These kinds of problems have been around for years, of course, and the most visible public activism around bikes and cyclists’ rights have been the Critical Mass bike rides, where groups of cyclists take an unplanned route through the city, filling at least one lane of traffic, to prove the point that, as the Critical Mass slogan goes, “We’re not blocking traffic—we are traffic.”

However, Critical Mass has also driven away some cyclists who don’t like the tone of the rhetoric or the behaviour of the participants. One of the Critical Mass refuseniks, Jennifer Watkiss of Vancouver, recently started a new bike ride that aims to be a more polite alternative, called Critical Manners.

The first ride, on August 14, attracted about 100 cyclists. Reviews on the group’s website were generally positive, but not without criticism: Changing traffic lights splintered the mass into several groups, and a varied body of hand signal knowledge resulted in a few close calls when inexperienced cyclists stopped suddenly. The next ride takes place on September 11.

Q&A:

This: What made you want to start Critical Manners in Vancouver?

Jennifer Watkiss: The idea came about for the Vancouver police when the Vancouver Police issued their first-ever warning about a Critical Mass ride, for the July 2009 ride. The June ride had had a number of altercations, they had blocked off one of the major arteries in and out of town, and the July ride was set to come up on a long weekend, being the last Friday of the month. So the VPD issued a warning. I was explaining what the ride was to a friend of mine who had been out of the country for the past ten years, and was wondering what the fuss was all about. I’d always been frustrated with Critical Mass, thought it wasn’t the right thing to represent cyclists in Vancouver and hasn’t been for quite a while. So I was explaining to him what this was, and looking up the origins of Critical Mass found Critical Manners, which started in a similar response in San Francisco in, I believe, 2007. So I thought, wouldn’t that be a nice thing to do, and I figured I’d suggest the idea and, you know, 10 friends would show up, but cyclists in Vancouver really jumped on the cry and started to invite their friends, and pretty soon we had about a hundred people come out for a ride about three weeks ago.

Other than the people who came out to ride, what kind of response have you heard?

Most of the feedback has really come from cyclists who are frustrated with Critical Mass. It’s gotten a reputation for being quite antagonistic, and it’s sort of the most noticeable bike protest in Vancouver. So motorists are frustrated with it, and a lot of other cyclists are frustrated with it because they don’t want to be painted with the Critical Mass brush. Because the general consensus is that Critical Mass riders—or that cyclists, because of Critical Mass—are sort of kamikazes and civil disturbers. The biggest response was from cyclists, and then the media really picked up on it, because with the [VPD’s] announcement to stay out of downtown, a lot of people were really, really offended by that, rightly so, because why should they be held hostage downtown by a couple thousand cyclists who think they should have the right to block off traffic without any sort of plan, one Friday every month, especially considering the level it had gotten to.

What are the differences in terms of the actual ride? How is Critical Manners different from Critical Mass?

This is really about taking a positive action to show that something different can be successful. So there are two core differences: one is that Critical Manners has a planned route. One of the biggest disruptions with Critical Mass is that without a planned route—just the people in the front at any given time decide where to go—it throws off traffic, because no one knows where to avoid. Either you avoid the entire downtown core, or you just kind of cross your fingers that you don’t cross their path. So there’s that one. We always have a planned route, so that if anyone should feel the need to avoid us, they can. It’s also a courtesy to the city, there are lots of events that go on, and we don’t want to clash with film shoots, or other special events that people are planning, or road closures. The other thing is we truly ride as part of traffic. So we don’t take up a whole lane of the road, we ride as you would expect cyclists to ride every day. That’s largely single file: mostly because that’s part of the law in B.C., it’s part of the Motor Vehicle Act that bicycles are not supposed to ride “two abreast”, is the specific wording, and bicycles are to ride as far to the right as is practical. Often that means bike lanes, otherwise it’s to the right hand side of the road, that magic sweet-spot where hopefully you won’t get hit by a door opening in front of you, or crushed by traffic that’s going the same direction.

What we’ve seen in the last week, [with the Darcy Allen Sheppard case] is that the low-level, simmering antagonism between cyclists and motorists has boiled over in the last couple of days. Did you feel the same level of ambient hostility to you, as a cyclist, from motorists before you started doing Critical Manners?

Quite a lot. I’ve commuted almost every way you can think: bike, transit, car, walking, and I know, before I started biking regularly about four years ago, I was one of those drivers who thought, “Ugh, bikes, they’re horrible.” Just as a general sentiment I was willing to paint cyclists with the brush of acting like the laws didn’t apply to them. I’ve certainly felt that same hostility now as a cyclists, despite doing my best to try to ride within the rules of the road, in a safe and respectful manner. And I know other people do too, but there is certainly that low-level antagonism here, and there has been for quite some time. It’s one thing that keeps people from getting into cycling, is they just don’t feel safe. The cycling resources are getting better, but it feels still like “Bikes vs. Cars,” instead of everyone sharing the road. So Critical Manners is certainly a step to try to alleviate that, to put out some respect from cyclists for all road-users, in the hopes that will generate a bit more good feeling from everyone.

Some of the sentiments we’ve heard around here in the last few days are that people don’t want “good feelings”—what they want are hard-enforced laws, better bicycle infrastructure that will make bicycling safety the default rather than the exception on city streets. Critical Mass had always been what people felt was a necessary piece of civil disobedience in order to call attention to these issues. Do you think there’s legitimacy to that?

Absolutely. When the mass rides started, I certainly think they went a long way in drawing attention to cyclists, and saying “We’re out here, and when we get together as a group, we’re not small.” Vancouver, I feel, has gone quite a long way over the past few years, of trying to implement cycling infrastructure. The biggest problem with Critical Mass as it stands right now is that it has gone beyond bike activism and it’s attracted anarchists, basically. I’ve heard the sentiment often that “I love Critical Mass and I love to disturb the peace,” in words that aren’t quite that diplomatic. So there are also a number of cycling organizations that are doing what I think is a correct next step, and Critical Manners certainly follows with them, in saying, “Let’s use the bike resources, or ride as safely within the law as we can,” and when that’s not working, let’s demonstrate that to the city. Our city council right now is quite committed to bike resources, so let’s go out and show them we need new cross-town routes. We have a lot of North-South routes but only one East-West route that’s designated with a bike lane. We need more dedicated bike roads, not just bike lanes. Things like that. The Vancouver Area Cycling Coalition organizes rides to evaluate the current state of bike routes, so they go out and ride and say OK, this route has had a lot of increased traffic over the last little while, it’s less safe for bikes, or if new lights have been put in or not. There’s a lot of work going on in terms of continuously evaluating and improving the cycling infrastructure, and a lot of people don’t see that, because all they see is a mass of beer-drinking, pot-smoking, crazy people on bikes screaming at them.

Although Flaherty claims to have introduced a budget that is “Canada’s response to the challenge of our time,” many groups, including the Centre for Policy Alternatives, are saying Flaherty’s plan is “too little too late.”

This had us wondering if anyone, or anything, will benefit from the almost $40 billion stimulus package being pumped into our economy over the next two years. Here’s what we found.

Tax Cuts

Personal income tax reductions will give Canadians of all economic stripes between $21 to $53 a month extra to play with. But this $2 billion per year in tax cuts is essentially just a shallow crowd-pleaser that’s widely seen as an ineffective way to jump-start the economy. Instead, the government should have pumped that money into health care, for example, where it could have created more than three times as many jobs as broad-based tax cuts.

Mid- and upper-class homeowners

The 15 percent home renovation tax credits, for renos between $1,000 and $10,000 and available only until February 2010, will benefit only those who happen to have extra money to spend on redecorating.

Infrastructure

The government plans to throw $12 billion over the next two years into infrastructure, mostly through construction projects. But while this is a major job-producing move, it benefits sectors that are still largely dominated by men, leaving women out in the cold in terms of job creation. And while the government likes to boast that its stimulus package equals 1.9 percent of the GDP, CPA economist David MacDonald points out that that figure includes the matching funds that provinces and municipalities are expected to put up for infrastructure, meaning the feds are effectively counting “what other people are spending.”

Unemployed Canadians

Though only 40 percent of unemployed Canadians can access EI, no really significant EI reforms were made in the budget, with the stimulus package granting a mere five extra weeks of available benefits for the unemployed. And of the 1.5 billion set aside for retraining, only one third is available to unemployed Canadians not accessing EI.

Parents needing childcare

Under the stimulus package, low-income parents are able to earn a little more under the Canada Child Tax Benefit, but those earning less than $20,000 will see none of the increases they might have hoped for.

First Nations groups

Although the $1.4 billion allotted to First Nations communities for skills training and on-reserve housing might seem impressive, off-reserve First Nations people won’t benefit from much of this cash.

Affordable housing

Although the government is putting $1 billion over two years into social housing renovation projects, accessing these funds requires a 50-50 commitment from the provinces, a demand that may be difficult for poorer provinces to meet and may mean they miss out on housing they need the most. This money also can only be spent on already in-place affordable housing units—no new units are part of the stimulus plan.

[Editor’s note: every month, Eco-Chamber profiles an eco-group from Canada or abroad, called “Eco-Action.” Eco-Action takes a look at both the group and the actions they demonstrate towards their cause.]

Not many see bikes as a symbol for activism. However, that is just what the Toronto Cyclists’ Union is changing. They advocate for a more bike-friendly city to encourage environmental, social and urban sustainability.

“Think of us as the Canadian Automobile Association of bikes. Like CAA, 80% of our work is advocacy. However, instead of advocacy for the automobile, we advocate for bikes,” says Yvonne Bambrick, Executive Director of the Toronto Cyclists Union.

Two wheels are on the rise throughout North America. Portland, Oregon , for instsance, recently outpaced Copenhagen in the #2 spot for “best bike cities.” Toronto is seeing a rapid influx of cyclists in its urban spaces. According to Treehugger, the latest census report shows that from 2001 to 2006, cyclists have increased by 32 percent, while the automobile commuters have decreased by 5.2 percent.

The Toronto Cyclists Union was formed out of a desire to replicate bike advocacy groups found elsewhere in North America. With such a rise of cyclists in Toronto, it is time to build more bike lanes and for cyclists’ voices to be heard in a city where cars have mostly dominated, says Bambrick. In 2008, the group’s launch year, there were 70 members of the Union. Within a year, that number has grown to nearly 600.

“The bike is a powerful tool. It’s a no-emissions means of transportation; a way of battling climate change, smog and city pollution; low-cost for individuals; relieves the overburden city congestion; and promotes better health,” says Bambrick.

But bike advocacy faces challenges: there are city councilors who consistently prioritize parking and traffic issues, instead of issues relevant to cyclists. Some of the city’s infrastructure plans consider pedestrians and greenery over bikes. And then there’s the generalized North American mentality that the automobile rules — and anything else is road-kill.

But the bike union is maneuvering around these barriers this year. Boosted by its members’ dues, the union is an aggressive lobbyist at the municipal, provincial and federal level. Last week, speaking at a Toronto city infrastructure meeting, the union advocated building new bike lanes as part of a redevelopment plan for Jarvis Street, a five-lane road that currently acts as an artery for auto traffic. An amendment was approved and new bike lanes should be included when the plan passes council.

Beyond transforming roads, bike union is attempting to transform minds. From road rage against cyclists — road rage so toxic that a 36-year-old man lost a leg in a confrontation with a taxi last year —  The union wants to restore some respect for cyclists’ rights, and their media efforts are helping to do that.

One shouldn’t have to be ‘Brave-Heart’ to cycle to work every day, threatened by cars and minimal lane space, says Bambrick. Instead, the Toronto Cyclists Union wants to make cycling an activity that every urbanite can do in safety.

As one of our oldest forms of transportation, bikes are also our future. It is a symbol of sustainability and shifting attitudes. In these times, bike advocacy groups are more necessary than ever. They put this back-to-the future two-wheeler in its rightful place in our cities — everywhere.

Creative Commons licensed photo courtesy stevenh