2011 cycling strategy

8/3/2019 2011 Cycling Strategy

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Cc S|June 2011

algary.ca | call 3-1-1


2/822 | Cycling Strategy Report|June 2011

exeCutive Summary

City Council has directed Administration to create a comprehensive Cycling Strategy in light o the 2009 Calgary Transportation

Plan (CTP). With the approval o the CTP, there is an increasing requirement to provide transportation choices and an increasedocus on sustainability, health and the environment.

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.

vsoThe City has a vision to become one o the premier cycling cities in North America and is looking to make changes that will

encourage more people to cycle in Calgary. The City needs to ocus its eorts on key actions in the next three years. Combining

these new actions with current practices will move Calgary towards that vision.

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.

W Cs sd bo ccThe results rom the September 2010 independent telephone survey show that Calgarians want to cycle. Nineteen per cent o

Calgarians already ride at least once a week, and 59 per cent said they would like to cycle more oten.

When asked about barriers to cycling, personal saety was the biggest concern. Most Calgarians who cycle eel sae cycling on

pathways and quiet residential streets, and many eel comortable on collector streets with bike lanes, even with bus trac. The

level o comort declines signicantly without bike lanes.

t Cs ppocBased on the 2010 survey, Calgarians can be grouped into our categories o cyclists: earless, condent, interested and reluctant.

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. The City needs to start planning or these groups to get more people cycling.

Based on the results o the engagement process and the direction provided by CTP, an action plan has been developed and

organized into the three pillars needed to support a bicycle-riendly city (Figure E-1).

P O: P, ds d bd. ProvidededicatedspaceonstreetstohelpCalgariansfeelsaferandmorebicycleparkingtomakeitmoreconvenientto

lock up a bicycle. Focus on areas where the largest gains in bicycle volumes (counts) can be realized.

P two: Op d .

Provideenhancedoperationandmaintenanceservicestomakecyclingsafe,comfortableandpractical.Focusonareas

with the largest bicycle volumes (counts).

P t: edc d poo.

Developanddeliveracomprehensivebicycleeducationandpromotionprogram.


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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.



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$$



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.



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.



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



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



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



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.



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.



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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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.



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



Mi k ael Col vi l l eAnder sen


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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



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)



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



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



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.



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).

www.p

edbikeima

ges.o

rg/DuncanGreen

BrianGreen



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



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.

BlankaBracic

NicoleJensen



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).



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



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 to

2011 cycling strategy

Documents