Thanks to Bob Kurylko at Stantec for sending this along...
*From:* Institute of Transportation Engineers [mailto:info@ite.ccsend.com] *On
Behalf Of *Institute of Transportation Engineers
*Sent:* Thursday, December 22, 2011 3:40 PM
*Subject:* Pedestrian and Bicycle Council Winter Newsletter
** **
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[image: Banner]****
[image: Pedestrian and Bicycle Council] ****
*Winter E-Newsletter*****
****
*Winter 2011*****
*In This Issue* ****
*Editors' Note <#13467d42c6b3221e_LETTER.BLOCK6>* ****
*Pedestrian and Bicycle System Planning In Bellingham,
WA<#13467d42c6b3221e_LETTER.BLOCK7>
* ****
*Chicago's "New" Bike Program <#13467d42c6b3221e_LETTER.BLOCK8>* ****
*Exclusive Pedestrian Signal Phasing <#13467d42c6b3221e_LETTER.BLOCK9>* ****
*Taking a Step Towards Safer, Healthier Kids with "Safe Routes to
School"<#13467d42c6b3221e_LETTER.BLOCK12>
* ****
*Public Acceptance of Buffered Bikeways <#13467d42c6b3221e_LETTER.BLOCK14>*
****
*Application for 2012 Pedestrian and Bicycle Council
Award<#13467d42c6b3221e_LETTER.BLOCK15>
* ****
*ITE 2012 Meetings <#13467d42c6b3221e_LETTER.BLOCK16>* ****
*ITE Announcements <#13467d42c6b3221e_LETTER.BLOCK17>* ****
*Message from the Chair *****
** **
Hello, ITE Pedestrian and Bicycle Council members!****
****
This newsletter features a unique collaboration with the Transportation
Planning Council. Nearly a year ago I spoke with Dan Kueper, their
newsletter editor, about cross-pollinating newsletter articles between our
Councils. As a result, this newsletter includes 5 articles contributed by
Transportation Planning Council members on bicycle and pedestrian topics.
In exchange, the Transportation Planning Council's winter newsletter
features a "best of" selection from recent issues of the Pedestrian and
Bicycle Council newsletter. One of the primary goals of the Pedestrian and
Bicycle Council is to provide timely information on non-motorized
transportation topics to ITE membership as a whole, and collaborations like
this are a great way to make that happen. Dan, thanks for the idea!****
****
There will be three primary opportunities for the Pedestrian and Bicycle
Council to meet face-to-face in 2012. I always enjoy seeing the familiar
faces of our Council members and hope to meet a number of new folks as
well. Please plan to attend if you can!****
- We will conduct a business meeting at the TRB Annual Meeting in
Washington, DC. This meeting will be held *Sunday, January 22, 2012* at
10:00 a.m. in the Marriott's Thomas Paine Room. ****
- The first session of our new technical workshop series, *Public Health
Benefits of Active Transportation*, will take place at the ITE Technical
Conference in Pasadena, CA. That session is scheduled for *Monday, March
5, 2012* at 10:30 a.m.****
- We will continue our workshops at the ITE Annual Meeting in Atlanta,
Georgia, which will be held August 12-15. More details will be available in
the spring.****
2012 also marks the return of the Pedestrian and Bicycle Council awards
program. Dave Duszak of our office is leading this effort. Please see the
call for awards later in this newsletter. I know many of you are doing
truly groundbreaking work in the bicycle and pedestrian fields, and you
should be recognized for that. *Applications must be submitted by March 1*.
Enter early and often!****
****
As we begin the New Year, there are many reasons to be thankful for being
in our profession. Transportation safety continues to improve in the United
States. Bicycling and walking are still on the table (as of this writing)
to be included in federal transportation reauthorization. And each of us,
whether we're in the public or private sector, has the opportunity to help
make communities more livable and sustainable every day. Our role in the
Pedestrian and Bicycle Council is to give you the tools you need to do just
that, and I would appreciate any feedback on what we can do to help you
succeed.****
****
Have a joyous and prosperous 2012!****
****
Jeff Riegner
Chair, Pedestrian and Bicycle Council
Whitman, Requardt & Associates
302.571.9001
jriegner(a)wrallp.com****
Editors' Note
****
This quarter we are changing it up a little by including articles written
by members of the Transportation Planning Council (TPC). We asked TPC
members to submit pedestrian and bicycle focused topics. In return the TPC
has selected a collection of articles from past PBC newsletters to share
with TPC members. Read the TPC Newsletter
here<http://r20.rs6.net/tn.jsp?llr=umc9fycab&et=1108989989897&s=7255&e=0017AYcv3…>
.****
** **
Below is a collection of interesting articles about many innovations
occurring throughout the US on increasing mode share for bicyclists
*and*pedestrians, through new design treatments and policy
initiatives. Enjoy
reading these articles over some, hopefully, well deserved time away from
work this winter.****
** **
Cheers,
Matthew Brill****
** **
Pedestrian and Bicycle System Planning In Bellingham, WA ****
* *****
*Submitted by Chris Comeau <ccomeau(a)cob.org?>, AICP, Transportation
Planner, City of Bellingham Public Works Engineering *****
****
Bellingham, Washington<http://r20.rs6.net/tn.jsp?llr=umc9fycab&et=1108989989897&s=7255&e=0017AYcv3…>
transportation
planners are creating a mode-specific Pedestrian Master
Plan<http://r20.rs6.net/tn.jsp?llr=umc9fycab&et=1108989989897&s=7255&e=0017AYcv3…>and
in Spring 2012 will begin working on a Bicycle
Master Plan<http://r20.rs6.net/tn.jsp?llr=umc9fycab&et=1108989989897&s=7255&e=0017AYcv3…>.
Bellingham is a progressive small city (2011 population = 81,070) located
along the far northwestern inland coast of Washington State, 85 miles north
of Seattle and 45 miles south of Vancouver, British Columbia, Canada. As
the primary center for employment, shopping, entertainment, education,
government, and medical services, Bellingham plays an important role in the
development of the entire Whatcom County region.****
****
Planning under Washington's Growth Management Act, Bellingham has adopted
an internally consistent Comprehensive Plan with a transportation
element<http://r20.rs6.net/tn.jsp?llr=umc9fycab&et=1108989989897&s=7255&e=0017AYcv3…>containing
multimodal transportation goals and policies designed to support
alternative forms of transportation and compact mixed use urban infill
development prescribed by the land use element. Multimodal goals and
policies in the transportation element also support public transit, which
is not a city service. City transportation planners work hand-in-hand with
the regional transit agency, Whatcom Transportation
Authority<http://r20.rs6.net/tn.jsp?llr=umc9fycab&et=1108989989897&s=7255&e=0017AYcv3…>(WTA),
to incorporate high-frequency (15-minute headway) transit service
routes into citywide planning efforts for mixed-use urban villages and
transit-oriented development. ****
Long-term mode shift goals adopted in the transportation element serve as
targets for continuously working to reduce the percentage of total trips
made by single-occupant vehicles while increasing the percentage of total
trips made by pedestrians, bicyclists, and transit riders. ****
****
****
****
In support of the multimodal transportation element and the long-term mode
shift goals, when completed in mid-2012, the PMP will identify a citywide
"pedestrian network" integrating on-street sidewalks with Bellingham's
extensive off-street
Greenways<http://r20.rs6.net/tn.jsp?llr=umc9fycab&et=1108989989897&s=7255&e=0017AYcv3…>multiuse
trail system. A community survey was conducted in 2011, which
elicited 830 responses from neighborhood residents resulting in a long list
of pedestrian improvement requests and concerns. The PMP will identify
pedestrian network deficiencies, include a prioritized list of capital
improvements to correct pedestrian network deficiencies over time, and
identify options for funding. In addition, the PMP will update the city's
standards for crosswalks, sidewalk widths, and create a menu of appropriate
pedestrian crossing treatments based on land use and transportation
contexts.****
****
In similar fashion, city transportation planners will seek community input
for the BMP to clarify the citywide bicycle system, deficiencies in the
bicycle network, and a prioritized list of capital improvements to correct
bicycle network deficiencies over time, and identify options for funding.
In 2011, Bellingham currently has 62.5 miles of marked bicycle lanes on
arterial streets, 60 additional miles of planned bicycle lanes, and plans
for 1.2 miles of "bicycle boulevards." The BMP will update the city's
standards for bicycle lanes, will include new bicycle facilities and
treatments, such as "bicycle boulevards" on residential streets, "sharrow"
markings on limited arterial streets, and way-finding symbols on citywide
bicycle routes, as well as a menu of appropriate bicycle facilities and
treatments based on land use and transportation contexts.****
****
It is fully anticipated that the needs and deficiencies identified in both
the PMP and the BMP will have costs far in excess of Bellingham's ability
to fund capital improvements. Fortunately, in 2010, Bellingham voters
approved a Transportation Benefit
District<http://r20.rs6.net/tn.jsp?llr=umc9fycab&et=1108989989897&s=7255&e=0017AYcv3…>(TBD)
funded by a two-tenths of one-percent sales tax collected within the
City limits of Bellingham with funding directed specifically to
non-motorized pedestrian and bicycle capital improvements, as well as
supplemental transit service in Bellingham provided by WTA through a
contract with the city. The TBD revenue will be collected for a 10-year
period (2011-2020) and will greatly assist Bellingham to complete the
citywide pedestrian and bicycle networks identified in the PMP and BMPs,
will support WTA's efforts to provide a robust urban transit system, and
will help to achieve and sustain the City's long-term transportation
mode-shift goals.****
****
The Bellingham PMP, BMP, and TBD will also be integrated into two important
regulatory programs that Bellingham has created to implement the multimodal
transportation approach and Urban Village infill land use strategy in the
Bellingham Comprehensive Plan. In 2008, Bellingham transportation planners
and transportation consulting firm TranspoGroup,
Inc<http://r20.rs6.net/tn.jsp?llr=umc9fycab&et=1108989989897&s=7255&e=0017AYcv3…>.
developed and adopted a new Multimodal Transportation Concurrency
Program<http://r20.rs6.net/tn.jsp?llr=umc9fycab&et=1108989989897&s=7255&e=0017AYcv3…>that
includes level of service (LOS) measurements for pedestrian, bicycle,
multiuse trails, and public transit in addition to the traditional
auto-centric volume to capacity (v/c) ratio LOS standards used by most
jurisdictions. Bellingham's Multimodal Transportation Concurrency Program
won the 2009 APA/PAW
Award<http://r20.rs6.net/tn.jsp?llr=umc9fycab&et=1108989989897&s=7255&e=0017AYcv3…>for
Transportation Planning in Washington State.
****
****
In 2010, Bellingham developed and adopted economic incentives called Urban
Village Vehicle Trip/Transportation Impact Fee (TIF)
Reductions<http://r20.rs6.net/tn.jsp?llr=umc9fycab&et=1108989989897&s=7255&e=0017AYcv3…>to
lower the cost of development in areas promoted as the most
appropriate
for growth based on the availability of multimodal transportation
facilities and transit service. The vehicle trip reductions are based on a
blend of methodology from ITE's Trip Generation manual and accepted trip
generation research and are only available for use in select Urban Village
mixed use areas that are well-served with pedestrian, bicycle, and transit
service.****
** **
Chicago's "New" Bike Program****
****
*Submitted by James M. Considine, AICP, PTP, Chief Planner, T.Y. Lin
International; with assistance from David Gleason, Staff Engineer*****
** **
Chicago Mayor Rahm Emanuel took office on May 17, 2011. Prior to taking
office, the Mayor's transition team developed a
plan<http://r20.rs6.net/tn.jsp?llr=umc9fycab&et=1108989989897&s=7255&e=0017AYcv3…>that
included adding 100 miles of protected bike lanes by the end of his
term in 2015. This is a major undertaking for a city that already has an
exemplary bicycle system.****
Chicago has one of the most significant bicycle infrastructure systems in
the country along with a good reputation. The city was awarded a "silver"
designation in the 2011 League of American Bicyclists Bicycle Friendly
Community Rankings. The bicycle infrastructure in Chicago includes:****
- 123 miles of on-street bike lanes****
- 33 miles of marked shared lanes****
- 36 miles of paved, off street paths (including the famous Lake Shore
Path)****
- 12,265 on-street bike parking racks****
To put the Mayor's objective in perspective, Chicago began to build the
bicycle network in 1995. Sixteen years later, the on-street bicycle network
is 156 miles in total. The Mayor wants an additional 100 miles, a 64
percent increase in the network in only 4 years. Not only does this
represent a major expansion of the system, but it also calls for protected
bicycle lanes, which are a significant upgrade from bike lanes and marked
shared lanes. ****
Protected bicycle lanes are a colloquial term used in Chicago. Elsewhere in
the country, protected bicycle lanes are known as cycle tracks. According
to the National Association of City Transportation Officials (NATCO),
"cycle tracks have different elements - they provide space that is intended
to be exclusively or primarily separated from motor vehicle travel lanes,
parking lanes, and sidewalks." Protected bike lanes are separated from car
traffic by cones, curbs, off-street parking or other impediments. ****
The Chicago Department of Transportation (CDOT) is off and running with the
system expansion. Three cycle track projects have been installed by the end
of 2011: ****
- Kinzie Street from Milwaukee to Wells (0.5 miles)****
- Jackson Boulevard between Western and Ogden (0.8 miles)****
- 18th Street between Canal and Clark (0.4 miles)****
Yes, this is a small number in relation to the overall objective, but it
represents a major achievement given the bureaucratic hurdles involved
within any large city organization. The momentum has begun and will
accelerate.
****
Bicycle modal share has increased as a result of the network. From 2000 to
2009, the percentage of Chicagoans commuting by bike increased from about
0.5 percent to 1.1 percent. System expansion will increase accessibility to
the network. In addition, the protected bicycle lanes will encourage
others, who would not normally ride on the street, to bicycle. ****
A proposed bike share program will require a network for users who would
not normally be bicycling. The city has issued a Request for Proposal to
install and operate a shared-public bike system that will provide access
for bicycles for short-distance trips as an alternative to public
transportation or private vehicles. It will begin in 2012 with 3,000
bicycles and 300 rental stations. These users will need a safe and expanded
system.****
Major challenges face the city of Chicago with the system expansion
including where to put the cycle tracks, how to build them and how to
handle a reduction in roadway capacity while still accommodating motorized
traffic. Adding to the system will become increasingly more complex as the
network is expanded. CDOT has initiated Streets for Cycling Plan 2020,
which will identify 150 - 250 miles of streets to establish new types of
on-street bikeways or enhance existing bikeways that will make the network
more convenient, safe and continuous. Priority will be given to locations
for bikeways that provide greater protection for bicyclists, including
cycle tracks.****
****
How to build these will be a work in progress. The NATCO *Urban Bikeway
Design Guide* is the cutting edge document on designing innovative bicycle
facilities such as cycle tracks. The document provides guidance beyond what
is addressed in the *Manual on Uniform Traffic Control Devices* and the
American Association of State Highway and Transportation Official's *Guide
for the Development of Bicycle Facilities*. Still, CDOT will be confronted
with design issues that are not covered in those documents. In addition,
the State of Illinois Department of Transportation (IDOT) has jurisdiction
over many of the streets in Chicago. IDOT has roadway and bicycle standards
that have to be adhered to and the standards often do not address cycle
tracks. IDOT has adopted a Complete Street policy, however, its current
standards do not address cycle tracks and other innovative designs.****
Intersection design is about to get a lot more complicated with cycle
tracks. Multimodal level of service (LOS) will help with the analysis.
Traditionally, LOS analysis has been used to design intersections, but this
addresses only motor vehicles. The National Cooperative Highway Research
Program's *Multimodal Level of Service Analysis for Urban Streets* now
gives us a tool to determine the tradeoff between quality of service for
bicycles, pedestrians, transit, and motor vehicles. New pavement striping
methods and traffic signals that address bicycle movements will also have
to be addressed.
****
Finally, roadway capacity is an issue. The Chicago roadway network is
fixed. There is little or no room for expansion. Adding protected bicycle
lanes will reduce vehicle travel lane width. There is a tradeoff between
loss of capacity for vehicles and increased comfort and safety for
bicycles. The issue of reduced travel lane width versus adding a bicycle
lane or cycle track is a complicated roadway capacity and safety issue that
will not be resolved quickly or easily. ****
The next three and a half years will likely be an opportunity for
unprecedented growth and turbulence for the Chicago bicycle network.
Chicago is embarking an effort that will change how city streets are used.
However, the potential is great to create a more livable and healthy
environment.****
** **
Exclusive Pedestrian Signal Phasing****
* *****
*Submitted by Craig S. Neustaedter, P.E. with Allyn Rifkin, P.E., and Sam
Morrissey, P.E.*****
****
Exclusive Pedestrian Signal Phasing (EPSP) assigns a phase of an
intersection signal cycle exclusively for pedestrians. At the standard
phased intersections, pedestrians and turning vehicles are given right of
way at the same time. Pursuant to traffic regulations, pedestrians are able
to claim the right of way before turning vehicles, thereby making the
vehicles wait to complete turns.****
****
One feature that is usually included as part of the EPSP is called the
"Scramble" or "Barnes Dance."* This is the inclusion of diagonal,
corner-to-corner pedestrian crossing of the intersection during the
exclusive pedestrian signal phase.****
****
There are numerous intersections in jurisdictions throughout the United
States where EPSP is being deployed. Traffic engineering staff from these
jurisdictions were contacted to obtain information about their experience
with EPSP. ****
****
(*Barnes Dance named after Henry Barnes, traffic engineer for the city of
Denver who implemented this pedestrian crossing method in the 1940s.)****
****
****
*EPSP Signalized Intersection with Scramble Feature, Gaslamp District, San
Diego, California*****
****
*Santa Monica*
In late 2010, the city of Santa Monica tested EPSP at the intersection of
2nd Street at Santa Monica Blvd. The intersection is located in Downtown
Santa Monica, within one block of two major pedestrian activity centers,
including the 3rd Street Downtown Pedestrian Mall and the municipal public
beach. The test project did not meet the desired objectives of reducing
vehicle delays and improving the flow of pedestrians and vehicles at this
intersection. The primary problem was attributed to pedestrians being
unfamiliar with the EPSP phasing and difficulty in educating pedestrians on
the appropriate times for crossing. ****
****
*City of Pasadena*
The city of Pasadena currently uses EPSP at the intersection of S. DeLacey
Ave. at W. Colorado Blvd. The EPSP includes the Scramble feature. According
to staff, the city does not have an adopted policy or guideline concerning
deployment of EPSP. ****
****
The city decided to implement EPSP at this intersection because it has high
pedestrian volumes. The EPSP has been implemented to eliminate the
conflicts between the high pedestrian volumes and high turning vehicle
volumes at this intersection. These conflicts were creating significant
vehicular delay at the intersection, especially for the northbound and
southbound approaches.****
****
*City of Glendale*
The city of Glendale implemented an EPSP signal timing approach with
Scramble features at the intersection of Brand Blvd at Harvard Street. This
timing strategy was opposed by a group of merchants in the pre-existing
shopping center, north east of the new development. The City of Glendale
working with the merchants installed the EPSP treatment and is observing
its implications to overall vehicular delay.****
****
*City of Los Angeles/Los Angeles Department of Transportation (LA DOT)*
LA DOT has implemented EPSP at several intersections throughout the city of
Los Angeles. All of the intersections include the Scramble feature. As a
policy, LA DOT requires that a traffic analysis be performed for any
intersection where EPSP is being considered to verify that this phasing
would improve intersection operations by reducing average vehicle delay.
Operational improvements must be quantifiable for both peak and off-peak
hours. LA DOT staff report that typically intersections considered as
candidates for EPSP currently are two phase signals and have high
pedestrian volumes conflicting with turning vehicles. ****
****
*All Pedestrian Phase Study - Denver, Colorado*
Recently, a study has been completed for the City and County of Denver,
Colorado that provides a thorough analysis of EPSP at two-phase signalized
intersections. The January 2010 study was performed to respond to negative
feedback that the agency was receiving concerning EPSP that has been
implemented at several signalized intersections in downtown Denver. The
complaints concerned excessive vehicle delay at these intersections.****
****
The study has endeavored to identify at what point the number of vehicles
delayed by pedestrians indicates that separating the pedestrian and
conflicting vehicular movements will result in minimized vehicular delay.
Through statistical analysis the study has developed the following formula
(Formula based on hourly pedestrian and vehicle volumes):****
****
X = (V2ped * Vvehicle)1/3****
X : Conflicting Volumes (weighted).
Vped : pedestrian volume.
Vvehicle : number of turning vehicles conflicting with pedestrian volume.***
*
****
The study indicates that when X exceeds 150 at a signalized two-phase
intersection, it may be advantageous to implement EPSP.****
****
The results from the Denver study re-enforce the premise for implementing
EPSP by the cities of Pasadena and Los Angeles. This type of signal phasing
is primarily effective at reducing vehicle delay at intersections where a
large volume of turning vehicles is conflicting with a large volume of
pedestrians. The Denver study quantifies at what point EPSP becomes an
effective means for reducing vehicular congestion.****
****
*Highway Safety Manual Comments on EPSP*
The *Highway Safety Manual* provides tools to conduct quantitative safety
analysis of a broad range of traffic safety improvements. The Highway
Safety Manual states the following concerning EPSP:****
****
*At urban signalized intersections with marked crosswalks and pedestrian
volumes of at least 1,200 people per day, this treatment appears to reduce
pedestrian crashes when compared with concurrent timing or traffic signals
with no pedestrian signals. However, the magnitude of the crash effect is
not certain at this time (Highway Safety Manual, First Edition, Volume 3,
Pages 14-51).*****
* *****
*Suggested Guidelines for Consideration of EPSP at Signalized Intersections*
*****
* *****
*(*Based on draft guidelines by RTPG/ TEP consultant team for city of Santa
Monica Downtown Pedestrian Study, Sam Morrissey, City Traffic Engineer,
Project Manager)*****
****
The following guidelines are recommended when considering implementing
EPSP. These guidelines are currently being considered for adoption by the
city of Santa Monica, as part of the downtown pedestrian circulation study
that is currently in progress: ****
****
1) EPSP should be considered for signalized intersections where there are
significant conflicts between pedestrians and turning vehicles.****
****
2) The figure shown below may be used to establish threshold criteria for
consideration of EPSP. This graph is based on the formula from the Denver
study.****
****
****
****
3) EPSP should improve conditions for the majority of daily traffic
entering the intersection. To verify this, the threshold criteria should be
confirmed for at least the five highest peak hours of traffic flow at the
intersection. Typically, the five highest peak hours will include at least
50 percent of the daily traffic entering an intersection.****
****
4) If the threshold criteria are met for the five highest peak hours then:**
**
****
a) An operational analysis should be performed to verify that EPSP will
reduce average vehicular delay.****
****
b) The analysis should consider the impact on delay due to the Scramble
feature. Due to this feature, additional green time must be assigned to the
exclusive pedestrian phase because additional time is required to
diagonally cross the intersection. Section 4E.06 on Pedestrian Intervals
and Signal Phases of the new MUTCD mandates new standards having the net
effect of increasing pedestrian time in the signal cycle. This may be
excessive if the Scramble feature is provided.****
****
c) Analysis should be performed to determine how EPSP might be implemented
without disruption of signal coordination with adjacent traffic signals in
the downtown area.****
****
5) If EPSP is implemented, a comprehensive education program and enhanced
police enforcement should be considered for at least a 30-day period to
promote compliance with the new signal phasing.****
****
** **
Taking a Step Towards Safer, Healthier Kids with "Safe Routes to School" ***
*
****
*Submitted by Todd A. Peterson, P.E., PTOE*****
The national "Safe Routes to School" (SRTS) program was established through
the original SAFETEA-LU legislation to support the creation of safe
environments for students (K-12) to walk or ride their bikes to school.
This is accomplished through improvements to the roadway and pedestrian
networks around schools to enhance safety and accessibility for students
within school "walksheds," and education to encourage walking and biking as
a healthy alternative to being driven to and from school. ****
SRTS projects can also address improvements to on-site traffic circulation
where conflicts between school bus loading zones and parent
pick-up/drop-off traffic creates inefficient traffic patterns and dangerous
conditions for students on foot. Such improvements can also alleviate the
daily recurring congestion in communities surrounding schools with
suboptimal on-site traffic circulation. Coordination with school staff,
students and parents, and the surrounding community in development of
improvements and program goals is crucial to a successful SRTS
implementation.
SRTS projects are multidisciplinary by nature, and draw on the diverse
expertise of practitioners in the fields of transportation planning,
traffic engineering, road design, and public involvement. Typical aspects
of a SRTS project include:****
- Sidewalk improvements including wide sidewalks, buffers between
sidewalks and traffic lanes, accessible curb ramps and enhanced-visibility
crossings.****
- Traffic calming measures to encourage adherence to speed limits at
pedestrian crossings, provide buffer space or pedestrian storage or
otherwise mitigate the exposure of pedestrians to vehicular traffic. ****
- Well-marked and dedicated bicycle routes.****
- Signage for school zones per Part 7 of the MUTCD (2009 edition).****
- Coordination with school staff to understand existing student
arrival/departure patterns and to develop effective protocols for bus
loading, releasing students from entrances to bus or parent loading zones,
and walker/bikers to maintain student security and safety while providing
efficient on-site traffic flow. ****
- Education for students to promote safe pedestrian and bicyclists
behaviors. ****
SRTS programs may be managed at the state level down to local programs
managed by individual school districts. States receive funding for SRTS
through application to the Federal Highway Administration, with allocation
based on student enrollment. A Safe Routes to School Coordinator in each
state administers the distribution of federal funds to local jurisdictions,
though local SRTS programs may also pursue funding through municipal
operating budgets, contributions from corporate or non-profit foundations,
or through grass roots fundraising activities.****
More information on this topic can be obtained from the National Center for
Safe Routes to School
(www.saferoutesinfo.org/<http://r20.rs6.net/tn.jsp?llr=umc9fycab&et=1108989989897&s=7255&e=0017AYcv3…>),
or from state and local SRTS coordinators. ITE is also in the process of
developing a series of briefing sheets pertaining to different aspects of
Safe Routes to School which are scheduled for publication in spring 2012. **
**
** **
Public Acceptance of Buffered Bikeways ****
****
*Submitted by Carl Springer & Ray Delahanty, DKS Associates*****
In the fall of 2009 the City of Portland, Oregon installed a seven block
cycle track and a 10-13 block couplet of buffered bike lanes in downtown
Portland, removing a motor vehicle lane on each route by restriping the
roadway. Intercept surveys of cyclists, motorist, and pedestrians were
obtained. In addition, before and after video was reviewed to provide
empirical evidence to contrast the survey. Portland State University (PSU)
evaluated the facilities after they had been in place for approximately one
year. A major objective was to test facilities that were thought to bring
higher levels of comfort to bicycle riders through increased separation
from motor vehicle traffic (link to full
report<http://r20.rs6.net/tn.jsp?llr=umc9fycab&et=1108989989897&s=7255&e=0017AYcv3…>
).****
*SW Broadway Cycle Track *****
*Description**:* The cycle track on SW Broadway-a major one-way southbound
street connecting the downtown core and areas to the south, including
access ramps to a major freeway-is 1,800 feet long and consists of a
seven-foot bike lane separated from motor vehicle traffic by a row of
parked cars and a painted three-foot buffer. The facility's location - next
to the PSU campus with no through streets-results in limited conflicts with
right-turning motor vehicles and a high level of pedestrian activity. ****
*Cycle Track*****
****
****
****
*Findings**:* Most cyclists (71 percent) indicated that they felt the route
was safer and easier with the cycle track-of female respondents, 94 percent
felt the cycle track improved their safety. Motorists generally expressed
support for the cycle track, and motor vehicle delay remained low after
removing one travel lane (we found an average delay per vehicle of two to
seven seconds after the cycle track was installed). Nearly 78 percent of
motorists indicated that they liked the fact that bikes and cars were now
more separated.****
*Challenges**:* Surveys and video analysis revealed that the issue of
bicycle-pedestrian conflicts is a problem at the intersections adjacent to
the PSU campus. This is compounded by both pedestrian and cyclist lack of
compliance with traffic control devices. Of 113 cyclists observed arriving
on a red signal indication, 44 percent violated the red signal either by
continuing through the intersection without stopping or by stopping and
continuing prior to the signal changing to green (this is roughly the same
as the behavior before with a bike lane). This may be in part because there
is no (motorist) cross traffic for most of the cycle track, and signals
heads are somewhat difficult to see from the cycle track. Interestingly,
only 63 percent of cyclist survey respondents indicated that they thought
they were required to stop with traffic on SW Broadway. Finally, placing a
cycle track adjacent to the curb made curb access for buses and lift-vans
more difficult.
****
*Recommendations**:* The report provides an array of solutions to address
the challenges identified should the city make the cycle track a permanent
facility:****
- Cyclist-pedestrian interactions need to be better managed using some
combination of bicycle-specific traffic signals, signage directing cyclists
to watch for pedestrians and to "wait here on red." ****
- Alternatively, a pedestrian island could be placed on the street side
of the cycle track.****
- To address the issue of ADA curb access, the construction of a raised
concrete curb (replacing the pedestrian buffer) on the street side of the
cycle track is presented. The raised curb would further separate motor
vehicle traffic from the cycle track and prevent parking in the cycle track.
****
*Stark and Oak Buffered Bike Lanes*****
*Description:* The buffered bike lanes on SW Stark (3,400 feet) and SW Oak
(2,862 feet)-a low-volume couplet of one-way downtown streets with ADTs
less than 5,000 vehicles per day-consist of six-foot bike lanes with a
two-foot painted buffer on either side. The bike lanes were installed by
removing a motor vehicle lane. Not all intersections have right-turns
(one-way grid in downtown Portland). Of 12 intersections where motor
vehicles may make a right turn across the buffered bike lanes, three
locations have a right turn lane to the right of the buffered bike lanes,
three have a shared bike lane and turn lane, and six have no specified
right turn lane for motor vehicles.****
*Buffered Bike Lanes*****
* *****
****
****
****
*Findings:* Surveys show that cyclists agree that the streets are safer (89
percent) and easier (91 percent), while cyclist counts showed increases on
both streets. Average control delay per motor vehicle was LOS A or B at
most peak times, with the exception of 5-5:30 p.m. when delays reach 22-35
seconds per vehicle (LOS C- approaching D). Surveys show that motorists
feel the buffered bike lanes have made driving on SW Stark and SW Oak more
challenging. Still, nearly two thirds of motorists indicated that they like
the additional separation between cars and bicycles provided by the
buffered bike lanes. ****
*Challenges:* Both cyclists and motorists expressed confusion over when
motor vehicles should be in the buffered bike lane (e.g., when parking,
turning, etc). About 10 percent of motor vehicles drove in the bike lanes.
Further, motorist actions when turning right are inconsistent - over a
third of right-turning motorists moved into the buffered bike lane to make
the turn, while just over half turned from the left motor vehicle lane.****
*Recommendations:* The report provides several potential solutions to
clarify turning movements and when motor vehicles may move into or through
the buffered bike lanes:****
- On intersections where there is currently no designated turn lane for
right turning motorists, one alternative would be to add a right-turn lane
by removing curb parking, shifting the bike lane, dropping the buffer, and
adding a dotted line and green conflict marking such that cars could cross
the buffered bike lane to enter the right-turn lane (as done at the
intersections with right-turn lanes). This would provide motorists with a
consistent manner in which to make right turns on the couplet and would
also have some benefits to motorists since it would remove right-turning
vehicles delayed by pedestrians from limiting through vehicles.****
- Since this evaluation, PDOT has added additional cross-hatching to the
buffer to further delineate the bike lane, which should help improve the
operations. Additional marking and signage could be considered such as
overhead lane control signage on signal mast arms, lane control signs on
the pole mounts at curbs, the addition of more bicycle stencils in the
buffered bike lane, and possibly lane control arrows in the motor vehicle
lane for cars at the beginning and midpoint of each block.****
** **
Application for 2012 Pedestrian and Bicycle Council Award ****
****
The ITE Pedestrian and Bicycle Council Best Project Award is bestowed on a
project that applied innovative design solutions or study techniques
related to non-motorized transportation. Projects that best benefit the
profession and the public are encouraged to be submitted for consideration.
Submissions that effectively communicate a problem statement, clearly
outline methods used, highlight results, advance feasible and reliable
solutions, and demonstrate the benefits to the public will be given the
highest consideration.
*Eligibility:*****
- For a project to be considered eligible for the award, it must have
been fully completed during 2011. Completion may include publishing a study
or report, finalizing design documents, or completing construction.****
- A Pedestrian and Bicycle Council member should have had a significant
role in conducting the project.****
*Process*****
- Applications are due no later than March 1.****
- A review committee will review and score each application received and
will submit the winning application to ITE headquarters no later than May 1.
****
- ITE staff will notify all participants no later than June 1.****
- Winners will receive a plaque and be recognized at the ITE Annual
Meeting and in the ITE Journal.****
*Submittal Procedure*****
- Please submit a cover letter and an electronic copy of the written
product (report, plan, etc.) in pdf format.****
- Cover letters should describe how the project fulfilled each of the
following five evaluation criteria. ****
1. Originality****
2. Quality****
3. Significance****
4. Comprehensiveness****
5. Transferability to other places or agencies****
Please send your submission electronically no later than 5:00 p.m. on March
1, 2012 to:****
David A. Duszak, P.E., PTOE
Chair, PBC Awards Committee
c/o Whitman, Requardt & Associates, LLP
Three Mill Road, Suite 309
Wilmington, Delaware 19806****
****
Questions can be directed to Dave at dduszak(a)wrallp.com. ****
** **
ITE 2012 Meetings ****
****
[image: tc12]<http://r20.rs6.net/tn.jsp?llr=umc9fycab&et=1108989989897&s=7255&e=0017AYcv3…>
****
ITE 2012 Technical Conference and
Exhibit<http://r20.rs6.net/tn.jsp?llr=umc9fycab&et=1108989989897&s=7255&e=0017AYcv3…>
****
March 4-7, 2012****
Pasadena Convention Center
Pasadena, California, USA****
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ITE 2012 Annual Meeting and
Exhibit<http://r20.rs6.net/tn.jsp?llr=umc9fycab&et=1108989989897&s=7255&e=0017AYcv3…>
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August 12-15, 2012 ****
Westin Peachtree Plaza
Atlanta, Georgia, USA ****
** **
ITE Announcements ****
****
*Proposed Roundabouts Policy--Available for Member
Comment<http://r20.rs6.net/tn.jsp?llr=umc9fycab&et=1108989989897&s=7255&e=0017AYcv3…>
*****
At its October meeting the International Board of Direction approved a
proposed roundabout policy for member comment. Comments may be posted to
the ITE Community or submitted to Aliyah Horton at ahorton(a)ite.org by
December 27.****
*2012 ITE Award Submissions*****
Each year, ITE sponsors an awards program to honor outstanding achievement
in transportation engineering and distinguished service to ITE. The awards
bestow international recognition upon the recipients and increase the
public's awareness of the role and responsibilities of the transportation
professional. Deadlines for many of the awards are March 1 or April 1,
2012. For information, visit ****
www.ite.org/awards<http://r20.rs6.net/tn.jsp?llr=umc9fycab&et=1108989989897&s=7255&e=0017AYcv3…>
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Hi everyone,
Since the issue of the "85th percentile" comes up consistently in
discussions around speed limits (and speed limit reductions), I thought
others might be interested in reading my letter below in case it doesn't
get published in the Winnipeg Free Press.
For reference, it was in response to Mr. Clark's letter which is pasted
below as well.
cheers,
Beth
* * * * *
*Letter to the Editor (sent Tues, Dec. 21'11)*
In response to Mr. Ted Clark's Dec. 21 letter "Grant speed limit is result
of spurious reasoning", the use of the 85th percentile in defence of higher
speed limits is a circular argument. The speed at which motorists travel is
primarily influenced by road design. A street that is wide, straight and
flat encourages driving faster. To argue that the speed at which 85% of
motorists are travelling at (or below) on a road is therefore reasonable
and acceptable is an argument that feeds itself. It does not take into
account adjacent land uses or other road users, such as pedestrians from
surrounding houses and apartment buildings crossing Grant to reach the
shopping centre or students walking or cycling to Grant Park High School.
OurWinnipeg, the City's new long-term vision, recognizes the critical
connection between land use and transportation. I suspect that it was an
early acknowledgment of this connection that compelled councillors and the
provincial highway traffic board to set a 50-km/h speed limit on Grant. If
motorists are driving above the desired speed limit because the road design
encourages it, the answer should be to address road design.
Beth McKechnie
* * * * *
Grant speed limit is result of spurious reasoning
The real scandal on Grant Avenue in the vicinity of Nathaniel Street is not
the accuracy or otherwise of the police radar speed measurements.
The real scandal is that the legal speed limit has been set far too low,
leading to annoying and inappropriate enforcement.
Years ago, that particular Grant speed limit was set much higher. City
councillors then proposed that it be lowered to 50 kilometres per hour.
Traffic studies showed, however, that the speed limit should be at least 60
km/h. Nevertheless, the committee members decided on the 50-km/h limit "in
the hope that drivers would then go 60."
This unfounded conjecture was explicitly articulated at the time by the
area councillor, and the other councillors then succumbed to his flawed
reasoning. I don't know whether this was recorded in their minutes at the
time.
I, as the city's then-director of streets and transportation, was there,
and I have a distinct recollection today.
For reasons unknown to me, the provincial highway traffic board (whose
ultimate approval was needed then if not now) went along with this spurious
reasoning.
In some American states, local governments are required by statute to
conduct proper and valid engineering and traffic speed studies before
modifying speed limits on local roads.
If the outcomes of such studies are not respected, the senior government
may overrule the inappropriate limit or even withhold
transportation-related financial grants to the junior (urban) government.
Central to such studies is measurement of the speeds at which motorists are
typically travelling. The most appropriate limit is usually a speed close
to the "85th percentile" -- the speed at (or below) which 85 per cent of
the motorists are driving.
The highly reasonable related presumption is that 85 per cent of motorists
are inclined to behave in a reasonable and prudent manner and therefore
enforcement directed at more than 15 per cent of motorists is likely to be
impractical and unpopular.
Unfortunately, the automatic equipment now being used by police has made it
practical to target a large number of responsible motorists, whose
indignation is thus understandable.
The city should conduct proper traffic studies (taking into account not
only the 85th percentile speed but also geometric design, crash data and
the functional classification of the roadway) on Grant between Stafford and
Kenaston, and then should scrupulously abide by the outcome.
TED CLARKE
Winnipeg
Hello everyone,
Mark the dates for the 2012 APBP webinar series in your spanky new 2012
calendar, with this sneak peek at upcoming topics.
The Association of Pedestrian and Bicycle Professionals (APBP) webinars
take place on the third Wednesday of each month from 2:00-3:00 pm CST.
We hope you will join Green Action Centre and Bike to the Future at the
EcoCentre (3rd floor, 303 Portage Ave, MEC bldg) to view these webinars and
discuss afterward.
cheers,
Beth
* * * * *
*
2012 APBP Webinar Series*
- *January 18th *- Emerging Technologies for Bike/Ped Planning
- *February 15th* - Land Use Planning: Routine Inclusion of Bicycling
and Walking in New Developments
- *March 21st* - Best Practices for Maintenance Programs
- *April 18th* - NTPP (Nonmotorized Transportation Pilot Project)
Update: A Bold Experiment in Four Communities
- *May 16th *- On-Street Bicycle Parking: What, When, Where and How Much?
- *June 20th* - Resolving Conflicts at Complex Intersections
- *July 18th* - The Greener Side of Green Streets: Reducing Pavement
Footprints
- *August 15th* - Transforming Streets into Inviting Public Spaces
- *September 19th* - Liability: Understanding and Managing Risk
- *October 17th* - FHWA Experimentation for Advancing Best Practices
- *November 14th* - Maps that Guide, Encourage and Inform
- *December 19th* - Wayfinding Options for Cyclists
[Thanks, Bike to the Future for tweeting about the following report.]
*Infrastructure and Cyclist Safety* (2011)
The Department for Transport commissioned TRL to conduct a literature
review to consider the role of infrastructure in relation to the safety of
cyclists and their interaction with other road users...
*Of all interventions to increase cycle safety, the greatest benefits come
from reducing motor vehicle speeds.* Interventions that achieve this are
also likely to result in casualty reductions for all classes of road user.
This may be achieved by a variety of methods, including physical traffic
calming; urban design that changes the appearance and pedestrian use of a
street; and, possibly, the wider use of 20 mph speed limits.
Read more:
http://assets.dft.gov.uk/publications/infrastructure-and-cyclist-safety/inf…
*SAVE THE DATE*
*
*
*Gaining Ground: Connecting People and Knowledge *
*Portage La Prairie, March 21, 2012*
*
*
*A Provincial conference on Active Transportation and Recreation*
The conference is bringing together leaders, experts and people with a
passion to share knowledge, ideas, challenges and successes. IF you are a
municipal leader, parks and recreation practitioner, health professional,
trail advocate, cycling enthusiast, pedestrian, planner, engineer, elder,
community volunteer or resident of Manitoba – YOU have something to share
and to learn!
- PACM is putting the spotlight on 3 smaller Manitoba communities who
are gaining ground in their pursuit to increase the quality of life in
their community. Hear how distinctly different, tailor-made solutions are
being developing and put into action.
- *You* are invited to submit, present & share your own community’s
success stories in our ‘5 slides / 5 minutes/5 highlights’ session!
- Connect *coast to coast* with leaders who are working directly in
communities with local, provincial and national governments to integrate
active transportation, recreation, and and development with research and
the very critical funding component!
~British Columbia – *Dr. Larry Frank*, Professor & J. Armand
Bombardier Chair in Sustainable Urban Transportation Systems, University of
British Columbia
~Nova Scotia – *Mike Arthur*, Manager of Physical Activity, Provincial
Dept. of Health & Wellness
Hear key recommendations from the Manitoba Active Transportation Advisory
Group report: *Greater Strides: Taking Action on Active Transportation *
**Round trip shuttle service from Winnipeg to Portage La Prairie for
conference attendees**
For info visit www.pacm.ca or contact Cara Fisher, PACM Project Assistant
by email at conference(a)pacm.ca or by phone at 204-294-7027
REGISTRATION OPENS IN JANUARY
PLEASE SHARE THIS INVITATION WIDELY WITH COLLEAGUES, STAFF AND COMMUNITY.
Event supported by PACM and Manitoba in *motion*
*
*
‘How the Dutch Got Their Cycle Paths’How did the Dutch get their cycling
infrastructure? This question keeps coming back because it is of course
relevant to people who want what the Dutch have.
Road building traditions go back a long way and they are influenced by
many factors. But the way Dutch streets and roads are built today is
largely the result of deliberate political decisions in the 1970s to turn
away from the car centric policies of the prosperous post war era. Changed
ideas about mobility, safer and more livable cities and about the
environment led to a new type of streets in the Netherlands.
*“The Netherlands’ problems were and are not unique, their solutions
shouldn’t be that either.” *
Find two excellent videos and more at:
http://hembrow.blogspot.com/2011/10/how-dutch-got-their-cycling.html
[Wow, I found the "By the numbers" section at the end particularly
compelling, e.g. 75% of factors that influence health occur outside the
health care system. -cheers, Beth]
For healthy people, build a healthy city david ebner
<http://www.theglobeandmail.com/authors/david-ebner/> VANCOUVER— From
Monday's Globe and Mail Published Sunday, Nov. 27, 2011
Trevor Hancock has always been ahead of the curve.
A doctor and long-time public health expert, he was also the first leader
of the Green Party of Canada in 1984, when he ran federally (finishing
fourth) in Toronto’s Beaches neighbourhood.
But his day job, in public health, turned out to have far more impact than
his brief political career. Beginning as one of a small international cadre
that promoted ideas about urban planning’s key role in human health, he is
now watching his work over the past quarter-century start to explode into
the mainstream.
It’s a paradigm shift in the way urban planners and municipal leaders see
the world: how we build and manage our cities directly affects the health
of the populace. And with mounting research showing that cities where
people walk more and drive less are healthier cities, the automobile is
losing out to the pedestrian as the main focus of city-building.
In Vancouver, already ranked as Canada’s healthiest city, they are
nonetheless acting.
“These kind of seismic changes in our understanding take a long time to
work into the system,” said Dr. Hancock, who serves as a professor and
senior scholar at the new School of Public Health and Social Policy at the
University of Victoria, while working as a public health and planning
consultant. “It takes a generation for the old guard to die or retire, and
a new way of thinking to take its place.”
Urban planning, in its modern sense, started in the mid-19th century.
Imagine animal carcasses and vegetables rotting in the streets, cramped
housing and rampant spread of disease, belching smokestacks blackening the
midday sky. These urban conditions in England moved civic planners to
consider the health of the populace in the design of cities.
Smarter design equalled healthier citizens. But the connection between
health and planning unravelled not long after. The idea of separating
neighbourhoods from industrial and commercial activities took hold and,
with the rise of the automobile, urban planners divided cities up into
zones for living and zones for working, with roads between them.
The result is modern cities that make people sick. New research has found
that cities designed for cars also foster obesity and diabetes. In studies
from Atlanta to Vancouver, evidence shows that people who live in
neighbourhoods that require cars to get around are fatter and less healthy
than people who live near shops and grocers.
A quarter of Canadians are obese, which imposes added burdens on the
nation’s health-care system. Yet the solution to problems in health care is
always more money for health care – even though research indicates that
three-quarters of the factors that influence human health happen outside
the health-care system.
Wilbert Keon, the renowned heart surgeon and retired senator, estimates
that the “obesity epidemic,” particularly among children, could cost
billions in added medical expenses. “Diabetes, hypertension, organ failure,
heart disease, you name it. It’s abhorrent,” said Dr. Keon. “It’s one big
chunk of money that could be pulled right out of health care if we could
just build healthy communities.”
Dr. Keon believes momentum is building in favour of healthier cities, even
though a report on a “healthy, productive Canada” he led in 2009 failed to
garner much notice, or action.
The challenges include co-ordinated action among different levels of
government. Municipalities decide on zoning, allowing developers to build
cul-de-sac suburbs kilometres from the nearest grocery store. Higher levels
of government administer health-care dollars but have little say on what
cities do with their road-building budgets.
Because of such disconnects, efforts have been piecemeal. Atlanta created a
program to vet and fund projects that make the city healthier. Bogota built
one of the world’s best bike path networks. In Canada, Vancouver has taken
the lead.
Vancouver has seen old left-right political divisions over urban planning
break down, with a consensus emerging on what constitutes a desirable city.
On the right, Suzanne Anton was a Crown prosecutor and a soccer mom when
she pushed a decade ago for more playing fields, work that led her to
politics and a seat on Vancouver’s parks board. Ms. Anton this month lost
her bid for mayor to Gregor Robertson, a greener incumbent. But as a city
councillor, she was an important force behind the city’s adoption of
“EcoDensity” – the promotion of greater housing density among the many
single-family homes in the city, to combat sprawl.
“Dense urban environments are good for human health, because people walk,”
said Ms. Anton.
In Vancouver’s ambitious goal to become the “world’s greenest city” by
2020, “improved health” is one of the top results expected from a more
intelligently designed urban landscape.
Ms. Anton describes herself as a “land-use geek,” arguing that zoning is
the crucial lever to create a healthy city. One practical application is
how to make neighbourhoods better suited to older residents as the number
of seniors is set to double by 2025.
Health care, Ms. Anton said, starts at home. Using her own south Vancouver
neighbourhood, Kerrisdale, a typical single-family-home community, she
points to the importance of “seniors housing” that is functional and within
walking distance of real street life.
“An 80-year-old lady, she goes down the elevator, walks to buy bread, buy
milk, sees her friends, walks home,” said Ms. Anton. “That creates health
for her.”
Canada’s healthiest cities
1. Vancouver
2. Victoria
3. Calgary
4. Edmonton
5. Ottawa
By the numbers
- *25 per cent* of Canadian adults are obese
- This costs Canada *$12-billion* annually, to treat chronic diseases
connected with obesity
- It costs the health care system *$1,500* more, each year, to treat
obese Americans compared with people of normal weight
- *75 per cent* of factors that influence health occur outside the
health care system
- Each grocery store within *1-kilometre* of a person’s home reduces the
likelihood of being overweight by 11 per cent
- Transit users are *3 times* more likely to meet daily minimum of
recommended physical activity
- A walkable neighbourhood with shops and grocers near homes slashes the
probability of obesity by *35 per cen*t
- Improving a neighbourhood’s “walkability” by just *5 per cent * gets
people 32.1 per cent more active in their travel
- A typical white male who lives near shops weighs *10 pounds* less than
the same man in a suburb of cul-de-sacs
- Young teenagers are *2.5 times* more likely to walk if there is a
recreation destination within 1-kilometre of their home
- Women are about *20 per cent* less likely to be obese, or suffer from
diabetes, if they live in a nice neighbourhood with services compared with
a poor neighbourhood
*Compiled by David Ebner; Sources: Lawrence Frank/University of British
Columbia; SMARTRAQ; Government of Canada, U.S. Department of Housing; Trust
for Public Land; Best Health Magazine*
*
http://www.theglobeandmail.com/life/health/new-health/health-news/for-healt…
*
* *
*Bicycle mechanics spread holiday joy with Cycle of Giving*
*Saturday December 16th & Sunday December 17th, 2011** *
**
*Cycle Of Giving* is bringing volunteer mechanics together to build over
150 bicycles for Winnipeg children in need. We hope to raise $15,000 to
purchase lights and locks for kids and provide free bikes and bike
programing across the city.
On *December 17th – 18th the Atomic Centre @ 167 Logan* will be transformed
into a magic workshop where salvaged and donated used bicycles are turned
into holiday dreams come true. Bicycles will then be distributed between
ten different community organizations who work with families and/or
children.
You can help by:
ñ *Donating online (*thewrench.ca*), at the WRENCH *(1057 Logan Ave
Sundays1-5pm Mondays 1-6pm) *or donate to the WRENCH at any Assiniboine
Credit Union.*
ñ *Make a pledge online @ *thewrench.ca**
ñ *Donate kids bicycles (8″- 20″ wheels)*. Bicycles can be dropped off at
the *WRENCH 1057 Logan Ave* 1-5pm Sundays or 1-6pm Mondays. At the *Bike
Dump 631 Main* (behind the Red Road Lodge) Mondays – Thursday
6-9pm, Saturday and Sunday 3-6pm
ñ *Volunteer!* Sign up at cog(a)thewrench.ca or call *296-3389*
*Tell a friend about Cycle of Giving!*
For more information:
www.thewrench.ca
Phone: 296-3389
Email: cog(a)thewrench.ca
--
*Cara Fisher*, Program Director
The Winnipeg Repair Education and Cycling Hub
1057 Logan Ave. Winnipeg, MB R3E 3N8
www.thewrench.ca <http://www.TheWrench.ca/> # 296-3389