Filling a Local Transportation Gap:
Planning for a Cycling Future at
York University
York University
March 10, 2014
Authors and Contact Information
Darnel Harris, Scott Hays, Bing Poon, Tye Shutty
Cycle York
Email: cycling@yorku.ca
Tel: 1 416 736 2100 Ext. 33631
York University
347 York Lanes
4700 Keele St.
Toronto, Ontario Canada M3J 1P3
Photos on front cover can be found under References #55-59
Filling a Local Transportation Gap
Acknowledgements
The creation of Filling a Local Transportation Gap at Cycle York involved contributions from a number of individuals throughout the process.
The authors are thankful for the support of Nicole Arsenault and Helen Psathas of Campus Services & Business Operations (CSBO) without which
this journey would never have begun.
The Cycle York's university and community bike parking survey was a challenging undertaking. In addition to the authors, the cataloging
and photographing of each bike stand was only made possible by the ongoing efforts of Michael Kenny, Rohan Abid, Nafis Islam and Liz Doucette.
A major inspiration for this report was the Bicipuma system at Universidad Nacional Autónoma de México (UNAM). The authors thank Diana
Guzman Porras for making communication possible, Rubén Vásquez Palma, the Bicipuma Coordinator for his time, advice and encouragement
and Lic. Alejandro Fernández Varela Jiménez, the Director General of UNAM for extending a formal invitation to York University to study the
Bicipuma system.
The authors apologize and sincerely thank all those contributors who have been missed.
Filling a Local Transportation Gap
Table of Contents
1. Table of Contents ……………………………………………………………………………….………………………………………………………………. 1
2. Executive Summary ……..…………………………………………….…………………………………………….………………………………………….. 2
3. A Changing Cycling Climate in Toronto ………………………………………………………………………………………………………………..……... 3
4. The Planning Process …………………………………………………………………………………………………………………………………………... 4
5. Bicycle Planning Success Stories ……………………………………………………………………………………………………………………………... 5
6. Survey of York University Cycling Infrastructure ………………………………………………………….…………………………………………………. 6
7. Bike Share Systems - System Location, Type Comparison and York University‟s Policy Context …………………………………………………….. 7
8. Bike Share Stations - Regular, Convenient and Equipped ………………………………………………………….……………………………………….. 8
9. Automated, Manual or Mixed? ………………………………………………………….……………………………………………………………………... 10
10. Service Density, Service Size and Your Bike Share ………………………………………………………….…………………………………………… 12
11. York University Heights, Jane-Finch and Steeles West: Policy Context and Urban HEART@Toronto ……………………………………………... 13
12. York University Secondary Plan and Active Transportation ………………………………………………………….…………………………………... 14
13. Are You Feeling Congested? ………………………………………………………….……………………………………………………………………... 15
14. City of Vaughan: Developing a Sustainable Steeles West ………………………………………………………………………………………………... 16
15. Golf Carts, Public Roads and the Law ………………………………………………………….…………………………………………………….…….. 16
16. Jane-Finch and York University Heights: Strong Neighbourhoods Strategy 2020 ……………………………………………………………………... 17
17. A Bike Repair Shop at York University ………………………………………………………….…………………………………………………………... 19
18. Commercial Bike Repair Shop ………………………………………………………….……………………………………………………………………. 19
19. Do-It-Yourself (DIY) Bike Repair Shop ………………………………………………………….………………………………………………………….. 20
20. Professionally-supervised Bike Repair Shop ………………………………………………………….…………………………………………………… 20
21. Bike Repair at York: A Learning Commons? ………………………………………………………….………………………………………………….... 21
22. Cycling to a More Equitable Community ………………………………………………………….………………………………………………………… 21
23. Appendix ……………………………..…………………………………………...……………………………………………………………………………. 23
24. References ………………………………………………………….………………………………………………………….………………………………. 28
Filling a Local Transportation Gap
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1
Executive Summary
"The future belongs to those who believe in the beauty of their dreams." - Eleanor Roosevelt
In Fall 2013 we set out to answer four main questions - what is the current state of York University's cycling infrastructure, what bike share options
would be feasible for York University, what would the effect of York's roads becoming public roads have on York's current golf cart fleet, and what
bike repair options would best serve York University now and into the near future. Over that time, we have learned about a number of inspiring
initiatives, seen several innovative and cost-effective solutions, and gotten to know well a number of community leaders passionate about the role
cycling can play in creating a sustainable and community-oriented world.
We have learned that:

Our climate is clearly changing, and successfully adapting in terms of active transportation will require investments in resilient hard and soft
infrastructure, as well as the ongoing year-round maintenance that facilitate cycling throughout the area;

Concise and time defined goal setting exercises that involve all stakeholders are vital in order to successfully create the programs and
initiatives and investments we need to popularize cycling;

York University has a considerable number of bike racks that are used by a small but passionate group interested in cycling as a mode of
transportation;

Bike shares are globally growing in dense urban areas, but the suburban model is still a work in progress;

Bike share stations must be placed in a network a few hundred meters from each other, be near to destinations of interest, and have bikes
that are well maintained and ready to go as needed;

While automated, manual or mixed bike share systems are all potentially viable depending on density, the user experience must be the top
priority, as long term success depends on the community's willingness to smoothly adopt the bike share as part of their daily routine;

Provincial, regional and municipal laws and policies are all aligned in support of active transportation, safe and green mechanized options
and walkable communities, such as cycling and low speed vehicles;

Repairs services at York provided by a professionally-supervised DIY bicycle repair shop will be key in terms of giving the cycling community
a social hub, as well as provide the entire community with the confidence that emergency repairs will be available as needed, and;

On a cost per kilometer basis, cycling infrastructure is far more affordable than light rail and subways, and requires far less in ongoing
maintenance.
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A Changing Cycling Climate in Toronto
More people in Toronto are realizing the benefits of cycling. Cyclists made up 1.3% of
Toronto‟s commuters in the 2001 long-form census,1 then, in 2006, 1.7%.2 In the 2011
National Household Survey, cyclists made up 2.2% of commuters in Toronto. 3 York University
seemed to follow the average, with a non-representational 2012 survey finding 3% of 1,242
student, staff and faculty respondents commuted to a York University campus via bicycle. 4
Bicycling, as a source of physical activity, has many beneficial health outcomes, including a
reduction in risk for obesity, cancer, stroke, diabetes, asthma and mortality. 5
Figure 1: Cyclists on the Don Valley Parkway in Toronto60
Photo: Colin McConnell
Filling a Local Transportation Gap
Climate change is wrecking civic infrastructure and increasing insurance premiums in Toronto
through hotter and wetter weather.6 Insofar as cycling is a part of mitigating climate change,
increased participation across the city should be encouraged. To adapt to current and future
climate change, alternatives to hydroelectricity from the shrinking Great Lakes will have to be
found.6 Hotter weather will also reduce the efficiency of coal and nuclear power plants.6
Pollution will also become worse as temperatures rise.6 Increasing the amount of cyclists who
ride their bike to work, shop and play will help Toronto adapt to climate change. Opportunities
for new bicycle infrastructure will present itself through the rebuilding of damaged
infrastructure, as well as through the redevelopment of lands throughout the city.
Without public works investments, cycling rates may suffer from climate change; for example,
a greater number of winter days spent alternating above and below zero degrees Celsius will
damage infrastructure and make routes slippery.6 Heat will also make summer cycling less
comfortable. To see the benefits from cycling, therefore, requires providing the infrastructure
to make it more convenient and comfortable.
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The Planning Process
Figure 2: A cycle track on Toronto‟s Waterfront77
Goal-setting is the first step in the planning process. Writing out several goals through a
collaborative process helps give the plan‟s stakeholders an awareness of its many dimensions.
To best understand the impacts the plan should consider, consult with as many actors as
possible. The University of Louisville identified the following goals for their Bike Master Plan:
“1. Reducing vehicle miles traveled to campus (and associated pollution);
2. Reducing parking demand;
3. Increasing health and activity levels;
4. Saving individuals money otherwise spent on gas, parking, & other automobile
expenses;
5. Reducing traffic congestion;
6. Rewarding individuals for not driving.”7
It may help to prioritize goals, but expect specific actions to address several or all goals at
once. The UW-Milwaukee‟s Bicycle Advisory Task Force Recommendations for a BicycleFriendly Campus has the overarching goal “to make UW-Milwaukee a Bicycle-Friendly
Campus,” which they divide into unranked subgoals.8
Photo: Peter Hud
Goal setting is required to make goals specific and measurable, for example, the UWMilwaukee‟s Bicycle Advisory Task Force uses a standardized measure: ridership rates for
students and staff.8 They then set a goal to improve this statistic that reflects their broad goals.
They describe the complications of their measure: questioning how the statistic could differ
between sub-groups, and questioning independent variables behind the statistic, like gas
prices, that they have little control over.8
It is useful to identify powerful decision-making bodies and actors that could be engaged, as
well as the previous actions taken by the stakeholders. Likely, this means stating the basic
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details about previous plans, including the plans of nearby municipalities.
The substance of the planning process is the identification of progressive actions at the
disposal of the plan‟s stakeholders. UW-Milwaukee‟s Bicycle Advisory Task Force categorizes
their planning document into sections based on their ability to educate, enforce, engineer,
encourage and evaluate.8 For each category, UW-Milwaukee‟s Bicycle Advisory Task Force
defined the key problems, described the current baseline of activity, and listed future
strategies.8 At the end, creating a timeline of all the future progressive actions provides a
detailed measure to galvanize action and track the plan‟s implementation.
Bicycle Planning Success Stories
Figure 3: A cycle track in Montreal61
Earn-A-Bike Program
The University of Louisville‟s Earn-a-Bike program currently offers students and staff a $400
voucher in exchange for their ability to purchase a parking permit for two years. 7 In 2013, 440
vouchers were available.7 Applicants were prioritized if they currently or formerly held a
parking pass, and if their commute was over eight miles.7 Of the successful applicants, 19
held parking permits at the time of application and 212 previously held permits. 7 Student
commutes by bicycle as a share of all commutes rose from 4.1% in 2010 to 5.4% in 2013, and
staff rates rose from 2.3% to 4.3%.7
Cycle Tracks
Photo: Steve Bosch
Filling a Local Transportation Gap
The City of Montreal and the Netherlands have considerable cycle track networks. 5 Cycle
tracks are bicycle routes physically separated from automobile and foot traffic. Compared to
streets with similar traffic volumes, cycle tracks have been found to have 250% greater bicycle
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Winter City Bicycle Planning
Figure 4: Workers plowing snow on a
cycle track in Calgary62
The Winter City movement is an attempt to create positive attitudes about winter. Few city
plans specifically address winter issues; the danger remains, then, that negative attitudes will
result in fewer businesses and people choosing to locate in cold places.9 10 Polling residents
about their attitudes and challenges with winter will focus efforts to change attitudes. Mobility
is a common concern, and this can be addressed by improving the quality of winter cycling, as
has been done successfully in Nordic countries.10
Several proven actions can improve the winter cycling experience, including a more compact
urban design, protecting routes from prevailing winds, and designated spaces to store roadsnow as to not inhibit cycling.9 10 Routes made out of compacted snow can enable bikes,
pedestrians and skiers to get around.9 Some cities clear bicycle lanes of snow first, or give
them the same importance as general lanes.9 If the previous two options are not taken,
legalizing the use of sidewalks for bicycle riding during the winter is recommended. 9 Bike
shelters that avoid rusting caused by snow should be built.10 Also, it is vital that businesses
and city policies are aligned to ensure that winter cycling is promoted through the adoption of
targeted promotions and services that entice cyclists to utilize their bikes year round. 10
Change can happen with a generation.
Survey of York University Cycling Infrastructure
Photo: J. L. Chong
The City of Toronto and Province of Ontario are addressing congestion that is negatively
impacting our local economy and quality of life. The new “Lands for Learning” project led by
the York University Development Corporation, and the York University Secondary Plan focuses
on infilling and greening the campus, thereby promoting active transportation. Integrating an
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Figure 5: Secured bike locker at York University‟s Keele
Campus63
Photo: Cycle York team
community will be a critical step that allows everyone to use bikes for transportation,
improving the access to goods and services. At the Glendon campus, a satellite program of
the cycling program on the Keele campus could be built, allowing students to borrow bikes on
a specialized borrowing system. As of February 2014, Cycle York has procured bicycles and
is in the process of obtaining a space from which to maintain and loan them.
Infrastructure surveys of the Keele and Glendon campuses were conducted to observe the
state of the current bike racks, and to gain a better understanding of which areas were either
over or under capacity. The surveys revealed that bike racks were evenly distributed across
both campuses with a high concentration at building entrances frequently used by students
and staff. There are 1.9 kilometres of bike lanes, 141 bike racks and 821 bike spaces on the
Keele Campus, and 8 bike racks and 58 bike spaces on the Glendon Campus (See Appendix
1). Photographs were taken of all bike infrastructure and will be online in the near future.
Bike Share Systems - Station Location, Type Comparison and York
Figure 6: Bike rack at York University‟s Keele Campus64
University’s Policy Context
Throughout the world, bike sharing has rolled out in over seven hundred cities as of March
2014, with over two hundred more cities planning their bike share systems.11 Globally, more
than seven hundred thousand bikes are contributing to a more sustainable world every day. 11
At their core, all bike share systems are intended to allow users to borrow a bike in one area,
and drop it off in another. If systems are affordable and accessible, users and their
communities benefit from a range of sustainability, health and economic benefits. 12
The creation of a successful bike share system can lead to a) reduced congestion and
Photo: Cycle York team
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improved air quality, b) increased accessibility to places that are difficult to reach by foot or
transit, c) increased reach of transit by providing a wheeled connection between the transit
stop and final destination, d) increased interest and cycling usage, e) provide an alternative
option to transit, f) the area‟s image being strengthened, and, g) increased local economic
investment.13
Figure 7: Bicycle storage at Union Station in Washington, D.C.65
Key to realizing these benefits requires that the stations be appropriately designed and
placed, and the most suitable bike share model – automated, manual or mixed – be selected.
There is no directly importable bike share solution; systems must be suited for and crafted to
fit the local urban form and policy context. As Bixi Toronto‟s cautionary example shows, to be
successful the first phase must be, “… both large enough to connect meaningful origins and
destinations and dense enough to ensure convenience and reliability for the user. Smaller
pilots are not ideal for a bike-share, as that scale can limit the usability of the system due to
poor coverage or bike availability, which ultimately damages the public perception of a bike
share as a viable mode (by which to transport both people and their goods).”14 15
Bike Share Stations - Regular, Convenient and Equipped
Photo: Jonathan Hawkins
In order to ensure a bike share system meets its goals, it is vital that users are able to
conveniently access stations placed at regular intervals or near trip termination points; this
way users are able to make short trips within an acceptable amount of time.16 17 Generally
most people are willing to walk up to 10 minutes, or about a kilometer. Most cycling trips are
between 1 and 5 kilometres, and therefore bike sharing can, “… fill an important niche in the
urban transportation system in terms of trip length and costs,” as it inhabits a space between
walking and motorized transport.18
Under ideal conditions terminals should be a) placed within a 300 metre radius of each other,
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b) adjacent to transit stops and high importance locations, c) located near bike lanes, d)
located on or near corners, e) in close proximity to multiple land uses that will ensure activity
throughout the day, f) constructed to avoid physical and psychological barriers to usage.16
Figure 8: Manually operated bicycle stand from Ecovolis
program in Tirana, Albania66
Photo: Ecovolis
Filling a Local Transportation Gap
Station locations will ideally be able to make use of dead spaces, spaces adjacent to
Important infrastructure, as well as under-utilized private property.19 In this way the entire
system can be easily integrated into the streetscape at minimal cost to the operators, while
still remaining visible and accessible for users. In terms of the station types, the two available
options are modular and permanent. Modular stations are relatively easy to move and set-up
and can usually operate on relatively minimal power requirements. Examples of this modular
approach include Toronto‟s Bixi which uses a modular solar powered docking system and
Buenos Aires‟ Ecobici which uses iron cages.20 Permanent stations, like the ones in use in
Mexico City‟s Universidad Nacional Autónoma de México (UNAM) Bicipuma system are
installed directly into the ground.21 Due to the fact that modular systems can be easily moved
to another location, as well as scaled up or down depending on demand, they are much more
adaptable to fluctuating system needs, especially in situations where seasonal demand might
play a role.
A major part of ensuring a successful bike share involves users knowing that the entire fleet is
well maintained and managed.22 As long as they have confidence that there will be a safe bike
available when they need it, users will use feel confident including the bike share in their daily
commuting plans. Furthermore, bike share usage has to be practical for day to day activities.
A key element that several major bike share systems lack – Toronto‟s Bixi and Nashville‟s
B-cycle for example – is a cargo hauling capacity that allows the bikes to be used for more
than one‟s personal transportation with, at most, a backpack worth of goods. If the system is
to be seen as more than simply an impractical novelty, then students and community
members must be able to utilize the bike share to transport small cargo or buy a week‟s
groceries.23 24 In order to solve that challenge, it will be necessary to offer detachable trailers
that may be rented with the bikes or perhaps bought separately. We have looked at four
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trailers which would allow the transportation of cargo - the Travoy 2013, Tel-O-Porter, the
Wike City Shopper Grocery Trailer and the Wike "Speedy" Upright Shopping Cart. Of the four
trailers reviewed, the Tel-O-Porter system which is currently coming unto the market seems to
be ideal for a practically-oriented bike share. It can carry up to 100 pounds, which equals the
capacity of the Wike City Shopper Grocery Trailer. However, the Wike City Shopper Grocery
Trailer must be bolted on. Tel-O-Porter is equipped for all weather and attaches and reattaches
to any bike via a simple addition in seconds, and store easily when not in use. While the
Travoy 2013, Wike City Shopper Grocery Trailer share this feature with Tel-O-Porter, the TelO-Porter is the only one in mind built with the frequent usage a bike share requires.
For more information about each of the bikes, please see the current designs in Appendix #2.
Automated, Manual or Mixed?
Figure 9: Bicycles from Copenhagen‟s Bycyklen program
67
There are three types of bike sharing systems: technologically dependent and fully
automated, „human powered‟ manual, or a mixture of the two.
Photo: Sauro Secci
Filling a Local Transportation Gap
A fully automated system is by necessity, a sophisticated and secure self serve operation. 25 26
Bikes are securely tethered to stations and can be unlocked from either a specially modified
rack or a controlled lock of their own. In both cases, automated systems rely on technology to
process payments, track bike availability and inform staff when servicing needs to be
provided.25 26 Automated bike shares which are coin operated, such as the Bycyklen system in
Copenhagen, do not keep track of their users unlike more modern smartphone, credit card or
key card systems which do keep track of their users.25 Such user recording systems make it
possible to assign responsibility in case of theft or damage that does not occur due to normal
wear and tear.27 While operating costs for automated systems are much higher due to the
technology and systems required to run the bike share, as well as cope with bike losses due
to damages and theft, operating costs
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Figure 10: Fully automated bicycle stand for Toronto‟s
Bixi program68
over time may be lower.20 26
Due to the somewhat complicated nature of such systems, users may, at least initially be
deterred from using the system, and attendants may be required to educate potential users in
the startup phases.26
Fully Automated -Toronto’s Bixi: Accessible around Toronto’s downtown core 24/7, users
swipe their subscription or pay with credit card at a solar powered kiosk, retrieve an unlocking
code and select a bike before cycling to a station near their intended destination where they
can return the bike.28
Photo: Elizabeth Fox
Figure 11: Network map of Bicipuma’s fully manual bike share
stations at UNAM69
Photo: UNAM Bicipuma
Filling a Local Transportation Gap
A fully manual system is, in contrast, a supervised operation where at some level an attendant
is charged with checking in and checking out bikes.26 27 Bike supervision is either the
responsibility of dedicated attendants or non-dedicated attendants who have other
responsibilities on site as well.27 As a trained attendant is on hand, theft and vandalism are
reduced, and stations are technologically simple – and therefore extremely user friendly.26
Only a simple locking mechanism is needed for the bikes, if one is needed at all, which
reduces equipment costs. However, a computerized tracking system is required to keep track
of bike and user usage when there are multiple pick up and drop off points, such as generally
would be the case in the suburban context.25 27 Though assigning an attendant purely to check
in and check out the bikes may be cost prohibitive, manned stations are desirable because of
the job creation, security and added customer service benefits attendants provide.20 26
Fully Manual - UNAM’s Bicipuma: University students and other certified users with a
university activity card may select a bike for free from an attendant at any of UNAM’s twelve
‘stations’ spread out over the 7.3 km2 campus. Their card is scanned into a computer system
built by UNAM students, and then users may take the bike to any other station and return the
bike there within twenty to thirty minutes.29
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Note: Through the collaborative efforts of CSBO and our research team, we have received
permission from UNAM to study their Bicipuma program.
Less common is a mixed system includes elements of both automated and manual operation.1
While borrowing is computerized and self serve automated stations are available, attendants
are on hand at larger stations to lend a helping hand as required.20 30 This ensures that the
system is easier to operate and bike return rates are kept high, while ensuring the user
experience is strengthened, bike availability is accessible online and on mobile devices and
wait times are kept low.20 30
Figure 12: Manual station for Buenos Aires‟ Ecobici program70
Mixed - Buenos Aires’ Ecobici: Buenos Aires allows all registered users to borrow a bike for
free for an hour, and return it to any of their twenty nine stations located strategically around
the city. There, attendants assist with bike selection and signing in and out bikes. The system
will soon have two hundred stations, with the automatic stations open 24/7, and the manual
stations open between 8 am to 8 pm Monday to Friday, 9 am to 3 pm on Saturday and closed
on Sunday.20 30 31
Service Density, Service Size and Your Bike Share
Photo: Ecobici
Filling a Local Transportation Gap
Making a decision on whether to go with a fully automated or mostly automated or manual
system is made primarily based on the size of the serviced area, destination density and the
cost of attendant labor.32 Both the European Commission‟s New and Innovative Concepts for
Helping European Transport Sustainability (NICHES) and Spain‟s Institutopara la
Diversificación y Ahorro de la Energía (IDAE) have suggested that the minimum population
required to operate an automated bike share with a network of stations arranged in the ideal
grid configuration and placed about 300 metres apart would be in the 200,000 person range. 32
However, bike shares have been implemented in areas of all sizes across Spain based on the
IDAE
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assertion that both manual and automatic systems can be suitable for smaller areas,
depending on the density present in the area.32
30 32
Type and Scale of Bike Share System Based on Catchment Area Density
Area Population
Density
System Type
Scale of Network Coverage
200,000 and up
High
Low
High
Automatic
Automatic
Manual
Throughout Catchment Area
High Density Areas/Core Only
Core Only
50,000 to 200,000
High
Low
Automatic
Manual
Throughout Catchment Area
Public Transport Stations/Public
Facilities
50,000 and below
High
Low
Automatic
Manual
At Main Activity Centers
Public Transport Stations/Public
Facilities
No matter what type of bike share system is selected, it is vital that the system chosen
ensures that the user experience remains as its top priority. If users are unable to have a
seamless experience using the bike share during their day to day activities, then it is likely that
public support and an interest in the bike share will decline.14 15
York University Heights, Jane-Finch and Steeles West: Policy Context
and Urban HEART@Toronto
York University‟s unique location bordering both the City of Vaughan and the Jane-Finch
Neighborhood has direct implications on the creation and future of a bike share program
intended to serve the local catchment area. Provincial, regional and municipal polices and
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planning documents all support cycling efforts as part of facilitating a transition to a more
sustain able urban form. Facilitating active transportation within the area will be key to
realizing the economic, social, engagement, health and environmental benefits that the City of
Toronto identifies as the foundation of strong and equitable neighborhoods.33
York University Secondary Plan and Active Transportation
The York University Secondary Plan contains enabling language which requires the creation
of “convenient, safe and weather-protected pedestrian and cycling routes” which will serve to
connect York University with the wider area.34 The following polices34 support the creation of a
robust cycling environment in the area:
Figure 13: A cycle track in Toronto81
3.9.2.4 A detailed Pedestrian and Bicycle Plan will be required at the precinct planning stage
that will:
(a) address the integration of pedestrian and bicycle facilities with planned development,
transit facilities, and the public street network in the precinct which will help knit together,
socially and physically, the Secondary Plan area with the surrounding community;
Photo: Chris Bateman
(b) have regard for City of Toronto cycling infrastructure design standards, while also
encouraging innovative designs, and have regard to the Toronto Walking Strategy;
(c) outline policies, guidelines and strategies to provide for ongoing maintenance of pedestrian
and cycling facilities in the precinct; and
(d) address end-of trip cycling facilities such as bicycle parking and shower and change
facilities.
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3.9.2.5 Short-term and secure bicycle parking facilities will be provided on campus, in new
public and private developments, and at subway stations, having regard for City of Toronto
bicycle parking policies and guidelines.
3.9.2.6 The creation of public bicycle sharing stations, particularly near subway stations and
other major activity centres, will be encouraged as an additional measure to reduce the
dependence on private auto use.
Figure 14: Raised cycle track in Toronto71
3.9.3.4 Streets, including major streets, will accommodate pedestrians, cyclists, transit users
and vehicular traffic but will acknowledge and recognize walking and cycling as a priority.
Are You Feeling Congested?
Photo: Forest Pearson
The City of Toronto‟s Feeling Congested planning exercise aimed at congestion includes a
focus on both „Complete Streets‟ and a Bicycle Policy Framework. „Complete Streets‟ require
the engagement, consideration and safety of all stakeholder groups during all stages of
planning and development.35 The Bicycle Policy Framework lays out a path by which the city
will be able to create an „integrated and comprehensive‟ network of cycling infrastructure
across the city.36 York University is on the northern edge of Area Two, where the city is
seeking to improve current bike lanes as well as build new ones that are fully separated from
traffic, and invest in pathway improvements.37 Both policies point to a favorable climate at the
City of Toronto for a bike share plan that serves our suburban community‟s day to day
transportation needs.
Please see Appendix #4 to view the Cycling Policy Framework Map.
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City of Vaughan: Developing a Sustainable Steeles West
As a result of the expansion of the TTC Toronto-York Spadina subway extension, the city of
Vaughan opted to create the Steeles West Secondary Plan for the purpose of developing the
43 hectare site directly north of York University.38 The vision is to, “… transform (Steeles
West) into a transit-oriented, pedestrian-friendly, mixed-use urban environment.”38 The goal is
to create 5,500 residential units and 120,000 square meters of office/commercial space; this
would result in a total population of 11,000 new residents and an additional 5,000
employees.39 In addition, Council has voted to ensure that dedicated on-street bicycle lanes
are part of the roadway‟s redevelopment.39 The City of Vaughan is supportive of cycling; they
are encouraging citizens to employ active transportation to reduce their use of the car for local
trips.39 The City of Vaughan‟s cycling oriented polices also invite inter-municipal bike share
collaboration, especially as people living on both sides of Steeles will likely want to regularly
access services and transport goods found on the other side of the municipal divide.
Figure 15: A Low Speed Vehicle73
Golf Carts, Public Roads and the Law
Photo: Jeff Carrel
Filling a Local Transportation Gap
Golf Cart usage at York University has grown over the last several years, as the compact
electric golf carts serve a widening variety of Security and Campus Services duties. Although
golf carts fall under the definition of a “motor vehicle” as defined by the Highway Traffic Act
R.S.O. 1990, their inability to meet the conditions of Motor Vehicle Safety Act (Canada),
means that golf carts may only be used on private property.40 41 However, with the creation of
a number of new public streets and the handing over of current private streets to the city of
Toronto, York will soon face difficulty in utilizing its golf cart fleet as it will be unable to even
cross roads legally. Therefore, the only option seems to be utilizing Low Speed Vehicles
(LSV) that meet the safety requirements. As it is considered a controlled environment, York
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University has already been explicitly approved for this pilot, and so LSVs may be driven on
campus, and cross both private and public roads.40
Jane-Finch and York University Heights: Strong Neighbourhoods
Strategy 2020
Figure 16: Urban HEART@Toronto74
Photo: Urban HEART@Toronto
Filling a Local Transportation Gap
Designated as one Toronto‟s “Priority Neighborhoods” by City Council in 2005, Jane and
Finch is home to 81,825 residents, of which 86% live with other family members. 42 A magnet
for new immigrants and York University students alike, the entire area has a low to medium
low utilitarian walkability rating – York University is rated almost exclusively as low – and
23.4% of residents fall below the Low-Income Measure After Tax (LIM-AT), which is a, “fixed
percentage (50%) of median adjusted after-tax income of households observed at the person
level, where 'adjusted' indicates that a household's needs are taken into account.”43 44 In
addition, rates of driver‟s license ownership are low across the entire Steeles/401 and
400/Keele area, with approximately only half of residents having drivers licenses.45
Originally created to correct historic under-investment in certain neighborhoods, the “Priority
Neighborhoods” designation allowed for special funding opportunities targeting infrastructure
improvements that would increase safety and quality of life.46 In 2012 Toronto City Council
approved a strategic change that would see efforts made to ensure all neighborhoods can
achieve positive economic, social, health, environmental and participatory outcomes.46 The
decision to utilize these equity measures was based on the work conducted by the City and its
partners on the Urban HEART@Toronto project and subsequent community consultations.46
Utilizing an analysis weighted by that component‟s relative importance in creating an equitable
neighborhood, each of Toronto‟s neighborhoods was given a score out of 100, where 100
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would be a community that scored top marks across the board.46 The Urban HEART@Toronto
team‟s results were as follows:46
All neighborhoods below the benchmark rate of 42.89 would be designated Community
Improvement Areas, as those neighborhoods would be challenged across all five equity
indicators.46 The two neighborhoods that make up Jane and Finch ranked first and second
(Black Creek/1st/ 21.38% - Glenfield-Jane Heights/2nd/24.39%), and York University Heights
ranked twenty-fourth (37.66%).46 If council approves the new Strong Neighborhoods Strategy
2020 and adds York University Heights to the list in the coming days, an assessment of
community partners, current programs, facilities and networks will be immediately
undertaken.46
Through the life span of Strong Neighborhoods Strategy 2020, the city has committed to:

Filling a Local Transportation Gap
Work with residents to make sure city services and facilities are well integrated and
address neighbourhood priorities;
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
Support partnerships with residents and community organizations to deliver services;
and

Work with other funders and businesses to bring new investments in services and
facilities to the neighbourhood.47
As a convenient and accessible bike share would address all of these priorities, there is a
strong possibility that the City, its non-profit and industry partners, and the community would
embrace a practical bike share that knit together Jane and Finch and York University Heights,
which would allow for the smooth flow of people, goods and services within the context of an
active transportation strategy year round.
Please see Appendix #5 to view the population density characteristics underlying demand
for a bicycle share system in the Jane-Finch and York University Heights area.
Figure 17: Commercial bike repair shop82
A Bike Repair Shop at York University
Bicycles require maintenance that often demand more repair skill than new riders possess.
Access to basic repair facilities can help with numerous unanticipated problems, such as a
pierced inner tube, that would otherwise cause a great deal of inconvenience. Bicycle repair
shops also offer a locus of activism and education to encourage and improve local cycling.
Given the nascent state of cycling at York University, a local, professionally-supervised DIY
bicycle repair shop would be a key institutional support.
Commercial Bike Repair Shop
Photo: Rodney Urton
This is the standard for for-profit repair shop business model. This type of bike shop is fully
professional staffed, with repairs often taking a close-second place to product sales. Repairs
are carried out entirely by paid staff members with little to no customer involvement.
Filling a Local Transportation Gap
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Costs of repairs include cost of any replacement components, as well as the associated
labour charge for servicing.
Commercial Bike Repair Shop - Spoke-O-Motion: A description of this Newmarket-based forprofit business is available at http://www.spokeomotion.com/
Do-It-Yourself (DIY) Bike Repair Shop
Figure 18: Bike repair at Bike Sauce
This style of bike repair shop is grassroots in essence, with emphasis on community
support and development. This type of repair shop offers the necessary equipment and space
needed for servicing bicycles, often employing an open-door policy with little to no professional
supervision. Community members use these services to manage their own repair needs
individually or communally; labour costs are non-existent or negligible. Product sales are nextto-nil, with replacement components often acquired through donation or as used parts via
community outreach. These bike shops are often organized on an ad hoc basis.
75
Do-It-Yourself (DIY) Bike Repair Shop – Bike Sauce: Located in Toronto, a description of the
DIY operation is available at http://bikesauce.org/
Professionally-supervised DIY Bike Repair Shop
Photo: Bike Sauce
This style of bike repair shop is a versatile combination of those mentioned above. Like the
pure DIY-style bike shop, this type is also grassroots in essence and emphasizes community
support and development, but with professionally-trained staff on hand for any difficult issues
in which community members may need assistance. Community members may use supplied
tools and space for their own mechanical projects, and can acquire professional assistance if
needed. Additionally, community members with little to no mechanical experience may utilize
Filling a Local Transportation Gap
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professional expertise to demonstrate and explain how to repair bicycle issues, or may leave
their bike with on-staff mechanics for service as is available. For the latter, a comparatively
limited charge is often applied. The shop‟s financial foundation is often supplemented by
quantitatively small product sales at often less-than-commercial pricing.
Professionally-supervised DIY Bike Repair Shop – Bike Chain: Located at the University of
Toronto, a description of this more professionalized DIY operation is at http://
bikechain.utoronto.ca/
Figure 19: Cycle York team member repairing bikes at York
University‟s Keele Campus76
Bike Repair at York: A Learning Commons?
For the context of York University specifically, the third category (Professionally-supervised
DIY Bike Repair Shop) is recommended. As York University is evidentially a place for learning,
a DIY-style bike shop staffed with trained mechanics can offer the greatest opportunities for
hands on learning experiences. Moreover, since York University is an emerging hub of cycling4
and thus is neither absent of cyclers in any respect nor encompasses an already large,
strongly developed and prosperous cycling community, a repair shop backed by trained
mechanics is necessary for the support, development and growth of the cycling community to
potentially enable a community based repair operation in the future.
Photo: Cycle York team
Cycling to a More Equitable Community
The authors of Public Transportation: Benefits for the 21st Century state that public transport
offers "... freedom, opportunity and the choice to travel by means other than a car." 48 However, for at least half of our area residents, driving a car is not even an option. Public
Filling a Local Transportation Gap
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transportation is a public good because it creates, maintains and allows for the growth of our
communities and strengthens our economy. While this currently true of our streetcars, buses
and subways, it could also soon be true of our cycling system, if we are able to collectively
take a courageous approach to rethinking the place of bikes in our city.
Figure 20: Group of cyclists83
Photo: Major Taylor Bicycling Club of Minnesota
Filling a Local Transportation Gap
To create a reality where cycling forms a sizeable part of the mode share in our community,
we will be required to confront both infrastructural and financial challenges. In terms of
infrastructure, investments will be needed to build hard and soft infrastructure throughout the
catchment area that will be able to handle both consistent usage and climatic stresses while
meeting the needs of all stakeholders.
In terms of the finances required to run the system, currently the Toronto Transit Commission
and Go Transit recover 73% and 82.2% respectively from riders.49 50 Transferring this user-pay
approach to cycling without significant caution is unlikely to create the equitable outcomes we
seek. It is not enough to make bikes available in areas with low walkability. Chicago‟s
experience with low interest from low income residents because of barriers caused by
membership fees, poor outreach and the fact that many are unbanked is instructive. 51 As
Urban HEART@Toronto‟s work has made clear, our entire catchment area is considered low
income – and so it is likely that any bike share run along the same principles that find success
in the urban core will not find similar success in our area.46 However, the cost is justifiable.
Even if the most expensive cycling infrastructure project per kilometre - a separated bike line costs at the extreme end of the $35,000 to $465,000 range, that is still a fraction of the
millions and hundreds of millions per kilometer bus rapid transit and light rail cost. Cycling can
play a vital role as a cost effective and locally oriented transportation option; an option that
cannot be effectively filled by motorized transportation. 52 53 54
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Appendix 1: Survey of York University Cycling Infrastructure
Keele Campus
Glendon Campus
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Appendix 2: Detachable Bike Trailers for Cargo
Travoy 201381
Weight: 9.8 lbs
Capacity: 60 lbs
Wike City
Shopper Grocery
Trailer79
Weight: 15.5 lbs
Capacity: 75 lbs
Tel-O-Porter80
Weight: 13.5 lbs
Capacity: 100 lbs
Wike “Speedy”
Upright Shopping
Cart78
Weight: 11.0 lbs
Capacity: 50 lbs
Filling a Local Transportation Gap
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Appendix 3: Toronto’s Cycling Policy Framework37
Filling a Local Transportation Gap
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Appendix 4: Population Density Characteristics in Jane-Finch and York University Heights Area
Figure 1: Population Density
Filling a Local Transportation Gap
Figure 2: Residential Towers and Toronto Community
Housing Corporation (TCHC) Buildings
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Appendix 4: Methodology Note
Figure 1 and 2: These maps were created to understand the basic population characteristics underlying demand for a bicycle share system in the
Jane and Finch area. Data was gathered from Open Data Toronto, Statistics Canada, Google Maps and the York University website. Tower points
and height data were digitized February 4, 2014 using Google Maps, Bing Maps (taken April 2011) and the York University website; this data was
triple-checked. Using Open Data Toronto‟s property boundary file, zoning maps, and centre line routes file, Google Maps, and Google Street View,
industrial, commercial, non-residential mixed use, religious, open space, school, road, and recreation centre areas were identified. These land areas
were assumed to have few or no residents. These areas were not rigorously investigated, and there are many “populated areas” (figure 2) that are
actually unpopulated. These areas were erased from the census dissemination areas (DAs) to create a more accurate population density figure
(figure 1). The colours that denote population density refer to the entire census DA, as indicated by the black lines (figure 1). The population of the
Jane and Finch area, as indicated by the boundary line (figure 1, figure 2), was 75 438 in the 2011 Census. Population density was also derived
from 2011 census data. Some areas of the map on and around York University have a high concentration of student residences, many occupants of
which are not counted here by the census. The hotels (figure 2) displayed were from Open Data Toronto, last updated December 19, 2013. The retirement home (figure 2) was also found on Open Data Toronto, last updated in January, 2008. Toronto Community Housing Corporation (TCHC)
Buildings with >6 units (figure 2) were listed on Open Data Toronto, last updated July 15, 2013. Colours were chosen with help from ColorBrewer.
Natural Breaks classification was used for TCHC dwelling units data.
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