Cycling
August 12, 2019

E-bikes (possibly) won’t make you fat

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.

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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.

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Mass shootings in the United States in 2019 – to August 6:

From Wikipedia.  Definition: “four or more people, excluding the perpetrators, are shot in one location at roughly the same time.”

Total killed (to July): 246.

 

Massacres in Canada in 2019 – to July 28:

From Wikipedia.  Definition: “the indiscriminate and brutal slaughter of people.”

Total killed (to July): 12*.

*Using the American definition of ‘mass shooting,’ the Canadian equivalent adjusted for population would be 80.

 

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City of North Vancouver Councillor Tony Valente has been involved with The Shipyards development for at least ten years as a community member, leader, and now a City Councillor.  I asked Tony to tell the story of his involvement and how The Shipyards Commons came to be.  He begins with referring to the “bloodlessly named” Lot 5 that was his motivation for engaging with local government back in 2009.

I was one of a group of neighbours in Lower Lonsdale (LoLo) who petitioned the City to get moving on the North Van central waterfront following the failure of the National Maritime Project.   The petition was, sadly, promptly filed by City Council following my delegation and presentation.

It wasn’t over, of course. The petition connected me with other neighbours, including the owner of the Cafe for Contemporary Art (Tyler Russell who has continued to spread culture across our province) – where we held our own guerrilla consultation, discussing elements of what could be on Lot 5. That turned into a non-profit society – the North Van Urban Forum – which brought together a diverse group of community members to transparently and openly engage in ideas for developing our public realm.

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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.

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John Davis Jr. with Pat Davis

It seems only fitting on this civic holiday which is called “British Columbia Day” in this province that we celebrate the remarkable Davis family and Pat Davis who passed away last week.  Over a period of five decades the Davis Family stewarded a group of Edwardian and Victorian  houses on Mount Pleasant’s  100 block of West Tenth Avenue just east of city hall, restoring them. At the time in the late 70’s and early 80’s renovating old houses and fitting them with rental units was not the thing to do. The Davis family fought pressure to turn their houses into a cash crop of three-story walk-ups  on their street, and proudly display a plaque indicating that their restoration work was done with no governmental assistance of any kind.

But more than maintaining a group of heritage houses that described the rhythm and feel of an earlier Vancouver,  the Davis family extended their interest and stewardship to the street. In the summer a painted bicycle leans on a tree near the sidewalk with the bicycle basket full of flowers~in season there is a wheelbarrow to delight passersby full of  blooming plants. An adirondack chair perches near the sidewalk. And every morning, one of the Davis family was out sweeping the sidewalk and ensuring that no garbage was on the boulevards or the street.

As author and artist Michael Kluckner notes the Davis Family’s stewardship profoundly altered the way city planning was managed in Mount Pleasant. As one of the oldest areas of the city with existing Victorian houses, zoning was developed to maintain the exterior form and add rental units within the form. The first laneway houses in the city, called “carriage houses” were designed for laneway access and to increase density on the lots. And when it came time for a transportation management plan, residents threw out the City engineer’s recommendations and designed their own. That plan is still being used today.

John Davis Senior passed away in the 1980’s but his wife Pat and his sons John and Geoff maintained the houses and managed the rentals. Michael Kluckner in an earlier Price Tags post described the Davis Family as being strongly in the tradition of social and community common sense.

They championed street lighting for Tenth Avenue, with the street’s residents  choosing (and partially paying for) a heritage type of lighting standard. The City’s engineer at the time thought that the residents of Tenth Avenue would never pick a light standard that they would have to pay for . The City’s engineer was wrong.

Pat Davis also single handedly changed the way that street trees were trimmed by B.C. Hydro. When I was working in the planning department I received a call from B.C. Hydro indicating that trimming work on the Tenth Avenue large street trees had to be halted due an intervention from Mrs. Pat Davis. Pat was horrified that hydro crews were cutting back street trees down to their joins (called “crotch dropping”) to ensure that hydro wiring was not compromised. A spritely senior, Pat Davis had taken the car keys away from  B.C. Hydro personnel  and refused to give them back until the hydro crew agreed to leave.

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The Pride Flag – one of the great graphics of our times.

Its simplicity, those particular colours, its inclusive meaning – no wonder the Pride Flag is so immediately recognizable and embraced by so many peoples for what has become a global summer festival.  Variations will evolve to distinguish the nuances of its subcultures, to be raised more as political statements – but the rainbow Pride Flag is a keeper that keeps on spreading.

Its graphic power especially allows it to escape from the constraints of the flag format.  Think crosswalks.  And as artists and designers have appropriated its colours for more creative presentations, cities around the world have became outdoor galleries of splashy public pride-art.  Sometimes just for association, sometimes for marketing, always for expression.

Here are some fine examples from Tel Aviv when it celebrated Pride for a week this June.  (One gets the sense that the bold use of the colours is also a statement of secularity by its citizens.)

Vancouver is relatively unimaginative in its use of Pride regalia – mostly flags, banners, a bit of paint.  So allow me to make a recommendation:

City of Vancouver, have a contest to decorate these trucks, Pride-style:

I get why you use them as giant metal bollards, to close off streets and prevent a terrorist event as happened in Toronto.  But it makes the events they’re protecting seem like they’re in construction zones.

Commission some transformative ideas.  Give some grants to make them happen. Let the artists and designers demonstrate their cleverness and creativity, using these lumbering canvases, to make them part of our festivals, parades and gatherings – not just a cheap, dumb solution to a policing problem.

Show some Pride.

 

 

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