The subject of motorists and cycle riders sharing the roads is a huffy one. Drivers and bikers are seemingly at percentages with one another, as if they are fighting for dominion over Toronto's busy streets. Discussions flare on blogs and forums, from those who demand that bicyclists go through a license test, to the loud cries of dissent whenever street parking makes way for cycle lanes. The mayor's position only adds fuel to the fire: Rob Ford has gone on record to claim that Toronto's roads are for cars, buses, and wagons, but Not bicycles. He even went as far to suggest that it is the cyclist's own fault if they get hurt or killed from an automobile collision. Small wonder Toronto saw a loss in bicycle lanes last year - more lanes were removed than created. And, no wonder the transport debate feels so antagonistic that we first named it "war on cars", then "war on bikes".
For the cycle riders, it's not difficult to blame the sorry state of Toronto's cycling structure on the mayor. However , the truth isn't quite so one-dimensional. Last year, Ford gave the go-ahead on building the first curb-separated bike trails in Toronto, slated to be completed this year. Sure to be on Sherbourne St. And Wellesley St, the curbed paths remain a ways from being completed, and it still put Toronto years behind many Northern US cities, but it is definitely a turn in the right direction.
Cycling framework, the network of bike lanes, shared highways, bike-only roads or trails, and associated signage, is a basic necessity for bike riders. They're as crucial as traffic lights, marked lanes, and street signs for drivers. Infrastructure permits cyclists to get where they need to go safely and quickly while sharing the streets with motorized automobiles. Here, Toronto needs major work:
- More bike lanes: the painted bike lanes between the automobile lanes and the curb are necessary to define the space where bike riders can ride, to prompt drivers to have a look for bikes when turning, and to remind them that cycle riders have a right to ride on the road. While it might not be useful for traffic congestion to place new bike lanes on certain sections of arterial roads, for example Yonge St. Or Queen St, more lanes can be drawn on the smaller side streets that run parallel to major roads.
- More bike boxes: these are marked "box" sections at intersections where bikes can stop in front of automobiles, making turns and general crossing crossing safer for bike riders and motorists.
- Use of separated bike paths: an even safer facility for bike riders, these are one of the hallmarks of great cycling infrastructure around the globe. The painted lane that divides bikes from autos becomes a full concrete curb, in effect giving bike riders their own road. Naturally, since it takes up more space that a painted lane, a separated bike path is usually selected on a street with no street parking and/or low traffic flow.
- More shared roads: another cycling-friendly design for side streets, these roadways have no cycle lanes, a low road limit, and use "sharrows" (arrows with a bike icon) to remind motorists to share the whole road with bicyclists.
- Better bike signs: cyclists can definitely use bigger signs for the starts and ends of bicycle lanes. Also , the city should think about including the bike symbol at crosswalks and on street signs, like in Vancouver.
- Bike-only roads: at the existing state of things, it's likely a stretch to expect bike-only roads to be created in the city. Still, they're another way to boost traffic and reduce collisions in the town.
- BIXI enlargement: one year after its launch, the bike share program has demonstrated to be a success, making it a superb time to expand BIXI stations beyond its current area. According to The Grid, Montral's BIXI network, which has been running since 2009, services about 7 times the area as Toronto (82 squared kilometres vs twelve squared kilometres), with 5 times as many bikes (5050 vs 1000). Of course, it's much more possible to expand BIXI in Toronto if cycling sub-structure was also improved in the city - folks are miles more certain to lease bikes if they feel that cycling is safe and convenient, like they do in Montral.
For the cycle riders, it's not difficult to blame the sorry state of Toronto's cycling structure on the mayor. However , the truth isn't quite so one-dimensional. Last year, Ford gave the go-ahead on building the first curb-separated bike trails in Toronto, slated to be completed this year. Sure to be on Sherbourne St. And Wellesley St, the curbed paths remain a ways from being completed, and it still put Toronto years behind many Northern US cities, but it is definitely a turn in the right direction.
Cycling framework, the network of bike lanes, shared highways, bike-only roads or trails, and associated signage, is a basic necessity for bike riders. They're as crucial as traffic lights, marked lanes, and street signs for drivers. Infrastructure permits cyclists to get where they need to go safely and quickly while sharing the streets with motorized automobiles. Here, Toronto needs major work:
- More bike lanes: the painted bike lanes between the automobile lanes and the curb are necessary to define the space where bike riders can ride, to prompt drivers to have a look for bikes when turning, and to remind them that cycle riders have a right to ride on the road. While it might not be useful for traffic congestion to place new bike lanes on certain sections of arterial roads, for example Yonge St. Or Queen St, more lanes can be drawn on the smaller side streets that run parallel to major roads.
- More bike boxes: these are marked "box" sections at intersections where bikes can stop in front of automobiles, making turns and general crossing crossing safer for bike riders and motorists.
- Use of separated bike paths: an even safer facility for bike riders, these are one of the hallmarks of great cycling infrastructure around the globe. The painted lane that divides bikes from autos becomes a full concrete curb, in effect giving bike riders their own road. Naturally, since it takes up more space that a painted lane, a separated bike path is usually selected on a street with no street parking and/or low traffic flow.
- More shared roads: another cycling-friendly design for side streets, these roadways have no cycle lanes, a low road limit, and use "sharrows" (arrows with a bike icon) to remind motorists to share the whole road with bicyclists.
- Better bike signs: cyclists can definitely use bigger signs for the starts and ends of bicycle lanes. Also , the city should think about including the bike symbol at crosswalks and on street signs, like in Vancouver.
- Bike-only roads: at the existing state of things, it's likely a stretch to expect bike-only roads to be created in the city. Still, they're another way to boost traffic and reduce collisions in the town.
- BIXI enlargement: one year after its launch, the bike share program has demonstrated to be a success, making it a superb time to expand BIXI stations beyond its current area. According to The Grid, Montral's BIXI network, which has been running since 2009, services about 7 times the area as Toronto (82 squared kilometres vs twelve squared kilometres), with 5 times as many bikes (5050 vs 1000). Of course, it's much more possible to expand BIXI in Toronto if cycling sub-structure was also improved in the city - folks are miles more certain to lease bikes if they feel that cycling is safe and convenient, like they do in Montral.
About the Author:
Jamie Sarner is a professional Toronto Real Estate agent. His run his very own blog where he writes about most recent Toronto subjects and he's also got his very own all-encompassing Toronto Neighbourhood Guide.
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