December 3 “winter biking” outfit of the day

Conditions:

  • -1 C (wind chill -3C) and light rain
  • 4.5km school drop off and commute
  • O-train path not plowed at 8:30am.  Clear roads on Gladstone, Somerset and Laurier Bike Lane.

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From top left to right

  • Wool socks – snowflake pattern.  Regular tights.
  • Hunter boots.  Keeps slush off your tights.
  • Closest mittens to the door.  Auclair mitts with reflective patches.
  • North Face rain coat.  Cheery yellow.
  • Infinity Buff
  • Skirt from Talbots

Comments

  • End of the day from a man in the elevator: “Biking home?” Me: Yes, it’s pretty fast and easy.    Man:”Looks slushy, good luck.”  (The road is wet and not slushy at all.)
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December 2 “winter biking” outfit of the day

Conditions:

  • -15 C (wind chill -23C) and sunny
  • 4.5km school drop off and commute

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From top left to right

  • 3 year old Lolë coat.  I wear this all winter through the coldest of cold days.  It’s light and not at all bulky.  I’m never cold and it’s long enough to cover any cold bike seat.
  • Smartwool socks.  Stripes.  Always stripes.
  • Jean skirt and Patagonia wool long johns
  • Homemade crochet hat.  Solid at the brim to cover my forehead.  Holey on the top to not overheat.  Nutcase helmet with cozy earwarmers.
  • Polar Buff fleece tube.  Extra long.  Loooove this.  Also: stripes.
  • Baffin “Snogoose” winter boots from MEC.  Rated to -100.  It’s like wearing toasters on your feet.

Comments

  • Walking into the work building.  Commissionaire:  “Brrrrr it’s so cold!”  Me: “Actually, I’m quite hot right now.”
  • Man in elevator: “Still biking?  You’re brave.”  Me: “It’s the best.  And so fast.  Especially in the afternoon.”
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Biking to the Christmas Market

Sunday marked the return of the Farmers Market to Lansdowne. I’ll admit, I raised my eyebrow a bit about the return. I had gotten used to the Brewer location and there were things I liked such as the kid playground, the outdoor seating under canopied trees and cycling access when the NCC shut Colonel By Drive down for “Bike Sundays”.

Sunday’s mild weather allowed us to bike directly to Lansdowne using the NCC canal path. Without any worries of the road re-opening to traffic before we were done shopping (like was the case at Brewer on Bike Sundays). The bike ride was relaxing and scenic. Helmets were left in the panniers.

We entered from the Queen Elizabeth entrance. There seemed to be three roads. It was unclear at first why there were three, but two seem to branch off for pick-ups/drop-offs.  The husband thought I was biking the wrong way on a one-way.  I don’t think I was scofflawing. We weren’t the only ones confused. The shared space design had drivers lumbering around like lost elephants. Eventually, a few of them parked in the plaza areas and so followed the rest of the herd.  Shared space feels equally awkward for all modes.

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We parked our bikes at the racks on the Queen Elizabeth side of the market building.  There seemed to be fewer available on the Bank St. side.

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With our cargo bikes, we were ready to carry whatever bushel of tomatoes would be thrown at us.

The skating rink at Lansdowne opened the day before with little fanfare. We laced up our skates and enjoyed having an entire rink basically to ourselves. Skating facing the Aberdeen Pavilion was delightful. There are few places I can think of where one can spend time outdoors in the shadow of such a “nice old building” (NOB for short).

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We wondered as we skated a few laps whether the big hill off to the side would become a sledding hill. Because it’s certainly easier to get to than the Arboretum. (It looks promising.)

The inside of the market was bustling. Chatter bounced off the high ceilings and warmth radiated from the rafter heaters. It seemed like everything was working out (well, except for a vendor who was unable to draw enough power for their food stand).

We did our shopping and then let the kids loose in the playground. They’re six, so the climbing structure was designed for them. Smaller kids? Well, they get a bit trampled.

We also did a quick walk through of the renovated Horticultural Building and despite the craziness of re-situating the building, the workmanship and materials used seemed well thought out and executed. The wall of windows was stunning.

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We biked back home along the canal and then unloaded the three bags of skates, skating helmet, grocery bags and cozy blanket from the bakfiets. There was still enough room for a bushel of tomatoes and we didn’t have to shop elsewhere to get our parking validated. In the end, it seems they didn’t need to worry about parking after all.  We wondered if the shuttle system was well used…  and wondered why more effort isn’t put into promoting cycling to the site which remains the most convenient and free option.

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Ottawa Cycling Plan 2013: Level of stress and facility selection

I got frustrated trying to reference these two sections of the (very large!) Ottawa Cycling Plan document.  Use and link to them as you need to.

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If light rail were highways

The National Capital Commission believes a light rail transit 4 lane highway system will be a great addition to an already spectacular capital city.

That’s why the NCC has fast-tracked more than 100 land transactions for the 12.5 kilometres from Tunney’s Pasture to Blair Road.

The NCC has constructively engaged with the city in its phase two environmental assessment, to be completed next summer. This phase includes the extension from Tunney’s Pasture to Lincoln Fields.

The NCC shares the city’s vision for light rail a 4 lane highway that is affordable, rapid, effective, and that preserves our environment and ecology. We need to think of this project’s impact, not just for today, but 100 years hence.

In reviewing possible alignments from Tunney’s Pasture to Lincoln Fields, the city’s preferred route is on NCC lands along the Ottawa River shoreline, adjacent to the Sir John A. Macdonald 4 lane highway Parkway.

The NCC will allow these national lands to be used, provided that the transit line 4 lane highway offers continuous access to the river and minimizes the visual and environmental impact on the corridor’s landscape.

Following a detailed review of documents and data provided by the city, the NCC’s experts concluded that the only way our shoreline objectives can be achieved is if the transit line 4 lane highway is constructed as a tunnel.

Last week, when the NCC’s Board examined the latest evidence, it concluded that the public and the city should be informed right away of its conclusions. The sooner the city is made aware of our analysis the better able it will be to complete its environmental assessment.

Preserving access to the extraordinary beauty of the 4 lane highway riverfront has significance for our children and grandchildren. Its ecological and recreational potential cannot be readily reclaimed if an imposing infrastructure (like a 4 lane highway) is given priority.

As the city densifies and grows, protecting the best of our capital becomes all the more important. In fact, hundreds of residents and experts have joined us to envision a waterfront linear 4 lane highway park extending from the Canadian War Museum to Britannia. Enhancing this world-class gem can only unfold in harmony with light rail a 4 lane highway submerged in a tunnel configuration.

The city NCC has other options. This includes moving light rail a 4 lane highway away from the shoreline by turning into Rochester Field. This crucial open area is owned by the NCC, which will make the land available.

If the line 4 lane highway moves inland, the city can determine a route that best meets its overall objectives, including the opportunity to place transit stops 4 lane highway exits close to where people live. It would be up to the city to determine if a transit line 4 lane highway that extends up from Rochester Field would be a tunnel, buried below grade, or run on grade.

By making Rochester Field available to the city the NCC is expanding the options, which we ask be fully compared in the ongoing environmental assessment.

Studying only the shoreline option, with partially buried configurations, as the city is doing today, will not move an effective light rail 4 lane highway solution closer to reality.

The city’s data show us that the greater the investment in a deeper buried option to retain the essential 4 lane highway shoreline character, the more viable becomes a re-alignment through Rochester Field — potentially achieving city-building and conservation at a comparable cost.

For this reason, the NCC is asking the city to include the Rochester Field route as part of its ongoing environmental assessment process.

The NCC Board communicated its recommendation as soon as was possible both to the city and to the public, occasioning a very lively public conversation. We believe this debate should be carried into the city’s consultations for the environmental assessment. It is in this context that an evidence-based decision can be made to select an affordable option that best respects our vital and thriving city that is also Canada’s beautiful and unique northern 4 lane highway capital.

For its part, the NCC will continue its ongoing public consultation initiatives regarding the Ottawa River shoreline and the creation of a future Sir John A. Macdonald waterfront 4 lane highway park.

Dr. Mark Kristmanson is the CEO of the National Capital Commission.

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P’tit train du nord: Checking out the bike and B&B scene in Quebec

Having a friend who likes biking and also owns a car comes in really handy when you’re planning a bike trip from Ottawa to Quebec and there’s no way to get your bike on the VIA train*. (*Yes, you could take a small folding bike.)

We had the P’tit Train du Nord trip idea for a while. It’s a converted rail path that spans just over 200km from Mont Laurier to Saint-Jerome. It’s a pretty relaxing bike trip to do, mainly flat-ish, no cars, and plenty of rest stops and food along the way. If you’ve never done a multi-day bike ride, it’s a great place to start. Or if you just want a social bike trip with lots of riding side by side? This is also a great option.

Day 1: Driving to Saint-Jerome
We left after work on Thursday and got to experience driving across the bridge to Gatineau at rush hour. Wow, how do people do that every single day? It was a carjam. We eyed the bike counter and wistfully watched the cyclists go by on the path. They are the best ad for bike commuting.

Many car tunes and kilometres later we checked in at the just-off-the-highway Best Western. Aside from being a convenient location to stop for the night, we hadn’t given much thought about the hotel. It is what it is, right? Well, as soon as the clerk saw our panniers, she asked if we had our bikes (yes!) and asked if we’d like to park them indoors securely. We sure did.

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This was the first of the nice surprises of the trip. The hotel is part of VeloQuebec’s Bienvenue Cyclistes program. It lived up to the sign.

Day 2: Bike bus to Mont-Laurier and the first day of biking
We had a limited timeframe for this trip, so we were only riding the trail in one direction. We left the car in a week-long parking lot and reserved seats on the daily bike bus that would take us to Mont Laurier to start our ride.

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They carefully load all the bikes and your gear onto the trailer. It’s a great system. Two and a bit hours later, we were ready to start biking.

The Mont-Laurier train station / restaurant / visitor centre / fix-it station gives you a taste of what to expect at each of the major towns. We had our B&Bs already booked, so we got right to the business of biking.

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For the first day, we did a comfortable 57km. Of the three legs we did, the Mont Laurier to Nominingue stretch is the least populated and well, a little boring on the scenery. It’s tree-lined and paved as well as mostly flat. Great for social biking.

The paving has suffered in places from the undergrowth. The bumps and ruts are well marked with spraypaint and sections have been repaved. I was glad to have invested in my set of Arkel panniers with the clasps that lock the bags onto your racks. It was pretty bumpy in some places.

We arrived in Nominingue and picked up some wine and a post-ride beer at the joint SAQ/grocery store (shield your eyes, Ontario). Chilled wine was next to the fruit section.

My creation

I have only super positive things to say about our stay in Nominingue. Our B&B (Le Provincialart) was stellar.

The owners, Guy and Diane, met us with ice water on the screened in porch and gathered our water bottles. They put them in the freezer with a bit of water so we’d have cool water for the next day. Details. We parked our bikes in their roomy garage that is locked overnight.

Once we got our bags into the room, we took advantage of the offer to swim in the lake. A lake swim after a day of biking? Who says no to that?

My creation

We relaxed with our post-ride beer on the lawn and enjoyed the view of their huge home garden. We chose to have the dinner prepared by Guy and Diane and afterwards we desperately wanted to know their background? Former chefs? Serious foodies? Gourmands? Their cooking rivalled any fancy restaurant. And we assumed that most of the ingredients came straight from the garden.

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Vegetable potage, crispy stuffed tortellini, baked stuffed pasta shells with zucchini and the zucchini blossom and finally a raspberry tart. Phewf. I’m full just typing that menu.

Day 2: Nominingue to Saint-Faustin
Breakfast the next morning was equally filling and delicious.

And best of all, the forecast had changed and it looked like we would be able to out-bike the impending rain. Well done, Nominingue.

It was a scenic 70km ride with some nice water views, birding habitats and views of the hills. And one rogue rain cloud that teased us every time we took our rain coat off. Coat on? No rain. Coat off? Rain! Go home cloud, you are drunk!

Stopped in Labelle for lunch and a Mason-jar beer. Another cute refurbished train station / café. We discussed how nice stops like these are along the trail. Labelle station? You were very nice.

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Leaving Labelle, the stonedust path begins and everything felt a little slower. Maybe it was the gravel, maybe it was the beer. Let’s say it was the gravel.

We hustled through the paved section that leads into Mont-Tremblant. It was much busier and we couldn’t ride side by side. We did see our first non-feathered and non-chipmunk wildlife here. Hello deer.

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We stopped in the old village of Mont-Tremblant for an ice cream and a small bike repair for me. Lost a nut on a fender and duct-taped it back together.

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The gravel, beer and ice cream did not really seem to work in my favour for the last long uphill slog to Saint-Faustin. I was mentally ordering a new bike as I huffed slowly into our destination.

At our B&B, they recommended popping over to the joint SAQ/grocery store for wine to accompany dinner. We stopped at the local pub for a wind-down pint and got to enjoy the company of the neighbourhood pub cat. Clearly knowing we are cat ladies, he settled in for a long grooming session and head scritches.

Pub cat in Saint-Faustin

Tweeting this also led to my discovery of the Pubcats twitter account which has been a beacon of furry sunshine in my Twitter stream. Thank you Pubcats!

We had another very nice B&B dinner. I went for the French onion soup, duck on a salad of asparagus, almonds and cucumbers and a slice of tarte tatin for dessert. Again, we were barely hungry for breakfast the next day. But being a cycling friendly B&B, you get loaded up on healthy and filling foods to keep you going for the day.

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We started off in the warm mist having escaped the rain overnight. The forecast was fairly certain there’d be rain on this leg of our trip, but we mostly escaped it again save for a few rogue clouds.

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We were so well-fed that we decided to skip lunch. Well, skip having a beer lunch. A croissant and coffee lunch? Totally acceptable. We stopped in Val-David, the “arty” village stop on the ride. It certainly was… hmm.. different.

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We couldn’t quite figure it out. Super hippy (artists, drapey dress shops), hipsters and hipster babies doing brunch, and a mix of sports outfitters and super posh cafes and restaurants on the main street. Yet, the main street had no bike lanes!? I thought that was sort of the default for arty districts? Also, most of the towns we rolled through had bike lanes (bidirectional or painted) – even little Nominingue!

Val-David, you may have wooed us with your artisanal croissants and fruit compote, but you need some bike lanes to secure your arty hipster status.

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We continued on and watched the kilometre signs count down our return to Saint-Jerome (and dinner at St-Hubert). But not before one final beer and gare stop in Ste-Adèle. So bikey, so beery, so patio-y!

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Just before this we rolled through massive black bug clouds so it was nice to de-bug.

As we rolled into our final destination, the last few kilometres are also popular walking paths so there are lots of markings to walk on the left in order to see oncoming cyclists. I wonder if that would solve some of our Ottawa “pathway conflicts”. In Ontario, walkers are told to stay right which means bikes “sneak up” on them. The Quebec rule made sense.

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We biked under the bunting we saw on the first day and contemplated biking straight through the fountain. I’m sure lots of people do. The idea of de-bugging and de-gritting in one fell swoop was attractive.

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Maybe it was our Ontario ID cards that held us back, but we opted for a respectable leg and foot wash before changing into our finest St-Hubert dining clothes.

With the bikes loaded up, we headed back to Ottawa. A trip well done. And then it rained.

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New school and work commuting route.

For the two wards with the some of the highest bike modal shares in the city (Kitchissippi / Somerset), the safe cycling linkages between them are few. No, less than few. There are none.

I always knew the Somerset-Wellington corridor wasn’t great for biking, but the new school to work to after-care routine came as a nasty wake-up call. It is awful. Especially in the afternoon rush hour.

Sharrows? WHAT SHARROWS? There are 8 kajillion cars lined up on them.

In my new routine I need to get from downtown to Hintonburg on Wellington St. West for after school care pick-up. I take the Laurier Bike Lane across Bronson and enter Somerst at Arthur Street. From this point on, the commute is a total complete utter gong show on Somerset through Chinatown.

1. Somerset has sharrows for infrastruction AND allows street parking at rush hour.

Good call, planners.

So, now I am stuck in so much traffic that being on my bike is of ZERO benefit. To myself or to the city. I’m not reducing congestion, now I’m part of it. The first day I didn’t filter between the parked cars and the driving (albeit mostly parked) cars in the travel lane. I’m not riding my bike to be STUCK IN TRAFFIC.

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I’m doing what the city has asked – choosing not to commute with a private vehicle and being punished for this choice. Stuck behind tailpipes. Risking being doored for filtering. It only takes a planner one bike ride to see how sharrows completely fail to serve as infrastructure to make cycling a comfortable and convenient choice here.

I didn’t think Somerset / Wellington West could get worse until the next day when it rained and there was EVEN MORE traffic. Stalled, congested, not moving traffic. It was so bad and I felt so unsafe being on the road that I got off my bike and walked several blocks. ON THE CITY’S DESIGNATED BIKE ROUTE.

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I picked up my son and began the second tricky leg of the route home. Now, I’ll ‘take the lane’, filter and whatnot as needed but there’s no way I’ll be CAN-BIKE II-ing it with my kid on the back. Sorry. We are not here to be the city’s human shields for traffic calming. Go back to engineering school.

We would not be taking Wellington-Somerset home.

2. Detouring to Gladstone didn’t help either

I took a moderate detour using Fairmount, rode under the 417 to Young (wow, terrible intersection) and then took the O-train path to Gladstone. There was no way to avoid the last leg east on Gladstone. There is no other east-west route aside from Somerset.

You *could* try to wiggle your way on the sidestreets, but there are no traffic controls to help you get across Rochester or Booth. It would be impossible to cross these arterial roads at rush hour without a traffic light.

There was so much traffic on Gladstone (it had backed up to the O-train path) that I again, walked my bike. The road is too narrow to share with buses and vehicles.

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There is no space to bike on this, again, CITY DESIGNATED BIKE ROUTE.

Oh – and it’s a bike route that connects 5 public schools (Connaught, Devonshire, Adult High, St. Anthony’s, Cambridge) and there’s no money for more crossing guards and they can’t be bothered to reduce the speed limit to 40km/h along the full school corridor stretch (Parkdale to Preston is still 50km/h). It’s not the parents’ or kids’ fault for not “choosing” to walk or bike. It has been designed as the most dangerous option.

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3. Searching an alternative route? There is no choice.

I was so flustered when I got home that I pulled out the city cycling map and thought there MUST be a better way. There HAS to be a way to avoid this without a huge detour.

After dinner, Alden and I took the bike out to see if a long detour using Albert-Scott could provide a better experience (even if it meant cycling on the sidewalk down Bronson to Albert).

So, down the Bronson hill we went. There are no bike lanes because why connect the Albert MUP to the Laurier bike lane. That would make things FAR TOO CONVENIENT and people MIGHT cycle. We hopped on the Albert MUP, which isn’t awful, except where the city was too lazy to put down additional pavement around the bus shelters and installed ‘walk you bike’ signs. Signs which are promptly ignored. The city designed the conflict. They can un-design it with some pavement.

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Obviously, I ignored the signs since there were no pedestrians.

After the 3rd ‘walk you bike sign’, we hit the LRT detour that took us off the weeks-old paved MUP and onto gravel. UGH. A short detour, but very rocky. We got back on the paved MUP and approached the Scott St. bridge where we ran into the 4th ‘walk you bike’ sign.

Again, I am not taking my kid biking in soon-to-be 2500 buses a day lane to cross the bridge. We rode on the sidewalk and did not dismount. There were no pedestrians.

We bypassed the traffic lights at Bayview (too early) and continued on. Turns out, there’s not signalled crossing of Scott until much further along Scott at Carruthers (past our destination on Wellington). This route would still require biking on Wellington for four blocks.

It was pretty clear that this route was no better than either Somerset or Gladstone. In fact, it was probably the worst of the three.

4. Conclusion – final route choice

For my solo leg from work to after-care, I’m just going to have to suck up the nastiness of Somerset-Wellington. It SURE doesn’t give me a lot of incentive to frequent the businesses/BIAs that push for their vehicle access and parking at the expense of safety. Everyday is a reminder that my safety is not as important as parking. I have yet to run into Jim Watson cycling to his new campaign office on Somerset. (I wonder why – he’s so proud of this council’s record cycling investment.)

It’s important for planners and BIAs to realize that these routes aren’t just for bringing customers to your door. They are our routes as local residents to get to schools, to services like daycare and other day-to-day chores. More and more, it’s hard for me to support business areas where my not-always-a-consumer transportation needs are ignored. You have a business in a community NOT just ‘on a street’.

We have six more years of this route. Or as many years until I am eventually doored or hit. Whichever comes first.

Go Ottawa! Gold Medal Cycling City!

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City bike evolution

I’ve written about the first “city bike” I bought in Ottawa before (see here and here).

I always refer to it now as my “I was too cheap to buy a Dutch bike” bike. I had been biking in Ottawa for years before buying it, but still couldn’t part with over a thousand dollars on a bike. O.M.G.! Things seem more expensive when you’ve got infant-care daycare bills rolling in. A compromise was made.

It has been a great bike. But in the last year, it’s sat in the basement mostly unused. Largely neglected due to the almost-exclusive use of my “mom wagon” to kid schlep and grocery shop.

I thought I’d sell it. Then I took it up to Gatineau Park one day and realized, it wasn’t soooo bad at hills afterall. It may only have 8 gears, but it was a decent enough range to tackle occasional hill climbing. Maybe I didn’t need a special “camping/touring” bike after all. Maybe I should just tweak the Raleigh (again!) to be a comfy easy-going all-purpose no-kid bike. And an upcoming planned trip to ride the P’tit Train du Nord trail was just what I needed to bring it to the shop with my “wish list” of upgrades. No joke, I brought a list. A-type personality.

So, here’s the latest iteration of my doing-it-all commuter bike.
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  1. Handlebars: Gone is the straight bar that always felt too wide and made my wrists sore. In its place, a bar with a higher rise and swooped back hand area. This design feels so much more comfortable to me.
  2. Grips: The stock handlebar grips weren’t bad, but after I chose a new seat, I thought the bar grips should match. I like matchy-matchy. See above: type A personality. I splurged on brown leather Brooks ones. Because they were pretty. Maybe they aren’t as ergonomic, but well… they are very pretty.
  3. Seat: The saddle has been a pain in the butt since day one. I’m not sure why it took me this long to replace it. It’s basically a sponge in the shape of a saddle. It absorbed every raindrop. Which is a RIDICULOUS type of saddle to put on a commuter bike. Seriously, what were they thinking?

    That thing went in the garbage. In its place, a Selle Royal leather look-alike with springs. It is the Lay-Z-Boy of seats. “But it’s better to have X or Y for long distance riding!” you say. Shhhhh. I rode my upright dutch bike to Montreal with a Lay-Z-Boy saddle and it was OMG the best. I’ve done it. I’m not changing my mind on this one. It’s the best.

  4. Fixer-uppers: There were some small mechanical things to fix. The cable for my dynamo lights had broken and my brakes needed to be adjusted to get rid of a high pitch squeal.
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The Great Glebe Sharrows (cycling?) Plan

I dragged my unhappy five-year old to the Glebe “cycling plan” open house since they were not able to send a copy of the Powerpoints in advance. I suppose it would spoil the “surprise!” effect at the open house. At any rate, the documents are finally online.

Initially, I was going to spend a fair amount of time reviewing these documents and writing a carefully worded response about the plan.  And then I read that due to the partnership agreement with OSEG, many things outside of the stadium (like the use of public streets) are off-limits.  One such casualty of the OSEG agreement is the ability to remove parking spots ANYWHERE in the Glebe.

How do you properly add cycling lanes without taking some parking away?  You don’t.

Which is why the plan is 99% sharrows and ‘advisory bike lanes’.   They propose parking lanes buffered by bike lanes.  And contraflows that end before connecting to anything.

Most of the slides look like someone got frisky with the clone tool in Photoshop and just copy and pasted sharrows everywhere.

And this is why it doesn’t matter what I say about the plan.  The P3 has this neighbourhood gripped by the “sharrows”.

Oh…  and they certainly hid the panel well that said you would need to walk your bike over the Bank Street Bridge on event days.

It’s also important to note that the road paint that the city uses is water soluable (oil paint is an environmental no-no – although, apparently oil-based pavement is not).  The sharrows will need to be repainted every year.  Or they’ll probably just not repaint them – like on Somerset and Wellington.

Cycling plan.  Gold medal city.

’nuff said.

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Biking on St. Patrick Street? Why settle for sharrows that won’t grow your bike share?

St. Patrick is a busy street… well, highway really… that connects Lowertown and Vanier. It’s two lanes in either direction and can be found in two states: heavy slow moving traffic or very fast traffic. When you see cyclists, you’ll probably notice that they are on the sidewalk as neither heavy or fast moving traffic makes for an appealing (or safe feeling) place to travel without a full set of airbags ready to deploy.

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A road too narrow

St. Patrick has been due for roadway resurfacing for several years.  A plan was drawn up to improve the roadway surface and at the same time, provide better cycling infrastructure.

The St. Patrick link was of such importance that Ottawa selected this as its nomination for the province’s Municipal Infrastructure Investment Initiative (MIII) funding.  (Each municipality can only nominate one project.)

But the project was not selected to receive provincial funding. So, it was decided that the roadway resurfacing part of the project would continue, but there would not be enough funds to implement the desired cycling infrastructure.

 

Make room for…. sharrows?

The parts of the project that would dedicate space to vulnerable road users and encourage travel through the core by means other than private vehicle (as per the objectives of the Transportation Master Plan) were the first to be cut (or severly delayed).

With cycling or pedestrian infrastructure, they can often turn from ‘need to haves’ in the planning phase to ‘nice to haves’ when it comes to funding.

The proposed solution, given the shortfall of money, was to add sharrows. A solution we too often rely upon as infrastructure where it doesn’t belong.

Can't we all just sharrow?

Nonetheless, road re-pavings provide an opportunity to make minor improvements with line painting until the time comes along in 10-50 years for a full road reconstruction. That is, if you catch them early enough in the project planning.

Vanier Cycles seized this re-paving opportunity to advocate painted bike lanes that would help better connect the east side of the river with major employment nodes on Sussex Drive and the commercial area of the Byward Market (currently bypassed when using the East-West Bikeway).

Although St. Patrick is a divided four-lane roadway, the current Ontario roadway design standards wouldn’t allow for a narrowing of the vehicle lanes given the design speed of the road that would provide enough room for a standard cycle lane. Engineers would not sign off on both sub-standard vehicle or cycling lanes.   In the end, they are liable.  (Yet, there are many collisions on “approved” roadways all over town each day and no one is suing… ah, legal culture.)

Hello sharrows

Sharrows are fine as wayfinding on low traffic streets or to mark that a bike lane crosses through an intersection, but they are no substitute for bike lanes on a busy and fast roadway. And they should absolutely not be counted in the city’s yearly total of ‘kilometres added to cycling infrastructure’.

Vanier Cycles (a sub-group under the Vanier Community Association), under the leadership of Sarah Patridge (recently awarded the city’s Bruce Timmerman award for cycling advocacy) has led the initiative to have a safer solution for the corridor. With the near-to-downtown neighbourhood experiencing a cycling boom, they simply cannot wait a decade for a better solution when they have immediate needs (and immediate concerns).

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Several BIAs and community associations have written the mayor and councillors to express their support. (Although, I have yet to see a letter from the Byward Market BIA. Curious. )
And you can express your opinion too. Even if you never use St. Patrick as part of your daily commute, you should still be concerned that sharrows were acceptable as cycling infrastructure on a busy arterial road.  The councillor is working with residents to find a solution (and the funding) that would improve this sad sharrow situation.

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You can help!  You can send an email to the mayor and transportation committee to voice your support for real solutions and not sharrows.  The more support a councillor has for an idea, the more weight their request carries.

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A safe solution makes good business and neighbourhood sense.

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