Land Value Capture and Tax Increment Financing could be used to finance transit intrastructure such as the LRT proposal for Waterloo Region. As I always am with each topic, I come into a project being very gung-ho, but as soon as I begin my literature review, I realize how much work has already been done on the topic and I become increasing discouraged. Essentially, from what I feel, the revenue generated from these mechanisms do not even come close to paying off the high capital costs of building transit infrastructure. On top of that, I am often asked how will my research fit in and add value to the literature, and I cannot comfortably answer people.
So back to the drawing board. After sifting through Research Needs Statements from the Transportation Research Board, I realized that I'd like to do something related to transportation-GIS decision support, and I thought of the topic of measuring employment accessibilty using GIS in Greater Toronto. I want to understand the travel times to work depending on (1) where one works, (2) where one lives, (3) household income, and (4) employment type, through time. I figure this is a good topic, especially given the fact that the GTA wishes to promote an improved interregional transportation network-- and I produced a research proposal based on this project. Then I realized during the process that Eric Miller, one of the most prominent transportation reserachers at U of T have already studied this topic to death.
So here I am again, hoping take a different spin on things without dramtically changing the overarching themes of my research topic. My advisor has been very encouraging and that's been great. While it would be so much easier for me to just ask him to hit me a topic, I definitely do not want to resort to that right now-- since that would be accepting defeat.Perhaps I am not cut out for academia?
I'll let you know of my progress.]]>
Well, from a planner's perspective, there's surely a wealth of difference between Chinatowns and Asian-themed malls.
At the same time, I get a sense that people are generally more accepting of traditional “Chinatowns” than Asian-themed malls. Why is that the case? What is it about these ethnic malls that make them offensive? Aren’t malls just the late 20th Century automobile adaptations of the main street concept?
I suppose the biggest differentiation is that urban core cultural communities (e.g. Chinatown) are visibly more cohesive to the surrounding urban fabric than shopping centres. Core urban areas accommodate mixed range of land uses, while suburban developments have always strictly delineated homogenous land uses. Because of this, I get a sense that concentrations of suburban ethnic retailing are perceived to be much more concentrated than their urban counterparts even if its "ethnic density" (e.g. "ethnic retail jobs" or "ethnic patron" per unit area) may be similar. I attribute this theory to a suburban mall's lack of “buffer” non-retail uses.
A brief browse of contemporary urban planning research will tell you that traditional suburban developments have always notoriously and systemically promoted socio-economic and cultural segregation. So in many ways, could the prevalence of Asian-themed malls be a “tipping point” indicator against our current homogeneous suburban development patterns? Maybe the people’s problems aren’t ethnic malls, but they have finally realized the demise of our current state of suburbanization?
Because of the vast amount of retail space these firms own, it is in the interest of these firms to make arrangements with, and provide incentives for, larger corporate partners to sell retail space. This is clearly evident we encounter similar corporate chains (e.g. GAP, American Eagle, Bluenotes, HMV, wireless stores, etc) in virtually all malls without seeing almost any non-corporate chains.
Thus, the real issue is that Canada’s mainstream retail developers have systemically favoured larger corporate retail chains and they provide no incentive independent business owners to establish their business in these shopping areas. In addition, the larger format “Big Box” locations are surely out of question, as their retailing space is surely too large to cater to the small business owner.
So what has occurred? Small business owners must then establish locate in areas operated by “niche market” retail developers. This is how Pacific Mall was developed. This is how Aberdeen Centre in Richmond was developed.
The comments in support of Leung’s report recognized that ethnic shopping centres naturally facilitate the segregation people of different cultural groups and the clustering of homogeneous ethnic groups. Also, because of the diminished prominence of English language signage and the lowered levels English understanding by store staff, there is a sense these establishments are not accessible to everyone in the community.
1. Starting advertising campaigns
If this campaign’s purpose is to bring awareness to the operator assault, then it has accomplished its goal. If the campaign’s purpose is to prevent people from assaulting operators, then it is highly questionable. It’s never effective to prevent someone from doing something simply because “it’s the law,” just like being “tough on crime” has not been effective in curbing crime. The goal is to prevent assaults, not just punish assailants.
I’m also particularly concerned with the quote “Treat TTC workers as you’d want to be treated,” as it should work both ways. Seriously, while I do say that being a TTC operator is a tough gig, there are a rare number of “bad apples” who are confused about what is customer courtesy, and in these cases, TTC surely would not want to passengers to treat operators the way they have treated passengers. See Improving Customer Courtesy below.
2. Installing CCTV and operator screens
TTC is continuing its programme to install cameras on its vehicles, as a means to catch people in the act and to boost overall transit system safety. Also, it intends to install screens to shield operators from passengers.
While I support the installation of these devices, these measures make up only a small component to preventing operator assault. Again, these devices only help to catch and apply a barrier from assailants, they do not prevent the intent of assailants from assaulting them in the first place.
If TTC is truly serious about curbing operator assault, they need take measures based on why they’re being assaulted. According to a Commission presentation (Slide 23), the top two motives for operator assault are: fare enforcement (43%) and operating disputes (15%), these two motives make up more than half of all assaults.
1. Provide real-time customer information
TTC should be in the business of providing convenience to customers. It must show commitment to recognizing a passenger’s value of time; waiting for a bus that is expected to arrive unpredictably goes against this philosophy. Providing real-time customer information at stops creates a perception to passengers that a bus is never late. If the buses are not perceived to be late, I can assure you that there would be less disgruntled passengers and less assaults on operators.
To be fair, TTC is beginning a program to install (1) a real-time text information system (2) “next vehicle” displays on select transit stops across the system.
Providing customer information conveys to passengers that their time is valuable. We need to keep in mind that a majority of assailants are rational. There is a reason why most assailants get into these situations, and I think most of time time, it's misunderstanding or that they just aren't seen as valued customers.
2. Improve customer courtesy
Treat others the way you’d want to be treated. This is certainly a two-way street between operators and passengers.
TTC needs to rethink its way its services are delivered and listen to its passengers. Let’s end scheduled breaks in the middle of a schedule runs. Let’s end operators’ lack of desire to answer customer questions. These operational practices convey to passengers that their time and patronage is not important.
TTC needs to create systems that: