Green Action Centre and Bike to the Future invite you to join us for a
local viewing of the upcoming APBP webinar at the EcoCentre (3rd floor, 303
Portage Ave) followed by group discussion.*
*The Green Lane Project*
Wednesday, October 31st | 2:00 to 3:00 p.m. CDT
Learn about the scope and progress of the Green Lane Project, the Bikes
Belong initiative aimed at building support and advancing best practices
for separated, protected on-street bicycle facilities. The session includes
detailed case studies of new protected bike lane installations in Chicago
and San Francisco.
RSVPs are appreciated but not necessary. Hope to see you then!
Lots of interesting cross Canada information out on Cycle tracks and
Buffered Bike Lanes -
Time for another update - lots occurring since the last Pembina update 9
See the detailed construction at the BUS STOPS on the east side of Pembina
(northbound traffic) occurring in front of CanadInns.
See detail prepping for concrete - and after concrete is poured.
Bricks are to be inlaid into the concrete.
I have put a blue line where I believe is to be the 'bike lane' and the
route it maneuvers through the bus stops.
The construction team has completed 2 of 4 bus stops on the east side of
There are 4 bus stops that I see on the west side of Pembina - so, another 6
in total to be constructed / concrete and bricks laid before snow falls!
Then the remaining asphalt on the east side - THEN the poly post
installation on the road itself.
Super exciting -
Cycle Tracks Planned for Centre City
On Wednesday, City Council's Standing Policy Committee on Transportation
and Transit received an update on the Cycling
Strategy<http://bikecalgary.org/node/3710>from Tom Thivener (and
comments from Bike Calgary). The update included a
plan for cycle tracks in the downtown core and the Beltline. Instead of
previously-planned painted bike lanes along 6 and 7 Street, the
Transportation Department has agreed to install innovative bike facilities
that separate cyclists from both pedestrians and car traffic. There will
be either two one-way cycle tracks along 6 and 7 St, or one two-way cycle
track along 7 Street, as early as Spring 2013, connecting the 8 Avenue SW
bike route to the Bow River pathway. In phase 2, 8 Avenue SW itself will
get upgraded to a cycle track, and connected to the Beltline through the 5
Street SW underpass. The half-hearted attempt at a rush-hour only bike
lane along 10 Avenue SW will be reviewed, and may be replaced either with a
permanent bike lane or cycle tracks along 11 and/or 12 Avenues SW to
provide connectivity through the Beltline. Phase 3 (2015) is yet to be
Bicycle facilities in the downtown core and the Beltline face opposition,
especially from businesses concerned about hourly street parking.
track design options<http://nacto.org/cities-for-cycling/design-guide/cycle-tracks/>include
using parked cars as the physical barrier to moving traffic, as in
the most famous example of a two-way cycle track in North America, Prospect
Park West in Brooklyn<http://www.nyc.gov/html/dot/html/bicyclists/prospectparkwest.shtml>.
Moreover, on-street parking spaces may be added at the same time in other
places. Detractors often cite the notoriously high monthly parking rate in
downtown Calgary in this connection, but forget to mention that in hourly
on-street parking rates, Calgary's rates are in line with Vancouver's and
and well behind Toronto's or Montreal's. At the same time, we can expect
significant benefits from installing bike infrastructure: reductions in
collisions, speeding, sidewalk riding, more people riding bicycles
(especially those not comfortable riding with traffic), as well as
increased acceptance by pedestrians and businesses. In installing cycle
tracks in the downtown core, Calgary would follow the successful example of
[Snipped from CenterLine
| BikePed News You Can Use]
*COMPREHENSIVE GUIDE FOR IMPLEMENTING BIKE SHARE PROGRAMS*
On Sept. 7th, "The Pedestrian and Bicycle Information Center and Toole
Design Group released the results from their comprehensive national study
of current bike sharing programs in the United States. "Bike Sharing in The
United States: State of the Practice and Guide to
is designed to provide guidance on how to plan, implement and measure the
success of bike share programs in communities of all sizes.
"The 68-page Guide has been designed to serve as a resource for a broad
audience, including transportation planning professionals, as well as
public officials considering implementation of a bike share program... [It]
is based on an exhaustive analysis of twelve existing and planned bike
share programs from across the U.S., explores the evolution of bike sharing
in the U.S., defines success factors, describes the step-by-step approach
to implementing a bike share program, documents existing costs, examines
the different models of provision and funding, and describes metrics for
monitoring and evaluating program success."
(Just a friendly reminder to sign up today if you are interested in
attending either session 1 or 2!)
> *Creative Commuting Ambassador Training I
> You are invited to a FREE, half-day interactive workshop on becoming a
> Creative Commuting Ambassador at your workplace! Get the tools and guidance
> to help improve commuter options on-site and support your coworkers to get
> the most out of their commutes.
> *Hands-on training and resources you'll get at the workshop:*
> - Training in bike route planning
> - Experience with all the latest Winnipeg Transit tools
> - An evaluation of your workplace's existing commuter options
> - A folder filled with tools and resources relevant to your workplace
> - Ideas for a simple project to apply these tools and resources right
> *Workshop date:* Thursday, November 1st, 1:00 pm - 4:00 pm
> Workshop location*: EcoCentre boardroom (3rd floor, 303 Portage Ave)
> Creative Commuting Ambassador Training II: Behaviour Change
> Do you want to sing the praises of creative commuting with your
> co-workers, but no one seems to be listening? This FREE, interactive
> half-day training session is for you! Explore the many facets of behaviour
> change from a social marketing, transitions, and systems perspective. Walk
> away with some strategies you can apply to create a more commuter friendly
> and active workplace.
> *Hands-on training and resources you’ll get at the workshop:*
> - Tools and strategies to engage your co-workers more effectively
> - Greater knowledge of behaviour change
> - Local success stories
> - Program and communication ideas you can begin to apply right away
> *Workshop date:* Thursday, November 8th, 1:00 pm - 4:00 pm
> *Workshop location:* EcoCentre boardroom (3rd floor, 303 Portage Ave)
> Register today by contacting Jessie Klassen at 925-3772 or
> jessie(a)greenactioncentre.ca. *
> *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/>
** Please share widely! **
Join Green Action Centre's Active and Safe Routes to School Manitoba
<http://greenactioncentre.ca/programs/asrts>team as we host our first ever
webinar (online seminar) series this November 2012-January 2013. Our team
has put our heads together and come up with 5 great sessions that will
address some of questions we get asked most from parents, schools,
communities, and municipalities!
Please click here to see full descriptions and to
the free sessions which will take place in our online WIMBA learning
classroom (ie - from the comfort of your own computer!).
Note: If you cannot attend the time of a session you would like to see,
please register anyway as we will be sure to circulate the recorded archive
following the event.
*How to Start a Bike Repair Program & Shop in Your School or Community*
*Date and time:* November 23, 2012 at 12:30pm-1:30pm
*Presenter: *Geoff Heath – the WRENCH <http://http://thewrench.ca/>
*5 Key Bike Safety Tips for Kids (Ages 9-11)*
*Date and Time:* November 30, 2012 at 12:30pm-1:00pm
*Presenter:* Dave Elmore – Green Action Centre
*Winter Walking Activities for your Classroom or After School Program*
*Date and Time:* December 7, 2012 at 12:30pm-1:30pm
*Presenter:* Shoni Litinsky and Lea Grzenda – Green Action Centre
*Building a Culture of Walking and Cycling*
*Date and Time: *January 10, 2013 at 12:30pm-1:30pm
*Presenter:* Lea Grzenda and Masha Giller – Green Action Centre
*Pedestrian and Bicycle Engineering 101 for School Travel*
*Date and Time:* January 18, 2013 at 12:30pm-1:30pm
*Presenter:* Anders Swanson – Green Action Centre
We hope you will join us!
*Shoni Litinsky* | Active and Safe Routes to School
Green Action Centre <http://greenactioncentre.ca/>
3rd floor, 303 Portage Avenue* | *(204) 925-3773
Green Action Centre is your non-profit hub for greener living.
Support our work by becoming a
Find us here<http://greenactioncentre.ca/content/ecocentre-directions-and-travel-options/>
Separated bike lanes make cyclists safer, study says
One of the most ambitious studies of bicycle injuries ever conducted in
Canada has reach a conclusion that won’t surprise anyone who rides to work:
It is far safer to travel on a physically separated bike lane than on busy
The research, led by Prof. Kay Teschke of the University of British
Columbia’s school of population and public health, involved interviewing
hundreds of victims of bike accidents in Toronto and Vancouver, and then
studying the location where the accident took place.
More Related to this Story
Bicycle Data Toronto falling behind pack in averting bicycle
collisions, data reveals
Helmets can prevent bicycling deaths, study finds
Toronto's Jarvis bike lanes to be removed by end of year
Explore the data: Toronto bicycle collisions mapped over 25
The analysis, published in the American Journal of Public Health, shows
that a cyclist is ten times as likely to be injured on busy street with
parked cars than on a cycle lane alongside the street, separated by a
It is also much safer to bike on less busy local streets, major streets
without parked cars, and on bike lanes through parks, the study found. On
those routes, the risk of injury is about half what it is on a busy street
with parked cars.
The study shows there is a “dramatic reduction” in accidents when separated
bike lanes exist, Prof. Teschke said. And it underlined how much more
likely bike accidents are to occur if there is construction, steep hills,
or, in the case of Toronto, streetcar tracks.
Indeed, nearly one-third of the accidents studied in Toronto occurred on
streetcar tracks, either with bike wheels getting caught in the tracks or
slipping on the slippery rails.
Prof. Teschke said the results jibe with earlier studies of route
preferences that indicate people don’t like to ride on busy streets. This
research shows “there is a reason for that [attitude]. People’s gut
reaction is the correct reaction.”
The study could bolster the action being taken in many large North American
cities, where separated bike lines are now being constructed. Vancouver and
Montreal already have many kilometres of separated lanes, and the first one
in Toronto is now being built along Sherbourne St. on the east side of the
While there are enough separated bike lanes in Montreal to form a connected
network throughout the downtown core, Vancouver is not at that point yet,
and Toronto is years away from anything similar, said Toronto bicycle
consultant Yvonne Bambrick. “If you have one little space that [has
separated lanes] and everywhere else is regular, it doesn’t make any
sense,” she says.
She also notes that the design of separate lanes is crucial in making them
safe and functional. The new bike lane on Toronto’s Sherbourne Street has
been criticized because its barrier is so low that it will still allow
delivery vehicles to pull into it and park.
The UBC study interviewed 690 people who were injured in bike accidents,
414 from Vancouver and 276 from Toronto. Almost three-quarters of the
accidents involved collisions with motor vehicles.
*The future of driving - seeing the back of the car*
*In the rich world, people seem to be driving less than they used to*
For transportation geeks, this comprehensive article from The Economist
about driving levels and car ownership includes some compelling statistics.
* At Canary Wharf, a business district in east London, 100,000 jobs are
supported by only 3,000 parking spaces.
* Space is already at a premium in dense centres such as Jakarta, where the
number of cars is growing ten times faster than the roads available for
them to roll on.
Read the full article: http://www.economist.com/node/21563280
[Nice to see these columns about Copenhagen and other bike friendly cities
keep popping up in the Free Press...]
We could learn from Copenhagen, Moscow
By: Michael Czuboka
My wife and I recently spent three days in each of the cities of Copenhagen
St. Petersburg, Russia and Moscow. As Winnipeggers, we could not help but
Returning to Winnipeg, after viewing and travelling over the excellent
streets in these European cities was like coming to a third world country
insofar as road maintenance and quality are concerned.
We love Winnipeg. Our city has many fine qualities, but our roads are
rough, uneven, patched, in some cases dangerous, and in general an absolute
Copenhagen was especially impressive because of the wide and clearly marked
bicycle paths that are a feature of many of its major streets. Copenhagen
has a population of about 528,000, so it is similar in size to Winnipeg
with our population of about 684,000.
We learned that about 40 per cent of Copenhagen's citizens bicycle to work
or school on a system of paths that run for about 400 kilometres. How much
would 400 kilometres cover in Winnipeg? The combined lengths of Portage,
Pembina, Main, Henderson, St. Mary's, St. Anne's, McPhillips and Regent,
according to Sherlock's map of Winnipeg, is less than 200 kilometres. It is
obvious that 400 kilometres of bike paths would cover all of our major
streets very adequately.
Each bicycle path in Copenhagen is about the width of an automobile lane.
Motor vehicles seldom intrude on bicycle paths and cycling is relatively
safe for cyclists of all ages and abilities. We watched in awe as hundreds
of bikers filled the streets every day.
St. Petersburg often is referred to as the most beautiful city in the world
and it is certainly very attractive with many beautiful buildings and
parks. Its major streets, like those of Moscow, seemed to be absolutely
perfect and without blemishes of any kind. Apologists claim that Winnipeg's
cold weather is to blame for many breaks and potholes that occur, but that
excuse does not hold up when Winnipeg's weather is compared with that of
Winnipeg has an average January temperature of -13.2 C; St. Petersburg's is
-6 C, and Moscow's is -9 C. Both Russian cities, like Winnipeg, have winter
temperatures that often plunge to -30 or -40 C.
It appears the Russians, perhaps because of their tendency toward
authoritarian leadership, spend whatever it takes to make perfect roads in
their major cities. Winnipeg's mayors and councils, on the other hand, seem
to base their decisions mainly on the prospect of upcoming elections. "What
do I need to do to get re-elected?" they seem to ask themselves. "Keep
taxes down, of course," is the answer.
Our engineers probably know as much about building good roads as their
compatriots in Russia, but the limited funds allocated to Winnipeg's roads
results mostly in patching and inferior paving that results in limited
longevity. The bright side of our poor roads is it provides our vehicle
repair shops with a lot of extra business.
We did not see any graffiti or beggars in St. Petersburg or Moscow. It
appears that the police and courts are much less forgiving than those in
Ugly overpasses were not evident in the three cities we visited. Is the
Disraeli Freeway really necessary? A tunnel, similar to those of major
cities, would have been much more preferable. Was a tunnel ever considered?
Are our civic leaders lacking in creativity and imagination?
Although we travelled on many streets in St. Petersburg and Moscow, we did
not see even a single road barrier or construction project. The major
streets appear to be in perfect condition and apparently rarely need
patching or new paving. Travelling the streets of Winnipeg, after we
returned, came as a shock. Almost every street seems to have construction
of some kind in progress.
A major problem, however, is not just the construction itself, but rather
how it is organized. Barriers, which restrict the flow of traffic and
create hazardous conditions, often go up for several days or even a week or
more before any construction takes place. There seems to be very limited
communication or co-ordination between those putting up the barriers and
those doing the actual construction.
We were also very impressed by the cleanliness of the streets of St.
Petersburg and Moscow. Looking out of our hotel room window in Moscow early
one morning, we witnessed, much to our amazement, several orange trucks
pouring large quantities of water on the sidewalks and streets. According
to the Moscow News, an English-language publication, thousands of tons of
water are used daily. Winnipeg's streets, by way of comparison, are
generously speaking, unclean. We live in Osborne Village, which recently
was judged to be the best neighbourhood in Canada. We live here, and we
love the place, but street washing in Osborne Village and elsewhere in
Winnipeg takes place only when it rains.
Winnipeg is a great city, but we could improve greatly by studying and
implementing some of the practices of places such as Copenhagen, St.
Petersburg, and Moscow. Let's keep this in mind the next time we have an
election for a mayor and councillors in Winnipeg.
*Michael Czuboka, former superintendent of schools in Manitoba, is the
author of Why It's Hard To Fire Johnny's Teacher; Juba; They Stopped at A
Good Place; and Ukrainian Canadian, Eh.*