Wednesday, April 5, 2017

#EastHarbour Public Consultation to begin 2nd Quarter 2017


By Michael Holloway
Ward 30 Bikes,
First Gulf Public Consultation participant,
Port Lands Acceleration Initiative S.A.C.

Ward 30 Bikes has been involved in First Gulf's more than two years long Unilever lands (now branded EastHarbour) stakeholder consultation process. 

Looking west of Booth to the Core - Image: FirstGulf/EastHarbour - http://firstgulf.com/portfolio/east-harbour/
This is the beginning of a development arc that will begin to change the southern environs of Ward 30 markedly - starting perhaps next year and continuing for the next thirty years (and beyond that in the east Port Lands near Leslie Street). 

Ward 30 Bikes has advocated for high quality separated cycling connections north-south and east-west as well as inside the precinct.

First Gulf sees Public Transit as key to the success of the development, as a road network can't possibly support the intensity visioned. Like the downtown core most people will arrive here (and get around here) mainly by public transit, bike or walk.

Toronto City Council approved the recommendations passed in the Feb 23, 2017 video below at their meeting about a month later. (Toronto City Council - March 28, 2017 - PG18.6 | http://app.toronto.ca/tmmis/viewAgendaItemHistory.do?item=2017.PG18.6).

In the video below First Gulf presents it's vision for the 60 acre parcel of land east of the Don River mouth at Lake Shore Boulevard - to the Planning and Growth Management Committee of Toronto City Council.

Toronto City Council Planning and Growth Management Committee,
February 23, 2017 Item PG18.6 - Unilever Precinct Planning Study - Status Update - 21 Don Valley Parkway and 30 Booth Avenue - Zoning Amendment and Subdivision Applications - Preliminary Report.

(Video is coded to start at the item in question)


Residential construction north of East Harbour (StreetCar's massive Queen/Broadview development) and south (in the Port Lands - first at 'Villiers Island') will create a live-work City Centre that is sustainable and will (hopefully) be a model of modern City Building - with separated cycling infrastructure and with state-of-the-art intersection treatments (Complete Intersections1).

Unfortunately due to City Councils backward decision to rebuild the Gardiner Expressway (with subsequently revealed prodding from FirstGulf) there will likely be Gardiner Expressway to Don Valley Parkway ramps blighting westerly views from the site. Not to mention all the challenges which they will create for east-west people movement as well as the spoiling of the Lower Don Valley lands there for another generation.

The still unsolved flooding issues north of the Rail Berm (and around the back and into the East Harbour precinct via the Eastern Avenue underpass and a new Broadview underpass) is an opportunity to advocate to get the Don River out of the canal walls that it's in from Gerrard south to the rail berm.

Perhaps a naturalized flood plain (along with the planned widened Rail Bridge and a Naturalized Don River Mouth) could handle the 100+ year storm crest there?

Perhaps put the DVP on pontoons - float the highway?! ;)

Or ... narrow it to the width of Bayview?

---


1 Complete Intersection Video:
Protected Intersections For Bicyclists

Protected Intersections For Bicyclists from Nick Falbo on Vimeo.



mh

Tuesday, March 7, 2017

Dundas Bike Lane Snow Clearing - Is it happening?


Do the Dundas Bike Lanes have enough daily traffic to make them a Priority Snow Clearing Route? Are they being cleared of snow and ice in a timely manner this winter?

By Michael Holloway
Ward 30 Bikes' Outreach Coordinator


In Fall 2014 City Council passed a motion that created a network of priority bike lanes that would be cleared and salted during the winter months. That network included bike lanes that had a minimum of 2,000 trips per day; and didn't include any bike lanes east of the Don River - so Ward 30 Bikes squawked, 'west downtown ethnocentrism!' - and Councillor Paula Fletcher asked Transportation if the Dundas Lanes could be added to the priority network.

In July 2016 Transportation conducted a air hose count on the Dundas Bike Lanes just west of Carlaw Avenue.

Ward 30 Bikes is considering buying camera equipment this year to do bicycle counts in Ward 30 ... so I needed to check out if in fact we still needed to do bike counts on our own - (my 2014 article on the dearth of City of Toronto cycling count data can be found here) - or if perhaps the City was now doing comprehensive bike counts.

Today I downloaded everything they have up at City of Toronto -> Open Data -> Bicycle Counts - and no - the City still doesn't have a temporal, network sensitive data collection program in place like they do for cars (to the Nth!).

But the July 19-25, 2016 Dundas Bike Lane count file was up!


By the conditions stipulated at the City web page about this 1 - the data shows that the Dundas Bike Lanes - with well above the minimum 2,000 riders per day - are a Priority Network Bicycle Lane Snow Clearing candidate.

Is it happening this year?


We lost track of whether or not Transportation added the Dundas Bike Lanes to the Priority Network - did they just go ahead and do it after they saw the numbers? Or s the network just for downtown - west of the Don River?

We'll write a letter to Paula Fletcher after our next monthly meeting asking the question - but for now perhaps riders can tell us what's actually happening.
  • Did you ride Dundas on the snow days listed below?
  • What was the condition of the Dundas Bike Lane on your AM commute?
  • Was it clear by the time of your PM commute?

Snowfalls so far this winter (>2cm): 

2016
Sunday    Dec 11, 2016  24h Snow  13.8cm
Thursday  Dec 15, 2016  24h Snow   4.0cm
Friday    Dec 16, 2016  24h Snow   3.0cm
Saturday  Dec 17, 2016  24h Snow   6.0cm

2017
Tuesday   Jan 10, 2017  24h Snow   7.2cm
Friday    Feb 10, 2017  24h Snow   3.8cm
Sunday    Feb 12, 2017  24h Snow  15.6cm

[Data: The Weather Network | Ontario Monthly Calendar | https://www.theweathernetwork.com/ca/monthly/ontario/toronto]



1 City of Toronto | Cycling Snow Routes | http://www1.toronto.ca/wps/portal/contentonly?vgnextoid=de68ab4335211510VgnVCM10000071d60f89RCRD&vgnextchannel=1a63970aa08c1410VgnVCM10000071d60f89RCRD

Ward 30 Bikes' "Bicycle Counts" label | http://ward30bikes.blogspot.ca/search/label/Bicycle%20Counts

City of Toronto | Open Data | Bicycle Counts http://www1.toronto.ca/wps/portal/contentonly?vgnextoid=968186a1f09d6410VgnVCM10000071d60f89RCRD&vgnextchannel=1a66e03bb8d1e310VgnVCM10000071d60f89RCRD



mh

Sunday, March 5, 2017

GreenspirationTO's 'Remembering Tooker 13 years on'

Republished with permission, from the March 3, 2017 GreenspirationTO email list post by Angela Biscoff. Join the GreenspirationTO email list here.
-mh


Remembering Tooker 13 years on


March 3, 2017
By Angela Bischoff


Tooker Gomberg (photo: Angela Bischoff)
To my friends and allies, far and near,

Many of you knew Tooker Gomberg. If you did, I know you miss him. It’s still unimaginable that we lost him 13 years ago today – our dear friend, comrade, mentor. And the earth lost a skilled warrior.

I often ask myself “What would Tooker do?” I imagine he would be taking on the many crises we’re facing today with fierce courage and creative brilliance, like he always did, always sacrificing. No one could fill his shoes.

Don’t you wish he was around to see the fruits of his labour? Bike lanes, recycling, composting, green energy, conservation, green buildings – so much progress has been made in the last 13 years that would make him smile.

In Tooker’s honor, I’ll share with you some links. Enjoy.

· Listen to the song written by Mike Ford after Tooker’s passing: Tooker, Le Monde à Bicyclette (click the black bar to the left of 00:00)
· Read Tooker’s Letter to An Activist. He wrote it during his first depression (of 2). It contains lessons for us all, and reminds us how vulnerable we all are, and how to take care of ourselves and each other.
· Tooker was a prolific environmental writer. Browse his articles from all around the world.
· View a slide show of him.
· Watch the trailer (4:52 min.) for Playing with Democracy, a video documentary of the Gomberg for Mayor campaign in Toronto, 2000 (he came 2nd to the incumbent!).
· Read the tabloid I wrote following his death. It’s called Depression Expression – raising questions about antidepressants. Tooker suffered from depression but was not suicidal until after beginning his antidepressant. Rather than take him off the drug, his doctor doubled the dosage, again and again. Just 4 weeks into drug therapy – suffering with akathesia, or agitation, a recognized side effect of antidepressant drugs – he took his own life. Many suffer with similar adverse effects – know the risks.
· Read the heart breaking eulogies to this beloved man.

Aside from being a great activist and writer, did you know Tooker was a harmonica player, a juggler and puppeteer, educator, film maker and photographer?

Here’s a story I love. Once on a road trip, the moving van we were driving sported a large military advert on the side. Tooker bought some water based paint and began painting a large peace sign over the ad. The cops came thinking he was a vandal. Tooker defended his action (in French!), the cop watched him paint, and then left the scene. Tooker had convinced the cop that he was doing the right thing.

Do you have a Tooker story that you would share with me?

Peace to you, and RIP Tooker…
-angela


[reprinted from a greenspirationto-l(at)list.web.ca post of March 3, 2017]



Michael Holloway
Outreach Coordinator,
Ward 30 Bikes

Tuesday, February 28, 2017

Public Works Report Outlines Better Cycling Infrastructure Protocols During Construction


2017PWIC19.4 (February 28, 2017) - Review of Temporary Conditions for Cyclists and Improvements to Safety (http://app.toronto.ca/tmmis/viewAgendaItemHistory.do?item=2017.PW19.4)

UPDATE! Video embed of PWIC 2017.PW19.4 (click to bottom of page)

By Michael Holloway
Ward 30 Bikes Outreach Coordinator
TTC Leslie Barns Construction Liaison Group

Through the Leslie Barns Streetcar Maintenance Facility track extension street reconstruction on Leslie Street between Queen Street and Commissioners Street (2013 - Ongoing), Ward 30 Bikes advocated 1 for a better level of safety of cyclists and pedestrians in the construction zone; and for high quality detouring of designated bicycle infrastructure through the construction zone.

One of the results of our 3+ years of advocacy (plus blowback from Toronto cyclists community during the Queen's Quay reconstruction and others) was the adoption at the Public Works and Infrastructure Committee (PWIC) of a motion which requested that Transportation Division review protocols for temporary bicycle infrastructure closures (PW5.10 - May 28, 2015 2) - which directed the General Manager, Transportation Services, to liaise with the General Manager, Economic Development, and the Executive Director, Engineering and Construction Services to develop "a protocol to better address cycling infrastructure during road construction, road closures and bike lane closures, including the requirement to install temporary cycling infrastructure and/or cycling detour routes when bike lane closures are required" ... and report back to PWIC.

That report 3 will go before PWIC today, Tuesday, February 28th.


How the Leslie St Reconstruction Impacted Cycling Routes


2014-02-14 Looking west from the NE corner of Leslie/LSB
The long period of construction on Leslie Street forced cyclists to use the FreshCo and Loblaws parking lots to access to the Lower Don Recreation Trail (LDRT), aka - East Lake Shore Trail, one of the busiest cycling routes for bicycle commuters travelling between downtown, east Toronto and Scarborough. The construction also often closed the LDRT across Leslie forcing cyclists to detour through three signaled crossings (east, south and west); and at times narrowed the crossing to 1.5 m wide, forcing cyclists to dismount and walk with pedestrian traffic across Leslie.


The construction also impacted north-south recreational egress into and out of Ward 30 for recreational use. Leslie Street is the only roadway that connects north and south to the lake front and the Martin Goodman Trail (Cherry Street also connects - but it originates well west of the ward in Ward 28 and features an extremely inaccessible route due to its alignment through the winding Cherry/LSB intersection).

TTC Leslie Barns May 2014 configuration
W30B 2017 markup
The Martin Goodman Trail was difficult to get to - often construction hoarding funneled pedestrians and cyclists into a 1.5 m wide passage (that at one point in the configuration had northbound MGT cyclists popping out onto LSB 26 metres east of Leslie into fast moving northbound Leslie to LSB eastbound traffic. (In the spring of 2014 Ward 30 Bikes successfully pushed TTC and Pomerleau to assign a flag person to stop turning traffic for the MGT's Leslie St pedestrian/cyclist crossing).

The construction also impacted the Eastern Avenue Bike Lanes between Rushbrooke Ave. and Leslie - effecting cyclist progress north-south from the end of the Eastern Ave Bike Lanes as well as cycle traffic east of Leslie.


An Overview of the PWIC Report


The Review of Temporary Conditions for Cyclists and Improvements to Safety report basically points out that all the laws and policies - which apply to all vehicles - were simply not being applied when it came to the bicycle mode.

The key recommendation that will make us safer, I believe, is a change to the street closure permitting process:

Under, "Existing City Processes for Temporary Work Zones for Construction and Filming" the report recommends that in the future, drawings detailing detour routes and lane narrowing through construction zones include any designated cycling infrastructure that is present.

From the report:
"Construction

Related Permits For construction related permits, the applicant applies to Transportation Services for a permit for the intended construction related to the delivery of City road works projects, utility works or private developments including some or all of the following:
  • Site plan drawings
  • If closures are required as part of the project, a detailed letter must be provided with the application that addresses how the public right of way will be used and a proposed work schedule must be provided for the duration of the closure.
  • Specifications of these plans need to include all physical details of the site, including: trees, utility poles, sidewalks, parking meters, street vendor locations and street furniture.
The existing guidance does not highlight the need to indicate bicycle lanes, cycle tracks or bike parking."

Recommendation:
"Details of existing cycling facilities as part of site plan submission - this will aid in the review of impacts to cycling facilities during the intended construction. Closures that impact streets with designated cycling facilities will include specifics of how cyclists would travel during the proposed closure."


Also from the report, under "Toronto Municipal Code Guidance" - include cycling infrastructure routing changes in the Road Disruption Activity Reporting System (hither-to only applied to motor vehicles):
"Public Information about Planned Closures

"The Road Disruption Activity Reporting System (RoDARS) informs the public of planned roadway closures throughout the city. RoDARS Notification Forms are submitted by applicants following the acquisition of a Street Closure Permit and temporary road closures are approved by the appropriate City staff. Roadway restrictions and specific considerations are included in the application. However, information on bicycle lane/cycle track closures and impacts on these facilities are not identified.

"Pre-construction or construction notices are generated for Major Capital Works in the City of Toronto and are another useful tool to provide information about temporary roadway conditions to the public. For these works, on-site signage may be a requirement of the work zone in order to provide all road users with advanced information on conditions of the road ahead and any requirements for detour."

Recommendation:
"Inclusion in RoDARS Communication - this will help to inform cyclists and appropriate City staff of any planned bicycle lane closures or disruptions and support messaging to the public to communicate about these closures."



Guiding Principles for Cycling Safety in Work Zones


In "Review of Temporary Conditions for Cyclists and Improvements to Safety" 3;
In "Appendix A" 4;
Under section ‘3.’ “Consider Temporary Options for Bicycle Lane/Cycle Track in Work Zones";
Beside letter ‘c.’ (page 4) “Close the Bicycle Lane, Use Temporary Markings to Highlight Cycling Path of Travel in a Shared Lane";

Four bullet points mark the Manager of Tansportation Services' recommendations:




c. Close the Bicycle Lane, Use Temporary Markings to Highlight Cycling Path of Travel in a Shared Lane
• In shared traffic lanes which are less than 3.3 metres in width, shared use lane pavement marking "sharrows" may be installed
at the middle of the traffic lane to provide a message that the lane is shared for limited periods.
• Shared use lane pavement markings should not be used on streets with posted speeds greater than 50km/h.
• Consider reducing posted speed on roadway to <40 km/h if only a shared use lane can be provided. City of Toronto and other municipalities have delegated authority under OTM to reduce speed limits through work zones.

I proposed one change to the recommendations: I propose PWIC amend the fourth bullet point - YELLOW HIGHLIGHT - replace "<40 km/h" with "30 km/h".

Rationale for this proposed amendment:

As the report notes, cyclists generally travel at about 20 km/h, therefore in a shared road condition - and especially one where the cycle lane is being temporarily discontinued and cyclists are required to merge with motor vehicle traffic in a shared lane - a posted speed of 30 km/h will create a relatively safe condition and good traffic flow for all modes; is a reasonable policy in the dense urban core (Toronto & East York); is within OTM Book 7 speed reduction guidelines 5; and conforms to Vision Zero recommendations 6.

As we know from the Vision Zero research, a person hit by a vehicle going 20 km/h has a MUCH better chance of surviving the collision than a person hit by a vehicle at say, the report's recommended, "<40 km/h" - not to mention the reduced likelihood of a collision happening at all, if the speed limit through construction zones on Major Arterials and Collectors in Toronto's dense urban core were a standard, 30 km/h.


Chart Image: Pedestrian Death Risk and Vehicle Speed | https://raisethehammer.org/static/images/chart_pedestrian_death_risk_and_vehicle_speed_world_resources_institute.jpg


Graphic from NYC Vision Zero indicates survivability rates at different speeds:

Image from TheUrbanist | ICYMI: New York City Implements ‘Vision Zero’ | https://www.theurbanist.org/2014/11/11/icymi-new-york-city-implements-vision-zero/


Added to this is the benefit to the City over the long term in lower road maintenance cost if the liabilities that construction companies face while doing City of Toronto contracts are lower due to a marked decrease of on-the-job injury and death from worker/private motor vehicle collisions. Worker injury due to through-traffic is a major concern for the Province of Ontario and the Road Construction Industry 7.


Michael Holloway
Ward 30 Bikes Outreach Coordinator
TTC Leslie Barns Construction Liaison Group


---

Footnotes


1 TTC Leslie Barns Construction Liaison Group | http://www.ttc.ca/About_the_TTC/Projects/Leslie_Barns/Construction_Liaison_Groups.jsp
Ward 30 Bikes' label, LeslieBarns (all Leslie reconstruction advocacy posts 2013 - 2017) | https://ward30bikes.blogspot.ca/search/label/LeslieBarns

2 May 6, 2015 letter to PWIC from Councillor Joe Cressy, Councillor Mike Layton, and Councillor Mary-Margaret McMahon on Ensuring Safety for Cyclists During Construction and Closures (http://www.toronto.ca/legdocs/mmis/2015/pw/bgrd/backgroundfile-80116.pdf) -which was considered at PWIC on May 28, 2015 PW5.10 - Ensuring Safety for Cyclists During Construction and Closures | http://app.toronto.ca/tmmis/viewAgendaItemHistory.do?item=2015.PW5.10

3 General Manager, Transportation Services, February 13, 2017 - Review of Temporary Conditions for Cyclists and Improvements to Safety | http://www.toronto.ca/legdocs/mmis/2017/pw/bgrd/backgroundfile-101365.pdf

4 Appendix A - Guiding Principles for Cylcing Safety in Work Zones | http://www.toronto.ca/legdocs/mmis/2017/pw/bgrd/backgroundfile-101366.pdf

5 OTM Book 7 - Temporary Conditions, section 2.6, (page 48) | http://www.bv.transports.gouv.qc.ca/per/0980389/08_Book_7.pdf

6 World Resource Institute | Ross Center for Sustainable Cities | Cities Safer by Design - July 2015 (page 20 of 104) | http://www.wri.org/sites/default/files/CitiesSaferByDesign_final.pdf (source via Raise the Hammer - April 18, 2016 | Why Vision Zero Calls for a 30 km/h Speed Limit | https://raisethehammer.org/article/2919/?view=flat)

7 In 2012 Ontario Ministry of Labour conducted inspection blitzes at road construction sites to try and mitigate what the Ministry saw as an alarming trend in the increase in worker / private motor vehicle collisions at road-based construction sites (below, see quote from page 1, paragraph 3 - MOL Blitz Results 2012*):

Traffic control

In June, the MOL conducted an inspection blitz on the dangers of working around vehicles and large pieces of mobile equipment at construction sites, including roadwork projects. During this period, 944 orders were issued, 56 of which were stop-work orders. The orders were based on 573 field visits by inspectors. The orders issued most often were for
  • lack of protective headgear
  • failure to develop and use a traffic protection plan
  • failure to ensure workers and employer complied with the Occupational Health and Safety Act and regulations

The MOL chose this issue for its blitz because there had been so many injuries and fatalities in this kind of work. Between 2009 and 2011, four workers were killed or injured on construction sites and roadwork projects and fifteen workers were seriously injured.

* MOL Blitz Results 2012 | https://www.ihsa.ca/pdfs/magazine/volume_13_Issue_1/MOL_Blitz_Results_2012.pdf


UPDATE:
Video embed of PWIC 2017.PW19.4

The video is set to start at 1:49:45 when Councillor Janet Davis asks staff about Ward 30 Bikes' proposed amendment to reduce the speed in a shared roadway condition to 30 km/h; report author, Jacquelyn Hayward Gulati, Manager, Cycling Infrastructure & Programs - Transportation Services responds. (Click to 1:39:13 for the beginning of item PW19.4)





mh

Tuesday, February 14, 2017

Tommy Thompson Park Entrance Pavilion - stakeholder meeting 2

[Written in Facebook1 and posted here with link added]

2nd Tommy Thompson Park, Entrance Pavilion stakeholder meeting Presentation PDF came in email this morning.

So everyone has a better idea of what is proposed at this point, I publish three slides from the presentation.
  1. Pedestrian & Bicycle Circulation.
  2. Bus / Shuttle circulation.
  3. Layout Strategy (noting the 'Tabletop' outline)

Image 1
Pedestrian & Bicycle Circulation

Image 2
Bus / Shuttle circulation

Image 3
Layout Strategy


Public motor vehicle circulation happens only on the entrance driveway (left side of the image south off Unwin) and in the parking lot area ... NOT on the Spur Road's 'Tabletop' (a ~20cm raised platform that defines a relaxed pedestrian dominated zone).

In this cycling advocate's opinion, the numbers of Bicycle Parking spots are way too few - not only as compared with excessive number of parking spots for cars (110) - but also as it relates to the reality of a Park in the midst of a dense urban built form that requires by it's nature, a sustainable, active lifestyle.

Again in this cycling advocate's opinion, the placement of the Bike Parking is sure to make both facilities VERY INSECURE:
  • Bicycle Parking south of the Pavilion is hidden behind the structure and is down off the Tabletop - so likely invisible from Unwin/Leslie;
  • The other Bike Parking area is at the southern most extent of the precinct - as far from Leslie/Unwin as is possible in this site plan - and is also down off the raised welcome area - so hidden by distance, and topography.

As well, the proposed Bicycle Parking is away from potential Police patrol routes on Unwin and Leslie; they are Unlit, and, Uncovered.

The sense one gets from this document is that the major users of the park - by a vast amount (80% cyclists vs 20% all other visitors) are an after-thought; and embarrassment, an irritation. To put into marketing speak: the Cycling Culture will hurt the Park's 'brand'.

All these small elemental 'Disses' add up to the exact opposite effect that industry best practice and City of Toronto environmental, transportation and planning policy try to achieve towards modern sustainable city-building.

Despite how crappy it makes me feel, I will continue playing the annoying irritant that you can't scratch - at Stakeholder Meeting 3 - coming up shortly.

Michael Holloway,
Tommy Thompson Park User Group,
Cycling Representative
2011-2017


1  Facebook @ Ward 30 Bikes Page, by Michael Holloway, Feb 9, 2017 | https://www.facebook.com/ward30bikes/posts/1218903768223555

Images are from DTAH's Presentation at the Tommy Thompson Park Entrance Pavilion stakeholder meeting 2, Wednesday, February 8, 2017, Metro Hall, Room 302




mh