MSU-organized initiative offers daily 90 minute access to Hamilton Social Bikes at a reduced rate
Earlier this March, the McMaster Student Union held a referendum to include a discounted Hamilton bike share pass as a part of student fees starting in September 2024. This initiative will offer students a sustainable and affordable way to get to and around campus, with an option to opt out for those who do not wish to bike.
Following the successful bike share referendum passed by the MSU last academic year, an incidental fee of $24.50 including tax has been added to the tuition of full-time McMaster undergraduate students. This fee grants them membership to the Hamilton Bike Share program.
Students who do not opt out of the program will receive an annual bike pass, providing access to a network of publicly shared bicycles across 130 locations in Hamilton, including the seven stations located on McMaster's campus.
The pass will be accessible through the Bike Share SoBi mobile app, where students can create an account and register using their MacID information. After registering, students can use the app to unlock bikes, pay for rides, and enjoy 90 minutes of riding each day. Users will also receive a $10 credit for additional features that may incur a fee, such as locking a bicycle outside a designated station off campus.
Students who exceed the 90-minute daily limit will be charged $0.15 per minute on their account, which is the normal rate for Sobi users. The regular annual pass is priced at $192, meaning full-time undergraduate students benefit from a discount of 88.7 per cent.
The bike share initiative was driven by a group of seven students who advocated for the program on campus. In 2023, the group circulated a petition to investigate if students would support the pass and collected about 870 valid signatures. Following this, they worked to establish a memorandum of understanding between Hamilton Bike Share and the MSU.
In an interview with the Silhouette, Xin Law-Gallagher, one of the co-organizers of the program, spoke about how they raised awareness about the proposed program leading up to the referendum in March 2024. "We went around to everyone chilling in libraries, in the student centre, and in study spaces, handing out stickers and a little information card with a QR code saying, "Have you heard about this referendum?" ... the answer was always no," said Law-Gallagher.
We went around to everyone chilling in libraries, in the student centre, and in study spaces, handing out stickers and a little information card with a QR code saying, "Have you heard about this referendum?"... the answer was always no.
Xin Law-Gallagher, co-organizer, Student Bike Pass
The co-organizers mentioned that they thought the most effective methods to boost voter turnout was visiting popular classes. They contacted professors across various faculties and gave presentations at the start of each class, encouraging students to vote.
Paris Liu, another co-organizer of the bike pass, shared her motivations with The Silhouette, emphasizing her concerns about the climate crisis. "I think everyone in the group joined for different reasons … for me, it was mostly the climate crisis with seeing how urgent that was and how the transport sector in Canada contributes [to it]", said Liu.
Liu mentioned that she hopes this program will contribute to encouraging a culture of biking across Canada and increases active transportation. "I hope that [the] success [of the pass] initiates a culture of biking across Canada because in Canada, it's just not really prevalent...whereas [in] Europe, this is very normal ... to have a bike share discount pass for students in most European universities", said Liu.
On March 6 and 7, 2024, students were able to vote for or against the bike share referendum held by the MSU. A total of 4,264 of 25,714 eligible undergraduate students, approximately 17 per cent, voted. Of those who voted, 94.5 percent were in favour of creating a 12-month bike share pass at McMaster.
The referendum needed to meet a simple majority, and required a minimum voter turnout of 10 per cent for the ballots to be counted as valid. A previous referendum in 2016 failed by a narrow margin of three percent.
Michael Wooder, who is responsible for the operations and management of the MSU, spoke to the Silhouette prior to the share program's launch." "I see tremendous value in this program as it is offering yet another enhancement to student transportation options in a sustainable way. Coupled with the fact that it is based on an opt-out model … a student potentially looked at this as a win-win option if they don't care to cycle," said Wooder.
I see tremendous value in this program as it is offering yet another enhancement to student transportation options in a sustainable way. Coupled with the fact that it is based on an opt-out model…a student potentially looked at this as a win-win option if they don't care to cycle.
Michael Wooder, general manager, MSU
The new student fee will provide over $600,000 annually to Hamilton Bike Share. This will make McMaster students the largest single source of revenue for Hamilton Bike Share.
Wooder mentioned that after the referendum, Hamilton Bike Share and the MSU had been in collaboration to implement the program for all full-time students, including establishing privacy policies and data-sharing procedures with the university.
"…there is a memorandum of understanding between the MSU, [Hamilton] Bike Share, and McMaster University … that says that SoBi will maintain a minimum of 100 bicycles in service on campus at all times during classes… that doesn't limit them to only 100, but that's the operational floor," said Wooder. He added that Hamilton Bike Share will monitor student usage trends to plan to meet the growing demand for social bikes.
Wooder expressed his hope that the program will become a long-term mode of convenient and sustainable transportation.
Marketing for the bike-sharing program will begin in the coming weeks, with the opt-out option available from September 1 to September 30.
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.
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.