By Andrea Bodkin, HC Link Coordinator
Vision Zero involves planning, designing and building roads and infrastructure to increase safety and reduce fatal accidents. Vision Zero believes that safety aspects must be built into the system and included when planning new infrastructure projects. The ultimate goal is to build roads and infrastructure that meet capacity and environmental challenges without compromising traffic safety.
In 2008, Montreal set a goal of reducing serious accidents by 40 per cent over 10 years. Between 2003 and 2015, the island of Montreal has seen the number of accidents causing injury or death drop by 26 per cent, to 5,203 accidents. In roughly the same period, the population has grown by four per cent, the number of cars by 12.5 per cent, and the number of people who cycle regularly has doubled, rising to 116,000 a day. Montreal’s Vision Zero plan pledges to:
- expand photo radar speeding sectors to eight from the current five
- reduce speed limits on certain main streets to 40 kilometres per hour
- reduce limits on local roads to 30 km/h (where boroughs accept the change)
- update traffic lights
- further improve security measures at 57 of the city’s underpasses, in some cases by adding cycling lanes
- mandate city standing committees to study the idea of prohibiting trucks of a certain size from driving in heavily populated areas, or limiting the hours when they can make deliveries
- look into having reserved bus-taxi lanes that can also accommodate bicycles, which is presently illegal under the highway code in most cases
- increase the number of bike boxes, putting cyclists ahead of vehicles at intersections; installing priority lights for cyclists; adding cycle lanes and boosting knowledge of the dangers of dooring.
What happens however, on existing streets, where these changes have yet to take affect? As a full-time cycle commuter in a large and busy city, I know what it’s like to bike in an environment that’s not built to keep me safe. At times like these, vulnerable road users take matters into their own hands to try to make the environment safer.
One of my favourite examples of this is Warren Huska, who Toronto cyclists have dubbed “Noodle Man” after media attention in Toronto and internationally. A year and a half ago Ontario introduced Bill 31, which requires drivers to keep at least 1 metre between the motor vehicle and the bicycle when passing cyclists on Ontario roads, where possible. Despite a $110 set fine and two demerit points, few motorists are following the law. Warren took the law into his own hands by attaching a pool noodle to the back of his bike, a visual representation of the 1 meterpassing law. Effectively, Warren makes his own bike lane where there is no bike lane, resulting in motorists giving him the space the law requires. Warren’s desperate move has hit a nerve, as the 1 million + hits to the Toronto Star video showing Warren’s noodle hack attests. Warren hopes that his pool noodle will keep the conversation about cycling safety going and influence the thinking of motorists. Colin Browne, a spokesman for the Washington Area Bicyclist Association, quoted in a Washington Post article about Warren, says “it’s frustrating that we’re relying on hacks from cyclists when really it’s a driver behavior problem,” Browne said. “The law (in Washington) says to pass beyond three feet. You shouldn’t have to attach a pool noodle to the back of your bike to make people do that.”
Photo from the Toronto Star Toronto Star
This is where initiatives like Vision Zero should come in. If the built environment makes the safe choice the only choice, wouldn’t this increase the chances of everyone using roads safely? While Colin Brown applauds Huska’s homespun approach, he said cyclists really need more bike lanes and off-road trails, more physical buffers between them and cars, and better police enforcement of safe-passing laws.
I consulted my fellow cyclists to find out how they try to be safe when the built environment doesn’t support safe cycling.
Many of them shared stories of being passed to closely by car drivers and lack of enforcement – or even awareness- of Bill 31 by police officers. Jess Spieker shared her terrifying story of being T-boned by a car driver at an intersection in an area that has no bicycle infrastructure. In addition to safer infrastructure, Jess is calling for a Vulnerable User Road Law which would have car drivers sentenced appropriately.
Chloé Rose bikes through parks even though there are perfectly good (if more dangerous) roads beside said parks, or adding kilometers to her route because it's safer than going straight along an arterial road. Not only does this add time onto cycling journeys, this also directly impacts businesses located on main arterials who lose out on having cyclists as a customers. Other cyclists take advantage of flex hours, changing the times of day where they travel in order to avoid high traffic times.
Another unfortunate side effect of lack of safe infrastructure is that cyclists resort to “illegal” measures such as riding on the sidewalk or riding the wrong way down one way side streets (salmoning) because it feels safer. Says Toronto cyclist Gerry Brown “my belief in the ability of Vision Zero to reduce road injuries and deaths is because of its focus on design changes that will make people do that. I have very little faith in our ability to change behaviour with education and PR campaigns, but with sound and proven design changes we can make everyone safer.”
HC Link’s blog series on Vision Zero
Looking to learn more about Vision Zero?
Sweden’s Vision Zero Website http://www.visionzeroinitiative.com/
Parachute’s Vision Zero Website http://www.parachutecanada.org/visionzero
Montreal’s Vision Zero Plan https://mairedemontreal.ca/en/vision-zero-commitment-pedestrian-and-cyclist-safety