There
has been a lot of conversation in Calgary about bicycling recently. Discussions
and debates should not become diluted with rhetoric regarding which user groups
deserve priority over another. What should be discussed is how we find ways to
fund all forms of accessible transportation.
In
a City that continues to experience rapid growth, traffic congestion will
continue to worsen unless viable alternative solutions are considered and
implemented. In Calgary, it has been said that 80% of vehicle trips involve one
passenger. It is this mentality and culture of commuting we need to continue
working on changing.
Creating this change does not
necessarily mean extensive investment in new bike lanes in all areas of the
City. There are small processes that can have an impact, such as the current
trial of adding bike racks to transit buses. Longer range goals may include bike lanes in
the planning stages of the future dedicated SETWAY right of way.
If the need arises for capital projects requiring vast investment,
monies could be raised with the possible introduction of bicycle licenses. Every
penny collected would go directly to ease costs and provide the ability to
create bike lanes across the city without
penalizing other forms of transportation.
I
have done some research in order to gather and share a few of the facts with
you:
About
1% of Calgary’s commuting traffic involves bicycles, according to the 2011
census. It makes good sense to realize the numbers increase closer to the
middle of the city, where 2% of traffic involves bikes, as per the results of
“Downtown Cordon Counts 2012.” There are a few more cyclists who are missed by
surveys, such as recreational cyclists and kids who bike to school.
You
may wonder whether bike lanes attract more bicyclists. Yes, they do. This may
not be immediately evident, but as the network broadens and people realize the
route is safe, there is an increase in numbers of cyclists. An example is that
bike traffic increased by 133% near SAIT, at one point along 10th
Street NW, once the bike lanes were installed in 2011.
What
about winter? Do we really need bike lanes at that time of year? There are
factors, such as snow and cold, which may deter some riders, but many cyclists
dress for the weather, and if the snow is cleared soon after it falls, riders
are willing and able to continue cycling year-round. 2011 data tells us that
about 30% of summer bicyclists continue riding in the winter. As our network
develops, and as our snow clearing improves, we will retain more riders
year-round.
Calgary
has nearly 15,000 km of roadways and a network of freeways, and is a
continuously-growing City. The trick is to manage the growth and keep up with
traffic demands. The City has invested in transit in order to alleviate traffic
challenges. There has been a shift in travel patterns, with a huge decrease in
people commuting in private vehicles.
What
has the City done to promote bicycling? The 2000 Pathway and Bikeway Plan
identified a network of bike facilities for development. In 2008, the Bicycle
Policy & Needs Report reaffirmed the importance of bicycling as a choice of
transportation. The Calgary Transportation Plan (2009) emphasized increased
mobility options, promoted safety for all, environmental sustainability, and
enabling affordable mobility/access. More recently, the 2011 Cycling Strategy
called for investment in infrastructure, maintenance, and public education
regarding bicycling.
What
about bike racks on buses? Isn’t that a common sense part of the solution? Yes,
it is, to some degree. Calgary Transit already has bike racks on about 16% of
buses, and has been experimenting with bike racks for more than 10 years. Although
the cycling community has asked for racks, the usage has been very low, as not
all buses have racks, which means cyclists cannot rely on the service for every
route. There are a few additional factors which make equipping all buses with
bike racks a challenge: garage space (bike racks extend the length of each bus,
which results in less buses for each lane); higher maintenance costs (racks
must be removed & reinstalled for some procedures); and lack of use (some
cyclists would rather cycle the whole way, and do not need to use a bus rack)
to justify the cost ($1.6 million) of equipping the entire bus fleet with bike
racks.
Are
there other ways being developed to integrate cycling and transit? Certainly!
Bike cages at LRT stations are one option. Bike lockers at LRT stations are
another option, but are currently only being used at about 20% of capacity.
Also, bike paths are being built and improved in order to increase access to
major transit hubs. Calgary Transit has also responded to a request from Bike
Calgary to allow cyclists to take folding bikes onto buses.
What
is coming up for 2013? The 12-year-old Pathway & Bikeway Plan is about to
undergo a major revision as a result of the Cycling Strategy. The City will
benefit from a couple of years of planning in order to determine priorities for
improvement. There will be a focus on planning and completion of existing
projects, so there will be few new bike lanes in 2013.
Future discussions should be a
collaborative effort by all groups and parties. A solid solution can be
developed if these conversations are less about the goals of specific groups,
and more about the overall good.
As I have stated earlier, I do not agree with
dedicating mass amounts of dollars to one mode of transportation and all expenses
should be rated according to users. It
should be understood that the vast majority of cyclists also use vehicles at
some point, but not all vehicle operators use bikes, this aspect must also be
taken into account when allotting transportation funds.
In closing we must
accommodate cycling but not at the detriment of other forms of mobility.