Report to/Rapport au :

 

Agriculture and Rural Affairs Committe

Comité de l’agriculture et des questions rurales

 

and / et

 

Transportation Committee

Comité des transports

 

and Council / et au Conseil

 

2 June 2008 / le 2 juin 2008

 

Submitted by/Soumis par :

R.G. Hewitt, Deputy City Manager/Directeur municipal adjoint,

Public Works and Services/Services et Travaux publics

 

Contact Person/Personne ressource: Michael J. Flainek, M.Eng., P.Eng., Director/directeur,

Traffic and Parking Operations/Directeur, Circulation de stationnement

613-580-2424 x26882, Michael.Flainek@ottawa.ca

 

City Wide/à l’échelle de la Ville

Ref N°: ACS2008-PWS-TRF-0004

 

 

SUBJECT:

OTTAWA CYCLING PLAN

 

 

OBJET :

plan SUR LE cyclisme d’ottawa

 

 

REPORT RECOMMENDATIONS

 

That the Agriculture and Rural Affairs Committee and Transportation Committee recommend Council:

 

1.   Approve the Ottawa Cycling Plan (OCP), as prepared by MMM Group, (Document 1) including:

a)   The Proposed Cycling Network, as illustrated in Figure 3-4a, 3-4b and 3-4c;

b)   The Proposed Cycling Facility Types, as illustrated in Figure 3-5a,  3-5b and 3-4c;

c)   Policy Recommendations (Document 2); and,

d)   Technical Recommendations (Document 3).

 

2.   Adopt in principle the Cycling Network 10-Year Implementation Plan as illustrated in Figures 6-1a, 6-1b, 6-1c and Document 4;

 

3.   Approve that City staff consider the Planning and Design Guidelines of the Ottawa Cycling Plan, when implementing designated on and off-road cycling facilities as identified in the Cycling Network.

 

4.   Approve:

a)   That the entire Ottawa Cycling Plan, including the network be reviewed and updated every five (5) years; and,

b)   That between formal review periods,

i.    Individual network route changes, additions or deletions be considered when opportunities arise; and,

ii.   That authority to implement such changes to the network be delegated to the Director, Traffic and Parking Operations Branch.

 

RECOMMANDATIONS DU RAPPORT

 

Que le Comité de l'agriculture et des questions rurales et le Comité des transports recommande au Conseil :

 

1.   D’approuver le Plan sur le cyclisme d’Ottawa (PCO), tel qu’il a été préparé par le Groupe MMM (Document 1), y compris :

a)   le réseau de cyclisme proposé illustré aux figures 3­4a, 3-4b et 3-4c ;

b)   les types d’installations pour cyclistes proposées illustrées aux figures 3-5a, 3-5b et 3-4c ;

c)   les recommandations stratégiques (Document 2) ;

d)   les recommandations techniques (Document 3).

 

2.   D’adopter en principe le Plan de mise en œuvre sur 10 ans du réseau de cyclisme illustré aux figures 6-1a, 6-1b, 6-1c et au Document 4 ;

 

3.   D’approuver la demande au personnel de la Ville pour qu’il considère les lignes directrices de l’urbanisme et de l’aménagement du Plan sur le cyclisme d’Ottawa aux fins de la mise en œuvre des installations désignées pour cyclistes sur routes et hors voierie du réseau de cyclisme.

 

4.   D’approuver :

a)   que le Plan sur le cyclisme d’Ottawa au complet, y compris le réseau, fasse l’objet d’un examen et d’une mise à jour tous les cinq (5) ans ;

b)   qu’entre les périodes d’examen officiel,

i)    les changements, ajouts ou suppressions d’itinéraires individuels du réseau soient pris en considération selon les occasions ;

ii)   que l’on confie au directeur, Circulation et stationnement, le pouvoir d’apporter ces changements au réseau.

 

 

EXECUTIVE SUMMARY

 

Assumptions and Analysis

 

The purpose of the Ottawa Cycling Plan (OCP) is to guide the City of Ottawa in the development and implementation of new cycling facilities and programs, to encourage people to cycle and reduce their dependence on the car.  The OCP and the recommendations in this report are in response to the City’s Official Plan, the Transportation Master Plan, and the City Strategic Plan.

 

The heart of the OCP and the future of cycling in Ottawa is the Cycling Network and the Proposed Cycling Facility Types.  One of the first steps in developing the Cycling Network was to conduct a Cycling Profile Survey of Ottawa residents.  The results of this survey were used as one of the inputs to guide the development of the Cycling Network and facility types recommended for approval in this report.  A comprehensive City-wide Cycling Network, consisting of a primary Spine System and a secondary Community System is recommended.

 

The Ottawa Cycling Plan (OCP) is a long-term (20-year) strategy that consists of two phases. The first is a 10-year implementation plan and includes network infrastructure, program initiatives and associated costs, estimated at $25.7 million.  The 10-year plan is intended to complement the City’s Capital Works Plan, the Transportation Master Plan and the Official Plan.  The second phase, which forms the longer-term strategy (year 10 to 20 plus) is developed as input to long-term planning initiatives.  It is expected that the cost of implementation of Phase 2 will be in the order of $60 million.

 

To make Ottawa more cycling friendly, it is necessary to do more than implement a designated on- and off-road cycling network.  It requires that all City streets be designed and maintained in a way that takes into account the needs of cyclists, as well as other road users.  It means providing bike-parking facilities, integrating cycling and transit modes, and providing showers, change rooms and lockers for commuters at work.  A number of policy recommendations are included throughout the various chapters of the Plan.  The policies are a set of principles on which a program of actions are based on, to guide the City in providing future cycling facilities and cycling promotion, safety and education programs.  Also included are technical recommendations, which represent the specific actions, required to implement the policies.  This body of work can be used in the current Official Plan and Transportation Master Plan updates.

 

The OCP is comprehensive and strategic in nature.  As such, it will need to be implemented efficiently through phases beginning with a recommended 10-year implementation plan and longer-term strategy, with each step or action building upon previous ones.  The Implementation Strategy has been designed to be flexible and responsive to changes in conditions and to capitalize on opportunities to implement cycling facilities with other Capital works and development.  The implementation of the OCP Network is recommended to be primarily through a corporate commitment to ensure the OCP network and its facilities are constructed through existing programs and Capital projects.  This is the most cost effective way of implementing the Plan, which will require direction, significant commitment and coordination on a corporate level.  The report has considered, in the development of the Network, pathways as identified in the Rural Pathway Plan, as endorsed by Council on 26 September 2006.

 

In order to facilitate the OCP implementation, the consultants prepared Planning and Design Guidelines (Appendix I of the OCP) for City staff to consider when implementing designated on and off-road cycling facilities as identified in the Cycling Network.

 

Although detailed, the Plan is designed to be flexible so that the City can adapt the Plan to changes, constraints and opportunities as they arise, while still maintaining the Plan’s objectives.  To ensure relevancy of the Plan, to expedite changes and to take advantage of emerging opportunities, it is recommended that the entire OCP, including the network, be reviewed and updated every five years; and that between formal review periods, individual network route changes, additions and/or deletions be considered when opportunities arise.  In the future when the OCP is updated, elements of the long-term strategy will be reviewed and, if confirmed, would be incorporated into an updated 10-year implementation plan.  It is possible that opportunities may occur in the shorter term to implement specific projects identified in the longer term.

 

Financial Implications

 

The estimated 10-year Capital costs for implementing the cycling network facilities is approximately $24.8 million.  This cost includes $0.7 million for NCC owned Capital Pathways expansion.  This would mean that the 10-year estimated Capital cost to the City is estimated at $24.1 million.  The OCP also includes programming, education and safety promotion recommendations.  The OCP recommends several new initiatives and enhancements to several existing programs, which are estimated to cost $1.6 million over the 10-year first phase.  These additional/enhanced activities would need to be funded through Departmental Operating budget and resource enhancements. It is estimated that the total cost to the City to implement cycling infrastructure and education, promotion and safety programming is about $25.7 million over the next 10 years.

 

The Capital Budget approved by Council provided $230,000 for 2008 for the Cycling Program. No additional funding has been approved for the Cycling Program for 2009 and 2010 in the Capital Budget forecast approved by Council.

 

Therefore funding for the proposed 10 year implementation of the Cycling Plan identified in the report will be subject to the annual Operating and Capital budget process with available funding approved annually by Council.

 

Public Consultation/Input

 

The central premise, and a requirement in the development of the OCP, was to actively involve: members of the public; Roads and Cycling Advisory Committee; stakeholder groups; such as the National Capital Commission; Cycling Clubs and Cycling Advocacy Groups; and staff from affected City departments.  A project Technical Advisory Committee was also established and other stakeholders were identified and consulted in all phases of the Study.

 

 

RÉSUMÉ

 

Hypothèses et analyse

 

Le Plan sur le cyclisme d’Ottawa (PCO) vise à orienter la Ville d’Ottawa sur le plan de l’aménagement et de la mise en œuvre de nouvelles installations et de nouveaux programmes pour cyclistes afin d’inciter les gens à utiliser la bicyclette et à dépendre moins de l’automobile. Le PCO et les recommandations du présent rapport font suite au Plan officiel, au Plan directeur des transports et au Plan stratégique de la Ville.

 

Le réseau de cyclisme et les types d’installations pour cyclistes proposées sont au cœur du PCO et constituent le futur du cyclisme à Ottawa. Une des premières étapes dans l’élaboration du réseau de cyclisme a été de mener une enquête sur le profil des cyclistes d’Ottawa. Les résultats de ce sondage ont servi, à titre de données, à orienter les consultants dans l’établissement du réseau de cyclisme et des types d’installations dont on recommande l’approbation dans le présent rapport. Un réseau de cyclisme complet à l’échelle de la Ville comprenant un système artériel principal et un système communautaire secondaire est recommandé.

 

Le Plan sur le cyclisme d’Ottawa (PCO) est une stratégie à long terme (20 ans) répartie en deux étapes. La première étape est un plan de mise en œuvre sur 10 ans et comprend l’infrastructure du réseau, les initiatives du programme et les coûts connexes, le tout évalué à 25,7 millions de dollars. Le plan de 10 ans vise à compléter le Plan de travaux majeurs de la Ville, le Plan directeur des transports et le Plan officiel.

 

La deuxième étape, c.­à­d. la stratégie à plus long terme (de la 10e à la 20e année et plus), est présentée à titre de contribution aux initiatives de planification à long terme. On évalue le coût de mise en oeuvre de la deuxième étape à quelque 60 millions de dollars.

 

Pour rendre la ville d’Ottawa plus conviviale au cyclisme, il faut faire plus que simplement mettre en place un réseau de cyclisme désigné sur routes et hors voierie. Il faut que toutes les rues de la Ville soient aménagées et entretenues d’une façon qui tient compte des besoins des cyclistes, ainsi que des autres usagers de la route. Par cela on entend offrir des stationnements pour les bicyclettes, intégrer les modes de cyclisme et de transport en commun et offrir des douches, des vestiaires et des casiers pour les banlieusards au travail. Un certain nombre de recommandations stratégiques sont incluses dans les divers chapitres du Plan. Les politiques sont un ensemble de principes sur lesquels est basé un programme de mesures visant à orienter la Ville dans la mise sur pied d’installations éventuelles pour cyclistes et de programmes éducatifs ainsi que sur la sécurité et la promotion du cyclisme. On retrouve également des recommandations techniques qui représentent les mesures particulières nécessaires pour mettre en œuvre les politiques. Ces travaux serviront aux mises à jour du Plan officiel et du Plan directeur des transports actuels.

 

Le PCO est détaillé et de nature stratégique. Ainsi, ce Plan devra être mis en œuvre efficacement en différentes étapes en commençant par un plan recommandé de mise en œuvre sur 10 ans et une stratégie à plus long terme, chacune des étapes ou des mesures prenant appui sur les précédentes. La stratégie de mise en œuvre est conçue pour être flexible et réceptive aux changements des conditions et pour maximiser les occasions d’aménagement d’installations pour cyclistes avec d’autres ouvrages d’immobilisations et d’aménagement. La mise en œuvre du réseau du PCO est recommandée surtout par l’intermédiaire d’un engagement municipal pour veiller à ce que le réseau du PCO et ses installations soient construits à l’aide de projets d’immobilisations et de programmes actuels. Il s’agit du moyen le plus rentable d’appliquer le Plan, qui exigera une orientation, un engagement significatif et la coordination à l’échelon municipal. Le rapport tient compte, pour le développement du réseau, des tracés identifiés dans le Plan des sentiers ruraux adopté par le Conseil le 26 septembre 2006.

 

Afin de faciliter la mise en œuvre du PCO, les consultants ont préparé des lignes directrices de l’urbanisme et de l’aménagement (annexe I du PCO) à l’intention du personnel de la Ville afin que celui­ci les considère au moment de mettre en œuvre des installations désignées pour cyclistes sur routes et hors voierie telles qu’elles sont déterminées dans le réseau de cyclisme.

 

Bien qu’il soit détaillé, le Plan est conçu pour être flexible, de sorte que la Ville puisse l’adapter en fonction des changements, des contraintes et des occasions qui se présentent, tout en conservant les objectifs du Plan. Pour assurer la pertinence du Plan, accélérer les changements et tirer profit des nouvelles occasions, on recommande que le PCO au complet, y compris le réseau, soient revu et mis à jour au moins une fois tous les cinq ans et qu’entre les périodes d’examen officiel, les changements, ajouts ou suppressions d’itinéraires individuels du réseau soient pris en considération lorsque l’occasion se présentera. À l’avenir, lorsque le PCO sera mis à jour, les éléments de la stratégie à long terme seront examinés et, en cas de confirmation, incorporés à un plan de mise en œuvre sur 10 ans mis à jour. Il est possible que se présentent à plus court terme des occasions de mettre en œuvre certains projets qui devaient être réalisés à plus long terme.

 

Répercussions financières

 

Les frais d’immobilisations estimés sur 10 ans pour l’aménagement des installations du réseau de cyclisme atteignent 24,8 millions de dollars approximativement. Cette somme comprend 0,7 million de dollars pour l’expansion des pistes de la CCN dans la capitale. Cela signifie que le coût estimé sur 10 ans pour la Ville atteint 24,1 millions de dollars. Le PCO comprend aussi des recommandations sur les programmes, l’information et la promotion de la sécurité dont le coût est estimé à environ 1,6 million de dollars pour la première étape sur 10 ans. Ces activités devront être financées au moyen du budget de fonctionnement des Services et des améliorations aux ressources. On estime que le coût total de l’aménagement de l’infrastructure du cyclisme pour la Ville et des programmes d’information, de promotion et de sécurité est d’environ 25,7 millions de dollars sur les 10 prochaines années.

 

Le budget d’immobilisations approuvé par le Conseil a accordé 230 000 $ pour 2008 pour le Programme de cyclisme. Aucun autre fonds n’a été approuvé pour le Programme de cyclisme pour 2009 et 2010 dans les prévisions du budget d’immobilisations approuvées par le Conseil.

 

Le financement pour la mise en œuvre proposée sur 10 ans du Plan sur le cyclisme déterminé dans le rapport sera donc assujetti au budget de fonctionnement et d’immobilisations annuel, les fonds disponibles étant approuvés chaque année par le Conseil.

 

Consultation publique/commentaires

 

La participation active des membres du public, du Comité consultatif sur les routes et le cyclisme, des groupes intéressés comme la Commission de la capitale nationale, des clubs de cyclisme et groupes de promotion du cyclisme ainsi que du personnel des services municipaux concernés constitue la prémisse centrale et une condition essentielle de l’élaboration du PCO. Un Comité consultatif technique a été créé et des consultations ont eu lieu auprès d’autres parties intéressées à toutes les étapes de l’étude.

 

 

BACKGROUND

 

In 1994, the Cycling Transportation Network (CTN) was developed as an integrated project of the former Regional Municipality of Ottawa-Carleton and area municipalities.  Also in 1994, the former City of Ottawa released its “Comprehensive Cycling Plan” (CCP).  Detailed cycling plans were also prepared by Gloucester (1994), Cumberland (1995), Nepean (1995) and Kanata (1996).  These various studies included, to varying degrees: policies; guidelines; standards; network plans; and implementation strategies.  There was a need to harmonize and update these various plans.

 

The purpose of the new OCP and its Technical Appendices is to guide the City of Ottawa in the development and implementation of new cycling programs and facilities, to encourage people to cycle and reduce their dependence on the car.  The OCP and its appendices respond to the need to consolidate, update and add to these past studies, to develop harmonized policies, guidelines and standards for the provision of cycling facilities and services as well as the need to bring together policies and implementation issues.  The Plan addresses how to improve cycling safety; education; enforcement and promotion; modal integration; and provision of trip end facilities.  All these elements help in creating a safe, bicycle-friendly City, towards meeting the objectives of the City’s Official Plan, Transportation Master Plan and the City Strategic Plan.

 

The City Council-approved OCP Terms of Reference included the requirement to develop the following:

 

 

 
DISCUSSION

 

Study Purpose and Scope

 

The purpose of the OCP is to set out the City’s short and long-term goals for bicycle transportation and to recommend a strategy for achieving these goals.  The Plan is based on the planning horizon selected in the next update to the City’s Official Plan and Transportation Master Plan (20 years plus).  It will serve as a guide for the City of Ottawa and its partners, such as advocacy groups; cycling clubs; cycle parking providers; and other interested individuals or groups.  The Plan set out in this report builds upon the existing network of on and off-road cycling facilities and programs in the City.  It supports efforts and initiatives of several area cycling groups to help improve cycling conditions in Ottawa and encourage more people to cycle more often.

 

The study approach consisted of the following four phases:

 

·        Assess Existing Conditions (inventory of existing cycling facilities; existing and planned cycling routes and pathways; and real or perceived barriers to cycling);

·        Develop a Cycling Network Plan (vision for the network; and identify, evaluate, site-check, select cycling route alignments and confirm the facility type by route);

·        Review, Assess and Harmonize Cycling Policies and Programs (review programs and policies from previous cycling studies to reflect the newly amalgamated City); and,

·        Document the Plan and Associated Implementation Strategy (synthesize all of the work completed as part of the study into a concise, informative and prescriptive “20 year plan of action,” to serve as a guide to the City in its efforts to improve the state of cycling in Ottawa).

 

The Study utilized a comprehensive consultation process, comprised of a Public Advisory Committee, Technical Advisory Committees, Roads and Cycling Advisory Committee, Public Open Houses, three News Bulletins, and web-based consultation and comment solicitation.  The resultant vision and goals for cycling in Ottawa are discussed below to set the context for the rest of the report.

 

Vision

Develop a City-wide, visible and connected cycling network of on and off-road facilities that are actively used by all types of cyclists. This network would be supported by various programs, policies and strategies that would help to identify Ottawa as the premiere cycling capital of Canada, and as one of the most sustainable transportation cities in the world.

 

Goals

·        To build upon existing cycling initiatives by linking, connecting and expanding existing cycling facilities in the City to establish a complete, integrated and readily accessible City-wide network serving both urban and rural Ottawa;

·        To triple the number of person-trips made by bicycle in the City during the afternoon peak period from 4,500 (2001) to 12,000 in the next 20 years;

·        To make cycling safer for cyclists of all skill and age levels by providing designated on and off-road cycling facilities while promoting cycling as part of an active, healthy lifestyle and by educating cyclists and motorists on safe Operating practices; and,

·        To achieve these goals and the vision for cycling in Ottawa based on the planning horizon selected in the next update to the City’s Official Plan and Transportation Master Plan (20 years plus).

 

Arising out of the OCP Vision and Goals, the consultants developed the following four “cornerstones” or principles to guide the Plan’s implementation.  The four cornerstones consist of:

 

1.      The Proposed Ottawa Cycling Network: Approach used to expand and connect existing on and off-road cycling facilities in the urban and rural areas of the City to form a complete City-wide cycling network;

2.      Making Ottawa More Cycling Friendly: A set of recommended policies, practices and design considerations to improve cycling conditions on all Ottawa streets;

3.       Outreach: A set of existing and proposed programs recommended to educate, encourage, and promote cycling in the City; and,

4.       Implementation: Tools to suggest funding sources, realize the goals of the OCP and the vision for cycling in Ottawa in 20 years.

 

Together, these four cornerstones represent the four key “pillars” of the OCP.  Since all of these “pillars” are integrated, they are all required to support the goals and to achieve the ultimate vision of the Plan.

 

Recommendation 1

 

The OCP is comprised of three parts:

 

1.   Ottawa Cycling Plan (Main Report);

  1. Technical and Planning Design Guidelines: (Technical Appendix I); and,
  2. Harmonized Policy Matrix (Technical Appendix II).

 

The OCP is a long-term (20-year) strategy that consists of two phases.  The first is a 10-year implementation plan and includes network infrastructure, program initiatives and associated costs.  The 10-year plan is intended to complement the City’s Capital Works Program, Transportation Master Plan and the Official Plan.  The second phase, which forms the longer-term strategy (year 10 to 20 plus) is presented as input to long-term planning initiatives by City staff and therefore, has not been assigned detailed costs.  In the future, when the OCP is updated (recommended every five (5) years), elements of the long-term strategy will be reviewed and, if confirmed, would be incorporated into an updated 10-year implementation plan.

 

The heart of the OCP and the future of cycling in Ottawa is the Cycling Network and the Proposed Cycling Facility Types on the cycling network.  One of the first steps in developing the cycling network was to retain Decima Research Inc. to conduct a Cycling Profile Survey of Ottawa residents, in order to poll the public’s attitude toward cycling in the City of Ottawa.  The overall objective of this survey was to measure the prevalence of cycling in Ottawa.  This comprehensive and statistically valid survey of over 1,000 residents, aged 16 years and older, established a profile of cyclists and identified which measures may be most likely to increase the level of cycling in the City.

 

The survey revealed a priority list of improvements for cycling facilities as shown below.  The results of this survey were used as one of the inputs to guide the development of the cycling network and facility types recommended for approval in this report.

 

Most Important City of Ottawa Cycling Improvements

Source: Decima Research Inc. (2003)

 

The Proposed Cycling Network (Cornerstone One) was developed using a network development approach, which involves a set of iterative steps that were taken to establish the recommended cycling network for the City of Ottawa. The network development approach included:

 

1.          An inventory of existing conditions which compiled and digitally mapped all existing or previously planned cycling facilities to establish a base condition;

2.          A route selection process which included a set of principles which derive qualitative and quantitative criteria for determining the preferred facility type; and

3.         Determining candidate routes and finalizing Cycling Network which involved determining a set of recommended cycling routes and evaluated each to determine the appropriateness of its inclusion as part of the cycling network.

 

The proposed Cycling Network, as developed, is comprised of on-road designated cycling facilities including signed-only cycling routes, paved shoulders and bike lanes.  Off-road cycling routes included in the Cycling Network consist of paved and unpaved multi-use pathways.  The Cycling Network is designed as a hierarchy with two systems, a primary “Spine” System and a secondary “Community” System.

 

The proposed primary Spine System of the Cycling Network consists of cycling routes designed to provide direct links between major commercial, employment, institutional, residential and tourist nodes and destinations throughout the urban and rural areas of the City.  The proposed Cycling Network is illustrated in Figure 3-4 (a, b, c) of the OCP Report.  The illustration below provides a sample of the proposed Cycling Network.

 

 

Ottawa Cycling Plan – Network Concept: Sample Illustration

 

 

Bicycle lanes are recommended for parts of the Spine System.  However, they will also be used for portions of the Community system as well when certain conditions are met, such as high vehicular speeds, or high vehicular and/or cycling volumes.  Bicycle lanes should be constructed on main segments of the network expected to experience higher cyclist and/or motor vehicle volumes and offer the most direct connections.  The secondary Community System consists of cycling routes that feed into the Spine System, which take advantage of quieter streets (less traffic), providing links to local destinations such as schools, community centres, residential areas, local stores and commercial nodes, parks and recreational areas.  The proposed Cycling Facility Types are illustrated in Figure 3-5 (a, b, c) of the OCP Report.  The illustration below shows the proposed cycling facilities in the central area of Ottawa.

 

Ottawa Cycling Plan – Network Facility Types: Sample Illustration

 

With respect to Making Ottawa More Cycling-Friendly (Cornerstone 2) and Outreach (Cornerstone 3), the report includes Policy Recommendations, which are high-level overall directions for implementing programs to achieve the general goals of the OCP; and Technical Recommendations which give more specific direction to implement the Policies and the OCP.  They are presented in Document 2 and Document 3 attached, for ease of reference and include:

 

 

The Technical Recommendations contained within the OCP include education, promotion and safety programming recommendations.  Many of these activities are currently undertaken with existing resources.  The OCP recommends several new initiatives and enhancements to several existing programs.  These enhanced/new activities, with an estimated cost of $1.6 million (over the 10-year first phase), will need to be considered as enhancements to the existing Departmental Operating budget as part of future deliberations.

 

This body of work will be used in the current Official Plan and Transportation Master Plan review.  As appropriate, the Council approved recommendations of the OCP should be incorporated into other relevant City policy and technical documents.  Examples are: the City Strategic Plan, Departmental business plans, planning studies, traffic studies, and design/maintenance standards.  As the Plan is comprehensive in nature, it will be a corporate responsibility to implement the Plan – with the necessary participation of many Branches and Departments in various components and programs.

 

Recommendation 2

 

One of the most important guiding principles of the OCP (Cornerstone 4) is to implement the Plan so that the vision and goals of the Plan can be achieved.  It outlines a practical 20-year plus implementation strategy that will coincide with the planning horizon selected in the next update to the City’s Official Plan and Transportation Master Plan (20 years plus).

 

The Department planned on presenting the previous draft OCP to Council for consideration in 2006.  However, the implementation costs associated with the original draft Plan were considered unrealistic (Capital funding for the City’s Cycling Program, for the years 2005 through 2008 has varied from $464,000 to $40,000 to $0 and $230,000, respectively).  The resulting initial Draft OCP from this study estimated 20 year Capital cycling facility implementation costs of approximately $117 million and all cycling programming costs over 20 years to be $8 million for a total of $125 million.  It was felt the costs were too high and not affordable relative to the Long Range Financial Plan, therefore, a revised and more affordable strategy was investigated.

 

In this revision, the entire original network concept remains intact, some on-road facilities in local communities have been reduced without affecting safety/cycle ability, some costing anomalies were corrected and updated road design enhancements have further reduced the cost of providing cycling facilities.  It is intended that cycling facilities as identified in the OCP will be integrated into resurfacing, reconstruction, and development projects, as feasible.  The main objective is to ensure that a basic cycling network can still be implemented, while respecting as much of the original vision that was developed through the earlier phases of the Draft OCP study process as possible.

 

The Cycling Network 10-Year Implementation Plan (as illustrated in Figures 6-1(a, b, c)) of the OCP Report shows graphically the entire cycling network and the routes recommended for implementation in the first 10-year phase of the Implementation Strategy and emphasizes:

 

 

The majority of the OCP Capital costs related to proposed on-road cycling facilities are provided as component costs within planned roadway reconstruction/resurfacing/other public works projects, and are based on a review of various 10-year Capital project/development proposals and other projected plans available to the consultants during the course of the study.  The expected Capital cost is approximately $24.8 million over the first 10 years, and is comprised of the following components:

 

 

The Cycling Network includes the current and proposed National Capital Commission-owned Pathway System.  NCC staff were represented on the Cycling Plan Project Technical Advisory Committee and their future program is reflected in this Plan.  The City also participated in the National Capital Study Review, which integrates the NCC Pathway System with those of Ottawa and Gatineau.

 

Council endorsed the Rural Pathways Plan on 27 September 2006 and Rural Affairs Office was directed to complete a Rural Pathways Strategy.  Pending the development of the Rural Pathways Strategy, the Department saw value in incorporating parts of the Rural Pathways Plan that were appropriate into the OCP.  The consultants were provided with the Rural Pathways Plan and incorporated parts of it into the OCP in consultation with rural cycling advocates.

 

The second phase, which forms the longer-term strategy (years 10 to 20 plus) is presented as input to longer-term planning initiatives by City staff, and therefore, had not been assigned detailed costs.  It is expected that the cost of implementation of Phase 2 will be in the order of $60 million.  In the future, when the OCP is updated (recommended every five (5) years), elements of the long-term strategy will be reviewed and, if confirmed, would be incorporated into an updated 10-year implementation plan.  It is possible, however, that opportunities may occur in the shorter term to implement specific projects identified in the longer term.

 

City Departments will need to consult the OCP and the Planning and Design Guidelines, which include implementation guidelines when developing projects and annual Capital budgets/work plans, in order to ensure the OCP Network, as described herein, and facilities are considered within the review, scope, and budget of their projects, to take full advantage of opportunities for implementing the OCP are realized.  Opportunities to include the construction of cycling facilities are:

 

 

It is likely that, in any given year, there will be more cycling facility implementation opportunities than funding within project Capital budgets.  A list of indicators to rate projects has been developed, to provide a means of prioritization, to rank competing projects and help staff make objective choices for implementation (See Document 4).

 

The Department would review a list of potential projects and use the indicators to prioritize various projects, towards developing an overall cycling facilities annual work program.  While the OCP estimated Capital cost for implementation over the 10-year first phase is approximately $24.1 million, the specific budget required to implement cycling facilities as part of other works may fluctuate year to year depending on Council-approved budget amounts and other priorities.  This will dictate how many new cycling facilities would be incorporated into the City’s Cycling Network in any given year.

 

The OCP should be recognized as a Corporate document and implemented by all Departments and Branches that have Capital/Operating programs that potentially have the ability to implement the recommendations of the OCP.  If Council recognizes cycling as a priority, then the Capital projects that include recommended cycling facilities need to be funded at appropriate levels. Implementation of the OCP will require direction, significant commitment and coordination at a Corporate level.

 

Recommendation 3

 

The Planning and Design Guidelines are contained in a separate document prepared by the consultants, and are recommended as the most applicable design elements for the Ottawa Cycling Network.  It is recommended that City staff utilize the Planning and Design Guidelines (Appendix I of the OCP) when implementing designated on and off-road cycling facilities for the Cycling Network.

 

These guidelines are intended as a general reference for Cycling Network planners and designers.  They are a compilation of guidelines from a variety of sources, and are believed to represent the “state of the art” in bicycle route and facility planning and design in Canada and the United States to date.  They contain general information about cyclists, their abilities and their needs from a cycling network planning and design point of view.  These guidelines are not meant to be inclusive of all design considerations and standards.  Rather, they are a carefully selected set of currently accepted design practices in North America and should be treated as a reference during the development and construction of the Cycling Network.  Where appropriate, references are given to the most relevant detailed design standards and manuals, which include the details on currently accepted practices.  However, they are not intended to take precedence over good engineering judgment.

 

Recommendation 4

 

To ensure the Plan is relevant and to take advantage of the optimum opportunities over time and as the City evolves and changes, it is recommended that the Plan be reviewed and updated every five years.  As the City and its planning/development environment is dynamic, so should the OCP.  Therefore, it is recommended that between formal review periods, individual network route changes, additions or deletions be considered when opportunities arise, in accordance with the OCP, and that authority to implement such changes to the Network Plan be delegated to the Director, Traffic and Parking Operations Branch.  The reason that Delegated Authority to staff is recommended, is that the timeframes associated with opportunity are often short, so decisive action is required in a short timeframe to ensure all Cycling Plan implementation opportunities are acted on.  For example, opportunities may arise to pave shoulders, widen curb lanes, and/or provide cycling lanes due to development, unexpected new funding, partnerships, etc.  They may require a need to amend the Plan to take advantage of a cost effective opportunity, within the OCP goals.

 

 

CITY STRATEGIC DIRECTIONS

 

In general, a comprehensive Cycling Plan will increase the use of sustainable modes of travel.  This actively supports the City’s climate change and air quality objectives, as well as goals pertaining to Transportation Demand Management, health, green space conservation and surface water quality.

 

This project supports the following specific City strategic objectives:

 

CONSULTATION

 

The central premise, and a requirement in the development of the OCP, was to actively involve members of the public, and staff from affected City Departments, stakeholder groups and advisory committees.  A Project Technical Advisory Committee was established and other stakeholders were identified and consulted in all phases of the study.  Key activities and tasks included:

 

 

Details of the Public Consultation and comments on the Draft Plan are included in Document 5.

 

 

ROADS AND CYCLING ADVISORY COMMITTEE

 

The Roads and Cycling Advisory Committee (RCAC) fulfilled the role as the Public Advisory Committee (PAC) on this project. As such, members of RCAC were extensively involved in all stages of the work. On May 14, 2008, City Council formally appointed new members of the public to various Advisory Committees, including RCAC. To provide and opportunity for new members to become familiar with the process and plan, staff presented, on May 20, 2008, an overview of the Ottawa Cycling Plan (OCP) report as prepared by MMM Group to both new members of RCAC and former members.

 

On May 27, 2008, at the first formal meeting of the newly-appointed RCAC, staff presented a summary of the MMM Group report, and the staff recommendations. The RCAC passed the following motion:

 

That the Roads and Cycling Advisory Committee (RCAC) support the Ottawa Cycling Plan as proposed with staff recommendations.

 

In addition, several members provided more detailed comments and thoughts on the plan. These additional comments have been included in Document 6.

 

 

OFFICIAL AND TRANSPORTATION MASTER PLANS

 

The Cycling Plan is consistent with key goals and objectives of the Official Plan (OP) and the Transportation Master Plan (TMP) (2003), which emphasize the need to increase cycling.  The approved OCP will also significantly contribute to the update of the OP and the Cycling and Transportation Demand Management sections of TMP, currently being updated.

 

 

FINANCIAL IMPLICATIONS

 

The estimated 10-year Capital costs for implementing the Cycling Network facilities is approximately $24.8 million.  This cost includes $0.7 million for NCC-owned Capital Pathways expansion.  This would mean that the 10-year estimated Capital cost to the City is estimated at $24.1 million.  The OCP also includes programming, education and safety promotion recommendations.  Enhancements/additions to existing programs are estimated to cost $1.6 million over the 10-year first phase.  These activities would need to be funded through enhancements to existing Departmental Operating Budgets.  It is estimated that the total cost to the City to implement cycling infrastructure, education, promotion and safety programming is about $25.7 million over the next 10 years.

 

The Capital Budget approved by Council provided $230,000 for 2008 for the Cycling Program. No additional funding has been approved for the Cycling Program for 2009 and 2010 in the Capital Budget forecast approved by Council.

Therefore, funding for the proposed 10-year implementation of the Cycling Plan identified in the report will be subject to the annual Operating and Capital budget process with available funding approved annually by Council.

 

 

SUPPORTING DOCUMENTATION

 

Document 1      The Ottawa Cycling Plan (OCP) on file with City Clerk - includes:

The Proposed Cycling Network, (Figure 3-4 (a, b, c);

The Proposed Cycling Facility Types (Figure 3-5 (a, b, c); and,

The Cycling Network 10-Year Implementation Plan (Figures 6-1 (a, b, c).

[ ENGLISH VERSION (.pdf) ]

[ VERSION FRANÇAISE (.pdf) ]

Document 2      Policy Recommendations of the Ottawa Cycling Plan

Document 3      Technical Recommendations of the Ottawa Cycling Plan

Document 4      Cycling Capital Project Prioritization Indicators

Document 5      Public Consultation Summary

Document 6      Roads and Cycling Committee - Detailed Comments

 

DISPOSITION

 

Recommendation 1 and 3

 

The Planning, Transit and Environment Department is currently reviewing/updating the Official Plan and the Transportation Master Plan.  Subject to Committees and Council approval, the OCP, its Appendices, and the recommendations of this report, will be considered in this review.  Departmental staff will work with the OP and TMP review team to develop the appropriate plans and policies to be included in the updated Official Plan and Transportation Master Plan.

 

All Departments should review and refer to the Policy Recommendations, Technical Recommendations, and Planning and Design Guidelines and consider them in their programs/work plans for implementation opportunities in their areas of responsibilities.

 

Recommendation 2

 

Staff will refer to the Cycling Network 10-Year Implementation Plan as a guide for planning and budgeting purposes.  It is possible that opportunities may occur in the shorter term to implement specific projects identified in the longer term.

 

Recommendation 4

 

The Department of Public Works and Services will include in the development of work programs the recommended review/update to the OCP in five-year intervals, and will implement minor changes to the Plan, as appropriate and necessary.

DOCUMENT 1

 

 

 

THE OTTAWA CYCLING PLAN (OCP) ON FILE WITH CITY CLERK

 

 

 

 

For English version, please click here:

 

http://ottawa.ca/residents/onthemove/cycling/plan_2008_en.pdf

 

 

 

Pour la version française, s.v.p. cliquez ici :

 

http://ottawa.ca/residents/onthemove/cycling/plan_2008_fr.pdf

 

DOCUMENT 2

POLICY RECOMMENDATIONS

 

The following policy recommendations appear in Chapters 3 through 6 of the Ottawa Cycling Plan Final Draft Report prepared by the MMM Group.  They are grouped according to the chapter in which they appear.

 

The following recommendations have been identified to provide policy direction for the development of the cycling network. They appear in Chapter 3: The Proposed Network.

3a)       Recognize that all City roads and lanes except limited access Provincial and City Highways and Transitway roadways are available to cyclists, and that a bicycle be recognized as a vehicle, as defined in the Highway Traffic Act, and which can operate on public roadways with the same rights and responsibilities as motor vehicles, except where specifically prohibited.

3b)      Protect and develop the bicycle network as shown on the Ottawa Cycling Plan network, which includes on-road routes and off-road multi-use pathways, both of which are used for utilitarian and recreational trip purposes.  Efforts will be made, where feasible, to improve and expand upon this network and add missing links through opportunities offered by unopened road allowances; hydro right-of-way; existing or abandoned rail corridors; open greenspace development and future roadway improvements.

3c)       Ensure that amendments to the Network Plan are not required for route revisions, provided that continuity and functionality of the network is maintained in the same general location.

3d)      Ensure that the performance of the bicycle network is monitored through service indicators and targets to assess and evaluate cycling facilities such as: 10 year cycling network targets; five year implementation plans; annual work plans: and a peak hour City-wide 2021 modal share of 3%.

3e)       Ensure that cycling is an essential component of a multi-modal transportation network by incorporating considerations for cyclists within an integrated land use and transportation planning and decision-making process.

3f)       Consider, where feasible, that the design of cycling facilities follows recognized and approved guidelines to maximize road use; including cyclists safety, security, accessibility, convenience and enjoyment.  Cycling facility design should also incorporate compatibility with other modes and accommodate a wide range of ages, abilities, and levels of fitness.

3g)      Ensure that transportation operational measures undertaken as part of system management are identified and implemented to support safe and convenient cycling.  These measures may include, but are not limited to:

Ø       Exemptions from turn or entry prohibitions, where appropriate;

Ø       Contra-flow cycling lanes on one way streets;

Ø       Vehicle detection equipment at intersections with traffic signals;

Ø       Management of parking, loading zones and other curb side uses to minimize disruption of cyclists; and,

Ø      Reducing speed limits on roadways.

3h)      Apply prevailing, recognized and best available guidelines and standards in the planning, design, construction, maintenance and operations of cycling facilities, ensuring that these activities comply with all applicable laws and regulations.  Further, land use and transportation planning and design guidelines be reviewed to ensure that they are supportive of bicycle friendly measures.

3i)        Ensure that any network modifications are reflected through regular updates of the Ottawa Cycling map.


 

The following recommendations have been identified for consideration in the City’s Official Plan to provide policy direction to the cycling-friendly objectives outlined in Chapter 4: Making Ottawa More Cycling Friendly.

Land Use Planning and Development

4a)       Incorporate considerations for cycling in the land use planning, development and approval process to ensure that land use patterns and transportation systems support and give priority to cycling needs, such as bicycle routes, and trip-end facilities including bike parking, showers, and lockers.

Construction

4b)      Ensure that any roadway construction or reconstruction projects under its review or authority include provisions for facilities to meet the needs and safety of cyclists, minimizes impacts upon cyclists and considers opportunities for cyclists such as surface treatment and paving roadway shoulders.

Cycling Plan

4c)       Endorse the 2007 Ottawa Cycling Plan that includes goals and objectives for creating a bicycle friendly City, through an integrated cycling network plan and implementation strategy, harmonized policies and cycling education, enforcement, promotion and a monitoring program.

Transit

4d)      Continue to enhance the multi-modal integration of transit with cycling by the following measures:

Ø       Maximizing bicycle access to transit stations and platforms;

Ø       Providing, where feasible, separate routes or multi-use pathways adjacent and across transit corridors;

Ø       Expanding Rack & Roll programs in the long term by equipping all new buses with bicycle racks; and

Ø       Promoting Bike & Ride by ensuring secure bicycle parking at transit stations.

Parking and Trip-End Facilities

4e)       Require the continued expansion of bicycle trip end facilities such as parking, lockers, and showers at all cycling destinations, whenever possible or practical through the following measures:

Ø       Development of a comprehensive bicycle parking program that establishes public and private sector responsibilities and opportunities, that can be part of an overall Bicycle Parking Management Strategy;

Ø       Require the land use planning approval process and zoning by-laws to set standards for bicycle parking that is adequate to meet demands, and produce secure, lighted, highly visible, sheltered and convenient bicycle parking locations;

Ø       Provide leadership by example through focusing bicycle trip-end facilities on the City’s parking precincts, City-owned and operated buildings and rapid transit stations;

Ø       Identify TDM measures to help developers reduce costs and land requirements by avoiding or reducing the need for large surface land area parking lots;

Ø       Ensure that the location and design of bicycle parking minimizes any impediments with other systems such as pedestrians and emergency vehicles; and

Ø      Develop effective strategies to prevent bicycle theft.

Exclusion, Prohibit, Lower Priority

4f)       Ensure public safety and the integrity of the transportation system by incorporating bicycle facilities in a compatible and complementary manner.  For example, the City will continue to minimize interference with pedestrians by prohibiting cycling on sidewalks.

Mobility and Access

4g)      Improve and enhance access to bicycle facilities and destinations by supporting a broad range of cycling initiatives that improve route network infrastructure, encouragement and promotion to get more people cycling, and education and enforcement programs for safer and more knowledgeable cyclists.

Bicycle Friendly Environment

4h)      Commit to producing a bicycle-friendly environment that encourages people of all ages and abilities to cycle for transportation and enjoyment purposes.

Sustainable Transportation

4i)        Recognize and support cycling as an important means to help produce a more sustainable transportation system that uses resources in a manner that is efficient and considerate of the needs of future generations.

Quality of Life and Liveability

4j)        Identify bicycling as a means to improve the liveability of a community and the overall quality of life by helping to provide a healthy, enjoyable, active lifestyle and an environment without the noise, congestion and pollution of motorized transportation.

 

The following recommendations are identified to give policy direction to outreach support efforts as well as the technical and detailed recommendations identified in Chapter 5: Outreach. They should be considered in the City of Ottawa Official Plan to guide the City’s outreach efforts associated with cycling.

Education and Training

5a)       Continue to support and enhance cycling education programs and cycle skills training initiatives such as the CAN-BIKE courses that produce and create an awareness of safe cycling practices for all road and pathway users and the public.

Partnership/Cooperation/Collaboration/Participation /Engagement

5b)      Actively pursue a collaborative and consultative approach, with all interested and affected parties in order to engage the public, interest groups and agencies in an open participatory process that builds cooperative partnerships and helps ensure successful implementation for all bicycle supportive programs and initiatives.  The City should continue to support a public advisory committee that addresses cycling issues and encourages cycling advocacy groups and organizations to continue their efforts to improve cycling in Ottawa.  Similarly, continued consultation and assistance should be actively sought from the Ottawa Police Service, National Capital Commission, Ottawa School Boards and The Ministry of Transportation of Ontario.

Co-ordination

5c)       Co-ordinate efforts to support and enhance bicycling with all other interested and affected parties to promote efficiency by helping to avoid duplication, allowing continuity and taking advantage of economies of scale.

Environmental Quality

5d)      Recognize bicycling as a key component of the City’s Environmental Strategy and ecosystem management approach to achieve a green and environmentally sensitive City, by offering a viable alternative to the automobile which will help produce the following benefits; reduced congestion, lower fuel and energy consumption, lower carbon emissions, improved air quality and less impact upon climate change, minimizes overall demand for land and other resources and reduces visual and noise pollution.

Enforcement

5e)       Request that the Ottawa Police Services improve cycling safety by increasing the effective enforcement of motorists, pedestrians and cyclists for both on-road and off-road pathway users, in compliance with regulations of the Highway Traffic Act and Municipal By-Laws.  It is also recognized and encouraged that the bicycle be used as a law enforcement tool for trained police officers who act as role models for proper cycling behaviour in the community.

Safety and Security

5f)       Ensure safe and secure cycling practices and behaviour, to the greatest extent possible, by all road and mulit-use path users through education, cycling skills training, enforcement and adoption of acceptable bicycle facility standards and guidelines.

Encouragement and Promotion

5g)      Encourage and promote cycling as a preferred mode of transportation for both utilitarian and recreation purposes through activities such as infrastructure improvements, educational programs, enforcement campaigns and promotional initiatives to get more people on bicycles.

 

Leadership Role

5h)      Adopt a leadership by example role and be a model and showcase to other municipalities and employers, by implementing infrastructure programs that support, encourage, educate and enforce safe cycling.  City employees will be encouraged to use bicycles to commute to work and for travel on City business, secure parking with showers and locker facilities will be provided at City-owned and operated buildings, and employees that use bicycles will be encouraged to take an effective safe cycling course.

Tourism

5i)        Work with the Ottawa Tourism and Convention Authority, the private sector and other tourism stakeholders to identify, promote and market the City as a cycling destination for tourists, visitors and vacationers, highlighting the bicycle friendly nature of the area with its many attractions, bicycle facilities and support services.

Intercity Travel

5j)        Support inter-regional cycling tourism and travel by co-ordinating with other agencies, interest groups, municipalities and the private sector for bicycle route connections beyond the City’s boundaries and by supporting initiatives to have intercity passenger terminals that accommodate cyclists.

 

The following recommendations have been identified to provide policy direction for the implementation of the Ottawa Cycling Plan. They appear in Chapter 6: Implementation.

6a)       Consider the safe and comfortable year-round operation of cyclists through the adoption, implementation and monitoring of bicycle maintenance practices and standards for both on and off road routes.

6b)      Recognize the bicycle as an important element towards maximizing efficient operations of the transportation and land use system, by helping to reduce the space needed for mobility requirements such as parking, and being supportive of more intensive land use practices.

6c)       Incorporate the bicycle as an important Travel Demand Management tool that helps reduce automobile dependence, lower peak hour congestion and the related need for new or wider roads.

6d)      Recognize and promote the many benefits of cycling which underline why this mode of transportation must be supported and given a higher profile.  Bicycling provides benefits that include community health from exercise, economic returns from retail sales and tourism, positive environmental impacts from less air pollution, energy consumption and mobility space requirements, and increased social interactions.

6e)       Provide appropriate funding and resource support to cycling programs and initiatives, in recognition of the priority placed on this efficient and enjoyable mode of transportation, and its important role in supporting the achievement of the City’s growth management principles to create a healthy, caring, creative, green and environmentally sensitive community.

6f)       Monitor the implementation and effectiveness of the 2007 Ottawa Cycling Plan through measurements of priority achievements, counting programs, surveys and target modal splits.

 

DOCUMENT 3

TECHNICAL RECOMMENDATIONS

 

The following technical recommendations appear in Chapters 3, 4 and 5 of the Ottawa Cycling Plan Final Draft Report prepared by the MMM Group. They are grouped according to the chapter in which they appear. 

 

The following recommendation has been identified to provide direction to the Cycling Network objectives outlined in Chapter 3: Cycling Network.

3-2      That the entire Ottawa Cycling Plan, including the Network Plan, be reviewed and updated at least every 5    years, and between formal review periods that individual network route changes, additions or deletions be considered when opportunities arise in accordance with the Official Plan and Transportation Master Plan.

Additional Enhancement - $100,000

Sub-total Enhancements Chapter 3 - $100,000

 

 

 

The following recommendations have been identified to provide direction to the cycling-friendly objectives outlined in Chapter 4: Making Ottawa More Cycling Friendly.

4-1       That where appropriate and feasible, road design should be enhanced to accommodate cyclists.  This is especially important at intersections, on bridges and underpasses.

4-2       That the City continue to consider bicycles in the timing of traffic signals and in the selection, sensitivity and placement of vehicle detection devices wherever there is bicycle traffic.  Bicycle signals should be considered at locations where conditions warrant.

4-3       That pavement markings be continued at all semi-actuated intersections to help direct cyclists to the actuation zone and to position themselves properly in the lane, where conditions warrant.

4-4       That the City continue to review existing and proposed turn and entry restrictions at local streets and, where it is safe to do so, amend the by-laws to exempt bicycles.

4-5       That as traffic levels increase on the higher order roadways such as arterials and major collectors, they should be matched with a focus on improving the environment for cyclists.

4-6       That the City consider cycling safety and access in all new traffic management projects.

4-7       That the City investigate and implement solutions for allowing two-way bicycle access (Contra-flow) on one-way local streets that experience a low volume of motor vehicle traffic and provide an important connecting link for cyclists.

4-8       That during road resurfacing projects on arterial roadways, the City provides wide curb lanes or bicycle lanes (e.g. pavement markings), on the cycling network, where feasible.

4-9       That during road reconstruction projects (e.g. road widening) on arterial roadways, the City provides bicycle lanes or wide curb lanes, on the cycling network, where feasible.

4-10     That the City incorporate bicycle friendly features in bridge and underpass projects, including bicycle ramps on stairs, as part of the annual Capital works and rehabilitation programs.

4-11    That the City’s road maintenance and pavement repair reporting system and annual budget specifically include the needs of cyclists.

Additional Enhancement - $200,000

4-12    That the road maintenance scheduling program recognize and prioritize primary “Spine” segments of the cycling network and prioritize these streets for snow removal and year-round cleaning.

Additional Enhancement - $200,000

 

4-13     That the City provide measures to reduce risks to cyclists passing through construction zones, and to ensure access for cyclists during road construction activities when practical.  This should include, but not be limited to:

Ø       Construction notices posted on the City’s website;

Ø       Advanced signing for construction activities;

Ø       Temporary conditions that are compatible with bicycles such as non-slip surfaces, ramped utility cuts and timber decking placed at right angles to the direction of travel; and,

Ø       Bicycle specific detours, where appropriate.

4-14     That the City provide medium-security bicycle parking facilities at all City of Ottawa facilities to serve as a model to other jurisdictions and the private sector.

4-15     That the minimum bicycle parking spaces, as identified in the City Comprehensive Urban Zoning By-Law/(Table 4.2 of this report), should be used for all future developments in the City of Ottawa.  Owners of existing buildings should be encouraged to upgrade to meet these standards.

4-16     That the City of Ottawa encourage the City’s partners and the private sector to provide secure bicycle parking at key destinations, including all places of work with 20 or more employees and multi-unit residential buildings.

4-17     That the City of Ottawa continue partnership with the private sector to install bicycle racks throughout the City in public rights-of-way as part of their strategy to enhance bike parking in the City.

4-18     That the City continue installing “Ring and Post” bicycle racks, especially at locations where bicycle-parking demand is high.

4-19       That a “Park and Bike” pilot project should be initiated by the City and monitored for up to two years.

Additional Enhancement - $150,000

4-20     That the Bike & Ride project be continued to assist the City in promoting and encouraging people to cycle for commuting purposes.

4-21     That future extensions of the O-Train or future LRT systems remain completely accessible to cyclists with bicycles being allowed on board and bicycle parking being provided at every station.

4-22     That future transit stations should provide direct connections to the Ottawa Cycling Network.

4-23     That Cycling facilities such as multi-use pathways be installed along corridors reserved for future rapid transit use.

4-24     That as higher-order rapid transit facilities are installed, any existing cycling facilities such as multi-use pathways should be retained within the corridor, but must be physically separated from the rapid transit facility.

4-25 That the TravelWise program be further promoted throughout the City through appropriate marketing campaigns.

Additional Enhancement - $100,000

4-26     That the City of Ottawa continue to provide trip-end facilities at all public buildings where feasible, and that the private sector be encouraged to do the same.

4-27     That consideration should be given to promoting and/or implementing trip-end facilities as part of efforts to apply a City-wide TDM program.

Sub-total Enhancements Chapter 4   $650,000

 

 

 

The following technical recommendations are identified to provide direction to outreach support efforts identified in Chapter 5: Outreach. They should be considered in the City of Ottawa Official Plan to guide the City’s outreach efforts associated with cycling.

5-1       That the City of Ottawa, in conjunction with its many partners, should increase the effectiveness of cycling education information by:

Ø       Developing and implementing a comprehensive communication strategy for the creation and distribution of cycling information that seeks to expand delivery through the use of a wide variety of media;

Ø       Ensuring information, such as cycling skills education, is produced in a language and style appropriate for the age group being targeted, such as children and seniors;

Ø       Reviewing the City’s web site information to ensure that direct resources are clearly provided to cyclists and non-cyclists; and

Ø       Continuing to research and develop education and promotional materials regarding the benefits of cycling and incorporate or reference this information in City publications, reports and events.

5-2       That the City of Ottawa should maintain and enhance its commitment to bicycle safety programs through the following measures:

Ø       Investigate entrepreneurial approaches for the generation of support revenue and to facilitate an atmosphere where new ideas can be generated through consideration of a Bicycle Safety Partnership;

Ø       Consider delivery programs such as the Bicycle Safety Ambassadors and Bike Bus initiatives; and

Ø       Develop public-private sector relationships to provide services that enhance the safety of cycling facilities and cyclists.

5-3    That the City of Ottawa, in consultation with its cycling partners, develop and implement or expand focused safety campaigns to address common conflict areas between cyclists, motor vehicles and pedestrians.

 

Additional Enhancement - $250,000

5-4       That the City should consider the following initiatives, in conjunction with a program delivery partner:

Ø       Actively increase the marketing/advertising effort and funding available for CAN-BIKE courses; and

Ø       Expand the number and availability of CAN-BIKE courses across the City to complement efforts to increase enrolment.

Additional Enhancement - $350,000

5-5       That the City continue a process to review cycling fatality and collision data on an ongoing basis and recommend improvements relating to education, enforcement and infrastructure priorities to improve bike safety.

5.6     That the City develop materials to assist cyclists involved in collisions, in consultation with Ottawa Police Services and other agencies or groups that could provide input on this topic.

 

Additional Enhancement - $50,000

5-7       That the City of Ottawa, in consultation with its cycling programming partners, account for cycling issues related to children. Through education and training provide children with the opportunity to graduate from the “community system” to the “spine system,” as they become adults.

5-8       That the Ottawa Police Services should look at their active role in bicycle safety by increasing the number of bicycle patrols.

5-9       That the City work with the School Boards to incorporate safe cycling as a school activity and develop a bike-to-school program.

5-10     That the City continues to consult and work with the National Capital Commission as a key partner on all matters related to bicycle safety education on multi-use pathways.

5.11     That the City continue to develop positive relationships with not-for profit organizations as part of an important strategy for delivering safe cycling educational programs in the City of Ottawa.

5-12     That the City should formally request that the Ministry of Transportation of Ontario take a lead role in developing and implementing bicycle safety initiatives by:

Ø       Updating the 1992 Bicycle Policy Review and 1996 Bikeway Planning and Design Guidelines;

Ø       Making changes to the Highway Traffic Act following input from an expert review panel and to update and formalize HTA regulations as they affect cycling and cyclists in Ontario;

Ø       Continuing to update and improve cycling content in all transportation related publications, including driver-training courses; including cycling safety material in training programs for driver examiners, police recruits, fleet/transit operators and other officials;

 

Ø       Funding bicycle safety and promotion programs at the Provincial and Municipal level to assist municipalities in their efforts to promote cycling and educate all road users with the objective of reducing cycling collisions;

Ø       Participating in municipal Bicycle Safety Partnerships and other co-operative groups to provide expertise and resources to help reduce cycle injuries and fatalities; and

Ø       Making the Cycling Skills Handbook available to the public, to be provided throughout the City at all Client Service Centres.

5-13     That the City of Ottawa continue to maintain and support a strong cycling representation through an Advisory Committee and that it report to Council annually.

 

5.14    That the City of Ottawa, with assistance from its partners, should update the new Ottawa Cycling Map every     two years.

Additional Enhancement - $50,000

5-15     That the City of Ottawa, in conjunction with other groups and agencies, undertake the following initiatives to encourage and promote cycling events and programs:

Ø       In conjunction with partners undertake development and implementation of a mass promotional ride event similar to Montreal’s Tour de l’Ile;

Ø       Undertake off-season cycling events and programs to demonstrate the feasibility and enjoyment of year-round cycling;

Ø       Produce and distribute a calendar of cycling events and programs for the entire year that would act as a guidebook to key cycling activities; and

Additional Enhancement - $50,000

 

Ø       Continue the Bruce Timmermans Cycling Awards and consider expanding their applications to a broader number of workplace categories and increasing the profile of the annual awards ceremony.

5-16     That the City should lead by example and, where appropriate, should take a comprehensive role in encouraging and supporting cycling by City staff.  For example, the City should develop a plan for providing trip end facilities such as secure parking, showers and lockers at all City of Ottawa work places.

5-17     That the City of Ottawa should encourage employers to promote and support cycling by such measures as:

Ø       Developing a plan to increase the number of Bicycle User Groups and a BUGS network to link one group to another; and,

Ø       Providing advice and assistance to workplaces on developing a plan for the provision of cycling trip end  facilities such as secure parking, showers and lockers.

5-18     That the Ottawa Police Service should continue to work with other City staff and cycling interest groups to improve cycling safety and reduce collisions.  For example, continue targeting cyclists who disobey the law as part of the Integrated Road Safety Program.

5-19     That the City should work with the private sector, interest groups, agencies, governments and intercity carriers to promote bicycle tourism in Ottawa and develop the City into a primary destination for cyclists.

Sub-total Enhancements Chapter 5  $750,000

 

 

 

The following technical recommendations are identified to provide direction to implementation support efforts identified in Chapter 6 Implementation. They should be considered in the City of Ottawa Official Plan to guide the City’s implementation efforts associated with cycling.

6-1     That the Cycling Network illustrated in Figures 6-1a, 6-1b and 6-1c, and Table 6.1, recommended programming and other initiatives should be implemented in five-year phases over 10 years with progress measured and the schedule re-evaluated at the end of each 5-year period.

6-2     That when a road with an existing cycling facility is resurfaced or reconstructed, consideration should be given to improving the cycling facility type (e.g. from wide shared-use/wide curb lanes to bike lanes).

6-3     The OCP should be reviewed and given consideration by City staff when roads or other infrastructure projects are identified and/or scheduled.

6-4     That the City adopt a formal implementation process for network components, that includes a process for coordination with all Capital projects, feasibility checks, cost benefit analyses, integrated project development and contribution to cycling network completion.

6-5     That the City of Ottawa should utilize the GIS based management tool developed as part of this Plan to assist in routes and confirming the feasibility of proposed cycling facilities as they are considered for implementation.

6-6     That the next review of Development Charges should take into account the cost of growth-related on and off-road cycling facilities.

6-7     That City Council provide funding for the implementation of the OCP for both infrastructure and programming costs, on an annual basis for the duration of their term;

6-8     That the City, seek out alternative funding sources to assist in implementing components or specific projects related to the OCP.

6-9     That all cycling promotion efforts undertaken by the City in the future should be consistent with the City’s TDM work program and Corporate Policy.

6-10    That the City continue including cycling data in the City’s current traffic data collection program.

6-11          That the City conduct Cycling User Surveys as part of regular updates to the TMP and a statistically valid Public Attitude Survey at least every five years.

Additional Enhancement - $100,000

Sub-total Enhancements Chapter 6 $100,000

Total Enhancements for OCP  $1,600,000

 

DOCUMENT 4

CYCLING CAPITAL PROJECT PRIORITIZATION INDICATORS

 

As there will likely be more cycling facility implementation opportunities than funding within project Capital budgets, the following list of indicators has been developed, to provide a means of prioritization, to rank competing projects and help staff make objective choices for implementation.  Following approval of this report, a Cycling Project Prioritization Matrix will be developed based on a system whereby all indicators will be considered simultaneously with a scoring system, to assist staff it prioritizing projects.

 

Opportunity

Higher priority to cycling facilities where opportunities are greatest to encourage more commuter cycling and meet objectives of TMP.

Improves Cycling Safety

Analysis of vehicle speed, volume, collision data, complaints, potential for conflict.  These indicators are used to address/improve cycling comfort/safety.

Spine Cycling System

Higher priority because it consists of cycling routes designed to provide direct links between major commercial, employment, institutional, residential and tourist nodes and destinations throughout the urban and rural areas of the City.  Provides a greater potential to increase cycling modal split and safety.

Community Secondary Cycling System

Lower priority because the secondary Community system consists of cycling routes that feed into the Spine system, which take advantage of quieter streets (less traffic), providing links to local destinations such as schools, community centres, residential areas, local stores.  Provides a lesser opportunity to increase the cycling modal split.

Critical Commuter Network Links

Provide critical links along spine network corridors where potential to increase cycling trips/modal split is greatest.  Generally increase the connectivity of the Ottawa Cycle Facility Network.

Connectivity

Proposed cycling facility clearly connects two or more existing facilities or if it closes a gap.

Cost/Benefit

Implement bicycle facilities as a part of other projects, such as road reconstruction, resurfacing, structures rehabilitation /reconstruction, etc. Provide cycling facilities in conjunction with development, NCC, other opportunities.

Rural Community or Local Community Links

Provide cycling facilities/network connections in Rural Community areas/local community areas where bicycle facilities non-existent/disconnected.  Increase general connectivity in/to rural communities or local community links to major destinations and  network spine.

100% Funding In Place

Projects or links that have been identified by Community groups/public, etc. as important cycling facilities and are either fully funded by these groups (grants, fund raising, contributions in kind, etc.) or have specific funding for the project, either in whole or as part of the previous scenarios, approved by Council, would be implemented without further prioritization.

 

DOCUMENT 5

PUBLIC CONSULTATION

 

The following table summarizes comments on the Ottawa Cycling Plan Draft Report received from unaffiliated individuals as well as local cycling organizations.

 

Comment

Response

Recommend the Plan focus more on the real short-term, e.g., the next 3 to 5 years.

Being done.

For the short-term phase identify specific routes that would be designed and implemented in the next 3 to 5 years. Focus should be on East-West routes

Was taken into consideration in developing the network. Implementation is dependent on budget and other Capital works projects.

Include routes to tourist destinations with signage that helps tourists reach those destinations.

Included in the Draft Plan.

Ottawa Cycling Plan should be marketed to the general public one way to do this is to make the Executive Summary widely available.

Agreed.

Ensure sustained funding for programming costs.

Dependent on budget.

Develop a high-level quantitative business case for funding the Ottawa Cycling Plan, e.g., define what it will cost for extra road lanes and buses if the City doesn’t spend $125 million on the OCP over the next 20 years.

Was taken into consideration as part of Implementation Strategy.

Goals should include measurable goals for safety, e.g., reduction of bike injuries by xx%, bike fatalities by x%, weighted by the amount of cycling.

Agreed; however, to be done through corporate performance measures.

Isn’t implementation part of the other three (Cornerstones). Implementation should be discussed as part of the three strategies to increase cycling. Objectives should be related to a sequence of steps to achieve them.

Change not made. Implementation considers other 3 cornerstones and is a stand-alone cornerstone.

Perhaps the yellow dots could have the image of bicycle embedded.

Agreed.

There should be some provision for cyclists to petition for more bicycle spaces where existing spaces are filled. Bicycle spaces should be the spaces most visible to any attendant or security office.

Agreed. City would appreciate this feedback.

The department of recreation and parks should be encouraged to offer CAN-BIKE courses at all their community centres every spring and summer, promoting this to parents and schools.

Agreed.

Bicycle sellers from bike shops to discount stores should be encouraged to give a pamphlet to each buyer outlining local bicycle courses, especially for child bikes.

Agree. Can be undertaken through TravelWise outreach when bike sellers request cycling maps to sell in their stores.

Employers, including the City should charge motorists for parking spaces and not charge cyclists and transit users. Bike and personal lockers and showers should be available.

Possible measure for employers to consider as part of TDM employer outreach.

Gastineau should be invited to share in promotion of bicycle tourism in the national Capital area and in the map.

Agreed.

Intercity bike tours are also growing, Ottawa should participate with the Ministry of Tourism and Recreation, Cycle Ontario Alliance and local bike clubs to promote bicycle tourism in Ontario with Ottawa as a destination.

Agreed.

The Cycling Plan should recommend high-level guidelines for integrating cycling into our transportation system.

Agreed.

Every opportunity to include cycling should be made in all plans.

Agreed.

Modal shares should be stated clearly and seriously, be continually measured and be given serious consideration during the budget process.

Agreed.

Milestones on meeting modal shares should be done regularly in the lifetime of the Plan.

Agreed, however, to be done through corporate performance measures.

Cycling facilities should be implemented in methods that improve cycling, not for reasons of traffic calming or speeding up motor vehicle traffic.

Agreed.

Regular surveys should be conducted before and after implementation of new cycling facilities. The answer to whether bike lanes promote cycling needs to be resolved.

Agreed (first part), however, dependent on available resources.

Bicycle lanes, if truly required, should be designed and constructed like regular traffic lanes (and not wander all over the place, not end and start abruptly, etc).

Agreed, where possible.

Much, more emphasis needs to be placed on education and promotion. Serious efforts should be considered to promote commuting by bike (e.g., monetary, recognition, support).

Agreed, is being undertaken through TravelWise and TDM employer outreach.

The proposed design for a shared bike/parking lane (as defined in the Technical Appendices) must not be implemented. This is an extremely dangerous design which is likely to lead to cyclists being hit by car doors and injured and possibly pushed into traffic and killed.

The Design Guidelines does not recommend this facility type. See page 4-28 of the Bikeway Planning and Design Guidelines, Technical Appendix No.1, Ottawa Cycling Plan.

Any bike lane must be located far enough away from car parking to ensure that cyclists riding normally will not be in the “door zone.” I expect this will mean that bike lanes are impractical on most main streets (traditional or otherwise), for example, Bank Street, Wellington Street West, Somerset Street, Merivale Road.

Taken into consideration when bike lanes are being considered for implementation.

Your proposal to spend circa $1 million on bike lanes on local residential streets is a poor priority for limited funds. Those lanes are likely to be poorly maintained (see Bay and Percy every spring), and cause numerous conflicts with car parking. I regard them as simply unnecessary since your cyclist profile survey results show that cyclists are already comfortable riding on that class of street.

Agree, change made, most bike lanes on residential streets have been removed from the Plan.

I recommend that this funding instead be spent on increasing cycling promotion and training efforts. The current spending needs to be at least doubled for sustainability and in order to reach substantially greater percentage of Ottawa residents. As well, funding for these efforts needs to be indexed to inflation and done under long-term contracts in order to be effective.

Agreed. Will be taken into consideration, annual budget issue.

I would like to draw your attention again to the Toronto Cycling Plan and its balancing of “soft” programs and “hard” facilities as equal requirements to get more people cycling.

OCP costs out both programs and facilities. See Chapters four and five.

One current problem with the Toronto Plan is that the proposed implementation has been seriously delayed. I am glad to see a detailed implementation plan in this Plan, but am concerned it does not include measures to determine success, nor a monitoring plan. The City should determine evaluation criteria and review them every year. The Toronto “report card” would be an excellent idea to adopt.

Agree with “report card” concept; however, issuance is dependent on available resources.

 

I am glad to see the Plan still includes Albert/Slater and the MacKenzie-King Bridge as part of the designated east-west cycling route through downtown. I am concerned that the N-S Light Rail project may affect this route and ask that this route remain intact.

While the OCP reflects current and planned facilities to the extent possible future plans for major transportation facilities or other projects may require significant changes/objectives to this Plan. Such changes would need to be considered and approved as part of any Council approval of such plans.

Stop sign mandates and the effect of unnecessary stop signs on cycling routes should be considered in Chapter 4. Similarly, the effect of horizontal traffic calming measures or very narrow traffic lanes on Main streets, which can place cyclists in the position of having to “take the lane” or be endangered should be considered.

Taken into consideration.

The City is changing its car parking policies, particularly in terms of replacement of meters with Pay & Display. This substantially reduces the amount of secure bicycle parking available and must be addressed in your Plan.

Ring and Post racks are being installed in locations when and where roads are being rehabilitated.

The majority of loop detectors are not adequately calibrated to detect bicycles. This actually runs contrary to my personal experience. Perhaps there needn’t be a lot of money spent here. I would however recommend that new road construction extend the area of the loops to reach to the curb, so that cyclists waiting near the curb will trigger a light change.

Being considered.

The rack and roll duration should be extended. Currently much of the cycling season is spent without accessibility to this service.

Was taken into consideration, however, expansion of the Rack and Roll program is dependent on available resources.

It wasn’t too clear to me if the guidelines for providing bicycle parking at commercial locations are going to be mandatory. If so, a preferred type of rack should be mandated. No wheel-benders. I would recommend extending the proposals to commercial businesses.

Addressed.

Add to the media outlets local television as a source for distributing information.

Currently being done, however, it is up the media outlet to publicize the information.

I don’t know how much influence the City has over Provincial matters in this case, but I would really like to see a section in the car driver’s education handbook that deals with cyclists on the roads.

Not applicable, however, recent versions of the driver’s handbook deal with cyclists on the road.

Perhaps an option to reaching kids would be to have cycling skills taught as a part of gym class.

Trying to achieve object by other means, e.g., Active and Safe Routes to School, Kids CAN-BIKE.

Other than a side note quotation, there is no mention of the effect of urban design on the choice of transportation. Zoning which consists of acres and acres of asphalt sends the wrong message and is contradictory to the message this Plan tries to put forward. I give as an example the recent construction of a box store dead end zone at Terry Fox and the 417. That has to be the most hideous place in the City and such construction should not be approved if cycling is to take a foothold in the community.

Outside of the Cycling Plan mandate.

How exactly is the encouraging of building cycling facilities at the workplace going to be implemented? What’s to force a disinterested employer to spend Capital on these facilities?

TDM employer outreach works to encourage provision of facilities – no ability to “force” employers to provide facilities.

Does section 4.1.7 include overpasses as well?

Yes.

 

There are certain to be objections to the concept of separate bicycle lanes and paths as a part of this Plan. These run contrary to the principles of effective cycling taught by and followed by experienced cyclists. Conventional wisdom within the cycling community is that well-behaved and predictable driving of a bicycle on the same roads as car traffic is the safest and most cost-effective way.

 

That being said I know that explaining the above point to the average motorist will not get them on a bike. People like bike lanes and it may be the only way to reach the non-cycling public. Therefore I will limit my criticism of the lane proposal to just one thing: contraflow bike lanes are definitely not recommended. These will cause conflicts. Contraflow lanes merging with two-way traffic or intersecting with two-way traffic for that matter will be a source of much confusion.

Disagree, several in place and provide an effective option for cycling. “State of the Art” Cycle Plans include lanes.

Cycling Network maps for use by residents and tourists would benefit from identification of steep grades. Any section greater than a given grade (say 3%) should be specifically identified. It would not make sense to mark/indicate grade across all sections – would get confusing.

Are included in cycling map updates.

Instead of focusing separately on cycling, pedestrian and transit modal split targets, a target should be set for all three modes such that a decrease/miss in one can be made up for in others. The 3% for cycling seems extremely low and could be increased to make up for the likely miss against the 30% transit target.

Transportation Master Plan being updated and will consider this.

The CP should better reflect the number of trips being referred to. For example, the 4500 cycling trips mentioned in 2001 – is that daily? It doesn’t indicate this – it only says person trips suggesting only that many occur per year.

The numbers used in the OCP are from the Transportation Master Plan and refer to afternoon peak hour trips. See page 27 of the current TMP.

Cycling Plan should better address road maintenance standards and, in particular bike lanes, paved shoulders, etc. It should be clear that a reasonable standard of maintenance does not stop at the main roadway allowance. Bikes are more susceptible to poor pavement conditions than cars are and often have to deal with the worse conditions on the road.

Agreed and in Plan.

Cycling promotion should not just focus on personal physical health and contributions to a sustainable environment, but also to the stress reducing impacts (so long as education and enforcement on aggressive driving behaviour towards cyclists is successful).

Currently being done through TravelWise and TDM employer outreach.

The development/implementation of the cycling network needs to be specifically done according to a plan that implements the high priority sections sooner rather than later. The implementation in accordance with other road construction projects may save money, but will completely undermine the Cycling Plan. In particular, if crucial spine network sections are missing, the network fails as it would not provide the necessary infrastructure for would-be cyclists. An implementation plan needs to focus on requirements while taking into consideration scheduled road construction. It should not based primarily on road construction.

Ideally agree. But affordability is an issue. The revised Plan attempts to balance the needs with the likelihood of being able to afford the project.

The City should not just invite community associations to comment on the Plan but more specifically should make a concerted effort to understand their network requirements/needs. For example, the network in an around Leitrim/Findlay Creek looks very poor and ineffective to me. There are likely other communities that may be poorly served by this network and the best judges are the residents living there. A general invite is likely to be ignored, but a specific question drawing attention to the network in their area will be much more easily assessed and answered. Another requirement where this would be useful is understanding and making sure each neighbourhood has appropriate cycling facilities to get kids to and from school.

Wide public participation is necessary.

In the spirit of providing specific comments related to how the Plan fails to consider a community’s environment, the Plan in and around Riverside South is extremely worrisome. The Plan as outlined is not in alignment with the community design plan that specifies that major arterial and major collectors have bike lanes including Armstrong Road, Limebank Road and Spratt Road. The existing Spratt Road in particular is of concern especially between Canyon Walk and Shoreline, as there are no cycling facilities suitable to get children to and from elementary schools on each side of the stretch. I think we can all agree that the Plan should encourage cycling from a young age.

Plan implementation is somewhat flexible         can be considered at implementation.

In general, the problem with the implementation plan is that it consists mostly of generalities and is short on specific targets. It also should perhaps set more realistic goals – the lists of implementation goals and costs provided in the Plan are vast. Perhaps some trimming is in order here to make these tables a bit less overwhelming.

The implementation plan will be updated based on project plans and facilities completed since the Plan will be updated every five years.

The Plan discusses implementation at length but does not clearly formulate some protocol to ensure that implementation occurs. There should be a single authority, probably a single individual, responsible for this. Consultation with this authority should be a requirement at an early phase of the development of roads, pathways, transit facilities, etc. This authority would report to Transportation Committee in the event that a City development failed to conform to the Ottawa Cycling Plan.

Disagree, implementation will be done in two stages. Authority will be delegated to staff.

The Plan envisages a Cycling Round Table that would involve Public Works, Transportation Committee, RCAC, NCC, MTO, etc. While there would be a benefit in more formal discussion among these groups, their agendas are far too disparate to expect any concrete accomplishments from such a grouping. It’s probably not worth pursuing.

Disagree, the current cycling roundtable can be expanded to accommodate other partners.

The Draft Plan clearly states that cycling facilities should be included in construction of new transit facilities (e.g. the LRT) but the current LRT construction plan includes no funding for an integrated multi-use pathway. Who is responsible for this failure? What is the purpose of developing a cycling plan if it is ignored?

Noted.

 

There has been some concern raised by members of RCAC regarding the safety of on-road designated cycling lanes. For this reason I would add to technical recommendation 6-18: “That the City monitor and study the existing bicycle lane network extensively, both with regard to their rate of use by cyclists and the occurrence of accidents on them versus streets without dedicated cycling lanes. (Although I do not agree with the conclusions reached by CfSC, I do think that more research needs to be done regarding the safety and utility of bike lanes.)

Recommendation 6-18 has been deleted from the revised draft; however, this is part of Traffic and Parking Operations mandate undertaken through the Safety and Traffic Services Division.

The objective should be “more people cycling, more kilometres cycled, fewer accidents while cycling.”

Change not made. Plan Recommendation imply this.

Add “seasonally adjusted” before “modal share” (to be consistent with the Official Plan). It should be noted that the quality of this number as regards cyclists has been disputed, and the methodology and exact number should be revisited in the next revision of the Official Plan.

Change made.

Add new section referencing City policies and programs that affect this Plan, including but not limited to:

Light Rail Transit network

City car parking policies, particularly replacement of meters with Pay&Display

City bylaws ("Streets" bylaw, in particular)

City stop sign warrant policies

City traffic management and traffic calming Policies

Major City road reconstruction projects

Change not made.

Recommend running a public contest for the name of and logo for the network, which would be a great source of tree publicity. The name should be clear and simple. e.g. La Route Verte, Ontario Bicycling Route

Will be taken into consideration when resources for the network signing strategy becomes available.

Supports the implementation of a network. We also support the overall routing choices (except as noted below). However, does not support all the facility choices on an individual basis.

In particular:

Amend the network (as shown on the map) to include a pedestrian/cyclist route across the Prince of Wales railway bridge (in addition to any transit use of the bridge). This would facilitate cycling and walking from Gatineau to Ottawa, including to Tunney's Pasture complex. Replace proposed “bike lanes” on residential streets with wide curb lanes (e.g. Centrepointe Drive) Replace proposed "bike lanes" on streets with regular on- street car parking or many driveways with wide curb lanes (e.g. Byron Ave.)

Replace proposed "bike lanes" on “Main Streets” (e.g. Merivale Rd., Carling Ave., Cyrville Ave.) with wide curb lanes.

The rural section of the cycling network should specifically refer to and connect to attractive rural recreational destinations (e.g. Pinhey’s Point, Blacks Rapids, Mer Bleu). It must make connections to recreational routes in neighbouring municipalities (e.g. Prescott Russell). It must also connect to the Ontario Bicycling Route, and Quebec's La Route Verte.

Was taken into consideration in developing the network.

 

Strongly supports access by cyclists to all roads by default.

Replace with “The City of Ottawa will recognize that all City roads and lanes except limited access Provincial and City Highways and limited access Transitway roadways are available to cyclists, and that a bicycle be recognized as a vehicle, as defined in the Highway Traffic Act, and which can operate on public roadways with the same rights and responsibilities as motor vehicles;”

Change made.

Add yearly progress reports to City Council on the Plan implementation. (The City of Toronto does this. See http://www.toronto.ca/cyclin g/reports.htm )

Done through corporate performance measures.

Add: Cycling facilities must also accommodate fast commuting and exercise trips. (Often commuters and recreational cyclists travel at 30-40 km/h and do not mix with slower traffic.

Was taken into consideration in developing the network.

Change “Bicycles should” to “bicycles must” (there is a statutory requirement that signals safely accommodate bicycles) and" Bicycle signals should" to " Bicycle signals must". Add: The City will respond in a timely manner to repair and/or adjust signals that do not respond detect bicycles.

Change not made.

Where existing loops cannot be adjusted to detect bicycles, they should be replaced with detectors that do.

Dependent on road repair schedule and budget resources.

Consider adding red-yellow-green coloured dots (indicative of a signal head) as a new marking for signal.

Taken into consideration.

Change “maintain access” to “maintain convenient, all- year access”

Dependent on budget.

Add "short sections of" before "one-way local streets". Contra-flow lanes should be usual all-year.

Was taken into consideration in developing the network.

Delete this false statement. 2003 Cyclist Profile Survey, page 18: Cycling comfort level: 65% are comfortable riding on roads with wide curb lanes. In addition, many arterials in the central or near-suburb area (e.g. Parkdale Avenue) and in the suburban areas (e.g. Castlefrank) do not normally operate at high speeds.

Change not made. The comment does not refer to that particular section of the survey.

Add: including bicycle ramps on stairs Refer to 1994 RMOC Cycling Transportation Network Plan

Change made.

Change “year round cleaning” to “snow removal and year- round cleaning”.

Change made.

Change “The City should provide” to “The City must provide”.

Add e): "control and sweeping of loose gravel and debris, from the construction area and nearby and intersecting streets"

Add f): “Ensure highly visible orange paint is put on front and rear sides of ironworks that protrude above the road surface.”

Add g): Promptly cover loose gravel and dirt with a binder or coat of asphalt to avoid gravel spreading and improve safety for crossing or unavoidable riding on this surface. See also the City cycling advisory report on maintenance

and reconstruction hazards (Appendix A) at

http://www.ottawa.ca!calendar/ottawa!citycouncil/ttc/2003 /02-05/ACS2003-CCY-CAC-OOO I.htm

Change not made to the first statement. Additional statements were taken into consideration. Maintenance standard are being adhered to as closely as possible.

For multi-unit housing, minimum bicycle parking rate should be I + I per sleeping space. This is a growing part of the housing stock and if cycling is to grow, individually-secured bicycle parking spaces must be available. See Decima survey p24. Bicycle parking be enclosed.

Addressed under new zoning by-law

Change to: “should review and monitor”. Include Transitway stations and other public transit terminals.

Addressed under new zoning by-law

The City should have a program to respond to public requests for additional public bicycle parking.

Being done as part of cycling coordinator’s job responsibilities.

Add that bicycle parking should be closest or most visible to security / parking attendants.

Taken into consideration as part of a future bicycle parking management strategy.

Annual progress report on the availability of existing and provision of new of bicycle parking at City facilities. Add: All City of Ottawa buildings, parks and recreational facilities shall have bicycle parking that meets these standards by 2009.

Will be addressed when new bicycle parking guidelines brochure is updated.

That the City of Ottawa continue their partnership with the private sector to install secure and supplementary bicycle racks throughout the City in public rights-of-way in locations that foremost meets the needs of cyclists instead of advertisers and is available year- round. This parking must supplement the permanent City- provided bicycle parking.

The Plan is to continue current partnership.

Add policy: “Any parking meter removed (for example, in order to install Pay and Display parking) must be replaced by a Post and Ring bicycle rack in the same location”

Dependent on budget availability and location. It’s not simply a matter of installing a bike rack in the same location.

Should include a reference to Table 4.3. Ribbon racks should not be recommended as a bicycle parking rack, since they are not recommended in the APBP Bicycle Parking Guidelines (they do not support the bicycle in two places and tend to let it fall). Similarly, Inverted-U racks should be included as a recommended bicycle parking rack for short-term parking (low, medium, and high security). (See original Council direction on this in ToR)

Will be addressed when bicycle parking guidelines brochure is updated.

It would be useful to examine whether these guidelines could be extended to private sector installations, at least as strong recommendations.

Outside the mandate of the Ottawa Cycling Plan.

“The City in collaboration with event organizers and partners, should ensure the provision of extra bike parking at special events, such as festivals, Canada Day, etc. including increased security if possible.”

Taken into consideration. Process in place.

Improve the reliability of Rack & Roll by ensuring all buses on designated Rack & Roll routes have racks without exception, including at peak periods.

There is a recommendation to implement this.

“New Rack & Roll bike racks purchased be the stainless steel models to improve reliability and durability and to support year-round use.”

There is a recommendation to implement this.

“All new buses must be equipped with bike racks.”

There is a recommendation to implement this.

“and bicycles allowed on each train”. Add “high- security” before “bicycle parking”.

It is recommended that any new light rail transit allow bicycles on board, as is the practice on the O Train.

Add: “Multi-use paths should be installed along the proposed North-South LRT route from Barrhaven to Lebreton Flats, including on the bridge across the Rideau River.”

While this is outside the mandate of the OCP it is recommended that any new transit development include adjacent cycling and pedestrian facilities.

The City must promote and implement trip-end facilities as part of efforts to apply a City-wide TDM strategy.

Done through TravelWise and TDM employer outreach.

Stop signs on routes in the cycling network will require a higher warrant. By 2010, the City will review all currently existing stop signs with the aim of retaining only stop signs required for safety and pedestrian warrants.

Referred to traffic safety.

“New developments should be encouraged to be cycling and pedestrian friendly. Current suburban land-use patterns, which emphasize crescents and other circuitous local streets, make it time-consuming and inefficient to cycle, walk, or take transit to neighbourhood destinations. The best solution is to replace this land design with a traditional grid pattern. Adding more cut-through multi- use recreational paths between roads will ameliorate this problem where the grid pattern is not possible, but these cut-throughs are more difficult to navigate without a map, and present snow-clearing and personal security issues.”

Part of City Strategic Plan.

Allow bicycles to use all bus lanes except between Empress and Waller Streets (downtown bus lanes).

Being considered.

“Require a requester to provide compliant bicycle facilities and access, as a condition for approving increased car parking or access to private car parking from a City street.” Add: “The provision of bike parking being brought up to full compliance should be a precondition for any redevelopment or site plan change, regardless how minor. This should also include any substantial interior renovation, and should apply to industrial, commercial, and institutional zoning, and multi-unit residential, but not individual detached houses or row houses.” Add: “Bike parking requirements should include the acceptance of bike parking in lieu of car parking requirements.”

Part of Development Control process.

Ensure public safety and the integrity of the transportation system by incorporating bicycle facilities in a compatible and complementary manner. For example, the City will continue to minimize interference with pedestrians by prohibiting cycling on sidewalks by adults;

Delete “by adults”

Current practice.

Add a policy that when roads in business/office/retail areas (including but not solely downtown) are reconstructed, that provision be made for parking for delivery vehicles (e.g. Fed Ex, Purolator, UPS, Canada Post) so that these vehicles do not block sidewalks, bike lanes, or sections of traffic lanes where cyclists normally ride.

Usually considered.

Change “Bicycle Education” to “Cycling Education” throughout

Change made.

“Cycling education programs must be designed and run by qualified cycling instructors in order to minimize liability to the City.”

The CAN BIKE program is under the auspices of the Canadian Cycling Association and sets national standards for cycling education across the country. The City offers the CAN-BIKE program for cycling education.

Consider innovative delivery programs such as the Bicycle Safety Ambassadors and Bike Bus initiatives;

Delete: “innovative”. These programs have been done elsewhere, for years.

Change made.

Replace with “Provide adequate and stable multi-year funding for cycling promotion and education in the annual Operating budget. Provide matching funding for grants for cycling skills curriculum development.” 5.1.3 states “It is clear that safety education should be a priority” however the overall approach to funding and implementation does not reflect this compared to the network.

Recommendations in Plan address this.

Develop public-private sector relationships to provide services that enhance the safety of cycling facilities and cyclists.

“Continue current and develop new” public-private sector relationships.

Change made.

Delete CAN-BIKE from the title of this section. Change to “Cycling Education Programs”. Replace “CAN-BIKE safe cycling courses” with “cycling skills education courses” throughout this section. Replace “CAN-BIKE safe cycling skills program” with “cycling skills education courses”. Replace “CAN-BIKE courses” with “cycling skills education courses”.

Under the bullets on page 5-11, add “Traffic Skills” as an additional course. Delete “CAN-BIKE” before “Traffic Skills for Seniors” and before “Cycling Freedom for Women”. Change CAN-BIKE instructor training to “Cycling skills education Instructor training”. On page 5-11, add the paragraph: “Examples of cycling skills education programs are the Kids CAN-BIKE, CANBIKE I, and CAN-BIKE II courses developed through the Canadian Cycling Association, the Traffic Skills for Seniors courses, Winter Cycling seminars, and the University of Cycling program developed by Citizens for Safe Cycling, and the BC Bike Smarts program (MOTH).” On page 5-11, delete “As this Plan...would require cyclists of all ages to wear helmets”. This bill died on the order paper this summer and has not been reintroduced into the Ontario Legislature.

Change not made. CAN-BIKE is the Canadian Cycling Association’s name for the program. The program is based on national standards and is called CAN-BIKE across the country. The City offers the CAN-BIKE program for cycling education. All available courses are included in the report.

Add: “Bicycle sellers, from bike shops to discount stores should be encouraged to give a pamphlet to each buyer outlining local bicycle courses, especially for child bikes.

Will be taken into consideration. Safe cycling information is included in the Ottawa Cycling Map which most bicycle stores in the City carry.

Replace “CAN-BIKE” with “cycling skills education”.

Change not made. See comment noted above.

Replace “CAN-BIKE” with “cycling skills education”.

Change not made. See comment noted above.

Replace “CAN-BIKE II” with “cycling skills education”.

Change not made. See comment noted above.

Replace “CAN-BIKE” with “cycling skills education".

Change not made. See comment noted above.

The City will offer cycling skills education courses for children every spring at each staffed City recreation or community centre.

Will be taken in consideration.  N/A.

The City will complete by June 2007 a study to analyze the causes of bicycle crashes in Ottawa in 2004 and 2005, similar to the Toronto Bicycle/ Motor- Vehicle Collision study (2003).

Will be taken in consideration.

 

That the City should develop materials to assist cyclists involved in collisions, in consultation with Ottawa Police Services and other agencies or groups that could provide input on this topic

Replace “should develop” with “shall support the development of”.

Change made

The City of Ottawa, in consultation with its cycling programming partners, should account for cycling issues related to children and provide children with the opportunity to graduate from the community system to the spine system, as they become adults.

 

We do not understand this statement.

As part of their on-going CAN-BIKE training children will be able to graduate from their neighbourhood streets to those outside their immediate neighbourhood.

“The Ottawa Police shall conduct ongoing cycling- related traffic enforcement that in particular targets moving offences that lead to cyclist deaths and injuries, including: aggressive driving, unsafe passing, sidewalk cycling, cycling without proper lights and reflectors after dark, and disobeying traffic control signals. Add: "The Ottawa Police will significantly increase the amount of traffic law enforcement done by officers on bicycles." Add: "The Ottawa Police will focus on enforcement while working with community partners to provide complementary education."

Outside the mandate of the Ottawa Cycling Plan. Referred to Ottawa Police Service.

Parking control officers should provide elevated levels of enforcement for illegal stopping and parking where it affects the safe and efficient travel of bicycles. In particular: a) curb lanes and bike lanes b) on bridges c) rush-hour enforcement, particularly downtown. This could include the use of tow trucks for the prompt removal of offending motor vehicles in a self-financing program.

Outside the mandate of the Ottawa Cycling Plan, however, we can pursue this matter with by law services.

“The City shall support the work of its partners to provide secure bicycle parking for schools which meets City standards for medium or high-security parking.”

 Bicycle parking audits can be undertaken as part of TDM employer outreach as well as the Active and Safe Routes to School and Kids CAN-BIKE programs.

Add to body text: NCC paths are an essential component of the City’s cycling transportation network. Add: “City Council shall implement a formal written agreement with the NCC to guarantee ongoing cyclist access to NCC paths, roads, and bridges. The agreement shall include a maximum time period required for repair or reconstruction, and requirements for suitable detours during closures. The agreement shall also ensure that that NCC paths, roads, and bridges are not blocked or partially blocked for special events." Add to body text: NCC paths that connect directly to City sidewalks cause unnecessary conflicts with pedestrians on sidewalks, non-obvious illegal behavior by cyclists, and can lead to injuries to both cyclists and pedestrians. Add: "NCC paths shall not connect directly to City sidewalks unless a curb cut is provided at the end of the path to allow cyclist traffic to get to and from the road, and clear signage is erected to indicate where the multi use path ends and cyclists must dismount and walk on the sidewalk, or resume cycling on the road. The City shall correct existing NCC path connections that do not conform to this standard by October 2007." Note: This is consistent with the technical recommendations in Appendix I of the OCP.

City is part of National Capital Pathway Planning Group and these issues will be considered there.

That the City should continue to support and partner with not-for profit organizations as part of an important strategy for delivering safe cycling educational programs in

 

Add “cycling promotion and” before “safe cycling educational”.

Change made

Request MTO to make changes to the Highway Traffic Act following input from an expert review panel and to update and formalize HTA regulations as they affect cycling and cyclists in Ontario.

 

Strongly support, but add "including representatives of cyclists and cyclist organizations" after "an expert review panel".

Will request cyclists participation if MTO undertakes such a study.

Continue to update and improve cycling content in all publications, including driver-training courses;

 

Support. Add: "and drivers handbooks."

Outside the mandate of the OCP, however we support having this information included. Recent versions of the drivers’ handbook deal with cyclists on the road.

Funding bicycle safety and promotion programs at the Provincial and Municipal level to assist municipalities in their efforts to promote cycling and educate all road users with the objective of reducing cycling collisions; and,

 

Replace "bicycle" with "cycling" (to include tricycles and other HPVs). Add "and increasing cyclist enjoyment and comfort" after "collisions".

Bicycle was changed to cycling in the document to include all human powered modes.

That the City of Ottawa continue to maintain and support a strong cycling representation through an Advisory Committee and that it report to Council annually.

 

Replace with: "That the City of Ottawa continue to maintain and support a strong cycling representation through a Cycling-specific Advisory Committee that meets monthly, and that it report to Council annually."

Outside the mandate of the Ottawa Cycling Plan – refers to a governance matter.

That the City of Ottawa; with assistance from partners, should update and make available to the public a new comprehensive Ottawa Cycling Network Map by the spring of 2005 and update it every two years.

 

Change “2005” to “2006” The map should also show recreational destinations for cycling trips (e.g. Pinhey's Point, Petrie Island).

Petrie Island is shown on the current cycling map. Pinhey’s Point will be taken into consideration for future cycling map updates.

Undertake development and implementation of a mass promotional ride event similar to Montreal's Tour de 1'lIe.

Change made.

Continuing the Bruce Timmermans Cycling Awards and consider expanding their applications to a broader number of workplace categories and increasing the profile of the annual awards ceremony.

Being done as part of TravelWise and TDM employer outreach.

Developing a plan for providing trip end facilities such as secure parking, showers and lockers at all civic and Federal work places.

 

Replace specific references to "CAN-BIKE" in this section by "cycling skills education".

Change to CAN-BIKE reference not made. See comments above.

Making bicycles readily available for use by City and Federal staff for business trips through a pool of bicycles.

 

If "Leadership by example" is to be meaningful, this must be a Policy Recommendation for the City.

Some federal government departments have a bike share program available for their employees. A similar program for City staff will be dependent on resource availability.

Helping to ensure the safety of employees by making CAN-BIKE courses available on City and PWGSC time and supported through the training and development budget.

 

Strongly support, except replace "CAN-BIKE" by "cycling skills education". In all likelihood, a tailored course would work better than CAN-BIKE II.

Change not made. See comments above.

Replace "disobey the law" with "endanger themselves and others by committing moving offences". Cyclists who don't have bells or reflective tape are not an enforcement priority.

Current wording implies same.

Add: “Protect bike lanes by bylaw against illegal stopping and parking by motor vehicles, to ensure safer and efficient travel by cyclists."

 Enforcement is undertaken when resources are available.

Continue to support and enhance cycling education programs and cycle skills training initiatives such as the CAN-BIKE courses that produce and create an awareness of safe cycling practices for all road and pathway users and the public.

 

Replace "CAN-BIKE" with "cycling skills education".

Change not made see comments above.

Co-ordinate efforts to support and enhance bicycling with all other interested and effected parties to promote efficiency by helping to avoid duplication, allowing continuity and taking advantage of economies of scale.

 

Support. Change "effected" to affected".

Change made.

Work with the Ottawa Police Services to improve cycling safety by increasing the effective enforcement of motorists, pedestrians and cyclists for both on-road and off-road pathway users, in compliance with regulations of the Highway Traffic Act and Municipal By- Laws. It is also recognized and encouraged that the bicycle be used as a law enforcement tool for trained policed officers who act as role models for proper cycling behaviour in the community.

 

Support, with the proviso that enforcement should be targeted at moving offences, riding at night without lights, sidewalk cycling, and similar behaviours that endanger cyclists and other road and sidewalk users. Change "Work with the Ottawa Police Services to" to "Request that the Ottawa Police Services". Add: "Request he Ottawa Police to significantly increase the amount of traffic law enforcement done by officers on bicycles."

Change not made. The number of police officers on bicycles is an OPS staffing matter and outside the mandate of the OCP. We will continue to work in partnership with the OPS.

Adopt a leadership by example role and be a model and showcase to other municipalities and employers, by implementing infrastructure and innovative programs that support, encourage, educate and enforce safe cycling. City employees will be encouraged to use bicycles to commute to work and for travel on City business, secure parking with showers and locker facilities will be provided at City owned and operated buildings, and employees that use bicycles will be encouraged to take an effective safe cycling course.

 

Strongly support. Delete "innovative". There are cycling promotion activities and programs which have been in existence for some time which simply need resources to be more effective, not more innovation.

Change noted previously.

Work with the Ottawa Tourism and Convention Authority, the private sector and other tourism stakeholders to identity, promote and market the City as a cycling destination for tourists, visitors and vacationers, highlighting the bicycle friendly nature of the area with its many attractions, bicycle facilities and support services.

 

Strongly support. This requires developing a strategy first.

A strategy will be developed in conjunction with TravelWise and TDM employer outreach.

Support inter-regional cycling tourism and travel by co-ordinating with other agencies, interest groups, municipalities and the private sector for bicycle route connections beyond the City's boundaries and by supporting initiatives to have intercity passenger terminals that accommodate cyclists.

 

Strongly support. Add Cycle Ontario Alliance to the list of partners.

 

 

 

 

 

 

Change made.

The Cycling Network and recommended programming and other initiatives should be implemented in two phases over 20 years.

 

Replace "in two phases over 20 years" with "in five-year phases over 15 years with progress measured and the schedule re-evaluated at the end of each 5-year period." We strongly recommend reducing the implementation period to 15 years because that coincides with the end point of the current Official Plan (2021) as well as being a time period that is more likely to produce actual results.

Done. Agree that this is advantageous but implementation needs to be assessed when appropriate.

This table shows only 16.9 km of wide curb lanes in the City of Ottawa.

 

This figure (16.9 km) has to be incorrect. Designated cycling routes with wide curb lanes like Holland, Fisher, Gladstone, Byron, Richmond Road, Baseline (sections without bike lanes), are already well over this distance, without even looking at east of the canal, downtown, Kanata or many other areas. This figure needs to be re- evaluated. Surely it also affects the costing?

Table changed to 28.7 km.

Add: "Maintenance and reconstruction of existing infrastructure should be assigned a higher priority than new construction." Note concerns above re numbers in Table 6.1. We strongly support the continued use of Albert and Slater Streets, the Mackenzie-King Bridge, and Stewart Street as the major designated east-west cycling route through downtown, not interrupted by the LRT route in the same corridor.

Plan recommends high maintenance.

A bike lane may in fact be a more dangerous treatment than a wide shared lane, depending on the location of on- street parking, number of entrances and volume of turning vehicles per block, and type of adjoining land use. Replace with "When a road with an existing cycling facility is resurfaced or reconstructed, consideration should be given to improving the design of the facility in light of collision reports, cyclist complaints and any other noted deficiencies"

TAC standard are used.

The OCP should be reviewed and given consideration by City staff when roads or other infrastructure projects are identified and / or scheduled; and

 

Replace "given consideration" with "strongly considered".

Current practice. Falls under the cycling coordinator’s job responsibilities.

The City should adopt a formal implementation process for network components, similar to that provided in Section 6.3.2 of this Plan.

 

Public consultation both with residents in the neighbourhood affected, and of cyclists using this route, should be emphasized.

Can be undertaken as part of OCP review.

The next review of Long-Range and Capital Works Plans and budgets should identify the annual implementation budget for the OCP.

 

Add "noting the current practice of including cycling facilities in the cost of road construction projects."

This is a recommendation that refers to development charges

City Council should provide funding for the implementation of the OCP for both infrastructure and programming costs, on an annual basis for the-duration of their term. Staff reports from City departments involved in the OCP should provide suggestions to Council as to how continued funding could be provided for the Plan over the proposed 20-year implementation period;

 

Support. Add "Multi-years spending plans shall be developed and presented in the annual budgets to City Council."

Budget issue.

Note that CFSC has proposed changes to these guidelines, later in this response. Change to: "City staff should refer to the Technical Appendix I: Planning and Design Guidelines of the OCP." The guidelines have broad application to all City facilities, not just the network.

Guidelines revised.

That good engineering and fiscal judgments on the part of the City's Professional staff should guide the City in its application of the recommended Planning and Design Guidelines of the Ottawa Cycling Plan.

 

Tautology? Unclear why this is necessary. The Plan is an important policy document. It must be complete and clear enough to minimize the majority of judgment calls as is proposed. Such a statement immediately calls into question the effectiveness and value of this Plan.

Designed to take advantage.

This table calls for spending $1,102,000 on bike lanes on local roads.

 

Opposes this expenditure. The Decima 2003 Cyclist Profile Survey shows that 98% of cyclists are already comfortable riding on these roads. In addition, this is likely to cause conflicts between cyclists and cars parked in bike lanes, and with local residents. We strongly recommend redeploying these funds into bike parking and cycling promotion and education. This table is subject to further review and analysis.

Agree, change made, most bike lanes on residential streets have been removed from the Plan.

Add after "cycling use", ", combined with cycling skills courses aimed at improving safety and confidence riding in traffic, and information on route choice and other information to improve commuting comfort and safety." The City needs to take action to ensure it minimizes its liability in such a partnership. The Plan itself states that just providing bikes or facilities will not increase the number of cyclists or displace undesired auto trips by more desired cycling trips.

Plan addresses these concerns.

All cycling and promotion efforts undertaken by the City in the future should be consistent with the City's TDM strategy and work program.

 

Is there a missing word here? As this is currently worded, it's not clear as to the actual effect. Perhaps reword as "All cycling promotion and education efforts undertaken by the City in the future should work in concert with City's TDM strategy and work program."

Change made.

The City should continue including cycling data in the City's current traffic data collection program; and

 

Strongly support. Add: "City-wide traffic count data should be made available in a computer file to RCAC and the City's NGO partners on request, to assist them in identifying important needs and priorities for their work."

Change made.

The City, with assistance from the Cycling Round Table, should conduct Cycling User Surveys every two years and a statistically valid Public Attitude Survey at least every five years.

 

Add "Roads and Cycling Advisory Committee and" after

"with assistance from".

Taken into consideration dependent on available resources.

Endeavour to ensure the safe and comfortable year round operation of cyclists through the adoption, implementation and monitoring of bicycle maintenance practices and standards for both on and off road routes;

 

Replace "bicycle maintenance practices" with "bicycle- specific facility maintenance standards". The current wording could be interpreted as chain cleaning and lubing.

 Change not made but recommendation refers to road maintenance and not basic bicycle maintenance by including facility types.

Recognize the bicycle as an important element towards maximizing efficient operations of the transportation and land use system, by helping to reduce the space needed for mobility requirements such as parking, and being supportive of more intensive land use practices;

 

Strongly support. Replace "important" with "essential". Change "mobility requirements such as parking" to "motor vehicle parking".

Change not made. Present wording most appropriate.

Incorporate the bicycle as an important Travel Demand Management tools that helps reduce automobile dependence, lower peak hour congestion and the related need for new or wider roads.

 

Strongly support. Replace "important" with "essential".

Change not made.

Provide appropriate funding and resource support to cycling programs and initiatives, in recognition of the priority placed on this efficient and enjoyable mode of transportation, and its important role in supporting the achievement of the City's growth management principles to create a healthy, caring, creative, green and environmental sensitive community; and

 

Strongly support. Replace "important role" with "essential role".

Change not made

Monitor the implementation and effectiveness of the 2005 Ottawa Comprehensive Cycling Plan through measurements of priority achievements, counting programs, surveys and target modal splits.

 

Strongly support. Add to the measurement list: "cyclist collision rates from police MVARs, cyclist injury records from hospital records" .The monitoring plan should also include the monitoring criteria developed by the Ottawa Cycling Advisory Committee in its comments on the Official Plan and the Transportation Master Plan. Individual cyclists, the cycling advisory committee, cycling groups, and community groups should be involved in monitoring and assisting in implementation of the Cycling Plan to ensure it is relevant. The email and postal address database collected by the City from those who have attended public open houses or submitted comments should also be more actively used in order to disseminate information and to obtain further comments from interested parties.

Undertaken as part of corporate performance measures.

 

DOCUMENT 6

 

ROADS AND CYCLING ADVISORY COMMITTEE - DETAILED COMMENTS

 

The following are detailed comments provided by members of the Roads and Cycling Advisory Committee following staff's presentation of the OCP on May 20th and May 27th, 2008.  At the May 27th meeting, RCAC passed the following motion:

 

“That the Roads and Cycling Advisory Committee (RCAC) support the Ottawa Cycling Plan as proposed with staff recommendations”.

 

Many of the comments below are very detailed in nature, while others suggest future work. Staff agreed to continue to work closely with the RCAC members on the Ottawa Cycling Plan, and the detailed comments and suggestions that follow.

 

Comment

Response

I come from a construction administration background and I do not only look at transit/transportation issues from a user of the infrastructure perspective, but also from a design and construction perspective. As such, and in order to provide my comments prior to the May 30 deadline indicated at the meeting, I would like to offer the following questions for your consideration:

 

1.        Has a constructability review (Preferably a third party review) been conducted to verify that the existing / proposed network can actually be constructed/expanded in the areas indicated in the OCP?

 

 

2.        Has the illumination of the pathways and/or trip-end facilities been considered?

3.        In order to obtain private and/or public "Buy-in" of the overall plan, has any consideration been given to incorporating cycling pathways into the "Adopt-A-Park" & "Adopt-A-Roadway" programs? 

4.        Does the COO have some form of preservation management guidelines that apply to the maintenance/repair/reconstruction of the facilities proposed in the OCP? 

5.        Is there any intension by the COO to have the on-road facilities recognized in the HTA?

6.        Has the implementation of the OCP been reviewed in relation to the new 2008 Comprehensive Zoning By-Law due to be enacted in June 2008?

 

 

As a general comment in regards to allowing cyclists to use bus lanes, in my experience having worked in and around the Transitway routes, this option could work if the COO intends to initiate a driver training initiative based on the requirements and expectations of the OCP as well as a public awareness campaign of the risks involved with operating a bicycle in and around buses. It was my understanding in 2007 that OC Transpo had upwards of 900 buses on the roads during the morning and evening peak periods to accommodate ridership demands and they operate on very tight scheduling and if cyclists are seen as impacting operations and/or as potential hazards, OC Transpo will not be very receptive and nor will cyclists if they cannot operate in these lanes safely.

 

 

 

 

 

 

 

Part of preparation of the plan and for consideration on a project-by-project basis. Alternatives may be found.

Not as part of this plan

 

Will be looked into

 

 

Council-approved maintenance standards exist

 

Cycling included in HTA

 

OCP Parking requirements in new Zoning By-law. To be referred to PTE

 

Cyclist use of bus lanes currently being studied by staff

 

 

 

 

 

 

 

General

I.  The report reflects a lot of careful work and deserves commendation.

II. It was developed over a number of year and the text shows a weaker approach

 initially and stronger as it moves along.  Today Cycling comes right after

Walking and before Transit in the now clearly stated City administration priorities

(this was not the case even 2 years ago).

III. With Ottawa heading for a period of extensive transportation and congestion

turmoil as a result of the implementation of LRT including a tunnel construction

downtown; one of the ways to mitigate such turmoil is to be ready with the

cycling infrastructure which will require advancing some of the work.  This is a

once in a lifetime opportunity (see Councillor motion above).

 

Additions for consideration:

1)  Include quarterly reports

 

2)  Review the Montreal plan for ideas such as for taxis to carry bicycle racks

3)  Implement the cycling maps on the same website as OC Transpo (à la

Mapquest)

4)  Include the elements of the Paquet report on the NCC re expanded  Transportation role (still at the review stage by the Federal Government) and address cycling utility paths as opposed to recreational paths

5)  Potential reference to Buses and Cyclists sharing lanes

6)  Clearly identify education of Truck and Bus drivers

7)  Strengthen the cleaning policy especially re glass slivers generated as a result

of car accidents or city sweepers breaking glass during the sweeping process or

glass being dropped during the garbage pickup process.

8)  Add the road repair crew training as a key element along with generating a

specific engineering standard that includes clearly quantifiable elements.

9)  Refer to Provincial pilot on electric bicycles and tax free option.

10) Will Segways be allowed in bicycle paths? Could check how Alberta does it.

 

 

11)  Strengthen partnership with Mountain Coop

 

 

 

Specific elements

P2-2 correct order walking

P2-6 educate truck and bus drivers and better cleanup after accidents i.e. include in operating procedures of tow trucks

P2-7 identifies report four year late…now have opportunity to accelerate ahead of schedule with planned road construction turmoil

P2-8 add quarterly report and future elements to be addressed during the next quarter

P2-9 travel options scooters, Segways, utility cycle only lanes

P2-10 Some traffic calming puts cyclist at risk by pushing them back into the main stream of traffic.  Use worldwide practices such as Vermont

P2-11 Expand on new proposed mandate for NCC

P3-1 Fully  agree that current system is discontinuous

P3-7 Re safety add  debris, pot holes, uneven storm sewers

P3-11 Educate bus drivers

           Clarify about in-line skates

P4-16 Document needs to reflect 20/20 priorities

P4-19 Question if standard high enough to be a model for other tenants

P4-22 What about weather protection?

P4-28 Why the drop in use of racks?

P4-31 Explain 4-23 and 4-24 why multiuse?

P4-33 Add standard in contract or work crew instructions

P5-2 Education of truck, taxis and bus drivers

P5-3 Mapquest equivalent for cycling

P5-4 Partnership with Mountain Coop see P 5-7 refers to Toronto

P5-15 For Kids refer to Norwegian model

         Add engineers and road crew repair personnel

P5-18 Refer to new NCC proposed mandate re Transportation hence need utility

paths

P5-20 No tax provincial tax on bicycles up to $1000.00

P5-22 Greatest impediment is inadequate infrastructure

P-23 Use OC Transpo concept of from-to

5-25 Canal event in the Winter 5-15 b)

5-27 Add utility paths for NCC under new mandate 5-16 b)

5-31 City needs to say about Segways. What about in-line skating and scooters

5-35 Use Vermont as model 5-19

6-5 Example of path/no-path even when repaved last year Hunt Club at

Hawthorne

6-10 Where do traffic and road crews fit?

Figure A-1  needs to be broken up preferably by year

 

Noted.

 

 

 

 

Noted. This would form part of Traffic Management discussions related to such a major construction project.

 

 

 

Staff will update RCAC regularly

Staff will review this plan

To be considered.

 

Will discuss with NCC staff.

 

Noted.

Noted.

Council-approved roadway maintenance standards.

 

Same.

 

Noted.

Segway use on roadways governed by HTA.

 

Noted and already have a strong relationship through Cycling Maps.

 

 

All detailed comments noted and where possible will be dealt with administratively

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

- It should be underlined that this plan is excellent and should be adopted in full. The network concept in particular provides an important basis on which cycling in the city can develop over the coming decades. City staff should be commended for the depth of detail and planning that has gone into this document.

- When practical, it is important to ensure that there is adequate lighting on off-road paths. Improved visibility at night makes for safer cycling conditions in that it is easier to see other cyclists, pedestrians, or debris on the path, but it also creates a safer public environment, reducing the opportunity for crime.


- It would be beneficial to have some sort of progress measurement (e.g. amount of path constructed, attributable change in modal split, etc.) brought on a regular basis to RCAC, especially as the advisory council thinks ahead to the 5-year review. Though I am unsure if it is practical, it would be useful to know what parts of the plan had the most affect on encouraging cyclists (i.e. new infrastructure vs. education vs. external factors such as gas pricing).

Agreed.

 

 

 

 

Lighting issue can be further examined as a supplementary project resulting from the adoption of the OCP.

 

Staff agree to provide regular updates to RCAC.