Category: ESPC Publications: Community Matters

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By Luis Alejandro Murcia Jiménez 

Mental health awareness has grown substantially throughout the last few decades, and it has become a major topic of investigation in different fields. One such field is transportation. A reality most people face is the need to travel from their homes to different places such as work, schools, and leisure activities. The ‘how’ we get there is influential on our state of mind both during and after our commute.  

The Private Vehicle 

It is no secret that North America is heavily dependent on personal vehicles to move around. There is a clear lack of efficient, affordable, and inclusive ways to move about in most cities in North America without a car. Reasons for this vary from place to place but generally, they include endless urban sprawl, poor city planning catered for vehicular mobility only, and strict zoning laws that prevent multipurpose neighbourhoods. The reality is that without a vehicle, it is hard to participate in society. Everything is too far apart and/or too dangerous to travel to without being inside a vehicle. 

Car dependency has shaped millions of Canadians’ lifestyles since the car became a common fixture of households. In 2016, 12.6 million Canadians commuted to work by car with a one-way average trip of 24 minutes. Of that total, close to a million commutes to work took 60 minutes or more, a number that increased by 5% since 2011 (Government of Canada, 2019). Such long commutes, aside from being undesirable for financial reasons, affect our mental well-being in negative ways. 

Long commutes, both for vehicles and public transit, may cause feelings of isolation for people, an issue that may develop over time into depression (Smith, 2017). This is not surprising when we consider that most people commute alone. There have been preliminary findings linking longer daily commutes with higher chances of screening positive for depression (Wang et al., 2019). Prolonged commutes lead to many repetitive trips with little to no change in the visual environment, creating mental fatigue (Ma et al., 2018). Commutes become so routine in our brains that people will drive on autopilot without conscious effort, potentially endangering themselves and others on the road (SafetyDriven, 2021). 

In addition to depression and mental fatigue, long commutes, both in a personal vehicle and on public transit, can be a huge contributor to long-term stress. Chronic stress can affect someone’s behaviour, and overall well-being. A British study found that the longer a commute is, the higher levels of anxiety are to be expected (Sedghi & Arnett, 2014). Similar findings were found here in Canada where 36% of people that had commutes of 45 minutes or longer reported feeling anxious or extremely stressed. A significant difference from those with short commutes of 15 minutes and under where only 23% reported the same levels of stress (Turcotte, 2015). Some people are more affected by stress; and drivers under the right conditions, may be triggered by the driving behaviour of others on the road and experience road rage (Bierma, 2021). Road rage is an issue that, according to different surveys, affects one in three Canadians at least once a month and 82% of people have admitted to an act of road rage in the past year (ThinkInsure, 2021). 

With long commutes comes extensive planning on when to leave to avoid traffic. To arrive on time to work or school people tend to leave earlier than they would like, and to do so need to either go to bed earlier or sacrifice sleep. Time is lost commuting that could instead be spent with family or dedicated to personal health and well-being. Reducing time spent with families has a negative impact on home relationships as a study found that if a spouse’s commute is longer than 45 minutes, the rate of divorce increases by 40% (Sandow, 2013). Long commutes take time from peoples’ lives that could be used doing something that could be improving well-being, directly affecting work-life balance. 

Public Transit 

Public transit tends to be a mode of transportation that is stigmatized, and as a GM advertisement put it, only “creeps and weirdos” use (Chavan, 2003). It is considered by those with personal vehicles to be the very last resort to move around a city. Common perceptions are that buses and trains (or LRTs) are dirty, unsafe, and impractical. In Edmonton, some trips can take over twice the amount of time by public transit than by car (Sterling Homes Edmonton, 2021). This is assuming that the service is on time and/or a connection is not missed, causing an even longer wait to catch the next bus or train. As a result, public transit is left to those who cannot afford a vehicle to move efficiently. Removing the stigma from transit may not be easy, but it is possible. There are many transport systems in Europe and Asia that are highly valued and frequently used. Using ideas like improving sustainability or stopping climate change to get people to use public transit does not work (Bromley, 2010). The key to getting people on public transit is by making it “clean, safe, reliably punctual and cheaper than driving” (Bromley, 2010).  

Research suggests that lengthy commuting by public transit shares similar drawbacks with regards to mental well-being to those with lengthy commutes by car (Sedghi & Arnett, 2014). In some cases, those taking public transit occasionally report poorer mental well-being Költő et al, 2021). However, when researchers accounted for other variables that may contribute to differences in mental well-being (i.e.: gender, wealth, area of residence, etc.), they found that differences in mental well-being disappeared. This suggests that the mode of transportation itself may not be the root cause, but rather the circumstances that many people who take public transit tend to experience. If we look at who uses public transit most often, we can see that it is largely minority groups and the lowest income earners (Hosford & Winters, 2022).  

If the environment we navigate daily feels unsafe, regardless of whether it is objectively safe or not, it can have very negative consequences on our well-being including chronic anxiety and stress. (Brosschot et al, 2016). This is known as ‘perceived safety’. A local example is the current perception of the LRT system in Edmonton as being fundamentally unsafe, especially after a few high-profile violent incidents in early and mid-2022 (Edmonton Journal Editorial Board, 2022). To change the negative perspective on perceived safety research has found that a good physical design of public transit is needed (Deniz, 2018). 

Active Transportation 

Besides private vehicles or public transit, there is the option to walk or cycle around the city, referred to as active transportation. It’s clear that walking and cycling won’t take you as fast nor as far as a vehicle in current car centric cities. However, it doesn’t need to be as fast or for long distances for it to be a practical mode of transportation. Cities, including Edmonton, are going through a transition to improve connectivity and reduce travel times with plans such as the “15-Minute City” (Sohi, 2021). Plans like this can help make commutes to different places more feasible by bike or by foot.    

The length of a commute by active transport, just like by private vehicle or public transit, may negatively affect our mental well-being. However, a lot of the negative impacts reported by active transport users can be sourced back to motorised vehicles, rather than active transport itself. Most of the bicycle infrastructure in North America is not considered as “friendly” to cyclists as those of European countries (Copenhagenize index, 2019). For example, many of Edmonton’s current bike lanes share space directly next to vehicles with no protection for cyclists at all – something that has been proven to lower the perceived safety of riders and potential riders (McNeil, 2015). However, with Edmonton’s newly proposed “bike network” this lack of protection will change, and the increase in quality of the infrastructure will attract more users (Boothby, 2022).  

Noise produced by motor vehicles also affects those who use active transportation. Research suggests that car traffic noise has a meaningful negative impact on our mental and physical well-being (Finne & Holm Petersen, 2014). Noise mainly affects those using active transport methods because they do not have any sound buffer, unlike the drivers within motor vehicles. As most sidewalks and bike lanes are directly next to, or quite close to traffic it is hard to avoid the noise pollution. This matter has been investigated by some European countries, where they have started to restrict personal vehicle access to the city core to reduce the noise in the busiest parts of a city (Peters, 2019). 

Even with the drawbacks produced by cars towards active transportation, it is a mode of commuting that provides great benefits. Some studies have found that those who cycle to work have significantly lower levels of stress while at work (Hurford, 2021; Brutus, 2017). Other studies suggest that short, active commutes result in happier commuters; and happy commuters are more relaxed, calm, and productive (Ma & Ye, 2019). These benefits could explain why when someone changes their commute from car to active transport their psychological well-being increases (Martin et al, 2014). It not just a benefit for adults commuting to work, but also benefits the mental well-being for children (Kleszczewska et al, 2020). 

Better Urban Planning for Active Transportation Necessary 

With good urban planning and city design commuting can be a pleasant experience. Unfortunately, cities will continue to build car dependent suburbs and commuting by car will remain prevalent for the foreseeable future. If cities want to address the negative impacts commuting can have on mental health, they will need to shift their focus away from car-centric development by increasing city density and creating multi use neighborhoods thereby, reducing the length and number of trips needed. As well, improving the efficiency and perceived safety for both public and active transport through more thoughtful design, incentivising more people to take advantage of the benefits it can provide. 

Note: This is an excerpt from our December 2022 Community Matters, you can read the full publication here

Did You Enjoy this Article? Please provide feedback here: Microsoft Forms 

Luis Murcia’s goal and passion is the pursuit of knowledge for the betterment of society. In 2013, he came to the University of Alberta from El Salvador and graduated with a BA in psychology and a minor in philosophy. He is striving to develop into a person that can help others become their best self. 

References 

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Boothby, L. (2022, September 28). Edmonton may spend $170 million to build 100 km of bike lanes by 2026. Edmonton Journal. Retrieved October 22, 2022, from https://edmontonjournal.com/news/local-news/edmonton-to-spend-as-much-as-170m-on-bike-network-by-2026 

Bromley, D. W., Buehler, R., Godefrooij, T., Kirkels, M., Quental, N., Kusakabe, K., Vasishth, A., Tejada, J. D., Geys, B., Leiren, M. D., Khan, M. S., Mwendera, E., Melia, S., Brussel, M., Zuidgeest, M., De Souza, F., Acharya, S. R., Dirgahayani, D. P., & Martiskainen, M. (2010). How can the stigma of public transport as the ‘Poor Man’s vehicle’ be overcome to enhance sustainability and climate change mitigation? Natural Resources Forum, 34(4), 327–331. https://doi.org/10.1111/j.1477-8947.2010.01316.x  

Brosschot, J. F., Verkuil, B., & Thayer, J. F. (2016). The default response to uncertainty and the importance of perceived safety in anxiety and stress: An evolution-theoretical perspective. Journal of Anxiety Disorders, 41, 22–34. https://doi.org/10.1016/j.janxdis.2016.04.012  

Brutus, S., Javadian, R., & Panaccio, A. J. (2017). Cycling, car, or public transit: A study of stress and mood upon arrival at work. International Journal of Workplace Health Management, 10(1), 13–24. https://doi.org/10.1108/ijwhm-10-2015-0059  

Chavan, A. (2003, March 31). GM pulls ad that labels transit riders ‘creeps and weirdos’. Planetizen News. Retrieved October 22, 2022, from https://www.planetizen.com/node/9657 

2019 copenhagenize index. Copenhagenize. (n.d.). Retrieved October 22, 2022, from https://copenhagenizeindex.eu/ 

Deniz, D. (2018). Improving perceived safety in public transportation through design. WIT Transactions on The Built Environment. https://doi.org/10.2495/ut180191 

Edmonton Journal Editorial Board. (2022, May 5). Editorial: LRT safety needs stepping up. Edmonton Journal. Retrieved October 22, 2022, from https://edmontonjournal.com/opinion/editorials/editorial-lrt-safety-needs-stepping-up 

Finne, P. & Holm Petersen, T. (2014). Traffic noise is dangerous to our health – but what do we do about it? FORCE Technology. Retrieved October 22, 2022, from https://forcetechnology.com/en/articles/traffic-noise-dangerous-health-what-to-do-about-it 

Government of Canada, S. C. (2019, February 25). Study: Long commutes to work by car. The Daily;. Retrieved October 20, 2022, from https://www150.statcan.gc.ca/n1/daily-quotidien/190225/dq190225a-eng.htm   

Hosford, K., & Winters, M. (2022, March 28). How the Canadian population gets to work. Mobilizing Justice. Retrieved October 22, 2022, from https://mobilizingjustice.ca/how-the-canadian-population-gets-to-work/#:~:text=As%20of%202016%2C%2040%25%20of,workforce%20and%20commutes%20to%20work https://pubmed.ncbi.nlm.nih.gov/27259803/ 

Hurford, M. (2021, November 1). New Study offers yet another reason to bike-commute. Bicycling. Retrieved October 22, 2022, from https://www.bicycling.com/news/a20046023/bike-commute-relieves-stress-workplace/ 

Kleszczewska, D., Mazur, J., Bucksch, J., Dzielska, A., Brindley, C., & Michalska, A. (2020). Active transport to school may reduce psychosomatic symptoms in school-aged children: Data from nine countries. International Journal of Environmental Research and Public Health, 17(23), 8709. https://doi.org/10.3390/ijerph17238709 

Költő, A., Gavin, A., Kelly, C., & Nic Gabhainn, S. (2021). Transport to school and mental well-being of schoolchildren in Ireland. International Journal of Public Health, 66. https://doi.org/10.3389/ijph.2021.583613   

Ma, J., Gu, J., Jia, H., Yao, Z., & Chang, R. (2018). The relationship between drivers’ cognitive fatigue and speed variability during monotonous daytime driving. Frontiers in Psychology, 9. https://doi.org/10.3389/fpsyg.2018.00459 

Ma, L., & Ye, R. (2019). Does daily commuting behavior matter to employee productivity? Journal of Transport Geography, 76, 130–141. https://doi.org/10.1016/j.jtrangeo.2019.03.008 

Martin, A., Goryakin, Y., & Suhrcke, M. (2014). Does active commuting improve psychological wellbeing? Longitudinal evidence from eighteen waves of the British Household Panel Survey. Preventive Medicine, 69, 296–303. https://doi.org/10.1016/j.ypmed.2014.08.023  

McNeil, N., Monsere, C. M., & Dill, J. (2015). Influence of bike lane buffer types on perceived comfort and safety of bicyclists and potential bicyclists. Transportation Research Record: Journal of the Transportation Research Board, 2520(1), 132–142. https://doi.org/10.3141/2520-15   

Peters, A. (2019, January 24). Oslo made its city center basically car-free–and it’s great – fast company. Fast Company. Retrieved October 22, 2022, from https://www.fastcompany.com/90294948/what-happened-when-oslo-decided-to-make-its-downtown-basically-car-free  

SafetyDriven. (2021, March 1). Distracted driving and your brain. Safety Driven: Trucking Council of BC.  Retrieved October 21, 2022, from https://safetydriven.ca/resource/distracted-driving-and-your-brain/ 

Sandow, E. (2013). Til work do us part: The social fallacy of long-distance commuting. Urban Studies, 51(3), 526–543. https://doi.org/10.1177/0042098013498280 

Sedghi, A. & Arnett, G. (2014, February 12). How does commuting affect wellbeing? Guardian News and Media. Retrieved October 21, 2022, from https://www.theguardian.com/news/datablog/2014/feb/12/how-does-commuting-affect-wellbeing 

Smith, L. (2017, October 30). Our crowded, lengthy commutes are making us more lonely than ever. Quartz. Retrieved October 20, 2022, from https://qz.com/1114348/our-crowded-length-commutes-are-making-us-more-lonely-than-ever  

Sohi, A. (2021, August 9). Making Edmonton a 15 minute city. Amarjeet Sohi for Mayor. https://sohi.ca/policy-making-edmonton-a-15-minute-city/ 

Sterling Homes Edmonton. (2021, August 31). Sterling Homes. Sterling Homes Edmonton. Retrieved October 22, 2022, from https://www.sterlingedmonton.com/blog/edmontons-commuting-times-sterlings-communities-c2/  

ThinkInsure. Road rage is on The rise. (2021, September 24). Road rage is on the rise. More Drivers Suffering From Road Rage In Ontario. Retrieved October 30, 2022, from https://www.thinkinsure.ca/insurance-help-centre/road-rage-on-the-rise-in-ontario.html 

Turcotte, M. (2015, November 27). Commuting to work: Results of the 2010 general social survey. Commuting to work: Results of the 2010 General Social Survey. Retrieved October 22, 2022, from https://www150.statcan.gc.ca/n1/pub/11-008-x/2011002/article/11531-eng.htm  

Wang, X., Rodríguez, D. A., Sarmiento, O. L., & Guaje, O. (2019). Commute patterns and depression: Evidence from eleven Latin American cities. Journal of Transport & Health, 14, 100607. https://doi.org/10.1016/j.jth.2019.100607  

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By Brett Lambert

The realm of housing, shelters, and homelessness is complex and varied. Someone unfamiliar to the housing sector may understandably be confused by some of the terminology and the meaning behind it. We have created this glossary list to help readers better understand the issues that are discussed in more detail within this issue of Community Matters. 

Homelessness Defined 

The Canadian Observatory on Homelessness  defines homelessness as “the situation of an individual, family, or community without stable, safe, permanent, appropriate housing, or the immediate prospect means and ability of acquiring it.” (1) 

Homelessness can span a spectrum of experiences and circumstances. It can describe someone who is unsheltered (i.e. living on the streets or in places not intended for human habitation), emergency sheltered (i.e. staying in an overnight homeless shelter or shelters for those fleeing domestic or family violence), provisionally accommodated (i.e. accommodations are temporary or lack security of tenure, such as “couch surfing”), or at risk of homelessness (i.e. they are not currently homeless, but their financial or housing situation is precarious or does not meet public health and safety standards).  

For those experiencing homelessness, their situation tends to be fluid where their shelter arrangements can change and shift quite dramatically. 

Precarious and inadequate housing not only relates to household income and the structure of the dwelling, but also a lack of access to necessary supports and opportunities, including employment, health care, clean water and sanitation, schools, childcare, and others. 

Indigenous Peoples and Homelessness 

The Canadian Observatory on Homelessness’ Indigenous definition of homelessness, developed by Jesse Thistle, considers the traumas Indigenous Peoples have experienced linked to colonialism. While homelessness experienced among First Nations, Métis, and Inuit Peoples is a condition where they lack stable, permanent, and appropriate housing, it goes beyond lacking a physical structure of habitation. It also acknowledges Indigenous worldviews, since being in a state of homelessness deprives an Indigenous person from culturally, spiritually, emotionally, or physically reconnecting with their Indigenous identity or lost relationships. (2) 

Indigenous Peoples are overrepresented amongst Canadians experiencing homelessness. Within Edmonton, among the 2,745 people currently experiencing homelessness, as of July 2022 according to Homeward Trust’s Edmonton Homelessness Dashboard, 58% of them identify as Indigenous. (3)  

Homelessness for Indigenous Peoples is intrinsically linked to historical and ongoing settler colonization and racism that have displaced First Nations, Métis, and Inuit Peoples from traditional lands as well as social and cultural systems. This has created and prolonged Indigenous homelessness. 

Power of Language 

Homeless vs. Houseless terminology and word usage 

For years, homeless or homelessness has been the standard term used by governments to describe people living without stable or permanent shelter. However, in recent years there has been a shift to move away from this term in favour of houselessness or unhoused. 

The reason for this shift is partly because of the meanings linked to the words “house” and “home.” A house refers to a physical structure meant for human habitation while a home can encompass more than a structure built on a physical location as it is tied to a community with social connections. Using “unhoused” or “houseless” acknowledges that while someone may lack a socially accepted physical structure to live in, they still have a social connection with the wider community. (4) 

In addition, the term “homeless” can be linked to stigma and can be framed in such a way as to demonize those without housing as dangerous to society. (5) Fundamentally, this shift in terminology seeks to be more respectful when describing people who live without a fixed address. 

While there may not yet be widespread agreement regarding the terms, as the updated Associated Press Stylebook does describe homeless as “generally acceptable” to use as an adjective, (6) the respect and dignity of those experiencing housing insecurity is a top priority. For this issue, we will prioritize using “unhoused” or “houseless” terminology. 

Person First Language 

When referring to people who are without shelter, person-first language is important. For this issue, they will be described as a “person experiencing homelessness” instead of a “homeless person.” This is done as a reminder that their condition does not define them and that they are first and foremost a human being. 

It is important to emphasize that there is a broad range of experiences when it comes to people who are unhoused or without shelter. While the general public might think of homelessness primarily as people sleeping rough on the streets or within an encampment, there are also hidden components of houselessness. This includes those who “couch surf” temporarily with friends or family or the working houseless who live in their vehicles. Living without shelter generally is not a choice, and the experience is incredibly challenging. 

Housing Definitions:  

Core Housing Need 

According to criteria set out by Canada Mortgage and Housing Corporation (CMHC), a household is considered to be in core housing need if at least one of the following conditions is not met. (7) 

Adequate: the dwelling is not requiring any major repairs, such as excessive mold, inadequate heating or water supply, or significant structural damage. 

Affordable: shelters costs (e.g. rent and utilities) are below 30% of total before-tax household income. 

Suitable: there are enough bedrooms for the size and composition of the household members. 

Types of Affordable Housing and Shelters 

There are many housing and shelter options that exist within the public, private, or not-for-profit sector. Below are some of the most common types of housing geared to low-income households: 

Supportive housing provides a permanent home and on-site supports (e.g. medical assistance, counselling) for people who need assistance to live independently. This could include people exiting homelessness, people who are elderly or who have disabilities, addictions, or mental illness. Investing in permanent supportive housing has been a priority for the City of Edmonton in their strategy to end chronic homelessness. New permanent supportive housing units were approved by City Council in 2020 in King Edward Park, Inglewood, Terrace Heights, and McArthur/Wellington and are expected to be completed this year. (8) 

Emergency housing provides temporary shelter and accommodations for certain vulnerable groups. These can include those experiencing homelessness and those fleeing domestic violence or abuse. Some examples of emergency housing within Edmonton include women’s shelters such as WIN House, Wings of Providence, and Women’s Emergency Accommodation Centre (WEAC). Shelters that serve the unhoused are operated by a number of organizations, which include The Mustard Seed and Hope Mission. 

Non-profit housing provides rental housing to low- and moderate-income individuals. They are typically built by the province, a municipality, or a community group. Tenants pay rent that is geared to their income and other tenants pay rent that is at the lower level of the private market rent. Civida (formerly Capital Region Housing) is the largest provider of social housing and near market and market homes within the Edmonton Metropolitan Region. This is separate from market housing, which is privately owned housing with prices set by the private market. 

Co-operative housing provides housing for people with low and moderate incomes, representing a middle ground between renting and owning a home. Members of a co-operative collectively own the development with shelter payments going towards the upkeep of the building. Members contribute to the governance of the co-op. The cost of housing is geared to a percentage of income for some residents while the rest pay market rates. According to the Northern Alberta Co-operative Housing Association, there are 41 co-operative developments in Edmonton and the surrounding areas. (9) 

Bridge housing is a continuum of housing that’s between emergency and permanent housing. These short-term accommodations bridge the gap between homelessness and permanent housing. On-site supports are offered to individuals as they work with outreach workers to secure permanent housing. Residents typically stay in bridge housing for an average of 30 to 90 days. During the COVID-19 pandemic, Homeward Trust Edmonton has set up bridge housing in five locations in partnership with Boyle Street Community Services, Niginan Housing Ventures, and Jasper Place Wellness Centre. Some of these locations have since stopped taking intakes. (10) 

Housing First 

Housing first refers to providing people experiencing homelessness with independent and permanent housing as a first step. There are no preconditions or compliance requirements to being admitted into housing first programs. Once the person is provided housing, other supports such as mental health or addictions can be addressed once the housing situation is resolved. (11) 

Spectrum of Homelessness Experiences 

Precariously housed or housing insecurity refers to people who are at risk of losing their housing. They are facing severe affordability problems when it comes to maintaining their housing. They may risk losing housing in the immediate or near future. Those who manage to maintain their housing often do so at the expense of meeting their nutritional needs, heating their homes, and other expenses that contribute to their health and well-being. (1) 

Temporarily homeless refers to people who are without accommodation for a relatively short time period. This could happen due to the result of a natural disaster like a fire or a flood or through changes to a person’s living situation like a separation or divorce. They tend to be re-housed within a short period of time. (12) 

Cyclically homeless refers to people who have lost their housing due to a change in their situation, such as a job loss, a hospital stay, or a prison term. Those who use safehouses such as women fleeing family violence or runaway youths are also part of this group. (12) 

Chronically homeless (13) refers to people who have been homeless for at least a year, or repeatedly over the course of several months or years and often have complex and long-term health conditions such as addictions or mental illness. (13) 

Adequate housing re-envisions “housing” beyond a physical space that has four walls and a roof, and this concept is recognized in international human rights law. Instead, it “should be seen as the right to live somewhere in security, peace, and dignity.”  There are 7 criteria that must be met (at a minimum) for housing to be deemed adequate, which are as follows: Security of ownership/tenancy; availability of services, materials, facilities, and infrastructure; affordability; habitability; accessibility; location; and cultural adequacy. (14) 

Note: This is an excerpt from our September 2022 Community Matters, you can read the full publication here

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References 

1. Canadian Observatory on Homelessness (2017). Canadian Definition of Homelessness. Retrieved from: https://www.homelesshub.ca/resource/canadian-definition-homelessness  
2. Thistle, J. Canadian Observatory on Homelessness (2017). Definition of Indigenous Homelessness in Canada. Retrieved from: https://homelesshub.ca/IndigenousHomelessness 
3. Homeward Trust Edmonton [n.d.]. Edmonton Homelessness Dashboard. Retrieved from: https://homewardtrust.ca/data-analytics-reporting/ 
4. Hunt, K. (2019). Why Do we Say “Houseless”? Retreived from: https://dogoodmultnomah.org/blog/why-do-we-say-houseless 
5. Slayton, N. (2021). Time to Retire the Word ‘Homeless’ and Opt for ‘Houseless’ or ‘Unhoused’ Instead? Retrieved from: https://www.architecturaldigest.com/story/homeless-unhoused 
6. Perlman, M. (2020). 2020 AP Stylebook changes: Person-first language, and the great ‘pled’ debate. Retrieved from: https://www.cjr.org/language_corner/2020-ap-stylebook-changes.php 
7. Statistics Canada (2017). Core housing need. Retrieved from: https://www12.statcan.gc.ca/census-recensement/2016/ref/dict/households-menage037-eng.cfm 
8. CTV News Edmonton (2020). City votes to sell land to Homeward Trust to build housing to help end homelessness. Retrieved from: https://edmonton.ctvnews.ca/city-votes-to-sell-land-to-homeward-trust-to-build-housing-to-help-end-homelessness-1.5004981 
9. Northern Alberta Co-operative Housing Association [n.d.]. Housing Cooperatives: Contact Sheet. Retrieved from: https://nacha.ca/wp-content/uploads/2022/02/2022-02-Housing_Co-operatives_Contact_Sheet.pdf  
10. Homeward Trust Edmonton [n.d.]. Bridge Housing. Retrieved from: https://homewardtrust.ca/bridge-housing/  
11. Canadian Observatory on Homelessness [n.d.]. Housing First. Retrieved from: https://www.homelesshub.ca/about-homelessness/homelessness-101/housing-first  
12. Casavant, L. Library of Parliament (1999). Definition of Homelessness. Retrieved from: https://publications.gc.ca/Collection-R/LoPBdP/modules/prb99-1-homelessness/definition-e.htm 
13. National Alliance to End Homelessness [n.d.] Chronically Homeless. Retrieved from: https://endhomelessness.org/homelessness-in-america/who-experiences-homelessness/chronically-homeless/  
14. Reference: The Office of the United Nations High Commissioner for Human Rights. (2009). “The Right to Adequate Housing”. Fact Sheet No. 21, Rev 1. Retrieved from: https://www.ohchr.org/sites/default/files/Documents/Publications/FS21_rev_1_Housing_en.pdf   

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