Recently there was discussion in Calgary's local media about a proposal from Ald. Ric McIver to look at increasing speed limits on Calgary's pathways (which are currently limited to 20 km/h in most areas). A motion was considered by Council, and an amendment proposed by Ald. Brian Pincott to only increase the speed limit on bikes-only sections of the pathways. The motion was ultimately voted down by Council.

BikeCalgary's directors opposed the speed-increase proposal. Why? Read on for an explanation.

“City urged to look at speeds on bike paths”
Kim Guttormson, Calgary Herald, February 18, 2010

“Commuters who ride bikes to work may be able to go a little faster along city pathways, at least during rush hours”. In a proposal going to council on Monday (Feb 22), Alderman Ric McIver is asking for another look at how fast bikes can travel along the pathways, which right now tops out at 20 kilometres per hour".

In response to this initiative, BikeCalgary's board of directors sent the following letter of commentary to City Council's aldermen.

Seemly offered as the answer to improving commuter cycling in Calgary, Alderman Ric McIver’s proposed increased speed limit on pathways at rush hours misses the mark. While increasing speed can be mathematically translated into reduced travel time it fails to recognize some significantly important factors. Calgary’s network of pathways (with some seasonally dedicated only to “wheeled” traffic) is multi-use where “speed differential” is a safety concern. The same concern extends to the off-pathway bike commuter routes (city streets) where the speed differential is between cyclists and motor vehicles. Increasing the speed differential, especially during “rush hours” which coincides with increased pedestrian traffic on many pathway sections, by raising the speed limit above 20 kph will only exacerbate this conflict situation. The only way to avoid this concern (speed differential) is to build a system of dedicated bike routes that do not mix cyclists with pedestrians or motor vehicles – a concept that appears to be financially out of reach at this time.

Increasing cycling speeds on pathways can only be beneficial in specifically selected low pedestrian use areas once improvements are made to these pathway routes. Specifically we need increased pathway width, removal of edge obstructions, improved sightlines, introduction of traffic control signage and marking, installation of way finding and location signage, increased lighting (Calgary has up to 16 hours of darkness in winter), effective snow removal and ice control, proper pavement maintenance, removal of mid-point bollards, and advertising (and enforcement) of “Code of Conduct” rules.

What is needed in Calgary to improve commuter cycling, increase safety and encourage increased activity is a fully funded active transportation master plan. This plan should focus on origin to destination route development that can be economically achieved through both on-street and off-street (pathways) and employ “dedicated” routes wherever feasible. Once the pathway system has been updated, as indicated above, cycling speed could be increased selectively on the pathways. Street speeds for motor vehicles on selected on-street bike routes for that matter should be also reduced to 40 kph.

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