Action Plan 2.0 of the Ontario Cycling Strategy #CYCLEON has been published for public input on the Environmental Registry website as well as MTO’s website. The plan continues and strengthens program elements begun in Action Plan 1.0 (pdf), with continued emphasis on Engineering, Education, Encouragement, Enforcement, and Evaluation/Planning.
The proposed Action Plan 2.0 is open for public comment until March 7.
See here for the Environmental Registry page.
See here for the Action Plan 2.0 proposal (pdf) on MTO’s website.
Save the date: May 10 – 11. The 5th Annual Eastern Ontario Active Transportation Summit will be held in Brockville on these dates.
Thursday, May 10 will feature presentations, panelists and discussions revolving around how to create plans and projects and how to move them forward. This is of heightened interest this year, the first year of four for the Ontario Municipal Commuter Cycling Program in which many municipalities and townships throughout Eastern Ontario are receiving significant funding to help make our public roads more usable for all.
Tentatively, Friday, May 11 will be a morning session focused on cycle tourism – how our region can better gain from this fast-growing sector of the tourism economy.
Ontario’s momentum toward becoming a more bicycle-friendly province took a big step forward today with the announcement of funding details in the first year’s tranche of the Ontario Municipal Commuter Cycling Program (OMCCP). Brockville’s grant for 2018 will be $183,362.
A pedestrian crossover (PXO) is a signed and sometimes signal-lighted crossing of a road at a location that does not have a traffic light or stop sign to regulate through traffic flow. (MTO reference)
For those driving or cycling: When you see a pedestrian with intent to cross, which may be indicated by flashing lights, come to a complete stop. Remain stopped while people are in the PXO. You may proceed when the person walking has left the road.
For those walking: Press the beg button to activate the lights. Stand facing the crossing, optionally with arm pointing to cross the road. Wait for vehicular traffic to stop, then cross the road.
For those cycling along the trail: Get off your bike. See above “for those walking”. Riding across a crossover or crosswalk is illegal.
More PXO’s have been approved by Council and will be installed along the Trail at crossings on Henry St, St Paul St, Cedar St, Laurier Blvd at Bridlewood, Centennial Rd, and Perth St, with more to come in following years.
The two existing crossovers and those listed above are part of projects initiated and driven by the Brock Trail committee and cycling advisory committee working together. In 2018, the City will be undertaking an Active Transportation Plan which will then be approved and adopted by Council. The public workshops that will be part of the development of the plan will be the opportunity to come out and help identify the many other locations across the city where crosswalks and crossovers are needed.
“There have been big jumps over the last two decades in the number of Canadians cycling and taking transit to work, while the increase in car commuting, which remains the method used by most people, lagged behind the rate of population growth in major centres.
The new numbers are part of a release of census data that paints a picture of a country that is gradually changing how it gets around.”
The linked article from the NY Times describes a simple tweak used to modify the timing of signals and intersections such that those walking are less that risk from those driving and making turns.
The intervention is a reprogramming of signal timing such that the pedestrian walk signal is activated several seconds before the green light for drivers. This allows those walking to get a head start in the crosswalk making them more visible. The result is demonstrable less risk, especially from more aggressive drivers.
“The National Association of City Transportation Officials has highlighted the measure — called a “leading pedestrian interval” by traffic engineers and urban planners — as a best practice in its urban street design guide, saying that it is one of the ways that “effectively decrease crashes and save lives on our cities’ streets.””
This signal tweak is one that any city, large or small, can use with benefit.
And, yet again, this is a clear example of how small cities, late starters like Brockville especially, can gain by following best demonstrated practices in larger cities.
Brockville’s official plan, like any other, declares that public roads exist to move people and goods.
A current and comprehensive transportation plan, which Brockville does not have, would then go on to stipulate the relative priority given to different modes of transportation and then go into some detail on the current and future transportation network of the city. Cities usually define the modal priorities as pedestrians, then cyclists, then transit, with private automobiles last.
The linked article describes how the city of London England has greatly improved the overall efficiency of their transportation system by designing and implementing roadways that match their priorities. This includes designated bicycle highways as well as facilities on shared roads. When people are offered choices they perceived to be viable as well as safe then more rational outcomes result.
In London, the result is a system in which cycling proves to be five times more efficient than driving, without even considering the associated health and environmental benefits.
Looking for a way to enjoy the crisp blue skies and winter delights with friends and family in the great Canadian outdoors?
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.
The City of Vernon, BC, population 40,000, easily exceeds Brockville in terms of the pickup truck centric lifestyle core to a large cohort of residents. Yet despite that, Vernon’s city council and staff understand the economic development and other benefits as they join the competition to “create more livable and desirable communities”. Like Brockville, they’re a long way from being walk and bike friendly; however, they are on the path. Read more here.
Canada’s Chief Public Health Officer, in her just-released report, calls for better design and delivery of supports and infrastructure for active mobility in our built environment as one key and immediately actionable way to stem the growing twin scourges of obesity and inactivity. These are gateway conditions leading to diseases that sap quality of life, raise health care costs, and drain economic productivity.
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.
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.
Those of us who live in slow-starter small cities rely on the larger cities and their deeper resources to figure out what works really well and what doesn’t, and to measure and publish their results. Cities like Seattle, Portland, Minneapolis, Montréal, Ottawa, Toronto, Vancouver, Calgary, Edmonton and others have all got great stories to tell. In this short article, New York City’s Department of Transportation summarizes the results of a multi-year investment in cycling facilities, revealing some stunning yet not surprising numbers over a five-year period, including a 50% increase in regular cyclists and an 80% increase in cycle commuting.
Read the article here, or download the report PDF here.
Ontario drivers who put others at risk, especially those walking or cycling, risk losing their privilege to drive, paying much steeper fines, facing jail time, and earning higher demerit points that come with years of higher insurance premiums. Of special note, convictions for distracted driving will incur escalating penalties up to a 30 day license suspension, $3,000 fine and 6 demerit points for 3rd conviction. Failing to stop at a pedestrian crosswalk, crossover or school crossing will earn you a $1,000 fine and four demerit points. Continue reading “Ontario Introducing Tougher Penalties For Bad Driving”
In Lanark County the Council of Smiths Falls is making an important first step toward joining Mississippi Mills as a bike friendly community. Town council has approved an initial priority list of cycling infrastructure projects as part of an application for provincial OMCCP funding. Read more here.
As Doctors for Safe Cycling point out in this recent article in the Toronto Star, “Cycling is very effective in promoting good physical and mental health, and it’s infrastructure like protected lanes that makes widespread bike use possible.”
StatsCan reports that fully 41% of Canadians over the age of 12 are at least occasional cyclists now, and cites the evidence that, “The health benefits of physical activity, including cycling, are widely recognized. In an era when nearly a third of children and youth and just under two-thirds of adults are overweight or obese, cycling for leisure or transport is a valuable form of exercise. Cycling is also good for the environment ― commuting by bicycle helps to alleviate road congestion and noise pollution and reduces emissions.”
It’s time for Brockville to join the 21st century and work to become bicycle friendly. There will always be naysayers and NIMBYs who fight to keep streets unsafe, children at risk and property values depressed, but it’s time to move ahead and create a better Brockville.
At it’s regular monthly meeting today, Brockville’s “Finance Admin, Operations” standing committee received an update from John Taylor, chair of the Brock Trail committee, reviewing progress to date in completing the trail. While there is lots of work left to do, progress is significant, as anyone walking or rolling around town knows. Of special note, for every $1 spent by the city, the Brock Trail committee has raised an additional $2.46 from grants, donations, and in-kind. To date, expenditures total approximately $1.4million, the equivalent of 28 “jobs created” (a.k.a. “FTE-years”) as tallied by economic programs. The update is attached below.
At it’s regular monthly meeting today, Brockville’s “Finance Admin, Operations” standing committee passed, unanimously and without discussion, a motion enabling the City to apply to participate in the Ontario Municipal Commuter Cycling Program (OMCCP), and to develop an active transportation plan as the first project. The cycling advisory committee passed motions last week endorsing this action. Today’s item goes to full Council next week as part of the consent agenda. The report to FAO/Council is below:
At its next meeting on July 13th, it’s expected that the City’s cycling advisory committee will pass motions endorsing Brockville’s application to participate in the Ontario Municipal Commuter Cycling Program, and recommending development of a cycling master plan for the City.