---------- Forwarded message ---------
From: Winters, Philip <winters(a)cutr.usf.edu>
Date: Tue, Jun 15, 2021 at 12:25 PM
The next webinar in the 2021 Florida Public Transit Assn, FDOT and CUTR
Professional Development Workshop series is “*The Journey Forward:
Advancing Equity in Transportation Planning*.” It will be held on
Wednesday, June 16, 2021 (10:00-11:30am ET). The webinar is free but
pre-registration is required. The webinar will be recorded.
*Registration:*
https://cutr.adobeconnect.com/pdw-21-advancing-equity/event/registration.ht…
*The Journey Forward: Advancing Equity in Transportation Planning*
*Moderator:* Stephanie Lewis, CUTR
*Presenters:* Tia Boyd, CUTR and Joshua Barber, Hillsborough MPO
This session will describe innovative processes, strategies, and tools to
integrate equity into transportation planning. We will begin by introducing
the Transportation Equity Toolkit – a resource to advance equity in local
and regional transportation planning. This toolkit provides agency staff
and community members with tools, guidance, and resources to address the
transportation needs of traditionally underserved communities and move
equity to the forefront of transportation planning practice. The session
will then explore how to apply tools such as the Transportation Equity
Audit Tool and the Transportation Equity Scorecard Tool to identify the
needs of underserved communities and prioritize projects for funding that
advance equity.
To provide an example of real-world applications of equity-driven
practices, Hillsborough MPO staff will discuss their processes and findings
from the Title VI and Nondiscrimination Plan update. To meet Title VI and
Nondiscrimination Plan requirements, Hillsborough MPO staff have been
developing a wide-ranging update that includes a framework for equity for
the agency, documenting the history of racism in planning in Hillsborough
County, a comprehensive public involvement process with the most
underserved communities, and policy and process recommendations for the
agency. We will discuss some of the findings from the historical analysis
and the feedback from community outreach efforts. The discussion of
community feedback will include challenges community members face accessing
transportation, housing, planning meetings, and other community elements.
Overall, the session will explore:
1. The impetus to investigate historical inequalities and the cumulative
impacts of inequitable planning practices,
2. Strategies for more meaningful involvement from diverse communities,
including outreach and survey design, and
3. Available tools and resources to identify and address the unique
needs of traditionally underserved communities.
Registration:
https://cutr.adobeconnect.com/pdw-21-advancing-equity/event/registration.ht…
A list of all sessions can be found at
https://www.cutr.usf.edu/fpta/register.html
*PHILIP L. WINTERS, TDM-CP *Director, TDM Program
Center for Urban Transportation Research <https://www.cutr.usf.edu/>
University of South Florida
Tampa Campus
813.974.9811
winters(a)usf.edu
[image: logo of Best Workplaces for Commuters]
www.bestworkplaces.org
Follow us on Facebook <https://www.facebook.com/CUTRUSF/> | Twitter
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*Due to Florida’s broad open records law, email to or from university
employees is public record, available to the public and the media upon
request.*
Decision-makers are increasingly requesting economic analyses on
transportation-related interventions, but health is often excluded as a
determinant of value. We assess the health-related economic impact of
bicycle infrastructure investments in three Canadian cities (Victoria,
Kelowna and Halifax), comparing a baseline reference year (2016) with the
future infrastructure build-out (2020).
https://journals.plos.org/plosone/article?id=10.1371/journal.pone.0246419
City hall lobbied to lift restriction on Wellington Crescent
‘Open street’ drive residents crazy
https://www.winnipegfreepress.com/local/open-streets-drive-wellington-cresc…
CLOSING Wellington Crescent to vehicles has driven some residents of the
city’s toniest street to distraction and forced the city to reconsider the
designation.
In a package of letters submitted to the public works committee, residents
argued their mental health, safety, and human rights are being violated
because motorists are restricted to one block of travel between 7 a.m.
and 9 p.m.
seven days a week.
A 68-page package — compiled by resident Brenlee Carrington-Trepel and
comprising more than three dozen letters from disgruntled residents —
outlines their concerns.
One letter, penned by Asper Foundation president Gail Asper decried the
closure of the “historic” street to vehicles, arguing the “100-year-old
trees, lilacs and cherry blossoms in full bloom, spectacular gardens of the
homeowners and the stunning homes themselves” are an essential “mental
health break.”
Asper, like many residents, suggested the open street model also amounts to
discrimination against the city’s older population who may not be able to
access the street by bicycle.
“I strongly believe in bike paths, but I do not believe in closing
important and historic streets like Wellington Crescent in order to make
space for bike paths seven days a week. This is discriminating against
thousands of Winnipeggers and I submit there is simply no need for this,
when cars, bikes and pedestrians have co-existed for decades,” she
wrote. Another
letter from one-time mayoral candidate and former councillor Paula
Havixbeck argues the policy has caused an increase in property crime.
Havixbeck wrote about the observations in the River Heights Community Watch
Facebook group — where she is one of the administrators — suggesting open
streets resulted in an increase of “crime that quite literally walks across
the bridge at both ends” of Wellington Crescent. “The fact that Wellington
Crescent is closed, however, poses an issue because fewer people are on
site to see these individuals coming in with their empty shopping carts and
to be there to be more of a deterrent. Individuals are coming over the
bridge day and night. They target yards they can access quickly,” Havixbeck
wrote.
“I have asked that there be some support in terms of cadets monitoring
those entry points.”
The open streets summer program bans vehicles from travelling more than one
block on select streets in an effort to encourage cycling. Wellington
Crescent is also popular with pedestrians and dog-walkers.
After an in-camera discussion, the public works committee agreed to request
Wellington Crescent be removed from the open streets list and that the
public works director be given the power to amend open street rules. The
executive policy committee will consider the motion.
Area councillor John Orlikow, who originally submitted a motion to public
works requesting the director have the ability to alter open street rules,
said his intention was never to see the open street shut down. He wanted
flexibility to adjust the program based on health restrictions, street
usage, traffic capacity on nearby Academy Road and community feedback. “A
lot of people are very supportive of (open streets),” said Orlikow. “I feel
comfortable that the goodness of the neighbourhood understands why it’s
needed and the vast majority of people support that.”
Orlikow, who said he is a member of the neighbourhood watch, noted he has
not seen data that substantiates claims crime has increased as a result of
open streets.
“I have seen data that people are not feeling as safe as they used to, and
that is very concerning. Are open streets the reason for that? I really
can’t say it is,” he said.
Another writer, Ian Restall, wrote the closure amounted to “inequity” with
a “human rights element.” He argued residents are “disadvantaged and some
might say discriminated against by these closures” should they be unable to
bike or walk down the road.
“I don’t think driving is a human right,” Orlikow countered. “If they do
have a concern about human rights, I would suggest they take it to a human
rights tribunal.”
Several residents — including letter writer Naomi Devine — noted they pay
“significant taxes” for the “luxury” of living on Wellington Crescent,
arguing they expect to be able to drive more than one block on the road in
return.
“I don’t agree with that claim. Everybody pays taxes and everybody has the
same rights as everybody else,” Orlikow said.
While community feedback from those who live on the street is critical, he
noted, “I don’t care how much taxes you pay… no one owns the streets, they
are public assets.”
Before the pandemic, Orlikow said, conversations were held about
pedestrians, cyclists and motorists sharing the road.
“At the end of the day, it will be my intent to keep open streets on
Wellington Crescent. People really do enjoy it. And just try to find some
way to get flexibility so we can adjust it based on variables out there,”
he said.
(To read the letters, visit wfp.to/7nL)
julia-simone.rutgers(a)freepress.mb.ca
Twitter: @jsrutgers
Speed kills: Slowing cars is great for citiesThe Globe and Mail (Alberta Edition)Acentury ago, during the Roaring Twenties, the automobile established its dominance in our cities. As car proliferated, pedestrian death surged. To cut the carnage, walkers were shunted to sidewalks and could only cross streets at specific intervals. Los Angeles in 1923 was among the first to outlaw jaywalking – in the lingo of the day, a “jay” was a half-witted rube. “Don’t jay walk” blared one poster of the era, depicting a hapless walker hit by an angry driver, a nearby cop shouting at the pedestrian. According to the 2020 book Slow Cities, automakers helped launch “a massive shaming campaign [that] prompted a radical shift in public attitudes to the use of streets.”Everyone knows how the story turned out. Streets came to be understood as things whose purpose was to speed traffic. Streets belonged to cars; people were just interlopers, like hairs clogging a drain.The first cracks in the car’s dominance emerged a half-century ago when public opposition prevented proposed freeways from ripping through downtown Vancouver and the heart of Toronto. In the late 1990s, Sweden formulated a bolder idea: Vision Zero. Its goal was to design cities so that zero pedestrians would ever be killed by a car. It asserted that when cars killed pedestrians, it wasn’t because pedestrians were “jays.”Vision Zero has been spreading, including to unlikely places such as Calgary and Edmonton – cities with traditional, car-centric layouts.In Calgary, as of May 31, the speed limit on most neighbourhood streets was reduced to 40 kilometres an hour from 50 km/h. Edmonton is making the same change in August; big downtown streets such as Jasper Avenue are included.The rationale is simple: Speed kills. If a car moving at 50 km/h hits a pedestrian, the likely result is death. But if the car is going 30 km/h, the pedestrian probably survives. Research cited by the City of Calgary suggests a 1-per-cent reduction in average driving speed reduces fatal collisions by 4 per cent.The move to 40 km/h is only a half-step. The goal of Vision Zero in neighbourhoods is a limit of 30. And on arterial roads, where speeds are higher, and more deaths occur, a limit of 50 km/h is advised as much safer than the usual 60 or 70.In Canada, Toronto may have made the most progress so far. City council in 2019 approved a plan to cut civic speed limits. Known as “Vision Zero 2.0,” it’s a second go at a first attempt that came up short. The city, in take two, cut speeds on numerous arterial streets but still chose a cautious streetby-street approach, rather making citywide changes. Toronto has since kept making reliable progress. Among the next moves is a plan to cut neighbourhood speed limits in much of Scarborough to 30 km/h from 40.Pedestrian and cyclist deaths in Canada are stubbornly high. From 2000 through 2004, according to Transport Canada, cars killed an average of 364 pedestrians a year and 53 cyclists. From 2014 through 2018 – the most recent national numbers – cars killed 318 pedestrians annually, and 45 cyclists.The data from Toronto show encouraging trends – and gathering data is a signal of the importance of achieving a goal, rather than just tallying fatalities long after the fact, or treating pedestrians and cyclist deaths as just a fact of life. In 2020, road deaths in Toronto plunged – in part because of the pandemic and lighter traffic. This year’s figures are even lower. As of mid-May, there have been just five pedestrian traffic fatalities and zero cyclists. Serious injuries are also down sharply.Slowing cars – and saving lives – takes more than lower speed limits. The design of streets is important, such as narrower driving lanes, wider sidewalks, pop-out curbs at corners for pedestrians and cycling lanes. Other strategies include automated speed cameras, investment in transit and limiting cars in some areas, such as school zones in the morning and afternoon.This is not utopian fantasy. Vision Zero became reality in two Scandinavian capital cities in 2019, with Oslo and Helsinki recording zero pedestrian deaths. Back in the 1990s, Helsinki was suffering about 25 pedestrians deaths a year.A century ago, road safety was about making sure people knew their place, and stayed out of the way of cars – the real owners of the road. That paradigm is finally being reworked. The pace of change is measured in the dwindling number of lives lost.
Welcome to join!
---------- Forwarded message ---------
From: <tamara.rae(a)winnipegarts.ca>
Date: Fri, Jun 11, 2021 at 1:33 PM
Subject: Please join us June 24 at 7:30pm for the virtual launch of
WriteToMove, a WITH ART anthology
To: leigh anne parry <leighanneparry(a)gmail.com>, Anders Swanson <
andersswanson(a)gmail.com>
Please join us online on Thursday, June 24 at 7:30pm for the free virtual
launch of *WriteToMove* <http://winnipegarts.ca/wac/artwork/write-to-move>.
The anthology, edited by Sharon Chisvin, explores the broad topic of
mobility rights and was created with the Winnipeg Trails Association
through the Winnipeg Arts Council’s WITH ART community public art program.
*“I am grateful to all of the anthology contributors who entrusted me with
their writing. I have never climbed a mountain or cycled across Europe. Nor
have I ever been followed by store security because of the way I look, or
had to flee my homeland and seek refuge elsewhere because of who I am. But
I have had the honour of learning about those experiences, imagining those
experiences, and being moved and inspired by those experiences in the
process of editing WriteToMove*.” – Sharon Chisvin, Editor
*“What resulted from the WriteToMove call for submissions is an array of
stories that transcend any single interpretation of movement.
Movement—geographical, physical, emotional, mental—is a necessary and
beautiful part of our everyday lives. Everyone's an expert in their own
movement. Everyone has an opinion about transportation. But not everyone
experiences the built environment through the same lens.” *– Anders
Swanson, Winnipeg Trails
The event is free to all and features readings by contributing writers Alex
Merrill, Moneca Sinclaire, Yvonne Kyle, Byron Rempel-Burkholder, Brendan
McKay, Bob Armstrong, Jim Ross, Binh Pham, Berhe Gebrihet and more.
Please register to attend here:
*https://www.eventbrite.ca/e/writetomove-a-with-art-anthology-virtual-launch-tickets-158175008709*
<https://www.eventbrite.ca/e/writetomove-a-with-art-anthology-virtual-launch…>
tamara rae biebrich
Senior Project Manager, Public Art
*Winnipeg Arts Council <http://winnipegarts.ca/>*
103 - 110 Princess Street
Winnipeg MB R3B 1K7
Treaty 1 Territory
tamara.rae(a)winnipegarts.ca
204.943.7668
winnipegarts.ca <info(a)winnipegarts.ca>
<https://www.instagram.com/wac_public_art/>
<http://winnipegarts.ca/wac/pubart-gal/>
City looks at four streets to test slower 30 km/h speed limit
https://www.winnipegfreepress.com/local/city-looks-at-four-streets-to-test-…
A year-long pilot project to reduce the speed limit on four residential
streets posed by the City of Winnipeg last year may soon take off.
Winnipeg public service will recommend council move forward with the plan
to slow traffic on the select streets to 30 km/h (from 50 km/h), and begin
a study looking at how other cities are approaching relaxing travel on
similar roads, during the standing policy committee meeting June 10.
The original proposal, in July 2020, suggested five streets to use as trial
spots, but removed one (Roch Street, from Poplar to Leighton avenues) after
public feedback.
The four planned for the trial run are: Eugenie Street (St. Mary’s Road to
Youville Street), Warsaw Avenue (Thurso Street to Pembina Highway), Machray
Avenue (Fife to Main streets), and Powers Street (Dufferin to Partridge
avenues).
The list proposed last year was similar, with the only difference being the
switch from Flora Avenue to Powers Street, a decision the report said was
made after consultation with the ward.
They are considered four of Winnipeg’s 11 “greenway routes” — or a street
that receives various treatments to make it safer for cyclists and
pedestrians, including additional signage and pavement markings.
“It’s looking at an opportunity to further define what our greenways look
like in Winnipeg, which are pretty ill defined right now,” public works
chairman Coun. Matt Allard said Friday.
“So if it works well, it could be that 30 km/hr becomes part of what a
greenway is in Winnipeg, further adding incentive to using the streets for
cyclists as opposed to all the other streets in Winnipeg.”
The original council direction was to look into having a street with a
reduced speed in each ward.
“This is part of that, I don’t know that it’s necessarily the end of the
story, but certainly it accomplishes that objective in four wards,” Allard
said.
The standing policy committee is also asking the city reduce the amount of
signage necessary to designate a lower speed zone. Currently, the
requirement is signs be up on every street corner, which Allard said most
Winnipeggers in residential areas don’t want and would cost millions of
dollars.
Rather, the report suggests signage be put up at the edge of a
neighbourhood or city if the speed limit is reduced.
Allard said there isn’t a decided date of implementation, but the date
would have
to be decided by the end of July.
The conversation has divided Winnipeggers. Allard said public engagement on
the idea has been high.
A survey sent out by the city on the pilot project received 567 responses
and, after its proposal last year, a petition against lowering the limit to
30 km/ hr received more than 6,000 signatures.
“If you ask the question straight up it’s very polarizing, because people
are envisioning all sorts of scenarios that would probably not happen,”
Allard said.
Machray Avenue resident Debrae Campbell said the conversation has been
divisive even in her own home. While her husband is critical of the plan,
Campbell said she’s seen people drag racing down her residential street and
wants stricter rules.
“This road here is crazy, especially in the evening, you’ll see families in
the park and the cars will go whipping by with no regard for anything,” she
said while walking her dog Friday.
She hoped there would be more enforcement to dissuade people from driving
unsafely, if the city does change the speed limit.
“What’s it going to take? One kid smacked and then you’ll realize you need
to slow down?”
malak.abas(a)freepress.mb.ca Twitter: malakabas_
Adaptive cycling rolling with bike boom
https://www.winnipegfreepress.com/local/adaptive-cycling-rolling-with-bike-…
HER first ride on an electric tricycle made Jocelyne Pambrun feel like a
kid again.
“Talk about freedom!” the Winnipegger said. “It’s kind of a feeling like
you’re floating, and what I mean by that is, because of the pain I have in
my lower leg and the difficulty of walking, it’s like all of a sudden I
realize I’m going somewhere and enjoying it without having to look at the
sidewalk or slowing down or having pain.”
After dealing with balance issues stemming from multiple sclerosis and foot
pain from a car accident, Pambrun hesitated for years at the thought of
riding a bike again. It’s now been a year since her first trike ride — it’s
made her more independent, no longer reliant on Transit Plus, and
healthier. She said she’s no longer letting mobility challenges hold her
back from being more active.
“The hardest part is, you don’t know what you’ve been missing till you have
it, and you think, ‘why did I wait so long?’” she said.
“It’s a new adventure for me at my age, because now all of a sudden, I can
join in with my grandkids and go biking.”
Pambrun is among the Winnipeggers with accessibility challenges who are
rediscovering their city through cycling. Bicycle sales exploded in spring
2020 as Manitobans looked for ways to get outside during the pandemic, and
adaptive cycling hasn’t been left out of the trend.
Seeing a growing need to make cycling easier for people with
disabilities, sports-focused groups are now branching out to offer more
public recreational equipment like hand cycles, and plans for
regular adaptive cycling group meets are in the works as soon as Manitoba’s
public-health orders allow. A brick-and-mortar store specializing in
adaptive cycling equipment is soon set to open in Wolseley, and a virtual
event for Winnipeggers interested in accessible cycling is happening later
this week.
More than 60 people, about half of whom have disabilities, have signed up
to take part in the June 10 event through Accessible Sport Connection Manitoba,
a relatively new non-profit organization that received a Safe At Home
provincial grant.
“It was the community that clearly said, this is what we want. This was
people with disabilities that want to know more, like what trails are
accessible in Winnipeg,” said Kirby Cote, vice-president of Accessible
Sport Connection Manitoba. Cote is visually impaired and has been a road
cyclist for about eight years.
“Persons with disabilities are still fairly inactive folks, and that is for
a variety of reasons and the pandemic is just a new one. So for me, it’s
just about creating community and... increasing opportunities to be
physically active and opportunities to try new things.”
It’s been more important lately for Wheelchair Sport Manitoba to shift its
focus to everyday activities after team sports were shut down because of
the pandemic, said Sam Unrau, the association’s executive director.
“We’ve decided to branch out into the recreation leisure space by recently
purchasing three hand bikes as well as purchasing some trainers that work
with hand cycles to allow people to (stationary) cycle at home in the
winter.” That equipment will soon be available for loan, along with
wheelchair skis for gliding over snow.
Business partners Brian Szklarczuk and Suzanne Druwe have found a market
catering to getting people with mobility challenges on wheels. Since 2019,
they have operated an online store with van service, and they’re working on
opening their first retail Prairie Velo store on Wolseley Avenue in a few
weeks.
“We’ve seen a resurgence, and I think it’s more of an awakening, that there
are ways to get everybody out and move,” Szklarczuk said.
Retired neurologist Mallory Fast is one of Prairie Velo’s able-bodied
customers trying to stay active in retirement. Unbeknownst to him during
his 34-year career, some of his patients were using adaptive bicycles, and
even though he’d often recommend physiotherapy, he never gave much thought
to helping patients participate in recreational activities.
“I’m embarrassed to say it never crossed my mind,” Fast said. That’s all
changed since he started using his scooter and mountain bike.
“I think it’s just opened my eyes a little bit to the idea that
helping people with disease and disability is more than just treating the
disease, it’s helping them adapt to life.”
katie.may(a)freepress.mb.ca Twitter: @thatkatiemay
Commuter challenge adapts to COVID-19Annual weeklong active transportation
initiative mixes things up for participants
https://www.winnipegfreepress.com/our-communities/headliner/Commuter-challe…
Like almost everything else, this year’s commuter challenge looks a little
different, owing to the ongoing COVID-19 pandemic.
Organized each year during the first week of June, the Green Action
Centre’s commuter challenge aims to "encourage Manitobans to get outside
and active by enjoying active and sustainable modes of travel" including
cycling, walking, skateboarding and more.
Considering that children across the city are learning remotely, and many
people are either working from home or restricting their travel to
essential trips only as Manitobans battle a deadly third wave of the
pandemic, the Green Action Centre wanted to shift the focus of the
challenge this year.
In prior years, stations were set up at various points across central
Winnipeg, with giveaways, free coffee and donuts, and other fun perks for
those who commuted actively to the office. This year, a bingo sheet for the
challenge was created online for participants to work their way through
over the course of the week.
"This year, we are really just focusing on people getting out and having
fun, with zoom fatigue and the current status of health restrictions we
just want to encourage people to get outside for some fresh air and get
active for their mental and physical health along with seeing the positive
impact even small changes can make for the environment," said Kris Kuzbub,
sustainable transportation co-ordinator for the Green Action Centre. "Every
sustainable trip taken helps to cut air pollution, reduce traffic
congestion, and lower harmful greenhouse gas emissions."
Squares on this year’s bingo card include suggestions like "visit your
favourite park"; visit your local ice cream shop"; "search for local
murals"; and "walk/bike your commute", among others.
"This year, the Challenge is recognizing all trips so the sheet is being
used as prompts for people to get a better idea of the fun," Kuzbub said.
Participants are encouraged to fill out their cards and submit them online
for chances to win prizes. While the challenge runs May 30 to June 5,
organizers are always hopeful that active transportation will become more
of a year round activity for participants.
Visit greenactioncentre.ca/commuterchallenge for more info.
Fermor tunnel an active transport thoroughfare
https://www.winnipegfreepress.com/our-communities/lance/correspondent/Fermo…
The new active transportation tunnel under Fermor Avenue is transforming
the character of Niakwa Road and the movements of North St. Vital residents.
Since opening in 2019, the much-celebrated tunnel beneath Fermor at the
foot of Des Meurons Street has had a big impact on its surroundings.
The intersection of its pathway with the existing east-west Niakwa Trail
has created a meeting place of sorts, where plenty of smiles, waves and
hellos are exchanged between walkers and cyclists crossing in one of four
directions, and it is becoming busier every week amid the exploding
popularity of cycling amid our third COVID-19 provincial lockdown.
Perhaps nowhere has the impact been more obvious than on Niakwa Road. The
semi-paved road, once a sleepy access street for a dozen or so large-lot
homes and the Niakwa Country Club, has become a buzzing corridor for young
and old alike on foot and bicycle, as an alternative route to the similarly
growing usership of the trail on the north side of Fermor.
Historically, the street was popular as an access point for seniors from
the apartments on the St. Vital side of the Seine River, across the
"watermelon bridge" (as my stepson calls it), harkening back to last years
"Cool Streets" bridge painting project. The tunnel has opened the street up
to new users in the Glenwood area by sparing them a major detour, and
linked it with Egerton Road, a popular ‘Open Street’.
With this rise in use however, comes challenges that bring their own
opportunities.
Niakwa Road has no sidewalk and can feature variable levels of car traffic
depending on the time of day, particularly the coming and going of those
using the golf course.
When I ride my bike to my children’s daycare (with their grandparents in
Island Lakes), there is a noticeable difference in traffic volume from
morning to afternoon. While these interactions are mostly amicable, it is
worth paying attention to as the street's usage patterns continue to evolve.
One opportunity to accommodate this increased number of users,would perhaps
be a bench, table, or rest point in a park-like setting along the length,
perhaps located in the open space where Niakwa meets Royal Salinger Road in
Niakwa. Such an amenity could take advantage of the routes popularity for
some community place-making, and provide St. Vital seniors on their way to
and from their shopping in Southdale a place to rest their legs.
*Ryan Palmquist is a Glenwood resident and executive assistant to St.
Boniface city councillor Matt Allard.*