** 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.
_ ( \ _
Groups push for active transportation Centreport hub should include trails,
By: Matt Preprost
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
"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
"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."
Minneapolis? More like Bike-opolis
by Tim De Chant
25 Aug 2011
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
and a few months before, the League of American Bicyclists gave it a gold
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
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
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>.
Valets ease cyclists' worries Group seeking bike-minders
By: Erin Madden
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
"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
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
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
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
. 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.
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
“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
“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
>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
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
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
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
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,
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
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...
Group’s cycling survey reveals some interesting results
By: Marlo Campbell
"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
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
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
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
"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
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
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.*
*APBP 2011 Professional Development Seminar
*October 24-27 | Charlotte, N.C.
Details and registration: www.apbppds.org
*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
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
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
Association of Pedestrian and Bicycle Professionals
PO Box 93 . Cedarburg, WI . 53012
262.228.7025 . info(a)apbp.org <mailto:email@example.com>