Flat terrain and warm winters are well down the list of factors that contribute to how a community successfully encourages more people to ride more often, both for purpose and pleasure. Read more here.
Then check out the Triangle Ski Club at their open house on Sunday December 10th. The Club offers a warm clubhouse and well-maintained trails from beginner to challenging for cross country skiing, snowshoeing and winter fatbiking.
For directions and details, see the website here.
The municipal leaders in this video understand the health and social benefits of parks and trails, as well as their direct contribution to economic development – attracting and retaining businesses, talent and families.
Do your councilors understand? Ask them!
The Ottawa Valley region is one among many in Ontario tapping into the successful and growing cycle tourism sector. Their latest investment is route maps: “The cycling map can be used as a tool to draw cyclists from outside of the region to the area, which will support tourism in the area.”
Ask your favourite local/regional councilor why we’re not actively chasing this proven opportunity.
A generation ago, Vision Zero was launched as a systems-based approach to reducing traffic harm. The vision is simple – zero fatalities. The means are more complex – recognizing that people make mistakes that cause harm, and designing roads and traffic environments that minimize risk when mistakes are made. Vision Zero has been adopted as policy in leading European countries and many N.A. cities.
Sweden is now “Moving Beyond Zero” on the principle that eliminating harm is good, yet encouraging healthier behaviours and lifestyles is even better.
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.
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’”.
Heading out in Brockville and looking for a heritage walking tour, bike parking locations, park facilities or other features of our fine town? Well, the City’s growing collection of online maps may be just the thing you need.
Check out www.Brockville.com/maps for the full collection, in which you find useful gems like:
- Outdoor Brockville – a photo and map tour that shows all of the spectacular green spaces accessible to everyone.
- Heritage Tour – showing the locations and content of the over 50 heritage plaques around town.
- City Explore – look for streets, addresses, and points of interest, with some aerial views.
- Cycle Brockville – provides a map of the Brock Trail as well as all the bike parking locations in the downtown/waterfront area.
- Downtown Brockville – a directory and locator map for the downtown area.
And lots more, so go and explore!
Heading to Brockville’s waterfront this weekend? How about using your bike? Here’s how to do that. Whether you’re starting from in town or driving in with bikes and parking away from the downtown area, follow the Brock Trail (map here) right to the heart of the events. The Brock Trail provides an off-road family-friendly route.
After crossing the Tom Dailey Bridge behind the Mill Restaurant, in addition to all the bike racks and rings throughout the downtown area, you’ll find some large bike racks at the main Water Street entrance to Rib Fest, to which you can lock your bike.
Alternately, continue along Water Street to the Water Street parking lot where you’ll find bicycle parking under the big tent in the picture above. The tent will be staffed by volunteers from 8 to 8 on Saturday, and from 10 to 5 on Sunday, providing a supervised parking area.
Click on the map shown above to see a larger size picture which you can download and use. The map has been updated to show recently completed new segments as well as those currently under construction and soon to be finished, for example, the “401 bypass” route along central Ormond and Parkedale. Distances between waypoints, to the nearest 5 m, have also been added.
“Average Joe Cyclist” published an article on his blog that is probably the best I’ve seen when it comes to summarizing how best to transport tykes on bikes. “This post shows how to choose between front-mounted bike seats for kids; rear-mounted bike seats for kids; bike trailers for kids; tag-along bikes for kids; tow bars for kids’ bikes; longtail cargo bikes for transporting kids; bucket-style cargo bikes; and electric bucket-style cargo bikes.” If you ever had any questions about the best approach for your particular situation, check out the article 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.
It’s Bike Month across the land, the time of year when people shed heavy coats, get out their bikes and celebrate the return of warm days. The Share The Road Cycling Coalition reached out to communities across Ontario and gathered a collection of ideas published as “recipe cards”. These are all ideas that can be readily adopted and adapted by other communities to help encourage more people to ride more often. These 25 ideas span all ages and abilities, include rodeos, rides and wrenching, refresh with coffee stops and barbecues, set aside time for play as well as training, and much more. It’s about social, safety, snacks and smiles.
With the kind permission of Share The Road the collection of recipe cards is shared below as a PDF that you can browse or download. Many thanks as well to each of the communities named who contributed their ideas.BikeMonthRecipes2017compressed
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.”
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.
As the province responds to residents’ requests for broader and deeper investment in support of cycling as a convenient, safe and affordable way of getting around, the volume and variety of programs continues to grow. A new provincial website has been launched by the government to make it easier to navigate through, and find out more information about, everything that’s underway. That new site can be found at www.ontario.ca/page/cycling-ontario
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.
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.