BikeMaps Blog

by Karen Laberee

How does a workplace encourage so many of its employees to bike to work? If you’re the BC Ministry of Health, it’s helpful to have someone like Eleanor Kallio on staff. Eleanor attended the Pro Walk, Pro Bike conference when it was held in Victoria in September 2004. It was there that she was further inspired to share the benefits of biking to work –increased physical activity and stress reduction, the reduced greenhouse gas emissions and use of fossil fuels, and less congestion on our roadways. Not to mention, it’s often far more enjoyable and convenient than driving! Now she has the practical experience – and demonstrated success - that is a perfect guide for agencies who want to promote bicycling and active transportation for employees. Her recipe for success has three parts: 1) making a plan; 2) working with a great team; and 3) providing inspiration. The results for the Ministry of Health go beyond the benefits of increased bicycling, they also include team building that is beneficial to many aspects of the Ministry of Health’s operations.

Making a plan

The conference gave Eleanor the vision for how Bike to Work Week, held in May each year, could really be “so much more” at the Ministry of Health. She got ideas on how to increase participation and was inspired to make the Ministry a role model for supporting active transportation. Practically, this meant taking on a leadership role and developing a strategy that included a budget, a communication plan, and a schedule for the weeks leading up to the event each year. With the support of the Ministry’s Healthy Workplace Committee and assistance from a co-op student, Eleanor’s plan to grow the Bike to Work Week participation was under way.

Working with a great team

It should be noted that Eleanor was not starting from scratch, and her success can be attributed to working with a great team. There were already Bike to Work Week captains in place at the Ministry of Health and she turned to them for support and additional ideas to grow Bike to Work Week participation. She advertised for additional volunteer captains in areas of the Ministry that did not yet have any in place and she organized a planning meeting to solicit ideas from everyone. In the weeks leading up to Bike to Work Week, she sent regular communications to team captains in order to motivate and keep the energy up. Many of the team captains enthusiastically took on added responsibilities such as organizing a Snack Station and creating Profiles of cycling role models of various staff members.

Providing inspiration

Eleanor and her team’s efforts include a variety of events to inspire and motivate people to join the fun of bicycling to work. They organize a coffee session to share resources and support new riders. Their snack station could be mistaken for a marathon cheering station. Within Bike to Work Week emails shared throughout the agency, they profile various cyclists from across the Ministry to offer inspiration for incorporating bicycling to work into their lives. One of the favourite events that Eleanor has spearheaded over the past three years is a bike raffle. Raffle tickets are sold to win a bike each year and the proceeds go to Kidsport Victoria. Other events have included lunchtime group rides and lunch and learns.

Getting results

Participation in Bike to Work Week at the Ministry of Health has grown considerably since Eleanor’s efforts began started back in 2005. Participants have increased from 92 to 186, and there are now over 20 volunteer captains or supporters and 12 different workplace teams. They’ve expanded their bicycle parking to three times its size and added racks for helmet and lock storage. Biking to Work is not only a way for Ministry of Health employees to lead by example, but it’s become a tremendous team building activity. Having achieved so much enthusiasm for biking to work at the Ministry, Eleanor is now mentoring others to take over the lead in many aspects of the Ministry’s Bike to Work Week activities and events. She is also very keen to see other workplaces adopt some of what she’s learned over the years.

By Verena Engel, MSc. Candidate, Bauhaus-University Weimar

Cycling has many personal benefits: increased health and fitness, reduced stress, time savings, or lower transportation costs are some examples. Beyond that, larger economic and societal benefits can be attained on a municipal or regional scale if the cycling mode share increases. These include lower maintenance and construction costs for urban streets, increased business revenues, reduced health care expenditures, a decrease in traffic congestion, an enhancement of street safety and security, as well as more accessible, livable, and connected communities. That is why investments in bike lanes are desirable for cities all over the world.

Vancouver has started to take advantage of this potential and gained an international reputation as a cycling city. Through an extension of the bicycle network, cycling in Vancouver increased by 3.5 times in just eleven years - from 2% in 2006 to 6.9% in 2017¹. Especially investments in protected bike lanes have proven to be an effective means to increase the cycling mode share in North American cities, Europe, and Australia. Protected bike lanes physically separate cyclists from fast motorized traffic. This increases the actual and perceived road safety for cyclists, along with the level of comfort for a variety of people, and leads to a higher cycling mode share. An evaluation of protected bike lanes in the U.S., for example, revealed that 85% of people that are interested in cycling but have safety concerns, would be more likely to bike if there was a physical barrier between cars and bikes². In Vancouver, 56% of residents want to cycle more³, but almost half of the Vancouver population have safety concerns. Hence, there is a vast potential for more cycling in Vancouver.

In theory, a lot of non-work trips could be done by bike instead of car because they tend to be a lot shorter than commuting trips. Practically, though, most of the current bike trips made in Vancouver are for work or school purposes (see Figure 1). This is not so surprising, considering that most of the protected bicycle infrastructure in Vancouver is targeted towards cycling commuters. It also means that a large potential of more cycling for other purposes is left untouched.

Figure 1 - Mode Share per Trip Purpose in the City of Vancouver, 2017⁴

So what can be done to fulfill this potential? If trips to recreational activities or to run errands should be done by bike, relevant destinations need to be accessible by bike in a safe and comfortable way. This might seem simple, but outside of downtown no businesses and services on commercial high streets can be directly accessed via any sort of bike lane. Some of the commercial high streets are indeed amongst the most dangerous streets to bike on in the City of Vancouver⁵. And still, there are far more people arriving by foot and bike there than on other streets (see Figure 2).

Figure 2 - Mode share comparison between a commercial high street, downtown, and city context⁶

As mentioned earlier, this share could be significantly higher – meaning less cars, less noise, and more safety on our local shopping streets. However, the lack of proper cycling infrastructure is a barrier to cycling for many people: The number of people feeling comfortable cycling on major streets with protected bike lanes is almost 4 times higher than the number of people that feel comfortable biking on major streets without any bike lanes⁷. An implementation of protected bike lanes on commercial high streets could benefit people who currently bike on commercial high streets and would also encourage people with present safety concerns to bike for non-commuting trips. Given that more than 40% of the PM rush hour traffic trips are for non-commuting purpose⁸, this could also reduce traffic congestion on commercial high streets and benefit car drivers.

These are not the only benefits of protected bike lanes on commercial high streets, though. And, of course, there are also some risks that need to be mitigated. A recent study assessed current circumstances that positively and negatively affect an implementation of this type of infrastructure, along with expected opportunities and threats. Some of the most interesting findings are briefly summarized below:

The strengths

There is a high existing demand for protected bike lanes on commercial high streets by current and potential cyclists. Furthermore, commercial high streets are highly suitable locations for bicycle infrastructure. HUB Cycling and the City of Vancouver have identified these streets to be amongst the major gaps in the cycling network due to deficiencies of safety, access to destinations, and the completeness of the bike network. Bike routes on these main streets would be the most logical and direct routes that ease navigation through the city by bike. Lighting, visibility, grade and pavement are mostly better than on residential street bikeways already. Hence, protected bike lanes on commercial high streets could be high quality bike routes in the city.

The weaknesses

The perception of cycling in Vancouver complicates a cycling uptake: A lot of people cannot imagine themselves biking because they don’t know how or think it’s too unsafe. Indeed, cyclists that we see in the city are often from a similar demographic background, look rather sporty and use some kind of special cycling equipment. Many people in Vancouver cannot identify with this image. However, if you take a closer look, you can find people of all ages casually biking off our main streets. Hence, if more people biked on highly visible streets like commercial high streets, this could be changed. Another weakness is that several groups might be under- or misrepresented in the planning and decision-making process. Some business owners in Vancouver, for example, do not agree with how they are publicly represented. These public statements have a high influence on some of the projects, though. If infrastructure should be built with the goal of being suitable for as many people as possible, a more accurate representation of the people who are directly or indirectly concerned has to be ensured.

Figure 3 - 'Typical' cyclist in Vancouver

The opportunities

A negative impact on local businesses is amongst the main arguments against protected bike lanes on commercial high streets. However, a negative effect on businesses was found to be highly unlikely. On the contrary – international and local research has shown that in most cases businesses can expect increased foot traffic and revenues. Bike lanes create a more pleasant public realm that attracts more visitors and presents a competitive advantage against online shopping. Besides, bikes are more space efficient than cars when considering travel lanes and parking space. So, the existing road space can cater to more people if it is dedicated to bikes instead of cars. Moreover, through lower costs, skill requirement, and a higher comfort level, bikes are a more accessible means of transport than cars for many people. Biking can also solve transit challenges like the first-and-last-mile problem, especially when protected bike lanes are provided near transit stations – which are often located on commercial high streets – and in conjunction with a public bike share system. The other way around, transit can promote cycling when distances are longer. This is especially relevant with increasing commute distances and other individual transportation needs. Beyond an increase in local business revenues, citizen mobility and bike-transit synergies, protected bike lanes on commercial high streets have the potential to enhance road safety for all road users and create a higher liveability and more opportunities for social interaction.

The threats

Commercial high streets are amongst the main traffic arteries in the city. While fears of increased traffic congestion generally do not materialize, the limited space that is available can raise design challenges. Safety hazards at conflict zones like intersections or driveways have to be avoided and transit punctuality ensured. However, lots of research is currently being conducted to provide design guidance and solutions for these issues. Another concern is the generally existing fear of change. Along with unsuitable practices of public engagement, such as wrong expectations and a skewed population representation, negative political sentiments can be created. Public participation processes are very important and should be appropriate to ensure that newly built infrastructure suits many people’s needs.

Protected bike lanes are a fairly new phenomenon, which makes some citizens and decision-makers nervous because experiences with them are limited. This is a widespread phenomenon, though, so options for safe and functional design are being explored and discussed in many places. Design guidelines are therefore being developed rapidly and internationally, especially in North American cities like Vancouver. They currently lead the way regarding protected bike lanes and even became role models for European cities with a much stronger cycling culture. Let’s show them how it can be done!

¹McElhanney Consulting Services Ltd., Mustel Group (2018): 2017 Vancouver Panel Survey. Summary Report. City of Vancouver. Available online at https://vancouver.ca/files/cov/2017-transportation- panel-survey-final-draft-20180516.pdf, checked on 9/9/2018.; EPOMM: TEMS - The EPOMM Modal Split Tool. epomm.eu. Available online at http://www.epomm.eu/tems/result_city.phtml?city=274&list=1, checked on 9/10/2018.; City of Vancouver (2018): Walking + Cycling in Vancouver. 2017 Report Card. Vancouver. Available online at https://vancouver.ca/files/cov/cycling-report-card-2017.pdf, checked on 1/10/2019.

²Monsere, Christopher; Dill, Jennifer; McNeil, Nathan; Clifton, Kelly; Foster, Nick; Goddard, Tara et al. (2014): Lessons from the Green Lanes. Evaluating Protected Bike Lanes in the U.S: Portland State University Library.

³City of Vancouver (2018): Walking + Cycling in Vancouver. 2017 Report Card. Vancouver. Available online at https://vancouver.ca/files/cov/cycling-report-card-2017.pdf, checked on 1/10/2019.

⁴McElhanney Consulting Services Ltd., Mustel Group (2018): 2017 Vancouver Panel Survey. Summary Report. City of Vancouver. Available online at https://vancouver.ca/files/cov/2017-transportation- panel-survey-final-draft-20180516.pdf, checked on 9/9/2018.

⁵City of Vancouver (2015): Cycling Safety Study. Final Report. With assistance of Urban Systems, CyclingInCities.

⁶City of Vancouver (2016): Commercial Drive Complete Street. Available online at https://vancouver.ca/files/cov/commercial-drive-complete-street-display-boards-oct2016.pdf, checked on 11/14/2018.; McElhanney Consulting Services Ltd., Mustel Group (2017): 2016 Vancouver Panel Survey. Summary Report. Edited by City of Vancouver. Vancouver. Available online at http://vancouver.ca/files/cov/transportation-panel-survey-2016-final-report.pdf, checked on 5/25/2018.; Stantec (2011): Vancouver Separated Bike Lane Business Impact Study. With assistance of Stantec Consulting Ltd. with Site Economics and Mustel Group Market Research. Edited by Vancouver Economic Development Commission, City of Vancouver, Downtown Vancouver Association, Downtown Vancouver Business Impact Improvement Association, The Vancouver Board of Trade. Vancouver. Available online at http://council.vancouver.ca/20110728/documents/penv3-BusinessImpactStudyReportDowntownSeparatedBicycleLanes-StantecReport.pdf, checked on 5/22/2018.

⁷McElhanney Consulting Services Ltd., Mustel Group (2018): 2017 Vancouver Panel Survey. Summary Report. City of Vancouver. Available online at https://vancouver.ca/files/cov/2017-transportation- panel-survey-final-draft-20180516.pdf, checked on 9/9/2018.

⁸National Complete Streets Coalition: Complete Streets Ease Traffic Woes. Implementing complete streets. With assistance of Smart Growth America, National Complete Streets Coalition. Washington DC.; TransLink (2013): 2011 Metro Vancouver Regional Trip Diary Survey. Analysis Report. Available online at https://www.translink.ca/-/media/Documents/customer_info/translink_listens/customer_surveys/trip_diaries/2011-Metro- Vancouver-Regional-Trip-Diary--Analysis-Report.pdf, checked on 8/6/2018.

by Syera Torain

A Schwinn gateway cream cruiser, gifted to me by my coworker, was my favorite bike. This bike was my favorite, not because I found it charming, nor because it had any special features. It was my favorite because of where I lived. Tempe, Arizona was the reason I grew to love that bike. In fact, the drastic change in my overall opinion on cycling and walking was due to my move from the suburbs to the city.

The Past
Almost my entire life, I lived in quiet, suburban neighborhoods. Ones with big green golf fields that my dad and grandpa would play on, and with small parks where the older kids would gather after school. I still remember what my favorite thing to do was when I lived in the suburbs; play outside, with my bike or my scooter. My friends and I would often use our bikes to race down the streets within our subdivision, and sometimes, we would chase down the ice cream truck with our parents closely behind. However, these activities were the only times I would use my bike or scooter. It never occured to me that some people would use bikes or scooters for anything other than having fun. At this age, I saw biking solely as a hobby, and driving was the major means of transport. In high school, my circumstances changed slightly when I moved to a suburb in West Phoenix. Transportation practices there were drastically different from what I was accustomed to; the conditions in which pedestrians and cyclists were subject to were...undesirable, to say the least. My neighborhood was home to narrow and dimly lit sidewalks. The roads were busy with speeding cars all hours of the day, seven days a week. The bus stops were unkempt, just filthy. This environment further solidified my opinion that riding a bike was impractical and unsafe compared to driving. Again, I viewed bikes as only being purposeful for recreational uses, and that they served no real purpose in getting someone from point A to point B.

The Move
Fast forward to mid-2015, when I received my acceptance letter to my in-state university. After moving from my home in West Phoenix to my dormitory, I realized that urban cities didn’t only exist in New York. The heart of Tempe, Arizona’s busiest city, was Arizona State University, and it was now my new home. Although Tempe wasn’t nearly as big as other cities around the world, it was still a very whole and vibrant city. There were tall buildings all around, some were apartment complexes while others were offices. There were a lot of different types of public transportation available, such as the ASU shuttles and Orbit Bus System, the Light Rail System, and the City Bus System. But the most surprising factor to me was seeing people out and about on street; walking, biking, or skateboarding from place to place. It blew my mind to see people choosing these modes over driving their cars. This was around the time I received my favorite bike. When I started using it, my entire perspective on transportation changed. I knew that if I used a bike in my suburban neighborhood, I could never reach as many places as I could in Tempe. In Tempe, my favorite restaurant, book store, gym, coffee shop, and grocery store were only 8 minutes away with my bike. The same can’t be said for West Phoenix or Glendale or Goodyear.

The Truth
After my experience living in Tempe, I began appreciating the composition of cities and how they affect the decisions of the public. Now I am working towards a graduate degree in Urban Planning, I can confidently say, environment plays a huge role in the transportation choices we make. I didn’t really know how much until a change in my environment completely changed the way I think about transportation. To further promote biking and walking, more people need to be involved in what is happening in their cities. Pushing for change in local communities can make activities like biking safer and more convenient for everyone. Not every city can be like Tempe, but any city is capable of providing services and facilities to support all forms of transportation if they are given enough support from the public. It’s the riders’ duty to step up and speak out if they want to see change.

Moreno Zanotto presented at Spoke Up! Let's Talk Bikes: A HUB Cycling 20th Anniversary Celebration about how BikeMaps.org helps make cycling in Metro Vancouver even safer.

Thank you to all of the presenters and attendees. It was an inspiring cross section of the history and diversity of experiences to cycling in Metro Vancouver. Thank you to HUB for hosting a great event!

Here is a link to a PDF (2.8 MB) of Moreno's presentation.

45 years of bicycle planning! Published as a comic, City of Tempe passed an initial bicycle plan September 27, 1973. Interesting the things that have changed and what has stayed the same!

A PDF is available for download at the University of Oregon Library.