Cycling
August 16, 2019

City Diary: Note to everyone on the seawall

From Dianna. who’s a Seaside Regular:

This is an especially scary time of the year to ride on the seawall. People have a few months of riding, have grown stronger and more confident, and now their enthusiasm and strength outweigh their skill. People ride faster but aren’t aware of increased pedestrian traffic, never mind other cyclists.

I’m happy to see other happy riders, but please pay attention to what you’re doing. Heads up, friends!

 

Not a new problem.  Here’s a CBC report from 2014:

Cyclists have to take care for each other, because there’s not much evidence that the Park Board does.

Read more »


When Gordon recently posted a short item about plans to use facial recognition to speed Chinese subway users through ticket gates, I was actually riding those subways in Chengdu and Beijing.

What the story didn’t say is that the delays at the subways aren’t at the turnstiles, but at the adjacent “Security Check” where every passenger has his or her bags, purses, or backpacks x-rayed, and undergoes a wand scan for prohibited items. Millions of these checks are a part of daily life in China at subways, museums, offices, and public places.

Along with the ubiquitous video cameras, ID checks, and security personnel we found that they just became part of the routine after a couple of days.

Read more »

Another counter-intuitive study that offsets a reasonable expectation that more electric bikes and scooters will mean less fit users – kind of like the idea that ‘riding hailing will result in less SOV use and vehicle congestion’.  (Turns out Uber et al increase congestion and reduce transit use.)  But there are qualifications.

From treehugger:

E-bikers use their bikes more, go longer distances, and often substitute it for driving or transit. …

A new study, with a mouthful of a title, “Physical activity of electric bicycle users compared to conventional bicycle users and non-cyclists: Insights based on health and transport data from an online survey in seven European cities,” finds that in fact it is true: e-bikers take longer trips and get pretty much the same physical activity gains as analog cyclists. …

But perhaps even more significant is the dramatic increase in exercise among people who switch from cars to e-bikes, a much easier transition than from cars to a-bikes.

It should be noted that this study looks at European pedelec e-bikes like my Gazelle, where people have to pedal a bit to get the 250 watt motor to kick in. Results probably don’t apply to overpowered throttle-controlled American e-bikes or scooters. Because, as the study authors note, with a pedelec, “using an e-bike requires moderate to vigorous intensity physical activity, depending on topography.”

There is so much to unpack from this study. It also looks at how e-bikes are easier for older riders, keeping them fitter longer. It also reinforces my opinion that the Europeans got it right by limiting speed and power on e-bikes and mandating that they are all pedelecs rather than throttle operated; you don’t get much exercise on a motorcycle.

Read more »

.

Jeff Leigh, as always, provides some helpful background and perspective:

That path through Kits Beach park has been on the City inventory of bike paths for decades. Some Park Board commissioners have expressed on several occasions over the past few years that it isn’t actually a bike route now, since they didn’t vote for it and it is their jurisdiction, not the City’s. This is despite the fact that it is shown in the Vancouver City bylaw (with a drawn map) and in the City GIS database. That database is used to publish the City free bike maps. We pointed out to the Park Board commissioners and staff that they have in fact acknowledged it as their path in their Park Board meetings.

The oldest reference we were able to find that acknowledged it as a Park Board path was when Vancouver enacted the bicycle helmet bylaw, and wanted to include City facilities that were off-street. The City Council motion was in February 1998 (and was moved by councillor Gordon Price). Staff then made a list of all the paths, but City staff couldn’t make a bylaw for the city park paths since it was Park Board jurisdiction. Park Board staff prepared a report (April 1998) with a map of their paths, and Commissioners voted on it, in June 1998. It passed unanimously. That was in support of putting a helmet bylaw on Park paths per an attached staff report, not to declare some routes paths and some not, but it shows that at the time they considered it a formal bike path.

Park Board staff have more recently advised that they don’t consider the 1998 documentation to be significant in determining whether they consider that path to be a bike route or not. When stencils stating “No Cycling” were applied to the paved portion of the official path a few years back, and this was brought to their attention, Park Board staff removed the stencils. Now a few years later, they have applied them again.

All this matters in the push for improved walking and cycling facilities in Kits Beach Park because public perception can be different depending on where we are coming from, what our starting point is. Some claim that there is an effort to put a new path through the park, and remove green space. Others point out that there already is an official path, and the desire is actually to move the bike path farther away from the water, but still in the park, where it is less congested, and so return the waterfront path to people walking. By claiming that there is no path there now, Park Board staff effectively create more public pushback from special interest groups.

Just as the “To, Not Through” de facto policy for bikes routes in parks has never been officially voted on by the Park Board, so it seems is the very status of the AAA bike routes in parks like Kits, Vanier and Jericho.

So let’s ask them – and we’ll keep it simple: .
Should the AAA bike routes marked on the official City map above be removed?
. The fact that Parks and City may be studying them is not a sufficient answer; we want to know what each commissioner thinks their status is at the moment.   Do these AAA bike routes even ‘exist’? . PT will send an email to each commissioner, and we’ll report back here and find out where they stand. Read more »

One of the world’s most iconic vans is making a comeback…

But this time, it’s electric. Slated for production by 2022, the “electric microbus” is one of five new electric models in Volkswagen’s ID. series — a family of 100% electric vehicles, which includes a crossover, a compact, a sedan, and of course, the van.

Just like the classic VW van, there will be room for up to seven people with an adjustable interior that includes a table and movable seats. Volkswagen also intends on enabling all ID. series models with a fully autonomous feature option.

Distance, a major concern of many when it comes to purchasing an electric vehicle, is no longer an issue. The van will have an electric range of 400 to 600 km, comparable to pretty much any gas-powered vehicle. Further, Volkswagen has partnered with Electrify Canada (partnership formed by Electrify America in cooperation with Volkswagen Canada) to build ultra-fast electric vehicle charging infrastructure to give Canadians the reliability they need to confidently make the switch to electric. Planning and deployment are well underway, including network routes — you can check out the Vancouver to Calgary route here.

Read more »

Image: FT.com

Even The Economist is weighing in  on the fact that Vancouver is the special child, the one big city in North America that still does not have the common ride-hailing  services like Uber and Lyft.  There is the Kater service which uses taxi licences and is part of the local taxi association, which take a share of profits. Prices are similar to taxis, but there are a few Kater cars that are Karaoke cars. (We can’t make this stuff up.)

As The Economist observes British Columbia’s requirement of Class Four commercial licences may be deterring licensing  part time drivers for ride hailing. But the Province’s cautious approach to ride-hailing is also being lauded:

The regulators have reason to proceed cautiously. In many cities where ride-hailing has taken off, congestion has worsened and use of public transport has dropped. In San Francisco, congestion, as measured by extra time required to complete a journey, increased by 60% from 2010 to 2016, according to Greg Erhardt, a professor at the University of Kentucky. More than half of the rise was caused by the growth of ride-hailing. Population and employment growth accounted for the rest. Ride-hailing led to a 12% drop in ridership on public transport in the city. San Francisco’s experience is a “cautionary tale for Vancouver”, says Joe Castiglione, who analyses data for its transport authority.

Without providing data, the Economist article calls Vancouver “one of  North America’s most traffic-jammed cities, in part because its downtown is small.” 

The article rightly notes that ride-hailing can worsen congestion, but also observes that Vancouver is one of the few places in North America with public transit use increasing.

TransLink’s head of policy Andrew Curran states that high gas price, population and employment growth has helped boost transit use as well as car sharing, where people book vehicles that they drive themselves. Andrew notes that deferring Uber and Lyft in the province has helped transit and car share. Vancouver has 3,000 vehicles in car share, which is double the number of similar vehicles in San Francisco.

Read more »

If a work environment is reported to tolerate inappropriate and hostile interactions, in tone or vocabulary, it can be considered an unsafe space – and even debated in the national news.  But here it’s possible for an environment to be physically unsafe and, in the case of the Vancouver Park Board, be considered business as usual.

An example from Peter, an unaffiliated resident who cares about this kind of thing:

On May 30th of this year, Bikehub informed us that the Park Board had decided to implement a “quick fix” this summer to the Seaside Greenway that currently goes through the Kits Beach parking lot (an absolutely disgraceful and very dangerous section of what is otherwise fantastic bike infrastructure). Apparently, this is said “quick fix”: Read more »

They’re on their way, Vancouver is behind, it’s going to be messy, but it’s inevitable: electric scooters and, no doubt, a whole bunch of related technologies.

Thomas sends along a piece from The Economist that describes what’s happening in Europe.  (Unfortunately, the whole piece is behind a paywall, but here are the opening paragraphs):

Streets ahead

Europe is edging towards making post-car cities a reality

 Hurtling along a “cycle highway” by the River Scheldt in Antwerp recently, Charlemagne (the author) only noticed the electric scooter when it was too late. Spinning tyre met stationary scooter, British journalist separated from Belgian bike and Anglo-Saxon words were uttered. How irritating and obnoxious these twiggy little devices can seem with their silly names (“Lime”, “Poppy”, “Zero”) and their sudden invasion of the pavements of every large European city. Everywhere they seem to be in the way, abandoned precisely at those points where prams, pedestrians or speeding journalists need to pass.

And yet your columnist refuses to hold a grudge, because the rise of the electric scooter is part of a broader and welcome phenomenon: the gradual retreat of the car from the European city. Across the continent, apps and satellite-tracking have spawned bike- and scooter-rental schemes that allow city-dwellers to beat the traffic. Networks of cycle paths are growing and creeping outwards; that of Paris will by next year have grown by 50% in five years. Municipal governments are lowering speed limits, introducing car bans and car-free days, pedestrianising streets and replacing car parks with bike parks.

Read more »