Life Cycles

Not Your Typical Bike Movie

Cyclist Killed Near Inappropriate Pathway Detour Route

On August 13, 2010 a cyclist was killed while riding along city streets in the area of the official detour route for a section of National Capital Commission (NCC) pathway along the Ottawa River that was closed for rehabilitation.

This post is not meant to assign blame for this tragedy. I will leave that to the appropriate authorities. I also want to make it clear that I rode the official detour route and it seemed perfectly comfortable and safe to ride, for me.

That being said, the Ottawa Citizen article did raise concerns about cyclists detouring through the neighbourhood streets which I wish to address. Indeed, there are many people who choose the shared pathways to cycle because they do not feel comfortable riding on the roads and it seems appropriate to attempt to keep a pathway detour on pathways as much as possible. In this case, when there is a parallel pathway running alongside the detour route, not using it and detouring further away on city streets seems completely inappropriate. I have not been using the official route but an unofficial detour that I mapped out several weeks ago (and shared with others) before the official detour route was marked.

Click on Map To Enlarge
As you can see the official detour (and my route) follows alongside Carling Avenue for a bit on the paved shoulder. It then, out of necessity, goes down Maplehurst Avenue and then along the parallel pathway. My unofficial detour continues along the parallel pathway until it reaches the end of the construction zone and continues on an open and rideable section of the main pathway. For some reason the official detour leaves the parallel pathway at Kempster Ave. and meanders through city streets not joining the main pathway till well past the end of the construction, as the map above indicates.

As soon as I saw the official detour route I wondered why it did not follow the most logical and appropriate route rather than taking cyclists, many who choose to ride the pathways to avoid the roads, onto city streets.

UPDATE AUGUST 16, 2010

Today construction has started on the dark blue section of the detour. The old asphalt has been removed and new gravel put down and it appears to have been packed down by a roller. That section of pathway is now effectively open and being used, at least till they start repaving it. The rest of the detour, blue section, has the old asphalt removed, new gravel down, and rollers were on it today.

UPDATE AUGUST 23, 2010

All of the pathway construction is paved (lines not painted) and effectively in use, although not yet officially open.

UPDATE OCTOBER 20, 2010 (from NCC)

Re-opening: Ottawa River Pathway

The rehabilitation work of the 2 km of recreational pathway between Carling Ave. and Britannia Rd is completed. The NCC has done its final inspection and the pathway has officially re-opened.

Marie Lemay Gets it Right Again

It looks like the National Capital might have a new crusader against the hegemony of the automobile in our society.

Last month she was promoting turning "the national capital into a cycling role-model for Canada" and this month she wants Ottawa and Gatineau "to put public transit at the centre of their plans for city-building, today and over the next 50 years".

The position of head of the NCC has often been criticized for being an unelected and unaccountable position. However, as NCC CEO, Marie Lemay has shown more leadership than our elected Mayor "Photo-op" Larry ever has.

Let's Send Clive to Copenhagen

I would like to congratulate the National Capital Commission, and in particular CEO Marie Lemay, for their enlightened approach to cycling in the capital. The Ottawa Citizen reports:

Ottawa has a car-first, bike-after attitude, says the chief executive of the National Capital Commission. And Marie Lemay said residents have to decide if that's really the way they want to build the future of Canada's capital.

One of the fundamental things that I think we need to have a discussion about is, do we want our National Capital Region to be bike- and pedestrian-friendly? And if the answer is yes, we have to be ready to do the things that implies. It might mean it will be more difficult for cars, for example, she said.

Do we make the decision that bikes and pedestrians come first? And if we do that, everything else follows.

Lemay said the place of cyclists and pedestrians will be a central question in the NCC's new, three-year initiative to develop a plan for Canada's capital. Public discussions on the plan are to begin this summer.

The Ottawa Citizen further reports:

The head of the National Capital Commission says she hopes Ottawa Mayor Larry O’Brien will join her and Gatineau Mayor Marc Bureau as they travel to a major bicycling conference in Copenhagen in June to pick up tips on how to turn the national capital into a cycling role-model for Canada.

“If it is him, I’ll be thrilled and, if it’s not, and it’s a councillor, I’ll be very happy. The important thing is that we do have a political champion with us,” said the NCC’s CEO.

Mayor Larry O'Brien as a political champion of cycling does not seem to be a very good fit. Indeed, we need someone to go the the conference who is already a political champion for cycling, who has the background and can come back even more enlightened and energized to lead Ottawa into a new future that is not dictated by the automobile. Who better to fill that role than Councillor Clive Doucet, who will almost certainly be back on Council after the next election, unlike Mayor Larry who does not even know yet whether he wants the job.

The Velo-city Global 2010 conference will feature four days of presentations and discussions by cycling experts and policy-makers from around the world. Topics include cycling in mega-cities; cycling in cold, hilly cities; suburban cycling; and lifting the social status of the bicycle, among many others.

The sheer fact of being in Copenhagen and observing the cycling culture there is also an important aspect of the trip, Lemay said.

“They definitely do put cyclists and pedestrians first. Even the signage at street lights. The priority is not to the car,” said Lemay.

“To see that and be immersed in a totally different way of thinking, then you can see that it can actually be done. I’m hoping from there, you move backwards, and say, ‘what do we like about this, and how can we get there?’ ”

Although the NCC has maintained recreational biking paths in the national capital region for 40 years, Lemay said she realized last summer the importance of moving beyond those paths to create a safe, integrated network of cycling lanes and pathways across the downtown cores of Ottawa and Gatineau.

One thing Marie Lemay has right, and that Clive Doucet would agree with, is that we need to build a city for ordinary cyclists. As the Ottawa Sun reports:

“When you have Lance Armstrong sending in a bib from the Tour de France, I mean, that accident went around the world,” said Doucet. “I think people are beginning to realize Ottawa is a wonderful place to be a recreational cyclist, but a terrible place to be an ordinary cyclist.”

Doucet said the reputation Ottawa had built as a cycle-friendly city had little to do with the municipality’s efforts. The National Capital Commission established and continues to maintain the vast network of bike trails that earned the city its good standing in the first place.

“If you strip away the NCC shared bicycle pathways, the city has nothing,” said Doucet.

Lemay makes the point that while avid cyclists may cycle anywhere and everywhere all the time ordinary cyclists will only cycle if they feel it is safe.

Lemay, who lives in Chelsea, said she owns a bike but is not an “avid cyclist.”

She said she’d love to bike around downtown Ottawa, but she’s concerned about safety on city streets. She believes this gives her something in common with other people who would like to use their bikes more, but don’t feel comfortable cycling in traffic.

“This is not about accommodating the avid cyclist. This is about integrating cycling into a sustainable mode of transportation,” Lemay said.

“It’s not about just one segment of the population. It’s everybody. It’s me. It’s all the other people that could be using their bikes if it was safer. If it was easier.

The City of Ottawa has to show that it is serious about changing from being subservient to the automobile to embracing the future, a future that already exists in much of Europe.

I have already presented my ideas and I encourage everyone else to let the City and the NCC know what they think.

Winter Biking

Well, I have actually got into the winter biking thing and pedalled over 230 km since December on the winter bike with the studded tires.

The Winter Bike
Most of my riding is around the communities of Bridlewood and Glen Cairn on the neighbourhood collector roads which are usually always clear. Lately due to the lack of snow even the side streets have been easily rideable.

The cold has been somewhat of a challenge, as biking adds about an extra 15 km/hr wind chill, so my rides have typically been limited to 15-20 kilometres.

I have to say that I am quite pleased and somewhat surprised at how well the cheap Supercycle performs, even the gears are shifting well despite the cold and slush, although I have been bringing the bike inside every week or so to clean and lube. I've been using pretty heavy lube - lithium grease and chain saw bar oil, which I am pretty sure would get the bike clogged up with gunk from the trails in the summer, but it seems to help protect from the salt and slush in the winter.

The studded tires are also fantastic. When I first started riding them I would look for every piece of ice I could to test them on. The other day I was over on some new subdivision roads where they have not been working in the winter and found lots of ice to tool around on and it was like riding on bare pavement.

The only problem with the cheap bike is the lack of suspension on some of the hard packed walking trails that are not cleared (gravel rather than pavement underneath) and even though they don't look so bad you can really feel the bumpiness without suspension so I don't usually last very long on those sections.

The actual forest trails are much smoother than that, and due to the recent trail conditions I was actually able to ride a few times on the Old Quarry Trail where the snow is packed enough that I just rode along top without sinking in, and wide enough I could ride alongside the ski tracks where there were any. Even people walking the trails are not sinking in. Other trail users seemed more amused than anything and I often stopped to chat with them. One asked me if I was patrolling the trail, probably because I had my yellow reflective vest on that I wear to be certain to be seen in traffic.

A Typical Ride on The Winter Bike (click to enlarge)
I am still looking forward to the new biking season and getting out on the good bikes but the winter bike is at least keeping me pedalling and it will be something to ride in the spring until they stop dumping bike-killing salt on the roads and paths.

Cycling and Safety in Ottawa

This is being submitted to the City of Ottawa Roads and Cycling Advisory Committee and to selected city councillors.

I am primarily a recreational cyclist, not a commuter. I love riding the trails on my mountain bike but most of my kilometres are put on my hybrid on the paved and gravel pathways, though I do ride the roads on occasion and am just starting to ride in the winter.

Ottawa Police Service's Inappropriate Response to Cycling Injuries Caused by Motorists

This post/submission is inspired by this cycling season's large number of injuries and deaths to cyclists at the hands of motorists and the Ottawa Police Service's inappropriate response of targeting motorists and cyclists equally. A proportionate response is not appropriate because the impact and the risks are not proportionate. Motorists kill cyclists with their vehicles. Cyclists don't kill anyone with their vehicles, and are only a risk of minor injuries to pedestrians in the overwhelming number of situations. Yes, cyclists should obey the rules of the road, and I will deal with that, but motorists are the real threat of injury and death and that is where the bulk of resources should be targeted. Now that I have stated the obvious let us move on.

The police need to move aggressively against reckless and impaired drivers because they are a real threat to everyone on the road, but particularly to cyclists who are not protected by a metal box. Crashing into another vehicle can cause damage, crashing into a cyclist can kill them. While the threat from bad and aggressive drivers is the most obvious, the biggest threat to cyclists is from otherwise good drivers who are unaware of cyclists and the potential threat motorists pose to them.

Cyclists are on the roads, and they have a right to be on the roads. The most important thing that we can do to protect them is to make drivers aware of this, so they are thinking of cyclists whenever they are driving and watching for them. And cyclists need to follow the rules of the road and be where they are supposed to be.

The City of Ottawa website lists some of these rules. Perhaps the most important is "Never compromise your safety for the convenience of a motorist".

More information on cycling in Ottawa is available on the City of Ottawa Website Cycling Page, including the City of Ottawa Cycling Map.

I have a rule for motorists - do not give up your right-of-way (unless you need to avoid an accident). The rules are there so everybody knows what to expect from everyone else. If you give up your right of way to me, with a gesture or whatever, I may be aware but other drivers might be confused. I am happy to wait my turn.

The key thing is awareness of other road users, where they are and what they are going to do. The rules of the road exist so all road users know what to expect, that is why it is so important that everyone follows them.

Stop Signs as Yield Signs For Cyclists - The Idaho Experience

There are already some differences in how the Highway Traffic Act applies to motor vehicles and bicycles, such as the requirement that bicyclists stay to the right and allow motor vehicles to pass, unless it is dangerous to do so. I would like to suggest another difference be implemented and that is the Idaho practice of allowing bicyclists to treat stop signs as yield signs.

The main difference between a bicycle and a motor vehicle is that a bicycle is human powered - having to stop means losing momentum and having to rebuild it again when starting up. This can be particularly frustrating on a hill. The other big difference of course is that a bicyclists is not in a metal cage and thus has a much clearer view all around him than someone in a car. And the biggest difference is that a bicycle is much less dangerous than an automobile.

Experience indicates that allowing bicyclists to treat stop signs as yield signs is safe. As cyclist are going slower to start off with they can easily slow down and check for oncoming traffic without coming to a full stop. The complete stop is what causes the most significant momentum problem. Slowing down enough to check for oncoming traffic allows one to continue, if safe, while conserving considerable human energy.

In the long term this would require the city, along with other cites, to lobby the provincial government to change the law. But in the meantime the police could adopt a policy of only charging cyclists who go through stop signs if they do so in a dangerous manner. It is not unusual for police to prioritize their enforcement policies.

This would also require a public education policy so that cyclists would know what is expected of them, and motorists would understand the reasoning behind the policy. Cyclists at the moment realize they could be charged no matter what speed they go through a stop sign. I would expect this new approach would lead to many cyclists being more cautious at stop signs than they now are.

The Idaho legislation states:

IDAHO STATUTES
TITLE 49
MOTOR VEHICLES
CHAPTER 7

PEDESTRIANS AND BICYCLES
49-720. STOPPING -- TURN AND STOP SIGNALS. (1) A person operating a bicycle or human-powered vehicle approaching a stop sign shall slow down and, if required for safety, stop before entering the intersection. After slowing to a reasonable speed or stopping, the person shall yield the right-of-way to any vehicle in the intersection or approaching on another highway so closely as to constitute an immediate hazard during the time the person is moving across or within the intersection or junction of highways, except that a person after slowing to a reasonable speed and yielding the right-of-way if required, may cautiously make a turn or proceed through the intersection without stopping.

Source: Idaho Statutes

More information on the Idaho legislation an experience can be found here:

Toronto Star article

Bicycling blog

Bicycle law blog

Bicycle Civil Liberties Union

Clarifying the Rules Regarding Pedestrian Crosswalks

The Highway Traffic Act includes the following provisions:

Definitions
1. (1) In this Act,
“pedestrian crossover” means any portion of a roadway, designated by by-law of a municipality, at an intersection or elsewhere, distinctly indicated for pedestrian crossing by signs on the highway and lines or other markings on the surface of the roadway as prescribed by the regulations;

Riding in pedestrian crossover prohibited
140.(6) No person shall ride a bicycle across a roadway within a pedestrian crossover. R.S.O. 1990, c. H.8, s.140 (6).

Riding in crosswalks prohibited
144.(29) No person shall ride a bicycle across a roadway within or along a crosswalk at an intersection or at a location other than an intersection which location is controlled by a traffic control signal system. R.S.O. 1990, c H.8, s.144 (29).

I think it makes good sense not to allow cyclists to ride their bikes on crosswalks along sidewalks. Cyclists should not be riding on the sidewalk so they should not be riding on crosswalks.

However there is one situation where the wording of the law may create ambiguity, I am talking about road crossings where shared use paths intersect with roadways. Since the pathway is shared all the way up to the roadway, there is no reason it cannot be shared across the roadway with cyclists remaining on their bikes when crossing the road.

The solution is to simply have the city clarify it's documentation and signage to make clear that shared use pathway crossings are not considered pedestrian crossovers or crosswalks.

Rules of The Shared Pathway - To Ring or Not Ring Your Bell

As we discuss the rules of the road let's look at the rules or conventions of the shared pathway. While I have my understanding of them, it is clear that there is no common understanding amongst pedestrians and cyclists.

My understanding is that all users of a shared pathway should keep to the right, allowing room for both pedestrian and bicycle traffic to move in both directions. Since pedestrians walk on the pathway, not alongside it, they should not be walking in the opposite direction of the pathway traffic. They also should not take up both sides of the pathway, though I am willing to be lenient in this regard as long as they move over for oncoming traffic or traffic that wishes to pass them, whether it be cyclists or joggers.

For that reason pathway users, whether pedestrians or cyclists should always be aware of their surroundings. Please leave the headphones at home when out in traffic, whether on the roads or the shared pathways. You do not have to always be plugged in and disconnected from your surroundings. Sometimes I think the Walkman and the IPod are the most evil and dangerous inventions of mankind.

Let me say this to the pedestrians on the pathway. Now that you are aware of your surroundings and I am approaching you, it is a simple matter to ring my bell to alert you of my presence. It would be a simple decision if I could predict your reaction but I cannot. I know what my purpose is - not to tell you to get off the path, but simply to alert you of my presence and to allow groups of pedestrians to move into single file on the right. However all to often the response is for pedestrians in groups to scatter all over the path or for those walking along the right to move over to the left and into my path. It would make both our lives much easier and safer if upon hearing my bell, you just glanced my way to acknowledge my presence and stayed or moved over to the right in single file to allow me to safely pass. In exchange I will slow down and give you sufficient time to do this.

Life on the shared paths would be much simpler and safer if this approach was adopted as the convention by all pathway users, and perhaps made part of a public education campaign.

Bike Lanes - What Are They

One would think that determining this would be pretty simple.

As far as bike lanes are concerned it was always my assumption that the lines along the roadway about a metre from the curb indicated a bike lane. However, I discovered a couple of problems with that.

The first is that those lines appear on many streets where the City of Ottawa cycling map does not indicate a bike lane exists. Also, in many cases those lines appear along roadways where parking is allowed making the apparent bike lane meaningless because it is dangerous to be moving in and out of the roadway between parked cars.

Something more problematic is the City of Ottawa ad stating that cyclists should ride a meter out from the curb and and the following from the city of Ottawa website which states: "Cyclists generally ride in the right-most through lane, about one metre from the curb or parked cars." The apparent bike lane markings are about a metre from the roadway so if cyclists followed the City's advice they would be riding alongside the apparent bike lane rather than in it, causing motorists to be upset that the cyclist are not riding in what they think is the bike lane, and potentially causing confusion for everyone.

We really need some clarification here.

Shared Pathways - What Are They

You would also think that determining this would be pretty simple. My basic rule has always been that if it is cement it is a sidewalk and if it is asphalt that it is a pathway. But again, looking at the City of Ottawa cycling map, many asphalt pathways are not shown. For example the pathway along Carling Avenue from Holly Acres Road to Moodie Drive is officially designated as a pathway while the pathway along Eagleson Road from Cadence Gate to Hazeldean Road is not, even though they have similar characteristics. Both run along major roadways where many cyclists would be leery of riding on the road and both provide connections between neighbourhoods as well as connections between other pathways.

Indeed, the Eagleson Road pathway connects Bridlewood to the Hazeldean Mall and the Hazeldean community as well as to pathways that connect through Katimavik to Beaverbrook. I would strongly recommend that this route be officially designated as a shared pathway.

For purposes of clarity I would also suggest that all asphalt paved pathways be so designated. If the city wants something to be a sidewalk they should build a proper cement sidewalk.

The Big Issue - Separating Bicycles and Automobiles

This past fall a friend of ours was involved in a vehicular collision when the approaching vehicle veered into his lane. Luckily he survived, though with significant injuries. The people in the other car were killed. He survived because his vehicle was larger and provided better protection. In a collision between a bicycle and a vehicle the cyclist will always be the one to suffer greater injuries or death.

Though I have always tried to avoid riding on the road I have always felt safe when doing so. As long as I obeyed the rules of the road and acted as a vehicle I expected other vehicles to do likewise. Even while driving down the bicycle lane along Hunt Club Road with heavy traffic whizzing by me I felt safe because I had my own designated space. It never really occurred to me that a driver would deliberately drive into the bike lane and maim or possibly kill me. Now it does because we know that that happens way too often.

The only real solution that treats cyclist lives as seriously as motorists lives is to adopt the European approach and separate cyclists from motor vehicles.

I would like to see Ottawa adopt it's own version of this approach built on the existing network of pathways. While dedicated bike paths would be nice to have and would allow for a faster flow of cycling traffic the shared pathways we have now work quite well.

However nothing should prevent cyclists who wish to from continuing to share the road with vehicles.

That being said, providing an alternative to riding on the roads has the potential to substantially increase the number of recreational cyclists and the number of cyclists who commute regularly for work, shopping and other tasks beyond recreational cycling.

So we start by building on the existing pathway network to extend it to a true network that provides connections between all Ottawa communities and neighbourhoods, as well as connecting to the NCC recreational pathway system. Preferably this would be a distinct network separate from the roadway system. Where the network did run parallel to roadways there should be physical barriers or barriers of significant space between bicycles and motor vehicles. The network should never have bicycles and motor vehicles sharing busy roadways only separated by lines on the road.

Of course we cannot have a separate system from door to door. The system would be between neighbourhoods. Cyclists would have to share less busy neighbourhood streets with motor vehicles. In the busy downtown core we should follow the European practice of having separate bike lanes on the sidewalks, rather than the roadways.

The system should be an all-season system. I have recently started winter cycling for recreational purposes and find that more often than not I have to use the roads, as the pathways are usually not cleared - some are not cleared for the whole winter. In my case, as a recreational cyclist, I can easily stick to the local arterial roads that are kept quite clear but commuters do not have a choice of routes. With no reliable pathway system in the winter they have to share the busy roads with motorists when it is the most dangerous.

If we want to encourage more environmentally friendly commuting we need to make a paradigm shift in our snow clearing priorities. I would propose this priority - sidewalks, shared pathways, public transit routes, other roads.

The most important first step is to build a shared pathway system that is uninterrupted and truly connects all Ottawa communities and neighbourhoods.

A Note on Bicycle Helmets

I would be remiss if I did not include this subject in this post/submission.

According to the Ontario Ministry of Transportation:

If you are under the age of 18 you are required by law to wear an approved bicycle helmet when travelling on any public road. Cyclists over 18 are encouraged to wear helmets for their own safety, but are not required to by law.

Source: MTO

It is unfortunate that the government of Ontario does not consider cyclists lives to be as important as drivers lives. Drivers and passengers in motor vehicles are required to use seat belts because they safe lives. The government does not seem to consider the lives of cyclists, who do not share the added protection of a metal cage with airbags around them, to be as worthy of protection.

There is extensive proof and studies as well as submissions from various medical organizations that bicycle helmets save lives and reduce injuries, yet we still do not require cyclists over 18 to wear seat belts. What is even more worrisome is the opposition to seat belt legislation from some so-called bicycle advocacy and safety organizations.

I am not going to outline all the evidence and submissions from medical experts here as that would be a treatise on it's own but I am going recommend that City of Ottawa to call upon the Ontario government to recognize that cyclists lives are just as important as the lives of motor vehicle passengers by passing legislation requiring that all cyclists wear helmets.

And a note to parents. Do you know where your daughter's helmet is after she is out of your sight. As one who passes them on the pathways often I can tell you that most of the time it is hanging from her handlebars. Part of the reason for this may be that, in my experience, there appears to be no enforcement of the helmet legislation for those under 18 years of age.

Final Words

It is vital that the City of Ottawa undertake a public education campaign for motorists and cyclists that stresses awareness of other users of the roads and pathways and the need for everyone to obey the rules of the road. Enforcement should be concentrated on the real danger to life and limb - motorists.

--------------------------------------------------------------------------------------------------------------------------

This is being submitted to:

Ottawa Roads and Cycling Advisory Committee
Stephanie.Brown@ottawa.ca

Councillor Peggy Feltmate
Peggy.Feltmate@ottawa.ca

Councillor Alex Cullen
Alex.Cullen@ottawa.ca

Councillor Clive Doucet
Clive.Doucet@ottawa.ca

Looking Forward to Next Biking Season

The Season in Review

As the snow falls and the salt trucks prepare to dump their loads of corroding crap on the roads and paths it is time for my season end report. I did my first below freezing ride Sunday and it was not too bad. This is the latest in the year I have ridden in recent history and I just might not stop yet.

Overall I have ridden 2684 kilometres (175 hours) this year, 508 (45) on the mountain bike and 2176 (130) on the hybrid.

My season had a poor start though with my riding only the 30 km route in the CN Cycle (formerly Tour Nortel) and dropping out of the first Ottawa Mountain Bike Association (OMBA) South March Highlands (SMH) Group Ride and never getting back into them. My first attempt at organizing a Greenbelt group ride also proved unsuccessful, hopefully just due to poor timing.

CN Cycle for CHEO

Ottawa Mountain Bike Association (OMBA)

But things did pick up and I got into the swing of things. The early part of the season saw a lot of rain and muddy trails so I spent a lot of time on the hybrid putting the kilometres on. When the trails dried up I did a lot of Greenbelt riding and ventured into the South March Highlands. I made a point of getting out on the old Kanata Lakes Trails to ride them before we lose them, as well as riding the upgraded Rockhopper Trail. I also had an interesting ride riding along the new Terry Fox Road right of way, after it was bulldozed for surveying.

Terry Fox Extension Caterpillar Track
Near end of the season I tried out a night group ride in the Greenbelt, where I managed to lose my helmet light. But that did get me back interested in night riding and the search for a new light began, and just as I decided on a new light to buy my light was surprisingly found on the trail by another rider. But it was too late, I had already decided to buy the better replacement light. That is until news of a new better and cheaper alternative was posted on the OMBA website. That is now my new light of choice, I'm just waiting for some trail reports from other riders, who are buying this light in droves, before I purchase it, likely in the spring.

OMBA :: Topic::Latest in lights....

My wife has decided that snowshoeing into work from Kanata to Stittsville just takes too long in the morning so we got ourselves a winter bike - a $100 Supercycle with $200 worth of studded tires for her to ride the two days a week she goes to Stittsville. So I might take it out sometimes during the rest of the week, as long as the weather does not get too cold - but that's a big "might" right now.

Another experience I had this summer was discovering the undocumented Stittsville Trails. And I use the term discover here in it's true meaning, just as the early explorers did - I found something that I didn't know existed but that others knew about and have used for long periods of time. It was still fun exploring them and mapping the trails to add to my collection of GPS Trail Maps.

Stittsville Trails
GPS Trail Maps Website

This was part of the impetus to reorganize and redo my trail maps and move them to a new home. The site can be found here:

Richard's GPS Trail Maps

It started with establishing a new site on blogspot and deciding to add trail descriptions as well as annotating the actual maps with more information. That led to adding photos and actually redoing some of the maps. I then decided to make the GPS data available which meant creating GPX data from the Google Earth kmz files for my earlier maps as I did not save the GPS files for them, as well as cleaning up the GPX files by removing overlapping tracks as much as possible. The project just sort of mushroomed, including photo sessions especially for the project.

And now I am looking at adding additional map views from different maps and satellite images, possibly over the winter, since I discovered another mapping program to add to my collection.

OMBA :: Topic::TopoFusion

Mountain Biking Advocacy

I was also busy this season blogging and making submissions to the City of Ottawa and the National Capital Commission on Mountain Biking Issues, in particular the South March Highlands Management Plan and the Greenbelt Master Plan Review.

My blog postings and submissions can be found here:

THE FIFTH COLUMN: Greenbelt Master Plan Review

THE FIFTH COLUMN: South March Highlands Management Plan

I will be presenting further submissions on both of these issues.

Other Mountain Biking News

This season saw OMBA's catweaver formalize her after school rides into MTBCAT - Mountain Biking Children and Teens to provide opportunities for children and teen to experience adventure through mountain biking and other outdoor activities. MTBCAT believes every child deserves the opportunity to explore the great outdoors so they provide the equipment. This is a great program that not only gets children interested in a great sport but also brings them into contact with nature, two things that many children today are missing. The program provides proper equipment to youths who otherwise would not have access to proper mountain bikes to learn on, as well as teaching them bicycle maintenance and repair skills.

Mountain Biking Children And Teens

MTBCAT and OMBA sponsored this years International Take a Kid Mountain Biking Day on September 26th.

This season also saw the announcement of the Joyride 150 Indoor Bike Park in the Greater Toronto Area, much closer to Ottawa than Ray's in the United States.

Joyride 150

As well there was the announcement of the closure of the MTB website a silvertouch and it's replacement by PrivateerMTB.

PrivateerMTB

Talking about MTB websites, the grandaddy of them all, MTB Kanata, is still around but struggling. Check it out.

mtbkanata.com

Looking Forward to Next Season

So here I am already thinking ahead to the spring and next biking season.

First thing on my mind is keeping and getting into shape and doing enough early season training to complete the full 70 km route in the CN Cycle for CHEO.

I also hope to get back into the OMBA SMH Group Rides as well as do more riding in SMH by myself, including the old Kanata Lakes Trails before they are gone. Maybe this year will be the year to get around to riding Outback again. My hope is to do a nice easy paced beginner group ride of Outback with the pace set by the slowest rider, and just hope it isn't me.

I also expect to do a lot of Greenbelt riding, in particular the mapping of Trail 10 and area near the Ottawa River and Trail 29 and connecting trails at Bruce Pit. I also plan to re-activate my series of weekly Greenbelt Rides rotating through the western Greenbelt Trails, including some night rides.

One ride in particular I have been planning for years is a 40 km marathon Greenbelt Trail ride of the western Greenbelt Trails. Maybe next season. Hopefully.

Finally of course will be lots of hybrid riding when the trails are too wet to ride. This past season I didn't get any real long 100km hybrid rides in, so hopefully next season.

Happy riding to all of you riding throughout the winter and see you on the trails in the spring.

Copenhagen Pedal Power

Read all about it here.

Gatineau Parkway: A Cyclists Dream or A Drivers Nightmare

In an earlier Fifth Column I stated:

A few weeks ago I was driving home from mountain biking along the Gatineau Parkway when I noticed just how little room there was for cyclists and motor vehicles to share the road. If I wanted to pass a cyclist I had to hug the yellow line, a dangerous thing to do if traffic is approaching me and only possible if the oncoming traffic sees the cyclist on my side and moves over to give me room, and impossible if there are motor vehicles and cyclists on both sides of the road. At one point I just had to follow behind the cyclist till it was safe to pass, fortunately he was moving at about 40 km/hr.

This can create very dangerous situations, especially if there are impatient drivers. Drivers should, however, be aware that, although used as such, the parkway is not a commuter route, it is a scenic route for tourists and residents to use to enjoy the park scenery and has a speed limit of 60 km/hr.

In many ways the Gatineau Parkway is a wonderful route for cyclists, scenic, winding and hilly. It could be a world class cycling route and a major tourist attraction and economic benefit to the region, if the safety problem was solved.

The National Capital Commission and The Royal Canadian Mounted Police are also aware of the safety problems and they have announced their solution, according to an article in the Ottawa Citizen which states:

Don't ride your bicycle in double file, in "packs" of more than 15 or speed through stop signs this summer.

The National Capital Commission and police are cracking down on cyclists and motorists in Gatineau Park as part of a share the road campaign prompted by the increasing number of traffic violations in the park each year.
…

RCMP Const. Suzanne Lefort said cyclists who ride in double file or in groups of more than 15 face $95 fines. Cyclists who run through stop signs face $15 fines, plus the loss of three demerit points if they have a driver's licence. Also, cyclists were warned about speeding last year, but this year they will be ticketed.

Drivers who exceed the speed limit by more than 40 km/h could have their vehicles impounded for seven days.

This has led to considerable reaction from the cycling community, including Letters to The Editor from Mike Abraham, Matt Surch, Alex MacKenzie and Avery Burdett.

Matt Surch describes the Gatineau Parkway as a road cyclists haven:

Cycling is a healthy practice with a rich tradition in the Ottawa Valley, home of the country's two oldest bike clubs, dating back to 1882. More than just a sport, cycling affords pleasurable movement through the city and its surroundings.

On any given day, hundreds of cyclists, many in their retirement years, seek the challenge of the hilly Gatineau Parkway to recreate, to live, on the bike. Many users ride the parkway more than once a week, for years.

Some ride alone, others in groups. By riding side-by-side, conversation flows. Other groups with a more competitive bent enjoy the parkway for its promise of training gains and the opportunity to practise road tactics such as drafting, working together as a group.

Yes, road cycling is in fact a team sport; working together to cover ground faster is the magic of cycling.

The parkway is special -- it is a haven for cyclists because it is a parkway; low car speeds are appropriate. Cyclists outnumber any other user group in the summer, including drivers. We feel like the parkway is our oasis in an otherwise hostile cycling environment.

Unfortunately, the NCC does not acknowledge cyclists on the parkway as a recreational user group. Instead, we are being treated just like traffic.

As the last quoted sentence indicates, the NCC does not see it that way, and that is the crux of the matter – should the NCC Parkway be seen as just another commuter road or as a recreational route for cyclists.

Of course the Gatineau Parkway is not just another commuter route. You don't close down a commuter route for a whole season, banning cars, and let a recreational user group use it as their own. But that is what is done with the Gatineau Parkway in the winter for cross country skiers. That does not stop people from using their vehicles to access the ski hills or trails or other recreational facilities. And it certainly contributes to tourism in the National Capital region and the local economy.

The Gatineau Parkway already has the hilly terrain that serious road cyclists love to ride and train on. So why not apply the same logic to the summer season, ban cars from the Gatineau Parkway, and take advantage of an even greater opportunity to turn the National Capital Region into an international destination for cyclists, not to mention providing a wonderful opportunity for local cyclists to develop their skills. It is such opportunities and facilities that produce Olympic Gold Medallists.

How To Not Close A Trail While Building A Highway Over It – The Vienna Experience

Another in my Austrian Reflections Series.

One of my pet peeves has been the closure of the Queensway pedestrian and bike underpass from the summer of 2007-2009 (don't know if it will open at all this summer) while construction is being carried out on the western portion of the Queensway near Kanata.

They do things differently in Austria. We were on mountain bikes along a trail that followed the Marchfeldkanal on the outskirts of Vienna and came upon the construction of a highway over the trail. As you can see from the photographs nobody felt that there was a need to close the trail and indeed children (with parents) and bikes were explicitly allowed on the trail.

The sign in German translates (according to Google)to “Forbidden to enter the site - Parents are responsible for their children”, which I understand to mean “stay on the trail”.

(click photos to enlarge)







These are some other photos from along the trail.

Why Mountain Biking Should Be Allowed on the Greenbelt Trails

Submission to the National Capital Commission Greenbelt Master Plan Review

By Richard W. Woodley, environmentalist, hiker, mountain biker, snowshoer, cross country skier, kayaker

The following statement, contained in an email from an NCC representative, dated May 12, 2006, makes it clear that the current NCC policy banning mountain biking on the Greenbelt trails is unenforceable.

We know that there is a lot of interest in off-road riding on Greenbelt hiking trails. On the other hand, section (16) of the NCC Traffic & Property Regulations states..."No person shall ride a bicycle on property of the Commission other than a driveway or on a bicycle path set aside by the Commission for the purpose...". While we have not actively tried to enforce this particular regulation, we do not condone the practice. There are long-term impacts on the trails and surrounding area, particularly rutting, trail erosion, trail widening as users veer off the designated route to avoid ruts and muddy surface, and destruction of adjacent vegetation. In the winter, we want to discourage bike riders who may travel across groomed ski tracks.

What is apparent, when one examines the facts, is that there are no legitimate reasons for banning mountain biking on the Greenbelt trails. In fact, there are numerous reasons why it should be allowed, and indeed encouraged.

There is a certain irony, some might say hypocrisy, for the NCC, an organization that is known for what I call the “NCCification” of trails, the flattening and widening of natural single track trails, and an organization that regularly uses heavy equipment and tractor-like lawn mowers on the trails, to claim that mountain biking damages the trails.

Even more than my desire to see the NCC adopt a policy of allowing mountain biking on the Greenbelt trails is my desire for them to adopt a policy of leaving all trails in their natural state and to do as little damage as possible to the environment when creating trails.

It is the creation of trails that has potential to do environmental damage, not the responsible use of them. Trails should be designed and built in a sustainable manner, a practice that interestingly enough has been developed and promoted by mountain bikers, and in particular the International Mountain Bicycling Association (IMBA).

Trails can be of great environmental benefit. First, by keeping trail users away from environmentally sensitive areas. Note that hikers are much more likely to go off the trail and do environmental damage to sensitive areas than mountain bikers are. Secondly, trails bring people into contact with the environment, learning to love and respect it and often becoming advocates for the environment.

People can be a great threat to the environment, the biggest impact being from development, bulldozing and paving it over, blasting and replacing forests and meadows with parking lots, buildings, and roads, a practice that the NCC has been known to be a party to.

On the other hand people hiking responsibly through the forest have no greater impact than deer or bears running through the forest, particularly when they are on a controlled trail system. The same applies to mountain biking where the scientific evidence indicates that hikers and mountain bikers and hikers have equivalent impacts on trails. See for example the reviews done by the International Mountain Bicycling Association and the New Zealand Department of Conservation.

The other argument against allowing mountain bikers on the Greenbelt trails is user conflicts.

In various places, including the Greenbelt, hikers and bikers regularly share the trails with each other with few problems. I can personally attest to never having had a conflict with hikers on the Greenbelt trails while riding them regularly (several times a week). I can also attest to hiking and mountain biking in the South March Highlands and always having other trail users treat me with respect, whether as a hiker or a biker.

The majority of outdoors persons considers themselves to be, and indeed are, environmentalists. The best way to raise environmental awareness is by getting people out into the environment, enjoying it and learning of it’s importance and the need to protect it. That is where the environmentalists that we need to fight the real threats to the environment - development and habitat destruction, are born.

Getting people out into the environment, onto the lakes and rivers and into the forests builds healthy lifestyles, and healthy lifestyles improve our health and reduces our health care costs. This is important at a time when obesity, and childhood obesity in particular, is at epidemic levels. We need natural spaces and trails to teach our children the benefits and enjoyment that can be had in the great outdoors. The National Capital Region is fortunate that we have a population that celebrates healthy lifestyles and rises up to challenge those that want to take our natural spaces and trails away from us. Allowing mountain biking on the trails is one more way to encourage people to get out and enjoy nature.

Young people need the type of challenges the outdoors can provide as an alternative to spending their time in a sedentary lifestyle centred on electronic devices, or other even worse, but seemingly exciting, activities like gangs and drugs. Youth can be attracted to these things by the very risks we want to protect them from. Outdoors activities such as rock climbing and mountain biking can provide exciting healthy risks that build character and a healthy body.

Mountain biking is the perfect activity to get young people active and out in the environment. It combines man and machine (or boy and machine) with a sense of adventure, all in a natural setting. The Greenbelt trails are the ideal location as many are closes to neighbourhoods and they have a wide variety of levels of riding difficulty and challenge.

The other very important reason for legitimizing the already existent practice of mountain biking on the Greenbelt trails is that it would provide an opportunity to undertake a public education program on environmentally friendly and sustainable trail use, including respect for other trail users - share the trail. The education campaign should stress that trail users should stay on the designated trails. As well it should encourage trail users to avoid wet muddy trails but advise them to use the centre of the trail, not go alongside and widen it, if they do need to go through wet muddy sections. It would be very difficult for the NCC to undertake an education campaign on the responsible way to do something that they officially prohibit.

A good place to start with trail education are the IMBA Rules of the Trail.

For more information on mountain biking see the International Mountain Bicycling Association (IMBA) website and the Ottawa Mountain Bike Association (OMBA) website.

There are, indeed, no legitimate reasons for prohibiting mountain biking on the Greenbelt trails.

Should Public Transit Be Declared An Essential Service

As an environmentalist, I am inclined to say yes to that question because of the extensive environmental benefits provided by public transit systems, the main one, of course, being the fact that it reduces automobile use considerably and in some cases can make car ownership unnecessary.

But the first question we have to answer is what does that mean.

If public transit is essential, like police and health care services, then it must be provided. There must be legislation requiring municipalities above a certain size to provide a public transit service.

If public transit is essential, then it must be publicly provided. It cannot be left to the whims of the private sector that will only provide service where it is profitable.

It must be a meaningful service so the legislation must provide standards of service that must be provided.

It must also be affordable to all citizens, especially lower income citizens. In order to do this fares must only be used to cover a portion of the costs, no more than fifty percent.

Since municipalities have the least effective and least equitable taxing powers of all levels of government, funding must be provided by all three levels of government, municipal, provincial and federal.

And for it to be effective in getting people to make permanent lifestyle changes it must be reliable and provided without interruption.

This would require removing the right to strike from workers and the right to lock-out workers during labour disputes from management and replacing it with a fair system of compulsory arbitration when negotiations and mediation fail. It should also be noted that despite whatever legislation may be in place strong unions always maintain the ability to strike if the alternative measures are not applied fairly.

Legislation declaring public transit an essential service must include all of these factors if we are truly treating it as an essential service. It has to be a lot more than just taking rights away from workers.

While we are discussing declaring services essential for their environmental benefits, I would suggest that a comprehensive system of commuter bike routes also be declared an essential service that must be provided by all municipalities.

NCC Greenbelt Review and Mountain Biking: Part Three

This is the third part of a series of blog postings on the National Capital Commission's Greenbelt Master Plan Review as it relates to mountain biking. The last posting will be my personal submission on Mountain Biking in the National Capital Greenbelt.

This link will take you directly to the Review of the 1996 Greenbelt Master Plan.

Managing Recreation and Mountain Biking

In this post we will look at the NCC document entitled Managing Recreation as well as other information on their web site relating to NCC policies on trails, cycling and mountain biking.

The document Managing Recreation states:

Over 100 kilometres of trails have been developed for recreational use in the Greenbelt (skiing, snowshoeing, hiking and birdwatching), and the Greenbelt Pathway is under development with links to the recreational pathway system (in the Capital region), the Rideau Trail (Ottawa to Kingston) and the Trans Canada Trail (across Canada). A number of recreational facilities such as campgrounds, riding schools, municipal sports fields, golf courses and two leash-free areas for dog walking can also be found in the Greenbelt.

The Greenbelt Pathway

The Greenbelt Pathway is planned to be a continuous 56-kilometre recreational pathway that will provide a unique experience from Shirley’s Bay in the west to Green’s Creek in the east.

Its objectives are:

- to connect key visitor attractions and link with other pathways in Canada’s Capital Region
- to provide a unique rural experience along the Capital’s integrated Recreational Pathway Network

My understanding is that cycling is only officially allowed on the “recreational pathways” and not the “trails”. We will examine the document Biking Country to try and find a clear statement of that policy.

The document The Capital Pathway states:

Canada’s Capital Region is home to one of North America’s largest networks of cycling pathways — the Capital Pathway network. More than 170 kilometres of recreational pathways link superb natural areas, parks, gardens, museums and attractions. The paths are great for cycling and many other activities such as walking, jogging and in-line skating. Come and fill up on fresh air!

The Map of the Capital Pathway makes it clear that this only includes paved and hard packed surface pathways and not the natural trails in the Greenbelt.

The chart of recommended activities on the NCC Greenbelt Map indicates that “biking” is only recommended on the “pathways” and on none of the “trails”.

Nothing in the review documents that I have seen indicates that these specific policies are under review, but everything I have seen in the documentation so far has been very general.

The only reference on the NCC website to mountain biking seems to be the section on Mountain Biking in Gatineau Park.

So the clearest statement of current policy we seem to have is the email that we received from an NCC representative dated May 12, 2006:

We know that there is a lot of interest in off-road riding on Greenbelt hiking trails. On the other hand, section (16) of the NCC Traffic & Property Regulations states..."No person shall ride a bicycle on property of the Commission other than a driveway or on a bicycle path set aside by the Commission for the purpose...". While we have not actively tried to enforce this particular regulation, we do not condone the practice. There are long-term impacts on the trails and surrounding area, particularly rutting, trail erosion, trail widening as users veer off the designated route to avoid ruts and muddy surface, and destruction of adjacent vegetation. In the winter, we want to discourage bike riders who may travel across groomed ski tracks.

I will be watching for further information on the Greenbelt Master Plan Review to be posted on the NCC web site and for notices of public meetings and will report them on my blog. I will now begin drafting my personal submission on Mountain Biking on the Greenbelt Trails.

NCC Greenbelt Review and Mountain Biking: Part Two

This is the second part of a series of blog postings on the National Capital Commission's Greenbelt Master Plan Review as it relates to mountain biking. The last posting will be my personal submission on Mountain Biking in the National Capital Greenbelt.

This link will take you directly to the Review of the 1996 Greenbelt Master Plan.

The Backgrounders and the Process

In this post we will look at the Backgrounders provided by the NCC on their web site.

These references to trails and cycling are found in the backgrounder entitled The Greenbelt.

It is a key recreational and tourist area. Over 100 km of trails within the Greenbelt pass through its conservation areas of Green’s Creek, Mer Bleue, Shirley’s Bay and Stony Swamp as well as through the Pine Grove and Pinhey Forests. Greenbelt trails for walking and cycling in the summer, walking, snow-shoeing and cross-country skiing in the winter, link to parts of the Trans Canada and Rideau Trails and the Capital Pathway Network.
…

Many people decided to leave the farms that were on poorer soil instead of leasing them back from the NCC. This prompted the NCC and the Government of Ontario to re-forest much of that farmland. The Pine Grove and Pinhey forests of today largely resulted from that initiative. By the 1970s, steps were taken to protect natural areas such as Mer Bleue and Stony Swamp. Walking and ski trails were created and the Greenbelt became recognized as an accessible oasis for outdoor recreation in the capital.

Note no details as to what trails “cycling” is allowed on are provided in this document.

These references are found in the backgrounder entitled The Master Plan. Again few details are provided.

As an example of its impact, the Master Plan directs how and where pathways should be built to provide a connected and varied experience for walking and cycling. The current Greenbelt trail system extends over 100 kilometres.

The backgrounder entitled The Update Process/The Review provides details on the review process time line.

What is the process for updating the Master Plan?

The process will consist of a number of steps that begin in 2008 and end in 2011.

Step 1: Research (Fall 2008 to Spring 2009)
This step will include a review of background information, site visits and discussions with a number of groups with a stake in the Greenbelt. These groups include all levels of government, residents, farmers, the business community and the general public. A Public Advisory Committee that will be established during this step will also be consulted. The public can also provide input through the NCC’s website.

The result of this step will be a common understanding of the current status of the Greenbelt.

Step 2: The Vision (Spring 2009 to Fall 2009)
During this step all involved parties, including the public, will participate to help improve the vision statement for the Greenbelt. The existing vision as set out in the 1996 Master Plan will serve as a starting point. There will be a national workshop and three public workshops in the eastern, central and western parts of the Greenbelt. The Public Advisory Committee and the interactive website will continue to play a part.

The result of this step will be a clear view of how the Greenbelt should look at least 50 years into the future.

Step 3: Concept Plans (Fall 2009 to Summer 2010)
This step involves developing what is called a “concept plan.” A concept plan is the first step in applying the vision to physical reality. It sets out principles and objectives. It describes the functions of different areas of the Greenbelt and sets the types of use that may occur on the lands throughout the Greenbelt. The concept plan will also set priorities and give direction for the Greenbelt’s long-term use and development. During this step two or three concept plans will be developed as options. Comment on these options will be obtained through discussions and meetings with stakeholders and the public. There will be three public workshops in the eastern, central and western parts of the Greenbelt. The Public Advisory Committee and the interactive website will continue to play a part.

The result of this step will be an evaluation of two to three options for making the vision for the Greenbelt a reality with a recommended land use concept plan.

Step 4: Sector Plans (Spring 2010 to Spring 2011)
The background data, vision and concept plan of the three previous steps will then direct revision of the 11 sector plans. A sector plan applies the Master plan to specific parts of the Greenbelt, such as Mer Bleue, Pinhey Forest or Conroy Pit. During this step the sector plans will be updated to ensure they reflect the revised direction of the new Master Plan. These options will be discussed with stakeholders and at public meetings. There will be three public workshops in the eastern, central and western parts of the Greenbelt. The Public Advisory Committee and the interactive website will continue to play a part.

The result of this step will be a renewed set of recommendations for how the Master Plan will be applied in specific areas of the Greenbelt.

Step 5: The Master Plan (Fall 2011)
During this step the final Greenbelt Master Plan will be prepared and approved. Individuals and groups interested in the Master Plan will be able to obtain copies of the final version, once approved.

The result of this step will be an updated National Capital Greenbelt Master Plan that will preserve and guide the Greenbelt in the future.

Although the evaluation process continues throughout the plan review, a Strategic Environmental
Assessment report will be completed at this stage. This assessment compares the proposed plan sections developed at each phase of the study against the guidance provided through the Plan for Canada’s Capital and against sound and established environmental principles.

In the next post we will look at the NCC document entitled Managing Recreation as well as other information on their web site relating to NCC policies on trails, cycling and mountain biking.

NCC Greenbelt Review and Mountain Biking: Part One

I am starting a series of blog postings on the National Capital Commission's Greenbelt Master Plan Review as it relates to mountain biking. This will be the first posting in that series. The last posting will be my personal submission on Mountain Biking in the National Capital Greenbelt.

This link will take you directly to the Review of the 1996 Greenbelt Master Plan.

Just as an aside, an interesting thing I discovered in starting this review is that the airport is part of the greenbelt. And I thought including a golf course as part of the Kanata Lakes environmental lands was pushing the envelope. Do they paint the runways green.

The NCC's current policy on mountain biking on the Greenbelt Trails was expressed this way in an email sent to us, dated May 12, 2006:

We know that there is a lot of interest in off-road riding on Greenbelt hiking trails. On the other hand, section (16) of the NCC Traffic & Property Regulations states..."No person shall ride a bicycle on property of the Commission other than a driveway or on a bicycle path set aside by the Commission for the purpose...". While we have not actively tried to enforce this particular regulation, we do not condone the practice. There are long-term impacts on the trails and surrounding area, particularly rutting, trail erosion, trail widening as users veer off the designated route to avoid ruts and muddy surface, and destruction of adjacent vegetation. In the winter, we want to discourage bike riders who may travel across groomed ski tracks.

Hopefully this review process will allow the NCC to become more enlightened about the environmental impacts of mountain biking and the benefits of allowing mountain biking on the Greenbelt Trails.

Greenbelt Master Plan Summary (1996 Master Plan)

The first thing I looked at in my review of the NCC documents on the current Greenbelt Master Plan Review was the Greenbelt Master Plan Summary (1996 Master Plan).

In reviewing the 1996 Master Plan Summary I found references to trails, including this reference:

What is the Greenbelt?

As the Capital’s principal rural landscape, the Greenbelt offers a welcome breathing space between the Capital’s inner and outer urban areas on the Ontario side of the Ottawa River. The Greenbelt is a crescent shaped mosaic of farms, forests and wetlands complemented by ski and hiking trails and dotted with federal and private institutions. Its rural character, along with the wilderness setting of Gatineau Park and the Capital’s many riverside parks and urban green spaces, creates a uniquely Canadian setting for the Capital that symbolizes the vast and diverse landscapes of this great nation. It is the only greenbelt in the world that is publicly owned in its entirety, and it helps make Canada’s Capital one of the most beautiful and enjoyable capitals in the world.

A search for references to cycling or biking found no references except one reference to providing bicycle parking:

Infrastructure Corridor

This designation identifies lands that are used to move people, services and goods through the Greenbelt without fragmenting valuable cultivated or natural areas. Appropriate uses include roads, transitways and sewers,water mains and natural gas pipelines. Infrastructure such as hydro lines will be as unintrusive as possible, and public access to the Greenbelt will be improved via such facilities as bicycle parking or farm produce stands at transitway stations. Most infrastructure corridors or will be owned by levels of government other than federal.

Obviously, the Master Plan requires updating to take into account the extensive interest in cycling and mountain biking in the National Capital Region.

Announcements

The next thing I examined were the announcements relating to the review.

The revision will be done in two phases. Phase I will run from now through to the summer of 2010 and will focus on developing a comprehensive assessment, a vision statement and a land-use concept. Phase II will span from the spring of 2010 through to the fall of 2011 and will help to specify work needed in each area, including the development of policy statements, designations of land use, recommendations on the National Interest Land Mass (NILM), and requirements for guidelines and design. Once these are established, the final draft of the Master Plan can proceed.

The review process places particular emphasis on consulting the public in the very early stages. Other partners and stakeholders to be consulted include the Public Advisory Committee, affected municipal, provincial and federal bodies and various interest groups. This extensive consultation will complement and inform activities of the NCC’s existing groups of experts including NCC staff, its Advisory Committee on Planning, Design and Real Estate (ACPDR) and the NCC Board.

The NCC site also included this statement:

Participate

The NCC is encouraging the public and other levels of government to participate in planning the future of the Greenbelt. There will be extensive public consultations and workshops during the process of the updating of the Greenbelt Master Plan (see “The Update”).

During Step 1, 2, 3 and 4 of the process there will be numerous opportunities for members of the public to participate and contribute to the review. Those opportunities will be advertized and posted well in advance on this website. As the study proceeds, members of the public can share their views on this website.

So far the only opportunity provided on the web site, that I could find, for the public to participate is a survey form here:.

An email address for more comprehensive submissions does not seem to be provided, though perhaps one could send a submission to info@ncc-ccn.ca and request that your submission be forwarded to the appropriate person.

The Backgrounders

Coming in the next blog posting.

Mountain Biking and Cycling: The Season in Review

Another season ended a few weeks ago when the roads were covered in white stuff, not snow but a heavy layer of salt that the city felt necessary to dump on the roads during a few light snowfalls. But as I do much of my riding from home, even the ride to the mountain bike (MTB) trails requires riding on the roadways so I decided it was time to end the season. A couple of weeks later everything was covered in snow. The bikes have been in and out of “Joe's Garage” for Eric's annual tune-ups and are waiting downstairs for the new season. Christine's Brodie Sterling is set up on a trainer, and my Devinci Remix “as good as new” with brand new Kenda Nevegals is waiting for next season.

My season started on April 6 on the Brodie hybrid riding the back country roads near Kanata and the mountain bike season started on May 6 on the Old Quarry trails and ended November 20 on those same trails. I rode a total of 2715 km (174 hours) this season, 1977 km (113 hours) on the hybrid and 739 km (61 hours) on the mountain bike.

We took a three week vacation in Austria but even managed to get 179 km of riding in there on Trans-Canada Trail type trails and paved paths, on borrowed mountain bikes. More on cycling in Austria in a future blog post.

We also decided not to take our bikes on our one week northern vacation this year, concentrating on kayaking up north instead, including a bit on the French River.

The highpoint of the season for me, as far as hybrid riding goes, is the Tour Nortel. I rode just over 80 km in 4.5 hours at an average speed of 19 km/hour and raised $525 for the Children's Hospital of Eastern Ontario. My longest hybrid ride this year was 101 km from Kanata up into the Gatineau's and back in 5.5 hours at an average speed of 19 km/hr. I did not manage to beat last years personal distance record of 110 km.

This Seasons Long Hybrid Ride click image to enlarge
My mountain biking season this year was concentrated on the Greenbelt trails and Kanata Lakes with some exploring in the Marlborough Forest. We live right beside Old Quarry and those trails interconnect to all of the western Greenbelt trails so we spend a lot of time on these trails whose difficulty ranges from easy flat gravel to the highly technical Lime Kiln Trail and everything in-between.

I got a new toy this year, a new, much more accurate GPS to use on my mapping projects. I added maps of Greenbelt Trails 11 & 12 and the Marlborough Forest to my map archive this season. Mapping the trails is an added bonus to riding them since I have always loved and collected maps, and it adds some extra fun to the experience and is a way to give back to the community.

I first checked out the Marlborough Forest in the previous season attempting to follow the Rideau Trail through it. But as soon as the trail left the forest roads it became very muddy and unsustainable so I switched to the forest roads and mapped all of the forest roads that connected to my starting point this season. There may be a few other orphan roads out there. However there are lots of cart trails , snowmobile trails and other trails interconnecting with the forest roads that I have yet to explore and map. Perhaps next season.

Marlborough Forest Forest Roads click image to enlarge
The other part of my regular riding schedule is in the South March Highlands, also known as the Kanata Lakes Trails. This year I managed to get out a number of my times on my own, in addition to the regular Thursday night Ottawa Mountain Bike Association (OMBA) rides where I was asked and reluctantly agreed to lead the OMBA Group D ride. My reluctance was based on the large shoes I had to fill from previous Group D riders such as Peter and Mario (and Catweaver before I joined the rides). However I think I set my own tone for the rides making them an easy going beginner level ride. Indeed I think there is room for a group between D and C that would be a little more challenging than Group D as I lead it. It also looks like A and B might possibly be combined as they usually ended up being combined this last season. Leading Group D got me out a few more times in the season trying to scout out different routes for the group to take. Next season if I am still leading the group I think we will do more of the old Kanata Lakes trails between the rail line and GFR and I expect to spend even more time in SMH next season.

A Typical Group D Ride click image to enlarge
As well as riding in SMH I also had the opportunity to participate in OMBA trail days doping trail maintenance. This season we managed to get Rock Hopper made into a much more sustainable trail. Trail days are a lot of hard work but also a lot of fun and a great way to give back to the trails that we all enjoy.

The City of Ottawa is currently preparing the management plan for the South March Highlands so helping keep the trails sustainable, as well as riding responsibly and avoiding the trails during muddy conditions, improves the chances of having mountain biking recognized as not only a legitimate but a desirable use of the trail system.

And besides all the riding I have gotten involved in a number of other MTB related projects this season. I just agreed to monitor the NCC's greenbelt review for OMBA and keep my eyes and ears open for any impacts on mountain biking.

I have also been helping PeterV learn about GPSing and mapping software for his Nakkertok project. I have also been providing Catweaver with some informal assistance on her Trips for Kids project. And I am now an EcoSteward for the Dominique's Creative Wheel Centre, an environmental retreat and MTB training school, for women and children, where I help out with mapping projects.

It has been a great season and I look forward to next season. I have already started to plan a short MTB holiday in the Muskoka region that I will be writing more about in the future.

Happy Riding to all of you that are continuing to ride through the winter.

Mountain Biking In The Spring

Rutted Muddy Trail from Spring Biking
For those of us that put our bikes away for the winter, when the first sign of Spring arrives we want to get out on the trails. However more often than not the trails are not ready for riding, usually being wet and muddy. Of course to some people that adds to the fun.

While one may be able to argue that riding muddy trails does no damage beyond the trail and does not affect the surrounding plant or animal life there is no doubt that it affects the trails.

These are the comments posted in a public forum by local mountain bikers about rutting caused by riding muddy trails:

"Watch out for the ruts. I got caught in one at speed between the first and second v-trees. Threw my right shoulder smack into a tree. Though I didn't wipe I have a large bruise to show for it. Anywhere it get's muddy in SMH (South March Highlands) is now a rutted mess..."

"I find fixing ruts to be more challenging than riding them. Riding them can get downright annoying when they go on forever. Way more annoying when they suddenly toss you off your line into a tree."

"The main reason to stay off the muddy trails is because of the erosion.. The more the trails erode the less fun they are to ride and the more work required to maintain them. "

And of course it is not just mountain bikers that notice bike ruts in the mud but also other trail users, which does little to raise the image of mountain biking in the community at a time when we need to be making friends, not enemies, and building partnerships with other trail users.

When it comes to the greenbelt trails, biking is barely tolerated, while being officially banned. The following was stated in an e-mail from an NCC representative:

"We know that there is a lot of interest in off-road riding on Greenbelt hiking trails. On the other hand, section (16) of the NCC Traffic & Property Regulations states..."No person shall ride a bicycle on property of the Commission other than a driveway or on a bicycle path set aside by the Commission for the purpose...". While we have not actively tried to enforce this particular regulation, we do not condone the practice. There are long-term impacts on the trails and surrounding area, particularly rutting, trail erosion, trail widening as users veer off the designated route to avoid ruts and muddy surface, and destruction of adjacent vegetation. In the winter, we want to discourage bike riders who may travel across groomed ski tracks."

While this statement does reflect a need for some education of the NCC about the relative effects of hiking and biking on the trails, one cannot dispute the concerns about rutting from riding muddy trails. If we want to convince the NCC, and other trail users, that mountain biking should be encouraged, and not just tolerated, we are going to have to start riding more responsibly.

For me, the most annoying thing about people riding muddy trails in the spring is that the rutting slows down the natural drying process. Wet and muddy trails dry out fairly quickly in the summer when it is hot. However in the spring, when it is cool and the ground is still partly frozen, the drying process takes longer and it is not helped by ruts that hold the water and disrupt the natural drainage patterns. Those of us who avoid riding the mud holes in the spring have to wait longer to ride the trails due to the actions of those who do not have patience to wait a few weeks for the trails to dry, and when the trails do dry out they are often a rutted mess that takes longer to dry each time it rains.

If we keep the trails in good condition they will dry quickly after summer rainfalls.

So what should we do in the meantime. There are a number of options. We do not need to ride in the dirt to ride. Pedaling is pedaling. We can start getting into condition for the technical single track by riding gravel and paved paths like the Trans-Canada Trail.