Posts Tagged: City

Toronto’s COVID-19 bike lane expansion boosted access to jobs, retail: U of T study

A study by U of T Engineering researchers found Toronto’s temporary cycling infrastructure increased low-stress road access to jobs and food stores by between 10 and 20 per cent, and access to parks by 6.3 per cent (photo by Dylan Passmore)

With COVID-19 making it vital for people to keep their distance from one another, the city of Toronto undertook the largest one-year expansion of its cycling network in 2020, adding about 25 kilometres of temporary bikeways.

Yet, the benefits of helping people get around on two wheels go far beyond facilitating physical distancing, according to a recent study by three University of Toronto researchers that was published in the journal Transport Findings.

Bo Lin, Shoshanna Saxe, and Timothy Chan.

PhD candidate Bo Lin (MIE) with Professors Shoshanna Saxe (CivMin), and Timothy Chan (MIE), all of the Faculty of Applied Science & Engineering, used census, city and survey data to map Toronto’s entire cycling network – including the new routes – and found that additional bike infrastructure increased low-stress road access to jobs and food stores by between 10 and 20 per cent, while boosting access to parks by an average of 6.3 per cent.

“What surprised me the most was how big an impact we found from what was just built last summer,” says Saxe, an assistant professor in the department of civil and mineral engineering.

“We found sometimes increases in access to 100,000 jobs or a 20 per cent increase. That’s massive.”

The impact of bikeways added during COVID-19 were greatest in areas of the city where the new lanes were grafted onto an existing cycling network near a large concentration of stores and jobs, such as the downtown core. Although there were new routes installed to the north and east of the city, “these areas remain early on the S-Curve of accessibility given the limited links with pre-existing cycling infrastructure,” the study says.

In these areas, the new infrastructure can be the beginning of a future network as each new lane multiplies the impact of ones already built, Saxe says.

As for the study’s findings about increasing access to jobs, Saxe says they are not only a measure of access to employment but also a proxy for places you would want to travel to: restaurants, movie theatres, music venues and so on.

A map of Toronto’s bikeway network with colours representing the route’s level of stress (image courtesy of Bo Lin)

The researchers used information from Open Data Toronto and the Transportation Tomorrow 2016 survey, among other sources. Where there were discrepancies, Lin, a PhD student and the study’s lead author, gathered the data himself by navigating the city’s streets (as a bonus, it helped him get to know Toronto after moving here from Waterloo, Ont.).

“There were some days I did nothing but go around the city using Google Maps,” he says.

For Lin, the research has opened up new avenues of investigation into cycling networks, including how bottlenecks can have a ripple effect through the system.

The study, like some of Saxe’s past work on cycling routes, makes a distinction between low- and high-stress bikeways to get a more accurate reading of how they affect access to opportunities. At the lowest end of the scale are roads where a child could cycle safely; on the other end are busy thoroughfares for “strong and fearless cyclists” – Avenue Road north of Bloor Street, for example.

“It’s legal to cycle on most roads, but too many roads feel very uncomfortable to bike on,” Saxe says.

For Saxe, the impact of the new cycling routes shows how a little bike infrastructure can go a long way.

“Think about how long it would have taken us to build 20 kilometres of a metro project – and we need to do these big, long projects – but we also have to do short-term, fast, effective things.”

Chan, a professor of industrial engineering in the department of mechanical and industrial engineering, says the tools they used to measure the impact of the new bikeways in Toronto will be useful in evaluating future expansions of the network, as well as those found in other cities.

“You hear lots of debates about bike lanes that are based on anecdotal evidence,” he says. “But here we have a quantitative framework that we can use to rigorously evaluate and compare different cycling infrastructure projects.

“What gets me excited is that, using these tools, we can generate insights that can influence decision-making.”

The U of T team’s research, which was supported by funding from the City of Toronto, may come in handy sooner rather than later. Toronto’s city council is slated to review the COVID-19 cycling infrastructure this year.

ByGeoffrey Vendeville

 

This story originally published by U of T News


Clean air map from U of T Engineering researchers helps cyclists avoid air pollution

Civil engineering post-doctoral researcher Sabreena Anowar and Professor Marianne Hatzopoulou (CivE) are studying the risks of air pollution on cyclists and their impact on route choice. (Photo: Tyler Irving)

Civil engineering post-doctoral researcher Sabreena Anowar and Professor Marianne Hatzopoulou (CivE) are studying the risks of air pollution on cyclists and their impact on route choice. (Photo: Tyler Irving)

This story originally appeared on U of T News.

Cyclists face a difficult dilemma: on one hand, cycling is good for your health and the environment; on the other, cyclists are more exposed to risks such as accidents and air pollution. New research from U of T Engineering is helping cyclists map cleaner routes to minimize this exposure.

“In general, the benefits of cycling certainly outweigh the risks,” says Professor Marianne Hatzopoulou (CivE). “If you are a healthy person, you are better off to continue cycling than stop.” Nevertheless, when it comes to air pollution, cyclists are at a disadvantage.

“Studies have shown that the concentration of air pollutants tends to be higher inside vehicles than outside them,” says Hatzopoulou. “However, cyclists have a higher breathing rate, which means that they inhale more of these pollutants, and they go deeper into the lungs.”

Such pollutants include ultra-fine particles, as well as nitrogen oxides. Hatzopoulou cites studies associating increased exposure to these pollutants with respiratory problems and certain types of cancer. Her own research has shown that they can even have immediate, measurable effects on the cardiovascular system.

To help address this challenge, Hatzopoulou has created a tool called the Clean Ride Mapper for both Toronto and Montreal. It is essentially a Google Map with an extra layer representing the average concentration of pollutants in a given area, as measured by her team and collaborators. Using this data, algorithms can be constructed to work out not only the shortest route between two points, but also the one that exposes the cyclist to the lowest levels of air pollution.

Hatzopoulou and Anowar outfit a bicycle with equipment to detect the concentration of pollutant particles in the nearby air. (Photo: Tyler Irving)

Hatzopoulou and Anowar outfit a bicycle with equipment to detect the concentration of pollutant particles in the nearby air. (Photo: Tyler Irving)

Hatzopoulou intends to further refine the maps — for example, by incorporating real-time pollution concentrations instead of static data — but lately she has been pondering another question: are such tools actually useful to cyclists?

“There are a lot of factors that influence the choice of a cycling route besides pollution,” she says. “For example, there is safety, separation from traffic, elevation, distance, etc. Which ones would cyclists be willing to trade off in order to decrease their pollution exposure?”

Sabreena Anowar (CivE), a post-doctoral researcher on Hatzopoulou’s team, is working on an answer. She’s designed a survey that proposes several different cycling routes and asks cyclists to choose which one they would prefer.

“No route is perfect,” says Anowar. “They all vary in terms of traffic volume, pollution, elevation, travel time and other attributes.” By measuring which routes people would choose for either a recreational ride or a commuting ride, Anowar and Hatzopoulou hope to better understand how cyclists factor the risks of pollution into their activities. This in turn can help improve the design of tools like the interactive maps.

The survey was launched in Toronto, Montreal, Orlando, Austin, New York in collaboration with researchers in those cities. It will be open at least until June, and Anowar and Hatzopoulou are hoping to get at least 3,000 participants. In addition to their own research, Anowar says that the data could also be useful for city planners. “It will help identify how people value road infrastructure like separated lanes or signage,” says Anowar. “If we build more infrastructure like this, perhaps we can encourage people to cycle more.”

To help Hatzopoulou and Anowar in their research, complete the online survey for either a recreational ride or a commuting ride.


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