Downtown Dundas TMP Going to Public Works Monday

TLC has asked to speak to the Downtown Dundas Transportation Master Plan at the Public Works committee, Monday morning at 10am at the Albion Room of the Hamilton Convention Centre.
The report at issue is found here.

passing lanes

A few of the cyclists leaving the City Council meeting at the Hamilton Convention Centre, after council passed the Shifting Gears Cycling Plan last night. The task remaining is to see that council funds the program at budget time. It will make the difference in seeing this long-overdue plan in place during the next decade, or in forty years. To get active on this issue, please contact tlchamilton@gmail.com and help us make it happen!

shifting gears at council

Gary Yokoyama, the Hamilton Spectator

Cycling plan gets votes, but cash? Not so fast TheSpec.com - Local - Cycling plan gets votes, but cash? No so fast

Nicole Macintyre, The Hamilton Spectator
(Jun 25, 2009)

They came on two wheels, helmets in place, to remind council that not every Hamiltonian wants to drive to work.

About 20 cyclists attended last night's council meeting to encourage the city to approve and fund its new cycling master plan.

Councillors unanimously backed the plan without debate, but referred any funding commitments to the budget process.

It will take $51.5 million to implement the integrated cycling network on city streets, a cost of $2.5 million a year if it was completed over 20 years.

Staff recommended the city only commit $1.25 million a year and focus on urban bike lanes.

The investment, which would be staged over numerous years, would more than quadruple the city's designated bike lanes to 566 kilometres.

However, several councillors have expressed concern about the size of the investment, questioning if the bike lanes would be used enough to justify the cost.

They want to consider the expense in relation to the city's other financial demands.

Randy Kay of Transportation for Liveable Communities Hamilton wants the city to fast-track the plan. The yearly price tag, he argued, is affordable and offers the city a cheap way to improve its image.

"Hamilton is moving in the right direction, keep going. Don't be left behind," he said.

"People want choices in their transportation."

In a letter to council, cyclist Brendan Simons said he's lived in several cities, but finds Hamilton the most "hostile to cyclists."

"No matter which roads I take, I have to contend with cars and trucks whizzing by my elbow at 70 plus kilometres per hour," Simons wrote.

Kay said local cyclists intend to follow the plan to next year's budget process.

"We're hoping this is just the start of a campaign to see this through."

cyclists to city council

Help distribute a leaflet encouraging cyclists to contact their councillors, and to attend the next City Council Meeting where the voting will take place to fund the Shifting Gears Cycling Plan for Hamilton, WEDNESDAY, JUNE 24, at 7PM Hamilton Convention Centre, 1 Summers Lane.

If cyclists attend one city council meeting, this is the one! Come out and bring your friends!

shifting gear to a brighter future

Transportation for Liveable Communities
tlchamilton.org
905-525-9140 ext. 26026
PO Box 19, 1280 Main Street West
Hamilton ON L8S 1C0

Dear Councillors,

How can we make Hamilton a better place to raise a child, address poverty issues, and prove to the rest of the world that Hamilton is interested in attracting bright young professionals?

Continue to support sustainable transportation, specifically at this juncture, the Shifting Gears cycling plan.

If you build it, will they come? Yes, they will.

Today we are constantly reminded that "Young professionals are attracted to diverse, explorable cities that are easily walked and biked, that have lots of green spaces and trails, exciting nightlife, clean air and water and good transit." (American consultant Rebecca Ryan, keynote speaker at the second annual Hamilton Economic Summit on May 6, "Young workers want a city they can love", Hamilton Spectator, April 27, 2009)

Getting the cycling network in place will help attract the "creative class" and will do much to "change Hamilton’s image as a faltering industrial city paralyzed by conflict and indecision....Hamilton must celebrate itself, recreate its sense of pride and stop listening to the naysayers." (Summit hears mega-region on road to prosperity, Hamilton Spectator, May 1, 2008)

In a city where 20% of households lack cars, and 40% of residents say they cycle regularly or occasionally (Hamilton-Wentworth Community Cycling Survey, 1997), investing in cycling provides long term benefit for comparably little cost: the bike racks on city buses are a good example of spending to invest in infrastructure that pays long term dividends, both in practical terms for cyclists, and in enhancing the city's image.

The argument that we can't afford to invest in cycling infrastructure that meets the stated objectives of city policies like Vision 2020, The Transportation Master Plan, Making Hamilton the best place to raise a child, and other long range planning goals does not get us where we say we want to be. Compare the annual operating bill for the 8 km valley parkway: $2.65 million, with the hoped for annual cycling investment of $2.5 million a year. Whereas the highway costs will likely rise over time, cycling infrastructure presents much lower maintenance costs for a city.

With these, and other considerations, such as public health and climate change in mind, Transportation for Liveable Communities encourages city council to fully support implementation of the Shifting Gears Cycling Plan, on a timeline that will allow us and our children to reap the rewards.

Thank you for your consideration,

Transportation for Liveable Communities

calling all cyclists!

CYCLISTS! ACT NOW TO ENSURE HAMILTON’S CYCLING FUTURE!
Contact Your City Councillor

If you cycle, or know someone who does, we need you to let your local politician know that you support an integrated cycling network of bike lanes and paths.

Council will be voting on how much they will fund the Shifting Gears Cycling Plan Wednesday, June 24, 2009!

7pm, Hamilton Convention Centre, 1 Summers Lane

If cyclists attend one city council meeting, this is the one!
Come out and bring your friends!

A full list of councillors, contact info and ward boundaries can be found here:

http://www.myhamilton.ca/myhamilton/CityandGovernment/YourElectedOfficials/CityCouncillors/

The best case scenario: City councillors approve $2.5 million in funding each year , which would see the urban cycling network completed in 10 years and the rural web of bike paths completed in 20 years

AGAINST:
“Councillor Tom Jackson frequently hears from residents who want more recreational trails.
He’s not sure if those same people want to bike to work on city streets. ‘I’m not detecting a huge clamouring for commuter lanes. ’”

Flamborough’s Councillor “Margaret McCarthy is sceptical additional bike lanes would be well used given the escarpment, weather, transit improvements and heavy traffic. ‘It seems to me an unsafe practice, ’ she said. ‘For my money, this wouldn’t go forward. ’”

Terry Whitehead: "Convince me that investing over fifty million dollars on a seasonal activity would be better than making this investment into public transit."

FOR:
Councillor Bob Bratina “If you’ve been to Europe and seen it, you believe it,” he said. “We need to evolve a little more.”

HOW?:
“The key to achieving high levels of cycling appears to be the provision of separate cycling facilities along heavily travelled roads and at intersections, combined with traffic calming of most residential neighbourhoods. Extensive cycling rights of way...are complemented by ample bike parking, full integration with public transport, comprehensive traffic education and training of both cyclists and motorists, and a wide range of promotional events intended to generate enthusiasm and wide public support for cycling.”

– from Making Cycling Irresistible: Lessons from The Netherlands, Denmark and Germany by JOHN PUCHER and RALPH BUEHLER

COMPARE:
Annual Cost of Operating the Red Hill Parkway (8km total): $2.65 million
Annual Cost to Implement the Cycling Plan over 20 years : $2.5 million for a total of 566km of bike lanes

TRANSPORTATION FOR LIVEABLE COMMUNITIES HAMILTON @ tlchamilton.org
A working group of the Ontario Public Interest Research Group (OPIRG) McMaster

Arbour Road multi-use path link

An important link across a highway for cyclists and pedestrians - check it out at www.hamilton.ca/ArbourRoadCrossing.

PUBLIC INFORMATION CENTRE
The following PIC will be held to provide further information and to receive public input:
DATE: Thursday February 5, 2009
TIME: 6:00 – 8:00 p.m.
LOCATION: Michelangelo Banquet Centre, 1555 Upper Ottawa Street, Hamilton

never mind the bollards

May 27, 2008

[Letter sent to city councillors Powers and McHattie, city cycling staff, and public works, also local media]:

Transportation for Liveable Communities (TLC) is a volunteer working group of the Ontario Public Interest Research Group at McMaster University. TLC seeks to improve conditions and infrastructure that supports and actively encourages healthy and sustainable transportation modes, including walking, transit, cycling and car pooling.

Earlier this month, a pedestrian and her dog were hit by a car which made a left-hand turn from Olympic Drive onto the Cootes cycling/pedestrian path. The car traveled nearly 2 kilometers on the path before hitting the pedestrian and her dog.

In light of this incident, and on behalf of TLC, I am writing to request a modest change to the intersection of Cootes and Olympic Drive in Dundas, namely in the intersection of Olympic Drive and the Cootes cycling/pedestrian path.

The intersection in question has no signs or barriers indicating that cars are not permitted on this path. Instead, there is a wide, paved section which leads from the road to the path, which can cause confusion for out-of-town or new-to-town individuals. (The former was the case with the above mentioned driver.) Signs indicating no motorized vehicles are only to be found once a person is actually on the path.

Due to this accident and the confusing opening to the Olympic Drive/Cootes path, TLC would like to request the installation of a soft, break-away style, yellow reflective bollard, at least 150cm tall installed in the centre of the paved section not closer than 100 cm to the edge of the Cootes path and at least 200 cm from the edge of the curb lane of Cootes Drive, along with an appropriate sign indicating no access for motor vehicles.

Thank you in advance for your assistance with this important pedestrian and cycling safety consideration.

Respectfully,

Anita Toth

FRID REPLY

The City of Hamilton response to TLC concerns about transportation issues associated with the McMaster Innovation Park development.

RE: City of Hamilton
Frid Street, Schedule C
Class Environmental Assessment

Dear Mr. Dukas:

On behalf of the City of Hamilton, we would like to thank you for providing comments to PIC #2 for the above-noted study.

During and following PIC #2, the following comments were noted from the public:

• Improve accessibility for pedestrians;
• Consider “Safety First”;
• Provide for designated bicycle lanes;
• Provide landscape/urban design boulevards;
• “Do it right the first time”; and,
• Retain and provide accessibility for Historic Power Plant.

In response to these comments, the City of Hamilton indicated that the preferred design alignment and cross-section for the Frid Street extension be modified to take into consideration comments provided by the public during the Public Consultation process.

For the existing section of Frid Street between Main Street and Chatham Street, the 23m right-of-way (ROW) identified in the Kirkendall Neighbourhood Traffic Management Plan (TMP) remains as this is an existing developed area.

For the new section of Frid Street between Chatham Street and Longwood Road, the City and landowners have agreed that 26m right-of-way be provided to incorporate designated bike lanes, sidewalks on both sides and wider boulevards as requested by the public.

In the Schedule C Environmental Study Report (ESR), the following typical cross-section for the existing section of Frid Street between Main Street and Chatham Street (23m ROW) is as follows:

• 2 wide travel lanes at 4.25m per lane to accommodate a signed bike route;
• 3.5m centre-turn lane providing safe vehicle access/egress to businesses;
• 3.0m boulevard, both sides, allowing snow storage and separation between pedestrian and vehicles;
• 1.5m sidewalks, both sides; and,
• 1.0m available for urban/design landscaping treatment to be determined during detailed design.

For safety purposes, the preferred alignment does not provide for on-street parking.

Pedestrian access/crossing will be provided at intersections.

The following typical cross-section for the new section of Frid Street between Chatham Street and Longwood Road (26m ROW) is as follows:

• 2 travel lanes at 3.5m per lane;
• 3.4m centre-turn lane;
• 1.8m designated bicycle lanes on both sides;
• 1.5m sidewalks on both sides;
• Minimum 3.0m boulevards on both sides; and,
• Curbs and property buffers.

It is noted that the centre-turn lane is provided for safe access/egress to proposed development and in the case of the section between Longwood Road and the McMaster Innovation Park (MIP) access road; back to back left turn storage is provided.

No on-street parking is provided along this section of the Frid Street extension unless it can be aesthetically provided within urban design techniques approved by City of Hamilton staff.

Similar to the northern portion of Frid Street, pedestrian access will be provided at all intersections.

In order to provide protection and access to the Historic Power House, the edge of the road right-of-way is located 4m south of the Historic Power House south wall. This roadway grade at this location will require a retaining wall to be constructed at the edge of the road right-of-way. The retaining wall height provides the opportunity for a pedestrian access from Frid Street to the second storey of the Power House connection to a proposed tourist catwalk system within the Power House.

From the Kirkendall Neighbourhood TMP, this project was identified as the “Frid Street Extension”, in which this project name has been carried forth.

For further detail on the Project Team’s review of the comments provided by you are provided on attached Table 1.

If you have any further questions, please do not hesitate to contact myself at 905-546-2424 Ext. 2732 or lskrypni@hamilton.ca or Jack Thompson, MRC at 905-823-8500 or jthompson@mrc.ca

Yours truly, Lorissa Skrypniak, MCIP, RPP
Public Works Senior Project Manager

cc. Randy Kay, TLC Jack Thompson, Project Manager

bridging community

Transportation for Liveable Communities
A Working Group of the Ontario Public Interest Research Group (OPIRG) McMaster
tlchamilton@gmail.com
905-525-9140 ext. 26026
tlchamilton.org

May 7, 2008

Justin Readman, B.Sc.(Env.)
Project Manager, Environmental Planning
Capital Planning & Implementation
Public Works, City of Hamilton

Dear Mr. Readman

I am writing on behalf of Transportation for Liveable Communities (TLC), a group committed to improving Hamilton's neighbourhoods by promoting healthy and efficient transportation.

TLC would first like to commend the Department of Public Works for continually addressing the need for pedestrian friendly infrastructure. The recently completed Mary St. bridge and the east end escarpment staircase are projects that link streets and neighbourhoods, increasing opportunities for exercise, interaction and efficient transportation. The Transportation Master Plan also identifies obstacles to pedestrian movement and aims to increase walking as a choice mode of transportation through more such infrastructure, particularly over the LINC and QEW. Clearly, the City places a high value on walkability.

Pedestrian bridges over railway tracks not only provide connectivity within a neighbourhood but also a scenic element. The Kirkendall neighbourhood is one of Lower Hamilton's great assets, boasting short, walkable streets, architectural diversity and a railway which did not, until recently, divide the neighbourhood, but rather added its own character.

Having reviewed the first report in the Poulette / Pearl / Ray Pedestrian Bridge Master Plan, we must object to the consultant's recommendations of options to be carried forward.

Firstly, Option B, to allow further deterioration of the structure until removal is necessary, should not be considered. Any decision that could potentially remove this last remaining pedestrian crossing would be counter to the City's objectives. This option should be modified to include replacement of the bridge at whatever time it is deemed unsafe. The elimination of this crossing could also cause great inconvenience to less able-bodied residents of this neighbourhood such as seniors and children who walk to all destinations.

Secondly, TLC objects to the report's dismissal of bridges at Ray and Poulette Streets as redundant. The consultant claims that because of their proximity or 400m to the nearest existing crossing, the resultant increase in travel time of 3 minutes is acceptable. Consider the placement of full roadway bridges at Queen, Locke and Dundurn Streets. Their spacing is 1 km apart, or 1.2 minutes at the speed limit of 50km/h. We do not question the necessity of vehicular crossings at this frequency, but would however raise the point that the cost of pedestrian crossings is a minute fraction of that of vehicular crossings. The recently rebuilt Dundurn St. bridge, for example, cost $2.2M. One pedestrian bridge between Locke and Dundurn Streets, as stated by the consultant's report to the City, would cost one tenth that amount to build.

In 1895 when the TH&B rail line first cut through this neighbourhood, the City of Hamilton Bylaw No. 755 stipulated that bridges must be built at Garth (now Dundurn), Poulette, Locke, Pearl and Ray Streets - that is, every street the railway crossed before it entered the tunnel at Queen St. The transportation needs of this area's residents, primarily pedestrians, were accounted for. Given that Public Works aims to decrease automobile mode share while increasing walking and cycling mode share, it is only logical that our pedestrian infrastructure be at least as extensive as it was 100 years ago.

We trust that the elimination of the Pearl Street Bridge will not be considered by Public Works, and that the re-establishment of pedestrian connectivity throughout Kirkendall and elsewhere will be considered in future plans.

Sincerely,

Jon Dalton, for Transportation for Liveable Communities

transit wheels turning

In the words of Willie P. Bennett (R.I.P.)

Come on train
Can't you see I'm freezing here
Come on train

CATCH News – February 29, 2008

Transit revolution coming from province

Transportation decisions appear to be shifting away from city council to the province. And that will mean more transit, cycling and walking opportunities according to the head of the new transportation authority overseeing the Greater Toronto Hamilton Area (GTHA).

Former mayor of Burlington Rob MacIsaac told this week’s air and climate change conference in Hamilton that major change is required and underway in moving people and goods. MacIsaac now heads Metrolinx, the renamed Greater Toronto Transportation Authority that recently directed $5.5 million to the HSR for more rapid transit in Hamilton.

“We are among the top five most congested city regions on the continent, and it’s getting worse every day,” MacIsaac warned attendees at the city’s Upwind Downwind Conference. “We are on a trajectory that will see us with Los Angeles style congestion in a relatively short period of time, and the worst in North America.”

The current congestion is already costing the GTHA economy an estimated $2 billion a year, as well as imposing unacceptable air pollution, greenhouse gas emissions and stress, he said, suggesting that “land use planning got off the rails” by segregating residences from workplaces to protect people from the pollution of heavy industry.

“The suburbanization by cities has meant that walking and cycling and public transit are a lot less viable as forms of transportation because trips have become longer and they have become more complicated,” MacIsaac argued. “So ironically, what started off as dramatically improving public health, is now having precisely the opposite effect as rates of obesity and diabetes has trended dramatically upward.”

With a 50 percent population increase expected over the next quarter century, and a possible half million more cars accompanying this growth, the province has concluded that transportation planning can’t be left to cities or regional governments.

“We are now one big regional economy from Durham in the east to Hamilton in the west and York in the north,” notes MacIsaac. “Transportation investments being made in the United States are far and away superior to ours.”

He also pointed to Europe which is “light years ahead”, and specifically Madrid which has built more subways in the last decade than Toronto’s entire system. He went on to outline a future transportation system in the Toronto and Hamilton area tied to provincial land use rules, and directed by Metrolinx and including formal Metrolinx jurisdiction over GO Transit.

“When I travel to the Aldershot GO Station in the morning, I should be able to ride my bike there in protected lanes,” he envisioned. “I should have preferred and secure parking for my bike. I should be able to drop off my dry cleaning. A day care might make a lot of sense at a GO station.”

The Metrolinx board has been in place for less than a year and includes Mayor Eisenberger as Hamilton’s representative. It is currently seeking public comments on discussion papers – MacIsaac described seven of them to the conference attendees – which will be followed by “white papers” and then a set of major recommendations to the McGuinty government in June.

Their plans are moving away from road construction and towards more transit and other forms of “active transportation”. MacIsaac predicted the moves will be “difficult and controversial” and asked his audience to lobby councillors and other elected officials to support the changes.

“We need to develop a new transportation system using the principles of sustainability and mobility for those that will follow us,” he declared. “I need you to tell your councillor, your mayor and your MPP, and your MP how important that you think it is. I’m convinced that are few endeavours that we can undertake more worthwhile than changing the paradigm in transportation for our cities.”

CATCH (Citizens at City Hall) updates use transcripts and/or public documents to highlight information about Hamilton civic affairs that is not generally available in the mass media. Detailed reports of City Hall meetings can be reviewed at www.hamiltoncatch.org. You can receive all CATCH free updates by sending an email to info@HamiltonCATCH.org.

slow it for safety

Transportation for Liveable Communities

PO Box 19, 1280 Main Street West
Hamilton ON L8S 1C0
905-525-9140 ext. 26026
tlchamilton.blogspot.com
tlchamilton@gmail.com

Thursday, December 6, 2007

Transportation for Liveable Communities, a sustainable transportation working group of the Ontario Public Interest Research Group at McMaster University, would like to register our grave concern regarding a suggestion by Councillor Powers to raise the speed limit on Cootes Drive to 60km/h from the current 40km/h (Dundas Star News, November 30, 2007) in the vicinity of the pedestrian crossing at Sanders Blvd.

TLC would like to remind all parties that speed has a direct impact on the survival rates in collisions,

i.e. the higher the speed the greater likelihood of death in a collision.

The 40km/h speed limit was introduced to this area as a protective safety measure at a very busy pedestrian crossing, with a large volume of pedestrian traffic originating or having destinations at McMaster University.

TLC awaits the result of the speed study being conducted to evaluate the effectiveness of the speed reduction, however, TLC cannot accept a decision that would allow lack of obedience to the posted limit to result in raising the speed limit. This would be rewarding law-breaking speeders at the expense of traffic safety. If we followed this logic, speed limits everywhere would reflect a dangerous upward curve resulting in higher fatality rates.

To alleviate the effect of velocitization¹ on drivers going from an 80 zone to 60 to 40, we suggest reducing the maximum speed limit on Cootes from 80 to 70, and to ensure compliance, would support the placement a permanent speed camera near the crossing.

TLC has also advocated for enhanced traffic-calming measures, such as lane-narrowing and vertical deflection. If speeding continues to be a problem at the site of the crossing, TLC would like the city to explore the idea of a physically engineered solution rather than relying on signs to accomplish the required speed reduction.

LIGHT

An ongoing issue related to the crossing itself, TLC would like the timing of the pedestrian crossing light reviewed in general, with particular attention to a significant and unnecessary delay, primarily during rush-hours, for the pedestrian crossing to be activated after pushing the button.

TLC also requests a digital count-down display for this crossing, like the one used at Bay Street and King Street for example. Such display has become the standard in many Canadian cities, including Toronto.

Finally, TLC is very disappointed not to have been contacted by any agency to inform us of the existence of the speed study, despite TLC's ongoing and direct involvement in the issues of pedestrian safety at the Cootes crossing, having to instead discover the news via the media. TLC thus requests a print copy of the report for our records, and a commitment to be included in any further discussion on this important pedestrian/cyclist crossing.

For TLC,

Randy Kay

1 the phenomenon that driver's experience when driving at a high rate of speed for extended periods of time and the speed no longer feels as fast when they enter into a zone with a slower posted speed limit (Hamilton Police Service)

never mind TLC (and others) have been pushing for years...

...as long as there is some action!

CATCH News – December 3, 2007

Making Hamilton friendly to pedestrians and cyclists

Public health staff are looking at ways to reduce car use and encourage more walking and cycling as part of an effort to cut high obesity rates in Hamilton. After hearing from Gil Penalosa of Walk and Bike for Life at last week’s Board of Health meeting, councillors agreed to consider ideas that will be developed by Hamilton Partners for Healthy Weights.

Penalosa said the central questions facing the city are “how do we want to live” and “what kind of a city are we going to build” to accommodate the expected growth over the next 25 years. He pointed to Vancouver’s adoption of a “pedestrian first” objective and Portland, Oregon’s “bicycles everywhere” theme.

“We need an attitude of ready fire aim because sometimes we say ready aim, aim, aim and we never fire,” he argued. “The vision has to be bold and ambitious.”

Penalosa had numerous specific suggestions for change, including adopting the Velib bike rental system that has put Paris in world headlines in the last few months. Over 10,000 bicycles have been installed in racks all over the city where they can be accessed with a credit card. Its success has several world capitals considering following suit including London, Rome and Vancouver.

“If you use it for less than half an hour, it’s free,” explained Penalosa, who had just returned from checking out the system. “You pick it up wherever you want and then you return it somewhere else. They have them at most within 300 metres of any place in the city, and in the downtown it’s within 150 metres.”

The system mimics one established earlier in Lyon, a city about the size of Hamilton, and it doesn’t cost the municipal government a cent.

“They allowed 1400 small ads of 4 square metres and in exchange for that the company put in 20,000 bikes,” noted Penalosa. “Any revenue that is generated goes back to the city.”

The staff report accompanying Penalosa’s presentation points to rates of obesity in Hamilton as evidence of a need for more physical activity. Hamilton’s rates are about 20 percent higher than in Ontario as a whole.

“While obesity levels cannot be solely explained by our built environment, we do know that each additional hour spent in a car per day leads to a 6 percent increase in the likelihood of obesity, while each kilometre walked per day translates to a 4.8 percent reduction in the odds of obesity,” says the report.

It goes on to note that over 80 percent of Canadians say they would like to walk more and two-thirds want to more opportunities to cycle.

“However, they feel that the current built environment discourages these forms of travel. A report released by the Ontario College of Family Physicians states ‘evidence clearly shows the people who live in spread-out, car-dependent neighbourhoods are likely to walk less, weigh more and suffer from obesity, high blood pressure and consequent diabetes, cardio-vascular and other diseases, as compared to people who live in more efficient, higher density communities’.”

The staff report stresses the importance of urban planning principles in the promotion of pedestrian-friendly and cycling-friendly cities and reducing obesity. These include mixed land use, higher population densities, grid street patterns, traffic calming measures and “the buffering of sidewalks by landscaping, street furniture, on-street parking, and boulevards” to improve pedestrian safety.

Mayor Eisenberger was enthusiastic about Penalosa’s talk and the staff report.

“I’m really excited about the opportunities for Hamilton,” he declared. “The pedestrian first notion I think is something we can talk about through our strategic planning exercises and we can talk about where we’re going and what kind of city we want to have. And I agree completely that we’ve got great opportunity in Hamilton to build on many of the things that we’re already doing and expand upon them significantly.”

CATCH (Citizens at City Hall) updates use transcripts and/or public documents to highlight information about Hamilton civic affairs that is not generally available in the mass media. Detailed reports of City Hall meetings can be reviewed at www.hamiltoncatch.org. You can receive all CATCH free updates by sending an email to info@HamiltonCATCH.org.

Scoop: CATCH reports "cycling and pedestrian coordinator approved"

The public works committee today approved hiring an alternative transportation coordinator to guide the city’s cycling and pedestrian projects. The move was opposed by Ancaster councillor Lloyd Ferguson who argued that existing bike paths aren’t being used.

Staff recommended the hiring of the coordinator earlier this year, but the proposal was turned down by councillors as an unaffordable additional cost to the city’s operating budget. They also cancelled the annual capital allocation for 2007, something that also took place in 2003.

The city allocates about $300,000 a year for improvements to cycling, but the budget has not been spent because there was no specific staff person assigned to direct such projects. As a result, the cycling account had accumulated $775,000 by the end of last year.

Today’s staff report says the promotion of cycling and walking should reduce air pollution, promote a healthier lifestyle and thus reduce heath care costs, and “create a city which is viewed as liveable, thereby attracting new residents and, businesses, with the attendant positive impact on the economy.” It acknowledged that the cycling program has never had regular staff support.

“Program implementation has primarily been by the previous project director of the Red Hill Valley Project, prior to amalgamation and by the Manager of Traffic Engineering and Operations subsequently, with whatever staff support could be freed up intermittently from other projects,” it notes. “The overall effect of the lack of staffing has been irregular implementation as staff attempt to find time for cycling projects amid competing priorities.”

Today’s proposal was apparently engineered by Brian McHattie and Chad Collins. McHattie had bitterly opposed the budget decisions that turned down the coordinator position in April and cut the capital allocation. Monies for the new coordinator will now come from the capital account and support a temporary two-year position, after which the need for it will be reviewed.

Ferguson didn’t take issue with the creative financing approach, but contended that existing bike lanes aren’t being used.

“We’ve gone and built these bicycle paths all through the city, and Golf Links Road is someplace I travel a lot, and never see a bicycle on it, never,” he declared. “I just wonder whether we shouldn’t be putting our resources somewhere else until it starts to implement and starts to get traction and we start to see more bicycles using the systems that have already been put in place.”

Ferguson cast the only vote against the proposal. The decision still needs to be ratified by the full council on June 27.

Staff say using some of the capital monies to pay the new coordinator will still allow planned projects to proceed on York Boulevard, the North Service Road in Stoney Creek, and the west Hamilton rail trail. Plans include updating of the city’s master cycling plan, and the installation of more bicycle racks. The coordinator is will also work with the city’s new pedestrian sub-committee “to improve the walkability of Hamilton”.

This year’s $300,000 capital budget allocation remains cancelled. It was originally pegged at one per cent of the roads budget, but that has climbed to $42 million this year, not including the Red Hill Expressway, with no increase in the cycling allocation.

The city’s new transportation master plan says a capital budget of $700,000 to $1 million a year will be needed to expand the bike lane system in Hamilton over the next fifteen years.

(From Citizens at City Hall aka CATCH)

Rally Out for the Valley Inn...

Public Information Centre will be held to present the design for the
Valley Inn
Road bridge area.
DATE: May 14, 2007
TIME: 6:00 p.m. to 8:00 p.m.
LOCATION: Admiral Inn, 149 Dundurn Street North, Hamilton

Full information available at the city of hamilton web site

Support a good design for this car-free bridge! See you there...

City Cycling Committee Calls it Quits: protest lack of action

Hamilton Cycling advocates react to lack of action on cycling and the cancelled $300,000 budget line for cycling in 2007 by "suspending operations"- the story, including quotes from TLC, in the local daily on line here

Alt Trans Axe Falls in Hamilton: Make some noise

For Immediate Release
Wednesday, March 28, 2007

Transportation for Liveable Communities PO BOX 19, 1280 Main Street West Hamilton ON L8S 1C0 905-525-9140 ext. 26026 tlchamilton(at)gmail.com

Transportation Advocacy Group says Hamilton is Driving Away Sustainable Transportation Options.
TLC opposes move to pull funding for cycling, walking and transit.

Since our inception in 2000, Transportation for Liveable Communities has been engaged in addressing a dysfunctional traffic system that prefers cars to cycling, walking and transit.

TLC's long awaited hopes for the city to take positive steps to improve infrastructure for alternatives to the private automobile have been devastated by the Committee of the Whole's decision to raise bus fares, drop the modest annual allocation for cycling improvements ($300,000), and to turn down a proposal for an alternative transportation coordinator position.

This is the second time in recent memory that the cycling budget has been dropped because previous year's money was not spent: TLC understands that the lack of spending has more to do with the absence of a staff position than anything else, since there is an obvious and urgent need for spending on a multitude of cycling projects.

In our experience, programs and infrastructure for cycling are continually falling years behind schedule, while frequent changes to city staff for cycling issues make follow through difficult. This situation leaves TLC with the clear realization that there is a strong correlation between the two. Hiring an alt trans coordinator would be the most efficient way to support cycling initiatives in the city.

The Transportation Master Plan, "intended to move the City towards the achievement of the objectives of Vision 2020 and are reflective of the 9 Strategic Directions to guide development decisions...identified as part of the GRIDS process, including Direction #6 - Expand transportation options that encourage travel by foot, bike and transit and enhance efficient inter-regional transportation connections," specifically states the need for a "permanent full-time staff position for Cycling and a permanent full-time position of Transportation Demand Management (TDM) Coordinator," as well as recognizing that "that planned population and employment growth over the next 30 years can be accommodated without the need for major new Escarpment crossings provided that viable alternatives to single occupant vehicles are fostered and developed"

By failing to pay the price in the budget (despite the fact the salary was to come from the annual cycling budget), we can expect more lip service to sustainable transportation when what we need is action.

Council's approach to the HSR: raising fares rather than taxes to support public transportation, hurts the city's potential to escape the jam we're in regarding traffic, air pollution, poverty, and pragmatic economic development in these global warming times. A serious look at area rating is long overdue. Making users pay the majority of the costs is not the answer.

In the big budget picture we're talking about small amounts, but amounts likely to deliver a huge payoff in terms of liveability and sustainability. For less than it costs to resurface a kilometer of four-lane road ($700,000) we could have the cycling budget and a staff position ($300,000) and still have half a million dollars to put toward transit; yet a majority of city councillors don't seem to recognize the value they would get.

By comparison, the City of Toronto has just allocated $3 million for next year's cycling budget.

"It's ironic that they made their decision to cut support for sustainable transportation during a poor air quality alert (March 28, 2007, Downtown Hamilton AQI 53), with pollution largely generated by roads and traffic" notes TLC. "We fail to see any logic in council's votes and we want the issues reconsidered."

These cowboy boots not made for walking...?

Got this from Citizens at City Hall:

"CATCH News – February 19, 2007
Rural cycling and walking trails strenuously opposed by Mitchell

A proposal to use rural hydro corridors as cycling and walking trails was forced off the table today by Glanbrook councillor Dave Mitchell. The move could eliminate up to half of the new multi-use trails called for in the city’s transportation master plan.

“There’s no way I want people riding their bikes or just thinking they can free willy walk across there,” declared Mitchell. “I can’t take my skidoo or ATV on their front lawn and rip the hell out of it, so I don’t want them walking across farmland either.”

The expanded trail network is intended to meet a target in the plan of “increasing the share of daily trips that are made by cycling or walking from the current level of 6% to 15% by 2030” by providing safe routes and promoting active transportation.

The plan presented to public works committee today promises 143 kilometres of new multi-use trails, with over 70 kilometres earmarked for hydro corridors.

But it enraged Mitchell who said he had previously told staff to remove them and had been promised that would happen.

“You cannot dictate to the agricultural community that in 2031 or whenever it is that you’re going to have paths going through the middle of prime agricultural land,” Mitchell declared. “I asked for them to be taken out before. I am led to believe they got put back in by mistake, but they should not go out to the public with them in here because it’s hugely misleading.”

Director of capital works, Gerry Davis, agreed that they were “supposed to be deleted” and promised to ensure that happened before the plan is released for a 30 day public comment period required by the environmental assessment process. However, further questioning by committee chair Margaret McCarthy revealed that the trail proposals have been before the public for several months.

“It’s out there in draft from the public meetings in September,” confirmed Davis.

To fulfill the requirements of the class environmental assessment process, the amended transportation master plan will now be released for a 30-day public comment period.
_______________________________________________________________________________
CATCH (Citizens at City Hall) updates use transcripts and/or public documents to highlight information about Hamilton civic affairs that is not generally available in the mass media. Detailed reports of City Hall meetings can be reviewed at www.hamiltoncatch.org. You can receive all CATCH free updates by sending an email to info@HamiltonCATCH.org.

[end]

NOTE - This is the same councillor who blamed environmentalists for causing damage in Red Hill Valley by walking on trails - while he supported the building of the red hill creek expressway.
-r

A tale of two cities?

Hi Randy,

Yes, there will be a bike lane through the underpass.

Rick

-----Original Message-----
From: randy opirg [mailto:randy@opirg.org]
Sent: Thursday, December 21, 2006 10:12 AM
To: Craven, Rick
Cc: D'Amelio, Carol; Dennison, Jack; Fitzpatrick, Rosemary; Jackson, Cam; Taylor, John; Thoem, Peter; Rudy, Jo-Anne; g-tlc@mcmaster.ca
Subject: King Road

Dear Rick,

When work proceeds for the rail underpass on King Road, are there plans to include a safe cycling passage? I have used that route before to get between the North Service Road bicycle lanes and the bicycle route on Plains (and the excellent bike lanes on King Road south of there). King Road would make a great connecting link for cyclists on what is now a fairly dangerous stretch. Bicycle lanes would be a welcome enhancement.

I encourage Burlington to continue the good work you have embarked upon supporting sustainable transportation.

Any news about plans for a safe cycling link along King Road would be much appreciated,

Thanks for your time,

Randy Kay

cc council

city cycling committee

transportation for liveable communities

Why does it seem to be so much easier to get cycling infrastructure in Burlington, compared to Hamilton? NOTE: Rick Craven is the ward councillor in Burlington, Ontario.

Governor's Reply

From: Powers, Russ < russ.powers@hamilton.ca>
Date: Dec 18, 2006 1:08 PM
Subject: RE: School Zone Safety on Governors Road
To: TLC <tlchamilton@gmail.com>

Your issues are noted and will be considered as the process moves forward.

- - - -

(read TLC's Letter to Councillor Powers)