I C H

Cycling advocacy polarized: vehicular cyclists against those seeking cycle-friendly infrastructure

While doing research on another cycling-related topic, I came across a somewhat dated article by Avery Burdett on vehicularcyclist.com entitled Bikeway Activists in the Wrong Lane, versions of which were published in the Ottawa Citizen, October 20, 1998, and the Kitchener-Waterloo Record, November 25, 1998. Disturbed by it, I was about to link to and comment on the article on ICH's facebook page, but quickly realized I had more to say on the topic than a status update would allow.

Before I get into what bothers me about the article, let me say that there is much we can learn from vehicular cyclists to make cycling safer. Indeed, CAN-BIKE training, which I was fortunate to receive recently and hope to pass on as an instructor, is largely based on the work of John Forrester, the American father of vehicular cycling. Furthermore, since I view CAN-BIKE courses as great training in defensive riding, not unlike that offered by good commercial transport companies to their drivers, training that not only gives students a good understanding of the Highway Traffic Act and how cycling is addressed therein, along with other related legislation, but also teaches them about traffic dynamics and cycling principles (there are many), bicycle type, fit and inspection; handling skills; crashes and collision avoidance, etc. I would love to see such training incorporated into the elementary school curriculum, beginning in grade 3 or 4, and made a mandatory part of driver training.

But vehicular cyclists, as a more or less organized group, have become too entrenched in their position, their heels dug too deeply in, to see other ways of moving forward. Their argument, as put forward in the above article and elsewhere, has some validity, but only, I would argue, within the current culture.

Our roads were initially improved because of the Good Roads Movement launched by cyclists in the 1880s and 90s. With the sudden rise of the automobile, and especially its mainstream affordability after WW2, the roads improved at the behest of cyclists became increasingly designed around the automobile. Cycling was quickly relegated to a transportation option for the poor or a recreational and sporting activity for the privileged. The ensuing culture obsessed with and built around the automobile, though it faced brief challenges during the oil crisis in the 70s, created a transportation system wherein the automobile reigns supreme. Everything is designed around it, from highways and expressways to downtown streets, alleyways, entire residential neighbourhoods, and even parks and recreation areas. In such a culture, where the Highway Traffic Act has included (left intact from earlier times, perhaps) wording that classifies the bicycle as a vehicle under the law, yet has left little space for it in its design of infrastructure; where the balance of power is immensely skewed in favour of motorised traffic; where automobile/bike collisions are largely blamed on the cyclist, underinvestigated, or quietly ignored; in such a culture the arguments of entrenched vehicularists make some sense.

What vehicular cyclists (as a movement) don't seem to see is that we (the infrastructure/design/culture advocates) are advocating for a shift in the balance of power in our transportation systems. We are advocating not just to be allowed on the streets, to be given a little bit of space with traffic so we can run with the bulls, but indeed to change the culture and the design of transportation and urban design. Painted lines are a meagre start, I'll agree, and they may indeed inconvenience motorists, provide them with the notion that cyclists belong in the confines of the bike lane, and even provide some cyclists with a false sense of security leading to taking greater risks, but they are a start. Where we hope our culture will get to, where we hope the transportation system will move to, is a place where all modes of transportation are at the very least valued equally and provided for accordingly in infrastructure design. In such a culture, and such a transportation system, examples of which we see emerging in various places around the world, including American cities (see videos below) and well-established in certain European cities (Amsterdam and Copenhagen are shining examples), there is an abundance of cycling-specific infrastructure. And they are the safest places, and most functional, for cyclists--much safer than any vehicular cyclist could hope for sans infrastructure.

In a cycling culture, for lack of a better term (the term won't be necessary when we achieve it), a culture wherein the balance of power is shifted not only towards equality between modes, but towards favouring modes--cycling, walking, public/mass transit--that are better for the environment, our health, and our economies, there is lots of infrastructure to separate bicycle traffic from motorised traffic along arterial streets. But that doesn't mean bicycles are restricted to those separated areas. They may use other streets as well and still be safer because of various traffic-calming measures employed, most notably much lower speed limits, and because of greater numbers of cyclists. Good design brings cycling numbers up. That has been, and is being, proven consistently. And where numbers are up, obviously, there are fewer motorists on the streets and more motorists that are also cyclists and thus understand the needs and behaviour of the bicycle.

Allow me to share some videos for illustration purposes, some of which have appeared on ICH before: 

How the Dutch did it (yes, it was featured here recently):

 

Copenhagen rush hour (love watching this, every time): 

 

Boulder, Colorado, a Platinum-rated bike-friendly city (rated by The League of American Bicyclists):

     

Portland, OR (another Platinum Bike City):

 

Davis, CA (America's first Platinum Bike City):

 

New York City (an enormous city that still has challenges, but has made huge strides):

 
Minneapolis, MN (rivalling Portland for top cycling-friendly city in America):

 

What do each of these cities have in common to make them havens for cycling? Cycling infrastructure. As long as we insist that cyclists must take their place alongside motorised traffic, ridership will remain low and consist mainly of a population of males between 30 and 50. Bicycles are unique vehicles, and while they should have equal access to our streets, only when the design of infrastructure begins to favour cycling and more people feel safe will they heartily take up cycling in large numbers. I would like to see all arterial roads in the city have a separated bike lane about 8-9 feet wide and residential streets throughout have traffic calming measures in place, chief among them low speed limits.  

There are many examples around the world--not just Europe--of ways to move forward and get more people to choose cycling, walking and public/mass transit instead of the car. Vehicular cycling will continue to play an important role in educating people, equipping them with the knowledge, skills and techniques to ride safely. Infrastructure design factoring in other modes will move us into a healthier, more active future.

Let me leave you with the following, which may sound like a dating ad:

My advocacy derives from and combines both vehicular cycling and cycle-friendly infrastructure and design/culture change approaches. I'm looking for other advocates who appreciate the sound knowledge of traffic dynamics, principles of cyling, handling skills, collision avoidance techniques, bike design and fit, as well as touring and organized cycling theory, who also appreciate and would like to join me for stimulating conversations on urban design, complete streets and alternative transportation, exploration of bicycle culture, watching bike porn (beautiful bikes of all shapes, sizes and types), utilitarian and social urban rides, nudging government officials (municipal, provincial, federal), long rides by the beach, and more. We could be so good together! 

Making the transformation to cycle-friendliness: how the Dutch did it

One video is light and pretty yet still has decent narration and somewhat abbreviated historical content while the other includes more detail--and I think it's good for us to see that--showing how the car was taking over the streets, just as it did in North America. They were not somehow forever different and untouched by the car culture that saw everything designed around it here. We see there too, after the 1950s, everything, even city design, quickly becoming car-centric. We also get to see a bit about the protests when the rising cyclist death toll, including a lot of children, combined with the economic and environmental concerns of the 1970s oil crisis, that ultimately gave the Dutch the political will to radically redesign their cities and their country to become the cycle-friendly place we now know it as.  

  

 

10th Annual Canadian Vintage Bicycle Show: vintage bike porn

My partner and I rode to Brantford along the rail trail on Saturday, camped at Brant Conservation Park, then attended the 10th Annual Canadian Vintage Bicycle Show. We quite enjoyed ourselves among all those bikes, something to which the title of this post alludes. But I shan't write much, but rather let a selection of pictures do the talking...

Our campsite and first time bike camping. Fun! Shall definitely do that again soon!

The event took place across the street from the Bell Homestead.

Two bike shops with which I am familiar were there -- Evan's Bike Shop from here in Hamilton and Backpeddling from Guelph (my favourite shop while living in Guelph).

That's Evan in the picture there.

Now to a small selection of the bikes (I'll post a bunch more on the facebook page, in a separate folder):

Nice wooden handlebar.

Wooden wheels... there were a few of those. Very nice! Am told they ride very nicely as well.

Yes, it's a Dodge bicycle, before they got into making cars, I'm told.

Isn't that neat? Beautiful wooden rim and this gauge!

And who made this bike? They are best known for farm tractors now...

Massey.

Even the pedal is made of wood.

And CCM used to make some nice, comfortable, stylish bikes.

For all ages...

This one's in rough shape.

Get children used to the idea that bikes can be used for work early -- I like that!

This one's not old at all. We saw the Heart & Stroke Big Ride on our way back into Brantford.

 Bite to eat at a neat little cafe on Brant St. before heading back home.

On the way home we encountered a couple of more things...

A bridge we couldn't cross even when we got to it, connecting Dundas with West Hamilton.

Please, City of Hamilton, get it fixed soon. Too much cycling infrastructure is crumbling or unusable -- this bridge; King St into West Hamilton under construction; Main St back from West Hamilton far too narrow a lane (dangerous); Wilson St lane coming down from Ancaster in very rough shape, etc.

And this deer welcoming us back into Hamilton along the trail.

The humble bicycle may well become a revolutionary technology. Again.

The following video isn't directly about cycling, and certainly not about cycling in Hamilton, but I post it because I think it does a very good job of telling the story of the fossil-fuel roller-coaster ride we got on about 300 years ago; a ride that is getting weak, leaky and creaky and cannot be fixed; a ride whose power source is being depleted and will inevitably have to slow down while we put our best and brightest to the task of finding and implementing alternative energy sources; a ride that has already done much damage to the 'amusement park' and beyond, injuring and killing countless; a ride that, if we persist on it at present speed and course, may soon catapult us collectively into another dark age.

And while there will be technological stars -- both simple and complex -- I believe the humble bicycle, that simple but oh so clever and efficient transportation technology, will play a significant role in a lifestyle change that must accompany, perhaps lead, the necessary technological and energy course correction.  

Hold on to your handlebars!

 

Looking to Other Cities for Inspiration: Copenhagen and Amsterdam or Portland and New York?

When frustrated with the pace at which we are moving in a new direction -- we are moving, thankfully, but so slowly -- it may be helpful to look to other cities where more political will is being applied to push planned cycling infrastructure through to implementation more quickly. It might be said that looking to the great cycling cities of Europe, most notably Amsterdam and Copenhagen, for ideas on infrastructure design and implementation is too far a stretch. But what about looking to American cities like Portland or, closer still, New York?

Copenhagen, Denmark and Amsterdam, the Netherlands are each reported as the top cycle-friendly city in the world, depending on who is making the list. But to be clear, both are very cycle-friendly and have not only great infrastructure, but also a high percentage of the population using the bicycle as their daily method of transportation. And both cities are quite aware that people around the world, both cycling activists and advocates and city planners, are watching them. So we get Copenhagenize and Amsterdamize, websites designed to offer their respective cities up as examples to other cities around the world looking to emulate them and their success in creating cycle-friendly cities.

Portland, Oregon, especially under Mayor Sam Adams, though some groundwork was laid starting in the late 70s, has rapidly become America's top cycling-friendly city. Portlanders are also quite aware that others are looking their way, hence Portlandize. For a good discussion around building a liveable, vibrant, sustainable city, not just via cycling infrastructure, but light rail as well, especially in light of Toronto's election of stop-the-gravy-train, roads-are-for-cars Mayor Rob Ford, and whether that model is portable, see the video below. Steve Paikin, though he mentions Hamilton as well in his introduction, is largely concerned with the fate of Toronto, but I think we can learn as well. Portland, as Steve points out as well, is roughly (just a tad larger than) the size of Hamilton.

 

And then there's New York and its current movers and shakers, Mayor Michael Bloomberg and Department of Transportation Commissioner Janette Sadik-Khan. That city has also seen a great deal of improvement in terms of infrastrucre re-development to make the city more liveable and more people and cyclist-friendly. But her fast-track, unilateral approach to making drastic changes to the city's infrastructure is causing significant backlash. For a good discussion of New York's bike lanes, see the New York Times debate, Are New York's Bike Lanes Working? And, though its author is rather ambivalent about what Janette Sadik-Khan is doing in New York, showing both admiration for her accomplishments, confidence and creativity, and criticism of her unilateral get-it-done-no-matter-the-opposition approach, Lisa Tadeo's Esquire profile of her is also quite worth the read.

Checking Out the East Hamilton Recreational Trail Hub and Waterfront Link

Today's plans for a winter ride included heading over to east Hamilton to check out the East Hamilton Recreational Trail Hub and Waterfront Link. At the June 10th, 2008 Open House, we were told to expect construction to begin early 2009 and opening of the Waterfront Link by fall 2010. Having seen the bridge and driven underneath it on the QEW, and it being well past fall 2010, we thought it time to go check it out for ourselves.

So my partner and I layered up and headed out shortly after noon today in temperatures just a few degrees below 0C to meet up with two other cyclists in east Hamilton. We warmed up a bit at their place and then headed out, following Barton Street to Parkdale Avenue, heading north to Brampton Street, and east a block to the western entrance to the Waterfront Link.

It turns out the Waterfront Link is not open nor completed.

Entrance to Globe Park (does not connect to the bridge, as we discovered -- the actual entrance, below, is 90^o to the right).

Western entrance to the bridge still closed with 'no trespassing' and construction company signage, some of which now covered with graffiti.

On the upside, Parkdale now has a cycling lane that ends half a block north of Brampton Street. No idea what the southern limit of the lane is.

Construction pylons in place at eastern entrance with 'danger: do not enter' sign.

Official sign with map and illustrations at eastern entrance.

The 5-metre path from the entrance to the bridge to Van Wagner's Beach Road is at least complete. I don't like how this path crosses at the regular pedestrian crossing -- rather confusing for motorists, and it feels like I'm a bad cyclist riding on the sidewalk and crosswalk, both of which are prohibited under City of Hamilton bylaws. I did not see a dismount sign.

View of the frozen beach and lake at Confederation Park.

Another view across the lake. See Toronto on the horizon?

While we were rather disappointed that the bridge was not yet complete and open, we were quite happy to see a handful of other cyclists. There were of course two or three men riding on the sidwalks of Barton Street, but there were also a few cyclists with lights on their bikes, lawfully using the streets.

One middle-aged woman, we were happy to see, pulled into and parked at a grocery store in the east end just as we were about to enter the store. I approached her, handed her my calling card and chatted with her a little. She told me she rides her bike everyday, throughout the year, both to work and to shopping destinations. Wonderful, I said, I hope it catches on and more people follow suit.

A man in his 30s or 40s left James Street North and headed quickly west along Vine. And as we turned onto Queen Street near home, we were behind a young woman who was carrying a set of skis on her bike. Attached to the end of her skis was a circle of brilliantly white LED lights, so I caught up to her and asked where she'd purchased the lights. She answered in a thick French accent and somewhat broken English that she wasn't sure--some sporting goods shop, she thought. I completely forgot to give her a calling card. Darn.

Once again we arrived home, having cycled in subzero temperatures for 2 to 3 hours, refreshed, happy and high on endorphins. We are really getting hooked not only on using our bikes where we formerly used our car, but also on continuing to ride in winter and using our bikes to visit people, go shopping, etc. And we hope it's contagious!

If you cycle Hamilton in winter, please tell me about it. And as always, I love to see pictures!

Can we Learn from the History of Cycling in other Countries?

 

I certainly think so, but we don't have the luxury of time to implement cycling infrastructure over as long a period of time as the Netherlands did. We don't have 20, 30 or 40 years. We need to move now, for our environment and our health!