City of Calgary Downtown Cycle Track Network Plan, 2014

“2014-02-05:  Engaging both new and seasoned cyclists of all ages, as well as those who want to bike but may not feel comfortable, is what the city centre cycle track network is all about, according to Ryan Murray, a spokesperson with the City of Calgary.

“The cycle tracks we’re proposing, they’re really built for everyone. We’re not just looking for people who have a bike in their garage now,” he said.

“With cycle tracks, it’s a new way of thinking about transportation in Calgary and it’s an important way to think about transportation in Calgary. We want to offer that choice that doesn’t exist now . . . Cycle tracks are built for people to use who are eight to 80. It’s really transportation for all.”

Read more …..

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Comments from the Last Cycling Touring Trip – CycloTouring in California

If you wish to expand the size of any image, then click on the image.

 

CycloTouring in California

 

For promoting cycling touring, information on closed sections of interstate and state highways needs to be easily accessible on the Internet.  Adventure Cycling maps do provide routes through the state and are useful, if you are going in the direction set out and if you have the time and energy for the defined routes.

CycloTouring in California, at this time, tends to be more for long distance cyclists who are either confident in cycling in fast moving traffic, are competent cyclists, or lean towards risk-taking. Cycling of families with children, as is frequently seen in Europe, would, most likely, be more restricted to some regions in the state that have good cycling infrastructure and multi-kilometres of bike trails. CycloTouring as a combined mobility trip with the Californian and Amtrak train systems is simple and provides opportunities for regional touring. Just take a train to a designation and start the trip from there and then take the train back. Train one way and return by cycling provides another opportunity to extend the trip in different parts of the state. With the trains providing bike space without the need for boxing bikes expands the opportunities for cyclotouring. The only exception is Amtrak’s Coastal Starlight train, which still requires boxing of bicycles. Hope this changes in the near future. How Amtrak’s bus system fits into this type of touring is uncertain to me as I have received different information when the question was asked. Also, it seems uncertain if a bike would be taken when you show up for a bus. Would suggest that bike racks on front and on the back of these buses, i.e. the Swiss method, would increase cyclotourists using these buses. (Combined mobility cyclotouring trips will be the subject of a future blog article)

Realistically, the only provincial / state entity in North America that has comparable European style cyclotouring capacity, which appeals to families and children is the Province of Quebec with its famous La Route Verté network and the province’s capacity for combined mobility with the intercity transportation providers (trains, buses).

California is a frustrating state to cycle in.  Actually, there was enough frustration during the trip where I did not want to cycle to another city and just wanted to get out of the state.  Discouraging was the number of occurrences where interstate and other highways were closed to cyclists along my desired route path.   This did not happen in other western states.

Yes, one could go way out of the desired direction to find highways to cycle on.  Many times these highway routings were not direct to the desired target city for that night.  It would have taken much longer to reach my final destination this way.

Replacing maps with GPS-based cycling computer.
Garmin Edge 800
©Photograph by H-JEH Becker, 2012

Trip planning for the next day, setting up the day course on my Garmin BaseCamp computer mapping software, and then downloading the information onto the Garmin 800 GPS took much longer than it did in other states.  Sometimes it took an extra hour.

The lack of readily availability of information on which section of interstate and state highways were closed to cyclists caused trip planning to be time consuming.

 

The dreaded sign on interstate and state highways. Time to get off. The highway not designed for cycling as a mode of transportation.
Redding CA.
©Photograph by H-JEH Becker, 2012

On one day, an unexpected cycling prohibited sign on a state highway forced rerouting and change of destination for the night half way through that day’s trip when uncancellable motel reservations were already made in another city 30 kilometres farther away.  This happened on a Saturday of a busy weekend, which drew many tourists to this area.  Hotels and motels were filled up.  Finally, an accommodation was found late in the day at the edge of that city.  As it turned out, it was the last room available in the motel.  A bit of luck, at least.

 

There was no advance warning signs that this would occur.  There were no cycling bypass route or signs.  The only alternative was to cycle 20 kilometres north and then another 20 kilometres west to meet up with a highway that would take me to my intended destination.  Now, the question became “Is the highway to the motel open for cycling?”  Not wanting to take that risk, the decision was to stay in the city with the prohibition sign and do a major reroute of the trip bypassing some places that I really wanted to cycle through.

A few days later I was cycling on a state highway when that highway split into two highways.  There was one of those cycling prohibited signs for the highway that I wanted to take.  Joyfully, I noticed a bike route sign leading to the other highway.  So I took it expecting that at some point I wild be directed back to the highway that I wanted to take.  After an hour of cycling I realized that would not happen.  Fortunately, a person at a service station could direct me back to the highway that I wanted to be on by using some local roads.  Confidence was now lost that I could depend on highways to be open for cycling along my intended route.

So, this is cycling in California!

 
 

Trip Planning, Finding Information on Highway Cycling

 

The Internet was a frustrating place to find the needed information.  Maps to identify open roads for cycling did not seem to exist.  There was conflicting and sometimes incorrect information on blogs.

CDOT District 2 Cycling Guide providing information on interstate and state highways open and closed to cyclists.
State of California

There was an exception and that was District 2 of the Californian Department of Transportation, a northern district. 

 
 
 
 
 
 
 
 
 
 
 

This district had produced a very effective and informative document for cycling there (http://www.dot.ca.gov/dist2/pdf/bikeguide.pdf).  Open and closed highways to cyclists were identified on maps.  For closed sections, alternate routings were mapped out.  Other useful information was provided.   Internet search did not reveal the existence of such a document for the other districts in California.  It certainly is needed.

 

Bike Routes Parallel to Highways.

 

Sometimes by chance, parallel bike trails were come upon through Internet searches, by chance, or avoiding restricted sections of highways.   Some of these trails were well marked with direction and destination signs.  Others were not.  Sometimes these routes used local and rural roads.  Some sections would have bike lanes and paved cycleable shoulders.  Some of the roads were shared roads, usually with a low amount of motorized traffic.  For the most part, bike lanes or cycleable paved shoulders were available on these roads.

Pacific Coast Bike Trail between Santa Cruz and Monterey CA. The well signed trail travels along county roads with sections of bike lanes, paved cycleable shoulders, and trails.
©Photograph by H-JEH Becker, 2012

Pacific Coast Bike Trail between Santa Cruz and Monterey CA. The well signed trail travels along county roads with sections of bike lanes, paved cycleable shoulders, and trails.
©Photograph by H-JEH Becker, 2012

 
 
 
 
 
 
 
 
 
 
 
 
 
 

Bike paths next to a highway were frequently encountered as an entry to cities, while some started before city limits, up to 20 and 30 kilometres.  Some examples included Monterey with a path starting 30 kilometres before the city limit and Santa Cruz with a bike path starting at city limit.

As some municipalities are approached, the adventure of entering is much more comfortable as bike trails branch of state highways. For some municipalities, the experience of leaving is also enhanced with bike trails.
Entering Santa Barbara CA.
©Photograph by H-JEH Becker, 2012

As some municipalities are approached, the adventure of entering is much more comfortable as bike trails branch of state highways. For some municipalities, the experience of leaving is also enhanced with bike trails.
Entering Santa Maria CA.
©Photograph by H-JEH Becker, 2012

As some municipalities are approached, the adventure of entering is much more comfortable as bike trails branch of state highways. For some municipalities, the experience of leaving is also enhanced with bike trails.
Entering Monterey CA.
©Photograph by H-JEH Becker, 2012

As some municipalities are approached, the adventure of entering is much more comfortable as bike trails branch of state highways. For some municipalities, the experience of leaving is also enhanced with bike trails.
Entering Monterey CA.
©Photograph by H-JEH Becker, 2012

As some municipalities are approached, the adventure of entering is much more comfortable with bike trails branching off state highways. For some municipalities, the experience of leaving is also enhanced with bike trails.
Leaving Fairfield CA.
©Photograph by H-JEH Becker, 2012

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 

Cycling Facilities in Urban and Rural Environment

 

As mentioned in a previous blog, the positive effects can be continuously seen while cycling in California of federal road programs which requires cycling facilities as part of the funding for new and rebuilt roads.  One continuously comes on these facilities in municipalities from the smallest to larger cities as well as on rural roads from county roads to state highways.  It is rare to cycle in any municipality that is without any bike lanes or trails.

Rural California, cycling made more pleasant with bike lanes or cycle able paved shoulders.
Half Moon Bay CA.
©Photograph by H-JEH Becker, 2012

Rural California, cycling made more pleasant with bike lanes or cycle able paved shoulders.
Corning CA.
©Photograph by H-JEH Becker, 2012

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 

Cities with a Network of Cycling Facilities

 

Cycling cities. Separated bike lanes in downtown waterfront area supporting retail.
San Francisco CA.
©Photograph by H-JEH Becker, 2012

When discussion turns to cycling cities in the US, normally Portland, as a US large cycling city leader, Seattle (3.5%), and San Francisco (3.5%) as an upcoming cycling city, are mentioned.  Sometimes the City of Davis is mentioned with its 22% cycling mode share. There the discussion tends to end.

 
 
 
 
 
 
 
 
 
 
 

On this trip there were other medium size cities that should be recognized for their work towards building of a cycling network and for developing a sizeable cycling mode share. Municipalities passed through that have made an effort towards providing cycling facilities include Fairfield (0.2%), Vallejo (0.2%), Monterey, Avila Beach, and Santa Maria (0.5%).

Special mention goes to the efforts put out by the following cities: Santa Cruz (cycling mode share 9%, many innovative cycling features), San Luis Obispo (7%), and Santa Barbara (6.4%).

Cycling cities. Separated bike lanes making the commute more pleasant.
Santa Cruz CA.
©Photograph by H-JEH Becker, 2012

Cycling cities. Downtown bike parking on streets. Cyclists are good customers for retailers.
Santa Cruz CA.
©Photograph by H-JEH Becker, 2012

Cycling cities. Mass bicycle parking contributing to attainability of higher education. An indicator of the attraction of cycling for transportation when the environment is supportive.
Santa Barbara CA.
©Photograph by H-JEH Becker, 2012

Cycling cities. Cyclists are good customers for retailers.
San Luis Obispo CA.
©Photograph by H-JEH Becker, 2012

Cycling cities. Cyclists are good customers for retailers.
San Luis Obispo CA.
©Photograph by H-JEH Becker, 2012

 
 
 
 
 
 
 
 
 
 
 
 
 
 

Source of cycling mode share to work: League of American Cyclists, 2010 data on bicycle commute mode share (based on the US Census American Community Survey with data on 375 cities over 60,000 population).

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Banff Legacy Trail – Part 4

 

© H-JEH (Jack) Becker, Third Wave Cycling Group Inc. 2007-2012, Velo.Urbanism, cycling planning, policy, and social marketing consultant, 20 year advocate for balanced transportation modes within cities focusing on cycling and transit.

The comments in this article come from a touring and commuter cyclist where the bicycle and combined mobility with cycling are the first choices of transportation.  The comments reflect the experience and observations gained while cyclotouring where now the 100,000 kilometres mark is being approached on trips 4 days and longer up to 11 months.  In addition, many thousands of kilometres have been cycled on weekend exploring trips and on day tripping.  These trips may be done solely by cycling or combined with other modes of travel including air, trains, buses, ferries, and on some occasions, including cars. 

As this blog is being posted, the writer is on a two and a half month cyclotouring trip.  A couple of days ago, a 2,025 metres high mountain pass was traversed, a personal high, followed by a modest 1,225 metres pass today with a 1,400 metres pass coming up in two days.

This year, the 21-year-old Miyata 1000 touring bicycle was retired for one with disk brakes for cycling through mountain ranges, a Salsa Fargo 2 bicycle.  A Dahon touring folding bicycle is usually used when planes, trains, buses, and ferries or European hotel elevators are involved on trips.

 
 

Some Thoughts on the Design of the Banff Legacy Trail

 

As mentioned in an earlier blog, this bike path is excellent in drawing people to come and cycle in the wilderness.  The path alignment and design is attracting cyclists who used to cycle on the paved shoulders of the highway.  The path also draws tourist staying at Canmore or Banff to rent bicycles and use the trail.  The path also draws families from Southern Alberta to spend a day cycling here.

Even good bicycle paths can attract comments and suggestions for improvements and so here are mine.

 
 

1 – Wayfinding

 

Connecting to Trail

Banff trailhead at the town bus loop.
©Photograph by H-JEH Becker

On trips, cyclists want to know where they are, where they should go next, and how afar they need to go.   To break the routine of long trips, information on highlights along the route and on the lands being traversed is always welcome.

 
 
 
 
 
 

Connecting to the Trail – Canmore

On approaching Canmore either from Trans-Canada Highway #1 or from my preferred approach on Highway #1 A, finding the Banff Legacy Trail is not very evident.  Canmore has two off-road bike routes of which neither is identified on the approaching highways.  On these routes, there are no signs to connect to the Legacy Trail.  There are no maps signs to provide direction.  There is no signage such as those that we are used to in Europe.  There is no cycling by numbers or knooppuntroutes (node points) to lead you to the trail.

So, finding the Canmore bike routes is a matter of searching or good judgment.  One bike path parallels the highway while the bike trail is adjacent to the railway track in town.  How to find them?  Canmore can do much to improve wayfinding.

 

Connecting to the Trail – Harvey Heights

Southbound off ramp from the Trans-Canda Highway with provision for contra-flow cycling to the Banff Legacy Trail. No signage or map advising cyclists to use ramp to connect to trail. Which side to ramp to use – Stay left of yellow line?
©Photograph by H-JEH Becker

 

Southbound off ramp from the Trans-Canda Highway with provision for contra-flow cycling to the Banff Legacy Trail. No signage or map advising cyclists to use ramp to connect to trail. Which side to ramp to use – Stay left of white edge line?
©Photograph by H-JEH Becker

 
 

 
 

 
 

Coming to the northern end of a bike path along the Harvey Heights and Highway #1 roads, you are left with choice and no help.  There are no maps to direct you to the Banff Legacy Trail.  There are no signs.  So, proceed onto Highway #1 northbound, proceed to the park gates, and then cross over the many traffic lanes to reach the trail?  So instead, cycle contra-flow on the southbound off-ramp leading to the Harvey Heights Road.  Who would do that?  Well, the people who have found direction in other places and are aware that this is the way to go.  The ramp has a white line on the right side and a yellow line on the other side.  So, which side to take?  Which side should one cycle in the contra-flow direction?

Then as the ramp approaches the highway, there are no signs indicating that there is two-way cycling on the shoulder for either the cyclists or the motorists.

Contra-flow cycling on the Trans-Canada Highway with no awareness signs for motorists or cyclists.©Photograph by H-JEH Becker

Contra-flow cycling on the southbound Trans-Canada Highway lanes connecting to the Banff Legacy Trail. No awareness signage advising cyclists and motorists of the contra-flow cycling.
©Photograph by H-JEH Becker

 
 
 

 
 

 
 
 

 
 
 

 
 
 

 
 
 

Then there is the entrance to the Legacy Trail.  Where is the signage to indicate to cyclists to descend down the small drop to the left and then turn right onto the trail?

There is a fantastic opportunity to simplify finding the trail and make infrequent and other cyclists more comfortable and secure on finding their way.

 

On the Way – Lake Minnewanka

 

A few kilometres from Banff there is a cutoff to Lake Minnewanka.  Wayfinding would be very beneficial at this junction for highlighting cycling options the roads to Lake Minnewanka and Two Jacks Lake provide.  For information and for generating more cycling interest and traffic, wayfinding signage would be a good addition to the trail.

The Lake Minnewanka area provides plenty of choice for cyclists from just cycling the road to wandering down one of the trails, to taking a tourist boat on the long lake, to camping on one of the many sites, to enjoy watching wildlife grazing on the roadside or walking on the trails.

Connecting to the Trail – Banff

 

Arriving at Banff, the trail map indicates a route through the town and then connecting to the Bow Valley Parkway.  None of this is evident at the trailhead or on the roads identified on the map.  Wayfinding, map signs, bike route signs, and street marking (bike lanes, sharrows, white edge lines) would provide clear direction for cyclists and, at the same time, highlight to motorists of the presence of cyclists on the roads.

Wayfinding and signage should ensure that cyclists knows where cyclists are geographically at any time, that cyclists are heading in their desired directions, that cyclists are aware of any conditions ahead that requires special attention, and that cyclists becomes aware of any special interest along routes.  Cyclists should never be confused, hesitate, or uncertain as to where one should be cycling.  Road signs should provide destination, direction, distance, travel time, information, and warnings in a timely manner.

Wayfinding should be focused on potential cyclists especially those with high desire for risk aversion and limited propensity for cycling.  Wayfinding should appeal and be understandable to young children.  Wayfinding should also be supportive of seniors cycling, especially readable by senior cyclists with reducing eyesight.  Wayfinding should be readable far enough away to make a decision and take corrective action.  Wayfinding should be supportive of a country changing in cultural background with a large new landed immigrant status. Wayfinding should pass the test of supporting a significant growth in cycling traffic.

A comprehensive set of road signage should heighten cyclists’ comfort on the road and encourage people to cycle as a means of transportation.   Besides supporting growth of cycling, local businesses along a trail, their towns and their inhabitants will also benefit.

 

2 – Trail Alignment

Images – Topography and Terrain Alignment

On the way to Banff
©Photograph by H-JEH Becker

Water tower at an electric power dam in the distance.
©Photograph by H-JEH Becker

©Photograph by H-JEH Becker

©Photograph by H-JEH Becker

 
 
 

 
 

 
 
 

 
 
 

 
 
 

 
 
 


 


 


 

It is all about aligning a trail to maximize the attraction to cyclists, including those who cycle today and those who can be induced to cycle, thus maximize the cycling traffic volumes.  The market for this trail includes Banff to Canmore commuters, visitors to the park, and day-trippers from Calgary and other municipalities within a day driving distance.

The Legacy Trail seems to be laid out sensitive to the topography and the terrain adjacent to the highway.  Unlike the roadway where the terrain was changed to accommodate the highway, the trail is ribboned up and down the terrain, in between and round trees, and squeezed in between adjacent rivers and the road.

From a cyclotouring perspective, the trail alignment provides a variety of experiences, including trains passing by.

The trail alignment results in a variety of separations with distances from as little as a half metre to a distance where car traffic becomes a hum.  Forms of separation come from simple techniques such as gravel or grass, vertical elevation, and physical barriers, such as concrete barriers.  Over bridges, wind protection for cyclists is provided by high barriers.

Images – Separation – horizontal, vertical, physical, virtual, distance from traffic lanes.

Metre separation
©Photograph by H-JEH Becker

Bridge providing wind break for cyclists.
©Photograph by H-JEH Becker

Trail wanders into a bush. Vertical and horizontal separation
©Photograph by H-JEH Becker

Two metres plus physical separation with concrete barriers.
©Photograph by H-JEH Becker

Narrow separation with physical barriers.
©Photograph by H-JEH Becker

A metre separation with a physical barrier.
©Photograph by H-JEH Becker

Physical separation.
©Photograph by H-JEH Becker

A wider separation – horizontal and vertical, diminishing the effects of air and noise pollution and wind effect from fast travelling trucks and buses. ©Photograph by H-JEH Becker

 

 
 
 

 
 

 
 
 

 
 
 

 
 
 

 
 
 

 
 
 

 
 

 
 
 

 
 
 

 
 
 

 
 
 


 


 

Of course, the forms of separation along the Banff Legacy Trail have appeal to potential users of this trail.  Observing cycling traffic, it is very apparent that parents are quite willing to let young children, some just able to be on bicycles or tricycles, cycle freely in front of them.

Trail design should focus on the impact that the trail will have in encouraging people to cycle between destination rather than driving, especially in parks designed to keep the lands natural.

Alignment of trails need to consider air and noise pollution on cyclists, as well as, the effect of winds and drafts from vehicles on keeping cyclists comfortable and secure.  More later on this.

 

3 – Trail Amenities – CycloTourists Convenience – facilities

Time for a convenience stop.
©Photograph by H-JEH Becker

Time to relax and enjoy the mountains.
©Photograph by H-JEH Becker

The trail has a convenience stop approximately near the middle, which is much appreciated.  What about at each end?  Designing a trail for seniors should consider facilities about every half hour of cycling especially for the first hour and a half into a trip.

 
 

4 – Trail Traffic Capacity – width

 

©Photograph by H-JEH Becker

©Photograph by H-JEH Becker

Designing roads for cars and trucks, future volume projections are taken into consideration.  The same methodology does not seem to be used by professionals when designing cycling facilities.  Even the width of this facility is not sufficient and running out of capacity after a year of operation, considering the needs of the cyclists using the trail and people walking.

 
 

5 – Trail Grade

 

The thrill of a fast descent. What about icy days?
©Photograph by H-JEH Becker

Maybe a bridge bypass would attract the risk averts.
©Photograph by H-JEH Becker

For some, cycling up the steep incline is good exercise. For others, pushing a bike up is more the likely case. What about the young children on bicycles? What about parents pulling children trailers? An alternative on the embankment at a moderate grade would be appealing to many.
©Photograph by H-JEH Becker

Cyclists are sensitive to road grade, especially parts of the market made up of infrequent or potentially new cyclists and tourists wanting a local experience.  Considering their body conditioning for cycling and hill climbing, this cycling market place is sensitive to the amount of energy required to cycle trails.  Both grade and pavement of a trail become important considerations. Experience with cycling growth in the Netherlands and the appeal of the Le Petit Train du Nord trail in Quebec would indicate the attractiveness of low grades peaking at 3% or 4%.

Considering that this trail is intended to appeal to families with small children, park users, and tourists, it is quite difficult to understand the trail alignment just after the Banff Park Gate at the Canmore end.  Suddenly, the trail does an s-curve as it climbs at a 12% grade.  Who expects children and infrequent cyclists to make this climb when more seasoned and conditioned cyclists get off their bikes and walk the last few metres?

Instead, the trail should have been aliened at a 3% or 4% grade along the road embankment.  Leave the steep climb alignment for those who want that type of experience and have a moderate graded trail option for 6-year-old children on bicycles or for parents pulling their children in trailers.

Trail Surfacing

This trail is surfaced by asphalt extending the season that the trail can be used.  Water on gravel trails, both from rain and winter precipitation, will encourage people to stay on the neighbouring highway shoulders and discourage people who cycle less frequently from using the trail.

 
 

6 – Pollution Abatement for Cyclists

 

Lessening the impact of motor vehicle pollution on cyclists – separation.
©Photograph by H-JEH Becker

©Photograph by H-JEH Becker

©Photograph by H-JEH Becker

©Photograph by H-JEH Becker

 
 


 


 

Pollution Envelope – Car and Truck Emissions – Air and Greenhouse Gases

 

Cars and trucks pollution emissions dissipate with distance.  In essence, there is a pollution envelope around these vehicles.  The farther that cyclists are removed from the source of pollution, the less impact on them.  Studies have been done to start defining these envelopes.  More studies are needed before the envelopes are well enough defined for designing the alignment of cycling facilities, which minimize impact on cyclists.  From the research that has been done, we know that bike paths two metres away from traffic lanes is better than one metre.  Three and more metres are of course better than one or two.

 

Noise Pollution Effect on Cyclists’

 

On a trip from Vancouver to Chicago with a colleague I became aware of the severe impact that noise pollution can have on people.  Apparently, as one ages the effect becomes greater.  While the noise pollution envelope is not well defined for alignment of cycling facilities, the greater the distance between traffic lanes and cyclists, the more appeal the facilities will have to draw cyclists.

 

Wind Effect

 

Getting caught in the draft of a fast moving truck or bus can be unnerving for less experienced cyclists and even the more risk-taking.  Nothing like having to steer a bicycle into the direction of buses or trucks to compensate for draft after these vehicles pass and strong crosswinds takes hold of cyclists going down a steep grade at fast speed or cycling on more level terrain.  Quite a distractor for the uncommitted cyclists.

Wind effects of moving vehicles including buses and large trucks has been researched and documented.  Location of cycling facilities, such as this trail, need to consider the wind envelopes under different wind situations, including crosswinds.  For simple winds, a minimum separation of two metres should be provided.  For crosswinds the separation should increase or double, at least.

 
 

7 – Electrical Gates

 

©Photograph by H-JEH Becker

Keeping wildlife off the highway has been a preoccupation of this park for the last decade or two while still facilitating migration from one side of the highway to the other.  So, with this trail Canada Parks had to come up with a scheme to keep wildlife off the trail while still allowing easy passage of cyclists and walkers.  For this purpose, electrical gates were installed at two locations.  Walkers’ passage is through gates that they open manually.  Cyclists are greeted with signs indicating that they should not stop on electrical pads lying on the asphalt surface at gates that are kept open for their passage.  The system seems to work well as cyclists just need to slow down through the gates.

At the Lake Minnewanka cutoff, the locations of the gates are in a dip that affects two-way flow.  Gates at the top of the dip would have been more efficient from a cycling perspective.  The rational for their current location is not known.

 

 
 

The Banff Legacy Trail – Part 5, “An Afterthought” National Park of Canada, Province of Alberta

 

This blog will be presented in five parts and released a week apart starting with 2012-08-09. 

The next blog will give an afterthought on the attraction of bike paths (on rural highways) and on bike trails, rather than bike lanes or wide shoulders for cycling on highways.

https://thirdwavecyclingblog.wordpress.com/2012/08/08/ banff-legacy-trail-t…y-trail-part-5

 
 

Read the blog from the beginning:

 

The Banff Legacy Trail, Banff National Park of Canada, Province of Alberta

 banff-legacy-trail

 
 

Links – Banff Legacy Trail

 

http://www.banff.ca/locals-residents/recreation/banff_legacy_trail.htm

http://www.pc.gc.ca/eng/pn-np/ab/banff/activ/activ2/Heritage-Legacy.aspx

http://actionplan.gc.ca/initiatives/eng/index.asp?mode=8&imode=7&initiativeid=129&id=4836 (parallels the Trans Canada Highway #1 through the Banff National Park)  http://www.pc.gc.ca/pn-np/ab/banff/index.aspx

 
 

Other Links

 

Knooppuntroutes – http://www.cycletourer.co.uk/cycletouring/holland.shtml

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Transportation Infrastructure Evolution: Rejigging for Greenest Cities and Province

Cyclist in Copenhagen. June 2010. Photo by HJEH Becker

People have shown their enthusiasm for moving towards environmentally sustainability in our urban and rural places while attacking causes which are affecting our personal health more and more each day.  Breathing disorders are on the rise along with obesity increasing the provincial health care costs and affecting the time span we can expect to live.

It is argued that for this province to move towards a sustainable greenest province with greenest cities, its transportation capacity must be environmentally friendly.  Each mode of transportation must do its part.  It is also argued that at this time, the transportation system is not in balance. 

All local buses have bike racks. Vancouver, BC 2010. Photo by HJEH Becker

Infrastructure with Cars as a New Consumer Product
Looking back to the first half-century of the 1900’s, city streets were filled with people walking to their destinations, taking streetcars and buses, using interurban trams, and cycling.  There were a few cars and trucks about.  Post-war governments needed to create jobs for people. So they turned to the automobile as a 

Bikes and rapid transit as part of multi-modal transportation. Vancouver, BC 2005. Photo by HJEH Becker

saviour. Governments were willing to quickly jump on this bandwagon by looking to the car industry and the oil companies for post-war jobs.  Streetcar transit disappeared to make a market for gasoline and diesel-powered buses.  For the sake of personal freedom and to explore our cities and countryside, the populous happily embraced this trend. 

Streetcar adjacent to bike lane. Strasbourg, France 2010. Photo by HJEH Becker

Car-Based Evolution of the Transportation Infrastructure
Over the last 50 to 60 years, the infrastructure for movement by cars, has been well funded.  In fact, it could be argued that funding has exceeded the needs of the infrastructure for movement of freight.  During this time, pedestrian infrastructure has reasonably kept up with its role in the system.  Over the last 20 years, transit has seen growth in investment.  Much still needs to be done, especially in semi and real rapid transit as well as intercity fast train infrastructures.  The bus systems have moved towards maturity from a network perspective but still needs much funding for improvement of service levels to where it really is a competitor to car travel.

Well-used bike parking lots at main commuter and long-distance train station. Indoor bike parking secured with an automated security system. Karlsruhe, Germany June 2010. Photo by HJEH Becker

Currently, cycling as a serious competitor to car travel, is well behind where it should be.  Cycling needs a large infusion of capital within this province.  Infrastructure design toolkits needs to be revitalized, based on European thinking to draw people to cycling.  Cycling has an important place as a mode of transportation both for taking people to their end destination, as well as, bringing people to high-frequency service, faster transit, or rapid transit lines.

Bikes allowed on all B.C. Ferries. Some ferries have bike racks. British Columbia Jul. 2010. Photo by HJEH Becker

Cycling as part of Greenest Cities
Looking at transportation mode share for a province such as British Columbia, some cities should have a cycling mode share of 20% while others should be in the 10% to 15% range.  Technology and climate is  now there for such mode shares.  E-bikes can now effectively tackle hills which may be deterrents to cycling for some people.  What we lack, are an infrastructure which appeals to people to make personal changes in mode of travel, infrastructure design toolkits which appeals to people who do not cycle today, and social marketing programs which would encourage people to make that change.

Rebuilding the Cycling Environment as a Transportation Option
Over the past 10 to 20 years some progress in the cycling environment has been done by all levels of governments within the province.  Modest amounts of moneys have been invested in infrastructure.  It has allowed cycling mode share to increase to the 3.7% and 5.5% levels in Vancouver and Victoria. 

Downtown Vancouver, BC Apr. 2010. Photo by HJEH Becker

Unfortunately, there are no other municipalities achieving that type of growth.  Transit buses in the province all have bike racks.  Bike racks are a support tool for people to make the shift to cycling as racks provide people with an option to cycling by taking the bus when they need it.  Rapid transit systems allow a modest and insufficient number of bicycles on board.   Ferries accommodate cycling.  It may be observed that this is a start and that is all it is.

From people’s feedback much more needs to be done and now is the time.  There is a change in people’s priorities and commitment to a sustainable, healthy, and environmental province.  Timing may be right for more focus and investments by governments for cycling.

Further Reading:
Teschke, Kay Dr.  Cycling in Cities Survey. Vancouver: University of British Columbia, 2005 and 2006.

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“Putting an Expensive New Streetcar Line Parallel to an Existing Trolley Bus Route Does Not Make Sense”

I like to see this type of discussion.  There is a large group of bus lovers and users around.  I am glad there is support for trolley buses, not the stinking diesel ones.

Streetcar versus buses: when I am in modern cities, such as Toronto, which have viable transportation systems, I have choice of transit travel with layers from fast rapid transit commuter lines to subways, streetcars, trolley buses, diesel buses, community buses, buses for people who need assistance, and even private buses for apartment development owners.

Streetcar on Granville Island Olympic line, Vancouver. Dec. 2009

 When I can choose between taking a bus and taking a streetcar, I will walk a few blocks out of my way to take the streetcar. 

Why?  It is all about passenger comfort.  No longer are there jerky manoeuvres by bus drivers.  No longer are there panic stops by bus drivers.  No longer is there terrible bouncing around in aging buses.  No longer are there the diesel smells of buses.  Now instead, there is a steady, quiet ride especially appealing when I am standing inside a streetcar.

Then there is speed.  With streetcars, it easier to implement good transportation demand management measures which give streetcars the right of way. 

It is all about speed of travel and passenger comfort.

That is why I prefer streetcar routes to buses –trolley or not.

Getting back to the headline premise and with a new, parallel streetcar route, trolley buses could be moved to another route and more diesel buses diverted off the roads of the City.  Now, is this idea not a positive step towards the Greenest City Agenda? Besides a larger portion of electrical-powered transit comes a transit line with smoother, time-efficient, consumer-appealing transportation.

A layered structure of transit capability from fastest movement to speeds of local streets provides an effective capacity for moving people.  Some cities have achieved it for transit.  For car drivers, there is also a layered network in place within cities and in rural areas from super fast highways to local lanes.

For those who wish to cycle for transportation, there are bits and pieces of layered cycling network usually in place, depending on the city.  If a similar, comprehensive, and layered network were in place for cycling within Vancouver, from slow speed cycling to fast commuting, there just might be significant improvements in cycling efficiency and trip time.  Along with cycling efficiency for commuters comes growth in cycling traffic.

 

Third Wave perspective of a comprehensive cycling network within an urban environment includes layered cycling facilities starting with bike routes on quiet streets up to regional, rail-trail type cycling highways, along with feeder layers taking cyclists to transit stations, schools, and shopping areas.

Interesting reading: 

Current Trends in Rail Transportation, 2009-10-07

Mass Transit: Resurgence and Reinvention, 2009-10-09 , page 29 GHG emission by mode of transportation

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