Roads Rivers and Lakes CPR Tracks Wildlife corridors 93N Pipestone River 1 Lake Louise Moraine Lake 1 TransCanada Highway 40 Highways Castle Junction Johnston Canyon 93S 1 Alpine Upper Subalpine Lower Subalpine Montane Cascade River Lake Minnewanka Banff 1 1A Canmore 1 Spray River 1X Dead Man's Flats Lac Des Arcs 40 68 Kananaskis River Moving People and Animals with ease 1 INTRODUCTION The is the 2 nd step in a four step study. The Study Area extends westward along the TransCanada Highway from Highway 68 to the Alberta / BC border. The Bow Corridor is being developed in four steps Issues Scan,, Best Practices and Alternatives, and the Strategy itself. This technical memo summarizes results from the second step, the. The Study Area extends westward from the TransCanada Highway / Highway 68 junction to the Alberta / BC border west of Lake Louise. It takes in the communities of Lake Louise, Banff and Canmore and includes lands up to the trailheads on either side of the TransCanada Highway (TCH). From Highway 68 to the Banff Park East Gate the TCH lies within Alberta Transportation (AT) jurisdiction, while it is within Federal Government jurisdiction from the East Gate to the west end of the corridor. Introduction
Page 2 The objective of the Study is to create an overall framework to manage traffic in the Bow Corridor without negatively affecting ecological integrity. The objective of the Strategy is to create an overall framework to absorb or manage the major types and modes of transportation traffic in the Bow Corridor without negatively affecting ecological integrity. The Strategy will develop a justified and reasoned list of transportation solutions for the region that can be practically implemented. The examines the context in which best practices and alternatives will be considered. It describes the natural features that exist in the Bow Corridor, describes contemporary prevailing conditions and identifies trends and projected levels of activity. These are all factors that need to be taken into consideration when the is developed as the last step of the study. The needs of wildlife as they live and move through the Corridor are taken into consideration in the Study, along with the needs of people as they live in, visit, travel through or move goods along the Corridor. Every attempt has been made to balance ecological considerations with the human dimension, as requested in the Study's Terms of Reference. Environmental factors often tend to get buried under discussions of human demographics, engineering calculations and economic drivers. The has tried to avoid this trap, firstly by emphasizing descriptions of the natural features present in the Bow Corridor, and secondly by giving at least as much attention to the needs of wildlife as they live and move through the Corridor as to the elements that have a bearing on people as they live in, visit, travel through or move goods along the Corridor. The examines the context in which best practices and alternatives will be considered. There are no surprises the Analysis relies on existing data, most of which are well known. There are no surprises in the, and no solutions. There are no surprises because the analysis relies on existing data, most of which are well known (at least to stakeholders in the Corridor). Furthermore, the is a compilation of factors considered to be significant rather than a recital of data already published elsewhere. The intent is to provide an overview of key factors and pressures that will influence a transportation strategy, with selected data references where needed. Of particular interest in the review were data used to extrapolate future conditions. Introduction
Page 3 The does not present solutions. Options for strategic approaches will be put forward in the next step of the Study, Best Practices and Alternatives. There are no solutions because the analysis is focused on 'what is' rather than on 'what should be'. Although data and information that suggest solutions were recorded in the process of reviewing materials for the, they were put aside in preparation for the next step of the Study, Best Practices and Alternatives, when options for strategic approaches will be developed. The Study is based on existing data more data are available for some areas of the Study Area than for others. It should be noted that significant amounts of data were available for some parts of the Study Area, and sparse or not readily available for other parts. For example, more ecological studies have been conducted within Banff National Park than in the region between Highway 68 and Canmore. The reverse is generally true with respect to some elements of the transportation system. Alberta Transportation, for instance, has collected statistics on the TCH where it is subject to provincial jurisdiction more consistently and over a longer timeframe than has been done on other roads, or on the TCH west of the Park's boundaries. From a transportation perspective, a thorough review of TCH traffic flows, growth rates and other related factors has been provided, because long-term (longitudinal) data were available, because the traffic on this highway directly feeds many of the other Study Area roads, and because this road is the primary link between Calgary and Vancouver, traversing the Study Area en route. The has been organized in seven sections, beginning with the Introduction.. The next six sections address the Study Area, as follows: The is presented in eight sections, including a Glossary (Section 8). Section 2 Section 3 Section 4 Section 5 Section 6 Section 7 Highlights and Principal Findings Highway 68 to the Three Sisters Interchange Three Sisters to the Banff National Park East Gate East Gate to Castle Junction Castle Junction to Lake Louise Pan-Corridor Factors Introduction
Page 4 Each of these sections lists 'hot spots' within the particular area; provides a description of the area's topography, wildlife corridors, human settlements, transportation infrastructure and services, traffic flow statistics, and key factors and pressures; and concludes with a brief discussion called 'Looking Forward'. A conservative growth rate of 2% a year has been used to project traffic levels, based on average annual increases experienced over the past 10 years. Thresholds are estimated for Transportation Levels of Service on the TCH to give a rough benchmark for assessing traffic levels in the Bow Corridor. A relatively low average number of vehicles has been calculated for threshold purposes, to recognize the region's scenic beauty which is a key factor in drawing visitors to the area. Projections of future traffic levels have been based on a conservative growth rate of 2% per year. This rate is the overall average annual increase reported by Alberta Transportation for the ten year period between 1993 and 2002, and is in line with averages over longer periods of the past. Growth rates over the past five years, however, range from 1.6% at the east end of the Study Area to 3.2% at the west end. Some individual segments of the TransCanada Highway also show higher increases, most notably the stretch through Canmore which grew at an annual rate of about 3.5% over the past ten years. Estimates of thresholds for Transportation Levels of Service on the TransCanada Highway (TCH) are presented for each segment of the Study Area discussed in sections 3 through 6, to provide a rough benchmark or point of reference for traffic levels within the region. The thresholds are expressed in terms of an average number of vehicles both for the whole year and for the five summer months, May to September. They have been calculated to simulate a relatively high level of comfort for the driving public (i.e., a relatively low average number of vehicles) in recognition of the fact that much of the region is valued for its scenic beauty and draws destination traffic for that reason. We note and emphasize that the thresholds are based on fairly aggressive Level of Service (LOS) calculations, applying a formula widely used by transportation experts in North America. Alberta Transportation and Parks Canada also use this formula to determine when capacity improvements on the TCH are warranted. However, their calculations for this purpose would generally result in a higher average number of vehicles due to fiscal, engineering and other considerations which they factor into capital expenditure decisions for transportation infrastructure. Introduction
Page 5 2 HIGHLIGHTS and PRINCIPAL FINDINGS Geography matters Deep valleys create ribbons of usable terrain in the Bow Corridor west of Seebe. Both wildlife and people use the same pathways. Neither have many viable options to relocate. Movement matters Human movement is constrained by limitations on transportation infrastructure and a lack of pedestrian alternatives. Wildlife movement is constrained by human infrastructure and human use. Either way, ecology is affected Immediate pressure points Other pressure points Immediate pressure points Canmore area fastest growing urban centre in the Corridor; TransCanada Highway showing pressure of traffic levels; and north and south pressures on wildlife movement. Banff area congestion at Johnston Canyon parking lot. Lake Louise area untwinned highway (accidents, wildlife mortality); congestion in Upper Lake Louise and Moraine Lake; grizzly habitat; and wildlife movement. Other pressure points ten year horizon (at best) Other sections of the TransCanada Highway Transportation Level of Service thresholds as calculated for the Study will be approached in approximately 10 years. Highlights and Principal Findings
Page 6 Other pressure points (continued) Highway 1A (east of Canmore) poor road condition discourages its use as an alternate route for the TransCanada Highway. Dead Man's Flats / Highway 1X commercial traffic / wildlife interface. Bow / Cascade / Spray Convergence popular tourist destinations; and some of the most productive and biologically diverse habitat in the Corridor are found in this area. Vermilion Lakes important wetlands habitat; and transportation infrastructure crosses through the wetlands. Patterns of human use passenger vehicles dominate traffic flows; of total traffic, roughly 1/3 is through traffic, 1/3 is day trips, and 1/3 is short stays; summer traffic drives the thresholds; and Albertans are the predominant users of the Bow Corridor. Lower Bow Valley (Highway 68 to Three Sisters Interchange) Traffic levels based on a conservative growth estimate of 2%, the Transportation Level of Service threshold calculated for the Study will likely be reached by 2013. In the past 10 years, traffic on this segment of the TransCanada has grown by 2.5% to 3% a year. Looking forward a wildlife underpass will be built under the TransCanada at Dead Man's Flats in 2004, funded by the G8 Legacy Partnership. If a proposed casino is built in the area of Highway 40, it will draw more traffic to this section of the TCH but it is premature to estimate how much. Highlights and Principal Findings
Page 7 Canmore area (Three Sisters Interchange to Banff National Park East Gate) Traffic levels based on a conservative growth estimate of 2%, the Transportation Level of Service threshold calculated for the Study will likely be reached in 6 to 8 years. In the past 10 years, traffic on this segment of the TransCanada has grown by 2.5% to 3.5% a year. Looking forward with its growing population and commuter traffic, world-class amenities and popular festivals, potential transportation impacts will keep Canmore in the spotlight over the next two decades. A lack of wildlife crossing structures or fencing has created a serious hazard for animals just east of the Park's East Gate. Banff area (Banff National Park East Gate to Castle Junction) Traffic levels based on a conservative growth estimate of 2%, the Transportation Level of Service threshold calculated for the Study at the area's eastern end will likely be reached in approximately 10 years. However, thresholds at the western end will not be reached for some years to come. In the past 10 years, traffic on this segment of the TransCanada has grown on average by 2.4% a year. Looking forward recent downward trends in visitor rates are likely an anomaly caused by factors such as the Asian economic downturn, SARS and BSE. However, the Columbia Valley will generate increasing levels of traffic (via Highway 93 South) on this and more eastern stretches of the TransCanada, mainly because of its increasing popularity as a location for Calgarians' second or recreational homes. Highlights and Principal Findings
Page 8 Banff area (continued) Wildlife crossing structures 24 wildlife crossings have been built on this stretch of the TransCanada, including two overpasses, four open-span bridges, fencing with different types of gates, and openings in concrete barriers (to allow small mammal access). Research demonstrates that some animals prefer overpasses (ungulates and grizzly bears), some prefer culverts (cougars), and some use both (black bears and coyotes). Although these mitigation measures have succeeded in reducing mortality rates overall, results vary between species. Fencing has almost eliminated ungulate road deaths (especially elk), for example, but mortality rates for coyotes continue to climb. Lake Louise area (Castle Junction to the Alberta / BC border) Traffic levels 24 people died and 119 were injure in the past 5 years on this stretch of the TransCanada. Current traffic volumes are considerable higher than the Transportation Level of Service calculated for this Study (and for traditional thresholds defined for highway operations in Alberta). In the past 10 years, TransCanada Highway traffic has grown by 1.3% in front of Lake Louise. Looking forward recently announced federal funding to twin this section of the TransCanada is a step in the right direction. Parks Canada, in consultation with an advisory group, has developed a human use strategy to address the unique challenges associated with the interface between grizzlies and humans in this area. Highlights and Principal Findings
Page 9 Rail traffic Traffic levels CPR's single track main line currently carries 25 trains a day and has a suggested daily capacity of 35 trains. Looking forward overall, freight traffic is expected to continue growing, subject to supply and demand factors and general economic conditions both here and elsewhere. Bulk freight will remain an important throughput, with the greatest growth likely occurring in containerized traffic. In the near term, passenger traffic is not expected to become a significant factor in terms of overall train frequency. CPR has no current plans to twin its line, although it has advised that capacity can be increased through the addition of sidings, signals and technological advances that help to reduce headways. Mitigation of wildlife mortality in the Park CPR has taken steps to minimize grain spillage; vacuum spilled grain from its tracks; manage vegetation to reduce attractant species; and reduce secondary scavenger kills by hauling carcasses away from the rail bed. However, no fences have been installed along the tracks. Mortality incidents have decreased from 60 (2000) to five (2002) over the past three years. CPR states that warm winter weather and elk relocations (by Parks Canada) probably contributed to the overall reduction in 2002. Highlights and Principal Findings
Page 10 3 HIGHWAY 68 to THREE SISTERS INTERCHANGE This section of the Study Area is approximately 50 km long, as it follows the TransCanada Highway from Highway 68 to the Three Sisters Interchange east of Canmore HOT SPOTS In the area between Highway 1X and Dead Man s Flats, topographical constraints and existing industrial activity restrict wildlife movement to two possible corridors along the north and south slopes of the Bow Valley. Studies to establish the viability of wildlife corridors in this area are pending. Projected traffic trends on the TransCanada Highway (TCH) indicate that traditional Alberta Transportation threshold levels of service will be reached by 2013. Industrial traffic on Highway 1X and 1A from Seebe to just east of Canmore contrasts with slower-moving visitor vehicles, causing concerns of compatibility of use related to road safety. There are numerous informal parking and recreational staging areas along the TCH and Highway 1A which create safety concerns, especially for re-entry onto the fast-moving TCH. Description Dead Man's Flats Three Sisters Lac Des Arcs Alpine 1X Upper Subalpine 1A 40 Kananaskis River 1 68 Lower Subalpine Montane Rolling foothills at low elevations in the Morley / Ghost Reservoir area transition into montane ecozone at slightly higher elevations, approaching the mouth of the Bow Valley. At Seebe / Highway 1X, the foothills flatten out into open terrain dominated by mixed shrubs, grasses and trees in ecosites created by slope, aspect and soil characteristics. The Bow River flows east through this area, and the Kananaskis River flows north to join the Bow River at Seebe. Just west of Seebe / Highway 1X, the terrain abruptly narrows to form the mouth of the Bow Valley. At elevations above Exshaw, the Corridor becomes constrained, with montane only in valley bottoms. Lower Bow Valley
Page 11 The Kananaskis River Valley provides natural wildlife linkages from the Hinton / Jasper area south toward Glacier National Park in Montana, forming an eastern strip of the Yellowstone to Yukon wildlife corridor. To wildlife, this part of the Study Area is where the plains meet the mountains. The eastern slopes of the Rocky Mountains are home to a variety of bears, wolves, ungulates, birds and rodents. The majority of high quality habitat is located along the wooded front ranges north and south of lower Bow Valley. The Kananaskis River Valley provides natural north-south linkages. The wooded hills provide north-south habitat connectivity along the eastern slopes of the Rocky Mountains, from the Hinton / Jasper area south toward Waterton / Glacier National Park in Montana, forming the eastern strip of the Yellowstone to Yukon wildlife corridor. The Municipal District of Bighorn, Stoney Indian Reserve, Bow Valley Wildland Provincial Park and access to the Kananaskis Recreation Area all fall within this section of the Study Area. In the most eastern reaches, agricultural and rural residential influences affect the landscape, including fences, tilled land and built structures. The Stoney Reserve (Bearspaw, Chiniki and Wesley Bands) straddles Highway 1A and the TransCanada Highway, and extends from a point just west of Cochrane to Highway 1X. Morley, the administrative centre for the Stoney Nation, is located north of the TCH on the Bow River. Other population centres are clustered in the hamlets of Exshaw (392), Lac des Arcs (206) and Dead Man s Flats (110) (MD of Bighorn, 2003 Census). Transportation infrastructure includes the TransCanada Highway (TCH), an intersection with Highway 68, and interchanges at Highway 40 and Highway 1X. The TCH is a four lane, divided highway with paved shoulders and a posted speed limit of 110 km/h. It was designed for a capacity up to approximately 30,000 vehicles per day taken as an annual average, and roughly 37,500 vehicles per day taken as an average over five summer months (May to September). Wildlife fencing extends for approximately 15 kilometres at the western end of this stretch of the TCH, and one wildlife underpass has been constructed at Stewart Creek, 2 km west of Dead Man s Flats. Lower Bow Valley
Page 12 Traffic Flow Statistics Traffic volumes on the TCH decrease between Highway 68 and the Three Sisters Interchange. The difference is likely attributable to vehicles which leave the main highway in order to visit the Kananaskis Recreation Area. TransCanada Highway (2002) Vehicles per day West end East end Average Annual Daily Traffic flows 15,000 16,500 Average Summer Daily Traffic flows 18,500 20,500 Average Winter Daily Traffic flows 12,500 13,500 Ten Year Growth Pattern (1993 2002) Percentage increase Ten Year Growth 26% Annual (linear) rates of growth 2.5 to 3% In this section of the Study Area, Highway 1A is a two-lane road. Alignment and cross-section improvements have been made at the west end of the section (Canmore to Exshaw). Traffic volumes on Highway 1A have shown an annual compounding growth rate of 3.2% in the past 10 years. The main CPR line roughly parallels the TCH east of Exshaw, and then runs along Highway 1A north of the TCH. Four industrial plants and associated quarries inhibit wildlife movement on the north side of the Bow Valley. Key Factors and Pressures The north side of the Bow Valley from Seebe to Dead Man s Flats provides a combination of riparian montane habitat and wildlife linkages with the front ranges of the Rocky Mountains, allowing animals at lower elevations to find their way between the lower eastern slopes and the high quality habitat in the nexus of mountain valleys above. This area is, however, largely occupied by a series of heavy industrial sites and controlled waterways. Four industrial plants and several associated quarries operate in the Exshaw area off Highway 1A, including one cement plant, two magnesium plants and one limestone plant. The industrial sites occupy large portions of the valley floor and inhibit wildlife movement. Lower Bow Valley
Page 13 Salamanders have been observed crossing the TransCanada Highway each year in what may be a seasonal migration route. In the flat wetland areas at the mouth of the Bow Valley, a different kind of migration and a correspondingly new kind of habitat fragmentation has been discovered in recent years. Since 1999, scientists and Parks Canada officers have recorded annual movements of tiger salamanders across the TCH sometime in August of each year. Since the majority of the amphibians attempted to cross within a 300 metre stretch of highway separating wetland areas, scientists have proposed that this mass movement may be part of a seasonal migration route (Clevenger & Gunson, 2002 and McIvor & McIvor, 2002). Kananaskis is a year-round outdoor recreational facility south of the TransCanada Highway, offering activities like golf and skiing. It operates as a major draw for visitors to the region. Over 450 guest rooms are located in the Kananaskis Village and Fortress areas. Kananaskis Camping operates a campground at the Eau Claire location on Highway 40, together with seven other such facilities inside Peter Lougheed Provincial Park, accounting in total for 600 campsites. Another campground is separately operated at Mount Kidd. During the winter, the Nakiska and Fortress ski areas together attract upwards of 160,000 skiers. Traffic on Highway 40 has been increasing at about 1.5% for the past 10 years, compared to traffic increases on Highways 1A and 1X of approximately 3.2% a year. Alberta Transportation reports that, in 2002, average daily traffic on Highway 40 was 2,270 vehicles. The summer average was 2,780. Between 1993 and 2002 traffic increased at an average annual rate of 1.5%. On Highway 1X between Highways 1 and 1A (4.2 km), average two-way daily traffic was 1,160 vehicles. The corresponding summer average was 1,500 vehicles a day. Average daily traffic on Highway 1A between the TransCanada Highway and Exshaw was 2,190 vehicles, with a summer average of 2,790. Overall, the annual compound rate of growth for the past ten years has been 3.2%. Lower Bow Valley
Page 14 Passenger vehicles present the greatest traffic challenge, although Highways 1X and 1A are main arteries for local commercial traffic. Most of the traffic on these arterial roads is composed of passenger vehicles. However, commercial traffic accounts for 28.5% and 25% of the totals on Highways 1X and 1A (primarily associated with the Baymag magnesium plants, the Lafarge cement plant and the Graymont lime / calcium carbonate plant, all near Exshaw). The Francis Cook Regional Landfill Site also draws considerable traffic, as this site serves the communities of Canmore and Banff as well as the nearby communities within the M.D. of Modes of Transportation, 2002 Bighorn. The presence of recreational TCH east of Hwy 1A vehicles on Highway 1X is largely due to users of the Bow Valley Provincial Park Hwy 40 Campground south of the TCH on Highway 1X. RVs generally do not use the northern Hwy 1A 0 20 40 60 80 100% Passenger stretch of Highway 1X between the TCH and Exshaw the composition of traffic on that Vehicles section is therefore more heavily skewed toward industrial traffic than the above graphic shows. Recreation Vehicles Commercial Vehicles Looking Forward Industrial and transportation activities at the mouth of the Bow Valley between Exshaw and Dead Man s Flats will continue to create a barrier effect for wildlife. A $2 million wildlife underpass will be built beneath the TCH at Dead Man's Flats in 2004, funded by the G8 Legacy Partnership. In making a contribution to the Partnership fund, Lafarge Canada said "The largest issue the community is facing environmentally is wildlife and corridors." Lafarge has also partnered with the World Wildlife Fund to map key wildife habitat and corridors for wolves, bears, cougars and their prey species in Lafarge operating areas and key transportation routes. The objective is to identify wildlife mortality hot spots and undertake conservation steps. The results of this research effort will be helpful in refining future transportation plans along this stretch of the TransCanada Highway. Lower Bow Valley
Page 15 Vehicles per day 30,000 25,000 20,000 15,000 10,000 5,000 0 Transportation LOS Thresholds ASDT AADT ASDT (Summer) AADT (Annual) Traffic flows on the TransCanada Highway have grown at an annual rate of 2.5% to 3% over the past ten years. Based on longer term historical growth patterns of 2% a year, annual and summer Transportation Level of Service (LOS) thresholds calculated for this part of the Study Area will be reached in approximately 10 years (by 2013). The thresholds will be reached sooner if more recent growth rates are experienced, assuming that no steps are taken to limit traffic levels in the meantime. TransCanada Highway (TCH) Transportation LOS thresholds will be reached by 2013. ASDT = average summer daily traffic AADT = average annual daily traffic Traffic generated by the Stoney Nation will continue to contribute modestly to traffic on the TransCanada Highway. In May 2003, the Nation made formal application to the Alberta Government to develop a casino, possibly at the junction of the TCH and Highway 40. Although no further details are available at this time, a casino at this location could contribute significantly to traffic in the area. Highway 40 draws traffic to the eastern section of the TransCanada Highway in its capacity as a scenic route. Providing primary access to the Kananaskis region, a popular vacation and recreational area, this highway is expected to continue siphoning traffic from the TCH, and to experience growth in traffic volumes similar to other roads in the Study Area. Winter traffic will be influenced by the number of skier visits to Nakiska and Fortress, which will vary according to their levels of patronage and consequent economic viability. Highways 1X and 1A will continue to contribute traffic to the TransCanada Highway at Canmore and at Seebe, mainly in a local service capacity, as these roads serve as important truck traffic routes. To some extent, Highway 1A will serve as a less congested and more scenic alternative to the TransCanada. However, its poor condition and alignment to the east, and heavy use by industrial vehicles west of Highway 1X reduces its viability for visitor and commuter traffic at present. Lower Bow Valley
Page 16 4 THREE SISTERS to BANFF NATIONAL PARK EAST GATE This section of the Study Area passes through the Town of Canmore, which spans both sides of the TransCanada Highway for a distance of approximately 11.5 km HOT SPOTS Canmore s physical and population growth has been bolstered by recreational home ownership, residential restrictions within Banff National Park (BNP) and by new residents who commute to jobs in Calgary or other nearby areas. Since 1997, the permanent population has increased by 27% while the non-permanent population has almost doubled. The area near the end of the wildlife exclusion fencing between Harvie Heights and BNP East Gate is an area of high wildlife-vehicle collision; human safety, wildlife mortality and property damage represent serious concerns for users of this area. This section of the Bow Valley represents a critical link for wildlife population connectivity with regions further south in the Central Rockies Ecosystem and forms a key part of the Yellowstone to Yukon habitat linkage. The key wildlife issue here is the impingement of human activity on the link between BNP and Wind Valley / Skogan Pass (which provides connectivity with Kananaskis Country to the south). Residential and recreational developments have impinged on the South Canmore Corridor, a main corridor for wildlife movement. What would be the North Canmore Corridor is functionally compromised by the Silver Tip and Eagle Terrace developments. Projected traffic trends on the TransCanada Highway indicate that Transportation Level of Service thresholds calculated for this part of the Study Area will be reached in as little as 6 or 8 years (2009 or 2011). A lack of convenient and accessible north-south pedestrian and non-motorized crossing structures across the TCH and CPR effectively segregates the Town and perpetuates reliance on the automobile in Canmore. Canmore area
Page 17 Canmore Description The Bow Valley in this stretch of the Study Area follows a narrow path of montane nestled between subalpine and alpine slopes to the north and south. The Fairholme Range is a series of mountains along the north side of the Bow River, flanked by Lake Minnewanka to the northwest. Cougar Creek descends through a canyon just west of Grotto Mountain to join the Bow River. Spray River Alpine Upper Subalpine Lower Subalpine Montane Along the south side of the Bow Valley, the Three Sisters peaks are situated at the eastern end of the alpine formations. Ha Ling Peak sits at the western edge, adjacent to Mount Rundle. Goat Creek flows northwest along the valley south of these mountains, joining the Spray River just inside Park boundaries. The area is a hub for wildlife activity. Creeks, water bodies and small higher-elevation refugia provide high quality habitat for a variety of species on both sides of the Bow River. Wildlife places high demands on the Cougar Creek canyon as well as on the parallel Bow River and Goat Creek valley bottoms. The montane and subalpine land cover, with multi-directional connectivity, create ecologically significant natural conditions. The Fairholme Range, for instance, physically links with the Cascade and Forty Mile Creek Valleys to the west, thereby providing connectivity with the Norquay wildlife corridor within Banff National Park. The South Canmore wildlife corridor is likely only semifunctional because encroaching development has narrowed the corridor. The South Canmore wildlife corridor follows the southern edge of the Bow Valley from Wind Ridge to Mount Rundle. It connects tangentially with the Spray Valley through a mountain pass (also occupied by Highway 742) between the east end of Mt. Rundle and Grassi Peak. This corridor is currently stressed by encroaching development and, due to its narrow width, is likely only semifunctional possibly discouraging use by wary animals or generating human / wildlife conflict in close-proximity encounters along its edges (Golder, 2002). Canmore area
Page 18 Wildlife movement on the northern side of the valley has also been compromised by residential and commercial development. The northern side of the valley is currently compromised from the point of view of wildlife. Movement is blocked almost entirely by residential and commercial development, although some wildlife movement to the east end of the Fairholme Range may be possible via Cougar Creek. Canmore Population Growth Population 11,500 9,500 7,500 5,500 3,500 1 2 3 4 5 1982 1992 2002 Canmore has experienced exceptional growth over the past two decades, and was the fastest growing municipality in Canada in 1996. The non-permanent resident growth rate is 4 times that of the permanent resident population. The Town of Canmore is physically located in the Bow Valley between Cougar Creek and Harvie Heights on the north, and Wind Valley and Grassi Lakes on the south. It occupies the width of the valley floor, and encroaches on the sunny north side slopes around Cougar Creek as well as on the southern slopes around Three Sisters. Canmore has a permanent population of 11,458 and a nonpermanent population of 2,763. (people who own second or weekend homes in the community). The non-permanent resident population is growing at nearly four times the rate of permanent residents (21.6% and 5.7%, respectively) (Canmore Census, 2003). At one time, the Town grew faster than any other municipality in Canada (10% annual growth in 1996). Canmore is a self-contained community that offers all amenities. To some extent, the Town of Canmore serves as a bedroom community for Banff owing to the limits on growth and 'need to reside' clause that prevail in the national park (Canmore Census, 2003). The population of Harvie Heights, which is contiguous to but not part of the Town of Canmore, adds 305 people to the overall population for the area (MD of Bighorn Census, 2003). The percentage of residents working within Canmore and the Bow Corridor is 62%. One in six residents (17%) works in Banff (a decline from 26% ten years ago), while the number working in Calgary is increasing (from 3% to nearly 4.5% over the past decade). Canmore area
Page 19 The five most common occupational categories are accommodation and food (19%), personal services (16%), education, health and social services (13.4%), construction (12%) and retail, wholesale and trade (9.5%) (Canmore Census, 2003). Canmore s population in the 15 to 64 year age cohort is 4.5% higher than the national average. The TransCanada Highway cuts through the middle of Canmore and presents a barrier to pedestrian traffic between the north and south sides of the valley. The TransCanada Highway (TCH) cuts through the middle of Canmore and presents a barrier to pedestrian traffic between the north and south sides of the valley. Infrastructure includes four major interchanges (Three Sisters, Highway 1A east and west and Benchlands Trail / Railway Avenue) and two merge ramps (Harvie Heights and Canmore western access points). The TCH is a four lane, divided highway with paved shoulders and a posted speed limit of 110 km/h. It widens to six lanes for several kilometres as it approaches to the Banff National Park East Gate. The TCH was designed for a capacity threshold of approximately 50,000 vehicles per day taken as an annual average, and roughly 62,500 vehicles per day taken as an average over five summer months (May to September). Wildlife exclusion fencing exists along the TCH from northwest of Harvie Heights to the Park gate and beyond. The eastern end of the fence outside the Park marks the beginning of an unobstructed zone of wildlife access to the roadway. In this section of the Study Area, the main CPR line runs along the south side of Highway 1A, passing through the centre of Canmore, and continues west to the Park's boundary on the north of the Bow River (between the TCH and Bow River). Most of the railway traffic transports goods through the valley. No passenger trains currently stop in Canmore. Canmore area
Page 20 No mass transit services are currently available either within Canmore, or between Canmore and other communities in the Bow Corridor. Greyhound Canada operates a scheduled bus service from Calgary to Vancouver that stops in Canmore four times a day. The Banff Airporter provides service between the Calgary International Airport and Canmore, Banff and Lake Louise, with ten scheduled daily stops in Canmore during the winter and nineteen in the summer (advance reservations are required). Brewster offers two trips per day from Calgary to Banff / Lake Louise, with a stop each way in Canmore. Both Brewster and the Banff Airporter serve the Canmore market on a demand basis. Rocky Mountain Sky Shuttle offers airport shuttle service from Calgary to Canmore and Banff. Currently, local mass transit services are not available within the Town or between Canmore and other communities within the Bow Corridor. Traffic Flow Statistics Approximately 2,300 Canmore residents work in Banff and another 500 work in Calgary. Commuters and day trips originating in Canmore provide an explanation for the difference between traffic volumes counted in the heart of Canmore and at the Banff National Park East Gate. TransCanada Highway (2002) Vehicles per day West end East end Average Annual Daily Traffic flows 16,600 15,300 Average Summer Daily Traffic flows 20,200 19,200 Average Winter Daily Traffic flows 14,000 12,500 Traffic counts of 13,000 and 13,800 AADT were recorded in 2002 at points roughly mid-way between the Three Sisters Interchange and the Banff National Park East Gate (corresponding numbers for daily summer traffic flows were 16,290 and 17,290 respectively). Ten Year Growth Pattern (1993 2002) Percentage increase Ten Year Growth ~ 30% Average annual (linear) rate of growth 2.5 to 3.5% Canmore area
Page 21 Key Factors and Pressures Wildlife / vehicle collisions in the free access zone between Canmore and the Park's gate accounted for 48.5% of all collisions in this section of the TransCanada Highway (TCH) between 1997 and 2001. These accidents contributed to a collision rate of 56 per 100 million vehicle kilometres a full 15% higher than the Alberta provincial average of 41. Furthermore, the number of reported wildlife collisions on the TCH between Highway 40 and the Park gate is almost triple the number between Highway 68 and the Highway 40 (Alberta Transportation statistics). In addition, human structures and developments displace wildlife habitat in the Bow Valley. By virtue of its level surface, the valley bottom is attractive to humans and wildlife alike, and for the same reasons transportation is easy; several routes are accessible; water is nearby; and verdant vegetation, rather than inhospitable rock and ice, make up the surrounding land cover. Network of Wildlife Corridors in the Study Area Alpine Upper Subalpine Wildlife corridors Lower Subalpine Montane Wildlife movement is also compromised in this part of the Study Area. Besides local-scale movement, wildlife populations require genetic transfer with populations in distant regions to maintain a healthy level of genetic diversity within local populations. Regionalscale corridors operate as a network of passages providing linkages throughout vast stretches of territory, so no single corridor can be viewed in isolation from others in the network. However, human structures occupy intersections of the wildlife movement corridors around Canmore, blocking natural movement patterns. Efforts are underway to address the challenge posed by old and new development. In order to remediate the South Canmore Wildlife Corridor, for example, a wildlife overpass is currently being built across Rundle Forebay, funded by the G8 Legacy. The Forebay is an open canal which bisects the South Canmore Corridor and prevents unfettered movement between the Three Sisters area and the valley at the northern foot of Mount Rundle. Canmore area
Page 22 Canmore is slated to reach 30,000 residents at full build-out by 2013 (Canmore Municipal Development Plan, 1998). According to the Canmore Economic Development Authority, the Town has developed 1.25 million square feet of commercial floor space and over 2,000 hotel and motel bed units in the general Canmore / Dead Man s Flats area. Bow Valley Provincial Park operates provinciallyowned campgrounds at Three Sisters (34 sites) and Bow River (32 sites). There are also a number of privately-owned campgrounds in the general area. Stone Creek Properties operates the SilverTip Resort Village and Golf Course on the northern slopes of the valley below Mount Lady MacDonald (Fairholme Range). Dozens of homes have been built Annual 2002 Traffic Flow (AB Transportation traffic count at Banff National Park East Gate) Vehicles per day 35,000 30,000 25,000 20,000 15,000 10,000 5,000 0 0 0 0 0 0 0 0 0 AADT = 16550 1-Jan 16-Jan 31-Jan 15-Feb 2-Mar 17-Mar 1-Apr 16-Apr 1-May 16-May 31-May 15-Jun 30-Jun 15-Jul 30-Jul 14-Aug 29-Aug 13-Sep 28-Sep 13-Oct 28-Oct 12-Nov 27-Nov 12-Dec 27-Dec AADT (average annual daily traffic) was 16,550 in 2002 Daily count of the number of vehicles from January 1 to December 31, 2002 Traffic flows peak during summer months, on long weekends and during festivals staged in Canmore. overlooking the golf course. A five star hotel, retail stores and more residential units are planned. The resort's promotional materials include a map showing its extensive footprint surrounded by wildlife corridors, including a narrow strip immediately north of the TransCanada Highway and west of the Four Points Hotel. The Three Sisters Mountain Village, on the southern slopes of the Valley, has also added greatly to the stock of residential and tourist facilities available in Canmore. Covering 1,800 acres, the Village will eventually include 3,500 homes, 36 holes of golf, up to six hotels and 450,000 square feet of commercial space. Approximately 650 dwelling units, the golf course and one hotel have been developed to date. Annual festivals in Canmore draw significant numbers of visitors to the Valley on peak weekends throughout the year. Festivals and sporting events are held in February, May, July, August, October and November, including the Canmore Folk Festival in early August (13,000 attendees), the Highland Games in September (10,000 attendees) and Mozart on the Mountain in mid-september (sold out at 7,000 tickets in 2003). Canmore area
Page 23 The Festival of Eagles (October) is a unique event which features guided hikes, interpretive presentations and guest speakers marking the annual south migration of golden eagles, discovered over Bow Valley in 1992. An estimated 6,000 eagles use the flyway each spring and fall as they move between their summer nesting and wintering grounds. Looking Forward With its growing population, world-class amenities and popular festivals, potential transportation impacts will keep Canmore in the spotlight over the next two decades. For wildlife, the already constrained South Canmore Corridor could well be the only major movement corridor remaining along the valley in this segment of the Study Area. Movement north and south across the valley will primarily take place east and west of Canmore. The Wildlife Corridor and Habitat Patch Guidelines for the Bow Valley establishes basic parameters for accommodating wildlife needs in the midst of continued pressure from human developments. In 1998, the Bow Corridor Ecosystem Advisory Group (BCEAG) released a report which identified several parameters for functional wildlife movement corridors in the Bow Corridor. BCEAG, established in 1995 to enhance coordination of environmental issues in the Bow Corridor, is comprised of representatives from the MD of Bighorn, Town of Canmore, Town of Banff, Banff National Park and the Provincial Government (BCEAG Terms of Reference, 2001). The Wildlife Corridor and Habitat Patch Guidelines for the Bow Valley study was a ground-breaking and world-leading set of minimum standards for wildlife corridors in mountain ecosystems. BCEAG s parameters for wildlife corridors incorporate slope, hiding cover, length, width, and proximity to human development. To date, none of BCEAG's guidelines have been applied in formal regulatory hearings but they are available for planners and others undertaking transportation infrastructure developments within the Corridor. Canmore area
Page 24 For humans, the Town will continue to offer attractive opportunities as a recreation and tourism destination, a weekend retreat and a bedroom community for Banff (which is subject to development and land-lease controls). "It's difficult to get around the Bow Valley without a private vehicle." Boots'n'all North America Travel Guides At present, passenger vehicles dominate traffic patterns in Canmore, representing 82% of the total. Buses comprise only 1.8% of the total traffic, local bus service is limited, and passenger rail service is currently not available. As one web-based travel advisor says, "Here's the deal, it's difficult to get around the Bow Valley without a private vehicle." (www.bootsnall.com/namericatravel guides/bow/bowaround.shtml) These trends are unlikely to change in the foreseeable future. Vehicles per day 30,000 25,000 20,000 15,000 10,000 5,000 0 TransCanada Highway (TCH) Transportation LOS thresholds could be reached by 2009 or 2011. ASDT = average summer daily traffic AADT = average annual daily traffic Transportation LOS Thresholds ASDT AADT ASDT (Summer) AADT (Annual) Traffic flows on the TransCanada Highway have grown at an annual rate of 2.5% to 3% over the past ten years. Based on longer term historical growth patterns of 2% a year, annual and summer Transportation Level of Service (LOS) thresholds calculated for the TCH as it passes through Canmore could well be reached in as little as 6 or 8 years (by 2009 or 2011). The thresholds will be reached sooner if more recent growth rates are experienced, assuming that no steps are taken to limit traffic levels in the meantime. Canmore is expected to continue to grow. In addition to its own attractions, the area will absorb visitors bound for the Park as well as workers unable to find accommodation within the Park. It may also come under increasing pressure to live up to standards for ecological protection that exist within the Park, as the Canmore area is functionally part of the same Bow Valley ecosystem. Canmore area
Page 25 Population increases, development intensity and wildlife pressures will serve to highlight jurisdictional differences between Banff National Park and adjacent lands. In particular, regulatory policies such as limits on growth and environmental standards, and fiscal policies such as access to funding for transportation infrastructure and taxation, will increasingly illuminate the dynamic tension that exists between the communities of Banff and Canmore. 5 BANFF NATIONAL PARK EAST GATE to CASTLE JUNCTION This section of the Study Area is approximately 47 km long, as it follows the TransCanada Highway from the East Gate of the Banff National Park until it reaches Castle Junction HOT SPOTS Wildlife corridors north and south of the TransCanada Highway experience pressure due to recreational and tourism activities. Aquatic features have been modified in several cases as a result of utility and transportation developments. Projected traffic trends on the TransCanada Highway indicate that threshold levels of service calculated for this part of the Study Area will be reached by 2013. Parking facilities at Johnston Canyon are regularly filled to capacity, and construction of additional spaces would have significant environmental impacts. Banff area
Page 26 Description A strip of montane straddles the Bow River in the eastern portion of this section of the Study Area, widening where Forty Mile Creek and Castle Junction 93S Johnston Canyon Cascade River Lake Minnewanka Spray River join the Bow, but narrowing precipitously to the west. Most of the terrain is comprised of alpine and subalpine ecozones, 1 Banff and features a series of north-south valleys through which creeks and rivers flow. Alpine Upper Subalpine Lower Subalpine Montane The convergence of three valleys Cascade, Bow and Spray is a dominant feature of this part of the Rockies. It serves to connect the primary east-west wildlife corridor (Bow River) with major northsouth corridors formed by the Forty Mile Creek and Cascade River drainages to the north, and the Spray River and Goat Creek drainages to the south. Two of these aquatic features have been substantially modified. The Cascade River now fills the reservoir known as Lake Minnewanka rather than flowing into the Bow naturally. Water then flows through a series of smaller containment ponds, canals and underground penstocks before joining the Bow. Similarly, the upper reaches of the Spray River have been dammed, although the river flows freely by the time it joins the Bow. Three Vermilion Lakes make up part of a floodplain marsh ecosystem located south and west of Mount Norquay. They provide habitat for over 200 species of resident and migrant wildlife and 160 plant species, as well as a wide range of phytoplankton, invertebrates and other life forms. To the east of Mount Norquay, valleys on both sides of Cascade Mountain are linked to habitat on the slopes of the Fairholme Range. This swath of montane and subalpine land cover is among the most productive and biologically diverse in the Bow Valley. Banff area
Page 27 To the west of Mount Norquay, a narrow corridor of subalpine terrain stretches along the north shore of the Bow River, eventually connecting to the Pipestone Valley. Johnston Canyon, situated about a third of the way between Mount Norquay and the Pipestone, was identified as an area of priority wildlife habitat by the Banff Bow Valley Study (1996). Its preservation as a functional habitat refuge was considered to be critical for the survival of several species at risk, including the rare black swift. The black swift was on Alberta s 1996 Yellow B List for sensitive species; more recently, its status was classified as unknown (2000). The Banff Community Plan (1998) put a limit of 10,000 on the number of permanent Banff residents, and National Park regulations require that a 'need to reside' be demonstrated. Banff's current population is 8,300 (an increase of 36% since 1999). The Town of Banff has grown from a small train stop known as Siding 29 to an internationally renowned mountain resort located at the confluence of the Forty Mile Creek, the Bow River and the Spray River. Today, the Town's boundaries are fixed by federal law with no option to extend outward. In late 1998, the Banff Community Plan and a new Land Use Bylaw were approved by Town Council. They limited additional commercial development within the town to 350,000 square feet, much of which has already been taken up. The Community Plan also set a limit of 10,000 on the number of permanent residents in the Town, and federal regulations require that a 'need to reside' be demonstrated by anyone living within a national park. Banff's current population is just under 8,300, an increase of 36% since 1999 (Alberta Municipal Affairs). Almost 20% of the population is between 20 and 24 years old (compared to 7% nationally). Banff's Town Council have also set limits on commercial development, and full build-out is expected to occur by about 2006. Banff is the major tourist destination within Banff National Park. Of the roughly five million visitors that enter the park each year, it is estimated that 80% visit the Town of Banff. In 1999, there were 14,197 commercial bed units in Banff, compared with 12,036 in 1990 (an increase of 18%). With the current limit on commercial development, it is expected that full build-out will occur in 2006 at 14,689 bed units. Banff area
Page 28 Two major camping grounds are situated in the Banff area. Tunnel Mountain has 1,127 sites at three locations. Two Jack has 454 sites at two locations. Other amenities include the Banff Centre, Canada's only post-secondary learning centre dedicated to the arts, leadership development and mountain culture. The TransCanada Highway (TCH) runs northwest from the park's East Gate to Cascade Mountain, passes below Mount Norquay to cross the Bow River west of the Vermilion Lakes, and proceeds west along the south bank of the river until it intersects with Highway 93S at Castle Junction. One interchange provides access to Banff and Lake Minnewanka, and a second interchange gives access to Mount Norquay and Banff. Two other main intersections occur east of Castle Junction; one links to the Bow Valley Parkway (Highway 1A) on the north, and the other links to Sunshine Village Road on the south. Wildlife Crossing Structures Alpine Lower Subalpine Upper Subalpine Montane Wildlife crossing structure The TCH is a four lane, divided highway with paved shoulders and a posted speed limit of 90 km/h. It was designed for a capacity threshold of approximately 44,000 vehicles per day taken as an annual average, and roughly 55,000 vehicles per day taken as an average during the summer months (May to September). Twenty-four wildlife crossing structures, including two overpasses and four open-span bridges, have been built on this stretch of the TCH. Highway upgrades completed in 1986 and 1988 (phases 1 and 2) incorporated a series of box culverts as crossing structures, as well as wildlife fencing (2.4 metres in height) to reduce animal intrusions onto the TCH right of way. A further upgrade, completed in 1997 (phase 3A), introduced similar underpasses and fencing along the highway, and added two wildlife overpasses which provide wildlife crossing opportunities without (for them) overhead obstruction. Banff area
Page 29 The CPR main line travels along the north shore of the Bow River from the East Gate to Castle Junction, except when it loops around the north side of Tunnel Mountain. The tracks traverse the fens west of Banff (Vermilion Lakes). The Mount Norquay ski area is located just north of Banff and is accessed via a TransCanada Highway interchange, a roadway up the mountain and a parking lot adjacent to the day lodge. The area has five lifts and approximately 30 runs. In 1995, the main lodge was destroyed by fire and a new lodge was built the following year at a cost of $3.5 million. In 1998, a further $1.2 million was invested in the facility. The Bow Valley Parkway is a popular, unfenced scenic drive for Park visitors north of the TransCanada Highway. Johnston Canyon is located about half way along the Parkway. The Bow Valley Parkway is a popular 27 km scenic drive for park visitors which parallels the north side of the TransCanada Highway from just east of Sunshine Village Road to the Village of Lake Louise (the Whitehorn exit). An intersection mid-way allows access to the TransCanada Highway and Highway 93S (Castle Junction). With no fencing, the Bow Valley Parkway route offers opportunities to observe wildlife. Several trails (including Johnston Canyon trails) attract day as well as backcountry hikers to the area. Approximately 100 accommodation units and 264 campsites along this secondary road also provide tourist destinations. The Sunshine Village ski area is located west of Banff and is accessed from the TransCanada Highway via a remote parking lot (at the Healy / Brewster Creek trailheads) and a gondola lift. The first ski lift in Sunshine Meadows was installed in 1945. Since 1995, Sunshine has invested heavily in new facilities, including seven quad chairlifts and the eight-passenger gondola. A total of 12 ski lifts now transport skiers to over 107 runs. In addition, the Village offers an 85-room hotel (renovated in 2003), a day lodge and various dining facilities. Banff area
Page 30 Highway 93S is a two-lane paved undivided highway, running south / southwest from Castle Junction, crossing into British Columbia at Vermilion Pass, and joining Highway 95 at Radium Hot Springs. It serves as a major artery between Calgary and resort areas in the Columbia Valley. Local bus service in Banff is offered on one route during the winter (October through April) and on two routes during the summer (May through September). Banff's residents typically walk or cycle to get around 42% during the winter and 60% during the summer. Town of Banff 2000 Census Regular commercial transit services to Banff include Greyhound Canada, which operates a scheduled bus service from Calgary to Vancouver that stops in Banff four times a day. The Banff Airporter provides service between the Calgary International Airport and Canmore, Banff and Lake Louise, with ten scheduled daily stops in Banff in winter and nineteen in summer (advance reservations are required). In addition, Brewster offers two trips a day from Calgary to Banff / Lake Louise. In Banff itself, local transit services are provided by a private company to the Town on a contract basis. Local bus service is offered on one route (operating from noon to midnight) between October and April, and on two routes (operating from 7 am to midnight) during the summer tourist season from May through September. In the winter, 42% of Banff's residents walk or cycle to get around, and more than 60% walk or cycle in the summer time (Banff, 2000 Census). Rocky Mountaineer Railtours operates a daylight passenger service three times a week over the CPR mainline between Calgary and Vancouver. The service operates between May and October with a stop in Banff (and an overnight layover in Kamloops). CPR operates tours on the Royal Canadian Pacific, a specialized passenger service based on CPR s vintage cars. The tour circles south from Calgary, through the Crowsnest Pass, north to Golden and back (after a brief stop in Banff) to Calgary. Banff area
Page 31 Traffic Flow Statistics TransCanada Highway (2002) Vehicles per day West end * East end * Average Annual Daily Traffic flows 9,500 16,600 Average Summer Daily Traffic flows 13,000 20,200 Average Winter Daily Traffic flows 7,000 14,000 One third of the vehicles entering the Park through the East Gate do not travel past the Sunshine Village overpass. * Traffic counts for the 'west end' of this stretch of the TCH were recorded at a point just west of the Sunshine Village overpass. East end counts were recorded inside the Park at the East Gate. Ten Year Growth Pattern (1993 2002) TransCanada Highway Percentage increase Ten Year Growth 27% Annual (linear) rates of growth 2.4% Bow Valley Parkway (2002) Vehicles per day West end East end Average Annual Daily Traffic flows ** 670 780 Average Summer Daily Traffic flows 1,626 2,034 Eleven year annual growth (compounded) 2.7% 4.9% ** It should be noted that summer road closures affect AADT calculations, which may make comparisons of recent and historic AADTs unreliable. To protect wildlife, traffic is closed on the Parkway between Fireside Picnic Area and Johnston Canyon during the night (6 pm to 9 am), from March 1 to June 25 each year. However, the closure is voluntary despite being mandated in the 1997 BNP Management Plan. Local observers note that the voluntary closure has not been successful in eliminating wildlife mortality. Banff area
Page 32 Highway 93S (2002) Vehicles per day Average Annual Daily Traffic flows (6.6 km south of TCH) 2,290 Average Summer Daily Traffic flows (6.1 km south of TCH) 4,270 Average Winter Daily Traffic flows (6.6 km south of TCH) 1,470 Ten year annual growth pattern (linear) ~ 2% Patterns of Visitor Use, 2000 Nature's Pace 2% Getaway 45% Comfort 31% Mountain Experience 1% Key Factors and Pressures Of the 4.7 million visitors to Banff National Park in 2000, almost half stayed for two to three days ('getaway' visits). Retail spending ('comfort' visits) and camping ranked as the second and third most frequent reasons for visiting the park (2000 Patterns of Visitor Use Study). Passenger vehicles dominated traffic patterns; buses (part of the commercial vehicle count) constituted only about 1.5% of the total vehicles passing the park's East Gate. Camping 21% 0 20 40 60 80 100% Passenger Vehicles Recreation Vehicles The most popular visitor opportunities in this section of the Study Area are Lake Minnewanka, Banff and the Bow Valley Parkway. Boating and fishing on Lake Minnewanka have been favourite visitor pastimes since the 1880s. Development in this region has also had a long history the original lake was first dammed in 1912 to generate electricity at the Bankhead mine. One of the consequences has been functional isolation of habitat on the Bow Valley slopes of the Fairholme Range from habitat and movement corridors around Cascade Mountain and Mount Norquay. Commercial Vehicles Banff area
Page 33 Eliminating human structures has had a positive effect on wildlife use in the Cascade Corridor. The effect of such human disturbance has recently been demonstrated in a positive way due to nearby restoration efforts. Since 1997, Parks Canada has eliminated several facilities in the Cascade Corridor (a bison enclosure, barns, and horse corrals were removed, a cadet camp was closed, and the Banff airstrip was closed to all but emergency traffic). Wildlife use of the area has steadily increased as a result. Researchers have tracked the Cascade wolf pack, for example, which used the corridor six times more often after the restoration took place. The Fairholme wolf pack, which formed in November 1999, has also been observed in the area. The parking lot at Johnston Canyon, a popular destination for day hikers and backcountry campers alike, is regularly filled to capacity (particularly on summer weekends).. Pressure on the Bow Valley Parkway is most evident at Johnston Canyon, where the parking lot is regularly filled to capacity, particularly on summer weekends. The variety of trail lengths available from this base results in a wide spread of parking durations, with day hikers who arrive early in the morning taking up parking spaces for the entire day, thereby restricting short-stay parking opportunities for others later in the day. With this level of human activity, wildlife is put at risk or deterred from using the area. Mitigation measures on the TransCanada Highway have had positive results in terms of reducing wildlife mortality for some species. Wildlife mortality is an issue throughout the Bow Valley, but more studies have been conducted in the Banff National Park than in other parts of the Study Area. Transportation corridors figure significantly in mortality statistics. For example, research has demonstrated that roads were responsible for 68% of known wolf mortality between 1986 and 1996 (Percy et al., 2000). On the positive side, in recent years Parks Canada researchers have shown that wildlife exclusion fencing on the TCH has reduced mortality for ungulates (especially elk) by almost 100% (Clevenger, 2002). However other studies show that, despite this progress, mortality for other species, especially black bears and coyotes, has increased significantly (up to 700% for coyotes) since mitigation measures were introduced (Alexander, 2001). Banff area
Page 34 Furthermore, current mitigation practices may exacerbate the barrier effect to wildlife movement overall, despite success with existing crossing structures. Therefore, while the absolute values for wildlife mortality show drastic improvement, it remains uncertain to what extent modern mitigation practices have met the challenges of reducing mortality while improving habitat connectivity. Clearly, road design and wildlife crossing design will remain high on the priority list for future study in the Bow Valley. TCH Wildlife Mortality Statistics AADT CPR Wildlife Mortality Statistics Number of wildlife incidents 60 40 20 0 1999 2000 2001 2002 Clevenger et al., 2002 Meanwhile, the CPR has conducted its own studies of wildlife mortality in the Banff National Park (1997) and confirmed that its rights of way serve as a movement corridor for deer, elk and other ungulates. It initiated a mitigation strategy to minimize grain spillage, vacuum spilled grain from its tracks, manage vegetation to reduce attractant species and reduce secondary scavenger kills by hauling carcases away from the rail bed, with some success. The company recently reported that it may also install a limited amount of fencing along its tracks "where no other options exist." Results have been positive, although the CPR states that warm winter weather and elk relocations (by Parks Canada) probably contributed to the overall reduction. Banff area
Page 35 Other transportation impacts have challenged aquatic resources in the Study Area over the years. The CPR has traversed the length of the Vermilion Lakes wetlands since about 1885. Due to the relatively impermeable foundation of the rail bed, this transportation feature isolated aquatic habitat on either side of the railway, disrupted natural flooding and flow patterns, and deterred sensitive species such as moose from crossing from one side to the other. Three years ago, the CPR upgraded its rail bed in the wetlands and improved flow patterns as well as improving railway operations. The company has been working with Parks Canada on a number of other improvements as well, installing culverts to improve natural flow regimes. Alluvial fans have been more of a concern since the Five-Mile Creek flooding event closed the TransCanada Highway for 20 hours in August 1998. An alluvial fan is a fan-shaped deposit of rocks and soil often found at the base of mountains. Severe rainstorms and other natural processes can trigger a disruptive alluvial fan 'flood'. Parks Canada has inventoried 55 alluvial fans which extend across transportation corridors. Preventive measures typically involve structural adjustments designed to intercept upstream watershed flow and debris, and to transport water and sediment around the fan. The volume of ski traffic has increased by two thirds over the past 12 years. Roughly 60% of the traffic is local day-skiers. With respect to human use, a key factor is the volume of skiers attracted to this section of the Study Area. During the 2001-02 winter season, Mount Norquay attracted 115,000 skiers and Sunshine handled about 500,000 skiers (compared to 302,000 in 1990-91, an increase of 65%). Sixty percent of Sunshine s market is 'rubber tire' (local day-skiers) and the rest is destination traffic (multinight visitors). The largest international markets are the US and the UK. However, future growth in this sector may be somewhat in doubt because of government-imposed development controls and changing demographics. Banff area
Page 36 A study commissioned by the Canadian Ski Council predicts a 22% decline in the domestic ski market over the next 15 years, reflecting a declining population in critical age cohorts (under 15 and between 35 and 45 years old). Reasons for Entering the Park Resident 10% Pass Through 32% Data collected by Parks Canada at the East Gate indicates that onethird of all traffic entering the park drives through without stopping. Some of this traffic is destined for the Columbia Valley, Golden and Revelstoke. This through-traffic on the TCH appears to be the main driver of recent growth in traffic on this section of the TCH. Visitor 50% Commuter 8% Approximately 1/3 of the vehicles entering the Park is through traffic. The Columbia Valley and other BC resort areas have become popular destinations, exerting an upwards pull on the volume of through traffic in the Bow Corridor. The Columbia Valley has become a popular location for nonresidents, particularly Calgarians, to have second homes. It is unofficially estimated by the Regional District of East Kootenay that approximately one-third of the dwelling units in the valley are owned by non-residents, mostly from Alberta. For Radium, local planners suggest that the non-resident factor is even higher at 50 percent. In addition, approximately 1,600 hotel and motel units are spread up and down the Columbia Valley, mainly concentrated at Radium (800), Invermere (155), Fairmont (273) and Panorama (300). The Columbia Valley therefore acts as a magnet, generating through traffic in this section of the Bow Corridor, particularly on weekends and during holiday periods. The Golden area has a population of about 10,000, compared with 9,000 in 1990. The number of hotel and motel rooms in the area has almost doubled since 1990 to its current level of 1,500. Winter traffic is focused on alpine skiing, back-country skiing and snowmobiling, for which Golden is becoming renowned. A major attraction is the new Kicking Horse Mountain Resort, which drew 85,000 skiers during the 2001-02 winter months. Banff area
Page 37 Summer is the busiest season for the Golden area and is largely oriented toward such activities as hang-gliding, paragliding and whitewater rafting. The Columbia River system, just south of Golden, is regarded as one of the longest natural wetland areas in North America and is considered ideal for wildlife and nature viewing. Roughly 40% of the local trips to and from Golden are undertaken for personal reasons; the other 60% are made for business reasons. Personal trips are oriented mostly toward Calgary, while business trips are split about equally between Calgary and Vancouver. Revelstoke has an area population of about 8,000 and currently hosts 220,000 visitors in the winter and 100,000 during the summer. The Revelstoke area is rated as one of the best destinations in North America for snowmobiling and heli-skiing; it also offers catskiing, cross-country skiing and back-country skiing. Nearby Rogers Pass offers ski-touring, which again is rated best in North America. While nearby Mt. McKenzie offers world-class potential for downhill skiing (6,000 feet of vertical), the mountain remains largely undeveloped and operates mainly as a local ski hill serving 18,000 skiers annually. Personal trips by local Revelstoke residents are oriented mainly toward Calgary and Kelowna, BC, while business trips are split between Calgary and Vancouver. Park visitor counts have been variable since 1999, and some estimates show a decrease of 30% or 40% in the number of Banff visitors over the past two or three years. Looking Forward Parks Canada has reported variable and in some cases declining visitor numbers since 1999. For example, in September 2003 the number of visitors to Banff National Park was down 7.8% from the same month last year. For Banff itself, the drop in visitors over the last two or three-year period is estimated by some to be as high as 30 or 40%. In addition, estimates from the Banff business community suggest that, at time of print, the tourism economy in the Bow Corridor is at the bottom of a business cycle. Banff area
Page 38 Traffic counts at the Park's East Gate have nevertheless been level or slightly increasing, which suggests that local day-trippers have increased (at least in terms of traffic volumes). Recent trends have also been mixed. While visitor numbers have declined, traffic counts at BNP East Gate have been level or slightly increasing, suggesting that the drop in international visitation has been more than made up by increased use by day trippers, if only in terms of traffic. Declining visitor numbers breaks with the Banff National Park's 110 year history. and is attributable to a number of interconnected factors. Between 1996 and 2003, local tourism has been affected by several major global events including the Asian economic meltdown, stock market crashes, a global scare related to foot and mouth disease, a softening US economy, and a series of North American crises including terrorist attacks on the World Trade Centre in the fall of 2001, SARS and BSE. Despite recent weakness in visitor numbers, however, the Park is expected to attract growing volumes of visitors in the longer term because of its reputation as a world-class tourist destination. The long term prospect is for a rebound in the number of international visitors, and passenger vehicles will likely be the preferred mode of travel. Population growth in the Calgary area will also likely escalate passenger vehicle traffic flows. Barring extenuating circumstances, international visitor numbers are likely to rebound, although likely according to different patterns. The trend toward free and independent forms of travel, rather than organized group tours is affecting the volume and character of traffic in the Bow Valley. Furthermore, increases in use by Albertan visitors will likely remain strong into the future due to population growth in the Calgary area. Statistics from the Calgary Airport Authority reinforce the outlook for this upwards trend. Calgary is the most popular airport gateway for visitors accessing Banff, Kootenay and Yoho National Parks (2000 Patterns of Visitor Use Study). Activity at the airport therefore helps interpret trends in the number of park visitors. Banff area
Page 39 Passenger volumes at the Calgary International Airport have doubled to almost 8 million over the past decade, at an annual growth rate of 7% (compounded). Domestic traffic accounted for 73% of the total; the US and other international traffic accounted for 19% and 8% respectively. The Airport Authority's forecast for the next decade is based on a 3.7% average annual rate of increase. It accordingly expects passenger volumes will reach 11.4 million by 2012. While domestic traffic is predicted to increase by an average of 3.4%, expectations for a growth in US and other international traffic are higher (4.3% and 4.8%, respectively). The Columbia Valley and other communities in BC will also continue to generate traffic on the TransCanada Highway in the longer term, mainly because of their increasing popularity as locations for second or recreational homes, and as summer and winter destinations for outdoor recreational activities. Vehicles per day 30,000 25,000 20,000 15,000 10,000 5,000 0 West end 2002 2013 2023 Transportation LOS Thresholds ASDT AADT ASDT (Summer) AADT (Annual) TransCanada Highway Transportation LOS thresholds at the east end will be reached by 2013. East end Traffic flows on the Trans- Canada Highway have grown at an annual rate of 2.4% over the past ten years. Based on longer term historical growth patterns of 2.0% a year, annual and summer Transportation Level of Service thresholds calculated for the east end of this part of the Study Area will be reached 2002 2013 2023 in approximately 10 years. However, Transportation LOS thresholds at the west end will not be reached for some years to come. ASDT = average summer daily traffic AADT = average annual daily traffic Banff area
Page 40 Increasing human use, together with the legacy of infrastructure originating fifty or a hundred years ago, will continue putting pressure on ecological processes and wildlife in this part of the Study Area. Many practices have been introduced over the past several years, however, that address these pressures. The value of maintaining or restoring viable corridors for wildlife movement has been demonstrated, for instance, as has the practice of restoring natural aquatic flow patterns. These and other examples offer precedents for future transportation planning in the Bow Corridor. Experience with wildlife crossing structures and exclusion fencing in this section of the Study Area offer precedents for future transportation planning in the Bow Corridor. However, each species responds differently to the mitigation measures and these factors need to be taken into account early in the planning process. Alberta Transportation records show that wildlife / vehicle collisions are dramatically lower on mitigated sections of the TransCanada Highway. Mitigation measures ranging from elaborate overpasses to culverts, to fencing with different types of gates, to openings in concrete barriers (to allow small mammal access) have now been in place long enough to begin to assess their effectiveness. Results to date show that some animals prefer overpasses (ungulates and grizzly bears), some prefer culverts (cougars), and some use both (black bears and coyotes) (Clevenger et al., 2002). Fencing, on the other hand, has not completely deterred animal crossings. Cougars, black bears and coyotes have been observed to jump over, climb over or burrow underneath the barriers, which has led Parks Canada to experiment with alternative fence designs. In all cases, there is more to learn, leading at least one researcher to suggest that more stringent mitigation strategies will be needed if the survival of threatened populations and their habitat is to be assured (Alexander, 2003). Banff area
Page 41 6 CASTLE JUNCTION to LAKE LOUISE In this section of the Study Area, between Castle Junction and the Alberta / BC border, the TransCanada Highway is approximately 35 km long HOT SPOTS The undivided and unfenced two-lane TransCanada Highway west of Castle Junction is currently experiencing traffic volumes in excess of capacity thresholds. At these traffic levels, poor driver decisions, weather conditions and other factors are causing human injuries and fatalities, wildlife mortality, property damage and impairment of cross-valley wildlife movement. Grizzly bear range surrounding Lake Louise is subject to persistent disturbance due to human activities. Upper Lake Louise and Moraine Lake parking and transportation infrastructure are operating at or above capacity at peak periods, with overflow parking along the sides of roads. Wildlife corridors north and south of the TransCanada Highway continue to experience pressure because of existing transportation infrastructure. Description Pipestone River West of Castle Mountain, the narrow Bow Valley floor is made up of subalpine land cover, dominated largely by coniferous forest. For 93N Lake Louise Ski Area wildlife, this linear stretch of the Bow Valley provides access along 1 the length of the Bow River as well as to several important side Lake Louise valleys along its course. At its upper reaches, the corridor links to Moraine Lake 1 93 S Castle Junction the Upper Bow and Pipestone drainages as well as to the Kicking Horse, Beaverfoot and Columbia drainages via Kicking Horse Pass. Alpine Upper Subalpine Lower Subalpine Montane Lake Louise area