Final report ThinkBike Toronto 2010


Published on

  • Be the first to comment

  • Be the first to like this

No Downloads
Total views
On SlideShare
From Embeds
Number of Embeds
Embeds 0
No embeds

No notes for slide

Final report ThinkBike Toronto 2010

  1. 1. ThinkBike WorkshopsA Dutch boost to Toronto’s bike-ability September 20-21, 2010 Sponsored by: City of Toronto The Royal Netherlands Embassy In co-operation with: Fietsberaad Internationaal 1
  2. 2. Executive summaryEXECUTIVE SUMMARYThrough a multi-city initiative called “ThinkBike Workshops”, the Royal DutchEmbassy in Washington, DC has invited Dutch experts of FietsberaadInternational to visit Canadian and US cities to discuss possibilities for increasedbicycle use. Fietsberaad is the Dutch centre of expertise on bicycle policydisseminating its knowledge and expertise abroad. The ThinkBike workshopsbring together Dutch bike experts, local politicians, planners, advocates,engineers and business people in each city to plan and discuss how it canbecome more bike-friendly by applying aspects of the Dutch approach. Teamsconsisting of the Dutch experts and a mix of local experts convene for two daysduring which they will survey the cities by bike and discuss in workshop formathow streets, intersections and whole neighborhoods can be improved for optimalbicycle use. Topics of discussion at the workshops will also include bike safety,bike commuting, biking to school, bike parking, bikes and public transport, lawenforcement, etc. The workshops consist of a kick-off session, open to thegeneral public, followed by the workshops behind closed doors and concludewith a closing session, also open to the public, where the recommendations willbe presented by the teams.Toronto was the first city to host the bike workshops – they took place onSeptember 20 and 21, 2010. Chicago was the next stop for the bike experts,where the workshops took place on September 23 and 24.In close cooperation with the City of Toronto, two teams (orange and blue) wereformed that together with the Dutch experts addressed the following designassignments: • Sherbourne Street Corridor – converting existing bikeways into physically separated bikeways (orange team) • Developing a bikeway network in the downtown core, linking the city north of Queen Street to the Waterfront Trail (blue team) • A long term strategy on promoting cycling as well as better marketing and communication on cycling.During the workshops an exchange of views took place on bicycle policyapplied in the various practical situations in Toronto with possible integration ofDutch ideas and best practices in the Toronto situation. Furthermore thephilosophy and principles behind the Dutch approach to promote cycling and thepossibilities to implement these elements in Toronto were discussed. A small 2
  3. 3. group from both teams also looked into a long term strategy for Torontoincorporating Dutch methods of marketing and communication.Important conclusions were:The three corner stones of the Dutch philosophy towards bicycling can be easilyimplemented in Chicago Transport Planning - Cycling is joy - Perceived safety is paramount; if people do not feel safe, they will not cycle - A significant amount of cycling can only be achieved with a high quality of infrastructureOther general conclusions were:- Bicycle planning has to be an integral part of any urban transport plan- When major developments are happening – like in downtown Toronto – thisshould be supported by an integral transport plan in which bicycle planningshould be an important factor- Bicycle planning always leads to improvement of the quality of the publicrealm and the liveability of neighbourhoods- BIXI (public bike system) is a very good means to let people get acquaintedwith bicycling- Road categorization (some roads are more dedicated to cars others more tobikes) gives both bicyclists and cars better facilities- Identification is important for promoting cycling. Everybody cycles, justnormal people like me and you- Individualized bicycle planning (Smart Travel Planning) is very helpful- Put extra effort in the bike-transit combination (esp. for suburbs)- Start young (bike education)- Transfer space for cars to bikes on stretches of road, which is no sacrifice forthe car flow- Make provisions on intersections, like continued coloured bike lanes, levelled,bike lanes, bike boxes and bicycle traffic lightsSpecial thanks to both Daniel Egan, manager of the cycle department of the cityToronto and Christine Bouchard who were instrumental in making theworkshops successful.This report includes: 1. Outline and description of the workshops 2. Dutch approach to promote cycling 3. Results/observations/recommendations Toronto workshops 4. Appendix A: The design assignment of the teams 3
  4. 4. 5. Appendix B: Composition of the teams 6. Appendix C: The program 7. Appendix D: Media coverage 8. Appendix E: Final presentations1. Outline and description of the workshopsThis is the report resulting from the two days ThinkBike workshop in Toronto on September20-21 2010. Objectives of the workshop were:a. An exchange of views on bicycle policy applied in a practical situation (corridor or area) inToronto and possible integration of Dutch ideas and best practices in the Toronto situation;b. To disseminate the philosophy and principles behind the Dutch approach to promotecycling and the possibilities to implement elements of the same in Toronto;c. To discuss Dutch methods of marketing and communication and long term strategy as tobicycle promotion.Two teams have been working on a design assignment (the teams had different areas twowork on). A small group with some members from both teams have been working on the longterm strategy on promoting cycling and marketing and communication on cycling.This workshop has been carried out by Fietsberaad International and are part of a series ofworkshops that have been made possible by the Royal Dutch Embassy in Washington.Fietsberaad International is the Dutch centre to disseminate knowledge and expertise from theNetherlands about cycling policy abroad.We are very thankful to the City of Toronto and all people taking part in this workshop forbeing the first one to have this workshop and also for the way they organized it. Specialthanks go to Daniel Egan, the manager of the cycle department of Toronto and ChristineBouchard for the way she organized everything to perfection.This report includes the following Appendices:Appendix A: The design assignment of the teamsAppendix B: Composition of the teamsAppendix C: The programmeAppendix D: Media coverageAppendix E: (Parts of) The final presentations2. The Dutch approach to promoting cyclingThe Netherlands is considered to be the world’s number 1 country in cycling: in modal share(27% of all trips are by bike), in quality and quantity of bicycle infrastructure as well as theway bicycle policy is integrated in transport policy. The Dutch Design Manual for bicycletraffic is the world’s leading manual for bicycle infrastructure. For a comprehensive picture ofall aspects of the Dutch approach, visit the website where you canaccess the Design Manual as well as the publication: Cycling in the Netherlands. 4
  5. 5. The Dutch philosophy towards bicycling consists of three corner stones: - Cycling is joy - Perceived safety is paramount; if people do not feel safe, they will not cycle - A significant amount of cycling can only be achieved with a high quality of infrastructureWith these three goals in mind, designing bicycle infrastructure translates into the followingbasic approach:Road categorizationIt is important to designate certain roads to car traffic and discourage bicycle use. The highintensity of cars makes the perceived safety low. Other roads may be more suitable for bicycleroutes.When possible: separated bicycle facilities are the best optionThis can be achieved by a totally separated bicycle infrastructure, but it can also be realisedby a bicycle path separated from the car lane by for instance by a strip of grass or concrete.The problem with on-road bike lanes, especially the ones on the left side of parked cars, isthat they do not feel safe. There is no protection from the fast-moving car traffic and there is agreat risk of being doored. A better option is to have the bike facility on the right side of theparked cars, between the parking space and the sidewalk, so that the bicyclist is protected bythe parked car.When only mixed traffic is possible: take extra measuresTraffic calming is essential with mixed traffic (25 mph for cars), facilitated by speed bumps,chicanes etc. In residential areas it is possible to divert through traffic to the main roads,allowing only cars from residents and visitors in the area (for instance by creating detours forcars and not for bikes, allowing bikes to cross and cars not). When on an important bicyclelink no separate bike facility can be realized, and a low intensity of cars needs to be allowed(e.g. for giving access to shops or houses) the solution could be to create a so-calledfietsstraat, a road where cars have to give bikes right-of-way at all times and are not allowedto pass them.Make special provisions at intersectionsSpecial provisions at intersections could consist of: - creation of tunnels and bridges under/over main highways create conflict free solutions - mark bicycle path continuation at an intersection with a (coloured) elevated bicycle lane with extra signs - bicycle traffic lights at all high intensity intersections - create bike boxes (coloured street sections for bicycles to stop in front of the cars at traffic lights) which give bikes a jump start to prevent accidents from cars making a right turn.Quality infrastructure 5
  6. 6. Provide coloured pavement and use all kind of signs and infrastructural measurements tomake the bike infrastructure recognizable and of high quality. In addition, parking facilitiesfor bicycles should be of good quality and should either be guarded or provide possibilities tosafely secure the bikes.Protect bicycles by law enforcementThe legal system should protect the vulnerable road user. This means that car drivers shouldtake full responsibility and have full liability when operating a vehicle that can cause dangerand accidents. Car drivers should be aware that bicyclists sometimes make strangemovements especially when children are involved. Furthermore, car drivers should beeducated in driving while sharing the road with bicyclists in order to avoid accidents.4. Results and observations of the workshopThe concept of the ThinkBike workshops has worked really well. It has proved that ispossible to implement the Dutch philosophy on bike promotion and the Dutch designprinciples in practical situations in Toronto. The composition of the teams with Dutch expertsand local participants of a mixed background in two teams was very successful and the co-operation worked well.The final presentations provided the audience with perspectives on some new ideas forbicycling that may work for Toronto.GeneralToronto is a city with quite good circumstances for cycling during the most part of the year.Only in the wintertime the cold and the snow makes cycling unattractive. Toronto is flat,densely populated and has a population that may be willing to take on cycling. And where inmost other North-American cities cycling is done only by young athletic males, this is not thecase in Toronto. All ages and both genders cycle, except the group of 12-18 years old. So it iseasy for people to identify with somebody who cycles. In principle there are good possibilitiesto increase the current share of cycling for all trips from 2% to at least 10%. For Americanstandards the cycle network in Toronto is extensive and of good quality. However, theinfrastructure essentially only consists of bicycle lanes with no physical separation orprotection for bicyclists from the fast moving car traffic. This makes cycling, especially forbeginning cyclists, uncomfortable; it does not feel safe and is therefore unattractive. There isalso a lack of signing and other provisions at intersections.There are lots of possibilities though. The grid network gives ample possibilities for roadcategorization and from a Dutch point of view there is enough space to provide safe bicycleroutes.The launch of a public bike scheme (BIXI) enhances the opportunities for more cycling inToronto. An expansion of BIXI in other parts of the city than just the downtown area wouldcreate an extra boost for biking.War on carsAt the time of the workshops bicycling was a hot issue in the Toronto media. In anticipationof the mayoral elections on October 25, some politicians had declared a “war on cars”. They 6
  7. 7. strongly opposed to the fact that car lanes were sacrificed to bike lanes which in their opinionhad an ill effect on the flow of traffic. The Dutch experts and the Toronto team membersconcluded that this controversy was not supported by either traffic models or actual findings.Also, the capacity of the system is usually determined by the capacity of the parts with thelowest throughput: the intersections. Intersections usually have a capacity of less than 1 lane,which means that 1 car lane more or less will have no effect on the capacity of the system.Observations during the workshopsThe local team members appreciated the more integrated approach of the Dutch by not onlyfocusing on bike lanes, but including other aspects as well, such as: o What are the origins and the destinations of the bicyclists travelling to or through this area? o Are the destinations interesting for cyclists to bike to? o What kind of people are travelling there? o Are there any future developments and do they include bicycling?During the workshops it was discovered that by providing safe and quality bicycle solutions,it not only benefitted the bicyclists but it also improved the public realm and neighbourhoodliveability. Focussing on these last two benefits may enhance the chances of getting a newbicycle infrastructure accepted by the residents in the community and the general public.There was great cooperation in the two teams and they were incredibly productive. The well-balanced composition of the teams greatly contributed to this fact.Long term and marketing strategies for TotontoFor the long-term and marketing strategy workshop, a SWAT-analysis proved to be verysupportive in producing a marketing approach for bicycle promotion as well as for findingingredients for a long-term-strategy.Recommendations for the Toronto approach on bicyclingFor the long term strategy two major strengths, two weaknesses, two opportunities and twothreats were identified.Strengths: People of all ages and genders are cycling in Toronto/there is a good cycling cultureWeaknesses: Lack of funding and outdated design standardsOpportunities: Launch of BIXI and the fact that all amenities (??) can be found on yourway home – by bikeThreats: - Suburban versus downtown perception of cycling - Lack of appreciation of planning expertiseBecause of the variety in age and gender of the people who already cycle in Toronto,everyone can identify with people who bike. This is something the marketing plan couldreally build on. A film clip like the one used in the Netherlands (This is Amsterdam and this ismy bike – really work in Toronto: “This is Toronto, and this is my bike” would really work.The most important observation for a long term strategy is: BICYCLE PLANNING HAS TO BE AN INTEGRAL PART OF ANY TRANSPORT OR URBAN PLAN 7
  8. 8. Explanation: In downtown Toronto a lot of new developments are planned: businesses,shopping, houses. These new developments will surely create more traffic in downtownToronto that already is faced with traffic congestion. To avoid continuous traffic jams, thetransport plan should not only include transit options, but also contain solutions for more andbetter cycling infrastructure to stimulate this means of transportation which is space efficient,more sustainable and cleaner.In order to promote cycling in the long term, it was found to be paramount to focus onteaching children how to bike. This is key to attain a level where society really can benefit ofall the advantages of cycling and increase the current trip share by bikes from the current 2%to 10%.So a bike-to-school and a bike education program is essential. Also cycling to shops and aGTA bike-transit policy integration should be a part of a new Toronto Bike Plan. What’smore: Cycling facilities should have a higher quality, should be more enjoyable, so alsobeginning cyclists feel safe. Including the essentials of the Dutch bicycle tools and philosophymentioned earlier, would be beneficial.General recommendations from the design teamsThe combination of a neighbourhood plan, a street design, a cross section design and a Dutchreference situation provides a good picture of what the new bicycle situation could be. Thereshould be more focus on the improvement of the public space and the liveability of theneighbourhood. A neighbourhood plan 1A neighbourhood plan 2 8
  9. 9. Street designCross sectionDutch reference 9
  10. 10. A. Recommendations Blue Team for developing a bikeway network in the downtowncore, linking the city north of Queen Street to the Waterfront TrailThe ThinkBike Team Blue produced a bike friendly network for Downtown west, limited bySpadina in the West, Bay in the East, Queens in the North and the Waterfront in the South.The recommendations provide safe bike routes, but also redefine the public space on severalstreets, turning the quieter streets as well as Wellington Street into “Green Streets”. Completestreet designs were produced for the ‘Safe cycle routes’, with reference pictures of Dutchsituations in order to show how the quality of the street could be improved. The streets chosenfor these safe cycle routes were: Peter St. in the West, Sincoe in the East and Wellington tocreate an important East-West-corridor for bikes.Recommendations were made to redesign them Dutch style, which means: • Coloured pavement on all bike lanes (preferably red) • Continuation of the coloured bike lanes on intersections • Create separate cycle facilities • Make bike boxes (designated areas at intersection before cars) on all intersections in order to prevent cyclists being cut off by right-turning cars • Make bike lanes at the right side of parked cars in order to prevent ‘dooring’ and to have cyclists protected by parked cars from traffic • Make safe bike routes recognizable by good signing (also by painting the name of the route on the pavement) • Make physical separations between bike paths and traffic in the absence of parked cars • Make new solutions like a two-way bike path on the quiet side of the road.Bikes are not excluded from any street, but streets with safe bike routes will provide a saferand more comfortable feeling in order to get people on their bikes who are not cycling yet.These safe bike routes have physical separation from the fast moving car traffic. People willfeel more comfortable on these safe bike lanes than they would be pedaling in the heavyTorontonian traffic. This also represents the two corner stones of the Dutch philosophytowards cycling which are: “Joy” (people enjoy to cycle) and “Perceived Safety” (peoplewon’t cycle unless they feel safe).In order not to sacrifice car capacity, other roads, like Queens, Richmond, Adelaide, Spadinaand University, it was recommended to designate these for car traffic only.B. Recommendations Orange Team regarding the Sherbourne Street Corridor –converting existing bikeways into physically separated bikewaysThe ThinkBike Team Orange made a carefully worked out design for Sherbourne Road,providing solutions that may be applied in parts of Sherbourne Road that will be reconstructedin the oncoming years. Special attention was given to make attractive accesses for cyclists toschool zones, using results from the city of Utrecht (the Netherlands) school zones project.5. The final presentationsThe teams presented the results in an exciting final event in El Mocambo. 10
  11. 11. The presentations can be found on of the presentation can be found in Appendix D 11
  12. 12. ThinkBike WorkshopsA Dutch boost to Toronto’s bike-ability September 20-21, 2010 Sponsored by: City of Toronto The Royal Netherlands Embassy In co-operation with: Fietsberaad Internationaal 12
  13. 13. Study Area Team Orange: Sherbourne Street Corridor Converting existing bikeways intophysically separated bikeways.Problem Statement: Explore solutions to convert the existing bicycle lanes along SherbourneStreet, from Queen’s Quay Boulevard to Elm Avenue, to a design that will provide a physicalseparation between bicycle lanes and the car traffic lanes. Explore design options for areaswhere other bicycle lanes intersect Sherbourne Street. Intersection designs will take intoaccount existing on-street facilities, as well as physically separated design options for futuredevelopment.Study Area Team Blue: Developing the Bikeway Network in the Downtown CoreConnecting downtown bikeways, identifying a preferred north-south connectionProblem Statement: Evaluate route options and design concepts for completing the north-south bikeway connections into the downtown core, linking the city north of Queen Street tothe Waterfront Trail. The study will focus on the area bordered by Queen Street (to the north),Queens Quay (to the south), Yonge Street (to the east) and Bathurst Street (to the west).Priority will be given to closing the gaps in the existing network, for instance byrecommending to connect the existing bicycle lanes on Simcoe Street with those on BeverleyStreet by clear alignments. 13
  14. 14. Deliverables: • Evaluation of route alignments • Selection of preferred routes • Identification of alternative road cross-sectionsBackground: • The Toronto Bike Plan identified two central north-south connections between Queen’s Quay West and Queen Street, the first along Simcoe Street, the second along Blue Jays Way and Peter Street. • Bicycle Lanes have been approved on Bay Street, from Queens Quay to Queen Street West. • Public Works and Infrastructure Committee (PW35.17 - August 18, 2010) directed the General Manager, Transportation Services to report on completing the downtown Bikeway Network, including the following north-south connections: o Bicycle lanes on Phoebe, Soho, Peter and Blue Jays Way from o Beverley Street to Bremner Boulevard; o Bicycle lanes on Dan Leckie Way/Portland Street and Portland Street from Queens Quay to Queens Street West; o Connecting the Simcoe Street and Beverley-St. George bicycle lanes; and o Separating the Simcoe Street bicycle lanes from traffic with bollards and curbs. 14
  15. 15. ThinkBike WorkshopsA Dutch boost to Toronto’s bike-ability September 20-21, 2010 Sponsored by: City of Toronto The Royal Netherlands Embassy In co-operation with: Fietsberaad Internationaal 15
  16. 16. Each team had nine to ten members consisting of two Dutch members and seven localmembers. The idea of this ‘mixed’ team idea is to encourage information sharing, relationshipbuilding, holistic problem solving and a spirit of cooperation. The composition of the teamswas as follows: Team Orange : • Arjen Jaarsma (Sustainable Mobility Expert of Balancia, the Netherlands) • Ruud Ditewig (Traffic Consultant and Cycling Coordinator, Municipality Utrecht, the Netherlands) • Lukasz Pawlowski (Senior Engineer, Cycling Infrastructure and Programs, City of Toronto) • Saikat Basak (Engineer, Cycling Infrastructure and Programs, City of Toronto) • Jacqueline White (Manager of Traffic Operations, City of Toronto) • Willie Macrae (Planner, Community Planning, City of Toronto) • Paul Young (Toronto Coalition for Active Transportation) • Elana Horowitz (Toronto Coalition for Active Transportation) • Norma Moores (Senior Engineer, IBI Group) Team Blue : • Hans Voerknecht (Project manager Fietsberaad International, the Netherlands) • Martijn te Lintelo (Senior Mobility Consultant, Municipality Nijmegen, the Netherlands) • David Dunn (Engineer, Cycling Infrastructure and Programs, City of Toronto) • Jana Neumann (Bicycle Advisor, Cycling Infrastructure and Programs, City of Toronto) • Al Rezoski (Manager, Community Planning, City of Toronto) • Nigel Tahair (Senior Transportation Planner, Transportation Planning, City of Toronto) • Mark van Elsberg (Project Lead, Public Realm, City of Toronto) • Andrea Garcia (Toronto Cyclists Union) • Peter Heyblom (Landscape Architect, the Planning Partnership) • Neluka Leanage (Toronto Coalition for Active Transportation)The Dutch and local team members represent diverse backgrounds, from city agencies tobusinesses, urban planning, bicycle advocacy group, etc. The members had in common thatthey share a passion for urban life and that they are excited about employing their uniquetalents, experience and perspective to come up with a successful plan for increasing bicyclinguse in Toronto. 16
  17. 17. ThinkBike WorkshopsA Dutch boost to Toronto’s bike-ability September 20-21, 2010 Sponsored by: City of Toronto The Royal Netherlands Embassy In co-operation with: Fietsberaad Internationaal 17
  18. 18. Monday, September 20, 2010 9:00 - 11:00 AM Dutch Presentations (by invitation) Metro Hall Room 310 Welcome by Daniel Egan, City of Toronto Welcome by the Dutch Consulate General Arjen Jaarsma: delegation leader, on advantages of mainstream cycling on society and the place of the bike in a sustainable transport system Hans Voerknecht: Dutch approach and philosophy towards cycling and cycling promotion Martijn te Lintelo: Integrated bicycle planning in the Dutch city of Nijmegen Ruud Ditewig: Cycling policy of a Dutch City applied in other countries Coffee served at 8:30 a.m. Daniel Egan, City of Toronto Objectives and expected delivrables of the workshop from the Toronto viewpoint 11:30 - 1:00 Team members get together over lunch to discuss problem statements for Toronto locations and background info 1:00 - 6:00 PM Teams explore Toronto locations by bike and regroup at Metro Hall to develop bikeway network and design solutionsTuesday, September 21, 2010 9:00 - 12:00 Continue working on design solutions 12:00 - Noon Break for Lunch 1:00 - 3:00 PM Developing new cycling strategy, marketing and communications ideas for increasing cycling in Toronto 3:00 - 5:30 PM Producing the final presentation 6:00 – 8:00 PM Presentation of ThinkBike Workshop results by each team El Mocambo (public event) 18
  19. 19. ThinkBike WorkshopsA Dutch boost to Toronto’s bike-ability September 20-21, 2010 Sponsored by: City of Toronto The Royal Netherlands Embassy In co-operation with: Fietsberaad Internationaal 19
  20. 20. Radio thMonday morning September 20 at 7.15 : Hans Voerknecht interview on CBC-radio withMatt Galloway show interview reached a lot of listeners in Toronto.Television thOn September 20 a team of the French-language CBC joined the bicycle excursion; HansVoerknecht had interview with Felix-Brian Corriveau. No links found.Blogs• I Bike To (• Cycling Toronto (• Biking Toronto ( 20
  21. 21. ThinkBike WorkshopsA Dutch boost to Toronto’s bike-ability September 20-21, 2010 Sponsored by: City of Toronto The Royal Netherlands Embassy In co-operation with: Fietsberaad Internationaal 21
  22. 22. Marketing and long-term strategy team 19
  23. 23. Team Big Blue Strengths Connecting Toronto• All ages/groups/genders are bikers• Cycling culture• Grid network• Critical mass• Good destination for cycling• Progressive political culture• Bike Network• High transit use• Mild climate for Canada• Connected to everywhere• Multi cultural population• Young culture• Flat topography
  24. 24. Team Big Blue Weaknesses Connecting Toronto• Lack of funding from all levels of government• Outdated engineering standards• Car culture• Snow• Urban Sprawl• Open space deficient• High cost of land• Lack of a downtown transportation plan• Risk aversion policies• Kids don’t cycle• Lack of legal protection for cyclists and pedestrians• Boring streetscapes, poor public realm• Lack of quality bicycle infrastructure• Rules Rules Rules
  25. 25. Team Big Blue Opportunities Connecting Toronto• BIXI• Immediate access to shopping and local amenities- on the way home• Business improvement areas• Increasing population density• People open to better design• Place-making, street scale and neighbourhood scale• Shift in modal spilt• Rising fuel/parking prices• Space making• Marketing/ Branding (lifestyle, cool, efficient, fast, freedom)• Foster public enthusiasm for public space and Celebration the public realm
  26. 26. Team Big Blue Threats Connecting Toronto• Suburban vs urban perception of cycling• Lack of faith/certainty in planning expertise• ”Perceived” high costs for reconstruction• Regressive political change,• Political interference• Fire Department• Anger against cyclists• Over protective parents/ culture• Lack of empowerment in planning and design• Antiquated development standards• Sensational media, public misperception
  27. 27. Team Big Blue What should be in the New Toronto marketing campaign Connecting Toronto 2010-2015• Average, normal people like :”This is Toronto, this is my bike”.• Joy• Freedom• Families with children• Cycle to transit• Bicycle friendly (separate) facilities make it better for everyone• Include local bike organization and blogs in the campaign• We don’t force people to change, but if they change…. Better car throughput• Cycle-health-programmes with companies• Cyclovia
  28. 28. Team Big Blue Include in the new Toronto Bike Plan Connecting Toronto• Cycle to school - cycling school bus - cycling education at schools - cycling exam (children of 9 years) - safe routes to school• Cyclovia• Quality bike routes (quality standards)• Make bike planning part of urban planning
  29. 29. Team Big Blue Include in the new Toronto Bike Plan (2) Connecting Toronto• Cycle to shops - Bike & Win - Bike parking at shopping centres• Bike-transit integration - bike-transit-route planner for suburbs - Individual trip advice (Business Improvement Area) - bike parking at every major transit station and train station - improve bike routes to stations - BIXI everywhere
  30. 30. Team Big Blue Include in the new Toronto Bike Plan (3) Connecting Toronto• Improve law enforcement to protect cyclists• Include ‘standard tools’ for all infra: - bike boxes - separate bicycle facilities - safe bike routes - parked cars protect bikes - bicycle signing - coloured bike routes (also across intersections)
  31. 31. Team Orange: Sherbourne Road 20
  32. 32. Team Orange – Sherbourne Street Sherbourne Street north of Shuter Street (Google) Develop new design for an existing bikeway
  33. 33. Presentation Outline• Overview – Dutch Perspective• Context• Vision• Design Details: • Sketches • Section • Plans
  34. 34. Overview – Dutch Perspective• Comparable with the Netherlands • Cars, buses, pedestrians, bicycles use the same corridor • Space is limited • Pedestrians need to cross corridor • Corridor is multi-functional • Important link in the bike network
  35. 35. Overview – Dutch Perspective• Differences to the Netherlands • Winter conditions • Attitude of car drivers • In NL cycling and car driving is just a way of transportation
  36. 36. Overview – Dutch Perspective• Important considerations– • Changes must have benefits for everyone • Sherbourne is the gateway to the new developments in the East Bayfront –residents can use the corridor for recreation
  37. 37. Utrecht School Zone Project - Safety
  38. 38. Utrecht School Zone Project - Safety
  39. 39. Utrecht School Zone Project - Safety
  40. 40. Context Plan
  41. 41. Lower Sherbourne Greenway
  42. 42. King to Howard – without Parking
  43. 43. King to Howard – with Parking
  44. 44. Bike Lane Ramp at Bus Stop
  45. 45. Bloor - Sherbourne Intersection
  46. 46. Wellesley - Sherbourne Intersection
  47. 47. Sherbourne – Gerrard Intersection
  48. 48. Pedestrian Crossing BEFORE
  49. 49. Pedestrian Crossing AFTER
  50. 50. Team Blue Downtown-West to Lakefront 21
  51. 51. Team Big BlueThinkBike Toronto – Big blue on bike Think Toronto-> Team Big Blue connects the Waterfront-> Creating a high quality active transport network for Downtown Core Team Blue, 21 September 2010 Steps: 1. Experiencing the area 2. Public Space -> making a network plan 3. Design Ideas 4. Complementary
  52. 52. Team Big BlueObjectives of our exercition (in englutch) Think Toronto - getting Toronto futureproof - connectivity to the waterfront - Street as a route and a destination - promoting an 8-80 safe district - creating a people friendly city (green streets) - shifting the perception of form follows function - a positive political vision And last but not least: providing the perfect biking experience (and there is always more) Getting satisfied customers
  53. 53. Our Main DestinationPedestrian Centric Queen’s Quay PromenadeConnection the Waterfront jewelsWaterfront as destination
  54. 54. Team Big Blue1. Experiencing the place: capturing the vibe city Experiencing the 3D Think Toronto Destination wit panorama h capital D Toron to Ide ntity Accesible: best transit in town ity 24/7 p Activ ulse ace ition f or s p Compet Safety for granted Devel Mixed use, mixed opme nt activity, mixed al Regional and loc NEEDS attraction Confusion, frustration Resid Narrow sidewalks Confusion, frustration entionCro needs al vs visit oke or d faci dema reen litie nd b es t nough g s vs or Not e NY ntial f saying ote pace ople p ate pe g better, uge blic s ‘I h n H pu is doi up…’ g cathin
  55. 55. Team Big BlueDevelopment Blocks Think Toronto Comments: - Many new sites - Unimaginable for a north american city - People love to live here - 1000’s of new bike customers
  56. 56. Team Big Blue Bigtime BARRIERS North-South Connecting Toronto 3/3 3/31/32/3
  57. 57. Team Big BlueBigtime BARRIERS North-South 1/3 : the tracks Connecting Toronto
  58. 58. Team Big BlueBigtime BARRIERS North-South 2/3: the highway Connecting Toronto
  59. 59. Team Big BlueBigtime BARRIERS North-South 3/3: lots car-asphalt on street level Connecting Toronto
  60. 60. Team Big Blue2. Filling the gap: the network plan Connecting Toronto step 1: connecting the dots Waterfront
  61. 61. Team Big Blue 2. Filling the gap: the network plan Connecting Toronto step 2: opportunities to break the log jam 1&21/32/3 Waterfront
  62. 62. Team Big Blue2. Filling the gap: the network plan Connecting Toronto step 3: transit and carroutes
  63. 63. Team Big Blue2. Filling the gap: the network plan Connecting Toronto step 4: defining the main cycle routes (based on logjams)
  64. 64. Team Big Blue2. Filling the gap: the network plan Connecting Toronto step 5: green streets
  65. 65. Team Big Blue2. Filling the gap: the network plan Connecting Toronto Last step: total picture
  66. 66. Team Big Blue3. Design Ideas Nr 1. Connecting TorontoPeter street/Blue Jays way comments: - protected 2-way bikepath - Improved pedestrians experience - central boulevard - trees & parking - 2 lanes: choose
  67. 67. Team Big Blue3. Design Ideas Connecting TorontoSame: Peter street-Blue Jays way
  68. 68. Team Big Blue3. Design Ideas Connecting Torontosame: Peter street-Blue Jays way, reference New Amsterdam
  69. 69. Team Big Blue3. Design Ideas Connecting Torontosame: Peter street-Blue Jays way, Dutch reference
  70. 70. Team Big Blue3. Design Ideas Nr 2. Connecting TorontoGreen street, fi. Wellington comments: - protected 2-way bikepath - small curb - also green street - 3 lanes: choose - green paver
  71. 71. Team Big Blue3. Design Ideas Connecting TorontoGreen street, fi. Wellington
  72. 72. Team Big Blue3. Design Ideas Connecting TorontoGreen street, fi. Wellington
  73. 73. Team Big Blue3. Design Ideas Nr.3 Connecting TorontoGreen street/shared space , fi. Johnsstreet, Phoebe comments: - shared space - Improved environment for street retail & nabourhoud uses - emphasis ped’s-bikes - paving building face to face - tree planting - low car traffic ok
  74. 74. Team Big Blue3. Design Ideas Connecting TorontoSame (look out: Peter’s kickash drawing)Green street/shared space , fi. John street, Phoebe
  75. 75. Team Big Blue3. Design IdeasSame: reference Nijmegen cityGreen street/shared space Connecting Torontofi. John street, Mercer, Nelson
  76. 76. Team Big Blue3. Design Ideas Nr.4 Connecting TorontoSimcoe street (main bikeroute on average carstreet) comments: - 2 m. red asphalt bikelanes - increased public realm - 2 lanes: choose - no parking: 6 m. clear - trees - possibility slight grade chance
  77. 77. Team Big Blue3. Design Ideas Nr.4 Connecting TorontoSimcoe street (main bikeroute on average carstreet)
  78. 78. Team Big Blue3. Design Ideas Nr.4 Connecting TorontoSimcoe street : reference