Ottawa bike politics.
Monthly Archives: March 2013
March 20, 2013Posted by on
As I’d written in the past, the transportation plan for the Lansdowne Park renewal relies on many people leaving their cars at home. The breakout of that modal share is quite aggressive.
When figuring out trends, it’s important to try to measure the same thing (a 67s hockey game in this case). And find a baseline, which they’ve done by doing a survey of attendees of a game in March 2012. This is good news, they got the data before the games moved out to Scotiabank Place during construction.
I’ve compared them to the original June 2012 transportation plan’s expectation for modal share. I used the numbers for the 10,000 attendance; I know that’s a bit off the 8600 people who attended this 6s7 game, but it is the closest thing available.
How far off are we?
Here’s the overall share, you can see there’s considerably more people arriving by car than should be in the future, according to the plan:
Let’s look closer at both the sustainable parts (walk, bike, transit) and cars (unsustainable):
We need to quadruple the number of people who walk, bike and take transit to achieve the goals. Note that pretty much nobody (0.3%) of people biked to that 67s game, and March 2012 was a great month to bike. Imagine January or February…
Weirdness for people arriving by car
What one wants is to have fewer cars, but not necessarily having fewer people arrive by car. Ideally, all cars would be stuffed to the gills with as many people as possible, and based on these numbers that’s what seems to be happening.
The relevant count is called People Per Vehicle (PPV). The expected number is 2.5, but right now they’re exceeding it at 3.1. The number of cars is actually lower now than what the plan calls for, so on the surface it looks pretty good!
Here’s a back of the napkin calculation: in March 2012 there were about 2400 cars and 2200 on-site spots. The new plan is for 2760 cars, but with only 1000 on-site spots. Where will the rest go? They will wander the streets, searching for parking spaces, making it less desirable to bike or walk.
So what’s the problem with biking?
Some things have been said about how to deal with transit (adding free shuttle buses) and reducing number of cars (providing access to remote parking lots, with said shuttles).
But nobody’s said anything about how to get so many people to walk and bike and no funding’s been secured for a new bridge at Fifth/Clegg. No new bike lanes have been proposed by the city. It’s supposed to happen like magic.
And, congestion is going to get worse. Biking will become even less desirable when there’s more motor vehicle traffic.
Notes on the data sources
The modal share measurements from the March 2012 67s game was presented on February 28th 2013 at the Lansdowne Transportation Advisory Committee called “Lansdowne Monitoring Plan – Implementation”. The presentation is a little confusing, but you can see it referenced on slide 19. It breaks out the modes into a greater resolution, so I did some consolidation to match the original transportation plan: transit is the sum of OC Transpo, Charter Bus and Para Transpo. Taxi got merged into Auto Driver. Here’s the slide that shows the measurements.
The modal share estimates for the plans are in Table 4-11 in the Lansdowne Revitalization Transportation Plan from June, 2010 (the latest).
There you go.
March 3, 2013Posted by on
My wife and I went to St. Petersburg in Florida for a week in late February to get out of the snow, do some bird watching, and visit my parents who spend a month there every year. What’s unusual to others is that we camped. Most people think of Florida as condos, beaches, drunk parties and crappy beach stores. But the state parks’ motto is “The Real Florida” and it fits.
The cheapest bike rental place I could find was Trailsport Bikes; $85 for a road bike for me and $60 for my wife’s hybrid. It was a bit out of the way, but they were really nice. I broke a spoke on my way back to the store, and they were okay with that. I know it makes me a snob, but I really dislike Sora shifters. They’re clicky and stick easily. Renting something better (with 105s) would have been twice the price.
We stayed at Fort De Soto, a county park 5 miles from St. Petersburg with quiet campgrounds and a few beaches. It feels close to nature and far away from the typical Florida junk. I’d say there was about one bike for every two people in the campground. It has dozens of miles of fantastic bike trails; perfectly paved and separated from the road.
The road leading to the park has a route that changes between on-road and off-road surfaces. They’re all quite pleasant. Most novice cyclists would feel comfortable here.
Within the city, the highlight of the area is the Pinellas Trail, which runs some 60 miles from Old Tampa Bay to the Gulf. It is wide, smooth and quite empty. Most of it is 5m wide, so there’s enough room for everyone. It has mile markers, fountains and benches. Houses and stores are normally built so the back faces urban rail lines, so there’s nothing like a cafe or ice cream place facing the trail.
The trail starts in downtown St. Petersburg and they had to build the trail on a road that might look like a wider Queen St. They chose to build a bi-directional lane on the south side. It works, there’s lots of signs at intersections.
Intersections are done differently than in Ottawa and quite well. Wherever the Pinellas Trail crosses a road, there’s distinct crossings that are very well marked. One thing they do is put the signal on a post, so you can ride up and hit the button without having to dismount and reach over. There are always clearly marked intersections, but in some cases there are lights with push-buttons.
Florida law also allows cyclists to ride on the sidewalk provided they yield to pedestrians. This is incredibly useful as a cyclist, as you can legally get off the road to pass on the right, or get off to make room when there’s busy traffic. I can count on one hand the number of people I know who think sidewalk biking should be allowed.
The people I saw biking were noticeably different than what I’ve seen in any other North American city. The types of people were:
- retired couples going for a leisure ride on beach cruisers
- students, with headphones and riding rusty bikes
- spandex-clad racers with $5000 carbon frame bikes, most of whom were actually pretty slow
I didn’t see anyone who was commuting to work or out buying groceries. Women biking by themselves was rare. I didn’t notice any families out with their children.
It looks like St. Petersburg and the neighbouring cities are trying to change. There’s a lot more bike facilities coming in, and they are generally very well built. Most of the routes would be very attractive to novices, we should be envious of how they’re building things. But a lot of the connectors are missing, and it’s difficult to go on a really long ride without dealing with busy roads.
In the 300km I biked, not once did I have an irritated driver or someone who passed me unsafely. (This is quite different than Troy, NY, where I got sworn at four times in the first mile.) Even the drivers of jacked-up pickups with truck-nuts and NRA stickers gave me a tip of the baseball cap.
As an amateur urban planner, I feel compelled to point out the connection between food prices and bad urban planning. The city has incredible sprawl and food prices are very high; the cheapest loaf of bread is around $4. Fast food, however, is very cheap. There is a large divide between the rich and poor. To eat healthily, you need the following:
- a car, or patience with a mediocre transit system
- money to buy the food
- the will to pay more for good food than less for easy food
So what happens? The poor continue to be unhealthy in a society with no public healthcare system.
But as a tourist it’s easy to ignore that kind of depressing truth.