Watts Creek Pathway Construction Alternative Route

On Wednesday November 9, I noticed that a section of the Watts Creek Pathway running alongside the Nepean National Equestrian Park has the asphalt torn up and appears ready for construction work, barriers were ready to be placed across the path in two locations. It appears that the pathway will soon be blocked.

However there is an alternative route that was used as a detour previously during sewer construction. Some of you may remember it as a gravel road. It has been closed off and started to grow in considerably, but the gravel base remains and a well used walking/biking track remains as many people still use the route. Both ends were blocked off but they have been re-opened and there does not seem to have been any effort made to re-close them. I am not certain who owns the land but I think it might be the City of Ottawa or the National Capital Commission.

(click on map to enlarge)
This is an unauthorized detour - use at your own risk.

Update 2011-11-13 - Paving underway

Update 2011-11-16 - Paving completed, pathway open

Ottawa: Proud of It's Municipal Water Supply and It's Pathways - The Disconnect

Ottawa is very proud of the quality of it's municipal drinking water supply and goes to great lengths to assure people they do not need to buy bottled water.

Ottawa is also very proud of it's shared recreational pathway system which, along with the NCCs pathways, provides a great opportunity for lengthy bicycle rides. Indeed, I regularly ride over 40 km, often over 70 km and occasionally even over 100 km.

All the experts will tell you that it is very important to keep hydrated when exercising in the hot summer weather and the best way is to just drink water.

However it is almost impossible to take advantage of the municipal water supply when riding the city's pathways as there are very few water fountains available along them and those that are require you to almost swallow the fixture to get a drink making it impossible to fill a water bottle from them. On many long rides I have had to purchase bottled water to provide the required hydration to ride safely.

This, along with the shortage of public toilets (which I have already written about), limits the useability of the pathway system and may discourage many Ottawa residents from being as active and fit as they could be.

Along with providing the necessary missing connections in the pathway system, the City also needs to provide the proper infrastructure (water fountains and toilets) for a proper pathway system that people can use all day, rather than just for a few hours at a time.

108 Kilometres and 5 Pounds Later (Ottawa River Pathways Hybrid Epic Ride)

Well it has actually been a few years since I have done an Epic (Over 100 kilometre) Hybrid Ride and I have been wanting to find out just how long a ride encompassing both the western and eastern Ottawa River pathways would be, having rode both separately.

Click on Map to Enlarge
One of the things keeping me from doing this sooner was the lack of proper connectiveness between the two sections, which I have written about previously.

East and West: Two Solitudes - The Problems With The Ottawa River Pathway

The Ottawa River Pathway Two Solitudes: PostScript

Starting in Bridlewood I took the Trans-Canada Trail through the Greenbelt joining the Ottawa River pathway at the Andy Haydon water park. The western pathway route is an enjoyable ride along the Ottawa River on paved pathways with the opportunity for pit stops to eat and drink at Britannia and Westboro beaches.

The connection to the eastern section was not as bad as I expected. After the killer hill up the cliff by the locks you just take Murray Street to Sussex Drive and continue to the Rockcliffe Parkway and onto the eastern pathways. So I was fine, but anyone who is intimidated by riding on major heavy traffic roadways could be intimidated and even a bit frightened, and our pathway system should not force cyclists into those situations.

Once I reached the Rockcliffe Parkway I was back onto paved pathways leading to the pathways along the river.

Click on Map to Enlarge
For the ride east I took the paved upper pathway along the Rockcliffe Parkway that goes past the Aviation Museum and then rejoins the path along the River.

Once you hit Orleans you follow the streets a bit past the Résidence Saint-Louis following the bike route signs and then take the Petrie Island Pathway that ends at Trim Road, but you can continue down Trim Road to the island. Most of the Petrie Island pathway is brand new pavement except for the last portion that is gravel. The pathway goes past a number of what appear to be mountain bike trails crossing over it, that I have yet to check out.

On the way back I kept to the pathway closest to the river, which is primarily a hard-packed gravel surface. Both pathways are enjoyable and scenic.

Casual cyclists should be aware that after you leave the river pathway, the path along the Rockcliffe parkway goes along a cliff and narrows for a portion and that can be a bit concerning but really is no great problem.

Getting from Sussex Drive back to the western pathway was another matter. I should have done better advance planning for the trip back and I ended up darting across the road where St. Patrick joins Murray Street during a break in traffic to get back to the path down the cliff. A better route would have been to continue along Sussex Drive to the other side of Murray Street and then walk the bike along the sidewalk to the path down the cliff.

Click on Map to Enlarge
The biggest concern of the ride was the heat and probably a sign that I picked the wrong day for an Epic Ride. I have done long rides (60-70 km) on hot days and I have done over 100 km rides before but combing both was probably a bad idea and after the 90 km mark I was starting to feel the effects of heat exhaustion, but I managed to make it home without collapsing.

One of the problems of the pathway system (besides the lack of washroom facilities, particularly in the early and late season) is the shortage of drinking water facilities. There are very few water fountains on the route and the few that are there require you to almost swallow the fixture to get a drink, making it impossible to use them to refill a water bottle.

I was able to buy water from a vending machine at the Rockcliffe Yacht Club though. The multitude of Private Property and Members Only signs kept me from even thinking about asking them to refill my water bottle with tap water, I felt fortunate that they let me use their vending machine.

But all being said it was a great experience and I would do it again on a cooler day.

Overall stats:

Total Distance: 108 km
Time Moving: 5 Hrs, 40 Min
Average Speed 19 km/hr
Maximum Speed 36.3 km/hr

Weight Lost During Trip: 5 pounds (but I regained about 3 pounds by next morning after rehydrating, etc.)

Ottawa River Pathway Two Solitudes: PostScript

Yesterday I was down by the canal locks looking over at the "missing link" and realized there may be some sections where it is a challenge to continue the pathway along the river at the bottom due to the terrain. But there is a solution. These photos are from the boardwalk along Ramsey Lake in Bell Park in Sudbury

(Click on Photos to Enlarge)

East and West: Two Solitudes - The Problems With The Ottawa River Pathway

(Click On Maps To Enlarge)
The really nice thing about Ottawa is that so much of the Ottawa River shoreline is in public hands and includes shared scenic recreational pathways/bike paths. In the past few weeks I have rode on the eastern and western portions of the Ottawa River pathway and made some observations. The first one being:


It is often said of Canada, that it consists of two solitudes, English Canada and French Canada. When it comes to the Ottawa River Pathway the solitudes are East and West. The connections between Ontario and Quebec are actually quite good, however the East and West sections of the Ottawa River Pathway are separated from each other by sometimes dangerous roadways. I did not even try to follow the roadway from the east to west on my last ride because it started along a very narrow and winding under construction section of road.

However if you examine the map above you will see that there is not much development along the riverfront between the two sections of the Ottawa River Pathway, and I believe most of what development there is, are federal institutions. One of the problems with the National Capital's very good system of pathways is the lack of key interconnections. I believe this missing link to be one of the most important missing connections and connecting the two sections properly, avoiding roadways, should be given the highest priority.

I also see a problem with the western section of the Ottawa River Pathway:


The Ottawa River Pathway ends at the Andrew Haydon Park water park, although two separate pathways continue, one through parkland (Andrew Haydon Park and Dick Bell Park) and one along Carling Avenue.

Unlike all other pathways that I know of in the National Capital Region, the one through this parkland is not a shared pathway and bicycling is not allowed on it. The only reason I can think of for this anomaly is that it goes back to when those parks were in Nepean and different rules were applied. Indeed the section immediately east of the water park going go Britannia Park has as much, if not more, pedestrian traffic than the section that goes through Andrew Haydon Park and bicyclists and pedestrians manage to share the pathway with no problem. As well since there is an alternative faster and shorter route along Carling Avenue, commuter cyclists in a hurry would opt for that route leaving the route through the parkland for those wanting a casual ride through parkland avoiding the traffic noise of Carling Avenue.

It is time to move on and apply the same rules to this pathway as all other pathways in the National Capital Region.

After Dick Bell Park the pathway continues along Carling Avenue as that is where the publicly owned land ends, at least until we get to Shirley's Bay.

I also have an observation to make about the eastern end of the Ottawa River Pathway:


I discovered that there is another very pleasant gravel pathway a short distance from the eastern end of the Ottawa River Pathway. The pathway starts alongside Hiawatha Park Road, not far from the Bruyère Continuing Care Saint-Louis Residence, and goes all the way to Trim Road. One interesting thing about this pathway is that a group of what appear to be hiking and/or single track mountain bike trails intersect with it and run alongside a portion of the pathway.

I believe it would be very useful to have some signage at the eastern end of the Ottawa River Pathway directing people to this, as far as I know, unnamed pathway.

The Ottawa River Pathway is a very important part of the National Capital Region shared pathway system and very enjoyable to cycle on. With some improvements it could be a real gem, the most important being connecting the east and west sections safely so that they are no longer two solitudes.

See also: Ottawa River Pathway Two Solitudes: PostScript

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.

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.

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

South March Highlands Trail Plan – Where Are The Environmentalists

Foreword:

After having time to reflect on the March Open House and read over more carefully the Display Boards, that are now posted on the City of Ottawa website, I have further reflections.

Unfortunately there is still not the detailed information available on the website that would be required to do a real comprehensive analysis of the proposed trail plan.

The Proposed Trail Plan and the Environment

When this process first began my main concern was reports of overzealous environmentalists wanting to close off all access to the South March Highlands. Ironically, the opposite seems to be the problem at the moment – an apparent lack of concern (as far as I can see) from environmentalists over the proposals to denaturalize significant portions of natural rugged single track trail. The more I look at the trail map the more I realize just how extensive the proposed denaturalization is.

The most glaring and troubling proposal involves the Trillium Woods, which has been identified as the most environmentally significant and sensitive portion of the management area. In the Trillium Woods the plan calls for turning the narrow natural trails into 2-3 metre wide compacted granular surface stone dust paths. One can only ask what are they thinking. The only possible reason for that is because of it's proximity to development and houses. As an environmentalist I find this to be unconscionable.

But the Trillium Woods is not the only part of the management area where the city plans to denaturalize narrow trails and turn them into wide hard packed paths as the map below shows.

Perhaps some compromise is necessary. And in that spirit I would propose that such paths be limited to Zone 3, the least significant environmental zone, and the zone that includes the area that attracted the broadest public interest, the Beaver Pond Area, and is thus, self-identified as the area where most people would want easy access.

In the more environmentally significant areas we need to do all we can to protect the natural environment, and that does not include building wide hard-packed paths through it.

As I have stated several times before on this subject in The Fifth Column:

As an environmentalist and serious hiker and mountain biker my first and primary concern is that the trails be kept in their natural rugged state and be retained as natural surface single track trails.

I call on all Ottawa environmentalists to rally together to protect this natural area and it's natural rugged single track trails.

Map of SMH Environmental Zones

Map of Proposed SMH Trail System

Description of Proposed SMH Trail Types

Further Information Resources
City of Ottawa - South March Highlands Conservation Forest Management Plan

Brunton Report 2008 - South March Highlands

Brunton Report 2004 - South March Highlands

THE FIFTH COLUMN: Submission re: South March Highlands Conservation Forest Management Plan Draft Trail Plan

THE FIFTH COLUMN: Submission re: South March Highlands Conservation Forest Management Plan

Submission re: South March Highlands Conservation Forest Management Plan Draft Trail Plan

This document is being submitted to the City of Ottawa South March Highlands Conservation Forest Management Plan public consultation process.

If you attended the March 2, 2009 public meeting please let the city know your views on the plan. If you could not attend the meeting become informed and make your views known.

For more information, or to make your views known, please contact:

David Miller
Program Manager, Environmental Sustainability
City of Ottawa
4th floor, 110 Laurier Avenue West
Ottawa, Ontario K1P 1J1
Phone: 613-580-2424, ext. 21447
Fax: 613-580-2459
E-mail: david.miller@ottawa.ca

You may also wish to let your city councillor know about your views.

Contact Information for City Councillors

Introduction

I am a lifelong environmentalist and outdoorsperson who hikes, mountain bikes, skis and snowshoes in the South March Highlands.

In this document “trail” will refer to natural rugged single track trails and “pathway” will refer to wide hard packed gravel-stone dust pathways. As there are no official trail names provided in the plan I will refer to trails according to the names on the Ottawa Mountain Bike Association (OMBA) Trail Map.

Reference Maps (click on maps to enlarge)

Ottawa Mountain Bike Association (OMBA) Trail Map


City of Ottawa Map of Proposed Trail System Annotated by Richard W. Woodley

(unfortunately the city's full colour-coded map of the proposed trails and pathways is not available to the public)

Overall Impressions of the Trail Plan

I have to say that the most important aspects of the plan are that it recognizes the principle of a shared trail system and the legitimacy of mountain biking as an activity on the trails. It also maintains the bulk of the existing trail system.

I do have concerns with some of the public perceptions out there and some calls for separate trail systems. My experience on the trails, whether on my bike or hiking, is that everyone shares the trails well with no problems.

Trillium Woods

The Trillium Woods Trail is currently a naturally rugged trail and a very enjoyable trail for beginner and intermediate level mountain bikers, as well as hikers. It would fit the yellow classification in the city's plan.

In my original submission to the city I stated:

As an environmentalist and serious hiker and mountain biker my first and primary concern is that the trails be kept in their natural rugged state and be retained as natural surface single track trails.

The Trillium Woods is described in the city's plan as the most environmentally important and sensitive part of the South March Highlands. That being the case I might have expected possible trail closures in that area. Indeed the Trillium Woods Trail has begun to widen and my recommendation would be for mitigation measures to be taken to restore the trail to its natural single track state.

However the draft plan proposes the most environmentally damaging option for the Trillium Woods Trail, and that is to turn it into a widened hard packed gravel-stone dust pathway.

The only possible reason for that is because of it's proximity to development and houses. As an environmentalist I find this to be unconscionable.

The Beaver Pond

The area along the Beaver Pond will have pathways.

I stated in my original submission:

There has also been the possibility of wheelchair access pathways suggested. Despite the potential benefits of this, I do not wish to see the natural ruggedness and wilderness-like nature of the protected area compromised. One possibility is to build such a pathway around the “Beaver Pond”. This would also provide a place for casual walkers to enjoy the forest without ending up on the rugged natural trails in their high heels or sandals.

Kanata Lakes

The remaining protected Kanata Lakes lands on the other side of Goulbourn Forced Road will also have pathways.

It will be sad to see the eventual loss of the natural trails in the old Kanata Lakes system but due to it's proximity to development and housing, it's distance from the main natural rugged trail system, and the small amount of area left and the desire to provide a balanced mix of trails and pathways, this may be a reasonable place to put pathways. To be honest, I really do not want to see the loss of these natural rugged trails but I am trying to be balanced and open minded here.

The Hydro Cut and New Pathway

The Hydro Cut is unsustainable as it is, being a mud hole for much of the hiking and biking season. It is appropriate to turn it into a pathway.

I have no comments on the new pathway at the end of the hydro cut.

Second Line Extension and Bear Claw Trail

The Second Line Extension was a forest road, although it has started to narrow in sections. I have no objections to it becoming a pathway.

Bear Claw Trail is a different matter. It is a wonderful fun beginner to intermediate level mountain bike and hiking trail. It would fit the yellow classification in the city's plan.

While I can accept the need for some easy pathways to serve all members of the public. I think what has been provided, including giving up all the natural rugged trails in the old Kanata Lakes System, is sufficient and another wonderful natural trail should not be sacrificed.

Trail Closures

It would have been nice to have some documentation on the reasons for the trail closures, though one can speculate that some of it was done to rationalize the system and eliminate duplicate parallel trails.

Closure of Easier Trails: Rockhopper Jr., Rockhopper Extension and M-Line (and Widening Bridges on Inner and Outer Thigh)

I can only speculate that these trails are being closed as a form of trail rationalization as they are relatively short sections of trail and overall the bulk of the trail system remains. M-Line may indeed be untenable due to its proximity to Terry Fox Drive (when built). However it is unfortunate as there is a limited amount of beginner level trails in the system.

As a mitigating measure, to increase the amount of beginner-friendly trails, I would propose that the Inner Thigh and Outer Thigh loops be made more beginner-friendly by widening the bridges to 24 inches, or eliminating them. There will still be sections of trail that are not beginner-friendly but that is the nature of natural trails and it provides an incentive to try something harder. However, the bridges are particularly intimidating to beginners because of their length and their narrowness.

Closure of the Southwestern Section of Rock Hopper

The plan proposes to close part of Rockhopper Trail, turning what was a loop trail into a dead end. Unless there is significant environmental reason (and none was given at the public meeting when I asked) it does not make sense to turn a loop trail into a dead end. This proposed trail closure needs to be rethought and the trail restored to its original loop. Incidentally the section of trail that is being closed is the easiest section of the trail.

Multiple Trails Combined Into One

There are a number of trails leading to Outback (Garter Belt, Ridgetop, Annex, Pasture and Gateway, etc.) where there are sections of separate trails running parallel and close to each other. While each of these trail does provide different terrain and riding experiences they are not all necessary to provide access to that part of the forest and I assume their conversion into one trail is based on the principle of trail rationalization.

Former Dark Side Trails

A number of trails that existed on former private property that has just recently been added to the city owned lands have been off limits for a number of years and were known as the Dark Side. The plan does not propose to reopen these trails but rather to close them. It would be useful to know the reasons for this decision. Without knowing that I cannot really support or oppose that decision.

Winter User Conflicts

As a cross-country skier I know that winter is the time when there are potential trail user conflicts, particularly with walkers who walk on the ski tracks making big holes that make skiing difficult.

Snowshoers tend to make their own separate trails, but even if they do go over the ski trails, they just flatten them rather than punching deep holes, making it still possible to ski the trail without too much difficulty.

Mountain bikers, on the other hand, tend to avoid the trails when they are skiable, because of the difficulty riding (and the fact that they would prefer to be skiing when the trails are skiable). Mountain bilkers prefer windows of opportunity when there is a freeze after a thaw (before more snow falls) and the trails are hard and frozen making ideal conditions for biking with studded tires but lousy conditions for skiing.

Public Education

The final, but perhaps most important part of the plan, should be public education 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.

Public education should also address the winter user conflicts and how to avoid them (don't walk on the ski tracks).

Signage at the trail heads should include large trail maps on the signs along with responsible trail use guidelines. As well pamphlets with a map of the trails and the guidelines should be available.

The Public Consultation Process: Lack of Information

In my response to the city's presentation at the April 30, 2008 Open House I stated:

Afterwards, I immediately went to the City of Ottawa website to see if I could review the maps and other documentation. However, as is usual whenever I go to the City of Website to look for planning or development information, I found it to be woefully inadequate.

It would be very useful if the public could access more details and background information on the City of Ottawa website in order to make better informed comments and suggestions.

The response I received from the city on May 12, 2008 was:

I noted your comment on the web site and I agree that we need to get materials there as we proceed with the process so I will be working to get material posted as soon as possible.

However nothing was posted and only recently very sparse information was posted on the City of Ottawa website at the link below.

City of Ottawa - South March Highlands Conservation Forest Management Plan

None of the information or maps from the Open House or the recent presentation of the draft plan are available online. At the March 2, 2009 meeting I was assured again that they will look into making more information available on the website.

It is very difficult for a member of the public to participate meaningfully in this process without adequate information. In particular, not knowing any of the actual reasons for trail closures has left me having to speculate in preparing my response to the draft plan. This weakens the public consultation process, and some may argue renders it meaningless. I would not go that far but my ability to fully participate in the process has certainly been reduced by the lack of information available.

For more general comments see also:

Submission re: South March Highlands Conservation Forest Management Plan

The South March Highlands - Kanata’s Outdoor Wonderland

For information on mountain biking in Ottawa see:

Ottawa Mountain Bike Association Web Site.

Pissing On The Toilet Doors

Excuse my crudeness but I’m really pissed off.


Everyone promotes fitness and getting outside and now the weather is here to do it. Ottawa has a great network of pathways for walking, running and bicycling. You could spend a day on the paths. They even have toilets at some locations (but not enough). However, apparently, your not supposed to have to go unless it’s the middle of summer. In the spring and fall the facilities are locked up tight. I did discover a porty-pottie at one key location last year. It was pretty gross though because they never cleaned or emptied it. I think they discovered it was being used and they would have to clean and empty it. So they took it away.

If I had more nerve I would just use them anyway, and piss on the toilet doors.