Filed under: Uncategorized | Tags: Alta Bikeshare, Alta Planning, bikeshare, Marie Casista, Portland, toronto, transportation
Why does my “Spidey Sense” activate every time I hear something about Alta? Something going on there…
The program will simply be called “Bike Share Toronto” and will be operated daily by Alta Bicycle Share , a Portland, Oregon-based company operating bike share systems in New York, Chicago, Boston and Melbourne, Australia.
The new logo will look almost identical to Toronto Parking logos except with a bike instead of a green P, said Marie Casista, vice-president of real estate, development and marketing for TPA.
“(The name) really represents what it is,” Casista said, “and what we’re doing.”
The beleaguered urban cycling program, which started in 2011, has struggled financially, telling the city last year it could no longer make payments on a $3.9-million city loan.
In December, Bixi’s creator Quebec-based Public Bike System Company and the city came to a deal to transfer all Toronto assets , with TPA set to run the program as of April 1. In January, the Public Bike System Company filed for bankruptcy protection.
Filed under: Uncategorized | Tags: art of urban cycling, bike crashes, streetcar tracks, toronto, traffic accidents, transportation, urban cycling
An impressive tally.
However, 96 of the 690 crashes studied in downtown Toronto and Vancouver directly involved streetcar or train tracks. Eighty-seven of those accidents were in Toronto, accounting for 31.5 per cent of all bike accidents in the city that led to an injury that required a visit to an emergency department.
Filed under: Uncategorized | Tags: bicycle infrastructure, Bike accidents, Canada, cycle tracks, cycling, risk, Teschke, toronto, traffic accidents, transportation, urban cycling
Objectives. We compared cycling injury risks of 14 route types and other route infrastructure features.
Methods. We recruited 690 city residents injured while cycling in Toronto or Vancouver, Canada. A case-crossover design compared route infrastructure at each injury site to that of a randomly selected control site from the same trip.
Results. Of 14 route types, cycle tracks had the lowest risk (adjusted odds ratio [OR] = 0.11; 95% confidence interval [CI] = 0.02, 0.54), about one ninth the risk of the reference: major streets with parked cars and no bike infrastructure. Risks on major streets were lower without parked cars (adjusted OR = 0.63; 95% CI = 0.41, 0.96) and with bike lanes (adjusted OR = 0.54; 95% CI = 0.29, 1.01). Local streets also had lower risks (adjusted OR = 0.51; 95% CI = 0.31, 0.84). Other infrastructure characteristics were associated with increased risks: streetcar or train tracks (adjusted OR = 3.0; 95% CI = 1.8, 5.1), downhill grades (adjusted OR = 2.3; 95% CI = 1.7, 3.1), and construction (adjusted OR = 1.9; 95% CI = 1.3, 2.9).
Conclusions. The lower risks on quiet streets and with bike-specific infrastructure along busy streets support the route-design approach used in many northern European countries. Transportation infrastructure with lower bicycling injury risks merits public health support to reduce injuries and promote cycling. (Am J Public Health. Published online ahead of print October 18, 2012: e1-e8. doi:10.2105/AJPH.2012.300762)