Cycle Toronto has moved to a new address:
The other day I watched an excellent video of a presentation given by Kristian S. Villadsen of Gehl Architects. The presentation was part of a conference at McGill University, put on by the Montreal Urban Ecology Centre.
Gehl Architects is an excellent Danish firm that specializes in urban and public space design and architecture. The firm was founded by Jan Gehl, who wrote the classic Life Between Buildings, and subsequently influenced the design and development of many great features of Copenhagen, including the longest pedestrian street in Europe and it’s excellent pedestrian and bicycle infrastructure.
The video below is called Designing Streets as Public Spaces in Northern Climate Cities. The original post I found on copenhagenize.com, which I recently found out is the term used to describe the copenhagenization of urban spaces; that is, the redevelopment of urban spaces and streets to invite pedestrians and cyclists.
The presentation is about an hour long and well worth the watch. Enjoy!
**CLICK HERE TO PLAY VIDEO**
(Sorry, I tried, but couldn’t figure out how to embed this video)
Long time since my last post, but I have a good excuse. I spent the last two weeks preparing for my bike lane presentation in my land use planning class. Now that it’s over I can turn my attention back to the blog.
At the start of my presentation I handed out an informal survey to find out about the cycling habits of my class mates. And… the results are in. First though, a copy of the survey itself:
Now, for the results. There were 14 surveys filled out in total.
11 people do and 3 don’t.
2 people are utilitarian riders (i.e. commuting to work/school or for errands), 7 are recreational, 2 people said both, and 3 n/a (the three who don’t own bikes)
3 people cycle daily, 8 occasionally (ranging from very rarely, once a month, or once a week, to seasonally – not in winter), 3 n/a
6 people do ride on major streets, 6 people don’t, 2 n/a
9 people rated their comfort and safety level at 5 or below (0, 1, 1, 1, 2, 2, 3, 4, 5) and 4 people rated 6 or above (6, 6, 8, 9)
Everyone who answered this question (11) said that physically separated bike lanes would make them feel more comfortable and safe cycling on the road; additionally 3 people said bike specific traffic lights, 2 people said bike road signs, 1 said greater driver awareness
1 person answered yes (qualifying their answer that they bike back home in the UK, which has physically separated lanes), 9 said no
4 included safety, 6 included distance to work/school, 3 included comfort, 3 included convenience, 1 indicated that the city (presumably Windsor, ON) does not maintain the roads for bikes (e.g. pot holes and sewer grates)
The answers to this question were varied and included: shorter distance, dedicated bike lanes, driver awareness, and safety
For those who don’t own bikes only one person indicated that greater road safety would motivate him or her to buy a bike.
As for an analysis of the results, it was nice to see that most respondents own bikes and use them somewhat regularly. Not surprisingly, most people don’t find major streets to be very safe for cycling and would feel much more comfortable with physically separated bike lanes. Encouraging cyclists to ride for utilitarian purposes seems to be a matter of creating more bike lanes, dedicated bike lanes, and issues related generally to distances being too great for cycling over driving.
Thanks to everyone who participated in this survey!
Who said bike riding can’t be sexy?
True, Toronto is not on that list. But, Toronto did make honourable mention!
So who’s coming up fast from behind? What cities are – hopefully – soon reaching a level of mainstream urban cycling and therewith glorious Cycle Chicaliciousness? Three come to mind right off the bat.
So, congratulations to Toronto. (The other two were Montreal and San Francisco)
So, style it up Toronto and maybe you’ll find yourself on one of these sites soon!
Nothing gets Torontonians riled up like a good ol’ comparison to Montreal. (Is this rivalry even real?) But when we’re looking at how Toronto is progressing as a cycling city, perhaps it is fairer to compare it to Montreal than, say, Copenhagen or Amsterdam, both of which are pretty advanced in terms of their cycling infrastructure (not to mention a long history of an urban cycling culture). As far as Canada is concerned, Montreal is leading the pack.
Montreal is a good comparison to Toronto because the two cities share many of the same physical and geographical characteristics that are relevant to cycling: namely, long, cold and snowy winters, and hills. So, if Montreal can develop a good cycling infrastructure with these ‘impediments’, then so can Toronto.
In Montreal’s 2008 Transportation Plan, they set out proposals for improving their bike path system and cycling infrastructure.
The present system contains nearly 400 km of bike paths. It will double in size to 800 km within seven years.
In 2007, Montreal built a physically separated, right of way bike lane on Boulevard De Maisonneuve, which is right in the downtown. Here is a mock up picture from the Transportation Plan:
And another photo of the real thing:
Cyclists have the right of way over cars on the road, and Montreal has even started using bicycle traffic lights.
Within Montreal’s bike network, the city explicitly recognizes physically separated bike lanes. With the example of the Boulevard De Maisonneuve bike lane, the city showed how to build a safe bike lane on a major downtown road. In the Transportation plan, the city explains:
Bike paths with their own rights-of-way are completely isolated from vehicular traffic and primarily located in parks. On-street bike paths are physically separated from other lanes of traffic and thus provide greater safety for more vulnerable groups of riders (children, seniors and families).
Not only this, but Montreal recently embarked upon North America’s first large scale bike share program with the introduction of the BIXI (bike taxi) system. According to the New York Times, it is the continent’s “most ambitious bike share program”. This bike share program is designed for short distance bike rides, with 400 bike stations set up across the city, making available 5000 bikes. Take a look at this video for more on Montreal’s BIXI bike share system:
So, there you have it. Montreal is up to no good. I plan to do a little more digging to see what I can find out about how Montreal is managing to do an excellent job upgrading its cycling infrastructure. And, what lessons can be learned for Toronto.
I was looking around the Toronto Star website this morning for my dose of daily news and caught this article about the top five mayoral candidates. It introduces them, gives their background, and says a little about their position on different issues. Seems like bike lanes have become a real issue for this race, which is nice to see. Joe Pantalone appears to be the most supportive candidate of bike lanes in the City. But it’s a short article with few details. Below are a few screen shots from the article. (the writing is small; click on the pictures for a larger view)
Who they are:
And what they have to say about bike lanes:
Taking a break from the law for a moment, I’d like to switch over to some examples of what I mean by cycling ‘infrastructure’. Bicycle parking is always a concern, especially in cities where there are lots of bikes. Most often cities will use some kind of rack or post system to provide for parking. And, there are endless variations of bike parking.
In Toronto, the typical form you see on sidewalks and outside shops is the post and ring style.
In Copenhagen, the typical street level parking is a rack with rings. This allows lots of parking spaces in a small area. The important difference between the two is that in Toronto, bikes are locked to the post, while in Copenhagen bikes are locked to themselves using a specialized or regular lock to prevent the back wheel from turning. So the bike rack design in Copenhagen allows you to put your front tire in between the rings.
(credit: lindsey levy)
In addition to this type of rack parking, at busy places such as Nørreport station, which is Copenhagen’s busiest metro station, they use double level parking racks.
I recently saw an old post on Copenhagenize.com about an amazing new underground bike parking facility designed in Japan. Check out these two videos below.