Tag: Cycling (Page 1 of 2)

How one city’s big idea transformed urban cycling all at once

My home city of Calgary made waves last year by installing an entire downtown network of separated bike lanes, all at once. Here’s a spin through the city a year later, to assess its success.

This British writer just wrote a totally convincing argument in favour of urban cycling

In the past decade, Peter Walker has seen a fundamental change in London, the city in which he lives.

In that time, Walker, a writer for The Guardian who has for years penned the paper’s popular bike blog, says people on bikes have gone from a marginal place on the city’s streets (he says he was once viewed as a “bit of an oddball” for using his bike to get around the city) to one that’s clearly in the mainstream — during peak hours on some London roads, cyclists are now the most common road user.

Despite that, he says cycling has not moved into mainstream consciousness like it has in the world’s great cycling cities, such as Copenhagen or Amsterdam. And now, after a bike-infrastructure building boom under former mayor Boris Johnson, Walker fears the entire movement has stalled.

How Cycling Can Save the World, by Peter Walker

Part of that fear is what drove him to write How Cycling Can Save the World, his new title that reads like a book-length argument in favour of two-wheeled urban transportation. Covering aspects as diverse as health and safety to equality, the book lays out, in rational and precise terms, all the benefits that cycling brings to society. And they are myriad. The title of the book is not an exaggeration.

I chatted with Walker from his flat in London. Here are some of the aspects of our conversation that struck me.

Untitled

The health benefits of cycling are sometimes overlooked in the battles over road space.

Health

It’s a bit of a no-brainer, but the health benefits of cycling are sometimes forgotten in the battles with motorists over road space. In detailing some of those astonishing benefits, Walker makes a pretty good case that your doctor might be well advised to prescribe a bike commute after your next physical.

A scheme to encourage people to ride in the small Danish city of Odense, Denmark, for example, added five months to the life of the average citizen. Another study of Danes found those who rode a bike to work were 40 per cent less likely to die during the study.  Other studies have found that countries with the highest rates of cycling have the lowest rates of obesity, and even that simply riding a bike leads people to more healthy diets.

“If there’s any one factor that will get cyclists riding more and more . . .  it’s that developed nations are facing this public-health crisis from people living these sedentary lives,” Walker told me. “People in public health service are completely frank: if more is not done to encourage active transportation, the public health system will collapse.” 

Suburban options

Much has been made over the years about the importance of distance in encouraging people to ride bikes. A five-kilometre ride to work or the supermarket is certainly more palatable to many people than what we see in most North American cities, where suburban growth patterns have stretched those distances to sometimes absurd lengths.

Walker, however, sees ways to bridge those distances. The proliferation of e-bikes in Europe and China may be a precursor to their popularization in the U.K. and North America as a way of more easily spanning longer distances. “With the Dutch, it’s something like a third of bikes sold new are e-bikes, it’s something that’s definitely going to come,” he said.

He’s also seen success with cycling “highways,” in which well-built, direct bike routes are extended out to suburbs. Cargo bikes are also making inroads as practical suburban transportation options, particularly for those hauling kids to school every day. There is also much success when transit systems are mixed with bike-sharing programs, the latter relied upon by people to cover the distance to and from the bus or train.

“The really been an explosion of Chinese bike-sharing schemes … and having these bike share systems, such that people can pick up a (bike) to a metro stop and finish their trip, are really working,” he said. “There are all these ways that the bike can work with other forms of transportation.”

Untitled

Many studies link overall happiness with an active lifestyle.

Happiness

Bikes make people happier. This isn’t just your annoying bike-riding co-worker crowing about being energized after a morning ride. There’s science behind it.

Walker devotes an entire chapter to the ways in which cycling increases happiness, most of it related to the well-documented mental-health benefits of regular exercise, particularly when that exercise is simply part of getting around every day.

Most inspiringly, Walker dives into an Italian study that examined the lives of people, between the ages of 52 and 84, who rode several times a week. All were in great physical shape, seemingly years younger than their non-bike-riding peers, and seemed giddy about the mental-health benefits of such exercise. “It makes you feel good, both mentally and physically,” reported one 61-year-old in the study. “It is no small thing, to feel well with oneself.”

The stigma

It ain’t all roses. Walker doesn’t shy away from the negative bits associated with cycling, especially around the corrosive political discourse that still pervades the conversation in the U.K. and North America. Walker pushes this argument farther than I’ve seen before, detailing how the stereotyping of cyclists has serious negative consequences. While he stops short of drawing parallels between the insidiousness of racism or sexism and the way cyclists are treated, he’s clear that he thinks it comes from the same space.

“I compare to really old-fashioned things, like making jokes about vegetarians or mothers-in-law,” he says. “It just feels a bit dated.”

What’s worse, Walker quotes studies that draw links between negative portrayals of cyclists in the media and public discourse and increased danger to cyclists on the roads. It’s not a difficult mental leap to make — if drivers are pummelled with negative images of people on bikes, they are less likely to treat them with respect on the road. It’s a serious problem that needs to be overcome if cycling is to become accepted as a rational, everyday form of transportation.

Untitled

The stigmatization of cycling continues.

The future

With so much talk about the future of urban transportation, particularly around the looming disruption of autonomous vehicles, Walker also has a rather optimistic view of the future. While’s he’s as skeptical as the next bike blogger (ahem) about the ways self-driving cars will impact the bike environment in cities, he’s looking at the bigger picture.

“Anyone who tries to predict what cities will look like in 50 years is wrong,” he said. “People are very keen to live in a place that’s seen as liveable. Even if they are electric cars, and they’re autonomous, they’ll still have an impact on the livability of cities.”

As far as the future goes, I’m keen to align with Walker’s vision of a future in which scores of people assess their lives and make a decision to ride a bike for the same reasons he does: “I live in this very congested city where getting around is quite tricky,” he said. “When I get on a bike I know I will arrive within a few minutes of when I expected, with a smile on my face.”

This temporary car-free haven shows how people on bikes flock to safe routes

It was while screaming downhill, past hundreds of other cyclists who were slowly climbing in the opposite direction, that the thought crossed my mind. “Huh,” I thought. “This is a thing.”

That was on the weekend as I happily rode the Highwood Pass for the first time, a local highway that, for a few weekends a year, becomes a haven for, as I discovered, scores of fellow cyclists. But seeing so many people on this route made me realize something else: It’s rather amazing what people will do to find a good car-free route to ride their bikes.

This gives you an idea how many people rode the Highwood Pass last weekend.

A post shared by Tom Babin (@tombabin) on

First, some background. The Highwood Pass is just another highway, but it has some special qualities. It’s called the highest paved route in Canada, and it cuts through some achingly beautiful alpine scenery in the eastern slopes of southern Alberta’s Rocky Mountains. It happens to be near where I live.

Untitled

The Highwood Pass in Alberta offers some stunning alpine views.

For years, I’ve heard about a special moment on the pass. The road is closed to motor-vehicle traffic during winter to offer a respite to wildlife during times of year when food is more scarce (the route passes through a provincial park). It also receives a shit-ton (for you Canadians, the metric version of that would be “shit-tonne”) of snow, so I’m sure there’s a snow-clearing budget officer somewhere who breathes a sigh of relief every autumn when the gate is lowered to close the road.

That makes for a unique situation. For a short time each spring, usually just a weekend or two, there’s a window of opportunity for cyclists between the time the gates remain closed to cars and enough snow has melted to make the road passable on a bike.

Untitled

The gates to the highway are closed every winter to offer some respite to wildlife.

The result: Hundreds of people on bikes flock to the area for a chance to ride the pass without any cars.

It’s a wonderful experience for cyclists. Arriving early gives a rare chance to enjoy a quiet highway, with stunning mountain vistas and wildlife sightings. Arriving a little later gives an opportunity to take part in a communal bike-friendly atmosphere as all kinds of people unload their bikes at the gate and start climbing.

While the early riders tend towards the MAMILs (middle-aged men in Lyrcra, God bless them), by midday, while descending the pass, there were innumerable women, families and kids heading upwards, including at least one hearty grandmother pedalling her way up the mountain on a shiny new e-bike.

Untitled

For a few weekends each spring, before the highway opens for the season, the snow melts enough to create a car-free route for cyclists.

What made it all possible was one thing: A lack of cars. If the road was open to vehicle traffic, the number of people enjoying the ride that day would dwindle to a handful of those brave and hearty souls who feel confident in their ability to stick to the shoulder of the highway while innumerable vehicles blow by at freeway speeds. 

Untitled

Snow on the highway still lingered near the summit of the Highwood Pass during this year’s ride.

While I was delighted with the opportunity to undertake this ride, it also struck me as a little sad that such opportunities weren’t more common. I’m not naive enough to think that a highway, built with millions of taxpayer dollars, would ever be turned over exclusively to cyclists, but the fact that so many took advantage of a tiny window of opportunity to enjoy a safe ride free of cars is telling.

Many jurisdictions enable road closures for specific bike events, for everything from ciclovias to gran fondos, that draw innumerable people on bikes. It’s proof there’s a hunger out there for safe bike routes, whether they are recreational of functional. This little highway during this one weekend was just another manifestation of that desire. 

Untitled

The summit, where hundreds of cyclists stop to take in the view each spring.

For me, on a more visceral level, it took me about half the ride before I realized I could stop my subconscious habit of glancing over my shoulder to see if a car was coming up from behind, which prompted a simple thought that, I’m willing to bet, was shared with many others that day. “This,” I thought, “is pretty nice.”

The future of transportation is already here, but everybody is missing it

Maybe it was the news that Tesla is now the largest U.S. carmaker by market cap, or maybe it has been the uncertainty around the price of oil, but there has been a flurry of futurism lately centred around looming changes to our transportation systems, specifically around autonomous electric cars.

Autonomous, electric vehicles are about to take over our lives, say prognosticators of the future, a change that has some dragging out Y2K-level hyperbole. Many of these predictions are being built on the idea of cities filled with blissfully shared roving robot-vehicles safely and orderly awaiting our smartphone hails.

Only recently, however, have those futurists started to put some thought into the impact of autonomous vehicles on our streets. A few consensuses have emerged – that driverless cars will reduce collisions, for example – but there is surprising diversity in opinion on the long-term impact on our cities.

There are plenty of Pollyanna predictions that streets will become safer, less congested places because of autonomous vehicles. But there are just as many hypothesizing that our streets are about to become a whole lot worse, particularly considering the recent troubles of the company that was once seen as the future of the city: Uber (if you missed the big New York magazine story, here’s the short version: Beyond the company being allegedly riddled with assholes, Uber has made congestion worse, not better, is still heavily subsidizing nearly every ride by as much as 60 per cent, making it barely profitable in big cities and horrifically unprofitable in small ones, thereby bringing into question the very idea that ride-sharing is the future).

No matter which side you come down on, however, one obvious thing seems to have escaped the notice of most of these predictions, even though it should be clear to anybody with a working set of eyes.

If you were to teleport to today a citizen of a decade ago into a city of today, and asked them to identify the differences in transportation, I’m willing to bet they would not mention technology, or autonomous vehicles, or smartphone apps, or even car sharing. It would be bikes.

IMG_7866

This New Yorker said as much. The most profound change to the streets of many cities over the past decade is the prevalence of people on bikes as a practical form of transportation.

So why is this so rarely mentioned in discussions about the future of transportation? Of all the nascent transportation disruptions we’re in the midst of, question marks still litter many of them. But use of the bicycle is a proven improvement, and seems destined to keep up its breakneck growth, especially as a generation grows up with new appreciation for its practicality. Urban cycling is the most profound change to city transportation in generations, yet the allure of technology is overshadowing it.

It’s a strange omission. Yes, autonomous vehicles represent a sea change in the way we think about transportation, but swapping one type of vehicle for another doesn’t solve the fundamental problem of congestion. Nor is there any track record behind many new vanity ideas (sorry, Mr. Musk) such as boring tunnels beneath cities to facilitate even more cars. Progress is moving more people more efficiently, and there are precious few ways to do so. None of them involve adding more cars.

Bike paths fall

This isn’t a zero-sum game. There are certainly ways that autonomous vehicles can help improve the efficiency of our transportation system, but not if such thinking is done is isolation.

If you want a look at how an efficient city of the future moves people around, forget robot cars, or tunnels, or 1950’s-style car-centric road systems simply updated with new vehicles. Instead, look at Amsterdam or Copenhagen or Seville or New York or Montreal or Vancouver and the masses of people riding bikes because it’s faster, easier, healthier, more effecient, and more enjoyable than being trapped in a box, no matter how high-tech that box might be.

Here’s why people ride their bike to work

On Bike to Work Day, I asked people a couple of straightforward questions about their chosen commuting mode. Here’s what they said. Take note of how many who said they ride for environmental reasons, for ideology, or because they hate cars (hint: none). 

 

Increasing number of dead pedestrians are a reminder that bike lanes matter

A reader recently asked a question recently that got me thinking: If conditions are ripe for cycling, why bother adding bike infrastructure?

The question came out of my recent post from Yellowknife in which I mused about the city’s potential as a great bike town thanks to its wide streets, slow traffic and hearty residents. If all those qualities already exist, she asked, why the hell would it need bike lanes?

IMG_7871

I was pondering that question when a few pieces of news dropped recently related to pedestrians.

First was a new report that found the number of pedestrians being killed by cars has grown in recent years. The counter-intuitive nature of this assured it a place in the news: As technology makes motor vehicles safer – especially with the promise of self-driving cars on the horizon – we are somehow managing to kill increasing numbers of people simply walking down the street (and don’t go blaming “distracted pedestrians,” the report made a point of sharing blame with excessive motor vehicle speed and distracted drivers).

I was ready to lump this statistic into my repository of horrific-yet-underappreciated news about car culture when I came across another stat that was new (to me): a report that laid even more bare the shocking nature of those pedestrian-fatality statistics. The number of people who are walking on city streets in North America has been on a 30-year decline (the study found the much heralded 70 per cent decrease in child pedestrian fatalities since 1969 also corresponded with a 67 per cent decrease in the number of kids walking to school). Which means we’re killing pedestrians at increasing rates, even as the number of pedestrians is small and falling.

This is yet another example of the mind-boggling apathy we have toward the carnage of motor vehicles, but what does it have to do with bikes? One word: Perceptions.

Despite the seemingly dire situation we are putting pedestrians in, most people, I’m willing to bet, would classify walking down the street as something safe. Sure, everybody acknowledges that getting hit by a bus can happen at any time (hell, we even have an expression about the rarity of “getting hit by a bus”), but rare is the person who would choose to avoid sidewalks out of fear of their safety.

IMG_3538

Similarly, the risks of driving a car are also accepted as part of life by most urban dwellers, even though driving comes with risk. Rare too are those who refuse to drive because of the danger.

Yet when it comes to cycling, masses of people still refuse to ride in urban settings because they fear for their safety, even though statistics prove that riding a bike is about equal in risk to walking down the street.

I’ll leave it to the psychologists to unpack the reasons behind our fear of riding a bike, but this fear helps explain, at least a little bit, both the success, and need, for safe and protected bike infrastructure.

Bike lanes, when well built, usually reduce the number of collisions between bikes and cars (they also, as a side benefit, tend to decrease collisions between drivers and pedestrians, and drivers and other drivers too). But that only goes so far in explaining why they also tend to draw out more people on bikes. The other reason is that protected bike lanes simply feel safer. In this case, the perception of safety may be just as important as safety itself.

So, sure, you could argue there’s little added safety benefit to spending tax dollars on bike infrastructure in a small city like Yellowknife that is already pretty bike friendly. But I’m willing to bet that a minimum grid of well-built bike infrastructure would encourage more tentative cyclists to ride regularly simply because it makes them feel good.

With all the added benefits that come with cycling – healthier people, more efficient transportation system, better street life – that feeling alone may be worth the price of the investment.

 

Do bike lanes marginalize people in the suburbs?

964_0572

“Big grocery.”

That is a slightly tongue-in-cheek suggestion about how to make cities more bike friendly by Ontarian Lana Stewart, who speaks and writes thoughtfully about the fixation of urban cycling advocates on commuters, despite statistics showing that a huge percentage of car trips are elsewhere, such as running errands, shuffling kids to activities and, yes, getting groceries.

In the shadow of “big commute,” she suggests more attention be given to “big grocery.”

Stewart’s is a rather colourful way of drawing attention to the fact that suburbs often get overlooked in discussions about urban cycling. This has deeper ramifications than just inconvenience. In the changing nature of cities, suburbanites are often home to people who can’t afford inner-city living, which means those who could most benefit from improvements to cycling (one of the more affordable transportation modes available), are often left out of the conversation.

IMG_3504Darnel Harris, another Ontario advocate, takes the argument even farther, saying those who live in the suburbs can be marginalized by bike infrastructure in a couple of ways. Conversations about urban cycling often denigrate the ‘burbs, making people feel shame in their communities. And bike lanes often are precursors (or symptoms of) gentrification, which can push low-income residents out of their own neighbourhoods. There have even been protestations against bike lanes in some communities, based not on the usual anti-bike ignorance, but from those afraid that bike lanes will drive out the poor.

This is a horrific situation considering affordability should be one of the key benefits of using a bike. In fact, one of the great success stories of urban cycling is the way bike lanes help better integrate poor residents into cities. Urban cycling hero Enrique Penalosa, former mayor of Bogota, Colombia, once said that bike lanes show that “a citizen on a $30 bicycle is equally important to one in a $30,000 car.”

There’s no easy to solution to all of this. Retrofitting suburbs to be more friendly to active transportation in a way that doesn’t lead to gentrification would be the ultimate answer, but it’s expensive, slow and difficult. But there are some other good ideas circulating. Harris, for one, is pushing a project to bring cargo bikes to the ‘burbs, based on the idea that people will be better able to capitalize on their utilitarian nature without having to wait for expensive infrastructure improvements that could change their neighbourhood. 

It’s an intriguing idea, and at least gets the conversation started on ways of becoming more inclusive while those long-term retrofits finally make their way outside of expensive urban areas. 

My perfect winter bike really exists, and I just bought it

Priority Continuum

The Priority Continuum, the perfect winter bike for my commute?

For years, I’ve ridden the same winter commuting bike, which I affectionately, but sometimes derisively, refer to as my p.o.s.: a crappy 20-year-old mountain bike whose best days were in the last century.

Finally got my new (to me) ride on the road for the season. #yycbike

I converted this 20-year-old Specialized to a single-speed in an attempt to avoid rust.

While I do have a soft spot in my heart for this bike, that spot often grows hard. The machine is an entirely practical choice: after the salty slush of my commute destroyed an older, beloved bike, I turned to this one begrudgingly. With minimal components and a frequently replaced chain, it does the job. It also, however, clicks when I pedal, has untrustworthy brakes, can’t take a bike rack, lacks the components for proper fenders, and often rides like it has a deflated soul.

Which leaves me wondering why I have never seen a bike specially made for winter commutes. I know what I would like: aluminum frame to resist rust, good fenders, a strong rack for waterproof panniers, disk brakes that work in the cold, internal gear hubs that keep out moisture, studded tires, and either a belt drive or some kind of chain guard to keep the drivetrain clean and dry. All at a price reasonable enough to remain practical. In other words: a practical, low-maintenance, affordable, rust-resistant bike. That bike may exist somewhere in the world, but it always felt as accessible as a mermaid.

I’ve long felt like this was a failure of the bike industry. Obsessed with selling high-end performance bikes, the fact that a winter commuter wasn’t readily available seemed like another miss by an industry that is only starting to catch on to the idea of bikes as a form of urban transportation.

But then, my own busty fish-damsel emerged from the sea in the form of a smiling dude named David standing in the lobby of a bike-industry event beside a rather plain looking bike. Something about that machine caught my eye, and I went in for a closer look. My heart skipped a beat. My knees weakened. Was this my dream winter bike?

Priority Continuum

My mermaid was David Weiner, founder of Priority Bicycles, a New York-based online retailer that specializes in practical, low-stress urban bikes. And he was hawking the Continuum under the idea that it was a four-season commuter bike. While I was skeptical at first, I quickly found the machine was like the Millennium Falcon in that she may not look like much, but she’s got it where it counts:

Priority Continuum

Aluminum frame (to resist rust)? Check.

Priority Continuum

Belt drive and internally geared hub (to resist rust)? Check.

Priority Continuum

Decent fenders (to keep my ass dry)? Check.

Priority Continuum

Hydraulic disc brakes (for cold-weather stopping power)? Check.

Priority Continuum

Twist shifter (for use with warm mittens)? Check.

In fact, Weiner told me the Continuum was built specifically with year-round commuters in mind.

“Simply, I wanted to build bikes that my friends could ride year round without worrying about maintenance, and at an affordable price,” Weiner told me via email. “When we launched the EIGHT last year we were surprised with how well it sold in the winter season and how many customers were coming to us telling us that it was their winter commuter of choice. This of course made sense due to the rust/grease-free drivetrain.

“However, one complaint we had was that the hub could freeze in extreme temperatures.  We started to think that there must be a better solution… Hence we worked on upgrading the EIGHT with a NuVinci hub (ideal for sub-freezing weather and the ultimate in no maintenance) and some incredibly durable fenders.”

I was convinced. I pulled out my credit card and my order was placed within the week. A few days later, a big box arrived containing the first new bike I’ve ever purchased exclusively for use in winter. Just in time for a cold snap.

As far as cyclists go, I’m not much of a gear-head. While I perform basic bike maintenance myself, one of my ultimate goals in a winter commuter is to reduce maintenance. My big enemy in this fight has always been rust. In my icy, slushy city, salt is my Moriarty. And simply hosing off a bike after a commute is not an option in a city where hoses quickly freeze and stay frozen.

So riding my Continuum through the tail end of a Canadian winter has been a test. We’ve had a few bitingly cold days, a bit of late-season snow, and a whole lot of slush, ice and salt as we lurch into spring and the snow melts.

As you can see, rust can be relentless. It’s already hit some components.

Priority Continuum

Rust is already gathering on some parts of the bike, after only a few weeks of use.

But on the important parts, the Continuum is riding smooth and rust-free. The best part? I have spent almost no time thinking about the bike. I’m not worried about the chain, or the brakes or anything else. It just works.

Priority Continuum

The drive-train, thanks to the belt-drive and internal gears, is free of rust.

Is this the ultimate winter bike? I’m not quite ready to declare that (ask me in the middle of next February), but it’s been holding up very well for me. The NuVinci hub has withstood the cold, the belt drive has stayed smooth in the ice and snow, and the fenders have been keeping my ass dry.

I’m not yet ready to give up my old mantra that the ultimate winter bike is the one that works for you. But perhaps what’s more important is that the bike industry is finally coming around to the idea that people are riding bikes all year round in cities. Thanks Priority. It’s about time.

 

10 new year’s resolutions for your winter-bike commute

You’re fat off shortbread and turkey. The consumer orgy haze of Dec. 25 still lingers. You can remember nothing on New Year’s Eve after Mariah Carey. Sounds like the perfect time to start a new habit!

So here, future winter cyclist, are some suggestions to get you going in 2017.

Resolve to ride more

When you’re staring out your window at blowing snow and icicles, it’s easy to talk yourself out of riding your bike. “It’s too cold,” or “It’s too slippery,” or “The elaborate series of mental defenses that I rely on to convince myself that winter doesn’t exist have temporarily broken down.”

So your first resolution is to push through those nay-saying thoughts. Remember, there are easy ways to deal with the cold, snow and ice (warm clothes, well-chosen routes, and slowing down, respectively), and riding a bike to work in winter feels great, keeps you in shape, and makes the season a little less intimidating. You’ll almost never regret riding, but if you’re like me, you’ll kick yourself all day when you avoid riding on a day when you could have.

Resolve to avoid becoming a winter-cycling masochist

Sure, it’s great to commit to riding your bike more in winter, but there’s no reason to be a zealot. If the weather drops below where you feel comfortable riding, if the plows haven’t been to your neighbourhood yet, or if an overnight ice storm freezes your studded tires to your lawn, don’t feel pressured to ride. Take transit, car pool or drive your automobile. There’s nothing to be gained by punishing yourself. Even riding a few times a month during the winter is a win, so don’t feel guilty for taking days off. Keep it fun and realistic.

Resolve to stop bragging

I get it. When you beat the elements on your bike and waltz into work with a steaming head and your feel-good pheromones raging, while everybody else is huddled against the cold and complaining, it’s tempting to brag. Your co-workers will encourage it by expressing disbelief that you’d be crazy-brave enough to ride in this weather. Resist the urge. You are not tough for riding a bike in winter. You are not exceptional. People do it all over the world every day. Bragging about it makes winter cycling seem like something reserved for macho athletes, not right-thinking norms who just want to get to work on time. Winter cycling will never get into the mainstream if everyone who does it brags about it. Stop it.Tom_Babin_IMG_2210

Resolve to try a fat bike

It’s a bike with monster-truck tires. It tears through powder. And it’s a blast.

Fat-biking has been one of the great bike-industry success stories of the past decade, and with every major bike maker now pushing multiple models, this is the time to try it. Rent a bike, and go find some snow-covered trails or some fresh powder in your ‘hood. Finish at a coffee shop for some apres-bike warmth. Even if you don’t regularly ride a bike for recreation, give one a try. It may change the way you think about your winter commute, and you’ll have fun.

Resolve to stay bright

Unless you are a cat burgler or Batman, the darkness of winter can be a challenge when riding a bike. The good news is that LED technology has made bike lights much more affordable and efficient than they once were. So buy them, share them, charge them, and use them, for your bike, your body and your wheels. The more the merrier. Here are my basic guidelines: Two white ones of the front, two red ones on the back (two lights, according to some studies, make it easier for motorists to judge your distance). Make sure they are pointing to the ground and not into the eyes of passersby. Refrain from blinking lights unless you feel the added visibility is absolutely necessary. Don’t rely on reflectors.

Resolve to use the right stuff

Choosing the right gear can make your winter commuting life easier. Fenders are great. Studded tires work wonders on ice. A good base layer of merino wool will keep you toasty. Decent gloves and footwear are important. Lights are key (see previous resolution). Making good choices in winter will just make your life easier.
Tom_Babin_IMG_2441

Resolve to never get carried away with the gear

Everything mentioned in resolution No. 7 stands, but let’s not go overboard. As much fun as it is, you don’t need to drop thousands of dollars on gear in order to ride a bike in winter. A junker of a bike may work better for you than a shiny new model because snow, salt and slush can quickly rust your components. Cheap old winter boots will keep your feed just as warm as those $600 fat-bike boots. A good pair of ski mittens may work just as well as those expensive pogies. I’ve used the same bargain-basement balaclava beneath my helmet for years. All kinds of great winter-bike gear is now available, thanks to the popularity of fat bikes, and it is certainly nice to have. But very little of it is essential. Just get out there and ride.

Resolve to bring a friend

Somewhere in your office is a summer cyclist who longingly watches with envy as you ride your bike home through the snow. Alas, an irrational fear of winter is clogging the brain of that poor cyclist. Help that person. Offer a nudge. Explain how much you love riding in winter, provide some gentle advice, and deliver support until they feel comfortable. Don’t shame that person if they don’t do it because, well, nobody likes an asshole. But everybody likes that helpful and encouraging friend who inspires them.

Resolve to make your city more winter-bike friendly

Great bike cities all look the same in the summer — well build, safe and connected bike lanes inhabited by smiling, happy people on bikes. Winters, however, are different everywhere, so cities that are serious about becoming bike-friendly must adapt to local conditions. Encourage your city to help make it easier. The first step is to improve overall bike-friendliness. Advocate for improved policies, laws and funding for bike infrastructure. Once a good network of safe bike lanes is built, make sure the city is maintaining that infrastructure in the winter by plowing it efficiently, de-icing it when necessary, and, generally, taking the job seriously. Remember: If you plow it, they will come.

Resolve to enjoy winter

Winter can be dark. It can be cold. It can be harsh. But winter can also be a time of great beauty, pleasure and renewal. If you spend most of the season hiding from winter, you are unlikely to enjoy it, and even more unlikely to try riding a bike through it. So change your attitude. Find something you enjoy in winter — skiing, skating, a winter festival, walks in the snow, licking telephone poles — and commit to doing it. The more positive experiences you have in winter, the less you’ll feel intimidated by it. That is the first step to having a well-adjusted relationship with winter. You may never love it, but if you move beyond hatred and dread, your life will be much better. And someday, you may find yourself riding a bike through it.

 

 

Here’s why all the reasons for licensing bikes fail

It’s the zombie of urban issues. The idea that refuses to die: Bicycle licences. Cue blood-curdling scream.

For those feeling uneasy about the growth of cycling on our city streets, one knee-jerk response always seems to be the suggestion that bicycle licences can somehow fix whatever problems they think exist. I’ve written much about licences in the past, but the issue still gets raised regularly, including in my inbox.

So in response, here are reasons that I think bicycle licensing is a bad idea:

Murky motivations

According to some opinion polls (and we know how accurate those are, right U.S. electoral college voters?), the idea of bicycle licensing is a popular one. But when you get a little closer to the issue, their reasons people support the idea vary. Is it to control scofflaw cyclists? Is it to raise money for bike infrastructure? Is it to register bicycles in case of theft?

With so many motivations, it’s difficult to determine which problem licensing is intended to fix. One of them? All of them? Because of that vagueness, proposals often strike me, not so much an argument in favour of licensing, as much as a scattershot attempt at finding some reason, any reason, to limit cycling.

If you feel like licensing can solve a true practical problem, then it’s worth discussing. But if you’re using bike licensing as a vague way of stopping something you don’t like, then your proposed solution is bound to be dumber than the sum of its parts.

IMG_3533

Registration is unruly

Over the decades, many cities (including my own, which ended back in the 1970s) have tried to licence bicycles, for a number of reasons. Nearly all of them have failed because it’s really difficult to operate a bicycle licensing program properly. It’s logistically challenging, time-consuming and expensive. It tends to fall to police or firefighters to manage it, and they usually have better things to do. It also requires mass buy-in from the public, which has proven impossible in many places. That’s why so few cities do it anymore.

An example: In 2010, San Jose, California abandoned its bike licensing program after decades because it was widely ignored and expensive to manage. “The program doesn’t make enough in fees to cover the cost for busy cops and firefighters to create and maintain a useful license database,” wrote the San Jose Mercury News. It was the same story in Toronto earlier this year when the idea was rejected. As it was in many other cities around the continent who have tried, and then rejected, bike licensing, usually after the requirement was widely ignored by bike-loving citizens.

In theory, it’s possible to operate a successful system (Honolulu has one of the rare systems that seems to actually work, if you don’t count those who ignore the law, and the homeless who see it as a pretense for cops to steal their bikes), but with so many cities trying and failing, it takes a special kind of stubborn to think it will work elsewhere. In other words: It’s been tried, and it’s failed. It’s time to move on.

There are better ways to control cyclists

Some people are understandably angered by cyclists who don’t obey the rules of the road. This is a real problem (caused often, I’d argue, because poor infrastructure gives cyclists few legal and safe options), and there are several ways that it can be deal with, including licensing. But since most cities can’t get their shit together to even operate a proper licencing system, it makes you wonder how effective the system would be in changing cyclist behaviour.

Besides, some cities have already devised a system to improve cyclist behaviour. It’s called bike-friendliness. Visit the world’s great bike cities, and you’ll see how a mix of education, bike infrastructure, and a culture of tolerance and mutual respect on the roads can solve those scofflaw woes.

But if that sounds like too much work, we could try another solution: simply enforcing the laws that already exist to manage the behaviour of all road users, including cyclists.

It rarely makes money

The idea of requiring cyclists to purchase a licence as a way of generating money to pay for new bike lanes makes intuitive sense. The problem is, it almost never works. As already discussed, the logistics of operating a city-wide bike licensing system are so complicated and expensive, they often cost more than any revenue they might bring in, especially if the licensing fee is low enough to encourage compliance. In fact, some programs end up costing taxpayers money rather than generating it.

On a larger scale, this is a question about user-pay government services. If you really think cyclists ought to pay for infrastructure, beyond the taxes they already pay, that’s a debate worth having (provided user-pay requirements are adopted for all road users, not just cyclists). That, however, is a separate conversation, except in the idea that licensing seems to to be an inefficient system for collecting that user fee.

IMG_3495

It doesn’t prevent theft

In many cities, bike theft is a problem. A big problem. But licensing doesn’t stop theft, it can only help reunite recovered bikes with their owners. That’s why you should record the serial numbers of your bikes, and report them if your bike is stolen. If you do so, you’ve just eliminated the need for a mandatory bike licensing program.

Because it’s stupid

Beyond the points listed above, my sense is that many of those who support bike licensing do so out of a warped sense of equity. This is the car-equivalency argument: motor vehicle operation requires a licence, therefore bicycle operation should too.

The problem is that bikes and cars are not the same. The reason we, as a society, require licensing and insurance for cars is because of the mind-boggling destructiveness of cars on both our property and our species — motor vehicles cause so much mayhem with such regularity that we require their operators to be tested for their skill, and have the capacity to pay for the destruction they will almost inevitably wreak.

Bikes are not like that, therefore the requirements should be different. Sure, bikes are involved in collisions, but compared to the destructiveness of cars, the damage inflicted by bikes is laughably small. On a personal level, the health benefits of riding a bike probably outweigh the risk, and you might reasonably win an argument saying that bikes offer a net health benefit to society. To think we should more heavily regulate something that benefits society as a whole is stupid. We should regulate things that harm society. Cycling should be encouraged.

To recap: There may be a good argument in favour of bike licences (and I hope you’ll let me know if you have one), but the graveyard of bike licensing is filled with the corpses of well-meaning initiatives that died because of bureaucracy, apathy, mismanagement, misguided notions and all-around stupidity. At some point, it will be time to kill this zombie for good.

Update

Thanks to the helpful tweet below, I adjust the wording of Calgary’s bike-sharing plans to reflect the fact it ended in the 1970s.

Page 1 of 2

Powered by WordPress & Theme by Anders Norén