collect the data in understanding uh origin and destination trips uh we don’t only look at gender uh we also look at income age education level and also because we are a very um there are so many different cultural

Uh clusters around this region we also look at whether there is a you know sort of clustering of um different ethnic communities as also a data set um and then when we are uh establishing so we so we kind of have our baseline data of what is existing and then that

Becomes an influence in our um in our modeling and our transportation modeling for forecasting so gender and and the gender issue is usually linked i mean if you saw that stat i had at the very beginning about 82.5 of single-family parent homes are women um that that’s actually one of the

Metrics we’ve been using a fair bit because we know that that is a group that has a higher dependency on on public transit as does seniors as does youth as does um folks with uh you know different uh education levels so it’s one of several

And we do collect that kind of data and then we aggregate it up uh with all the other metrics which which i just mentioned great thank you this is a question for kids what is the status of the nacto urban guides vis-a-v-f-h-w-a a-a-s-h-t-o etc how confident can cities

Feel referring to these guidelines as standards the urban street design guide is fairly new and they nacto is currently engaged in a an endorsement campaign for that but the u.s department of transportation has given its approval to the use of the urban bikeway design guide as a tool to be used

In cities to make bicycling better for transportation users so i i think the the support and approval of the dot is is very significant i think people can be confident in in using that as as part of best planning practices and working with local engineers we’ve certainly seen in the last four years

A remarkable shift in thinking in the engineering community relative to pedestrian and bicycle planning and design great uh elisa question uh part of the trick in ames or their awesome mass transit is to charge college students automatically as part of the college fees could local mass transit be part of the land taxes

Instead of coming only out of traditional transportation tax sources one of the nice things about having university transfers in the way that uh cyride has has done and i think ucla also has a contract with metro here um and we actually have one for just uh graduate students our undergraduates

Aren’t covered and that’s unfortunate but one of the nice things about those in terms of from the trans agency’s perspective is that it’s a very predictable source of funds that you can pretty much count on being at a predictable level every single year which is one of the problems

That we’ve run up against with the sales tax is that it’s volatile um it is entirely possible to try to factor the amenity value of tran that transit provides into land you know sort of the henry george land taxation universe and there’s a lively literature on this about value capture

And things like that in practice land taxes are very hard to change they’re in in both massachusetts and california they’re just not moving very much they’re a very hot button issue but just about everywhere transit you know our investments in transit we know are usually very productive

In terms of increasing land values and real estate prices and all sorts of things and that to the extent that those are subject to property tax agent at the local level they generate they do generate money for cities but a lot of that money actually ends up not going to the transit

Provider so the idea you know they end up going to many other things that you know many other urban priorities that that we have and we pay you know we use those revenues for um the the trick is there are so many needs at the at the local level that it’s really

Been hard for you know any given place to just stick you know some poles in the ground and say this is basically a district where we’re going to invest in transit and that increment goes back to supplying money for the rest of the system and one of the reasons is just there are

So many meritorious things that we want to spend our money on at the local level right when we do get those gains to real estate for example the claims of the education sector right come to the foreign and other things and we just don’t usually end up winning

Those those kinds of arguments so it’s technically possible and you know it’s something that people have been advocating for it’s something that i very much think it would be a necessity for something like high-speed rail finance right high-speed rail it looks like it will be and has been a major beneficiary

To land holders at rail stations much of the money associated with high-speed rail once it is made generally comes from ransom franchises at the station area much less so than fares and if you you are capable of capitalizing on that um you you can you know sort of return your capital

Expenditures to the taxpayers who provided it to you i’m nodding my head as a los angeles planner i’m so familiar with that um are there any comments from any and all the presenters on how we might engage women in the design and input process when creating design guidelines for complete streets

Are there examples from around the country or international um examples of how women have been targeted and engaged in transportation planning aside from staffing and ladder climbing well this is kit certainly women have been involved in the development of both of the nacto guides the urban bikeway design guide and urban street design

Guide the national complete streets coalition has wonderful fact sheets on various benefits of complete streets for specific user groups i don’t know that there’s one on women but certainly there is a fact sheet on complete streets design related to children and seniors and and other other users of this system

Can i just lastly here if i just add one little um tidbit which is i think part of if we think about engagement as um the process by which we develop plans or develop um whether it’s um at the local level or otherwise i think the way we design our

Consultation processes we have to look to more kind of diverse and different ways of reaching out because the traditional afternoon evening workshop town hall meeting to solicit input doesn’t necessarily always jive with attracting or reaching out to working moms or women who are have schedules that now

Run off at different jobs we find in because we do a lot of public engagement in our planning and um we notice that we’ve started to change the time of day the time of week uh the nature of the engagement um you know the length of the time that we

Are asking people and and using social media more to get the views and perspectives of women more readily those are great suggestions um i forgive me this is kid again and i oh pardon me go ahead i’d like i’d like to commend the ap apa um planning advisory service has an

E-government guide that i think can be really useful in getting to those issues of um soliciting more input from people who who can’t get to our our usual public input meetings thanks kit um i was gonna say that i’m sorry i didn’t clarify earlier when i was referring to the boston situation um

The boston superior court ruling came out yesterday um saying that a man who was taking photos of women’s skirts on the tee was legal because of the grant on the grounds that they were fully clothed so that’s an example of how our security quite isn’t working on public transit and very much deters

Women from uh using public transit in a more confident way so um we’re we probably have time for one more quick question um and i’m sorry i’m scrolling here we uh in the bike in the biking program has any consideration to include people that are unable to ride standard bikes

Such as the elderly or perhaps disabled been considered yet or what are the steps that will be considered there are community programs that i’m aware of i’m not going to be able to pull those names out of my brain right now but there are programs where people are assisting people with

Bicyclists are coming together to assist people with developmental disabilities to be able to ride a bike learn how to ride a bike be safe and comfortable riding a bike in a supervised setting some of the new types of bicycles are very encouraging of the tandem bikes have always been a way that people

With visual disabilities have been able to experience bicycling but now there are these new types of bicycles the cargo bikes where people can children and adults can ride in in the front of the bike while someone else is pedaling so i think we’re going to see as types of bikes

Develop and get more creative there’ll be many more opportunities to for all all people to bicycle overseas it was interesting on the international scan to see how many more people were older people were bicycling and that was so encouraging to us to see that and you know interestingly in the netherlands um

The statistics are that 50 percent in the netherlands in germany 50 of all trips made by people 75 and older those trips are made by walking or bicycling so we know that these are activities we can do all of our days and it’s a great goal

Thank you i want to give everyone who participated today as our panelists kit leslie and lisa a wonderful big thank you and a huge thank you to women in planning fiona on their behalf of helping us coordinate today we didn’t get to everyone’s questions but feel free to email our speakers with

Individual questions i’m sure they’d be happy to continue the conversation and as you can see this is a very complex topic and we probably could talk about this for many more hours but perhaps we can do a follow-up webinar or something to that effect on the screen you have there the

Information for how to get your cm credits logged and where to find information going forward on the future webcasts and a recording of today’s webcast on youtube thank you thank you thank you have a great weekend everyone

ID: qIufWXp2a6w
Time: 1395073955
Date: 2014-03-17 20:02:35
Duration: 01:29:10

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