Biking to Work—In More Challenging or Isolated Work Areas

There are some more challenging work sites to reach by bike:  construction sites, industrial sites and farms.  These areas are often in more isolated areas, not well served by public transit and may lack safe, bike friendly routes.   Such

Golden Ears Bridge construction. Langley, BC 2008. On the way to work site. Photo by J. Chong

work sites are located out in the suburbs, in industrial parks or  in a busy city district where there is little provision for construction site workers to store a bike nearby all day safely.

Then on top of these challenges, one is even lucky that a construction site or a farm offers a continuously clean room to change clothing. After all, it is a construction site where users may track dirt directly into the washroom. More often at the site, it’s just a port-a-loo. Hardly an ideal spot for clothes changing.

Patchwork of Cycling, Rapid Transit, Bus and Walking
For several years I worked at a large, busy construction site for the creation of  the Golden Ears Bridge and its highway approaches.  I had a lengthy, convoluted round trip which was an 1. 5 hr. commute  one-way, between Vancouver and Langley. My commute  was a crazy patchwork of part-cycling, Skytrain, bus and then walking for 15 minutes through construction traffic and activity to and from the site office. Cycling all the way would have been even more time-consuming  in order to avoid highway stretches where cycling was illegal. By bike, it would have meant a 102 kms. round trip ride.

I stored my bike at Metrotown in a bike locker and saved the relaxing ride  homeward –after getting off the Skytrain. The day was long enough but the bike ride was my glorious fitness saviour and destressor.  It was the only way to build in regular fitness within my daily work and travel schedule.  I was seriously committed, maybe abit insane.

Glimmers of Cycling Interest at Construction Site
Bike to Work Week  at the construction site for a cyclist, was  a bizarre dream —  amongst temporary trailer buildings, dust, caterpillar earth-moving machines, trucks, concrete pourers, dangerous piles of materials and potholes.

At minimum, there were 120 employees at our head office site where I worked, who drove.   During the first year, there were no bikes parked at the office. Nevertheless, I emailed to the entire organization, including 5 other work sites, to announce Bike to Work Week was on and I had copies of bike maps. 

Migrant farm workers' bikes near tomato processing plant. Dresden, ON 2009. Bikes were loaned to workers from the Carribbean and Mexico. They were seen often cycling around town after work. Photo by J.Chong

Up to 10 employees picked up a map and most were ex-patriate staff, hired directly from Germany, Great Britain and U.S.  They were interested in maps for weekend cycling. Several German employees did tell me of growing up using bikes often or simply there was more cycling back home since Germany has an  established network of bike paths.

During the second year, the number of parked bikes  and employees riding to work, increased from zero to 10 frequent cyclists.  However there was nothing to lock up the bikes, so the bikes were kept by the office trailers under the office windows.

Near the end of the construction project, several employees even banded together as a corporate team for an annual MS 75 km. fundraising bike ride among the local wineries.

Postscript:  The Golden Ears Bridge was completed in mid-June 2009. Now there are separated bike lanes on the bridge and also  bike lanes on several highway approaches.  Since then, we have biked the 102  km. round trip  several times on weekends where there are always a few cyclists using the new cycling facilities.  Local muncipalities are now expanding cycling routes into their core  areas.

J.Chong was Document Control Manager during the design-build stage for the $800 million Golden Ears Bridge and its highway approaches. During peak construction, there were over 600 employees and contract labourers.

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Bike Inspired Outdoor Art: Vancouver

Mosaic Planet- Part 1 of 4 mosaic tile series (2002). By Glen Anderson & Marina Szijarto. East 10th and Commerical St., Vancouver BC. Photo by J. Chong

It’s embarrassing but for several years, I cycled blithely unaware of some nearby outdoor public bike art installations in Vancouver.  Just recently after browsing John Steil’s book on over 500 Vancouver outdoor public art pieces, I have sharpened my visual acuity and stopped to look more closely at some of these intriguing art works.

Day after day on my bike commute ride to work along 10^th Ave., I unknowingly breezed by the red-tiled, sidewalk  mosaic at Commercial Dr. The mosaic is by Glen Anderson and Marina Szijarto which is part of a four-piece series in this area,  “Mosaic Planet” (2002).  

Transported Through Time (2008). By Bruce Walther. Smithe and Burrard St. Historic rendering of transportation modes in Vancouver --First Nations boat, electric inter-urban streetcar, bus, seaplane, ocean liner, train and bicycle. Photo by J. Chong

Cycling can be a sensory whole experience  –including  visual appreciation of nature and culture. No matter how dull, provacative or engaging, public outdoor art in Vancouver can be literally just steps away if you notice it.

Take a look at Granville, Cambie, Fraser St.  and 37th St. intersections along the Ridgeway bike route:  there are

Machina Metronoma (1997). By Dwight Anderson. Fraser St. and 37th St. on Ridgeway bike route. Photo by J. Chong

dun-coloured  sculptures, “Machina Metronoma”  (1997).  Although the artist chose a non-obtrusive colour to adorn the aerial streetscape, unfortunately passersby may barely notice the pedal and sprocket details on these  fiberglass and steel sculptures. Other intersections feature a roller skate motif instead of the pedal.  So look up at the cyclist-activated traffic light intersections and you might even see them wiggle in the wind like a metronome.

Whereas “Big Bike” (1998)  by  B. Luger and B. Potegal, is a well-known sculpture marker or meeting point  by Queen Elizabeth Park for many local cyclists or joggers speeding down or ascending up the 37^th St. hill. You can sit on the sculpture’s literal bike

Big Bike (1998). By Barry Luger and Bob Potegal. Ontario and 37th St. by Queen Elizabeth Park., Vancouver BC. Photo by J. Chong

rack bench by a water fountain after parking your bike.

There have not yet been many Vancouver building murals that feature a bike as the central focus. The exception is the mural at 1175 Adanac St. by Union St. which features oncoming cyclists and  the Vancouver

1175 Adanac St. Great Beginnings & Strathcona BIA Mural Project. Vancouver BC. Project lead: Cristoni Peori. Artist worked with others to complete actual painting. Photo in spring by J. Chong

waterfront skyline. Just make sure you view this full mural on weekends or evenings without the line of parked cars.  During different seasons and under a variety of daylight conditions, there is wonderful integration of surrounding live trees and light play which teases your vision by  blurring art and

Left-hand mural extension of 1175 Adanac St. Great Beginnings & Strathcona BIA Mural Project. Vancouver, BC. Project lead: Cristoni Peori. Dappled light play fuses art and reality. Photo by J. Chong

reality. (See my previous article for an autumn photo.)  This magic effect would be lost if the trees gracing around this mural were completely cut down.

After several trips, we located another nearby bike mural at 1249 Adanac.  Apparently it was completed in fall 2009.  We initially missed it because we did not look around on every side of the building. 

1249 Adanac St. Great Beginnings & Strathcona BIA Mural Project 2009. Project leads: Jordan Bent & Jay Senetchko. Photo by J. Chong

 The mural blends cycling along with abit of  transportation imagery and historic allusion to the Chinese-Canadian  railway workers for the building of the national railroad.  (See painted figure to the  right of green-helmeted cycling woman.)  Both murals are  just a few blocks away from Vancouver’s historic  Chinatown. Both murals were completed by work teams of local residents.

Converging Lines. By Elizabeth Roy (1998). Metal "clothesline" sculpture near intersection of Ridgeway and Inverness bike routes. On 37th St. at Ross and Colludun corner. Images of community hung on wires. Vancouver, BC. Photo by J. Chong

 Other Vancouver public art installations, incorporate a bike motif as part of its overall theme –usually themes of community activity, fun or sport.

The newest bike art piece to be  be officially 

Solar Bike Tree. By Spring Gillard 2010. Science World building by Seaside bike and pedestrian path False Creek. Vancouver, BC. With solar panels for night lighting, vertical hanging racks and regular ground racks for bikes. Photo by J. Chong

recognized later this spring, is the  Solar Bike Tree right by the bike path  at Science World near the gazebo.  Its multiple year long birth has been arduous. The artist, Spring Gillard conceived of her vision four years ago after she abandoned her original proposal of a mural using real bikes.  Solar Bike Tree is very much  utilitarian –designed to prevent anyone from climbing the steel tree and strong enough to hold solar panels that light the stand. It is also another form of bike parking.  One wonders if either the artist or the city engineering department even thought of a more arresting or playful paint colour.

As cycling moves beyond transportation and permeates the life and culture of Vancouver as a “green city”, we may well see more celebrations of  cycling captured in local artistic imagination.

Solar Bike Tree is lighted at night by its solar energy panels. Vancouver, BC 2010. Centre light is activated by motion sensor detection system as one approaches near the bike tree. Photo by J. Becker

 Interesting Reading: 
City of Vancouver. Public Art Registry.

Gillard, Spring. Solar Bike Tree. Composting Diaries Blog. Jan.26, 2010.

Steil, John and Aileen Stalker. Public Art in Vancouver : Angels Among Lions. Vancouver:  TouchWood Editions, 2009.

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Health Benefits of Cycling: Exploratory Research for Other Illnesses

Facilitating Kinesia Paradoxica in Parkinson’s Disease
We know well, the cardiovascular and psychosocial benefits of frequent cycling.  However now there are recent medical research forays to examine cycling  and possible health effects for some other long-term disorders and diseases. 

Cycling in Saint Raymond du Port-Neuf, Quebec. 2009. Photo by J. Becker. Man was observed walking with his cane which he later stowed in his rear bike carrier before he cycled away.

 Recently the New York Times republished a remarkable video from the New England Journal of Medicine and an article about some  patients with Parkinson’s disease, who were able to ride a bicycle even though they had  difficulty standing or walking.  The video documents a Parkinson’s patient who rides his bicycle regularily for 10 miles. Yet the 58-year old man could barely stand or walk without trembling greatly and collapsing onto the ground.

Researchers posit a neurological coping mechanism in some Parkinson’s patients, “ kinesia paradoxica”, may be triggered “by the bicycle’s rotating pedals, which may act as an external pacing cue”. 

Cycling together. Saint Raymond du Port-Neuf, Quebec 2009. Photo by J. Becker

Similar observations were made for 20 other Parkinson’s patients.  It is hopeful work which may benefit  some patients. After I forwarded  the NY Times article to other people, a woman  indicated that health care staff already had her husband, who has Parkinson’s, unsuccessfully cycle a recumbent bike.  It was not clear if her husband rode a recumbent bike in the past.

Mitigating Some Effects for Prostate Cancer
At this time, Jack Layton, federal leader for the Canadian  NDP political party and long time cyclist, is participating in a medical research study for prostate cancer patients to determine if cycling and other regular exercise can mitigate tumour growth.  The research project, Survivorship Exercise Program is based at Princess Margaret Hospital, a lead cancer hospital in Toronto.  J. Layton has been undergoing radiation treatment.

Ring and post bike parking posts. Design concept by former Toronto councillor, Jack Layton. King St. West, Toronto. Photo by J. Becker

For over 20 years, which included his tenure as Toronto city councillor, J. Layton constantly advocated for cycling facilities.  For many years he also chaired the Toronto Cycling Committee and its predecessors.  The story has been  that over a drink of beer,  J. Layton designed on a napkin the now well-known Toronto post and ring for parking bikes. Now there are approximately 18,000 of these post and ring installations. During part of this time, Jack Becker of Third Wave Cycling Group had the pleasure of serving as his public co-chair from 1995 to 1999.

Further Reading:
Kolata, Gina. “For Some, Cycling Provides a Break For Some with Parkinson’s Disease.” In New York Times. Mar. 31, 2010.

Savin, Monique. “Studying Exercise and Cancer –with Jack Layton’s Help”. In Globe and Mail. Mar. 25, 2010.

Snijders, Anke J. and Bloem, Bastiian R. “Cycling for Freezing of Gait”. In New England Journal of Medicine. Vol. 362; (e62). No. 13.  Apr. 1, 2010.

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And They Did Come By Bike: Cycling Scenes During 2010 Winter Olympics

Cyclist in Chinatown for Olympic torch relay viewing. Feb. 12, 2010. Photo by J. Chong

Vancouver cyclists have been pedaling regularily this winter and are continuing to do so now during the Olympic weeks.  The spring-like days make cycling irresistible. For beginners, it is a great way to test cooler weather cycling downtown in a festive street atmosphere.

Cops on Bikes
Before the 2010 Olympic Games started, a cyclist was already faithfully riding on the job, for nearly the entire Olympic torch relay

Police on bikes. 12th and Ontario St. Olympic torch relay. Feb. 11, 2010. Photo by J. Chong

across Canada on its way to Vancouver.  Bike police officer, Sergeant Tony Parks from Victoria, BC was cycling just a few wheel spins ahead for nearly each segment of the 45,000 kms. torch relay run.  He hovered occasionally, in front of TV cameras as he rode ahead to instruct the next relay runner and help hold back cheering crowds flanking the route course.

When the torch relay crossed into Metro Vancouver, there were more cops on bikes ahead and close by  torch relay runners as the crowds became thicker.  This full-time police bike squad is only being provided during the Olympics.  During the Games, we saw them ride

R. Wynan, cyclist with Olympic torch on Adanac St. Vancouver, BC. Feb. 12, 2010. Photo by J. Becker

 around on duty through the downtown core.  After the Olympics, the number of Vancouver police officers will be reduced to 56 officers on part-time bike patrol. One wonders why the bike squad will be disassembled  when it is well known that bike squads are less costly to operate than police officers in just cars and are more effective in neighbourhood on-street policing. 

Cycling with the Olympic Torch
Yes, the Olympic torch relay did include many different modes of transportation, including by bike. On the final torch relay day near Rupert St. on Adanac, Rob Wynan,  member of the City of Vancouver Bicycle Advisory Committee, chugged his way up the hill valiantly with one hand on the  handlebar while holding the torch in the other hand.

Young cyclist in Yaletown. Vancouver, BC. Feb. 2010. Photo by J. Chong

 Another cyclist, though not part of the official torch relay, rode near the tail end for a small East Vancouver segment, on his recumbent bike.  He gives a saddle seat view for a few minutes, of the enthusiastic crowds that marked most of the relay route.

Cycling in Downtown  
Cycling did become easier since car traffic became much lighter with road closures to  accommodate large volumes of pedestrians in downtown Vancouver.  The caveat for good cycling during the Olympics was reorienting oneself to road and path diversions and avoiding peak pedestrian volume areas.   Many locals left their cars at home during the Olympics and joined the record-breaking passenger crowds on the transit system or in pedestrian walkways created by  road closures.  Road closures also resulted in some festive public spaces popping up with happy, relaxed revellers.

Cyclists on Dutch Ov-Fiets bikes in Yaletown. Vancouver, BC. Bikes were on public loan with fleet located in Richmond during Olympics. Feb. 2010. Photo by J. Chong

 Shared Bikes
In Yaletown I caught a glimpse of some cyclists on the Dutch Ov-Fiets bikes from Richmond where the fleet is temporarily located for public loan  during the Games.  Maybe they were the same cyclists with same bikes parked outside the Sheraton Wall Hotel earlier in the day on Burrard St.  Several days later, we spotted a single rider on same bike model on the Cambie Bridge.

Just a tiny example, if there is free loan of bikes, people might ride them a lot farther than expected or at least use the bike racks on TransLink buses. 

Elsewhere at the Olympic Swiss House (normally Bridges Restaurant), a few bikes were spotted with an electric battery pack and marked with “Swiss  House”  –most likely for the staff working there.  Convenient to have, even if they only rode around False Creek.

Bike valet parking near B.C. Stadium. Vancouver, BC. Feb. 2010. Photo by J. Becker

Bike Valet Parking
Although use statistics at the seven Olympic bike valet parking lots will not be finalized for awhile, there appeared to be parking use at select lots downtown.  During the first week of the Olympics on rain-free days, bike valet use increased.  Bike parking space packs in 10 to 14 bikes for each car vehicle parking spot. During the Olympics, the designated bike valet parking areas occupied underutilized walking space under road viaducts and by community centres.  At Thunderbird Arena, University of British Columbia, a venue for some Olympic hockey games, we did not see any bike parking facilities near by at all –a bit strange since the arena is on a campus. Cyclists were locking up their bikes to any railing, post or tree available, even if found in the middle of the road.

 According to preliminary comments from the City of Vancouver, cycling levels on Cambie, Burrard and Granville Bridges did  reach warmer season levels.  We look forward to release of traffic data count. Roads south of False Creek seem to carry spring traffic loads.  The north part of the Ontario Bike Route appears to be lighter, which may be partially due to complete bike route closures around the Olympic Village and signage for alternate routes, such as Yukon St.

Cyclists on Cambie Bridge. Vancouver, BC. Feb. 24, 2010. Photo by J. Becker

 Olympic Winter Cycling Traffic:  At Warmer Season Volumes
As a casual observation, there has been less cycling in the Downtown Peninsula than expected during the Olympics.  Again, it may be due to some road and path closures or preference by some regular cyclists to walk or take transit with non-cycling friends to enjoy Olympic events.  The Seaside Path in Yaletown was quite void of cyclists, with pedestrians crowds overflowing on both bike and  pedestrian paths, but many cyclists merely went onto the road.  Just a bit further west, the Seaside Path seemed to be used by cyclists often enough as during spring season.

On Cambie Bridge. Vancouver, BC. Feb. 26, 2010. Photo by J. Becker

Organized effort to provide infrastructure and advance cycling information for transportation in Vancouver, did yield some cycling traffic during the Games at levels noticeably higher than other winters.  Most certainly, large mass events must provide secure bike parking if participants are not given the option to drive.  The Vancouver experience avoided the problem of the Sydney 2000 Summer Olympic experience when bike valet parking was inadequate at many major venues, even though cycling was promoted to reduce congestion.

We can only hope that overwhelmingly high volumes of transit users and pedestrians during the Games, will spark rethinking by some celebrants to integrate cycling more often into their lives after the Olympics. 

 

Further Reading:
Bicycle Advisory Committee. City of Vancouver. Extension of Vancouver Police Department (VPD) Bicycle Squad. Report date: Dec. 21, 2009. Presented to City Council, Feb. 10, 2010.

City of Vancouver. “Olympic Transportation Plan Creates Sustainable Legacy for Vancouver.” Media Release. Feb. 24, 2010.

Zacharias, Yvonne.   “Bike Escort Touched By the Way the Relay Inspires, Brings Canadians Together”. In Vancouver Sun, Jan. 27, 2010.

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Rivers of People, the Olympics, Spill-over Effects on Walking, Cycling, and Public Transit

B.C. Stadium. Spectator line-ups for pre-game security checks. Vancouver, BC. Feb. 2010. Photo by J. Chong

Daily  we  see orderly streams of people walking down streets.  By B.C. Stadium, they are shepherded by voices from bull-horned crowd management folks perched on their high lifeguard chairs.  People are directed into security check line-ups every time there is a Stadium event or competition game. On Cambie Bridge, flow continues along the multi-use pedestrian and bike paths, sidewalks and then down the access ramps.

Cherry tree by Kitsalano Beach. Vancouver, BC Feb. 2010. Photo by J. Becker

Spring-like weather causes tree buds to break free early and encourages more people to stroll and sit by the paths.  On the Seaside Path, cyclists are forced off the cycling path since foot traffic exceeds the capacity of the walking path.  Cyclists divert onto the adjacent roads. Fortunately, neighbourhood roads are only sprinkled  with occasional cars since temporary road closures and lack of low-cost car parking discourages car traffic. With a $35.00 parking fee, a parking lot across the street from a BC Stadium entry gate remains empty.  Thus, cyclists are able to clip nimbly along in their own space. 

Davie St. at Pacific Blvd. Near Yaletown-Roundhouse Canada Line Station. With some road lane closures during Olympics. Vancouver, BC. Feb. 14, 2010

If car traffic is kept light during these massive people movement events, with alternative transportation options close-by, then the neighbourhood is not overly stressed.  One wonders why some streets are not closed off to roving car traffic with only residence access permitted.

Usually, sporting events from B.C. Stadium or GM Place (now “Hockey House” temporarily for Olympics), did not attract such high volumes of foot traffic nor cyclists over several hours in the North False Creek area by the Seaside

Seaside Path. North False Creek near Cambie Bridge. Vancouver, BC. Feb. 14, 2010. Photo by J. Chong

Path, except near Science World.  Usually, the Seaside Path to the Main St. SkyTrain station, would be useless for cycling after a concert or hockey event for a half hour when streams of pedestrians overtake the multi-use path.

During the Olympics, it is quite different. Even on rainy days, there is a consistent flow of people for hours, walking in Yaletown to various pavilions and then flowing into the downtown core towards Robson St.  Walking and cycling crowds appeared quite orderly without much litter left behind.

Olympic streetcar line stop passengers to Granville Island. Vancouver, BC. Feb. 2010. Photo by J. Becker.

The Yaletown – Roundhouse Canada Line station entrance is often crowded with people. So far, Translink estimated for Sat. Feb. 13 a total of 210,000 passengers used the Canada Line.  On a Saturday  at 9:30 am and onwards, there was a growing stream of people leaving Olympic Village Canada Line station to board the free Olympic streetcar line. As someone observed from riding the streetcar line three times during that morning, each time the streetcars were filled to standing room capacity to and from Granville Island. One streetcar has full capacity up to 180 passengers.

LiveCity Yaletown (David Lam Park) Fireworks & Waterworks Show. Vancouver, BC. Feb. 2010 Photo by J. Becker

Reflections
Does a neighbourhood die when cars are detoured from its roads or does it come alive with people?  Just ask the local retailers and eateries.  Urban Fare, a grocery store with an eatery section, cannot keep up with customer orders.  Restaurants on main pedestrian routes, are filled with diners.  As we walked from the evening fireworks display down the street past these eateries at 11:00 pm, the rooms were still full.  Usually, these restaurants are dark and shuttered much earlier.

Noteworthy is that careful people routing reduces tension on a neighbourhood.  A wise move is guiding pedestrians on sidewalks along undeveloped blocks, parkland or along retail streets without adjacent residences.

Good streetscape designs also reduce neighbourhood tension with a milieu of people passing by.  Wide sidewalks reduce crowd stress and promote orderly

Olympic bike valet parking. Nelson St. & Pacific Blvd. Vancouver, BC Feb. 2010. Photo by J. Chong

passage without people jostling each other.  Careful landscape design with raised curbed plant beds and lawns, keeps people on sidewalks.  Trees surrounded by concrete eliminate trodden landscaping.  Laneways connecting streets helps thin out traffic.

A palatable mix of car traffic reduction, combined with convenient alternate transportation options and strategic streetscape designs, can increase life on streets and liveability of neighbourhoods.

Additional Reading:
TransLink. The Buzzer Blog. Feb. 17 2010.
Sinoski, Kelly. “Record Weekend Expected for Transit as Olympic Fever in Vancouver Deepens. In Vancouver Sun, Feb. 19, 2010.” (Addendum provided after this article was published.)

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Diversifying Options to Granville Island: A Bunch of Transportation Carrots

 

Olympic streetcar line, Vancouver BC. Feb. 2010. Photo by J. Becker

 The environmental “carrots” for  balking car drivers are here now: Granville Island has more active transportation options.  Different approaches to transportation during the Olympics on Granville Island, have been well underway for the past month before the official Games start on Feb. 12, 2010.

The Olympic streetcar line between the Canada Line Olympic Village Station and Granville Island,  already has a steady stream of passengers. After all, it is free for anyone 6:30 am – 12:30 am, Jan. 21 – Mar. 21, 2010.  My informal observations  of the pedestrian traffic from the streetcar onto the Island appear  to be at least  30 to 50 people getting off each streetcar.  Even on Mondays.  Streetcar  capacity is for 178 people with 50 seated passengers. 

Passenger demand is expected to increase during the Olympics, particularily with 3 welcome  pavilions  for the public –Atlantic House, Francophonie and Swiss House on Granville Island  in addition to regular market business.

Bike Parking Granville Island Public Market on mild winter day. Jan 2010. Photo by J. Becker

 Now paid parking is in effect as of Feb. 8 for 1,200 parking spots. Rates are $3.00 per hour and $5.00 for two hours, with a parking maximum of two hours.  Free car parking is only before 10:00 am during Feb. 2010.

Also the number of bicycle racks around Granville Market have increased from 5 to 10.  I have observed from mid-morning onward, rack usage has increased to summer levels.

Both ferry shuttle companies, Aquabus and False Creek Ferries, have extended their operational hours during the Olympics. Each company has slightly different hours for different destinations.

Granville Island vehicle and pedestrian traffic mix. Jan. 2010. Photo by J. Becker

The big question will be whether or not  the streetcar line and more bike parking,  will generate sufficient traffic to off-set normal car volumes on Granville Island.  It may take time for local residents to rethink and change their normal transportation modes  long  after the Olympics and ParaOlympics.  Will  Vancouverites fall in love with the streetcar line that they will want to keep the streetcar in operation indefinitely?

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Comments from Sydney: 2000 Summer Olympics and Cycling for Transportation

Last week we posted an article which referred to some experiences of former Olympic host cities on cycling for transportation during the big event. 

Maple Ridge bike valet parking location. Golden Ears Bridge opening. Lineup 1 hr. early. June 2009. Photo by Jack Becker.

As an addendum, there were  some thoughtful responses from Sydney, Australia on local cycling during the Olympics.  Thanks to Elaena Gardner from the cycling advocacy organization,  Bike Sydney and cycling folks there for their feedback!

Some key points include:

• State of receptivity by transportation authorities and the general public, was not there for cycling as transportation during the Summer Olympics

a decade ago cycling was considered purely a sporting-and-recreational activity, and cycling-for-transport was just not on the radar of public officials

• Lack of planning experience for adequate bike valet parking facilities at mass events and large scale public venues.

The problem with cycling-for-transport to mass events is that bicycles are still personaltransport devices, and thus present major parking problems. At peak times there were about 300,000 people attending the Homebush site each day. If 5% of them cycled, then that’s 15,000 bikes that need to be parked, secured and retrieved, with very large peaks in demand as events end. Event organisers or authorities in Australia had or have absolutely no experience in providing such large-scale bike parking facilties.

Check out their discussion thread on  more experiences, some information links and on legacies from the Olympics.

Note:  In Nov. 2009, Elaena had a keen audience when she provided a slide presentation on the latest cycling developments in Sydney to the Vancouver Area Cycling Coalition on a very rainy evening. We are glad to hear that cycling in Sydney has improved in spades since 2000!

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A Winter Olympic First: Cycling For Transportation Not Driving (updated Jan.21, 2010)

Will Vancouver be the first Winter Olympics host city with the greatest number of people using bikes for transportation during the Olympics and ParaOlympics?  If there are days with no icy pavements, all signals point that Vancouver could step up to the top podium. 

North False Creek. Vancouver, BC 2010.

According to local and national news media, as well at the web site for Vancouver Organizing Committee (VANOC), the 2010 Winter Olympics promises to be environmentally sustainable.  Cycling has been promoted as an alternative transportation option to deal with the impending daily avalanche of over 100,000  more visitors, spectators, journalists and athletes in the downtown core and at the main sports venues during the Olympic and ParaOlympics.

Local residents, including cyclists await with bated breath. 

Slick media images of lush white snowdrifts and snow-laden evergreens promoted abroad, are found more often at Cypress, Grouse and Seymour Mountains and Whistler.  Soon the rest of the world may be surprised to learn that Vancouver normally enjoys mild winters with little or no snow at the foot of its mountains.  Who knows –Vancouver may be the first Winter Olympics (not Summer Olympics) where there may be a visible number of cyclists wheeling about during the Olympics for transportation.  We can only hope for this result.

In the past year, leading up to the Olympics next month, there has been effort by City of Vancouver and TransLink in transportation planning, to integrate cycling as a viable, even necessary transportation mode during the Olympics. Already TransLink acknowledges  Skytrain and Canada Line stations near Olympic venue sites, cannot quickly accommodate sudden surges of massive crowds. There will be lengthy wait times by thousands of spectators for commuter trains.

The aim is to reduce car traffic in downtown Vancouver by 30% during the Olympics. Since Third Wave Cycling Group members already live and work in or very close to downtown Vancouver, we know that downtown Olympic athletic  

Mural Along Adanac Bike Route. Vancouver, BC 2009. Artist Unknown. Photo by J. Chong

and celebration sites, are within a 15 to 30 minute walking distance from Skytrain, West Coast Express and bus stops, as well as between Olympic sites. The unknown factor for many local cyclists living or travelling downtown, will be weather conditions of streets and paths, combined with thousands of people who will be walking or using vehicles and  not truly familiar with the city, its temporary traffic rerouting and road closures.

Recent permanent expansion of cycling routes may ease some congestion pain during the Olympics – with limits.  The most salient infrastructure legacy of the 2010 Olympics for local cycling, is the improved extension of the Seaside separated bike path in South False Creek  through Olympic Village. Unfortunately this flat, landscaped segment will be sealed off to the public,  January to March 2010 for security reasons. Diversions by bike to Granville Market, are abit more convoluted and lengthier – doable for local cyclists, but more confusing for visitors who might have originally wished for easy scenic bike ride  or stroll.

A few days ago, TransLink posted a public directive that no bikes will be allowed any time on Skytrain and Canada Line trains, Feb. 2 to Mar. 7, 2010.  Although trains will be operating for extended hours until 2:30 am during the Olympics, this latest change will be another wrinkle in plotting an integrated cycle-train route in even very early morning hours during inclement weather.  Obviously TransLink is forecasting continuous heavy train use at all hours.

English Bay, Vancouver BC. Jan. 16, 2010. By J. Chong

Over the last twenty years, official reports by past Winter Olympic host cities, do not mention use of bicycles. There was use of bicycles at various former Summer Olympics for both internal Olympic operations and by the public.  Brief searches of final reports revealed for the 1972  Munich Olympics, 462 bikes  for internal Olympic operations which included security, interpreters, and journalists. (As side trivia, 30 Vespa scooter-motorcycles were also available.)  The 2000 Sydney Olympics did promote cycling, walking and transit as evidenced by its archived official  Olympic web site. Athens was hoping for its 2004 Olympics to have local cyclists use Marathon Ave. to offset forecasted traffic road congestion.  More research on previous experiences, is beyond the scope of this blog article.

Perhaps London will be the beneficiary of lessons learned, including Vancouver’s Olympic experience with  cycling transportation:  London is aiming for 100% walking, cycling or transit by spectators during 2012 Summer Olympics. 

For certain, Vancouver  is the first Winter Olympic host city to proactively and consistently market cycling as a transportation option, by providing revised cycling route information, infrastructure and 7 temporary bike valet parking areas for up to 1,000 bikes.  There will be bike racks within the valet areas which will be donated to local schools after the Olympics.

In the suburb of Richmond, near a Canada Line train station, people can borrow a Dutch bike from  400 bikes provided by the Netherlands Consulate General at their Olympic public headquarters, Heineken House and not far from the Richmond Olympic Speedskating Oval.

Drop by this blog later for observations and experiences on local cycling and people movement during the Olympics right in the heart of Vancouver.  It promises to be an unforgettable ride of a lifetime!

Addendum:  Cyclists from the cycling advocacy group, BikeSydney, Australia provide their experiences on cycling for transportation during the 2000 Summer Olympics.  Great lessons to be learned by all wanting to reduce car traffic congestion during mass events.

 

Further Reading
City of Vancouver. 2010: Getting Around by Bicycle.  On bike valet parking and altered bike routes during Olympics.

Die Spiele. (Official report for Munich 1972 Summer Olympics). Vol. 1, part 2: Organization. P. 334. 

International Olympic Committee.  IOC Fact Sheet: Environment and Sustainable Development. 3-4.  Update. July 2009.

Official  London 2012 Summer Olympics Web Site. Making it Happen: Transportation. Walking and Cycling. As of Jan. 2010.

Summer Olympics Sydney 2000. Official archived web site. Not all links may work.

TransLink. Olympic Pledge: Make Your Pledge to  Reduce Vehicle Trips by at least 30%. 2009-2010.

TransLink. Travelsmart2010 : Temporary Changes to Bike Restrictions on Skytrains due to Increased Ridership and Limited Spaces on Trains During Games. Jan. 15, 2010.

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Missing in Urban Streetscape Consciousness: Bike Parking Signage

Many cyclists do cycle by this underground parking garage beside a busy, one-way street in downtown Vancouver.  But the offer of secure and cheap bike parking is difficult to read even from pedestrian’s vantage, much less a cyclist  riding by.   Often in most areas,  the North American urban streetscape is  devoid of  highly visible signage for secure bike parking, even  if available in a permanent parking facility. 

Our collective consciousness is already primed not to expect, not to notice swiftly,  places for secure bike parking. Instead we  hope and look for the bike post, bike rack, car parking meter post or tree to lock up the bike.

Secure bike parking sign. Downtown Vancouver

 By the way, the rate was 50 cents per hour for secured bike parking.

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