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.
What’s the best bike for commuting?
This is the second video in which I test different types of bikes on my
commute. This time, instead of a mountain, road or city bike, like I did last
time, I tested these bikes: A slow, comfortable city bike, a light and fast
road bike and a pedelec , a.k.a an electric pedal-assist bike.
Which one is best? I measure my
commutes on all of the bikes and compare the numbers.
If you don’t want to watch the
video, here are some of the numbers:
City bike: Riding time: 66:61, average speed of 20.2 km/hr
Road bike: Riding time: 58:65, average speed of 22 km.hr
Electric bike: Riding time: 56:31, average speed of 24.6 km/hr
Speed, however, is not the only
factor in bike commuting. In the video, I also examine a number of other
factors around bike commuting, such as comfort, costs and the sweat factor.
I hope this video helps you become a
better bike commuters.
Also: You’ll probably notice that my
math is weird on some of the calculations. I have an accumulated time of 58:65,
for example, which should be expressed as 56:05. The larger point I’m trying to
make still stands, but, yeah, I messed up.
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.
True cargo bikes are amazing. They can haul just about anything, including furniture, children and that Tinder date you just swiped on. But their size can sometimes be limiting for those living smaller urban lifestyles. That’s why I wanted to try out this bike, the Tern GSD S00, a kind of smaller and more portable cargo bike. With features of a folding bike and a great Bosch electric pedal-assist motor, this is a pedelec that may just fit an urban life.
Also check out Power in Motion. This Calgary company loaned me this bike, and they do the most amazing overviews of all their bikes on YouTube. Great info (and they make amazing heated clothing too, for you winter riders).
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.
There are plenty of good reasons why pedal or coaster brakes are pretty rare these days — disc brakes are better in almost every way. But there’s an important reason why I love old-fashioned coaster brakes on my bike.
It’s all about making the bike easy to use for short, urban, practical trips.
Check it out, along with 5 tips for making short trips on your bike as easy and convenient as possible.
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.
Last week, I penned a rant about being accosted by an angry dude in a pickup truck frothing at me for existing on this mortal coil while riding a bike on a rural road. Sure, I was still slightly pissed by the whole experience — being screamed at by a stranger tends to stick in your craw — but I was more baffled. I genuinely wanted to know why there’s such hostility to bikes on rural roads.
The reaction wasn’t exactly what I expected. Consider me enlightened.
Rather than the usual chorus of support from fellow cyclists, their reaction was rather muted, many saying they feel safer in rural areas than cities, despite a few bad apples. Even more interesting was the reaction from a few rural folks, who opened my eyes a bit.
Two things came out of those conversations for me. One: There is some truly appalling behaviour by those on both sides of this issue. Tongue-lashing an innocent cyclist for the actions of others is one example. But if you’re the cyclist shitting in the bushes of a rural property owner, you need to stop right now. Seriously, that’s messed up.
But more importantly, it dawned on me that this conflict isn’t some deeply rooted culture war or evidence of some long-held moral differences between urban cyclists and rural property owners, as I originally mused. The conflict is rooted in something much simpler, the same source of motorist-cyclist conflicts in cities: insufficient infrastructure.
What I heard from most rural landowners is that they fear inadvertently striking a cyclist in their car, and on narrow rural road they feel there isn’t enough space for two passing vehicles and a bike. And this happens mostly on roads that lack a shoulder.
That’s it. Some roads are too narrow. Yes, it’s the law to share the highways, and cyclists have every legal right to be on these roads, and cyclists are often stuck in a conundrum because the roads with the least traffic are also those that lack shoulders. But, simply put, rural drivers worry that the presence of cyclists on a narrow road doesn’t leave enough space to pass when the opposite lane is occupied, and it can be difficult to slow sufficiently at highway speeds when approaching cyclists unexpectedly.
So with that in mind, I came up with a few commandments for both motorists and cyclists that may help reduce conflicts on our rural roads.
Thou shalt show respect to all users of the road, and not unfairly malign an entire group of road users based on the actions of a few members of said group.
Thou shalt not bandy about the word “entitled” in conversations about road use, acknowledging that all types users on occasion display an attitude of entitlement over public roads.
Cyclists shall plan routes on rural roads that have wide shoulders wherever possible.
Motorists vow to pass cyclists with sufficient space wherever possible.
All road users agree that insufficient infrastructure and not human behaviour is the root of most conflicts between users, and focus their energies, not on each other, but on the forces that can build sufficient space on rural roads for all users to feel safe.
One last point, that is less a commandment than an observation: Maybe it’s time to recognize that road cycling isn’t going away, and rather than just tolerate it, it should be accommodated. Let’s identify safe routes and encourage cyclists to use them, as has already happened in many jurisdictions. Let’s see road cyclists as an opportunity and cater to them (a weekend food truck on a well-placed route, perhaps?). Look at how bicycle tourism has become a true industry in other jurisdictions. There is opportunity in those hordes of people in Lycra.
Thanks to everyone who took the time to respond to this issue. Let me know what you think about the commandments above.