wh-SeatbeltHistory-Sept24

With an epidemic taking place, one company decided to forego their patent to help save lives. And when the government stepped in to enact a solution, people were in an uproar, saying it took away their freedom.

Sound familiar? It does, but we’re not talking about COVID-19, vaccine mandates and masking requirements — we’re talking about seatbelts.

It was more than four decades ago that Canadian provinces started rolling out legislation around seatbelt use, with four – including Ontario – having done so by 1977. It took other provinces and territories into the late 1980s and early 1990s to follow suit (with Alberta being the last province in 1987 and the Yukon the last territory in 1991).

In Alberta, protests even erupted over the legislation, and in 1989 a judge ruled that seatbelt use could not be made mandatory under the constitution (a finding that was later reversed by the Alberta Court of Appeal).

But gradually seatbelt laws evolved, including the requirement to buckle infants into car seats and young children into booster seats. This resulted in a dramatic reduction in crash-related injuries and deaths, and over the years compliance with seatbelt laws has not only increased but become a social norm.

A Volvo engineer, Nils Bohlin, was responsible for inventing the three-point seatbelt in 1959. This was an evolution of the lap belt, which didn’t restrain the upper body in the event of a crash and left passengers vulnerable to head, chest and spinal injuries. At the time, however, most cars didn’t have <em>any</em> seatbelts.

Bohlin’s invention changed all that — but it still took time to catch on.

“His solution was to have a seatbelt that took care of both the lower part of the body and region of your hips and the upper part where you have the chest and head,” said Jan Ivarsson, <em>deputy director and senior technical safety advisor at Volvo Cars in Sweden.</em>

<em>While Volvo’s data clearly showed the effectiveness of the three-point seatbelt in preventing death and reducing injuries, most people at the time didn’t bother wearing seatbelts. </em>

“So, usability and acceptance were very, very important,” said Ivarsson. “It was a bit of a daring decision to put it into our cars as a standard feature in 1959.”

Volvo also did something else unusual: the Swedish automaker decided to make the patent available to all to encourage mass adoption of the three-point seatbelt and not charge a license fee to its competitors. The company, which continues to evolve its culture of safety with electric vehicles, even provides open-source access to its crash-research data.

Still, it took years (and, in some cases, decades) to overcome resistance and gain wider adoption.

“Much of what tends to be controversial with new legislation comes down to the perception that people are sacrificing their personal liberty for the sake of the public good,” said Alice MacLachlan, associate professor with York University’s Department of Philosophy.

The seatbelt law is sometimes described as paternalistic: a government body is deciding something for you, for your own good. Some people interpreted the seatbelt law as an insult, MacLachlan said, even if they were wearing one anyway.

“In 1976 when seatbelt laws were introduced in Ontario, strapping a piece of fabric across our waist seemed much more restrictive than driving on the right side of the road,” said MacLachlan.

<img class="size-full wp-image-171775" src="https://wordpress.wheels.ca/wp-content/uploads/2022/09/wh-SeatbeltHistory-Nils-Sept24.jpg" alt="Seat Belt History" width="1532" height="2019" />

We drive on the right side of the road, so we don’t crash into other vehicles, she said, adding “we don’t perceive it as a restriction on our liberty. We understand the rationale, it’s part of our settled expectations.

“Whereas something new seems like an act of disruption to our freedom.”

At the same time, she said, the backlash against seatbelts wasn’t entirely without reason. The risks of lap belts have been well documented over the years, but, when it became law, there was a dramatic uptake in the use of seatbelts.

“Once it became a legal norm, it became a social norm,” said MacLachlan. “Social norms can change over time as a result of legal enforcement.”

Governments also ran buckle-up campaigns, sometimes targeting kids to shame their parents into using their seatbelts (a tactic also used more recently to encourage mask wearing in some areas of the world). Over time, people have also come to understand that the risk of death is exponentially higher if they’re not wearing a seatbelt.

But MacLachlan wonders what would happen if seatbelt laws were introduced today. “In a very polarized society where anything can become political fodder, it’s a lot harder to introduce social norms,” she said.

MacLachlan said it’s become more difficult for people to make assessments of various risks and the costs they’re willing to take for various freedoms. “It doesn’t change the risks, it changes the perception of them,” she said. “I think if seatbelt laws were introduced today, they probably wouldn’t be as successful.”

But, over the course of several decades, wearing a seatbelt has become a norm — even in holdouts like Alberta and the Yukon. In fact, most cars beep incessantly until you put your seatbelt on, making it near impossible to drive without it.

While it may seem mundane, the seatbelt is one of the most important inventions of our time. “(Nils Bohlin) was a true engineer and a very strong force in developing things based on our safety data,” said Ivarsson. “This guy has saved a lot of lives.”

What people were saying

On Feb. 21, 1974, the Toronto Star ran letters to the editor in reaction to coverage of a possible seatbelt law in Ontario. Here is what some readers had to say:
<ul>
 	<li>“Lap belts are bad enough and a nuisance to boot but don’t even mention shoulder harnesses to me. Not only are they uncomfortable but I think they’re dangerous … Our society has become soft and over-protected; if we’re not careful, we’ll legislate ourselves right into boredom and completely weed out initiative because its not safe.”</li>
 	<li>“When I saw the editorial, on making everybody use seatbelts, I found it hard to believe my eyes. How easy it would be for us all, if we could solve our problems in this way, just to make people do what you or I believe is good for them. Would you deny me this free choice of what risk I choose to assume?”</li>
 	<li>“Attorney-General Dalton Bales is correct in his assumption that a law requiring the wearing of seatbelt would be impractical. In some cars, belts will not reach around large persons in heavy winter coats. Women in the last months of pregnancy, persons with arthritis, casts or other ailments could find seatbelts impossible. Could you fine persons in private cars and ignore buses with crowds standing?”</li>
</ul>

The buckling-up brouhaha: Seatbelts were once as polarizing as vaccines and masks

Royal Windsor Horse Show 2019

Queen Elizabeth II was once an army mechanic during the Second World War — which perhaps spurred her life-long love of the automobile.

Still driving well into her 90s, the longest-reigning monarch in British history even taught her children and grandchildren how to drive. And, over the course of her storied life, she amassed an enviable car collection. As well, prior to her death, she was the only British citizen who didn’t require a driver’s license.

Even in the final years of her life, the Queen still liked to get behind the wheel whenever she could — often wearing a printed silk headscarf or colourful hat. She only gave up driving on public roads in 2019 after her husband, the late Prince Philip, got into a serious accident while driving at the age of 97. But that didn’t stop her from taking a spin on her private estates.

Here are a few moments from her life where automobiles played an important part.

<strong>‘Princess Auto Mechanic’</strong>

The 96-year-old monarch, who passed away on Sept. 8, served as an army mechanic and ambulance driver during the Second World War. In 1944, while she was an 18-year-old princess, she signed up for the British Army’s Auxiliary Territorial Service, and in early 1945 became a mechanic, learning how to drive army lorries, change wheels and fix engines.

The public adored her for it, and an Associated Press headline in April 1945 dubbed her “Princess Auto Mechanic.” It also made her the first woman in the royal family to serve in the military.

In the early 2010s, never-before-seen images snapped by an amateur photographer in March 1945 of the then Princess Elizabeth working on an army vehicle were found – giving the modern public a look at this brief but important moment in her life.

<img class="aligncenter size-full wp-image-171780" src="https://wordpress.wheels.ca/wp-content/uploads/2022/09/wh-QueenAuto-War-Sept24-2.jpg" alt="queen elizabeth II" width="2406" height="1804" />

&nbsp;

<strong>Driving a message</strong>

Many years after the war, in 1998, then-Saudi Crown Prince Abdullah had an audience with Queen Elizabeth II at Balmoral Castle in Scotland, where he agreed to be taken on a tour of the estate.

At the time, women weren’t allowed to drive in Saudi Arabia (and, in fact, were only granted that right in 2018). So, imagine the Crown Prince’s surprise when the Queen herself hopped into the driver’s seat of the Land Rover.

Apparently, she drove in the same style she was taught during her wartime military training decades earlier. The story, shared in a memoir by diplomat Sherard Cowper-Coles, said the Queen accelerated along narrow estate roads, chatting the entire time. As Cowper-Coles recalls it, “Through his interpreter, the Crown Prince implored the Queen to slow down and concentrate on the road ahead.”

Whether intentional or not, she made a statement without uttering a word. (For the record, former British prime minister David Cameron, revealed in his autobiography that he was alarmed by the Queen’s “breakneck speed” while driving.)

<strong>A practical vehicle</strong>

The Queen had long been a fan of Land Rover — well before it became associated with high-end luxury vehicles. After the Second World War, the Land Rover was considered more of a utilitarian off-road vehicle, which, at the time, won her favour with a nation recovering from wartime struggles and rations.

<img class="size-full wp-image-171766" src="https://wordpress.wheels.ca/wp-content/uploads/2022/09/wh-QueenAuto-Hearse-Sept24-scaled.jpg" alt="The Queen" width="2560" height="1708" />

Over the years, she amassed a fleet of more than 30 Land Rovers, receiving her first one just before her coronation in 1953 when she ascended the throne (Land Rover was even granted a Royal Warrant in 1951).

It turned out to be a two-way relationship. Land Rover donated a Defender 130 to the British Red Cross for the Queen’s Platinum Jubilee. And when Prince Philip died in April 2021, his coffin wasn’t transported in a traditional hearse, but in a Defender TD5 130 painted military green.

While she had a soft spot for Land Rover, Queen Elizabeth II also was a staunch supporter of British automakers, including Aston Martin, Bentley, Vauxhall and Rolls-Royce, and a patron of the Royal Automobile Club. Indeed, car retailers in the U.K closed their businesses for 10 days of national mourning following her death.

While Queen Elizabeth will be recalled for many things, including her dedication to public service, many will simply remember the mother, grandmother and great-grandmother behind the wheel of her Land Rover, hair tied up in a silk scarf, corgis at her side, foot on the accelerator.

<strong>Final journeys</strong>

The hearse that transporting the casket of Queen Elizabeth II to Buckingham Palace from RAF Northolt, where it arrived from Scotland, was designed by Jaguar Land Rover and The Royal Household and was approved by the Queen, reported Car and Driver.

The customized Jaguar XJ featured large windows to allow the public to view the casket, was finished in Royal Claret and includes the queen’s royal cypher.

It was a specially built Binz H4 on a Mercedes E-Class platform that transported the Queen’s casket on the 280-kilometre journey from Balmoral Castle, where she died, to Edinburgh, according to <em>Drive.com.au</em>.

The story of the Queen told in cars

The Club locked to a steering wheel

Advertised on television, The Club became a pop-culture icon back in the late 1980s and early 1990s—and even a punchline to jokes. But several decades on, The Club is still around as a successful auto theft prevention device.

For those not familiar with it, The Club — is looks like an oversized bicycle lock — is attached to a steering wheel, making it impossible to turn a vehicle even when it is running.

That means this analogue device can’t be hacked and is a hassle for thieves to remove, although it is not impossible to do it. Thieves have used everything from bolt cutters and hacksaws (to saw off the steering wheel) to liquid nitrogen (to freeze the lock and then hammer it off) to circumvent The Club.

Indeed, the company that created The Club touts it as a preventative measure, like a lock on your front door. If someone really wants to get in, they’ll get in. But a device like The Club can help to reduce thefts of opportunity.

The brainchild of James Winner, a Pennsylvania native, The Club was inspired by his time serving in Korea when soldiers locked chains to the steering wheels of their Jeeps to prevent theft. Later, back in the U.S., when his Cadillac was stolen, Winner enlisted mechanic Charles Johnson to design The Club and in 1986 Winner International was created to distribute it.

But a lot has changed since The Club’s heyday. For one thing, newer cars are keyless, and they’ve become more like a computer on wheels — which means they can be hacked.

Vehicle theft is on the rise in the GTA, in part due to automotive supply chain issues that have created severe vehicle and parts shortages. Toronto police data shows vehicle theft increased by 61 per cent from Jan. 1 to May 23 over the same period last year.

“It’s been professionalized,” said George Iny, president of the Automobile Protection Association (APA). Thanks to high demand in overseas markets, professional auto theft rings export stolen cars for much more than they’re sold for in Canada.

They might also steal popular makes and models for their parts or use fake vehicle identification numbers (VINs) to sell stolen cars to unsuspecting buyers. Cars may even be stolen for the express purpose of committing another crime.

Among the top 10 brands targeted by thieves in 2021 are the Honda CR-V, Lexus RX350 and Toyota Highlander, according to the Insurance Bureau of Canada, which compiles annual statistics on vehicle theft. There’s also constant demand for replacement parts for popular brands such as Toyota Corolla and Honda Civic, said Iny.

While certain vehicles are more popular targets, any car can be a target. That’s why insurers encourage car owners to make their vehicle harder to steal.

As for The Club? “It’s inconvenient for most people and they eventually give up using it,” said Iny. After all, if it’s tossed in the back seat of your car, it isn’t going to do much good. Nor does it work on all makes and models of vehicles. But, he said, it’s an additional inconvenience for the thief.

“It was never very difficult to remove — the steering wheel itself can be cut — but it is extra work,” said Iny. That could serve as a deterrent, particularly if thieves show up with tools for an electronic theft, and not those to saw through a physical anti-theft device.

That’s why the APA recommends a layered approach to security. For example, a signal blocking bag or box, such as a Faraday pouch, can prevent a key fob signal from being hijacked. An immobilizer only starts the engine if the correct key is used. And an on-board diagnostic lock, which is plugged into the car’s onboarding computing system, can also thwart thieves.

“These challenges are not new, we’re just seeing a lot more of it, especially in the GTA,” said Elliott Silverstein, director of government relations with CAA Club Group.

A car owner’s approach to security will depend a lot on their living situation, he said. Many Torontonians rely on street parking and don’t have a garage or underground condo parking (and, if they’re a two-car household, they may still have to rely on street parking for one of their vehicles). Street parking leaves those vehicles more exposed.

“If (a thief) has moments to spare they will likely go to the one with easiest access,” said Silverstein. “If the car doors are unlocked, then you’ve made it easier than someone who has their doors locked with a Club.”

A layered approach to security includes vehicle tracking, which means there’s at least some chance of recovery. Indeed, Équité Association, the investigative branch of the Insurance Bureau of Canada and Canatics, reports that 2021 was a record-breaking year for recoveries, with more than 1,000 stolen vehicles recovered from the Port of Montreal.

“A significant number of vehicles that have a tracking device are recovered,” said Iny. “The company we like is Tag — it’s widely available in Quebec and promoted by insurers.”

Auto thieves have become much more sophisticated, as have the tools to protect vehicles. But sometimes it’s the simple things — like remembering to lock your doors, even if you’re just running back into the house for a minute, or using a physical anti-theft device as a deterrent — that could make a difference.

The legacy of The Club: Decades later, it’s still stopping car thieves

Photographer

<em>About this series: Wheels wants to inspire you to explore. This series of daytrips and longer drives highlight great experiences you can have in the province, ands show you why Ontario is “Ours to Discover.”</em>

<em> </em>For a quick and easy getaway — one that truly feels like an escape — you don’t have to venture far from Toronto. The Durham Region, located east of the city, has a surprising number of attractions, but, if you are planning a day trip here, you’ll first have to narrow down your options.

After all, the region encompasses about 2,500 square kilometres — from the eastern end of the 905, including Oshawa, Whitby and Clarington, to the city of Pickering, town of Ajax and township of Uxbridge. So, if you only have a day, here’s how to make the most of your time in and around the Uxbridge area of the Durham Region.

<strong>In the morning:</strong> Leave Toronto as early as possible to avoid traffic and head east on Highway 401. Take exit 408 onto Highway 412. From there, you’ll take Exit 9 for Highway 7, then Lake Ridge Road (Durham Regional Road 23) to Uxbridge.

Start your day at the Tin Caffé (the daytime version of the popular Tin Restaurant) for a cappuccino and carrot-pineapple cake, or try Navarra’s Eatery for something heartier, like a breakfast quesadilla, classic benny or blueberry banana waffle.

If it’s a Sunday, head straight for the Uxbridge Farmer’s Market, which runs weekly until Oct. 30, at 85 Herrema Blvd. Here, you can pick up preserves, baked goods, handmade soap, local artwork and even bird houses, all while listening to live music. Fuel up for the day with quiche or a baguette sandwich at Praline Pâtisserie.

<img class="size-full wp-image-170265" src="https://wordpress.wheels.ca/wp-content/uploads/2022/07/wh-Discover-Durham-Farmer-July30-scaled.jpg" alt="Discover Durham" width="2560" height="1706" />

Next, take a scenic drive through the countryside north of Uxbridge, visiting your choice of artisans, farms and historical sites — from potters and painters to the home of Lucy Maud Montgomery, beloved author of “Anne of Green Gables.”

On the second Saturday of each month through the fall, the Leaksdale Loop is organized and features 20 destinations — including Greenmantle Pottery, Concession 6 Studio and Pefferlaw Creek Farms — open at the same time to welcome visitors as they tour through the region. If you are there on a day when the Loop is not being held, you can still check the opening hours for each of the businesses you want to visit and plan your own route.

You can also incorporate the Lucy Maud Montgomery Trail, a self-guided, two-hour driving tour that takes you through Uxbridge, Leaksdale and Zephyr. As you make the drive, listen to a podcast about the author’s life (you can learn more at <em>DiscoverUxbridge.ca</em>, where you can also print a map of all the locations on the trail).

<img class="size-full wp-image-170266" src="https://wordpress.wheels.ca/wp-content/uploads/2022/07/wh-Discover-Durham-Maud-July30.jpg" alt="Ours to Discover Uxbridge" width="2000" height="1200" />

The tour includes a stop at the Leaksdale Manse National Historic Site, where Montgomery lived with her family from 1911, through the First World War and the influenza epidemic, until 1926. It was during this time that she wrote many of her stories. Stop for tea and scones, or head to local cafe The Bridge Social for a glass of raspberry cordial — one of Maud’s (and Anne’s) favourite refreshments.

<strong>Around noon:</strong> Make your way to Banjo Cider – an orchard, cidery, patio and tasting room. The cidery aims to revive the lost art of traditional cider-making, which disappeared during Canada’s prohibition years when cider apple trees were cut down.

Try the bone-dry traditional Revival or the medium-dry Dueling Banjos with a crab apple reduction (if you’re the designed driver you can still enjoy its non-alcoholic cider). There’s live music every Sunday from 1:30 to 4 p.m., along with pop-up chefs.

After head to Slabtown Cider Co., which is surrounded by the forests and fields of the Oak Ridges Moraine. This family operated cidery is working to revitalize more than 90 acres of historic fields into one of Canada’s largest collections of heirloom apples. Aside from sampling barrel-aged ciders, you can enjoy lunch — a wood-fired pizza, bison burger or cider ribs — on its patio overlooking the orchard.

From there, drive to Trail Hub, located on Chalk Lake Road, the epicentre of a 240-kilometre network of multi-use trails for hikers, mountain bikers and nature lovers. Trail Hub connects to the Oak Ridges Moraine Trail, TransCanada Trail, East Duffins Headwaters Trails and Durham Forest Trails.

<img class="size-full wp-image-170267" src="https://wordpress.wheels.ca/wp-content/uploads/2022/07/wh-Discover-Durham-Cider-July30.jpg" alt="Ours to Discover Uxbridge" width="2000" height="1333" />

Parking and trail access is free, and washroom facilities are available. The grand post-and-beam chalet offers meals with epic views, and Annina’s — a bakeshop popular with locals — serves up treats like butter tarts and gelato. There’s also a boutique featuring local artistic talent.

<strong>In the evening:</strong> Drive back into Uxbridge and, if there’s time (and you’re so inclined), browse the shops in the historic downtown district, such as Blue Heron Books, The Lemonade Stand and Threads Boutique.

For dinner, head to Urban Pantry. The restaurant collaborates with local farmers to source its ingredients and create a contemporary farm-to-table menu with dishes like citrus-cured Ontario rainbow trout served with fennel salad made using Uxbridge organic greens and heirloom tomatoes.

Under normal circumstances, the beer garden at The Second Wedge Brewing Co. — complete with picnic tables and twinkly lights — would be the perfect spot for a night cap (and to enjoy a flight of Uxbridge craft beer). However, due to severe storm that took place in May, the brewery won’t likely open until after Christmas because of damage. The owners do plan to hold weekend pop-ups, so check the brewery’s social media account for updates before your visit.

<strong>For the drive</strong>

Learn more about the area by listening to “Uxbridge Beat,” a podcast by residents Jennifer Neveu-Campsall and Scott Campsall, who discuss all things local. There are also several audio books and podcasts about “Anne of Green Gables” and Lucy Maud Montgomery. Player FM has a comprehensive list to choose from.

&nbsp;

<strong>TIMELINE:</strong> Drive Guide
<ul>
 	<li><strong> 8 a.m.</strong> Leave Toronto</li>
 	<li><strong> 9:30 a.m.</strong> Tin Caffé</li>
 	<li><strong> 10 a.m.</strong> Uxbridge Farmer’s Market</li>
 	<li><strong> 11. a.m.</strong> Scenic drive</li>
 	<li><strong> Noon</strong> Leaksdale Manse National Historic Site</li>
 	<li><strong> 1 p.m.</strong> Banjo Cider</li>
 	<li><strong> 2:30 p.m.</strong> Trail Hub</li>
 	<li><strong> 5 p.m.</strong> Downtown Uxbridge</li>
 	<li><strong> 6 p.m.</strong> Urban Pantry</li>
</ul>
<em>Note: Times are suggestions only</em>

Ours to Discover: Uxbridge is a destination rich with diversions

wh-CollisionsStudy-May14

In spring, as we replace our winter tires and hose the salt stains off our mud mats, there’s relief in knowing we don’t have to deal with driving on icy, snowy or slushy roads for another six months. But with the emergence of spring buds and blooms comes the emergence of wildlife, looking for food, habitat and mates—and that causes a whole new set of road hazards.

Canada has a massive road network that cuts through prime wildlife habitat, posing danger to both humans and animals. Nationwide, four to eight large animal vehicle collisions occur every hour, according to the British Columbia Wildlife Collision Prevention Program (WCPP). In B.C., more than 10,000 wildlife vehicle collisions occur every year, resulting in about 570 personal injuries and three fatalities.

About 80 per cent of these collisions involve deer, while other victims include moose, elk, bears and coyotes. But that doesn’t consider collisions with smaller animals like racoons, skunks, rabbits and squirrels because, “as they cause less damage to private property or human life, they rarely appear in official statistics,” said the WCPP on its website.

For years, mitigation efforts — such as overpasses, tunnels and fencing — have attempted to reduce wildlife vehicle collisions, with varying success. Recently, researchers at New Brunswick-based Mount Allison University took part in a study published in “The Journal of Wildlife Management” that used spatial analysis to better understand highway vehicle collisions with elk, using a central Ontario herd as a study group.

About 50 elk were reintroduced into a region near Sudbury in 1930, and in the late 1990s another 150 animals were reintroduced from Alberta’s Elk Island. But from 2008 to 2012, Highway 69, which cuts through the herd’s territory, was expanded to four lanes.

Since then, vehicle collisions with elk near Greater Sudbury have more than doubled, according to the study, despite the presence of overpasses, tunnels and wildlife fencing. (However, it should be noted, these mitigation strategies may have benefited other animal populations in the area.)

While the fencing wasn’t centred around the herd’s main territory, this was made worse by the unexpected movement of the herd, allowing them to circumvent the fencing, said Dr. David Lieske, associate professor in the Department of Geography and Environment at Mount Allison, who collaborated on the study.

“Not only were there more elk in the highway area, but there were also more mortality reports,” he said. “It brought home the message that when you’re building any highway mitigation strategy, you need to follow up on it and it has to be adaptive. You can’t build it once and leave it.”

For example, it may be necessary to shift or expand wildlife fencing, or in certain areas the fencing may need to be higher or deeper in the ground. And there may be holes in the fence that require repairs.

While the findings of the study are specific to the herd, they hold lessons for current and future mitigation infrastructure. For example, integrated monitoring and use of adaptive management is important for limiting wildlife vehicle collisions in the long run.

“We can’t just wall off the road and build a fortress — it would be catastrophic for the animals. You’d be isolating them from each other,” said Lieske. “Ideally you want animals to move naturally so they can find mates and find food, but creating conditions that foster that take a bit of thought. What may work for one group of animals may not work for another group of animals.”

While fencing can be moved, the same can’t be said of overpasses and tunnels. So, what can drivers do to play their part?

Ultimately, many wildlife vehicle collisions are caused by driving too fast or not paying attention, which can both delay reaction times. “We think we own the road, but we don’t really own it. This habitat is how (animals) survive and we’re moving through it,” said Lieske.

As we see more urban sprawl and the expansion of transportation networks, wildlife vehicle collisions will continue to be an issue. “If anything, this problem is going to intensify. My feeling is if we could just go slower, we could prevent a lot of collisions,” said Lieske. “It’s like defensive driving except you’re looking out for animals rather than other drivers. It’s a change in mindset.”

<strong>Tips for avoiding collisions with wildlife:</strong>
<ul>
 	<li>Be extra cautious at dawn and dusk when animals are more active and when visibility is reduced.</li>
 	<li>When driving at night, slow down and actively scan the road ahead, as well as the ditch.</li>
 	<li>Slow down in narrow, forested areas and near culverts or water sources where animals may be moving around.</li>
 	<li>Pay attention to wildlife warning signs (which are yellow and diamond-shaped).</li>
 	<li>Some animals (like elk) travel in groups, so if you see one, be aware there may be more around.</li>
 	<li>Deer may panic and freeze in the middle of the road when they see your headlights, so slow down at night or in areas where signage indicates deer are present.</li>
 	<li>While many collisions take place on smaller, rural roads, wildlife can still be present in urban areas, so stay vigilant.</li>
</ul>

What elk can teach us about wildlife collisions

wh-OddRules-Book-April23

If you happen to be driving down the highway in Ontario and spot a horse alongside the road, resist the urge to race against it with your car.

While you’re at it, don’t try to outrun a deer, moose or other wild animal you spot. If you’re caught, you could be fined under Ontario’s Highway Traffic Act, which states under Section 173 that “no person shall race or drive furiously any horse or other animal on a highway.”

In Prince Edward Island, an archaic driving rule still on the books stipulates that you must honk your horn every time you pass another vehicle or back out of a parking spot, which these days would make for a cacophony of noises. A similar rule exists in New Brunswick — and is likewise unenforced. Also in New Brunswick, a rather confusing driving rule states that “driving on the roads is not allowed.”

There are also several driving rules that were created for a different era — before the golden age of the automobile. For example, you’re required to have at least two bells attached to your sleigh on a highway.

These driving rules have been long forgotten and nobody bothered to repeal them, though technically they’re still on the books. At the same time, some driving rules are not legally binding rules at all, yet they’ve become so engrained over time that people believe them to be true.

“I’ve spoken to many drivers over the years who argue that I’m wrong, but I show them the handbook to verify,” said Scott Marshall, director of training with Young Drivers of Canada, who has served as a road safety educator for 34 years. “Some will actually say the handbook is wrong.”

For example, it’s not illegal to drive barefoot — or in flip flops, sandals or high heels, for that matter — in any of the provinces or territories. “Although it’s not recommended since the bottom of the foot is softer and delays a response on the accelerator and brake,” said Marshall.

But, if those six-inch heels contribute to a car crash, you could technically be charged for careless driving.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/04/wh-OddRules-Foot-April23.jpg"><img class="alignnone size-full wp-image-167751" src="https://wordpress.wheels.ca/wp-content/uploads/2022/04/wh-OddRules-Foot-April23.jpg" alt="Odd Rules" width="1414" height="2121" /></a>
Many drivers also believe it’s illegal to change lanes through an intersection. “But it is not illegal,” said Marshall. “It just may be unsafe because of turning traffic.” Another myth: Although the right lane is the driving lane and the left lane is the passing lane, they both have the same speed limit. It’s simply recommended that slower-moving traffic keep to the right.

“It’s also not illegal in Ontario to pass a slower-moving vehicle on the right. At Young Drivers of Canada, we call that the lane of least resistance,” said Marshall.

To add to the confusion, Canada has 13 different sets of driving rules — one for each of the provinces and territories — and in some cases separate municipal rules. For example, in Montreal, drivers are prohibited from turning right on a red light. That isn’t the case anywhere else in Canada, or in the rest of Quebec, for that matter.

In British Columbia and the Yukon, a flashing green light means the light will only change if a pedestrian pushes a button (and not to indicate that you can make a left turn, as is the case in the rest of the country).

“For those who do not live near one-way streets here in Ontario, they may not know they are allowed to make a left turn on a red light, but only from a one-way street while turning onto another one-way street after stopping first,” said Marshall. “Most drivers will just sit there and wait for the green.”
While most drivers believe it’s illegal to cross the solid lines on a highway, they’d be right — unless they’re driving in Ontario, where this is optional. Lane markings are indicators of whether it’s safe to pass, serving an advisory function rather than a legal one.

Some driving rules may still be relevant for the times, even if they are a bit unusual. In Quebec, you’re not allowed to block your own driveway with a vehicle, nor are you allowed to cut through gas stations or parking lots to avoid a red light.

In Saskatchewan, Section 240(1) of the Traffic Safety Act states: “No person on a highway shall directly or by any attachment hold onto a moving vehicle other than the one in which the person is riding.” So next time you feel like grabbing onto the back of a moving vehicle while skateboarding down a highway in Saskatchewan, you might want to think twice.

While distracted driving laws exist across Canada, they’re mostly associated with cellphone use. But in Alberta, the definition of “distracted driving” includes a laundry list of items, from reading to grooming your beard to feeding your baby. Also in Alberta, if you’re in a funeral procession, you’re allowed to proceed safely through traffic lights and stop signs, provided you are directly in the procession.

If these rules seem rather confusing, Marshall said he recommends reviewing the relevant driver’s handbook for your province, which can be found online. “For any driver, it’s sometimes easier to search just for a specific law in the jurisdiction and move from there,” he said.

Don’t race that horse and other archaic rules of the road

OLYMPUS DIGITAL CAMERA

In much of Canada’s Far North, ice roads are a way of life. And they’re a lifeline — serving as an essential link to highways and ports that aren’t accessible any other time of year. But if Arctic ice is melting, what does that mean for Canada’s vast network of ice roads?

First off, ice roads are only one portion of a larger network of Canada’s “winter” roads. They are built on top of frozen bodies of water, such as lakes and rivers, but those segments connect to roads built on top of frozen terrain, said Merrina Zhang, senior research engineer at the National Research Council of Canada (NRC).

“Some terrain is very soft, so until it’s frozen enough, it’s really not able to sustain any kind of weight,” said Zhang. A single route could include both ice roads and overland roads — but they all require a solid layer of ice.

While there are “official” winter roads, funded and managed by federal agencies in conjunction with provincial and territorial governments to service local communities, some winter roads are created by the private sector, such as mining companies. And many communities create their own winter trails that aren’t officially funded or managed by larger government bodies.

The NRC’s official winter road network is estimated to span about 8,000 kilometres in total—but that doesn’t include private and unofficial community roads. According to NRC data from 2019 and 2020, Ontario alone has 3,160 kilometres of official winter roads connecting 31 First Nations communities: the largest winter road network in Canada.

David Atkinson, department chair of geography at the University of Victoria, studies high-Arctic climate issues. Driving on these roads has been part of his job over the years as a research scientist and professor.

These roads link places that don’t otherwise have a surface link; they’re only accessible by air or, in summertime, by barges (where that’s even an option).

“In wintertime it frees things up a little bit; people can get back and forth more readily,” said Atkinson.

The ice must be thick enough to drive on, and the heavier the load, the thicker the ice needs to be. For example, remote diamond mines rely on winter roads to move heavy equipment back and forth to highways and ports, which is simply not possible in summertime.

“Tundra is extremely fragile,” said Atkinson. “If you drive heavy equipment over it in the summertime, it changes the structure of it. It just takes one passage of a vehicle to start the process of degradation that lasts decades. Recovery is very slow for systems in the Arctic because you start defrosting the permafrost.”

That’s why heavy equipment is only allowed to traverse these regions in wintertime. “You can see where climate change starts to factor in,” he said.

While cold isn’t exactly a problem in the Far North, but you need more than cold weather for a sustainable winter road network.

“We need cold, but more so we need consistent cold and predictable cold. And that’s what is making things more challenging,” said Zhang. A shorter winter season means a shorter window for winter roads. And fluctuating temperatures could knock out a portion of a particular route.

“Essentially, when you have a long network, if you have one portion out, that really means you can’t travel the whole thing,” she said.

[caption id="attachment_165362" align="alignnone" width="2560"]<a href="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2022/02/wh-Ice-Roads-Main-Feb12-1-scaled.jpg"><img class="size-full wp-image-165362" src="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2022/02/wh-Ice-Roads-Main-Feb12-1-scaled.jpg" alt="Ice Trucks" width="2560" height="1920" /></a> Inuvik-Tuk ice road[/caption]

Warmer river water — which flows beneath the surface — could perhaps make the ice a little thinner, said Atkinson, and changes to the snowpack could affect tundra and the formation of ice. Once ice is formed, more snow isn’t necessarily better since snow acts as an insulator. So, it’s complicated.

“(Winter roads) are the only economical way for them to transport what we consider essential heavy supplies, so things such as fuel, construction materials, bulk foods,” said Zhang. It might also be the only time they can travel outside of their community to visit family and friends or to seek medical care. “They are very important.”

Different communities and jurisdictions have different strategies to deal with these inconsistent conditions. But “there’s not a one-size-fits-all Plan B,” said Zhang. Some jurisdictions are rerouting segments of ice roads to overland winter roads where possible. Or, if one segment tends to thaw faster than other segments — causing the entire network to shut down — they might replace it with a bridge or other permanent structure.

NRC researchers are developing data models and working with stakeholders to identify the most vulnerable segments of these winter roads, to adapt and come up with solutions. But these solutions will not involve paved roads.

“In some cases, people think, climate change is coming so why don’t we just build roads? Well, with the landscape, it’s simply not a viable option. That would cost way too much for what it would be serving — and a lot of the other communities are even more far flung,” said Atkinson. “There are a lot of ice roads out there. To turn all of these into regular roads, it’s simply not feasible.”

Cold connections: Climate change challenges ice roads into remote communities

wh_gashistory_jan29

At the onset of the automobile era in the early 1900s, gas stations were few and far between. General stores and pharmacies often had a bucket of gasoline on standby, but drivers would funnel the gas into their own vehicle. And they typically had to plan a route based on these locations—without, of course, the assistance of smartphones and mobile apps.

Entrepreneurs started to buy gas from wholesalers and set up pumps with nozzles that fit Ford’s Model T, the first widely available automobile. This eventually led to the standardization of tanks and nozzles. Canada’s first “official” gas station opened in 1907, at a local Imperial Oil office in Vancouver. This station sported a pump created from a kitchen hot-water tank, and a length of garden hose in an open-sided corrugated tin shed. Eventually, large oil companies got involved and started building out national chains of gas stations that we still have in place today.

The history of gas stations in Canada holds a few lessons for the creation of a public electric vehicle (EV) charging network — though there are some key differences.

“Despite all the excitement around electrification, the fact is only four per cent of new vehicle sales are zero-emission vehicles right now, which is a long way off from the 100 per cent we’re trying to get to by 2035,” said Brian Kingston, president and CEO of the Canadian Vehicle Manufacturers’ Association.

The Canadian government has committed to spending $880 million for an additional 65,000 charging stations over the next four years.

“We would argue you’re going to need a lot more than that,” said Kingston.

<a href="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2022/01/wh-EV101-Jan29-1-scaled.jpg"><img class="alignnone size-full wp-image-164990" src="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2022/01/wh-EV101-Jan29-1-scaled.jpg" alt="EV Charging" width="2560" height="2560" /></a>

To meet its EV objectives, California estimates a ratio of one charger for every seven EVs on the road. In the European Union, that ratio is one to 10.

“We’re anticipating a total light duty vehicle (sedans, SUVs, pickups) fleet of nearly 40 million vehicles by 2050,” said Kingston. “If you take the ratio that the European Union is recommending, you would need approximately four million chargers (in Canada) by 2050.”

Today’s EV charging infrastructure is, in some ways, like the early days of gas stations. Charging stations are scattered about, and if you’re travelling over long distances, you need to map your route to ensure you can recharge your car (albeit with the use of mobile apps rather than paper maps). And while recharging doesn’t involve tinkering with funnels, it’s still an inconvenient, time-consuming process.

Building out a network of public EV chargers will require input from infrastructure planners to strategically locate stations based on demand, said Carolyn Kim, transportation director with the Pembina Institute, a clean energy think tank.

“It does make sense that there are key nodes along highway routes where charging stations can be built out, but there’s a need for on-street charging, as well as charging at public or private parking lots and certain mobility nodes or destination points,” she said.

In the early 1900s, when shop owners offered buckets of gasoline to passing vehicles, there was no such thing as standardization. That came later, with the involvement of oil companies.

With EVs, there’s also need for standardization of hardware, “so these charging stations can benefit a wide range of users and we’re not creating a patchy network that can only be used by certain users,” said Kim. Tesla, for example, has built out a network of Supercharger stations on well-travelled routes, but they’re only compatible with Tesla EVs.

“Right now, you have to overbuild and that’s the role of government,” said Kingston. “Then, in time, there will be a very, very strong private sector.” Overbuilding could help to gain the confidence of consumers who are on the fence about EVs because of charging concerns. And once we’re at a tipping point, things could get interesting, “which I think will result in a very different landscape of charging as opposed to gas,” he said.

Gas stations are starting to offer EV chargers alongside their gas pumps – including Petro-Canada’s Electric Highway and Canadian Tire’s charging network — in partnership with FLO, Electrify Canada and Natural Resources Canada.

However, it’s not just a matter of converting the current footprint of gas stations in Canada. “We’re going to require a much bigger network than that because you’ve got the time associated with charging,” said Kingston. Charging times will get faster, but at this point the average person typically waits 30 to 45 minutes for a charge.

Rather than general stores and pharmacies providing buckets of gasoline, we could eventually find EV chargers at shops, restaurants, coffee chains, shopping malls and hospitality-based businesses—where charging is offered alongside amenities. This is already happening: IKEA, for example, has started offering EV chargers in its retail parking lots.

In the early 1900s, a national network of gas stations was needed to grow the automobile industry. Today, a national network of standardized EV charging stations could help incentivize EV ownership to meet Canada’s net-zero goals by 2035.

EV charging infrastructure can learn lessons from the creation of gas stations a century ago

StudentMoveTO

Michael Pihach grew up in St. Catharines, where you needed a car to get around. Like most teenagers at the time, he thought about getting his driver’s licence, but he was busy fast-tracking through high school—taking extra classes at night and in the summer—and left for university when he turned 17.

“So I left home younger than most people. And in the process of that, I just never ended up getting my licence,” said Pihach. Instead, he went to University of Toronto Mississauga, a satellite campus of U of T, that was “just as suburban as St. Catharines.” But by 18, he had moved to Toronto.

“And because I was in the city for many, many years after that, it just never dawned on me that I should get a licence,” said Pihach, who now works as a travel writer. “However, when I was in my late 20s, I decided that I should, just for the sake of having it. So I went to drivers’ school, learned how to drive a car, did the test and got my G1. And that’s when the momentum ended. I literally just let the G1 expire.”

<a href="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2021/11/Michael-Pihach-2-scaled.jpg"><img class="alignnone size-full wp-image-163663" src="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2021/11/Michael-Pihach-2-scaled.jpg" alt="Driver License" width="2560" height="1750" /></a>

The main reason for getting his G1? So he’d have an ID to get into clubs. “I don’t go to clubs anymore,” he said.

“Now that I’m 37 there’s absolutely no reason for me to have that identification because I don’t get carded.”

Beyond that, a lot has changed since he was a teenager, like the emergence of ride-hailing services. He also used to cycle to work, before the pandemic, but now works from home.

“In the long run, having an Uber ride here and there is much cheaper than paying insurance, parking and repairs and everything else that comes with owning and driving a car,” he said.

“So when those [ride-hailing] programs came along, I was even less inclined to get my licence.”

Getting a driver’s licence doesn’t appear to be the rite of passage it once used to be—and there are several reasons for this.

Mohsen Alavi is a PhD student at York University’s faculty of environment and urban change and a co-researcher on the StudentMoveTO project, led by Professor Roger Keil. The project is supported by 10 colleges and universities and four government and community organizations, aimed at generating insights that will help to improve the transportation experiences of post-secondary students in the GTHA.

In fall 2019, StudentMoveTO conducted a large-scale survey of more than 18,500 students at 10 post-secondary institutions across the GTHA. More than 22 per cent of survey respondents said they didn’t have a driver’s licence. And of those who did, not all of them own a car or drive regularly.

Alavi can relate. He lives in Newmarket, and he used to take the bus — but waiting 40 minutes at a bus stop in wintertime when it’s below zero isn’t ideal.

“At first I didn’t want to have a car,” he said, “but car dependency forced me to have a driver’s licence and have a car.”

The group’s research also found that 65 per cent of students who have a driver’s licence don’t own a car, and of those, just 15 per cent indicated they would buy a car in the future.

The three main reasons for not having a licence were:
<ul>
 	<li>Good access to public transit services (83 per cent)</li>
 	<li>Costs associated with driving and owning a car (66 per cent)</li>
 	<li>Negative impacts of driving on the environment (50 per cent)</li>
</ul>
Some of the anonymized student responses they received as part of the study included: “I prefer walking as much as I can,” “I don’t want to be stuck in traffic jams,” and “I just didn’t want to have the financial burdens of car ownership on top of all the other costs of being a student.”

“There’s a correlation between having a job and having a driver’s licence,” said Alavi. Living downtown with better access to public transit was also more likely to reduce car dependency.

It’s too early to say how the COVID-19 pandemic may have pushed more people to get their driver’s licence or buy a car.

For Pihach, because of the pandemic, he’s been subletting his apartment in Toronto to help out his mom in St. Catharines.

<a href="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2021/11/Michael-Pihach-4-scaled.jpg"><img class="alignnone size-full wp-image-163664" src="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2021/11/Michael-Pihach-4-scaled.jpg" alt="Driver License" width="1920" height="2560" /></a>

“I found myself as a 37-year-old man back in St. Catharines, without a licence. And it became very clear to me that, wow, you really can’t do much here without a car,” he said.

“There’s even a car at my disposal—my mom won a car in a raffle five, six years ago … so there’s an extra car there sitting for me to use.”

But he plans to move back to Toronto shortly, so he doesn’t see a need to start driving just yet.

“It’s not that I’m lazy. I just have no interest,” he said.

However, Pihach does see a day when he may start driving again: if he ever has children, or if he ends up leaving Toronto permanently.

“I wouldn’t rule it out completely. But I’d want to have a really nice car.”
<h3><strong>Celebrities who don’t drive</strong></h3>
<strong>Cardi B:</strong> The American rapper often shows off her fleet of luxury vehicles on Instagram, including a Fiat 124 Spider. But she doesn’t actually drive them, since she doesn’t have her driver’s licence.

<strong>Mariah Carey:</strong> The songstress has quite a collection of cars, including a custom pink Porsche Cayenne. And while apparently she has a driver’s licence, she chooses not to drive—and why bother, when you have a personal driver to chauffeur you around?

<strong>Ricky Gervais:</strong> The British comedian was reportedly asked to host “Top Gear” a few years back, but alas, he turned down the gig—because he doesn’t have a driver’s licence. Though he has appeared in an Audi A3 commercial (as a passenger, of course).

<strong>Jennifer Lopez:</strong> The triple-threat performer does have a driver’s licence, but it’s mainly for ID purposes — not for driving. This is despite the fact former fiancée Alex Rodriguez gifted her with a red 911 Carrera GTS Porsche for her 50<sup>th</sup> birthday.

<strong>The late Charlie Watts:</strong> The former drummer extraordinaire of the Rolling Stones, who passed away this year at the age of 80, never got his driver’s licence. He owned several classic and exotic cars, but never drove them — he spent most of his life on a tour bus.

&nbsp;

Driver’s licences are no longer a rite of passage

Snow Magic

<em>About this series: With COVID-19 restrictions having eased over the last few months, Wheels wants to inspire you to get ready to explore — but only when it is safe to do so. This series of daytrips and longer drives highlight great experiences you can have in the province and across Canada, ands show you why this country is “Ours to Discover.”</em>

Love looking at holiday light displays, but don’t love the tingling sensation of frozen ears or numb toes? You can still enjoy some holiday magic, all from the warmth and comfort of your vehicle. And rather than checking out the lights in your neighbourhood, brighten your holiday experience by driving through light tunnels, exploring enchanted forests or searching out 3D animals along the highway. Here are five picks for drive-thru holiday experiences in and around the Toronto area.
<h3><strong>Snow Magic </strong></h3>
<h3><strong>Ontario Place in Toronto</strong></h3>
<a href="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2021/11/DiscoverHoliday-Ontario2-Nov27-5.jpg"><img class="alignnone wp-image-163638 size-full" src="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2021/11/DiscoverHoliday-Ontario2-Nov27-5.jpg" alt="Ours to Discover" width="1024" height="681" /></a>

Described as a winter wonderland of “epic creatures, caverns, sights and lights,” you’ll drive through three “realms” along a 1.7-kilometre route that winds around Ontario Place: Celestial, Terra Firma and Oceanic. You’ll fly among the stars, visit castles and caves, and dive into a gleaming grotto—all while sitting in your vehicle, of course. The experience features 18 artworks, like <strong>Aurora Borealis, where you’re surrounded by a brilliant band of lights, the Icicle Cave, with acrylic clusters of icicles, and the Enchanted Forest, </strong>a massive playground of tree sculptures. Plus, $1 from every ticket sold will be donated to SickKids Foundation. The experience runs through Jan. 16 and costs $45 to $65 per vehicle. (drivethrufunco.com)
<h3><strong>Christmas Trail </strong></h3>
<h3><strong>1000 Murray Ross Pkwy. in North York</strong></h3>
The multi-sensory Christmas Trail from Canadian Tire is back again this year with a 1.5-kilometre drive-thru experience illuminated by thousands of twinkling lights. You’ll drive past elves playing in the snow and a larger-than-life advent calendar — and at the end of the trail, kids can get their photo taken with Santa (while maintaining their physical distance, of course). Keep in mind that the trail runs through conservation land (adjacent to Black Creek Pioneer Village); pets can attract wild animals, so entry will be denied if your pooch is in the car with you. Tickets sell out fast, so new blocks of tickets go on sale every Monday at 10:30 a.m. Proceeds go toward Jumpstart Charities. It runs through Dec. 23 and the cost is $25 per vehicle. (ctchristmastickets.com)

<a href="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2021/11/WH-DiscoverHoliday-XmasTrail-Nov27-3-scaled.jpg"><img class="size-full wp-image-163634" src="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2021/11/WH-DiscoverHoliday-XmasTrail-Nov27-3-scaled.jpg" alt="Ours to Discover" width="1707" height="2560" /></a>
<h3><strong>Mount Joy GO Station in Markham and Meadowvale GO Station in Mississauga</strong></h3>
This over-the-top drive-thru holiday experience will be even bigger and brighter this year. Last year’s event sold out fast, so this year’s Journey into Enchantment is being offered in two locations: Markham and Mississauga. You’ll cruise along a two-kilometre route illuminated with two million light decorations, 3D interactive displays and musical lights, while listening to your favourite holiday hits on a dedicated radio station. But the pièce de resistance? A drive-thru tunnel of glittering lights. Ticket sales support SickKids, Toronto Animal Services and Ontario Parents Advocating for Children with Cancer. Both experiences take place through Jan. 9, with prices ranging between $29.95 to $39.95 per vehicle. (journeyintoenchantment.ca)

<a href="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2021/11/WH-DiscoverHoliday-Journey-Nov27-2.jpg"><img class="alignnone size-full wp-image-163637" src="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2021/11/WH-DiscoverHoliday-Journey-Nov27-2.jpg" alt="Ours to Discover" width="1500" height="2000" /></a>
<h3><strong>OPG Winter Festival of Lights </strong></h3>
<h3><strong>Niagara Parkway, Dufferin Islands and Niagara Falls</strong></h3>
If you can’t score a ticket to a drive-thru experience (or are looking for some free options), the 39th annual Ontario Power Generation Winter Festival of Lights is one of Canada’s largest free outdoor light displays, with more than three million lights illuminating the Niagara Parkway, Dufferin Islands and Niagara Falls. The “illumination route” is more than eight kilometres long, running for 101 nights in two parts (so you can do it twice). Its Holiday experience runs through Jan. 9, with 3D holiday-themed displays (including 20-feet-tall, illuminated moose), while Winter Wonderland runs Jan. 10 through Feb. 21, with new displays and a slightly different route. (niagarafallstourism.com)

<a href="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2021/11/WH-DiscoverHoliday-Niagara-Nov274-scaled.jpg"><img class="size-full wp-image-163636" src="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2021/11/WH-DiscoverHoliday-Niagara-Nov274-scaled.jpg" alt="Ours to Discover" width="2560" height="1249" /></a>
<h3><strong>Gift of Lights</strong></h3>
<h3><strong>425 Bingemans Centre Dr. in Kitchener</strong></h3>
If you love the sensation of travelling through light tunnels, this drive-thru holiday experience has two of them — each more than 150 feet long — over the course of a 2.5-kilometre route. Tune into the Gift of Lights Radio at 100.1 FM and sing along to familiar carols as you cruise past more than 300 animated and static light displays. Now in its sixth year, this drive-thru experience at Bingemans, a recreational centre about two hours from Toronto in Kitchener, features one million lights. All tickets are timed entry, so reserve your time slot in advance. There are also three “walk-only” nights, when 50 per cent of ticket proceeds go to a local charity. Gift of Lights runs through Jan. 9 and costs $25 per vehicle. (bingemans.com)

&nbsp;
<h3>COVID-19 need to know</h3>
Note that the government-mandated proof of vaccination rule is in effect. Check provincial guidelines before you head out on your road trip (ontario.ca).
<h3>For the drive</h3>
Get into the holiday spirit with “Tis the Podcast” that sees its hosts debate and discussing different Christmas movies, music and TV specials. More information on the podcast is available at tisthepodcast.com and it is also available for download on Spotify.

Vawn Himmelsbach

Articles by Vawn Himmelsbach