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.

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.

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

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

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

Cyclist Fatality Waiting/Designed to Happen

If you wanted to design a storm sewer grate to catch a bicycle wheel and throw the rider into fast heavy traffic you could not do better than this.

These are located along Eagleson Road between the Queensway and Hazeldean Road. They seem designed to capture bicycle wheels and kill cyclists.

I'm not sure why anyone would want to use something like that rather than the design below, used along Eagleson Road south of Hazeldean Road, that has the openings perpendicular to the wheels so you ride across them rather than along and into them.

Still shaking my head and making sure I stay well away from the curb along that section of Eagleson Road.

108 Kilometres and 5 Pounds Later (Ottawa River Pathways Hybrid Epic Ride)

Well it has actually been a few years since I have done an Epic (Over 100 kilometre) Hybrid Ride and I have been wanting to find out just how long a ride encompassing both the western and eastern Ottawa River pathways would be, having rode both separately.

Click on Map to Enlarge
One of the things keeping me from doing this sooner was the lack of proper connectiveness between the two sections, which I have written about previously.

East and West: Two Solitudes - The Problems With The Ottawa River Pathway

The Ottawa River Pathway Two Solitudes: PostScript

Starting in Bridlewood I took the Trans-Canada Trail through the Greenbelt joining the Ottawa River pathway at the Andy Haydon water park. The western pathway route is an enjoyable ride along the Ottawa River on paved pathways with the opportunity for pit stops to eat and drink at Britannia and Westboro beaches.

The connection to the eastern section was not as bad as I expected. After the killer hill up the cliff by the locks you just take Murray Street to Sussex Drive and continue to the Rockcliffe Parkway and onto the eastern pathways. So I was fine, but anyone who is intimidated by riding on major heavy traffic roadways could be intimidated and even a bit frightened, and our pathway system should not force cyclists into those situations.

Once I reached the Rockcliffe Parkway I was back onto paved pathways leading to the pathways along the river.

Click on Map to Enlarge
For the ride east I took the paved upper pathway along the Rockcliffe Parkway that goes past the Aviation Museum and then rejoins the path along the River.

Once you hit Orleans you follow the streets a bit past the Résidence Saint-Louis following the bike route signs and then take the Petrie Island Pathway that ends at Trim Road, but you can continue down Trim Road to the island. Most of the Petrie Island pathway is brand new pavement except for the last portion that is gravel. The pathway goes past a number of what appear to be mountain bike trails crossing over it, that I have yet to check out.

On the way back I kept to the pathway closest to the river, which is primarily a hard-packed gravel surface. Both pathways are enjoyable and scenic.

Casual cyclists should be aware that after you leave the river pathway, the path along the Rockcliffe parkway goes along a cliff and narrows for a portion and that can be a bit concerning but really is no great problem.

Getting from Sussex Drive back to the western pathway was another matter. I should have done better advance planning for the trip back and I ended up darting across the road where St. Patrick joins Murray Street during a break in traffic to get back to the path down the cliff. A better route would have been to continue along Sussex Drive to the other side of Murray Street and then walk the bike along the sidewalk to the path down the cliff.

Click on Map to Enlarge
The biggest concern of the ride was the heat and probably a sign that I picked the wrong day for an Epic Ride. I have done long rides (60-70 km) on hot days and I have done over 100 km rides before but combing both was probably a bad idea and after the 90 km mark I was starting to feel the effects of heat exhaustion, but I managed to make it home without collapsing.

One of the problems of the pathway system (besides the lack of washroom facilities, particularly in the early and late season) is the shortage of drinking water facilities. There are very few water fountains on the route and the few that are there require you to almost swallow the fixture to get a drink, making it impossible to use them to refill a water bottle.

I was able to buy water from a vending machine at the Rockcliffe Yacht Club though. The multitude of Private Property and Members Only signs kept me from even thinking about asking them to refill my water bottle with tap water, I felt fortunate that they let me use their vending machine.

But all being said it was a great experience and I would do it again on a cooler day.

Overall stats:

Total Distance: 108 km
Time Moving: 5 Hrs, 40 Min
Average Speed 19 km/hr
Maximum Speed 36.3 km/hr

Weight Lost During Trip: 5 pounds (but I regained about 3 pounds by next morning after rehydrating, etc.)

Ottawa River Pathway Two Solitudes: PostScript

Yesterday I was down by the canal locks looking over at the "missing link" and realized there may be some sections where it is a challenge to continue the pathway along the river at the bottom due to the terrain. But there is a solution. These photos are from the boardwalk along Ramsey Lake in Bell Park in Sudbury

(Click on Photos to Enlarge)

East and West: Two Solitudes - The Problems With The Ottawa River Pathway

(Click On Maps To Enlarge)
The really nice thing about Ottawa is that so much of the Ottawa River shoreline is in public hands and includes shared scenic recreational pathways/bike paths. In the past few weeks I have rode on the eastern and western portions of the Ottawa River pathway and made some observations. The first one being:


It is often said of Canada, that it consists of two solitudes, English Canada and French Canada. When it comes to the Ottawa River Pathway the solitudes are East and West. The connections between Ontario and Quebec are actually quite good, however the East and West sections of the Ottawa River Pathway are separated from each other by sometimes dangerous roadways. I did not even try to follow the roadway from the east to west on my last ride because it started along a very narrow and winding under construction section of road.

However if you examine the map above you will see that there is not much development along the riverfront between the two sections of the Ottawa River Pathway, and I believe most of what development there is, are federal institutions. One of the problems with the National Capital's very good system of pathways is the lack of key interconnections. I believe this missing link to be one of the most important missing connections and connecting the two sections properly, avoiding roadways, should be given the highest priority.

I also see a problem with the western section of the Ottawa River Pathway:


The Ottawa River Pathway ends at the Andrew Haydon Park water park, although two separate pathways continue, one through parkland (Andrew Haydon Park and Dick Bell Park) and one along Carling Avenue.

Unlike all other pathways that I know of in the National Capital Region, the one through this parkland is not a shared pathway and bicycling is not allowed on it. The only reason I can think of for this anomaly is that it goes back to when those parks were in Nepean and different rules were applied. Indeed the section immediately east of the water park going go Britannia Park has as much, if not more, pedestrian traffic than the section that goes through Andrew Haydon Park and bicyclists and pedestrians manage to share the pathway with no problem. As well since there is an alternative faster and shorter route along Carling Avenue, commuter cyclists in a hurry would opt for that route leaving the route through the parkland for those wanting a casual ride through parkland avoiding the traffic noise of Carling Avenue.

It is time to move on and apply the same rules to this pathway as all other pathways in the National Capital Region.

After Dick Bell Park the pathway continues along Carling Avenue as that is where the publicly owned land ends, at least until we get to Shirley's Bay.

I also have an observation to make about the eastern end of the Ottawa River Pathway:


I discovered that there is another very pleasant gravel pathway a short distance from the eastern end of the Ottawa River Pathway. The pathway starts alongside Hiawatha Park Road, not far from the Bruyère Continuing Care Saint-Louis Residence, and goes all the way to Trim Road. One interesting thing about this pathway is that a group of what appear to be hiking and/or single track mountain bike trails intersect with it and run alongside a portion of the pathway.

I believe it would be very useful to have some signage at the eastern end of the Ottawa River Pathway directing people to this, as far as I know, unnamed pathway.

The Ottawa River Pathway is a very important part of the National Capital Region shared pathway system and very enjoyable to cycle on. With some improvements it could be a real gem, the most important being connecting the east and west sections safely so that they are no longer two solitudes.

See also: Ottawa River Pathway Two Solitudes: PostScript

Cyclist Killed Near Inappropriate Pathway Detour Route

On August 13, 2010 a cyclist was killed while riding along city streets in the area of the official detour route for a section of National Capital Commission (NCC) pathway along the Ottawa River that was closed for rehabilitation.

This post is not meant to assign blame for this tragedy. I will leave that to the appropriate authorities. I also want to make it clear that I rode the official detour route and it seemed perfectly comfortable and safe to ride, for me.

That being said, the Ottawa Citizen article did raise concerns about cyclists detouring through the neighbourhood streets which I wish to address. Indeed, there are many people who choose the shared pathways to cycle because they do not feel comfortable riding on the roads and it seems appropriate to attempt to keep a pathway detour on pathways as much as possible. In this case, when there is a parallel pathway running alongside the detour route, not using it and detouring further away on city streets seems completely inappropriate. I have not been using the official route but an unofficial detour that I mapped out several weeks ago (and shared with others) before the official detour route was marked.

Click on Map To Enlarge
As you can see the official detour (and my route) follows alongside Carling Avenue for a bit on the paved shoulder. It then, out of necessity, goes down Maplehurst Avenue and then along the parallel pathway. My unofficial detour continues along the parallel pathway until it reaches the end of the construction zone and continues on an open and rideable section of the main pathway. For some reason the official detour leaves the parallel pathway at Kempster Ave. and meanders through city streets not joining the main pathway till well past the end of the construction, as the map above indicates.

As soon as I saw the official detour route I wondered why it did not follow the most logical and appropriate route rather than taking cyclists, many who choose to ride the pathways to avoid the roads, onto city streets.

UPDATE AUGUST 16, 2010

Today construction has started on the dark blue section of the detour. The old asphalt has been removed and new gravel put down and it appears to have been packed down by a roller. That section of pathway is now effectively open and being used, at least till they start repaving it. The rest of the detour, blue section, has the old asphalt removed, new gravel down, and rollers were on it today.

UPDATE AUGUST 23, 2010

All of the pathway construction is paved (lines not painted) and effectively in use, although not yet officially open.

UPDATE OCTOBER 20, 2010 (from NCC)

Re-opening: Ottawa River Pathway

The rehabilitation work of the 2 km of recreational pathway between Carling Ave. and Britannia Rd is completed. The NCC has done its final inspection and the pathway has officially re-opened.

Reflections on Murdered Trees

During Sunday's OMBA trail day there was some discussion about using natural materials, and particularly wood from around the trails in the South March Highlands, for trail projects such as bridges. I raised the issue that there may be a perception problem even if you use dead trees or trees that have come down during storms. Indeed there have been complaints of mountain bikers cutting down trees, though none of them have been confirmed and no evidence can be found of it happening. I suspect they may simply be based on people seeing trail crews going in with saws to cut down trees that have fallen over the trails during storms.

Then, yesterday, as I was riding along M-line, I remembered my earlier nature hike along the Terry Fox Drive Extension work with members of the Coalition to Save the South March Highlands where we saw the huge trees that had been cut down for the roadway, not to mention the cutting down of what may have been the oldest tree in Ottawa, an over 200 year old Maple. It seems that in Ottawa the City will spend hundreds of thousand in court costs to fight residents who want to remove trees that are damaging their foundations but when it comes to really significant trees and forests it gives the orders to clear cut them.

None of that can be undone but it got me thinking that maybe some of what has been cut can be salvaged for use in what remains of the conservation area, perhaps for trail work or for other uses.

If there is anything left of the over 200 year old Maple it should be preserved for use in a memorial to the City's greed (for free federal money) and willful environmental blindness. I would love to see the stump cut level with the roadway so drivers actually had to drive over the top of it to be reminded every time they drive the road of what was sacrificed for their precious highway.

Unless of course, the unthinkable happens, and they stop the madness.

Cycling and Safety in Ottawa

This is being submitted to the City of Ottawa Roads and Cycling Advisory Committee and to selected city councillors.

I am primarily a recreational cyclist, not a commuter. I love riding the trails on my mountain bike but most of my kilometres are put on my hybrid on the paved and gravel pathways, though I do ride the roads on occasion and am just starting to ride in the winter.

Ottawa Police Service's Inappropriate Response to Cycling Injuries Caused by Motorists

This post/submission is inspired by this cycling season's large number of injuries and deaths to cyclists at the hands of motorists and the Ottawa Police Service's inappropriate response of targeting motorists and cyclists equally. A proportionate response is not appropriate because the impact and the risks are not proportionate. Motorists kill cyclists with their vehicles. Cyclists don't kill anyone with their vehicles, and are only a risk of minor injuries to pedestrians in the overwhelming number of situations. Yes, cyclists should obey the rules of the road, and I will deal with that, but motorists are the real threat of injury and death and that is where the bulk of resources should be targeted. Now that I have stated the obvious let us move on.

The police need to move aggressively against reckless and impaired drivers because they are a real threat to everyone on the road, but particularly to cyclists who are not protected by a metal box. Crashing into another vehicle can cause damage, crashing into a cyclist can kill them. While the threat from bad and aggressive drivers is the most obvious, the biggest threat to cyclists is from otherwise good drivers who are unaware of cyclists and the potential threat motorists pose to them.

Cyclists are on the roads, and they have a right to be on the roads. The most important thing that we can do to protect them is to make drivers aware of this, so they are thinking of cyclists whenever they are driving and watching for them. And cyclists need to follow the rules of the road and be where they are supposed to be.

The City of Ottawa website lists some of these rules. Perhaps the most important is "Never compromise your safety for the convenience of a motorist".

More information on cycling in Ottawa is available on the City of Ottawa Website Cycling Page, including the City of Ottawa Cycling Map.

I have a rule for motorists - do not give up your right-of-way (unless you need to avoid an accident). The rules are there so everybody knows what to expect from everyone else. If you give up your right of way to me, with a gesture or whatever, I may be aware but other drivers might be confused. I am happy to wait my turn.

The key thing is awareness of other road users, where they are and what they are going to do. The rules of the road exist so all road users know what to expect, that is why it is so important that everyone follows them.

Stop Signs as Yield Signs For Cyclists - The Idaho Experience

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.

In the long term this would require the city, along with other cites, to lobby the provincial government to change the law. But in the meantime the police could adopt a policy of only charging cyclists who go through stop signs if they do so in a dangerous manner. It is not unusual for police to prioritize their enforcement policies.

This would also require a public education policy so that cyclists would know what is expected of them, and motorists would understand the reasoning behind the policy. 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

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

Toronto Star article

Bicycling blog

Bicycle law blog

Bicycle Civil Liberties Union

Clarifying the Rules Regarding Pedestrian Crosswalks

The Highway Traffic Act includes the following provisions:

Definitions
1. (1) In this Act,
“pedestrian crossover” means any portion of a roadway, designated by by-law of a municipality, at an intersection or elsewhere, distinctly indicated for pedestrian crossing by signs on the highway and lines or other markings on the surface of the roadway as prescribed by the regulations;

Riding in pedestrian crossover prohibited
140.(6) No person shall ride a bicycle across a roadway within a pedestrian crossover. R.S.O. 1990, c. H.8, s.140 (6).

Riding in crosswalks prohibited
144.(29) No person shall ride a bicycle across a roadway within or along a crosswalk at an intersection or at a location other than an intersection which location is controlled by a traffic control signal system. R.S.O. 1990, c H.8, s.144 (29).

I think it makes good sense not to allow cyclists to ride their bikes on crosswalks along sidewalks. Cyclists should not be riding on the sidewalk so they should not be riding on crosswalks.

However there is one situation where the wording of the law may create ambiguity, I am talking about road crossings where shared use paths intersect with roadways. Since the pathway is shared all the way up to the roadway, there is no reason it cannot be shared across the roadway with cyclists remaining on their bikes when crossing the road.

The solution is to simply have the city clarify it's documentation and signage to make clear that shared use pathway crossings are not considered pedestrian crossovers or crosswalks.

Rules of The Shared Pathway - To Ring or Not Ring Your Bell

As we discuss the rules of the road let's look at the rules or conventions of the shared pathway. While I have my understanding of them, it is clear that there is no common understanding amongst pedestrians and cyclists.

My understanding is that all users of a shared pathway should keep to the right, allowing room for both pedestrian and bicycle traffic to move in both directions. Since pedestrians walk on the pathway, not alongside it, they should not be walking in the opposite direction of the pathway traffic. They also should not take up both sides of the pathway, though I am willing to be lenient in this regard as long as they move over for oncoming traffic or traffic that wishes to pass them, whether it be cyclists or joggers.

For that reason pathway users, whether pedestrians or cyclists should always be aware of their surroundings. Please leave the headphones at home when out in traffic, whether on the roads or the shared pathways. You do not have to always be plugged in and disconnected from your surroundings. Sometimes I think the Walkman and the IPod are the most evil and dangerous inventions of mankind.

Let me say this to the pedestrians on the pathway. Now that you are aware of your surroundings and I am approaching you, it is a simple matter to ring my bell to alert you of my presence. It would be a simple decision if I could predict your reaction but I cannot. I know what my purpose is - not to tell you to get off the path, but simply to alert you of my presence and to allow groups of pedestrians to move into single file on the right. However all to often the response is for pedestrians in groups to scatter all over the path or for those walking along the right to move over to the left and into my path. It would make both our lives much easier and safer if upon hearing my bell, you just glanced my way to acknowledge my presence and stayed or moved over to the right in single file to allow me to safely pass. In exchange I will slow down and give you sufficient time to do this.

Life on the shared paths would be much simpler and safer if this approach was adopted as the convention by all pathway users, and perhaps made part of a public education campaign.

Bike Lanes - What Are They

One would think that determining this would be pretty simple.

As far as bike lanes are concerned it was always my assumption that the lines along the roadway about a metre from the curb indicated a bike lane. However, I discovered a couple of problems with that.

The first is that those lines appear on many streets where the City of Ottawa cycling map does not indicate a bike lane exists. Also, in many cases those lines appear along roadways where parking is allowed making the apparent bike lane meaningless because it is dangerous to be moving in and out of the roadway between parked cars.

Something more problematic is the City of Ottawa ad stating that cyclists should ride a meter out from the curb and and the following from the city of Ottawa website which states: "Cyclists generally ride in the right-most through lane, about one metre from the curb or parked cars." The apparent bike lane markings are about a metre from the roadway so if cyclists followed the City's advice they would be riding alongside the apparent bike lane rather than in it, causing motorists to be upset that the cyclist are not riding in what they think is the bike lane, and potentially causing confusion for everyone.

We really need some clarification here.

Shared Pathways - What Are They

You would also think that determining this would be pretty simple. My basic rule has always been that if it is cement it is a sidewalk and if it is asphalt that it is a pathway. But again, looking at the City of Ottawa cycling map, many asphalt pathways are not shown. For example the pathway along Carling Avenue from Holly Acres Road to Moodie Drive is officially designated as a pathway while the pathway along Eagleson Road from Cadence Gate to Hazeldean Road is not, even though they have similar characteristics. Both run along major roadways where many cyclists would be leery of riding on the road and both provide connections between neighbourhoods as well as connections between other pathways.

Indeed, the Eagleson Road pathway connects Bridlewood to the Hazeldean Mall and the Hazeldean community as well as to pathways that connect through Katimavik to Beaverbrook. I would strongly recommend that this route be officially designated as a shared pathway.

For purposes of clarity I would also suggest that all asphalt paved pathways be so designated. If the city wants something to be a sidewalk they should build a proper cement sidewalk.

The Big Issue - Separating Bicycles and Automobiles

This past fall a friend of ours was involved in a vehicular collision when the approaching vehicle veered into his lane. Luckily he survived, though with significant injuries. The people in the other car were killed. He survived because his vehicle was larger and provided better protection. In a collision between a bicycle and a vehicle the cyclist will always be the one to suffer greater injuries or death.

Though I have always tried to avoid riding on the road I have always felt safe when doing so. As long as I obeyed the rules of the road and acted as a vehicle I expected other vehicles to do likewise. Even while driving down the bicycle lane along Hunt Club Road with heavy traffic whizzing by me I felt safe because I had my own designated space. It never really occurred to me that a driver would deliberately drive into the bike lane and maim or possibly kill me. Now it does because we know that that happens way too often.

The only real solution that treats cyclist lives as seriously as motorists lives is to adopt the European approach and separate cyclists from motor vehicles.

I would like to see Ottawa adopt it's own version of this approach built on the existing network of pathways. While dedicated bike paths would be nice to have and would allow for a faster flow of cycling traffic the shared pathways we have now work quite well.

However nothing should prevent cyclists who wish to from continuing to share the road with vehicles.

That being said, providing an alternative to riding on the roads has the potential to substantially increase the number of recreational cyclists and the number of cyclists who commute regularly for work, shopping and other tasks beyond recreational cycling.

So we start by building on the existing pathway network to extend it to a true network that provides connections between all Ottawa communities and neighbourhoods, as well as connecting to the NCC recreational pathway system. Preferably this would be a distinct network separate from the roadway system. Where the network did run parallel to roadways there should be physical barriers or barriers of significant space between bicycles and motor vehicles. The network should never have bicycles and motor vehicles sharing busy roadways only separated by lines on the road.

Of course we cannot have a separate system from door to door. The system would be between neighbourhoods. Cyclists would have to share less busy neighbourhood streets with motor vehicles. In the busy downtown core we should follow the European practice of having separate bike lanes on the sidewalks, rather than the roadways.

The system should be an all-season system. I have recently started winter cycling for recreational purposes and find that more often than not I have to use the roads, as the pathways are usually not cleared - some are not cleared for the whole winter. In my case, as a recreational cyclist, I can easily stick to the local arterial roads that are kept quite clear but commuters do not have a choice of routes. With no reliable pathway system in the winter they have to share the busy roads with motorists when it is the most dangerous.

If we want to encourage more environmentally friendly commuting we need to make a paradigm shift in our snow clearing priorities. I would propose this priority - sidewalks, shared pathways, public transit routes, other roads.

The most important first step is to build a shared pathway system that is uninterrupted and truly connects all Ottawa communities and neighbourhoods.

A Note on Bicycle Helmets

I would be remiss if I did not include this subject in this post/submission.

According to the Ontario Ministry of Transportation:

If you are under the age of 18 you are required by law to wear an approved bicycle helmet when travelling on any public road. Cyclists over 18 are encouraged to wear helmets for their own safety, but are not required to by law.

Source: MTO

It is unfortunate that the government of Ontario does not consider cyclists lives to be as important as drivers lives. Drivers and passengers in motor vehicles are required to use seat belts because they safe lives. The government does not seem to consider the lives of cyclists, who do not share the added protection of a metal cage with airbags around them, to be as worthy of protection.

There is extensive proof and studies as well as submissions from various medical organizations that bicycle helmets save lives and reduce injuries, yet we still do not require cyclists over 18 to wear seat belts. What is even more worrisome is the opposition to seat belt legislation from some so-called bicycle advocacy and safety organizations.

I am not going to outline all the evidence and submissions from medical experts here as that would be a treatise on it's own but I am going recommend that City of Ottawa to call upon the Ontario government to recognize that cyclists lives are just as important as the lives of motor vehicle passengers by passing legislation requiring that all cyclists wear helmets.

And a note to parents. Do you know where your daughter's helmet is after she is out of your sight. As one who passes them on the pathways often I can tell you that most of the time it is hanging from her handlebars. Part of the reason for this may be that, in my experience, there appears to be no enforcement of the helmet legislation for those under 18 years of age.

Final Words

It is vital that the City of Ottawa undertake a public education campaign for motorists and cyclists that stresses awareness of other users of the roads and pathways and the need for everyone to obey the rules of the road. Enforcement should be concentrated on the real danger to life and limb - motorists.

--------------------------------------------------------------------------------------------------------------------------

This is being submitted to:

Ottawa Roads and Cycling Advisory Committee
Stephanie.Brown@ottawa.ca

Councillor Peggy Feltmate
Peggy.Feltmate@ottawa.ca

Councillor Alex Cullen
Alex.Cullen@ottawa.ca

Councillor Clive Doucet
Clive.Doucet@ottawa.ca

Gatineau Parkway: A Cyclists Dream or A Drivers Nightmare

In an earlier Fifth Column I stated:

A few weeks ago I was driving home from mountain biking along the Gatineau Parkway when I noticed just how little room there was for cyclists and motor vehicles to share the road. If I wanted to pass a cyclist I had to hug the yellow line, a dangerous thing to do if traffic is approaching me and only possible if the oncoming traffic sees the cyclist on my side and moves over to give me room, and impossible if there are motor vehicles and cyclists on both sides of the road. At one point I just had to follow behind the cyclist till it was safe to pass, fortunately he was moving at about 40 km/hr.

This can create very dangerous situations, especially if there are impatient drivers. Drivers should, however, be aware that, although used as such, the parkway is not a commuter route, it is a scenic route for tourists and residents to use to enjoy the park scenery and has a speed limit of 60 km/hr.

In many ways the Gatineau Parkway is a wonderful route for cyclists, scenic, winding and hilly. It could be a world class cycling route and a major tourist attraction and economic benefit to the region, if the safety problem was solved.

The National Capital Commission and The Royal Canadian Mounted Police are also aware of the safety problems and they have announced their solution, according to an article in the Ottawa Citizen which states:

Don't ride your bicycle in double file, in "packs" of more than 15 or speed through stop signs this summer.

The National Capital Commission and police are cracking down on cyclists and motorists in Gatineau Park as part of a share the road campaign prompted by the increasing number of traffic violations in the park each year.
…

RCMP Const. Suzanne Lefort said cyclists who ride in double file or in groups of more than 15 face $95 fines. Cyclists who run through stop signs face $15 fines, plus the loss of three demerit points if they have a driver's licence. Also, cyclists were warned about speeding last year, but this year they will be ticketed.

Drivers who exceed the speed limit by more than 40 km/h could have their vehicles impounded for seven days.

This has led to considerable reaction from the cycling community, including Letters to The Editor from Mike Abraham, Matt Surch, Alex MacKenzie and Avery Burdett.

Matt Surch describes the Gatineau Parkway as a road cyclists haven:

Cycling is a healthy practice with a rich tradition in the Ottawa Valley, home of the country's two oldest bike clubs, dating back to 1882. More than just a sport, cycling affords pleasurable movement through the city and its surroundings.

On any given day, hundreds of cyclists, many in their retirement years, seek the challenge of the hilly Gatineau Parkway to recreate, to live, on the bike. Many users ride the parkway more than once a week, for years.

Some ride alone, others in groups. By riding side-by-side, conversation flows. Other groups with a more competitive bent enjoy the parkway for its promise of training gains and the opportunity to practise road tactics such as drafting, working together as a group.

Yes, road cycling is in fact a team sport; working together to cover ground faster is the magic of cycling.

The parkway is special -- it is a haven for cyclists because it is a parkway; low car speeds are appropriate. Cyclists outnumber any other user group in the summer, including drivers. We feel like the parkway is our oasis in an otherwise hostile cycling environment.

Unfortunately, the NCC does not acknowledge cyclists on the parkway as a recreational user group. Instead, we are being treated just like traffic.

As the last quoted sentence indicates, the NCC does not see it that way, and that is the crux of the matter – should the NCC Parkway be seen as just another commuter road or as a recreational route for cyclists.

Of course the Gatineau Parkway is not just another commuter route. You don't close down a commuter route for a whole season, banning cars, and let a recreational user group use it as their own. But that is what is done with the Gatineau Parkway in the winter for cross country skiers. That does not stop people from using their vehicles to access the ski hills or trails or other recreational facilities. And it certainly contributes to tourism in the National Capital region and the local economy.

The Gatineau Parkway already has the hilly terrain that serious road cyclists love to ride and train on. So why not apply the same logic to the summer season, ban cars from the Gatineau Parkway, and take advantage of an even greater opportunity to turn the National Capital Region into an international destination for cyclists, not to mention providing a wonderful opportunity for local cyclists to develop their skills. It is such opportunities and facilities that produce Olympic Gold Medallists.

How To Not Close A Trail While Building A Highway Over It – The Vienna Experience

Another in my Austrian Reflections Series.

One of my pet peeves has been the closure of the Queensway pedestrian and bike underpass from the summer of 2007-2009 (don't know if it will open at all this summer) while construction is being carried out on the western portion of the Queensway near Kanata.

They do things differently in Austria. We were on mountain bikes along a trail that followed the Marchfeldkanal on the outskirts of Vienna and came upon the construction of a highway over the trail. As you can see from the photographs nobody felt that there was a need to close the trail and indeed children (with parents) and bikes were explicitly allowed on the trail.

The sign in German translates (according to Google)to “Forbidden to enter the site - Parents are responsible for their children”, which I understand to mean “stay on the trail”.

(click photos to enlarge)







These are some other photos from along the trail.

Why I Like Bike Lanes

The first thing I should make clear is that I am not a hardcore roadie or commuter. I am more of a recreational cyclist who, when not riding dirt trails on my mountain bike, prefers to ride dedicated pathways on my hybrid. That being said, I still have occasion to ride on the roads and when I do I try to act as a vehicle following the same rules of the road.

I realize that many cyclists, as well as Citizens for Safe Cycling, are not big fans of bike lanes.

One of the reasons I am a fan of bike lanes is because, like it or not, bicycles and cars are not equal on the road. For one thing cars are faster, larger and heavier, and more importantly can do much more damage than bicycles. Read that to mean they can kill people.

Bicycles are also not equal legally and are required to move to the right to allow motor vehicles (and horses) to pass. The Highway Traffic Act states:

“Every person on a bicycle or motor assisted bicycle who is overtaken by a vehicle or equestrian travelling at a greater speed shall turn out to the right and allow the vehicle or equestrian to pass and the vehicle or equestrian overtaking shall turn out to the left so far as may be necessary to avoid a collision. R.S.O. 1990, c. H.8, s. 148 (6).”

Sharing the same roadway may be fine in theory but can be very scary in practice. I really appreciated having dedicated bike lanes when I was travelling down Hunt Club Road in heavy traffic with cars and big trucks whizzing past me at high speeds within one or two feet of me. However because I was in a dedicated lane, so that both myself as a cyclist as well as the car drivers had our own clearly dedicated space, I felt safe.

On the other hand travelling over the Queensway on Moodie Drive while it is under construction and the bike lanes are removed is a lot scarier than taking the same route with the bike lanes.

I realize that bike lanes are not perfect. My biggest complaint about bike lanes is when they disappear at intersections, creating a situation that can create real havoc as cyclists are almost pushed off the road where four directions and multiple lanes of traffic are converging. But let us fix the design problems, not eliminate bike lanes.

If we want more people to cycle we have to make it comfortable for them to cycle. While hardcore roadies and commuters may feel comfortable fighting with automobiles for a piece of the road, the average person we are trying to convince to use their bike instead of their car will be scared off of the road unless we make them feel safe on the road. In my humble opinion, dedicated bike lanes are an important way of making riding on the road safer for the average cyclist.