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”.

South March Highlands Trail Plan – Where Are The Environmentalists

Foreword:

After having time to reflect on the March Open House and read over more carefully the Display Boards, that are now posted on the City of Ottawa website, I have further reflections.

Unfortunately there is still not the detailed information available on the website that would be required to do a real comprehensive analysis of the proposed trail plan.

The Proposed Trail Plan and the Environment

When this process first began my main concern was reports of overzealous environmentalists wanting to close off all access to the South March Highlands. Ironically, the opposite seems to be the problem at the moment – an apparent lack of concern (as far as I can see) from environmentalists over the proposals to denaturalize significant portions of natural rugged single track trail. The more I look at the trail map the more I realize just how extensive the proposed denaturalization is.

The most glaring and troubling proposal involves the Trillium Woods, which has been identified as the most environmentally significant and sensitive portion of the management area. In the Trillium Woods the plan calls for turning the narrow natural trails into 2-3 metre wide compacted granular surface stone dust paths. One can only ask what are they thinking. The only possible reason for that is because of it's proximity to development and houses. As an environmentalist I find this to be unconscionable.

But the Trillium Woods is not the only part of the management area where the city plans to denaturalize narrow trails and turn them into wide hard packed paths as the map below shows.

Perhaps some compromise is necessary. And in that spirit I would propose that such paths be limited to Zone 3, the least significant environmental zone, and the zone that includes the area that attracted the broadest public interest, the Beaver Pond Area, and is thus, self-identified as the area where most people would want easy access.

In the more environmentally significant areas we need to do all we can to protect the natural environment, and that does not include building wide hard-packed paths through it.

As I have stated several times before on this subject in The Fifth Column:

As an environmentalist and serious hiker and mountain biker my first and primary concern is that the trails be kept in their natural rugged state and be retained as natural surface single track trails.

I call on all Ottawa environmentalists to rally together to protect this natural area and it's natural rugged single track trails.

Map of SMH Environmental Zones

Map of Proposed SMH Trail System

Description of Proposed SMH Trail Types

Further Information Resources
City of Ottawa - South March Highlands Conservation Forest Management Plan

Brunton Report 2008 - South March Highlands

Brunton Report 2004 - South March Highlands

THE FIFTH COLUMN: Submission re: South March Highlands Conservation Forest Management Plan Draft Trail Plan

THE FIFTH COLUMN: Submission re: South March Highlands Conservation Forest Management Plan

South March Highlands Management Plan Information Update

The City of Ottawa has finally posted the information presented at the March Open House on it's website. Please note in particular the map of the proposed trail system.

South March Highlands Management Plan Open House Display Boards (March 2009)

Submission re: South March Highlands Conservation Forest Management Plan

click on map to enlarge
I am a lifelong environmentalist and outdoorsperson who hikes, mountain bikes, skis and snowshoes in the South March Highlands.

My first comments have to do with the public consultation process.

I was very pleased to see the full colour maps of the protected area at the open house presentation and to learn that more lands than I expected are being protected. In reviewing the maps it appears that more of the existing trails than expected may be included in the protected area.

Afterwards, I immediately went to the City of Ottawa website to see if I could review the maps and other documentation. However, as is usual, whenever I go to the City of Website to look for planning or development information I find it to be woefully inadequate.

It would be very useful if the public could access more details and background information on the City of Ottawa website in order to make better informed comments and suggestions.

One of the things that would be most useful to me in assessing the proposal and making suggestions regarding the trail network would be to see a map of the protected area with the existing trails overlaid. There are numerous trail maps available and I am appending a few that I have acquired to this document.

Before dealing with the trail network I want to address some real concerns I have about the impact of Terry Fox Drive on the conservation forest. Terry Fox Drive is an urban road that serves urban development. It should be routed through urban development land, not through land classified as rural conservation forest. To the extent that it has to cross the western portion of the protected land it should do so using as little protected land as possible.

Terry Fox Drive should absolutely not be bisecting the rural conservation forest in the way that it does. If the city is unwilling or unable to stand up to the land developers and put the road through urban development lands, the least it should do is route it along the southeastern edge of the conservation forest and not bisect the rural conservation forest.

The people of Kanata and Ottawa deserve at least an explanation as to why Terry Fox Drive is being routed the way that it is.

The rest of my comments will deal with the trail network.

As an environmentalist and serious hiker and mountain biker my first and primary concern is that the trails be kept in their natural rugged state and be retained as natural surface single track trails.

I understand that as a result of the environmental assessment process some trail rationalization may need to be done - some trails may require work to make them sustainable and some may need to be rerouted. I have no objection to improving the sustainability of the trail network as long as the network as a whole is not degraded. There may even be opportunities to build new trails for environmental reasons or to allow trail users to enjoy natural features in the area.

In particular, one trail known as “Outback”, is very long and can take up to four hours or more to hike. At several points that trail comes very close to adjoining trails. Making a link at one or more of those spots would allow hikers, who otherwise might not hike the whole trail all at once, to hike part of it at a time. Of course this would depend on whether there are environmentally suitable routes to make the links. This would also provide a faster exit for people injured on the trail and would provide faster access for emergency personnel, particularly in the winter when the cold is an added factor

In examining the map of the protected area we can see that it almost forms a circle providing the possibility of a large loop of interconnecting trails. This would require a link from the lands deeded to the City by KNL in the southeast end of the network to Trillium Forest in the northeast end of the network. Including a pathway between those two sections in the subdivision agreement would enhance the trail network in the protected area.

There has also been the possibility of wheelchair access pathways suggested. Despite the potential benefits of this, I do not wish to see the natural ruggedness and wilderness-like nature of the protected area compromised. One possibility is to build such a pathway around the “Beaver Pond”. This would also provide a place for casual walkers to enjoy the forest without ending up on the rugged natural trails in their high heels or sandals.

I understand the management plan will deal with the appropriate location of trailheads and parking facilities. I hope this will be done in such a way that natural features are not compromised. I would also suggest providing outhouses at the parking lots, as is done by the National Capital Commission at many of its parking lots in the greenbelt trail system.

Another issue that has been addressed by many trail users is the lack of signage, particularly due to the complexity of the trail system and the possibility of people getting lost. I trust this issue will be addressed in a way that detracts the least from the naturalness of the trails.

The last issue I want to address is public education. The official recognition of the South March Highlands Conservation Forest as a human-powered recreation area will make possible a more extensive public education program on responsible trail use. This has been something that the organized mountain biking community (OMBA) has been pursuing vigorously among its membership. However their membership does not include all trail users, and does not even include all mountain bikers. I would like to see the City fund an extensive public education program on responsible trail usage in co-operation with all trail user groups.

A good place to start in developing responsible trail use guidelines would be the IMBA Rules of the Trail.

Signage at the trail heads should include large trail maps on the signs along with responsible trail use guidelines. As well pamphlets with a map of the trails and the guidelines should be available.

I would also direct you to my previous comments on the South March Highlands Management Plan, “The South March Highlands - Kanata's Outdoor Wonderland”.

Maps of the South March Highlands and Kanata Lakes Trails
click on maps to enlarge




This has been sent to the South March Highlands Conservation Forest Management Plan project manager and the four councillors representing Kanata on Ottawa City Council.

The City of Ottawa Website Sucks

Today I'm going to rant about the City of Ottawa Website. It may be fine for finding out when garbage day is and even for finding the cycling map but whenever I am looking for important information it is almost impossible to find. The most difficult information to find is the most important information - information on development proposals and planning. Sometimes if you know which council or committee meeting discussed the subject you can find it in the meeting minutes, but try looking for something based on the subject.

My most recent experience was trying to find information on the South March Highlands Management Plan. I understand public meetings are to be held on it soon, but there was nothing under Public Consultation or Environment or any other relevant website sections I could think of. The website search function only found a few passing references in documents to the fact that the city was going to draw up a management plan for the South March Highlands.

The website appears to be large and extensive but a lot of it is fluff and whenever I look for concrete information and documents I am completely unsuccessful.