Cypress Hills Provincial Park

Prepared for: Trail Design Report for: Cypress Hills Provincial Park Alberta Environment and Parks Project Number 16PSR824

Table of Contents 1 Executive Summary Using the Trails Design Plan... 1 2 Introduction...... 3 2.1 Goals and Objectives... 4 3 Development of the Trail Design Plan... 4 4 Benefits and Value of Trails... 5 4.1 Health & Recreation Benefits... 5 4.2 Safety Benefits... 5 4.3 Education Benefits... 5 4.4 Environmental Sustainability Benefits... 5 4.5 Economic Benefits... 6 4.5.1 Sea to Sky Mountain Biking Economic Impact Study... 7 4.5.2 Destination Attractiveness... 7 4.5.3 Economic Benefit to Cypress Hills Interprovincial Park... 7 5 Background Information... 8 5.1 Characteristics of the Local Community... 8 5.2 Existing Trail Inventory... 8 6 Description of Proposed Trail System... 10 6.1 Central Hub... 10 6.1.1 Trail Head... 11 6.1.2 Pump Track and Skills Area... 11 6.2 Fire Rock Trails... 12 6.2.1 Beginner Loops & Interconnected Campgrounds... 13 6.2.2 Old Baldy Trail... 14 6.3 Cross Country Trails... 15 6.3.1 Campground connectors; Elkwater, Ferguson Hill, Lodgepole, Old Baldy and Beaver Creek Campgrounds... 16 6.3.2 Ranger Trail Collector... 16 6.3.3 Upgrades to Horseshoe Canyon Trail... 16 6.3.4 Trail # 8... 17 6.3.5 Upgrades to Mystery trail and Beaver Creek Trail... 17 6.3.6 Upgrades to Tower Road... 17 6.3.7 Upgrades to Mitchell Creek Trail... 17 6.3.8 Inner Loop... 18 6.3.9 Trail # 7... 18 6.4 IMBA Epic Ride, Hut to Hut riding... 18 6.4.1 Overview of the Epic Ride... 19 PAGE i

6.4.2 Huts, Campgrounds and Destinations... 19 6.4.3 Spruce Coulee and Western Trans Canada Trail... 19 6.4.4 Reesor Lake Viewscape Trail... 20 6.4.5 Reesor Ridge, Battle Creek Campground, and Police Point Slump... 20 6.4.6 Battle Creek Trail to HWY 41 Group Camp... 21 6.4.7 Cattle... 21 6.5 Hidden Valley Ski Resort... 21 6.5.1 Lift Accessed Mountain Biking... 21 6.5.2 Opening Scenarios... 22 6.5.3 Trail locations, style, quantity... 22 6.5.4 Feasibility of converting lift for summer use... 23 6.5.5 Additional Lift Accessed Recreational Opportunities... 25 6.6 Signage and Trail Amenities... 26 6.6.1 Signage... 26 6.6.2 Trail Crossings of Roads... 26 6.6.3 Back Country Rest Nodes... 27 6.6.4 Bike Wash Facilities... 27 6.6.5 Bike Repair Stations... 28 7 Implementation of the Plan... 29 7.1 Marketing and Funding Strategies... 29 7.2 Trail Planning and Design... 29 7.3 Phasing Strategy and Cost Estimates... 30 7.4 Recommended Quantity of Trail Infrastructure... 30 8 Operations and Management... 31 8.1 Liabilities... 31 8.1.1 Trails Construction and Maintenance... 31 8.1.2 Decommissioning of Trails... 31 8.1.3 Trail Inventory Mapping and Inspections... 32 8.2 Risk Management... 32 8.2.1 Public Safety... 32 8.2.2 Emergency Planning... 32 8.3 Conflict... 33 8.3.1 Shared Use Trail Hazard Conflict and Impact Reduction Strategies... 33 8.3.2 Winter Use... 33 8.3.3 Dogs on Trails... 34 8.3.4 Trail Etiquette Education... 34 9 Closure..... 35 PAGE ii

Appendices Appendix A Appendix B References & Background Information Design Guidelines and Process 1.1 Trailhead Signage and Wayfinding Types 1.2 Trail Design Considerations 1.3 Trail Development Considerations 1.4 Natural and Constructed Technical Trail Features Appendix C Tables Table 1 Table 2 Table 3 Table 4 Trail Difficulty Guidelines Trail Type Classification Level of Service, Visitor Safety, and Experience Tools Trail Rating Classification Appendix D Cost Estimate Summary D.1 Trail Phasing and Cost Estimates D.2 Summer Lift Operation Cost Estimate Appendix E Appendix F Supporting Article Oversized Figures Figure F 1 Figure F 2 Cypress East Cypress West PAGE iii

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1 Executive Summary Using the Trails Design Plan The intent of the Alberta Environment and Parks (AEP) Cypress Hills Interprovincial Park (CHIPP) Trail Design Plan (TDP) is to assist CHIPP in becoming a regional destination for mountain biking. This TDP is the first part of an entire trails master plan document for CHIPP which will consider equestrian users, cross country skiing, nature hiking and interpretative trails, and inclusion oriented trails. While the focus of the TDP is on mountain biking, these other modes of transportation were still considered during the preparation of this document. The North American reliance on the automobile is obvious in the current layout of CHIPP, its campgrounds and extensive supportive infrastructure. As will be noted in the report that follows, a major underlying theme of the TDP is to connect the existing infrastructure with trails suitable to all ability levels. By connecting the infrastructure with trails, vehicles can remain parked and users enjoy nature, recreation, and the resulting physical and mental health benefits. Studies have proven that dollars spent on a recreational trail system has a resulting benefit to the health care industry. Trails are not noted to be a great capital expense, and can actually be considered an investment in the provinces future well being. In addition using trails as an economic driver is explained with recent studies highlighting the economic impact, such as $3.5 million generated for the local community in Kamloops, BC in one season. The TDP outlines four distinct yet connected pods to meet the needs of as many disciplines of mountain biking as possible. Included are the recreational cycling and beginner trails connecting the campgrounds, cross country and all mountain trails accessing the viewscapes, lift accessed trails, and an epic ride hut to hut loop. The trail system is conceptualized to provide a tremendous experience for the now, meaning the whoops of joy from the roller coaster experience and journey of the trail itself, as well as providing a connection to those destinations of natural beauty or existing park infrastructure. This full complement of mountain bike disciplines provides trails for every user to ensure CHIPP becomes a successful ride centre. It must be understood by the users of this TDP that all proposed trail alignments are not to be viewed as detailed designs. All proposed trails are conceptual in nature and will require additional fieldwork, design, stakeholder engagement, and refinement prior to any construction. A Trails Design Plan is never perfect. It does not contain all of the answers or all of the solutions. That should never be the intent of this, or any other master plan. A TDP should be a living document that can adapt to changing goals. Its intent is to chart a course for a singular vision that will create a better, stronger, and more varied trails experience for locals and tourists. The TDP provides a collective set of goals and objectives for the direction that trail development should take over the course of the next 10 15 years. By having the 670 Collective Mountain Bike Club and CHIPP working together toward long term goals in a strategic manner, the trail system will be developed to provide the best value for the community it serves. 670 Collective Building Trails In CHIPP PAGE 1

Based on discussions with stakeholders, parks staff, and field reconnaissance, the following general recommendations are provided and will be discussed in the text that follows: 1. Increase the amount of beginner and expert difficulty trails. 2. Facilitate skill development and progression of riders through construction of a pump track, skills area, and appropriate Technical Trail Features as options on the sides of trails. 3. Increase the connectivity between campgrounds and existing facilities. 4. Open Hidden Valley Ski resort for summer lift accessed mountain biking with sufficient trails of all difficulty levels. 5. Create an Epic Loop with Hut to Hut riding. 6. Create a Central Hub for mountain biking based around the existing infrastructure and population base. 7. Offer comprehensive signage including trailhead kiosks, junction maps, trail difficulty rating, and wayfinding signage. 8. Amalgamate intersections to reduce decision making. 9. Create loop trails of consistent difficulty along their entire length. 10. Upgrade existing resource roads to offer engaging user experiences by meandering the trail, rerouting to avoid excessively steep hills and wet areas and aligning the trail to display the natural beauty of the landscape. 11. Create an easier path for users to reach the top of the plateau to enjoy the views. 12. Quantify current user numbers. Cypress Hills Interprovincial Park 4 Distinct Pods for Trail Development PAGE 2

2 Introduction The goal of the Trail Design Plan is to identify how to help CHIPP become a regional destination for mountain biking. Fortunately for McElhanney and Sustainable Trails, CHIPP is an easy sell. It offers phenomenal undulating terrain, a long shoulder season particularly compared to the neighboring Rocky Mountains, stunning viewscapes, unique features to the landscape, and extensive infrastructure already in place to support users. The hardest part of turning CHIPP into a regional and really a provincial and national destination will be changing people s mindset to travel to the prairies for recreation and vacation, and educating people it even exists. Most Albertans automatically point west to the mountains any time they have vacation time, and do not even know that across its 203 square kilometers, CHIPP offers 230 m of vertical, and at 1466m at Head of the Mountain, it is the highest point between the Rocky Mountains and Labrador. View from Reesor Viewpoint looking East Alberta Parks website describes it well; Rising more than 600 metres above the surrounding prairies, the Cypress Hills are a striking geological anomaly on the flat plains. The hills climb sharply from the north before gradually dropping back to the plains in the south Unlike the Rocky Mountains, the Cypress Hills were not created by the faulting and folding of a geological uplift. The Cypress Hills are an erosional plateau formed by millions of years of sedimentary deposition followed by millions of years of erosion. Today, the Cypress Hills expose a unique cross section of geological history found nowhere else in western Canada. (http://www.albertaparks.ca/cypress hills/information facilities/nature history/geology/) Alberta Environment and Parks has engaged McElhanney Consulting Services Ltd. and Sustainable Trails to prepare a Trails Design Plan for Cypress Hills Interprovincial Park. This initiative is based on the fact that recreation is a major draw for residents and tourists alike. However, recreation is currently predominately water based and makes use of very little of the Park. Recently the 670 Collective Mountain Bike Club was formed, and they are working closely with AEP to help drive forward recreational trails throughout the greater Medicine Hat area and CHIPP. The trail mission of the 670 Collective mountain bike club is committed to building and maintaining new environmentally sustainable and legal trails for its community of mountain bikers and future generations to enjoy. We are the voice in promoting our sport, living an active lifestyle and connecting with nature. We believe that, with the two distinctive and dramatic landscapes of the badlands of the Medicine Hat area and the rugged PAGE 3

mountain like terrain of the Cypress Hills, our region can someday become a popular destination for mountain bikers in Western Canada and the US. The proposed trail system will create a wow factor immediately from the parking lot for riders, with fun and engaging singletrack that is linked together in a logical and progressive manner. The trail network will provide experiences for all abilities, with sufficient beginner, intermediate, and advanced trails to keep all riders engaged. After enough trails are constructed to showcase an excellent product and create a good first impression, CHIPP, Travel Alberta, the 670, and the destination marketing organizations of Elkwater and Medicine Hat should work together to advertise the trail system. 2.1 Goals and Objectives Based on the original RFP and discussions with AEP, the main goals and objectives of the TDP are as follows: 1. To make CHIPP a regional destination for mountain biking; 2. To fulfill the mandate of the Plan for Parks to provide people friendly communities and recreational opportunities, and sustainable prosperity; 3. To identify opportunities to upgrade and enhance the trails and infrastructure for mountain biking; 4. To identify gaps in the trail system and other experiences that could be provided; 5. To identify other tourism potential of trails (attracting overnight users); 6. To propose new trails in a manner to improve the quality and safety of the trail user experience and be constructed to minimize ecological impacts to the environment and minimize long term maintenance and; 7. Disperse users throughout the entire region of the park. 3 Development of the Trail Design Plan To sketch the trail alignments and formulate the recommendations in this Trail Design Plan, numerous processes were followed to collect information. Consultation with AEP staff at CHIPP and volunteers at the 670 Collective Mountain Bike Club was ongoing. In addition, a stakeholder meeting was held where 21 members of the public attended. A power point, flip charts, and maps for users to sketch on were all provided to allow attendees to provide feedback. Field reviews were done on many trails in the Elkwater region by bike and foot, as well as driving to visit key view points and trail heads. Further information as to the status and user experience of each trail was discussed with CHIPP staff and the 670. A desktop study was conducted using detailed imagery of the landscape and existing trail system. Background information was gathered from AEP s Plan for Parks, CHIPP trail development strategy, the 670 three year plan as well as many other sources listed in Appendix A. PAGE 4

Technical information comes from collective experience of the Trail Design Team and making use of the International Mountain Bike Association (IMBA) books. This series of books is really the bible of trail building covering; design, layout, signage, and trail standards. Whistler Trail standards were also consulted. IMBA difficulty rating information is provided in Appendix C and trail design considerations, including an example of a stacked loop system are provided in Appendix B. 4 Benefits and Value of Trails There are many benefits of trails, including the obvious health benefits that come from physical activity. There are also benefits to an entity interested in trail development to create TDP and outlining a logical path to trail development and summarizing the reasons why it should happen. The following sections outline the benefits of trails from the different important perspectives. 4.1 Health & Recreation Benefits An interesting way to look at the added value economics of trail development is to consider the increased health benefits of trail users within the context of reduced health care costs. In A Cost Benefit Analysis of Physical Activity Using Bike/Pedestrian Trails (Wang, G. et al., 2004), it was estimated that for each dollar spent on building, maintaining, and using trails, nearly three dollars were realized in reduced health care costs by the trail users due to improvements in their health. 4.2 Safety Benefits When trails are built to last with the user s needs in mind, a venue is created to provide an acceptable level of safety for trail users. Technical trail features (TTFs) are an example where their inclusion in the design of advanced mountain biking trails can be viewed as a safety benefit. Experienced riders enjoy the technical challenges provided by the TTFs, however, a lack of TTF opportunities within a trail system may lead to the creation of unauthorized trails with poor quality features which can create major safety risks for trail users. 4.3 Education Benefits Trails can provide excellent opportunities for users to experience nature, history, and culture in an outdoor classroom. Interpretive signage, guided tours, or programming result in educational benefits when trail development is sensitive to the opportunities presented by the environment, historical context, and location of the trail. Identification of these opportunities is part of the trail planning process to ensure that routing and interpretive signage at points of interest, trailheads, rest areas, and other strategic locations can help tell CHIPP s story to trail users and provide a deeper experience for those interested in learning more about their surroundings. 4.4 Environmental Sustainability Benefits Trails also provide an opportunity for people to interact and experience the environment in an immersive way. Paired with interpretive signage and other educational information, trail users become more aware of the value they place on protecting the wilderness areas around their communities. The existence and use of trails are both catalysts for this heightened sense of environmental awareness. PAGE 5

Current research looking at non motorized trail usage suggests that, when properly built, shared use trails can be constructed and maintained with minimal environmental impacts. Protection of the environment typically has more to do with the location, alignment, construction, and maintenance of the trail rather than the actual trail usage itself. Another by product of a great trail network is that it should be so enthusiastically received by users that will naturally reduce the amount of unauthorized trails. (Managing Mountain Biking, IMBA s Guide to Providing Great Riding, 2007) 4.5 Economic Benefits Wellness tourism, recreational tourism, and other forms of tourism are popular and growing around the world. These trends show that sports and adventure tourism are often combined with wellness tourism and developing facilities to cater to these trends can have significant economic benefit. One of the fastest growing forms of recreational tourism is mountain bike tourism. In fact, this industry is booming in Western Canada and other parts of North America. Part of the reason is due to the evolution of bikes with geometry and suspension that make trail riding easier. In addition, trail building with IMBA providing standards for sustainable development, have improved the rideability and fun factor. The economic benefits of catering to mountain bikers in both trail development and community facilities is well documented. One of the most compelling confirmations is close to home. The document, Mountain Bike Tourism The essential guide to developing, managing, and marketing mountain bike tourism product in BC, was prepared by Destination British Columbia in June 2015. In relation to traveler motivation studies and economic impact research, the following conclusions are provided in the document: Mountain biking IS a travel motivator and people WILL travel to destinations specifically to go mountain biking; and Mountain bikers ARE well educated, affluent and the majority of them are over 30 years of age. Other recent literature speaks to the benefits. It turns out that mountain bikers who destination travel spend comparable amounts per day, as much time and are willing to travel as far as other groups, such as golfers. quoted a 2014 study released by Pinkbike on the Economic Impacts of Mountain Biking Tourism. To give some context to this finding, we can refer to the Economic Impact & Sustainability Analysis conducted by Tourism Kamloops that stated, Mountain biking generated $3.5 million for the local economy in Kamloops during the 2015 riding season. Example of Accommodation in CHIPP To further the case that catering to mountain bike tourism will enhance the economy of a region, we provide the following case study from British Columbia. This is but one study and as referenced above, there are others with similar statistics. PAGE 6

4.5.1 Sea to Sky Mountain Biking Economic Impact Study Documented in the 2009 Sea to Sky Mountain Biking Economic Impact Study, the trails around North Shore, Squamish and Whistler, British Columbia are some of North America s most popular and challenging mountain biking trails and collectively, generate $10.3 million in spending from riders that live outside of the host community over the period from June 4 to September 17, 2006. Squamish saw over $1.7 million as a result of non resident riders visiting the trail system as well as training and participating in the popular Test of Metal mountain bike race held in mid June each year. The Whistler Bike Park, the most visited mountain bike park in North America, generated $16.2 million in revenue from non resident visitors while the Crankworx Mountain Bike Festival attracted over 55,000 new visitors in 2006 bringing in over $11.5 million in non resident spending. The same study also demonstrates that trails in Whistler Valley generate more economic activity than informal trails in Squamish and the North Shore due to having created and promoted an authorized, public and commercially certain, municipal trail system with associated services (bike rentals, guides, camps, etc.). The study concludes that the Valley Trails were a significant stand alone attractor separate from the Whistler Bike Park. Apart from actual tourist spending, the study also indicated, The combined expenditures of non resident riders on the trail systems in the three communities resulted in a total of $9.3 million in new economic activity (GDP) and supported 194 jobs through the payment of just over $6.3 million in wages and salaries. 4.5.2 Destination Attractiveness Trail systems are a key attraction for visitors to the region. Visitors are drawn not only to the quality and array of trails available but also because of the experience they have on the trails. In addition, the amenities provided are key. At the 2015 Western Canada Mountain Bike Tourism Symposium in Williams Lake, BC, Zachary Cole, from the University of North Carolina Greensboro, Bryan School of Business and Economics, presented the adjacent slide when discussing the ideal mix of attributes that make for a mountain biking destination. Based on his research, the larger the letters, the more important was the attribute to having an economically viable mountain bike experience. In looking at other mountain bike destinations and data from other studies, there is some commonality in the research. 4.5.3 Economic Benefit to Cypress Hills Interprovincial Park CHIPP has a huge potential for trails related tourism, especially in relation to mountain biking. Referring to the above attributes, the following are advantages and disadvantages when considering making Cypress Hills a mountain bike destination: PAGE 7

Advantages 1. AEP and the 670 Collective have created quality bike trails in Cypress Hills. With the preparation of this master plan and the willingness of AEP to construct more trails, the quality of trail will only increase. 2. The Elkwater Camp Cookhouse and General Store has good food and a multitude of quality beer. A good coffee shop also exists in Elkwater. 3. There are a number of campgrounds and other accommodation in the Elkwater community. 4. With the Cypress Hills land rising high above the adjacent prairie, scenery is beautiful in many areas. 5. A ski hill already exists in Cypress Hills Provincial Park. Creating downhill mountain biking or other summer amenities could attract tourists to the area. Disadvantages 1. While there are some dedicated local riders who ride in Cypress Hills, marketing is needed to enhance the reputation. 2. While some minimal facilities exist in Elkwater, Medicine Hat is an hour drive away to purchase groceries, bicycle parts, and other potential requirements during a visit. 5 Background Information 5.1 Characteristics of the Local Community Central to Cypress Hills Provincial Park is the Community of Elkwater, bordered by Elkwater Lake to the north. This small community with roughly 260 dwellings has a mix of vacation homes and full time residents. Existing facilities include a local Café, convenience store, restaurant, gas station, ski hill, golf course and 3 lodging establishments. Park facilities include 7 main campgrounds offering roughly 350 sites, with additional small campgrounds farther away from Elkwater offering more of a back country experience. The Park Visitor Centre in Elkwater acts as the central hub for campers and visitors alike to learn about the local history, ecology and recreational opportunities of the area. Existing summer recreation is predominately based around the lake, with beaches and a marina supporting watersports such as swimming, water skiing, wind surfing, sailing, and fishing. 5.2 Existing Trail Inventory Elkwater Lake Beach in the Summer Cypress Hills Interprovincial Park Alberta offers 56 kilometers of designated trails primarily used for hiking during the summer months, and to a lesser extent cross country skiing and snowshoeing in the winter. Most trails were not designed for recreational use but are old resource roads (see maps in oversized figures, Appendix F). Existing trails are on lands managed for recreation, watershed protection and other environmental values and may see active management such as grazing or prescribed burning (Cypress Hills Provincial Park Management Plan, 2011, RFP). PAGE 8

The unique terrain found at CHIPP has contributed to the resource road alignment we see today. Prairie borders Elkwater to the north, and from Elkwater the hills rise rapidly to the south for 1 to 3 kilometers, culminating in a long continuous plateau which gradually fades to the south. The existing resource roads were built with a specific purpose in mind and were constructed in the most direct and least labor intensive method possible. Consequently they often have very steep grades and long straightaways to blind corners. The alignment choices of frequently following valley bottoms, combined with the construction techniques of piling materials on the sides has led to water flowing down the road surface, standing water, erosion, and slumping. With resource extraction in mind during construction, many recreational opportunities such as stunning vistas, points of interest, and the user experience of meandering and undulations of a recreational trail were missed. Along the upper edge of the plateau there are a multitude of firebreak roads that were developed to prevent fires spreading from grasslands to forest and vice versa. While the roads cover vast expanses of terrain and offer tremendous viewscapes, to the self powered user they become monotonous due to a lack of change. Travelling consistently along the edge of the forest in the grassland, they are also susceptible to constant strong winds, which can lead to a less than enjoyable experience to hike or bike into a headwind for an extended period of time. These fire roads do offer excellent access for grazing management, location for cattle fencing, and equestrian use. A section of the Trans Canada Trail exists through CHIPP and was purpose built for non motorized use. However this trail was designed and built in a poor manner with overly steep grades in the forested sections and extensive flat trail on bald prairie. As one user described it, the trail builder basically took a lawn mower and ran it through the prairie. In terms of successful purpose built mountain bike trails, the local cycling club, the 670 Collective, has worked with AEP to design, build, and designate roughly 8 kilometers of trail. They have also upgraded another 4 kilometers of resource road and existing trails to a state that is now rideable and enjoyable. These trails have proven extremely successful and have allowed the hosting of various events such as The Battle Creek Show Down (a 4hr mountain bike race), The Mile High Tri (an off road triathlon) and The Medicine Hat Massacre (an adventure race). Although the focus of this Trail Design Plan is on mountain biking, it should be noted that there is sufficient road riding on interesting roads to be worth marketing road cycling as part of the complete cycling experience. A paved and boardwalk shoreline trail on Elkwater lake exists, which offers a recreational experience for hiking, walking, strollers, and bicycles. Existing Resource Road PAGE 9

6 Description of Proposed Trail System The vision for the trail system at CHIPP is to develop a logical and inviting trail network that reduces user conflict, is environmentally friendly and requires minimal maintenance. A few overarching principles of trail layout and design were applied during the process as follows: Creation of a Central Hub for the staging of riders; Creation of more beginner trails and a stacked loop system; Amalgamation of intersections to decrease decision points; Removing bike traffic from high speed old resource roads with blind corners; Lumping the most challenging trails on Hidden Valley Ski Hill. 6.1 Central Hub The vision for CHIPP is to have one logical central hub located at the Park s Visitor Center from which all the trails and facilities for mountain biking radiate. This will allow a mountain biker to drive to the Visitor Center and park, talk with the staff at the Visitor Center, look at the trailhead kiosk map, and plan their route. A pump track and bike skills park is also suggested for this area where kids or adults can play to refresh or develop their skills before progressing to a series of stacked loops, with more technically challenging loops created farther away from the central hub. Other attributes which round out the Visitor Centre as being the logical central hub are that parks staff already offer lessons for school children and bike rentals from there. There is also a restaurant attached to the Visitor Centre, and many of the existing trails already start and end at there. This location is very central to many of Conceptualized rendering of the Trail head with a trail head kiosk, bike fix it stand, bike wash, and pump track. PAGE 10

the existing campgrounds, so kids can play on the pump track and nearby trails directly from their campsite, with no driving involved. The following sections describe these facilities in details. 6.1.1 Trail Head The trail head is an important welcoming stage to the visiting mountain biker or hiker. The trailhead kiosk should have a map on it that outlines the trail loops, lengths and difficulty of the loops, and relevant points of interest along the loops. At the trailhead we have also proposed to have a bike fixit station and a bike wash station, so that everything a rider needs to start and finish the ride is conveniently located in one spot. 6.1.2 Pump Track and Skills Area Part of the concept for the central hub is to have a pump track and skills area located directly adjacent to the trailhead kiosk and Visitor Centre. The location of these facilities is very close to numerous existing campgrounds and the residents of Elkwater with the anticipation that it should attract frequent visitation from youth in particular. The location is also chosen to be close to pressurized water for maintenance of the dirt features. Pump tracks and bike skills areas offer the bike enthusiast to practice their technical riding abilities so that they will be prepared for the conditions encountered along the recreational trail system. As well, they provide the opportunity for greatly increasing a riders health and fitness level in a fun social setting. As seen in the photographs, pump tracks are very low impact, with the riders wheels very rarely leaving the ground. Integrating a beginners, intermediate and advanced pump track together, presents numerous riding lines to all levels of rider abilities, thus enabling a great deal of riders to use the feature in a very small space. Parents of smaller riders may have a complete view of the entire track, thus easing any concerns about their safety. Typically the ridership is encouraged to participate in the overall maintenance of the pump tracks. Once designed and constructed, only a supply of water is required to dampen the soil for periodic hand raking and shaping the tracks features. Progressive learning is the theory PAGE 11

behind a bike skills park. These parks are typically collocated with pump tracks and incorporate structures for beginners through to advanced skill level riders. They are also an excellent venue for organized bike skills learning classes. Practicing and repeating the bike skills builds confidence in all levels of ridership. The skills learned at such facilities may be applied to the conditions found out on the trails. Elevated narrow boardwalks, log skinnies, rock gardens and pump rollers test the riders abilities in bike skills parks. This repeated practice in a controlled safe setting builds the skills required to move through a beginner to a more advanced trail system, without the stress of an on trail learning lesson, with the rider s perception of holding up trail traffic. A pump track and skills area are a legitimate way for a park to lower liability through providing facilities to progress a riders skill. Clear progression should be outlined through design, with low risk filters preventing an unskilled rider from entering a dangerous situation. Soliciting the bike enthusiast to participate in the construction and maintenance of bike skills areas, builds stewardship for the facility as well as the entire trail system. Fun, facilitated building workshops would engage the bike community and foster responsible use of the CHIPP bike park and trail network. 6.2 Fire Rock Trails The map below shows an expanded view of the Fire Rock Trail area. The sections that follow summarize the proposed trails in this area. PAGE 12

6.2.1 Beginner Loops & Interconnected Campgrounds One of the goals identified at the stakeholder meeting and by CHIPP staff was to improve the connectivity between the campgrounds with trails. The proposed trails achieve this and double as part of the overall stacked loop concept, meaning that easier trails are located closer to the trail head and population centers and more challenging trails, both physically and technically are located farther away. Surfacing some of the key linkages between campgrounds and facilities with a crushed rock or granular surface should be considered to allow for all weather use. The proposed trails are labeled with working titles created by the TDP team as a way to discuss trail locations and segments; new appropriate names should be implemented by CHIPP. A general concept map is provided on the previous page and the large overview maps can be found in the Appendix F. Detailed trail descriptions are provided in the following sections. Trail difficulty ratings shown are as per IMBA guidelines, the green circle being the easiest, blue square being intermediate, and the black diamond as most difficult, expert trails. 6.2.1.1 Green Loop #1 Green Loop #1 is intended to be a warm up loop and provide a small (1km) lap for a novice rider or school group. It does have two road crossings, one of which already has a crosswalk with tiger stripes painted on the road, and the other crossing should have these installed. At the west crossing the new trail should be built to have a tight corner before the crossing to slow riders down before the crossing, and appropriate signage for both the cyclist and motorists to warn of the crossing. The portion of this loop adjacent to the Lakeview Campground is intended to be perched between the campground and the creek on the top of the bank. This will allow the willows to provide some privacy for the campers yet the trail to meander and remain dry in all but the largest of spring floods. At the southwest extent of this loop by the Old Baldy Campground, a secondary trailhead is proposed with multiple different trails diverging. Amalgamating intersections in this manner reduces the number of decision points along the trail, streamlining the riding experience. 6.2.1.2 Green Loop #2 Green Loop # 2 will climb across Old Baldy and once in the trees it will split to provide another 1km loop for riders. The terrain in the woods on the north side of Old Baldy is undulating and varied, and will provide great opportunities to meander the trail. This section of the loop is intended to have numerous optional lines to allow riders to challenge themselves if desired. These Technical Trail Features (TTF s) would include rooty and rocky lines, lines over logs, and some small log rides, similar to the adjacent picture. 6.2.1.3 Fire Rock Trails and Campgrounds Continuing west from Green loop #2 will be a connector trail to the Fire Rock campgrounds, the beach, and Fire Rock trail. Adjacent to both campgrounds small loops are proposed to provide campers with options to ride without having to drive. The existing Fire Rock trail is predominately an old fire road of beginner difficulty with two extremely challenging spots on it. Parks staff mentioned that they frequently send novice mountain bikers to this area as a small loop to try out mountain biking on, however both challenging areas see numerous crashes. The steep connection to Lakeview Drive should be re routed to a 5 8% grade below the large glacial erratic standing rock, as it is inconsistent with the surrounding trail difficulty, is eroding, and crosses a wet area. The PAGE 13

Glacial Erratic Feature on Fire Rock Trail new connector trail will pass by the standing rock to show off the glacial erratic, before continuing to both campgrounds and the beach. The resource road part of the Fire Rock trail will be left wide for emergency vehicle access and small depressions that are prone to standing water should be filled. The steep and eroded connector to Old Baldy Trail and Horseshoe Canyon Trail (as shown in the picture above and to the right) should be decommissioned and a new trail bench cut at 5 8% grade to take users to the ridge. 6.2.2 Old Baldy Trail The ridge on Old Baldy acts as a magnet to users to stand on and see the view over the lake and hills. Therefore, the new trail will take users to the summit of it. The existing landscape currently has numerous braided trails and shows significant erosion. The new planned trails will wrap around the viewpoint and climb the ridge to the top from the east. A large berm (insloped turn) will be used to block riders and hikers alike from heading straight down the hill side to the Visitor Centre. It will connect to the east facing portion of Old Baldy trail which has been rebuilt with numerous switchbacks View of Elkwater and the East End of Elkwater Lake from the Old Baldy Trail PAGE 14

and provides a fun climb or descent. This trail will be tied into the Green Loop #2, and the existing Old Baldy road decommissioned. The current alignment of the Old Baldy trail (which is really a bulldozed road) is very steep (above 20% grade) and makes a T intersection with Horseshoe Canyon trail. Being steep and straight it is not an enjoyable user experience for cycling, and the T intersection after the high speed downhill is a safety concern for beginner skill level riders. Decommissioning of this road should involve removing the large dirt berm at the outside edge of the road. This feature is currently acting as a dam and holding water on the road has likely caused the large slump on Old Baldy. The eroded fall line trails should also be decommissioned and blocked in a manner using logs, soil check dams, and seeding with grass and shrubs. This will prevent users on the old trail and slow and divert water from further eroding it. 6.3 Cross Country Trails The cross country trails are located as indicated on the map below. They are south of Elkwater and rise up to the plateau area. There are a number of old resource roads and some upgraded trails in this area. It was one of the more popular areas to explore in close proximity to campgrounds and the Elkwater townsite. The text that follows describes the proposed trails in this area. PAGE 15

6.3.1 Campground connectors; Elkwater, Ferguson Hill, Lodgepole, Old Baldy and Beaver Creek Campgrounds Connections of beginner difficulty trail for recreational cycling and walking are proposed between the aforementioned campgrounds. The proposed connectors will allow the vehicles to stay parked and campers to walk or cycle to other campgrounds, other trails, or the infrastructure at the visitor centre or the lake. Currently, these campers rely on the paved road system to travel anywhere or to recreate. The existing connection between Ferguson Hill and Beaver Creek has a very steep section, and the connection between Ferguson Hill and Elkwater is a user created trail where users slip and slide down an old powerline cut line. The existence of this social trail shows that there is a user desire to connect these two points. The trail system will be constructed in a manner to keep users off of main roads, and even off the campground roads as much as possible. It will make use of some existing connector trails but will reroute steep areas to be a consistent beginner difficulty along their length. The connection between Lodgepole and Ferguson Hill will be upgraded from the road edge to the woods to provide an enjoyable undulating and meandering trail for these users. 6.3.2 Ranger Trail Collector Behind the townsite of Elkwater exists the Ranger Trail. This is an old fire road, some of which has been surfaced with gravel. Currently this trail serves as a collector bringing mountain bikers from the main cross country riding area of Cobble Hill and Last Grizzly back to the Visitor Centre. Additions are proposed to Ranger Trail to provide a looped network connecting it to Elkwater so that children and adults alike from the community can directly access the trails. Connections to Elkwater community would be established at a vacant lot at 1 st street, to the skating rink and the patch of woods adjacent to the Girl Guides Camp road. These trails will provide an opportunity for the girl guides to access the trail network. The new trails will be of beginner difficulty, and along the extent and corridor of the wide old Ranger Road, alternative lines of more challenging trail are proposed. This will allow the whole family to enjoy the experience together, with mom or dad pushing a stroller, and more adventuresome riders playing on the edges. Land titles and property lines will need to be investigated further, prior to refining the detailed alignment through this area. 6.3.3 Upgrades to Horseshoe Canyon Trail One of the gaps identified in the stakeholder meeting was the desire of campers to reach the viewscapes at the top of the plateau. Currently the existing resource roads suit the hiker to achieve this purpose, however for the recreational cyclist these trails are too hard in terms of grade and too boring in terms of being a wide road bed. The Horseshoe Canyon trail is a 4m wide ski trail in the winter and takes users along a ridge to the top of the plateau at a spectacular viewpoint overlooking the rolling grassland prairie and Elkwater Lake. It is currently the logical path to PAGE 16

the top for users, however they often end up pushing their bikes a lot up the hills. The proposed changes to Horseshoe Canyon Trail, are to leave the actual trail as it is for a ski trail in the winter and build a singletrack to the same destination. From Old Baldy Campground, the new trail would climb from the open grasslands to the patches of forest as a trail with berms (insloped turns) and rollers on it. This will serve to complete the Fire Rock Beginner loops and give riders a taste of what fun mountain biking with berms and rollers is like. With the good sightlines of the open grassland and forest, it will be suitable as a two way trail. From the exposed grassland of Old Baldy, the trail will head into the woods and steadily climb to a saddle in the existing Horseshoe Canyon Trail. By staying off the narrow ridge to this point, there is adequate space to meander and switchback the new trail at a 10% grade or less. This piece of singletrack would serve multiple purposes, and form one half of the Trail #8 loop proposed by the 670 Collective, and as described in the following section. From the saddle up to the viewpoint at the Horseshoe Canyon slump (shaped like a horseshoe), the ridge is much wider and flatter. The current alignment of the ski trail is well back from the edge of the trees, and the vistas are blocked by the forest. Along this section, the new singletrack will be constructed on the west side of the ridge to display the viewscapes as the user travels to their destination. 6.3.4 Trail # 8 The 670 proposed a trail on the large treed plateau south of Old Baldy, this trail will serve as part of the stacked loop system and be of intermediate difficulty. It will provide riders the option to ride a medium length loop close to the parking lot, or serve as an alternative climb or descent to the top of Horseshoe Canyon. 6.3.5 Upgrades to Mystery trail and Beaver Creek Trail The 670 Collective worked extensively with CHIPP on these two trails, and both are in good shape and an enjoyable ride. There is a group camp to be opened at the top of Beaver Creek trail that a bypass is planned as the current trail passes directly through the campground. On Mystery trail, one old steep resource road was used for the initial build, and a switchback is planned around it. 6.3.6 Upgrades to Tower Road Currently most of the existing purpose built mountain bike trails are focused in the area between Elkwater and the tower at the top of Hidden Valley Ski Hill. Currently riders head up, and some down, the old resource road which is a reasonable grade for a climb, but as a downhill it is fairly constant in grade. It is quite straight except for the occasional blind corner allowing users to go extremely fast. Parks staff conveyed that there have been some close calls between cyclists or with cyclists and hikers having head on collisions. A new trail is proposed on the east side of the water tower hill which will be constructed in a manner to control speed for a descending rider and at enjoyable grades to climb. 6.3.7 Upgrades to Mitchell Creek Trail Mitchell Creek trail is an old resource road and suffers from similar safety and erosional concerns as the Tower Road. It is quite popular with the shuttle crowd and with the hiking crowd. However, the long straight aways and blind corners are not a good combination. By shifting this style of riding to the ski hill, the potential for conflict can be reduced. Evan as a hiking or cross country mountain biking trail, Mitchell Creek would benefit from re routing the fall line areas that are subject to erosion. A re route is planned off the steep fall line sections and eroded sections to lower the grades and design in undulations and meanders. The re design will slow riders down and shed water from the trail. Difficulty of the finished trail should remain as an expert level trail. PAGE 17

6.3.8 Inner Loop This trail will complement the existing Cobble Miner trail and Upper Mystery loops by providing a loop completely off of old resource roads. This area will offer a series of loops with different styles of riding, (resource road, single track, and flow trail), allowing riders choice and ability to spread out and decrease the density of riders on a single trail. It will also allow race course organizers the ability to vary race courses with alternating loops. 6.3.9 Trail # 7 Trail #7 is a new trail from the tower at the top of Hidden Valley Ski Hill back to join the bottom of Mitchell creek trail. The top and middle are planned to be a pump and berm style flow trail meant as a descent only mountain bike trail. As there is significant density of trails in this area starting and ending at the same location, it is not anticipated to be an issue to keep uphill traffic from using it. The bottom half of it serves as a connector to Mitchell Creek trail and the Elkwater campground and back to the Visitor Centre. This section should be a shared use two way blue square difficulty trail. With the connection to campgrounds and the Y camp at the bottom of trail #7, significant hiking use is expected on it. Clear signage should be used at the connector advising of downhill only traffic above the connector. 6.4 IMBA Epic Ride, Hut to Hut riding To really make use of the diversity and stunning beauty of the extent of the park, an IMBA Epic Ride is proposed. The International Mountain Bike Association (IMBA) definition of an Epic is demanding, mostly singletrack adventures in a natural setting. The Epics designation denotes a true backcountry riding experience one that is technically and physically challenging, more than 80 percent singletrack and at least 32 kilometers in length IMBA is a large internationally renowned organization, and for the CHIPP epic loop to becoming recognized as an IMBA epic will provide a significant source of marketing on its own, as cyclists will travel the globe to check the rides off their list. The map below shows the proposed Epic Ride around the perimeter of the park. It combines some existing trails with new trails. PAGE 18

6.4.1 Overview of the Epic Ride CHIPP is well poised to develop an IMBA Epic ride; it has varied terrain (rolling hills, coulees, lakes, and prairie grasslands) that can offer challenging riding and tremendous viewscapes. Already existing on the landscape are numerous trails and roads that can be linked together with construction of a few segments of new build to form multiple loops of varying length, from 51 to 77 kilometers. CHIPP also has three existing huts and 5 campgrounds that the proposed Epic loop trail links together. Two new huts have been planned by Parks staff on Battle Creek, which would round out the loop and allow cyclists to do multi day excursions carrying very little gear. The Epic ride loop would also be suitable for ultra running and hiking, with distances between campsites less than 15 kilometers. It should also be noted that Saskatchewan Parks is interested in an interprovincial trail system, and the proposed Epic ride comes within 1.5 kilometers of the Saskatchewan border. If constructed together with another epic loop in Saskatchewan a truly incredible trail system could be linked together. The Epic Loop will start at the central hub of Elkwater Visitor Centre and make use of the existing and proposed trails and linkages in the cross country portion of the park. It will hit on all the positive control points (meaning where people actually want to go), such as the classic viewscapes, the top of hills and ridges, lakes with fishing, Horsheshoe Canyon View Point, Police Point Slump, the Graburn Carin, and the Conglomerate Cliffs. Users can enjoy the trail for the now, meaning the undulations, flow, and challenge of the trail tread, as well as an interpretative lesson in the natural ecosystem, land formation, and history of the area. The trail will offer different users many potential experiences. View of Reesor Lake from Proposed Epic Trail The trail segments are laid out in such a way that by connecting existing campgrounds and parking areas, current campground users will be able to do more than just sit at their campsite. 6.4.2 Huts, Campgrounds and Destinations With the nature of how the road and campground system currently exists on the landscape, the Epic Ride Hut to Hut can be marketed in many ways. It can be totally self supported, meaning cyclists or runners or hikers travel along the trail system with all their gear on their bodies and bikes. This is quite popular with the ultraendurance mountain bike crowd, and the hiking crowd. However, with the excellent road access, a user could have a family member or friend drive their gear from site to site. There is certainly a business opportunity to offer gear shuttling and even catered and guided trips. 6.4.3 Spruce Coulee and Western Trans Canada Trail Spruce Coulee is an area with a small lake that already has a campground and hut at it (See picture on the following page). The existing Spruce Coulee trail is an old resource road with wet sections and very steep sections. Upgrading the trail tread from Hwy 41 to the to the junction with Ridgetop trail is recommended. Small side spurs are proposed around particularly degraded and steep areas. This section needs to remain wide PAGE 19

for winter ski trail use and to allow emergency access for the fire and public safety crews. From Ridgetop trail east, a road to trail conversion is planned with re routes at the steep sections. The existing Western Trans Canada Trail is through the grassland prairie and has been significantly trampled by cattle and overgrown with vegetation. A re route using the Lake Side trail and running through the woods south of the lake is planned. By keeping the trail in the forest, issues due to future fencing of grazing lands can be minimized. 6.4.4 Reesor Lake Viewscape Trail This will be a new build that winds its way through a mix of open grassland and forested hills with fast swooping corners and fun descents and climbs. It will tie into the parking lot at Reesor Viewpoint and the road at both ends of Reesor Lake. The access at the East end of the lake will allow riders to head to Reesor Lake Campground and the Proposed Hut, where they can either shorten their loop and head back to Elkwater, or continue towards Saskatchewan. 6.4.5 Reesor Ridge, Battle Creek Campground, and Police Point Slump From the east end of Reesor Lake the trail will climb to the ridge overlooking the prairie and Saskatchewan with panoramic views all around. It will descend to the Grayburn Claim (site of where the first Mountie was murdered) and cross Battle Creek to the existing Battle Creek Campground. From there it will climb to the Police Point Slump (see picture below), a large and impressive slump that occurred in 1967, before descending to Reesor Lake Campground. PAGE 20

6.4.6 Battle Creek Trail to HWY 41 Group Camp This trail will follow the river valley south west before climbing up to the high point of the plateau to take in the scenery. It will predominately stay out of the river valley bottom, as riparian areas can be wildlife travel corridors. At the southern headwaters of Battle Creek it will pass the second proposed hut and show off the conglomerate cliffs to the trail user. New trail is proposed all the way back to the HWY 41 Group Camp and to the top of Hidden Valley Ski Resort before joining up with Mystery Trail. Road crossings are planned at existing road intersections for safety. From Battle Creek to the Group Camp there are existing roads on the prairie, however the new trail is conceptually designed in the forest to stay away from grazing lands and offer the best user experience. 6.4.7 Cattle To really make a significant investment in the Epic Trail and trails east of HWY 41 an agreement should be made with the cattle association to fence off the forest from cattle. Grazing cattle can be used to manage and maintain native fescue grasslands, however in the forest there are few grazing opportunities, and their hooves can cause a significant impact to a naturally surfaced trail. At the stakeholder meeting, numerous comments were made about the existing Spruce Coulee and Trans Canada Trail being significantly hummocky and cupped along with the cow patties. For trails to be sustainable, they are constructed with features such as a 5% outslope to allow water to drain off the edge of the trail, however the hooves of cattle can gouge the trail tread, allowing water to flow down the trail and cause erosion. Riding a trail that has had significant cattle traffic can also be bumpy, much like riding in bulldozer tracks. These characteristics could distract from the potential quality of user experience and marketability of the trail as a major tourist draw. 6.5 Hidden Valley Ski Resort 6.5.1 Lift Accessed Mountain Biking The Hidden Valley Ski Resort is really the ticket to make Cypress Hills stand out as a regional destination for mountain biking. If CHIPP can roll out lift accessed mountain biking and open 1.5 months ahead of other resorts in the Rockies and British Columbia, then it can draw users from far afield. The following are reasons why lift accessed mountain biking is feasible and marketable at CHIPP: Opening day for most Bike Parks in the Rockies and BC is between June 1 and July 1 and typically close end of September. The average daily high in April in Elkwater is 9.0 C and the low is 3.8 C, and May is 16.0 C and 2.0 C (Climate data.org) Riders will drive 6 8hrs from Calgary and Edmonton to Kamloops to ride one vehicle access shuttle trail in April and May. CHIPP is located close to the TransCanada Highway with a reasonable drive length from many major centers; o 2.5hrs from Lethbridge o 4hrs from Calgary o 4.5hrs from Regina o 5hrs from Saskatoon o 6hrs from Edmonton Very little competition, in terms of lift accessed mountain biking from the prairie provinces exists, however Asessippi Ski Area and Resort in Manitoba (3hrs east of Regina) has plans to develop lift PAGE 21

accessed mountain bike trails as does Ochapowace Ski Resort (2hrs east of Regina). Being first in the Prairies for lift access mountain biking could be an important step in marketing. Trails on Hidden Valley can be constructed in the forest so snow melts off them faster than compacted snow on ski runs. Hidden Valley has 155m of vertical with interesting undulating forested terrain (vs Canada Olympic Park with 120m of planar slope) CHIPP already has the infrastructure in place to support expansion to summer operations with; the chairlift, day lodge, rental shop, and seasonal staff trained in hill operations and rescue. During the stakeholder consultation, more challenging trails and flow trails were identified as one of the main desires by locals. Typically flow trails with rollers to pump, berms, and jumps (a PBJ trail) and technical trails with drops and rock gardens do have injuries on them. By constructing sufficient trails of all difficulty levels at Hidden Valley, the risk to the owner can be minimized through showing there was adequate progression for the rider to learn and develop skills. The intent of this Trail Design Plan is to place the majority of challenging trails on the ski hill thereby confining the higher risk, mountain bike specific trails to that area. This will reduce user conflict and facilitate emergency response by CHIPP staff. For these reasons the two flow trails proposed in the stakeholder consultation (down Ferguson Hill road and down to Spruce Coulee) are not recommended at this time. 6.5.2 Opening Scenarios To run the chairlift in the summer will take an investment in terms of everyday lift expenses, bike carriers and staff. For this reason, many different opening scenarios are possible. The following are a progression of scenarios that would allow the trails to be used even without the initial investment in the lift and staff. 1. Build some of the trails and have a climbing trail, (this will service the locals and is not marketable) 2. Build quite a few of the trails, have a climbing trail and allow users to shuttle with personal vehicles. It should be noted it is extremely hard to get users who have been shuttling the hill for free to start paying when the lift does open. 3. Option 2 but operate a shuttle bus for weekend use, (this will service the locals and some tourists). 4. Build all the trails, have a grand opening and major event, and open the lift for weekends early season and full time in the summer. 5. Option 3 above, but also run additional services from the lift such as a coaster rail style ride and zip line and open full time for the entire summer. To be successful, enough quantity and quality of trails needs to be developed at the hill before the first lift ticket is sold. A first impression can only be created once. 6.5.3 Trail locations, style, quantity The trails have all been designed with the potential for the lift to run, and will provide an excellent product even if the lift does not open. There are 11 kilometers of proposed trail at Hidden Valley Ski Hill, with connections proposed at the top and bottom to the existing trail networks. The trails are designed such that additional off chutes could be constructed in the future. The map on the following page shows the proposed trails. On the Hidden Valley Ski Hill, there are 3 beginner trails, 4 intermediate trails, and 3 advanced difficulty trails laid out. The most northern beginner trail is actually designated as a climb, and during the infancy of the ski hill can be used exclusively as a climb. This was taken from feedback during the stakeholder consultation with the concern that the trails might get built, but the lift not become operational for some time. As user numbers PAGE 22

increase, and the lift opens, its use should be reevaluated to determine if it should be solely designated as a climb or descent. The two other beginner trails should have sufficient berms and rollers on them to provide a fun trail experience in a safe and inviting manner. These should be constructed at least 2m wide to reduce perceived and real risk of hitting trees. The Intermediate trails should have larger berms and rollers and table top jumps approximately 1.8m wide. Sections of these trails should resemble Canmore s Soft Yogurt or Whistler s Crank It Up. The expert difficulty trails will cater to the more hard core riders. Sufficient quantity and difficulty of trails to challenge these riders and keep them coming back need to be constructed. Two of these trails should be similar to Whistler s A line, while one should offer tight challenging singletrack with rock features and drops. A second skills area at CHIPP is proposed for Hidden Valley. This is to allow progression, teaching of lessons, and participants to play while they wait for others. It is anticipated that many of the users of the lift will base out of Hidden Valley and may not use the pump track at the visitor centre. Having this skills area at the base of the lift will be important from a liability perspective, as will be discussed later. Connections to and from the HWY 41 Group Camp and Main Group Camp have also been proposed. This will allow for ride in ride out camping. Expansions to both group camps may be necessary depending on user numbers. 6.5.4 Feasibility of converting lift for summer use When contemplating the addition of lift access mountain biking to the summer operation, a similar operations and costing structure needs to be considered as compared to the winter operation. The following is a list of the requirements for lift operation in the summer; Lift to be slowed down to maximum 1 m/s however usually ends up being closer to 0.7 m/s. Quad chair can be converted to a 3 bike carrier or 2 bike hook style. Decking to be created at the top and bottom to provide a level loading and unloading area. Up to four operating staff required, one at the bottom and two at the top with one extra for breaks. Same required personal for lift evacuations as in the winter. This may be able to be modified if the number of loaded carriers is reduced. Mechanics to be staffed year round for lift maintenance. PAGE 23

Slowing of the lift for loading of people and bikes is required because of the nature of the fixed grip ropeway. The maximum speed a fixed grip chairlift with foot passengers can be operated at is 1 m/s. However, this speed will need to be adjusted based on ability to load bikes and the type of passenger that are being loaded. Operating the lift too fast can end up creating more stops due to misloads which costs more time than running at a slower speed. There are two options for modifying the chairs to accept bikes, a 3 bike roll on style or a 2 bike hook style. The 3 bike roll on option shown to the right is costlier, however the benefit is bikes do not need to be lifted, reducing repeated strain to the operators. This method can be faster to load as well which can allow faster operation of the lift. Between a third and half of the chairs would to be converted to bike transportation by removing the seats. The two bike style, shown below, requires riders to lift their bike and walk with the speed of the lift to hook the rear wheel on the red hooks. This method is less expensive, and does not need any conversion or modification of the chairs. However, it is more difficult to load, the operator often needs to help load bikes, or there are unnecessary stops of the lift. While snow is used to build the loading and unloading ramps for winter operation, it is necessary to have a level loading and unloading platform for foot passengers. This is achieved by building wooden and/or steel ramps. The loading ramp at the bottom is a simple deck built from the Wait Here line to just beyond the loading point, approximately a 1.5 meters wider than the chair. Ideally the ramp will be built to accommodate summer and winter operation with removable plastic snow for winter operation. The unloading deck at the top station is slightly more involved and requires a raised deck platform to be built. This would start just ahead of the unloading point and extend all the way around the bullwheel to the downhill side. This also allows the downloading of passengers, which is a far more common occurrence during summer operation. The deck must have enough area beyond the carrier path to allow the storage of up to 6 bikes, two attendants and 6 passengers. Ideally the uphill unload portion of the deck is designed to be either removable or hinged for winter operation allowing the majority of the deck to remain in place all year round. Depending on the unloading area contours, it may also be necessary to include a fall protection net at the unloading approach and directly after the download point. In the winter months there are many more staff on site for patrol, ski school, maintenance and lift operators. This provides the minimum number of staff on site for potential lift evacuations. In the summer there tends to be less staff needed for operation therefore ensuring there are enough trained staff for a potential lift evacuation must be considered in the overall operating plans. It is possible to consider outside agencies such as the local fire department or other volunteer organizations to aid in a lift evacuation plan. PAGE 24

As with the winter, mechanics will need to be on site for daily checks and maintenance as well as any lift issues. Operating in the summer will also reduce the time available for any off season maintenance that is needed. There will still be adequate time in the spring and fall however it will need to be planned for. An overview of some of the costs involved with startup and operation is provided in Appendix D. An article from Ski Area Management Magazine is also included in Appendix E, which highlights lessons learned from successful lift access bike parks. 6.5.5 Additional Lift Accessed Recreational Opportunities Mountain biking is only a portion of the total market that can be attracted to the mountain. Additional activities will attract other markets and could bring in further revenue. Some options include the following; Zip lines Coaster style ride Aerial Rope park Zip lines are increasing in popularity and are a great option for attracting new markets. There are some potential options for a multiple line system down the mountain. An alignment study for a zip line should be undertaken prior to constructing too many bike trails as the requirements for location of a zip line are more stringent. Riders would use the lift to get to the top and then ride a series of zip lines to the bottom. A new option to the Canadian market is a coaster rail style ride, shown below, which could run top to bottom. Revelstoke Mountain Resort recently installed one and through an extensive marketing program, have attracted a huge population of visitors who would have never visited Revelstoke. To round out the options to keep customers busy all weekend there is the option of aerial rope parks, as per the picture below. These parks are a series of elevated challenges in the trees or as a self supporting structure. PAGE 25

6.6 Signage and Trail Amenities 6.6.1 Signage Signage is the largest barrier to a tourist navigating the trails system at CHIPP in a logical and efficient manner. The existing signage is inconsistent and not robust enough, as shown in the adjacent photo. By far the most successful signage system for wayfinding navigation is the bread crumb style. This means that a loop of consistent difficulty is all flagged with the same image or color (for example, an orange square) allowing a rider to put the map away and make instant decisions at each intersections. This style of signage could be applied to the Epic Loop, as well as smaller loops in the cross country area. Staff at the Visitor Centre can then inform users to follow a loop based on their desires for difficulty and duration. As CHIPP works through the process of developing new trails in a phased approach, using a professional looking yet inexpensive Chloroplast sign for the maps would be economical as the map will need to be continually updated. The Bragg Creek Trail system is a good example of this and is shown to the right. For users navigating the trail system, CHIPP staff could link their online map to the reputable and internationally renowned website and app Trailforks.com. This app is downloadable and with a smart phone a user can tell exactly where they are on the trail system, even without cell service. Users and parks staff can also use Trailforks.com to report damage to trails, trail status, and blow downs, thereby saving Parks staff time from having to check an extensive trail system after every wind storm. A more complete overview of signage highlighting trail head and junction signs is supplied in Appendix B. 6.6.2 Trail Crossings of Roads There are a few locations in CHIPP where trails intersect roads. Some locations are major roads, while others are collector or local standard. To provide connectivity and safety, a thorough review is needed to create consistency for all crossings within the trail system and network. There are certain elements that should be incorporated to all crossings and are summarized in the following recommendations: 1) Where trails cross collector or major roads, as defined by Alberta Transportation, crosswalks and crosswalk signage should be installed. PAGE 26

2) It is recommended that CHIPP undertake a review of all trail crossings to determine if any safety improvements should be undertaken on a case by case basis. Even simple improvements like vegetation pruning can translate into improved safety for trail users. 6.6.3 Back Country Rest Nodes Stopping points within the back county regional trail network are typically different than resting or viewing areas close to trail heads. Traditionally, they are located in smaller, more natural openings in the forest cover or in areas where flat terrain allows space to get off the trail. In determining the location for back country rest nodes, the following are considerations: Site specific reviews should be carried out to determine the requirements for a specific rest node. Take advantage of natural viewpoints across valleys or historically important places for stopping areas next to water courses If seating is desired, ensure that the materials are compatible with the surrounding context, natural environment and intent of the rest node. Trail amenities in the back country should be of minimal design, durable and constructed of natural materials. Depending on the context and setting of the regional or back country rest node, amenities may include one or several of the following: Seating o Sitting Boulders o Log Benches Wayfinding Signage Interpretive Signage 6.6.4 Bike Wash Facilities An amenity feature that is important to mountain bikers is a bike wash facility. These should be located at strategic location like the Visitor Centre, Ski Hill, Main Group Camp, and other huts and campgrounds that have running water. The picture to the right shows the bike wash station and trailhead kiosk in downtown Fernie. PAGE 27

6.6.5 Bike Repair Stations Another bike related amenity that is gaining popularity in recent years is a bike repair station. Bike repair stations should be located at trailheads or in areas with high visibility and lots of cycle traffic. Repair stations are often clustered with bike wash facilities. Urban bike repair stations may be more complex and include a vending machine feature to dispense common bike parts while backcountry stations may not be able to provide more than an assortment of tools and a hand pump secured to a robust repair stand. Some manufacturers of bike repair stations are: Dero repair stations/stands, tool kits, and air pumps Bike Fixtation repair stations/stands, air pumps, vending machines, inner tube recycling stations Saris Parking repair stations/stands, air pumps Urban Racks repair stations/stands, air pumps Bikestock vending machines, tool kits It is recommended that CHIPP collaborate with other stakeholders and the private sector to ensure that efforts are not duplicated or adversarial if these types of facilities will be implemented. For example, bike shops may want to provide a bike repair station or access to an air hose as a courtesy to customers to attract business. It is important to provide local businesses opportunities to provide peripheral services which improve the quality of the CHIPP trail experience. PAGE 28

7 Implementation of the Plan 7.1 Marketing and Funding Strategies In order to ensure success of the CHIPP trail system, marketing and funding strategies are required. Throughout all stages of implementing the TDP, various strategies can be employed to strengthen grant applications, increase volunteer turnout, community interest, as well as promoting the trail system itself. Techniques include: Quantify the existing users; this will allow for hard data to quantify the current economic impact of cycling. Some products include TrafX trail counters, wildlife cameras, and surveys. Use a not for profit organization as a way to solicit funds and pay for trail construction. Host naming competitions for the new trails being built. Alberta Environment and Parks has a process to follow for trail names. However, working within this process to allow the community of Elkwater and Medicine Hat to become involved can generate a lot of hype and enthusiasm for the new trail system. It also provides ownership by people outside of the core bike club members. This is also a great way to solicit donations. Develop a Ride the CHIPP passport. This could be paper or electronic and have key destination locations on the trail system with a stamp or QR code. Pair the passport with local businesses to offer discounts when enough stamps are collected. Collecting the passports at the end is also a way to quantify user numbers and trail use patterns. Run a bus that can transport bikes and riders from Medicine Hat to CHIPP. ParkBus is a relatively new, national non profit organization that operates buses to parks for this reason. Its bus services are growing across Canada. Alternatively, public and/or private enterprises could pilot a shuttle service to and from the park at convenient times and locations e.g., university locations or central city hub. Pursue more and larger events such as; 2 stages of Single Track 6, BC Enduro Series East, and Marathon National Championships Charge a trail fee as part of the event fees. Develop a branding strategy similar to Parks Canada red chairs. Pursue IMBA Ride Centre and Epic Ride status. Pursue partnerships and funding kickbacks with local Destination Marketing Organizations and businesses. Offer corporate volunteer trail building days to further engage the community. Provide trail building workshops while a professional trail builder is on site constructing parts of the new trail system. 7.2 Trail Planning and Design This Trail Design Plan is a guiding document, not a detailed design. As such, all recommendations are considered conceptual and must be developed further before any construction can take place. The main steps along this path are listed on the following page: PAGE 29

1) Ground truthing the route is important to identify various positive and negative control points that help pull the trail alignment to take advantage of the terrain. It is common to walk alignments in both directions multiple times to explore areas on both sides of the proposed route to confirm that the best choices for the trail are being made, before the heavy work begins. Working with the terrain is especially important if heavy usage of technical trail features is planned for the trail. 2) Once the route is confirmed, it can be flagged in the field for further discussions with landowners and perhaps environmental approvals, if required. 3) Determine what level of detailed design is required to make the project a success. Are drawings required for contractor bidding or will this be built by the trail designers and local volunteers? Not every project has the same requirements. 4) Once all of the field and design work are complete and consent from the landowner and any approving bodies have been received, the project is then ready for construction. 7.3 Phasing Strategy and Cost Estimates A detailed tabled version of the phases and cost estimates has been provided in Appendix D. Please note that the cost estimates are based on typical contractor rates and have not accounted for volunteer labor. Many projects could be completed for significantly less if volunteering can offset or assist contracted labor. Generally the following are priorities: 1. Based on our review of the background information, experience as mountain bikers, and our discussions with various stakeholders, we believe that the difficulty level of mountain bike trails in greatest need of attention in CHIPP are the beginner trails. By focusing effort on new green trails, more stacked loop opportunities can be created which will provide more opportunities for novice riders who may feel that their needs are not met by the current trails in the area. If it is CHIPP s intent to develop trails as an economic driver for the recreational tourism market, then creating more trails with a focus on the novice rider will be an important step in attracting tourists to the area. 2. A Central Hub and staging area, with appropriate amenities should be developed. 3. As previously noted, stakeholders also commented on the lack of black diamond trails. These proposed trails in the Cross Country area should also be considered for development in the short term. 4. We feel that if the ski hill is going to be opened for summer lift accessed use, a critical mass of trails needs to be built prior to opening to captivate the user and have them return. For this reason the construction of Hidden Valley is lumped together. 5. Construction of the Epic loop can be phased into small sections, which will allow users to still ride a loop, just not the ultimate loop. Again, before the Epic Loop is advertised and marketed, it should be ensured a complete product is available. While the above priorities make the most sense at the time of writing this report, priorities can often change. Phasing will depend on funding, need, and feedback from the riding public and should be revisited by CHIPP staff on a yearly basis. 7.4 Recommended Quantity of Trail Infrastructure In formulating the trails for this TDP, other trail networks of renowned ride centers were reviewed. The total quantity of singletrack for areas such as Revelstoke, Golden, Rossland, and Nelson varied from 150 210 kilometers of singletrack. While the total quantity of singletrack at CHIPP would be 110 kilometers, we feel that the variety and quality of the trails will be sufficient to captivate users and create returning customers. PAGE 30

8 Operations and Management In any entity agreeing to own a trail network, design and construction is only the first part. Operating and maintaining this network is of utmost importance. With regards to this issue, there are key considerations, including reduction in liability and risk management, as discussed below. 8.1 Liabilities 8.1.1 Trails Construction and Maintenance Trails need to be constructed to a recognized industry standard, following Professional Trail Builder Association, IMBA, or Whistler Trail Standards guidelines. A clear progression in difficulty of trails and TTF s should be present on the landscape. Consistent and responsible trail maintenance may be the most important aspect to keeping trail users safe from injury and protected in the court of law. It is important to note that poor property management is the most common lawsuit due to the trail user s claims of improper design, construction, or maintenance. Therefore, it is essential to develop specific policies that fit to local situations since trail and infrastructure maintenance requirements depend on many unpredictable factors. These policies should include thorough documentation of the inspection and maintenance of trails in order to provide protection from potential litigation. Included in the maintenance policy should be achievable goals set with reasonable deadlines and complexity and should be flexible to account for the potential growth in user numbers. 8.1.2 Decommissioning of Trails Poorly Constructed or Maintained Trail Trails may become run down over time due to weather, poor maintenance, or by being replaced by a new trail. In each case, the trail must be decommissioned and must be done so in a way that is environmentally sensitive. Closure of trails can sometimes be difficult to enforce, however it is important that users stay off of the area. When done improperly, the trails recovery period to its natural state can take from 5 to upwards of 20 years for a full restoration. There are many ways to decommission and restore trails to their natural pre-existing state. The main methods include transplanting, replacing soil, rock and log placing, and strategically closing off the trail entrance. From past experience, a simple gate or blockade is not an effective method in decommissioning a trail. Instead, a dense planting of vegetation and regrading the trail entrance to its existing slope is a much better method to effectively close the trail entrance. In all instances, the heavily compacted tread needs to be broken up and loosened to allow plants to recolonize the trail corridor. PAGE 31

8.1.3 Trail Inventory Mapping and Inspections Routine documentation of all inspections, injuries, hazards, risks, and other related aspects of the trail network is essential. Having these records are the best defense against lawsuits to defend against any allegations of negligence. Keeping documents consistent, organized, and routine is a great way to defend and prevent lawsuits but also maintains a good relationship with partnered organizations. Documenting trail inspection and maintenance work will also help prioritize projects and helps with the overall flow of trails operations. Three main systems that should be in place and well documented are: an incident reporting system, maintenance system, and inspection system. In addition, the trail inventory needs to be updated annually based on inspection results. Included in the initial inventory should be a map of each mountain biking trail assigned with its difficulty rating as well as all main roads and water features. GPS information should accompany the map that includes trail line work, parking lots, roads and the location of features such as bridges, boardwalks, and other structures. An annual inspection of all trails and features should include trail name, difficulty rating, trail condition, the specific maintenance required, any concerns with safety or the environment, and the inspectors name and date. As well, any new trails or features will require the inventory to be updated. 8.2 Risk Management 8.2.1 Public Safety Public safety may be the greatest concern during trail design, construction, and maintenance. A safe trail network maintains popularity and functionality while it is negligence that will cause the network to fail. Keeping the trail design reasonable and the trails well maintained will save time and money in the long term while also keeping riders and land owners satisfied. It is important to implement a risk management program to prevent injuries and potential lawsuits. It is always important to plan ahead by identifying and correcting unreasonable hazards before they create injuries, and educating the users before and while they are on the trail. In addition, policies need to be established focused on design, construction, maintenance of trails. 8.2.2 Emergency Planning Situation Potentially Affecting Public Safety Sufficient emergency planning requires strong communication between the trail operators, the users, and emergency responders. Even with a strong risk management plan, injuries do occur but by planning for emergencies within the design and keeping the trails actively supervised, the network will remain safe and successful. The main steps to be considered in emergency planning are as follows: 1) Design the network to have clear extraction zones for each trail segment and communicate to emergency responders on access routes to and from such zones. A clear strategy on the best ways to provide this information to emergency responders should be established so that emergency protocols are understood by all parties. PAGE 32

2) Educate staff, volunteers, and emergency responders on procedures and provide them with access to locked areas and medical supplies. 3) Educate the users with warning signs at trailheads emergency protocol and have clear signage explaining what to do and where to go in case of an emergency. 4) Location identification is a great tool that can connect the user to trail patrol and first responders without confusion. Trail intersection signage that includes trail distance information or junction numbers would allow users to specifically identify which trail segment they were on which would help plan an efficient response. This type of signage is discussed in greater detail in the IMBA resources referenced by the TDP. 5) Create an action plan that anticipates emergency and ensures efficient injury response. 8.3 Conflict 8.3.1 Shared Use Trail Hazard Conflict and Impact Reduction Strategies Some trail users perceive that mountain biking is dangerous and should not be accepted on shared use trails. Although there is always potential for conflict on shared use trails, this perception is often greater than reality. It is important to keep all users safe and comfortable while on the trails. To limit this unfortunate perception, there are four main solutions: education, user involvement, sophisticated trail design, and regulations. The first step to managing conflict and impact reduction strategies is to properly design the trail layout. Trail users seek different experiences and it is important to guide each rider in a controlled manner. Trails should be designed to control speed, direction, and difficulty. Stacked loop networks provide the users with lots of diverse trail choices and spreading them out keeps them from becoming crowded. Other important considerations include clear sight lines for trails, make them flow with no abrupt transitions, provide the user with a way out and a fall zone when riding through technical features, give space between such features, and post signs at gates to difficult trails. Education, negotiation, compromise, and innovative management are the best measures in preventing environmental, safety, and social conflicts. 8.3.2 Winter Use The trail system at CHIPP will provide more than just for summer use mountain biking. In recent years, there has been a flourish of winter fat biking in many locations in Western Canada. Most trails suggested as part of this TDR will be suitable for shared use with selfpropelled, non motorized users. This includes snowshoeing, fat biking, and potentially cross country skiing. In addition to the above, CHIPP is well known for quality cross country ski trails. It is very likely that fat bikes will use cross country ski trails to access the trail network. Given the potential for fat bikes to ruin the track set on a cross country ski trail, it is important that policies be set around what trails fat bikes can use and rules need to be stated regarding the crossing of a cross country ski track by a fat bike. In addition, education of both the fat bikers and the cross country skiers will be needed to ensure that each respect the others trails. PAGE 33

8.3.3 Dogs on Trails Dogs on trails have the potential for social, environmental, and wildlife conflicts. Social conflicts may arise from dogs that may scare or obstruct other users from enjoying the trails. Environmental conflicts result from owners not picking up their dog s feces or dogs that disturb the natural state of the corridor by digging or eating the vegetation. Another conflict occurs when dogs interact with wildlife. These interactions may be attacks from bears or cougars, or dogs may chase moose, elk, deer, or other wildlife. Educating users of trail etiquette, implementing rules and regulations, and enforcing the rules through trail patrols is the best defense against these type of trail conflicts. 8.3.4 Trail Etiquette Education Educating users on proper trail etiquette helps to manage user conflict, preserve the environment, and improve the experience of all users on the trails. Trail etiquette includes educating users on passing etiquette, the rule of leaving no trace, and the hierarchy of the trail between hikers, cyclists, and perhaps other user group. This includes the dismounting of cyclists when approaching equestrian traffic. There are many ways to educate users such as signs, paid staff trail patrols, volunteer trail patrols, peer education, clinics, and handouts. Avid trail users from other trail networks may also help in the education process by simply setting a good example. The information below is an example from the Summer Trail map at the Canmore Nordic Centre. PAGE 34

9 Closure Cypress Hills Provincial Park is in a unique situation. The Park and the community of Elkwater have a lot going for it in becoming a popular mountain biking destination. These include the spectacular landscape of the hills that rise from the prairie. However, it also includes the facilities in the Park, such as the campgrounds, existing trails, ski hill and others. The facilities in the community of Elkwater also enhance the potential, given the various accommodations, restaurant, coffee shop, and other amenities. In order for CHIPP to become a mountain biking destination, the first thing that is needed is for the trail network to be improved. The main priority in this regard is to increase the amount of beginner trail near Elkwater and to create a stacked loop system, interconnecting the various campgrounds. The creation of a Central Hub area with a skills park, trail signage and mapping, along with other important amenities, will also help riders understand the trail system and contribute to skill development. More difficult trails to challenge the skills of advanced riders is an important aspect to enticing people to ride in CHIPP and is also recommended in the short term. The advantages that CHIPP has over other areas is based on 2 main factors. One is that Spring comes earlier than any other popular mountain biking destinations near the large cities of Medicine Hat and Calgary. The other is that an operating ski hill exists. There is large potential to create a lift access downhill park that would be the first one open in Western Canada every Spring. The marketing advantages for this kind of facility are significant. In addition, and given the importance that ski hills in Western Canada are placing on summer operations, there are other recreational opportunities, such as zip lines, mountain toboggan, and ropes courses. The high level of engagement and commitment from the 670 Collective Bike Club is another advantage in having trails built in CHIPP. While there are clearly some important first steps in the implementation of this plan, the TDP is meant to be a living document and priorities could change as time passes. However, the intent should always be to provide the trails and facilities that will give the best value for the residents and visitors to CHIPP. The recommendations of this TDR are based on experience, research, stakeholder consultation, and industry best practices. While detailed mapping was used for the preparation of trail alignments, ground truthing and detail design is still required to move the plan forward to construction. PAGE 35

Disclaimer This report has been prepared by McElhanney Consulting Services Ltd. and Sustainable Trails for the benefit of Alberta Environment and Parks. The information and data contained herein represent McElhanney s best professional judgment in light of the knowledge and information available to McElhanney at the time of preparation. Except as required by law, this report and the information and data contained herein are to be treated as confidential and may be used and relied upon only by the client, its officers, and employees. McElhanney Consulting Services Ltd. denies any liability whatsoever to other parties who may obtain access to this report for any injury, loss or damage suffered by such parties arising from their use of, or reliance upon, this document or any of its contents without the express written consent of McElhanney and Alberta Environment and Parks. Prepared by: Reviewed by: Matt Hadley, B.Sc. Trails Technologist Ron Sadesky, P.Eng. Senior Reviewer Bill Goulding Senior Project Manager PAGE 36

APPENDIX A REFERENCES & BACKGROUND INFORMATION

References Alberta Parks. Retrieved 2016, from http://www.albertaparks.ca/. Bicycle Facilities Design (Course Manual), (2010). BC Recreation & Parks Association & BC Ministry of Transportation. Bike Parks: IMBA s Guide to New School Trails, (2014). International Mountain Bicycling Association. CHIPP Alpine Resort. Retrieved 2016, from http://skichipp.com/. CHIPP Trails Master Plan, (2015). Prepared for the City of CHIPP by McElhanney Consulting Services Ltd. Climate-data.org. Retrieved 2016, from http://en.climate-data.org/. Cypress Hills Parks Centre. Retrieved 2016, from http://ecoleaders.ca/. Cypress Hills Provincial Park Management plan, (2011). Edmonton: Alberta Tourism, Parks and Recreation. Cypress Hills Provincial Park Trail Development Strategy, (ND). Edmonton: Alberta Tourism, Parks and Recreation. DeBoer, Andrew (2013). Whistler Trail Standards: Environmental and Technical Trail Features. Resort Municipality of Whistler. Demographic and Behavior/ Preference Profile of the MTB Tourist, (2015). Zachary Cole, University of North Carolina. Environment and Climate Change Canada. Retrieved 2016, from http://www.ec.gc.ca/. Geology. Retrieved 2016, from http://www.albertaparks.ca/cypress-hills/informationfacilities/nature-history/geology/ Hayes, Mark (2016). Going Downhill. SAM Ski Area Management. IMBA Canada (ND). Trail Classification System Final. Retrieved June 02, 2016, from http://www.imbacanada.com/sites/default/files/trail Classification System Final EN_0.pdf Inspiring Recreation: A Premier Western Destination White Track Trails Master Plan, (2014). Sustainable Trails Ltd. With Modemaps Inc. International Mountain Bicycling Association. Retrieved 2016, from https://www.imba.com/. Kicking Horse Mountain Resort. Retrieved 2016, from http://kickinghorseresort.com/. Mountain Bike Tourism, (2015). Destination British Columbia.

Mountain Bike Tourism in Kamloops Economic Impact and Sustainability Analysis, (2015). Peter Larose, Larose Research. Panorama Pure Canada. Retrieved 2016, from http://www.panoramaresort.com/. Plan for parks: 2009-2019. (2009). Edmonton: Government of Alberta. Sea to Sky Mountain Biking Economic Impact Study. Mountain Bike Tourism Association. (ND). Retrieved from http://www.mbta.ca/assets/pdfs/s2s_e_i_study.pdf. Silver Star Mountain Resort. Retrieved 2016, from http://www.skisilverstar.com/home?location=ca. Summer Use Trail Master Plan, (2009). Canmore Nordic Centre Provincial Park.Trailforks. Retrieved 2016, from http://www.pinkbike.com/. Trailforks. Retrieved 2016, from http://www.trailforks.com/. Trail Solutions: IMBA s Guide to Building Sweet Singletrack, (2004). International Mountain Bicycling Association. Wang, G., C. Macera, B. Scudder-Soucie, T. Schmid, M. Pratt, and D. Buchner. "A Cost-Benefit Analysis of Physical Activity Using Bike/Pedestrian Trails." Society for Public Health Education (2004). Webber, Pete. Managing Mountain Biking, (2007). IMBA s Guide to Providing Great Riding.

APPENDIX B DESIGN GUIDELINES AND PROCESS

1.1 Trailheads, Signage and Wayfinding Types 1.1.1 Approach and Rationale to Signage and Wayfinding All too often, it is a delicate balance of providing the required information to the trail users but not polluting the environment with what could be considered too many signs. Frequent existing trail users that have been using the trails many only require a sparse amount of trail head signs and wayfinding markers, because of their familiarity of the property. However, as this ride center is developed, it is expected that many more visitors will travel to this location eager to experience all that this project will have to offer. Here could lie an imbalance, where existing long term users may regard the signage required to make the new visitors comfortable as over kill a glut of signage. Understandably, new users would require more information so as to not decrease their experience. The primary purpose of marking the trail is to guide trail users along their route. Identifiable trail markers assure travelers on the specific trail, at intersections and forks in the trail and also along long stretches in between, that they are proceeding along their desired route and in the correct direction. Trail markers also serve to raise public awareness of their selected trail by identifying a given local trail segment as part of the total network. It is advisable to incorporate accepted branding (such as logos) of the property where the trail is located and the organization, in this case CHIPP. 1.1.2 Trailhead Types and Designs At trailheads, users make the decisions to travel along a trail based on their technical and physical ability as well as the time it would take to complete the trail segment or segments. Thus information affecting these decision based factors is vital for these users to make informed decisions. In addition, it is often preferred to have a map outlining the relative position of the trailhead and the trail to other features on the property, such as washrooms, parking lots and entrance gates. They can also be part of an information kiosk where other items such as trail system directional information, landmarks and historic sites. They can include written information as well as historic images. Where appropriate, there may be opportunities to display relevant local information such as community events or wildlife warnings. The photo to the left illustrates an overall view of a trailhead situation. The signage and

trail notifications have been placed on a form of kiosk structure that offers weather protection, but still remains visible to a number of trail user groups that could be attempting to view the information at one time. For liability concerns a larger separate sign shown on the right, repeats the explanation of the trail difficulty rating system, even though this information is included on the main kiosk trailhead map. This example serves as an excellent opportunity to analyze its properties with respect to developing a signage program for CHIPP. The picture to the right is a blow up of the lower sign on the previous picture. The suggestion of Always ride within your own level of ability and at your own risk is repeated four times on this separate sign, as well as on the main kiosk map. It should be noted that these examples of signage were developed by a land manager that endured a lengthy litigation process, prior to enacting this signage policy. The policy was developed in consultation with a trails litigation expert. The following information is provided on this example trailhead map, as shown on the larger view to the right: Name and branding of the trail system; Land Managers name and corporate branding; Trail corporate supporters and sponsors; An over-view map of the trail network; Topographical information; Detailed description of each trail segment and the corresponding difficulty rating; Authorized trail user groups; Trail etiquette suggestions rules of the trail. 1.1.3 Signage and Wayfinding Types and Designs Just as important as trailhead signage, is wayfinding, as the trail users confidence is bolstered knowing that they are on the right track and understand the time to complete the trail segment on which they are following.

following, as Name (number) and branding of the trail system; Land Managers name and corporate branding; Trail corporate supporters and sponsors; An over-view map of the trail network; Topographical information; Authorized trail user groups; Trail etiquette suggestions & trail rules; Indication of the location of the trail intersection. Using the same example in the Trailhead signage section above the adjacent photos illustrate the suggested best practices for wayfinding signage. Similar signage in the left hand photo is suggested at all trail intersections. Mounting is on a wooden post and frequently the signage is orientated facing north. Non permitted trail uses are sometimes attached to this post as is an IMBA style difficulty icon. A close up of the trail intersection sign reveals the shown on the larger view to the right: As indicated above, signage along the route is often important so the user knows they are still on the right trail. The picture to the right is a typical example of along the route wayfinding indicators: The suggested information is as follows: Trail name and/or number; Difficulty Rating blue square; Logo branding; Sometimes a reminder of non-permitted uses; Sometimes mileage indication numbers from last intersection; It s important that these signs are non-offensive and try to blend in with their surroundings. At times wooden posts are used but often more durable composite materials are installed. Composite materials can be used around areas with cattle to flex out of the way instead of breaking off.

1.2 Trail Design Considerations There are many considerations that are important in trail design. These include shared use versus single use trails, trail difficulty rating system, technical terrain features (TTF s), and others. There are 2 documents that are considered the go to design literature when it comes to trail design. These are as follows: Managing Mountain Biking IMBA s Guide to Providing Great Riding, 2007; Whistler Trail Standards (2003) It is recommended that any trail work reference these documents for details on trail design considerations. However, additional information and important information from these resources to CHIPP is summarized in the following sections. 1.3 Trail Development Considerations Stacked loops provide easier trails nearest to the trailhead and locate more difficult and very difficult trails further away from the trailhead. This allows more experienced riders a short warm-up as they pass through less technical areas of the network on the way to their more advanced trails. With well-planned stacked loops, it is possible to provide a wide range of trails for multiple user groups from a single trailhead while keeping the potential for user conflicts to a minimum using effective layout. The adjacent graphic from the IMBA documentation shows very clearly the concept we believe is achievable in CHIPP with both a riding trailhead and the ski lift trailhead. 1.4 Natural and Constructed Technical Trail Features Technical Trail Features (TTFs) are one of the main attractions for certain trails among riders looking to challenge their mountain biking skills. TTFs simply add a level of technical challenge to the trail by using natural or constructed materials. As with trails, TTFs come in all shapes and sizes from relatively easy features to extremely difficult elevated structures. The following section does not prescribe much beyond what the IMBA Trail Solutions (2007) and

the Whistler Trail Standards (2003) already developed as both cross-reference each other. What this section of the CHIPP TDP has done is condense and refine those recommendations in a clear and concise format while also adding in more specifics and fine-tuning for local conditions. 1.4.1 Natural TTFs Due to the remote nature of many trails, natural features and/or materials are often incorporated into the trail alignment and design as a TTF. From a planning perspective, these TTFs serve as control points for the trail. In addition, local materials match the landscape and blend into their surroundings. Some common examples of natural TTFs to look for when scouting new routes of adding TTFs to existing trails are: 1) Boulders and rock outcroppings can be used as chokes and corrals or as occasionally as trail tread. Selecting a line through existing boulders and outcrops or moving smaller boulders can create a sinuous flow for the trail. This strategy is effective to control speed ahead of highly technical trail features. 2) Rock slabs can be used as trail tread and can be used effectively where a fall line trail built from soil would quickly erode. Although areas like Utah are known for trails made entirely of rock, there are few opportunities to incorporate rock slabs in the conglomerate slopes of CHIPP. 3) Rock gardens can provide riders with a unique challenge provided the natural rocks are not so impassable that riders create a pirate bypass to avoid the frustration. This is highly dependent on local conditions and requires the judgment of an experienced trail builder. 4) Natural drop-offs using boulders or rock slabs as trail tread. The drop-off should be consistent with the overall technical skill level and other features on the trail. 5) Fallen trees across the tread need not always be removed as long as the log does not present an unusual safety risk. If the log is small enough to be ridden over and sightlines are reasonable, there is no need to remove the log. As some riders are averse to riding over logs, a bypass route is strongly recommended for any log features.

6) Gullies and drainage crossings can provide roller coaster sensations for riders when crossed and can have trail tread challenges with rocks and other natural features exposed in the bottom of the feature. The heavy use of rock for natural TTFs is intentional because raw wood decomposes over time while most types of stone are virtually maintenance free. It is important to note that natural logs are more resistant to rotting when debarked completely. 1.4.2 Enhanced Natural TTFs The best way to describe enhanced natural TTFs is to say that sometimes Mother Nature needs a little help. Experienced trail builders are adept at seeing the potential in the natural landscape and the development of enhanced natural TTFs plays to the skills of a trailbuilder with a vivid imagination. One of the best things about these types of TTFs is that they are virtually impossible to duplicate. That unique experience is what makes riders want to return time and time again to certain trails and specific TTFs. 1) Boulders, rock slabs, rock outcrops, and drop-offs can sometimes need some help before they are considered ride-worthy TTFs. For example, a large boulder may already be serving as a trail choke but by adding an earthwork or wooden ramp up one side and a leaving a drop-off on the other, a trail crew can add some spice to a trail while the existing route serves as the bypass to the new TTF. 2) Stumps provide a huge range of possibilities. Depending on their unique locations and shapes, stumps can be transformed into jumps, tabletop jumps, drop-offs, etc. Stumps can also be used as natural supports for elevated tread and as directional hubs on curved sections of constructed elevated tread. 3) Large diameter fallen trees can be integrated as segments of elevated tread. 1.4.3 Constructed TTFs Many people define TTFs exclusively as the highly creative, wooden TTFs associated with mountain biking in the North Shore area of BC. These wooden structures are often very elaborate, complex, and artistic designs that require the knowledge and experience of a skilled carpenter to lead a construction crew. Because constructed TTFs are only limited by the amount of effort and expense that trailbuilders are willing to invest, there is no need for the TDP to prescribe anything more than an ingredients list and general recommendations ensure that the TTF construction crew combines the skills of carpentry and mountain biking so that the end result is a high quality TTF. Flipping through the pages of current mountain biking magazines will provide more clever ideas than can be described in a Trails Master Plan. As such, the construction of wooden TTFs should consider the following recommendations:

1) Constructed TTFs should be built with the same care and attention to detail that is expected for an exterior deck or staircase. 2) As per the Whistler Trail Standards, every span, rung, or plank of a TTF should be capable of fully supporting a load of 225kg (495lbs, or double the weight of a heavy rider with bike and gear). 3) Select materials based on the criteria of riding ability, strength, durability, availability, aesthetics, and sustainability. 4) Durable wood like cedar and redwood are preferred although pressure treated woods are also suitable. 5) For any screws, bolts, lags, etc. ensure that the metal fittings are suitable for exterior use and are galvanized or coated to resist corrosion based on the type of wood used. Pressure treated wood requires very specialized coatings on all metal it comes in contact with. 6) Eliminate the practice of attaching TTFs directly to living trees. 7) Use cross bracing and diagonal bracing where required based on the judgment of an experienced carpenter. 8) At the design stage, reduce the structure s reliance on metal fasteners and fitting to provide strength. Strength should be provided primarily by the wooden members. 9) Soften or remove all sharpened corners and edges prior to putting the TTF into service. 10) Space any planking at 20-30mm spacing to prevent the build-up of leaf litter. This will keep the TTF drier and reduce maintenance issues. 1.4.4 General Recommendations for TTFs Please note the following general recommendations for the planning, design, and construction of TTFs: 1) Regardless what the TTF consists of, trail designers should always consider the possibility that a rider may decide that a particular feature is beyond their skill level and

a bypass route should be incorporated into the trail design wherever practically possible. Bypass routes improve flow for all riders and provide higher levels of safety for a wider range of mountain bikers. 2) Ensure that sightlines to the most difficult element of a TTF are visible to a rider approaching the feature whenever practically possible. If the feature has blind spots behind a boulder or on downsloping ramps, provide chokes or other visual cues of equivalent width on the approach visible to the approaching rider. For example, having wide elevated decking leading over a blind, peaked transition onto a very narrow log can startle riders and is considered bad practice. By reversing the sequence of the elements, having a narrow log in with good sightlines on the approach leading over the same blind, peaked transition onto wider decking would be acceptable. 3) TTFs naturally increase the risk for rider injuries so extra care and attention to detail is needed to build TTFs that are challenging and exciting while also providing a reasonable level of safety. 4) Use chokes and corrals to control rider speed on the approach to TTFs. 5) Incorporating grade reversals above and below TTFs is recommended to prevent standing water from saturating these zones where riders are compressing due to the TTF. This will reduce trail maintenance due to erosion and wear and tear. 6) For compression zones on landings from large TTFs, consider sub-surface armoring of the tread with large flat stones before topdressing with in situ soils. By providing a solid foundation of armor below the tread, the compression zone is less likely to deteriorate due to wear and tear. 7) Sightlines in and out of TTFs should consider trail difficulty, rider speed, two-way traffic, and other local conditions. To improve sightlines, the trail corridor can be cleared both higher and wider than normal to provide comfortable conditions to attack the TTF. 8) Where TTFs involve a drop, ensuring that the landing area is sloped downward at 5-15% will provide better flow for riders and reduce the severity of any impact in the event of a crash. 9) Ensure landing zones are cleared of potential hazards like sharp rocks, sticks, boulders, etc. to reduce the severity of secondary impacts in the event of a crash. 10) On natural or constructed wooden TTFs it is sometimes necessary to provide additional traction. For natural logs, it is recommended to score the surface with a chainsaw in a diamond pattern. For constructed wooden TTF s rough sawn lumber is preferred for the traction it provides

APPENDIX C TABLES

Table 1: Trail Difficulty Guidelines Cypress Hills Interprovincial Park Trail Design Plan

Table 2: Trail Type Classification Source: Parks Canada, Trail Classification System

Table 3: Level of Service, Visitor Safety and Experience Tools Source: Parks Canada, Trail Classification System

Table 4: Trail Rating Classification Source: Parks Canada, Trail Classification System

APPENDIX D COST ESTIMATE SUMMARY & TYPICAL TRAIL UNIT RATES

Phase 1 Phase Item No. Trail Name 1.1 Beach Connector 1.2 Fire Rock Connector (1) Description Fire Rock Campground (E) to Beach Fire Rock Campground (W) to Fire Rock Campground Segment Length Trail Design & Layout Fee Build Budget Trail Surfacing Crew Living Total Unit Costs Trail Budget 98 1.25 18.00 32.50 3.00 54.75 5,365.50 991 1.25 18.00 32.50 3.00 54.75 54,257.25 1.3 Fire Rock South Green Loop At Fire Rock Campground West 525 1.25 18.00 32.50 3.00 54.75 28,743.75 1.4 Fire Rock North Green Loop At Fire Rock Campground 194 1.25 18.00 32.50 3.00 54.75 10,621.50 1.5 Fire Rock Connector (2) Fire Rock Campground (W) to Old Baldy Campground 1,342 1.25 18.00 0.00 3.00 22.25 29,859.50 1.6 Green Loop #1 Near the Visitors Centre 900 1.25 18.00 32.50 3.00 54.75 49,275.00 1.7 Green Loop #2 Near the Visitors Centre 1,112 1.25 18.00 0.00 3.00 22.25 24,742.00 1.9 Old Baldy Connector 109 1.25 16.00 0.00 3.00 20.25 2,215.89 1.10 1.11 Fire Rock/old Blady Connector 161 Green Connector to Viewpoint (Big berm to block fall line trail) 249 1.25 16.00 0.00 3.00 20.25 3,250.95 1.25 16.00 0.00 3.00 20.25 5,042.16 ========== Sub Total Phase 1 213,373.50 Phase 2 Pump Track, Skills, Trailhead Near the Visitors Centre Phase Item No. Segment Length Trail Design & Layout Fee Trail Name Description Build Crew Budget Living Trail Budget 2.1 Pump Track 21,000.00 2.2 Skills Area (1) 17,000.00 2.3 Trailhead 4,500.00 ========= Sub Total Phase 2 42,500.00 Total Unit Costs Phase 3 Ferguson Hill Campground Trails Phase Item No. Trail Name Description Segment Length Trail Design & Layout Fee Build Budget Crew Living Total Unit Costs Trail Budget 3.1 Ferguson Creek Campground to Beaver Creek Re Route Elkwater Campground to 3.2 Ferguson Hill Campground Re route to address steep segment on the existing trail 468 1.25 17.00 32.50 3.00 53.75 25,155.00 695 1.25 17.00 32.50 3.00 53.75 37,335.70 3.3 Elkwater Campground bypass 213 1.25 17.00 32.50 3.00 53.75 11,448.75 3.4 Lodgepole to Ferguson campground 383 1.25 17.00 32.50 3.00 53.75 20,586.25 3.5 Mystery Bypass #1 314 1.75 20.00 3.00 24.75 7,768.47 ========= Sub Total Phase 3 102,294.16

Phase 4 Phase Item Segment Length Trail Design & Layout Fee Trail Name Description Build Crew No. Budget Living Trail Budget 4.1 Ranger to Hidden Valley 1,415 1.25 15.00 3.00 19.25 27,238.75 4.2 HV Black #3 352 1.5 35.00 3.00 39.50 13,906.50 4.3 HV Blue #1 PB 1,289 1.5 30.00 3.00 34.50 44,484.93 4.4 HV Blue #2 627 1.5 22.00 3.00 26.50 16,606.82 4.5 HV Green #2 1,590 1.5 22.00 3.00 26.50 42,137.83 4.6 XC to HV connector 236 1.25 15.00 3.00 19.25 4,541.23 4.7 HV Black #2 1,260 1.5 35.00 3.00 39.50 49,775.45 4.8 HV Black #1 453 1.5 35.00 3.00 39.50 17,885.74 4.9 HV Climb 2,309 1.5 19.00 3.00 23.50 54,257.17 4.10 HV Green #1 1,618 1.5 18.00 3.00 22.50 36,414.47 4.11 HV Blue #3 PBJ 1,036 1.5 35.00 3.00 39.50 40,922.00 4.12 HV collector to lift 375 1.5 18.00 3.00 22.50 8,437.50 4.13 Skills Area 22,000.00 ========== Sub Total Phase 4 378,608.39 Phase 5 Phase Item Trail Design & Layout Trail Sur- Segment Trail Name Description Build Crew Length No. Fee Budget facing Living Costs Trail Budget 5.1 Ranger Trail 834 1.25 18.00 32.50 3.00 54.75 45,637.46 5.2 Ranger to 7th ave skating rink 138 1.25 18.00 32.50 3.00 54.75 7,557.92 5.3 Community Connector 139 1.25 18.00 32.50 3.00 54.75 7,622.94 5.4 Ranger/Girl Guides 513 1.25 18.00 32.50 3.00 54.75 28,114.00 5.5 Side Trails on Ranger 467 1.25 18.00 3.00 22.25 10,397.03 5.7 Connector to YMCA 123 1.25 18.00 32.50 3.00 54.75 6,755.01 ========== Sub Total Phase 5 106,084.37 Total Unit Costs Total Unit Phase 6 Phase Item Segment Length Trail Design & Layout Fee Trail Name Description Build Crew No. Budget Living Trail Budget 6.1 # 7 top pump, berm and roll trail 764 1.5 24.00 3.00 28.50 21,775.36 6.2 # 7 middle pump, berm and roll trail 326 1.5 24.00 3.00 28.50 9,291.12 6.3 # 7 bottom cross country trail 1,572 1.25 16.00 3.00 20.25 31,823.49 6.4 Tower Climb 1,366 1.5 17.00 3.00 21.50 29,370.29 ========== Sub Total Phase 6 92,260.25 Total Unit Costs

Phase 7 Phase Item No. Trail Name Description Segment Length Trail Design & Layout Fee Build Budget Crew Living Total Unit Costs Trail Budget 7.1 Conglomerate Cliffs to Reesor Lake CG (Battle Creek) 8,792 1.25 15.00 3.00 19.25 169,246.00 7.2 Battle Creek to Reesor Lake CG 1,389 1.25 15.00 3.00 19.25 26,738.25 7.3 Battle Creek to Bull trail 7,307 1.25 15.00 3.00 19.25 140,659.75 7.4 Beaver Creek Group Camp Bypass 449 1.5 18.00 3.00 22.50 10,110.03 ========== Sub Total Phase 7 346,754.03 Phase 8 Phase Item No. 8.1 Trail Name HWY 41 Group Camp to Hidden Valley Ski Hill Description Segment Length Trail Design & Layout Fee Build Budget Crew Living Total Unit Costs Trail Budget 2,100 1.25 15.00 3.00 19.25 40,425.00 ========== Sub Total Phase 8 40,425.00 Phase 9 Phase Item Trail Design & Layout Segment Trail Name Description Build Crew Length No. Fee Budget Living Costs Trail Budget 9.1 HV to HWY 41 Group Camp 2,656 1.25 15.00 3.00 19.25 51,132.87 9.2 HWY 41 Group Camp to Intersection 668 1.25 15.00 3.00 19.25 12,859.78 9.3 Ridgetop Trail Singletrack seg.1 3,190 1.25 15.00 3.00 19.25 61,415.32 9.4 Ridgetop Trail Singletrack seg.2 3,563 1.25 15.00 3.00 19.25 68,581.45 ========== Sub Total Phase 9 193,989.42 Total Unit Phase 10 Phase Item Segment Length Trail Design & Layout Fee Trail Name Description Build Crew No. Budget Living Trail Budget Horseshoe Canyon area 10.1 Horshoe Canyon Trail 1,703 1.25 18.00 3.00 22.25 37,891.75 10.2 Horse Shoe Canyon Fun Bottom 749 1.5 20.00 3.00 24.50 18,350.50 10.3 Horseshoe trail upper views/flow 1,936 1.75 22.00 3.00 26.75 51,788.00 Total Unit Costs ========== Sub Total Phase 10 108,030.25

Phase 11 Phase Item Segment Length Trail Design & Layout Fee Trail Name Description Build Crew No. Budget Living Trail Budget 11.1 Spruce Coulee Bypass #1 285 1.5 18.00 3.00 22.50 6,411.05 11.2 Spruce Coulee Bypass #2 447 1.5 18.00 3.00 22.50 10,061.14 11.3 Spruce Coulee Bypass #3 549 1.5 18.00 3.00 22.50 12,343.67 11.4 Spruce Coulee to Reesor View 4,040 1.5 18.00 3.00 22.50 90,900.00 11.5 Main Group Camp access 238 1.5 18.00 3.00 22.50 5,349.44 11.6 Main Group Camp to Spruce Coulee 690 1.5 18.00 3.00 22.50 15,518.04 Total Unit Costs ========== Sub Total Phase 11 140,583.34 Phase 12 Phase Item Segment Length Trail Design & Layout Fee Trail Name Description Build Crew No. Budget Living Trail Budget 12.1 Viewpoint to Reesor Lake 6,125 1.25 15.00 3.00 19.25 117,906.25 12.5 N of Reesor Lake 3,767 1.25 15.00 3.00 19.25 72,514.75 ========== Sub Total Phase 12 190,421.00 Total Unit Costs Phase 13 Phase Item Trail Name No. 13.1 Police Point Slump Reesor Ridge loop to Battle 13.2 Creek Campground Sub Total Phase 13 Segment Length Trail Design & Layout Fee Description Build Crew Budget Living Priced on Equestrian Trails Master Plan as shared use Trans Canada trail Priced on Equestrian Trails Master Plan as shared use Trans Canada trail Total Unit Costs Trail Budget ========== Phase 14 Phase Item Segment Length Trail Design & Layout Fee Trail Name Description Build Crew No. Budget Living Trail Budget 15.1 Trail #8 2,485 1.25 15.00 3.00 19.25 47,831.38 15.2 Rebuild of Mitchell Creek 3,472 1.25 15.00 3.00 19.25 66,836.00 ========== Sub Total Phase 14 114,667.38 Summary Total Unit Costs Total New Trail Signage Package (new and existing trails) Subtotal Trails and Signage cost Consultant fees (design, tender, contract administration and management) Subtotal including Consultant fees Contingency (30%) Grand Total including Contingency 97km $ 85,000 $ 2,154,991 $ 215,499 $ 2,370,490 $ 711,147 $ 3,081,637

Cost Estimate Overview Ski Lift Conversion and Operation for Bicycle Carriers Description Unit Rate Per hr Unit Rate Per Day Initial Setup Cost Comments Operation $70 $560 N/A Assume 8hr days and includes for maintenance Staff TBD by AB Parks N/A Minimum of 4 personnel Bike Carrier Either 3 Bike $1500/ chair N/A $45,000 X 30 chairs (every second chair) Or 2 Bike $250 N/A $15,000 X 60 chairs (every chair) Decking $15,000 N/A $15,000 ADERSA Submission $3000 N/A $3000 Includes for acceptance test and documentation Based on information from other hills, the cost of lift tickets range from $25 to $50 /day. Summary Approximate Cost for 2 bike carrier (Design and Install) $33,000 Approximate Cost for 3 bike carrier (Design and Install) $63,000

APPENDIX E SUPPORTING ARTICLES

APPENDIX F OVERSIZED FIGURES

Ron Sadesky, P.Eng. t. 403.621.4070 c. 403.609.0677 rsadesky@mcelhanney.com McElhanney Consulting Services Ltd. 203 502 Bow Valley Trail Canmore, AB T1W 1A7 www.mcelhanney.com