Archive for the ‘bicycles’ Category
A free public lecture from SFU Continuing Studies and The City Program
How Transportation Affects the Essential Qualities of Life In Metro Vancouver
Thursday, 30 April 2015 7:30 PM at SFU Segal School of Business
Transportation connects us to our community, our place of work and our friends and family. The way transportation infrastructure is designed and the modes of transportation that we have access to impact our lifestyle and our health.
The lecture reviewed some of the evidence from other jurisdictions, but focused primarily on the findings from the My Health My Community project that surveyed 28,000 Metro Vancouver residents in 2013/14.
While there are clear dividends in health for active transportation users, current transit infrastructure does not equally benefit all communities in Metro Vancouver. Access to transportation widens opportunity and is a significant equity issue in Metro Vancouver.
This lecture was in collaboration with the 2015 ITE QUAD Conference, May 1-2 at the Pan Pacific Hotel, Vancouver.
It is fortunate that the text and illustrations that were used for this lecture are all available on line. I noticed that several people were trying to photograph the illustrations used, but that turns out to unnecessary too.
The talk was preceded by a presentation by Dale Bracewell, the Manager of Active Transportation at the City of Vancouver. He started by stating that Vancouver now designs its active transportation projects to meet the needs of all ages and abilities. The overarching goals are set by Transportation 2040 but that includes the interim goal of 50% of trips by walk, cycle and transit by 2020. The City has set itself objectives in the fields of Economy, People and Environment. The active transportation program fits within the People category and the Healthy City Strategy, which has a four year Action Plan. Walking and cycling are now the fastest growing transportation mode which reflects Vancouver’s high Walk Score. A panel survey is conducted annually with the City’s Health Partners.
Walking has increased by 19% while the collision rate has fallen by 20%. The collision data also needs to be seen within the context of the City’s Vision Zero. Cycling has increased by 41% while collisions have fallen by 17%. It is clear that the safety in numbers effect is working. Vancouver has installed a series of automated bike counters. He had a set of graphics which I have yet to find but the data is available as a large pdf spreadsheet.
This is the counter at Science World which now has the biggest count – even greater than the Burrard Bridge
The counters show cycle use growing between 7 and 15% over the last year. The Lion’s Gate Bridge now equals Hornby and Dunsmuir, even before the new safety measures for cyclists have been introduced.
Hornby Street still moves as many vehicle now as it did before, simply because the two way separated bike lane replaced on street parking. There are still 14,000 cars a day, but cycle traffic has increased 50% to 2,700 per day. At the same time there are 5,000 people on the sidewalk, with pedestrians showing a clear preference for the side with the cyclists rather than the parked cars. The street is now moving more people overall.
He also added a plug for an upcoming conference in Vancouver next year pro walk pro bike pro place September 12 – 15, 2016
Dr. Jat Sandhu is the regional director of the public health surveillance unit at the Vancouver Coastal Health Authority. He stressed that his remarks are his own personal views.
He started by contrasting the experience of driving a car in congested traffic on the Sea to Sky Highway with that of riding a bike on a path next to the North Arm of the Fraser River – the stress of the former versus the relaxation of the latter. He grew up in Hong Kong and described his boyhood commute to school from Stanley to Kowloon: and one and half hour combination of buses and ferry to cover the same distance as the Canada Line from Richmond Brighouse to Waterfront.
He cited the work of Larry Frank at UBC who has published the all embracing literature review on health and transportation, looking at physical activity, air quality, mental health, injuries and equity. “Urban Sprawl and Public Health”. He also pointed to USC study of the Los Angeles to Culver City Exposition LRT which reduced daily vehicle travel by households of between 10 to 12 miles a day which a 30% reduction of CO2 emissions.
It is known that daily physical activity helps maintain a healthy weight, reduces the risk of chronic disease and grants a 40% reduction in the risk of premature mortality. Yet only 40% of the population meet the recommended activity levels. Obesity is now overtaking smoking in the mortality race. Physical inactivity is a large part of the problem as shown by a study of commute time against obesity in Atlanta GA (Am J Prev Med 2004). He also pointed to the lack of transit equity citing the Next Stop Health study in Toronto.
The My Health My Community survey covers the entire area covered by Fraser Health and Vancouver Coastal Health. What makes Canadians sick? 50% of the time “your life”.
The study asked respondents 90 questions about their socio-economic status, health, lifestyle, healthcare access, built environment and community.
The transportation report on Metro Vancouver released last week is the first of a series of reports from this data, intended to inform the discussion of the transportation plebiscite in this region. It draws from the survey responses from residents of the region – which is a subset of the survey mostly conducted on line, but with supplementary paper surveys to ensure adequate coverage of ethnic minorities. It covers only those over 18 years of age. Its target was a 2% sample which may seem small but is much better than the 0.5% sample of the typical transportation survey. Census data to neighborhood level was used to ensure a representative sample. It was a one year process, and results have been weighted to correct for age, gender, education and geography. Of 34,000 respondents, 28,000 live in Metro Vancouver: 80% of those make daily trips for work or education.
55% car driver or passenger
Only Vancouver, New Westminster, Burnaby and the City of North Vancouver have over the Metro Vancouver average for active transportation modes.
I think the two maps are perhaps the most useful representations I have seen especially since they also map the Mayors’ Council’s proposals. What I think would be immensely more useful is a map of the non-active modes with the road projects that have been built in this region in the last ten years or so. While Dr Sandhu points to the goodness of fit of the proposals to correct some of the grosser transit inequities of this region, I think a map of “motordom” showing how the widening of Highway #1 (ongoing) the increase of traffic speeds on the Sea to SkyHighway, the impact of the South Fraser Perimeter road and the increase of capacity along Highway #10 through South Surrey, as well as all the various interchange improvements financed by development (200 St and Highway #1 for instance) as well as the Golden Ears Bridge and the new bridge over the CP yards in Port Coquitlam vastly overshadow anything that might happen as a result of the Mayor’s plan. I do not have the technical competence to produce such a map overlay myself, but I do hope one of you does.
By the way, the originals of these maps are huge: click on them to enlarge and see the details.
Among some of the other results he quoted:
The median commute time is 30 minutes: for car users it is 25 minutes and for transit 45 minutes. He said that reducing travel time for transit users should be a target, though absent the data on distance I am not sure that actually tells us much. To some extent, people choose how long they are willing to travel – and for some, such as West Coast Express users – the travel time will be viewed in a positive light. However, as a selling point for the Yes side in the plebiscite “Less time in your car, more time in your community” works well.
The determinants of transit use include age: the two biggest groups are 18 to 29 and those over 70. In both cases there is often a financial incentive for transit use (UPass, concession fares). 14% of transit users have a chronic health condition which he said points to the need for more HandyDART, which is included in the plan. There is a 50% higher transit usage by ethnic minorities – except for South Asians – with the highest usage among recent immigrants – who of course are not eligible to vote. Neither, come to that is Dr Sandhu. Only 75% of respondents are Canadian citizens. Transit use decreases with increases in income.
He also produced a graph showing municipalities by commute mode and the incidence of obesity. He said the correlation coefficient (r²) was 0.99 [which as far as I am concerned is unheard of].
He also showed the WalkScore map of the region – which I wish I could find on line. The web page I link to is not exactly what I was looking for!
The current transit infrastructure does not equitably benefit all communities. This is a social justice issue as it impacts access to education and employment. The proposed investments will be positive in this regard. The greatest health legacy of the Olympic Games was [not the creation of his position] the Canada Line. Metro Vancouver is 4th in transit use in North America, only behind the very much larger populations of New York, Montreal and Toronto. We have a relatively small population of 2.5 million and thus “do not have the same tax base”.
Q & A
1. A question about the aboriginal use of transit which seemed to be explained by lower income and the availability
2. Some people use different modes for the same trip on different days: walking or cycling in good weather for instance. Or more than one mode during one trip. The reply was that the choice of mode had been “collapsed down” and respondents were asked to pick their primary mode
3. A technical discussion of the sample compared to household survey which replaced the long form censu s
4. A question about income which produced the response that the City of Vancouver saw similar levels of active transportation across the city, but immigrants were more economically active than the population in general – a reflection of federal immigration policies.
5. Do people realize how walkable their neighborhood really is? Don’t we need more education?
The study helps the Health Authorities feed information into the OCP and community partners, as well as their interactions with nonprofits and school boards
6. “I have not heard the word Translink used. Is there going to be more bus service?”
7. Eric Doherty pointed out that just increasing bus service shows diminishing returns without a greater commitment to bus priority. He also mentioned feelings of superiority when he rode on a bus to the ferry and passed all those car users stuck in congestion.
I responded that bus priority measures are one of the most cost effective ways of improving the attractiveness of transit, but requires a level of enforcement not so far seen here.
Gordon Price was really impressed by the cycling data. There’s nothing like a few good figures to destroy some long held misbeliefs.
The health study simply confirms what we have long known, but seem reluctant to act on. My own views on this were set out in a post in published earlier this year. I want to acknowledge the recent promotion of that post on Twitter by Brent Toderian which has had a very significant impact on my WordPress statistics.
The talk was in a larger room than usual, and was linked to the ITE Quad conference, but was poorly attended. The discussion was really rather muted.
As far as I am concerned there is no more to be said about the new bike route from the Burrard Bridge to Jericho Beach.
This video is stunning. And you have to bear in mind while watching it that this project is the one that Councillor George Affleck has committed to tearing up if the NPA is put back into power at City Hall at the upcoming election.
“…when it comes to building bike culture, North American cities tend to use their (chiefly ineffectual) neighbours as a yard stick, rather than measure themselves against far braver European cities like Paris, Seville, and Barcelona. Sadly, their myriad successes are seen as unattainable; their urban areas far more willing and able to embrace change. Quebec, meanwhile – with its own cultural heritage, identity, and language – is simply too “foreign” to figure into the daily consciousness of this continent, and somehow ends up lumped in with the rest of Europe.
Three years later, all of that is changing,.. people [are waking] up to what is undoubtedly North America’s cycling capital. Montréal now regularly tops lists of the most bicycle-friendly cities on the continent, and is often named one of the top twenty cycling cities on the planet. Their secret is (slowly) getting out; their compelling story is being told, and it is inspiring romantics, such as myself, to demand better than the half-baked policies, poorly-connected facilities, and dismal, single-digit mode shares officials and advocates have accepted for far too long.”
Chris Bruntlett does something very clever. He has been taking photographs of people cycling in smart clothes “cycle chic” – he may not have invented the term but that’s how it came to my attention. I tried to do something similar while in Italy: it is not as easy as it sounds. I was was going to write about what they do for cyclists in Rome and Florence – but that all came out too negative. Cycling is, of course, forbidden in Venice.
Quebec City has long been on our bucket list. Montréal I once visited for work purposes back in the early nineties: I was not impressed then. Obviously I need to go again now.
This is the third, and final, instalment on my trip to Italy. And, as is common to blogs, it’s backwards, in that Rome is where our trip began.
On the way from the gate where we got off the plane, to the baggage carousel, there were all kinds of the usual retail opportunities that airports offer, and, indeed, depend upon. One of them was for the mobile phone company TIM, that internet research had shown to offer the best value for what I wanted. I bought a SIM card for my smart phone. It cost me 30€ ($46.87) of which about half was prepaid for calls, and the rest for 2G of high speed data (and unlimited low speed thereafter) and unlimited texts for the month. I think. The clerk’s English was barely adequate and all the documentation is, of course, is Italian. I was given documents to sign, and I though I was saying I did NOT want adverts by text. But it was the reverse. I got a daily barrage of incomprehensible offers by text from TIM the whole month. But now I was not dependent on wifi, and could access the internet anywhere. My phone also has Word Lens that is supposed to translate signs and stuff, and was almost entirely useless. I needed something to translate the translations. More than once I was glad of the data link to access Google Maps and sort out not just where we were but what direction we ought to head off in. It also meant that when I booked our trip to Venice, all I had to do was show the conductor on the trains the automated text message the FS system had sent me.
We were picked up from the airport by prior arrangement, and the journey into Rome was one of the scariest experiences I have had in a motor vehicle short of actually being in a collision. Afterwards we solemnly abandoned any thought of renting a car in Italy.
This is on the street where we rented an apartment. This car is not pulling out of a side street. It is parked. It is not unusual to see cars parked on the corner. They more usually park at an angle. The corner is usually the only place where there is a space to park. As pedestrians, we found that we were always taking what in a Canadian context would be very risky activity. If you wait at the curb, cars do not stop. You have to step into the traffic to show you are serious about crossing. Even then, motorcycles and scooters will simply weave around you as you cross. Fortunately many roads are narrow and often parked up on both sides. Most urban areas have one way streets, which result in much faster speeds.
Testaccio used to be part of the ancient Roman port facilities. It was redeveloped at the end of the 19th century as an industrial area with workers’ housing, and hosted the city’s slaughterhouse.
The river was prone to flooding, and the embankment process greatly reduced access to the waterside. Look at the height of the embankment and imagine that imposed on the Richmond dykes: or the waterfronts of Vancouver. Rome had to face floods every spring as it is surrounded by mountains – as we are. The rich lived on the hills: the ghetto regularly got flooded. That changed at the end of the nineteenth century for them. I suspect that it will have to change for us too, and in much shorter order than we are currently contemplating.
Trastevere, on the other side of the Tiber, has this two way cycle and pedestrian trail. I was lucky to be able to catch a cyclist actually using it. The Lonely Planet Guide has this to say about cycling “The centre of Rome doesn’t lend itself to cycling: there are steep hills, treacherous cobbled roads and the traffic is terrible.”
We saw several of these stations, but never any bikes. The only information I can find on line is entirely negative. There were no bikes in 2011 either. Lonely Planet does not mention bikesharing.
Ancient Rome is still in the centre of the City and most is unrestored ruins. This is the Forum – a view taken from Il Vittoriano. What is very noticeable about this view of the Eternal City is the amount of tree canopy, and the absence of modern high rise buildings.
There is a connected network of these streets across the Centro Storico.
I would like to see greater use of these barriers to car use in more cities. Robson St might be a suitable candidate, with trolleybus activation of barriers/signals.
Our neighbourhood had seen some traffic calming with this protected bike lane, and bumpouts for pedestrian crossings. Though you will note the pedestrian taking the more direct, diagonal route across the intersection. I did not actually see anyone use the bike lane, but I admire the vertical stanchions along the curb to prevent any danger of dooring.
There are many famous public spaces in Rome. Below is Piazza Navona – which was at that time the subject of some dispute between the authorities and the artists who rely on the tourists for their living.
Others are very impressive spaces, but seem to serve very little actual purpose. Or perhaps had one once that has now been lost.
This is Piazza del Popolo, once the site of public executions. At least they managed to keep it clear of traffic unlike the similar Place de la Concorde in Paris.
We did use the two line underground Metro. There is a third line now under construction, but progress is slow possibly due to the huge haul of archaeological material uncovered whenever you dig anywhere in Rome. It was reliable in some of the worst traffic disruptions, but not actually pleasant to use due to the crowding and the persistent presence of piano accordion players – some very young children. Begging – and demanding money with menaces at railway stations – is a real problem. We prefer surface travel, but one trip on Tram Number 3 from Piramide (near our apartment) to the Modern Art Gallery at the other end of the line took all morning! Trams do have some exclusive rights of way – but they often have to share them with buses and taxis and seem to have no ability to affect traffic signals.
There are two “albums” on flickr of public transport in general and trams in particular. Rome used to have an extensive tram network, but unlike other cities never abandoned it completely and has upgraded some lines in recent years with modern low floor articulated cars and reserved rights of way. Route 8 through Trastevere is one the better efforts. Our local service, route 3 along Marmorata, was curtailed during our stay due to track maintenance. We did best by choosing some of the designated express bus routes, which simply stop less often than regular services, rather like the B Line. Bus stops in Rome have very detailed information on them about services – but rarely have real time information. And the sale of bus maps is a commercial activity, not a public service. In the event of service disruptions, having a smart phone was no help as no information was available in English.
We did a lot of walking in Rome. There are lots of parks – Villa Borghese for instance, which is no longer an actual villa just its gardens. And we were next to one of the nicer neighbourhoods, Aventino, sort of a Roman Shaughnessy. So we saw a lot of a relatively small area, and not very much of the rest of the city, apart from one trip out of town to Ostia Antica (fantastic) – and on a our return an overnight stay in Fiumicino, which is not really worth visiting if it were not for the airport. The biggest issue was the tourists. Many more people are travelling these days, especially those from Eastern Europe who were once forbidden to travel but can now afford to do so. They all want to go to the same places, so the Spanish Steps, Trevi Fountain and Mouth of Truth are beseiged all day. Rome of course still attracts pilgrims. If you are not one of those avoid the Vatican on Thursday mornings when the Pope addresses the faithful in St Peter’s Square and the Colosseum on Mondays when it is one of the few sites that is open. And if you have the guide book and it promises you “secrets” you can bet your life every other tourist has the same guidebook in their own language and is headed the same way. How else to explain the line up to peek through the keyhole of a locked door on a monastery – to get as glimpse of the dome of St Peters, more easily seen from a park a few metres away?
It has been a while since I have written anything under this heading. We just returned from a trip to New York. Given all the press attention it has received, we could hardly ignore the new bike sharing system known there as citibikes after its sponsor. (In London people refer to them as “Boris Bikes” rather than “Barclays Bikes”). I visit New York quite a bit as my son lives there, and have got to know my way about Manhattan. I have also now visited Queens, Brooklyn and Staten Island too: the Bronx I am saving for later. As with Paris, my first instinct was to try and get everywhere by subway, but I soon learned its limitations. “The only way to get across town is to be born there.” Like most visitors, there’s a lot of walking – and “flaneuring” – too.
A lot of people got very upset when these stations started appearing. I think they are neat and tidy, but what they seemed to do was take away that precious commodity – on street parking spaces. In fact, very few people can actually use on street spaces, since there are so few of them and much of the curb space is needed for deliveries. All over Manhattan much space is taken by large black limousines and SUVs waiting for passengers (livery cars are an important part of the transportation system but are not taxis). The price of off street parking is of course ridiculous – and much traffic is simply circling looking for an on street spot.
I am writing about my experience and this is not intended as a detailed critique of the system. There is plenty on line about how to use the system, but as usual the PR folks have made the process look a lot easier than it is in practice. It is not just a question of sliding in your credit card. There are a number of screens that you have to go through and on line forms to fill in. One good thing is that the screen accepts CA as the country code in default of a zip code. That is not possible at other terminals, like ticket vending machines at subway stations – or self serve gas pumps. My partner found that after going through the entire process it simply failed – something we also experienced in Paris. I managed to use two different credit cards for two separate bikes: I think you can register more than one bike at a time, but this seemed easier if we wanted to use them at a docking station later.
Getting the bike is simple. Having completed the registration process, you get a five digit code to punch into a dock – the buttons are on the left hand side – and a green light comes on to tell you to take the bike. This is time limited. Returning is equally simple. Push the front wheel into the dock until the green light comes on.
As you might expect, there are times when the stations are full of bikes – which makes it easy to rent hard to return. Equally we would have used the bikes more often but either the station was empty or not co-operating. We saw one man with a citibike key fob that he could put into the dock, but it refused to give up its bke. And that would have left only one for the two of us. I did not feel like using my card in a system that was behaving like that, but maybe the bike had been reported damaged. Yes, you can do that (“notify us by pushing the white wrench button on the top of the dock”) I do not recall seeing that very useful tool in Paris.
I strongly recommend the use of a smart phone or tablet to find bikes and stations. Like car2go it is not exactly essential but makes life a lot easier. I would also, like car2go too, not rely on the system exclusively. You will still need a Metrocard, and do not neglect the ferry system either. The Staten Island ferry is free, and the East River ferry only $4, which is still great value.
Contrary to the instructions, these bikes were simply left while the people who had rented them went and looked at the carousel in Central Park. If they had been stolen while they were in there, it would have cost them plenty. Even citibike say that for protracted periods, conventional bike rentals are a better deal. Since it costs $9.95 for a 24 hour pass, it is actually cheaper to rent if you do not intend to make a large number of trips. The first thirty minutes do not incur an extra fee so you can keep swapping bikes – but then you have t be able to find them when you need them. We would have got much more use out of our membership if bikes had actually been available when and where we needed them.
While we were looking at a bike station near Central Park, we were approached by a sidewalk salesman for one of the bike rental companies, offering a very attractive deal. And, this being New York, you could always try haggling.
We also saw bike share in Denver. Interestingly this one is sponsored by Kaiser Pemanente one the larger HMOs
We did not use this. Partly because it was so hot, but also because there is a free bus shuttle through downtown, which we used a lot, and everything we wanted to see in the two days we were there was within walking distance
The weakest component on the Velib bikes in Paris is the seat adjustment. Denver has adopted a much more robust approach
That has been my view for a long time – but the title is taken from a “Friday Feature” in the Richmond News. Although I no longer live there, I still find that I go there quite a lot. The airport, picking up parcels from couriers who did not find me at home, car servicing, the doctor … the list is quite long. I have not tried to get there by bike. Though it would be straightforward enough, and with bike racks on buses, easy to avoid Vancouver’s hilly bits. But if I am going to use transit anyway, why hamper myself with a bike? We also still like walking on the dyke. And at one time we used to put the bikes on the car rack and go further. I am not sure why that has not been happening of late. I feel a Bicycle Diary coming on but I will leave that for later.
Richmond ought to be great for cyclists as it is as flat as a billiard table. There has long been a cycling committee there – and I am afraid that they have not achieved very much. If you remove the use of the dyke – which is much more about recreation than transportation – then there is actually not much cycling in Richmond. It is still very much a car oriented suburb and what facilities there are, were grudgingly conceded. Or pushed by the availability of funding from Translink or extracted from developers. Few bike lanes – lots of sharrows. And one or two paths shared with pedestrians and unpaved.
There is a pretty fair summation in the News piece. It would not have gone amiss to have pointed out that the No 3 Road lane was separated and raised – for some of its length, but ruined by incompetent paving and never corrected. The best example of arterial road reorganization is still Williams Road. For much of its length the traditional four lanes of traffic has been reduced to two with a centre turn lane and bike lanes each side. This gets altered at intersections, with no priority for bikes, and actually improves traffic flow, just as separated bike lanes have done in Vancouver. It also should stop on street parking – but is not well enforced.
The biggest issue for me is that after twenty years of “demonstration” it has not been replicated and should have been. Critical intersections like Granville at Garden City, or Shell at Hwy 99 remain diabolical for cyclists.
The News does not expect much to change any time soon and I think they are right. The City Council is very secure and is unlikely to face any great challenge at the ballot box, so smugness rules. They will not change and no-one seems likely to make them.