1. ThinkBike Workshops
A 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. Executive summary
EXECUTIVE SUMMARY
Through a multi-city initiative called “ThinkBike Workshops”, the Royal Dutch
Embassy in Washington, DC has invited Dutch experts of Fietsberaad
International to visit Canadian and US cities to discuss possibilities for increased
bicycle use. Fietsberaad is the Dutch centre of expertise on bicycle policy
disseminating its knowledge and expertise abroad. The ThinkBike workshops
bring together Dutch bike experts, local politicians, planners, advocates,
engineers and business people in each city to plan and discuss how it can
become more bike-friendly by applying aspects of the Dutch approach. Teams
consisting of the Dutch experts and a mix of local experts convene for two days
during which they will survey the cities by bike and discuss in workshop format
how streets, intersections and whole neighborhoods can be improved for optimal
bicycle use. Topics of discussion at the workshops will also include bike safety,
bike commuting, biking to school, bike parking, bikes and public transport, law
enforcement, etc. The workshops consist of a kick-off session, open to the
general public, followed by the workshops behind closed doors and conclude
with a closing session, also open to the public, where the recommendations will
be presented by the teams.
Toronto was the first city to host the bike workshops – they took place on
September 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) were
formed that together with the Dutch experts addressed the following design
assignments:
• 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 policy
applied in the various practical situations in Toronto with possible integration of
Dutch ideas and best practices in the Toronto situation. Furthermore the
philosophy and principles behind the Dutch approach to promote cycling and the
possibilities to implement these elements in Toronto were discussed. A small
2
3. group from both teams also looked into a long term strategy for Toronto
incorporating Dutch methods of marketing and communication.
Important conclusions were:
The three corner stones of the Dutch philosophy towards bicycling can be easily
implemented 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 infrastructure
Other 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 – this
should be supported by an integral transport plan in which bicycle planning
should be an important factor
- Bicycle planning always leads to improvement of the quality of the public
realm and the liveability of neighbourhoods
- BIXI (public bike system) is a very good means to let people get acquainted
with bicycling
- Road categorization (some roads are more dedicated to cars others more to
bikes) gives both bicyclists and cars better facilities
- Identification is important for promoting cycling. Everybody cycles, just
normal 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 for
the car flow
- Make provisions on intersections, like continued coloured bike lanes, levelled,
bike lanes, bike boxes and bicycle traffic lights
Special thanks to both Daniel Egan, manager of the cycle department of the city
Toronto and Christine Bouchard who were instrumental in making the
workshops 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
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4. 5. Appendix B: Composition of the teams
6. Appendix C: The program
7. Appendix D: Media coverage
8. Appendix E: Final presentations
1. Outline and description of the workshops
This is the report resulting from the two days ThinkBike workshop in Toronto on September
20-21 2010. Objectives of the workshop were:
a. An exchange of views on bicycle policy applied in a practical situation (corridor or area) in
Toronto 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 promote
cycling 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 to
bicycle promotion.
Two teams have been working on a design assignment (the teams had different areas two
work on). A small group with some members from both teams have been working on the long
term 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 of
workshops that have been made possible by the Royal Dutch Embassy in Washington.
Fietsberaad International is the Dutch centre to disseminate knowledge and expertise from the
Netherlands about cycling policy abroad.
We are very thankful to the City of Toronto and all people taking part in this workshop for
being the first one to have this workshop and also for the way they organized it. Special
thanks go to Daniel Egan, the manager of the cycle department of Toronto and Christine
Bouchard for the way she organized everything to perfection.
This report includes the following Appendices:
Appendix A: The design assignment of the teams
Appendix B: Composition of the teams
Appendix C: The programme
Appendix D: Media coverage
Appendix E: (Parts of) The final presentations
2. The Dutch approach to promoting cycling
The 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 the
way bicycle policy is integrated in transport policy. The Dutch Design Manual for bicycle
traffic is the world’s leading manual for bicycle infrastructure. For a comprehensive picture of
all aspects of the Dutch approach, visit the website www.fietsberaad.org where you can
access the Design Manual as well as the publication: Cycling in the Netherlands.
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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
infrastructure
With these three goals in mind, designing bicycle infrastructure translates into the following
basic approach:
Road categorization
It is important to designate certain roads to car traffic and discourage bicycle use. The high
intensity of cars makes the perceived safety low. Other roads may be more suitable for bicycle
routes.
When possible: separated bicycle facilities are the best option
This can be achieved by a totally separated bicycle infrastructure, but it can also be realised
by 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, is
that they do not feel safe. There is no protection from the fast-moving car traffic and there is a
great risk of being doored. A better option is to have the bike facility on the right side of the
parked cars, between the parking space and the sidewalk, so that the bicyclist is protected by
the parked car.
When only mixed traffic is possible: take extra measures
Traffic 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 for
cars and not for bikes, allowing bikes to cross and cars not). When on an important bicycle
link 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-called
fietsstraat, a road where cars have to give bikes right-of-way at all times and are not allowed
to pass them.
Make special provisions at intersections
Special 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
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6. Provide coloured pavement and use all kind of signs and infrastructural measurements to
make the bike infrastructure recognizable and of high quality. In addition, parking facilities
for bicycles should be of good quality and should either be guarded or provide possibilities to
safely secure the bikes.
Protect bicycles by law enforcement
The legal system should protect the vulnerable road user. This means that car drivers should
take full responsibility and have full liability when operating a vehicle that can cause danger
and accidents. Car drivers should be aware that bicyclists sometimes make strange
movements especially when children are involved. Furthermore, car drivers should be
educated in driving while sharing the road with bicyclists in order to avoid accidents.
4. Results and observations of the workshop
The concept of the ThinkBike workshops has worked really well. It has proved that is
possible to implement the Dutch philosophy on bike promotion and the Dutch design
principles in practical situations in Toronto. The composition of the teams with Dutch experts
and 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 for
bicycling that may work for Toronto.
General
Toronto 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 in
most other North-American cities cycling is done only by young athletic males, this is not the
case in Toronto. All ages and both genders cycle, except the group of 12-18 years old. So it is
easy for people to identify with somebody who cycles. In principle there are good possibilities
to increase the current share of cycling for all trips from 2% to at least 10%. For American
standards the cycle network in Toronto is extensive and of good quality. However, the
infrastructure essentially only consists of bicycle lanes with no physical separation or
protection for bicyclists from the fast moving car traffic. This makes cycling, especially for
beginning cyclists, uncomfortable; it does not feel safe and is therefore unattractive. There is
also a lack of signing and other provisions at intersections.
There are lots of possibilities though. The grid network gives ample possibilities for road
categorization and from a Dutch point of view there is enough space to provide safe bicycle
routes.
The launch of a public bike scheme (BIXI) enhances the opportunities for more cycling in
Toronto. An expansion of BIXI in other parts of the city than just the downtown area would
create an extra boost for biking.
War on cars
At the time of the workshops bicycling was a hot issue in the Toronto media. In anticipation
of the mayoral elections on October 25, some politicians had declared a “war on cars”. They
6
7. strongly opposed to the fact that car lanes were sacrificed to bike lanes which in their opinion
had an ill effect on the flow of traffic. The Dutch experts and the Toronto team members
concluded 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 the
lowest 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 workshops
The local team members appreciated the more integrated approach of the Dutch by not only
focusing 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 neighbourhood
liveability. Focussing on these last two benefits may enhance the chances of getting a new
bicycle 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 Totonto
For the long-term and marketing strategy workshop, a SWAT-analysis proved to be very
supportive in producing a marketing approach for bicycle promotion as well as for finding
ingredients for a long-term-strategy.
Recommendations for the Toronto approach on bicycling
For the long term strategy two major strengths, two weaknesses, two opportunities and two
threats were identified.
Strengths: People of all ages and genders are cycling in Toronto/there is
a good cycling culture
Weaknesses: Lack of funding and outdated design standards
Opportunities: Launch of BIXI and the fact that all amenities (??) can be found on your
way home – by bike
Threats: - Suburban versus downtown perception of cycling
- Lack of appreciation of planning expertise
Because 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 could
really build on. A film clip like the one used in the Netherlands (This is Amsterdam and this is
my bike – http://www.bakfiets-en-meer.nl/2010/07/08/this-is-amsterdam-and-this-is-my-
bike/would 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
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8. Explanation: In downtown Toronto a lot of new developments are planned: businesses,
shopping, houses. These new developments will surely create more traffic in downtown
Toronto that already is faced with traffic congestion. To avoid continuous traffic jams, the
transport plan should not only include transit options, but also contain solutions for more and
better 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 on
teaching children how to bike. This is key to attain a level where society really can benefit of
all 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 a
GTA bike-transit policy integration should be a part of a new Toronto Bike Plan. What’s
more: Cycling facilities should have a higher quality, should be more enjoyable, so also
beginning cyclists feel safe. Including the essentials of the Dutch bicycle tools and philosophy
mentioned earlier, would be beneficial.
General recommendations from the design teams
The combination of a neighbourhood plan, a street design, a cross section design and a Dutch
reference situation provides a good picture of what the new bicycle situation could be. There
should be more focus on the improvement of the public space and the liveability of the
neighbourhood.
A neighbourhood plan 1
A neighbourhood plan 2
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10. A. Recommendations Blue Team for developing a bikeway network in the downtown
core, linking the city north of Queen Street to the Waterfront Trail
The ThinkBike Team Blue produced a bike friendly network for Downtown west, limited by
Spadina 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 several
streets, turning the quieter streets as well as Wellington Street into “Green Streets”. Complete
street designs were produced for the ‘Safe cycle routes’, with reference pictures of Dutch
situations in order to show how the quality of the street could be improved. The streets chosen
for these safe cycle routes were: Peter St. in the West, Sincoe in the East and Wellington to
create 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 safer
and 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 will
feel more comfortable on these safe bike lanes than they would be pedaling in the heavy
Torontonian traffic. This also represents the two corner stones of the Dutch philosophy
towards cycling which are: “Joy” (people enjoy to cycle) and “Perceived Safety” (people
won’t cycle unless they feel safe).
In order not to sacrifice car capacity, other roads, like Queens, Richmond, Adelaide, Spadina
and 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 bikeways
The 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 reconstructed
in the oncoming years. Special attention was given to make attractive accesses for cyclists to
school zones, using results from the city of Utrecht (the Netherlands) school zones project.
5. The final presentations
The teams presented the results in an exciting final event in El Mocambo.
10
11. The presentations can be found on http://www.toronto.ca/cycling/thinkbike/index.htm.
Parts of the presentation can be found in Appendix D
11
12. ThinkBike Workshops
A 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. Study Area Team Orange: Sherbourne Street Corridor Converting existing bikeways into
physically separated bikeways.
Problem Statement: Explore solutions to convert the existing bicycle lanes along Sherbourne
Street, from Queen’s Quay Boulevard to Elm Avenue, to a design that will provide a physical
separation between bicycle lanes and the car traffic lanes. Explore design options for areas
where other bicycle lanes intersect Sherbourne Street. Intersection designs will take into
account existing on-street facilities, as well as physically separated design options for future
development.
Study Area Team Blue: Developing the Bikeway Network in the Downtown Core
Connecting downtown bikeways, identifying a preferred north-south connection
Problem 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 to
the 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 by
recommending to connect the existing bicycle lanes on Simcoe Street with those on Beverley
Street by clear alignments.
13
14. Deliverables:
• Evaluation of route alignments
• Selection of preferred routes
• Identification of alternative road cross-sections
Background:
• 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. ThinkBike Workshops
A 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. Each team had nine to ten members consisting of two Dutch members and seven local
members. The idea of this ‘mixed’ team idea is to encourage information sharing, relationship
building, holistic problem solving and a spirit of cooperation. The composition of the teams
was 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 to
businesses, urban planning, bicycle advocacy group, etc. The members had in common that
they share a passion for urban life and that they are excited about employing their unique
talents, experience and perspective to come up with a successful plan for increasing bicycling
use in Toronto.
16
17. ThinkBike Workshops
A 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. 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 solutions
Tuesday, 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. ThinkBike Workshops
A 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. Radio
th
Monday morning September 20 at 7.15 : Hans Voerknecht interview on CBC-radio with
Matt Galloway show
http://www.cbc.ca/metromorning/2010/09/think-bicycle.html
This interview reached a lot of listeners in Toronto.
Television
th
On September 20 a team of the French-language CBC joined the bicycle excursion; Hans
Voerknecht had interview with Felix-Brian Corriveau. No links found.
Blogs
http://www.416cyclestyle.com/2010/09/think-bike.html
• I Bike To (ibiketo.ca)
• Cycling Toronto (cyclingtoronto.blogspot.com)
• Biking Toronto (bikintoronto.ca)
amsterdamize.com/2010/09/16/thinkbike/
amsterdamize.com/2010/09/23/make-cyclists-not-war/
amsterdamize.com/2010/.../thinkbike-the-opening-ceremony/
20
21. ThinkBike Workshops
A 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
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. 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. 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. 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. 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. 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. 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. 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)
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
www.toronto.ca/cycling
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
www.toronto.ca/cycling
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
www.toronto.ca/cycling
51. Team Big Blue
ThinkBike 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. Team Big Blue
Objectives 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
54. Team Big Blue
1. 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 ention
Cro 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. Team Big Blue
Development 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. Team Big Blue
Bigtime BARRIERS North-South
Connecting Toronto
3/3
3/3
1/3
2/3
59. Team Big Blue
Bigtime BARRIERS North-South 3/3: lots car-asphalt
on street level
Connecting Toronto
60. Team Big Blue
2. Filling the gap: the network plan
Connecting Toronto
step 1: connecting the dots
Waterfront
61. Team Big Blue
2. Filling the gap: the network plan
Connecting Toronto
step 2: opportunities to
break the log jam 1&2
1/3
2/3
Waterfront
62. Team Big Blue
2. Filling the gap: the network plan
Connecting Toronto
step 3: transit and carroutes
63. Team Big Blue
2. Filling the gap: the network plan
Connecting Toronto
step 4: defining the main cycle routes
(based on logjams)
64. Team Big Blue
2. Filling the gap: the network plan
Connecting Toronto
step 5: green streets
65. Team Big Blue
2. Filling the gap: the network plan
Connecting Toronto
Last step: total picture
66. Team Big Blue
3. Design Ideas Nr 1.
Connecting Toronto
Peter street/Blue Jays way
comments:
- protected 2-way
bikepath
- Improved pedestrians
experience
- central boulevard
- trees & parking
- 2 lanes: choose
67. Team Big Blue
3. Design Ideas
Connecting Toronto
Same: Peter street-Blue Jays way
68. Team Big Blue
3. Design Ideas
Connecting Toronto
same: Peter street-Blue Jays way, reference New Amsterdam
69. Team Big Blue
3. Design Ideas
Connecting Toronto
same: Peter street-Blue Jays way, Dutch reference
70. Team Big Blue
3. Design Ideas Nr 2.
Connecting Toronto
Green street, fi. Wellington
comments:
- protected 2-way
bikepath
- small curb
- also green street
- 3 lanes: choose
- green paver
71. Team Big Blue
3. Design Ideas
Connecting Toronto
Green street, fi. Wellington
72. Team Big Blue
3. Design Ideas
Connecting Toronto
Green street, fi. Wellington
73. Team Big Blue
3. Design Ideas Nr.3
Connecting Toronto
Green 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. Team Big Blue
3. Design Ideas
Connecting Toronto
Same (look out: Peter’s kickash drawing)
Green street/shared space , fi. John street, Phoebe
75. Team Big Blue
3. Design Ideas
Same: reference Nijmegen cityGreen street/shared space Connecting Toronto
fi. John street, Mercer, Nelson
76. Team Big Blue
3. Design Ideas Nr.4
Connecting Toronto
Simcoe 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. Team Big Blue
3. Design Ideas Nr.4
Connecting Toronto
Simcoe street (main bikeroute on average carstreet)
78. Team Big Blue
3. Design Ideas Nr.4
Connecting Toronto
Simcoe street : reference
