Andre Picards’ opinion piece in the Globe and Mail summarizes quite nicely several years of research and case studies on the economic and health benefits of designing cities to be more walkable. His short and insightful piece summarizes our current state well: “Walking has to become a lever for social change, big and small – for everything from healthier neighbourhoods to a more sustainable planet – and walkability needs to be imbued into the DNA of urban planning.”
Read the article here.
There seems to be no end of articles highlighting the economic boost that small towns gain when they consciously attract and serve the growing cycle tourism sector. There are lots of case studies right here in Ontario, accompanied by compelling research published by Ontario By Bike, to back up the claims. Sometimes though, it’s nice just to read about small-town success stories and find ideas that can be adapted and adopted for local benefit. This is one such article, which you can read 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.
Eight national health organizations are calling on the federal government to develop and implement an active transportation strategy for Canada, citing research that links moderate amounts of exercise woven into the activities of daily living with significant reductions in the instance and severity of several chronic diseases and their associated healthcare costs.
Read the article here.
Quite simply, bike lanes help to calm traffic at the same time as they make roads safer for biking for all ages and all abilities. Roads with cycling facilities become more family-friendly and that in turn helps neighbourhoods become more attractive to families. The evidence supporting the positive impact of bike lanes on property values has been well-established for over a decade, and has been reported on this blog before (here and here). Yet every once in a while an article comes along that weaves this information and more into a compelling picture of how cycling facilities are an integral part of family-friendly neighbourhoods – places where families are willing to pay more to relocate. Read more here.
“Cities are their streets. Great cities are those with great streets. Other things matter, of course — parks, buildings, transit — but it’s streets that bring a city to life, that make it a place people choose to live, visit, work, play . . .” Click through here to see a wonderful piece on how Toronto’s streets are coming alive as they’re reclaimed to put people first.
The updated Growth Plan for the Greater Golden Horseshoe was released on May 18, 2017 and comes into effect July 1, 2017. (View or download here.) Significant new policy statements embedded in the update require that all road projects for new and renovated facilities will follow complete streets guidelines, and that active transportation is prioritized over private automobiles. Continue reading “Ontario Becomes First “Complete Streets” Province”
As the invention of the bicycle passes its 200th anniversary, this article reflects on the climate change of that time which partially spurred the development as a practical means of transport. In today’s world, transportation paradigms are changing as fast as the climate, with the humble bicycle playing an an integral role. Read more here.
CAPE, the Canadian Association of Physicians for the Environment, has provided an extensive article on their website outlining their endorsement of a national cycling strategy for the diverse and far-reaching benefits that a more bicycle friendly Canada would provide for all. Read more here.
“A National Cycling Strategy is the holy grail of public health; the public policy the serves many public health goals with one investment. It is an investment that will pay for itself many times over in health care savings alone.”
Many municipalities and a few provinces across Canada have made solid gains towards making cycling on public roads is a safe and convenient choice for getting around. Progress is also being made towards a national cycling strategy that would provide both opportunities and consistency in guidelines and funding. Canada Bikes is the national nonprofit organization leading this charge. Working with stakeholder organizations across the country, they have developed a primer called Towards a Bike-Friendly Canada: A National Cycling Strategy Overview (pdf). That and more is on the Canada Bikes website.
“The document is inspired by long-established frameworks already in place in the most advanced and successful bike-friendly countries in the world. We hope you find it helpful in describing what a national cycling strategy could do for Canada and for all of us.”
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 our community of Brockville, like most cities, especially post-industrial centres struggling to rebuild, we have a socio-demographic cohort of those living with low income. These are the “invisible cyclists”, those for whom walking and cycling is a necessity rather than a choice. For various reasons they often don’t have an opportunity to participate in surveys, attend public information sessions, or have their voices heard in forums discussing better choices in safely getting around town for work, school, shopping and appointments.
Invisible cyclists don’t travel in packs, wearing brightly coloured Lycra outfits. They likely aren’t seen leisurely cruising the Brock Trail either. Rather, they are to be found at dusk or dawn, often on a cast-off bike, headed to or from work. Or coming home from shopping, or a few bags of groceries hung from the handlebars. Easy transportation and the ability to carry packages is an often overlooked yet simple factor in food equity.
One of the considerations in designing a network of cycling routes is that it be safe, convenient, and easily navigable by those of All Ages & Abilities. A cycling network that includes as key destinations workplaces, grocery stores, pharmacies, schools and so on helps to serve invisible cyclists.
Designing for “everyday cycling”, one of the design principles of Brockville’s nascent network, is an important aspect of supporting social equity that must not be overlooked.
Other cycling-related approaches which address social inequity around basic transportation could include installing a small bike share with four or five bikes at Community Hub locations, providing an easier way to get to and from the grocery store than walking. Another common approach is supporting the establishment and operation of a bike repair co-op or a “bicycle recycle” shop.
For a great article on invisible bikers, read here.
For a deeper, evidence-based exploration of how social equity factors into the benefits and challenges of active transportation, see this paper (pdf) from the Victoria Transport Policy Institute.
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.
An insightful academic piece published by the World Economic Forum explores the failing economy of our automobile centric lifestyle. The average private automobile in Canada costs $9,000 per year to own and operate and sits idle 95% of the time, and in Brockville carries 1.1 people on average. Our infatuation with automobiles kills people at the same time as it is killing our planet, and the author contends we are on the cusp of massive changes.
Here’s an interesting opinion piece from CNN’s Money editors exploring the role that bicycles are playing in the disruption of the transportation industry. In particular the author contends that fleets of shared e-bikes will disproportionately displace the use of automobiles in urban areas, noting that that already in many dense urban areas getting around by bike is faster than driving. Read more here.
An article published by the AARP under their “Livable Communities – Great Places for All Ages” banner enumerates ten ways that bicycle friendly communities are good for everyone. Yes, even those who may never get on a bike. While this may be yet another great summary of the ever-mounting evidence in support of the social, health and economic benefits, it goes a step further by linking the benefits to making a city more age friendly. Brockville, a city that to date has failed to be designated as bike friendly, walk friendly, age friendly or youth friendly could use some of this common sense. Read the article here.
As reported previously here, Belleville is a recent recipient of Share The Road’s “Bicycle Friendly Community” designation. This city of 49,000, divided like Brockville by the 401 and railroads, has a city council that understands and supports the economic business case for making the city more walk and bike friendly. The cycling facilities in their active transportation plan are being implemented at a quick pace. An article in the Intelligencer describes the current activity underway and the support that the plan is receiving. Also of note is the environmental study conducted for the city by their regional Health Unit. Among other things it is one of the few studies that has used the World Health Organization’s economic modelling to quantify and monetize the health benefits of small numbers of increased cyclists and activity in a small city.
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
Save the date! The 4th annual Eastern Ontario Active Transportation Summary will take place in Carleton Place on May 31st and June 1st. This annual event is a great place to learn about what’s happening in active transportation across the province and here in our region. Of special note this year is the number of significant provincial announcements including the provincial cycling network, the provincial cycle tourism strategy, a five-year commitment of provincial funding for cycling infrastructure and more.
Perhaps you’re a downtown business person, who wants to discover the economic potential of pedestrian and cycle friendly communities? Or a town planner, or staff person, wanting to learn best practice techniques for building a healthier town? Maybe you’re a resident that wants to be able to get around your community more easily and safely, on foot or on a bike. Come learn about simple concepts that make towns healthier, more vibrant, and stronger economically.
See here for more details including the agenda as it gets finalized.