AT-Network August 2011

at-network@lists.umanitoba.ca

8 participants
34 discussions

City Cycling courses - poster & handbill

by Beth McKechnie

** Please help promote these City Cycling courses if you are able (poster and handbill attached). Thanks! ** ---------- Forwarded message ---------- From: Dave Elmore <dave(a)greenactioncentre.ca> Date: Wed, Aug 31, 2011 at 2:53 PM Subject: RE: City Cycling courses ** Cara from The WRENCH was kind enough to produce a poster and handbills thatcan be used to promote the courses. If you feel you can use them, please feel free to print as you see fit. Thanks Dave o _ ( \ _ (X)\ /(X)

12 years, 7 months

CanStar Metro: Groups push for AT - Centreport hub should include trails, pathways (Aug.30'11)

by Beth McKechnie

Groups push for active transportation Centreport hub should include trails, pathways By: Matt Preprost http://www.winnipegfreepress.com/our-communities/metro/Groups-push-for-acti… A group of west Winnipeg businesses and organizations are joining forces to pressure officials to make active transportation a part of the development of CentrePort Canada. Current plans for the project don’t include the community’s active transportation needs and that is threatening to cut off pedestrian connectivity between several communities, according to Janice Lukes of the Winnipeg Trails Association. "If the province, feds and the city are moving us towards this global multi-modal transportation hub, we need to consider active transportation," Lukes said. "But they’re not looking at it in the big picture." The Red River Exhibition, Assiniboia Downs and the MTS Iceplex in St. James, as well as Friends of the Harte Trail in Charleswood and Adrenaline Adventures and the Headingley Grand Trunk Trail in Headingley have partnered with the Winnipeg Trails Association to lobby for some form of active transportation strategy in the area. They contend the redevelopment of portions of the Perimeter Highway will threaten existing trail developments from connecting to each other, like the Harte Trail and the Headingley Grand Trunk Trail. They would like to see studies and analysis conducted to see how to incorporate a trail system and pedestrian crossings to keep the neighbourhoods connected. "It’s frustrating. You work for years to build these trail systems and hope the government sees the big picture, and when they don’t it’s disheartening," Lukes said. "We don’t want to be riding on cloverleafs with semis but give us something." Lukes pointed to the construction of the Red River Floodway in which there were four studies done on recreation. Officials with CentrePort Canada said creating an active transportation network isn’t mandated in their legislation, which focuses on business development. "We understand the desire to have more bike paths, to have more trails," said Riva Harrison, executive director of communications for CentrePort, adding that recreational areas like the Little Mountain Sportsplex and Prairie Dog Central won’t be displaced. Harrison said CentrePort is supportive of building recreational areas around CentrePort, but that CentrePort won’t lead the development. "Our mandate is to increase trade via transportation. I think there’s no question that we’re supportive of the idea that some trails or recreation can be incorporated into the land use plan, but obviously it has to be carefully done because it’s a truck-oriented expressway." The province said in a statement it’s too early in CentrePort’s development to define specific AT plans. "Active transportation routes will be explored as the more detailed development plans associated with CentrePort Canada evolve," a spokesperson said in a statement. Garth Rogerson, CEO of the Red River Ex, said plans are in the works to develop trails on the Ex grounds and that he would like them to connect into a bigger network, especially along Portage Avenue. Rogerson said he’s noticed school children walking alongside the road and under the Perimeter Highway overpass to get to the park. "There’s a lot of development going on in Headingley and west of the Perimeter," he said. "It’s conceivable that the city will just continue to expand beyond Headingley and we need to start thinking now before we build too many things. "Let’s at least plan for it now so we don’t get caught 20 years from now saying we should have put paths in. Don’t just plan for cars — plan for bicycles and people as well. That’s what we’re pushing for."

12 years, 7 months

Minneapolis? More like Bike-opolis

by Beth McKechnie

Minneapolis? More like Bike-opolis <http://www.grist.org/biking/2011-08-25-minneapolis-a-rising-bike-metropolis…> by Tim De Chant 25 Aug 2011 http://www.grist.org/biking/2011-08-25-minneapolis-a-rising-bike-metropolis If you've never been to Minneapolis, you're missing out: It's populated by unrelentingly friendly folk, oodles of lakes surrounded by city parks, and a bike network on its way to becoming second-to-none. Just last month, * Bicycling* magazine named it the top city for bicycling<http://www.bicycling.com/news/featured-stories/1-bike-city-minneapolis>, and a few months before, the League of American Bicyclists gave it a gold medal<http://dc.streetsblog.org/2011/08/22/from-minneapolis-ten-street-design-sol…>. These days, bikes are a big deal in the bigger of the Twin Cities. These accolades aren't exactly unexpected: Minneapolis has put a lot of effort into bolstering its bike-friendliness<http://www.ci.minneapolis.mn.us/bicycles/>. Money from the U.S. Department of Transportation's Nonmotorized Transportation Pilot Program has given Minneapolis -- along with Columbia, Mo., Marin County, Calif., and Sheboygan County, Wis. -- a total of $25 million to improve biking and walking infrastructure. But the city deserves much credit for its laser-like focus on improving biking conditions. We can trace much of the city's bike renaissance to the Midtown Greenway<http://www.midtowngreenway.org/>, a 5.5-mile former railroad opened in 2000 that has since has become a non-automotive superhighway. Cyclists and pedestrians can hop on and off at various points with ease, and the striking Martin Olav Sabo Bridge sends cyclists over busy Hiawatha Avenue. The path even has its own dedicated bike shop complete with bike parking, water, bathrooms, and showers for commuters. Basically, it's a cyclist's dream. Beyond the Greenway, Minneapolis has followed a 10-step program of sorts to guide its bike-friendly improvements. Many steps -- like dedicated bike lanes, lanes buffered from traffic, and plenty of bike parking -- are obvious choices, but others draw on ideas culled from around the country. One of my favorites is their adoption of bicycle boulevards (which I remember fondly from my time in Berkeley). Bike boulevards route bicycle traffic down nearly deserted side streets, where car traffic is kept low by including speed humps and "diverters" that block cars but allow bikes to pass through. At busy intersections, bikes even get special sensors beneath the pavement to change traffic signals. They're a great way to get across town in a hurry. On busier roads where there's no space for dedicated bike lanes, Minneapolis has painted "advisory" bike lanes. These lanes are demarcated by dashed lines and run on both sides of the street. Since this takes away space from existing car lanes, the city simply removed the old center line. This gives bikes visual priority on the street, and the narrowed center lane slows car traffic. Where possible, the city has reduced the number of regular lanes on some roads to widen bike lanes. With all these pieces in place, Minneapolis' seems well-poised to overtake Portland as the country's top bike city. Though Portland can still boast that 5.8 percent of its commuting trips happen on a bike, Minneapolis is catching up with an impressive 3.8-percent bike commuter rate. The improvements also encourage more errands by bike, and to lure the uncertain, bike lanes and paths also tie into the city's extensive park system. It's taken a lot of effort to get to this point (including lots of political support from the mayor's office), but Minneapolis is getting ever closer to becoming a two-wheeled paradise. Tim De Chant is the creator of Per Square Mile <http://persquaremile.com/>and an environmental journalist <http://www.de-chant.com/tim/journalism>. You can also find him on Twitter <http://www.twitter.com/tdechant>.

12 years, 7 months

WFP: Valets ease cyclists' worries - Group seeking bike-minders

by Beth McKechnie

Valets ease cyclists' worries Group seeking bike-minders By: Erin Madden http://www.winnipegfreepress.com/local/valets-ease-cyclists-worries-1285773… As an avid cyclist, David Wieser knew he wanted to get involved in making Winnipeg a more bicycle-friendly community. So, while away on a tour of duty in Afghanistan as a member of the Canadian Forces, he spent his free time establishing Bicycle Valet Winnipeg. The program operates like a coat check at large community events such as Winnipeg Blue Bomber games, street festivals and the Red River Exhibition. Cyclists can "check" their bicycles with Valet volunteers who watch over them, free of charge, until they return to retrieve them. Wieser launched the initiative upon his return home from Afghanistan last summer, and the program has served cyclists at nearly 40 events in and around Winnipeg since then. Wieser, a master corporal with the military, said he's been pleased with the initial success of Bicycle Valet Winnipeg but he's convinced there is still room for growth. But any future success will have to come through the hard work of new volunteers, however, as Wieser was transferred from Winnipeg to Petawawa, Ont., earlier this month. Marissa Steindel, 25, is one of the volunteers who are looking to grow the program. She started volunteering about three months ago after learning about it online. She initially signed up to volunteer at one event, but quickly committed to lend a hand at more. "I was so excited when I saw it -- it just made so much sense," said Steindel, a draftsperson at MacDon Industries. "One of the biggest deterrents to cycling in the city is knowing if there is a safe place to leave your bike and if it will still be there when you come back to it. Also, if you're carrying a bunch of gear with you and you're going to events, it's a pain to have to bring it around with you. When I saw Bicycle Valet, I decided I had to support it." Fellow volunteer Sandeep Dhariwal shares that sentiment. She moved to Winnipeg last winter and took up cycling for the first time in her life. Within weeks, she was hooked. A volunteer with Bicycle Valet for the past three months, she said she quickly saw the importance of the program in the community. "I volunteered (at my first event) and it was amazing. It was at Kids' Fest and seeing all these families come out -- families transporting their kids on these carriages -- it was just so inspiring," said Dhariwal, a 29-year-old facilitator with an inner-city youth mentoring program. "For me, volunteering with Bicycle Valet is about the culture and the people you meet and their mindset and how they see the world." She said it's a great opportunity for people looking to meet new people -- both the clients and the fellow volunteers -- and for those who want to explore the city. "A big thing is exposure to these events. We chill out on our breaks -- we get to go and see the events and often partake. "It's a really good way for volunteers, especially those who are new to the city like I was, to see the city highlights." Wieser said he hopes to see the number of events and volunteers continue to grow. He said cyclists have embraced the initiative, as have the approximately 20 volunteers who have donated their time over the first year. He adds that before leaving the city, through the support of sponsors, he was able to hire a part-time staff member to ensure the program's ongoing success, co-ordinating volunteers and events. "I'm very happy that it will continue on in my absence and when I come back to Winnipeg, I look forward to seeing it bigger and better." If you would like more information, or would like to become a Bicycle Valet volunteer, please email volunteer(a)bicyclevaletwinnipeg.ca. You can also learn more online at www.bicyclevaletwinnipeg.ca. -- If you know a special volunteer who strives to make his or her community a better place to live, please contact Erin Madden at erinmadden(a)shaw.ca

12 years, 7 months

Which types of people choose a walkable lifestyle?

by Beth McKechnie

Which Types of People Choose A Walkable Lifestyle?Posted August 26, 2011 by *Walkonomics Blog <http://sustainablecitiescollective.com/user/77163>* There’s been plenty of research<http://walkonomics.com/w/index.php/research/19-supporting-research>into how walkable streets and neighbourhoods get more people walking. However what we’re less sure about is: Who are the people that choose to walk more? In an attempt to answer this question, Transport for London have released new research<http://www.tfl.gov.uk/assets/downloads/businessandpartners/walking-segement…>with some interesting findings. By combining a large travel survey with Londoners demographic data, the study attempted to identify which types of people walk more as part of their everyday lifestyle.Women walk more They found that, on average, women make more journey stages on foot than men (females walked 4.1 journey stages while males only walked 3.8). However one consolation for any overly-competitive male is that the study also found that women walk a shorter distance per stage than men. It seems that men walk even less once they are in a relationship and have children, while for women it’s the exact opposite, they walk more once they have children. Perhaps this is partly explained by the fact that, on average, women are still more likely than men to stay-at-home to look after children, including journeys like walking to school. Younger people (aged 20 – 44) walk more stages per day than older people, with young women (aged 20 – 44) walking the most. This rings true with recent reports<http://blogs.wsj.com/developments/2011/01/13/no-mcmansions-for-millennials/>that have found that Generation Y (born between 1979 and 2000) are looking to live in walkable urban locations and are embracing the walkable lifestyle. *Is being single good for you?* The study also found that single adults walked more than people in a relationship (regardless of whether they had children or not). So we can now add ‘getting more exercise’ to the list of benefits of being single! Urban location was also found to be key, with ‘Central’ Londoners walking more than ‘Inner’ Londoners and a lot more than those in the ‘Outer’ suburbs. As the built environment becomes more dense, public transport more frequent and driving is more hassle, it seems that people walk more. Unsurprisingly car ownership reduces walking (people without a car made 4.5 journey stages on foot, while those with 2 or more cars only walked 3.2 journey stages). In contrast to this, is the fact that the richer people are, the more likely they are to walk, despite having the option of driving. The research team put this down to ‘narrower travel horizons amongst those on lower incomes’.Marketing walking But why are Transport for London so interested in peoples walking behaviours? It seems that one reason is to better target marketing in order to get people to change their behaviour and walk more. The study even utilises similar approaches that big business use for customer marketing, creating target groups for future behaviour change programmes. This approach found that demographic groups with names like ‘Active Urbanites’ and ‘Cosmopolitan Lives’ (32% of Londons population) were walking more than the average Londoner. It seems that factors such as your stage in life (young and single) and lifestyle (living in a very urban area) influence how much you walk.But peoples attitudes to walking also seem to change as they progress through life, with people classed as ‘Active Urbanites’ and ‘Cosmopolitan Lives’ much more likely to make positive statements about walking such as: “Walking is a method of transport that I would want to be seen using.” While people with families and on lower incomes were more likely to agree with negative opinions on walking, including: “Walking is only for people who can’t afford other ways of getting there.” This highlights an opportunity for Transport for London to try to change attitudes and behaviours in these groups. It would also be interesting to see how this geo-demographic data compares to the walkability of local streets using a dataset such as the Walkonomics London map<http://walkonomics.com/w/index.php/london-map> . While this study has drilled down a bit deeper into the factors behind walking behaviour, the real test will be to see how governments in London and other big cities use this information to get more people walking.

12 years, 8 months

Ciclovia looking for community displays and volunteers!

by Jessie Klassen

Hi All, Ciclovia <http://www.downtownwinnipegbiz.com/home/events/ciclovia/>, the huge annual street festival and active transportation event happening Sunday, September 11th, is looking for community and environmental organizations to display in their enviro-block. Last year's festival attracted 10,000 people! The cost is free and a table and chairs are provided. All you need to do is bring your awesome display or activity and staff your booth from 11am - 8pm the day of. Register your community display<https://spreadsheets.google.com/a/greenactioncentre.ca/viewform?formkey=dHF…>. Get more information<http://www.downtownwinnipegbiz.com/home/events/ciclovia/>. Also, Ciclovia needs over 200 volunteers to make the day a success! If you are able to give some time, sign up to volunteer<http://manyfest.volunteerhub.com/SignIn.aspx?ReturnUrl=/Default.aspx>and receive a free t-shirt, meal voucher, and more. It's sure to be a great time! Hope to see you on September 11th! ** *Jessie Klassen* | Workplace Commuter Options <http://greenactioncentre.ca/>Green Action Centre<http://www.greenactioncentre.ca>| Find us here<http://greenactioncentre.ca/content/ecocentre-directions-and-travel-options/> 3rd floor, 303 Portage Avenue* | *(204) 925-3772 Green Action Centre is your non-profit hub for greener living. Support our work by becoming a member<http://greenactioncentre.ca/support/memberships/>

12 years, 8 months

Vancouver traffic-enforcement blitz seeks to curb pedestrian deaths & Vancouver slashes speed limits

by Beth McKechnie

Vancouver traffic-enforcement blitz seeks to curb pedestrian deaths VIVIAN LUK VANCOUVER— Globe and Mail Update Published Monday, Aug. 22, 2011 Vancouver Police, with $30,000 from the province, are launching a three-week traffic enforcement blitz aimed at halting a spike in pedestrian deaths. The new enforcement drive will see the VPD target 10 intersections deemed to be most dangerous, though half of the pedestrian deaths were clustered near Hastings and Main streets. And although the nine pedestrian deaths so far this year are nearly double the count for all of 2010, overall traffic injuries are actually down – particularly in the policing district that includes the Downtown Eastside. Drivers, pedestrians and bicyclists will all be targeted during the blitz. But drivers going through the Downtown Eastside now face an additional hurdle: a 30-kilometre-an-hour speed limit between Jackson and Abbott Streets that was implemented by the city over the weekend. “When you look at the fact that we are barely just 50 per cent of the way through the calendar year, and already we are seeing fatalities of pedestrians that exceed what we’ve seen in recent years … that is something to be concerned about,” said MLA Colin Hansen, who spoke on behalf of Solicitor-General Shirley Bond on Monday. Mr. Hansen said the perception that the intersection between East Hastings and Main Street is much more dangerous than other corridors such as Burrard Street, between Dunsmuir and Davie streets, and Broadway, is inaccurate. Yet four of the nine deaths this year occurred around East Hastings Street. Most of the fatalities occurred in the middle of the night. In July, a pedestrian was struck on East Cordova Street just after midnight. A month before that, a 52-year-old man and a 30-year-old woman were killed within a day of each other while they were crossing East Hastings Street between 3 and 4 a.m. And in January, a 79-year-old man was struck by a car at Main Street and Keefer Street. Marion Allaart, executive director of the Vancouver Area of Drug Users, said speed is one of the biggest contributing factors to pedestrian deaths in the Downtown Eastside. “My experience today is that it’s usually pedestrians that [the police] are [ticketing] the most, which really needs to shift, especially in our neighbourhood,” she said. “There’s less onus on motorists and we’d just like that to be more equal.” According to Inspector Ted Schinbein of the VPD traffic unit, both distracted drivers and pedestrians who were jaywalking or leaving the curb when it is not safe to do so, have been the predominant cause of pedestrian deaths. “For that reason, we will be targeting all road users,” he said, adding that officers will also focus on areas where they’ve seen a trend or increase in traffic injuries or fatalities. Motorists will be targeted for cellphone use, traffic-light infractions, failing to yield to pedestrians and stop-sign offences. Officers will also be watching for pedestrians who are stepping off the curb when it is not safe and jaywalking, as well as cyclists who are riding on the sidewalk or failing to stop at stop signs or traffic lights. * * * * * Vancouver slashes speed limits after nine pedestrian deaths FRANCES BULA VANCOUVER— >From Wednesday's Globe and Mail Published Tuesday, Jul. 26, 2011 With nine pedestrians killed already in Vancouver only halfway through the year, it wasn’t surprising that people started calling for the city to take action. And take action it did on Tuesday. One of the city’s major commuter routes, Hastings Street, will have its speed limit reduced to a school-zone number of 30 kilometres an hour for six blocks through the Downtown Eastside, where three of those deaths occurred. That move prompted applause from Downtown Eastside advocates who came out to council to ask specifically for that change, which they hope will help reduce the number and severity of the accidents near Main and Hastings. “The Vancouver Coastal Health trauma team has identified that intersection as having the highest rate of injuries in the city,” said Medical Health Officer Patricia Daly, in an appearance at council to support the speed-reduction zone. As well, the city, which has made it a priority to promote non-car ways of moving around the city, will spend $150,000 on an education program aimed at making both drivers and pedestrians more aware of being safe. A new advisory committee for pedestrians will be created. New signals with countdown clocks are being put in and other measures will be considered. “We have to make sure that the city's a great city to walk in,” said Mayor Gregor Robertson, as he voted for the measures. The high number of deaths this year – double what the statistic was for the entire year last year – has attracted a lot of attention in a city that takes pride in the way it has transformed its downtown into a livable residential zone where thousands of people walk to work. But that issue is just one that the city is moving on quickly, in what has become the traditional month for getting an extraordinary amount of city business done. This year, however, is different, with an election fast approaching. For Vancouver council, already one of the most activist in recent memory, this July has become the month to drive through many of the big, ambitious policy documents that will set the stage for the fall election. Besides the pedestrian safety report, July has also brought council’s comprehensive plan for becoming the world’s greenest city, a plan for tackling not just homelessness but also affordable housing, a plan for removing downtown viaducts that constitute a major commuter route in the city, and an analysis of the economic impact of downtown bike lanes and how to reduce it. Mr. Robertson acknowledges frankly that the July reports are setting the stage for Vision Vancouver's election platform. “These do set the direction for the next term and beyond,” said the mayor, in a brief break Tuesday between three sets of meetings that extended from 9:30 a.m. to near midnight. “This is an overall framework for the action steps ahead.” But the mayor's biggest critic, the woman running against him for his job, said the problem is that too much of what's being driven through is so vague and lacking in detail as to be meaningless. The housing and homelessness report, says Non-Partisan Association Councillor Suzanne Anton, is muddled and, at points, incomprehensible. “It's a demonstration of how things have been rushed through,” she said, eating a quick soup-and-sandwich lunch at her desk before starting the next meeting. The Greenest City 2020 Action Plan, she said, is meaningless. “They spent two years on that document and I don't know where it takes us. It's a whole bunch of complete unknowables.” But Mr. Robertson said the plans, which range from creating a hub to showcase local green-tech companies to charging lower permit fees for those reducing greenhouse-gas emissions, have plenty of details. It will be enough for voters to get a sense of the direction that the city wants to move in, he believes. In spite of the political fighting, however, one initiative on which the mayor and Ms. Anton agree is the one on pedestrian safety. Ms. Anton said she doesn't see that report as having been rushed through too quickly. She voted against the idea of the 30-kilometre-an-hour trial in the Downtown Eastside until others who use the road heavily – trucks, taxis, limousines and commuters – can be consulted about the impacts. But she supported everything else. Special to The Globe and Mail

12 years, 8 months

Economic impact of cycling & Increasing participation

by Charles Feaver

An interesting article on the BBC web site; http://www.bbc.co.uk/news/uk-14610857 about a study which measures the economic impact of cycling The bottom of that page includes a link to an article that shows how some efforts to get people cycling can have rather low impact rates. Getting participation up takes effective promotional activity once the facilities are in place...

12 years, 8 months

CanStar Weekly online: Group's cycling survey reveals some interesting results

by Beth McKechnie

Group’s cycling survey reveals some interesting results By: Marlo Campbell Posted: 08/24/2011 "If you build it, they will come," seems to be the theory underlying recent investments in local active-transportation infrastructure. Last year saw an unprecedented $20.4 million was spent on upgrades to Winnipeg’s AT network — everything from improved signage and painted bike lanes to new multi-use pathways and those oh-so-controversial traffic-calming circles. One assumes the goal of such investments is to encourage more citizens to cycle by making it safer and more convenient to do so — which begs the question: how do we know whether the improvements are having the desired effect? The answer: count the number of Winnipeggers riding bikes. Bike to the Future, a volunteer-run organization working to promote cycling as a means of transportation, has been doing exactly this for the past five years. Each spring, it stations people at various locations around the city during morning and afternoon rush hours to document the level of bicycle traffic. Because its focus is on commuter cycling, counts are limited to weekdays with special attention paid to routes in and out of downtown, particularly "choke points" (such as bridges) that cyclists can’t avoid. Since 2007, volunteers have completed 312 counts at 86 locations. This year, they completed 96 counts at 45 locations — 21 of which formed a circle downtown, although counts were also done in Fort Garry near the University of Manitoba, in St. Vital at Dakota Street and Bishop Grandin Boulevard, in St. James at Overdale Street and Bruce Avenue, and in West Kildonan at Main Street and the Chief Peguis Trail. The 2011 final report was released Aug. 12 and is available at biketothefuture.org. It estimates 5,600 Winnipeggers commute into downtown by bike on a typical spring weekday — but volunteers recorded other things, too. For example, 61% of cyclists were observed to be wearing helmets (more women than men), while, on average, 53% of cyclists rode illegally on sidewalks. Jeremy Hull, the volunteer co-ordinator/manager of the annual count, says sidewalk riding depends a lot on location. Take the underpass on Pembina Highway near Jubilee Avenue, for example. "People are very afraid of going through the underpass," Hull says. "They’ll cross Pembina and take the sidewalk and then come back — at quite a bit of extra inconvenience to them, in some cases." This year’s most surprising finding is an apparent 20% decline in commuter cycling traffic from 2010 (although it should be noted that overall bike traffic has increased by an estimated 20% since 2007). Hull suggests this could be explained by geography and Bike to the Future’s limited capacity. "Maybe cycling is increasing in general, but maybe, because we’re counting at these places that haven’t been improved, like the bridges, we’re not capturing it. So maybe people are cycling more on those trails within Fort Rouge or within St. James or within other area of the city, but they’re not crossing the bridges; they’re taking short trips and doing things within their neighbourhoods, or going on some of the new trails that we just aren’t capturing." Hull’s hypothesis begs another question: why is the city relying on volunteers to collect such important data? If it’s truly committed to developing Winnipeg’s AT network, shouldn’t it also be committed to documenting cycling trends in order to know where future investments are needed? If you build it, they will come — but only if you build it right. *Marlo Campbell drives a car to work but cycles for fun. There’s no way in hell she’d ride her bike through the Pembina underpass.* http://www.winnipegfreepress.com/our-communities/column/

12 years, 8 months

APBP 2011 Professional Development Seminars

by Mark Cohoe

*APBP 2011 Professional Development Seminar *October 24-27 | Charlotte, N.C. Details and registration: www.apbppds.org <http://www.apbp.org/link.asp?e=markc@biketothefuture.org&job=444708&ymlink=…> *Early registration rates in effect through September 14* Plan to attend the best sustainable transportation conference in 2011! Join a wide cohort of bicycle and pedestrian staff, consultants, engineers, planners, landscape architects, policymakers, advocates, and many others at APBP's Professional Development Seminar in Charlotte, N.C., October 24-27. Complete Streets is the focus of this year's seminar, and Charlotte is a living laboratory where participants can explore textbook policy and exemplary implementation. Three conference tracks will focus on Complete Streets Design and Implementation, Livability and Economic Development, and New Guidelines, Research and Standards. PDS participants may choose from 26 in-depth, three-hour classroom and mobile sessions beginning Tuesday, October 25. Special all-day intensive seminars on Monday, October 24, offer deep classroom learning opportunities about Smart Trips, Healthy Living In Place, and Toward Zero Deaths as well as mobile sessions to Greenville and Spartanburg, S.C. and Davidson, N.C. Attendees will have the opportunity to learn from a dream team of bike/ped experts, including Andy Clarke, League of American Bicyclists; Barbara McCann, National Complete Streets Coalition; Dan Burden, Walkable and Livable Communities Institute; exceptional professionals from Charlotte's Department of Transportation; and many other recognized masters. Find the conference agenda and session details at www.apbppds.org <http://www.apbp.org/link.asp?e=markc@biketothefuture.org&job=444708&ymlink=…>. A student poster contest offers five winners the chance to attend the conference through a student scholarship award and travel stipend. Conference Location and Hotel: The Blake Hotel 555 South McDowell Street Charlotte, NC28204 (704) 372-4100 Website: http://www.blakehotelnc.com/ <http://www.apbp.org/link.asp?e=markc@biketothefuture.org&job=444708&ymlink=…> Click here <http://www.apbp.org/link.asp?e=markc@biketothefuture.org&job=444708&ymlink=…> to learn how to make your reservation at the group rate of $95 (king) or $129 (two doubles) per night. The room block is open until 9/23/11 or until full, whichever occurs first. The GSA per diem hotel rate for Charlotte is $95. For exhibit and sponsorship opportunities, contact sponsorship(a)apbp.org <mailto:sponsorship@apbp.org>. Association of Pedestrian and Bicycle Professionals PO Box 93 . Cedarburg, WI . 53012 262.228.7025 . info(a)apbp.org <mailto:info@apbp.org> www.apbp.org <http://www.apbp.org/link.asp?e=markc@biketothefuture.org&job=444708&ymlink=…>

12 years, 8 months

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AT-Network August 2011