The Shared City | Maegan Collins | Landscape Architecture Thesis 2020

THE SHARED CITY DESIGNING FOR GENDER EQUITY THROUGH TRANSPORTATION

MAEGAN COLLINS

© Drawkit. Reprinted from Transport Illustrations, n.d.

The Shared City by Maegan Collins Fourth year thesis submitted to the

School of Environmental Design & Rural Development,

The University of Guelph in partial fulfillment of the

requirements for the degree of

Bachelor of Landscape Architecture Supervisors: Sean Kelly and James Hughes

ABSTRACT Cities and transit systems are deeply connected. Transit systems

play an indispensable role in the movement of people. This thesis will examine urban transportation systems from a gendered

perspective. This subject will be explored by researching the

inequalities women experience while using public transit and

look at an example in Toronto’s bus system. We will also study

an example of progressive gender sensitive planning practices

in Vienna, Austria. Based on research and data, this thesis will

produce a Gender Inclusive Public Transit Guide for landscape

architects. The objective is to have designers and municipalities re-evaluating their transportation policies through a gendered

lens. Most of the time designers don’t intentionally misrepresent women’s needs, it’s often because they recognize the default

standard of a human as male. Ultimately, we have to look towards

a future where transit systems are designed for the specific needs of both women and men equally.

Š Drawkit. Reprinted from Transport Illustrations, n.d.

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TABLE OF CONTENTS Part I: The Problem 14 Introduction to Gender Equity 16

Living in Car-Centric Societies

22

Unsafe Spaces

20

The Gender Data Gap

Case Study 28

320 Yonge Southbound

Part II: The Solution 34

Public Transit First Design

42

Better Design for Safer Spaces

38 Filling the Gap

Precedent Study 48

Gender Sensitive Planning in Vienna

Part III: The Product of Research 51

Gender Inclusive Public Transit Guide

Part IV: The Future of Public Transit 58

The Role of Landscape Architects

64

References

60

The Shared City

8

LIST OF FIGURES

Figure i - The shared city

Figure ii - Subway 15

Figure 1.0 - Urban crosswalk

16

Figure 1.1 - Traffic in Toronto, Ontario

19

Figure 1.2 - Percentages of men and women who make a stop

20

Figure 1.3 - A woman climbing the snow on the sidewalk in Winnipeg

23

Figure 1.4 - A woman at night in dim lighting

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Figure 1.5 - A general model for perceived safety

26

Figure 1.6 - Bus ride

28

Figure 1.7 - Each stop along the 320 Yonge Southbound line in Toronto, Ontario

30

Figure 1.8 - Lighting diagram of the 320 Yonge Southbound route

31

Figure 1.9 - Shelter diagram of the 320 Yonge Southbound route

31

Figure 1.10 - Accessibility diagram of the 320 Yonge Southbound route

34

Figure 2.0 - An example of a bus only lane in Portland, Oregon

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Figure 2.1 - Diagrams of bus lane examples

39

Figure 2.2 - A family riding the train with a pram

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Figure 2.3 - Spain’s national urban mobility survey of 2007

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Figure 2.4 - Busy crosswalk at night

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Figure 2.5 - Accessible bus stop pad & shelter

26

Figure 2.6 - Separating bus activities and general pedestrian traffic with nubs

46

Figure 2.7 - Conceptual bench and waiting pad design

48

Figure 2.8 - Transportation methods in a city

49

Figure 2.9 - Seestadt Aspern, Vienna

49

Figure 2.10 - Eva Kail in a meeting

50

Figure 3.0 - Prague public transit

61

Figure 3.1 - A rendering of a commercial public space

“THE QUESTION IS REAL BE DIFFERENT IF THEY WOM

IT’S ‘WOULD THEY BE VOICES WER

- LIANE HARTLEY

LLY NOT ‘WOULD CITIES Y WERE DESIGNED BY MEN?’

E DIFFERENT IF MORE RE HEARD?’”

Y (RUSTIN, 2014)

Part I: The Problem Part I: The Problem Problem Part INTRODUCTION I: The Problem TO GENDER Part I: The EQUITY Problem Part 12

e t m t m e t

“Gender equity means fairness of treatment for men and women according to their respective needs... equivalent in terms of rights, benefits, obligations, and opportunities.”

– (ABC Of Women Workers Rights And Gender Equality, 2000, p.48).

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Introduction to Gender Equity Cities need well-designed transit networks

application transit systems misrepresent

people that rely on it. When designing

p.32). Similar to most things designed in

to efficiently move the thousands of

the roads and connections, a city needs

to acknowledge both methods of transit.

There is private transit, such as cars and taxis and there is public transit such as

buses, subways and streetcars. Altogether, they provide a way for people to stay

connected. Urban designers play a key

role when creating the roads, systems and paths that establish these connections.

It is the responsibility of the designers to create transit systems that acknowledge the needs of everyone utilizing it.

On paper, transit systems are designed for everybody. However, in real-world

women’s needs (Criado-Perez, 2019,

our world, the default human is recognized as male. Women are not recognized as

having different needs than men and are lumped into one default male category.

The lack of female representation can lead to inequalities. There has to be

rules and policies in place to ensure

diverse representation on our streets.

Municipalities and private designers have

to start implementing design practices that meet gender equity standards. Ultimately, we have to look towards a future where transit systems are designed for the

specific needs of both women and men.

The purpose of this research is to discuss

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Figure 1.0 Urban crosswalk (Ryoji Iwata, 2019).

and understand the experiences of women

to better understand women’s issues in public

Many women experience problems when

can help to achieve a future that is gender

using urban public transportation systems. using public transit and this thesis will

provide some perspective on this. The 320

transit. Learning from the mistakes of the past inclusive.

Yonge Southbound line in Toronto, Ontario

This thesis uses a variety of gender specific

mainstreaming planning. Researching

“women” are mentioned, they are referring

will be the case study for poor gender-

and exploring progressive transit systems around the world will help to gain insight and encourage solutions in other cities.

Vienna, Austria will be the precedent study for progressive gender sensitive urban

planning since it can lead by example for the rest of the world. The product of this research is the Gender Inclusive Public Transit Guide for landscape architects.

The goal of this thesis is for professionals

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terms. For clarity, when the term “female” and to cisgendered and transgendered women.

The research analyzed in this thesis lacks the perspective of non-binary people. This does

not mean that the problems mentioned cannot apply to non-binary individuals, it means

the research hasn’t disaggregated the data to account for them. In addition to women,

researchers need to gain the perspective of non-binary people going forward so experts can design cities for their specific needs.

Living in Car-Centric Societies Historically, as cities grew the need to

designed primarily around the movement

important. Segregating industrial sectors,

of the Center for Public History at the

organize urban zones became more

green areas, private space, and others, grew in prominence (Miralles-Guasch,

2006, p.49). In order to move throughout the zones, public spaces turned into the roads that connected them (Miralles-

Guasch). This has encouraged the use

of cars by making it a necessary means of travel for many people living in and

around cities. They are convenient, stylish and comfortable. It is easy to understand why many cities in North America are

of cars (Miralles-Guasch). The director

University of Houston wrote that “one half of a modern American city’s land area is dedicated to streets and roads, parking

lots, service stations, driveways, signals and traffic signs, automobile-oriented

businesses, car dealerships, and more�

(Frazer, 2019). Automotive cities result in less built infrastructure for other methods

of transportation such as buses, bike lanes and streetcars.

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of having their own personal vehicle. The popularity of private transportation leads

to a lack of interest in public transportation options.

Car-centric societies are an issue for gender-equitable resources because women do not have equal access to

private transit in comparison to men.

When looking at private transit through a

gendered lens, you would see that it is men who have greater access to convenient methods of transportation (Turner and

Grieco, 2006, p.53). This consequence is a result of socially assigned gender

roles and a division of labour (Turner and Figure 1.1 Traffic in Toronto, Ontario (mikeinlondon, 2018).

Automobiles gained popularity in the

1920s when the post-war construction of

cities was prioritizing suburbanization and

practicality (Miralles-Guasch, 2006, p. 49).

The development of road infrastructure allowed for fast and convenient

transportation with private vehicles

(Miralles-Guasch). Over some decades, it was clear there were many negative

implications of driving a personal vehicle.

These included the fumes and pollution

that cars emit, traffic that causes delays

and high-risk accidents (Smith, 2013). Yet, many people still prefer the convenience

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Grieco). Statistically, women earn less

than men and perform 75% of the world’s unpaid caregiving work (Criado-Perez, 2019, p.30). Care work is the unpaid

labour that adults do for children and other reliant people (Madariaga, 2013, p.33). Of course, one can argue that men perform caregiving roles as well. However, men

do not have the same societal limitations and upbringing that women have. This

places the expectation of women behaving and performing the caregiving duties in a

household. Eva Kail, a member of the City of Vienna’s Urban Planning Department said it best:

“

You can’t influence the share of unpaid work by architecture, but you can support it. We would hope it would support 50% of men as well – but statistics show it is still more women doing that work” (Hunt, 2019).

Due to the amount of time in the day

that women are carrying out their unpaid caregiving roles, they are less likely to

have or maintain a full-time job (CriadoPerez, 2019). The difference in income means women are less likely to be

the ones using the private vehicle in a

household and rely on public transportation for travel.

Since women earn less income than men, they cannot always afford the cost of a

vehicle. In the United States, a Michigan

based study collected data on the gender wage gap. Throughout the 1980’s the

female to male ratio of income was roughly 60%; and “by 2014, women full-time

workers earned about 79% of what men

did on an annual basis and about 83% on a weekly basis” (Blau and Kahn, 2017).

Therefore, women do not have the same access as men do in regards to funds

that could afford a car. With less income,

women are forced to use the less reliable and unsafe methods of public transit.

Although many women are forced into using public transit due to lack of time and income, transit systems are not

designed for their specific needs (Turner and Grieco, 2006, p.53). The main

difference between men and women in

transportation is the gendered division of labour (Madariaga, 2013, p.41). Public

transit performs exceedingly better when the user is making a single purpose

trip, such as for employment purposes

(Criado-Perez, 2019). Multi-purpose trips are often performed by care workers;

these include dropping off the children

at school, going to the grocery store or helping an elderly relative (Madariaga,

p.33). Public transit does not perform well with multi-purpose trips, since planning policies prioritize the development of

transit connections for economic activity and working spaces, rather than care

work services (Madariaga). This is due to studies categorizing care work as

leisure activities since it includes activities such as shopping, escorting or strolling

(Madariaga). This is a problem because these multi-purpose caregiving trips are mandatory for many households, yet

transport planners are not providing proper connections and accessibility of these essential services.

This is a gendered issue because women are the dominant gender that trip chains

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Single adults and men and women in households with no children these on trips account for a slightly larger percent of all trips (10.5 permen doshow not stop might beseen scheduled workmen whenand these services are accessible. that are when before examining women asactually whole groups. visible sn and Figure 6ofshows dwell at stops. show the same small differences in the trip-chaining patterns cent the trips madetimes on home-to-home tours, for instance, versus who are notThese drivers Figure shows dwell times at stops. dwell times are thanpopulation the sojourn shown that are seen when examining men and women as whole groups.

7 percent of all trips) than6different in the general anddurations show visible These dwell are different sojourn

by Nishii et al. (3), who found thattimes before-work stops than werethe more than durations shown by Nishii et al.

(3), who found that before-work stops were more than 120 min and that after-work stops generally were longer for single 120 min and that after-work stops generally were stops and shorter for multiple stops (using 1980 Japanese data). In longer for single stops et and for multiple stops (usingof1980 data). In earlier work, Kitamura al.shorter found that the average duration eachJapanesewith poor public transport connections, earlier work,toKitamura et al. average d stop was negatively correlated the number of found stops inthat thethe chain (7). duration of each rpose for men and stop was negatively correlated to the number of stops in thewith chain (7). women being the social category be stopping for the r who have to make the most journeys unning errands, s Stops byorGender and Family Composition llows the analysis Stops by Gender and Family Composition between these disparate locations” (Turner sco BayThe area, who differences in the travel characteristics of men and women anain frequenThe differences in the travel characteristics men and women and anaGrieco). Transport planners have to 4ork trip lyzed as a group seem slight—a consistent greater number ofofstops of trips.

Figure as a group slight—a consistent of stops across all 4purposeslyzed for women, andseem very similar times spent atgreater activ- number start considering the needs of care work acrosscomposition all purposes for women, and very similar times spent at activf ities. When the family of the travelers is considered, s, made however, to drop offthe differences ities. When the family composition of the travelers is considered, are brought into sharp focus. individuals to provide a gender inclusive however, differences are brought sharp focus. ling on weekdays, a) adults and Single men andthe women in households withinto no children transit Single adults and men women in households children system. all tripsactually (10.5 pershow the same small differences in and the trip-chaining patterns with no actually show the same small differences in the trip-chaining patterns or instance, versus that are seen when examining men and women as whole groups. e that are seen when examining men aand astowhole groups. n and show FIGURE visible 2 Percentages of men and women who make stop:women (a) home work; (b) work to home.

ho make a stop: (a) home to work; (b) work to home.

Ultimately, women are experiencing

inequities in our car-centric societies. Men and women do not have equal access

to private vehicles because women are

placed into societal and labour roles that

limit their income and time. Municipalities must be held accountable to provide

reliable, safe and equitable transit for the b)

public, including care work. This problem is caused by a lack of data and research that considers the experience of females.

) home to work; (b) work to home. ho make a stop: (a) home to work; (b) work to home.

Figure 1.2 Percentages of men and women who make a stop: (a) home to work; (b) work to home (McGuckin, N., & Murakami, E., 1999).

and perform caregiving tasks (Turner

and Grieco, 2006, p.53). Trip chaining is

when an individual performs a sequence of destinations in a trip and is multi-

modal (Madariaga, 2013, p.36). Trip

chaining is more difficult when services

are centralized because places such as “hospitals, schools, shopping facilities,

public administration offices are all likely to be in different and disparate locations

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The Gender Data Gap

Figure 1.3 A woman climbing the snow on the sidewalk in Winnipeg (Postmedia Network Inc, 2020).

Gender data is when researchers analyze

societies have forced pedestrians to have

information on certain topics, problems or

lighting and minimal crosswalks. It is

males and females separately and collect studies (Temin and Roca, 2016). When

there is a lack of data from one gender, typically female, it creates a knowledge

gap. When data fails to account for women, it creates many harmful issues causing

women to be misrepresented or forgotten in society (Temin and Roca). There is a

lack of data from the female perspective concerning the way they move and

travel within a city. A specific area where there is a shortage of data is pedestrian

narrow sidewalks, improperly scaled

mainly women who are being affected

by these poorly designed public spaces, but there is not enough information and research published to make noticeable changes. It is easier and more cost-

effective for designers and municipalities

to continue designing for the male default standard. If professionals continue to

design in this mindset, there will always be a gender data gap.

movement and care worker’s needs. Since

These gender data gaps exist in many

of cars, pedestrians’ needs are often

in Karlskoga, Sweden. There was a lack

municipalities prioritize the circulation

undermined (Criado-Perez, 2019, p.35).

From a gendered perspective, women are more likely to be pedestrians than men

(Criado-Perez, 2019, p.35). They are also more likely to be doing care work that

involves pushing prams and travelling

with children (Criado-Perez). Car-centric

communities. An example of one existed of knowledge concerning the way women

travelled in the mornings during the winter months (Criado-Perez, 2019, p.32). After examining their policies and traditions,

they discovered that since women were travelling by foot in the winter mornings it was causing high injury rates from

slipping and falling (Tummers et al., 2019,

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p.83). In 2010, the city implemented a

p.32). This is just one example of how a

women’s safety. They changed their route

unnecessary injuries. Yet, by gaining new

new route for snow-clearing to improve

to prioritize pedestrian pathways, rather

than roads, starting with the sidewalks at hospitals, elementary schools and other public offices (Tummers et al.). This is

lack of perspective can cause harm and perspectives and ideas, pedestrians of

all genders benefited from this new snow clearing schedule.

because “according to the statistics, more

Urban planner Eva Kail is attempting to

take children to school in the morning,

She has been collecting data on pedestrian

women than men use public transport and walking or cycling” (Tummers et al.). Since it is easier for a car to drive through twofeet of snow than it is to cycle or to push

a pram, the local hospitals discovered that

there were fewer injuries from slipping and falling (Criado-Perez). After implementing

this new route, the city’s healthcare system noticed they were saving money from

treating fewer injuries and from potential

lawsuits (Criado-Perez). By analyzing their common practices through a gendered

lens, Karlsgoga experienced the benefit of having safer pathways and roadways.

In Karlskoga, and many other cities

around the world, snow clearing was not

intentionally designed to primarily benefit

fill the gender data gap in her community. travel patterns and pursuing solutions

for Vienna’s streetscape (Criado-Perez, 2019). In Vienna, Kail has implemented forty new pedestrian crosswalks, more ramps for prams and bikes, widened

1,000 meters of sidewalks and improved lighting on pedestrian routes (CriadoPerez). This thesis will go into more

detail about Vienna’s gender sensitive planning initiatives, refer to page 46.

Kail’s determination and eagerness for

equality has proven there can be changes made in our cities when people start to

acknowledge the needs of women. A gap

in perspective can be filled when given the right tools.

men - there was a gap in perspective.

If more data was collected from the point

who originally devised the schedule knew

designers would be far more educated on

“The men (and it would have been men) how they travelled and they designed

around their needs. They didn’t deliberately set out to exclude women. They just didn’t think about them” (Criado-Perez, 2019,

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of view of women, municipalities and

how to provide safe public spaces for them.

The safety and well-being of residents

should be a high priority for the experts that are designing our communities.

Unsafe Spaces The level of safety in a neighbourhood is a priority for many people who are deciding where to live or raise a family. A sense of safety can come from low crime rates in

the neighbourhood, other families nearby and the built design of public spaces

(Sayin et al., 2015). These external factors can influence whether or not an individual

feels safe. Internal factors of an individual

could include past trauma, state of mental health or preconceived notions of their

surroundings (Rivas, 2006). Ultimately,

there are many circumstances where an individual could experience fear or lack

of safety; urban designers can encourage

crime prevention through thoughtful design.

This thesis will be examining unsafe urban public transit settings by looking at the experiences of women and men. Both

women and men can experience a fear of crime when using public transit, they just

experience it differently (Yavuz and Welch, 2010).

A woman’s physical surroundings can

influence her perceived level of safety.

Valentine (1990) created two categories

of public places where women often feel

unsafe. The first one is enclosed spaces

that have minimal opportunities to leave or exit; this category includes underground

parking facilities and subway stations. The

second is deserted open spaces, such as a lone bus shelter or parking lot (Valentine).

In the first category, a predator could

attack knowing there is no opportunity for

the victim to escape. In the second one, a predator could harm someone and there would be no witnesses (Valentine).

Within these two categories, this thesis will be analyzing the perceived safety

experience of women at bus stops. Long

waiting times at a bus stop can influence the perception of safety and satisfaction of the journey (Abenoza et al., 2018).

Bus stops are where the majority of crime occurs compared to other locations along

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Figure 1.4 A woman at night in dim lighting (Women’s Republic, 2019).

a public transit route (Abenoza et al.).

2010). A sample of roughly 1,200 women

safe bus stop environments is to provide

their experiences with sexual assault, and

A way for municipalities to encourage

proper lighting, shelters with seating and

greenery. When designed properly, these built characteristics of a bus stop can

reduce the level of anxiety in an individual (Abenoza et al.).

In addition to the built surroundings,

was selected in London and surveyed on they discovered that

“

40 percent of the women had experienced rape, attempted rape or another kind of sexual assault at least once” (Hall, 1985)

women often feel unsafe using public

This fear of harassment can lead to

that are nearby. Many women are in

depending on the time of day if they are

transportation depending on the people constant fear of being sexually harassed, followed, cat-called or threatened in

transportation settings (Yavuz and Welch,

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women avoiding public transportation

not accompanied by a friend or partner, or they avoid it entirely and use a different

method of transportation (Loukaitou-Sideris

and Fink, 2009). Women have specific

societal pressure, studies show that men

transportation; they should be able to travel

alone and there is a group of men nearby

needs to feel safe when they use public within their community safely and with

ease. Designers must acknowledge these needs for women to provide safe public spaces in their city.

Alternatively, men experience a fear of

crime in public settings that are different

tend to feel a sense of fear when they are (Loukaitou-Sideris and Fink, 2009). Yavuz and Welch (2010) discovered that men

typically report experiences of physical harm in transit settings such as being

robbed rather than being sexualized the way women often are.

from women. To reiterate, everyone’s

While men can experience a fear of crime,

experiences regardless of gender; but

higher fear of assault and being victimized

feelings vary based on their personal

society has held different expectations of men compared to women. Men typically want to be perceived as strong and

masculine; this expectation can cause

them to deny any fear of crime in public settings in hopes to not seem “weak”

(Yavuz and Welch, 2010). Regardless of

FEAR OF CRIME IN PUBLIC SPACE

it is women who statistically experience in public transit settings. A study done in Great Britain concluded that “93%

of females . . . reported being fearful

while waiting on a train platform at night

compared with 53% of males, due to the low visibility that was provided at the

shelters” (Yavuz and Welch, 2010). These 2495

problems need to be acknowledged by

our city planners and must take the proper

Female

incentives to be solved through better design.

Safety Measures

Negative experiences w/safety

PERCEIVED VULNERABILITY

Service Attributes

Transit shelters must be designed for

the respective safety needs of men and

women. While landscape architects can’t control the choices people make, they

Other individual demographics

Figure 1.

PERCEPTION OF SAFETY

General model of perceived safety.

can create the preconditions for a safer environment. By implementing better

design strategies, men and especially

Figure 1.5 A general model for perceived safety women can have more confidence (Yavuz, N., & Welch, E. 2010). equally. In fact, some strategies may be more as good places to commit crimes (Nasar and shared public spaces. using effective for men than women and vice versa. Fisher, 1993; Cozens et al., 2005). According The general model of perceived safety as to the broken windows theory, perceptions of shown in Figure 1 depicts the primary con- insecurity are determined by the ‘messages’ structs of interest in this paper and serves people get from the signs of neighbourhood as a guide to the rest of this section. The disorder: if no one cares that these happen, model depicts perceived safety as a function then anything could happen here; the place is of perceived vulnerability, which mediates not safe (Wilson and Kelling, 1982). the effects of security measures, service According to prospect–refuge theory, areas

when

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25

Figure 1.6 Bus ride. Š Drawkit. Reprinted from Transport Illustrations, n.d.

Case Study C Study Case S Case Study C Study Case S Case Study C 320 YONGE Study Case S SOUTHBOUND Case Study C 27

320 YONGE BUS STOPS STEELES AVE.

FINCH AVE. WEST

SHEPPARD-YONGE STATION

WILSON AVE. SOUTH

LAWRENCE STATION

EGLINTON STATION

ST. CLAIR STATION

BLOOR STATION

COLLEGE STATION

QUEEN STATION Figure 1.7 Each stop along the 320 Yonge Southbound line in Toronto, Ontario (Google Earth, n.d.).

320 Yonge Southbound This thesis will be doing a case study of

the stops are for pedestrians with prams,

Southbound. This line runs from Steeles

the street and the number of bus stops

a bus route in Toronto: the 320 Yonge Avenue East to Queens Quay West,

making ten stops along the way (Toronto

Transit Commission [TTC], n.d.). This route was chosen for this case study because it

operates seven days a week and overnight for the Blue Night Service (TTC, n.d.). It

the amount of lighting that is provided on

that have shelters. Based on the research previously mentioned, these are the

characteristics of a bus stop where women face inequalities that apply to the field of landscape architecture.

is important to note that this specific route

Figure 1.10 displays the level of difficulty in

Yonge Street. Although there is no plan

on and off the vehicle while using a pram.

does not provide a bus only lane along

published by the TTC to create a bus lane

for this route, they have plans for others in the coming years. Based on TTC’s 5-Year Service Plan & 10-Year Outlook released

in December 2019, they plan to implement RapidTO priority bus lanes in five main

corridors (TTC, n.d.). This is a step in the right direction for Toronto’s public transit systems, but more needs to change.

The 320 Yonge Southbound route will be examined through a gendered lens. By

analyzing the streetscape design of each bus stop we can understand how women use those spaces and the problems they encounter. Although many methods of

public transportation could be studied, the streetscape design of bus stops has the

most correlation to landscape architecture.

This thesis will examine how accessible

29

getting to the bus stop, as well as getting

There is a range of colors that have varying difficulty levels as labeled in the legend.

This diagram provides a way to examine

the bus route as a whole. As you can see

in Figure 1.7 the pictures of the bus stops co-relate to the stops in Figure 1.10. For example, Sheppard-Yonge Station has a

pedestrian crosswalk that has a flush curb right next to the stop; it is extremely easy to access with a pram. On the contrary,

St. Clair station has an extremely narrow section of the sidewalk in front of the

shelter. Depending on where the vehicle stops to open the doors, the majority of

people would have a difficult time trying to squeeze a pram onto the edge of a

sidewalk to board the bus. By examining the bus stops through a gendered lens, we can gain some clarity that women

performing childcare work have a harder

time accessing certain stops on this route.

The lighting diagram (Figure 1.8) provides context on the level of brightness a bus

stop provides for passengers at night. This is a rough estimate of lighting and is not

to scale on the diagram; it simply provides a comparison for which stops have more lighting than others. As shown in Figure

1.8, Eglinton Station and Steeles Ave. have the brightest circles since they provide the most streetlights for passengers. Stops

such as Wilson Ave and Finch Ave. have

fewer streetlights. All TTC stops, especially along Yonge St., should be well lit. As

mentioned previously, lighting can make a large difference in the level of safety at a

bus stop. Experts have to start designing these widely used public spaces with sufficient lighting.

For women, shelters provide a sense of

Figure 1.8 Lighting diagram of the 320 Yonge Southbound route.

safety and security which can help reduce

Every stop along this route should be

in public spaces (Abenoza et al., 2018).

lack of resources for people using public

that have a built shelter along the 320

way our cities are designed. Maintaining

diagram located in Figure 1.7, you can

the maintenance and safety of bus stops

on the street for people to wait in. Out of

perspective, it is primarily higher income

a problem; for a major route to have only

mainly lower income women that use

levels of stress and anxiety when they are

accompanied with a shelter. There is a

Figure 1.9 examines the number of stops

transit because there is a divide in the

Yonge Southbound line. In the bus shelter

and building roads are prioritized over

see which stops have a shelter directly

(Turner and Grieco, 2006). From a gender

the ten stops, only four have them. This is

men with cars that use the roads and

four stops with shelters is unacceptable.

public transit (Criado-Perez, 2019). It is

30

Figure 1.9 Shelter diagram of the 320 Yonge Southbound route.

Figure 1.10 Accessibility diagram of the 320 Yonge Southbound route.

realistic for Toronto to implement shelters

This is just one example of a bus route in

bus shelter currently costs about $25,000.

resources for female passengers. All bus

at their roughly 9,500 stops since “a TTC In other words, it’s possible to envision

turning the TTC’s entire portfolio of bus

stops into comfortable places rather than

tarted-up billboards” (Lorinc, 2016). Toronto has to do better; the people responsible

for creating our shared public spaces must acknowledge the needs of women and pedestrians.

Toronto that does not provide adequate

routes in Toronto need to do better - a pole on the side of a road is simply not enough.

Transport planners have to start providing

accessible bus stops for pedestrians using prams and bicycles, sufficient lighting to

create a safer environment and shelters for each stop along the route.

*Figures 1.8-1.10 were created in Adobe Illustrator by M. Collins (2020) based on Google Earth (n.d.) maps and are not referenced or cited otherwise.

31

Part II : The Solution Part I : The Solution Part II : The PUBLIC Solution Part I TRANSIT : The Solution FIRST DESIGN Part II : The 32

e II n e II n e

“to be efficient and equitable urban roadway management must favor higher value trips and more spaceefficient modes under congested conditions” – Litman, (2016).

33

Figure 2.0 An example of a bus only lane in Portland, Oregon (NACTO, 2019).

Public Transit First Design In North America, many cities have been

low-income households and women are

transportation since cars are most

of using public transit in a car-centric

default gender to design for. The people

The solution that this thesis has produced

are typically men (Criado-Perez, 2019,

Transit first design means that public

cars because the people that control our

should not be the second option for people

have different needs. Based on the

have to start prioritizing the arrangement of

ones designing and benefiting from these

subways and streetcars to help improve the

designed around the needs of private

experiencing the negative implications

commonly used by men and they are the

society (Turner and Grieco, 2006, p.54).

in executive and planning positions

is building cities for transit first design.

p.32). This has led to a bias towards

transit is prioritized over cars. Public transit

infrastructure do not realize that women

who cannot afford a car. City planners

research earlier in this thesis, men are the

transportation routes, such as our buses,

car-centric societies (Criado-Perez). Many

movement of its citizens.

34

An example of transit first design is the

use public transit in car-centric societies.

only lanes would allow for buses and

sidewalks can help to equalize the

integration of transit only lanes. Transit

streetcars to have their own lanes amid

Along with the transit only lanes, proper

transportation experience of users (Surico,

busy city traffic. The benefits ofWhen transit onlyLanes Warranted?

2019). Wider sidewalks could help women Are Bus Victoria Transport Policy Institute lanes include greater access to convenient with prams get to and from the bus public transportation methods, safer entry

stop easier since they wouldn’t have to

travel time for passengers (Litman, 2016).

should not be forced to the side of the

“A developed country is not a place where the poor have cars. It's where the rich use public transportation.” exitPenalosa, routes for passengers and reduced maneuver around obstacles. Sidewalks ―and Enrique Former Mayor of Bogota, Colombia

1. Introduction

road; they need to be prioritized and Cities are, by definition, places where many people and activities locate close together, so urban properly integrated into the flow of traffic Transit only lanes increase space, particularly road space, is always scarce and valuable. As a result, to be efficient and equitable (Surico).

Prioritizing sidewalks transit urban roadway management must favor higher value trips and more space-efficient modesand under “economic opportunity for congested conditions, so travellers and will choose more efficient forcrucial example, usingofbuses andfirst lanes modes, are both parts transit physically, economically ridesharing (car- and vanpools) when commuting on congested design. corridors.

“

socially disadvantaged people, which the ways principle ofhigher value and space-efficient trips, including road There are reflects several possible to favour Bylanes integrating transit only lanes into cities, pricing, or priority intersection for certain vehicles such as freight vertical equity (publictreatments policies and dedicated trucks, buses and High Occupancy Vehicles (HOVs). Thisitreport focusesaon bus lanes (Figure 1), and is creating convenient and faster should help disadvantaged people)”

their variations such as HOV and High Occupant Tolls (HOT) lanes. Bus lanes can significantly increase method of transportation for everyone, Litman (2016) transport system efficiency and equity; this study suggests that they are widely justified. However, women. Itbus encourages more use few cities implement comprehensive bus lane networks,especially and many proposed lanes have been Based on statistics, only lanes being reliable and onmotorcycles time. Highand quality delayed, abandoned, or transit compromised (such will as allowingby lower occupant vehicles, alternative fuelled vehicles) inadequatetobenefit analysis and political opposition. greatly help women thatdue aretocompelled public transit can cause an increase in Figure 1 Bus Lane Examples (Arbury 2010) CURB BUS LANESCurb Bus Lanes

Center Bus Lanes CENTER BUS LANES

Arterial bus lanes can be located along the curb or center median.

Figure 2.1 Diagrams of bus lane examples (Victoria Transport Policy Institute, 2015).

This paper explores these issues. It discusses bus lane benefits and costs, examines how they are 35 evaluated in conventional planning, provides guidance for identifying when bus lanes are justified, and describes ways to support their implementation. This is part of broader discussions concerning how best to improve public transit, efficiently manage road space, and evaluate transport system performance. Many of these conclusions apply to other transit improvements and roadway management strategies. This analysis should be of interest to policy analysts, transport planners and

users and fare revenue and a reduction in

travel experiences.

2016). Without segregated lanes, people

Designers have to consider these benefits

in a car or congested traffic in a bus; with

in urban cities. This segregation of public

the number of cars on the road (Litman,

have to choose between congested traffic them, people have a much easier choice (Litman). Transit only lanes save travel time for people planning their day and encourage more use from all genders (Litman, 2016).

“

A typical bus lane could “reduce total transit door-to-door travel times by 5-15%� (Litman).

of transit only lanes and wider sidewalks

and private transit lanes will provide access to convenient methods of public transit,

a safer environment for people to get on and off vehicles and reduce travel time.

Developing infrastructure for transit only

lanes and sidewalks helps to accommodate

people that cannot afford private vehicles. It creates equal opportunities for all residents to have safe and accessible travel options, regardless of their gender or income.

This benefit of transit only lanes could help to efficiently move the large population of people that live in cities.

Transit only lanes allow passengers to

have safer ways of boarding and exiting vehicles. They can get on and off the bus or streetcar without fear of cars

hitting them. In Melbourne Australia, they analyzed traffic accident data from a bus

priority perspective and discovered a 14% reduction in total accidents and a 31% reduction in fatal or serious accidents; it went from 42 to 29 annual incidents

(Litman, 2016). Transit only lanes and

wider sidewalks allow the female-dominant user group to have safe and accessible

36

37

Filling the Gap Data collection is rarely unbiased,

default gender for many professions and

(Temin and Roca, 2016). Many societies

into our everyday lives. Experts need to

especially if it covers topics of gender

do not have enough representation of the

needs and rights of women (Criado-Perez, 2019). Whether it is data on how to treat

human experiences. This male bias is built gain perspectives of minority user groups

to provide equitable lifestyles for everyone.

heart attacks, car-crash dummy reactions

Some of the data needed to fill the

world is designed for men because the

Unfortunately, most of the data that does

or the way smartphones are used - the

world sees men as the default human. A

study done in Romania asked young school children in grades 3-5 to draw a scientist (Thomson et al., 2019). The results

concluded that no matter the gender of the child, they envisioned a white male

scientist (Thomson et al.). This is a brief

example of how society depicts men as the

gender data gap is already available.

exist is biased towards the experience of men. For example, Spain’s national

urban mobility survey of 2007 categorizes care work and paid employment trips with a male bias (Madariaga, 2013, p.38).

The data of employment trips are in one category and care work trips into seven

categories. To reiterate, men perform more

38

Figure 2.2 A family riding the train with a pram (Transport NSW, n.d.).

paid employment trips and women perform more unpaid care work trips. The survey

represents this data as a pie chart giving employment trips the visual hierarchy

(Madariaga, p.38). If this bias did not exist and care work was its own category, it

would emphasize the importance since it would be the larger portion of the

chart (Figure 2.3). To provide unbiased

data collection, research must properly

categorize care work based on published data from a reliable survey. According to Madariaga (2013), no such survey has been conducted.

Increasingly, researchers are trying to

acknowledge the needs of women but there

39

Figure 2.3 Spain’s national urban mobility survey of 2007 (Ashgate, 2013).

is not enough unbiased published data.

Women experience unique challenges,

different from men, in their everyday lives

because they are viewed as lesser than

(Temin and Roca, 2016). A combination

and Roca, 2016). Researchers have to

chances of providing data that benefits

in many cultures and societies (Temin

start using available technology to collect gender data and females’ experiences

of these two methods would increase the everyone.

while also collecting data through in-person

Either of these methods of collecting data

exclusion (Temin and Roca). Our societies

experiences of women. This can help

surveys to minimize technology-based

can do better to understand not only how

men and women are different, but why they are different.

There are a few ways researchers can

collect data to fill the gender data gap.

Studies should be performed online and inperson. Collecting data through technology is much easier due to the internet. Most

people have some way of accessing the internet; it could be through their mobile

phone, laptop or local public library (Turner and Grieco, 2006, p.57). This allows

researchers to develop surveys that can

efficiently reach a wide variety of subjects.

Additionally, in-person surveys and focus

groups are equally as important as online

can be used to gain perspective on the

experts create equitable transit systems.

For example, new data is required to

understand an individual’s movements and

needs while performing care work in transit settings (Turner and Grieco, 2006, p.54).

This data can encourage gender inclusivity

in transportation and dictate the distribution of essential services (Temin and Roca, 2016).

“

This survey should contain specific and precise questions that accurately distinguish care work trips from leisure and employment trips (Madariaga, 2013, p.38).

methods because not everyone has access

It should also collect data on trips that

online data, they would be missing part of

walking and trips that are one kilometre

to the internet. If researchers only collected the user group (Turner and Grieco). The

data would only be benefiting the wealthy; creating a technology gap in perspective.

Having in-person focus groups and door-

to-door surveys would allow researchers to get an accurate representation of society

are made on foot within fifteen minutes of or less (Madariaga). Lastly, the survey

should include questions that accurately depict trip-chaining patterns such as the

mode of transportation for each segment,

each destination and the time for each stop (Madariaga). If researchers can collect

40

high-quality data within these guidelines, experts will be equipped to provide

services that are inclusive of the needs

of care workers. To reduce the male bias

that exists in our communities, we have to acknowledge and gain the perspective of

women. Researchers and specialists have

to start considering the needs of women in all aspects of society.

In terms of public transit, a female’s

experience of childcare work needs to

be understood to know how to designate local services. A woman’s perception of

safety needs to be acknowledged through equitable transit design. In general, the

way women travel and inhabit cities must be represented through data collection

and unbiased design choices. Ultimately,

filling the gender data gap is one of the first steps to successfully achieving equitable transit systems.

41

Better Design for Safer Spaces Based on the research collected in this

of public transit, inadequate lighting at

public transit stops are designed for

anxiety and fear for passengers waiting

thesis, there is a problem with the way

safety (Loukaitou-Sideris and Fink, 2009).

Existing shelters and stations do not

provide enough safety for passengers.

Transit systems need to have stops with

adequate lighting at night for passengers, reliable transit times and comfortable

waiting areas (Yavuz and Welch, 2010). By incorporating these elements into standard practice, people can experience their daily travels with more confidence and peace of mind (Valentine, 1990).

Lighting can impact the way people

experience shared public spaces. In terms

bus stops can cause increased levels of for their bus (Yavuz and Welch, 2010).

The darkness can provide opportunities for criminals to hide and stalk from afar

without being seen because of a “fishbowl

effect” (Loukaitou-Sideris and Fink, 2009).

This effect is where a small well-lit area is surrounded by darkness. Based on safety audits done in Scarborough, Ontario, this effect can be avoided if proper lighting is

extended beyond the bus stop (Loukaitou-

Sideris and Fink). Although lighting may not fully prevent a crime from occurring, Hunt (2019) states “it can alleviate women’s

feelings of anxiety, improving their access

42

Figure 2.4 Busy crosswalk at night (TAPCO, 2019).

to the city – and when they are faced

environment to the individual. Passengers

their ability to assess the situation”. It is a

when they are changing routes or modes

with a potential threat, lighting improves

simple solution and should be implemented at all stop locations along a route - not just allocated at the busy ones.

Reliable service can also impact an

individual’s sense of safety. When transit services provide accurate and on-time

service passengers feel like they have more control (Farrall et al., 1997). In

contrast, if a woman is alone and does

not know when the next bus will arrive, they cannot control their surroundings

(Yavuz and Welch, 2010). They do not

feel safe, especially if it is a new route or

43

also experience raised anxiety levels

of transit (Yavuz and Welch). Based on research done for the Department of

Transport in London it shows that women are more sensitive to risk and crime in

public space, and longer transit wait times increase anxiety (Yavuz and Welch).

Fan et al. (2016) recorded a survey of

passenger wait-times at bus stops and

they discovered that “waits at stops with no amenities are perceived at least 1.3

times as long as they actually are. Basic

amenities including benches and shelters significantly reduce perceived waiting

times. Women waiting for more than 10

minutes in surroundings perceived to be

buffers to segregate spaces, create a

than they really are�. By designing efficient

for passengers. To the right, Figure 2.6

insecure report waits as dramatically longer transit systems, they are more likely to be reliable and on time for passengers. This

can also increase ridership and fares which will help to fund other solutions for buses.

Designers are responsible for providing

residents with comfortable and safe waiting spaces for buses. Long wait times in poor

conditions tend to create lower satisfaction

and safety rates from travelers (Abenoza et

al.) Experts can achieve a sense of comfort for passengers when they have adequate and sheltersFACTORS accompanied by CURB-SIDE

Chapter seating

barrier for privacy and can alleviate stress demonstrates how to use plants and

other built structures to accommodate for

pedestrian flow at a bus stop. Additionally, Figure 2.7 demonstrates a design for bench waiting pad. If designers were

to start to implement these features to

more bus stops, then it would increase passenger’s safety and enjoyment (Abenoza et al.).

The correlation between design and crime is that poor design can often facilitate

4greenery. Below, Figure 2.5 represents the

crime but good design cannot guarantee

provide at bus stops for it to be accessible.

create preconditions for safer environments

ADA—Accessibility Guidelines

minimum dimensions a designer needs to

By providing a shelter and wide sidewalks, it creates an inviting space for passengers to wait for the bus (Abenoza et al., 2018).

Accessible Bus Stop Pad & Shelter Minimum Dimensions

Mindful planting designs can create

safety (Valentine, 1990). Landscape

architects and municipalities can only (Valentine). Based on the limitations

of their jobs, designers can implement

better practices for safe designs. These

solutions can include but are not limited

to, appropriate lighting for people and not cars, reliable transit systems, shelters for protection and vegetation buffers

for privacy. While these solutions may

statistically benefit more women than men, it is still important for everyone to have safe public transit options.

Figure 2.5 Accessible bus stop pad & shelter (National Academy Press, 1996).

Figure 28. Shelter Design Example to Meet ADA Requirements.

62

44

CURB-SIDE FACTORS

Chapter

AMENITIES—Benches

Accessible Bus Stop Design

4

• Maintain a minimum separation of 2 feet (preferably 4 feet) between the bench and the back-face of the curb. As the traffic speed of the adjacent road increases, the distance from the bench to the curb should be increased to ensure patron safety and comfort.

• Maintain general ADA mobility clearances between the bench and other street furniture or utilities at a bus stop.

• Do not install the bench on the 5-foot by 8-foot wheelchair landing pad.

• At bench-only stops, additional waiting room near the bench should be provided (preferably protected by landscaping) to encourage bus patrons to wait at the bus stop.

Figure 2.6 pedestrian traffic with nubs (National Academy bus stop with Figure 37 Separating provides bus an activities exampleandofgeneral the circulation requirements at a bench-only Press, 1996). additional seating provided.

Bus Stop Bench and Waiting Pad Design

Figure 30. Separating Bus Activities and General Pedestrian Traffic with Nubs.

65

Figure 2.7 Conceptual bench and waiting pad design (National Academy Press, 1996).

Figure 37. Conceptual Bench and Waiting Pad Design.

45 75

Figure 2.8 Transportation methods in a city. Š Drawkit. Reprinted from Transport Illustrations, n.d.

PrecedentStu Study Prece PrecedentStu StudyGENDER Prece SENSITIVE Precedent PLANNING IN Precedent Stu VIENNA Study Prece 47

Figure 2.9 Seestadt Aspern, Vienna (Daniel Hawelka 2017).

Gender Sensitive Planning in Vienna Vienna, Austria has been rated the ‘highest

the Co-ordination Office for Planning and

and 2010 according to the Mercer Study

of Daily Life and the Specific Needs of

quality of living in the world’ in both 2009 (Irschik and Kail, 2013, p.193). There is no doubt that the gender sensitive

planning initiatives this city has done

helped influence this rating. Since 1991,

the city administration has spent decades working towards a gender inclusive city by acknowledging the needs of women

(Irschik and Kail, p.194). In 1991, Eva Kail and Jutta Kleedorfer were the two young female planners who initiated gender

sensitive planning for Vienna. By 1998,

Construction Geared to the Requirements Women, led by Eva Kail, started to include gender sensitive planning within the city’s administration (Irschik and Kail). They

have tackled gendered issues on housing, social spaces, park design, transportation and many others (Irschik and Kail).

Throughout the years, this department has implemented new standards and designs for gender inclusivity that can inspire change in other parts of the world.

48

This case study will be analyzing the

Mariahilf, Vienna became the pilot district

transportation networks in Vienna. The

second year of projects, the Co-ordination

work this department has done for the

2003 Transport Master Plan for Vienna

had the Co-ordination Office leading the work on pedestrian safety. The existing

narrow streets and sidewalks had to be fixed so they implemented two meter

sidewalks in their masterplan which later became standard practice. Completed in 2011, the Co-ordination Office created a pedestrian network master plan that

highlighted the connections and value of

public space. They focused on pavement

width, obstacles on sidewalks, pedestrian accident hot-spots and many others.

They also analyzed the pedestrian

accessibility of essential services such as kindergartens, retirement homes,

parks and public transport stops. In 2002,

for gender mainstreaming. Within their

office developed three departments for analyzing gender issues in Mariahilf:

Traffic Organization, Road Construction

and Public Lighting. Over time, Mariahilf

has made over 60 improvements to street junctions, widened over 1,000 meters

of sidewalks, implemented barrier-free

design, additional places for seating and improved lighting visibility in 26 spots

(Irschik and Kail, 2013, p.214). Mariahilf and Vienna’s city administration is an

example of how change can be made when people acknowledge the needs of women.

Municipalities and urban designers have to start implementing gender sensitive planning practices in their cities.

Figure 2.10 Eva Kail in a meeting (The Urban Advisory, n.d.).

49

Part III : Prod Research Par Product of Re GENDER Part III : Prod INCLUSIVE PUBLIC Research Par TRANSIT Product of Re GUIDE Part III : Prod 50

duct of rt III : esearch duct of rt III : esearch duct of

This thesis has created a Gender Inclusive Public Transit Guide for landscape architects. This guide will encourage a new

standard for designing transit systems to be gender sensitive.

This guide specifically applies to landscape architects and

their ability to control the streetscape and systematic design of transit stops and routes. This guide has been created in

hopes of achieving similar recognition and implementation of

the Accessibility for Ontarians with Disability Act’s (AODA). This design guide will provide urban planners and designers with

specific quantities for design choices that will meet the standard requirements for gender inclusivity.

51

PUBLIC TRANSIT ONLY LANES

LIGHTING FOR SAFETY

Transit only lanes include buses and streetcars, for this solution we will be focusing on bus only lanes. The lane must be a minimum of 11-feet wide, painted with a bright colour with the label “bus only” and have a double white line to separate from car lanes (NACTO, n.d.). Designers should also implement hard barriers (ie. vegetation planters) or soft barriers (ie. rumble strips) to the edge of the lane to discourage cars from using the lane (NACTO). Many other factors have to be considered when designing for a bus only lane. These include signal times at stops (ie. transit lanes get priority for efficiency) and regulation of usage of the lane based on peak times. (NACTO).

With good design, a transit only lane can create the foundation for a gender inclusive transportation system.

Many factors need to be considered when designing light fixtures such as glare, color and energy source, this guide recommends light illuminance and spacing that increases women’s feelings of safety. Designers should provide seperate lighting that is to scale for the needs of humans and vehicles. The 1992 British Standard for pedestrian lighting recommended three standards for horizontal illuminances: 3.5 lux, 6.0 lux and 10 lux (Fotios & Gibbons, 2018). Pedestrian lighting should be 5-6 meters tall and spaced 12.5-18 meters apart (NACTO, n.d.). Recommended lighting for roads should be between 3.2 lux to 6.4 lux (Fotios & Gibbons). Light fixtures for vehicles should be 10-12 meters tall and spaced 35 meters apart (Wakefield, et al. 2017). If designers are able to meet these standards for lighting at bus stops, then they can create a safer waiting place for women at night.

52

ENHANCED STOPS

DESIGN FOR ACCESSIBILITY

There are specific requirements for shelters that landscape architects need to implement at stops where possible. Although it would be ideal to have a shelter at every stop on every route, it is not always possible based on demand and number of users. This thesis recommends that cities should have a predicted deadline to implement shelters at all locations. A shelter should be 10-feet wide, 7-feet tall with seating that can accommodate a minimum of 4 people. Seating benches should be on a non-slip, properly drained concrete pad (Transit Cooperative Research Program (TCRP), 1996). Shelters should be placed a minimum of 5-feet from the edge of the curb to allow wheelchair users and people travelling with prams to have waiting space without disturbing other pedestrian movement (TCRP).

To increase accessibility, landscape architects can implement pedestrian crosswalks next to the bus stops. Pedestrian crosswalks should be at every stop possible with appropriate signage and traffic signal lights. It allows for pedestrians to cross the road safely and easily. The crosswalks should have a 5-feet clearance between the front or rear of a bus and have flush curbs going onto the sidewalk (Transit Cooperative Research Program (TCRP), 1996). Signage is important to let cars know when to stop for pedestrians so they can cross safely. Bus stop and crosswalk signs should be 7-feet tall and in an easily visible location (TCRP). Sidewalks should be a width of 2 meters and be 6-inches tall so buses can easily lower onto the sidewalks to let passengers with prams on (Irschik and Kail, 2013, p.211).

53

RELIABLE TRANSIT Transport planners have to design routes that are reliable and efficient for the public’s needs. Many factors can influence the frequency of a route such as population density, location and demand (Transit Cooperative Research Program (TCRP), 1996). Planners should prioritize the frequency of routes that connect services such as grocery stores, hospitals, schools and daycares etc. In an urban area, these services should have routes with bus stops that are spaced within a range of 500 to 1200-feet apart (TCRP). Planners also have to factor in all four stages of public transit trips. The time it takes to walk to the bus stop, waiting time, in-transit time and walking to the final destination. Stop spacing and reliability are important factors to create a better user experience.

LISTENING TO OTHERS Cities will have varying needs based on the layout and infrastructure of the city. In order to design for the needs of the community, landscape architects need to listen to the voices of all residents, specifically women.

A specific recommendation for landscape architects is to start analyzing their designs and policies through a technique called gender mainstreaming. In terms of urban planning, gender mainstreaming “considers the diverse requirements of men and women of all ages and types at each stage of the planning process” (Irschik and Kail, 2013, p.179). Ultimately, the design of the built environment and open spaces must consider the needs of both women and men while planning.

54

*Icons in the Gender Inclusive Public Transit Guide were created and designed in Adobe Illustrator and Adobe Photoshop by M. Collins (2020) and are not referenced or cited otherwise.

55

56

Part IV : The Urban Public T IV : The Futur THE Public Transit ROLE OF Future of Ur LANDSCAPE Transit Part IV ARCHITECTS 57

The Role of Landscape Architects The future of urban public transit has to be

This thesis is aimed at helping landscape

have to do their part. Landscape architects

sensitive planning practices within public

gender inclusive and landscape architects

are responsible for providing safe, equitable and beautiful public and private spaces for

architects understand how to adopt gendertransit.

a community. Often, the practice of gender-

The Gender Inclusive Public Transit Guide

prioritized. There has to be a systematic

standards in the guide provide landscape

mainstreaming is either forgotten or not

change in the planning process of public

spaces if they are to be gender inclusive.

In an ideal situation, female landscape

architects would have equal opportunities

as men do to be in executive and decision

making positions. This would allow designers to have a diverse range of perspectives and

experiences while planning which can help to

create inclusive cities. Vienna, Austria is proof that change can happen when the people in charge acknowledge women’s issues.

was created for landscape architects. The architects with the means to create public

spaces that represent the needs of everyone in the community. It is important to note that

transportation is just one factor in designing a shared city and landscape architects should consider the many other factors that go into gender inclusive city planning. Ultimately,

they should be aiming to create cities that are gender inclusive instead of the car-centric male dominated society that exists today.

Figure 3.0 Prague public transit (Intelligent Transport, 2017).

58

“Most city diversity is the creation of incredible numbers of different people and different private organizations, with vastly differing ideas and purposes, planning and contriving outside the formal framework of public action.”

– Jacobs (1993) The Death and Life of Great American Cities

59

The Shared City A place where an individual can live, travel and co-exist with others seamlessly is

the goal of a shared city. Citizens should

“Cities have the capability of providing so only when, they are cre Jacobs (1993) The Death and

not experience unfair circumstances in the place they reside due to their sex,

gender or societal factors. Although this thesis placed a large emphasis on the

inequalities women experience in public

transit settings, there are many scenarios where women are not accounted for

in the planning process. As mentioned

before in the precedent study of Vienna, municipalities have to start making

changes to areas such as housing, social

spaces, playgrounds and park design.

There are many steps in the planning

process of a city and gender inclusive

public transit is only the start to create a shared city. The goal of this thesis is to

have municipalities, transport planners, landscape architects and other experts

changing their traditional planning methods to account for gender sensitive planning practices.

60

Figure 3.1 A rendering of a commercial public space (Westhollow Society, n.d.)

omething for everybody, only because, and reated by everybody.�

Life of Great American Cities

Creating a shared city is up to all of us.

We have to collectively want change

for the betterment of our societies. If

municipalities and landscape architects can adopt gender sensitive planning practices it will benefit the lives of all citizens. We

need to adapt our male-biased traditions

and have progressive conversations about representing women in our communities.

There needs to be greater diversity and

61

representation in the people designing our cities so that we can increase

people’s quality of life. Women are often

overlooked or forgotten because there is

an assumption that women have the same needs as men. By tossing this assumption and taking the specific considerations of women into account, city planners have

an opportunity to make huge changes that will lead to the betterment of our society

as a whole. Change can only happen when

people acknowledge the issue and strive to be better.

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Individual, Travel, and Bus Stop Characteristics Influencing Travelers’ Safety Perceptions.

Transportation Research Record, 2672(8), 19-28. https://doi-org.subzero.lib.uoguelph. ca/10.1177/0361198118758677 Blau, F., & Khan, L. (2017). The Gender Wage Gap: Extent, Trends, and Explanations. Journal of Economic Literature, 55. https://doi.org/10.1257/ jel.20160995 Criado-Perez, C. (2019). Invisible Women Exposing Data Bias in a World Designed for Men. Penguin Books.

Fan, Y., Guthrie, A., & Levinson, D. (2016). Perception of Waiting Time at Transit Stops and Stations.

Transitway Impacts Research Program, 1-76. https://conservancy.umn.edu/bitstream/handle/11299/180134/CTS16-01.pdf?sequence=1&isAllowed=y ‌Farrall, S., Bannister, J., Ditton, J. & Gilchrist, E. (1997) Questioning the measurement of the ‘fear of crime’; findings from a major methodological study, The British Journal of Criminology, 37, 658–675.

Fotios, S., & Gibbons, R. (2018). Road lighting research for drivers and pedestrians: The basis of luminance and illuminance recommendations.

Lighting Research and Technology https://doi. org/10.1177/1477153517739055 Frazer, J. (2019, August 6) The Reshaping Of City Cores That Were Designed For Cars.

Forbes. https://www.forbes.com/sites/johnfrazer1/2019/08/06/the-reshaping-of-city-cores-thatwere-designed-for-cars/#7d68b2dc1e46 Hall, R. (1985) Ask Any Woman: A London Inquiry into Rape and Sexual Assault. The British Journal of

Criminology, 25, 390-392. https://www.jstor.org/ stable/23637224 Hunt, E. (2019, May 14). City with a female face: how modern Vienna was shaped by women.

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