walkable and cyclable cities - the netherlands and canada

Walkable andCyclable City

Collaboration project

Technical UniversityDelft, Netherlands

Ryerson UniversityToronto, Canada

52

Colofon

Accomplished 04-06-2014

Collaboration project between students from Technical University Delft and Ryerson University Toronto.

Acknowledgements

Team NL and Team CAN want to take this possibility to thank everyone who made this fun and educational collaboration project possible.

We want to thank Anke van Hal as the initiator of the group Passion for the Existing Living-envi-ronment and our link to the Parallel52 network. She has encouraged our collaboration and gave us the opportunity to present our fi ndings to the Parallel52 network.

Furthermore, we want to thank our team memberswho were so hospitable to welcome the teams in their homes for the meetings when the universitieswere closed.

7PREFACE

This booklet is a result of a project started by Jessica de Boer and Erik Dral from the group Passion for the Existing Living-environment (Delft University of Technology, the Netherlands), and Marta Karlova and Julia Mozheyko from Ryerson University, Toronto, Canada. They came with the idea of a collaboration between students from the RU Toronto and TU Delft to fi nd out more about how to make a city more sustainable in terms of walkability and cyclability. Setting up the collaboration has been inspired by the collaboration of Canada and the Netherlands in the organization called Parallel52.

On the 1st of March 2014 our collaboration project started offi cially. During several weeks both teams worked intensively on creating a toolbox based on our personal experiences for a walkable and cyclable city. To let the colla-boration go well despite of the great distance and differences in time zone, we met almost every Saturday through virtual meetings. In these meetings analyses and ideas were exchanged. During the week both teams worked on the analyses and the fi nal products.

We hope you enjoy reading the booklet as much as we enjoyed the collaboration!

8CONTENTSLets introduce ourselves: Team NL - 10 Team CAN - 12

Introduction - 14Defi nitions - 16History of Cycling from 1900 - 18Policies - 20 - Comparison Amsterdam and Toronto - 22 - Dutch Policies - 24 - More bicycle parking at stations - 24 - Stimulating to travel by bike and public transport - 25 - The missing link in the byclicle network in Amsterdam - 26 - Busiest routes in relation to traffi c safety - 27

Amsterdam, The Netherlands - 28 - Amsterdam - 33 - How far can you get in an hour from Ams. Central Station? - 34 - Cycling at every age - 38 - From residential area to city centre - 40 - Personal Routes - 56 - Heleen - Delft - 62 - Nina - Delft - 72 - Oswaldo - Delft - 82 - Emily - Delft - 90

9Toronto, Canada - 96 - Toronto - 101 - Bike lanes and Public Transport - 102 - From Toronto Union Station to... in an hour - 106 - Diversity in People, Neighbourhoods and Mobility - 110 - Personal Routes - 112 - Margot - Cyclist - 112 - Teresa - Commuter - 126 - Ki - Pedestrian - 138 - Lily - Pedestrian - 146

Conclusion (What can we learn from both cities) - 155Bibliography - 158Informative Movies - 167Meeting pictures - 168

11

Oswaldo Heinen

Heleen van RussenGroen

Emily Frances ParryNina Kuipers

Erik DralJessica de Boer

Team NL

14

INTRODUCTION

Canada and the Netherlands might be not the fi rst two countries that pop into your mind when you think of two countries to compare. They are about seven hours of fl ying apart and Canada is about 267 times as big as the Neth-erlands. Canada has a population density about 3.5 inh/km2 and the Netherland has a popula-tion density of about 450 inh/km2.Still it is possible to make a comparison when the focus is put on two cities: Toronto, the hometown of the students of Team CAN, and Amsterdam, the capital of the Netherlands and a city Team NL can familiarize with and where they feel at ease. Toronto is bigger than Am-sterdam, but the numbers of inhabitants are comparable. Toronto has a surface of 630 km2 and has a population density of 4151 inh/km2. Amsterdam has a surface of 219 km2 (of which 54 km2 is water) and has a population density of 4921 inh/km2.1,2,3,4

To come to a subject to analyse and compare the two countries/cities with, both teams gave their ideas on what is important for their coun-try. Team CAN mentioned that their cities are largely designed for cars and that they would like to see walking and cycling to be more promoted trough design. In the Netherlands walking and cycling in cities and even cycling in-between cities is very usual and although there

are many cars, they defi nitely dont dominate the streetscape like they do in Canada.

The goal of the collaboration was to create a toolbox for walkable and cyclable cities, based on the team members own experiences. The toolbox is based on three determining factors: Climate, culture and geography. These factors provide the basis for a country to make walk-ability and cyclability possible. The factors that can be infl uenced are policy and design. When policies and design make it impossible to cycle or walk comfortably in a city, not many people will do so. To analyse walkability and cyclability in both countries, the teams focus on policies and design. To determine the tools to improve walkability and cyclability, both teams look for lessons to be learned from each others coun-tries that can improve the situation in their own country. The booklet exists out of two parts. The fi rst part is the analyses of the Netherlands and Am-sterdam and its policies. The second part is the analyses of Canada and Toronto and its policies. Next to the analyses of the cities as a whole, different routes are pointed out in which the design is made visible through pictures and sec-tions. In the conclusions the lessons that can be learned from each other are listed.

16

DEFINITIONS

Facilities that allow an individual to fulfi ll basic functions. Such facilities may include, but are not limited to, grocery stores, retail stores, schools, libraries, police stations, hospitals or walk-in clinics, etc.

Amenities

The individuals ability to reach the majority of essential amenities as well as ones most frequent destinations by riding a bicycle. A maximum half hour cycling radius defi nes if a destination is within cyclable distance.

Cyclability

The concentration of people in a space. In an urban setting, density is often expressed as a ratio of an X number of people per 1 Km2.

Density

The act of crossing the street in a place, where there is no designated crossing, streetlight or traffi c signs.

Jaywalking

The number of people living in a given area at a given time period.

Population

17

The individuals ability to reach the majority of essential amenities as well as ones most frequent destinations by walking. A maximum half hour walking radius defi nes if a destination is within walkable distance.

Walkability

The capacity to last. For example, a sustainable urban plan is one that is maintained by the residents and the city alike.

Sustainability

Objects on the street that are designed to provide pedestrian comfort and safety. Such objects include benches, street lights, bus shelters, trash and recycling bins, etc.

Street Furniture

Landscaping along the streets, such as grass, trees or landscape.

Streetscape

Design of city streets, blocks, parks and other public areas.

Urban Planning

Toronto

Amsterdam1910s 1920s 1940s 1950s 1960s

Population11

515.000 650.000 800.000 765.000 872.000

In these years about 3000 people lost their lives because of accidents with bikes on unsafe roads, of which 450 where children. Families that lost a family member through a bike acci-dent fought for safer bike lanes.5

The car became more widely available to ev-eryone.4

Because of the hyperinfl ation of the Weimar Republic, the relatively cheap German bikes made our country into a bike republic. During the war, it was easier to transport goods by bike.3

The bicycle looked like temporary bikes. The Dutch lieutenant Van Wachtendonk designed the fi rst fold-able bike. They were meant to serve the military but were of-fered to civilians too.1

In these years they experimented with aerodynamic bikes like the belly bike and the recumbent bike2

Electrifi ed Streetcars and Industrialization facilitate Torontos urban growth. 1

Toronto Transpor-tation commision (TTC), a city-owned streetcar operator, is created. First buses start operation.2 New Union Station opens.3

Movement from the city to the suburbs.2

Yonge subway opens.5

Urban Renewal Movement- slums are demolished to make room for new development .1

Population12,13

Draft Metropolitan Expressway Plan pre-pared for Toronto.1 Regent Park, Canadas largest Social Hous-ing Development, is built.4

Plans to eliminate all streetcar routes.1 Jane Jacobs moves to To-ronto. Stop Spadina Expressway move-ments and Streetcars for Toronto group.6

Establishment of Go Transit.3

376.500 521.900 667.500 1.262.000 1.919.000

1970s 1980s 1990s 2000s 2010s

19

De fi rst designs for the electrical bike originated from the end of the 20th cen-tury. From 2000 this use of these motor-ized bicycles started increasing in notable great amounts.9

The protests that are pro-bikes continues. Getting the people who take decisions and those who have to draw plans for the streets to adopt the new ideas: that is where the real change started.7

Amsterdam puts ef-fort in creating high-ways for cyclists. No crossings and always right of way. Which yields a lot of time saving entering and leaving the city from and to the suburbs.8

Amsterdam develops a long term strat-egy in which the main goal is to respond to the growing amount of cyclists. Fast, safe and comfortable cy-cling through the city and parking your bike easily and safe are the stressed topics.10

The bike regains ter-rain but strikes con-tinue. Roads were blocked by people with their bike to claim more space for the cyclist. This pro-test was held at Mu-seumplein in Amster-dam.6

810.084734.540690.000675.000850.000

Neighbourhood De-velopment movement advocates mixed use, mixed-income neighbourhoods. St Lawrence com-merwcial-residential project developed on a former industrial site.1

Neighbourhood De-velopment movement federal and provincial grants were cut.1 Scarborough Rapid Transit line opens.3

Plans for Eglinton Crosstown LRT were proposed as part of Transit City light rail plan.8

Scarborough, Eto-bicoke, North York and East York are amalgamated into the Greater Toronto Area.7

Eglinton Crosstown line is moved under-ground.9 TTC budget cuts result in less fre-quent bus and street-car service.10 First separated bicycle lane in the city opens along Sherbourne St.11

2.628.000 2.998.900 4.036.300 4.682.897 5.841.100

20

P O L

21

I C I E S

22

TorontoAmsterdamWalking

Fines for improper behaviour

Local Area maps/ signages

65 fi nes for walking when traffi clight is red.2

No minimum. Average is 1,8 m. 1,2 m or less is often used too.1

$50 - $110 CAD fi nes for jaywalking.2,3

1,8 m1

Crossing safety

Minimum Sidewalk Width

Signage prohibiting pedestrians

Pedestrian-friendly signs

23

Cycling

Cyclist-friendly signage

Signage prohibiting cyclists

Fines for improper behaviour

Typical Bicycle lane width and number per road

Helmets required?

Cyclist turning/ stopping signals

TorontoAmsterdam

2 m when in two waysno rules when one way1

Missing lights 552

Crossing red light 903Average fi ne-$110 CAD. Fines apply to roughly 40 different violations.4

1.5 m adjacent to curb, 1.8 m adjacent to parked cars1

Cyclists under 16 years of age without helmet can be fi ned $60 CAD.5

Helmets are not required.Only when going faster than 25 km/h (moped).4

24

More garages for bicycles at city centres and at stations. Bikes which are not parked properly, or are parked for over a month will be removed by the municipality. This leads to less abandoned bicycles, and more storage space.

More bicycle parking at stations

25

Possibility of taking your bycicle in the train(for free if it is foldable, or with a dayticket exluding the rushhour)Bike hire at train stations, possible with subsciption

Stimulating to travel by bike and public transport

26

The missing link in the byclicle network in Amsterdam10

27

Legend

Red = minimum 15 cyclist casualties per km in the period 2007 t / m 2009Orange = 10-15 victims per km in the period 2007 till 2009Purple = Routes where in the evening peak (16.00 - 18.00) More than 1,500 cyclists pass

Busiest routes in relation to traffi c safety10

Amster

The Netherla

rdam

ands

32323232

33

AMSTERDAM

Amsterdam is a typical example of the Dutch cities in which a bike is part of the street scene. It is impossible to imagine the city without these means of transportation.Although not every street has a separate cycling lane,

Typical for our cycling routes is that we can really call them a route. It is possible to cycle from one city to another. In a respec-tively safe way. Cities are not only connect-ed by highways, but also by cycling routes.

34

By Car

From Amsterdam

By Train

By Bike

To ...N

N

N

35

In an HOUR Central Station

By Foot

By Tram

By Metro

N

N

36

N

By Bike

37

N

By Foot

38

Everyone cycles, As soon as a dutch kid is able to sit, our parents will take us with them on the bike.

We grow up cycling.

And we will keep on cycling our whole life.

In the Netherlands, everyone who is capable of cycling will use the bike as a means of transport. In a recreational form, going to work, going to school, as means to stay fi t. We dont need to think about what to wear before we grab our bikes. Cycling in your Gala-dress is totally possible.

39

no matterwhat AGE we are

40404040404040404

A: Residential Area

B: Rijksmuseum at MuseumpleinCity Centre

Waddenweg

Buiksloterweg

Haarlemmerstraat

Raadhuisstraat

Keizersgracht

CYCLING THROUGHAMSTERDAM

42

PP

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43

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streetlights

45

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46

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0 1 2 3 4 5HAARLEMMERSTRAAT

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49

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quay with parkingspaces

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KEIZERSGRACHT

51

KEI

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THE BICYCLE ROUTE THROUGH THE RIJKSMUSEUM MIGHT BE THE MOST BEAUTIFUL IN THE WORLD. IT HAS BEEN A BATTLE OF 10 YEARS TO REMAIN THE UNDERPASS OF THE RIJKSMUSEUM AS A CYCLING ROUTE. AND EVEN MORE IMPORTANT; IT IS A FREE VALU-ABLE ADDITION TO THE COLLECTION OF THE MUSEUM. WHICH IS FURTHERMORE ALMOST AS KNOWN AS THE NACHTWACHT.

54

0 1 2 3 4 5MUSEUMSTRAAT - RIJKSMUSEUM

55

RIJKSMUSEUM

MUSEUMSTRAAT

56

Footprint City Centre ofAMSTERDAM

Footprint City Centre ofDELFT1:1

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57

Going from Capital City to Home City

Altough some tourists tend to think Holland is the capital city of Amsterdam, instead of it being the other way around; Amster-dam still has this character that almost every foreigner seems to know or have an idea of. Typical for Amsterdam are also the many many bikes and cyclists moving through the city. In com-parison to Toronto, Amsterdam is almost 3 times as small.

Since most of us do not live in Amsterdam but in Delft or at least go to the Technical University here, we thought it might be a better idea to do our personal cycling/walking experience routes in this Delft. Delft is even smaller than Amsterdam. To give you an impression of scale, the two city centres are placed net to each other in the same scale.

In experience, the city centre of Delft could be interpreted as the village version of Amsterdam. Everything is a bit smaller in scale but has the same type of atmosphere. From now on, we will switch to Delft. Just like Amsterdam, Delft has a monumental building we can walk and cycle right through!

SWAPPING PLACES FOR PERSONAL ROUTES

DELFT IS LIKE THE VILLAGE VERSION OF AMSTERDAM. INSTEAD OF WALKING AND CYCLING THROUGH THE RIJKSMUSEUM, YOU CAN WALK AND CYLE THROUGH THE OOSTPOORT. IT IS THE ONLY CITY GATE THAT HAS BEEN REMAINED, DELFT USED TO HAVE 8 DIFFER-ET CITY GATES. THE GATE IS ALMOST AN ATTRACTION FOR THE PEDESTRIAN OF CYCLIST - NINA

61

FACULTY OF ARCHITECTURE

All of our personal routes will be a route from (A) our home to (B) our faculty; The Faculty of Architecture, which is situ-ated between the city centre and the TU Campus.

Since we all live in different parts of Delft we all take a different route when going to the faculty and going back home. In this com-ing chapter you will fi nd out what kind of situations we come across along our routes. Every dot on the route represents a place of which weve made a section in form of a street profi le in order to clearify the differ-ent situations.

A

B

Streetprofi le

62

Name: Heleen van RussenGroenAge: 24Lives in: DelftStudy: Master of Science Architecture, Urbanism and Building SciencesFrequency: Daily

A

B

64

OUDE DELFT

65

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I ALWAYS FEEL HONORED TO LIVE AT THE OUDE DELFT, A CANAL IN THE CITY CENTRE OF DELFT. THE STREET IN FRONT OF OUR HOUSE IS A SHARED SPACE, NOT ONLY FOR ROAD USERS PEDES-TRIANS, CYCLISTS AND SOME CARS BUT ALSO FOR ALL THE STU-DENT WHO PUT THEIR CHAIRS AND TABLES ON THE STREET AND PARKING SPACES TO SIT OUTSIDE WHEN THE WEATHER IS GOOD ENOUGH. LARGE GROUPS OF TOURISTS ARE TAKING PICTURES IN FRONT OF OUR HOUSE, WHICH IS VERY ANNOYING WHEN YOURE RUNNING LATE FOR SCHOOL. MOST OF THEM DONT REACT WHEN YOU RING YOUR BIKE BELL; I THINK THEY ARENT USED TO ALL THE CYCLISTS THAT TRY TO PASS. - HELEEN

68

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72

Name: Nina KuipersAge: 23Lives in: DelftStudy: Master of Science Architecture, Urbanism and Building SciencesFrequency: Daily

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WHEN I STEP OUT OF MY HOUSE THIS IS THE FIRST THING I SEE HAPPENING ON STREET. THERES ALWAYS A LOT TO SEE.THIS ROUNDABOUT CONSISTS OF MANY LAYERS. TO MAKE EVERYTHING MORESYNOPTIC. CARS, CYCLISTS AND PEDESTRIANS ALL HAVE THEIR OWN LANES AND MOVE IN CIRCLES/HEXAGONS. THE TRAMS AND BUSSES CROSS THE ROUDABOUT. TRAMS MAKE A TURN AND BUSSES GO STRAIGHT THROUGH THE ROUNDABOUT - NINA

78

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Name: Oswaldo HeinenAge: 30Lives in: DelftStudy: Master of Science Architecture, Urbanism and Building SciencesFrequency: Daily

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Name: Emily Frances ParryAge: 24Lives in: DelftStudy: Bachelor ArchitectureFrequency: daily

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here by the lakeshore.

120

122

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MARKET LANE PARKANE PARANE PAR

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122

124

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3.00m

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123

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124

126

MANY TORONTONIANS COMPUTE INTO THE DOWNTOWN CORE FROM THE EAST END OF THE CITY FOR SCHOOL OR WORK. THE NEIGHBORHOODS OF THE EAST END INCLUDE RIVERDALE, LESLIEVILLE, THE DANFORTH, AND THE BEACHES. ALTHOUGH PRIMARILY RESIDENTIAL, WITH SCHOOLS, HOSPITALS, LIBRARIES AND SHOPPING STREETS, THE CITY SKYLINE CAN BE VISIBLE AT TIMES, JUST A SHORT COMMUTE AWAY. EAST ENDERS CAN TAKE THE SUBWAY, BUS OR STREETCAR, WALK, BIKE, SKATEBOARD, ROLLER BLADE OR DRIVE INTO THE DOWNTOWN AREA.

125

127

126

128

126

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127

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ISLANDPRIVATE PARKING C.N.R. RAILWAYBUS TERMINAL- WAITING AREABUS DRIVEWAY15m (varies)15m (varies)1m 13m

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the bus to and from the city.

132

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THIS TRAVEL FROM THE SUBURB OF BRAMPTON IS ONE OF MANY LONG COMMUTES INTO THE CITY VIA GO BUS OR TRAIN. THE GO TERMINALS ARE LOCATED IN AND ADJACENT TO UNION STATION WHICH IS IN THE HEART OF THE DOWNTOWN CORE. FROM HERE COMMUTERS CAN WALK OR TAKE THE TTC TO GET TO THEIR DESTINATION.

137

139

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140

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139

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streetcar lane streetcar lane3.00m

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0 1 2 3 4 5

141

143

Spadina AvenueDowntown - ChinaTownTrinity - SpadinaCommercial Residential28m Maximum




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142

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3.00mSIDEWALK

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143

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University AvenueDowntown westTrinity - SpadinaCommercial Residential76m Maximum




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street, and not so much forhanging out.

144

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MANY TORONTONIANS LIVE AND WORK IN A DENSE AREA OF THE DOWNTOWN CORE WHERE THEY TAKE THE TTC, WALK, ROLLER BLADE, SKATEBOARD OR CYCLE AROUND. CHINATOWN IS A VERY DENSELY POPULATED NEIGHBOURHOOD WHERE TRAFFIC IS ALWAYS HEAVY AND MANY PEDESTRIANS AND CYCLISTS ARE ALWAYS ABOUT, EVEN ON RAINY DAYS. OTHER NEIGHBOURHOODS INCLUDE THE U OF T CAMPUS, AND KENSINGTON MARKET.

145

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THIS AREA ADJACENT TO THE DOWNTOWN CORE INCLUDES CABAGETOWN, REGENT PARK, ST. JAMES TOWN AND THE RYERSON CAMPUS. THERE ARE MANY CYCLISTS. UPPER SHERBOURNE IS A GOOD EXAMPLE OF A SEPERATED BIKE LANE, HOWEVER THIS PATH IS UNNCONECTED FROM THE REST OF THE NETWORK AND IN SOME INSTANCES WILL COME TO AN ABRUPT END.

153

155

155

CONCLUSIONSThe startingpoint of this collaboration was to fi nd and share ideas and thoughts on two topics in order to make a toolbox for a sustainable city. We chose to do some research about two subjects: one that further developed in Canada, and one that is more developed in the Netherlands. But since there was not enough time to really go into two subjects we agreed to continue only with one subject; walkable and cyclable cities.

In the conclusions we will not really come up with THE solution for a walkable and cyclable city.However, we did realise that it is very hard to change an existing city. There are more factors in-volved than just a design. Climate, scale, policies, culture, attitude and geography are all factors that are of infl uence on how a city is build up and functions.

156

Although the Dutch are supposed to be experts on this subject, we werent aware of how far inte-grated the bike is in our culture. We never think of how different our daily way of transport is com-pared to transferring oneself in other cities. Stolid as we are, we just see this as something normal. The Canadians made us realize really pretty quickly that our cycling system in the Netherlands is not as self-evident in other countries and their cities. In line with these thoughts the fi rst reaction at the question what we could learn from the Canadians is very simple: not that much. It seemed like they could especially could learn a lot from the Dutch system. But after discussing the topic and seeing the results of the Canadian team, this was a bit short-sighted. While we as the Dutch team kept talking about cyclability, the Canadian team pointed out that we forgot the walkability of the city.

When comparing both countries, one of the big diffi culties is the difference in scale. While we are taking our bikes to go the University every day, most members of team Canada go by public trans-port and perhaps though it sounds paradoxical - that is an important way of increasing the walkabil-ity of a city. If the distance is too big to overpass by bike or by foot you need another means of trav-elling. Within the Dutch cities the radius in which you still can still cycle or even walk to another place the public transport is mostly well regulated. There are trams, metros and busses. But if you need to go to another town or city, which in distance is comparable with the daily travel schedule of the Canadian students, there arent that many options left. You can only go by train and because of the small number of stations and nodes (if you compare it with the metro system) you mostly have to do some relatively complicated transits which take a lot of time. We could conclude that it is not the design of the public space we should learn from looking at Toronto to increase the (in this case) walkability, but the way public transport is deployed to make it easier and faster to travel by foot.

157

As Canadians we have always been envious of the Dutch for their advanced bike culture. Through this collaboration, we have learned a great deal about the sophisticated biking infrastructure available in the Netherlands, which we could adapt here in Toronto to best improve our system.

Through our investigation we found much inadequacy, yet also great potential in Torontos biking infrastructure. As a result of our large scale, dense core, and sprawling outer limits, the bike lanes and routes within the city are extremely disconnected from one another. A continuous trip, a continuous trip on bike in the city is not very safe. Often bike lanes will come to an abrupt end, forcing cyclists to share vehicular lanes bustling with unyielding cars and transit. With this knowledge in mind, we were surprised to discover new types of separated lanes starting to be introduced to the city, pockets of the city with cyclable routes, and many future plans for constructing a more bicycle-friendly Toronto. Efforts to improve cycling in the city have popping up little by little, and surely more will follow suite.

Asides from infrastructure, an extremely important factor separating us from the Dutch is that we lack the general acceptance of bicycles as the best form of transportation. If we can change the way people view cycling in the city as not a nuisance for drivers but as a serious method of transporta-tion, we have a better chance of our city government putting money into the infrastructure required for safe and convenient cycling.

158

BIBLIOGRAPHYINTRODUCTION

MAPS AND PHOTOS FOR SECTIONS

TIMELINE FACTSAMSTERDAM

1. Lesisz, R. (2004) Honderd jaar fi etsen in Nederland 1850-1950, Over het begin van de fi ets cultuur. University of Wrocaw. (p. 13)

2. Lesisz, R. (2004) Honderd jaar fi etsen in Nederland 1850-1950, Over het begin van de fi ets cultuur. University of Wrocaw. (p. 14)

3. Jordan, P. (2013) De Fietsrepubliek; Een geschiednis van fi etsend Amsterdam. http://historiek. net/gefl irt-op-de-fi ets-met-anne-frank/33056/. Retrieved 2-6-2014

4. Vos, T (2013, August 10) Onderzoekje; Waarom is Fietsen Zo Populair in Nederland. http:// tijlvos.nl/onderzoekje-waarom-is-fi etsen-zo-populair-in-nederland/. Retrieved 2-6- 2014

1. [Ed.] (2014, May 24) Nederland http://nl.wikipedia.org/wiki/Nederland Retrieved on 29-05-2014

2. [Ed.] (2014, June 04) Amsterdam http://nl.wikipedia.org/wiki/Amsterdam Retrieved on 29-05- 2014

3. [Ed.] (2014, March 26) Canada http://nl.wikipedia.org/wiki/Canada Retrieved on 29-05-2014

4. [Ed.](2014, March 24) Toronto http://nl.wikipedia.org/wiki/Toronto Retrieved on 29-05-2014

Google.mapsOwn Photos

159



7. de la Bruhze, A.A.A., Veraart, F.C.A. (1999) Fietsverkeer in praktijk en beleid in de twintig ste eeuw.http://www.timenco.be/pdf/64_SHT_Fvk_in_beleid_en_praktijk_in_20e_ eeuw.pdf Retrieved 02-06-2014

8. Beekmans, K. (1990, March 13) Amsterdam werkt aan fi etssnelwegen http://www.nrc.nl/ handelsblad/van/1990/maart/13/amsterdam-werkt-aan-fi etssnelwegen-6925490 Retrieved 03-06-2014

9. (2013) Meer fi etskilometers vooral door de electrische fi ets. http://www.fi etsberaad.nl/index. cfm?lan g=nl&section=nieuws&mode=newsArticle&repository=Meer+fi etskilometers+voora l+door+de+elektrische+fi ets Retrieved 03-06-2014

10. Gemeente Amsterdam (2012) Meerjarenplan fi ets 2012-2016. Gemeente Amsterdam. Dienst infrastructuur, verkeer en vervoer.

11. O+S/DRO (http://www.os.amsterdam.nl/nieuwsasset/1079 Retrieved 03-06-2014

160

TIMELINE IMAGESAMSTERDAM

1. Lesisz, R. (2004) Honderd jaar fi etsen in Nederland 1850-1950, Over het begin van de fi etscul tuur. University of Wrocaw. (p. 13)

2. Lesisz, R. (2004) Honderd jaar fi etsen in Nederland 1850-1950, Over het begin van de fi etscul tuur. University of Wrocaw. (p. 14)

3. Jordan, P. (2013) De Fietsrepubliek; Een geschiednis van fi etsend Amsterdam. http://historiek.net/ gefl irt-op-de-fi ets-met-anne-frank/33056/. Retrieved 2-6-2014

4. Vos, T (2013, August 10) Onderzoekje; Waarom is Fietsen Zo Populair in Nederland. http://tijlvos. nl/onderzoekje-waarom-is-fi etsen-zo-populair-in-nederland/. Retrieved 2-6-2014



7. (2011, October 20) A view from the cycle path; Cycle protest posters Amsterdam 1980 http:// bicycledutch.wordpress.com/2011/10/20/how-the-dutch-got-their-cycling-infrastructure/ Retrieved 03-06-14

8. Fietsersbond Hengelo (2012) Fietssnelweg F35 http://hengelo.fi etsersbond.nl/node/4592#.U49- OnYsMa8, Retrieved on 03-06-2014

9. TREK (2014) Electrische fi etsen http://www.trekbikes.com/nl/nl/collections/electric_assist_blx/ Retrieved on 03-06-2014

161

10. Gemeente Amsterdam (2012) Meerjarenplan fi ets 2012-2016. Gemeente Amsterdam. Dienst infrastructuur, verkeer en vervoer.

POLICIES IMAGESAMSTERDAM1. TU Delft Bouwkunde (2000) Straten. http://ocw.tudelft.nl/courses/stedenbouw-in-de-delta/intro ductie/ stedenbouwkundige-basisbegrippen/straten/ Retrieved 04-06-2014

2. Boetes.nl (2014) Door rood bij verkeerslicht lopen. http://www.boetes.nl/boetesoverzicht/ver keer-op-de-weg/voetganger/door-rood-bij-verkeerslicht-lopen/ Retrieved 04-062014

POLICIES FACTSAMSTERDAM1. Crow 230 (2011) Ontwerpwijzer fi etsverkeer; Hoe breed moet een fi etspad zijn? http://www. fi etsersbond.nl/de-feiten/verkeer-en-veiligheid/infrastructuur/fi etspaden/hoe-breed-moet- een-fi etspad-zijn#.U48oGXYsMa8 Retrieved 04-06-2014

2. Boetes.nl (2014) Verlichting http://www.boetes.nl/boetesoverzicht/verkeer-op-de-weg/fi ets/ver keersregels/verlichting Retrieved 04-06-2014

3. Boetes.nl (2014) door rood licht bij verkeerslicht. http://www.boetes.nl/boetesoverzicht/ver keer-op-de-weg/fi ets/verkeersregels/door-rood/door-rood-bij-verkeerslicht-rijden retrieved 04-06-2014 Retrieved 04-06-2014

4. Ministere van Verkeer en Waterstaat (2009) Verkeer en meer; Voor wie geldt een helmplicht? https://www.jurofoon.nl/nieuws/3469-verkeer-en-meer-4-voor-wie-geldt-de-helmplicht Re trieved 04-06-2014

162158

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1. Ontario Ministry of Transportation. (Publisher). (2013, September 13). Regulatory Signs [Web Drawing]. Retrieved from http://www.mto.gov.on.ca/english/dandv/driver/handbook/section3.1.1.shtml

2. City of Toronto. (Publisher). Hand/Arm Signals for Cyclists [Web Drawing]. Retrieved from http://www1.toronto.ca/wps/portal/contentonly?vgnextoid=af6e0995bbbc1410VgnVCM10000071d60f89RCRD

2. Ellison, M. (2013, September 05). Data shows Torontonians love to jaywalk and sometimes pay the price. Toronto Star. Retrieved from http://www.thestar.com/news/gta/2013/09/05/data_shows_torontonians_love_to_jaywalk_and_sometimes_pay_the_price.html

3. Yang, J. (2010, January 27). Police crack down on downtown jaywalkers. Toronto Star. Retrieved from http://www.thestar.com/news/gta/2010/01/27/police_crack_down_on_downtown_jaywalkers.html

4. Breaton, S. (2013). The Toronto Cyclist Handbook. Retrieved from Cycle Toronto, PArtnership for Integration and Sustainable Transportation, Culture Link website: http://cycleto.ca/sites/default/files/handbook/cyclists_handbook_eng.pdf

5. Metro Toronto Police. (n.d.). Toronto bicycle laws and fines: an excerpt from you and your bicycle pamphlet. Retrieved from http://messarchives.com/messville/TO_FINES.HTM

Ministry of Transportation, (2013). Driver's handbook. Retrieved from Queen's Printer for Ontario website: http://www.mto.gov.on.ca/english/dandv/driver/handbook/

Ministry of Transportation, Ontario Cycling Association. (20 Jan, 2011). "Young Cyclist Guide." Dangers: What to Watch for. Retrieved from website: http://www.dot.gov.nt.ca/_live/documents/content/youngcyclist1.pdf

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POLICIES TORONTO

163

159

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1. (1928, December 04). Safety Zones, St. Clair Ave. & Oakwood Ave. [Web Photo]. City of Toronto Archives, Series 71, it6503. Retrieved from http://www.blogto.com/city/2010/09/nostalgia_tripping_torontos_streetcar_suburbs/

2. CTV Toronto. (Publisher). (2014, March 06). Union Station 1927 [Web Photo]. Retrieved from http://toronto.ctvnews.ca/timeline-180-years-of-toronto-history-1.1717785

3.Toronto Star. (Publisher). (1971, April 13). Photograph of St. James Town [Web Photo]. Retrieved from http://www.blogto.com/city/2014/04/st_james_town_and_the_messy_politics_of_urban_renewal/

4. Toronto Star/ Star Archives. (Publisher). (2014, March 28). Yonge Subway Line Construction [Web Photo]. Retrieved from http://www.thestar.com/news/gta/2014/03/28/happy_birthday_yonge_subway.html

5. Bond, C. (Publisher). (2012, December 03). Spadina Expressways protests [Web Photo]. Retrieved from http://www.cathibond.com/2012/12/adventures-on-the-ebook-frontier-dispatch-fifteen/

6. Tim. (Photographer). (2007, July 19). St. Lawrence Market [Web Photo]. Retrieved from http://www.blogto.com/grocery/stlawrencemarket

7. Ray Corley, TTC Archives, Ontario Archives. (Contributors). (2013, July 20). Scarborough RT [Web Photo]. Retrieved from http://www.blogto.com/city/2013/07/a_brief_history_of_the_scarborough_rt/

8. Flack, D. (Contributor). (2010, December 10). Toronto map coaster [Web Photo]. Retrieved from http://www.blogto.com/fashion_style/2010/12/how_cool_are_these_toronto_map_coasters/

9. Metrolinx. (Contributor). (2013, April 05). Eglinton LRT, Scarborough RT and Toronto Subway map [Print Photo]. Retrieved from http://www.thestar.com/news/gta/2013/04/05/crosstown_lrt_eglintons_big_dig_ends_30_year_wait_for_renewal.html

10. CTV News Toronto. (Publisher). (2013, June 10). Sherbourne Bicycle Lane [Web Photo]. Retrieved from http://toronto.ctvnews.ca/toronto-officially-opening-city-s-first-separated-bike-lanes-on-sherbourne-1.1318809

TIMELINETORONTO

164

160

7H[W 1. Hodge, G., & Gordon, D. L. (2008). Planning Canadian Communities: an introduction to the principles, practice, and participants (5th ed.). Toronto: Thomson Nelson.

2. Brader, M. [Ed.] (2012, April 21). A brief history of transit in Toronto. Retrieved from http://transit.toronto.on.ca/spare/0012.shtml

3. Mangione, K. (2014, March 06). Timeline: 180 years of Toronto history. CTV Toronto, Retrieved from http://toronto.ctvnews.ca/timeline-180-years-of-toronto-history-1.1717785

4. Yarhi, E. (2012). A Brief History of Regent Park. Retrieved from http://regentparkarts.ca/portfolios/a-brief-history-of-regent-park/

5. Bow, J. (2013, September 02). A history of the original Yonge subway. Retrieved from http://transit.toronto.on.ca/subway/5102.shtml

6. Bond, C. (2012, December 03). Adventures on the ebook frontier dispatch fifteen [Web log message]. Retrieved from http://www.cathibond.com/2012/12/adventures-on-the-ebook-frontier-dispatch-fifteen/

7. Royson, J. (2008, January 08). Amalgamation: 10 years later. Toronto Star. Retrieved from http://www.thestar.com/news/2008/01/01/amalgamation_10_years_later.html

8. Curry, B. (2012, January 02). Eglinton LRT nation's costliest infrastructure project: magazine. The Globe and Mail. Retrieved from http://www.theglobeandmail.com/news/toronto/toronto-lrt-is-canadas-costliest-infrastructure-project-magazine/article4085335/

9. Kalinowski, T. (2013, April 05). Crosstown LRT: Eglintons big dig ends 30-year wait for renewal. Toronto Star. Retrieved from http://www.thestar.com/news/gta/2013/04/05/crosstown_lrt_eglintons_big_dig_ends_30_year_wait_for_renewal.html

10. Alcoba, N. (2011, November 24). TTC service cuts will hit the busiest routes. National Post. Retrieved from http://news.nationalpost.com/2011/11/24/ttc-releases-list-of-streetcar-bus-routes-affected-by-cutbacks/

11. Kitching, C. (2013, June 10). Toronto officially opening city's first separated bike lanes on Sherbourne: http://toronto.ctvnews.ca/toronto-officially-opening-city-s-first-separated-bike-lanes-on-sherbourne-1.1318809

165

161

12. OntarioGenWeb. (2014). Ontario population by cities. Retrieved from http://www.rootsweb.ancestry.com/~canon/research-topic-misc-population.html

13. (2013). Population of census metropolitan areas (CANSIM, table 051-0046). Retrieved from Statistics Canada website: http://www.statcan.gc.ca/tables-tableaux/sum-som/l01/cst01/demo05a-eng.htm

TORONTO MAP AND DESCRIPTION

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OpenStreetMap Contributors. (Cartographer). Map of Toronto, Ontario [Web Map]. Retrieved from http://www.openstreetmap.org/#map=12/43.6766/-79.4092

1. Statistics Canada, (2014). Population and dwelling counts, for census metropolitan areas, 2011 and 2006 censuses. Retrieved from Government of Canada website: http://www12.statcan.gc.ca/census-recensement/2011/dp-pd/hlt-fst/pd-pl/Table-Tableau.cfm?T=205&S=3&RPP=50

3. Toronto's vital signs report 2013. (2013, October 01). Toronto Star. Retrieved from http://www.thestar.com/news/gta/vitalsigns/2013/10/01/torontos_vital_signs_report_2013.html

2. Demographia. (2014). Demographia world urban areas (built - up urban areas or world agglomerations). (10 ed., Vol. May , p. (201405 Revision)). Retrieved from http://demographia.com/db-worldua.pdf

3. Statistics Canada, (2013). Commuting to work: National household survey, 2011 (Catalogue no. 99 - 012 - 2011003). Retrieved from Minister of Industry website: http://www12.statcan.gc.ca/nhs-enm/2011/as-sa/99-012-x/99-012-x2011003_1-eng.pdf

4. Scallan, N. (2012, October 19). Density Toronto: As GTA population rises, so do expectations for denser living. Toronto Star. Retrieved from http://www.thestar.com/news/gta/2012/10/19/density_toronto_as_gta_population_rises_so_do_expectations_for_denser_living.html

5. Statistics Canada, Gegraphy Division. (2013). 2011 national household survey Toronto thematic map (Catalogue no. 99 - 012 - 2011003). Retrieved from Minister of Industry website: http://www12.statcan.gc.ca/nhs-enm/2011/as-sa/map-carte/pdf/2011-99012-005-535-013-08-00-eng.pdf

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INFRASTRUCTURE COMPARISON

,PDJHVGoogle Maps. (Cartographer). Toronto Bicycling Trails Map [Web Map]. Retrieved from

https://www.google.ca/maps/@43.6860838,-79.4819913,12z/data=!5m1!1e3

Google Maps. (Cartographer). Toronto Transit Map [Web Map]. Retrieved from https://www.google.ca/maps/@43.6823597,-79.429463,12z/data=!5m1!1e2

TORONTO RADII MAPS

,PDJHVNokia, Earthstar Geographics SIO, Microsoft Corporation. (Contributors). Aerial Image of Toronto, Ontario

[Web Map]. Retrieved from http://www.bing.com/maps/

725217238%/,&75$16,77H[W1. Statistics Canada, (2013). Commuting to work: National household survey, 2011 (Catalogue no. 99 - 012 - 2011003).

Retrieved from Minister of Industry website: http://www12.statcan.gc.ca/nhs-enm/2011/as-sa/99-012-x/99-012-x2011003_1-eng.pdf

2. Statistics Canada, Geography Division. (2013). 2011 National Household Survey Toronto Thematic Map (Catalogue no. 99 - 012 - 2011003). Retrieved from Minister of Industry website: http://www12.statcan.gc.ca/nhs-enm/2011/as-sa/map-carte/pdf/2011-99012-005-535-013-08-00-eng.pdf

3. Hodge, G., & Gordon, D. L. (2008). Planning Canadian Communities: an introduction to the principles, practice, and participants (5th ed.). Toronto: Thomson Nelson.

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INFORMATIVE MOVIES- How the Dutch got their cycling infrastructurehttp://bicycledutch.wordpress.com/2011/10/20/how-the-dutch-got-their-cycling-infrastructure/

- Verkeer in Amsterdam 1920 / Traffi c in Amsterdam 1920https://www.youtube.com/watch?v=Lyu-WC5uaWo

- If we had Dutch intersections, we would ride our bikes everywhere toohttp://knowmore.washingtonpost.com/2014/02/21/if-we-had-dutch-style-intersections-wed-ride-our-bikes-everywhere-too/

- Cycling in the US from a Dutch perspectivehttps://www.youtube.com/watch?v=m2THe_10dYs&feature=youtu.be

- How the dutch got their cycle pathshttps://www.youtube.com/watch?v=XuBdf9jYj7o

- The beauty and The Bike- British girls on a bikehttps://www.youtube.com/watch?feature=player_embedded&v=M88sF-rvul0

- Portlandia Bike cliphttps://www.youtube.com/watch?v=V3nMnr8ZirI

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draft final booklet 1-20draft final booklet 21-40draft final booklet 41-60draft final booklet 61-80draft final booklet 81-100draft final booklet 101-110draft final booklet 111-120draft final booklet 121-130draft final booklet 131-140draft final booklet 141-150.pdfdraft final booklet 151-169

walkable and cyclable cities - the netherlands and canada

Documents

collaboration of canada

oswaldo delft

ryerson university toronto

technical university

ru toronto

tu delft

heleen delft

nina delft