Is going as fast as possible the best way to commute to work on a bike? That’s the question we’re testing in this video, thanks to a guest appearance by former pro cyclocross racer, current coach and all-around amazing guy Mark McConnell, aka Hot Sauce (go check out his website here.)
Here’s how we tested the question. Mark, in athletic clothing and riding a fast bike, agreed to commute as fast as possible. Following the same route, I commute in my work clothes on my comfortable three-speed city bike. Who will have the better commute? Watch to find out.
More than a decade ago, the City of Calgary commissioned artists to paint utility boxes. You’ve seen these nondescript grey things that electricity runs through, even if you’ve never consciously noticed them before. I hadn’t. They are part of the overlooked underpinnings of city infrastructure, like telephone poles or storm drains.
But dozens of artists have painted them in Calgary as part of this project, and, one day, while perusing the city’s open data site (I don’t have a lot of hobbies), I came across a list of the commissioned painted boxes and their locations. After a little spreadsheet work and some Google magic, voila, I had a map of every one of those 68 boxes.
This isn’t all of the painted boxes in the city. Apparently, the map hasn’t been updated in some time. But still, I kind of like these utility boxes. And I like maps. So I decided that I would make it my summer project to visit each of the points on this map on my bicycle and take a look at the art. And since I’m there, I’ll snap a photo and post it to Instagram, in a style inspired by Behind Handlebars. By the end of summer, hopefully, I’ll have a gallery of 68 artfully painted utility boxes.
Even as I type this I’m struggling to come up with an answer for the inevitable question that will follow: Why? Beats me. Ask me when I’m finished.
If you lead an empty life and want to follow along, Instagram is your best bet. And I’m taking a bit of time away from my usual blogging and vlogging this summer as a creative recharge, so this may be all you’ll get from me for a while. Enjoy your summer.
Why would a person on a bike choose a road over a pathway designed specifically for cycling? After being yelled at by a motorist for riding my bike on a road adjacent to a shared multiuse pathway, I decided to bicycle commute home using only pathways to show the good, the bad and the ugly about multiuse pathways.
The results show that the good and the bad about pathways. The good? For recreation, they can be fantastic: usually placed in beautiful places and rolling through parks, they are looping routes that allow for connections to nature and slow, easy rides perfect for hauling a picnic or visiting relatives.
For transportation? Not so much. They tend to be indirect, full of gaps, and rarely get you directly where you need to go. And as some followers have also pointed out, they tend to have slow speed limits and be full of pedestrians, both of which slow a commute.
Two thing caught my eye recently and led to the question: do painted bike lanes suck? In fact, the question might go even farther: is a painted bike lane more dangerous than nothing at all?
You know what I’m talking about. It’s those bike lanes that are created just with a strip of paint and nothing else. No protection or separation from passing motors vehicles as all. Just a strip of paint.
One of those question was to ask people if the presence of a different types of bike infrastructure made them more likely to ride a bike in a city. She asked about things like painted bike lanes, bike paths or protected bike lanes. And among the lowest results was painted hike lanes. People didn’t like them. They just don’t feel safe in them.
Which is interesting. Bike lanes are explicitly designed to accommodate cyclists, but most people perceive them as unsafe.
But maybe that’s just perception. Are they actually unsafe?
A different new study looked at this question. It looked at passing distance. Basically, the researchers hooked up a device to cyclists that measures the distance of passing vehicles. They sent those cyclists riding on different types of roads to see if drivers gave the cyclist more space when there was a bike lane.
What do you think happened? Yep, researchers found that motorists passed cyclists closest in two situations: Around parked cars, and in painted bike lanes.
I found this bizarre. Not only did people perceive painted bike lanes as among the most unsafe types of bike infrastructure, they are probably right.
So I did a little experiment and recorded one day of my bike commute. I then examined the video to see if this research bears out. Guess what? On just one day of commuting, I found that research is probably correct. The closest calls with cars came around parked cars and in painted bike lanes.
Which leads to a natural question: If painted bike lanes suck so bad, why do we build them? My theory? Because they are easy. Even though they do nothing to help cyclists, they are cheap, easy to implement and make cities feel like they are helping.
But it’s time to move on. Let’s drop the painted bike lanes in favour of infrastructure that actually works. Separate bikes from cars and people will ride bikes. It’s simple. Now, we just have to do it.
When changes to traffic laws were approved in my city recently — little things like requiring drivers to give more space to cyclists when passing — it was heralded as a step forward for bike friendliness.
But after reading a fascinating new paper, my enthusiasm for these new laws feels dwarfed by a realization that these are but tiny changes in a massive system that has rigged society toward automobile supremacy.
That may sound like hyperbole, but only if you haven’t read the paper. It was written by Gregory Shill, a law professor at the University of Iowa, titled Should Law Subsidize Driving? Basically, it’s an examination of the myriad ways that our laws favour automobiles. Not just traffic rules, but everything from liability to law enforcement to zoning regulations.
There has long been discussion about the things that encourage automobile use, from the ways we’ve build our suburban cities to the design of our houses. But I’ve rarely seen an argument this comprehensive detailing how our legal system subsidises driving as well.
“These subsidies lower the price of driving by comprehensively re-assigning its costs to non-drivers and society at large,” Shill writes in the paper. “They are found in every field of law, from traffic law to land use regulation to tax, tort, and environmental law.”
By “subsidizing” driving, Shill is looking at the myriad ways our legal system favours cars. For example, he examines the history of speed limits and argues they are set with the goal of keeping automobiles moving despite clear evidence they often worsen road safety when set arbitrarily high. In that case, the law favours fast-moving automobiles over the safety of other road users.
He examines the ways we have spread the costs of driving, such as road construction, across all of society, making driving seem free while, at the same time, governments starve public transit and treat it as a “welfare” system. “On 99.7% of lane miles in America,” he writes, “the cost to the driver is zero and the marginal cost is zero, because policymakers socialized the costs across the entire population.” But driving is not free. He puts the costs of subsidising driving at “$100 billion, or between $1,012 and $1,488 per household per year (in the U.S.).”
Our laws also favour motor vehicles in the way we zone and use land. Zoning rules encourage low-density housing that favours autocentric lifestyles. Parking requirements assign public space to car storage. “A thousand local-level choices … took billions of acres of public space along streets—especially scarce, tree-lined, urban spaces where children played in safety—and redefined them as places to used exclusively for the passive storage of motor vehicles.”
Even the legal language we use in our transportation system favours automobiles, from calling collisions “accidents” to describing a person crossing a public road as a “jaywalker.”
Lax enforcement of traffic rules, environmental laws that absurdly encourage motor vehicle use, pollution restrictions that externalize hidden costs onto all of society, tepid prosecution of motor-vehicle crimes contrary to written statutes — when compiled, the myriad ways the legal system encourages automobile use is staggering.
None of that would be a problem if motor-vehicle use was benign. And perhaps it once was. But this system has, not surprisingly, evolved alongside the legal system that supports it to a point where the balance is off. And it’s destructive.
I don’t take this as a war-against-cars legal rant. There’s a place for automobiles in modern life, obviously. But we often fail to see, not only the destructive properties of the transportation system we’ve created, but its supportive regime. The goal of this paper is to at least open our eyes to that regime.
For 30 years it’s been whispered about, a bicycle urban legend passed among envious cyclists throughout North America, every few years rearing its head with a little piece of news that brings hope, then despair. And now, it’s come up again here, in my city of Calgary.
It’s the Idaho stop law.
In reality, it’s hardly dramatic: a traffic statute that allows cyclists to yield at stop signs rather than coming to a full stop. But because it’s been talked about, teased and killed so many times, it’s become legendary in status.
I first wrote about this idea back in 2015, and I’ll paste that piece of writing below. But because the idea has been greeted here in Calgary with the same old reactions and arguments against it everywhere, I thought I’d spend a little time explaining it a in the video below. Enjoy.
Idaho, famous for potatoes and summering beach-deprived Calgarians, is in the news for something different: a 30-year-old traffic statute that is suddenly most-talked about new idea in urban transportation.
In the early 1980s, concerned that trivial traffic matters were cluttering the courts, a magistrate judge in Idaho changed the rules to allow cyclists to treat stop signs as yields. Rather than forcing people on bikes to come to a full stop at each red octagon, cyclists were allowed to slow and roll through them when safe.
For the next 30 years, Idahoans went yielding on their own merry way without drawing much attention, other than from cycling advocates elsewhere who looked on with envy. In the last few months, however, the “Idaho stop law” has suddenly become a talking point. Both Montreal and San Francisco are considering adopting similar rules, and a subsequent debate has ensued.
It’s easy to understand the appeal of this law to cyclists. Stop signs, to be frank, suck. They are hard work. Coming to a full stop and then pedalling back up to full acceleration is a huge expenditure of energy (this study, pointed out to me by Kay Teschke, found that regular stop signs require so much energy they can drop a cyclist’s speed by 40 per cent). This is especially galling on a bike when there’s good visibility and the stop sign is in an inconvenient location, such as the bottom of a hill, there’s no risk to rolling through, and the sign was clearly intended for motor vehicles. And, let’s face it, the risk posed by a bike in such a situation is much less than a car.
Yet adoption of the law has been pretty much non-existent outside of Idaho. As more cities look to make life easier for cyclists, however, the law is getting a second look. There is, however, some opposition, mostly from car drivers resentful of some perceived advantage being given to people on bikes. Everybody, they say, should obey the same rules.
With that in mind, I called Kurt Holzer to see how the law works in the real world of Idaho. Holzer lives in Boise, is a personal injury attorney who often represents cyclists, and he rides his bike a lot, so he knows of which he speaks. His assessment of the law was simple.
“In my 20 years, I’ve never see a case where the stop-as-yield law has caused a problem,” he told me. As a lawyer, he likes that it “eliminated a bunch of tickets and unnecessary confrontations with police.” As a cyclist, he loves the little boost that comes with rolling through stop signs when safe to do so.
He’s not the only one. For most Idahoans, the law has become a non-issue. In fact, Holzer says it works so well, he’s surprised it hasn’t been more widely adopted.
A study was done on the law in 2010. Researcher Jason Meggs at UC Berkeley found that bicycle injuries declined 14.5 per cent the year after the law was adopted. He also found Idaho cities fared 30.4 per cent better in bicycle safety than similar cities that lacked the law. “The law has been beneficial or had no negative effect,” he wrote. Another sign of the law’s efficacy is its rather low-key success in Idaho over 30 years.
Still, those arguments against the law persist. Holzer dismisses the standard oppositions to the law as “weak arguments.” As for the idea that cyclists would be given preferential treatment, Holzer points out that some road users already have different laws. Some jurisdictions, for example, require school buses to stop at railway crossings, or require big trucks to obey different speed limits than other vehicles. The same approach can apply to cyclists.
Others have argued against the law on the basis of protecting pedestrian rights, but Holzer also likes the law because it better reflects reality. Yes, that means the law acknowledges that some cyclists already roll through stop signs.
The key point in this debate is probably this: The law works in Idaho when people obey it. There are still altercations at intersections, and sometimes cyclists blow through stop signs without yielding, but they are breaking the law. Every problem situation Holzer has seen is because somebody disobeyed the statute. People on bikes are still required to stop for safety. The law is not an excuse to ride like a jerk.
“It’s a rational statute that acknowledges vehicle and human behaviour, and enhances, rather than dismisses, safety on the road,” he said. “And for (vehicle drivers), I can get out of your dang way faster and not pose an obstacle to you because it allows me to . . . clear the intersection more quickly.”
In the long run, however, the law remains appealing because it makes life just a little bit easier for law-abiding cyclists. With so many cities striving to do just that, it may be an Idahoan idea whose time has come.
Ski towns have a secret: They also tend to be fantastic bike towns.
They are usually small, so distances are short. They are populated by outdoor-lovers, fit and keen to enjoy the fresh air, which makes the towns partial to cycling. Come summertime, many convert into havens of mountain biking as ski resorts keep their lifts running under the sunshine.
So with that in mind, ski towns also have the potential to be amazing winter-bike towns, too. I mean, why spend 10 minutes warming up your frozen car at the end of a ski day when you can just hop on your bike while your pheremones are already raging, and be enjoying apres-ski cocktails in 5? Especially if you have one of these things.
Yet many mountain towns have been slow to adopt winter cycling. It’s coming, but maybe not as fast as might be expected — building great bike cities takes time and investment, and making great winter-bike cities takes even more investment.
But Banff, Alberta — Canadian Rockies ski-town extraordinaire, and a short drive from my home city — is trying something that may be seen as a shortcut to winter-cycling greatness. And the beauty of it lies in its simplicity: Subsidized studded bike tires.
Here’s how it works: If you buy a studded bike tire for winter and bring your receipt to town hall, the town will cut you a cheque for $50. Studded tires can run close to $100 (and studded fat-bike tires can easily jump past $500) so this is a significant subsidy. A news release from the town says the subsidy is intended to help “normalize” winter cycling.
Banff has fewer than 8,000 permanent residents, and the town earmarked $5,000 from its budget for this program. If the money is all spent, that’s a significant proportion of the town equipped to happily ride all year long.
It’s a great idea (initated as part of the upcoming Winter Cycling Congress here in Calgary), simple to understand and get behind, and it addresses one of the key barriers to winter cycling. If you’re reading this from a city that isn’t Banff, it’s also an easy idea to steal.
Finally, Calgary finally has a bike-share program. In the video below, I detail my first experience with it. Now, pat us on the back for joining the rest of the world, where such systems have been enjoyed for years.
But I’ve been thinking a bit more since I finished the video,
and there are two big problems that face the success of the system in these early
Correction to the video above: Cost is $1/unlock + $0.30/min to ride.
E-bikes: I love e-bikes, and at first I was happy that Lime decided to enter the Calgary market with only pedal-assist bikes available. But there’s a shortcoming.
One of the great things about e-bikes is their ability to ease
the ascending of big hills. Calgary’s downtown is in the valley of two rivers,
meaning big hills surround it. This has long been one of the things discouraging
some people from bicycle commuting downtown. However, Lime’s home area – the area
where you are permitted to leave the shared e-bikes – excludes many of these
hilly areas. That means the places where e-bikes would be of most benefit are
excluded from use.
This isn’t a deal-breaker, but it’s a missed opportunity. Hopefully,
Lime will take this into consideration when considering the long-term feasibility
of the program.
Obscure e-bike helmet law: I’ve always taken a bit of pride in the fact that Calgary has avoided the folly of our neighbourhing province of B.C. with its misguided bicycle-helmet requirements. But sitting on the books in Alberta all these years, unbeknownst to me, was a law mandating helmet use on motorcycles, mopeds and motor-assisted bicycles.
This means that to legally ride a Lime e-bike in Calgary,
you need to wear a helmet. So unless you happen to carry a helmet around with
you, just in case, your opportunities to ride will be limited. If you are one
of those multi-modal commute planners who uses Lime to complete the last mile
of your journey, I can imagine you planning to bring a helmet along. For the
rest of us, those opportunistic rides will be mostly off-limits.
This law feels like antiquated, written when motor-assisted bicycles
were mopeds and two-stroke gas sippers, not the high-tech pedal-assisted bikes
of today. Let’s hope the provincial government brings the law up to date. While
they’re at it, maybe they can update all the laws around e-bikes – California’s
legislation is a good place to start.
Because of these factors, I can’t see myself using this
first wave of Lime e-bikes much in the foreseeable future. I’ll be holding out
more for the spring, when the system expands to include old-school pedal bikes
and another company enters the fray.
Over the past decade, Vancouver has undergone a bike renaissance. Separated bike lanes have been installed, a bike-share program has been implemented, and more and more people are riding bikes for transportation. Even a downtown business group that once fought bike infrastructure has become supportive of cycling.
But these big changes didn’t come from thin air. This kind of bike boom, which is happening in many North American cities, was inspired by the lessons learned in the Netherlands.