“Around the world, countries marvel at the Netherland’s impressive cycling culture and infrastructure while an insidious “that would never work here” attitude prevents real change from happening. But the Dutch overcame many of the same challenges as other car-clogged countries, and their story is an important model for moving the rest of the world toward a more human-scale, bike-friendly future.” Continue reading “Building the Cycling City – The Dutch Blueprint for Urban Vitality”
With Sudbury adopting a “complete streets” policy, residents join the 85% of Ontarians who live in a municipality where complete streets are either provincially mandated or have been adopted by local Council. As in other cities with a complete streets approach, public roads are designed and reconfigured to safely serve all members of the public – all ages, all abilities, all modes of transportation, for purpose or for pleasure.
Brockville is not a complete streets community – in fact it’s instructive to ask a candidate for Council if they know what a complete street is.
Active Brockville encourages all forms of active living, from incorporating active modes of transportation into everyday living, to active recreational and competitive pursuits. An open water swimming area at St. Lawrence Park is currently in the proposal stage. This would be an area suitable for open water training or recreational swimming, protected from motorized boat traffic. If you are interested in seeing the draft proposal, helping to develop it further, or helping to champion this initiative, please send a “comment” with your email address (your email information will not be exposed) and I’ll be in touch. …alan
As cities increasingly move to make streets safer for all users, intersections often remain as the last challenge to be addressed. Increasingly, “protected intersection” designs adapted from Europe are gaining favour. This article from the Toronto Star describes the design elements, with a link to an educational video. Read more here.
This post is aimed at those who have some familiarity with the design and use of cycling facilities in various configurations.
“Cycling planning and design has evolved since the publication of the current provincial cycling design guideline, OTM Book 18. WSP in association with Alta Planning + Design, Share the Road Cycling Coalition, True North Safety and Marnie Peters & Co has been retained by the Ontario Traffic Council to review and update the current OTM Book 18. This update will build upon lessons learned, integrate global best practices, enhance route and facility selection processes and explore innovative design solutions.
“We are looking for your input on what changes and additions should be included in the update to OTM Book 18: Cycling Facilities, and how these guidelines can be improved as a resource for practitioners, municipalities and advocates. “
Two years ago, based on growing weight of evidence, Portland declared that by default all new bike lanes would be protected, that is, physically separated from motorized traffic, whenever possible. (Read here)
The evidence continues to mount not just in Portland but across North America that physically separating modes of transportation materially improves safety for all road users and provides a significant incentive for growth in cycling numbers. Portland’s response is to move to make protected bike lanes the standard and has identified more than 450 miles of city roads for upgrades. Read more here.
Ontario already leads Canada in adoption of complete streets policies. Fully 84% of Ontarians live in a municipality where complete streets are either provincially mandated or have been adopted by local council. Sarnia is about to move up to that level of competing for families, talent and new business when their council moves to adopt a complete streets policy this month. As in other cities, the complete streets policy will ensure that public roads safely serve all members of the public – all ages, all abilities, all modes of transportation, for purpose and for pleasure.
Here are two articles about walkable communities. The first article asks whether your municipality is demonstrably unfriendly for walking, featuring many instances reflecting what we find in Brockville (as in the picture above). Read first article here.
The second article is “The Complete Guide to Creating More Walkable Streets”. The guide offers a diverse array of approaches to planning and implementing more walk-friendly access for a large variety of common streetscape situations. The guide also has numerous links to more detailed case studies of each example. Read the second article here.
Brockville will be designing and approving an Active Transportation Plan this year. Stay tuned for the public workshops and be prepared to come out and collaborate in building a plan that will provide policy and guidance, leading Brockville to become a more walk-friendly community.
“The City of Vancouver has a vision to make cycling safe, convenient, comfortable and fun for all ages and abilities (AAA), including families with children, seniors, and new riders. An inviting and connected network of low stress “AAA” routes will provide a wide spectrum of the population
the option to cycle for most short trips.”
That’s the lead-in to Vancouver’s transportation design guidelines for cycling routes geared to those of all ages and all abilities. The city has a list of 10 requirements to be met in order for a route to be deemed “all ages, all abilities”. A PDF document describing those guidelines can be downloaded here. These guidelines provide a more holistic approach and go well beyond the basic network design guidelines adopted by Brockville City Council.
Vancouver’s guidelines will provide a good benchmark as Brockville’s Active Transportation Plan is developed this year.
For those who like to follow what’s happening in the leading, larger cities for practices that can be applied in places that are smaller and/or lagging way behind, there’s always lots to learn from Vancouver, Toronto, Calgary and Montréal. Vancouver’s journey has perhaps been the most successful across a broad set of measures. Fully 50% of trips in the City of Vancouver are made by bike, on foot, or by transit. A few notable highlights are captured in the images and you can read more here.
Planning is well underway to develop a province-wide cycling network to connect communities and destinations across Ontario. With input from stakeholders, communities, and the public, an initial network of primary cycling routes across the province has been identified.
Learn more about this project here.
Last week the province launched a new round of cycling initiatives, “Action Plan 2.0”, to extend, deepen and diversify the progress made under “Action Plan 1.0”.
The plan is based on Ontario’s cycling strategy delivered in 2013, “#CycleON“, reconfirming and extending the delivery of facilities, programs and services that encourage more people to get on bikes more often, for purpose and for pleasure.
Read the provincial announcement here.
Learn more about cycling in Ontario and download the cycling strategy, Action Plan 1.0, and Action Plan 2.0 documents here.
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.
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.
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.
City parks are increasingly being viewed as critical community infrastructure – the lungs of the community. Shared-use trails running through and connecting them are the circulatory system. Together, they provide life – the social, health and transportation means to a more vital city.
Do your councilors understand this? Ask them! The municipal leaders in this video certainly do!
Faced with complaints and concerns about neighbourhood speeding drivers and school zone problems like those in Brockville, here is one Ontario city’s innovative approach. Take this idea to your councilor.
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. http://movingbeyondzero.com/
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.