The Old Stone House - To Be Saved or Destroyed

There is an old stone house in what was once a rural area and now is within the Emerald Meadows portion of Bridlewood in Kanata. A few weeks ago I biked by it and noticed that, while still standing, it was surrounded by construction and all the doors and windows were missing looking like no attempt to preserve it was being made. I was expecting it to be bulldozed any day but it still stands with construction going on all around it making me wonder if it is going to be destroyed or preserved.

  Update 2014-11-26 - What It Looks Like Now

Started Enjoying Our New Community Mail Box Last Week

I know as a progressive I am supposed to oppose the transition to community mailboxes (CMBs) for all urban and suburban residents but logic prevents me from doing so. Indeed this only seems to have become an issue when it was announced that downtown urban areas would join suburban areas in the use of CMBs.

Our New Community Mailbox

Perhaps I see this differently because I live in a community (Bridlewood in Kanata/Ottawa) where 90% of households have always had community mailboxes (CMBs). It was a year or two after we moved here in 1979 that all new households had CMBs so we were somewhat of an anomaly having door to door delivery and I always thought that didn't make sense. There was no difference in neighbourhoods other than the dates our houses were built.

As Canada Post states:

Ten million Canadian households – or about two thirds of all households in Canada – already receive their mail at a centralized point away from their front door, such as at a community mailbox, a mail panel in an apartment building or condominium, a rural post office, or a curbside rural mailbox. Of these ten million households, four million receive their mail at a community mailbox. Over the next five years, the conversion to community mailboxes will impact about five million Canadian households – or about one third of all households in Canada – that still receive door-to-door delivery.

I do not recall any great protests when CMBs were introduced in the suburbs and all of the problems we hear about regarding CMBs do not seem to exist. There are senior citizens living in these neighbourhood with CMBs, and houses with wheelchair ramps and the residents choose to live here despite the CMBs and seem to be able to cope.

I find it somewhat insulting to suggest that senior citizens cannot walk a block or two to a CMB. I am just approaching Old Age Pension age and I do over 5 km hikes in the forest with a woman in her mid 80s. We are perfectly capable of walking to our mailboxes.

As for people with mobility issues, mail delivery is the least of their problems compared to grocery shopping, doctors appointments, etc. Much more comprehensive solutions and services are required for them, rather than making postal service inefficient for everyone.

Those that live in neighbourhoods already served by CMBs have already found solutions. And while Canada Post has also offered help in such cases, I expect most people would forego the bureaucratic process required by Canada Post and simply ask a neighbour to pick up their mail.

The fact is there are real issues regarding postal service. With the Internet and email people are simply not using the postal service the way they did before. There is considerably more junk mail being delivered than first class mail although there is a potential for more parcel deliveries.

Having letter carriers walking the street bypassing most houses or simply delivering junk mail is simply not efficient. There have been suggestions of reducing deliveries to three days a week but when we are receiving something important we want it as soon as possible. The alternative of using CMBs has already been proven to work for about 30 years.

The other new factor is the increase in online shopping and the resultant increase in parcel deliveries, Prior to being transitioned to a CMB parcel deliveries either meant the parcel was left on our front step as an invitation to theft or we had to go to a postal outlet the next day to pick it up. Now small and medium size parcels are left in a locked CMB compartment and we only have to make a trip to pick up very large parcels. And all mail is now in a locked compartment rather than an unlocked mailbox on our house like the vast majority of people in our neighbourhood.

However Canada Post could certainly have been more forthcoming and transparent in how they went about this. I recall the announcement a few years previous that all mail carriers would be using vehicles for their deliveries. That did not make sense unless they knew what was coming. They obviously did but did not want to tell anyone their plans. That is when they should have started letting the public and their workers know the direction they were moving.

Jobs are important but inefficiency is not a sustainable way of maintaining jobs in the long term. However, rather than the wishy-washy Canada Post response of we don't expect any individuals to lose their jobs they should have provided a job guarantee for all existing letter carriers. Attrition, retirement and increased parcel deliveries should easily allow that.

They should also make a firm commitment that all new parcel delivery services will be provided by unionized Canada Post employees under the terms of their collective agreements.

Our New Community Mailbox Seen From End of Our Driveway

But there is something worth fighting over, and I wish there was a bigger battle over this with more public support, and that is the privatization of retail postal services and the transfer of the responsibility for our mail from decently paid full time unionized employees hired and vetted by Canada Post to part time minimum wage retail clerks. That is a battle I can get behind.

What Are Cyclists Lives Worth

While I cannot answer that question I can tell you what our society and its governments have decided cyclists lives are not worth.

Cyclists lives are not worth the cost of installing truck side guards on all large trucks.

Cyclists lives are not worth the cost of developing and installing better mirror or camera monitoring systems for large trucks and all motor vehicles.

Cyclists lives are not worth the cost of designing and building roads that do not place cyclists in the path of other vehicles such as big trucks and then directs those vehicles into the cyclists.

Cyclists lives are not worth the cost of infrastructure that separates cyclists from motor vehicle traffic where appropriate such as on the most dangerous routes.

Cyclists lives are not worth the political will to require drivers, especially truck drivers, to have a legal responsibility to be able to see where their vehicle is going (and who they may be driving into and running over) before they go there.

And most importantly cyclists lives are not worth the elimination of the get out of jail free card that drivers that kill cyclists get for simply saying they didn't see the cyclist.

So what are are cyclists lives worth.

Note: this post does not refer to any specific incident.

Much Ado About Religious Accommodation

Much is being made of a decision by Canada Border Services Agency (CBSA) managers at Toronto's Pearson airport to allow a small group of Hindu priests to avoid screening by female border guards to comply with their religious beliefs.

Apparently some female CBSA officers feel that they were discriminated against by this decision. I could understand an outrage if female officers were only allowed to deal with female visitors but this was a small exemption made for a special case. Why all the fuss about this when so many more significant examples of religious discrimination are entrenched in our laws and practices in the name of freedom of religion.

For example an employer being allowed to designate higher profile positions for males only and more subservient positions for women only. This is a clear violation of all Canadian employment legislation and the Canadian Charter of Rights and Freedoms but still allowed in the name of freedom of religion.

What about persons delegated by the state the right to perform legal marriage ceremonies being allowed to discriminate in terms of who they will marry on the basis of their personal religious beliefs.

And much more serious, medical practitioners, such as doctors and pharmacists, being allowed to refuse to provide medical treatment or services on the basis of their personal religious beliefs.

Perhaps one of the most outrageous examples of discriminatory religious accommodation, a clear violation of the Canadian Charter of Rights and Freedoms, but constitutionally allowed, is the public funding of religious-based schools for one religious group only (and not even the largest group at that) - a huge government subsidy to one religious group that all political parties are afraid to deal with because of the risk of losing that groups votes.

If we are to be outraged by inappropriate religious accommodation let us be outraged by matters of substance, not by attempts to accommodate a small groups religious preference that has little impact on others' rights.

Postscript

This post sees the return of the Fifth Column after an interregnum, not caused by a lack of ideas but simply a lack of motivation to make the effort to write them down. Hopefully my posts will be more regular from now on.

Why Does Canada Participate in the Olympics Anyway

I took this screenshot (CBC website) of the standings yesterday showing Germany in first place with 8 medals, Canada second with 10 medals and Norway in third place with 12 medals.

Yes, that's right, because only being the very best in the world (well best at that particular place at that particular time) counts, the rest are all losers, so it seems.

Why do we rate the Olympics that way. The way we rate Olympic success should relate to what we want to accomplish, and the way we rate Olympics can have far reaching effects on how we fund sports and recreation in this country. We have already seen, at least in the past, funding shifted from less popular sports to sports that we have a better chance of winning Olympic medals in.

But what if we measured Olympic success by a points system that included all top ten finishes (tenth best in the world is pretty damn good by most peoples standards) with 10 points for first and one point for tenth.

We would get a much better picture of the depth and breadth of our elite athletes than just counting those in the top three. It would even give us a better measure of how we are progressing towards more medals in the future. And we could start doing it now retroactively using the records of past Olympics.

But is that even the point. Is it really justified to spend all this money on a “pissing contest” to prove we (well actually our elite athletes) are better than the rest of the world. What public policy goal does that serve.

We can only justify spending all this money on the Olympics if it serves some public benefit beyond giving Canadian another excuse to spend more time watching TV (while waving the flag) for two weeks every two years.

We can only justify spending this money if it benefits Canadians beyond the elite athletes that participate. We have to be able to show that the funding benefits a broad range of Canadians by funding sports and recreation for more than just elite athletes and by actually encouraging more Canadians to get involved in sports and recreation. That way we will see results in fitter and healthier Canadians with more balanced lifestyles and even reduced health care costs.

We won't know that if we measure the wrong things. Ultimately what we want to be able to measure is whether Olympic programs increase the participation of Canadians in sport and recreation ultimately leading to more balanced lifestyles and improving their fitness and health.

Knowing that we had the greatest percentage of citizens participating in sports and recreational activities would make me a lot more prouder than knowing that a small group of elite Canadian athletes were the best in the world. Now that is a goal to strive for.

He Was Supposed to Live Forever - And He Will

You can read more about Pete Seeger on the Pete Seeger Appreciation Page website.

The War on Cars Starts Here – My Municipal Election Slogan

You don't have to actually run for office to have an election slogan, do you. Although my wife did suggest I take on our car loving, parking worshipping incumbent whose biggest priority is widening roads through the Greenbelt, I am too happy in retirement to go after a thankless twenty-four hour a day job. But I can still have an election slogan and mine is The War on Cars Starts Here.

Conventional wisdom would say that is a guaranteed losing slogan for a suburban candidate. But is it really.

After all, ask your typical suburban car commuter what they think of their commute and they will almost unanimously say that they hate it. Then ask someone who bikes or walks to work and the answer you will get is that they love it. Those that use public transit may have some complaints but almost all will be happy they do not have to drive in rush hour traffic, especially in the winter.

For some strange reason, even though studies and history has shown that building more roads never eases congestion problems, car drivers think that is somehow the answer to making their commute more bearable.

We do not need any more roads or any wider roads. We are over-serviced as far as roads go, except for two hours a day during the morning and evening rush hour. We spend millions and millions of taxpayers dollars trying to solve an unsolvable problem building more roads that we do not need ninety percent of the time.

The only solution that will really solve the problem for those people that drive to work are solutions that reduce the number of cars on the road, not so-called solutions that encourage more people to drive to work. We need to spend our tax money on alternatives to the hated car commute, on infrastructure for commuting solutions that people enjoy.

As with the Three Rs, Reduce, Reuse and Recycle, Reducing commuting distances is the most important and effective solution to traffic congestion. We need to design and build our communities with more opportunities to work closer to home, and more opportunities to work from home.

That is where walking and cycling are the best alternatives, but they are not attractive if people feel unsafe. That is why we do not build sidewalks by drawing white lines to separate cars from pedestrians. Give people safe walking and cycling routes, preferably segregated, and they will use them.

Also improving the recreational pathway system will get more people onto their bikes and more people thinking about commuting on their bikes, especially if there is a comprehensive network that allows people to go from anywhere in the city to any destination without having to share major roadways with cars.

Winter is seen as a problem, but if you look at cities with similar climates to Ottawa that actually have good and extensive cleared winter cycling routes and infrastructure the number of winter cycling commuters is much higher than in Ottawa. If you build it they will ride it.

And of course making public transit a comfortable and enjoyable experience will increase ridership. It is already as fast and much less expensive than commuting by car. Indeed, I suspect for the majority of car drives, it is only stereotypes about public transit and psychological barriers that keep people off public transit.

Indeed if we provided secure and sheltered bike parking at the Park and Rides and an improved Bixi Bike system downtown and in major employment areas we could create a whole new commuter class of cycling public transit users, especially with the light rail system, where bike commuters would use the LRT for the long middle portion of their commute.

There is only one way to reduce traffic congestion on the roads and that is to reduce the number of cars on the roads. And there is only one way to do that and that is by improving infrastructure for the alternatives, public transit, cycling and walking.

The War on Cars Starts Here.

Reflections on My 2013 Biking Season

Now that I bike all year there is no end to the season but the putting away of the summer bikes and taking out of the winter bike marks the end of a season for me now. (Note: click on images in this blog post to enlarge them.)

Remembering Mario

As I reflect on the past season I feel a sense of guilt for feeling that I have had one of my best seasons yet, for how can I feel that way when we have lost our dear friend Mario in a tragic traffic incident.

I first met Mario about ten years ago in pre-OMBA (Ottawa Mountain Bike Association) days when MTB Kanata used to organize weeknight Jack Pine rides and weekend rides on what were then called the Kanata Lakes trails, which included the SMH (South March Highlands) trails on both sides of the Terry Fox Drive extension (which didn't exist then) through the forest.

One of my first memories is a road trip to CFMBA (Charlottenburgh Forest Mountain Bike Area ) near Cornwall. During the ride Mario noticed some issues with the trails, so of course, being Mario, he was back again for several weekends doing trail work.

Back in those days MTB Kanata used to sponsor several teams in the Tour Nortel (now CN Cycle for CHEO) and of course Mario was always a big supporter. Here is an image from the MTB Kanata newsletter of one of the few times Mario has actually “gone public” about what he has done. You can really tell he loved riding that bike.

One of my first memories of Mario's patience was a group ride on Outback where he was riding sweep. I remember finding it very challenging but he kept encouraging me even as we kept falling farther behind everyone else. Finally after taking a bit of a secret shortcut that he knew about near the end we finished about an hour, or maybe much more, after everyone else. Rather than being upset with me for holding him back Mario was more happy that I had accomplished the challenge.

And of course Mario was not a fair weather rider – he rode all seasons and loved his winter riding, he even perfected the making of spiked tires for winter riding, which, of course he had to share with everyone else on the OMBA forums.

When I started to volunteer for trail days for a couple of seasons Mario was always one of the regulars and if he wasn't there it was probably because he was helping somebody else with something.

One of my best biking seasons ever was the season that Mario was leading Group D on the Thursday Night Rides. You could not find a better person to lead a group of struggling beginners on the trails and he always tried to provide variety in the trails. As well as the usual SMH trails he would take us on the old Kanata Lakes Trails including the old Lost and Found Trails behind the GFR parking lot and the trails on the other side of GFR. One of his favourite things to point out was the H-tree, a tree along the trail that had grown in the shape of an H. (I have to go and find that tree now). I always loved that about Mario because that is the sort of thing that I would notice and it just re-emphasized that for Mario, like many of us, mountain biking is not the macho stereotype that is all about mindlessly ripping around on your bike, but it is just as much about being in the forest with nature.

The last time I saw Mario was at this year's Take a Kid Mountain Biking Day where our two groups kept leap frogging each other, even though I supposedly had the slower group. He had a couple of slower riders that he thought might fit in better with our group and asked me if I would take them, and of course I said yes. But, being Mario he didn't want to single them out so he asked everyone to express how tired out there were in a number between 1 and 10 and then suggested those that said 5 or less join my group. But nobody wanted to leave Mario's group and that was fine with him, and fortuitous for me as we kept leap frogging and I got to see Mario more often that day than I otherwise would, short little meetings on the trail that I will cherish forever.

Mario is remembered fondly by the Ottawa Mountain Biking Association and Trips For Kids Ottawa.

Mario would want us all to think positively, particularly about mountain biking and cycling that he loved so much, and he would want us to get out and ride as much as possible.

Statistical Overview

AS OF DECEMBER 7, 2013
TOTAL KM         HOURS         MTB KM         HOURS         HYB KM         HOURS         WB KM         HOURS
4944.75               317.58           860.75             75.63           3244.70           188.27          839.30           53.68

So what do the numbers say about this year's season. The first thing we notice is an increase in total number of kilometres over time, a new record each year, 4451 for 2011, 4754 for 2012 and already passed that on Nov 21, 2013 at 4767, and 4945 on December 7, 2013, well on track for a over 5000 km for the year.

It would be nice to think I am doing that much more biking but the increasing hours is not as great, going from 290 in 2011 to 318 by December 7, 2013. What we also see is a shift from mountain biking hours to hybrid hours, in 2011, 100 vs 162 and in 2013 so far, 76 vs 188. Winter bike hours went from 28 in 2011 to 54 so far this year.

Average speed this season on the mountain bike was approximately 11.3 km/hr, while it was 17.25 km/hr on the hybrid and 15.5 km/hr on the winter bike.

So for various reasons, trail and weather conditions and the fact that I am beginning to really enjoy the long hybrid rides, I am putting more hours on the hybrid, increasing my distance at a faster rate than the same hours on the mountain bike. The number of hours on the winter bike is primarily determined by when the City decides to start and stop dumping salt on the roads and paths.

CN Cycle for CHEO

The CN Cycle for CHEO is the first “event” of the new cycling season. The winter bikes go away at the end of March when the snow and ice are off the roads and paths and while the trails are drying out it is a month of “training” on the hybrid for the CN Cycle for CHEO (previously Tour Nortel) at the beginning of May. I have been participating in this fund raising ride for the Children's Hospital of Eastern Ontario for about 10 years. This year my daughter Jasmine joined me in doing the 70 km route at a pace of about 21.5 km/hr (75.5 km at 19.5 km/hr, if you include to and from the parking lot.). During our training Jasmine was a bit slower than my pace so I let her lead hoping to do a pace of about 18 km/hr, but she led us at a pace of almost 21.5 km/hr, my best pace yet. We both managed to make the 500 Club raising over $500 each.

Mapping Project

This season I continued my project to map the Greenbelt trails and finished mapping the western Greenbelt trails with the NCC Trail 10 trail system near Shirleys Bay.

All of the maps from my project are included on the Backroad Mapbooks Ontario GPS Map and when the next version comes out in the spring all my western Greenbelt trail maps, including the NCC Trail 10 system will be included.

Also during this season I mapped the trails adjacent to the Jackson Trails community in Stittsville, what appears to be an unofficial trail system with an uncertain future.

Also, on a day when I was looking for someplace new to ride I mapped most of the pathways in Stittsville, which I just realized I have not posted yet, so here is the overview map and watch for more detailed maps to be posted in the Hybrid Routes section of my Richard's GPS Trail Maps website in the, hopefully near, future.

Tuesday Night Rides

While, for various reasons I may put more kilometres on my hydrid, the high point of my biking week are the Tuesday Night Rides, also known as TNRs (® Andy AKA FaustCan).

The TNRs are intended to supplement the OMBA Thursday night rides in the South March Highlands but on the easier and more varied Greenbelt Trails. All riders from beginner to advanced are welcome and encouraged to participate. The trails we ride range from easy to intermediate technical.

The history of the TNRs goes back to the MTBKanata Jack Pine rides, and after those faded out, the MTBK Nora's No-Drop rides that I usually led.

The TNRs are a casual and fun experience with a great group of riders, usually led by myself or my co-leader Andy, who, if not kept in check will lead us off onto Untrails. We are always looking for new people to join the group and add to the fun.

To find out when and where the next TNR is just check the OMBA Ride and Event Calendar.

My daughter Jasmine usually joins us on the TNRs and next year my other daughter Maggie, and my wife Christine, might be joining us. I am looking forward to that.

Take A Kid Mountain Biking Day

My last bike event of the year is Take a Kid Mountain Biking Day where the the whole mountain biking community comes together to help Trips for Kids Ottawa get kids out of the house and away from the video games and into the bush to enjoy mountain biking, exercise and nature. My daughter Jasmine and I both volunteer to lead groups on the trails for this big event.

Below is Mario leading his group onto the trails at this event that he loved so much.

Winter Biking

I first started winter biking in December 2009 on a cheap $100 Supercyle, with studded tires that cost more than the bike, but I enjoyed it so much that when that bike died I replaced it in October 2011 with a used but better winter bike from Cycle Salvation. Later that season in February 2012, I modified itto make it more like a hybrid riding stance. And before the beginning of this season I added a panier rack and replaced the seat with a more comfortable one. The plan was to replace the chain and cassette at the end of this season but on my first ride I notice considerable chain slippage when I tried riding on trails or whenever I had to power pedal, such as going up hard hills. So it was back in to Eric at Phat Moose Cycles to get the chain and cassette replaced and now it is running like new. This is the winter bike in it's current incarnation.

The key to winter biking is keeping warm and I use the dressing in layers technique that I use for cross-country skiing and snowshoeing for my winter biking and wear my winter hiking boots instead of my biking shoes,.Winter biking has it's limitations but it does allow me to keep biking regularly throughout the winter.

Because many of the pathways are not cleared at all and others do not get cleared quickly, most of my biking is on the local community roadways, and again, because side streets are not always cleared quickly I have a number of regular routes that involve the collector streets in Bridlewood and Glen Cairn. However, I will sometimes go farther afield such as down Terry Fox Drive to Second Line and back via Old Crap Road, Huntmar Drive and Fernbank Road. Of course I have the advantage as a recreational cyclist rather than commuter to not have to be on the roads during rush hour.

Cycling advocacy

I have also used this blog and my Twitter feed to advocate for cycling issues.

In June I raised the issue of why the Prince of Wales Bridge isn't a bikeway and proposed a relatively inexpensive way to make it happen quickly. Since then the idea has been included in the City's Transportation Master Plan but as a much more expensive project in the distant future.

Photo Source

In July I blogged about Kanata's Secret Segregated Bike Lane, what appeared to be a low cost way to create a segregated bike, lane only to discover it was actually an “at-grade asphalt sidewalk“.

Perhaps my most important cycling blog post of the year was in August when, following a Twitter exchange, I posted Thoughts on Taking The Lane where I outlined the legal justification for cyclists taking the lane and stated:

While I am not one of those “vehicular cyclists”, that oppose cycling infrastructure because they think that the best place for all cyclists is on the roads competing for space with car drivers, I do believe that cyclists have a right to be able to ride on the roads safely. I also agree with the City of Ottawa when they tell cyclists “never compromise your safety for the convenience of a motorist”.

One of the most important ways that cyclists can ensure their safety on the roads is by taking the lane (riding in the middle of the lane of traffic) when appropriate and necessary

I also wrote a blog post in June relating to a proposal to widen roads through the Greenbelt to save commuters a few minutes in traffic during rush hour where I pointed out that:

Along this route proposed for widening there are two NCC parking lots, P6 and P11 with trail systems on both sides where crossing from one side to the other is already very difficult and dangerous. If any widening of these roads is allowed the NCC must insist that it include a solution that provides safe passage between the trail systems on both sides of the roads at the locations of those parking lots.

Conclusion

My life is good now and I am enjoying my retirement and cycling, especially mountain biking, is a very big part of that, thanks in large part to the friendly welcoming nature of the Ottawa mountain biking community. I enjoy cycling all year round but am especially looking forward to the next mountain biking season and the return of the Tuesday Night Rides.

The Bottom Line on the Parti Québécois Proposed Values Charter

I was going to write a long blog post on this but since so much has been written about it I think this captures the spirit and intent of the proposal succinctly.

The bottom line on Quebec's proposed values charter is that you can visit a hospital named after a saint with a crucifix in the lobby and be guaranteed not to be treated by a Muslim doctor in a hijab because they want to remove religious symbols from public institutions.

Thoughts on Taking The Lane

Updated 2013-11-11

As I am not an expert on cycling safety this post is not intended to be advice on how to safely take the lane but only my thoughts on the subject.

While I am not one of those “vehicular cyclists”, that oppose cycling infrastructure because they think that the best place for all cyclists is on the roads competing for space with car drivers, I do believe that cyclists have a right to be able to ride on the roads safely. I also agree with the City of Ottawa when they tell cyclists “never compromise your safety for the convenience of a motorist”.

One of the most important ways that cyclists can ensure their safety on the roads is by taking the lane (riding in the middle of the lane of traffic) when appropriate and necessary.

The Legal Right to Take The Lane

The legal right to do this is provided in the Ontario Highway Traffic Act, R.S.O. 1990, c. H.8.

Slow vehicles to travel on right side

147. (1) Any vehicle travelling upon a roadway at less than the normal speed of traffic at that time and place shall, where practicable, be driven in the right-hand lane then available for traffic or as close as practicable to the right hand curb or edge of the roadway. R.S.O. 1990, c. H.8, s. 147 (1).

The key phrase here is “where practicable” and while that is not defined in the Act it seems reasonable to assume that in legislation dealing with highway safety that “where practicable” would include where safe and that a right to take the lane would therefore exist where that is the only safe option.

Indeed the City of Ottawa, Ottawa Police Service and the Ministry of Transportation clearly agree with that interpretation.

The section of the City of Ottawa website: Cycling and the law states:

Rules of the road

Cyclists are required to ride as close as possible to the right curb of the roadway, except when:

●Travelling at the normal speed of traffic

●Avoiding hazardous conditions

●The roadway is too narrow for a bicycle and a motor vehicle to travel safely side-by-side

●Tiding alongside another cyclist in a manner that does not impede the normal movement of traffic

●Preparing to make a left turn, passing another vehicle, or using a one-way street (in which case riding alongside the left curb is permitted)

The Share The Road section of the Ottawa Police Service website states:

Riding Tips for the Road

1. Ride predictably and defensively.

2. Ride in a straight line at least one metre from the curb or parked cars.

3. You may occupy any part of a lane when your safety warrants it. Never compromise your safety just for the convenience of others.

And the Ontario Ministry of Transportation's Ontario's Guide to Safe Cycling states:

Taking a lane

In urban areas where a curb lane is too narrow to share safely with a motorist, it is legal to take the whole lane by riding in the centre of it. On high-speed roads, it is not safe to take the whole lane. To move left in a lane, should check, signal, left and shoulder check again then move to the centre of the lane when it is safe to do so.

It also states:

Accordingly, cyclists should ride one meter from the curb or close to the right hand edge of the road when there is no curb, unless they are turning left, going faster than other vehicles or if the lane is too narrow to share.

As well it states:

Around parked vehicles

Ride in a straight line at least one metre away from parked vehicles. Keep to this line even if the vehicles are far apart to avoid continuous swerving.

Cycle in a straight line past parked vehicles; do not swerve towards the curb when parked vehicles are far apart

When riding around parked vehicles, cyclists should watch for motorists and passengers who may open their car door into the cyclists' path.

And the Canadian Cycling Association CAN-BIKE Program: safety tips states:

CAN-BIKE TIP #7
Going…going, gone! When one lane disappears, use the other one

Highway Traffic Acts across Canada tell all vehicle users to occupy any part of a lane when safety warrants it. Bikes are vehicles too. In the event of parked vehicles, construction, snow banks, etc. If the lane is obstructed and there is not enough room to share the lane while passing the obstruction, take the whole lane to prevent vehicles from passing too close.

1. Look well ahead when you ride and pre-plan your position on the road.

2. Shoulder check first to make sure there is room and then signal before taking the lane.

3. Shoulder check again to make sure the drivers behind you respect your intention.

4. Take the centre of the lane and ride in a straight line.

5. Repeat 2 & 3 and return to the right most side of the lane when the obstruction is passed.

So we have established not only the legal right to take the lane but the fact that the authorities recommend it in appropriate situations.

Taking The Lane Safely

That of course does not change the fact that taking the lane can be intimidating, and even hazardous if not done carefully. After all, it is not wise to just pull out in front of bigger heavier vehicles going faster than you.

The first rule, and this applies to all cycling in traffic, is to be constantly aware of the traffic around you. No riding with headphones on or texting while cycling. Your life may depend on how aware you are.

You should also be aware of the road and driving conditions so that you can be prepared to ease into taking the lane safely, as you approach the conditions requiring it, and be able to do so without abruptly pulling in front of other traffic. And, of course only take the lane in urban traffic and not when the other traffic is travelling at highway speeds.

When To Take The Lane

The road conditions when I take the lane include:

● when the bike lane abruptly ends, which I interpret as the traffic engineer's way of telling me that there is not enough room alongside traffic and that I should take the lane,

● when the roadway alongside traffic is too dangerous to ride in due to pot holes or debris in the lane,

● in constructon or detour zones with lanes that are too narrow to ride alongside traffic

● alongside parked cars when simply staying out one metre risks getting forced into the dooring zone by passing motorists,

● and when the lane is simply too narrow to ride safely alongside traffic.

The bottom line on when to take the lane is when you believe that you cannot ride safely alongside traffic and that it is safe to take the lane. As the City of Ottawa states “never compromise your safety for the convenience of a motorist”.

Kanata's Secret Segregated Bike Lane

Yes, Kanata has a secret, or at least unpublicized, segregated bike lane on Huntmar Drive from Maple Grove Road to the Canadian Tire Centre parking lot, even if, for some strange reason, it is only on one side of the road.

This is not like the high profile (and more costly) Laurier Street Segregated Bike Lane (SBL). It is done on the cheap, with only the use of concrete curbs to separate the bike lane from traffic, but it is effective. It achieves the most important goal, which is to prevent cars from parking in the bike lane, as cars parked in bike lanes not only render them ineffective but make them dangerous as jutting in and out of traffic from behind parked cars is not a safe practice.

All that separates most sidewalks from roadways are concrete curbs and they are the safety standard for pedestrians so they can make a safe and cost-effective separator for bike lanes. This should be standard practice for most bike lanes. There may be special cases, such as in the busy downtown core, where more separation may be needed. However, white lines on the road should not be the standard when the use of concrete curbs only requires a small one time expense, probably less than the ongoing cost of repainting white lines.

As to the argument that it will make snow clearance and street cleaning more difficult than the current practice, which seems to be to just plough all the crap into the bike lanes, well we need to change that policy anyway.

We can only hope that this is a quiet pilot project and that we will see more of these (starting with the other side of this section of Huntmar Drive) and that it will indeed become the minimum standard for Ottawa bike lanes. Just don't tell Allan “Roads are for Cars” Hubley about this.

What Are These White Lines All About

While we are talking about bike lanes, what about pseudo bike lanes. These are on what I would call collector streets in our neighbourhood. And yes, they look like bike lines. However they have no signage and are not marked on the cycling map as bike lanes. And the fact that cars are allowed to park on them makes them ineffective and possibly even dangerous if used as bike lanes. Indeed, on these streets I follow the general rule of keeping to the right of the roadway but if a series of cars are parked in these lanes I keep to the middle to avoid jutting in and out from behind parked cars.

Perhaps they are parking lanes, but as you can see they are not wide enough for parking within the lines. If they were in the country it would be obvious, they would be paved shoulders, but in a suburb.

I think they are just “make the cyclists feel good” lanes.

After posting this I received this via Twitter:

Charles A-M ‏@Centretowner
@the5thColumnist @auxonic technically it's not a bike lane but an at-grade asphalt sidewalk. I tweeted pic of this 2y ago.
27 July 2013 20:49

The George Zimmerman Verdict: How Does an Aggressor Successfully Argue Self Defence

After my initial shock at hearing the verdict and my attempt to rationalize it I have further reflected on the verdict.

Perhaps it all comes down to the difference between Canadian and Floridian/American attitudes to vigilantism.

I consider myself to be a reasonable man and my interpretation of self defence does not allow for an aggressor to claim self defence. For example, you cannot start a fight with someone and kill them and then argue that because they fought back you killed them in self defence.

In this case, perhaps because the actual physical altercation was not witnessed, the jury seemed to have difficulty seeing who the aggressor really was. I had no difficulty determining that at all. The aggression started with the vigilante stalking of Trayvon Martin (who was doing nothing wrong) by George Zimmerman. George Zimmerman was clearly the aggressor. George Zimmerman killed Trayvon Martin. George Zimmerman was guilty of murder.

The George Zimmerman Verdict and The British Justice System

The not guilty verdicts in the George Zimmerman trial for the murder of Travyon Martin may be a result of the British criminal justice system (that is shared by both Canada and the United States) and it's most important principle that it is better that the guilty go free than the innocent be convicted.

One of the earliest expressionless of this principle was Blackstone's formulation: "It is better that ten guilty persons escape than that one innocent suffer", further amplified in the United States by Benjamin Franklin: "It is better 100 guilty Persons should escape than that one innocent Person should suffer".

This principle is expressed in practice by the principle that juries must find an accused guilty beyond a reasonable doubt in criminal prosecutions.

So we have a jury presented with a case involving an altercation with no witnesses and a defendant that apparently has significant injuries and that, along with other factors, may be enough to create reasonable doubt in the jurors minds and thus a not guilty verdict.

None of that changes the fact that Zimmerman, having a vigilante attitude, profiled Martin (whether racially or otherwise) and pursued him even after being advised not to by authorities - a chain of events set in motion by Zimmerman and controlled by him that led to the death of Trayvon Martin who was doing nothing wrong when Zimmerman set these actions into motion.

A reasonable person would conclude that, even if not criminally guilty beyond a reasonable doubt, George Zimmerman was responsible for the death of Trayvon Martin.

One would expect a very different outcome if a wrongful death claim was filed against Zimmerman where the standard of proof would not be beyond a reasonable doubt but a preponderance of the evidence.

Federal prosecution under federal civil rights law may also result in a different outcome.

The U.S. Department of Justice said Sunday it would review the Travyon Martin-George Zimmerman case to determine if it should consider prosecuting Zimmerman, who was acquitted in a Florida court in the shooting death of the unarmed black teenager.

"Experienced federal prosecutors will determine whether the evidence reveals a prosecutable violation of any of the limited federal criminal civil rights statutes within our jurisdiction, and whether federal prosecution is appropriate in accordance with the Department's policy governing successive federal prosecution following a state trial," said a statement released by the department.

As further events unfold we should all heed United States President Obama's call for calm.

City of Ottawa Kanata South (Terry Fox to West Hunt Club Road) Class Environmental Assessment Study – The NCC Role in Protecting the Greenbelt

Submission to The National Capital Commission
Richard W. Woodley
Bridlewood, Kanata, Ontario
June 21, 2013

I am providing this submission to the National Capital Commission (NCC) because I see the NCC as the Guardian of the Greenbelt while I see the City of Ottawa more as the guardian of roads and car drivers.

Information on this proposal and study is available on the City of Ottawa website here:

http://ottawa.ca/en/kanata-south-terry-fox-west-hunt-club-road-class-environmental-assessment-study

This proposal is in response to the perceived needs of Bridlewood residents for more roads to take private automobiles downtown during rush hours, the same time as the public transit system is optimized for. It relates more to a desire to use private automobiles with less inconvenience of time delays than a real need to improve transportation links downtown, which could be better done by improving public transit options.

The original proposal to solve this perceived problem was to, essentially, extend Terry Fox Drive to the 416 by extending Hope Side Road, which it connects directly to (essentially the same road with only the name changing), through the Greenbelt to the 416.

Apparently, according to the City, everybody agrees that that would be environmentally inappropriate, although I suspect the City simply realized that the NCC would not approve that so they decided they might as well jump on the environmental bandwagon.

So now we have a “compromise” proposal to widen and realign Old Richmond Road and West Hunt Club Road between Hope Side Road and the 416. While perhaps not as draconian as the original proposal for a new road through the Greenbelt, this new proposal still compromises the integrity of the Greenbelt by widening the road corridor through it and purposely increasing traffic through it and thus increasing the risk to wildlife and degrading their habitat.

And the reason it is proposed to do this is to reduce the inconvenience to Bridlewood car drivers during rush hour, the majority of whom could very effectively use the public transit system that is optimized for that time period. A much more effective solution would be to improve the public transit service to deal with any projected needs for more transportation capacity to downtown.

But this is really not about need but the desire of people to use private automobiles, many of them with only the driver in them, during rush hour.

I would urge the NCC to not rubber stamp this proposal from the City but to take their responsibility as Guardians of the Greenbelt and protectors of the wildlife and habitat within it very seriously before approving a proposal based on desire rather than need.

The NCC should also only consider the option that has the least impact on wildlife and it's habitat, the three lane, rather than four lane, proposal.

And finally I wish to draw to the attention of the NCC, although I am certain it is already aware of this, that along this route proposed for widening there are two NCC parking lots, P6 and P11 with trail systems on both sides where crossing from one side to the other is already very difficult and dangerous. If any widening of these roads is allowed the NCC must insist that it include a solution that provides safe passage between the trail systems on both sides of the roads at the locations of those parking lots.

Respectfully submitted

Richard W. Woodley

This submission is also being sent to:

Angela Taylor, P Eng. Senior Project Engineer Transportation Planning Branch Planning & Growth Management Department City of Ottawa Angela.Taylor@ottawa.ca

Valerie McGirr, P. Eng. Consultant Project Manager AECOM valerie.mcgirr@aecom.com

Ottawa City Councillor Allan Hubley Ward 23 Kanata South Allan.Hubley@ottawa.ca

This submission is also being published on my blog The Fifth Column
http://the5thc.blogspot.ca

Prince of Wales Bridge: Why Isn't This a Bikeway

(click on image to enlarge)

As early as 2005, after the rail line was discontinued and the City of Ottawa purchased the bridge for possible future public transit use the NCC proposed using the bridge as a pedestrian and cycling bridge (Wikipedia: The Ottawa Citizen. (15 November 2005), NCC plans to link Ottawa, Gatineau with new recreation paths).

Since then the bridge has sat idle, although I assume, since the city purchased it for future public transit use, it's structural integrity has been maintained.

Such a shame. All those wasted years when the cost to use it as a Bikeway, even if temporary, would be minimal and if action had been taken in 2005 we'd be getting to close to ten years of use now. But it is never too late to do the right thing.

(click on image to enlarge)

All that would be needed is for a wooden boardwalk with railings to be built over the steel rails and approaches connected from the recreational pathways that are already on both sides of the Ottawa River. The timing is ideal with the newly built O-Train Multi-User Path (MUP) following the rest of the rail line on the Ottawa side all the way to the recreational pathway along the Rideau Canal. This would make an ideal link in the region's pathway system. The minimal cost would justify the expense, even if temporary, and it could be another ten years, if ever, before the bridge is used for public transit.

It is time for our elected, and unelected, officials to find ways through the bureaucratic roadblocks and make this happen for the citizens of Ottawa and Gatineau.

(click on image to enlarge)
Photo Source

Why I Believe Rob Ford

I believe Rob Ford was telling the truth because of what he did not say.

He did not say:

I have never used crack cocaine.

And he did not say:

There is no video of me appearing to use crack cocaine because I have never been in a situation where I appeared to be using crack cocaine.

So, because of what he did not say, I believe that Rob Ford was telling the truth, very carefully.

The Rob Ford Scenarios

So what are the possible explanations for the infamous Rob Ford video. Rob Ford says it is just ridiculous, but beyond that he offers no explanation. So we are left to our own speculation. But there must be some explanation for the fact that the journalists that saw it thought that it was indeed Rob Ford, so let us look at the possible scenarios.

The Ford Nation Conspiracy Theory Scenario

Its all a conspiracy by Somali drug lords, American media, The Toronto Star, the NDP, CUPE and the Toronto Cyclists Union to discredit the man they hate the most.

The Sophisticated Video Editing Scenario

A group of low level drug dealers produced a sophisticated fake video appearing to be Rob Ford smoking crack.

The Stumbled Upon a Rob Ford Look-alike Scenario

A group of Toronto druggies just happened to know someone who looked like Rob Ford and thought it would be fun to make a spoof video and one of them had the idea to try to sell it to the media for big bucks.

The Fooling Around With His Football Team Scenario

Rob Ford was at a party with some of his beloved minority football players and thought it would be cool to pretend to be smoking crack cocaine and somebody made a video.

The It Is What It Appears To Be Scenario

Just that. That it is what it appears to be.

Mayor Jimmy Really Doesn’t Get It

The following twitter exchange exemplifies Mayor Jimmy's petty reaction to criticism.

I suppose I should be thankful I have not been blocked yet, like so many of the mayor's critics.

Jim Watson ‏@JimWatsonOttawa
Pleased to join @Eli_Ward5 and @AllanHubley_23 and Cyril Leeder at Tanger Outlet ground breaking in Kanata
pic.twitter.com/RXzKKT46gZ

Richard W. Woodley ‏@the5thColumnist
@JimWatsonOttawa @AllanHubley_23 @Eli_Ward5
paving farmland and clearcutting forests sure makes our mayor happy and proud #developersrule

Jim Watson ‏@JimWatsonOttawa
@the5thColumnist and where do you live? Oh yes, a former farmers field.

What can I take from this but the suggestion that somehow anyone who lives on what used to be farmland or wilderness has no right to oppose the inappropriate development of farmland or environmentally sensitive lands. That is a pretty neat trick to basically take away the rights of anyone who lives in a city, in this case the city of Ottawa, to oppose the development of farmland or environmental lands. After all, most cities, including Ottawa, started as rural agricultural areas and before that was wilderness.

But no, because we might live on what was once farmland or wilderness does not take away our rights to be concerned about and oppose inappropriate development.

Mayor Jimmy may want to label us as crazy environmentalists who should all live in cabins in the bush but we are not against cities and development but rather understand that boundaries need to be set, and rules need to be followed, to allow for appropriate development, and appropriate development is not defined as whatever developers want.

Does Mayor Jimmy really expect home buyers to determine what lands are developed by their purchasing choices made after the fact. Does he really think that would work. That people will not buy houses that are already built because they think they should not have been built there, knowing their decisions will not bring the farmland or wilderness back. Does he really think he can transfer the responsibility for proper decision making by the authorities who actually have power to the virtually powerless consumers of these mega corporations' housing developments.

It is the responsibility of the political authorities at the federal, provincial and municipal levels to set limits and establish priorities to protect agricultural land environmental lands. And as more land becomes developed and agricultural and environmental lands become scarcer it becomes more important to protect them. We need to strengthen, not weaken these protections. We need to be more vigilant, not less vigilant, in enforcing the rules.

Politicians, like Mayor Jimmy, need to take these responsibilities seriously and not dismiss criticism in a petty way simply because it is expressed by people who actually live in the City of Ottawa, the people they are supposed to represent.

Interregnum

Well it's been awhile, Even though I have had blog post ideas going through my bead I just have not felt like sitting down and writing lately. The Fifth Column will resume even if I am not certain exactly when.

If a Tree Falls in the Forest is it not Canadian if it Originated in Norway

I remember way back when when I was in school, not back in the days of the one room schoolhouse but back in the days of the eight classroom schoolhouse with one class for each grade when everyone walked to school, learning about maple trees and maple leaves. We learned about the Norway Maple, and that it's name came from it's origins in Norway but I do not recall learning that it was an evil illegal alien that should not be identified with anything Canadian such as our currency.

Rogers and Me Part 2: When You Have A Monopoly I Guess You Don't Have to Tell Your Customers What They Are Paying For

After my original attempts to get Rogers to answer my questions via e-mail failed I posted my questions to Google Drive (originally Google Docs) and tweeted the location to them and finally got answers via Twitter, 140 characters at a time.

That brought me to the next stage of the decision making process, which was deciding between the Digital Plus and VIP packages. So that should be easy - go to the Rogers website and see just what the differences between the two packages are. Not so easy I discovered. I expected to find a listing and description of the Basic package, and then what Digital Plus adds, and then what VIP adds. But it does not work that way. They only list the full complement of channels for each package and you have to go through them yourself to determine just what additional channels you get with the each package and then you only have a list of names. So then I went looking on the Rogers web site to find descriptions of the channels they wanted me to pay to subscribe to, without success so, I tweeted @RogersHelps again, resulting in this exchange.

Richard W. Woodley ‏@the5thColumnist @RogersHelps is there a place on your website where I can find a DESCRIPTION of all the channels in the VIP package, not just list of names

Nicolas @ Rogers ‏@RogersNicolas @the5thColumnist Hi Richard, I'm afraid we don't have a description of each channel individually.

Richard W. Woodley ‏@the5thColumnist @RogersNicolas rather astounding that you can't provide customers with a description of what you're trying to sell to them @RogersHelps

So I did my own research and made my own list which I posted to Google Drive here and I am still considering my options. But it is rather astounding that they expect people to buy a package without knowing it's contents, and more so that they can get away with it. The power of a monopoly.

The Teachers Dilemma

Nobody wants to give in to a bully. Indeed teachers teach students not to give in to bullies and teachers are expected to be role models and teach by example.

So the teachers, when the bully took away their collective bargaining rights with draconian legislation that took away their right to strike, used the only legal avenue they had to fight back against the bully and refused voluntary activities.

They knew the government had pushed them into a corner so that their only legal way of fighting back would impact students and keep them from doing things they loved to do. I am sure they were looking individually and collectively for a way to bring things back to normal for their students while still taking a stand against the bully government.

When they found another way to make a last stand against the government with minimal impact on students, Dalton McGuinty said no that is illegal, the only protests we will allow you to undertake are ones that harm your students.

So what next.

Teachers Political Protest Not a Strike and Not Illegal

First of all it is not a strike because it is not part of the collective bargaining process because with a government imposed contract, imposed under a draconian law whose constitutionality is under challenge, there is no collective bargaining process. Secondly the political protest is aimed at the government as policy maker and legislator, not as employer.

It is not illegal because political protests are not illegal in Canada, even if Stephen Harper and Dalton McGuinty wish they were.

Not that the teachers are completely free of consequences. For one they will not be paid for the day, and secondly their contract provisions may provide for discipline for absences not approved by the employer. But any such action will be subject to the grievance and appeal provisions of their contracts. That being said the usual discipline by employers for such absences is suspension from work without pay. So theoretically the school boards could force the teachers to take time off work without pay as punishment for taking time off work without pay. Sort of like suspending students for truancy.

The biggest irony, or perhaps more appropriately described as hypocrisy, is that Dalton McGuinty has his knickers in a knot over teachers taking a day off without pay to protest a process that has imposed a contract on them that requires them to take days off without pay.

The Fatal Weakness of the United States Constitution Bill of Rights

Americans love their Constitution and beloved Bill of Rights. However it has one fatal weakness in that it's provisions are unrestricted without the requirement that such rights as freedom of assembly and speech and the right to bear arms be exercised responsibly. This leads to the inability to restrict hate speech including the desecration of funerals by lunatics claiming to be acting on behalf of god, as well as the inability to prevent the unfettered ownership and use of weapons, including the use of military assault weapons to kill innocent children.

What the American Bill of Rights needs is a "reasonable limits clause", such as is provided in the Canadian Charter of Rights and Freedoms.

1.The Canadian Charter of Rights and Freedoms guarantees the rights and freedoms set out in it subject only to such reasonable limits prescribed by law as can be demonstrably justified in a free and democratic society.

An Atheist Celebrates a Secular Christmas in a Multicultural Canada

So why would a non-Christian celebrate Christmas.

Well first of all from a religious point of view Jesus Christ is not just the Christian Messiah but also considered to be an important prophet amongst both Muslims and Jews so there is no reason they cannot celebrate his birth, while not recognizing him as the Messiah.

From a non-religious point of view there is a lot of controversy over whether Jesus Christ really existed, but even as a fictional character the types of values he represented are very humanistic and often in conflict with the views of religious authorities in his and our time.

But religion is not the main reason for Canadians to celebrate the Christmas holiday season, that has expanded to encompass both Hanukkah and other religious holidays that occur at this time (depending on the seasonal calendars of various religions) not to mention Festivus.

Christmas holiday celebrations are part of our Canadian heritage, being brought over by early settlers and added to and adapted by newer immigrants. But what makes Christmas really Canadian is it's role as a celebration of winter, and the choice of a date near the Winter Solstice (when the actual birthdate of Jesus Christ is uncertain) is not coincidental as the Christians timed their celebration to coincide with existing seasonal celebrations. Christmas is also a celebration of family and a time to think and care about the less fortunate.

While this is a time of giving it unfortunately also includes the Holy Trinity of Capitalist Excess - Black Friday, Cyber Monday and Boxing Day/Week.

This is also the time when Christian zealots, who claim Canada is a Christian country, carry on about the "War on Christmas", as if somehow the overwhelming attention paid to Christmas isn't enough. What there really is, is a "War on Diversity" by these zealots that get outraged whenever anybody refers to "seasons greetings" or "the holidays" as a means of including those celebrating other holidays at this time of year, as they see any recognition of the diversity of our society as an attack on Christmas.

While Canada may have been a "Christian country" at one time, it was not originally a Christian country (pre-Euoropean settlement) and is not now a Christian country but a secular society with freedom of religion and a diversity of religious and non-religious people.

Christmas is part of Canadian history and cultural traditions and it can belong to and be celebrated by all of us as a religious or secular celebration according to our own choice.

Previously on the Fifth Column:

Happy Holidays and Seasons Greetings

Have A Holly Jolly Season of Cultural Diversity

Rogers and Me: Father Corporation Knows Best in Mister Rogers Neighbourhood

I prefer to deal with companies using email because it allows me to carefully ask questions and carefully consider the answers before asking follow-up question, as well as providing a written record of the information received.

I was quite surprised to find that Rogers Communications, which considers itself to be the best Internet service in the country, does not provide a means for customers to communicate with them via e-mail.

I searched Rogers website looking for an e-mail address for customers to ask questions about upgrading our analog cable TV service to digital and could not find any. The only place that had any sort of form for submitting questions to get an email response was here - https://www.rogers.com/web/content/contactus - and the closest form was for for Cable Media Relations, hardly the place for customer information requests.

I then queried the @RogersHelps Twitter account and was told first that Rogers didn't answer customer questions by email and then a further response referred me back to the same place on the website so I submitted the questions with no answer after a week, and none expected.

I am aware that Rogers has telephone and live chat help available and I know some customers prefer that. However, as stated above, I prefer to use e-mail to deal with companies I do business with.

Perhaps I am being stubborn and should just trust that the big corporation knows best how I should communicate with them but I believe that companies should let their customers choose which way to communicate with them, as long as it is reasonable and normal, which of course email is, in fact being the norm with most companies. Twitter on the other hand may be trendy and an effective way for customers to get a corporations attention but it is not an effective medium for seriously asking and answering complex questions.

These are the questions we are trying to get an answer to from Rogers.

The first question is about the PVR purchase and rental options. We noticed a rent to own option of $15 a month for 36 months which was appealing because by renting we do not have to buy a PVR outright that only works with Rogers if we want to change TV providers but yet if we are happy with the service after 36 months we own the PVR and have no more rental payments. However we also noticed a $25 rental option without purchase after 36 months. Why would anyone opt to pay more to get less. My best guess is that the $15 rent to own option is really not a rent to own option but simply a financing option and we are committed to keep paying for 36 months no matter what. Can you tell us what the differences between the $25 rental forever option and the $15 rent to own after 36 months option are.

Oh, and does the $500 PVR come with the recommended HDMI cable, or is that extra.

We understand there is a $50 installation charge. Is it possible to do the install ourselves by picking up the necessary outlet signal splitter and digital boxes at one of your stores, or having them delivered to us.

Also is it possible to connect TVs to the additional outlets without a digital box and get the basic analog channels on it.

Also if it is possible can I indicate all this during the online ordering process.

So we are left considering our options as to whether to just do as we are told by Rogers, who obviously believes they, not their customers, knows best, or simply seek out a different Television Service Provider who has more respect for their customers.

Stop Signs as Yield Signs for Cyclists - Ontario Cycling Strategy and The Idaho Experience

The following, based on a previous blog post, was submitted to the Ontario Cycling Strategy public consultation process.

Stop Signs as Yield Signs For Cyclists - The Idaho Experience

I am proposing that as part of the Ontario Cycling Strategy the Highway Traffic Act be amended to adopt the policy that has worked successfully in Idaho, and that is allowing cyclists to treat Stop signs as Yield signs.

There are already some differences in how the Highway Traffic Act applies to motor vehicles and bicycles, such as the requirement that bicyclists stay to the right and allow motor vehicles to pass, unless it is dangerous to do so. I would like to suggest another difference be implemented and that is the Idaho practice of allowing bicyclists to treat stop signs as yield signs.

The main difference between a bicycle and a motor vehicle is that a bicycle is human powered - having to stop means losing momentum and having to rebuild it again when starting up. This can be particularly frustrating on a hill. The other big difference of course is that a bicyclists is not in a metal cage and thus has a much clearer view all around him than someone in a car. And the biggest difference is that a bicycle is much less dangerous than an automobile.

Experience indicates that allowing bicyclists to treat stop signs as yield signs is safe. As cyclist are going slower to start off with they can easily slow down and check for oncoming traffic without coming to a full stop. The complete stop is what causes the most significant momentum problem. Slowing down enough to check for oncoming traffic allows one to continue, if safe, while conserving considerable human energy.

This policy and legislative change would require a public education policy so that cyclists would know what is expected of them, and motorists would understand the reasoning behind the new Highway Traffic Act provision. Cyclists at the moment realize they could be charged no matter what speed they go through a stop sign. I would expect this new approach would lead to many cyclists being more cautious at stop signs than they now are.

The Idaho legislation states:

IDAHO STATUTES TITLE 49 MOTOR VEHICLES CHAPTER 7

PEDESTRIANS AND BICYCLES 49-720. STOPPING -- TURN AND STOP SIGNALS. (1) A person operating a bicycle or human-powered vehicle approaching a stop sign shall slow down and, if required for safety, stop before entering the intersection. After slowing to a reasonable speed or stopping, the person shall yield the right-of-way to any vehicle in the intersection or approaching on another highway so closely as to constitute an immediate hazard during the time the person is moving across or within the intersection or junction of highways, except that a person after slowing to a reasonable speed and yielding the right-of-way if required, may cautiously make a turn or proceed through the intersection without stopping.

Source, Idaho Statutes: http://legislature.idaho.gov/idstat/Title49/T49CH7SECT49-720.htm

More information on the Idaho legislation and experience can be found here:

Toronto Star Article: http://www.thestar.com/news/gta/article/675301

Bicycling blog: http://bicycling.com/blogs/roadrights/2009/07/28/a-stop-sign-solution/

Bicycle law blog: http://www.bicyclelaw.com/blog/index.cfm/2009/3/7/Origins-of-Idahos-Stop-as-Yield-Law

Bicycle Civil Liberties Union: http://www.bclu.org/stops.html

Hackland Ruling Not About The $3,150

The ruling by Justice Charles T. Hackland was not about the $3150 that Toronto Mayor Rob Ford improperly solicited for his football team but about his arrogant and stubborn insistence that he is above the law.

Matters of law regarding conflict of interest can be subject of interpretation and if after being found to have acted improperly by the city's integrity commissioner Ford had stated that he simply misunderstood the rules and apologized and repaid the funds as ordered that would have been the end of it.

But Mayor Ford did not misunderstand the rules, he totally ignored them by being wilfully ignorant of them. Mayor Ford as a city councillor and as mayor should have been aware of the concept of conflict of interest and should have read city council's code of conduct. To have total disregard for the rules that apply to such a position of trust is inexcusable.

The Mayor then went on to not only attend the Council meeting dealing with the matter but engaged in discussion and voted on the matter, an act that even the least informed follower of municipal affairs understands is a conflict of interest. For an elected official to claim he did not understand that is truly unthinkable and unbelievable and the court did not believe the "I really am that stupid" defence.

While Rob Ford may have a right to appeal this decision, any politician with any integrity in these circumstances would ask to be relieved of his duties and have the Deputy Mayor take over the functions of the Mayor until he cleared his name. But Rob Ford has throughout this debacle and his whole career shown that he has no integrity at all and it will be up to Toronto City Council to relieve Rob Ford of all his duties and responsibilities as Mayor.

There is no conspiracy here. It is simply Rob Ford's continuous unprofessional conduct that has brought him to where he is.

The principles involved here are way more important than the $3,150.

America The Ugly

With friends like this Romney doesn't need enemies:

It's enough to make an atheist want to believe in god so we can call on him to save us from them, but as they tell us, and so fervently believe, he is on their side, their vengeful hateful god.

Jian on Bullying for Amanda

Jian's essay: Amanda Todd, and bullying | Q with Jian Ghomeshi | CBC Radio

From the House of Commons

Readers are advised not to switch to full youtube view and not to read the comments

Ed Broadbent on Income Inequality

Rick Mercer on the Low Wage Economy

"Wake The Fuck Up" - Most Effective Use of the "F-Word" Ever

The Lime Kiln Technical Trail Will Never Be The Same

Today we finally had the opportunity to hike the Lime Kiln Technical Trail for the first time since the Lime Kiln area fire in the Stony Swamp Conservation Area.

(click on map to enlarge)
Things are looking pretty good for the first part of the trail, although you start to see larger and larger signs of fire as you look alongside the trail and then you are in the middle of the Fire Zone. At that point on the map you can see the hike diverging somewhat from the trail as we tried to follow the trail on the GPS and keep watch for the silver Rideau Trail triangles (silver because in most cases the blue paint was removed due to the heat of the fire). Most of the trail within the Fire Zone was unrecognizable although there were a few recognizable trail features along the route we followed.

The fire zone ended shortly before one of the fire roads crossed the trail. At that point the trail continues on the other side of the fire road but due to all the debris pushed up alongside the road we were unable to follow the trail. Knowing it reconnected further along the Fire Road we continued following the road, intending to follow it back from the other end, but when we reached that location we again had the problem of the piled up debris hiding the entrance into the trail, so we ended up missing about 200 metres of trail. After that the Fire Road wiped out most of the trail except for a short portion that ran just alongside it just before the Lime Kiln Bridge.

My guess would be, taking into account the first section of trail, and the section we by-passed, plus the short section of trail at the end, that close to 50% of the trail might be intact in it's original condition. The other 50% will probably need extensive rehabilitation and some of the technical features might never be recovered.

My inclination, however, would be that it would be best to let the natural environment and vegetation recover on it's own before attempting to rebuild the trail. We did notice that there already appeared to be some new growth within the fire zone and on the fire roads. At the appropriate time I would hope that the National Capital Commission (NCC) would consult with all trail users, including mountain bikers, in developing a trail rehabilitation plan.


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