Bike NiagaraNovember 28,…

Bike NiagaraNovember 28, 2016
c/o David Hunt
59 Berkwood Pl.
Fonthill, Ontario
L0S 1E2
www.bikeniagara.org

Arielle Mayer, Senior Policy Advisor
Ministry of Transportation, Policy and Planning Division
Transportation Planning Branch, Environmental Policy Office (Toronto)
777 Bay Street, Suite 3000
Toronto Ontario
M7A 2J8

Re:MTO Discussion Paper on Cycling Initiatives under the Climate Change Action Plan
EBR Registry Number 012-8772

Dear Ms. Mayer:

Bike Niagara is a non-profit, community service organization made up of experienced cycling enthusiasts who have a passion for cycling and getting more people safely on bikes. We have provided the Niagara Region with bicycle education courses and attended as cycling safety advocates to many activities and events since 2012.

Bike Niagara is very pleased that the Ministry has established a $150 to $225 million funding proposal from cap and trade proceeds as part of the Climate Change Action Plan to meet some of its commitments identified within #CycleON: Ontario’s Cycling Strategy. Specifically, these funds focus on municipal urban areas and residential communities that give support to cycling safety, network connections, barrier removal and commuter/utilitarian trips through local and provincial cycling infrastructure and bike parking.

We offer the following comments which were informed by input from Share the Road Cycling Coalition, individual members of the Niagara Region Active Transportation Sub-Committee and the Niagara Freewheelers Bicycling Touring Club. Suggestions are provided in response to the four specific question areas posed in the discussion paper for your consideration:

1.Plan to Improve Commuter Cycling Networks

1a. What infrastructure should be prioritized to make cycling in Ontario safer and more convenient to support commuter cycling between residential communities, major transit stations, employment areas and other destinations travelled to on a frequent basis?

Suggestions:Wide Infrastructure Choice - The choice of infrastructure types would depend on the project specific local context and variable needs and circumstances on the ground such as the roadway hierarchy, posted speed and present and proposed land use. Therefore, a broad choice for cycling infrastructure is given in an attached table 1, which will also help to achieve policy objectives like “complete streets’ that allow access to all roadway modes and users of all ages and abilities. A general preference of infrastructure choices available is given in table 2 based on a rationale that includes traffic speed and volumes and bike collisions and volumes.

Funding Support Applicable to all Municipalities – Although larger municipalities with higher traffic volumes and more numerous cyclists may warrant a focused attention for funding, this program should also support projects in smaller and medium sized communities. Every community should be allowed to participate in the Climate Action Plan and together they can have meaningful contributions to active living and the reduction of green house gases through cycling.

Local Municipal Cycling Network – An important consideration to help ensure that funding support is provided to the most appropriate cycling infrastructure locations, would be to require some form of local cycling network to be identified prior to project funding approval. A predefined local municipal cycling network would help ensure that infrastructure funds support priority projects with high value destinations and overall route connectivity. A bicycle network could be developed as part of a Bicycle Master Plan, an overall Transportation Master Plan or staff working group. It would then be important for the bike network to be formally incorporated into the community’s Official Plan to help ensure implementation. A further implementation incentive would be to provide a phased funding support for the network plan study, with half of the funds offered at the start of the planning work and the final half provided when the first project has started construction.

Regulatory Measures – Additional regulatory measures would complement bike infrastructure by making cycling more convenient and safer, such as:
•examining the possibility of adopting all or parts of the Idaho Bicycle Law which states “at stop signs, the Idaho bicyclist may slow, yield, and roll; at red lights when intending to turn right they can slow, yield and roll, but they must stop, yield, and then roll to make a left turn or to proceed straight through the intersection
•consider lifting HTA cycling prohibitions on roadways where there is no other nearby route alternative
•mandatory bicycle helmet law extension to all ages
•extending the distracted motor vehicle legislations to cyclists (e.g. no cell phone use, no ear buds or headphones while cycling)
•consider enhanced bike equipment regulation (e.g. brakes)
•enhanced enforcement for all roadway and trail users
•lower speed limits on cycling routes

1b. What evidence can demonstrate the impact of cycling infrastructure investments on the number of cyclists and on GHG emissions?

Suggestions:A project’s impact can be evaluated by before and after information such as:
•Bike and motor vehicle counts before and after infrastructures placement on routes and at destinations.
•Estimates of GHG reductions based on bike count increases and motor vehicle decreases.
•Surveys to gauge potential and actual use of infrastructure. (e.g. Demand estimates for bike parking at major destinations)
•Bike Collison and fatality numbers would reflect the effectiveness of adding a bike facility.
Examples of the many research based studies that show the effectiveness of cycling infrastructure on increased cycling and reducing GHG emissions are listed on Table 3 attached.

2.Local Cycling Infrastructure
2a. For local cycling networks, what types of cycling infrastructure would best support commuter cycling between residential communities, major transit stations, employment areas and other destinations travelled to on a frequent basis?

Suggestions:Same as the suggestions under 1a. above

3.Provincial Cycling Infrastructure
3a. What types of cycling infrastructure on provincial highways would best support commuter cycling between residential communities, major transit stations, employment areas and other destinations travelled to on a frequent basis?
Suggestions:The choice of infrastructure types would depend on the needs and circumstances on the ground. Choices available could include an examination of the same list as for local municipal roads, recognizing that Provincial Highways will mostly have higher traffic volumes and speeds, except through smaller rural or northern towns where Provincial Highways act as urban streets.

The Niagara Region has concerns with the many barriers caused by Highway interchanges and the dangers posed by on and off ramps to local cycling safety, connectivity and access. Attention needs to be paid to supporting bike infrastructure on municipal roads across Highway interchanges such as those on Highways 406, 405, 420 and the QEW.

4.Bicycle Parking
4a. What types of bike parking facilities (e.g., bike racks, lockers, fee-based enclosures) are needed to support cycling for commuting and other frequent trips?
Suggestions: The type of bike parking facility provided is again dependant on specific site
conditions and needs influenced by land use types and urban densities. Key ingredients for good bike parking include safety, security and weather protection, but the degree to which these are provided will depend on the time exposure to possible bike harm or theft. High demand and long exposure times at places having large employment numbers or high use transit stations would need bike parking within safe and secure enclosures or bike lockers while short exposure times at such places as convenience stores or fast food restaurants may need only outdoor bike racks. It should be noted that all bike racks should provide two points of contact with the bike frame to allow secure placement, reducing the risk of pivoting and falling and allowing two points to lock the bike to the rack. Types of bike parking facilities to be considered include:
•Fee-based enclosures
•Non-fee-based enclosures
•Lockers
•Bike racks with overhead weather shelters
•Stand alone bike racks
•Bike Corals
•Add on trip end components with parking:
olockers and showers at appropriate destinations, and
oBike repair stations

4b. What types of government-owned, publicly accessible facilities should have bike parking?
4c. What types of transit or transportation stations should have bike parking to support improved cyclist access (e.g., GO Stations, LRT stations, bus terminals)?
4d. What types of private facilities could potentially be eligible to receive provincial funding for bicycle parking facilities?

Suggestions: Bicycle Parking Zoning Provision - Suggestions for questions 4b, 4c and 4d are provided here. The encouragement and adoption of a Bicycle Parking Zoning Provision as noted below by municipalities would go a long way towards implementing safe and secure bike parking in Ontario at defined land uses and destinations.

Any types of land use that require access could potentially need some form of bike parking. Please note the document provided by this link to the Proposed Model Bicycle Parking Zoning Provisions for Niagara, Sept. 12, 2013. It provides guidelines for short term and long term bicycle parking space requirements for numerous types of land uses and facilities, including recreation and could apply to tourism destinations which would compliment the links being developed as part of the Province-wide Cycling Network.

For question 4c regarding bike parking at transit stations, it will be important to include local train and bus stations in small and medium sized communities as well as rural regions to recognize the need for cycling infrastructure in these areas as well as at transit stations that serve larger municipalities.

Under 4d, we would like to emphasize the increasing demand for bike parking at higher density private facilities such as apartments and condominiums.

Pedestrian Support
One of the actions the Climate Change Action Plan mentioned in the Discussion Paper includes “Support for Cycling and Walking”. Cycling facilities also complement walking and therefore supports this form of transportation in our quest to reduce green house gases. Examples include:
•Multi-use off-road paths for use by cyclists and pedestrians
•Bicycle parking regulations and requirements that bring order to bike parking spaces that could otherwise cause barriers to pedestrians on sidewalks
•Paved shoulders on rural highways and roads, especially at interchanges that offer a safer, more comfortable surface and space for pedestrians, where there are no sidewalks
•Generally providing a safer bike/pedestrian environment through the reduction of motor vehicle trips
•Bike facilities and cyclists produce an element of traffic calming that slow vehicle speeds and make it safer for pedestrians.

We hope that the above comments prove useful and that they help to make this funding proposal a success. Thank you for the opportunity to provide input.

Please contact the undersigned for questions or points of clarification.

Yours sincerely,

David Hunt, Founder
Bike Niagara

Cc’d and on Behalf of Bike Niagara Founders, Instructors, Assistants: Ted Higgins, Gary Murphy, Walter Berg, Virginia Stewart, Scott Elliot, Ken Forgeron, Bob Romanuk

Cc
Councillor Tony Quirk, Chairman, Niagara Region Active Transportation Sub-Committee
Jackie Gervais, Active Transportation List Serve, Niagara Region Public Health
Jamie Stuckless, Executive Director, Share the Road Cycling Coalition
Rita Dillon, President, Niagara Freewheelers Bicycling Touring Club

References:
Book 18, Ontario Traffic Manual, Dec. 2013, Cycling Facilities.

CITY OF VANCOUVER, CYCLING SAFETY STUDY, FINAL REPORT, January 22, 2015: Prepared by Urban Systems, in association with Cycling in Cities Research Program at the University of British Columbia and Simon Fraser University http://vancouver.ca/files/cov/cycling-safety-study-final-report.pdf

Table 1 - Bicycle Infrastructure Types
Primarily from Book 18, Ontario Traffic Manual, Cycling Facilities, Dec. 2013

Separate Space for Cyclists on Roadway ROW
I.cycle tracks
II.bike lanes
III.paved shoulders
IV.contra-flow bike lanes
V.in-boulevard bikeway

Shared Roadway Measures
VI.treatments for interchanges, ramp crossings & grade separations
VII.wide curb lanes
VIII.bicycle priority or local bicycle streets – traffic calming measures such as traffic diverters, median barriers, curb extensions, roundabouts, road closures and parking removal

Multi-use Infrastructure
IX.grade separated underpass or overpass e.g. multi-use pedestrian/cycling bridges or tunnels across barriers (e.g. highways, canals, railroads)
X.off-road multiuse paths

Pavement Markings and Signage
XI.sharrows
XII.route signage (indicating distance, direction, destination)
XIII.safety/service signage (shared use, hospital, food & accommodation, barrier warnings, trail dog leach signs and km markings for EMS locators)
XIV.coloured conflict zone markings

Intersections
XV.bike priority signals – dedicated bike signal, activated signal, timing adjustment
XVI.bike boxes and advance stop lines
XVII.protected intersections
XVIII.launch pad/two stage left turn
XIX.median refuge

Retrofit and Design Upgrades
XX.surface treatment - soft gravel shoulder or path to pavement or stone dust
XXI.off-road barrier or bollard upgrades (eliminating, standardizing, enhanced visibility)

Maintenance of Existing Facilities
XXII.sweeping schedule to remove debris, gravel, etc.
XXIII.surface repairs for frost heaves, pavement breakdown, erosion, etc.

Project Demand and Evaluation Equipment
XXIV.trip counters

Bike Share Stations
XXV.bicycles and parking stations for bike share programs

Trip End Facilities
XXVI.secure bike parking – for short and long term parking needs
XXVII.bike repair station components
XXVIII.lockers and showers at appropriate destinations such as work places

Other Bike Supportive Infrastructure and Measures
XXIX.railway track crossing treatment
XXX.drainage grates that are bike friendly
XXXI.other innovative infrastructure types and supportive measures that may be identified by best practices and perhaps funded as pilot projects

Table 2 – Bicycle Infrastructure Preferences and Rationale
Infrastructure Types Traffic Speeds & Volumes and/or Bike Collisions and Volumes
High Medium Low
Separate Space on
Roadway ROW
cycle tracks x
bike lanes x x
paved shoulders x x
contra-flow bike lanes x
in-boulevard bikeway x x

Shared Roadway
Measures
interchanges, ramp crossings, grade separations x x
wide curb lanes x x
bicycle priority or local bicycle streets x x

Multi-use Infrastructure
grade separated cycling bridge or tunnel x x
off-road paths x x

Pavement Markings and Signage
sharrows x
route signage x x x
safety/service signage x x x
coloured conflict zone markings x x

Intersections
bike priority signals x x
bike boxes and advance stop lines x x
protected intersections x x
launch pad/two stage left turn x x
median refuge x x

Retrofit and Design Upgrades
surface Treatment x x x
path barrier/bollards x x x

Maintenance
sweeping x x x
surface repairs

Demand/Evaluation Equipment
trip counters x x

Bike Share Stations x x

Trip End Facilities
secure bike parking x x
bike repair tools x x
lockers and showers x

Other Infrastructure & Measures
railway track crossings x x
drainage grates x x x
best practise pilot projects site specific site specificsite specific

Table 3 Effectiveness of Cycling Infrastructure
On increased cycling:

•National Association of City Transportation Officials, July 20, 2016 – High Quality Bike Facilities Increase Ridership and Make Biking Safer

•Active Living Research, University of California, San Diego, May, 2013 - At the city level, bicycling infrastructure is strongly associated with overall levels of bicycling, especially with bicycling to work, school, or shopping

•Niagara Region, Making it Easier to Walk and Bike to School – Niagara’s results show a 5-10% shift in walking and cycling to school

•The Guardian, May, 2015, How Amsterdam became the bicycle capital of the world - Nowadays the Netherlands boasts 22,000 miles of cycle paths. More than a quarter of all trips are made by bicycle, compared with 2% in the UK – and this rises to 38% in Amsterdam and 59% in the university city of Groningen.

•DENMARK, The Official Website of Denmark, Cycling in Copenhagen - the easy way - 37 per cent of everybody working or studying in Copenhagen prefers the bike…. 1.2 million kilometres are covered daily by cyclists in the city, where cycle tracks are an integrated part of the traffic design

On reducing GHG emissions:

•U.S. Environmental Protection Agency, May 20, 2016 - Leaving your car at home and biking to work just two days a week can reduce carbon pollution by an average of two tons per year

•European Cyclists’ Federation, Cycle More Often 2 Cool Down the Planet, November, 2011 - emissions from cycling are over 10 times lower than those stemming from the passenger car.

•BC Gov News, Feb. 14, 2005, Cycling funding supports active, healthy communities - Cycling 10 kilometres to and from work every day would reduce your greenhouse gas emissions by 15,000 kilograms a year.

[Original Comment ID: 201536]