Two-Way Cycle Track Coming to 7 Street Downtown

If you've followed our updates, you know that the City has plans for a cycle track network in the downtown core as part of the implementation of the cycling strategy.  Phase one of those plans have firmed up a bit: this year, the City will install a two-way cycle track (bike lane physically separated from car traffic) along 7 Street SW from 1 to 8 Avenue.

This will be the first bit of dedicated cycling infrastructure in Calgary's downtown core, an area that is experiencing rapid growth of cyclist volume (up 20% over 2010) even in the absence of any accommodations for cyclists. It will also be the first bit of cycling infrastructure in Calgary (or Alberta, for that matter) that has all the design and safety features recommended in the NACTO Design Guide: 1m wide raised median, green pavement at conflict points, turn queue box at 8 Avenue, separate traffic signals for bikes and cars, etc.  Parking will be permitted next to the raised median north of 4 Avenue, safely separated from bicycles. There is minimal loss of on-street hourly parking (which -- in contrast to monthly parking -- is not more expensive than elsewhere). People looking for parking along 4 blocks of 7 Street will hardly be affected at all.

The City has a comprehensive information page with documents outlining the feedback received in multiple stakeholder engagement meetings conducted (Bike Calgary has been involved and provided criticism and feedback at every step of the way).  Further public engagement (open houses) are planned for April, and construction is planned to be complete before Stampede 2013.  The page also has in-depth rationales for the decision to construct one 2-way cycle track rather than two one-way tracks on both 6 and 7 Streets, as well as why a cycle track on 8 Street is not feasible.

The most current research shows this type of cycle tracks to be the safest type of cycling infrastructure, and also the preferred type of infrastructure for users. They likely also have a positive economic impact -- e.g., in New York, businesses saw up to 16 times the borough-wide increase in sales after cycle tracks were installed.

UPDATE: Open houses March 25 and 26! http://bikecalgary.org/node/3866

Design drawings posted on City website: http://www.calgary.ca/Transportation/TP/Pages/Cycling/Cycling-Route-Impr...

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This looks great, since my

This looks great, since my building is on 7th!  I wonder how they will be handling left vehicle turns southbound at 5th ave, seams like it could be a conflict area in the mornings.

 

Hopefully they also re-evaluate the short pathway section that is northbound next to the helipad between the new cycletrack and the Peace Bridge.  Currently there is a no bicycles sign.  If this is supposed to be a corridor, it seams silly to block that connector.  Visibility is also a bit of an issue southbound as you cross the main pathway.

Thanks, I'll wait and see

Thanks, I'll wait and see when the lanes are actually in.  I already 311'd about the visibility issue, and they did actually call me, and trim the tree back a bit, but said they didn't want to remove or over trim a healthy tree.  Its a little better, but I still consider it a bit sketchy given the number of east-west commuters and speed they travel on that section.

As Richard Said

My understanding is that all of the intersections will have separate phase signalization for bikes, though I'm not sure if this extends north into the area currently governed by stop signs (i.e. 3rd and 2nd Ave).  Essentially, bikes will get a green signal at the same time as pedestrians and turning across the cycle track during this phase will be prohibited, i.e. the "driving" lanes will have a red (though I would suggest cyclists should still be cautious of motorists that may ignore the signals).  Again, my understanding is that separate-phase signalization is becoming standard on two-way cycle tracks.

I agree that the pathway to the Peace Bridge should also be upgraded.  Right now it's pretty feeble in comparison to the bridge itself.  Ideally, it should form a continuous corridor that facilitates cyclist movement between the bridge and cycle track...with consideration given to cyclist-pedestrian interaction on the pathway portion.  I was unaware of the no bicycles sign.  Perhaps that is an oversight?

I am hopeful that we can expect decent snow clearing of the cycle track.  Evidence from the pathways and the 52nd Street NW cycle track (ignoring the asphalt conditions) suggests that it is possible.  Generally, my observation on 52nd is that the cycle track is cleared in a timely fashion and is generally rideable, though often has a thin layer of snow after being cleared.  I've also noted that having a physically separated facility also limits the amount of slush and ice kicked back into the bicycle lanes by passing motorists.  In the case of 7th, clearing the snow out of the cycle track, so that windrows don't start to melt and then end up refreezing across the facility, will be important.  As it is going to be a high use area, ensuring clearing right to the asphalt will also be essential, as will ensuring the roadway-cycle track-pathway intersections are clear of snow and ice.

I think a key consideration for the City is ensuring that the bicycle phase light timing provides for efficient cyclist movement so that cyclists feel like they are not constantly waiting for the light to change while motorists, in the adjacent lane, have free movement.

The No bicylces sign went up

The No bicylces sign went up somtime in the last 6 months, and is only for the northbound direction.  I'm not sure what the justification is for it. 

 

I agree that the seperate bike signals should be long enough.  If trafic has free flow while the bike lane has to sit and wait, particularily if it happens at every intersection, I know I'm gonig to spend my time in the traffic lanes.

I don't think so. I think

I don't think so. I think that sign's been there all along, from when it was just a pathway connecting to the (pedestrian only) pathway along the river. A few months ago they actually built a pathway connection from 7 St to the Peace Bridge; before that you would just not have taken that path since it dead-ended in the fence along the helipad.

Its new since they layed the

Its new since they layed the sod down, that's for sure.  I walked past it on my way home today, and it looks nice and shiny.  I go past its location most days, even when it was all mud after the Peace Bridge went in and I do remeber it just poping up one day.  Its possible there was one there years ago before the Peace Bridge construction started though, and they just got around to replacing it.  Either way, I don't see a need for it.  The alternative is to turn right, then make a sharp left across pathway traffic and come back the other way, on a pathway that is no wider than that one.

The entire CBD is P1, and

The entire CBD is P1, and north of 4 Ave, 7 Ave is also P1 (technically, it's a residential street there). 2 and 3 Ave are only P2, but 3 Ave will very likely get painted treatment (lanes or sharrows) and then would go up to P1, I'd assume.

that makes sense

I will also add that I subsequently found a reference in the City document preferring the two-way track for ice and snow maintenance over the one-way since it can be cleared with existing equipment at minimal extra cost.

snow clearing

Talking to the transportation people at the presentation yesterday and they said they will not just be plowing the new cycling track but physically removing the snow.

Makes sense because a plow would just push the snow on the sidewalk and business owners, etc. would simply push it back into the track!

hurray

I am very excited about this. I have been traveling 11th street for N/S and as has been mentioned in previous posts that route has deteriorated in it's value for commuting during peak hours. I will enjoy using the 7th street cycle track

Buchanan's

better invest in some bike racks!  And Ceili's at the other end....


 


Are there any other restaurants or shops along that stretch that are worth going to?

More Herald Coverage Here

http://www.calgaryherald.com/Street+bike+lanes+will+both+ways+street/790...

Harsh criticism and hyperbole by the business community, calling this plan a detriment to safety and the "lesser of two evils". Very disappointing.

Article concludes its generally negative tone by stating that the City will be soliciting feedback about this plan later in the month. I hope everyone is able to send in their supportive comments.

Hooray!

Personally, I am glad to see they are going with this design over using 6 and 7 st's.  IMO all those cyclists zipping back and forth on that one bike lane are going to make a big impression.

I wonder if the east-west routes will be two-way as well?

 

Decisions

The original discussion on Centre City separated bike lanes was constrained to one-way facilities.  As more and more two-way facilities were built in other places this option became more of a consideration.  The benefits and drawbacks of two one-way vs. one two-way facility were considered as part of the Centre City Bicycle Projects Committee the City mentions on their website.  In the case of 7th Street, two-way came out as the option of choice. 

Certainly, my understanding is that two-way facilities are on the table as an option for all cycle track routes at this point.  Providing comfortable, efficient and safe transportation options for cyclists should be a key objective of the cycle track network, but, this being Calgary, balancing the needs of all centre city transportation modes and being mindful of business concerns, real or perceived, is important.  This goal may be easier to achieve with two-way vs. one-way facilities, provided that the unique challenges of two-way cycle tracks are adequately designed for.

Bike Calgary is continuing to participate in the Centre City Bicycle Projects Committee with respect to identifying the cycle track network so please keep posting, or emailing, comments, questions or concerns.

I surprisingly happy with the design & why they aren’t using 8th

I like how they provided an explanation to the public about why they didn’t use 8th st.  It makes sense. As long as they get the bike priority stop lights done well, I can see this being quite successful.

I’m pretty excited!

I would think they will eventually revamp the south side of the peace bridge as per the original design to make it more cyclists friendly. The city was receiving a lot of negative attention on the peace bridge so I can see why they slapped together quick and cheap landscaping on that side.

One thing, they will have to do a better job of is signage. Signs on the road don’t cut it Calgary when snow covers the road for a large portion of the year.

8th

I do like that they provided an explanation about 8th, but that doesn't address the real problem of why 8th is so much better than 7th (and, probably, why it's so populare for pedestrians, busses and cars): it goes under the tracks!

Similarly, they've rejected 5th as an option which leaves the major problem downtown un-addressed (that is, how do you cycle north/south, including across the tracks).

It's nice that there is going to finally be a start to the "building bike stuff downtown" promises, but tacking the hard problems first (specifically no N/S or E/W route through downtown) often gives one much better results...but, like I've said a lot, it's good for them to get some practice on less-contentious and busy streets.

Perhaps when all the "visioning" is done for 8th, they can finally decide that maybe pedistrians and cyclists can have *actually* have some priority.

traffic light timing

to me, the main barrier to riding downtown is stopping for a red light at every intersection. Especially in the winter, leaving the office then standing still in -20C is more than an inconvenience, no heat generated when you're not pedalling...

Adding a bike lane won't change that. In case I missed it, has that been mentioned in this discussion?

Mentioned it earlier

I mentioned it earlier and we (Bike Calgary) have brought it up with the City on multiple occasions.  Obviously, use of the cycle track would be negatively impacted if light timing makes the cycle track more onerous than the road. 

Business Concerned

Had a meeting this morning and heard feedback from a business owner that had been in touch with owner of Buchanan. Buchanan is busy reaching out to other restauranteurs regarding concerns of the bike lane. As a cyclist, I'm concerned about safety and that the downtown looks like a pincushion for cycling accidents. I'm glad to see the city of Calgary posting information about alternatives considered. More of a heads up: Ill definitely be spending more time reaching out to restaurant owners as I know one of the important things about cycling is having a network of complete transportation options AND great businesses in your community to go to.

Don't let hysteria overwhelm & be proactive

It is strongly suggested that BikeCalgary NOT sit back on this and be very proactive.  I suggest the board be in touch with HUB, the Executive Director, E. O'Melin (Hub was renamed from Vancouver Area Cycling Coalition), they have had to work with businesses by Vancouver's separated bike lanes over the past few years.  I lived in Vancouver when hysteria among businesses went overboard.

The Hub and City of Vancouver do have some data on studies on business responses...and how it has changed.

I live near this whole area by 7th St.  I don't know why Buchannan should be concerned ...3rd Ave. SW is not busy most hrs. which crosses 7th St., is only peak for 2-3 hrs. in morning and in the evening.  

 

There's smoke and mirrors now building wrongfully within the business community. So one needs to step up to the plate now..not sit back. It is critical that the cycling community be united on this.  

 

 

Comments on the City’s Initiative for 7th St Separated Bicycle L

Before my remarks, I should state that I cycle as my main form of transportation.  My comments reflect that we have homes both in downtown Calgary and the downtown peninsula of the City of Vancouver.  Furthermore, I have spent considerable time over the last few years, as a member of the City of Vancouver Bicycle Advisory Committee’s and as a cycling advocate, with staff and politicians arguing for separated bicycle lanes that would attract more people to cycling.  Also, I have been very active over the last 20 some years interfacing with city staff and politicians promoting cycling networks and infrastructure design that would significantly increase the level of cycling traffic as an advocate.  I also have done work as a cycling consultant.

 

A thought:

 

One more cyclists, one less car to contribute to traffic congestion.  Two-way separated bike lanes should increase road cycling traffic to 2,000 to 4,000 per day.  During the peak traffic congestion period, there should be 300 to 600 less cars on the road, a noticeable reduction in trip time.  In comparison, the daily cycling traffic is equivalent to the volume of car traffic during the peak rush hour period of one to two general traffic lanes.

 

The proposal for separated bike lane on 7th St affects us directly as we live on 2nd Ave SW between 6th and 7th St and we exit directly onto 7th St and the proposed bile lanes.  So, no matter the selection of 7th St or 6th, we benefit.

 

I applaud the City for going it a two-way, physically separated bike lanes design.  There are a number of advantages to this design than one-way separated or buffered bike lanes or cycle tracks (Copenhagen definition).  Motorists will see a higher volume of cyclists this way than with one-way facilities.  They will become more aware that cyclists will be present when making turns across the bike lanes.  There will be fewer incidences of motorists-cyclists interfacing as only eastbound motorists will encounter cyclists.  If the separation design follows the Hornby ad Dunsmuir Streets implementation on Vancouver, then the streetscape, neighbourhood feeling and desirably of being on 7th Ave will improve significantly.  Finally, the cost of implementing this design will decrease significantly, as only one barrier is required to separate motorists from cyclists.  The design should increase the visibility of turning cyclist being present at intersections through generous use of coloured bike boxes both for the green phase and for the red phase.  Traffic signal sequencing should provide priority passage of cyclists and a red phase for cyclists for motorist turning.  Again the City of Vancouver’s implementation on Hornby and Dunsmuir is a good starting point for this and bus stop designs.

 

My personal choice for the first implementation of separated bike lane sin downtown Calgary would be 6th Ave and more preferable 5th Ave as municipalities tend to prefer to affect leaving motorists than those on their way to work.  This choice is driven by maximizing eh catchment area for the separate bike lanes given the concentration of offices along these and adjacent streets.  The value of separated bike lanes would be recognized by more motorists along these routes than on 6th or 7th Streets.

 

From my perspective, the proposal for 7th St will not maximize the opportunity for cycling traffic growth, especially from those who drive today without some high-quality connectors.  The most critical is the joining of downtown with the neighbourhoods to the south with an underpass of the rail lines to the bike lane on 10th Ave.  With the start-up of the West LRT and the higher train traffic on the CPR mainline, 11st bike lane is no longer as desirable of a route to the south.  The West LRT crossing of 11th St needs engineering work to allow effective passage of pedestrians and cyclists through implementing lane and sidewalk traffic control, rather than intersection-level control.

 

In addition, there needs to be high-quality connections from 7th St separated bike lanes on 3rd Ave and 2nd Ave to the Bow River path westward and the Louise Bridge.  The connection to the Peace Bridge needs an upgrade, as well.

 

So, good for the City of Calgary to finally get onboard with separated bike lanes.

 

Thanks Jack

Your comments and insight are much appreciated.  Your suggestions for cycle track routes, i.e. E-W travel through the CBD and access south into the Beltline are aligned with what the Bike Calgary and other groups in the cycling community have identified as important for cyclist mobility and growing mode share as part of a network (http://bikecalgary.org/node/3152). Certainly, cycle tracks are new to Calgarians and hopefully they will give them a chance.  I can think of many times I've spoken to people who have wanted to ride more, but are affraid to ride on the street, unless it's a quiet residential street.  Since they can't get everywhere they need to go on those types of streets...they just don't ride, which is unfortunate.  This type of infrastructure opens up the possiblity for riding, and with downtown workers having to pay an average of $500 per month ($6000/year) for parking in Calgary, it stands to reason that having even a small percentage switch to cycling would free up a significant amount of money that would then be reinvested into local businesses, including businesses along 7th Street SW. 

 

Regarding comments in the Calgary Herald newspaper article

Whenever there is a proposal to change the way we travel, the status quo voices come forth.  So is it this time.  The comments from the business sector and from some of the readers are very similar to those that happened in Vancouver, including the dissemination of incorrect information.

 

Downtown Calgary is not a shopping place at street level.  It does not even have a large grocery store for its downtown residents.  We need to go to adjacent neighbourhoods to do that shopping.  The street level stores are not inviting to draw one to go there or to drop in.  There is sufficient off-street parking in each block to accommodate retailers' needs.  Delivery of goods and packages need to be accommodated either with off-street parking, in the laneways, or on the street in non-rush hours in the final design on each block.   On-street parking lanes should first serve the need of moving people, not storage of cars for their drivers. 

 

Once the separated bike lanes have been in operation for a year or two, then the local businesses will realize that there is no real impact.

 

One reader made comments that the separated bike lanes in Vancouver cause decline of adjacent retailing.  There is a lack of knowledge here.  A report prepare by a business organization found out otherwise.  The businesses along these streets have been on the decline for years as they failed to provide the products that downtowners want.  They have not kept their marketing offers up with the shifting of their markets to more neighbourhood shopping than regional shopping.  More chains are entering this area, the same chains available at any regional shopping centre. The question is raised why people would want to come downtown to shop when they can get the same goods closer to home.  So, why come to downtown?  Is this not similar to the retailing problem in downtown Calgary?  Also, the landowners have been increasing the rental rates for store spaces so much that small business operators have been pushed out.  By the way, new stores are taking their places. 

 

With respect to the comment that the cycling traffic has not built up with separated bike lanes in Vancouver, obviously the reader has not done any research.  The City of Vancouver, in listening to their bicycle advisory committee, instituted a traffic counting program of cars and cycling before and after the implementation of separated lanes or any cycling infrastructure investment.  The real-time, 24 hour counting of cyclists proved the effectiveness of separated bike lanes in significantly growing cycling traffic volume, something cycling-active cities in Europe have known for decades.

 

There always is confusion in some motorists’ minds of the purpose of streets and that is for the movement of people, not for the comfort and convenience of motorists.  After all we all pay for the cost of roads and their maintenance.  A recent US research report indicates that motorists only pay portion of the cost of roads, up to 35% at the state level and 50% with federal grants.  The rest comes from general taxes that all pay into.  Doubt if the situation in Alberta or Canada is any different.

 

So, good for the City of Calgary to finally get onboard with separated bike lanes.

 

Thanks Jack, x 2

Jack,


I appreciated your comments and multi-city perspective that really very few of us have.  Hopefully you and/or BikeCalgary can present some of these facts in a clear/concise manner in the various online sites - whether that's responding to the above online articles, or actually creating your own public article for publishing.  As always, facts are hard to argue against.

Global Poll

These little web polls always bother me. Why does everything have to be a wedge issue? Why do they have to be so poorly worded? And why don't they have a basic control to prevent the same person (or at least computer) from voting multiple times.

Arrrrgh.

.....And, can someone explain to me what the 'inconvenience' is (as in 'No, there aren't enough cyclists to justify the cost and inconvenience'? How many parking spots are they removing? Eight? So over the course of an average day this effects what, 50 people? 50 people that can park elsewhere?

And as always - don't read the comments. If I were to follow the logic of some commenters, who believe that cyclists don't deserve infrastructure because they don't follow the rules, we should probably remove a lane from the Deerfoot every time someone forgets to signal. If that's too drastic, we could wait until someone drives into another car, then remove the lane as punishment.

Read the Comments!

You will get a sense of how many people out there have nothing better to worry about than posting the usual silly comments about licences, insurance and "special interest groups!"  I do project development work for a living and thoroughly appreciate all the aspects of how important things like "efficiency" and "cost-effectiveness" are, but I also learned long ago how things like the proposed cycle track tend to "make" a city!  As I said in the last couple of weeks, I was surprised at how successful the Peace Bridge ended up as a commuter option!  And now the cycle track will likely extend that success......


A word of caution to the naysayers - watch out - I heard the city plans to close several blocks of 8th ave to create a walking mall and shut down traffic access in the summertime to hold a big parade for something called the Stampede! What?  They already did that?


 

A really good question from Charbucks

from yesterday


"Any word on how left turns onto the cycle track are going to be implemented? For example, while turning from eastbound 8th ave to northbound 7th st, can I just wait for westbound traffic to clear and then turn left from the driving lane, even though cars can't turn left?"


Can somebody please ask that at the open house tonight?  Note that there is a drawing that shows the intersection signal sequence for 5th Ave (one way avenue) but 8th ave is two way traffic.


 


edit - I looked at it a little closer - 8th Ave is the end of the track, so it is a little bit of a unique situation.  There will be a bike box for people coming off the track and wishing to go west, but I believe there still is an issue with riders heading east wishing to turn left onto the track.  A move from my playbook (yes I watched How I met Your Mother last night) that I often use downtown is to head east through the intersection, stop on the southeast corner and wait for the light to turn.


 


In other intersections that have the track crossing 2-way avenues, 2nd ave will have stop signs and the 3rd ave / 7th street intersection will be a 3 way stop.  This will probably work OK as there is very little traffic on these aves usually.


 

I'll ask

Turns out I'll make it to the info session tonight after all, so I'll ask that question myself. You're right that it is a fairly unique situation, but it would be good to get some sort of standard in place for future bike lane development. That road is probably wide enough that a left turn bike box could be painted in without interfering with car through traffic - I know I've turned left off of 8th ave onto 8th street and cars don't have any trouble getting around me, but it would be nice to have the official paint that lets cars know that this is allowed.

Vague answer

I asked, but it sounds like they haven't planned for that intersection specifically yet. The guy I asked said "If you're an agressive biker, you can turn left from the lane, or if you're more cautious, you can cross and wait at the corner". I brought up my concerns with cars not understanding that bikes are allowed to turn left, and he said they would put up signage.

A left-turn lane or bike box would be much better. I put that in the suggestion box at least, so they have a record of the concern!

If you're a Really Agressive Cyclist

you will ride up the wrong side of 8th Ave as soon as you get a chance, perhaps flying the curb onto the sidewalk so that you can make that left.


 


I am definetly not advising this, I just know there are people who will do it & this is why I hope the city comes up with a solution.

Er, Yeah!

I looked at that again and the only thing I can come up with is "mucho awkward."  The only time you can safely turn is when the cycle track light is red and then you can really only safely turn into the left WB lane, which is something I hate doing (I have to do that for half a block to get into my parking garage EB 5th Ave, Yuck!).

If you're SB on 7 St turning

If you're SB on 7 St turning WB on 4 or 6 Ave: either take the trave lane, or turn at the curb and go with the traffic on 4/6 Ave.

If you're NB on 7 St your best bet it to go through the intersection to the N side of the Ave, turn your bike, and wait for the light on 4/6 Ave. Or take 6 or 8 Street instead. 

You mean?

SB riders could leave the cycle track mid-block, or in the previous block, merge to the right, into a travel lane that accomodates the WB (right-hand) turn onto 4th or 6th?  I'm trying to wrap my head around 'turning at the curb'.  You mean, stop at the intersection when SB bikes & cars have a green, turn your bike facing WB and wait until the light on 4th or 6th Avenue changes to green?  I suppose you would have space against the 1m concrete median.

For NB riders, you mean they would proceed through the 4th or 6th Avenue intersection on the cycle track green phase, stop in the crosswalk...ahead of traffic...and then wait until the light on 4th or 6th Avenue turns green to proceed WB?

Did I get that right?  It seems like a fair bit to wrap one's head around.  Anyway, (for other readers) there was some discussion centred around how bike boxes might formalize a means for cyclists to make those turn movements.  I'm not certain if there is any "firmness" to that talk though.

Yes. It's hard to describe

Yes. It's hard to describe but essentially, if you're on the 7 St cycle track wanting to turn WB onto 4 or 6 Ave, you just position your bicycle (while 4/6 Ave has a red light) to face west (by the median or in front of the crosswalk on the NE corner of the intersection) and then wait for the light on 4/6 Ave to turn.  I talked to Tom about this and we discussed bike boxes or signs or something, but really, there will be very few peope wanting to turn onto 4 and 6 Avenues (and those who do will probably be confident/experienced cyclists anyway). Sort of like this:

Cycleway hook turn?
Note this is Australia so you have to imagine you're looking north down 7 St across 6/4/3 Ave and the turn hook is actually on the far side to put you on the right side of 6/4/3 Ave for your turn. The demand for turning onto 4 and 6 Ave (especially WB) isprobably very low, but something like this might be useful for people to turn left onto WB 3 Ave from NB 7 St cycle track -- that'll be a 3 way stop for the cars with cyclists in the cycle track having the right of way but I'm not sure if letting them turn left from the cycle track is safe enough.

Take that back

I shouldn't have said that last sentence above. Here come the anti's now in force:

http://www.calgaryherald.com/news/calgary/Planned+bike+lane+street+divides+residents+downtown/8026036/story.html

latte sipping communists

Why do "pro car / anti bike" people aways seem to think that people who ride bikes are socialists (or communists - the adjective seems to be interchangable to the common mouth breather).  One of the most hard core cyclists I know is a rabid capitilist who voted Harper, and has "tea party" tendencies.

btw, Stalin drank his coffee black - as black as night and as bitter as his soul, or so I am told.

Wish some of these people

Wish some of these people would go to cities which are centres for capitalism like New York, Chicago, London, San Francisco or Frankfurt to see what quality bike infrastructure and bike lanes look like.

Working into evening today

Indeed there is more work right now..looks like recycling section of the road pavement where a remaining swath along 7th Ave. SW is being churned up/shaved off ...

There's a road construction process  and paving which I'm the wrong person to explain properly. I just live in the area, see stuff and can hear the truck equipment machinery roaring away.  It is 7:30 pm...so clearly there are some timelines to meet ..if at all possible.

One day, several years later, we will look at this hyper-focus on downtown's first separated bike lane for Calgary....as simpler (hopefully) than whatever other separated bike lane  might be constructed closer into the downtown core.

 

What is being constructed now on a short road and existing detours/disruption...is incredibly pale to what we witnessed in Toronto a few wks. ago....a incredible massive construction mess with detours for high volumes of pedestrians (including tourists), cars and cyclists for over 1.5 km. of road and sidewalk that is completed redesigned for:

separated bike lane (bidirectional also), preservation of streetcar track (well used), expanding width of sidewalks to accommodate hordes of pedestrians and reduction down to 1 car lane.  This is along Queen's Quay running beside Lake Ontario, Harbourfront area (where you catch the Toronto Island ferry), a major tourist destination and whole length is lined with high density, high rise condo towers, (Many towers over 20 stories high.) and some parkland. Nearby is the Gardiner Expressway, etc. (if you know downtown Toronto and its waterfront area which also has a major Loblaw's grocery store (past 15 yrs.), new George Brown College satellite campus by waterfront... talk about multi-purposing land use and planning).

Supposed to finish in 2014-15 and costing over millions $.

Of course the Waterfront bike route is temporarily obliterated and cyclists end up walking their bikes for a km. or so. Some ride among hordes of crowds. http://www.waterfrontoronto.ca/explore_projects2/central_waterfront/queens_quay

 

So if there are complaints about 7th Ave. SW, some Calgarians have no clue. No clue about what serious car traffic disruption can mean.  We can adjust.