Tenstreet<\/a> focuses on right now. It\u2019s a fundamental paradigm shift and Metrolinx\u2019s leadership is projecting twenty-plus years forward to imagine a world where the experience of public transit, the TTC and the downtown network are more seamlessly integrated with the larger GO network. We have to be real strategists about the way we approach future-proofing the procurement models and the practical kind of visual, physical, and experiential elements that will identify what it means to be a GO passenger. We must carefully consider how we make the experience easy and reassuring for the travelling public. To consider how we create a continuous visual and experiential identity across a network that has been constructed over the last fifty years and by many diverse hands.<\/p>\nWe\u2019re also looking at a number of catalytic changes to the system like electrification. The GO design guidelines have to dovetail with these in order to make the experiential aspects work with the functional changes to the system. So it\u2019s both a backward and forward looking assignment. We admit to the fact that it\u2019s a really tough identity-development exercise but that\u2019s the challenge we\u2019re embracing.<\/p>\n
John Potter<\/strong><\/em>: On a more prosaic level, if the ambition of the guidelines is everything that Beth has just described, the project\u2019s success will be defined by the guidelines\u2019 ability to clearly communicate Metrolinx\u2019s objectives and how those objectives are expressed via growth of the GO network. After having put a lot of trust in the design thinking and capturing that in the guidelines, we\u2019ll see the real value when different project teams and different design consultants are brought together on various projects. The guidelines will help them on-board quickly and align their thinking and design work with our larger brand objectives. We\u2019ll see the real proof of value of the exercise over the next five to ten years.<\/p>\nTHE IMPORTANCE OF BRAND TO PUBLIC TRANSPORTATION<\/strong><\/p>\nJeff Doble<\/strong><\/em>: We\u2019re hearing a lot of transportation authorities talking about their \u201cbrand.\u201d In a world of Coca Cola, Apple, Nike, and others, what does \u201cbrand\u201d mean to a transportation authority and\/or a transit line?<\/p>\nBeth Kapusta<\/em><\/strong>: Brand is really the promise of a consistent, high quality, high-functioning experience. Brand is not necessarily about a mark or graphic, although the GO reputation is long-standing and has a lot of equity built up in it. It\u2019s really about the things we do consistently well over time that give us credibility and a high status with our customers.<\/p>\nJeff Doble<\/strong><\/em>: Most people typically don\u2019t wake up in the morning and look forward to their commute to work. Will the guidelines change individual\u2019s perception around commuting?<\/p>\nBeth Kapusta<\/em><\/strong>: Architecture is a somewhat invisible component of quality. From the results that emerged from the Crosstown survey, we started to parse out what people really meant by words like \u201ccleanliness\u201d or \u201cuncluttered.\u201d How much work do you have to do as an architect to create an uncluttered experience? It takes a significant amount of design thought. It\u2019s like the Four Season\u2019s brand. A thousand little things. Every piece of architecture is a thousand decisions made right. So we had to provide enough dots to connect in the guidelines that will be used by a variety of consultants, to encourage a consistent experience that resonates with our customers time after time.<\/p>\nPRIORITIES OF THE LINE VS. INDIVIDUAL STATIONS<\/strong><\/p>\nJeff Doble<\/strong><\/em>: How do you balance the need for overall efficiency and a seamless or branded passenger experience throughout an entire line with the need for specific stations or hubs to respond to the unique context of their neighbourhood? Do these interests conflict with one another?<\/p>\nBeth Kapusta<\/strong><\/em>: This is a fundamental challenge of a system that is both urban and suburban. It\u2019s also a challenge to consider where you put more energy so that things like the integration of public art or other enhanced experiential qualities can reflect high ridership. What we\u2019ve done on Eglinton, and will likely incorporate in the GO design guidelines, is consider that we have elements of consistency that form the back bone of the station experience, and then consider what the elements of variability are that can reflect a more local or a more site-specific approach. We\u2019ll explore whether there\u2019s the need for transit oriented development at a site, whether there\u2019s the need for a public plaza that speaks to the local conditions, or whether there\u2019s a way of reflecting the nuance of the local landscape within the station design.<\/p>\nWe\u2019re cognizant for the need for a back bone but also the need for things that reflect a local condition because people still have to fall in love with these places and experiences. People still have to say \u201cyeah, that\u2019s my station.\u201d There is a familiarity that is born out of an attachment to a unique feature. That familiarity and the experience of the overall line have to be in balance, though there\u2019s always going to be a tension between them.<\/p>\n
John Potter<\/strong><\/em>: There are special circumstances beyond the local built and neighbourhood conditions that will impact context for some stations. Like the nine stations that include heritage buildings, for example, where we may have to develop specific, customized guidelines to address this aspect. Also the major interchange stations where the GO system may not be the primary service provider. In these cases it\u2019s understood that the GO brand will have a lesser expression within the modal interchange.<\/p>\nSTATIONS: FROM ICONIC TO INTEGRATED<\/strong><\/p>\nJeff Doble<\/strong><\/em>: Transit infrastructure includes iconic, stand-alone stations like New York\u2019s new World Trade Center Transit Hub. At the other end of the spectrum there are facilities like Vancouver\u2019s Marine Gateway where the station infrastructure, along with a major bus exchange, are deeply integrated and wrapped into a comprehensive mixed use development. Can you describe the transportation hub of the future?<\/p>\n John Potter<\/strong><\/em>: We\u2019re moving away from the typical paradigm of primary users moving mainly to and from home and work in the central business district. We\u2019re looking at a much more networked and dispersed approach to transit for the future. So when we talk about the hub of the future, I think the concept is going to be all about intermodal and interchange. Also there will be a lot more of them. We\u2019re already anticipating at least three times the number of intermodal\/interchange hubs than there are currently. And they will be more typical. In other words they\u2019re not going to be like NYC\u2019s World Trade Center facility. Rather they will be more integrated and typical of the network.<\/p>\nBeth Kapusta<\/strong><\/em>: The facility has to respond to the pressures of specificity. In New York you can get away with a multi-billion dollar single point hub because the population, expectations, and ridership support that approach. Integrated transit is very much going to be a phenomenon of all of our futures but the surrounding context really has to make sense of it. I think we\u2019ll find a spectrum of integration opportunities in the future.<\/p>\nWe try to anticipate overbuild conditions wherever possible but at a number of locations the current state of planning doesn\u2019t justify it. It\u2019s often really hard to know what\u2019s going to happen on the street in the future. One approach that we are seeing more often is collaboration between transit agencies like ourselves and the municipalities where enhanced zoning is happening in lock-step with transit development. We are also developing transit-oriented design guidelines that speak to a future where stations and development are much more integrated than they have been in the past.<\/p>\n
Jeff Doble<\/em><\/strong>: So in order to achieve these types of projects, what are some of the challenges you face when working with municipalities and the development community to see a successful integration of transit within larger development?<\/p>\nBeth Kapusta<\/strong><\/em>: There is already a huge amount of construction complexity to any transit system let alone a system that is overbuilt by a massive building. There are always jurisdictional complexities to consider. Also time is money with these projects so trying to get all approvals happening simultaneously is an unbelievably complex process. The logistics at times can be almost insurmountable. Especially when a lot of the larger-scale transportation projects are being delivered by a design-build-finance-maintain model. In this case it\u2019s all about creating incentives for a contractor to incorporate the density at the stations within a model that is really driven by time and budget.<\/p>\nJeff Doble<\/strong><\/em>: Can you envision a time in the future where the station areas are defined in advance, the line is designed and delivered, and the private developer or other interests would take over from the rails up?<\/p>\nBeth Kapusta<\/strong><\/em>: It\u2019s possible but in order to do that you really have to know what is going in above the rails. There is quite a construction premium to building a generic overbuild box situation. It\u2019s not a neutral proposition. We\u2019re in the business of building transit. To try and anticipate a future development situation that could costs multi-millions of dollars without really knowing the details \u2013 we\u2019re not in the business of reading a crystal ball. There\u2019s a bit of a tension around the extent of what we can do as a transit agency. The best case scenario is to be working in lock-step with the city and developers as we\u2019re moving along but that\u2019s not always possible given the time pressure on these projects.<\/p>\nDESIGN EXCELLENCE TAKE TWO: PERCEPTIONS OF VALUE<\/strong><\/p>\nJeff Doble<\/em><\/strong>: We\u2019re seeing a lot of critique of the World Trade Center transit hub. It\u2019s being held up as an example of design excellence in transportation, however, it also immediately associates design excellence in transit with being expensive. It\u2019s our experience that design excellence doesn\u2019t have to cost more. It simply requires that attention and care be given to a vision from a design perspective.<\/p>\nTo go back to Beth\u2019s earlier comment about the public\u2019s increasing design literacy, are you seeing thinking and behavior shifting to a more transit-centric approach to our cities? An approach where train and transit stations are important and recognized buildings like in some parts of the world where there is more of a history with rail and infrastructure design?<\/p>\n
Beth Kapusta<\/em><\/strong>: When we start a project we engage our stakeholders in a workshop to map the comfort zone for that phenomenon. We draw a cross with small dollars at the left, big dollars at the right, a systems approach at the bottom and an iconic approach at the top. We have our stakeholders map a series of examples on those axes to determine where their comfort zone is.<\/p>\nIf you overly invest in something that is iconic for the sake of being iconic, it doesn\u2019t necessarily support the user experience in the way you think it will. It may work against you and become a kind of lightning rod for excess. There is a significant portion of the project in New York that you can look at and question whether or not it needs to be there or if it is purposely meant to be part of a very individualistic expression of a building.<\/p>\n
Through our work we\u2019re focusing on what is enough to systematize and elaborate upon the functional and experiential criteria for a facility with a highly insightful vision of how those things come together, and without going overboard. The most controversial item for the Eglinton design guidelines was the insertion of criteria for a rectilinear built form \u2013 because we didn\u2019t want our consultants going off and doing highly gestural buildings. When they\u2019re in the public realm people look at them and ask \u201cwhy did you make a tornado shaped building? Why couldn\u2019t you have just been more practical because you\u2019re spending tax payer\u2019s money?\u201d We\u2019re constantly aware of the tension between our responsibility as public servants, as architects and the need to attract people to the system.<\/p>\n
People respond well to carefully designed systems. They don\u2019t have to be extravagant in form making in order to be truly excellent design. It\u2019s a much more subtle design brief than saying \u201cmake a building in the shape of a tornado.\u201d In the long term it\u2019s an investment in repetition. It\u2019s an investment in bringing people back to the system because we\u2019ve often found that the things that they love most about the architecture are incredibly subtle.<\/p>\n
THE RISE OF TECHNOLOGY, AUTONOMOUS CARS AND THE FUTURE OF TRANSIT<\/strong><\/p>\nJeff Doble<\/em><\/strong>: Autonomous vehicles are all over the news. We\u2019re seeing the emergence of transit apps and mobility-as-a-service where we can arrange a trip using multiple modes of transit with a few clicks of our phone. How will these advances in mobility impact the future of our cities and the future of public transportation?<\/p>\nBeth Kapusta<\/em><\/strong>: Another item we discovered from the original Crosstown survey was the extreme importance of seamless navigation of the network. The Design Excellence Group started out thinking that we were all about architecture, but after the survey we realized that we had to be thinking about integrated transit because that\u2019s how our customers think about it. We started an initiative utilizing technology to harmonize wayfinding. We are now connecting all thirteen transit operators in the Greater Toronto and Hamilton Area (GTHA) with an app called Triplink. It\u2019s basically an app that supplies open-sourced, real-time transit data to all of our service providers to be used any way they want.<\/p>\nSo we see the continuum in a much more holistic way than we had imagined at the beginning of the process. The architecture is inseparable from the way you get there, but the experience really starts when you pull out your phone or computer in the morning to figure out the fastest or best way to your destination. People don\u2019t care as much about the way they get there. They care about the speed and efficiency of using the network so the closer proximity of time and space, and the ability to use technology to trade one off of each other, is one of the sea change moments that we\u2019re living through right now.<\/p>\n
Jeff Doble<\/em><\/strong>: As this technology advances and we find ourselves changing the way we access transportation, how do we ensure the best experiences are available equally for all sectors of society, regardless of income, age, etc.?<\/p>\nBeth Kapusta<\/em><\/strong>: Given the current development phenomenon in North America, we\u2019re seeing that residing in the centre of the city is becoming an increasingly elite, boutique way of living. Housing prices in the centre of the city are prohibitive to a significant portion of the population, so the importance of being able to bring people into the centre in an equitable way is one of the challenges of the expanding network.<\/p>\nIf you look at the time it takes to get from Markham to downtown if you\u2019re not connected to transit, it\u2019s not fair that someone from that area is spending two and a half hours a day commuting. So building out of the network will have an influence on those inequities that we see at an urban scale. Again looking back to a customer-service approach, we have an aging demographic so issues of accessibility have to be baked into our design. It\u2019s no longer acceptable to have accessibility as an add-on at the end of design as much as it\u2019s no longer acceptable to have sustainability as an add-on to a project.<\/p>\n
Accessibility and sustainability are the two single most important things we need to be thinking about. We\u2019re investing a huge amount of construction expenditure into building these networks and the fastest rising demographic of ridership right now is people who will experience serious mobility challenges in the next ten to twenty years. At the same time it\u2019s our planet and we have to protect it.<\/p>\n
John Potter<\/em><\/strong>: The build-out of the network will connect different communities to each other in addition to connecting the periphery to the centre. People won\u2019t have to move just because they\u2019ve switched jobs. They can actually get from Brampton to Pickering on our transit system. When you talk about the rise of autonomous vehicles and other modes of ride sharing, and as the province anticipates the population of the GTHA will increase by four million people between now and 2030, we\u2019ll need a variety of different ways of getting around. I don\u2019t think autonomous vehicles replace public transit. The thinking is that these other forms of transport will support the network. It\u2019s the first and last mile idea where you have people needing other ways to get from home to rail and from rail to their destination and back.<\/p>\nTHE ROLE OF PUBLIC TRANSPORTATION IN RESILIENT CITIES<\/strong><\/p>\nJeff Doble<\/strong><\/em>: In July of 2013, Toronto experienced the worst flash flood in the city\u2019s history. Given climate change and the expected increase in extreme weather events and other large-scale shock situations, what role does public transportation play in the resilience of our cities?<\/p>\nJohn Potter<\/strong><\/em>: Of course resiliency planning is absolutely critical in public transportation. Metrolinx is developing what we call the climate adaptation protocol. This is a way of categorizing our assets in terms of high, medium or low risk and putting plans in place to address these assets so the system can keep running or be brought back on line quickly after a major disruptive event. A transit system is part of the critical back bone of a region so having it operational is key to any successful large-scale emergency response.<\/p>\nWe\u2019re also in the early phases of development of a second protocol around social resiliency. This explores the role of our key facilities as important social hubs within their communities. While stations will likely not be used as emergency shelters, they can be used as places where people can come for information. For example, we can provide generators on site that can run for several days after an event so people can charge their cell phones and be connected to emergency services.<\/p>\n
Beth Kapusta<\/em><\/strong>: From a systems perspective, track heating and flooding are the biggest risks in our area. A lot of our tracks run through ravines, along water and in other areas of vulnerability, so we\u2019re looking at how to future proof these situations.<\/p>\nThe electrification initiative is also a sustainable approach to expansion at the regional scale. It\u2019s really about getting people off of the roads because they understand transit is more reliable than the road network.<\/p>\n
So, in terms of resilience, and as time goes on, rather than one massive rainfall occurring every one hundred years, we\u2019ll see ten. In this instance, the public transit role will evolve into a safety net that gives people a level of assurance that they can still navigate their city even in a future climate where uncertainty is the status quo.<\/p>\n
THE PERSONAL TRANSPORTATION EXPERIENCE<\/strong><\/p>\nJeff Doble<\/strong><\/em>: Beth, how do you get to work?<\/p>\nBeth Kapusta<\/em><\/strong>: Typically I get to work by bicycle. Until six months ago I was living in High Park and if I didn\u2019t ride my bicycle I would take the GO Train.<\/p>\nJeff Doble<\/strong><\/em>: Can you talk about an experience on public transit that impacted you in some way?<\/p>\nBeth Kapusta<\/em><\/strong>: I can\u2019t name one specific example, but being a fairly consistent GO Train passenger, I can tell you that people would consistently ask me for direction \u2013 at least two to five times a day. People were always lost! For me, it really underscored the degree to which good way finding impacts a great passenger experience. People are focused on getting to their destination. As important as architecture is, clear and intuitive way-finding is critical to our passengers.<\/p>\nJeff Doble<\/strong><\/em>: Your background is in architecture. What drew you into the realm of public transportation?<\/p>\nBeth Kapusta<\/em><\/strong>: My past training is as an architect but I worked as an architecture critic and consultant for over twenty years. At the time, I was hungry for a change of scale because there was only so much I could do in my previous role. The transition was very opportunistic. I was looking for a bigger project and when the opportunity to set up the Design Excellence program came along I thought \u2013 that\u2019s exactly the scale I was craving! As I set up the program I began to see the interesting future that lay ahead. It\u2019s not very often we get to set the design vision for a six billion dollar project in our field. It\u2019s meaningful, vision-setting work for me and the team and a truly amazing opportunity.<\/p>\nJeff Doble<\/em><\/strong>: Sounds like a fantastic opportunity for yourself and for public transportation in the Greater Toronto Hamilton Area.<\/p>\n***<\/p>\n
BIOS:<\/em><\/strong>
\nA former architecture critic, avid cyclist and urban gardener, Beth Kapusta<\/strong> leads the Design Excellence initiative at Metrolinx. Her mandate is to elevate the quality and customer focus of design across Metrolinx city-building projects including shaping design of the $6-billion Eglinton Crosstown LRT and advancing the design vision for the Davenport Diamond guideway and greenway.<\/em><\/p>\nJohn Potter<\/strong> is an architect, mentor and a passionate advocate of public transportation\u2019s ability to address societal questions about economic prosperity, urban intensification, sustainability, public health and quality of life. John is senior advisor to the Design Excellence group at Metrolinx and a key figure in the organization\u2019s planning and policy group.<\/em><\/p>\nJeff Doble<\/strong> is an architect, dad, avid outdoorsman and urban commuter. He leads Perkins+Will\u2019s global transportation practice from the firm\u2019s Vancouver office. His experience has taken him from Saudi Arabia to Ottawa and beyond. In addition to his global role, Jeff is guiding the firm\u2019s efforts on several key transportation infrastructure projects in BC and Ontario, has been an advisor to the Riyadh\u2019s development authority on international station design competitions and is leading development of station design guidelines for Metrolinx that will influence the passenger experience well into the future.<\/em><\/p>\n***<\/p>\n","protected":false},"excerpt":{"rendered":"
We are in the midst of a resurgence of interest and investment in transit. Across North America and at nearly every level of government, there is interest in expanding public transportation systems. In a recent study, PricewaterhouseCoopers and Oxford Economics estimate global investment in infrastructure between 2014 and 2025 will reach almost $78 trillion. TheContinue reading “Transportation, Technology and Urban Transformation”<\/span><\/a><\/p>\n","protected":false},"author":8329,"featured_media":29202,"comment_status":"open","ping_status":"closed","sticky":false,"template":"","format":"standard","meta":{"_acf_changed":false,"ngg_post_thumbnail":0,"_ef_editorial_meta_paragraph_assignment":"","_ef_editorial_meta_date_first-draft-date":"","_ef_editorial_meta_checkbox_needs-photo":"","_ef_editorial_meta_number_word-count":"","footnotes":""},"categories":[10,25,36,40,11235],"tags":[],"class_list":["post-29091","post","type-post","status-publish","format-standard","has-post-thumbnail","hentry","category-architecture","category-infrastructure","category-streetscape","category-transit","category-urban-design"],"acf":[],"yoast_head":"\nTransportation, Technology and Urban Transformation - Spacing Vancouver<\/title>\n<meta name=\"robots\" content=\"index, follow, max-snippet:-1, max-image-preview:large, max-video-preview:-1\" \/>\n<link rel=\"canonical\" href=\"https:\/\/spacing.ca\/vancouver\/2016\/11\/07\/transportation-technology-and-urban-transformation\/\" \/>\n<meta property=\"og:locale\" content=\"en_US\" \/>\n<meta property=\"og:type\" content=\"article\" \/>\n<meta property=\"og:title\" content=\"Transportation, Technology and Urban Transformation - Spacing Vancouver\" \/>\n<meta property=\"og:description\" content=\"We are in the midst of a resurgence of interest and investment in transit. Across North America and at nearly every level of government, there is interest in expanding public transportation systems. In a recent study, PricewaterhouseCoopers and Oxford Economics estimate global investment in infrastructure between 2014 and 2025 will reach almost $78 trillion. 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In addition to his global role, Jeff is guiding the firm\u2019s efforts on several key transportation infrastructure projects in BC and Ontario, has been an advisor to the Riyadh\u2019s development authority on international station design competitions and is leading development of station design guidelines for Metrolinx that will influence the passenger experience well into the future.\",\"sameAs\":[\"http:\/\/www.perkinswill.com\"],\"url\":\"https:\/\/spacing.ca\/vancouver\/author\/jeffdoble\/\"}]}<\/script>\n<!-- \/ Yoast SEO plugin. -->","yoast_head_json":{"title":"Transportation, Technology and Urban Transformation - Spacing Vancouver","robots":{"index":"index","follow":"follow","max-snippet":"max-snippet:-1","max-image-preview":"max-image-preview:large","max-video-preview":"max-video-preview:-1"},"canonical":"https:\/\/spacing.ca\/vancouver\/2016\/11\/07\/transportation-technology-and-urban-transformation\/","og_locale":"en_US","og_type":"article","og_title":"Transportation, Technology and Urban Transformation - Spacing Vancouver","og_description":"We are in the midst of a resurgence of interest and investment in transit. Across North America and at nearly every level of government, there is interest in expanding public transportation systems. In a recent study, PricewaterhouseCoopers and Oxford Economics estimate global investment in infrastructure between 2014 and 2025 will reach almost $78 trillion. 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He leads Perkins+Will\u2019s global transportation practice from the firm\u2019s Vancouver office. His experience has taken him from Saudi Arabia to Ottawa and beyond. In addition to his global role, Jeff is guiding the firm\u2019s efforts on several key transportation infrastructure projects in BC and Ontario, has been an advisor to the Riyadh\u2019s development authority on international station design competitions and is leading development of station design guidelines for Metrolinx that will influence the passenger experience well into the future.","sameAs":["http:\/\/www.perkinswill.com"],"url":"https:\/\/spacing.ca\/vancouver\/author\/jeffdoble\/"}]}},"_links":{"self":[{"href":"https:\/\/spacing.ca\/vancouver\/wp-json\/wp\/v2\/posts\/29091","targetHints":{"allow":["GET"]}}],"collection":[{"href":"https:\/\/spacing.ca\/vancouver\/wp-json\/wp\/v2\/posts"}],"about":[{"href":"https:\/\/spacing.ca\/vancouver\/wp-json\/wp\/v2\/types\/post"}],"author":[{"embeddable":true,"href":"https:\/\/spacing.ca\/vancouver\/wp-json\/wp\/v2\/users\/8329"}],"replies":[{"embeddable":true,"href":"https:\/\/spacing.ca\/vancouver\/wp-json\/wp\/v2\/comments?post=29091"}],"version-history":[{"count":11,"href":"https:\/\/spacing.ca\/vancouver\/wp-json\/wp\/v2\/posts\/29091\/revisions"}],"predecessor-version":[{"id":33869,"href":"https:\/\/spacing.ca\/vancouver\/wp-json\/wp\/v2\/posts\/29091\/revisions\/33869"}],"wp:featuredmedia":[{"embeddable":true,"href":"https:\/\/spacing.ca\/vancouver\/wp-json\/wp\/v2\/media\/29202"}],"wp:attachment":[{"href":"https:\/\/spacing.ca\/vancouver\/wp-json\/wp\/v2\/media?parent=29091"}],"wp:term":[{"taxonomy":"category","embeddable":true,"href":"https:\/\/spacing.ca\/vancouver\/wp-json\/wp\/v2\/categories?post=29091"},{"taxonomy":"post_tag","embeddable":true,"href":"https:\/\/spacing.ca\/vancouver\/wp-json\/wp\/v2\/tags?post=29091"}],"curies":[{"name":"wp","href":"https:\/\/api.w.org\/{rel}","templated":true}]}}
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