Katie on Silly Planning Jargon

Happy new year!

To start off the blog in the new year, I want to address how people talk about cities, what buzzwords exist in planning, and what words I think should be tossed or at least redefined when it comes to talking about cities structures and its people. Planning-related jargon is interesting to think about, because I believe that planning should be very accessible to the residents of a city. Thus, the words planners use should be specific enough to the profession yet also understandable to the average Joe participating at public meetings about the city’s next infrastructure project, for example.


credit goes here

This post was inspired by this article, and I want to challenge a point the article makes: what I didn’t agree with was its stance on the use of ‘pedestrians’ and ‘cyclists.’ The author suggests that instead of using these catch-all terms, it is important to make a more human connection when describing a person on a bike or a person walking down the street, and that ‘pedestrian’ or ‘cyclist’ promotes a faceless and unknown entity without feelings or opinions.

I find this just silly. When someone describes a person walking on the sidewalk as opposed to driving on the road, it is important to make that distinction, especially when planning for the future of cities and their neighbourhoods. To call motorists and cyclists and pedestrians all ‘neighbours’ or ‘city residents’ or just simply ‘people’ really loses its meaning when you require the distinction in order to understand where sidewalks are more important than wide roads and where cyclist lanes are needed. Without specifying that there are a lot of cyclists riding along a certain avenue, it is difficult to plan for the future infrastructure of that area. I think attaching a ‘human aspect’ to these words is asking for a little too much when simply describing a city, and is a little irrelevant. It isn’t too hard to remember that someone who is a pedestrian can also be a cyclist next day and a motorist the day before. Of course, the author suggests that ‘people on bikes’ and ‘people walking’ is a better alternative, but what is the difference? They are completely synonymous with saying ‘pedestrians’ and ‘cyclists.’ It’s also important to consider that being concise is key when discussing planning related issues. Call them what you will, but I will be continuing on with ‘pedestrian’ and ‘cyclist’ for a long time.

I know a friend who will thank me for putting this on my list: ‘Creative Class.’ Creative Class is a term defined by urban theorist Richard Florida as the collection of professionals who think, work, and act in a way that is creative, innovative, and contemporary and who Florida predicts will revitalize America’s post-industrial cities. People living within this psuedosocioeconomic class are theorized to be working in occupations that concern graphic design, programming, and engineering (as part of the ‘Super Creative Core’ subset) or more knowledge-based jobs including healthcare, business, law, and education (as part of the ‘Creative Professionals’ subset).

I don’t sit well with this theory. I don’t think it accurately encompasses one socioeconomic class like Florida suggests – think of all of the people working as engineers, graphic designers, lawyers, business owners, nurses, and teachers – would you think that they can all be defined within the same boundaries? I don’t really think this is accurate. Also, something that seems odd to me is Florida’s ‘Gay Index’ (yes, you read that right) with which he suggests that cities who are more tolerant of gays have a higher proportion of people who fit the Creative Class definition. Whether this is true or not, it would be irresponsible of planners to plan for gay people while attracted to the correlations between the gay population and the city’s innovation through a pseudoclass of people. I mean, that’s just way too specific of a thing to even attempt to integrate and promote within the city’s infrasturcture and policies anyway.

I suppose it helps my argument (to say this classification of people needs to be tossed) that some social scientists have debunked his theories (even with his own metrics – whoops!) If you are also interested in the criticism of this theory, please read one of my favourite readings from first year: The Ruse of the Creative Class. In the meantime, it’s definitely been my opinion for a while that this theory is rather baseless and vague; ‘Creative Class’ needs to be tossed.

Another word that makes me feel like I have an itch I can’t scratch is when developers and politicians say that when they build developments they are ‘building communities.’ Something important to understand is that a community is not simply built when a bunch of houses are built in a row. A community is a social element constructed over time from neighbourly interactions. A community is not created by the developers. A community is created in part by you. It’s great of developers to have that idea in mind, but the wording should be changed as it is misleading: they are simply setting a precedent for the existence of a community which will consistently evolve over time. It is similar to realtors selling ‘homes;’ they just aren’t the same thing.

Another word is vibrant, as in a city is ‘vibrant.’ What does that even mean? How does a city become vibrant? Isn’t every city ‘vibrant’ in its own way, anyway? How can you attached one city-related definition to this?

I think the problem with city planning jargon is that its definitions are loose. This makes sense, because every city is different. Each city has people, districts, highways, and neighbourhoods, however they are all structured differently which attract people in different ways. Thus, the transferability of these words can become foggy, but at the same time it is a whole new difficult task to come up with jargon for each city, which just would not work. I am not super happy with terms like ‘new urbanism’ or ‘smart cities’ because their definitions are so vague, but it’s important to consider that their definitions have to be vague so that each city can use them in the way that optimizes how the public understands it. To me, that’s the most important part, because I think public understand is a part of public participation: when a resident is able to actually understand what the heck their politicians are talking about, they can appreciate their city in new ways.

Some extra links to enlighten the way you think and talk about planning:

Planetizen – Good Jargon and Bad

Smarter Growth – Urban Design Buzzwords to Know

Spacing – Before Participation, Education

Mez Dispenser – Attack of the Three-Storey Podium





Katie on Public Art

Happy Holidays!

When I started this blog, I stated my goal of posting weekly. Apparently that hasn’t been happening, and it seems that a post around every 2-3 weeks is more realistic. It’s not due to laziness, but moreso the time it takes to answer the question ‘what do I write about this time?’ I’m only a second year student who admittedly only knows so much about planning to support enough content to write a full and worthwhile post, so I take this question very seriously! However, the answer finally hit me in the face on Christmas eve: write about the role of public art in communities.

The way I think about and perceive communities today was initiated by a walk in my grade 10 art class, where a public art activist brought our class downtown to see where public art could make the downtown space more friendly. I specifically remember standing on the Century Place concrete thinking what landscaping could be done to remove the gray that permiated through the downtown. Below you can see just how bland the space is with a lack of a particular focal point or even seating which could encourage people to stay and converse.

When you hear the words ‘public art,’ a lot of things might come into your mind. And, with how vast visual expression as a concept and as a realization is, your mind should be full with a bunch of things when you hear those words. Public art is a focal-point sculpture; a fountain; a paid-for graffiti artist or muralist who passionately draws life into a once-boring red brick wall. Public art is not limited to what you can see: buskers and street performers are also a valuable form of public art. Anything that appeals to your senses and enhances a public space through creative expression is my definition of ‘public art.’ (See this page for more information on the definition of public art.)

With that said, you can begin to understand the role public art plays in cities and their communities, neighbourhoods, and downtowns. Self expression is a natural response to experiences that we have in our every day lives, and is what drives humans to manifest their self expressions into what we deem ‘art.’ It can be asked, then, that if art is created from personal experiences, then how is public art created and expressed? Public art attempts to capture the attention and, consequentially, the emotions from passersby at a general level. There is something for everyone within a public art piece, whether that be the colour, the shape, the size, the texture, the positioning, or their interpretation of the piece.

With all of these interpretations and opinions of the piece invisibly floating around a community, the passersby are engaged in the space even when they don’t fully realize it. This engagement (if the public art was a success) attracts people to the space again and again, which is good for a downtown, for example, where people would revisit and the local economy would consequentially grow. Successful art peices promote conversation between friends — and, with an even greater deal of success, strangers — which makes the space a more interesting place to be.

It is okay to question why public art is so important to spaces. At face-value, it can seem like a question that can only be faced with circular reasoning: ‘public art makes places interesting, okay, but why is that important?’ ‘Well, you know, because it makes places interesting!‘ We initially resort to this quick answer because it is natural for us to want to be in a place that isn’t boring. Boring places make us unenthused, make us want to be elsewhere, and actively change our emotions while being in that boring space. We as people constantly want something to entertain ourselves with, whether that leaves us looking at news feeds on our tiny handhelds or stopping to look in storewindows or people-watching. We live off of our opinions of things, events, and people, and our short attention span reflects that. You may notice that when you are in a boring place (vaguely self-defined as containing what you personally perceive as ‘boring’) you may be annoyed, agitated, or just plain bummed out. This can be compared to an exciting and interesting place with conversation-pieces and entertaining events in which you might notice you are happy, engaged, and interested. Public art is important to spaces because of its effect on that space and on the people who visit that space. This, in turn, makes the space more vibrant, which could very well have a positive effect on the space’s performance economically, socially and environmentally.

To better describe what public art can do to improve a space, we will go back to Century Place in Belleville, Ontario. Let’s look at that picture again:

Ahh, yes, a drab concrete slab right at the major intersection of Belleville’s downtown core. This area is actually a major hub for pedestrians and drivers, either passing through, working, or spending leisure time within the downtown core. Perhaps you have walked through here and noticed how empty this space is – or perhaps you haven’t even really thought about it at all. It really is an empty canvas just waiting for something – anything – even planters to bring a little life to the space. Having been there myself, I can tell you the only thing for people to sit on in this space is one small and lonely concrete bench which is often taken up by a smoker not many people want to sit beside.

As someone who has a huge passion for downtown Belleville’s history, I almost take offense to the lack of public art here. Public art can and often does take on a civil service of historic commemoration, and I touched upon this in my last post. Belleville’s downtown has an intricate and interesting history and in the most traffic-heavy space in the downtown core there isn’t even anything that offers passersby a connection to it.

Take a look at some of the many projects that cities and communities around the world are doing to enhance public spaces for the passersby there, in hopes of making the space more engaging, interesting, and vibrant and, in turn, lifting passersbys spirits if even just a little bit.

An example of sustainable and purposeful public art can be found in Sherbourne Common, Toronto, where stormwater is cleaned and runs through the park in a visually engaging structure:

A very simple yet functional and effective design in Baltimore, Maryland encourages creativity and playfulness while waiting for the bus:

Even something like creative paving and lines on a space like what was done in Copenhagen by the Bjarke Ingels Group can offer a sense of creativity and engagement to people of all ages while just walking through a space:

Public art is more than just creating an engaging space for people and encouraging them to look, listen, converse, stay a while, then come back later. Public art offers a sense of identity to cities, communities, and most importantly their people: shoppers, residents, workers; all classes, all ages, all races and speakers of all languages. What is more cool than a free art show in your community? Consider what public art there is to experience in your community, and how it makes you feel. If your city spaces are boring, what can be done to create interest in that space? Maybe you’re not an artist, but you are the one who’s looking at and experiencing the art when it is installed — what do you want to see and experience in your public spaces?

Here are some links to consider as 2016 comes to an end:

The pros of graffiti

The case for temporary public art

Paying for public art (Ottawa)

Popular and controversial street artist: Banksy

Katie on the Role of History in Cities

blvlWhen I was around 12 years old, I found pictures of what certain stretches of Bridge Street East looked like in 1953 on Google Earth (the image above is not one of them). Since then, I’ve loved wrapping myself in research of Belleville’s history. It’s gotten to a point where, as I walk around the city, I can recall architectural histories of specific houses right off the bat, and I can tell you what businesses used to be in what buildings in the downtown core. Aided by old city directories, insurance maps, and pictures, I find it so addicting to learn what the city and streets used to look like; I love being able to appreciate how my city grew and developed.

When people think of city planning, it’s common to think of it in terms of the future. This makes sense – the word ‘planning’ naturally refers to the future. However, planning is so diverse, and it encompasses something I would love to take part in during or after my studies at UWaterloo – heritage planning.

It kind of sounds like an oxymoron, but heritage planning focuses on the preservation and protection of cultural heritage so that historic aspects of the city can be appreciated as the city grows and changes again over time. It is because of heritage planning that you can appreciate century-old architectural gems in your city, museums, and commemorative statues that reflect your city’s historic accomplishments. Historic preservation aims to preserve and celebrate the city’s (or town’s, or neighbourhood’s, etc.) identity.

It’s rather difficult to justify why heritage planning is so cool as someone who has a natural passion for city history, but I will try. As cities grow and expand, it’s important to reflect on what had influenced the growth of a city in the first place. It’s a form of respect that the city and its culture deserve. Without a sense of history, the city risks losing a sense of identity. Think of a city with no roots to ground it; a city that becomes a whole new entity with every change of plans. A city like this can not physically exist – it is natural for cities to have a story detailing its growth and it is the responsibility of planners to manage and celebrate meaningful parts of this story through appropriate and respectful design and policy decisions. A city without a sense of identity is a desolate place; such an empty identity would result in a lack of connections between the city and its people.

That being said, what does it mean to me to be a Bellevillian? Should this have any significance anyway? I connect growing up in Belleville in the early 2000s to how I could have grown up in the early 1850s, 1900s, and so on; considering all of the beautiful ‘vintage’ photos I have looked at and town plans I’ve read, I think that Belleville has so much interesting history to learn and I’m happy I’ve become a part of it as a Bellevillian. Additionally, I argue that your demonym does have significance. Where you grew up/where you live has a huge influence on your growth as an individual. Of course, to be a Torontonian, for example, is not the only aspect of one’s self. However, to be a Torontonian would mean you grew up in a very multicultural, dense, and evergrowing city; it would be silly to suggest that this has not had any effect whatsoever on how you grew as an individual and what kind of person you’ve become with whatever interests and whatever concerns. Your city reflects you, and you reflect your city.

Currently, I am in the process of learning what it means to be a resident of the City of Waterloo. I am definitely more connected with Belleville’s history (and, as a result, what sense of identity it offers) than Kitchener-Waterloo’s, but I still ponder the histories of the streets that take me to and from campus, the grocery store, and the bar (which is, to be honest, the extent of my travels here as a student). Currently, I consider myself more as a student than a citizen here, but I can’t ignore the fact that I live here and spend my money here. Still, my Waterluvian identity is carefully unfolding.

Now it’s time for you to consider what significance your demonym has. What role does your city’s history play in the significance of that demonym? If you don’t even know anything about how your city came to be, I encourage you to take a look. It doesn’t take a trip to your city hall to learn more about your city’s history; you can easily find Facebook pages or blogs that post vintage photos of your city’s neighbourhoods that are, at face value, just plain cool to look at. You may not find it as addictive as I do, but you’ve been warned anyway.

Below are some links to get you interested in (or at least acquainted with) Belleville’s interesting and glowing history.

My favourite image database – Belleville History Alive

The Glanmore Museum

Heritage Properties Belleville

Vintage Belleville and Area Photos

Katie on Downtown Revitalization


One of my favourite planning anecdotes is that the inventor of the modern shopping mall ended up despising his invention. In the wake of the suburban boom, Victor Gruen saw a need for a safe and engaging place that was not one’s work or home, where participation and interaction could thrive. The mall was a hub for culture, entertainment, and commerce. It was an exciting and lively idea, especially post-war. As malls began to pop up all over the country, Gruen grew to hate what his invention had manifested into. Shopping malls have resulted in disconnected cities and have contributed to suburban sprawl; a detriment to social activity and to the environment.

Think about your city, especially if it is a smaller city of less than 100 000. If you have a mall, where is it located? It is probably located near your highway. Why is that? What do you think it’s doing to your city? Compare your mall to your city’s downtown. Can you name ten businesses located in your downtown? You can very likely name ten businesses located in your mall.

If you were driving down the highway and got off an exit to a city, you would very easily find its mall. You might shop, and maybe you would get some food, and you would want to be on your way. There is no purpose for you to continue into the city, you have done what you needed to do at the mall, and the highway is so conveniently placed that you feel welcome to leave. Hidden in the shadow of the city’s mall is its downtown, forgotten especially by tourists and often only supported by inner-city dwellers.

The disconnect that the mall has created between itself and its city has negatively impacted local economies, small businesses, and has picked at the social activity of a city over the decades of the mall’s existence. Without a primary focus on the city’s heart and core, the city slowly dies! Its life is found in the outer suburbs that thrive off of the malls and vice versa.

So what do we do about this disconnect and deterioration? Downtown revitalization has been the answer to this issue to cities across North America, and for good reason. So many cities have been able to start the process of reversing the negative effects of the mall’s existence through downtown revitalization.

What is downtown revitalization? Well, what isn’t it? When you think of those words, you may think of loud construction, but it isn’t always so disruptive. A primary non-physical aspect of downtown revitalization involves better marketing strategies – for example, consider London’s Get Down! campaign that took advantage of this age’s social media boom and put their downtown in the spotlight. Marketing strategies such as this are often only part of a much more involved strategy that aims at re-energizing downtowns.

Cities invest millions in their downtown cores. Belleville has just completed Phase 2 of its downtown revitalization process, having polished off a major commercial section of the main downtown street, Front Street. As a part of the Belleville Downtown Improvement Area during the summer, I was in the front seat for the bulk of it. After a major facelift for Belleville’s downtown, it is a much more welcoming place to be. Aesthetics play a major part in city planning, as it’s so primary to one’s perception. With newer and more welcoming city infrastructure, more people and activities are accommodated. Downtown revitalization is also an excellent tool for keeping cities up to date and with the times. For example, more people are turning to bikes than cars – especially millennials – and Belleville’s new Front Street is now a safer place for cyclists.

If cities spend millions on their downtown centres, what comes out of it? The refocus on downtowns stresses the importance of the local economy and of communities that are socially active and invested. In many cities, downtown revitalization takes on a new urbanist form where living accommodations are mixed with cultural hubs and local stores. This puts an emphasis on walkable neighbourhoods and encourages social activity and welcoming environments.

But why is downtown revitalization relevant? Are cities better with these new urbanist motifs unfolding in their downtowns? What difference does it make? This brings us back to the shopping mall. First consider a social, walkable, accessible downtown with a mix of transportation – cyclists, pedestrians, cars, public transit – with business owners and residents who naturally encourage and support each other as part of a community. Compare this to a hollow shopping mall placed near a busy highway and surrounded by a sea of pavement and cars, cradling big name stores that do not rely on excellent customer service to keep their business running. This mall is completely disconnected from the outside world. What is a more interesting and engaging environment between these two options? Downtown revitalization is happening to compete with the convenience of malls and to bring people back to not just the city, but to the heart of the city.

Interestingly enough, malls are becoming more desolate as online shopping becomes a bigger and even more convenient trend for people all across the world. North American malls are beginning their decline, and there are more and more malls – especially in the United States – that are becoming hollow holes of what once was a booming feature in the suburban glory of the 50s going forward. So while downtown revitalization is currently competing with what energy malls are left exerting, it is also beginning a huge competition with the new age of purchasing something from the comfort of your bed and having it arrive at your house in less than 48 hours. Is it realistic for downtowns to compete with this advancement of technology? What will cities become as we turn to online interfaces for almost every social interaction? Will downtowns – or even cities – become obsolete the further into the future we go? Or will there always be insurmountable value in seeing a friendly face as we open a local store’s door?

You can look back at past experiences to consider how attached you are to your city and to your city’s downtown. You can also anticipate your involvement in your city as technologically evolves around it. I think I will always appreciate downtowns as a social hub of interaction and interest, and being able to interact with a friendly face in indoor and outdoor settings. Downtown revitalization is a process that cities must take to remain competitive in today’s technological atmosphere, but it’s up to how the public reacts that would ultimately determine whether or not the revitalization was worth the investment. So ask yourself, do you appreciate malls, computer screens, or downtowns as your go-to avenue of social interaction? What are the social consequences of your choice? How does this choice affect your city?

Some interesting links to ponder:

The Father of the American Shopping Mall Hated what he Created

Kitchener’s Revitalization Success

Strategies for Downtown Transformation

Get Down! Downtown London

Belleville’s Phase 2 is Complete



Katie on Transit: Belleville on one hand, Waterloo on the other…

Over the summer, I was working in the Belleville Downtown Improvement Area office, located on Belleville’s Front Street. I don’t drive, so it was either a 45 minute walk, a 15 minute bike ride with a seemingly constant flat front tire, or I would take the bus. I rarely rode my bike, I walked maybe 60% of the time, and the rest of the time I would take the bus.

In Belleville, I live right next to one of the most major arterial roads, Dundas Street. Whenever I took the bus, I had to walk across the highway, stand alongside it, and wait on the grass as trucks whizzed by me constantly (that rant comes later), and the bus route would take me in the complete opposite direction of downtown, and whiz through many of Belleville’s East end residential avenues and then finally pull up in front of the library, which luckily left just a couple minutes’ walk to the office, right on time for work.

No one was forcing me to take the bus or that route, I’m very aware, but the problem I have with the bus system is its haywire inefficiency that would otherwise inhibit me to even take the bus and support Belleville’s transit system. One thing that really irks me is, compared to the Region of Waterloo — and plenty of other cities around Canada and the world, Belleville does not have any alternating routes that complement each other. For example, if there was a bus riding the same route in the opposite direction (going towards Front Street), I wouldn’t have had to cross the highway and I would be at my destination within minutes. Creating complementing routes would make the system far more efficient for the ridership, and would have the potential support a large ridership because it just makes sense to have buses going each way — someone who would have taken the bus might end up walking instead because it’s much more efficient for them to do so in a certain situation, leaving them to disregard the bus and its one-way system, like I did some mornings.

Of course, so many things come to question in this speculation of efficiency. Sure it may be more effective in some situations similar to mine, but Belleville’s bus terminal as it is is definitely not big enough to support literally double the amount of busses that are on the road currently. (Additionally, if anyone has noticed the public’s impatient attitude with the Downtown Belleville Revitalization, there would definitely be some vocal negativity towards such a project). Also, is Belleville’s ridership even that big enough for it to be of concern? I remember going to the mall on a Saturday afternoon a couple years ago with my friend, taking the bus that was travelling on a major street connecting many of Belleville’s neighbourhoods. We got on the bus that takes you from popular East end Belleville to the mall and there was one other person on the bus – on a Saturday afternoon! Similarly, over the summer going to and from work, there was never a time when there weren’t plenty of seats to choose from. Belleville’s manager of transit Matt Coffey claims that ridership is up, however these fluctuations of numbers are common. Also, take note that Belleville transit eliminated a route and combined some of its old stops with an existing route, proving that in some areas of the city, the need for bus transit is very little. (But some need still existed, and that’s the trouble!)

Now for my rant: safety. Belleville’s bus stops are not safe; at least, some of them are not. Waiting alongside Dundas Street East for the bus in those mornings when I wished I had woken up early enough to walk really woke me up in a different way. The image below shows you how close you are pushed to the road, constantly full of trucks that whizz by (especially at 8:30 in the morning when I stood waiting):


…And I can only imagine what that would be like in the wintertime.

This is definitely not the only bus stop like this in the City of Belleville that makes you afraid (city infrastructure should not make you afraid!); the stops all along Dundas Street past Herchimer Avenue are all like this one. The next closest ‘comfortable’ bus stop along Dundas’ Eastbound lanes is in front of Shoppers Drugmart (about a kilometre away), with seats and a garbage can.

It’s funny – I’m complaining, but I am a healthy, capable young woman who only experiences some discomfort. What if I were elderly or using a walker? What if I had a stroller of young children with me? I probably wouldn’t take the bus at all, considering the vehicles that oftentimes speed down the highway I would have to cross. There is nowhere for me to rest my legs as I wait for the bus, and I would feel so unsafe having kids waiting with me at such a dangerously located and exposed bus stop. Also, what if I didn’t know Belleville’s bus system at all? The lack of information on the bus stop signs completely alienates new users from taking the bus who wouldn’t know the fare, what bus stops here, where it goes, and when it would even come. I shouldn’t even have to mention this, but of course there is nothing like an app to download – the bus route system and schedule can only be found on the City of Belleville’s website.

The problem: Belleville’s infrastructure is lacking, resulting in an unsupported bus system. These gaps alienate new users and make people feel just plain uncomfortable. I want to be able to compare Belleville to Waterloo on this topic, but it’s actually very difficult because transit really depends on the demographics that shape it. Take Waterloo, for example, where the huge influx of students going to and from class on an hourly basis Monday through Friday simply demands for their to be busses going to and from campus at every hour of the day, to all areas of the city where they live. The bus scheduling system has been modified so that there are more buses on the route at peak times – missed the 202 iXpress going home? No problem, another one comes in less than 15 minutes. Back in Belleville, it would have been quicker to walk home for the 45 minutes that it took me.

I know I said it would be invalid to compare the two bus systems, but I’ll take a moment to discuss Waterloo on its own so you can come to your own conclusions. Waterloo’s bus system is actually also Kitchener’s and Cambridge’s: the Region of Waterloo took advantage of economies of scale in 2000 by amalgamating Kitchener-Waterloo’s and Cambridge’s then-individual transit systems into one regional transit system: The Grand River Transit, or ‘GRT.’ The connection between the tricities is an excellent opportunity for people to explore the region fluidly. So, as you can imagine, the ridership and bus fleet are both huge (in comparison to Belleville’s – sorry!).

My experience of the transit system here has been a more comfortable one compared to Belleville’s in general. There are many bus stops (around where I take the bus, at least), that have enclosed or at least protective coverings that protect you from the rain. (Raining in Belleville? Sucks! And the next bus comes in another 20 minutes, too. Have fun!) Also, many of the more populated bus stops have digital screens highlighting the current time and when the next bus will show up, which also let you know if a bus is delayed. Another big thing: the iXpress bus line, which takes you to designated central and highly populated areas only. It is a blessing to be able to take the bus straight from campus and have only one stop in between where I get on and get off. Of course, the buses here are much more populated, but interestingly enough it makes me more comfortable to be surrounded by people than when I boarded the near-empty bus in Belleville. I also take the bus because I am environmentally conscious, so why take it and end up being the only one on there? There was always this weird ping of environmental guilt in Belleville when the bus was near-empty, but in Waterloo (around my travel times, mind you) that pang of guilt will never hit me because the bus is constantly populated, often full of students my age.

Please take my arguments with a grain of salt. I am only one woman experiencing the bus system as I experience it in either city! Also, you just can’t compare Belleville to Waterloo with a high level of validity to your argument because of the wildly different variables. However, that doesn’t mean that Belleville can’t learn some things from the GRT: bus stops that make you feel like the city actually cares about your wellbeing, for example. (Okay, I can’t rip on Belleville too much, apparently there are plans to add some bus shelters in the near future.)

Interesting anecdote: many of my colleages who come from bigger cities complain about the GRT when I find it an absolute blessing. It makes me wonder how much more advanced their system is, which in turn makes me wonder just how much farther Belleville’s transit system has to go to achieve these levels of efficiency and comfort. Public transit does not have to be a gruelling task, Bellevillians! Please see the light, even if that means you have to visit another city.

Some interesting reads to suit your fancy:

Citizens make big impact with low-cost bus stop seating

It’s time to vote for the sorriest bus stop in America
(does the fourth picture ring a bell at all?)

The signal distance factor

GRT Fast Facts

Note: I always welcome and appreciate arguments, discussions, and comments!

Katie on Cities – ‘Velkomin!’

I am not exactly sure how to introduce this blog, because I am not exactly sure of what this blog will become. My intentions lie in discussing cities, but as an undergraduate studying urban and regional planning who has not declared any specific interests in certain avenues of the planning world, there are no limitations as to specific topics that this blog will focus on.

As of right now, I find I am interested in local history and social planning — how people interact with their environment and how their environment influences their daily decisions. However I could and likely will also comment on urban design, land use, and city politics; this blog is a way of exploring what I am interested in within and surrounding cities.

Understanding what perspective I am coming from would be important in assessing why my point of view is my point of view, because everyone experiences a city differently. My name is Katie Turriff, and I am currently in my second year at the University of Waterloo studying Urban and Regional planning. Though I spend my time and money in Kitchener-Waterloo, I consider my home base to be in Belleville, just a five hour drive Eastbound, where I was born and grew up.

Belleville is a city the size of approximately 49 000 people; about 1/10th the size of the metro here (Kitchener-Waterloo-Cambridge). The demographics are very different here, too: Waterloo is so much more diverse and, of course with two university and some-odd colleges, there is a huge presence of students here than in Belleville, which boasts only Loyalist College. Belleville is much more of a baby-boomer town — so you can imagine how much more I fit in here than there.

Because of my Bellevillian roots, anticipate reading about a lot of comparisons between Belleville and Southwestern Ontario, along with commentaries on planning articles and on what is going on in cities around me and around the world.

I will try to update this blog weekly at the very least.