AT-Network July 2012

at-network@lists.umanitoba.ca

6 participants
26 discussions

WFP View from the West: Crossing a street needn't be an adventure (July16/12)

by Beth McKechnie

Crossing a street needn't be an adventure By: Don Marks Whether or not to use "pedestrian countdown timers" in Winnipeg has been raised again but not seriously because it would cost $10,000 per intersection. But there must be benefits to them since one is used for streets beside the MTS Centre, which is the most pedestrian-packed area of Winnipeg. We need a more detailed cost analysis of PCTs because there are other benefits to be derived from them and almost all of them involve safety. And shouldn't that be the primary concern anyway? There is an even better way to resolve pedestrian and traffic flow and it doesn't cost diddly, but I'll get to that later. PCTs replace the "Walk, Don't Walk" system with an actual, numbered countdown. This makes sense. How often have you stepped off the curb on a green, only to be slapped by a red palm signal before you are even halfway across the street? Then you have to speed up and this can make crossing the street an adventure for folks with bum knees, let alone crutches and wheelchairs. The PCT tells you the actual number of seconds you have to pace your walk. A study in San Francisco found that a PCT reduced the number of pedestrian crossings on red lights from 14 per cent to nine per cent. More important, pedestrian collisions with motorized vehicles were reduced by more than 50 per cent. The major concern was that PCTs would provide an even greater red flag to the charging bull that amber lights turn drivers into. But instead of speeding up to make a green light, drivers were found to slow down by the countdown which also tells them when a light is going to turn yellow. But this is Winnipeg and we can barely afford to fill the potholes. I happened to come across a system which might provide some relief to the wearying war between cars and pedestrians in Winnipeg. I found this system in Auckland, New Zealand. It's called a "pedestrian scramble" and I know if we had thought of this earlier, we might still have people walking across Canada's most famous intersection at Portage and Main. Look, the biggest problem when it comes to an orderly flow involving pedestrians and vehicles is simply that they get in each other's way. How often have you seen a line of cars backed up for blocks just because a single pedestrian chooses to amble across an intersection in front of a lead car that wants to turn right? Pedestrians impede cars. So the most obvious solution is to separate them from each other. Don't try to move cars through an intersection when people are trying to do the same thing at the same time. And vice versa. A pedestrian scramble brings all vehicular traffic to a halt when it is the pedestrians' turn to cross. People gather at the four corners and when it is their turn, they can even cross the intersection diagonally (or "kitty corner" for those of you who want to get all technical). Then when it's time to move vehicles through the intersection, you provide a green light for traffic going say, east-west for a good spell (and you clear a lot of traffic this way). Then you give the folks driving north-south their turn. Then it's back to clearing the pedestrians. Sure, it is a bit of a longer wait for your light to turn green whether you are walking or driving, but my experience as a pedestrian in Auckland was that people took the opportunity to chat and even meet new people as they gathered on the four corners. Drivers didn't seem to mind because, overall, they were moving through downtown faster than being stuck in the middle of a block over and over again. And all you have to do is adjust the timing on our existing traffic signals. I'll bet our city hall could bring that in for about $9,000 an intersection at most (just kidding). The pedestrian scramble only makes sense where large numbers of pedestrians accumulate and there is enough space on the sidewalks to gather them. That would seem to indicate the only practical use for them in Winnipeg would be downtown. But isn't that where we have the most problems between pedestrians and cars? Yes, the longer wait may cause some impatient people to try and jaywalk. But the plus side is these lawbreakers won't find it so easy to cross against smoothly flowing traffic and perhaps they might change their criminal behaviour. Reducing crime is always a major priority here in Winnipeg. I'm suggesting we try it at a couple of downtown intersections and, if it works, we create pedestrian scrambles wherever they make sense. And then some bureaucrat can change the name to the "system for orderly flow of pedestrians and vehicular traffic" because "scramble" sounds like too much fun. *Don Marks is a freelance writer in Winnipeg who accepted a dare to cross kitty corner at Donald and Portage when he was a teenager and now always waits for a brand new walk signal before ever venturing off any curb.*

11 years, 9 months

BEST Winnipeg AT SIGN Ever!

by Janice Lukes

Folks!! Ok - a long long time coming - but without a doubt one of the best AT signs I've ever seen in Wpg (I know - there are not many - but - - ) For sure it is cause to celebrate on a hot Friday afternoon! I think it went up yesterday? ! Zoom in close on the attached photo - the HUGE flashing sign located just north of the Pembina / Bishop overpass reads: Pembina Hwy Roadwork Plaza Drive to Chevrier Starts July 16 Although the City of Winnipeg's Active Transportation Advisory Committee has been dissolved (we are told someday a new one will be created) cycling infrastructure ON Pembina Hwy was always the #1 ranking PRIORITY for ATAC! Councillor Swandel made the long needed political move to bring this forward - back in January 2010: http://biketothefuture.org/attachments/0000/1394/pembinahwyat_councilorswand elmotion2010-01-18.pdf Many of us debated with then Chair Bill Clement - Councillor Swandel navigated it through - and here we are today!! I travel this route daily and may do a photo doc of the progress to share for those of you who aren't out as frequently. Fantastic! This is the holy grail of trail in Winnipeg for sure! Janice Lukes

11 years, 9 months

Pedestrian and Bicycle Council Summer Newsletter

by Beth McKechnie

Thanks to Bob Kurylko at Stantec for sharing the latest issue of the ITE newsletter. I found the item below on sharrows and the before/after photos in the London's Bicycle Superhighways article of particular interest. *Want to Increase Cycling? Sharrows Won't Cut It* streetsblog.net/2012/06/12/want-to-increase-cycling-sharrows-wont-cut-it/<http://r20.rs6.net/tn.jsp?e=001rrI-K6HknDizCDf7JehvjXGR2Ky8SIlXUpKu_PJzSQ1Q…> cheers, Beth ** ** *From:* Institute of Transportation Engineers [mailto:info@ite.ccsend.com] *On Behalf Of *Institute of Transportation Engineers *Sent:* Friday, June 22, 2012 9:11 AM *To:* Kurylko, Robert *Subject:* Pedestrian and Bicycle Council Summer Newsletter**** ** ** Having trouble viewing this email? Click here <http://campaign.r20.constantcontact.com/render?llr=umc9fycab&v=001Z75pTKZtb…> **** ** ** [image: Banner]**** **** *Summer E-Newsletter***** **** *Summer 2012***** *In This Issue* **** *Announcements from ITE <#138149f770ea8002_LETTER.BLOCK6>* **** *News Bits, Bites, and Links <#138149f770ea8002_LETTER.BLOCK10>* **** *Pedestrian and Bicycle Education News <#138149f770ea8002_LETTER.BLOCK13>* * *** *London's Bicycle Superhighways <#138149f770ea8002_LETTER.BLOCK14>* **** *Evaluation Of Shared Lane Markings Miami Beach, Florida<#138149f770ea8002_LETTER.BLOCK15> * **** *Bicycling In Spain: An Anecdotal Assessment<#138149f770ea8002_LETTER.BLOCK16> * **** *Message from the Chair ***** ** ** Hello, ITE Pedestrian and Bicycle Council members!**** **** Clearly federal transportation reauthorization is the most pressing issue facing our profession today. I hesitate to write about a quickly changing landscape when this newsletter is still three weeks away from publication, but as I write this the second week of June, a conference committee is piecing together elements of a reauthorization bill. Active transportation continues to be under fire as an unnecessary frill - a mere fringe on the edge of the "real" transportation system.**** **** Perhaps Congress should listen to the American people. An America Bikes research report issued this spring shows broad-based support for walking and biking. According to the report, available on the America Bikes website at www.americabikes.org/2012survey<http://r20.rs6.net/tn.jsp?e=001rrI-K6HknDg4xIXuVL5_C8oy5FCSr89TO-Ra0DGDzooG…>, 83 percent of Americans want to maintain or increase funding for pedestrian and bicycle facilities. And that's not just a partisan or urban agenda. It's true among both Republicans and Democrats. Throughout regions of the United States. In urban, suburban, and rural areas. Among all age groups. It turns out that active transportation is one of those rare topics that actually enjoys broad-based support.**** **** As professionals who see the benefits of walking and biking in the communities we serve, we need to spread the message to others. Reach out to your elected officials to ask them support investments in bicycle and pedestrian infrastructure. They create jobs and make our communities better. **** **** Leaving my soap box, I return you to ITE business. Please come to the Annual Meeting in Atlanta, August 12-15. You will not be disappointed! The Pedestrian and Bicycle Council is sponsoring more sessions than ever before, including:**** - Innovative Intersection Design**** - Complete Streets**** - Midblock Crossings at Transit Stops**** - Public Health Benefits of Active Transportation**** - Innovative Bicycle Treatments**** - Separated Bikeways**** - Revitalizing Downtowns with Multimodal Solutions**** - New Guidelines for Non-Motorized Travel**** - Modeling Pedestrian and Bicycle Demand**** I hope to see you there!**** **** Jeff Riegner Chair, Pedestrian and Bicycle Council Whitman, Requardt & Associates 302.571.9001 jriegner(a)wrallp.com**** Announcements from ITE **** *<http://r20.rs6.net/tn.jsp?e=001rrI-K6HknDgOOKn3rxGcb61MSI452-owMbTIK0oeI0Se…> ***[image: ITE 2012 Annual Meeting and Exhibit]<http://r20.rs6.net/tn.jsp?e=001rrI-K6HknDgOOKn3rxGcb61MSI452-owMbTIK0oeI0Se…> ***<http://r20.rs6.net/tn.jsp?e=001rrI-K6HknDgOOKn3rxGcb61MSI452-owMbTIK0oeI0Se…> **ITE Annual Meeting ** Atlanta, GA***** *August 12-15, 2012** *www.ite.org/annualmeeting<http://r20.rs6.net/tn.jsp?e=001rrI-K6HknDgOOKn3rxGcb61MSI452-owMbTIK0oeI0Se…> **** * *Join your peers August 12-15 in Atlanta, GA for the ITE 2012 Annual Meeting and Exhibit. The conference is designed to share knowledge, expertise and ideas on multifaceted approaches to addressing transportation issues and to exploring emerging trends in the industry. The meeting content will include sessions in a mix of presentation and training formats focused on state-of-the practice, advancement of the profession and emerging issues designed to benefit transportation professionals in the public and private sector and students.**** ** ** News Bits, Bites, and Links **** **** *<http://r20.rs6.net/tn.jsp?e=001rrI-K6HknDh-SRUXEKs7E6Ahx26Am8EejkyDgZJCAH-j…> ***[image: Green Lane Project]<http://r20.rs6.net/tn.jsp?e=001rrI-K6HknDh-SRUXEKs7E6Ahx26Am8EejkyDgZJCAH-j…> ***<http://r20.rs6.net/tn.jsp?e=001rrI-K6HknDh-SRUXEKs7E6Ahx26Am8EejkyDgZJCAH-j…> **Bikes Belong launches Green Lane Project* Six U.S cities will be receiving support to add or expand protected bikeways (Austin, Chicago, Memphis, Portland, Ore., San Francisco and Washington, D.C.) "The goal of the Green Lane Project is to support the selected cities in their efforts to develop and install these kinds of facilities." **** *The Scooter - The Unsung Mobility Option* www.copenhagenize.com/2012/05/scooter-unsung-mobility-option.html<http://r20.rs6.net/tn.jsp?e=001rrI-K6HknDjajUP7Ng_oySqm6lw3RbQNmh-MgAcgyKwz…> **** *House Attack on Safe Streets Makes Transpo Bill Ever More Elusive* dc.streetsblog.org/2012/06/11/house-attack-on-safe-streets-makes-transpo-bi…<http://r20.rs6.net/tn.jsp?e=001rrI-K6HknDiK99cnZLTyc3JDidvc7fxJKf0imJUQlzRF…> **** *Want to Increase Cycling? Sharrows Won't Cut It* streetsblog.net/2012/06/12/want-to-increase-cycling-sharrows-wont-cut-it/<http://r20.rs6.net/tn.jsp?e=001rrI-K6HknDizCDf7JehvjXGR2Ky8SIlXUpKu_PJzSQ1Q…> **** While Sharrows may increase the safety of current cyclists as the below articles outlines, they may do little to induce new cyclists to the roadways.**** ** ** Pedestrian and Bicycle Education News **** **** *Roundabout Design And Construction: Key Issues And Solution Series***** www.ite.org/education/webinars_RDC.asp<http://r20.rs6.net/tn.jsp?e=001rrI-K6HknDhAY41DKHDnSqwesqp1-QSUuZ6zEk7QmQar…> **** ** ** London's Bicycle Superhighways **** **** *Submitted by Andy Blanchard***** **** *Background:* When Boris Johnson, the Mayor of London, was running for office, he sold himself to the voters as a champion for cyclists. Following his election to the position of Mayor, he charged Transport for London with putting into action a policy that he calls a "Cycle Revolution for London". This policy is comprised of three parts: one is the Cycle Superhighways, with the others being a bicycle share scheme and Biking Boroughs (a program of improvements in outer London aimed at increasing bicycle mode share).**** **** *Transport for London (TfL) is the local government agency responsible for key aspects of the regional transport system in Greater London. Its role is to implement the transport strategy of the Mayor and to manage transport services across London.***** **** The overall goal of the Cycle Superhighways project was to increase the number of commuters traveling by bicycle between inner and central London. The principal element of the project was physical improvements to 12 corridors, modeled on the spokes of a bicycle wheel, radiating from central London. In addition to the physical measures, other actions were taken to encourage greater numbers of commuters to cycle - including promotion, training, activities, grants to fund bicycle parking and showers at schools and places of employment along and near the route. One of the early routes was Route 8, a five-mile stretch between Wandsworth Town Center (a regional hub in southwest London) and the legislative heart of the United Kingdom at the Houses of Parliament beside the River Thames. The principal alignment was pre-selected by officials at TfL and supported by a research study into the potential for new cyclists along alternative alignments.**** **** *Preliminary Engineering:* The initial design task undertaken was the Cycle Highway Implementation Plan, or CHIP for short. This plan involved conducting a desk based review of all available data on the route, followed by an extensive group site visit with stakeholders. This group consisted of representatives of those local entities responsible for the operation and maintenance of the roadways along the route alignment and cycling advocacy groups. Through these two tasks, barriers to the safe and efficient movement of bicycles along the route were identified and potential solutions to overcome these barriers were generated, together with an outline cost estimate of the recommended measures.**** **** *Typical measures identified for implementation along Route 8 included:***** - *Replacement of traffic lanes with bicycle lanes in both directions along a 1.5 mile section***** - *Replacement of a traffic lane with an off-street bicycle path around a busy gyratory***** - *Striping of five miles of new 5ft wide cycle lanes and widening of one mile of existing cycle lanes to 5ft***** - *Application of blue surfacing and a series of wayfinding signs and totem structures to brand the route and ensure that it is easy to follow ***** - *Cycle-only phase at existing traffic signals ***** Consultation with the emergency services and other users of the road network, such as London Buses (a subsidiary of TfL that manages bus services within Greater London) was also completed at this stage, enabling these stakeholders to be made aware of the Cycle Superhighways proposals and allow them to give input to the designs at an early stage. Synergies with other projects were identified early on and allowed additional improvements to be made to the route at no cost to the project, including reprogramming of planned pavement resurfacing and incorporation of safety improvements.**** **** *Risks:* The largest risks to the implementation of Route 8 were identified in advance and addressed through early and extensive engagement with the relevant staff and by fast-tracking the design of the most controversial and complex sections of the route. The major risks included:**** - Compatibility of proposed road layouts with those planned as part of the Olympic Road Network (critical routes for the 2012 Summer Olympic Games in London)**** - Long delivery times for changes to traffic signals along the route (conflict with existing signal modernization programs and the Olympic Games signal works)**** - Review and approval of the proposals from the department charged with maintaining the efficient operation of the road network (Forward Planning) **** *Detailed Design:* The route was split into 20 sections to enable detailed design work to be progressed simultaneously by a team of seven designers. Additionally, it allowed work on some sections, while other sections were delayed by traffic signal modeling or gaining agreements from local agencies. Construction delivery packs were prepared for each of the 20 sections, and these incorporated a set of detailed plans, utility plans, a sign schedule, a list of quantities, a Designer's hazard register, a Road Safety Audit and a Response Report, as well as traffic control plans (see below). A Road Safety Audit was also carried out at the preliminary design stage and on completion of construction for each of the sections.**** **** *Temporary Traffic Control:* Agreement on traffic control layouts proved more contentious than originally estimated. The alignment of Route 8 passed through areas controlled by three different local agencies, so proposed traffic control layouts had to be approved by these agencies, the Metropolitan Police and the body controlling buses in London, along with the strategic oversight of Forward Planning. As a result of consultation with these bodies, the methodology for constructing the different sections was modified on a number of occasions to limit the impact on traffic, and traffic modeling was undertaken to forecast the influence of the construction tasks.**** **** *Construction:* The consultancy team also provided site oversight services of the contractor for the client during overnight construction. Although most of the physical construction (e.g. roadway widening, extension of sidewalks and new medians) was undertaken during the off-peak daytime hours (10 a.m. - 4 p.m.), the majority of the surfacing and striping work was completed overnight (9 p.m. - 5 a.m.). The involvement of some of the design team in this oversight role was beneficial as it allowed the contractor to gain a greater understanding of the design and immediate feedback on suggested changes to the design.**** **** *Timescale:* Delivery of the design from concept to detailed construction packages was completed in 16 months, with the end of the design process overlapping the start of the construction phase, in order to meet the July 2011 opening date. The contractor was appointed 10 months after the design was started, and this allowed some contractor involvement in the design process. Construction was completed in eight months.**** **** *Figure 1: Before and after photos***** **** Wandsworth Bridge Roundabout**** **** **** York Road junction with Plough Road**** **** **** York Road approaching Lombard Road**** **** **** Grosvenor Road**** **** **** Grosvenor Road junction with Vauxhall Bridge**** **** **** **** * ***** *About the author:* Currently working at Atkins (an engineering and design consultancy firm), in their Henderson, Nevada office, Andy moved to the Las Vegas area from the U.K. at the end of 2011. Prior to arriving in the U.S., he worked for the engineering consultancy firm AECOM for more than eight years, and one of the projects he managed during this time was delivery of the design of Cycle Superhighways Route 8.**** **** ** ** Evaluation Of Shared Lane Markings Miami Beach, Florida **** **** *Submitted by Xavier Falconi<http://r20.rs6.net/tn.jsp?e=001rrI-K6HknDhvQSskqsMszWN-QdyD7y6v5qe_YINt-Vp7…>, PE City of Miami PLANNING DEPARTMENT***** **** *Background* **** The City of Miami Beach requested and received permission from the Federal Highway Administration to conduct a pilot study on Washington Avenue to evaluate shared lane markings<http://r20.rs6.net/tn.jsp?e=001rrI-K6HknDgbpH9ZOOYda4lpA7uqEcP6Z7uqQIGQ3Ww9…>(sharrows). The University of North Carolina Highway Safety Research Center (HSRC) was selected to conduct the evaluation through a contract with the Florida Department of Transportation. The entire length of the Washington Avenue evaluation area, from South Pointe Drive to Dade Boulevard, is about two miles long. This summary is based on the report provided by the University of North Carolina HSRC. **** **** The application of sharrows was initiated as a possible solution to mitigate "dooring" crashes. A "dooring" crash is one that occurs when the door of a parked car opens suddenly into the path of a bicyclist riding in close proximity to the on-street parking lane. The bicyclist can be injured by striking the door or by swerving further into the travel lane and being struck by a passing vehicle. Between 2000 and 2009 (latest data available from the Miami-Dade MPO), 52 bicycle crashes were reported along Washington Avenue between 12th Street and Dade Boulevard (approximately one mile). Of those, at least 11 (21 percent) involved a bicyclist striking the open car door of a parked vehicle.**** **** Washington Avenue is located near the beach on the east side of the City and contains popular tourist destinations, including night clubs, restaurants and shops, attracting a large amount of traffic. The street has a posted speed of 30 mph, with a typical cross-section consisting of an 8-foot parking lane, two 11-foot travel lanes, an 11-foot landscape median, two 11-foot travel lanes, and an 8-foot parking lane. Left turn refuges and traffic signals are provided at various street intersections, with sidewalks, curbs and gutters also included on both sides of Washington Avenue. **** **** The section north of 5th Street to Dade Boulevard is mostly commercial with average daily traffic (ADT) varying between 9,000 and 18,000. The area south of 5th Street to South Pointe Drive is mostly residential with approximately 5,000 ADT. **** **** *Study Area ***** Many taxis operate on the street, and double parking and parked vehicle turnover is frequent. The situation can be challenging for bicyclists when traffic is heavy, and bicyclists frequently ride between vehicles in the travel lane and parked vehicles. There are bicyclist interactions with pedestrians crossing the street at mid-block and intersections. The mix of bicyclists is extremely variable and includes a considerable number of tourists. The cyclist skill level is also variable with a vast majority being recreational bicyclists. **** **** The City decided that the most appropriate placement for the shared lane markings (bike and chevron) was in the middle of the lane near parked vehicles, which would place the center of the marking approximately 13.5 feet from the curb. The City felt that normal spacing of 11 feet from curb next to parked vehicles would not allow enough room for motor vehicles to pass bicycles in the lane next to parking. Middle-of-the-lane placement would allow bicyclists tracking over the markings to be out of the door zone and also to take control of the lane. The block lengths were such that shared lane markings were typically placed near an intersection crosswalk, at mid-block, and near the end of the block. Spacing was approximately 200-250 feet in such a situation. The decision was made to use thermoplastic for the markings. **** **** *Summary and Conclusion ***** The installation of the shared lane markings on Washington Avenue was associated with a variety of results. The chaotic nature of the street in times of busy traffic and the speed of some of the motor vehicles are likely to be factors in producing these results. **** **** Following are some of the evaluation findings:**** 1. The definition of yielding, where a party had to give way to the other, was rather robust. Bicyclist yielding (i.e., changed direction or speed to give way to a motor vehicle) decreased from 8.5 percent in the before period to 2 percent in the after period. Motorist yielding (i.e., changed direction or speed to give way to a bicycle) increased from 4 percent in the before period to 5 percent in the after period. The statistically significant differences were mostly attributable to less bicyclists yielding in the after period. **** 2. Motorists following bicyclists increased from 16.5 percent before to 22 percent after, while motorists passing bicyclists decreased from 34 percent before to 28 percent after. This could indicate a more smoothly flowing traffic stream.**** 3. The percentage of bicycles using the sidewalk decreased from about 55 to 45 percent, and this reduction was statistically significant. **** 4. In examining the motorist responses when there was an interaction with a bicyclist, slowing by motorists increased from 19 percent before to 39 percent after. Moving partway into the adjacent lane decreased from 34 percent before to 30 percent after. Changing lanes decreased from 24 percent before to 17 percent after. Braking decreased from 12 percent before to 4 percent after. Full stops or major direction changes also decreased, but the frequencies were small. Taken together, these changes would represent a safer traffic stream. **** There were safety effects associated with the placement of the shared lane markings. Of most importance would be the increase in the percentage of bicyclists riding near the center of the lane and the increase in spacing between bicycles and parked motor vehicles. It is worth mentioning that with this pilot study, the City of Miami Beach pioneered the use of sharrows in South Florida. After the installation on Washington Avenue, other cities in the region have been using them as a tool to expand on their bicycle transportation system. **** **** As a result of a partnership between the City and DecoBike, the very successful Miami Beach Bike Share Program started operating in March 2011. DecoBike users add to mix of riders on Washington Avenue. The program currently provides about 1,000 bikes spread out in approximately 100 stations throughout the City. **** ** ** Bicycling In Spain: An Anecdotal Assessment **** **** *Submitted by Stan Clauson<http://r20.rs6.net/tn.jsp?e=001rrI-K6HknDgcpoIe543kG6iZDWwc7BuHOdmgSxzpuc3J…> ***** **** *I. Introduction* Living in Aspen, Colorado, cycling has become a part of our lifestyle. Whether its mountain or road biking, trails and facilities exist to encourage even the most timid to try this healthy recreation option. In town, year-round cyclists, some with studded snow tires, regularly use cycling to get to work and run errands. So, it seemed natural in planning a trip to Spain to see what is happening with respect to cycling in a country where the famed Vuelta de España race ranks among the top three cycling events worldwide. Our trip included a week of cycling through Andalucia as well as visits to Madrid and Seville, two cities that have stridently developed car-free pedestrian zones. But how well do they accommodate cycling as an alternative mode of transportation and means of recreation? It turns out that these cities could not be more different in this respect, something that no doubt reflects the divergence among U.S. cities as well. In the countryside, some significant efforts are made for cycling safety on rural roads, rails-to-trails is part of the program. **** **** *II. A Tale of Two Cities: Madrid and Seville* Madrid has gone a long way toward providing car-free pedestrian zones and pedestrian connectivity. In the city center, most significant plazas are car free, but equally important, linkages between the plazas are car-free as well. Many of the smaller linking streets in the old town do not permit cars, are planted with trees, and have amenities such as benches and outdoor art. Because of the need for delivery access, these streets may see an occasional vehicle, but generally vehicle access appears to be self-policed and quite minimal. **** **** **** *A typical walking street in Madrid***** **** The next level of street is a mixed activity zone. In this case, curbs have been removed and replaced with rows of bollards, spaced one to two meters (three to six feet) apart. Without curbs, there is an easy flow of pedestrians from one side of the street to another. And often groups simply walk down the center, in the vehicle area. There is moderate traffic on these streets, but speeds are generally minimal and vehicles proceed with caution. The narrow path created by the rows of bollards appears quite effective at maintaining a driver perception that speeds should be slow.**** Then there are the standard city streets, which carry a substantial amount of traffic, are generally congested, and have numerous roundabouts at major intersections. While these are not bicycle friendly, it is interesting to note that neither are the pedestrian or mixed activity zones. In fact, it was rare to see a bicycle commuter, delivery person, or recreational rider in downtown Madrid. We did take a group bicycle tour of some of the inner city sightseeing venues. This was essentially a group of intrepid inner-city Dutch cyclists, and was led by a tour operator with a flagger front and rear. At one point, one of the tour leaders got into a heated discussion with a pedestrian who felt that bicycles should not be permitted on the walking streets. It was fun, but clearly not part of the inner city culture to be on a bike.**** **** **** *A bike tour group in Madrid's Plaza Santa Ana; safety in numbers***** **** So where do cyclists go in Madrid? Typically, they cycle on the periphery, where 64 kilometers of continuously linked trails have been established through greenbelts and on abandoned rail lines. But our tour guide advised against riding from town to reach these venues, suggesting instead that we put our bikes on the metro or rail lines for the trip out of town. By the way, there were no bike parking facilities or bike sharing racks in the core areas. So, for Madrid, pedestrianization is a priority, cycling is not. **** **** Seville could not have been more different. This city was rife with bike lanes on every major thoroughfare, which were well used. Perhaps this stems from the fact that Seville has a large university population in the city center, but we saw bicyclists of all ages. The bike lanes are more than painted striping. Typically, they consist of an asphalt lane, adjacent but separated from the main roadway by curbing and bollards, sometimes separated by a green parkway. In some cases these bikeways are bidirectional; often they are provided on both sides of the vehicle travel lanes. Crosswalks are a major design issue with this configuration. Cyclists co-mingle with pedestrians at stoplights. Pedestrians are expected to keep clear of the cycling path while waiting at traffic signals, but we observed frequent pedestrian-cyclist conflicts. To cross a street, cyclists are provided with their own signals, separate from the pedestrian signals, and frequently have a tinted asphalt pathway to denote their lane. Bicycle lanes are sometimes routed circuitously through the pedestrian areas within the curb radius, making for a visually complicated zone at each of the four corners of an intersection.**** **** **** **** *Dedicated bike lane examples in Seville***** **** Incidentally, there was one traffic signal innovation that we found interesting. Along with the numerical crossing countdown indicators, which we found at most intersections, some intersections had countdowns to the beginning of the pedestrian phase. So you knew exactly how long you needed to wait before crossing was permitted. And best of all was an animated "walk" icon, which sped up in animation as the pedestrian phase was ending. **** There were frequent bikeshare stations and clearly a great effort to accommodate cyclists in the otherwise busy traffic flow. However, in Seville, the pedestrians got short shrift. While most of the important plazas were car-free, the linkages consisting of narrow streets were not. These streets have more traditional curbed walkways, which sometimes narrowed to nothing as building encroachments changed, forcing the pedestrian into the street or a refuge on the opposite side. Lingering in the plazas was pleasant; moving from venue to venue was a challenge. The absence of bollards, and presence of traditional curb and sidewalk configurations, appeared to empower motorists to higher speeds and less apparent concern for pedestrians. **** **** **** *Bikes share a transitway in Seville***** **** *III. Cycling for Sport and Recreation in Rural Areas* In Andalucía, we encountered wonderful side roads, motorists (including trucks) who were very cautious and careful in passing cyclists, and a warning sign to make it clear that cyclists were welcome on the infrastructure. Instead of the standard warning sign in the U.S. with the yellow diamond bicycle icon and diminutive "Share the Road" legend, this is an example of the sign at rural routes that are likely to have cyclists present. **** **** **** *Warning signs for cyclists are big and bold***** **** We also found that rails-to-trails initiatives were attractive to significant numbers of recreational cyclists, although the pavement was more supportive of mountain than road biking. We cycled a 40-km stretch of an even longer converted railway, linking several towns with good signage and amenities along the way. Rural stations along the route had been converted into restaurants and toilet facilities, and wayfinding signage was excellent. This type of cycling appears to be very attractive to families, as it is in the U.S., who appreciated being able to take the children on a cycling experience without any traffic hazards. **** **** **** *The "Vía Verde," a converted rail line for cyclists and pedestrians* **** **** **** *Wayfinding Sign along the "Vía Verde"***** **** *IV. Conclusion* As with North American cities, and elsewhere in Europe, civic strategies for accommodating pedestrians and cyclists varied significantly with jurisdiction. However, it was clear that Spain had made a significant effort to include cycling among its recreational and tourism opportunities. And in one city, we found that significant efforts had been expended on promoting cycling as a means of urban transportation. While neither of the two urban areas discussed here presented a full complement of what might be called a "Complete Streets" approach in North America, each had made important strides in achieving a balance between vehicular and alternative modes. In the countryside, cycling appeared to be welcomed in ways we have yet to achieve in North America.**** **** *About the author: Stan Clauson is a landscape architect and planner with a private practice in Aspen, Colorado. Former planning director for the cities of Montpelier Vermont and Aspen, he is a member of ITE, and frequently works on projects promoting recreational trails and pedestrian zones. With thanks to Bike Spain www.bikespain.info<http://r20.rs6.net/tn.jsp?e=001rrI-K6HknDjZEBDOQsw6JS0ATOx5XAhXqQZ27_uSFIaI…> ***** ** ** *Forward email<http://ui.constantcontact.com/sa/fwtf.jsp?llr=umc9fycab&m=1102470515092&ea=…> * <http://visitor.constantcontact.com/do?p=un&mse=001kkqO0FxDKZT4vX7yz6nMv4DYC…> **** <http://www.constantcontact.com/index.jsp?pn=buynow&cc=news04>**** This email was sent to robert.kurylko(a)stantec.com by info(a)ite.org | **** Instant removal with SafeUnsubscribe<http://visitor.constantcontact.com/do?p=un&mse=001kkqO0FxDKZT4vX7yz6nMv4DYC…>™ | Privacy Policy <http://ui.constantcontact.com/roving/CCPrivacyPolicy.jsp>. **** Institute of Transportation Engineers | 1627 Eye Street NW | Suite 600 | Washington | DC | 20006**** ****

11 years, 9 months

Webinar Wed, July 18, 2-3 pm, Ecocentre - Reducing Pavement Footprints

by Beth McKechnie

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.* *Detailed description provided below.* **The Greener Side of Green Streets: Reducing Pavement Footprints* *Wednesday, July 18 | 2:00 to 3:00 p.m. CST* RSVPs are appreciated but not necessary. Hope to see you then! cheers, Beth 925-3772 * * * * * Association of Pedestrian and Bicycle Professionals (APBP) presents: *The Greener Side of Green Streets: Reducing Pavement Footprints* *Wednesday, July 18 | 2:00 to 3:00 p.m. CST* This webinar will explore how some cities are working to reduce the environmental footprint of their streets while also adding value for bicyclists and pedestrians. Attendees will learn about Portland's Green Street Projects which target improvements to both storm water management and traffic calming through the use of semi-diverters, curb extensions, offset intersections and pervious pavements as components of neighborhood greenways and pocket parks. The session also includes a presentation about Chicago's exciting Sustainable Streets demonstration projects, which use recycled materials, pervious surfaces, reflective pavement coatings, street trees and other treatments to create sustainable streetscapes. Presenters: Mark Lear, Traffic Safety Program Manager, Portland (Oregon) Bureau of Transportation; Janet Attarian, Project Director, Streetscape and Sustainable Design Program, City of Chicago.

11 years, 9 months

*NEW* Funding opportunity: Community Infrastructure Improvement Fund

by Anders Swanson

[Hi, see below. I have pasted the FAQ and highlighted some relevant info about how this could be geared to active transportation. - Anders] Go here for more info here: http://www.wd.gc.ca/eng/13771.asp 1. What is the Community Infrastructure Improvement Fund (CIIF)? CIIF is a two-year, $150 million national program to rehabilitate and improve existing community infrastructure. Western Economic Diversification Canada (WD) will deliver this federal program in Western Canada, investing over $46 million – the western portion of the federal contribution – to modernize community infrastructure in western Canadian communities. 2. Who can apply for CIIF funding? Organizations eligible to apply for CIIF funding include: - local or regional governments or related agencies; - provincial entities that provide municipal-type services to communities; - non-profit organizations; and - First Nation governments, including Band or Tribal Councils or their legally-designated representatives. 3. What type of community infrastructure can be supported under CIIF? CIIF can support the rehabilitation and improvement of existing community infrastructure that is non-commercial and open to the public (i.e. CIIF funding is not available for facilities owned by a for-profit entity or used primarily for commercial purposes or generating a profit, or limited to a private membership). Examples of community infrastructure eligible under CIIF include: - community centres; - cultural centres; - parks, recreational trails; - libraries; - recreational facilities (e.g. local arenas, swimming pools, sports fields, and other types of recreational facilities); - tourism facilities having a local impact; and - other existing community infrastructure assets which have a local community impact such as connectivity and broadband and local airports. 4. How much funding is available? Applicants seeking less than $250,000 in CIIF funding will receive priority. Total federal funding for a project will not exceed 50% of total eligible project costs. The remaining project costs need to be leveraged from sources other than the federal government. 5. When can I apply for CIIF funding? The first round of applications for CIIF are being accepted between July 5 and August 2, 2012. This will be followed by a second application intake in November. Find out more for more about the application process<http://www.wd.gc.ca/eng/13772.asp> . 6. Can CIIF support new construction? The construction of new infrastructure and the significant expansion of existing infrastructure are *not* supported by CIIF. The program is focused on rehabilitating and improving *existing* community infrastructure. There are opportunities for *minor*expansions to existing community infrastructure (i.e. extend a bike path or add a ramp to improve accessibility).

11 years, 9 months

Complete Streets case studies - Calgary and Waterloo

by Beth McKechnie

As follow-up to the message below, note that Calgary was the first in Canada to officially adopt a Complete Streets policy in their Municipal Development Plan and Transportation Master Plan in 2009. Check out their Interim Complete Streets Design Guide (2011)<http://www.calgary.ca/Transportation/TP/Pages/Planning/Calgary-Transportati…>. TCAT has prepared case studies on Calgary<http://completestreetsforcanada.ca/case_study/city-calgary>'s experience to date as well as Waterloo<http://completestreetsforcanada.ca/case_study/city-waterloo>, ON, which was the second Canadian city to adopt a Complete Streets policy in 2011/12. cheers, Beth ---------- Forwarded message ---------- > From: Ryan Whitney <ryan.whitney(a)tcat.ca> > Date: Thu, Jul 5, 2012 at 4:09 PM > Subject: TCAT launches Complete Streets for Canada Policy and Design Hub > > > [image: Inline image 1] > > *For Immediate Release > July 5, 2012* > > *TCAT launches Complete Streets for Canada Policy and Design Hub* > The Toronto Centre for Active Transportation (TCAT) is pleased to announce > the launch of the Complete Streets for Canada Policy and Design Hub<http://completestreetsforcanada.ca/>made possible by generous funding from the Ontario > Trillium Foundation <http://www.trilliumfoundation.org/>. A Complete > Streets policy ensures that transportation planners and engineers > consistently design and operate the entire street network for road users of > all ages and abilities, including pedestrians, cyclists, transit users, and > drivers. > > The Complete Streets for Canada Policy and Design Hub will act as the 'go > to' for information on the growing Complete Streets movement in Canada, > with a particular initial focus on Ontario communities. The website > provides case studies, policy expertise, news, and the latest research, > including TCAT's recently completed Complete Streets Gap Analysis<http://tcat.ca/sites/all/files/Complete_Streets_Gap_Analysis.pdf>report and Complete > Streets by Design<http://www.tcat.ca/sites/all/files/CSxD_WebSpreadsMay2012.pdf>resource. The goal of the website is to facilitate implementation of > Complete Streets and increase awareness, knowledge, and community > involvement in building Complete Streets across Canada. > > To build and grow this dynamic resource, TCAT encourages professionals, > decision-makers and community members from across Canada to contact Ryan > Anders Whitney <ryan.whitney(a)tcat.ca>, TCAT's Complete Streets Researcher > and Project Manager, to share Complete Streets news from your community. > > *About TCAT* > The Toronto Centre for Active Transportation (TCAT) <http://www.tcat.ca/>has been working to create a better cycling and walking environment in > Toronto since 2006. At TCAT, everything we do is motivated by our vision of > cities that are safe, convenient, and enjoyable communities to walk and > bike. > > *About CAP* > Clean Air Partnership (CAP) <http://www.cleanairpartnership.org/> is a > registered charity established in 2000 with an accomplished track record in > working with partners to achieve clean and sustainable urban environments, > facilitate the exchange of ideas, and advance environmental initiatives. > TCAT became a project of CAP in 2008. > > *Contact* > Ryan Anders Whitney, Complete Streets Researcher and Project Manager > Toronto Centre for Active Transportation (TCAT) / Clean Air Partnership > (CAP) > Phone: 416-392-0260 > Email: ryan.whitney(a)tcat.ca > Websites: completestreetsforcanada.ca | tcat.ca | cleanairpartnership.org<http://www.cleanairpartnership.org> > > >

11 years, 9 months

TCAT launches Complete Streets for Canada Policy and Design Hub

by Beth McKechnie

---------- Forwarded message ---------- From: Ryan Whitney <ryan.whitney(a)tcat.ca> Date: Thu, Jul 5, 2012 at 4:09 PM Subject: TCAT launches Complete Streets for Canada Policy and Design Hub [image: Inline image 1] *For Immediate Release July 5, 2012* *TCAT launches Complete Streets for Canada Policy and Design Hub* The Toronto Centre for Active Transportation (TCAT) is pleased to announce the launch of the Complete Streets for Canada Policy and Design Hub<http://completestreetsforcanada.ca/>made possible by generous funding from the Ontario Trillium Foundation <http://www.trilliumfoundation.org/>. A Complete Streets policy ensures that transportation planners and engineers consistently design and operate the entire street network for road users of all ages and abilities, including pedestrians, cyclists, transit users, and drivers. The Complete Streets for Canada Policy and Design Hub will act as the 'go to' for information on the growing Complete Streets movement in Canada, with a particular initial focus on Ontario communities. The website provides case studies, policy expertise, news, and the latest research, including TCAT's recently completed Complete Streets Gap Analysis<http://tcat.ca/sites/all/files/Complete_Streets_Gap_Analysis.pdf>report and Complete Streets by Design<http://www.tcat.ca/sites/all/files/CSxD_WebSpreadsMay2012.pdf>resource. The goal of the website is to facilitate implementation of Complete Streets and increase awareness, knowledge, and community involvement in building Complete Streets across Canada. To build and grow this dynamic resource, TCAT encourages professionals, decision-makers and community members from across Canada to contact Ryan Anders Whitney <ryan.whitney(a)tcat.ca>, TCAT's Complete Streets Researcher and Project Manager, to share Complete Streets news from your community. *About TCAT* The Toronto Centre for Active Transportation (TCAT) <http://www.tcat.ca/>has been working to create a better cycling and walking environment in Toronto since 2006. At TCAT, everything we do is motivated by our vision of cities that are safe, convenient, and enjoyable communities to walk and bike. *About CAP* Clean Air Partnership (CAP) <http://www.cleanairpartnership.org/> is a registered charity established in 2000 with an accomplished track record in working with partners to achieve clean and sustainable urban environments, facilitate the exchange of ideas, and advance environmental initiatives. TCAT became a project of CAP in 2008. *Contact* Ryan Anders Whitney, Complete Streets Researcher and Project Manager Toronto Centre for Active Transportation (TCAT) / Clean Air Partnership (CAP) Phone: 416-392-0260 Email: ryan.whitney(a)tcat.ca Websites: completestreetsforcanada.ca | tcat.ca | cleanairpartnership.org<http://www.cleanairpartnership.org>

11 years, 9 months

Charter of Vancouver - Children have the right to cycle

by Beth McKechnie

Charter of Vancouver – Children have the right to cycleThe Charter of Vancouver focuses on the future of children, worldwide. A part of culture and daily habits, education and health, and environmental sustainability, cycling produces undeniable positive effects on our lives. The right of children to cycle should be universal and ever present; because children who make jumping on a bike a regular part of their lives today can grow up to be healthy, happy and environmentally conscious adults. The Charter of Vancouver was launched during the Velo-city Global 2012 conference as a step towards reaching the goal of a sustainable future, by focusing on cycling and children today. Show your support for children's right to cycle by signing the Charter. http://www.ecf.com/children-have-the-right-to-cycle/

11 years, 9 months

Resources for transportation professionals

by Beth McKechnie

Hi everyone, Just in case you're not aware of this site, it's a handy summary of publications from Transport Canada on TDM (Transportation Demand Management) such as bike parking, social marketing to change travel behaviour, emission estimation tools, etc. http://www.tc.gc.ca/eng/programs/environment-urban-menu-eng-1658.htm cheers, Beth

11 years, 9 months

Crossing Bridges: Transport, Planning and Health

by Mike Tutthill

*EUR - Three new Crossing Bridges reports on collaborations across sectors for health and wellbeing<http://politiquespubliques.inspq.qc.ca/url.php?i=2801&f=News&l=En> * As part of the EU funded Crossing Bridges project, three new reports have been published that describe intersectoral practices in which health impacts and outcomes are taken into account in ‘non-health’ policy areas. Examples of such approaches were sought in the areas of health and education, and health and transport/planning. A third exercise explored the process of collaborations between health, agriculture and education in the context of the EU School Fruit Scheme. The reports describe common features and potential keys to success for collaborations across sectors. Transport, Planning and Health document: http://www.equitychannel.net/uploads/Crossing_Bridges_Tran_Plan_Health.pdf -- Mike Tutthill Planning & Community Engagement Consultant HEALTH in COMMON 200 - 141 Bannatyne Avenue Winnipeg, MB R3B 0R3 tel: 204.946.1888 ext. 4 1.800.731.1792 fax: 204.284.2404 email: mtutthill(a)healthincommon.ca web: www.healthincommon.ca +++++++++++++++++++++++++++++++++++++++ *Health in Common on Facebook*< http://www.facebook.com/pages/Health-in-Common/120069149875> ü Please consider the environment before printing this email.

11 years, 9 months

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AT-Network July 2012