In last week's referendum, students approved an increase in MSU student fees for the implementation of the Hamilton Bike Share pass
The McMaster Students Union 2024 referdendum was open to voters from Mar. 5 to Mar. 7. This year, students voted on the implementation of the Hamilton Bike Share and the Food Accessibility Initiative.
On Mar. 8, 2024, the results of the vote were released and it was announced that the increase in fees for the Hamilton Bike Share pass was approved. However, the Food Accessibility Initiative votes were not able to be counted as the 10 per cent quorum was not met.
The Bike Share referendum had a 16 per cent voter turnout, with 94.5 per cent voting in favour of the pass. This means that for the 2024/2025 school year, students will have access to 90 minutes of bike share time per day and $22 plus tax will be added to MSU student fees.
Students will also have the option to opt out of the pass.
McMaster Students for Bike Share, the Instagram page for the pass campaign, shared their thoughts for the successful vote.
“Thank you for voting, sharing our posts and spreading the word! This achievement is the result of a collective effort and the culmination of the work we’ve put into getting this pass since the beginning of last year,” said the Students for Bike Share team in the statement on their Instagram after the results were announced.
For more information, please refer to the MSU Elections website.
There are two referendums for the introduction new student fees this week, including if the fee for Hamilton Bike Share should be added to the MSU fee for the 2024/2025 academic year
On Mar. 6 and 7, the McMaster Students Union will hold two referendums, one on the introduction the president's "soup and bread" initiative and on the introduction of an annual bike pass following the Student Representative Assembly general elections. This bike pass will be provided by Hamilton Bike Share and cost MSU members $22 plus tax. The pass will provide students with 8 months access to bike share for 90 minutes daily. Furthermore, the pass will be offered with an option for students to opt out.
This initiative has been advocated for by a student group at McMaster University. Students Rhea Saini, an Ontario Legislature Intern, and Paris Liu, fourth-year civil engineering student, had come together in their living room one night after a discussion about the current transportation systems that exist for students. They had recognized the funding issues that had been going on with the bike share. Both had agreed that a bike pass included in student fees may be something beneficial for students.
"[Hamilton Bike Share] were losing funding from the city so a student bike pass was one of the things we had thought about. A city law was the way that idea resurfaced. So Paris and I basically came together with like the two different [focuses] and started this campaign idea in our living room, which was so funny," said Saini.
David Landry and Xin Law-Gallagher, both third-year art sciences students, are other students who have been working to have the bike pass implemented. They shared that this bike pass is something that can really benefit students. They believe it can allow students an easy method to explore Hamilton.
“[Hamilton Bike Share] really adds to student life and kind of being a student Master is when you have access to a bike, especially a bike that you can leave anywhere, and to pick up anywhere, it really opens up kind of the community around McMaster,” said Law-Gallagher.
[Hamilton Bike Share] really adds to student life and kind of being a student Master is when you have access to a bike, especially a bike that you can leave anywhere, and to pick up anywhere, it really opens up kind of the community around McMaster.
Xin Law-Gallagher, McMaster bike pass advocate
Law-Gallagher shared that in this referendum, there is the option for students to opt out, which should appeal to a larger student body.
The McMaster student bike share pass advocate Kenneth Chen, a fourth-year health sciences student, expressed that the option to opt out of the member ensures accessibility. This is because they recognize that a bike pass may not be ideal for everyone and that the students should have the choice to not contribute their fees.
“I believe that sustainability should be affordable because it often is not. Right now is the time to act on this opportunity. Not only [is Hamilton Bike Share] like affordable but [also] accessible. That's one thing with the opt-out optional, it really does make it truly accessible,” said Chen.
Taskin Eera, another student in fourth year environment and society who has been working to have the bike pass implemented, expressed that if this is passed then more bikes will be provided on campus to accommodate students. They are also hoping to employ students to manage these bike stations.
“Bike share will be increasing service and also there will be there will likely be student employees to ensure that the service is kept up. And this will help promote active and sustainable transport in a cultural institutional level that isn't quite as prevailing in our sort of car-centric model that we have today,” said Eera.
Law-Gallagher and Ofure Itua, another student in fourth-year biomedical discovery & commercialization who has been working to have the bike pass implemented, argued that there is nothing for students to lose if voting in favour of including the bike share pass to the student fees.
“I'd tell them that there is literally no downside to voting yes. If you vote yes, your peers get access to a great bike pass, and you can still opt out and not pay anything. And if you vote, no, nothing happens,” said Law-Gllagher.
I'd tell them that there is literally no downside to voting yes. If you vote yes, your peers get access to a great bike pass, and you can still opt out and not pay anything. And if you vote, no, nothing happens.
Xin Law-Gallagher, McMaster bike pass advocate
To vote in favour or against this referendum, students can log in with their MacID on SimplyVoting. Voting for this referendum will be held on Mar. 6 and 7, 2024.
The McMaster & Hamilton communities should do more to support SoBi
By: Adeola Egbeyemi, Brittany Williams and Christy Au-Yeung, Contributors
This article is written by members of the MSU Sustainability Committee, who are in the midst of their virtual SoBi campaign.
They’re blue, built with a thick Dutch frame and basket. Though you may have been around Hamilton, you may have not even noticed their presence swarming the McMaster University campus. We’re talking about Social Bicycles.
SoBi is a bike-sharing company. The Hamilton-specific SoBi fleet has bikes located in approximately 130 hubs across the city. Users can purchase a specific level of membership online and once registered, are ready to ride anywhere. Bike-sharing systems like SoBi Hamilton allow users to take one-way trips on publicly accessible bikes and create a network of efficient, affordable and sustainable transportation.
This efficient, affordable and sustainable mode of transportation nearly ended this past summer and is not yet out of its narrow bike lane. Back in May, SoBi was operated by Uber, although still city-owned. On May 15, Uber unexpectedly notified the Hamilton City Council that they would stop operating SoBi in June due to COVID-19 considerations, even though ridership had increased in the hundreds since the pandemic began.
Ward 3 Councillor Nrinder Nann attempted to save SoBi by using taxes collected from areas where SoBi operates, but the motion narrowly lost at City Council. The very next day, Hamilton Bike Share Inc., a not-for-profit bike-share operator, started a GoFundMe to try to continue operating the bikes at no cost to the city.
In a last-minute save, a reconsideration motion for SoBi passed unanimously at the next council meeting. Presently, SoBi is operating as normal through Hamilton Bike Share Inc., but the city is still in search of a stable long-term operator.
As the city searches, SoBi has become a notable transportation alternative for individuals who want to avoid public transportation. SoBi also provides users with the convenience of locking their bikes to a non-SoBi rack for a one-dollar fee.
In addition, the bike-share service maintains user accessibility through their subsidized Everyone Rides Initiative, which provides both a discounted pass and an opportunity for users to earn SoBi credits by relocating any out-of-hub bikes. If you’re a McMaster student, you can also access a discounted membership. So if you want to reduce your carbon footprint or you want to support this community program, this affordable option is for you.
Just as small actions can produce larger change, bike-share programs not only provide benefits to individuals as previously outlined but to the community as a whole. It is at this level that bike share programs have been proven to decrease car usage and reduce traffic congestion, which consequently reduces pollution, leading to community health benefits and allowing for economic expansion.
These environmental benefits are particularly relevant given that the transportation sector emits the second most greenhouse gas emissions in Canada. To date, SoBi bike-sharing is estimated to have reduced nearly 1 million kilograms of CO2 emissions. As a community, we have the vital responsibility to be environmental stewards; we need to make the necessary efforts required to protect the natural environs that have provided us with so much.
McMaster has demonstrated its commitment to sustainable transportation practices at an institutional level through its April 2017 Master Campus Plan Update, which outlines infrastructural changes for a vehicle-free core campus. A key aspect of this is not merely accommodating cycling on campus but actively encouraging it.
In the 2017 update, McMaster planned to expand SoBi to the GO Bus station and west campus. Evidently, the support and facilitation of bike-sharing services like SoBi align closely with McMaster's culture and priorities of sustainability.
The McMaster Students Union has also shown its commitment to supporting sustainable transportation through the MACycle service, an on-campus do-it-yourself bike repair shop. Unfortunately, due to low engagement and alternative services in the Westdale area, the service was de-ratified last year.
This exemplifies the importance of making conscious decisions to support these sustainable programs otherwise these options may become defunct. We are only able to keep these programs running through our community efforts.
SoBi is a valuable and accessible program that provides benefits individually, institutionally and municipally; as a result, they have received support at all of these levels. Since the future of SoBi remains undetermined, we as a community can find our footing as environmental stewards by supporting the bike share program while it is still here.
Cycling zealots are once again calling for an upheaval of the streets — or, at least that’s what anti-bike lane proponents say. McMaster cycling advocates and experts tell a different story.
Despite claims of a “war on cars” and swarms of cyclists taking over the street, cities across Ontario largely rely on road sharing instead of developing robust cycling infrastructure. Yet Kate Whalen, senior manager of McMaster’s academic sustainability programs, says that cycling is sustainable and promotes individual and community health. Unless the city prioritizes the development of cycling infrastructure, potential cyclists will continue to be deterred by dangerous roads that aren’t built with alternative modes of transport in mind.
Cycling in Hamilton is growing fast but the city isn’t keeping up. The Cannon Street bike lanes are the city’s largest endeavor into creating infrastructure for cyclists. According to a 2018 CBC news article, the bike lanes attracted significant ridership. In 2015, the Cannon lanes had 75 daily trips, which grew to 396 in 2017.
While ridership is up, the Cannon lanes have some glaring faults. What is perhaps the most advanced network of bike lanes in the city, outside of multi-use trails, has lanes that are still not up to par. Cannon is a highly used road for cars, especially during rush hour. Cyclists have reported obstructed cycling lanes, pointing out an infamous corner often blocked by transport trucks. Construction projects often close the bike lanes, meaning that frequent road repair interferes with the free flow of bike traffic.
Fundamentally, the Cannon lanes are built around a road made for cars. The lanes were placed on the street as a quick solution for a mutli-faceted problem.
David Zaslavsky, director of MSU Macycle said, “I think that I’m not alone in saying that most infrastructure is built without cyclists in mind, it’s kind of an afterthought. There’s no real actually effective bike protection and bike lanes short of completely separated paths like the rail trail.”
“I think that I’m not alone in saying that most infrastructure is built without cyclists in mind, it’s kind of an afterthought."
https://twitter.com/RyanMcGreal/status/1176591645212585991?ref_src=twsrc%5Etfw
The lack of consistency in bike lanes is also a problem. While the Cannon lanes offer a direct route from East to West, other routes are lacking. Islands of bike networks are created within the city without much interconnection. For example, while the Cootes bike path is likely the best in the city, it connects to Main Street — every cyclists nightmare.
Main Street is the most direct link between the East and West quarters of the city. But only cars can feel confident on the Main street highway. This street is just another example of the difficulties that bike commuters face in the city. There are bike lanes in some areas but not others, poorly integrated lanes that make turns difficult and, not to mention, high speed traffic which poses a real threat to cyclists without a protective lane barrier.
Still, infrastructure is only one part of the problem. Sharing the road can only go so far in a culture built around cars. Robust infrastructure changes need to come with a culture shift that encourages alternative transportation, especially active transportation like biking and walking.
As advocates encourage the city to improve conditions for cyclists, some have seen changes, especially for students. Ward 1, the ward in which McMaster university is located, has the potential to lead the city towards multi-modal and active transport. Maureen Wilson, the ward 1 city councillor, met with bike advocates in September 2019 to discuss York Boulevard and Queen Street. The latter street has had multiple accidents, prompting city officials to convert the popular street from a one-way street to a two-way street. This change will make room for improvements for pedestrians and cyclists as the city builds new infrastructure.
Cycle Hamilton & Ward 1 meeting to discuss: a) Queen Street conversion & cycle crossings. b) York Blvd pic.twitter.com/y7friVhmNw
— Maureen Wilson (She / Her) (@ward1wilson) September 30, 2019
Elise Desjardins, a McMaster graduate student and cycling advocate, said, “The city has been very engaged with the community around cycling infrastructure by providing opportunities for people to weigh in.”
Even with the city’s proposed improvements, Desjardins and Zaslavsky agree: Hamilton needs to look Eastward. European cities like Amsterdam and Copenhagen offer a guide for what bike infrastructure could be. Desjardins wants to see the city work towards bike lanes that are fully separated and that leave room for cyclists to engage with their community and feel safe.
“I always like when bike lanes have a lot of trees beside them. I think that extra buffer — that general sense of friendliness on a street — is always really wonderful,” said Desjardins.
Zaslavsky agrees that fully separated lanes can make new and experienced cyclists alike feel more safe commuting.
“A lot of research has shown that the main reason people don’t bike is that, aside from accessibility to a bike — which is a lot better in Hamilton than other places — is that they don’t feel safe.”
Hamilton, a mild-winter city with the same metro-area population as Winnipeg, currently has zero (0) physically protected bike lanes. https://t.co/66GboO6OpT
— McMaster Librarians (@MUALA_CA) September 19, 2019
Whalen describes the difference between real and perceived safety and why they both matter. Feelings of safety and actual risk management measures both impact cyclists’ experience. A painted line on the road doesn’t do much to make cyclists feel safe.
As Whalen said, “When you put a concrete barrier with a little patch of grass between the 1000 pound fast moving vehicles and the vulnerable user of transportation, that changes the game.”
“When you put a concrete barrier with a little patch of grass between the 1000 pound fast moving vehicles and the vulnerable user of transportation, that changes the game.”
It changes the game for specific groups of people too. Women, elderly and low-income community members rely on alternative modes of transportation. Transit, especially active transit, has real implications for these groups. It may not seem like it, but a concrete barrier is about equity.
“We can’t be building transportation systems that prioritize the ability for one type of person to get around more than others,” said Whalen.
“We can’t be building transportation systems that prioritize the ability for one type of person to get around more than others,”
Transportation justice is often left out of the discussion. Transportation justice highlights that we don’t just use transportation to get around. We also use it as a way to access resources. Transportation is necessary for community members to access basic needs, social interaction, health care and more.
“We have demographics that are to a certain extent socially isolated because there are certain seasons where they just cannot get around. We know that about 30% of any one community doesn’t drive due to age, financial ability, or physical ability. How are they getting around if they can’t drive? And sometimes as bus isn’t an option either,” Whalen said.
Beyond safety and equity, Whalen also wants people to enjoy how they get around. When infrastructure supports it, walking and cycling can bring a sense of community, safety and joy. While cars do have a certain amount of joy for commuters, public transit doesn’t keep up. When Whalen switched from a car to a bike, she realized that she was able to be a more engaged member of her community. Biking increased her social interaction which led her to research the topic. And the numbers back it up: cycling can be an enjoyable experience with opportunities for community engagement.
Desjardins agrees, noting that there isn’t actually much of a negative impact of bike lanes. Arguments against additional infrastructure often cite road congestion or a lack of rule enforcement for cyclists. These concerns don’t quite check out, though. While protected lanes might impact how quickly cars can get through an intersection, roads only show a limited picture. Road safety and cars’ impact on the environment also needs to be taken into consideration, not to mention the traffic that cyclists bring to local businesses.
“People care about the environmental impact of traffic and single-occupancy vehicles,” says Desjardins. “They care about their health, their care about their kids getting out to their neighbourhood and not being confined to a car. Cyclists care a lot about their community. And they show up to things where they have an opportunity to weigh in and make it better.”
With rising cycling numbers the city needs to do better to make room for bikes on the road. Car-focused streets negatively impact the Hamilton community, while bikes open up possibilities for community members to connect with the people and businesses around them. Looking forward, advocates agree: move over cars, pedal powered transportation is taking the lane.
McMaster is home to a diversity of people with different transportation needs.
Some walk, run, bus or rent nearby, while others need to bike or skateboard to make it to campus.
Once they’re on campus, the options for storage and security for those who do not walk or drive vary.
McMaster has a few different options available for those who bike to campus.
Social Bicycles, better known as SoBi, was recently introduced to McMaster, and has shown great success with students who commute or rent near campus.
SoBi allows students to rent and reserve bikes without a time limit. In 2016, there were a total of 45,699 bike trips across campus using SoBi. Like Presto bus passes, SoBi rentals come with a discount for McMaster students.
However, for those who use their own bikes, there are only a few safe locations to secure your bike.
Though McMaster has over 1,800 bike rack spaces located on main campus, many of these locations are not sheltered.
Unless you are willing to pay $40 per semester or $100 for one year for one of only 28 bike lockers on campus, your bike will remain unsheltered ina harsh weather conditions.
Students living in residence have the option to use relatively safe indoor storage for their bikes, but for everyone else, bicycles are only allowed to be stored indoors with permission from the supervisor in your work area.
The only bike space that is secure and monitored is the ‘Secure Bike Facility’. This caged location is available for $5 per semester, and can only be accessed with a swipe card to ensure security. It is located on the west side of Chester New Hall, and is also not sheltered.
Students living in residence have the option to use relatively safe indoor storage for their bikes, but for everyone else, bicycles are only allowed to be stored indoors with the permission from the supervisor in your work area vary.
Beyond this, there isn’t much guidance for keeping your bike secure, unless you consider “[bikes are] not to be locked to or leaned against hand rails, trees, or other features of the university landscape…Bicycles found in violation are subject to ticketing” helpful advice.
According to Guelph University News, there is a bike shelter in the heart of Guelph University’s campus that doubles as a pavilion for students to use.
The structure holds 90 bikes with two tiers of bike racks that can be removed for small events when the pavilion is needed.
The lighting in the pavilion is also powered by solar panels, and is as big as a four-car garage, and a green roof that has low maintenance plants as a part of it.
For those who do not cycle and prefer to skateboard, penny board or longboard across campus, the options are even more minimal.
Unless you want to pay for a $25 for half a locker or $50 for a full locker in the school year, you are likely to end up making yourself known to your fellow classmates and squeezing your board in between lecture seats.
Seeing as most people use their board to get across campus to get to classes, keeping your board in your locker would be a little redundant anyway.
McMaster has shown great progress with cyclist accommodations and is continuously improving. L.R. Wilson Hall features a pair of very modern looking bike racks available for students to enjoy both aesthetically and practically.
This concept of modern and green should be implemented for those who transport with two wheels instead of four.
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By: Benita Van Miltenburg
As both a Hamiltonian and a bicycle user, I was deeply troubled by the recent death of Jay Keddy. Keddy was a well-prepared and thoroughly practiced cyclist, equipped with bicycle lights and a helmet, obeying the rules of the road. Despite his diligent behavior, he was struck by a car and left lifeless on his commute home from work this past December. No one emerged from the horror of Keddy’s death unscathed — his friends, family and acquaintances, not the kindergarten students whom he taught, and not the members of the wider Hamilton community.
Around the same time Keddy was killed, two pedestrians were struck in our city, one killed and the other seriously injured. These realities indicate that we must demand safer transportation infrastructure. Not only have the lives of these individuals and their families been forever affected, but the lives of those responsible have also been irreparably damaged.
These were preventable accidents that mustn’t be forgotten a mere two months later. They were needless accidents with immense consequences. This type of tragedy must not happen again.
I see myself settling in a community I can safely enjoy by way of foot or bicycle, not just by car or bus. As it stands, Hamilton is evidently not the place for me.
Currently, the rules of the road mandate that a bicycle and a three thousand pound vehicle occupy shared road space. When accidents happen, the ones who suffer most are almost always the more vulnerable road users. This is not a system that is safe for people on bikes, and it is likewise not a system that works well for automobiles. Many residents of this city regularly make use of multiple means of transport, and nearly all road users understand the difficulties inherent to this outdated system. We, as citizens of this city, as shared users of the road, must demand more.
We should ask ourselves: what kind of city do we desire? What sort of community are we presently fostering, building for our children, for ourselves and for our seniors? Where do we see this city in five, fifteen and fifty years? I see myself settling in a community I can safely enjoy by way of foot or bicycle, not just by car or bus. As it stands, Hamilton is evidently not the place for me.
In Hamilton, pedestrians have a 42 percent higher risk for injury than the provincial average. Hop on a bike and that figure doubles to 81 percent. This is wholly unacceptable.
Hamilton is blessed with abundant potential. Situated between Lake Ontario and the beautiful Niagara Escarpment, Hamilton is home to several fantastic post-secondary institutions, vibrant art, music and culinary communities, outstanding social programs, and just enough character to keep things interesting. However, the city is currently doing itself a terrible injustice by consistently catering to one road user over others, sometimes at the expense of residents’ lives. As such, we are bypassing the opportunity to create a socially inclusive community in which residents can truly enjoy spending their time.
Transportation modes such as walking and bicycle riding allow the individual to move at a leisurely pace, stop and start with ease and engage with their environment in a way that is simply not possible from the isolated box of the automobile. I say this not to demonize car ownership, but to encourage planning that supports multiple forms of transportation.
This is a call to all residents of our community to work with city planners and legislators to make desperately needed improvements to our active transport infrastructure. Improvements that will in turn put all road users at greater ease, and ensure not one more life is needlessly cut short on account of poor planning or lack of action.
With the city-wide Transportation Master Plan in review and a notice of motion put forth to adopt Vision Zero, Hamiltonians have some crucial decisions to make. Are we to accept this subpar status quo? Are we to remain Ontario’s second most dangerous city to walk in? Can we risk any more unnecessary tragedies?
Or will all road users — pedestrians, cyclists, car drivers and transit goers alike — come together and support positive change? We need change that caters to all forms of transportation equally, change that fully protects all residents from risk of injury and as such, protects all residents from the risk of injuring others. Let’s come together and insist on safer active transportation options in 2016. We all have the right, to enjoy our city out of harms way.
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The Hamilton Bike Share Program has begun rolling out test phase bicycle stations around the McMaster campus and is already offering early membership access before the official bike program launch in March.
The bicycle stations are being managed and installed by the non-profit organization SoBi Hamilton, and uses fourth generation “smart bikes” provided by the New York-based organization. The bicycles have Global System for Mobile connectivity and GPS capabilities that gather anonymous data on bicycle usage such as which stations are most frequently used, which stations need to be restocked, and even alert SoBi services when a bicycle is in need of repair. By the end of the program’s full launch, 700 stations will have been installed around the city.
There are currently five stations located around campus, including two by the Health Sciences Centre, various residences and the Arthur Bourns Building. A sixth station by Mills Library is to be installed in the near future, and bike racks may be expanded according to demand.
Any level of membership can be purchased online, at a kiosk, or at the SoBi Hamilton office. This includes a discounted $70 annual fee for McMaster students, faculty and staff. A $149 founding membership is also available, which includes ninety minutes of daily ride time, a t-shirt and the ability to name a bike. The pay-as-you-go option will become available after the program’s official spring launch.
The program is also planning to implement the Everyone Rides initiative that will try to give access to people who can’t afford a membership so they can utilize the system as well.
“With the Everyone Rides initiative we’re just basically trying to get grants in different sources of funding so there’s no barrier for anyone to use the system,” said Chelsea Cox, Sobi Community Manager. “We are working on a few partnerships right now to secure that funding and we’re telling anyone who doesn’t want to join who can’t afford it to get in touch with us so we can work with them to find a solution and get them on the bikes if they need to.”
While the bike share program will by no means replace the need for busing, even in warmer temperatures, Cox describes the Social Bikes as a compliment to the current public transit offerings.
“The bus system is great and I also encourage people to use that. I think Bike Share is just really helpful in providing another option for people and more options for getting around the city are always better. This is something that’s healthy and sustainable and often times more efficient…instead of waiting for the bus for ten minutes, you can make that bus ride turn into a short bike ride. They are really convenient and fill the gaps in transit.”
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Suggested bike share stations across Hamilton.
Hamilton will soon be home to a bike share program. Starting this summer, a partnership between the City of Hamilton and Social Bicycles will offer 750 bikes at 80 stations across the city.
The bicycles will be available to users for a small fee ranging from $3 single-rides to $85 year-long memberships. Bikes can be reserved using the Social Cyclist smartphone app or by using a keyboard on any of the bicycles. An unlock code then frees the bike, and riders can keep the bicycle for as long as is paid for. Bikes must be returned to one of the 80 hub locations at the end of the allotted time to avoid extra fees.
“We’re excited to add this travel choice to our existing range of transportation options to make travelling even more convenient and sustainable,” said Peter Topalovic, Project Manager of Transportation Demand Management with the City of Hamilton. “Bike Share is the fastest growing transportation mode in the world, complementing existing public transit and providing first and last mile connectivity by filling in transit gaps. It’s a healthy, sustainable, and affordable form of public transportation.”
Exact implementation dates are currently unknown, with their website simply promising to have the program in place “by summer 2014.”
Pricing options for Hamilton's incoming bike share program.
The 80 docking station locations are also still to be determined. Members of the public are encouraged to suggest where stations should be by using the app or by sending an email to info@hamiltonbikeshare.ca. So far, votes have favourited a McMaster location as well as many hotspots near Jackson Square in the downtown core.
In introducing a public bike share program, Hamilton is following in the footsteps of other major Canadian and international cities. While bike share programs are a successful staple in European metropolises, Canadian cities have had some difficulty sustaining the systems. Toronto’s bike program, introduced in 2011, went bankrupt in 2013 from underuse, leaving the City to take on the full amount of the cost.
In Vancouver, an integrated bike share and helmet rental system is being proposed with its own slew of complications. That program is due to roll out this spring.
A Hamilton Police initiative to monitor cyclists in McMaster University's surrounding neighbourhood was launched on Oct. 28 and will run until Nov. 28.
The problem-or
iented project (POP) targets cyclists who commit rules of the road offences and equipment violations near McMaster's campus.
Hamilton Police Sgt. Gino Ciarmoli said the project is the result of several complaints about cyclist behaviour from the neighbourhood and Councillor Brian McHattie's office.
Police will enforce the Highway Traffic Act and City of Hamilton By-Laws, which include:
Police will also be enforcing a zero-tolerance policy, which means cyclists will be fined if they commit a traffic violation. Fines range from $25 for improper equipment to $155 for failing to stop at a red light.
A similar initiative took place in March of this year, in which Police targeted Sterling Street for cycling infractions due to complaints from the Ainslie Wood/Westdale Community Association. Sergeant Ciarmoli said the current project is not an extension of the one in March.
