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algary.ca | call 3-1-1
DRAFT
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Figure E-1: Pillars o a bicycle-riendly city.
Each o the three pillars is comprised o a set o actions needed in the next three years and beyond to support Calgarys transition
to a more bicycle-riendly city. While some actions can be accomplished with existing sta and resources, others will require moreunding. The City will also pursue strategic partnerships.
The Strategy contains 50 actions or The City to undertake in the 2012-2014 business plan and budget cycle. The City will need
to sustain about hal o those actions ater 2014 and schedule uture actions in the 2015-2017 business plan and budget cycle.
Some actions identied in The Strategy are related to multi-use pathways and are part o the Pathway Saety Review.
Plan, design
and
build*
Bicycle-Friendly City
Operate
and
maintain*
Educateand
promote
Pursue partnerships
Monitor and evaluate
* Focus on enhanced bicycle level o service in high use/high growth areas.
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K cosAchieve the vision by creating an expanded, comortable, convenient on-street bicycle network to complement the existing
premier pathway network.
P O: P, ds, bd.
Immediateandshort-termimplementationofon-streetbikeways
Prioritypilotprojects
Morebicyclelanesandseparatedlanes
City-widePathwayandBikewayImplementationPlan
Publicbikesharesystemby2013
P two: Op d .
Higherstandardforoperationandmaintenance
o Pavement marking and signs
o Gravel sweeping
o Snow and ice controlo Cycling surace
P t: edc d poo.
Ongoingsafetyandeducationprograms
Partnerships
Celebrationsofnewinfrastructure Supportofmajorcyclingeventsandinitiatives
Vision:
To become one o the premiercycling cities in North America.
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rsocst ddcd s
1. Bicycle Design Engineer, in the Roads business unit, to help develop a
bicycle design guide and prepare conceptual and detailed designs or on-
street bikeways, Complete Streets and other bicycle amenities.
2. Bicycle Planner, in the Transportation Planning business unit, to coordinate
andplanbicyclerouteimprovementsandpilotprojectsandmanagethe
creation o a new Pathway and Bikeway Implementation Plan.
3. Bicycle Education and Promotion Coordinator, in the Transportation Planning
business unit, to develop an ongoing education and promotion program and
work with partners on delivering educational messages and promotional eventsto Calgarians.
Cp coss (2012-2014)
1. Plan, design and build $ 27,900,000
2. Monitor and evaluate $ 100,000
LESS partner/sponsor contributions $ (5,300,000)
LESS existing program funding $ (10,500,000)
udd cp coss $ 12,200,000
Oo op coss
1. Operateandmaintain $625,000
2. Educate and promote $ 500,000
3. Threededicatedstaff $360,000
4. Public bike share $ 425,000
LESS sponsor contribution to public bike share $ (425,000)
udd op coss $ 1,485,000
O- op coss (2012-2014)
1. Engage and create new city-wide $ 480,000
Implementation Plan
2. Bicycle Design Guides $ 230,000
udd o- op coss $ 710,000
Copso o o-s bcc o pos o o spoo sc coss (p ko)
On-streetbicyclerouteimprovements
Bicycle lanes (paint only) $ 25,000
Bicycle lanes, curb/concrete work, trac signals, etc. $100,000
Multi-use pathways $150,000 1.5 6Xmore$$
Road widening (2 to 4 lanes) $8,500,000 85340Xmore$$
Interchange $50,000,000 5002,000Xmore$$
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6.1 P O: P, ds d bd bcc sc
6.1.1 P d ds oos o bcc osC1 Engage key stakeholders in creating a new Pathway and Bikeway Implementation Plan.
C2 Update Calgarys bikeway GIS layer inormation regularly.
C3 Migrate the bikeway GIS layer into TransNET (a graphical representation o Calgary streets).
C4 Develop a bicycle design guide or Calgary. This will provide guidance or the inclusion o cycling acilities into the Complete
Streets Guide.
C5 Plan,designandbuildprioritypilotprojectsincludingcycletracksandbikeboxes.
C6 Supportthedevelopmentofanupdatednationalbicycledesignguide.
C7 Review and suggest changes to municipal bylaws to support cycling and bicycle acility design.
C8 Review and suggest changes to provincial laws to support cycling and bicycle acility design.
Pw S rw codos:
Developdesignoptionsfortwinningpathways(separatewheelsfromheels).
Increaseminimumwidthonlocalpathwaysfrom2.0to2.5metres.
Enhance consistency on planning, design approval and inspections in regards to the 1 metre saety clearance
and setback requirements. In the ew cases where this cant be achieved, review the hazard and determine
mitigation measures.
Createal ightingpolicyforpathways.
6.1.2 P d bd bcc scC9 Complete short-term bicycle route improvements as identied in the University o Calgary Area Pedestrian and Bicycle
ImprovementProjectandtheBrentwoodStationAreaMobilityAssessmentandPlan.
C10 Improve bicycle routes in the city centre based on the Centre City Action Plan Map (Appendix A).
C11 Implement a public bike share system in the Centre City.
C12 Plan and implement bicycle route improvements to stations along the West LRT line.
C13 Explore the creation o a new secure bicycle parking scheme at LRT stations along the West LRT line.
C14 Plan and implement bicycle route improvements to Saddle Ridge LRT station.
C15 PlanandimplementbicyclerouteimprovementstoRockyRidge/RoyalOakandTuscanyLRTstation.
C16 Planimprovementstobicycleroutesinconjunctionwithnewtransithubs(e.g.SoutheastTransitwaysandBRTNetwork)
C17 PlanimprovementstobicycleroutesinconjunctionwithCTP/MDP-alignedworkinActivityCentres,Nodes,andCorridors.
C18 Continue to build bicycle route missing links.
C19 Develop a plan and retrot selected signals with the ability to detect bicycles.
C20 Explore the easibility to include pathways next to existing LRT or BRT right-o-way and protect or pathways next to uture
LRT or BRT right-o-way by including them in unctional and land use plans.
6.1.3 Pod bcc s
C21 Continue to oer and urther promote the Bicycle Rack Sponsorship Program to install bicycle racks on public land at therequest o Calgarians.
C22 Require showers and lockers or cyclists in employment-intensive areas in new buildings.
C23 UpdateTheCitysBicycleParkingHandbookfortheimplementationofbicycleamenitiessuchasbicycleparking,lockers
and showers.
C24 Develop strategies or implementing bicycle stations in Calgary.
C25 Explore ways in which to support and promote bicycle-related programs and services delivered by others.
Summary O aCtiOnS (2012-2014)
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6.2 P two: Op d bcc sc
C26 Monitorthegravel-sweepingofon-streetbicycleroutestodeterminehowwellthepre-sweepingisworkingandupdate
practices based on results.
C27 Develop a new level o service or high quality gravel-sweeping and snow and ice control o on-street bicycle routes in high
use / high growth areas.
C28 Promote the annual roadway pothole repair program to encourage cyclists to report pothole locations on bicycle routes.
C29 Maintain bicycle route pavement marking and signs.
Pw S rw codos:
Establishongoingcapitalfundstoaddresspathwaylifecycleneedstakingintoconsiderationthebacklogofcurrent
declining pathway suraces and uture needs identied through annual surace inspections.
Resourceadditionaloperatingfundstoincreaseminorpotholeandmiscellaneousrepairstherebyextendingthelifeof
some pathways beore lie cycling is required.
Establishcapitalfundstoaddresssafetyissuesontheexistingpathwaysysteminfrastructure,excludingpathway
surfaces.Safetyissuesrelatingtothefollowingpathwaycomponentswillbeaddressed:adjacentlandscaping,curves,
hills,blindcorners,signage,intersections,bollards,bridge/pathwaytransitions,lighting,xedobjectswithin1metre.
Increaseannualsnowandiceremovalonpathwaysfrom157km(22%)to300km(42%).
For the upgrading or lie cycling o existing pathways:
Increasewidthsofregionalpathwaysinriverandcreekvalleysto4mwhereverpossible.
Increasewidthsofregionalpathwaysintheuplandsto3mwhereverpossible
Increasewidthsoflocalpathwaysto2.5mwhereverpossible.
Insomeareas,considertwinningasanalternativetoincreasingwidths.
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6.3 P t: Bcc dco d pooo
C30 Develop and deliver an ongoing bicycle education program or cyclists, motorists and pathway users to help increase
understanding and reduce conficts. Partner with other organizations to deliver the program citywide.
C31 Develop bicycle training and education courses and work within The City and with external groups to pilot the courses to a
variety o Calgarians.
C32 Work with the Calgary Police Service to develop education and enorcement campaigns to ensure that cyclist and motorist
behaviour is sae, respectul and adheres to laws.
C33 Explore dierent ways o providing the most up-to-date pathway and bikeway routing inormation to Calgarians on an
ongoing basis.
C34 Develop and deliver an ongoing bicycle promotion campaign about the benets o cycling as a un, healthy, convenient and
inexpensive way to travel. Partner with organizations and retailers and seek opportunities to collaborate on common goals
to encourage cycling.
C35 Formalize June as Bike Month in Calgary.
C36 Hostabicycleevent/streetfestival(Ciclova/Parkway)incoordinationwithCanadaDayatPrincesIslandParkeveryyearas
partofdevelopingandencouragingtheuseofpublicspacesfortheenjoymentofallCalgarians.
C37 HostaDevelopingCiclova/ParkwaySummitinCalgaryinOctober2011inpreparationforthe2012CanadaDayCiclova
/Parkway and invite speakers with experience in developing these events.
C38 Organizeandhostapre-conferenceinCalgaryinadvanceoftheinternationalVelo-Citycyclingconferencetobeheldin
VancouveronJune2326,2012.
C39 Explore how to expand The Citys scope to urther support the Active and Sae Routes to School program in Calgary.
C40 Explore how to support and encourage businesses that use bicycling as a key part o their business or that support
employees who ride a bicycle.
C41 Purchase temporary bicycle racks to set up at estivals and events around Calgary to encourage people to cycle.
Pw S rw codos:
Develop&implementacomprehensivejointEducationPlanformulti-usepathwayswithTransportation,Parks,andAnimal&BylawServices(ABS).
IncreasebylawofcerpresenceandtargetedenforcementonthepathwayswithajointParksandAnimal&Bylaw
Services work plan.
InvestigatefeasibilityofallowingelectricbikesandSegwaysonpathways.
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8.0 moo d o
8.1 D coco d poC42 Investigate best practices and technology or cycling data collection, purchase automated counting stations and install
them in strategic locations.
C43 Investigate the inclusion o a question regarding on-street bikeways in the Citizen Satisaction Survey to update and report
onindicator16inTable8-1.
C44 Investigate conducting periodic telephone surveys to update and report on indicators 17, 18 and 19 in Table 8-1.
C45 Investigate improvements to bicycle collision reporting ormat and procedures with the Calgary Police Service and the
Government o Alberta.
C46 ReporttoCouncil,Administrationandthepubliconallperformancemeasurespriortoeachbusinessplanningcycle,
beginning with the 2015-2017 business planning cycle.
C47 Report yearly to Council on the status o actions identied in the Cycling Strategy.
9.0 rsocs d d
C48 Dedicate a Bicycle Design Engineer in the Roads business unit to help develop a bicycle design guide, prepare conceptual
and detailed designs or on-street bikeways, Complete Streets and other bicycle amenities.
C49 Dedicate a Bicycle Planner in the Transportation Planning business unit to co-ordinate and plan bicycle route improvements
andpilotprojectsandmanagethecreationofanewPathwayandBikewayImplementationPlan.
C50 Dedicate a Bicycle Education and Promotion Coordinator in the Transportation Planning business unit to develop an
ongoing education and promotion program and work with partners on delivering educational messages and promotional
events to Calgarians.
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1.0 C cops cc s 12
1.1 wok o so o co 12
2.0 Cc C ook bck 15
2.1 C cc d 15
2.1.1 Cycling activity 15
2.1.2 Cycling inrastructure 17
2.1.3 Saety 18
2.2 C o C cc cs 19
2.2.1 Policies, plans and surveys 19
2.2.2 Resources 20
2.2.3 Inrastructure 21
2.2.4 Education and promotion 23
3.0 top cc sss w Cs sd 24
3.1 Pbc po s 24
3.2 O s 26
3.3 Cc co 27
4.0 tods cc ds d cs 29
5.0 Bs pccs o o cs 32
5.1 Cop, Dk 32
5.2 nw yok, nw yok, uSa 32
5.3 mo, Qbc, Cd 33
5.4 vco, Bs Cob, Cd 33
5.5 Pod, Oo, uSa 34
5.6 mpos, mso, uSa 34
5.7 Cco, ios, uSa 35
5.8 edoo, ab, Cd 35
CyCling Strategy - ChaPterS
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6.0 ipo s 36
6.1 P O: P, ds d bd bcc sc 39
6.1.1Planninganddesigntoolsforbicycleroutes 39
6.1.2 Planandbuildbicycleinfrastructure 44
6.1.3Providebicycleamenities 48
6.2 P two: Op d bcc sc 50
6.3 P t: Bcc dco d pooo 54
6.4 acos o 2015 d bod 58
7.0 Cc o co d spo 61
8.0 moo d o 63
8.1 idcos d cs 638.2 D coco d po 65
9.0 rsocs d d 66
appdcs a C C co p p
B goss o s 71
C e s 76
D tpo s c s 78
e O s c s 79
Cc co ss 80
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1.0 Creating a COmPrehenSive CyCling Strategy
City Council has directed Administration to create a
comprehensive cycling strategy in light o the 2009 CalgaryTransportation Plan (CTP). With the approval o the CTP,
there is an increasing requirement to provide transportation
choices and an increased ocus on sustainability, health and
the environment. The City is looking to make changes that will
encourage more people to cycle in Calgary.
At the 2010 June 7 Combined Meeting o Council, on Report
LPT2010-32, Council approved the recommendation that
directed Administration to:
1. Develop a comprehensive cycling strategy.
2. Conduct a saety review o the existing multi-use
pathway system.
3. Bring orward these reports to the SPC on Land Use,
Planning and Transportation no later than 2011 May.
The City needs to ocus its eorts on key actions in the
next three years. Combining these new actions with currentpractices will move Calgary towards becoming one o the
premier cycling cities in North America.
There are our specic and measurable goals that indicate a
shit towards a more bicycle-riendly city:
1. More people cycling.
2. More bicycle inrastructure.
3. Saer cycling.
4. Increased satisaction with cycling in Calgary.
VISION
PRINCIPLES
GOALS
OBJECTIVES
INDICATORS AND
TARGETS
STRATEGIES
ACTIONS
imagineCALGARYMunicipal Development Plan/
Calgary Transportation Plan 2009
Bicycle Policy 2008
Pathway & Bikeway Plan 2001
Cycling Strategy
The Cycling Strategy aligns with the CTP and the Municipal Development Plan (MDP) and moves Calgary into the realm o
implementation o developing strategies and actions that align with the higher-level plans (Figure 1-1). The strategy also aligns
with previously approved Council policies, such as the 2008 Bicycle Policy and the 2001 Pathway and Bikeway Plan.
1.1 wok o so o co
Figure 1-1: Decision Support Framework (adapted rom MDP page 2-2)
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The imagineCALGARY public engagement process developed Sustainability Principles, o which the ollowing are particularly
relevant to creating a bicycle-riendly city:
Principle 4. Provide a variety o transportation options.
Principle 9. Connect people, goods and services locally, regionally and globally.
Principle 10. Provide transportation services in a sae, eective, aordable and ecient manner that ensures reasonable
accessibility to all areas o the city or all citizens.
Some o the key directions in the MDP that relate to cycling are:
Direction 2. Provide more choice within complete communities.
Direction 5. Increase mobility choices.
Direction 7. Create Complete Streets.
Direction8.Optimizeinfrastructure.
CTP Transportation Goals that support cycling are:
Goal 2: Promote saety or all transportation systems users.
Goal 3: Provide aordable mobility and universal access or all.
Goal 4: Enable public transit, walking and cycling as the preerred mobility choices or more people.
Goal 5: Promote economic development by ensuring the ecient movement o workers and goods.
Goal6:Advanceenvironmentalsustainability.
Goal 7: Ensure transportation inrastructure is well managed.
The CTP identies cycling, walking and transit as the most sustainable choices or travel (Figure 1-2) because they:
Requirelessenergy.
Needlessinfrastructureandtypicallycostlesstobuild. AreavailabletoalmostallCalgarians.
Degree ofSustainability
AUTOMOBILES
(SOV)
CARPOOLING(HOV)
PUBLIC TRANSIT
CYCLING
WALKING
Figure 1-2: The Transportation Sustainability Triangle
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2.0 CyCling in Calgary lOOKing BaCK
In order to move orward, it is important to review the past, to see what others are
doing and to listen to Calgarians. Section 2 o the report examines cycling trends overthe last decade and examines what The City has achieved.
2.1 C cc dCalgarys uture as a bicycle-riendly city has a solid oundation. The City has collected
data or more than a decade. The data is used to report on three o the our main
goals or moving Calgary towards becoming one o the premier cycling cities in North
America; that is, more people cycling, more bicycle inrastructure and saer cycling.
2.1.1 Cc cSince 1958, The City has counted vehicles and people entering and leaving Calgarys
Central Business District (CBD). Cycling volumes have been airly consistent over the
last decade with 9,200 weekday cycling trips entering or leaving the CBD (2002 data
is atypical and excluded rom the calculation) (Figure 2-1).
1999 2000 2001 2002 2003-2005 2006 2007 2008 2009 201
8307
9983
Data
not collected
9863
6535
8618
90969525 943
8748
Numberofcyclingtrips
9,200
average
trips
(2002 data
excluded
rom the
calculation)
Figure 2-1: Number o cyclists observed entering or leaving the CBD, weekdays,
during a 16-hour period
Source: The City o Calgary annual CBD cordon
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The modal share or cycling, dened as the proportion o Calgarians choosing to cycle to work, has been consistent over the last
decade. According to Statistics Canada, the percentage o the population cycling to work in the Calgary census metropolitan areaslippedfrom1.5percentin2001to1.3percentin2006.TheCityofCalgaryscountsoftheCBDmorningpeakhour(inbound)in
1999 and 2010 show an increase o 0.2 per cent in cycling mode share, rom 1.7 per cent to 1.9 per cent (Figure 2-2).
Between2000and2006,thenumberoffemalecyclistsdowntowndecreasedslightly,from24percentto21percent(Figure2-3).
At the University o Calgary in 2009, the gender split was ound to be more even, with emales accounting or 44 per cent o cyclists
(Figure2-4).SurveyresultsinothercitiessuchasToronto,OttawaandMinneapolishavefoundthatabout37percentofcyclistsare
female.InCalgary,a2010city-widetelephonesurveyalsofoundthatfemalesaremostlikelytobeinterestedbutconcernedabout
cycling. This suggests that there is an opportunity to attract more emales to cycling i their concerns are addressed.
Auto driver
41.7%
Transit38.4%
Other
0.7%Bike
1.7%
Walk
6.5%
Auto passenger 11.1%
1999 2010
Other
Auto passenger 6.7%
Auto driver
35.1%
Transit46.4%
Walk
9.7%
0.3%
Bike
1.9%
2000 2006
FEMALE
MALE
100%
80%
60%
40%
20%
0%
100%
80%
60%
40%
20%
0%
2124
76 79
44
56
Figure 2-2: Downtown morning peak hour inbound modal split. Source: City o Calgary annual CBD cordon
Figure 2-3: Gender o downtown cyclists. Source: The City o
Calgary Downtown Commuter Cyclist Surveys, 2000 and 2006
Figure 2-4: Gender o University o Calgary cyclists.
Source: 2009 University o Calgary Commuter Cyclist Survey
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2.1.2 Cc sc
Calgarysmulti-usepathwayandon-streetbikewaynetworkhasalmostdoubledfrom550kilometresin1999to1,067kilometresin 2010 (Figure 2-5). In 2010, Calgary had 712 kilometres o multi-use pathways and 355 kilometres o on-street bikeways, 328
kilometres o which were signed bikeways and 27 kilometres o which were bikeways with pavement marking bike lanes and
marked shared lanes.
1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010
1200
1000
800
600
400
200
0
K
ilometres
Bikeway (pavement marking)
Multi-use pathway
Bikeway (signs only)
Figure 2-5: Length o Calgary multi-use pathways and on-street bikeways. Source: The City o Calgary
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Fromthe2000and2006DowntownCommuterCyclistSurveysitappearsthatfacilitiesforbicycleparkingdowntownimproved
inthattime(Figure2-6).Overall,theproportionofdowntowncyclistsparkingatanenclosureorrackdeclined,withanincreaseinlockeruseandother,suchasindoorbicyclerooms.Thismaybeanindicationofmoreindoorbicycleroomsinthedowntown
area and bicycle parking available at two Calgary Parking Authority parking garages.
A City o Calgary CBD Bicycle Parking Inventory, conducted in August 2007, identied a total o 5,018 private bicycle parking
stalls.Ofthese,55percentwereoccupiedand62percentwereweatherprotected.A2008surveyofdowntownbuilding
managersfoundthat46percentofrespondentsprovidelockersandshowersforcyclists.
2.1.3 S
TheCalgaryPoliceServicetracksthenumberofreportedcyclistcollisions,injuriesandfatalities.Collisionsandinjuriesareonthe
decline,with2009reportingarecordlowforboth(Figure2-7).Thepercapitacollisionandinjuryratedeclinedaswell,from28.7
collisionsand22.0injuriesper100,000Calgariansin1999to23.9collisionsand14.5injuriesin2009.Therewere11cyclist
atalities between 1999 and 2009.
Figure 2-7: Number o reported cyclist collisions and injuries. Source: Calgary Police Service
2006 Downtown Survey
2000 Downtown Survey
40%
30%
20%
10%
0
50%
Per
centageofcyclists
Enclosure Rack Lockers Other
Figure 2-6: Type o bicycle parking used by cyclists at downtown destinations.
Source: The City o Calgary Downtown Commuter Cyclist Surveys, 2000 and 2006.
1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009
Injuries
Collisions
400
350
300
250
200
150
100
50
0Reportedcollisionsandinjuries
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2.2 C o C cc csCalgarys cycling achievements over the last decade have set the oundation or a more bicycle-riendly city. Progress has beenmade in the areas o creating policy and plans, allocating resources, implementing inrastructure, and delivering bicycle education
and promotion.
2.2.1 Pocs, ps d ssCalgary has produced many plans and policies since the late 1970s related to cycling. Each plan and policy has advanced cycling
in Calgary. The City o Calgary has also conducted a number o bicycle surveys over the years to inorm The City about preerred
routes, behaviours and preerences o cyclists.
Table 2-1: Policies, plans and surveys.
1958 o ps
CBD Codo Co
Thisisasurveyofalltrips,includingcyclingtrips,enteringorleavingtheCBDonweekdaysovera16-
hour period.
1996 C Cc P TheCyclePlancontained45recommendationsofwhich85percentarecompleteorinprogress.
2000 Dowow Co
Ccs S
ThiswastherstcomprehensivesurveyofcyclistsenteringdowntownCalgary,weekdaysbetween
6:30a.m.and9a.m.
Thesurveyhada58percentresponserateandtheresultsprovidethebaselinedataforfuturesurveys
and trends with respect to downtown cyclists.
2001 Pw d Bkw P
Theplandevelopedtheprinciplesforanintegratedmulti-usepathwayandon-streetbikewaynetwork,
includingadetailedcity-wideimplementationplanmap,andengagedover60stakeholdergroups.
Theplancontained27recommendationsofwhich89percentarecompleteorinprogress.
2001 Wd cb sdd
dopd o jo odsCalgarysrstchangeinstreetstandardstoprovidespaceforon-streetcycling.
2003 Bcc Pk hdbook Calgarysrstguidelineonbicycleparkingtype,placementandquantityforpropertydevelopment.
2005 tfc C PocThepolicyincludesavarietyoftoolstohelpmakecommunitystreetsmorecomfortableforcycliststhrough
decreasing vehicle speed and volumes.2006 Dowow Co
Ccs S
Thiswasafollow-uptothe2000surveyandinformedTheCityifanycyclingdatawaschangingwith
respect to cyclist route preerences, behaviours and demographics.
2007 CBD Bcc Pk
io
ThiswasthersttimethatTheCitysurveyedprivatebuildingownersintheCBDonthetypeand
number o bicycle parking acilities they had.
2008 Bcc Poc
Thepolicyre-afrmedcyclingasameaningful,non-motorizedchoiceoftransportationandestablished
broad, city-wide policies that provide direction and guidance on how to plan, design, build, operate and
maintain a city where cycling is a meaningul orm o transportation or social and economic activities.
2008 Bcc Pk o ld
us Bw 1P2007TheLandUseBylawwasupdatedtoincludebicycleparkingrequirementsfornewdevelopments.
2009 us o C
Co Ccs S
Anonlinesurvey,co-sponsoredbyTheCityofCalgaryandtheUniversityofCalgary,gathered
inormation about commute characteristics and barriers to cycling rom 1,100 cyclists and potential
cyclists, capturing over 85 per cent o the estimated number o students and sta who cycle to campus.
2009 - C tspoo P
Identieswalkingandcyclingasthemostsustainableformsoftravel.
IdentiestheprinciplesandalignmentforthePrimaryCyclingNetwork(PCN),whichconnectsMajor
Activity Centres and will provide high quality service or cycling.
Statesthatcyclingwillbeaccommodatedwithhighstandardsonmostnewstreettypes(arterial,
urban boulevard, neighbourhood boulevard and parkway).
Setsatargetforcity-widewalkingandcyclingtripstoincreasefrom14percenttodayto
20-25percentin60years.
2010 - C C mob P IdentiesthebicyclenetworkintheCentreCity.
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2.2.2. rsocs
isc dBefore2006,therewasfundingtobuildmulti-usepathwaysbutnodedicatedtransportationfundingforbicycleinfrastructure.
Startingin2006,somefundingwasdedicatedforbicycleinfrastructure;by2009,fourpercentoftransportationinfrastructure
fundingforthe10-yearperiod20092018($126millionof$3.2billion)wasdedicatedforpedestrianandbicycleprojects.The
scopeoflargecapitalprojects,suchasinterchanges,hasevolvedtoincludefundingforbicyclefacilities.
C s
TransportationDepartmentstafflevelsdedicatedtopedestrianandbicyclepolicy,planning,designandconstructionmanagement
have increased since 1999. Sta levels or operating and maintaining on-street bicycle routes have stayed the same.
ParksDepartmentstafflevelsdedicatedtomulti-usepathwaypolicyandplanninghavestayedthesamesince1999.Stafflevels or operating and maintaining the pathway system have increased; however, the increase has not been proportional
to the increase in the length o the pathway network.
Dop psRegular training in bicycle transportation policy, design and best practices has occurred over the last decade by attending
webinars, seminars, courses, workshops and conerences.
Additional training has been provided or City sta and members o the public by visiting experts, such as Dan Burden rom
WalkableCommunitiesandMarcJolicoeurfromVloQubec.
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2.2.3 isc
Bcc bods d bcc sWhen Calgary started providing bicycle routes, it was through bicycle route signage on low-trac, low-speed residential streets.
Since the early 2000s, The City has created a ew bicycle boulevards and bicycle lanes to enhance cyclist comort and saety.
Bicycleboulevardshavetheadvantageoflowertrafcvolumesandspeeds,butarelessvisibletothemajorityofCalgarians.
A variety o tools are used to make residential streets more comortable or cyclists, including:
Speedhumpstohelpslowmotorvehicletrafcwithoutaffectingcyclistcomfort.
Intersectionimprovementssuchasbicycle-actuatedsignalsthathelpcycliststocrossbusierstreets.
Trafccirclestohelpreducetrafcspeedsand,incontrastwithstopsigns,allowcycliststomaintainmomentumalongaroute.
Reversedstopsignstofavourthethrough-movementofcyclists. Fullandpartialstreetclosurestoallowbicycle-onlyaccessandhelpreducemotorvehiclevolumes.
In contrast, bicycle lanes are usually installed on streets with higher trac volumes and are visible to more people.
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isc s
2002: City o Calgary Bicycle Rack Sponsorship Program started.
2005: First bike lane on 53rd Street Northwest, the most popular route or downtown-bound commuter cyclistsrom the northwest.
2006: First contra-fow bike lane on 9A Street Northwest.
2006: First bicycle boulevard began to evolve on 2nd Street Northwest. Includes trac circles, ull street closures, reversed stop
signsandsignalstohelpcrossmajorstreets.
2007: First downtown on-street bike route (bicycle stencils on the pavement) on 10th Avenue South.
2008: New City o Calgary Municipal Building bicycle cage built in a highly visible, convenient location at the main entrance.
2009: Calgary Perimeter Greenway announced, with construction beginning the same year. Ten kilometres built by spring 2010,
additional 110 kilometres planned, as unding becomes available.2010: First physically separated bike lane on Riverront Avenue South was installed as a temporary measure during construction.
2010: Pedestrian and bicycle bridge (Peace Bridge) over Bow River near 8th Street West under construction; 2011 opening.
2011: St. Patricks Island pedestrian and bicycle bridge over Bow River - design awarded with 2012 construction planned.
tb 2-2: isc pos
Improvements 1999 2010 Notes
Multi-use pathways 400 km 712 km
On-streetbikeways 150 km 355 km
On-streetbikewayswithpavementmarking0 km 27 km
12 km o bicycle lanes
15 km o marked shared lanesSnow cleared pathways 30 km 157 km
LRT stations with bicycle lockers 4 11 Stations outside the city centre
Bicycle lockers at LRT stations 34 130
Transit routes with bicycle racks on buses 0 3 Pilotprojectunderway
Park n Bike Lots 0 7Lots are located ve to eight kilometres romdowntown on the pathway network.
City o Calgary Municipal Building bicycle cage stalls 44 120
Pedestrian and bicycle overpasses 89 105
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CityofCalgaryBicycleRackSponsorshipPrograminstallations600racksinstalledcitywide,butmostlyinthecitycentre between 2002 and 2010.
Sixteen new pedestrian/bicycle overpasses were built between 1999 and 2010, o which six connect to newLRTstations.Someofthesewerebuiltaspartoftransportationinfrastructureprojects;somewerecost-sharedwith developers.
Allbridgerehabilitationworkensuresthatcurrentstandardsaremet.Examplesincludeneworwidenedpathways,newbicycle-height railings and ramps to supplement stairs.
2.2.4 edco d pooo
TheCityofCalgaryPathwayandBikewayMapisTheCityspremiereducationtoolforbicycleinfrastructure.Itshowspathways, on-street bikeways, bicycle parking and Park n Bike lots, and educates about etiquette, bylaws and laws.
Since1999TheCityhaspublishedfourPathwayandBikewayMaps(20002001,20022003,2006,2009)inhardcopy,with the last two editions available online with printable, scalable maps.
In2010,TheCityofCalgaryprovidedpathwayandbikewaydatatoGoogleforinclusionintheirbikeroutemappingandturn-by-turn directions application.
TheCityhasbeenholdingTransportationFairs,which include the promotion o cycling as a travel option, withmajorinstitutions, building owners and employers since the early 2000s.
TheannualMayorsEnvironmentExpo,whichhostsupto5,000elementaryschoolchildren,includescontestsdesignedto educate students and inormation about the benets o cycling.
TheCityswebsitehasasectiononbicyclesafetyandeducationincludingthepublicationOn-streetCyclingSafetyand inormation on cycling tips or children and adults, pathway and roadway laws, etiquette and cycling equipment.
TheCityofCalgaryhasbeenprovidingbasicbicycleeducationandhelmetsafetyeducationtochildrenandyouthin
ater school programs and at schools.
CalgaryhasparticipatedintheNationalCommuterChallengesincethemid-2000s.
TheCityofCalgaryhasaweb-basedemployee commuter challenge, which encourages alternatives to driving alone,including cycling.
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3.0 tOP CyCling iSSueS What CalgarianS SaiD
To ensure that the Cycling Strategy refects the needs o both current and uture
Calgary cyclists, an engagement strategy was developed at the direction o Council.The engagement strategy adhered to the cornerstones o The City o Calgarys
engage! policy: accountability, inclusiveness, transparency, commitment and
responsiveness. External engagement began in June 2010 and was completed in
March 2011. Internal engagement started in December 2010 and was completed
in May 2011. Three input streams o research and engagement opportunities were
created as part o the cycling strategy process a telephone survey, an online
surveyandacyclingcommittee.TheCyclingStrategyactions,identiedinsection6,
refect what Calgarians said.
3.1 Pbc po sThe City o Calgary commissioned an independent telephone survey o 750
Calgarians in September 2010. This was the rst comprehensive eort to hear rom
Calgarians about cycling and included input rom cyclists and non-cyclists alike.
The sample size and quotas were established to ensure that the sample represented
the Calgary population or age and gender and provides an estimated margin o
errorof3.6withina95%condenceinterval.Thesurveyaskedaboutbarriersto
cycling. Respondents were given the opportunity to provide suggestions or what
improvements might encourage them to try cycling or to cycle more oten.
The results show that Calgarians want to cycle. Nineteen per cent o Calgariansalready ride at least once a week, and 59 per cent said they would like to cycle moreoten in general (Figure 3-1).
The results show thatCalgarians want to cycle.
Nineteen per cent oCalgarians already ride
at least once a week,and 59 per cent said
they would like tocycle more oten.
Figure 3-1: Interest in cycling
In General For Transportation
100%
90%
80%
70%
60%
50%
40%
30%
20%
10%
0%
20
21
15
44
28
21
9
41
I already ride a bike as often
as I want to.
I ride a bike alot, but would like to
ride more.
I do not ride a bike often, but would
like to ride more.
I have no interest whatsoever
in riding a bicycle.
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When asked about barriers to cycling, personal saety was the biggest concern (Figure 3-3). Most Calgarians who cycle eel sae
cycling on pathways and quiet residential streets, and many eel comortable on neighbourhood streets with bike lanes, even with
bustrafc.Thelevelofcomfortdeclinessignicantlywithoutbikelanes-83%feeluncomfortablecyclingonmainroads.
Figure 3-3: Level o comort on various bicycle routes
Very Comfortable Comfortable Uncomfortable Very uncomfortable
0 80%60%40%20% 100%
6914134
36213211
1194634
9114238
333063
342965
Main roads
Busy pathways
Quiet residential streets
Quiet pathways
Neighbourhood streets with transit
without specic lanes for bikes
Neighbourhood streets with transit
and specic lanes for bikes
In the survey, Calgarians identied recreation as the most common purpose or cycling trips (Figure 3-2). These recreational
cyclists may be more receptive to other types o cycling, especially local trips to the neighbourhood store or to visit a riend.
Recreation Social
At least once a year
At least once a week
At least once every 3-4 weeks
50%
40%
30%
20%
10%
0
Shopping or
Appointments
Work or
School
Per
centageofrespondents
Figure 3-2: Frequency o cycling by trip purpose.
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3.2 O sThe City also commissioned an independent online survey to provide interested Calgarians with an opportunity to oer input.
The online survey asked the same questions as the telephone survey but does not represent Calgarys overall population.Results showed that the respondents to the online survey are much more likely to cycle at least once a week and represent an
experienced and valuable resource. They provided insight into barriers that may not occur to those who cycle less requently.
Onlinerespondentsagreedwithtelephonerespondentsbyidentifyingsafetyintrafcandalackofshowerandchangefacilities
as top concerns (Figure 3-5). The quality and quantity o bicycle parking and the cycling network were given more importance by
onlinerespondentsthanbythetelephonerespondents,possiblybecausethemajorityoftelephonerespondentsdonotfrequently
cycle to a destination that requires parking.
While concerns about personal saety ranked highest in terms o being a barrier to cycling, other prevalent barriers include other
obligations that may prevent respondents rom cycling, diculty carrying items with a bicycle, lack o showers and lockers, andthe potential o the weather changing when cycling (Figure 3-4).
Figure 3-4: Calgarians top fve barriers to cycling
I do not feel safe cycling in trac.
I have other obligations that
prevent me from cycling.
I would not be able to carry all
of the items that I need.
There is nowhere to shower or
change when I arrive at a destination.
I am concerned that the weather might
turn to wind, rain or snow.
Strongly agree Agree Disagree Strongly disagree
0% 20% 40% 60% 80% 100%
41 39 14 7
24 40 21 16
23 33 28 17
22 34 27 17
18 41 26 15
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3.3 Cc coTheCityalsoformedaVolunteerCycling
Committee. The committee consistedo 14 Calgarians, including nine people
representing a variety o cycling skills
and comort levels, ages, cycling
interests and amily status.
The committee also included one youth
representative and one representative
rom each o the ollowing cycling
organizations: the Calgary Pathway and
Bikeway Advisory Council, Bike Calgary,
theElbowValleyCycleClubandthe
Calgary tour de nuit Society.
The committee identied and prioritized
nineareasofconcern(Figure3-6)and
identied street concerns, pathway
concerns, education and promotion as
top priorities.
Inc
reasing
Priority
I do not feel safe cycling in trac
Bike racks are not secure enough to protect
my bike from being stolen.
There are not enough bike racks
to lock up my bike.
The bike routes to my destinations are
too far out of my way.
There is nowhere to shower or change
when I arrive at a destination.
0% 20% 40% 60% 80% 100%
25 39 23 13
21 37 25 16
22 34 25 19
17 36 26 21
17 33 27 23
Strongly agree Agree Disagree Strongly disagree
Figure 3-5: Top fve barriers to cycling (online survey)
Figure 3-6: Cycling committee priorities
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The bicycle has become a symbol or many dierent global trends, such as individual and collective images o style, un and
reedom, increased concern or the environment, increased concern or saety, more ocus on health and new economic realities.Progressive cities all over Europe and North America are becoming more bicycle riendly. Copenhagen, Amsterdam, London,
Paris,NewYorkCity,MontrealandVancouverareleadingtheway.Calgary,asaprosperousworldcity,isaplacewithmanyofthe
same urban interests, movements and ashions as other cities. Trends and infuencers in the area o cycling are examined in the
ollowing categories:
style,funandfreedom safetyforall
healthandenvironment economics
Style, un anD reeDOmThereisanincreaseinunderstandingthatcyclingismorethanjustafastwaytogettoworkorsomethingonlydonebyafewto
get to work. Cycling behaviour is changing around the world.
Thereisanincreaseinurbanlivingacrosstheworldmorethan50percentoftheworldspopulationnowlivesincities.
Therehasbeenanincreaseinpeoplechoosingtocycleinstreetclothesasopposedtowork-outwear.
Themarketingofcyclingbymunicipalities,transportationauthoritiesandserviceprovidershasemphasizedconvenience,
fun,freedomandstyle.ExamplesincludethepublicbikesharesystemBixiinMontreal,VlibinParis,sponsoredbyJC
Decaux,andBarclaysCycleHireinLondon,UnitedKingdom,sponsoredbyBarclaysBank.
Copenhagenizeisnowaverb.WikipediadescribesCopenhagenizationasaconceptinurbanplanninganddesign
relating to the implementation o better pedestrian acilities and segregated bicycle acilities or utility cycling in cities.
Copenhagenization ocuses city transport on pedestrian and cycling, rather than the car, and the concomitant benets or
streetlifeandthenaturalenvironment,thehealthandtnessofcitizens,andthelevelofamenityincities.
CopenhagenCycleChicabloghighlightingthestyleofmostlyfemalecyclistsinCopenhagenhasinspireddozensof
similar websites.
Upright-positionEurobikeshavebecomemorevisibleinCanadiancitiestherstutilitycyclingbikestoreopened
in Calgary in 2010.
SundayParkway(Ciclova) events are occurring in more cities in North America, where streets are closed and programmed
or people to walk, cycle and participate in community recreation, such as dance lessons. The rst such event that was
widelypublicizedwasCiclovainBogot,Colombia.
Fromthe2010survey,thesecondhighestreasonthatCalgarianscycleisbecauseitsfunandenjoyable.Itsalsothemain
reason that Calgarians cycle or social purposes, such as visiting riends and amily or eating out.
ThereisanincreaseinthenumberandsizeofcyclingorganizationsinCalgaryfocussedoncyclingfortransportation.
Saety Or all
Thereisanincreaseinfocusamongmunicipalities,politicians,engineersandfundingagenciestoimprovetrafcsafetybyproviding bicycle inrastructure. Federal unding or bicycle inrastructure is available in the United States.
Thereisanincreaseininterestfromcommunitygroupsandparentstocreateprogramsandinfrastructureimprovements
to encourage and assist children to walk or cycle to school with adults in groups called Walking Schoolbuses or Cycling
Schoolbuses. In Canada, this is spearheaded by the non-prot agency Green Communities. In the United States, it is
spearheaded by Sae Routes with ederal unding available or programming and route improvements.
Thereisanincreasedunderstandingofgreaterinclusivityincycling.Thatis,itisnotjustforyoungermenandathletes,but
alsoforwomen,olderadultsandchildren.Non-protorganizationssuchas8-80CitiesandProjectforPublicSpacespromote
walking and cycling as activities and urban parks, trails and other public spaces as great places or people aged eight to 80.
4.0 tODayS CyCling trenDS anD inluenCerS
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health anD envirOnmentIn response to the growing concerns about health and lower-carbon liestyle choices, cycling is seen as a healthy alternative
to auto travel.
InCalgary,commutercyclistsconsistentlyreportexerciseisthenumberonereasonforridingtowork.
Obesityinadultsandchildrenisamajorandgrowingconcerninmostdevelopedcountries.Examplesofanincreasing interestinhealthylivingandphysicalactivityincludetheCBCsLiveRightNowcampaignandtheUnitedStatesFirstLady
MichelleObamasLetsMove!campaign.
Thebuiltenvironmenthasmanyrelationshipswithhealthoutcomes.Increasingconnectionsdiscoveredbetweenthe
built environment and health. The evidence has ound connections between the built environment and physical activity,
nutrition and obesity, air and noise pollution exposure, trac crash risk, water quality, mental health and community social
networks. In general, a planning and development scheme that concentrates growth and creates mixed use, pedestrian
riendly neighbourhoods has been ound to be associated with improved health outcomes or many o these impact areas,
particularlyforphysicalactivity,obesityandassociatedconditions.The Built Environment and Health: A Review, prepared
by Lawrence Frank and Co, Inc, or The City o Calgary, 2008
Climate change is the greatest long-term challenge acing the world today. It is clear that human activity is changing theworlds climate and as these changes deepen and intensiy, there will be proound and rising costs to global, national and
local prosperity, peoples health and the natural environment.
Individualsareincreasinglymotivatedtomakechoicestorespondtothepredicamentofclimatechange.Deliberatelower-
carbon liestyle choices are becoming mainstream around the world and in Calgary. Examples include renewable power
generationprograms,hybridorelectricvehicles,smallerhomes,the100-MileDiet,backyardorcommunityvegetableor
ruit gardening, community-supported agriculture, armers markets, crat-it-yoursel, do-it-yoursel, recycling and reusing
materials, and composting.
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eCOnOmiCSThere is an increase in the understanding o the role cycling can play in a healthy economy.
Cyclingisatransportationchoicethathelpstocreatealiveablecityandliveablecitiesarebetterabletoattractnew
residents. Transportation is a top issue o concern or urban proessionals around the world, according to a report authored
by The Economist Intelligence Unit.
TheCreativeClass,atermcoinedbyRichardFlorida,ProfessorofBusinessandCreativityattheRotmanSchoolof
Management, University o Toronto, is made up o creative people who value urban living, transportation choices like
cycling, a diverse population and cultural events; these individuals increase the economic success o the city, attracting
more creative people, and the cycle repeats itsel.
Economicbenetsofinvestmentinpedestrianandbicycleinfrastructure:
o In the 2008 reportActive Transportation for America: The Case for Increased Federal Investment in Bicycle and Walking
by Rails-to-Trails Conservancy, increased active transportation in the United States could provide a benet o between
US$10billionand$66billionperyearintheareasofphysicalactivity,CO2
emission reductions, uel savings and
avoided driving.
o An article in the January 2011 issue o theJournal of Physical Activity and Health looked at the costs and benets o
bicycleinvestmentinPortland,Oregon,andfoundthatInPortland,Oregon,by2040,investmentsintherangeof
$138to$605millionwillresultinhealthcarecostsavingsof$388to$594million,fuelsavingsof$143to$218million,
and savings in value o statistical lives o $7 to $12 billion. The benet-cost ratios or health care and uel savings are
between3.8and1.2to1,andanorderofmagnitudelargerwhenvalueofstatisticallivesisused.
Cyclingisagrowingeconomicforce,providingagreenindustrythatbenetsthelocaleconomy.InPortland,Oregon,
forexample,totaleconomicactivityin2006wasestimatedat$63millionintheareasoftours,races,ridesandevents,
distributionandmanufacturing,professionalservicesandretail,withanestimated600to800jobs.
Compared to using a car or a year, it could be less expensive to bike or most trips and rent a car or the times that you
need one. You can save between $11,000 and $14,000 a year by owning one less car or minivan. (Source: Canadian
Automobile Association)
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Calgary can learn rom other cities best practices in the areas o bicycle acilities, education and promotion, speed o
implementation, integrated regional planning with transit and programs and maintenance. An instructive comparison o cyclingbestpracticesinleadingworldcitieswaspresentedintheMarch2011paperAnalysisofBicycleTrendsandPoliciesinLarge
NorthAmericanCities:LessonsforNewYork,byJohnPucherandRalphBuehler.ThepaperwaspublishedbyTheRegion2
University Transportation Research Center, which is located at the CUNY Institute or Transportation Systems at The City College
o New York. The ollowing section identies cycling initiatives and best practices rom Copenhagen, as well as leading Canadian
and American cities, many o them discussed in that paper.
5.0 BeSt PraCtiCeS rOm Other CitieS
5.1 Cop, Dk
CopenhagencallsitselftheCityofCyclistsandisinaconstant
but riendly battle with Amsterdam or the title. Copenhagen has
a bicycle culture that has permeated all ages and both genders.
Cycling is an integral part o the citys lie thanks to the sustainedeort o municipal resources and policies that have continually
improved bicycle inrastructure and bicycling conditions since
the1960s.Asevidenceofthepopularityofcycling,thebicycle
modal share to work and place o education has grown to 37 per
cent. Commuters indicate speed and ease as their main reasons
or travelling by bicycle.
Bcc cs: Cycletracks(physicallyseparatedfromtrafc
and pedestrians).
Bicycletrafcsignalsandgreenwaveforcyclists.
Travellaneandstreetparkingspacereallocatedtobicycles.
Real-timebicyclecounterdeviceinahighlyvisiblelocation.
5.2 nw yok C, nw yok, uSa
New York ... has been especially innovative in its use o cycletracks, buered bike lanes, bike trafc signals, bike boxes, andsharrowed streets. - Pucher and Buehler
New York City has made quick progress to improve bicycle
inrastructure. Ater the publication o a ten-year bicycle saety
reviewin2006,themunicipalitydedicatednewstaffand
additional unding to achieve ambitious targets or improved
saety through better cycling conditions. As a result, 200 miles
o new on-street routes were added to the bicycle network
between2007and2009,resultinginatotalof620lanemiles
o bicycle routesthe longest network in the United States.
The citys screenline counts o bicycles entering and leaving
the Manhattan core indicate that regular cycling doubled rom
2006to2010.Evenso,at0.4%,thebicyclecommutingmode
share has room to grow.
Bcc cs: Physicallyseparatedandbufferedbicyclelanes.
Bicycletrafcsignals.
Travellanespacereallocatedtobicycles.
Pooo: BikeMonthfreeeventsincollaboration
with a community bicycle group.
SummerStreets(abicycleandrecreationstreetfestival).
Guidedrides.
Communitybicyclegroups.
MikaelColville-Anderse
n
www.p
edbikeimages.org/LauraSandt
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5.3 mo, Qbc, Cd
Montreal has North Americas largest and oldest network ocycle tracks as well as the largest bike sharing system.- Pucher and Buehler
The City invested $25 million between 2008 and 2010 to
add 100 kilometres o bicycle paths and lanes to the existing
network, resulting in a bike network o 535 kilometres. In 2009,
a public bike share program was launched and celebrated its
one-millionthrideonOctober26,2009afteronlyvemonths
o operation. In addition, the city has added bicycle parking
stands that provide space or 2,000 bicycles and clears snow
rom 35 kilometres o bike routes during winter months.
Montrealhasabicyclecommutingmodalshareof2.4%.
Bcc cs Seasonalpublicbikesharewith400stations
and 5,000 bicycles. Seasonalseparationofbicyclelanes.
5.4 vco, Bs Cob, Cd
Vancouver has been a model o trafc calming, bikeboulevards, and bike-transit integration. - Pucher and Buehler
Thanks to its integrated approach to regional transit andbicyclerouteplanning,Vancouverboastsavarietyofbicycle
acilities and the continents most extensive bicycle boulevard
network, providing 139 kilometres o routes. Bicycles are
welcome on public transit services, including buses, light rail
transit,trainsandferries.ForaCanadiancity,Vancouverhasa
signicantbicyclemodalshareof3.7%.
Bcc cs Bicycleboulevards/neighbourhoodgreenways.
Bicyclelanes.
Physicallyseparatedandbufferedbicyclelanes.
www.p
edbikeimages.org/CarlSundstrom
BrianGreen
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5.5 Pod, Oo, uSa
Portland does almost everything, but it is most notable or itsbike boulevards, dense bikeway network, innovative bike corrals,large number o cycling events, and lively bike culture. Pucherand Buehler
Portland is a North American leader in piloting innovative
bicycle acilities, starting with bicycle boulevards or
neighbourhood greenways and continuing with coloured
bicycle lanes and cycle tracks. As a real-time demonstration
laboratory, the city is the site o the only week-long pedestrian
and bicycle design training intensive oered by a post-
secondary institution in Canada and the United States.
Portland has the highest bicycle commuting mode share o the
large cities in the United States, estimated at 5.8 per cent in
2009 and measured at 3.9 per cent in 2007.
Bcc cs
Colouredbicyclelanesandcolouredbicycleboxes. Bicycleboulevards/neighbourhoodgreenways.
Bicycletrafcsignal.
Bufferedbicyclelanes.
Pooo SundayParkways.
Bicycleclinicsandguidedrides,includingsessions
justforwomen.
Publicbrownbaglunchtalks.
Communitybicyclegroups.
5.6 mpos, mso, uSa
Minneapolis has an extensive system o o-street bike paths,the most bike parking per capita o any city [in North America],and oers an impressive adaptation o cycling to cold, snowywinters. Pucher and Buehler
edco d pooo BicycleWalkAmbassadorProgram,withfourfull-timestaff
to educate people on how to bicycle and walk more, and
drive less.
GuaranteedRideHomeProgramvouchersfor
transit or taxi.
Bcc cs Bicyclelanesandbicyclepaths.
Bicyclesharingprogram:700bicyclesat65kiosks
downtown, at the University o Minnesota and nearby
commercial areas.
AllMetroTransitbusesandtrainshavebicycleracks. GrandRoundsNationalScenicBywaywhichalmost
encircles the entire city.
mc Alloff-streetbicyclepathsareploughedwithin24hours
o the end o a snowall.
JoeOlson
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5.8 edoo, ab, Cd
OursistercityinAlbertaboastsaboutthesamebicyclemodal
share as Calgary and some o the same challenges. Edmonton
has been successul in the education and promotion o cycling
specically supporting the Bikeology Festival Edmontons
Festival o Cycling Culture.
The2009CYCLEEDMONTON:BicycleTransportationPlan
proposes 489 kilometres o bicycle route improvements over
10 years at a cost o approximately $10 million per year.
Bcc cs Sharedlanes.
Bicyclelanes.
Pathwaysandtrails.
Pooo SupportofBikeologyFestival.
5.7 Cco, ios, uSa
Chicago has led the way in bike-transit integration, bikeparking, community outreach, and enorcement o cyclistrights. Pucher and Buehler
Bcc csMcDonalds Cycle Center at Millennium Park, a highly-visible
central location, is the largest bicycle commuting centre in
the United States. It has 300 secure bicycle parking spaces,
showers, lockers, bicycle rentals and tours centre, and a
bicycle repair shop.
edco d pooo OnlinevideosforTransit/Bicyclerulesandresponsibilities.
OnlinevideosforTrafcEnforcementforBicycleSafety.
BlankaBracic
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To become a bicycle-riendly city, The City needs to ocus its eorts on key actions inthe next three years. New actions identied in this section are based on the telephone
and online surveys, input rom the cycling committee, a review o best practices rom
other cities and discussions with City sta responsible or implementing the actions.
Combining these new actions with our current practices will move Calgary towards
becomingoneofthepremiercyclingcitiesinNorthAmerica(Figure6-1).
Figure 6-1: Implementation strategy
6.0 imPlementatiOn Strategy
nwcos
Cpccs
Bcc-d
c
tpo &o ss
Co p
Bs pccs
=+
Vision:
To become one o the premiercycling cities in North America.
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ss Cofd isd rc
ss ccssCyclingisastrongpart
o their identity.
Generallyundeterredby
motor vehicles.
Willconsidercyclingevenin
the absence o any visible
bike acility.
Cofd ccssCyclingisapartoftheiridentity.
Slightlyormoderatelycomortable sharing the
road with motor vehicles.
Willconsidercyclingiftheroute
is mostly on a bike acility.
isd ccssDonotidentifyasacyclist.
Notcomfortablesharingthe road with motorvehicles without a visiblebike acility.
Interestedincyclingi the route is on abike acility.
rc ccssDonotidentifyas
a cyclist.
Notcomfortablesharingthe road with motorvehicles without avisible bike acility.
Notinterestedincycling
2% 20% 51% 28%
t C dc o cc
Calgarians can be grouped into our categories o cyclists: earless, condent, interested and reluctant. Descriptions o eachcategoryaresummarizedinFigure6-2.
Figure 6-2: Categories o Calgary cyclists. Source: The City o Calgary Cycling Strategy Research Public Telephone Survey 2011
The earless and reluctant cyclist have entrenched cycling identities unlikely to change in response to City initiatives. These
groups make up only 30 per cent o the surveyed population.
In contrast, the condent and interested cyclists make up 70 per cent o survey respondents. They are not comortable sharing
the road with trac and want dedicated bicycle acilities. In addition, one-th o Calgarians already ride at least once a week
and most Calgarians want to cycle more (Section 3.1).
The City needs to start planning or the condent and interested groups to get more people cycling.
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t Cs ppoc
Based on the results o the engagement process and The Citys priorities, an action plan has been developed and organized into thethreepillarsneededtosupportabicycle-friendlycity(Figure6-3).
P O: P, ds d bd.
o Provide dedicated space on streets to help Calgarians eel saer and more bicycle parking to make it more convenient to
lock up a bicycle. Focus on areas where the largest gains in bicycle volumes (counts) can be realized.
P two: Op d .
o Provide enhanced operation and maintenance services to make cycling sae, comortable and practical. Focus on areas
with the largest bicycle volumes (counts).
P t: edc d poo.
o Develop and deliver a comprehensive bicycle education and promotion program.
Each o the three pillars is comprised o a set o actions needed in the next three years and beyond to support Calgarys transition
to a more bicycle-riendly city. While some actions can be accomplished with existing sta and resources, others will require more
unding. The City will also pursue strategic partnerships.
The Strategy contains 50 actions or The City to undertake in the 2012-2014 business plan and budget cycle. The City will need
to sustain about hal o those actions ater 2014 and schedule uture actions in the 2015-2017 business plan and budget cycle.
Some actions identied in The Strategy are related to multi-use pathways and are part o the Pathway Saety Review.
Figure 6-3: Pillars o a bicycle-riendly city
Plan, design
and
build*
Bicycle-Friendly City
Operate
and
maintain*
Educateand
promote
Pursue partnerships
Monitor and evaluate
* Focus on enhanced bicycle level o service in high use/high growth areas.
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Most Calgarians are interested in cycling more oten (section 3.1). While very
satised with cycling conditions on multi-use pathways, Calgarians would like to
see improvements to other bicycle inrastructure on streets, bicycle amenities and
opportunitiestocombinetheirtripwithtransit.OvereightypercentofCalgarians
said that dedicated space or cyclingsuch as bicycle lanes next to or physicallyseparated rom moving tracwould help them eel saer while cycling on streets.
Calgarians said that more showers, lockers, bicycle racks and bicycle repair acilities
at their destinations would make it easier to cycle. Lastly, Calgarians were concerned
about the weather turning to wind, rain or snow; the indirectness o bicycle routes;
and the duration o bicycle trips. These concerns could be addressed through better
integration between cycling and transit.
ToaddressCalgariansconcernsaboutbicycleinfrastructure,theactionsinPillarOne
are grouped into three categories: planning and design tools, ocussing resources
and providing amenities.
6.1.1 P d ds oos o bcc os
TherstcategoryofactionsinPillarOneisaboutthetoolsthatwillbeneededtoachievethe other actions related to bicycle inrastructure. To be ecient with resources, The
City needs tools to help plan, build, operate, maintain and monitor bicycle inrastructure.
These tools include mapping inormation, guidance or on-street bicycle route designs
andchangestomulti-usepathwaydesigns(Table6-1).
6.1 P O: P, ds d bd bcc sc
Calgarians said:
They dont eel sae cycling in trafc(80 per cent).
Dedicated bicycle space is needed toencourage Calgarians to cycle moreoten. Requested inrastructure includes:bicycle-only lanes that run alongside aroad but are physically separated romboth cars and pedestrians (88 per cent)and bicycle lanes (83 per cent).
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Bckodisc, od pp ooThe rst comprehensive planning tool
or Calgarys integrated pathway and
bikeway network was the 2001 Pathway
and Bikeway Implementation Plan
Map. It includes existing routes and
identies missing links in the network.
It has been instrumental in identiying
thelocationofCityprojects,suchasmissing pathway links, and in planning
pathway and on-street bikeway routes
in new communities. A new Pathway
and Bikeway Implementation Plan
needs to be created, with stakeholder
engagement to begin in 2012.
Otherbicycle-relatedCityelectronic
resources include the bikeway
Geographical Inormation System (GIS)
layer and the bicycle rack inventory GIS
layer. Both need to be updated regularly
to eciently represent, plan and monitor
the bicycle network and associated
inrastructure.
Coc hdbookConnectivity describes the variety o
route choices available or people to
get rom one place to another by oot,
bicycle, transit or car. Within residential
communities or Activity Centres, all o
this movement happens on the local
transportation network, on regional
streets, residential streets (collectors,
local streets and alleys), pathways
and walkways. These elements can becombined into a variety o patterns and
have a signicant impact on how people
choose to travel and how long their
trips take.
When developers produce a plan or the
design o a new community, The City
now requires quantitative measures to
demonstrate the degree o connectivity
or pedestrians and cyclists (CTP policy
3.8a). The calculations can be done using
an Active Mode Connectivity Index or
walking and cycling connectivity and aStreet Connectivity Index or the street
network.TheConnectivityHandbook,
available online, provides guidance on
the connectivity requirements or Active
Modes and or Streets.
Cop SsThe City is creating a Complete Streets
Guide, which was identied in the CTP.
The Complete Streets Guide aims to
increase the attractiveness, convenience
and saety o all modes o transportation
by creating a new selection o multi-
modal streets that emphasize walking,
cycling and transit, incorporate elements
o green inrastructure, provide universal
accessibility and unction in the contexto surrounding land uses. The nal Guide
is expected in 2012.
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Calgarians said:
Dedicated bicycle spaceis needed to encourageCalgarians to cyclemore oten. Requestedinrastructure includesseparate pathways orcyclists and or pedestrians(86 per cent) and multi-use
pathways (81 per cent).
C Bcc Ds gdA bicycle design guide will allow The
City to quickly design and implement
innovative improvements to bicycle
routes. It is needed to address
Calgarians top concern about eeling
unsae cycling in trac. The bicycle
design guide will explore innovative
acility designs, such as those that
separate cyclists rom both trac and
pedestrians, and adapt them to Calgaryscontext. The bicycle design guide would
serve as an input to the Complete
Streets Guide.
In addition, The City is seeking
appropriate locations to plan, design and
buildbicyclepilotprojects,suchascycle
tracks and bicycle boxes.
The City has made progress over theyears with respect to street design andconsideration or bicycles. For example,
The City has installed bicycle boulevardsand bicycle lanes (section 2.2.3) and catchbasins are now designed to be bicycle-riendly to prevent wheels getting caught.
no ds dcIn addition to developing a Calgary guide
or more innovative bicycle acilities, The
City will approach the Transportation
Association o Canada (TAC) to develop
a more comprehensive bicycle design
guide or Canada that incorporates some
o the innovative designs mentioned
previously. The City relies on the bicycle
design guide produced by TAC to plan
and design on-street bicycle routes.The guide, while helpul or bicycle
lanes and shared lanes, does not refect
some o the more innovative bicycle
design treatments, such as cycle tracks
or separated bicycle acilities common
in Europe and increasingly visible in
bicycle-riendly cities in North America.
AndrewAlbiston
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Poc dcp soCertain sections o Alberta legislation
do not support some o the innovative
bicycle acility designs, such as separate
bicycle acilities, that are commonplace
in other bicycle-riendly cities. As such,
The City needs to identiy changes
to legislation that will support the
types o innovative bicycle acilities
that Calgarians expect. The City will
work with the Province and othermunicipalities in Alberta to determine the
appropriate changes. For completeness,
Calgarys bylaws that aect cycling
should be reviewed to determine i any
changes could make cycling easier
or more people. The Calgary Streets
Bylaw20M88orTrafcBylaw26M96,
or example, could speciy a penalty or
parking in a bicycle lane.
m-s pw dsIn general, Calgarians eel sae on
cyclingonpathways.However,thereis
some concern that older pathways are
too narrow and some agreement that
widening and twinning some pathways
would make them saer. Design
considerations or cyclists can improve
the atmosphere or all Calgarians on
the pathways.
Pathways oten cross barriers on bridgesor underpasses shared with trac. To
promote a sae environment, The City
is currently updating its Guidelines
or Bridges and Structures to include
principles and design guidelines or sae
pedestrian and bicycle underpasses. The
revisions will match the principles used in
the planning and design o pedestrian and
bicycle overpasses and road structures.
Calgarians said:
Between 92 per cent and 97per cent o cyclists who usepathways eel sae on thepathways in general.
Between 35 per cent and 38per cent believe that twinningpathways will make them saer,and between 14 per cent and
29 per cent think that wideningpathways will make them saer.
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Cc S cos2012 o
2014
2015
+
C1Engage key stakeholders in creating a new Pathway and Parkway
Implementation Plan.
C2 Update Calgarys bikeway GIS layer inormation regularly.
C3Migrate the bikeway GIS layer into TransNET (a graphical representation o
Calgary streets).
C4Develop a bicycle design guide or Calgary. This will provide guidance or the
inclusion o cycling acilities into the Complete Streets Guide.
C5 Plan,designandbuildprioritypilotprojectsincludingcycletracksandbikeboxes.
C6 Support the development o an updated national bicycle design guide.
C7Review and suggest changes to municipal bylaws to support cycling and
bicycle acility design.
C8Review and suggest changes to provincial laws to support cycling and bicycle
acility design.
CapitalCosts
tb 6-1 P d ds ooscosOperatingCosts
Potential
Partnerships
Pw S rw codos
Developdesignoptionsfortwinningpathways(separatewheelsfromheels).
Increase minimum width on local pathways rom 2.0 to 2.5 metres.
Enhance consistency on planning, design approval and inspections in regards to the 1 metre saety clearance and setback
requirements. In the ew cases where this cant be achieved, review the hazard and determine mitigation measures.
Create a lighting policy or pathways.
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6.1.2 P d bd bccscThe second category o actions in Pillar
Oneisaboutthestrategicdirectionof
resources needed to improve bicycle
inrastructure in Calgary. Resources
will be ocussed on areas where a large
number o cyclists are present and where
the largest increases in cycling volumes
(counts)canbeexpected(Table6-2).
BckodThe Activity Centres and the city centre,
which are transit-supportive, mixed-use
areas identied in the MDP, are the two
key areas o ocus. At the same time, the
integration o cycling with transit in high-
use, high growth areas can be improved
by providing bicycle routes to transit hubs,
providing bicycle parking at transit hubs
and accommodating bicycles on Calgary
Transit vehicles. Lastly, cycling connectivity
to areas o high activity and high growth
can be improved through development,
planningandretrotprojects.
ac cs:ows d c cThe City started bicycle route
improvements in 2010, and will nish
them in 2012 in the University o Calgary
MajorActivityCentrearea.In2009,
The Brentwood Station Area Mobility
Assessment and Plan and the University
o Calgary Area Pedestrian and Bicycle
ImprovementProjectwereapproved
forimplementation.Theseprojectsare
squarelyinaMajorActivityCentrethatencompasses institutions, hospitals,
retail, transit hubs and residences,
making it an ideal place to concentrate
bicycle improvements.
The city centre is considered Calgarys
premiumMajorActivityCentrebecause
it has the highest concentration o
employment and residences. Committed
cyclists have long pointed out the lack
o dedicated bicycle space in this area.
Ater the Centre City Plan was approved
in 2007, the Centre City Mobility Planwas developed. It provides additional
guidance and identies a bicycle
network in the Centre City. By 2014, The
City expects to complete the network
o routes as shown in Appendix A. The
interconnected network o on-street
bicycle routes will compliment the multi-
use pathway system already in place
along the northern and eastern edges
o the city centre.
Pbc bk sss c cAs The City improves the network
o bicycle routes in the city centre,
an initial public bike share system is
recommended beore the end o 2013.
A public bike share system is a service
that responds to the needs o trips
almost long enough or a public transit
bus ride but perhaps too short or a taxi
ride. It consists o a network o bicycle
stations that are closely spaced andplaced in strategic locations or ease o
use. Ater registering or providing a small
deposit, riders can pick up a bicycle rom
one docking station and, when nished,
drop it o at another.
Where already implemented in other cities
(section 5.0), a public bike share system
has been a successul amenity to attract
people who dont normally cycle to try it,
and will be a signicant tool to promote
cycling amongst Calgarians and tourists
alike. The rider can be spontaneous inchoosing to cycle there is no need or
special clothing or gear, or to leave extra
time to nd a secure bicycle parking
spot which urther reduces barriers
and makes cycling more accessible to
more people.
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i bccsw pbc sBicycle-riendly transit creates a multi-
modal option that complements both
transit and cycling. The use o transit
or part o a bicycle trip can reduce the
impact o distance, bridge a gap in the
cycling network, or mitigate inclement
weather. At the same time, a bicycle can
improve access to the transit network,
reduce demand or amenities such as
feederbusroutestomajortransithubsand parking spaces at Park n Ride lots,
and increase ridership on weekends, at
midday and in counter-fow directions.
There are two main ways to integrate
bicycles and transit:
Providebicycleroutesto,andbicycle
parking at, transit hubs.
Accommodatebicyclesontransit
vehicles (trains and buses).
Bcc os o dbcc pk s bsBased on current international research,
the most important aspects to creating
bicycle-riendly transit are improving
the routes to transit hubs and improving
bicycle parking (both short-stay racks and
secure stalls).
The planning process or new transit hubs
has been evolving to better accommodate
cyclists getting to and rom the stationarea via multi-use pathways and on-
street bikeways. Stations now include
bicycle racks and bicycle lockers on
opening day, and generally have space
set aside to expand the bicycle parking
as demand increases. The current bicycle
locker rental system at LRT stations (with
more than 130 lockers at 11 stations) is
marketed to attract cyclists to sign up or
monthly rental terms and achieve more
eective use o the lockers.
The City plans to improve bicycle routesto the West LRT stations and to develop
a new secure bicycle parking scheme to
make bicycle parking more convenient
and more accessible to more people.
Plans call or the improvements to be in
place by the time West LRT opens at the
end o 2012.
Calgarians said:
There is a lack ointegration between cycling
and transit, whether it isroutes planned to stations
or bike racks on buses.They were concerned thatthe weather would turn to
wind, rain or snow(59 per cent).
Bike routes to destinationsare too ar out o the way
(52 per cent).
Cycling takes too long to getplaces (49 per cent).
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The Northeast LRT extension to Saddle
Ridge, scheduled to open in 2012, and
the Northwest LRT extension to Rocky
Ridge/RoyalOakandTuscany,scheduled
or opening in 2014, will be reviewed
to determine i additional bicycle route
improvements to the stations are required.
As The City develops plans or other
transit hubs, such as those along the
Southeast Transitways and Bus Rapid
Transit (BRT) Network, bicycle routes toand rom the station will be included in
theprojectscopefromthebeginningof
theproject.
Bccs oC ts csBicycles are allowed on trains during
o-peak hours and this policy is not
expected to change soon. Presently,
bicycles cannot be brought onto buses
andthemajorityofthebuseetisnot
equipped to transport bicycles. Calgary
Transit is conducting a pilot o the use o
bicycle racks on every bus on three transit
routes. The pilot will be evaluated in the
all o 2011, at which point Calgary Transit
will recommend actions moving orward.
Coodo w jo pojcsTheCityundertakesseveralmajor
constructionprojectseveryyear,including
building missing pathway links, new
pedestrianoverpasses,majorroads
projectsandinterchanges,bridge
rehabilitation and asphalt overlay o
existing streets. The planning process or
newmajorprojectshasbeenevolvingto
better consider and provide connections
or cyclists, whether it is building
multi-use pathways as part o newinrastructure or adding a bicycle height
railing on a bridge during rehabilitation.
The creation o a Bicycle Design Guide
and the Complete Streets Guide (section
6.1.1)willprovideCitystaffandthe
development industry with the tools to
better incorporate bicycle improvements
intoprojects.
Upcomingprojectswillbealignedwith
CTP/MDP goals and include improved
bicycle routes on the Primary Cycling
Network, within Activity Centres and
Nodes and along Corridors.
The CTP denes the Primary Cycling
Networkasconnectingmajordestinations
such as Activity Centres, corridors and
majorinstitutions.Connectionswillbeas
direct as possible, making cycling between
these locations direct and expedient, while
alsosafeandappealing.
Otherprojectsthatwillhelpimprove
connectivity include retrotting existing
signals with the ability to detect
bicycles and exploring the easibility
o including pathways next to existing
LRT or BRT right-o-way, and protecting
or pathways by including them in
unctional and land use plans.
The CTP defnes the
Primary Cycling Network
as connecting majordestinations such asActivity Centres, corridorsand major institutions.Connections will be asdirect as possible, makingcycling between theselocations direct andexpedient, while also saeand appealing.
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tb 6-2 P d bd bcc sc - cos
Cc S cos2012 o
2014
2015
+
C9
Complete short-term bicycle route improvements as identied in the
UniversityofCalgaryAreaPedestrianandBicycleImprovementProjectand
the Brentwood Station Area Mobility Assessment and Plan.
C10 Improve bicycle routes in the city centre based on the Centre City Action PlanMap (Appendix A).
C11 Implement a public bike share system in the Centre City.
C12Plan and implement bicycle route improvements to stations along the
West LRT line.
C13Explore the creation o a new secure bicycle parking scheme at LRT stations
along the West LRT line.
C14 Plan and implement bicycle route improvements to Saddle Ridge LRT station.
C15PlanandimplementbicyclerouteimprovementstoRockyRidge/RoyalOak
and Tuscany LRT station.
C16Planimprovementstobicycleroutesinconjunctionwithnewtransithubs(e.g.
Southeast Transitways and BRT Network )
C17PlanimprovementstobicycleroutesinconjunctionwithCTP/MDP-aligned
work in Activity Centres, Nodes, and Corridors.
C18 Continue to build bicycle route missing links.
C19 Develop a plan and retrot selected signals with the ability to detect bicycles.
C20
Explore the easibility to include pathways next to existing LRT or BRT right-
o-way and protect or pathways next to uture LRT or BRT right-o-way by
including them in unctional and land use plans.
CapitalCosts
OperatingCosts
Potential
Partnerships
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6.1.3 Pod bcc sThethirdcategoryofactioninPillarOne
is about the amenities that cyclists need
attheendoftheirtrip(Table6-3).Bicycle
amenities typically include bicycle racks
or secure bicycle parking acilities,
lockers, showers and change rooms.
BckodThe City currently works with interested
building owners and operators to provide
and expand bicycle parking options inexisting buildings. New developments
must provide the bicycle parking types
and quantity described in the Land Use
Bylaw. To set a corporate example,
new Calgary Parking Authority public
parkades in the downtown will have
bicycle parking.
Bcc rckSpososp PoThe Citys city-wide bicycle rack
installation program provides and sets
up bicycle racks on public land (typically
road right-o-way) at the request o
Calgarians via 3-1-1. Through this
program,TheCityinstalled600racks,
mostly in the city centre, between 2002
and 2010. Property developers, owners
and operators added their own racks on
private property.
t ld us Bw d Bcc Pk hdbookThe Citys Land Use Bylaw requires
bicycle parking, both secure and short-
stay, in new buildings. As The City
updates the Land Use Bylaw to address
districts such as the Downtown and
Chinatown, requirements or bicycle
parking will be added.
The City needs to revise its Bicycle
ParkingHandbooktoprovideadditionalguidance on the quality and quantity
o bicycle parking, locker rooms
and shower acilities provided in
developments, such as new privately-
owned buildings, parks, transit hubs,
and regional shopping centres. The
BicycleParkingHandbookhasbeen
used as a resource manual or architects,
engineers, planners and developers or
both public and private developments or
approximately six years. It incorporates
examples o best practices as well as
guidance or bicycle acilities and is
Calgary-specic.
Calgarians said:
There is a lack o showers and lockersat destinations (56 per cent).
There is a lack o bicycle racks wherethey can lock their bicycle (54 per cent).
There is a lack o storage or personalitems at their destination (53 per cent).
Bicycle racks are not secure enough toprotect their bicycle rom being stolen(50 per cent).
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PHOTOFORPLACEMENTONLY
O-s ps
To address potential obstacles to cyclingat the curbside, The City repairs potholes
in response to 3-1-1 requests and site
inspections. During scheduled roadwork,
The City also replaces catch-basins with
ones that are more bicycle riendly.
O-s
p-k d ssMaintenance o bicycle pavement
markings, such as lines, sharrows,
stencils and signs, is important or the
comort o cyclists and provides clarity
or motorists. The City intends to apply
bicycle pavement markings earlier in
the construction season to permit the
use o more durable materials that can
withstand the winter.
O-s coss d dos
Street closures and associated detoursarerequiredforconstructionprojects,
maintenance and emergency situations.
Cyclists need to be considered in the
planning and implementation o closures
and detours. The City is updatin