Changwon, South Korea – A City with Sustainability as its Goal

Coloured paved bike lanes were used often for visibility. Changwon, South Korea 2011. Photo by HJEH Becker

 A short visit to Changwon in South Korea last October left a few impressions. 

The City government’s website speaks towards the city’s desire to be a very green city and model for other cities to follow.  The Mayor is committed to that.  Want to hear him speak on this?  Then come to the Velo-city Global 2012 Conference in Vancouver June 26 to 29, 2012 where he will be a Key Speaker.

Some of the first impressions of the city in the urban core were streets with green canopies from lines of trees along streets, very wide sidewalks, and the network of separated bike lanes.  As I walked along the streets, the public bike system then took my attention.

Public Bike Share System Well Used by Locals
This is the first city where I saw the activity level at that of the Vélib’ system in Paris or the Vélo’v system in Lyon.  Bike stations were only one-third full with   bicycles.  Young school adults were walking up to the stations in groups of two, three, and four taking out bikes and then continuing their conversations while cycling away at a pleasurable pace.  Senior women were cycling on their public bikes from stores with their daily purchases in racks on front of the bikes.  Senior men were cycling deep in thought to their destinations.
 

Public bike share cyclist cycling behind another cyclist. Changwon, South Korea 2011. Photo by HJEH Becker

  Public  bicycles did not disappear from the streets with onset of darkness.  Like Paris,  their use continues during the night.  Integration of these bicycles with the transit system is important here.  Some stations are located by bus stops in higher density residential areas allowing for the last leg of a trip or the first to be completed by bicycle.  Their Nubija Bike System (“Nearby Useful Bike, Interesting Joyful Attraction“) was introduced in October, 2009 with the aim of contributing to an eco-friendly urban environment.  In fact, one can cycle one of these bicycles down a main road right beside large community garden plots.

Countdown traffic lights by using illuminated chevrons. Changwon, South Korea 2011. Photo by HJEH Becker

  Tourists and Public Bike Share: A Challenge
As a visitor, the system is unfriendly.  No plugging in your credit card with the magic chip into the card reader at public bike stations.  The system is not set up for visitors, only inhabitants or local workers.  As a visitor, one needs to find one’s way to city hall.  Then one is told to go to a municipal office.  Once one finds it, then a ticket can be purchased there. One is on the way to cycling on a public bike.  There is nothing spontaneous for visitors for using the public bike system.

 Changwon is a friendly place to cycle from the downtown core to the 

Bike lane by bus stop. Changwon, South Korea 2011. Photo by HJEH Becker

 neighbourhoods.  The city is well situated to spur cycling growth and the use of public bike.  The certainly have high expectations.  The downtown terrain is flat.  There are plenty of shopping destinations.  There are dedicated cycling facilities to use.

Under the canopies of deciduous trees, a wide promenade stretches along streetways with some form of physical separation from general traffic lanes used by motorized vehicles.  These medians are a prime place for trees.

Public bike work here as the downtown area has a cycling network that appeals to non-cyclists.  There are separated cycling facilities and bike lanes on streets.  Some bike lanes are even separated from both drivers and pedestrians by green medians.  Some cycling paths are physically separated from motorists but abut pedestrian ways.  Usually coloured surfaces designate the use of each path. 

Teenagers cycling. Changwon, South Korea 2011. Photo by HJEH Becker

 Coloured Pavement Increase Cycling Lane Visibility
Visibility is important to make cyclists feel comfortable on the road.  Changwon has done its part.  Colour on designate cycling facilities is frequently used, no matter if the adjacent traffic are motorists or pedestrians.  Sometimes the bike lanes are coloured the full length, as well.

The intimidation of intersections has been reduced.  For pedestrians, there are frequent underpasses.  For surface crossing, there are countdown signals using arrows as the time display.  Bike lanes crossing over intersections are coloured for private drives, lanes, local, or arterial roads.
 

Road intersection downtown. Changwon, South Korea 2011. Photo by HJEH Becker

 Even a quick visit makes one reflect on the slow way that North American cities are approaching their expectations of cycling mode share for the future with minimal annual investments in their infrastructure and their social marketing programs for cycling.  Changwon and other cities have more courage in investing significant monies into their cycling aspirations.  Money is always tight for municipalities and other levels of government.  The question may be by diverting health care funding to cycling infrastructure and social marketing for cycling, how much of the future health 

Sheltered bike rack across from public bike share stations. Changwon, South Korea 2011. Photo by HJEH Becker

  care costs can be reduced.  Front-end investments may be the way to avoid burgeoning health care costs, or at least delaying them for a decade or more.  For cities and other levels of government, it is a matter of transportation and especially liveable, sustainable, and green urban community policies that produce energetic, liveable cities with growing local economy and retailing.  It is a matter of revisiting these policies for the optimal benefit to people and their health.

Changwon is a city that is very similar in size and population to Calgary with 1 million residents and 743 sq. kilometres of land but that is where the similarities end.  This city is known for its heavy industrial industries.  While urban sprawl may be the way for many Korean cities, Changwon is an exception as it is a planned city since 1974 with many parks and gardens throughout the city giving it a different feel.

Changzhi – First Impressions of a Chinese Industrial City

Hotel view of an interesection for 10 lane road bisecting a 6-lane road to watch traffic ballet. Changzhi, China Oct. 2011. Photo by HJEH Becker

 Arriving late at night at a five-star hotel, my  first impressions were the number of smiling hotel staff  that looked after the guests :  from pushing the elevator buttons to cleaning the buttons after each use.  It seemed that there was more staff than guests.  Staff were very polite, smiling, and provided excellent service.

Cyclists navigate their way on same wide road among trucks, cars and motorcycles. Changzhi, China Oct. 2011. Photo by HJEH Becker

 Watching Traffic Ballet:  10-Lane Road Bisecting 6-Lane Road
However, from a transportation viewpoint, the melodic sounds of car and truck horns playing out an unorchestrated concert at seven in the morning , was the first introduction to the city’s streetscape in front of the hotel.   The room looked down onto a 10-lane road intersecting a six-lane road.  The ten-lane road was divided with two lanes on each side, separating the inner six lanes with small medians of trees.  The traffic seemed to be equally divided with just slightly more cars and trucks than bicycles.  Some of the bicycles seemed more like a motorcycle – two and three wheel variety, outfitted to carry goods and work material.

Cyclists on 10-lane road. Changzhi, China Oct. 2011. Photo by HJEH Becker

  Bus Drivers, Motorcyclists and Cyclists Dance to Avoid One Another
At the intersection, cars, trucks, motorcycles, bicycles and pedestrians did a ballet to the sound of the horn-orchestra to make their way through the intersection.  Dancing, pivoting, swerving, weaving, and coming to a quick stop, were the ballet steps.  In some strange way, it was all harmonious.  A few days later, I was taken to the airport through the intersection, in daytime by taxi.  The perspective from the back seat, was much different than from the hotel room, as cyclists veered to avoid the taxis that were not stopping for anyone.  A transportation planner commented that the days for these types of intersections, were coming to an end.

Occasional worker-cyclist with their utility tricycle for transporting loads. Changzi, China Oct. 2011. Photo by HJEH Becker

  There was another 10-lane street through the heart of the city again with treed-medians separating two lanes from the inner six-lanes and thoroughly clogged with traffic.  For this street, a design exercise was under way to consider how two lanes of traffic could be reassigned to bus lanes.  The thought was to take two lanes away from one side of the street.  Nowhere in the discussion was consideration given to taking any lanes and reassigning them to cycling.

Umbrella toting cyclists while riding were quite common and nonchalant. Changzhi, China Oct. 2011. Photo by HJEH Becker

  In the city core, the roads were so congested with cars that the traffic moved slowly.  Somehow cyclists managed to make their way through it all.  “Slow motorized vehicle driving speed at approximately cycling speed encourages cycling”, so goes the hypothesis.  The question remains:  how may cyclists will be drawn to slow speed?  Just a borderline few cyclists or the mega throng that used to cycle and now drive?  Now the question also may be posed as:  how many drivers will be drawn from their cars if cycling facilities were installed that really appealed to drivers?  Some insight to this question is being seen with evidence-based data in some cities, such as Vancouver, where a comprehensive cycling traffic volume monitoring program has been undertaken.  24-hour monitoring is being done on separated cycling facilities and bike lanes as well at other locations.

Cyclist and motorcyclist travel through a centuries old village section within Changzhi, China Oct. 2011. Photo by HJEH Becker

 Meanwhile, in an older part of the city with walled blocks, and a 300-year old Buddha temple where personal income may  not be so high, there is light traffic with most of it by a very basic moped.

The mayor and the deputy mayor both iterated that they want Changzhi to become a model city of sustainable transportation for China.  The statements came forth with conviction at private lunches with the two officials and the speakers of a Shared Transport Forum in October, 2011 where I had the privilege of being invited to speak.

What a difference between the airports of Beijing and Changzhi.  Beijing is a very modern, high traffic, and high efficient airport where passengers are  

Cyclists pouring down their 2 lanes by a treed lane in a 10 lane wide road. Among the traffic confusion with cars and trucks. Changzhi, China Oct. 2011. Photo by HJEH Becker

 moved through quickly.  Changzhi airport is a reminder of the airports that I used to fly into during the 1970’s in Northern Ontario  — very basic with extremely limited service where one took only 5 to 10 minutes to go from the parking lot to the departure gate.  Somehow, and sometimes expansiveness such as Beijing airport, does not mean efficient travelling.

Changzhi is a city of  approximately 700,000 people within the Province of Shanxi.  Shanix has a population of about 3.2 million and is  located  650 km. south-west of Beijing.  It is a transportation and industrial center. Manufacturing includes iron and steel machinery.  Coal, iron ore, and asbestos are mined nearby.  It is regarded as a medium comprehensive industrial city.

Seoul, South Korea – Parting Thoughts

The Seoul Ditch – Better Known as the Cheonggyechon Stream

Cheonggyechon Stream in downtown core of Seoul, South Korea. Uncovered after expressway torn down. This section of bubbling natural water offers walking stones for pedestrians to cross over to the other side 2011. Photo by HJEH Becker

  A place for commuting,  walking, exercising, thinking, reflecting, talking, resting, enjoying the arts, being entertained, and communicating with nature.

When I first arrived, I read or heard somewhere that the stream brings a wind of fresh air into the central part of the downtown core in Seoul.  And that was the first thing that I noticed as I took the steps from the street to the water’s edge.  I heard that the stream decreased the air temperature by a few degrees Celsius.  So, I also noticed that.

Looking down Cheonggyechon Stream with background downtown skyline of Seoul, 2011. Photo by HJEH Becker

 One has to salute the wisdom and foresight of the conceiver of this idea:   tear down an expressway that covered over an old stream that was then, very polluted and replace it with a linear park. 

As I walked the full length of the 8.3 km stream before it joins a river, I kept looking for fish.  Halfway to the river junction, my search ended as large fishes swam about.  If they are bottom suckers or fish that thrive in clean water, I do not know.

Eight Kilometre Stream with Character Changes Along the Way
One has to admire the creativity of the designer for this stream.  Can one find things to complain about? (Of course, as we are good at that.)  However, one must admire this new wonder of the world.   It combines all the elements that 

Various public art installations along the way, including sculpture of woman carrying a water jug. Cheonggyechon Stream. Seoul, South Korea 2011. Photo by HJEH Becker

 makes it a complete design.  Elements of breathing fresh air, exercise, sports, the arts from visual to sensual, performance, mosaics to statue, places to sit and think, relax, to listen to the city and its creatures, light as artistic expression and live art that changes regularly with new themes. 

It is a stream that changes character constantly from urban sterility to touches of rural trees and vegetation.  From new concrete pathways and walls of today, to rocks that cross the stream as bridges and have seen centuries behind them.  From bare concrete-faced walls to hanging natural, living wall cover that reflects the colours of autumn. 

Bike-pedestrian bridge further out from downtown. Variety of areas along the Stream exhibit different personalities. Seoul, South Korea 2011. Photo by HJEH Becker

This area of the stream and pedestrian walkways, was devoted to a breast cancer fundraising event for a few days. Seoul,South Korea 2011. Photo by HJEH Becker

 At lunchtime, the walkway is congested as any street in large cities.  At other times, it is not deserted as people walk, sit and contemplate, or exercise along the stream.  From formal exercise equipment to stretching along the path,  

Occasional fitness equipment installed for anyone to use by the stream. Seoul, South Korea 2011. Photo by HJEH Becker

people do their thing.  Closer to downtown, pedestrians are occasionally joined on the too narrow walkways with a few cyclists. 

More Cyclists On Well-Designed Bike Path
However, further east there is a very well designed two-way bike path, coloured green with edge and centre lines, frequent cycling stencils and with street lighting for darkness.  The path sweeps down from a parallel street along the stream and continues out to the river.

The few cyclists in the downtown sections are now replaced with a continuous stream of cyclists of all ages – the old, the soon to be old, the ones making progress in their life, and the young.  Now commuting and exercising becomes the drive for cycling.  Some have bandannas covering their mouths.  Others have them close by, just in case.

Bike paths along Cheongyyechon Stream are generally well-marked for cyclists. Seoul, South Korea 2011. Photo by HJEH Becker

One of several pedestrian bridges crossing the Stream, each a different design. Seoul, South Korea 2011. Photo by HJEH Becker

Public bike share system by Cheonggyechon Stream and bike path. Located abit away from downtown to serve weekend cyclists. Seoul, South Korea 2011. Photo by HJEH Becker

Finally, I stumbled onto a public bike share system station, the only one I saw.  It is well positioned to service the weekend crowd that wants to go for a spin.

Cycling in the City
Downtown, a fair amount of cycling is done.  Much of it is on sidewalks although even in rush hours you see some cyclists taking up the inside traffic lane.  Some were in ordinary work clothes, others were in their spandex and helmets with their fancy bicycles.  Many had very utilitarian bicycles with a back rack and a high extension to put on too many goods for delivery.

In the urban core, the only cycling facility that I came across was a red coloured bike in front of the palace grounds where it was  too packed with touring buses and cars, not cyclists. 

Cycling on bike path by the Stream with the pet dog in side bike basket. Seoul, South Korea 2011. Photo by HJEH Becker

Cyclists and electric wheelchair user out on a fall, crisp day. Some cyclists wear bandanas over their mouths --though it wasn't very cold nor smoggy. By Cheonggyechon Stream, bike path. Seoul, South Korea 2011. Photo by HJEH Becker

 As one leaves the downtown core, then cycling facilities started to appear.  On the road paralleling the Stream, the one-way road has a bicycle lane on the left (not right) side, well-marked but not coloured.

There seems to be a good system of bike paths along the rivers, usually coloured.  In suburbia, coloured bike lanes on new roads appeared regularly.  Some were physically separated from motorists and pedestrians, others were not.  Bike paths  are also parallel to the main railway line and highway to the Incheon airport.

Blue dolphin sculptural art work seems to jump-dance in the Stream. Seoul, South Korea 2011. Photo by HJEH Becker

Making Seoul a More Liveable, Shopping City
Priority number one, get the motorcycles and mopeds off the sidewalk. Step two, remove car and truck parking on sidewalks.  Then remove cyclists from sidewalks.  Follow the Paris lead.

With the Cheonggyechon Stream breathing more life into its downtown core now, the heart of Seoul becoming a more dynamic, lively place.

Further Reading:
TransLink.  Removing Freeways and Reforming Buses: An Interview with Dr. Kee Yeon Hwang President of the Korea Transport Institute.  In Buzzer Blog, Mar. 28, 2011.

Hand painted outdoor tile wall art, seen while walking along Cheonggyechon Stream 2011. Photo by HJEH Becker

Melbourne, Australia – First Impressions

Mix of cyclists, including a couple on right using blue bikes from city's public bike share system. Melbourne, Australia 2011. Photo by HJEH Becker

 Melbourne, just recently named the most liveable city in the world, wrenched that boasting right from Vancouver.  Vancouver, has now been relegated to the third rung, not the second.  A time for reflection as the world keeps on moving.  Status quo is not an operative word if one wants to be on the first rung.  If one wants to be the boaster.

Impressions Leaving its Airport
So, stepping off the plane after a two-night stop in Seoul, the question is what 

Interurban rail station connected to transit. Buses don't have bike racks yet. Melbourne, Australia 2011. Photo by HJEH Becker

 makes this city so great to live in? No rapid transit line for one to take to downtown core, as is the case in Vancouver or Seoul. Just a high frequency bus service to the Southern Star railway terminal, that runs every 10 minutes, 24 hours a day. The bus is a specially configured articulating bus that wheels passengers through the 20 minute ride to the railway station. Not like Eugene Oregon’s bus. There is no space for bicycles on the bus. There is no cycling facility easily spotted that lets one cycle to the city. Maybe there is, but where?

Bike-pedestrian bridge. Melbourne, Australia 2011. Photo by HJEH Becker

 Downtown Core For Shopping, Work, Not for Living  –Yet
The downtown  core, Melbourne’s prime real estate asset, is all about business and retailing.  It is all destination shopping and working, since there are no places for people to live.  Slowly, residences are being introduced into the city both downtown and also into the docklands as well as other small real estate properties that fall within the City’s boundaries.  Imagine, a city where the overnight inhabitants are primarily hotel guests. That is the City of Melbourne.

But Streets Alive with People
With 96,000 inhabitants at night, and 778,000 during the day, the city has a very active street life.  No matter if one is strolling along the pathway by the  

Melbourne, Australia 2011. Photo by HJEH Becker

 river flanked by retail outlets on the land side willing to feed your appetite or pacing yourself along the downtown shopping streets, one is not alone.  You are just an entity among a mass of people vying for sidewalk space.  Storefronts are open to streets as feet traffic brings warm cheer to merchants.  Some laneways have been populated with tables and chairs for serving food and drink, places where people now rule where cars were once here.  Slowly, streets are reconfigured and  squeezing our cars by only leaving essential service and delivery vehicles to do their job.  Instead, there are stream of pedestrians, cyclist, and tram riders with noise of conservation on the streets, instead of engine noise and pollution emitting from exhausts.

Streetcars in Melbourne, Australia 2011. Photo by HJEH Becker

 Impressions of this city:  It does  feel like nirvana when encountering one arterial street after another with ribbons of steel down the centre of the roads.  With motorists who do not enter the tram space, the steel network allows efficient and fast service through downtown.  Each tram swishes from stop to stop, carrying about 200 or 300 customers to downtown live.  An extensive network of metro trains brings in 1,000 people at a time from the proliferation of suburban homes.  Downtown life without cars is made possible by a high service tram network, supplemented by a dense network of cycling facilities, and also wide sidewalks.

Road Planning Under State Authority
With 4.1 million inhabitants, Metro Melbourne encompasses 30 municipalities.  The roads are not under the control of the municipalities, but of the state.  Joint planning is just a new word here.  Street priority and allocation of space may not meet the needs of City of Melbourne’s priorities.  Something to work on.

Inside interurban rail station. Melbourne, Australia 2011. Photo by HJEH Becker

 Commuter Cycling Facilities At Destination, But Not Multi-Modal –Yet
In Metro Melbourne, the vision for cycling seems to be providing a true capacity for people to embrace that mode of transportation to destination.  The vision does not seem to include combined mobility with transit beyond the most frequent European model of cycling, to a train station and leaving your bike there.  In fact, Parkateers or caged bike parking seems to be springing up in suburban train stations.  Suburban train cars may have the European design with place for bicycles but none are allowed.  Nor are they allowed on trams or buses.  No bike racks on buses here.  There is a punt or a bike ferry that makes its way across the Yarra River to allow faster commutes to the west.

Public Bike Share Run By Car Organization
A public bike system has emerged last winter.  Not widely used.  Elsewhere in cities where helmets while cycling are mandatory, the local helmet law is upheld as the public bike killer.  Locally, the story is different when listening to 

Melbourne's public bike share system run by a car organization. Some lack of initial marketing and initiative driven by state authority, not under responsibility of municipality which contributed lower usgae at beginning. Helmet law was less of a factor. 2011. Photo by HJEH Becker

  politicians and city staff.  It seems that there is a culture of wearing helmets while cycling in Melbourne.  If one forgets to wear one’s helmet one day, a passing motorist may just roll down the car window and remind you of that. Implementation of the scheme by the state, without consultation with the city emerges as an issue.
 
The system was introduced during the winter, with no spring advertising and marketing program.  The bike stations are not dense enough with a catchment area that would appeal to potential customers.  The stations are not located close enough to where potential customers want them.  The system is run by an automobile club that is not inspired to market the system nor make it a winner.  Nuisance is a word frequently heard instead.  Now back to the helmet.  Despairing remarks have been made that the provision and access to helmets was not well thought out.  One does not see briefcases on the street designed for carrying a helmet or backpacks with that provision.

Relaxing by river waterfront. Melbourne, Australia 2011. Photo by HJEH Becker

 The city does have an extensive network of bike lanes for cycling the public bikes.  The philosophy seems to be squeeze in whatever you can without disturbing the movement of cars, the parking of cars, the stopping of trucks, or the stopping of cars all on bike lanes.  After all, for a metro area where comments have been made that there are more streets for car,s than in other cities, is this not what one would expect.  Sometimes when cars are lined up next to the bike lane, the lane is so wide that one needs to use the curb and push the bicycle forward in the less that half meter space.  On the positive side, there are designated spaces for cycling and the cycling lanes are painted green.  Will it encourage many motorists to cycle who are not the most confident or skilled?  I doubt it.

The network design toolkit is extensive with small catchment areas to the closest cycling facility.  The infrastructure design toolkit has any concept in it that one can find in any city.  The combined mobility toolkit is limited to cage parking at suburban train stations.  The social marketing toolkit is minimal, including bike to work day celebrations and cycling maps.

Melbourne, Australia 2011. Photo by HJEH Becker

 The most prominent design from infrastructure design toolkit that is evident on the streets, is the advance green painted stop boxes with bike stencils.  Beyond that, bike horizontal and vertical separation from cars with bike lanes, can be found easily. In new developments like the Docklands, more comprehensive designs can be found, along with bike signals.  However there, the bridges are not really intended for cycling.

Docklands has Potential
The Docklands is a stretch of waterfront lands that is being transformed from old industrial use to residential and commercial use.  Not bad. Though not to the level of European people streets.

Docklands, formerly an industrial area, has potential to become more pedestrian-cycling oriented. Melbourne, Australia 2011. Photo by HJEH Becker

  While sitting on a bench along an old pier, an urban planning student approached me and asked questions.  He and his mates are working on a uni project.  What do you like about this development?  What needs to be done to it?  After my dissertation on the topic, he advised that their polling of Dockland users, brought forth the same thinking.  Simply, the strengths of the Docklands combined with Vancouverism along the waterfront, would yield a very desirable people street and places that would compete with the best of what Europe can offer.  Sterile is the most predominant word used to describe the Docklands.  The architects have not quite left the 1960’s and 80’s to join in with the best of Vancouverism architecture that makes people streets and places.

What really stands out from visiting Melbourne for a couple of weeks, are the trams system and the right hook turns that cars make when the street have tram tracks.  One is used to seeing cyclists do it, but not cars.

Melbourne a windy city that grows on you.

Community Gardens Near Cycling and Pedestrian Routes: Complementary Community Amenities

Community gardens can satisfy more than just their gardeners’ nurturing  instincts for food and Nature. They add instant visual beauty and interest near 

Leslie St. community allotment gardens in light industrial area by Toronto's Waterfront bike-pedestrian path beside entrance to Leslie St. Spit. Gardens in existence over past 15 years. 2011. Photo by J. Chong

 bike and pedestrian routes.  After all, car drivers are usually moving  too fast to encourage up close lingering and reflection on budding plants and garden art.   Sample approaches of community gardens in relation to active transportation routes, will be highlighted for cities of  Toronto, Vancouver and Calgary.

A Bright Spot in Industrial Area by Leslie St. Spit- Along Toronto’s Waterfront Bike Route

Leslie St. community gardens protected by fence on right. Waterfront bike-pedestrian path connects between Beaches area, east Toronto and along Lake Ontario into downtown Toronto by Harbourfront. Road is heavily used by trucks during work week 2011. Photo by J. Chong

 Fifteen years ago, before community gardens became the blooming rage for growing local food and flowers, I used to cycle to work daily and pass a large community garden along Toronto’s Waterfront bike route  –not far from the Leslie St. spit.  At that time, this garden had a low wire fence where one could look over top to see a profusion of plants, compost piles and garden lawn chairs scattered about for resting.

Now, the Leslie St. Allotment Community Gardens are protected by higher secure fencing.  But these gardens still thrive in the same location.  They have expanded and matured with some lawn grass rows and ever-thickening 

Well-loved new community gardens along abandoned Molson rail branch line off the Arbutus abanonded rail corridor. At rail line corner stop on lst St. on bike route connecting between Granville Market and Burrard St. Bridge separated bike lanes. Vancouver BC 2011. Photo by J. Chong

 bushes.  Most likely, the choice location wasn’t because of the bike path location. It was  the reality, that sometimes people could drive and stop briefly to unload soil and other gardening tools.  Besides, the location was on a convenient plot of public land across from a light industrial area that continues to have flotillas of trucks rumbling on the road.  Thank goodness for a marked bike and walking route.  Without the Leslie St. allotment gardens and signed pathway, this area would be dull, bleak and an area to avoid.
 

lst St. community gardens line abandoned Molson rail branch line. To right of rail, is on-road bike lane. Vancouver, BC 2011. Photo by J. Chong

Vancouver’s Spirited Reclaimation of Abandoned or Underused Land
Some Vancouver community gardens display creative reclamation of abandoned public right of ways and other underused land plots, such as traffic calming circles.  Just a 5-minute walk from the Granville Public Market, lst Ave. near Fir St., are recent new community gardens lining the  abandoned Molson branch rail line from the Arbutus Corridor, another abandoned rail line.

The gardens line a well used bike route that feeds to and from the popular Burrard St. Bridge separated bike lanes that are 2 blocks away. The Burrard Bridge separated bike lanes have a daily average of 5,300 cyclists. (2011)

Davis St. Village community garden in heart of Vancouver BC at a busy corner of Burrard and Davie St. Cyclists transit, cars and pedestrians converge in this area. 2011. Photo by HJEH Becker

 You can’t help but stop by to marvel bright red poppies, miniature tongue-in-cheek, homemade transmission line art and jewel-coloured floral annuals dotting  decorative grasses, ground cover plants and some veggies, including tomatoes.  It’s a brave garden: it has no fencing –yet. There’s even an arbour built right by the rail crossing sign.  Certainly cyclists have to slow down anyway to look,  in order to angle their wheels safely across the rail line.

One of several traffic calming circles containing community gardens. Ontario St. bike route, Vancouver BC 2010. Photo by J. Chong. A road centrepiece that slows down cars, cyclists and pedestrians.

 After cycling another 10 minutes north on the separated bike lane via the Burrard St.  Bridge, you will reach the Davie Village garden. 

This community garden is planted right in the heart of downtown Vancouver,  at a street corner thronging with people, car traffic, buses and bikes during the day.  The garden has overtaken land where there was once a gas station. The land was specially prepared to contain soil contamination for gardening on top.  There, sunflowers rise like smiling, calm faces to greet the harried crowds and traffic.

The City of Vancouver had only discovered within the last few years, that its cycling network had some major routes close to a wide range of community gardens. Here are maps that combine its bike routes and community gardens.

Bright Spots in Calgary– A Prairie City
Calgary has less of a lengthy history and number of community gardens. People tell me it’s the shorter warm growing season since it is over  400 km. north or 8 

Community garden behind Fort Calgary, historic former Northwest Mounted Police site. Along Riverside bike-pedestrian path by Bow River. Calgary, AB 2011. Photo by HJEH Becker.

 degrees latitude north  of  Toronto.   While Vancouver has over 2,500 community garden plots, Calgary has 30 community gardens with over 115 garden plot allotments.

So the expectation to find many of Calgary’s community gardens near its signed bike routes and paths, is a bit premature at this time.  The most obvious community garden would be a large full community garden behind Fort Calgary along the heavily used Bow River bike path in the downtown core.  If it 

Toy piglet garden amulets adorn a temporary community garden in East Village while area is under construction with new condos, parkland in downtown Calgary AB 2011. Photo by J. Chong

  weren’t for the occasional concert and staging area for annual Calgary Stampede, this flat prairie parkland is otherwise underused. The community garden is a bright spot under the blazing hot, naked sun.
 
As you continue along the path and near the heritage Simmons Bedding Factory which now house architectural offices, there are temporary community gardens in the rising, rehabilitated East Village area.  The gardens pop cheerfully and humbly amongst the construction flurry of condos, a new Central Library and more. 

Butternut squash, tomatoes, flowers and visual interest at Leslie St. Allotment Community Gardens. Toronto 2011. Photo by J. Chong

 Community gardens and bike-pedestrian routes, if well-positioned and integrated into community design, enhance neighbourhood property values, health of its residents, and promote conviviality among people in shared outdoor activities.

Further Reading and More Photos of  Other Community Gardens
Calgary Horticultural Society.  Community Gardens.  List provided with links.

Chong, Jean.  People’s Oases: Community Gardens. In Cycle Write Blog. Apr. 9, 2010.

Chong, Jean.  Touring Vancouver’s Community Gardens Along its Bike Route.  In Velo-city Global 2012 Conference Blog. Apr. 15, 2011.  Includes community gardens on front lawn of Vancouver City Hall.

City of Vancouver.  Community Garden Walking and Cycling Tours. Includes maps.

Toronto Community Garden Network.  Community Gardens in Toronto and GTA. For unknown reasons, Leslie St. Allotment Gardens are not on this list.

Jack Layton- Spinning Words into Action: Politician, Cyclist 1950 -2011

 In the 1990’s, I do recall sitting in the cheap $10 seats in St. Paul’s Church and listening to Tafelmusik, Toronto’s baroque chamber music group play.  Gazing across the church on the other side, I saw Olivia and Jack come in and sit down.  Guess everyone likes a bargain.

Toronto's Waterfront bike path extended more elegantly by ghostly aboveground pylons after removal of this part of the Gardiner Expressway. After persistent pleading to Toronto City Council, J. Layton' motion was approved for a mere $25,000 to conduct a study to tear down this eastern part of Gardiner Expressway. Trail continues along Lake Ontario east to popular Beaches area. 2006. Photo by HJEH Becker

In the 1994 or 1995, to 1999 period, I had the privilege of being the Public Co-Chair to either Jack or Olivia Chow on the Metro Toronto Cycling Committee, which then transitioned into the Metro Toronto Cycling and Pedestrian Committee, and finally to the Toronto Cycling Committee. 

Pleading for $25,000 Study
I do recall watching the proceedings of the Toronto Council where Jack was pleading with almost tears in his eyes.  He was asking the Council for a paltry $25,000 to do an initial study on tearing down the east end extension of the aboveground Gardiner Expressway.  He just kept on persistently pleading and pleading for this little 

Public memorials drawn in chalk all over Nathan Phillips Square, Toronto's City Hall. Aug. 26, 2011. Chalk words were redrawn over previous words washed away by rain shower several days ago. Photo by D. Liu (nee Chong).

  money, similar to a child pleading for a  candy bar.  Finally, Council,  which was totally pro-car except for a couple of members, gave in.  It appeared that giving Jack $25,000 for the study was a way to shut him up.

Later on, as the final plans to tear down this section to Leslie St., were taking shape and being prepared for tender, on Jack’s encouragement and facilitation, I appeared before a Council Committee to ask for their endorsement of  a wide bike path beside the road where the Gardiner Expressway once stood.

By the Kensington Market area, that abutts Chinatown. About less than 2 kms. where Layton and Chow lived. 2006. Photo by HJEH Becker

 1990′s- Inspired by Amsterdam’s Cycling Infrastructure After Vacation Trip
I do remember in the 90’s when Jack returned from a trip to Amsterdam.  He brought back a Dutch copy of the CROWE Design Manual for Bicycle Traffic, the bible on cycling infrastructure design.  He loaned it to me for a short while, but insisted that I return it to him.  He was totally excited with the cycling infrastructure designs he saw in the Netherlands and wanted to bring them to Toronto.  Finally, ten years later I was able to get my own copy, this time in English.

He has been described as energetic, upbeat, anything can be done, let’s move forward against all odds.  That is the way how I remember him.

Loved Stage of Public Limelight  
Jean:  Clearly he was a politician who revelled in the public limelight or at least centre stage, to mobilize himself and others into action. Yes, it did appear abit egotistical. But he was willing to work hard to gain that limelight and by giving back to the community.

Along Spadina Rd. near College St. Toronto, ON 2006. Photo by HJEH Becker

I never personally knew Layton. But I did witness his gregarious, fun side at fundraising dinner in a Chinatown restaurant during the mid 1980’s.  At the time, I had just started to become involved with the Chinese Canadian National Council (CCNC), a lead national organization on race relations and immigrant issues.

 This was before I caught the bicycling bug in 1992  and later identified Layton, as a cyclist who rolled into some Toronto Bike to Work Week events in the early 1990’s.

Bike-pedestrian bridge by Lake Ontario, western part of Toronto's Waterfront Bike route in Etobicoke 2006. Photo by HJEH Becker

In Chinatown- Fundraising for a Hospital
 The first time, he was the comic auctioneer with his then friend, now wife, Olivia Chow.   The duet were clearly enjoying each other’s company on stage  –he joking in English, dashing in clumsily a Chinese word, while she was  flirting and laughing as she translated or probably semi-translated, in Chinese, to a crowd of well over 300 diners.  I’m sorry I don’t remember the exact charity dinner, but maybe it was the famed Mount Sinai Hospital fundraiser that sparked the Layton and Chow romance.

Through CCNC, Layton personally knew the key Toronto Chinese-Canadians involved in social justice and race relations with dedicated years of service and public education work on immigrant support services, counseling and legal aid. It is not surprising that later, this type of personal understanding and grass-roots networking, would help build his electorate base for the “common” people  which Ignatieff and Harper have found it harder to capture more broadly.

City of Toronto's ring and post bike rack that was conceived by Layton. In the Beaches area, along Queen St. East. 2006. Photo by HJEH Becker

 My other memory is of Layton rolling into Nathan Phillips Square one morning in celebration of Bike to Work week.  He was cycling and singing satirical cycling ditties with Toronto’s cycling choir, “Song Cycles”. (They actually did have a CD which I have somewhere lost in the bowels of my overcrowded bookcase.)

Thousands of Layton’s Cycling Legacy in Toronto: Bike Rack Design
Toronto doesn’t have to worry about finding a permanent public marker to memorialize his legacy  –there already is one:  16,000 ring and post bike racks installed over the city, a design that he concocted.

So thanks, for the memories.  From the cycling world, thanks for cycling because you loved to cycle year after year  to and from work and around town in Toronto and Ottawa, regardless of whether or not the Canadian media paparazzi even paid attention at all.
 
Now, that is spinning words into action.

Below: Canadian comedian Rick Mercer tours their environmentally friendly home and glimpses  home life in Toronto. Filmed in 2010:

Further Reading
Roberts, Wayne.  “He’s Already Made a Revolution“.  In Now.  Aug. 25 – Sept. 1, 2011. Vol. 30 (no.52).  Article highlights Layton’s efforts as Toronto city councillor, then as national NDP leader.

Taiwan- Cycling Tale of Two Cities: Hsinchu City and Taipei

“What is the biggest transportation challenge at this time?”  That was the 

Enough motorcyclists warrant special signage in prominent road traffic areas. Hsinchu City, Taiwan 2011. Photo by HJEH Becker

 question posed yesterday to the Commissioner for Transportation for Taipei City.  Motorcycles was the response.  What to do with the motorcycles is the question.

At the Bicycle Friendly Forum in Hsinchu held at the Chung-Hua University, the question posed was:  ”How do you shift the motorcyclists to cycling?”  Is it a matter of undertaking in-depth psychological and human behaviour studies to understand the motivation of driving a motorcycle and its influence, that would cause a shift to cycling? Is it 

With Transportation Commissioner of Taipei, Taiwan. 2011

 simple a fact that needs to be accepted that young people are too mesmerized by speed and by the flexibility of winding and twisting through traffic? Is it the rush of emotions of seeing how close one can cut off a car before one is lying on a pavement with blood flowing onto the asphalt?

I was only in Taiwan for 5 days and came upon a police officer diverting traffic around a motorcycle lying on its side. A large pool of blood was next to the driver’s seat.

The Commissioner of Transportation is concerned:  Last year there were 85 road deaths with 60% being motorcyclists of which 80% were under 30 years. “What a waste of the young” he said.

The Tale of Two Cities
Why are not more young people or more motorists and drivers cycling instead?

Hsinchu's 17 km. bike path promoted for cycling tourists. Taiwan 2011. Photo by HJEH Becker

Hsinchu City
While the Mayor is a former cycling racer, his past enthusiasm for cycling has not been reflected in cycling infrastructure on the street. The city is very proud of its 17 kilometres bike path along the seashore. The bike path attracts recreational cyclists from cities two and three hours away. They rent a motor coach and come in droves. This very expensive bike path winds its way on stilts over wetlands and along sand dunes. On streets, there are very few separated lanes that could be mistaken for bike lanes, since droves of motorcyclists ride in these lanes. This is a hilly city with many roads descending into valleys, then immediately followed by climbs to peaks with constant rolls of hills.  

Trying out Taipei's public bike share system. Taiwan 2011.

 Why are they not using electric-assist bicycles instead? Does not seem to be in their psychic. Nor are bike lanes in the psychic of municipal staff at this time.

Taipei City
It’s a large city with a downtown that has evolved over the last 20 some years  –home for 2 million inhabitants.  Streets around the downtown city hall, have been set up to showcase their cycling infrastructure which consist mainly of bike lanes on shoulders between street 

Bike share kiosk. Taipei, Taiwan 2011. Photo by HJEH Becker

  curbs and sidewalks. Intersection crossings are coloured. Cycling signal heads give the go ahead to cross intersections. Bike paths along the river have been completed. Now, connections are being made to the downtown, retail and commercial cores of neighbourhoods. Public bike share operated by the city appear around the city hall. With 5,000 bicycles in action, the commissioner feels that the service area is way too small. 10,000 bicycles would be a better number.

While the network is still far from completion, the cycling infrastructure is taking shape with separated bike paths beside the sidewalk as the infrastructure 

Some areas of city are bike-friendly. Taipei, Taiwan 2011. Photo by HJEH Becker

 of choice. From this, cycling mode share has risen to 5.7% in a city where rapid transit is a favourite of commuters and driving is taking a back seat to motorcycling.

Cycling Mode Share – Annual
· Transit 47%

· Motorcycling 25%

· Personal driving 17%

· Cycling 5.7%

· Walking 3%

· Other 2.3%

A few years ago, the city put in coloured bike lanes along a busy street. The reaction has been that these lanes have been a failure. The design did not consider the hoards of taxis that drop off people along the street curb side. Nor was there consideration for drivers who use the lanes to squeeze by other drivers. Nor was there consideration for the motorcyclists crossing the lanes to get to the parking on the shoulder adjacent to the sidewalk.

Bullet train. Taipei, Taiwan 2011. Photo by HJEH Becker

 Street parking is a challenge. Parking restriction sign posts, which we use frequently to tie up our bikes, are missing in Taipei. So are thin trees which also are frequently used for parking. Formal parking tends to have wheel bender racks.

Final Thoughts
If cycling is to grow for the two cities, there needs to be complete networks with separated cycling facilities.

Currently, there are a few casual cyclists on the road during the week. On weekends the recreational cyclists come out in large numbers, some with spandex, some with casual clothing.

In these cities, the cyclists appear well-behaved, the motorcyclists are not. The drivers use a free flow style of driving. Red lights are some times adhered to while not.

Compact, sophisticated mobile coffee minitruck by Hsinchu's recreational bike path. Taiwan 2011. Photo by HJEH Becker

European and North American focus may be to move drivers to cycling for the usually reasons – running out of cheap oil, obesity and personal health, health care costs, and the contamination of the environment, both air and noise.

In Taiwan, the focus of shifting people to cycling is not so much the private car but more the shifting of motorcyclists. The number of motorcyclists exceeds car drivers on the  

Windpower and its recreational bike path by ocean. Hsinchu, Taiwan 2011. Photo by HJEH Becker

 road. The needless, annual death and serious injuries of your people under 30 is a prime factor for shifting, as well.

Additional Reading
Velo-city Team on the Move: Hsinchu, Taiwan. June 24, 2011. See more photos of Hsinchu’s 17 km. cycling facilities.

30 Car-Free Years: Cycling Pumps Money into My Wallet

Deception Pass, Washington state. On a bike trip that combined ferry ride, cycling and train between Vancouver, Vancouver Island and Seattle. 2010

 I’ve been wanting to write this article for awhile:  how cycling can change your spending habits.  I should know –I haven’t lived in a household with a car for over the past 30 years. Yup. It really has been a car-free joy “ride” to financial liberation. 

Panniers packed on our bikes. Ready to cycle to France. Morning street with cycling commuters and others. Freiburg, Germany 2010. Photo by J. Chong

 I have been cycling  over the past 19  years.  By moving to a cycling lifestyle, you redirect your money for things you really want, instead of sitting in car-clogged traffic while gas money is literally vapourizing away.
  
So if I may offer, over a quarter century of homespun, financial savvy on what it truly means to live a cycling lifestyle, dollar-wise:

•  Less  impulsive purchases
• Buy what you need, what you really want  –that includes buying less  junk food. After all, you have to cart the weight away by bike  and chug up the hill with loaded panniers. 
•  Buy less fashionista clothing –my attention is more on cycling clothing.
• No knowledge of gas prices and pricing wars.   I have been blissfully ignorant for over a quarter century.  I am psychologically freed from vehicle gas costs. I’m only aware of fuel costs  –when I pay for a plane ticket.  
• Less window-shopping.  I am more focused when I shop.  If an area doesn’t offer a place to lock up my bike safely, I go somewhere else.

Trip included Strasbourg, France --after cycling from Germany 2010. Pedestrianized street which allows bicyclists that cycle slowly. Photo by J. Chong

 So really what have I done with the money I have saved by not owning nor driving a car, for all these years?  I have redirected my  precious dollars:

• Bought my own home—mortgage-free.
• Several memorable cycling vacation trips, in Ontario, Quebec, Maritimes, Alberta, British Columbia, Hawaii, New England, Washington,  Oregon, California and some  European countries.  I support  the local economy as a cycling tourist.
•  3 bikes   –all add up to less than cost of a used car.
• Cycling clothing and equipment  –equivalent to car tune-ups and repairs costs.
• Nice restaurant meals on bike vacation trips.  “Fuel money” for our body. Instead of gas.
• Money  to take other plane trips to see family. So yes, from car fuel to plane fuel, which I can only justify because I don’t do it often.  However these trips are essential for my soul.
• Occasional evening art courses over the years. ( I created some of my own art which adorn my walls.)
• Replaced 1 desktop computer with another new computer plus a new couch and bed.

Cycling around in a neighbourhood designed for walking and cycling. Here, roads are not built for cars. Malmo, Sweden 2010. Photo by J. Chong. Bikes parked by home, not cars.

I am pleased to say that I have reaped the benefits of living within a 15 min. walk or less from public transit and cycling infrastructure for the cities of: Toronto, Vancouver and Calgary. 

All three cities do have areas that are more time-consuming, transportation-wise  but I simply focused only on neighbourhoods where I could  live a car-free life.  There are trade-offs but  a peace of mind and healthier lifestyle, is what draws me to cycling lifestyle and walkable-bikeable area. 

Cost of Car Ownership and Driving
For major Canadian cities, a parking spot for a residential building costs approximately $30,000 – $50,000 with Vancouver at the higher range.   In 2010 the Canadian Automobile Association estimated cost for a small car at $18.00  daily which includes owning and driving a car (based on 18,000 km. mileage annually or 49 km. daily).  Add on parking and now total costs could be easily be $30.00 daily.

Occasional treating oneself to gourmet lunch of sandwiches and lovely cake slice. Vancouver 2011

 Thanks to 30 years of car abstinence, I have $328,000 to spend on other things.
 
If you still don’t believe this money-saving wizardy, check out your car credit bills.

Further Reading:
City of Vancouver. Ecodensity: Ecodensity Connection to Transportation. Accessed May 29, 2011.

Driving Costs: Beyond the Price Tag. Understanding Your Vehicle’s Expenses. Canadian Automobile Association, 2010.

Bike to Work Events: What are They For?

Bike to Work Day. Calgary, AB May 6, 2011. Photo by HJEH Becker

 May 6, 2011 was Bike to Work Day in Calgary, Alberta.

Cycling from bike station to bike station with a pancake top-up along the way, a reoccurring question came forth again. Who are the customers of these bike stations and of Bike to Work campaigns conducted on streets?

Three scenarios seem to come forth: 

• These bike or celebratory stations are intended to be encouragement for current commuter cyclists.
•  Bike to Work is intended to draw out people who are new to commuting. So these stations are a way to encourage them to cycle to work and are a sort of a positive “you have done well” slap on the back to make them feel that they are not alone but part of a cycling commuting community. 
• The Bike to Work stations are there to appeal to drivers to give cycling to work a try as an alternative to driving. The cyclists stopping at the stations are there to show drivers that it can truly be done.

Each of these scenarios has effect on location selection, on orientation of bike stations to drivers and to cyclists, and on signage.

Eau Claire Market bike commuter stop. Bike to Work Day. Calgary AB May 6, 2011. Photo by HJEH Becker

  For significant cycling mode share growth, drivers are the most promising customers for marketing pitches to make a modal shift to cycling or combine mobility with transit and cycling. If properly oriented and signed, bike to work stations can be a powerful tool for marketing to drivers, especially locations where a lot of cyclists congregate.

Cycling turnover is a potential for losing some gains of the already achieved modal conversions to cycling. A cycling planner in a mid-sized European city with a 25% cycling mode share estimated that if social marketing programs should end, the cycling mode share would deteriorate by 2% to 3%.  This estimation would support cyclist-focused bike stations.

Eau Claire Market Square commuter bike stop. Bike to Work Day. Calgary AB May 6, 2011. Photo by J. Chong

  If data was captured at these stations, on the percentage of cyclists stopping versus continuing past the station and supported by a simple survey, then some assessment could be made on the importance of these stations on dedicated and committed commuter cyclists. The survey should test for time span and commitment to commuting cycling.

With the goals in mind for cycling within a liveable city-community, then a strategy for bike station location can be developed  to support the city’s goals with an appropriate focus on drivers, on newbie commuter cyclists, and on dedicated commuter cyclists.

Bike to Work Day. Calgary, AB May 6, 2011. Photo by HJEH Becker. Set-up just after 6:00 am.

  By observing locations of the Calgary stations, it was not clear what the objective of the day was.  Anecdotally by observing the passing cyclists, they seem to be dedicated commuters, not sensitive to the elements or snow unless it gets too deep.  Winter studs on their tires are not something foreign to them.  They seem to be hardy cyclists dressed for the weather, not for cycling chic.  Helmet use was very high.  Cycling speed was fast where trip time is a consideration.  One of the cyclists noted that he does a 30 kilometres trip each way from home.

Bike to Work Day. Calgary AB May 6, 2011. Prince's Isand commuter bike stop. Photo by HJEH Becker

  Friday, the 6th of May, 2011
 Observations – Calgary Bike to Work Day
Seven bike stations were distributed around the downtown core of the city.  Four of the stations were along the bike path systems of the Bow and Elbow Rivers.  These paths are part of the major arterial cycling network for commuters, all year round.  One of these stations was adjacent to an arterial road.  The other 3 stations were on the corners of arterial roads on the periphery of the downtown core. 

At the most westernly station, cyclists flew across a narrow pedestrian and cycling bridge positioned under the C-trains as they make their crossing over the Bow River.  As they approach  the riverbank, the brakes are applied fully so that a tight right turn could be maneuvered in time to hit the brakes even harder to stop in front of the bike station tent for an apple.  This station was not visible to car drivers or to C-Train passengers.  The station just served commuter cyclists.

At the next station, the location was removed from view of passing motorists in the middle of an island.  Again definitely there for commuter cyclists, the station was minimal and without a tent.   However, Eau Claire Market was just a short ride away over a bridge. 

Eau Claire Market Square main commuter stop station. Bike to Work Day. Calgary, AB May 6, 2011. Photo by HJEH Becker

 Eau Claire Market is well hidden from car commuting traffic and located on a residential street.  Wonder if the early music woke up the residents across the street.

The next stop was off the path and on the south-west corner of 2nd Ave as Centre St bridge dropped to the south side of the river into downtown, guarded by the lions well featured in some movies, including one where a car was “blown up” on the middle of the bridge.  This location was well situated to send a message to drivers on the 

Centre St. & 2nd Ave. SW. Bike to Work Day. Calgary AB May 4, 2011. Photo by HJEH Becker

 arterial road while cyclists flew by the station.  As one volunteer said, with speed of cyclists approaching 40 kilometres per hour, it was no a wonder that there were few stopping.  However, from a messaging perspective for motorists, this site was well located.

Commuter bike stop Edmonton Trail- 4th St., Memorial Dr. Bike to Work Day. Calgary AB May 6, 2011. Photo by HJEH Becker

  4th Ave and the Edmonton Trail, a couplet of high-traffic, one-way, multi-lanes arterial roads intersect Memorial Drive on the north side of the Bow River, then pass over the bike path and continue on two bridges to the south side. The bike station is located about 20 metres from the bridge end down a small knoll.  The visibility of the location is not ideal for either cyclists or for motorists.  Southbound cyclists are a bridge away, maybe 40 metres or so.  Cyclists along the river path are on their way down the underpass under the couplet roads by the bridge.  Since the path to the station includes a small hill climb, it is possible that the cyclists may not see the station.  The station is beyond the view of passing motorists on this linear park. This site does not seem to serve promotion of cycling to drivers or to cyclists very well.  With more volunteers, then one could have spotters at the side of the road with a bike to work banner and spotters on the path encouraging cyclists to visit the station.  After all, high cycling volume at stations is good advertisement to the drivers.

Commuter bike stop at Fort Calgary. Bike to Work Day. Calgary AB May 6, 2011. Photo by HJEH Becker

  At Fort Calgary further along the path on the Elbow River, a station was set up close to an intersection of a cycling underpass and a surface path leading to a bridge on 9th Ave. SE.  The location did not serve cyclist well as they had to swoop up the underpass and divert out of their way to get to the station.  Meanwhile, the drivers coming over the bridge had their view blogged until the last minute by the structure of the bridge.  The location did not allow the volunteers to greet cyclists emerging from the underpass who were continuing along the trail in the opposite direction or wave to motorists with a huge grin as cars pass by.  Marketing opportunities were lost.

Bike to Work Day. Calgary AB May 6, 2011. Photo by HJEH Becker

  The next station is well located for high visibility for both motorists and cyclists.  It was perched on the sidewalk on the northeast corner on 10th Ave where 4th St starts its decline under the railway tracks into the downtown core.  The cycling traffic was significant on these roads.  10th Ave is a designated bike route on a collector street with capacity for 4 lanes depending if any cars are parked along the curb.  4th St is one of the few streets, which cross the railway tracks.
 

Stopping cyclist with goody bag at commuter bike station. Bike to Work Day. Calgary AB May 6, 2011. Photo by HJEH Becker

 The last station was also very well positioned right on the sidewalk and by the curb on 8th and 8th.  It would be hard for the motorists going downtown on either street to miss the bike station. Two volunteers were positioned across the street with their easy chairs, stopping cyclist, and giving them their bag of goodies. 

Enthusiastic volunteer at bike commuter stop. Bike to Work Day. Calgary AB May 6, 2011. Photo by HJEH Becker

 Other Observations
The Bike to Work Day event was well planned and carried out.
Many fast, dedicated cyclists whisked by the stations, calling out that they were committed cyclists or had forgotten to add extra time to their journey for a stop.  Others had stopped.  Some gave their bikes to the mechanics for a quick adjustment.
 
The cyclists were hard-core commuters and reaching their destinations was a prime driver.  The bicycles were not your daily commuter bikes having weathered many years.  Very few cyclists were women.  Parents towing children was a rarity.

The stations were somewhat visually sparse in appearance to attract you to them.  An estimate for activity levels at all the stations seems to be 1,000 cyclists stopping by.

Dialogue on Clothing and Helmets as a Barrier to Cycling

Out for an errand on the way home. Vancouver, BC. Photo by J. Chong

  Besides networking, one of the prime objectives for the European Cyclists Federation’s Velo-city series of conferences is to stimulate debate on cycling for the purpose of significantly increasing cycling traffic. Certainly so far, the reaction to the Velo-city Global 2012 cycling promotional video, has been adding to the debate on clothing, helmet use when cycling, and legislation of helmet use.

Maybe that debate will continue during the conference.

Last night I had dinner with a cycling advocate from Victoria. The conversation drifted to his thesis for his Master’s degree on communications where he looked at bike culture in Vancouver. On his move to Victoria, he started to compare his work to the culture he found in this city. The question he hypothesized was “Does clothing use for cycling create a barrier for people to switch from driving to cycling if drivers perceive that they would need to wear spandex and Lycia gear to blend in with other cyclists?” The same has been hypothesized by many about cycling helmet wear or being forced by legislation to wear helmets.

Going to farmers' market on weekend. Vancouver, BC 2011. Photo by J. Chong

Should it not be a matter of personal choice or common sense for protecting oneself as much as one wants to within an environment where a much larger object can potentially threaten personal injury or weather elements can make cycling uncomfortable if not some form of protection is taken? The reality is that the weather will do what it wants and the best we can do is to protect from it in any way we feel comfortable with. The reality is that when on the road and in intersections, we have drivers who do not use the level of care required by society in controlling cars. The 1970’s concept of “defensive driving” has been replaced by the concept of “me first and get out of my way”.

Conformity or personal choice on what makes sense: Let us hope that the dialogue on barriers for motorists switching from driving to cycling will be continued at the Velo-city Global 2012 Conference. So, come to the conference in Vancouver to further the dialogue.

Sevilla en bici –Seville by Bike

Bike lane by bus lane. Seville, Spain Mar. 2011. Photo by HJEH Becker

 When I was cycling from the north, Cordoba to Seville, Spain, I entered into red-coloured bike lanes 11 kilometres outside of the city.  As kilometres decreased, the bike lanes became separated from the general traffic lanes as the city’s network of green cycling lanes unfolded.  120 km of separated bike lanes were spread throughout the city, with average width of  2.5 metres.
 

Traffic light intersection where pedestrians may cross. Seville, Spain Mar. 2011. Photo by HJEH Becker

These bike lanes run from the highways at the northern edge of the city into the southernly suburb of Bellavista and beyond  –as the green way for cyclist. The lanes also intersect west to east from Rio Guadalquivir to the suburb of Torreblanac with riverside paths and arching around the Centro with feeder arms radiating outward.

Lanes have a smooth, green surface, with white centre lines,  cycling and wheelchair stencil symbols abd speed reduction signs with directional arrows before pedestrian crossings.  Cyclists can just glide through the city separated from car traffic.

Dapper yet casual with his bike. Seville, Spain Mar. 2011. Photo by HJEH Becker. Pedestrian crowds were plentiful during Seville's ciclovia-- a car-free, mass pedestrian-cycling event.

 Faster running green images of people signal that the crossing time is coming to an end at traffic light intersections.

Within 5 years, the cycling mode share in Seville has increased from insignificant to about 6% as this massive network was quickly formed.

Some of the cycling facilities replace parking or traffic lanes on the road, separated by half moons of concrete.  Other separation may be railing at handlebar height, between cycling path at sidewalk height and traffic lanes.  Some cycling facilities are parallel to pedestrian paths. 

At intersections, cycling paths take sharp turns for street crossings parallel with pedestrian crossings.  Intersection crossings are long, sometimes as long as 51 seconds.  The crossings are not efficient from cycling travel time perspective.

Bike-pedestrian bridge at night. Seville, Spain Mar. 2010. Photo by HJEH Becker

On bridges, the paths tend to be narrow, sometimes made narrower with light standards penetrating into bike lane space.  Bike lanes have flowing cycling traffic behind bus shelters.

The cycling lanes are normally not wide.  When available sidewalk width becomes insufficient for both pedestrians and cyclists, the cycling lane widths are diminished to whatever is available.

While the Seville separated bike lanes network is attractive for pleasure cycling, they are inefficient for commuting.  The carrying capacity has most likely been reached.  What will be the city’s strategy for expanding capacity as it is needed?

Pedestrianized street which allows bikes. Seville, Spain Mar. 2011. Photo by HJEH Becker

On Sunday, families with young children were on these facilities, cycling carefree with separation form the car traffic.  A father was running beside his child on a bicycle with training wheels and  balancing the child as she takes her first few metres toward hopefully, a life of cycling.  Young adults were there in very social mood.  Spandexed and helmeted men were out with their racing bicycles.  Yes, separation with well-marked, green lanes, invite people to cycle. The visual bike greenway lane has a positive effect.  Seville is a good example.

Some Fame: Third Wave Cycling Got EcoPressed!

Winter cyclist. Calgary, AB 2011. Photo by HJEH Becker

 In the midst of work on the just released blog for the Velo-city Global 2012 Cycling Conference, I discovered Third Wave Cycling Blog was featured internationally on the new EcoPressed blog. 

I’m one of the featured bloggers.  EcoPressed  highlights WordPress.com blogs with an environmental focus.  It is a partnership between WordPress, the ever-popular blogware and an advertising firm.  For this business partnership, there is for them, a blog monetization objective  — probably based on number of page views and clicks.  (This opinion is partially based on blogsphere scuttlebutt amongst some experienced WordPress bloggers.) 

I am not certain of the criteria selection that was used to pluck us out from thousands of blogs world-wide.  You can see  EcoPressed’s range, depth and scope for different blog topic coverage even within a subject niche:   quite mixed.

However for small firms like Third Wave Cycling, and for small-time bloggers like myself, it’s a pleasant boost.  It was early March when I noticed one day an unusual statistical spike in reader views.  Believe me, it was not an avalanche. But enough that I didn’t quite understand initially the cause, since EcoPressed highlighted an article that I wrote back in January 2011.  Usually the number of reader views spikes on the same day or shortly after publication release.

Anyway,  I have embedded the ghostly image of a winter cyclist:   fame is fleeting.  Many months from now, you may find my profile moved  deeper into the WordPress.com digital archives  and alas, becomes hidden.   But for now, here is the page.   The  Third Wave Cycling blog post that was featured on March 8th,  in EcoPressed was Winter Cycling and Cycling Infrastructure:  Stuck in a Snowbank or Moving  Along?

We welcome exposure to a completely different audience, to share with them on how cycling and hence, communities can change lives –even one bike wheel spin at a time.

On the Way to Seville – Stopping in Toledo, Spain

Tourist trade includes many stores with swords and steel armour. Toledo, Spain. March 2011. Photo by HJEH Becker

 If you are in the need of some body armour from the days of the knight or a sword for your den, then Toledo is the place to go. Whereas in some cities one cannot get away from gasoline stations, so is it in Toledo where every few stores along the cobbled, medieval streets, they sell swords.

If a store does not sell swords, then they sell marzipan. Not just any marzipan is sold, but Toledo marzipan. As someone who grew up from early age, and (from Germany, a place also known for marzipan tradition) who knows the taste and quality of marzipan, I would have to say that Toledo marzipan is the real thing and good.

Marzipan in Toledo was good quality and ubiquitous. Spain March 2011. Photo by HJEH Becker

Food lovers who are enamoured with U.S. style portions of meals, will discover at Toledo restaurants, that they will want to order more than one plate. I was struck by the small portions of servings in restaurants. That is good. Besides that, one is full after eating the good quality food served. Tonight it was a cheese torte. Not sure what type of cheese served but would guess that it was a combination of goat and sheep cheeses, good, strong on taste but not overpowering, yet mellow to the lips.

Toledo --a medieval fortified city. Spain 2011. Photo by HJEH Becker

 Toledo is a medieval city within fortress wall, founded in the 7th century, BC. There is a bit of a history to this city now housing about 80,000 people. The city is perched on a hill with a rise of 50 or so metres within its walls. I quickly learned that walking in the rain and wearing stiff cycling shoes on cobble stone roads was not the smartest thing to do as I was slipping walking the upward incline of streets finished with small stones perching upward to the sky. Now, the glass of wine with dinner did not help the descend back to the hotel.

Business offering discount for cyclists. Toledo, Spain March 2011. Photo by HJEH Becker

 The walled area of the Toledo is about 1 to 1.5 metres in cross-dimension. When climbing to one of the higher perches of parks overlooking the city, one cannot be but amazed at the number of churches within the fortified walls. Where there so many people crowded into the protected part of the city to support the number of churches present. These stone churches were not small with high rising steeples.

Brick-walled buildings filled in part by fieldstones seem to be the predominant architecture. Doors reflect the mediaeval times of the past –heavy, solid, and ornate. The streets are tiny with too many cars hurling down the cobbled pavements. Some streets become passageways. One has to be amazed by the effort it would have taken animals and people carrying the supplies for the day up the hill to the residences at the top.

Toledo transit's conquistador knight hangs onto the pole too by the bus exit. Spain Mar. 2011. Photo by HJEH Becker

 Occasionally, one comes across a poorly maintained building falling apart. It is a loss since the fill-in brownstone replacements are not architecturally at the same level of the original buildings. 

Otherwise, Toledo is a well preserved city 

Old residential area. Toledo, Spain March 2011. Photo by HJEH Becker

with clean-walled buildings and well-maintained streets. It is certainly worth a stop for a few days.

From Madrid to Toledo

Generous bus lanes, but cyclists are not often welcome. Madrid, Spain Mar. 2011. By HJEH Becker

Leaving Madrid is best done by train. 

Cycling south certainly did not provide any fantastic scenery of architectural significant buildings or exciting streetscapes.

Commercial buildings were alot of wonderful post-war designs of the 1940’s and 50’s, where taste was forgotten.  Thirty kilometres of ugly urban sprawl before countryside was reached.  Then, at least, there was a green separation between municipalities, which laid about 5 or 10 kilometres apart.  The roads were busy.  The wayfinding signage was frequently missing when you needed it the most. 

In outskirts of Madrid, Spain. Mar. 2011. Photo by HJEH Becker

 

Bus lanes can be found in any roads in Madrid, even the most busy four lane roads would have their bus lanes on it, leaving two lanes for driving in them.  But then, Madrid has a very extensive metro system so drivers do have an alternative way of commuting by bus and metro.

Still to be done:

• Rolling countryside, green
• Quieter roads
• Toll roads and expressways not busy, smaller roads busier
• Francesco 
  

  Cycling out in countryside enroute to Toledo, Spain. Mar. 2011. Photo by HJEH Becker

   

Cycling Infrastructure within Madrid

Magnificent galloping horse statutes in downtown Madrid. Spain Mar. 2011. Photo by HJEH Becker

 There is some cycling infrastructure in Madrid.  It was a bit difficult to find.  Usually, it consists of bike paths on shoulders of roads separated from pedestrian traffic by distance, trees, and then sometimes by street furniture. 

On some streets, the bike lanes went along the centre median.  Unfortunately, the intersections were poorly handled with cyclists needing to go back to the sidewalks for crossing streets. 

 Time wise, it was very inefficient resulting in many cyclists staying on the road. The first discovery of suitable streets for cycling, was a booklet handed out by the tourism offices.  It listed 10 routes for cycling.  Others, I found by cycling across them, especially the new path system on roads in the suburb of Leganes — approximately 15  kilometres south of Madrid.  Bike signals were commonly found throughout the city where presence of cyclists may occur. 

Madrid separated bike lane corner with pedestrian crossing and road traffic. Spain Mar. 2011. Photo by HJEH Becker

 Bus lanes were marked for taxi and moped use.  Never found out if cyclists should also be using these facilities.  I did observe some cyclists staying in the bus lanes and remaining in the adjacent general traffic lanes.  Certainly, the bus drivers on Calle del General Ricardos, did not seem to mind me being in the bus lane.  I think one driver was trying to tell me to get off the lane or something, but then his Spanish was well beyond my “si” and “adiose” level.

Anillo Verde Ciclista (Green Cycling Ring)

Green Cycling Ring Route with some wide path sections. Madrid, Spain Mar. 2011. Photo by HJEH Becker

 At the airport information centre I asked for a cycling map of Madrid and was given a booklet “Haz Deporte en Madrid” or “Practice Sport in Madrid”.  The booklet contained 10 cycling routes whereby one can see the best of Madrid.  Also, the booklet contained reference to “Anillo Verde Ciclista” or translated as the Green Cycling Ring.    This 64 kilometres off-road bike trail or multi-use path for the most part circled Madrid through the suburbs.  The route is well marked with posts every half to one kilometres apart signalling the way of the route and letting you know where you are along  

Helical steel bike-pedestrian bridge overpass under construction near Green Cycling Ring Route. Madrid, Spain Mar. 2011. By HJEH Becker

 the map in the centrefold of the booklet.  Every now and then, there were large maps mounted along the way.  Unfortunately, some people feel that the maps are ideal places to try out graffiti art.

The green cycling ring seemed to be well placed down park corridors, rivers, and parallel to major highways.  In a few places there were feeder bike paths leading into the city or local neighbourhood places.  Major roads are crossed by cycling overpasses with reasonable grade approaches.  The geography of the land provided some hills to climb.

Art murals along facade of residential buildings in surburbs. Madrid, Spain Mar. 2011. By HJEH Becker

 Finding water or toilettes along the way was not the easiest.  With limited retail activity close to the path, the opportunity to stop for liquid at a store was very infrequent.  Sometimes, one would come across a street toilette.  Make sure you have change with you if you are planning to use it.  Benches are regularly available in case it is mid-day and time for your siesta.  With two-hour lunches, bicycles were spotted parked at benches while the cyclist was replenishing his energy with a nap.

Steel bike-pedestrian overpass bridge to link with neighbourhood. Crosses a buried road. Madrid, Spain Mar. 2011. Photo by HJEH Becker

 The circular route is well used by people out to get cycling exercise or training.  It is a peaceful way to get around. One does feel removed from the noise of cars on streets.

First Impressions of Madrid: Centrum

Busy wide streets in downtown Madrid. Spain Mar. 2011. Photo by HJEH Becker

 Wide, car-traffic congested streets, police in pairs on foot, by motorcycle, by cars, and even occasionally on bike everywhere in the Centrum, public buildings with high level of security and armed officers, that is the first impression of Madrid.

Tight Elevators For Cyclist, Folded Bike and Panniers
A hotel with two elevators. The small one claims that it can hold four people.  Maybe that is true if they are school children.  A sign on the mirror comments on the smallness and claims it is the smallest elevator for any hotel in Madrid.  What is significant about it is not only its small size but that the elevator is in a triangle form.  When I arrived there with one bag containing four panniers and the folding bike in its soft case, I had problems getting this stuff into the elevator and then squeezing myself in while the doors were rampantly closing in on me.  No sensitive door mechanism for detection of people trying to get into the elevator.  No, just close the door and get on the way.  Interesting that no matter which floor is pushed on the panel, the elevators always stop on the 2^nd floor where the reception is, no matter if the elevators are going up or down.

Plazas for some busy pedestrian areas. Madrid, Spain. Mar. 2011 Photo by HJEH Becker

Pedestrian Streets
The Grand Via street runs through the Centrum.  This 6-lane street with decently wide sidewalks is a major thoroughfare through this part of the city.  With four traffic lanes and two bus and taxi lanes, the street is clogged with cars and their noise.  What is missing on this street is any room for cyclists to make their way through.  Old architecture buildings line the street with shopping on the street floor.

What is spectacular about the Centrum is the massiveness of the pedestrian street network.  What is even more impressive is the continuous sea of pedestrians on these streets.  What is also very impressive is the replacement of car noise with people noise at the same magnitude of noise as thousands of people wander, do their shopping, or just visit cafes, bars, or restaurants.  These streets are not your usual dinky, narrow Stroget streets of Copenhagen 

Some wide streets now pedestrianized where cyclists also cycle slowly through if crowded. Madrid, Spain Mar. 2011. Photo by HJEH Becker

 and other cities.  Streets that may have accommodated 4 or 6 lanes of traffic are now just walking streets.  Cyclists use these streets with agility avoiding and dancing with the pedestrians.  Do not try to get through or in a straight line.  That is impossible.  The best you can hope for is to get on the tail of other cyclists, taxis, or police cars, which are allowed to use these streets.  Store deliveries are made in the morning by trucks and completed by about 11:00 am.

What is also impressive is the number of large squares that these streets intersect.  Hanging out in squares seems to be a very popular occupation here.  Some squares have these portable boxes doubling for market-style stores.  Some specialize on handmade crafts while others are your replacement for farmers markets.

The throngs of people continue well into the night, no matter if the temperature is around the freezing mark.  It seems to be a social part of living in Madrid.

Madrid – Trip from Airport to Hotel

 

Some very wide roads --intimidating to many cyclists. Madrid, Spain. Mar. 2011. Photo by HJEH Becker

 It is 5:00 pm on Wednesday and after an hour delay in Frankfurt, I am finally in Madrid.  At this stage, I do not fancy the 5 kilometres cycle to the hotel in the Centrum with only limited information on how to get there.  So a quick walk in the terminal to the hotel shuttle stand and a comfortable ride to the hotel door. 

As I watch the roads going by, I am not encouraged about cycling in this city.  There has been little information available on cycling in Madrid.  Fortunately, close by the shuttle service office, there was an information centre.  No bike map of Madrid was available.  Instead there was a booklet with maps of 10 different cycling trips in town and a mention of a 64 kilometre round the city bike route.  More on this later.

Apparently, there is a way to cycle to downtown form the airport.  I did find the information on a map along the green cycling ring.  When I went to check the route out, I found that one of the bridges on the way was closed to construction.  So this will have to wait until a future time.  Guess I will be going back to the airport with the shuttle again.