EnviroCentre supports the…

EnviroCentre supports the recommendations put forward by Share the Road Cycling Coalition, which are summarized into the following points:

o Invest the full $225 million in cycling infrastructure over 5 years
o Prioritize cycling infrastructure investments that contribute to the development of connected, low-stress
cycling networks (particularly around schools and to transit stations)
o Consider investing in bike share, especially as a connection to transit
o Prioritize provincial infrastructure retrofits and include cycling as a matter of course for new projects
o All bicycle parking in alignment with APBP Bicycle Parking Guidelines
o 75% of funding towards municipal partnerships and 25% towards provincial projects
o Establish different sets of evaluation criteria based on population size to capture varying needs of
municipalities
o Accompany the planned 2017 launch of cycling program with release of CycleON Action Plan 2.0
Full Comments

In addition, EnviroCentre has the following comments:
We would like the MTO to prioritize grade separated routes, when appropriate within the context of a cycling route. We would like the MTO to focus on context specific solutions that create routes that are safe and comfortable for all ages and abilities. We recognize that within a cycling route, grade separation is one method to reduce traffic stress for cyclists. We encourage the MTO to also invest in a variety of protected bike lanes such as bollards, in quiet residential neighbourhoods in order to increase connectivity of cycling routes that include grade separation. Ottawa’s Crosstown Bikeways are a great example of a connected network that includes a variety of cycling infrastructure depending on the traffic context.
We would also like the MTO to prioritize key cycling routes that are not on a municipality’s Sewer and Water redo cycle, as these routes would not be paid for by the municipality as part of other projects.
When connecting a route, ensure that the more challenging connections – like larger or busier intersections, bridges, tunnels, GO Train parking lots, etc. – are evaluated for traffic stress and that solutions chosen do not make the entire route unusable by cyclists of all ages and abilities. Protected intersections, Cross Rides, Grade Separation, Excellent Signage are all needed at these points.

Signage: Use signage and connections from off-road paths to places of employment, transit, shopping – like the Etibocoke Creek Trail through Brampton to make the existing off road route more useful to commuter cyclists. Also focus on adding directional signs FROM those places of employment, transit and shopping to the shared paths for folks who don’t know the paths exist. Add curb cuts/ramps where those routes cross roads to ensure for smooth passage of bikes, chariots, etc.

Making the Case: To make a case for investing in cycling infrastructure, the Ministry should reference its own discussion paper that states that 54 per cent of Ontario residents say they want to cycle more than they currently do and, of these, 42 per cent would consider cycling more to work or school. In Ontario, the barriers to cycling are similar to those in other jurisdictions, including safety concerns, infrastructure needs.

Focus on Data That Also Represents People Who Are Not Currently Cycling
We encourage the MTO to look beyond existing STRAVA data to determine which routes are most useful for most cyclists as this data privileges routes taken by experienced cyclists and recreational cyclists and does not represent potential commuting cyclists.
Instead, we suggest using the following kinds of data, when available.Consult with municipalities that have collected data on origins and destinations – like the City of Ottawa – which can identify both where people are currently coming from and where gaps exist because of a lack of cycling infrastructure. Use count data as collected from ecocounters in the City of Ottawa (and other municipalities) on existing cycling routes. Install temporary count systems in areas being considered (as is done for vehicular traffic).

Insist on Pre- and Post-Infrastructure Data Collection for Project Eligibility
Eco counters should be mandatory in all new infrastructure. Wherever possible, also include a large, visible counter so that everyone can see how the infrastructure is being used (like Ottawa’s Portage Bridge).
Gather pre and post counts of bike usage on the area that will receive the new infrastructure. Pre counts can be done manually or by installing temporary ecocounters, post counts can be done with EcoCounter data.
In Ottawa we have evidence of the heavy cycling use on O’Connor and Laurier as well as on cycling and pedestrian bridges. This justifies the expense of the infrastructure, its importance as a connector in a larger route as well the importance and value of year-round maintenance.

Provincial Infrastructure
EnviroCentre suggests that as well as paving shoulders on provincial highways, the Ministry invest in paving periodic pullouts so that cyclists have a chance to move over and have a drink of water, repair a puncture, allow traffic that is backed up to pass easily. Saltspring Island has these pullouts. This is excellent in rural areas where cycle tourism is increasing and generates revenue for small communities.

Bicycle Parking - create provincial standards and guidelines. Make bike parking mandatory when vehicular parking is offered.
Types of bike parking
-Ring and post is sufficient for on street bike parking, grocery stores, etc. Cyclists prefer a quick lock up that is conveniently located to the entrance to the building
-Bike parking should be highly visible so cyclists can easily find it and to convey a ‘bikes belong’ message
-All festivals should provide on-site bike parking to reduce their carbon footprint, to reduce traffic congestion
Government Facilities that should have bike parking. Any facility that includes car parking including:
-Community centres, libraries, government employment, etc
-Hospitals, schools, universities, colleges,
Bike parking at Transit Stations
-Where feasible, Bike Shares should be located at transit stops within the downtown area. Bike Shares at Transit Hubs should be seen as an extension of the transit system and should be paid for from a transit fund (not this fund).
-Secure, locked parking should be available at transit hubs in the suburbs so that cyclists leaving their bike at the transit hub for the day can feel confident that their bike will not be damaged or stolen.
Bike parking at private facilities
-Mandatory as part of parking garages
-Partial funding for additional bike parking could be coordinated through BIAs

[Original Comment ID: 202964]