The posts below are from my 2010 municipal election campaign and will remain online for archival purposes.

In the mean time, here’s a cute puppy picture:

Many other questions are answered in the city’s FAQ. For more information visit http://edmonton.ca/election or phone 780-442-VOTE.

Brendan is planning to vote at Delton Elementary school at 11am. Unlike other candidates, Brendan is proud to be able to vote for himself.

To get there, we need to start in our communities. We have come a long way in the neighbourhoods that bound on 118th Avenue, after decades of neglect. Refreshed infrastructure including new sidewalks, roads and decorative features have made areas like Beverly and Alberta Avenue more walkable. New businesses, restaurants, festivals and other events such as farmers’ markets have started to coax residents from their home and onto the avenue.

But this revitalization did not happen on it’s own. The city did not wave its magic wand to suddenly make three decades of problems and blight disappear – it came from communities. The city has a role to play in revitalization (supporting community driven initiatives and funding improvements), but ultimately we cannot simply impose a solution with no regard for, or insight from, the community, and expect it to work.

There still remains much work to be done – pawn shops, used car lots and abandoned storefronts still dot the Avenue. At the same time, much of the Avenue, particularly the area between Gretzky Drive and 50th Street, has seen little in the way infrastructural improvements or investment from the city.

To encourage development in some of these other older, neglected neighbourhoods we must work to create a market for buyers by revitalizing infrastructure, helping keep schools open, improving access to amenities and encouraging investment.

Crime reduction is an ongoing process, and while crime rates are on the decrease, there is always room for improvement. Better use of police resources, including more beat cops and proactive policing, and crime reduction through projects such as the Neighbourhood Empowerment Teams is one piece of the puzzle. Strong communities, as always, are another.

However, one of the most effective way to make communities safer is to give people a reason to get out of their homes and participate in their communities – whether it’s to go shopping on the Avenue, to go to a festival or just to take their kids to the park – more eyes on the street leads to less crime, and a safer environment for all.

Balancing transportation priorities for Edmontonians of all ages and abilities and prioritizing people in our transportation decisions is another key goal of mine. This includes overhauling our transit system and building safe, cost-effective bicycle facilities. For too long Edmonton has grown around private automobiles, and building wider roads and more freeways has inevitably led us to more cars, more congestion, and more sprawl.

Edmonton’s car dependence has also led us to become one of the worst perpetrators of urban sprawl. For me, the bottom line here is savings – it is undeniably cheaper to reduce sprawl and encourage growth and revitalization in mature neighbourhoods, locating people closer to existing infrastructure and services is cheaper than building new roads, new sewers and new schools in the periphery, while those of us in the core watch our streets crumble, our transit service decline, and our historic schools shut their doors.

That being said, we must also protect our established communities from impersonable, large-scale redevelopment schemes – while the need to grow in, instead of out is beyond doubt for me, we must also be careful that densification and in-fill development do not negatively impact surrounding residents. We need to own the change in our communities.

The sad fact is Edmonton is very much lacking when it comes to good examples of in-fill development, which has led to an understandable wariness on the part of many residents, and a hesitation to accept such development in our neighbourhoods. However if we truly want to see Edmonton grow into a viable and sustainable city, we must shift the way we grow.

My final thought – our city government is very accessible, but many people aren’t always aware of just how to go about raising an issue or getting to know their representatives. People need to know they are actually heard and responded to by their elected officials – and I promise to be accessible and take the initiative by being out in the community. As a social worker, I believe that councillors should also be more interested in what residents have to say and advocate for their needs.

I live, work, and volunteer in Ward 7, and I am committed to continuing to work towards the betterment of the area, and the whole city. I hope that on October 18th, you will elect me to work for you on Edmonton City Council.

Wiser use of police resources must be part of the equation for making our neighbourhoods safer. Not only are beat officers out in the community getting to know the strengths and problem areas, but community members often get to know them and consider them part of the community. Some of the simplest solutions are often the best: refreshing infrastructure to make our streets more walkable and encouraging a vibrant local business community.

You can find the rest of Brendan’s campaign videos here.

Transit, bicycling and walking are not only great ways to save the city money, but they’re great ways to save Edmontonians money – something I know from first hand experience. And so, as a car-free Edmontonian with no intention of changing should I be elected, I pledge to donate at least half of my vehicle allowance to charity. Councillors are allotted approximately $6,500 per year (or approx. $20,000 over a three year term based on current vehicle allowances).

More specifically, the money would go to the ETS Donate-a-Ride Program, as a symbol of my commitment to keeping transit as accessible as possible to all Edmontonians, and local charities and not-for-profit groups to help them in funding their transportation needs. These organizations and the clients they serve will benefit significantly more from the money than I would by keeping it and using it to purchase and maintain my own private car.

Transit fare increases were last set by council just before the 2007 election, and have resulted in Edmonton’s monthly passes soaring from $59 to $81.50, passing Montréal and Vancouver (one-zone) in the process. This pushes riders back into their cars or onto tickets rather than passes (restricting their mobility in the process). As increases to $89 for the monthly pass and $3.00 for cash fare are already scheduled before the 2013 election, I will oppose any additional net increase to the cost to board an ETS bus or train during the term and work to cancel that scheduled increase.

As part of my commitment to keeping transit as accessible as possible to all Edmontonians, I pledge to donate at least half of my council vehicle allowance to the ETS Donate-a-Ride program and to other local groups to help fund their transportation needs. Find more on the campaign pledge contained in this video here.

First, all sign locations are checked against a provincial database to ensure that the land is included in the road right-of-way. This limits the number of false positives: locations that may look public but are very much not (e.g. setbacks). Unfortunately, based on our signs disappearing instantly, we have found that certain businesses consider the right-of-way between their property and the curb to be part of their property. We respectfully disagree, but will not replace these signs.

Second, based on the Parkland bylaw and other guidelines, all land adjacent to parks, cemeteries, schools, and other facilities is off-limits. Centre medians and traffic islands are also off-limits; we conservatively include all islands (no matter how wide) between major roads and their service roads in this definition, especially since these are where the most obnoxious sign wars occur.

Third, we adhere strictly to spacing requirements. If you have wondered why our signs are often on the far side of trees and light poles, it’s because we use a measuring tape to ensure we are three metres from the curb. Clearly, narrow median strips fail this rule as well. We also take the 20 metre rule between signs to apply to different candidates based on our conversations with bylaw.

Finally, we stay out of the few remaining sign wars we could legally enter simply because they reach ludicrous heights of waste and clutter.

Frankly, we would rather concentrate on signs on lawns and in windows, and very much appreciate your offering up your home as a location for one of our signs. We’re not in the sign war because we find it just as aesthetically offensive as many of you do. For better or worse, however, our conversations on the steps have confirmed that many people do indeed rely on this type of signage to inform them of who is running in the area, and we hope that this strikes an appropriate compromise.

Thanks so much for your understanding and support,
Brian Gould, Online & Print Coordinator

Three out of the five candidates running in Ward 7 live here. Tony Caterina and Scott McKeen do not. Here is what they have said on the issue and where they live; the rest is up to you.

Tony Caterina (Declared May, 2010)

In 2007: “I will run in Ward 3 and have lived in this ward for 31 years. I believe it’s important for the candidate that represents Ward 3 to live in, be a part of the community and understand it’s challenges.”

On his website: “Elected as City Councillor of Edmonton Ward 3 in 2007, this year Tony is seeking re-election in Ward 7, the neighbourhood in which he grew up and raised his family.”

Where he lives: Steele Heights in the new Ward 4, where three-term incumbent Ed Gibbons lives and is seeking re-election.

In 2010:  ‘”I don’t think it matters at all.” Caterina and others say that what counts are the communities and the issues. If you know the area and the people, they say, your address shouldn’t count.’

Scott McKeen (Declared September 17, 2010)

In 2007: “Harvey Voogd, a worthy council candidate, lost in Ward 3 because of a credibility gap. Voogd doesn’t live in the ward. It’s difficult to convince citizens that you intimately understand and can advocate for their concerns if you don’t live among them.”

On his website: “My heart is in these communities. I’m a north-end boy. I was raised here, schooled here and raised my kids here. As a journalist, I kept returning to my north side roots to find the most inspiring people and stories.”

Where he lives: Downtown in the new Ward 6, where three-term incumbent Jane Batty lives and is seeking re-election.

In 2010: “While he currently lives downtown, McKeen said he would move to the ward.”

“Brendan is smart, responsible and knows what’s right for the healthy future for our city. I look forward to working with Brendan now and when he is city councillor.”

David Eggen

David Eggen is the Executive Director of Friends of Medicare and a Former MLA for Edmonton-Calder

You can also find video from the candidate’s forum on Tuesday night posted on the city’s website. Brendan’s opening comments begin at the 25 minute mark.

Two of the first strategies he suggested were increasing the number of beat officers and using geographic policing. I’m a fan of both strategies because they play a big role in improving the relationships between citizens and EPS. Beat officers can be even more effective when on foot or bicycle, being more in tune with their surroundings while having a more open and visible, presence. The result is a dramatic increase in perceived safety, and a reduction in “broken windows” type problems, such as graffiti.

Not only are beat officers out in the community, getting to know the strengths and problem areas (and enhancing policing and increasing safety in the process), but community members, seeing these police, often get to know them and consider them part of the community. People are far more likely to feel comfortable approaching the police with an issue if they have met some of the great officers out there. Beat officers are also especially well suited to the kind of proactive policing that Edmonton needs to begin to address the root causes of crime.

Familiarity with a community or neighbourhood can also help police to better advocate for beneficial changes. I am reminded of the Community Standards committee hearing on the fate of the Cromdale Hotel, when Officer Hoople spoke in favour of demolition along with myself and many other concerned community members.

Liaison committees between the police and communities, such as the Indo-Canadian Liaison Committee or the LGBT Liaison Committee, also play a part in enhancing relationships. However, these committees must be sure that they are providing the people they are intended to represent an opportunity to share their concerns with the police and must do more than just communicate the police’s position. I was personally quite disappointed in the LGBT Liason Committee’s discussions with community members following the homophobic attack on Shannon Barry last spring, and I believe that this must be a fully two-way dialogue to be successful.

Not surprisingly, my neighbour was quick to point out that effective policing does require more boots on the streets, but he also emphasized the need for more generalists and more experienced mentors for new officers within the force is also important. I was surprised to learn that the vast majority of officers who do training are only third year officers. That’s not to say that those officers do not have some valuable knowledge to contribute, simply that perhaps there’s merit in having officers of a longer tenure play a more significant role in training new recruits. Beat officers training recruits on the same beat could pass on the valuable local community knowledge.

Overall, I believe these strategies – and in particular those that improve communication and relationships between communities and the police – will benefit all of Edmonton. All this requires cooperation, hard work, public involvement and officers that aren’t afraid to be out in communities with an ear to the ground. Getting tough on crime requires friendly, familiar faces.

We’ve come a long way, but to go further Ward 7 needs a councillor who lives in and understands our community – someone with a positive and proactive vision and the courage to move forward. On October 18, I hope you’ll lend me your vote.

Click for a printable poster size

When Brendan first told me that he would be running for city council, it hardly came as a surprise.

After all, I’ve known Brendan for about 3 years now, and have always been awed by the passion that he has for his community.

Brendan volunteers for a number of organizations and festivals such as the Carrot Community Arts Coffeehouse, the Kaleido Family Arts Festival and other Arts on the Avenue events.

He’s also a community leader on a number of important issues including the revitalization of the 118th Avenue area, the sustainable development of the city, and several cycling and transit initiatives.

As a social worker, he regularly works with and helps the homeless and youth at risk. He has a deep understanding of the issues affecting seniors, low-income families, and new immigrants and is always the first to stand up for them.

Brendan is also a respected figure in the LGBTQ community—both for his work with the Pride Centre of Edmonton as well as his work lobbying against regressive and discriminatory legislation such as Bill 44.

As I am very involved in my community myself, I’ve had the joy of working alongside Brendan on many different occasions and for many diverse causes. And—every time that I work with him—I never cease to be amazed by Brendan’s natural ability to build consensus and to engage and to inspire others.

Brendan is caring, genuine, and a leading light to all those around him and this is why he has my support.

Bryan Saunders, Publicity & Media Coordinator

Bryan is currently studying Biological Sciences and Psychology at the University of Alberta. He is also very involved in the arts community as a volunteer, administrator, and publicist. Bryan has collaborated with Brendan on issues including improving city transit; expanding cycling infrastructure; revitalizing mature neighbourhoods in the city core; and building safer, friendlier, more environmentally and financially sustainable communities.

Sometimes though, biking from one community meeting to another can be a little difficult and – depending on the destination – some trips can be outright nightmares. Simply put, there are many areas in the city where the cycling infrastructure is either poorly maintained, poorly connected or absent altogether.

The cycling community in Edmonton is flourishing and growing more each year, so it’s only appropriate that the infrastructure to support cycling should expand as well. Edmonton is famous for its river valley trails, but few everyday destinations are located in the valley.

The creation of more multiuse trails across the city would benefit not just cyclists but other groups such as walkers and joggers. Building a more comprehensive and complete network of bike paths – following the recommendations made in, and fully funding, the Bicycle Transportation Plan – would also allow more people to bike to and from their destinations.

Paths, however, have their limitations. To get where I need to go quickly, I ride my bike on the road almost all of the time, sharing the space with cars, trucks and motorcycles. At the same time, I know riding in traffic is not something that everyone is comfortable with or able to do. It can be scary and even dangerous to navigate fast-moving traffic on a bike. The creation of more dedicated bike lanes, multiuse trails, and sharrows (on roads with lighter traffic) would help immensely in helping to make commuting safer and more comfortable for cyclists.

Getting bike racks for all of the city’s buses is another one of my priorities. Integrating cycling with other modes of transportation is very important, especially in a city as large as Edmonton where cycling from one end of the city to the other can take hours. I would also lobby for the construction of end-of-use facilities for bicycle commuters in high bike traffic areas such as downtown. These end-of-use facilities could be incorporated into city rec centres and new and existing parks so as to be of benefit to other groups as well.

Encouraging Edmontonians to use alternative modes of transport such as walking, cycling, and taking the bus comes with many benefits, including saving Edmontonians’ money: biking lowers household transportation costs, health care costs decrease, productivity increases, local community businesses receive more support, and the city’s road maintenance expenses are also greatly reduced. All of this leads to lower taxes and a stronger economy.

Ultimately, it just makes sense to continue improving upon the cycling infrastructure in the city. Edmonton can be a happier and healthier place with increased levels of physical activity and improved air quality.

Edmonton’s transit system tends to evoke a variety of emotions, but somewhere between frustration and helplessness I found an urge to try to make things better. I wasn’t sure exactly what to do with this energy, but thankfully Brendan had gotten there first and brought together a group of concerned citizens to found the Transit Riders’ Union of Edmonton.

Six months later I found my deathly-afraid-of-public-speaking self holding a press conference on the steps of City Hall to kick off TRUE’s first transit challenge, with four councillors ready to give up their cars for a full week. What can I say but that Brendan can really inspire passion and courage in people?

The idea that those responsible for deciding the future of Edmonton’s transit system should actually ride it isn’t a new one, but Brendan made it happen. And while some current councillors choose transit, bicycling, or walking for their commute, Brendan’s car-free lifestyle would put a completely new and much needed needed perspective on council.

Brian Gould, Online & Print Coordinator

Brian went on to lead TRUE’s Late Night Transit campaign and share Metro’s In Transit column with Brendan. TRUE inspired his studies at UC Berkeley, where he completed his Master of City Planning in Transportation and Urban Design.

“Over the past three years, I have seen Brendan Van Alstine work tirelessly to improve the quality of public transit in Edmonton. His experiences as a community advocate at City Hall and in his neighborhood have given him a solid foundation to be a strong voice for positive change on City Council.”

Dave Cournoyer, Political Commentator

Dave Cournoyer is the award-winning author of daveberta.ca and a frequent contributor to edmontonpolitics.com

“I support Brendan because of his deep-rooted involvement in his community, his passion for this city, and his proven ability to lead positive and visible change.

I have had the opportunity to collaborate with Brendan on a number of issues including improved city transit, sustainable city development, and the role that these initiatives play in building safer, more vibrant communities. I am pleased to endorse him as a candidate.”

Dave Thiele, Current Edmonton City Councillor

Councillor Thiele participated in the 2007 and 2008 editions of the TRUE Transit Challenge, a week-long event created and organized by Brendan where city councillors give up their cars for a week to ride ETS.

Back in 1980, the Ward 7 neighbourhoods north of the Yellowhead were relatively new communities on the fringe of the city, so it’s not surprising that the transit system has changed dramatically. South of the Yellowhead is, however, a different story.  While the routes and their numbering have changed, the streets that have service today are largely the same ones that had service in 1980.

Comparing old to new is then a relatively simple exercise, especially for one time of day (the am peak in this case). Take one busy transit corridor close to my home for example: 118 Avenue between Coliseum Station and 97 Street. In 1980, a bus came by nearly every three minutes. In 2010, however, base service is every six minutes (but closer to every four minutes for short trips to downtown).

The story is similar in other areas. Further north, service along 122 Avenue dropped from 5 buses per hour to 2, as southbound service along 82 Street similarly plunged from 10 to 4. Out toward Beverly, the 141 and 142 run every 15 minutes, but when they were known as the 20 and 28, they used to come every 10.

Even service along major routes has dropped. The 3 used to run every 10 minutes; now it’s every 15. Most dramatically, 112 Avenue used to be served by the 1; since that was taken over by the 2, headways have tripled from 5 minutes to 15.

So where did those buses go? While LRT extensions made that system more useful, the LRT was already up and running to downtown in 1980, and we need buses to access its stations just as much today. A more likely culprit is sprawl – even though Ward 7 changed little over the last 30 years, more automobile-dependent neighbourhoods meant transit service needed to be stretched over a greater area.

Edmonton’s population is about 1.5 times higher today, and yet Ward 7′s older neighbourhoods see around 1.5 times less service as in 1980. While this may be depressing, it’s also inspirational in a way. The current council balked at implementing the service increases in a consultant’s report they commissioned, but it’s hard to argue that 10 minute service on major routes is out of the question when that’s exactly what we used to have 30 years ago.

It’s time to start moving forward again.

I joined Brendan’s campaign because he is deeply committed to addressing issues I believe are important not only to the communities of Ward 7, but to Edmonton as a whole. His experience and vision in addressing issues of safety are especially important to me as someone who confronts these issues in my daily work.

People want to be safe in their communities, and Brendan’s approach recognizes that the City of Edmonton must support agencies that work with both victims and perpetrators of crime to establish strong community relationships and address root causes.

Brendan’s experience as a registered social worker will help build these relationships and advocate for our community’s most vulnerable. Brendan’s knowledge of the social serving and not-for-profit realm is vital to ensuring that tax dollars are spent effectively in helping individuals facing poverty, homelessness, addiction and victimization. He understands that money spent in prevention is money saved in policing and treatment.

Brendan wants to address the root causes of crime, poverty and homelessness, and his work and volunteering have that same aim. He advocates for better transit, and he uses the system. He celebrates local businesses, and he spends his money locally. I encourage my neighbours in Ward 7 to vote for someone who has been working hard for these goals long before beginning his campaign. He has the experience, and the passion – and that is why I am voting for Brendan.

Monika Penner, Volunteer Coordinator

Monika is proud to live on Alberta Ave. She works with children and adolescents victimized by sexual abuse/assault, and is involved with several community initiatives which support individuals impacted by violence.

If you have space for a sign, we need your help to show your neighbours your support. To get Brendan’s name out there, please request a sign and/or download a window sign – and while I’ve got you, can you spare a donation or lend a hand?

Thanks so much for your support,
Brian Gould, Online & Print Coordinator

 

Most troubling is the absolute lack of discussion about what would become of the existing Rexall Place, which is not only situated in Ward 7, but is also only a stone’s throw from my own neighbourhood. With a new arena, it’s likely Rexall would close, or would at least become much less active. Rexall Place (along with its parking lots) sits on 20 acres of land with an existing LRT station and is, for better or worse, the main anchor for 118 Avenue. While it’s certainly possible to imagine a better use for the site, a vacant arena is not it.

It’s possible that the land could be redeveloped to bring new residents to the area, for example. More eyes on the streets and shoppers in local businesses could be a boost for Alberta Avenue. An empty shell, however, would undo much of what has been achieved in recent years, and a discussion of what to do with the closed Rexall Place would need to start immediately to avoid damaging the revitalization efforts along 118 Avenue.

The relative merit of the Katz site also hasn’t been fully discussed. While it would likely liven up four relatively desolate blocks of downtown, an HOK study listed it fifth - behind the existing Northlands site as well as other downtown locations. Katz is monopolizing the visioning while expecting council to provide the funding and push Northlands out.

Funding is one area where significant discussion has taken place, and Katz has constantly revised his position on just how much of his $2.43 billion in net-worth would go to the project. An original offer for $100 million toward the arena was “clarified” to mean for surrounding development, then to go toward the arena itself, and was finally increased to $100 million for the arena and $100 million for the surrounding development.

What hasn’t changed is that the rest of the arena funding (construction is often pegged at $400 million) is to fall to the city. I have major reservations putting public funds toward a private project, just as I am not convinced that the amount of new taxes generated by the surrounding project is likely to come anywhere near covering the arena’s costs.

A downtown arena would increase property tax revenues in its vicinity, but much of the development would have been built anyway – in this area, elsewhere downtown (i.e. the Quarters), or elsewhere in the city. It’s impossible to know how much new investment the arena would actually bring to the city, but it’s unlikely to be anywhere near the billion dollars needed to pay the debt off – over several decades, no less, by which time the new arena would presumably be obsolete. I find it very hard to believe that building this project wouldn’t increase taxes.

The Katz Group pitch for hundreds of millions in subsidies asserts the Oilers are “not sustainable,” since Rexall Place is not meeting their needs (not enough seats or luxury boxes, translating to lower ticket revenues) and they do not receive funds from non-hockey-related events at Rexall. In Katz’ own words “the team is also a business. And like any business, it needs a sound financial base in order to be sustainable, which today it is not.”

As a business, they are refusing to reveal financial information to City Council, denying reports such as Forbes’ showing the Oilers generating the seventh highest profit in the league. At the same time, they have also stated that Oilers will not play in Rexall – renovated or otherwise – beyond 2014 and are pursuing the rights to operate Copps Coliseum in Hamilton. Deny as they might any intention of moving the team, it’s hard not to read between the lines and not take all this as a threat.

The upshot is that Katz is treating the project as a business deal, and council should do the same. As representatives of the future landlord (i.e. you, the citizens of Edmonton), council must ensure that it gets the best deal possible – both financially and for the city as a whole. It’s up to Katz to convince council to dedicate public funds, and while I’m prepared to continue listening, I’m not yet ready to sign on.

Why are Edmontonians so reliant on our private automobiles? Part of the reason is our urban form – as road congestion has increased, our solution for the past several decades has been to build wider roads, bigger freeways, and more overpasses. However, there’s a growing awareness in transportation planning circles that widening roads and building more freeways inevitably leads to more drivers on the road, and, ultimately, more congestion.

As a car-free Edmontonian, I spend a lot of time thinking about the roles walking, bicycling, and riding transit play in moving people around our city. This inspired the Transit Riders’ Union of Edmonton’s Transit Challenge, which has seen city councillors riding the bus three times since the last election for one week periods. The hope being that councillors will learn both the strengths and the weaknesses of the system and make more informed decisions when voting on transit and transportation related issues (unfortunately, out of the five participating councillors, none have yet represented a ward north of downtown).

Council’s recent push to expand LRT is certainly a good start. The opening of the South LRT extension to South Campus coincided with a 7% increase in year-over-year, system-wide ridership, and we should see even greater gains over the next year with Century Park and Southgate now online. However, while city council has now designated routes from downtown to West Edmonton, Mill Woods, and the St. Albert border, they have so far been unable to secure all the funds to build the extensions. To keep this momentum going, the next council will have to pressure the provincial and federal governments to step up and while reassessing city-wide transportation funding.

I praise these ambitious plans, but it is also imperative that we look at the system as a whole if we want to build a transit system that Edmontonians can actually rely on. The majority of Edmonton’s current bus routes date back to a service reduction that occurred in the mid-1990s, meaning that the transit system is designed to save money rather than provide service. In order to reach the most people with the fewest number of buses or transfers, even major routes are meandering and circuitous. They aren’t quick or efficient, nor do they encourage people to leave their cars at home and take transit. As a city councillor, I would push for a serious overhaul of ETS’ route network to facilitate improved service in terms of frequency and service hours.

Edmonton has also lagged behind in giving buses a leg-up over other traffic with relatively simple and cost-effective strategies such as bus lanes and bus priority signals at traffic lights. Faster service means higher frequency with the same number of buses. While we wait for tracks to be laid, these types of measures can also be combined with all-door boarding, proof-of-payment, and limited stops (usually in the places where future LRT stations will be constructed) to build ridership and improve service on these future LRT routes as a precursor, and fine tune supporting service before the LRT even opens. Other cities have adopted a similarly inexpensive models, such as Vancouver’s “B-Line” routes.

Edmonton’s lack of late night transit is also a barrier to many people switching to transit as their primary means of transportation. Edmonton is not a sleepy small town – we are part of a metropolitan region of over 1 million people. Yet Edmonton Transit currently wraps up service by around 1AM on any given day, earlier than Toronto, Montreal, Vancouver, Calgary, Ottawa, Quebec City, Winnipeg, and even Hamilton. It hardly makes sense in a city with vibrant entertainment districts in areas like Whyte Avenue and Jasper Avenue, and where countless workers work shifts that start and end at all hours of the night & day. People will not take transit if they know that they cannot rely on it to get home, and thirty dollars for a cab at the end of a minimum wage shift is unacceptable.

These are only parts of the transit expertise I would bring to the table at council, and transit is only part of the solution to reducing Edmonton’s dependence on automobiles. In future posts I’ll discuss what more I believe we can do to get Edmontonians walking, bicycling, and taking transit.

After some debate about how to kick this off, I suppose I should begin with why I chose to run in the first place. On top of a number of friends & neighbours twisting my arm, I see many similarities between what I do in my role as a social worker and what elected officials should be doing – it is all about listening to people, connecting them to the services that they need, representing their interests, and acting as an advocate.

I’m also running because I see Edmonton at a turning point, and I want to help it to turn the corner. Several long-neglected core neighbourhoods are experiencing renaissances – as young families move in to areas such as Alberta Avenue, Highlands and Beverly (to name a couple of Ward 7 examples), we see these areas reborn as vibrant and healthy neighbourhoods. Refreshed infrastructure combined with a vibrant business community and local arts and festivals only add to this revitalization, drawing people out of their homes and out into the streets to participate in their communities.

I’ll save a detailed discussion of the potential closure of the City Centre Airport – and the unique opportunity it presents Edmonton to create a sustainable, transit-oriented, family-friendly in-fill community, home to tens of thousands of citizens – for another post. However, I will say that in-fill development must be a key part of Edmonton’s future growth, more so than ever before. It is simply unrealistic (not to mention uneconomical) to constantly expand services outward into new suburbs as those of us in mature neighbourhoods see our schools and other essential services close around us.

The Edmonton Transit System, too, is approaching critical mass when it comes to ridership, particularly as we expand the LRT to new corners of the city. At the same time, however, we’ve seen little attention given to overhauling the bus network, exploring late-night transit and a connection to the airport, and keeping transit affordable for those who need it most. With the right leadership and some smart choices, we can help to shake Edmonton’s reputation as the most car-dependent city in the country and build a transit system that works for Edmontonians. I began this project when I helped to found the Transit Riders’ Union of Edmonton several years ago, and I hope to continue it as your city councillor.

With a new 12 ward system meaning a single councillor per ward and shuffled boundaries, this election promises to be a little different. Incumbents, especially those forced to run outside of the ward they live in, are more vulnerable than before. The new system may mean only one choice instead of two, but that one choice is now crucial. I hope that I will have your support when it comes time to vote on Monday, October 18.