Green Action Centre invites you to join us for a local viewing of the
upcoming America Trails webinar at the EcoCentre (3rd floor, 303 Portage
Ave) followed by group discussion of local applications.* *Detailed
description provided below.
*Data and Resources to Propel Local Walking Programs and Solutions
Thursday, Nov. 29, 2012 | 1:00 - 2:30 p.m. CST*
RSVPs are appreciated but not necessary. Hope to see you then!
Please note that this is a free webinar, so you can also register
individually if you prefer (https://www1.gotomeeting.com/register/886842880)
* * * * *
All Things Walking Webinar Series
*Webinar Topic #1: Data and Resources to Propel Local Walking Programs and
*Have you wondered how to keep up with all the tools and data available for
successful local walking initiatives?*
This webinar, the "kickoff" of a new series, will provide you with in-depth
information and resources to support your work at the state, tribal and
- Tom Schmid, Sr. Evaluation Specialist, Centers for Disease Control and
Prevention (CDC) Physical Activity and Health Branch
- Laura MacNeil, Planner II, Sam Schwartz Engineering
- Scott Bricker, Executive Director, America Walks
*Tom* will talk about how the CDC has a growing interest in promoting
walking as a critical intervention to improving public health, their
that highlights encouraging trends in walking among adults, and exciting work
that addresses walking.
*Laura,* whose engineering firm partnered with America Walks to develop the
new Steps to a Walkable Community
will talk about the Guide and how to use this book and our "soon-to
be-launched" on-line resource to develop strategies toward walkable
*Scott* will give an overview of how America Walks is working to
partnerships to advance walking initiatives. He'll also talk about our
on-line technical resources, community Walking Action Network workshops,
and give an update on our national campaign strategy.
Winnipeg cyclists not sold on speed limit increasesBy Shane Gibson | Metro
While the province’s Highway Traffic Board considers increasing the speed
limit on a number of Winnipeg streets a group of city cyclists who advocate
for bike safety say not so fast.
Bike to the Future executive director Mark Cohoe told Metro the group would
meet Tuesday night to discuss the changes proposed for many four-lane
divided streets in Winnipeg.
“It’s really seems they haven’t thought about cyclists,” said Cohoe. “They
are just thinking about how to get cars moving quicker but they have to put
the context of all road users into consideration as well.”
The Highway Traffic Board has reviewed all the existing 50-km/h four-lane
divided roadways within the city and is considering increasing them to
Board chair Al Rivers explained the idea is to eliminate sections where
speed limits suddenly change—which have become popular spots for cops to
set up speed traps.
“It’s just far too confusing,” said Rivers. “Our job is to make everything
as consistent as possible, and when you do that the roadways become safer.”
Among the dozens of roadways being considered for increases are University
Crescent between Chancellor Matheson Road and Pembina Highway, Broadway
between Osborne Street and Main Street and Moray Street between Portage
Avenue and Ness Avenue.
Cohoe is also worried about pedestrian safety on roadways like Waverly
Street between Taylor Avenue and Grant Avenue that have residential houses
on both sides.
“It seems like they’ve gone with the decision that if a roadway is divided
it automatically goes to a higher speed limit, and for some of the areas
that doesn’t really make a lot of sense,” he said.
The board has three public hearings planned for Nov. 27, Dec. 4, and Dec.
11 to go over the proposed changes with Winnipeggers, and Rivers said it’s
too soon to say if or when limits will increase.
*A breakdown of streets under consideration for speed limit increases in
On *November 27/12* the Board will be hearing the following streets:
- Dugald Road, between a point 400 metres east and west of Plessis Road;
- Grant Avenue, between Kenaston Boulevard and Stafford Street
- Pembina Highway, between Ducharme Avenue and the bridge crossing the
La Salle River (also under consideration is increasing the speed zone from
60 km/h to 80 km/h between rue des Trappistes to south of Turnbull Drive
and increase the 90 km/h to 100 km/h between Turnbull Drive and the City
- Waverley Street, between Taylor Avenue and Grant Avenue.
On *December 4, 2012* the Board will be hearing the following streets:
- Corydon Avenue, between Kelvin Boulevard and Cambridge Street;
- Roblin Boulevard, between Haney Street and Wexford Street;
- University Crescent, between Chancellor Matheson Road and Pembina
On *December 11, 2012* the Board will be hearing the following streets:
- Broadway, between Osborne Street and Main Street;
- Memorial Boulevard/Colony Street/Balmoral Street, between Broadway and
- Isabel Street/Salter Street, between William Avenue and Stella Avenue;
- Main Street, between Assiniboine Avenue and Manitoba Avenue;
- Inkster Boulevard, between Lansdowne Avenue and Main Street;
- Moray Street, between Portage Avenue and Ness Avenue;
- Wellington Avenue, between the east limit of James Armstrong
Richardson International Airport and St. James Street.
Additional streets not yet advertised:
- Kenaston Boulevard;
- Taylor Avenue;
- Provencher Boulevard.
Just off the phone with Chris Baker, MMM group.
Chris is organizing the Manitoba Capital Region Transportation Master Plan
Chris assured me the decision has been made to hold an Open House IN
Winnipeg - Date and Location to be announced.
Currently the three open houses being held are outside of Winnipeg but due
to multiple requests - MMM Group will be holding one in Winnipeg.
SEE THE SURVEY posted - please respond - there are multiple active
located on this website: http://www.wmcrp.com/
This is a pretty interesting perspective of life on 2 wheels. Can’t agree with the reference to “hugging the curb” but it unfortunately what many cyclists believe to be safe.
Life in the curb lane
A grandmother spends a summer as a bike courier -- and lives to tell the tale
By: Bev Watson
Bev Watson learned an important lesson in her summer of cycling: Bike couriers don't cry.
Bev Watson learned an important lesson in her summer of cycling: Bike couriers don't cry.
The traffic on St. Mary's Road didn't seem as busy one morning as I neared Fermor Avenue to head back to the Exchange District. I can pedal at a fairly fast clip when my legs feel like it. I was making good time; I could feel the strength in my quadriceps, and I smiled. I was becoming quite proud of the shape my legs were in and how many miles they could take me on my bike.
As I cruised along, I became aware of the roar of a loud engine coming up behind me. That sound seems to spark a "spidey-sense" in cyclists; it usually means a large vehicle is approaching, and you automatically double check to make sure you're hugging the curb.
Turning my head slightly to the left, I could see out of the corner of my eye a large dump truck gaining on me at a good clip, but he moved to the left lane. Suddenly, a second dump truck was speeding up to pass him in the curb lane; he was at my side in a split second: engine roaring in my ears, wheels up to my shoulder spinning in a blur, passing me by a whisper. I screamed out loud. And then swore. Out loud.
It's my third week as a bike courier. I'm 51 years old. And I'm a grandmother.
If I could have caught up with that truck driver, who was probably my son's age or younger, he would have had some finger wagging like never before. What if it were his grandmother, I'd say. How would you feel if someone did that to her? I'd ask him. She could be horribly hurt or even dead, all because someone was in a hurry, I'd nag, shaking my finger in his face. I'm sure he would no more than roll his eyes and drive away shaking his head at the crazy old lady.
I worked for Natural Cycle Courier for four months this summer. They deliver anywhere in the city, 12 months a year. They use no cars; larger items are towed behind the bike on a trailer. And they're all very young. I swear I have 10 years on their mothers. But they took me on, and I had a summer like no other.
My new job as a bike courier opened my eyes to life in the curb lane. I've heard that cyclists are a nuisance. I've heard sneers at their "saving the environment" and their young, granola-thinking attitudes. I've heard comments that they ride bikes because they just can't afford cars. I know otherwise.
We're young; we're old. We're rich; we're poor. We're fit; we're fat. We do indeed "save the environment" to some degree every time we don't use a car, but we do own cars. A few of us weave in and out of traffic; most of us follow the rules of the road, and don't like to be lumped into the same group as the weavers. We are horrified when another cyclist -- stranger or not -- is injured or killed on the streets. And we don't like the "you're just asking for it" responses that we hear.
The cyclist you see every day throughout the city is a student saving money to get through university. She's a girl who wants to play her part in doing something "green." He's a janitor making a few extra dollars working as a courier. It's a business woman taking a hiatus for a summer to take her mind off things. It's a grandmother wanting to get into better shape. And none of us want to lose our lives for a dump truck in a hurry.
In my four months of pedalling, I've been hit by two cars and wiped out three times. I've cut my knee, scraped my legs and bruised my hips. I've been yelled at: "Get on the sidewalk!" "Get off the sidewalk!" "You're in my lane," and "Get your fat ass off the road."
I've discovered a real camaraderie between bike couriers and bike commuters alike. "Girl power!" yelled one cyclist with her long thick red hair flowing out from under her helmet. "Good for you!" calls out one man with a salt-and-pepper beard as he pedals along with his own deliveries. We talk about our bikes, we brag of miles travelled, and we share stories of those close calls.
I grew to love the painted bike lanes on the downtown one-way streets. There's something about that solid white line embracing that large white bicycle decal that seems to keep vehicles at a safe distance from our handle bars. Diamond lanes create somewhat of a safe haven for us, even though we share the lane with the biggest vehicles out there -- the city buses. Transit drivers may get frustrated with our speed, but most are amazingly patient.
Unpainted streets create a different feel for a cyclist; at times we get crowded out for being "in the car's lane." While some drivers give us no space at all and even speed up to pass, others give us such a wide berth that it causes a danger to cars in the neighbouring lanes. Just take your foot off the gas for a few seconds, squeeze to your left, and you'll be on your way, and so will we.
I shake my head at the poorly thought out bike lanes over the Main Street Bridge. If I take the bike lanes within the cement barrier, they force me onto the sidewalk with no safe way to get back onto the road. If I stay on the road, drivers yell at me to get on the other side of the barrier. And the positioning of the southbound bike lane? Thousands of cars headed into St. Vital are forced down to one lane due to a barricaded bike lane that I can't get on to or off of when I'm cycling. This makes no sense for cyclists or for motorized vehicles. I've seen it from both sides of the barrier.
You quickly learn of roadways in our city that are not bike friendly, or even worse: downright dangerous. St. Anne's Road in South St. Vital has manhole covers in cement four inches higher than the road's surface. At a minimum, that's a horribly bruised crotch. At its worst, it's a deadly wipe-out waiting to happen.
In St. James, the streets are roughest right along the curb. Add that to the very narrow lanes in the congested area and the impatience of the drivers, and it becomes one of the most difficult areas for deliveries. Lagimodiere is simply off limits for cyclists. There's nowhere to go; no paved shoulders and no sidewalks as a safe alternative, legal or not. Travelling in gravel does not work. Just ask my front tire.
In my desperation to meet a delivery deadline, I tried to travel along the side of Highway 59 when my tire sunk into the dirt and threw me down hard. My helmet-covered head hit the dirt just a few feet from the white lined edge of the road. My leg slammed into the gravel, the bike chain ripped my skin and the handlebars stabbed into my side.
I got up, brushed the dirt off my bleeding leg and straightened out my handlebars, while tears welled up in my eyes. I remember thinking "bike couriers don't cry!" So I walked along the gravel with my beat up bike and hurting body; blinking away tears until I reached the next paved intersection. Then I climbed back on my bike, and cycled away. Making my delivery on time.
Bev Watson is a 51-year-old grandmother who has recently hung up her helmet and parked her bike for the winter. She is now driving her car to her much safer office job.
Republished from the Winnipeg Free Press print edition November 18, 2012 A8
'Painful' limits reviewed Manitoba Traffic Board slates public hearings on
By: Bill Redekop
There's a stretch of Pembina Highway just outside St. Norbert where there's
nothing but open highway in front of you... and a 60-kilometre-per-hour
"It's painful" trying to keep to 60 km/h, said Todd Dube of WiseUp
Winnipeg, who argues the limit should be 80 km/h.
"There are horses on one side, a wide-open field on the other, and it's a
Dube and other Winnipeggers can have their say next week when the Manitoba
Traffic Board opens public hearings on several four-lane divided streets
where some people think the speed limits are too low and inconsistent with
other speed limits.
The Manitoba Traffic Board sets speed limits throughout Manitoba, including
Winnipeg. The first public hearing is slated for Nov. 27 at 204-301 Weston
St. starting at 10 a.m.
Two of the disputed sections are on Pembina Highway in St. Norbert.
Officials are studying whether to increase the speed limit from 60 km/h to
80 km/h on the aforementioned stretch from Rue des Trappistes to south of
It is also studying raising the speed from 50 to 60 km/h on Pembina Highway
from north of Ducharme Avenue to south of the bridge crossing La Salle
"It's long overdue" on both scores, said Dube. "We get calls from people
from out of town and from the U.S. (driving into the city on Highway 75)
who just can't believe the City of Winnipeg would allow this."
Another generator of speeding tickets to be reviewed is a stretch along
Dugald Road east and west of Plessis Road. The four-lane divided highway's
speed limit is 70 km/h, then drops suddenly to 50 km/h for just 400 metres,
then shoots back to 70 km/h. Police are often seen hiding in a forested
yard with a radar gun at the start of the 50 km/h stretch.
"That is so egregious. We got a call from an RCMP officer who was so
outraged at getting a ticket there that she said she was going to fight
it," Dube said.
WiseUp considers the stretch along Grant Avenue between Kenaston Boulevard
and Stafford Street as the worst area in terms of the high volume of
photo-radar tickets it generates. A dispute over the accuracy of a
photo-radar mobile unit on Grant near Nathaniel Street launched the
Also being debated next week is increasing the speed limit on Waverley
Street between Taylor and Grant avenues to 60 km/h. A proposal is also
being made to increase the limit to 100 km/h from 90 km/h between a point
300 metres south of Turnbull Drive and the southern city limit.
CAA Manitoba also thinks Winnipeg has some questionable speed limits on
some four-lane divided roads.
"We think (the review) is a really good thing," said Liz Peters,
communications manager for CAA Manitoba. "There are some areas where it's
been a long time coming, St. Norbert in particular. But even places like on
Kenaston, there isn't much reason why the speed limit couldn't be raised a
bit." That would improve traffic flow, she said.
At the same time, CAA wonders how higher speed limits will mesh with
current attempts to reduce speeds in school zones to 30 km/h. CAA is for
some higher speed limits "as long as it's not in conflict with things like
schools," Peters said.
The review is "not just about motorists. It's pedestrians and cyclists and
thinking of kids in school zones, too."
The Manitoba Traffic Board will hold a second public hearing on Dec. 4 at
the same time and place to discuss proposals to increase the speed limit
from 50 to 60 km/h on the following streets:
-- Corydon Avenue between Kelvin Boulevard and Cambridge Street.
-- Roblin Boulevard between Haney and Wexford streets.
-- University Crescent between Chancellor Matheson Road and Pembina Highway.
Speed limits on Kenaston Boulevard, Taylor Avenue and Provencher Boulevard
are already under review.
Are you interested in seeing more sustainable transportation options in
Winnipeg? Do you want to see less congestion, fewer cars, less parking
pressure and less pollution?
We share your vision, and that is why as a group of volunteers, we started
Peg City Car Co-op which now has 4 vehicles in three neighbourhoods that
meet the needs of more than 100 members. We can create more opportunities
for biking, busing, and walking in our city and enable individuals to live
car-free or car-light. Over the next* 2 years*, our co-op would like to
expand into new neighbourhoods and have* 11 vehicles *that serve the
transportation needs of *350 members. *
*You can help get us there*
**Peg City now has investment shares available for purchase! If you would
like to see carsharing grow in Winnipeg, and help us reach our expansion
goals, this will make it happen. We have been approved as an eligible
enterprise under the Province of Manitoba’s *Community Enterprise
Development (CED) Tax Credit Program.
*What does this mean, you ask? Well it means that come tax time, *you will
be eligible to claim a tax credit of *30% of the amount of* your
investment. This is an opportunity to do good for your community (while
getting something in return). How great is that?
*Learn about the investment shares, and view our new video: *
Board Member, Peg City Car Co-op
Tools you can use.
This compliments the US 2010 Highway Capacity Manual.
From: Parks, Jamie
Sent: Friday, November 16, 2012 10:13 AM
Subject: Pedestrian LOS for Unsignalized Crossings (plus Spreadsheet Tool)
Apologies in advance for a long, but hopefully helpful email.
Most of you are likely aware of the new multimodal LOS procedures in the 2010 Highway Capacity Manual that produce LOS A-F scores for pedestrians and bicycles along street segments and at signals. Fewer people (or so it seems to me) know that the HCM also has a new method for Pedestrian LOS at Unsignalized Crossings (found in Chapter 19: Two-Way Stop-Controlled Intersections). The method uses traffic volumes, crossing distance, and the likely yielding behavior resulting from any traffic control devices that may be present (e.g., rapid flash beacons) to estimate pedestrian delay which in turn determines the LOS grade. Default yield rates for common treatments are provided based on NCHRP 562 and other research, but can be supplemented/adjusted based on local experience.
The intent is to complement the NCHRP 562: Pedestrian Safety at Unsignalized Crossings and FHWA Safety Effects of Marked versus Unmarked Crosswalks studies to (1) provide positive guidance on what treatments are likely to be most effective for a given location and (2) demonstrate the need for/impact of crossing investments using a readily understood metric (i.e., LOS). A quick example of how this works for a road diet and rapid flash beacon applied to a 4-lane undivided highway:
44 foot crossing distance
2,000 vehicles per hour
10% yield rate (based on standard marked crosswalk)
Results: Delay = 600s, LOS = F
Note: actual pedestrians would not wait 10 minutes to cross here. They would likely walk to the nearest signal, pick a small gap in traffic and run, or cross "frogger-style" where they do not wait for the entire roadway is clear to begin crossing. The point is that any of these results are extreme inconveniences to pedestrians, and potential safety hazards.
Conversion to 3-lane section with median island:
11 foot crossing distance (x2 for each stage)
1,000 vehicles per hour (x2 for each stage)
10% yield rate
Results: Delay = 15s, LOS = C
Conversion to 3-lane section with Median Island (plus Rapid Flash Beacon):
11 foot crossing distance (x2 for each stage)
1,000 vehicles per hour (x2 for each stage)
80% yield rate (based on rapid flash beacon research)
Results: Delay = 4s, LOS = A
The results show dramatic improvements for pedestrians from the road diet, which could be used to justify the expense or demonstrate the benefits of such a conversion (especially useful if the conversion were to degrade auto LOS). Compared to the urban streets Ped LOS, the methodology is easy to apply and generally provides intuitive results (for instance, road diets actually DEGRADE urban streets ped LOS in many cases). Of course I may be biased, since I helped develop the unsignalized methodology!
Anyway, the biggest downside to the unsignalized methodology is that is requires a lot of math (probability associated with yielding across multiple lanes, etc.), and it recently came to my attention that unfortunately none of the 2010 HCM software yet includes the methodology. To that end, I have created what I hope is a user-friendly spreadsheet/computational engine to implement the procedures. With this spreadsheet, getting results takes only a couple minutes (I spent 4 minutes putting together the example shown above). I've placed a copy of the spreadsheet on my Dropbox here: https://dl.dropbox.com/u/92064587/Ch19_PedLOS.xlsx. Please take a look, play around with it, and see what you think. I've left everything unprotected so that people can what's going on, check the formulas, and alter it for their purposes, but please use caution not to disrupt the calculations!
If you've read this far, thanks for bearing with me. Please feel free to let me know if you have any questions.
Jamie Parks, AICP
Complete Streets Program Manager
City of Oakland | Public Works Agency | APWA Accredited Agency
250 Frank H Ogawa Plaza, Ste 4314 | Oakland, CA 94612
(510) 238-6613| (443) 235-6873 Mobile
Report A Problem | Public Works Agency Call Center | (510) 615-5566
www.oaklandpw.com<http://www2.oaklandnet.com/Government/o/PWA/Connect/ReportaProblem/index.htm> | pwacallcenter(a)oaklandnet.com<mailto:email@example.com> | Mobile app: SeeClickFix<http://www.seeclickfix.com/oakland/>
Active Transportation and Cardiovascular Disease Risk Factors in U.S.
MD, MHS | Mayur M.
Download full pdf:
Evidence of associations between active transportation (walking and
bicycling for transportation) and health outcomes is limited. Better
understanding of this relationship would inform efforts to increase
physical activity by promoting active transportation.
This study examined associations between active transportation and
cardiovascular disease risk factors in U.S. adults.
Using the 2007-2008 and 2009-2010 cycles of the National Health and
Nutrition Examination Survey (NHANES), adults (N=9933) were classified by
level of active transportation. Multivariable linear and logistic
regression analyses controlled for sociodemographic characteristics,
smoking status, and minutes/week of non-active transportation physical
activity. Analyses were conducted in 2011.
Overall, 76% reported no active transportation. Compared with no active
transportation, mean BMI was lower among individuals with low (-0.9, 95%
CI= -1.4, -0.5) and high (-1.2, 95% CI= -1.7, -0.8) levels of active
transportation. Mean waist circumference was lower in the low (-2.2 cm, 95%
CI= -3.2, -1.2) and high (-3.1 cm, 95% CI= -4.3, -1.9) active
transportation groups. The odds of hypertension were 24% lower (AOR=0.76,
95% CI=0.61, 0.94) and 31% lower (AOR=0.69, 95% CI=0.58, 0.83) among
individuals with low and high levels of active transportation,
respectively, compared with no active transportation. High active
transportation was associated with 31% lower odds of diabetes (AOR=0.69,
95% CI=0.54, 0.88). Active transportation was not associated with
high-density lipoprotein level.
Active transportation was associated with more-favorable cardiovascular
risk factor profiles, providing additional justification for infrastructure
and policies that permit and encourage active transportation.
Campaign launched for nationwide 20mph speed limit as Road Safety Week
Simon_MacMichael <http://road.cc/users/simon-macmichael> , November 19, 2012
A number of charities led by Sustrans have joined forces to launch a
campaign calling for 20mph to be made the default speed limit on roads in
built-up areas. The campaign, GO 20 <http://www.go20.org> , is launched
today to coincide with the start of Road Safety Week, which continues until
next Sunday 25 November.
While some local authorities in England have already introduced 20mph speed
limits on all or some of their roads - Oxford and Portsmouth, for instance,
have city-wide limits, while Merseyside is introducing it on an area by area
basis - Brake and the organisations that have joined it the campaign are
calling for such a limit to be introduced nationwide.
In the meantime, they are asking more local authorities to implement the
speed limit, as well as appealing to motorists to reduce their speed to
20mph when driving near schools, shops and residential areas.
A survey of 8,000 schoolchildren aged 7-11 years conducted by Brake, Brain
Injury Group and Specavers ahead of Road Safety Week and the launch of GO20
Seven in 10 (70%) say they would be able to walk and cycle more if roads in
their neighbourhood were less dangerous
More than three-quarters (77%) say drivers need to slow down around their
home and school
Four in 10 (43%) say they have been hit or nearly hit while walking or
cycling, and more than half (54%) worry about being hurt by traffic when out
72% said they would like to walk and cycle more than they do at present
75% would like more traffic-free cycle paths in their area, while 61% would
like more footpaths, pavements and crossings, which they could use to get to
school, the park, shops or to see friends
38% said they are not allowed to walk unaccompanied and 47% said they are
not allowed to cycle unaccompanied.
Brake and the other charities involved in the initiative, which besides
Sustrans include Living Streets, the National Heart Forum, 20's Plenty for
Us, Campaign to Protect Rural England and Ramblers, say that implementing
the lower speed limit would result in:
Fewer casualties: at 20, drivers have much more time to react, to help them
stop in time if they need to, like if a child runs out. Studies show that
when 20 limits replace 30, it means fewer casualties among pedestrians and
More walking and cycling: danger from traffic is a major barrier in enabling
more people to walk and cycle. Town and city-wide 20 limits have resulted in
more people walking and cycling.
Healthier, happier people: More walking and cycling means healthier people,
and more enjoyable outdoors activity for kids and adults. It helps
communities interact and be communities.
Less pollution: GOing 20 means lower emissions from vehicle journeys. Plus
if more people can switch their commute or school run to foot or bike, it
means less polluting traffic.
Lower costs: Poor health from inactivity costs society dearly. Road
casualties cost even more, due to the suffering and burden on health and
Preventing casualties and improving health means GOing 20 pays for itself
many times over. It also helps people save money by choosing the cheapest
ways to get about: foot and bike.
Julie Townsend, deputy chief executive of Brake, said: "GO 20 is all about
enabling people to walk and cycle without fear or threat.
"If we are to bring about a 2012 legacy of more active communities, we need
to make our streets and communities safer places.
"Fleet operators can play an essential role in bringing this about, by
ensuring their drivers always put protecting people first, and understand
the vital importance of slowing down.
"Our main message in Road Safety Week is appealing to drivers to stay well
within limits, and slow down to 20 around homes, schools and shops.
"It makes roads safer for walking and cycling, and makes little difference
to journey times.
"It's great so many fleet operators are getting involved and helping to
communicate this and other life-saving messages this year.
"We urge other employers to register on the Road Safety Week website to get
our free guidance on managing driver speed."
The campaign will be formally launched at 1030 this morning with a walking
and cycling street party at William Tyndale Primary School in the London
Borough of Islington, the first in London to introduce a borough-wide 20mph
Malcolm Shepherd, chief executive of Sustrans, commented: "A 20mph national
speed limit would save lives and make our streets better places to
socialise, play, walk and cycle.
"It would also improve our health, tackling obesity and heart disease as
well as reducing the burden on the NHS.
"A 20mph limit is already in place in many parts of the country, but a
postcode lottery where children are safer in some areas than others is not
"A new national limit would save money for public health, education and
transport budgets, and the Government should now act to lower speeds on
streets where we live, work and play."
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