In Winnipeg, city planners are looking at ways to make cycling a more attractive option for commuters. Fewer stop signs for cyclists eyed While changing traffic law to allow “Idaho Stops” would have to happen at the provincial level (same as in Ontario) there has been another idea put forth. The report suggests:
“Reducing the number of unwarranted stop signs on streets identified by ATAC will improve the efficiency of these routes for cyclists as well as reduce unnecessary vehicle stops, reduce fuel consumption and emissions, reduce traffic-noise levels and may promote overall compliance at stop signs in general”
Of course, this doesn’t sound like a good idea. Removing stop signs will increase traffic speeds and is likely to attract more motorists than cyclists. Streets without stop signs are highways something Winnipeg resident Dan Prowse elegantly points out:
DEAR EDITOR:
Reducing stop signs on routes preferred by cyclists “to reduce unnecessary vehicle stops, reduce fuel consumption and emissions, reduce traffic-noise levels” (Fewer stop signs for cyclists eyed, March 5) makes sense if you are thinking about cars. If you are actually thinking about saving fuel, reducing emissions and reducing noise, or if you are actually thinking about the interests of cyclists, which was the reason for the City of Winnipeg transportation report, the decision is absurd. The proposed approach would only attract more cars to use routes favoured by cyclists making it more dangerous to cycle.
The quoted report doesn’t want to treat bikes and cars differently. But that is the whole point — bikes are different. Cycling is three to 10 times more space efficient (in road use and parking space) and 100 times more energy efficient. Being energy efficient means no fuel, no emissions and essentially no noise.
I became a convert to active commuting almost 40 years ago in Toronto based on the superior mental and physical condition of my retirement-age boss who walked to work. Since then, I’ve mostly walked but also run, cross-country skied and biked to work. In the last year, I’ve become an all-season cycler, commuting to downtown Winnipeg.
With modern technology, winter cycling is no longer a miserable experience.
I’ve got cheap clothing that keeps my skin warm and dry, studded tires, amazing LED lights with lithium batteries that will light up signs two blocks away at -30C and hi-tech goggles. I, with two or three dozen other co-worker cyclists, would have to be the president to have a better parking spot. My route is relatively safe. My commute times are often better than a car and shorter than the bus. My commute is as scenic as a holiday. In winter rush hours, it is a delight biking under bridges on the river trail from Churchill High School down the Red River and up the Assiniboine compared to driving over those bridges.
What’s not to like about biking? More frostbite risk in biking than walking. It takes the city a couple of days to plow the cycle/walking path from Osborne to the Forks. There aren’t enough safe routes to keep bikes and cars apart. Most drivers are very considerate but probably only professional drivers appreciate how big a safety zone cyclists need.
About 75 per cent of regular cyclists stop for winter, not because of the cold, but because there are insufficient safe routes.
We can fix those things, but only if we treat bikes differently than cars.
It’s taken me about 40 years of trying out commuting options to figure out what Apple, and before them, Sony have demonstrated so well — elegant solutions to human needs that are space and energy efficient married with good technology are winners. Let bikes work.
UPDATE the 2nd: The Toronto Star is really digging in to this story!
Traffic cops powerless to enforce bike lanes
Keeping lanes clear may take higher fines and more ticketing power
… three main obstacles for parking enforcement officers trying to enforce bike lanes.
One, there’s no specific bylaw. Smith can’t track how many tickets are issued to cars sitting in a bike lane because such tickets are bundled with any others handed out for parking in a no-stopping zone.
Next, the fine is too low. Last November, Yvonne Bambrick of the Toronto Cyclists Union made a presentation to the Toronto Police Services Board, asking for tougher enforcement around bike lanes.
She wants the $60 fine for cars that cross a solid white line to enter a bike lane to be doubled to $120, which is closer to the $100-$150 fine charged for parking in a fire route or a handicapped space.
“We’re told to stay as far right as possible, then we’re forced to swerve into traffic,” says Bambrick.
Her suggestions were passed on to the city manager. Councillor Adam Vaughan, a police board member whose ward includes the convention centre, says council should be discussing a bike lane bylaw by the spring.
“Ticketing is the only way to do it,” said Vaughan, who said the discussion would include the possibility of raising the fine.
Smith also sees it as a major problem that parking enforcement officers are required to ask drivers to move before ticketing them. Most will just pull away if they see an officer approaching their illegally stopped car.
The constable, who is on the Cycling Advisory Committee, thinks parking officers should have the power to immediately issue a ticket to any car parked illegally, and to have the ticket stick even if the car leaves. That’s a recommendation police have made several times to the province, which has said only that it will consider changing the “drive away” ticketing rules.
A few weeks after getting my G2 driver’s license, I was on a trip through Guelph when I made a huge mistake. Even though I saw the flashing yellow lights and painted yellow stripes on the ground I blew right through a pedestrian controlled crossing. My passenger gave me a pretty good scolding, “How could you be so ignorant?” “Why didn’t you stop?”
I was later forgiven and thankfully I didn’t run anyone over. I don’t know why I didn’t stop. My hometown didn’t have crosswalks like this but that’s certainly no excuse.
Years later I moved to Toronto and, as a driver, it felt like there were pedestrian controlled crosswalks everywhere. I was always on the look out, careful not to drive through when the lights were flashing, careful even when they weren’t.
Pedestrian Crossovers (as they’re called in Toronto) allow pedestrians to cross safely under flashing lights at areas that do not have stop signs or traffic lights. There’s one on Christie Street at Fiesta Farms that gets a lot of use and for the most part drivers approach this crossing slower than they drive through other intersections in the area.
Now that I’ve ditched my car, the pedestrian crossovers I felt were everywhere have seemingly disappeared. Probably because the space between them takes just seconds to cover in a car yet on foot the time and space in between is much longer.
In fact, I’ve noticed that pedestrian crossovers are few and far between on roads where they would get the most use.
Along Bloor, between Bathurst and Spadina, there are only 2 pedestrian crossovers. One at Brunswick and one at Walmer and both at intersections with traffic lights. Yet, the distance from Bathurst to Brunswick is 300 metres. Now, that may not sound like a large distance, but consider that to cross from one side of Bloor to the other is only about 16 metres, well, who is going to walk an few extra hundred metres to get to the nearest crosswalk?
As anyone who’s traveled this strip in the very popular Annex area knows; most people will simply cross where they want. There is ample space to add more pedestrian crossovers here. There is certainly demand from the thousands of pedestrians who shop and live in this area, so why then aren’t there more crossovers? Well, when you design a city around cars and not people, just like much of Toronto has been, the answer becomes clear. Here arterial roads are for moving cars, with as little delay as possible.
As a cyclist I believe pedestrian crossovers can work to our advantage. On a busy street such as Bloor I’m constantly scanning parked cars to avoid door prizes, shoulder checking to see who is going to pass on my right and keeping an eye out for pedestrians who can pop up in the narrowest spaces. The more pedestrian crossovers along a stretch of popular road, the slower the cars will drive (for the most part) and the more predictable pedestrian crossings become. Yet, this isn’t how the city of Toronto handles streets that have a demand for more pedestrian crossings.
Take for example the intersection of Northumberland Street and Dovercourt Road just north of Bloor Street:
Bloor Street is just a little further south, out of frame at the bottom of the above image.
This intersection is one where pedestrians want to cross. The city knows this and instead of installing a pedestrian crossover, we get a sign. Yes, Bloor Street is where pedestrians are expected to cross:
Cars and trucks tend to speed along here. Impatient drivers heading north from Bloor floor it after waiting at the lights and take the bend in the road at pretty intimidating speeds. Exactly the recipe for disaster when pedestrians are involved:
Why then isn’t there a pedestrian crossing here? Why not slow the cars and trucks down and make this street safer for pedestrians and cyclists? Why, instead, has the city ignored the bull in the china shop? Of course, the bull is asked to watch out, there are children around:
Bike lanes seem to be hogging the headlines in Toronto these days, but I want to know why there aren’t more pedestrian crossovers? Wouldn’t these be an easier sell to the neighbourhood residents who probably want little more than to just cross the street without running?
As all Toronto cyclists know, crossing over rail tracks can be intimidating at first. Over time, you build up your confidence and begin riding along Queen or King with ease. And, just sometimes, you stop paying attention long enough and the tracks take you down. And this can really hurt.
In Seattle, it seems that one awkward rail crossing has become quite the hazard. Here’s how they are dealing with the problem:
Helping cyclist navigate train track crossing is great. But, is this much paint and that many signs really necessary?
And this one is in ALL CAPS, which we all know is YELLING!
To be fair, this is only temporary while the city redesigns the area and the crossing.
My French is pretty terrible, but the visuals in the video blow are certainly clear enough.
While many could see this as why cycling is dangerous, I believe that this video illustrates the need to re-imagine city streets and change a collective attitude concerning public space. In Toronto, I have noticed that drivers will rarely double-park. They will drive up on sidewalks, block bike lanes and park on the grass, but never will I see someone block in another car. How messed up is that logic? How disrespectful is that behaviour? And how much does this illustrate that a hulking mass of steel and rubber can dominate our public space?
Cycling is not a dangerous activity. Unattentive, selfish and careless individuals make our public spaces dangerous for everyone.
The College Street bike lane is quite possibly one of Toronto’s most used. Hundreds, if not thousands, of cyclists use this east/west bike lane to go to work, school, shop or simply get across town. Unfortunately, this bike lane is also a perfect place to let your car idle while you quickly run into one of the many shops and businesses that line this busy street.
The bike lane starts at Bay Street at its east end. In the image above we see a cyclist using the lane, a parked bicycle and another cyclist peaking into a window, a nice little slice of daily life.
Heading west, we pass the long intersection of University Avenue. And we find our first bike lane parker. Sure, a delivery truck may only park for a few minutes at a time… many times a day, every weekday… oh I guess that adds up:
Moving further west, we see things are as they should be at Henry Street:
But then we spot a van on the south side of the street just east of St. George:
A little further west and it’s another white truck, only this one is much larger:
On the north side of College, east of Spadina, the bike lane ends as the road narrows. On the South side we see the bike lane makes the perfect place to park or wait for your next fare:
Even when not parked in the bike lane vehicles pose a risk… watch out for the “door prize”:
Just because you’re making deliveries in the bike lane doesn’t mean cyclists can get by you… you just make it more dangerous to do so:
Another delivery truck, another squeeze out for cyclists:
Delivery trucks could use empty parking spaces, but, since they don’t buy parking permits they could get a ticket, better stick to the bike lane:
As we continue our trip we see things get back to normal:
Parallel parking also poses a risk. Sure, it is a temporary risk that does come with the added benefit that cars are equipped with reverse lights, so you know they’re coming. I assume this car was waiting to park:
But after we pass by and look behind us, the car is still there and the way is perfectly clear. Possibly they are just very slow parallel parkers… hopefully:
On the south side it looks like a biker has met with a cyclist:
Is this a stand-off? I’m not sure what’s going on here, but that biker is quickly outnumbered:
And I bet you thought only parcel delivery trucks used the bike lane… All cube-shaped trucks are welcome of course:
And just a few more metres beyond Euclid, it’s delivery time:
And then we reach the end of the bike lane as College narrows and on-street parking is a must:
For cyclists using the College Street bike lane, I’m certain that the above images come as no surprise. The fact that the Google Street View car was able to capture this many bike lane parkers in such a brief amount of time shows just how prevalent this illegal activity is.
I’m at odds over fixie culture. Sure, it’s great that bicycles are receiving so much attention from young trend setters (or followers, be that as it may). But, laying a big skid mark isn’t really a “trick” or “cool.” Maybe, when I was 5, sure, skids were cool. But now, when I know that skid just significantly reduced the lifespan of a $50 or more tire… well, waste isn’t “cool” in my books.
And, when it comes to racing through traffic and ignoring all rules of the road… give me a break. As someone who has been involved in “extreme” sports for more than 15 years, I can tell you that if what you’re doing poses major risks to people who are not involved with you… then your behaviour is simply reckless and irresponsible. I may have put my life on the line for a stunt or two and been kicked out of more spaces than I can remember, but not once was anyone other than myself at risk of serious injury. When you blow between cars and act like the road is your own personal obstacle course this isn’t “sport,” it’s foolish.
That said, this commercial for Hutchinson tires is really pretty:
Make your voice heard and show your support for more cycling infrastructure in Toronto:
Bikeway Network Event Public Notice
Date: Monday February 1, 2010
Time: 6:30 p.m. – 9:00 p.m.
Location: Metro Hall, 55 John St. Room 308-309
The objective of this meeting is to get community input on proposed new downtown bikeways that the Transportation Services Cycling Infrastructure and Programs group is working on for 2010.
Topics will discuss concepts and criteria for new projects, including:
• 2010 bicycle lanes
• Rush hour sharrow bicycle markings on streetcar routes
• New bicycle lane intersection treatments at signalized intersections
• Locations for bicycle boxes at intersections
• Updates on the West-End bikeways project
Participants are invited to attend for a brief presentation and question period with City Staff from 6:30 – 7:00 p.m. From 7:00 p.m. – 9:00 p.m. the floor will be open for the public to view maps, talk to staff about projects, and submit comments and suggestions.
Recently, Scientific American released a much talked about article stating that in order to assess the “bikeability” of a city, you simply count the number of women on bikes. The conclusion is that the safer the city is for cycling, the more women you’ll have on bikes.
In Canada, women make up just 30 percent of cyclists and in Toronto under 2 percent of the population choose bicycles as their main transportation choice. Needless to say, we’ve got a lot of work to do.
To make cycling a more “attractive” option for women in the UK, campaigns are popping up that place emphasis on looking good while cycling. However, is this the only concern keeping young girls off their bikes? Sarah Phillips says, “no.”
Campaigns to get women cycling seem to focus on how to look good over other concerns. Is this really all girls care about?
Posted by Sarah Phillips
Teenage girls don’t ride bikes. Or so says the Darlington Media Group, who have set about trying to rectify the problem with a campaign to get young women cycling.
Several years ago, the National Children’s Bureau published research that revealed that on average, boys cycle 138 miles a year and girls only 24 miles. This still rings true. Christie Rae, 16, from Newcastle told me: “I do have a bike, but I don’t really use it. Only sometimes in the summer when my friends and I cycle round to see each other. I don’t know many girls that do, actually.”
Darlington’s project began with the production of a documentary called Beauty and the Bike, chronicling a trip made by a group of teenage girls to Bremen in Germany, where they met their cycling-loving peers and found out about the joys of the open road. It all sounds slightly twee, but addresses the important issue that girls tend to get to a certain age and it’s no longer the done thing to get about by bike.
I have every admiration for such attempt to get women enjoying the numerous benefits of cycling, but what is frustrating is the focus on appearance that is often so integral to said schemes. Aside from the title, BATB, which incidentally has been used for a similar scheme in the past, Darlington’s site makes it clear they are keen to address the important issue of remaining fashionable while cycling. But as I recall, it was an overprotective mother that stopped me from spending too much time around the bike sheds in my teenage years, rather than any personal concerns over the way I looked.
Another offender is the site Bike Belles, run by the otherwise excellent charity Sustrans, which encourages women of all ages to take up cycling. One helpful section dedicated to beauty tips provides such gems as: “Use waterproof mascara when it’s raining on your bike, and take a powder compact for a quick refresher on arrival.” Admittedly, I write as someone who occasionally arrives at the office sporting a minor oil slick on my face, but I sincerely doubt that women are so image conscious that this is what is stopping them. As many a female cyclist will confirm, it is more hassle than it’s worth looking attractive while travelling by bike.
Aside from fashion tips, the beauty bikers and belles both voice concerns over the lack of decent cycle lanes and safety issues that make our roads a wholly unappealing prospect. Those two are serious issues that would put inexperienced riders off, and are much more worthy of a campaign to get people, regardless of gender, on their bikes.
These days, a bicycle is often deemed road-worthy not by its level of safety, but simply by how it looks and functions.
Would we have “bicycle shaped objects” like those available at the big-box stores we love to hate if there existed a safety certification program ranking bicycles for safety?
The above photo was taken on Roncesvalles. The bicycle was locked with a rusty chain that was more than likely as old as the bicycle itself. Not much else remained on the bike to hint towards its origins, but this “Safety Check” sticker sure brings about many questions.
Was this sticker just a marketing tactic used to appeal to the want of having a safe bicycle? Or, was this sticker a requirement at the time. I’ve read that the city issued licence plates back in the 1950s after the bicycle was brought in to an officer who would then inspect the bicycle for safety. Although I haven’t found much else on what requirements needed to be met in order for a bike to be deemed safe.
On second thought, maybe this bicycle is even older than that. The peach basket on the rear rack could indicated that this bicycle was once owned by James Naismith… although I didn’t check to see if there was a hole cut in the bottom.
Do you know more about this bicycle or bicycle safety checks? Share your stories in the BikingToronto Forum
In Winnipeg, city planners are looking at ways to make cycling a more attractive option for commuters. Fewer stop signs for cyclists eyed While changing traffic law to allow “Idaho Stops” would have to happen at the provincial level (same as in Ontario) there has been another idea put forth. The report suggests:
Joe T.
Duncan H