Cycling
August 9, 2019

How the Park Board Tolerates an Unsafe Space – 3

.

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 »

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 »

During this time of good weather, late nights and less clothing, I search for an agreeable public space along a greenway, to stop for a while to nurse a coffee and watch the passing parade.  I look for one specific thing.

Electric bikes. And the occasional electric scooter.

Here’s the curious thing: there aren’t any.  Well, hardly any – at least nowhere as many as you’d reasonably expect in a city as cycle-friendly as Vancouver, particularly one with hills.  Especially, say, North Vancouver.

At the opening of the Shipyards this weekend, I looked for any bike that had a battery pouch.  None – not too surprising in a pedestrian-heavy area.  But Tony Valente, the CNV councillor, also confirmed that there aren’t as any many electric-assist bikes as you’d expect in a community whose main street, Lonsdale, is essentially a hill.  He thinks they’re on the way.

But why aren’t they already here, given how popular they are – along with a tidal wave of electric scooters – in other cities as near as Seattle?

Perhaps it’s our culture.  We think battery-assist bikes are somehow cheating.  If you ain’t sweating up that hill, you’re a lazy weak person.

And we’re law-abiding.  Since electric scooters are illegal everywhere but in parking lots and your backyard, we’ve held back the inevitable.

But if what I saw in Tel Aviv is indicative, along with other global cities, the electric scooter is on its way, proliferating in traffic in a mere two or three years to the point where they often seem to be the traffic.  Here’s a typical scene along the beach front in TLV:

IMG_2383(1)_HEVC

And on Allenby Street, a major avenue through downtown.

IMG_3047(1)_HEVC

I welcome your theories.  And an answer to the questions: where should electric-assist cycles and scooters be?  On bikeways, separated routes, side streets, in any traffic? Or anywhere unless very specifically prohibited, like sidewalks and seawalls?

Read more »

Quick, when you think of the entrance to Stanley Park, is this what comes to mind?

For many, this is their first impression: a parking lot.  But others are not noticing the asphalt – instead trying to navigate through one of the most congested points in the park:

For those renting bikes at Denman and Georgia, it’s even worse:

And only the sidewalks seem like a reasonable option:

In an ideal world, some of the parking lot would be assigned for bike rental, accompanying restrooms and services, with proper separation and sufficient gathering space.  But this is the domain of the Park Board.  And we should know by now, when it comes to cycling, the Board really doesn’t give a damn.

 

Read more »

Kevin Quinlan, who was working in the mayor’s office at the time of the Burrard-bike-lane blow-up, apparently saved files of the coverage, perhaps with the intent of doing what he does here – a delicious reiteration of how over-the-top most of the assumptions and criticism was at the time.  Here are excerpts from his Twitter thread.

.

@KQ_VanCity

Guess who is 10! Happy birthday, Burrard bridge bike lane: today marks 10 years since the Burrard Bridge bike lane opened. Let’s take a casual bike ride back through time and look at the calm, nuanced media commentary that greeted the plucky bike lane in 2009.

Quick refresher: 6 car lanes on the Burrard bridge went down to five, to enable separated bike lanes to keep people from falling into traffic. Months of media hysteria that it would be a complete disaster. it would fail within days!

Political opponents tried to get ‘Gregor’s gridlock’ to become a catchy slogan (lasted about as long as ‘who let the dogs out’.) Radio pundits predicted Mayor and Vision would be trounced in next election. Nobody bikes! It rains! Social engineering! Radical green agenda! . On first day, morning commute had news choppers flying overhead. CKNW set up a live booth on Burrard at Drake to talk live to all those angry commuters stuck in traffic. ARE YOU MAD CALL IN NOW AND GIVE US A PIECE OF YOUR MIND NOW HERE’S A RADIO AD FOR ALARM FORCE. . The Burrard Bridge bike lane media commentary has aged really well. Vancouver Sun: BURRARD BRIDGE BIKE LANES DOOMED TO FAILURE. Not just won’t work: DOOMED TO FAIL. Like a curse. .

Read more »

When it comes to the inevitable disruption that will be caused by the proliferation of electric bikes, scooters and every possible hybrid, we are so not ready.  It’s the one big thing I learned from last month’s trip to Tel Aviv, and saw this:

Scooters (and electric bikes) are everywhere in Tel Aviv – by the thousands.  Like an invasive species, it took only two years for them to fill a mobility niche, and there’s likely no possible way to exterminate them now.

Though there is the occasional sighting in Vancouver, so far the private scooter-share companies – notably Lime and Bird – have been prevented from taking root.  Like Uber, the Province has kept them at bay by making their use functionally illegal.  Here’s the situation as described in the new Active Transportation Design Guide:

Legality of E-Scooters and Other Small, One Person Electric Vehicles

At the time of writing, e-scooters (and similar small, one-person electric vehicles such as hoverboards, motorized skateboards, and self balancing electric unicycles) are not permitted on public roadways or sidewalks in B.C.

The B.C. MVA defines these vehicle types as motor vehicles, but they do not meet provincial equipment safety standards for on-street use. E-scooters and similar vehicle types may only be operated where the B.C. MVA does not apply, such as on private property that does not have public vehicle access, and on trails or pathways (if allowed by municipal bylaw).

Many of the laws that ban e-scooters were developed under different mobility contexts. As demand for these technologies and others grow, the policies may need to be updated.

Um, ‘may’?   Scooters, in particular, are gaining global popularity.  They’re cheap, compact, flexible, zero-emission, noiseless, practical, fun and hip.

There is no way to stop people from buying them.  And if the law says there’s no legal way to use them, then the law will be seen as irrelevant unless rigorously and punitively enforced. And why would we do that when this is exactly the kind of transportation we want to encourage in a ‘climate emergency.’

There will be more to come on the particular circumstances in Tel Aviv.  But we need to prepare ourselves now for the impact of this new mobility.  May I suggest we send the necessary authorities to Tel Aviv for a couple of weeks with instructions that, during that time, they cannot use a car.

 

Read more »

This week the Province of British Columbia released their new Active Transportation Design Guide with the intent of creating consistent design for active transportation facilities across the Province. The Guide also provides expectations in  design guidance for any applications for grant programs to build active transportation infrastructure.

This Guide aims to double active transportation trips and also intends to adopt “Vision Zero” which has been implemented in Europe successfully to minimize death or serious injury related to vehicular crashes. The British Columbia Motor Vehicle Act is also going to be revamped to encompass ALL the different users of the roads, and also acknowledge the importance of active transportation. This will include a retooling of current driver education to include the legal rights of all road users.

The day to day use of “all human powered modes of transportation, focusing primarily on walking, cycling and rolling”  is finally going to be addressed.  This is an important step in that the new guide embraces novel ways of moving including segways, e-scooters, electric biycles and hoverboards. It is also looking at snow based activities like skiing and skating and water based like kayaking and canoeing as well as horseback riding.

The guide emphasizes holistic connections, so that people can walk or bike and easily change modes to bus, train or ferry transportation.

Read more »