Matt Pender’s piece in The Star, talking about the success of Toronto’s Bloor St bicycle facilities, reminds us once again that when we build cycling facilities that serve the majority, we’re not serving the already-committed minority who would call themselves cyclists. Rather, we are targeting the nearly two-thirds of people who occasionally ride a bike and will eagerly do so more often when they feel safe. Indeed, designing for the “everyday cyclist” always results in a large uptake of cycling activity. The growth is entirely from the cohort of “people who ride a bike”. This busts the myth of the few remaining anti-laners who proclaim, “We don’t need bike lanes; there are no cyclists on the street.” The evidence is clear. Build it and people will ride. Read Matt’s article here.
Ontario is the provincial leader in moving to prioritize “complete streets” approaches to planning. Indeed, 84% of Ontarians now live in a municipality where complete streets are either provincially mandated or have been adopted as city policy. This reporter believes it won’t be long until all Ontario municipalities fall under the same requirements and road grants will be predicated upon the inclusion of complete streets design. Against this backdrop, there are many small cities who likely don’t have a clue what complete streets are all about. There’s lots of general information out there, along with many city guides (e.g. Toronto, Ottawa). The article highlighted here delves into some of the intricacies that go into approaching a complete streets design for a project. Read the article here.
“Are Bike Lanes Good for Traffic?” is the title, yet the article is really a wide-ranging description of the progress being made everywhere as public roads are transformed to be safer for moving people regardless of choice of transportation. It was published in autotrader.ca and serves to both illuminate and describe the variety of approaches, designs, and social factors brought into play as roads built first for cars are now reshaped to serve moving people. Read the article here.
Much has been written about the need to design cycling facilities that serve the majority of people, those who are “interested yet concerned”. This cohort represents the majority, those who are quite willing to use a bicycle more often for everyday activities, yet are dissuaded by safety concerns. Designing to this cohort’s needs led to the adoption of protected lanes as the default wherever possible. And indeed, the largest uptakes in cycling activity occur with the implementation of protected lanes.
In Ontario, survey results have yielded the same outcomes and MTO has embedded the findings as part of their design guidelines in the Ontario Traffic Manual (OTM Book 18 – Cycling Facilities). Available here (large PDF download).
For those interested in the survey research, analysis and case studies underpinning all this see this article from Alta Planning + Design:
“Understanding the ‘Four Types of Cyclists’”.
Edmonton is the most recent of several major Canadian cities to realize the benefits of implementing a cycling network all at once in a defined area. Well, that new network is set to open. Along with that their city website provides a full guide (pdf) for all street users, including safety tips for those cycling, or walking, or driving around the new facilities. Continue reading “News: Edmonton’s Bike Network Opens”
Great idea: Rethinking parking – From coast to coast and in middle America, more sensible parking policies are taking hold and may be the quickest path to urban revitalization.
CNU’s “Public Square” editor Robert Steuteville interviewed Donald Shoup, UCLA professor and author of The High Cost of Free Parking, and Jeffrey Tumlin, director of strategy for Nelson\Nygaard Consulting Associates, transportation planners and engineers, on how new ways of thinking about parking are transforming the American landscape.
This wide-ranging interview describes how required provisions for automobile parking have shaped urban areas, especially downtowns, in ways that discourage and defeat walkability. Many examples serve to illustrate this quickly disappearing paradigm. The interviewees also highlight the rapidly increasing number of municipalities that are removing minimum parking requirements from zoning bylaws, and the upsurge in urban revitalization that follows.
In Canada, some cities are following suit in removing parking minimums, most notably around transit hubs. A discussion about removing parking minimums from developments around the downtown and waterfront area in Brockville could be of local benefit especially if coupled with a parking garage that would provide the convenience of “park once then walk”.
Congress for the New Urbanism (CNU) is a US nonprofit organization with offices in Chicago and Washington.
“The Congress for the New Urbanism (CNU) helps create vibrant and walkable cities, towns, and neighborhoods where people have diverse choices for how they live, work, shop, and get around. People want to live in well-designed places that are unique and authentic. CNU’s mission is to help build those places.”
In this column from the Montréal Gazette, columnist Andy Riga interviews Dale Bracewell, Vancouver transportation planner, on that city’s strategic approach to focus on building quality cycling infrastructure that serves All Ages & Abilities (AAA) rather than just putting in kilometres of facilities that do not encourage the widest diversity of people to get out and bike more often.
The key to encouraging riders from 8 to 80, rookies to hardcore, inexperienced to confident, is the containment of motorized vehicles so that cycling traffic is separated. See the photo above, from the city of Vancouver, for a typical spectrum of cycling facilities from least to most encouraging.
As Dale says, “We were having some success with cycling but we were really still serving the person who already was choosing to cycle. Now we’re designing for children, for seniors, for new people cycling, for bike-share users.
It really shifted the way we approach cycling infrastructure. We’re not delivering as many bike-lane kilometres as we’re used to or compared to cities like Montreal. Now, as best we can, we design for people to be able to ride with their kids, or for a senior who still cycles or wants to, and for a person new to cycling.”
For the complete article please read here.
Communities across the continent are realizing the health, social, and economic benefits of designing neighbourhoods and cities, large and small, that encourage people to move themselves more often. This article explores the changes that are underway as paradigms continue to shift rapidly, and how different designs meet the needs of different types of activities. One compelling aspect of this article is the emphasis placed on the need for changes in thinking with respect to zoning, community design and political will. Read more here.
From Cycling Industry News:
“A new study published in the American Journal of Public Health has concluded that physical separation from motor traffic is “crucial” to reducing the higher than average cyclist injury rates seen across the U.S.”
“In an leading editorial to sit alongside the deeper study, the authors write: ‘bicycle infrastructure can indeed help improve cycling safety and increase cycling levels. That is clearly demonstrated by decades of evidence from Europe, by the 10 US cities listed in Table 1 (below), and by the article on Boston by Pedroso et al. However, the type and quality of bicycle infrastructure matter as well. It is crucial to provide physical separation from fast-moving, high-volume motor vehicle traffic and better intersection design to avoid conflicts between cyclists and motor vehicles. More and better bicycle infrastructure and safer cycling would encourage Americans to make more of their daily trips by bicycle and, thus, help raise the currently low physical activity levels of the US population.'” Read the article here.
A recent editorial in KingstonRegion.com outlines the process and plans for Bath Rd in Kingston, one of this region’s Bicycle Friendly Communities (which also include Belleville, Cornwall, Ottawa and Mississippi Mills). As the editorial notes, “…cutting one lane from the diet of motorists will not only extend Kingston’s waterfront cycling trail but make this west-end section of Bath Road safer for all users. ‘There’s too much speeding, too many collisions, totally inhospitable to pedestrians and all but the most experienced cyclists.’” Read the editorial here.
The Brockville cycling advisory committee, at its regular meeting in City Hall on Thursday May 10th at 5 p.m., will review the outcome of discussions for a holistic view of the cycling network that best fits Brockville’s neighbourhoods north of the 401. For background, please see the Brockville FAQs postings, including the report (pdf) unanimously approved by City Council in December 2015, and a revised work plan for the northern part of the cycling network later adopted by the committee.
As a gentle reminder, the cycling advisory committee is a formal Committee of Council that was established by unanimous vote of Council late in 2010. The committee’s terms of reference mandate that it advise Council and staff on ways to fulfill the commitments Council has made to residents through the Official Plan and other programs.
A brief history and context as well as a full discussion of the north-end cycling network is provided in the PDF document below, which is part of the agenda package for next week’s meeting. Anyone wishing to help support the committee in moving this forward is invited to attend the meeting, or contact them [this author will pass along messages].BCAC CycleNet Discussion Paper, May 2017
(April 5, 2017) Waterloo Region is set to follow the lead of Calgary and Edmonton, giving a big boost to transportation by bike by implementing, all at once, a network of separated/protected bike lanes. The article in The Record does a nice job of summarizing the pilot project. The report shown in the extract below does a great job of laying out the project rationale and objectives, as well as providing a summary of similar networks in other Canadian cities.RegionOfWaterlooAgenda20170404
This article from the Canadian Association of Physicians for the Environment describes their toolkit: “Prescribing Active Travel for Healthy People and a Healthy Planet: A Toolkit for Health Professionals – to help health professionals become advocates of active transportation and transit with their patients and in their communities. The toolkit is designed with five stand-alone modules so people can focus on the ones of most interest to them. Module 1 describes the health, environmental and social benefits of active travel. Module 2 provides strategies to motivate patients to use active travel. Module 3 explains the links between active transportation and community design. Module 4, designed for health professionals in southern Ontario, focuses on Ontario’s Growth Plan and how it impacts active travel. Module 5 provides strategies for promoting change in one’s community.”
Read the article and download the toolkit here.
In taking a fresh look at the plan for Brockville’s cycling network north of the 401 (see workplan here), City Council’s cycling advisory committee reviewed and reconfirmed the design principles guiding the selection of routes and facilities.
“Small, rural communities have different realities than their urban counterparts, especially when it comes to active transportation. Most have limited financial resources, but extensive road infrastructure to maintain. Rural geography generally means large distances and low density. The prevailing attitudes regarding transportation may be quite focused on cars. Finally, most evidence on AT is urban based, leaving a gap in knowledge.”
The results of upgrading streets to include protected bikes lanes are becoming so predictable they’re almost boring. The benefits are broadly multi-faceted and extend to many stakeholders. Of course, for those of us living in a community still in denial, it’s worth continuing to collect the evidence.
“Along nine blocks of Oakland’s Telegraph Avenue, biking is up 78 percent since protected bike lanes were installed. Walking is up 100 percent. Meanwhile, the number of traffic collisions fell 40 percent. Retail sales in a district that has sometimes struggled are up 9 percent, thanks in part to five new businesses. And the median car speed is now the speed limit: 25 mph.”
Read more here.
Network design for Brockville’s neighbourhoods north of the 401 is the focus of the cycling advisory committee’s current discussions.
As described in this release from the Toronto Centre for Active Transportation, the City of Toronto adopted a complete streets policy in 2014 and has now released it’s design guidelines document to support the program.
“The City of Toronto joins a number of other Canadian cities in publishing Complete Street Guidelines. Ajax, Halifax, Calgary, Ottawa, London, Edmonton, Waterloo, and York are some of the cities that are taking strides towards building more inclusive, multipurpose, and safe streets. ”
The document is available for download on the City of Toronto’s website here.
Here’s a quick-to-read article reminding us that protected/buffered bike lanes, neighbourhood greenways and crosswalks/crossovers are simple, low-cost ways to trial or implement facilities of lasting value. Read more here.
In this recent installment of a series of articles examining the evolving nature of Ottawa, Don Butler provides a thoughtful look at the evolving practice of upgrading streetscapes using complete streets approaches to better serve people and goods moving through neighbourhoods. Many in the rearguard of normative change find the evolution troubling, yet the results speak for themselves. Read more here.