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City finally proposes Peter/Beverley connection and, meh, they can do better

There will finally be a public meeting to look at the City's planned connections of Peter Street to Beverley bike lanes. It really should have been part of the main public consultation for Richmond and Adelaide--in fact, the City promised it would--but it's only now quickly been announced as a separate meeting, just one week before the actual time.

Staff are frustratingly proposing just one option for connecting the two streets, and it's not the best option (the best would have been John St). They propose installing a contra-flow bike lane and move the traffic light at Queen to the other side of Soho, but won't consider changing the configuration of the roadway (such as the great example imagined by Dave Meslin a while back).

So staff are proposing the easy option:

I made the image a while back to show that Peter was inferior to John (the streets, that is).

They could have been creative with this (I don't know if they seriously considered it):

Can staff get away with offering just one option? I thought it was part of the Richmond-Adelaide Environmental Assessment, which would require the City to consider various configurations, including the "do nothing" one. Maybe staff decided it was easier to just pretend that it isn't.

So here are the details:

Thursday, March 6, 2014. 4 to 9 p.m.
Alexandra Park Community Centre,
105 Grange Crt. (follow Grange Ave. west of Spadina Ave.)

And this is what they're proposing:

Phoebe Street

  • Installation of a westbound-only contra-flow bicycle lane on the north side of the street, from Soho Street to Beverley Street, to allow the street to function in both directions for cyclists.
  • The existing one- way operation of the street will be maintained for motorists.

Soho Street / Peter Street / Queen Street Intersection

  • Painting of northbound and southbound shared lane pavement markings (sharrows) on Soho Street to connect Pheobe Street to Queen Street.
  • Traffic signal modifications to the Peter-Queen Street signal, to incorporate Soho Street into the intersection, which will function as a combined signalized intersection (no changes to roadway alignment are proposed).

I do like that they're also proposing a contra-flow for Stephanie which will still help cyclists get to/from John, but after this announcement they revised their proposal and shortened the contra-flow so it ends at John instead of McCaul in order to protect--you guessed it--precious parking.

Stephanie Street

  • Installation of a westbound-only contra-flow bicycle lane on the north side of the street, to allow the street to function in both directions for cyclists.
  • The existing one-way operation of the street will be maintained for motorists.

I'll accept it if this is the best we can get, but I do think we still have time to get something better. Ask the staff to consider moving the roadbed through the empty parking lot to meet up with Peter straight on. Get them to continue the Stephanie contra-flow the whole way. And demand that we also get Simcoe protected and connected (with traffic lights) all the way from Dundas to the waterfront. It's the only direct route in the area.

There's still time to get something better.

Council votes to allow e-bikes in Toronto bike lanes

In a controversial decision City Council has voted to allow e-bikes--both the regular-bike-looking and the e-scooter with vestigial pedals--in the bike lanes of Toronto. Council overturned the decision by PWIC which declined to allow the electric scooters in the bike lane. E-bikes are still banned from using trails and protected bike lanes. (Photo by Martin Reis)

Councillor Denzil Minnan-Wong's surprise motion barely passed with 21-18 votes. A few councillors were absent but it wasn't clear which way they would vote. Cycle Toronto, which had taken a strong stance on the e-bikes by stating that only "pedelec" should be allowed in the bike lanes, was caught off-guard by the motion.

A pedelec is similar to bikes in terms of speed and bulk, whereas an e-scooter is similar to a moped.

E-bikes is a controversial topic with people falling on either side of Cycle Toronto's stance, saying it was either too harsh or not strong enough. I trust my readers will not disappoint by being just as diverse. This is what Cycle Toronto said:

  • We’re supportive of e-bikes as an alternative to larger, less environmentally friendly motor vehicles, especially for people with impaired mobility.
  • We welcome Recommendation 1 to allow power-assisted bicycles which weigh less than 40kg and require pedaling for propulsion (“pedelecs”) in multi-use trails, cycle tracks and bicycle lanes.
  • But we’re concerned about Recommendation 2, which would allow electric scooters in all painted bicycle lanes across the City.
  • We support the MTO and Transport Canada addressing Recommendation 4, to split the existing power-assisted bicycles vehicle category into e-scooter and pedelec type vehicles, before the City considers the recommendation to allow them to drive in bicycle lanes.

Even though there is no crash data on e-bike/bike collisions, it's a valid concern. On the bright side, e-bikers, though still few in number, are potential allies in a fight for better cycling infrastructure. I'm not sure if that will make this decision palatable for most bicyclists.

Winter gives cyclists the middle finger. Show it who is boss

After a few milder winters, this winter has been particularly tough. A hardy few bike throughout the winter but even they have limits. As I write this the snow is thickly falling and only a few brave souls can be seen biking or walking.

The cold is actually manageable; bundle up and you'll do well. But the thick snow turning into ice on the sidewalks and roads makes it dangerous. This winter has been especially tricky with a freeze-thaw-freeze cycle that has turned much snow into hidden ice. Avoiding this ice buildup, I believe, is possible. If only the City cared enough.

When it snows the City usually lets people continue to park their cars at the curb on most of our major arterials. The result is a whole stretch of snow that isn't being plowed now does it have a chance to melt from the sun.

I took the picture on a day after a snow event. The snow fall was manageable and much of it melted with an application of salt and sun. Yet stubborn bits hung on for existence under parked cars and soon turned to ice.

During rush hour the lane is clear but the ice forced all cyclists into a lose-lose situation; either ride over the ice and risk life and limb or ride far to the left where the drivers get confused and angry. Dealing with the latter is probably safer but it still forces cyclists to deal with some drivers trying to make a "point" by cutting in as closely as possible. One friend got clipped by a mirror by such a driver. I try my best to just listen to a podcast and try to ignore them.

What can the City do about it? Banning winter would be great (climate change?) but unworkable. City Council has directed staff to "report to the Public Works and Infrastructure Committee on the creation of a network of snow routes for Toronto's bikeway that receives priority clearing and that this report recommend what changes, if any, should be made to route signage."

That's a start, but many streets, such as Queen, King, Dundas, aren't officially part of Toronto's bikeway but still have many people biking.

What might help those people is a recently passed change in the City's by-laws. In December City Council passed a snow clearance plan, which grants the General Manager of Transportation Services—currently Stephen Buckley—the right to prohibit parking on designated "Snow Routes" (map) throughout the City during "major snow storm conditions". Most major downtown streets are designated "Snow Routes", some have bike lanes, many have streetcar tracks. The ability to prohibit parking on snow routes previously only rested in the Mayor.

The by-law Municipal Code Chapter 950, Traffic and Parking specifies that when 5cm of snow falls the General Manager or the Mayor may declare a major snow storm condition and prohibit on-street parking for up to 72 hours.

The City of Ottawa already had a bans overnight on-street parking when the forecast predicts 7cm+ of snow. I think they ban it overnight to give snowplows a chance to clear the roads. Even better is Toronto's approach of prohibiting parking day and night. In practice, I imagine the staff are quite reluctant to enforce this rule, which explains why we've still got problems like the photo above.

Maybe today is a great day to test this new power, Mr. Buckley.

Toronto protected bike lane strategy: study, discuss, repeat. Meanwhile Ottawa just builds them

Ottawa actually builds protected bike lanes. In Toronto we like to think and talk about it a lot.

Peter got an explanation of how it works in Ottawa from a friend, Alanna Dale Hill, who is an assistant to Ottawa councillor, Mathieu Fleury. Ottawa decided that they could build protected bike lanes on Laurier Ave without an environmental assessment. Meanwhile, Toronto's Transportation Services decided that the lanes that City Council had approved in June 2011 for Richmond and Adelaide required a costly EA. But just when the EA was set to be completed they decided they should also do a pilot project (but only along pieces of the planned project).

The Richmond/Adelaide EA is costing the City millions and four lost years during which they could have implemented a pilot project as originally planned. Ottawa was able to do a much better evaluation with real data rather than speculating from a model. And now Ottawa has a protected bike lane with very little fuss.

What is Toronto's fascination with costly studies while other Canadian cities just build? Even when City Council approves bike lanes Transportation Services has found a way to make those approvals precarious.

According to Alanna:

The Laurier SBL did not require an EA. The City’s interpretation of the requirements is that the re-designation of an existing General Purpose Lane (GPL) to a reserved lane is exempt and also that the construction or operation of sidewalks or bike lanes within existing rights-of-way are also exempt. Temporary changes to capacity (such as construction detours) are also exempt and the project ran as a pilot for 2-years which was considered a temporary condition.

No repercussions for Ottawa going ahead without the "proper" studies. So what is Toronto, Canada's largest city, afraid of?

Tricking out omafiets with essentials. Or keeping the romance alive

My life partner Heather has a one-speed omafiets (Dutch for grandma bike). When she rides it reminds me of Queen Beatrix of the Netherlands on her bicycle. Being upright she looks practically regal.

Statue of Queen Beatrix, not Heather

The only problem with this particular omafiets—at least for Canadian weather—is that it only has a coaster brake with which to stop, which can make cycling on icy downhills sometimes tricky. While a coaster brake is the height of simplicity—just pedal backwards to stop—it can lock up the back wheel if someone really steps on it.

So for Christmas I put together a front wheel with a rollerbrake (yes, I know, I'm such a romantic). So now she's got two brakes with which to stop. A rollerbrake's mechanisms are all internal (like coaster brakes) so it requires less maintenance and isn't affected by the weather like regular rim brakes. Even with wet rims the bike stops just fine.

Just perfect for city cycling.

I actually didn't set out to lace together a wheel. I couldn't find anyone locally who was selling a complete wheel with rollerbrake for this oma fiets. So I had to put it together myself with help from Hoopdriver and Urbane to get the steel rim, spokes and hub. I had also looked at Dutch Bike Bits. Curbside might also have had what I needed since they sell Dutch bikes.

Here's the result. Just in time for icy roads.

Turned out quite nicely if I do say so myself.

Bike wheel sizing is esoteric to say the least. Older Dutch bikes use the ETRTO 635 wheel size and I could only find the 622 built up with Sturmey Archer drum brakes on Dutch Bike Bits. The 622 standard is the same as what is commonly (at least with bike geeks) referred to as 700cc.

Once Hoopdriver and Urbane got me all the parts (rim, hub, rollerbrake, spokes, brake lever), I used Sheldon Brown's handy tips for wheelbuilding. I've built wheels a couple times before, so it may take some practice if you haven't done it before. It can be a nice, relaxing experience if you've got all the right parts.

There are actually people at machines in Asia that can quickly lace up and true millions of wheels a year. But what's the fun in that?

Sheldon Brown's wheel.

The bike in its full glory. Note the magnificent basket. It can carry so much stuff that I feel guilty for not putting one on my bike. The basket and rack came from Curbside.

Dr. Monica Campbell, champion for people on foot and on bike

Welcome to 2014! May we actually get some real, protected infrastructure this year!

At the end of last year I ruffled some Vehicular Cyclists' feathers by posting this: Avid Cyclists as policy makers are going extinct and they've no one else to blame but themselves (I still stand behind my analysis though I would probably now use the more accurate label of "Vehicular Cyclists" to better reflect the ideology and not just people cycling in car traffic because they have no other choice). Buried in the controversy was my mention of Dr. Monica Campbell, Director of Healthy Public Policy at Toronto Public Health, who had won an award at the 2013 Toronto Bike Awards.

(Photo: TCAT. From left, Dr. Monica Campbell, Nancy Smith Lea of TCAT)

Dr. Campbell is no Lance Armstrong. This is something which Vehicular Cycling seemingly holds as a prerequisite for a transportation planner - as in "If we all just rode at top speed all the time and never made errors then we'll be perfectly safe in car traffic". She is not that kind of expert, but one who knows how to bring science to the transportation planning profession; a profession that has notoriously avoided dealing with most injuries, deaths and health impacts such as obesity and asthma that are a direct result of our car fetish society.

The Toronto Centre for Active Transportation, who presented the award, describes Dr. Campbell's work thusly:

Dr. Campbell has city-wide responsibility for ensuring the development of evidence-informed public policies that best protect the health of Toronto residents. She was selected by a majority vote of the TCAT steering committee for her leadership in demonstrating the link between active transportation and health and for spearheading numerous evidence-based initiatives within Toronto Public Health to improve the safety of cyclists and pedestrians in Toronto.

Under her leadership, Toronto Public Health has been producing reports such as the recent report "Improving Safety for Bicycle Commuters in Toronto" and has become more active in creating safety guidelines for cyclists and pedestrians (something which you'd think would have already been a higher priority for Transportation Services).

Some of the safety items that Public Health is pushing for, for which most cyclists will be pleased to have:

  • making construction zones safer for cyclists
  • stop using bike lanes for "storage"
  • review the "Watch for Bikes" by-law and improve it
  • advocate for side guards on trucks (only the feds can implement this but have been dragging their feet for years)
  • improve safety of cyclists at intersections

Her work, I think, is a signal that the underbelly of our municipal government is slowly understanding the new reality where fighting obesity and improving the safety and the comfort level of citizens is more important than obsessing about making cars go faster. Thank you Dr. Campbell for helping to make Toronto more equitable, safer, healthier and more fun in 2014.

Challenging the City for foot-dragging on downtown north-south route

The saga for a north-south route continues as the City drags its feet on planning safe intersections. John Street bike store, Urbane Cyclist, isn't taking it lying down.

The City first decided to ignore cyclists in the John Street EA. This was accomplished by fudging the numbers so that it looks like a lot fewer cyclists took the route when in actuality it's a key north-south route for people biking from Beverley. The City pretended that the cycling mode share was a solid 2% no matter the time of day, weekday or weekend. Very suspicious. When activists did their own count (I helped) and showed that rush hour mode share for cyclists was much higher (over 30%!) the City was forced to revise their numbers.

Still, the City forged on with the plan to "pedestrianize" John Street (while not actually excluding motor vehicles), making the street much less useful as an effective route for cyclists. Particularly when John will be closed off for the many events taking place at CityTV. Urbane Cyclist and Don Wesley petitioned the Province to ensure that the EA properly accounted for cyclists. The Province denied the request saying that the City was working on alternatives:

I understand that the City will be undertaking a separate Class Environmental Assessment study for cycling infrastructure in the (east-west) Richmond/Adelaide corridor. This study includes consideration of north-south cycling options from Beverley Street to the waterfront. [emphasis mine]

The City promised that proper cycling routes would be created on Peter and Simcoe.

Now that the Richmond/Adelaide EA is well underway, it continues to be unclear if they plan to actually build a connected north-south route with safe and effective intersection crossings. Urbane Cyclist, through lawyer Ian Flett, has notified the City that they're concerned that it hasn't kept up their end of the bargain.

According to your schedule, you intend to address “intersection treatments” early in the New Year. Our client is very concerned that this important aspect of the study has been left so late.

The public meetings on November 18, 19 also addressed Peter and Simcoe Streets, but noticeably didn't address any intersection treatments. Of particular concern is how cyclists are going to get from Beverley bike lanes to Peter bike lanes, and also how cyclists are to cross busy intersections on the Simcoe bike lanes without any traffic lights. Some of the documentation even suggests that the intersection treatments will be left to the "future". If that's the case, it's anybody's guess when we'll get a connected, complete north-south route.

It's unclear what Councillor Vaughan thinks of this. Vaughan included Peter and Simcoe in his office's own Ward 20 bike plan. My email a couple weeks ago to Vaughan hasn't been returned yet.

Avid cyclists as policy makers are going extinct and they've no one else to blame

At the recent Toronto Bike Awards, Dr. Monica Campbell won the TCAT Active Transportation Champion of the Year. Monica worked in Toronto Public Health to put a "health lens" on transportation planning.

Monica is a leader in cycling issues but she is not an "avid cyclist". She only started cycling after BIXI Toronto launched. She has the perspective of someone who is interested in cycling but uncomfortable in heavy, fast traffic. In this way, Monica reflects an ongoing evolution of leadership in cycling infrastructure.

Who are "avid cyclists"? Here's a clue:

Some surviving avid cyclists (source), the three on left are members of the obscure but semi-powerful National Committee on Uniform Traffic Control Devices Bicycle Technical Committee (John Schubert, John Allen and John Ciccarelli, members of NCUTCDBTC, and New York bicycling advocate and planner Steve Faust), critiquing New York's cycling infrastructure. I don't think NYC asked the committee for permission before building those protected bike lanes. So if these guys are no longer driving the agenda, I guess that makes them backseat drivers.

Such avid cyclists—many of whom can often be seen wearing cycling-specific gear and can be heard saying phrases like "Take The Lane" and "Cyclists fare best when they act and are treated as drivers of vehicles"—are increasingly being surpassed by a different breed in policy circles.

The NCUTCDBTC, for their part, have approved a handful of bike symbols to be used on roads (like bike boxes that cities were building anyway) but for the most part have disapproved of the strong push for protected bike lanes and more "European" cycling infrastructure.

By the nature of their minimal-intervention philosophy that appeals to only a tiny minority of the population, the avid cycling leaders are putting themselves out of a job. Instead, it's people like this who are changing the game:

Mia Birk as Portland Bicycle Program Manager led a transformation of Portland into one of the bike-friendly cities in the United States. She's now a principal at Alta Planning & Design, a leading bicycle planning firm that also happens to operate many of the bikesharing programs that have mushroomed across North America.

And also...

Janette Sadik Khan is the current head of NYDOT who revolutionized bicycle and pedestrian planning in New York and helped to spur on a nationwide push for better bicycle infrastructure (Photo: Momentum Magazine). She also was one of the key leaders in creating a new nationwide NACTO bike planning guide for transportation planners. They had decided if they couldn't change the highway planning agencies from the inside, they'd just set up their own. There were no transportation planning guides or committees in the US that permitted protected bike lanes, so the NACTO guide is now a competing guide in North America and one which the more ambitious cities will first turn to for advice.

Sadik-Khan, seen here with former US Secretary of Transportation Ray LaHood and Congressman Earl Blumenauer, launching the NACTO guide.

Evolution in local leaders

Increasingly these policy makers are not the gear heads, "avid" cyclists and the road warriors - the survivors when everyone else stopped cycling. I'll happily put myself in the category of a reforming avid cyclist.

Instead the leaders are increasingly women and men who are intensely interested in making cycling (and walking) safer for their families. In Dr. Campbell's case, she had only taken up cycling when BIXI Toronto was launched. And after being hit while using BIXI, has worked to make cycling safer. The result is that Toronto Public Health is now starting to "invade" the domain of the male-dominated Transportation Services by getting them to consider safety. Duh. To the average person as well as to Public Health it doesn't make sense why this isn't already a prime concern for the engineers.

(I'd be remiss if I didn't mention that there are actually a handful of female cycling planners who have also done great work in upsetting the applecart.)

I think there is a clear correlation of the increase in cycling, increase in safer cycling infrastructure and that the policy makers and leaders are increasingly women. And the avid cyclists/road warriors are making themselves extinct.

Corrections: Sadik-Khan is the soon to be the former head of NYCDOT. In the top photo only the left three are committee members. I made the source of the top photo more explicit and added the names of the people in the photo, instead of just linking "avid cyclists" to the source. And yes, not all avid cyclists have new bike gear, just the majority. I've removed this line "I don't imagine she's got the gear: no special shoes, padded shorts, stretchy fabric." because I think it's just a distraction from my message.

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