Lives at risk from drivers texting, eating, reading...
By: Nick Martin
IN the hour before the start of class at three elementary schools Thursday
morning, 1,050 clueless drivers broke the law or drove so poorly that
children's lives were put at risk.
"We saw people talking on cellphones. We saw people texting. We saw one
individual reading the newspaper while driving, if you can imagine that,"
CAA Manitoba president Mike Mager said.
In the hour before classes started, CAA and police observers in just three
school zones watched drivers put on makeup, eat, make 40 illegal turns, and
drive past the designated stop line in front of schools where kids were
crossing 105 times. One woman talked on a cellphone while three children
sat in the back -- without wearing their seatbelts.
With all the attention that's been heaped on unsafe driving in school
zones, and the penalties for using cellphones or texting while driving,
Mager said he's "very surprised at the incidents of distracted driving."
It's the second year CAA Manitoba and the police have staked out school
zones, and they saw twice as many incidents as last year, though they had
more observers this year. They were stationed around Carpathia School in
west River Heights, Archwood School in St. Boniface, and Ecole Lacerte in
Mager said 84 vehicles were speeding, including a school bus doing 65 in a
60 km/h zone.
Nine drivers put on makeup, two had dogs in their laps, 119 changed lanes
illegally, 182 were distracted while driving, and one had to stand on the
brakes after failing to notice the car ahead had signalled a turn.
"We saw... very dangerous examples of risky and downright reckless
behaviour," Mager said.
The city is reducing the speed limit to 30 km/h in school zones, but won't
start erecting traffic signs until the province passes the necessary
legislation, a city official said recently.
Police didn't issue tickets Thursday morning, Staff Sgt. Rob Riffel said.
"Our goal in traffic enforcement is to change behaviour," he said. "We
should be that much more cautious when we're operating our vehicle in and
Mager and Riffel said they saw few examples of parents driving improperly
while dropping off children.
Archwood School principal Jack Fraser said: "The three things I see most
are red-light running, excessive speed, and I'm getting reports from
parents of distracted drivers."
*Beth McKechnie* | Workplace Commuter Options
3rd floor, 303 Portage Ave | (204) 925-3772 | Find us
Green Action Centre is your non-profit hub for greener living.
Support our work by becoming a
*[note - **20 miles/hr = 32**km/hr]
*Portland will lower speeds to 20 mph on 70 miles of residential 'greenway'
Thursday, August 23, 2012, 1:12 PM Updated: Thursday, August 23, 2012,
A year after the Oregon Legislature removed some of the red tape from its
Portland City Council has approved a 70-mile network of new 20 mph
On Friday, Mayor Sam Adams will hold a celebration event at Northeast
Morris Street between Rodney Avenue and Martin Luther King Jr. Boulevard,
one of the many "neighborhood
the speed limit will be lowered from 25 to 20 mph.
The public is invited to the 10 a.m. event, which will also feature
speeches from state senators Ginny Burdick and Jackie Dingfelder.
Rather than list myriad streets getting the new signs, here's a map of what
the city has planned<https://docs.google.com/open?id=0B-_Kv2GsQnEfbGVPMTFYVnl6bm8>.
It pretty much covers the entire existing greenway network. So, if you step
onto the front porch and see sharrows on the pavement and bicyclists
zooming by, you're street is probably on the map.
None of the Portland suburbs have announced plans for lowering speeds on
neighborhood streets under the new law. "We're examining the possibility,"
said Tina Bailey, a Hillsboro traffic project manager, "but we're waiting
on Portland to take the lead and to see how they develop their policy. I
can't say for certain that we will do it."
PBOT is expected to install 250 to 300 new 20 mph signs at about $150 per
sign. But that's assuming every sign needs a new pole. The total cost will
be $30,000 to $45,000. "Costs will be lower if fewer poles are needed,"
said PBOT spokesman Dan Anderson.
Even a small adjustment in speed can save lives, experts say. Research by
the National Highway Traffic Safety Administration <http://www.nhtsa.gov/>,
for example, shows pedestrians struck by an automobile traveling 30 mph
have a 40 percent chance of being killed. At 20 mph, it's 5 percent.
Until the new law took effect, cities had to get permission for speed
reductions on a street-by-street bases from an Oregon Department of
Transportation review panel.
The panel factors everything from accident history and roadside culture to
traffic volumes and roadway alignment. Portland has long complained that
the process is too laborious, unpredictable and out of sync with local
needs, especially on residential streets.
Now cities can arbitrarily reduce speed limits. There are strict
guidelines: Only streets with average speeds of under 30 mph and with 2,000
or less daily car trips.
Also, the reduction could be no more than 5 mph and each would require
passage of an ordinance.
Portland has always said it will focus on turning most greenways, from
Northeast Going and Klickitat streets to Southeast Center and Gladstone
streets, into 20 mph zones.
Of course, before the bill passed in 2011, its sponsors were forced to
change its terminology from "neighborhood greenways" to "neighborhood
byways," a term that is more palatable to Republicans who worry the former
was too Portland-centric.
In Portland, side streets modified to discourage car traffic and attract
bicyclists and walkers are called neighborhood greenways. And that's the
terminology used in the law to describe streets eligible as new 20 mph
Under the law, the new 20 mph signs will also read "speed limit" rather
than simply "speed." In the past, under Oregon law, only placards in school
zones and on interstate freeways had the words "speed limit."
Cities, are free to go with the shorthand of "Speed 25" (or whatever the
limit may be) on any other street, which allows them to make the numbers
For those at today's webinar, I looked up the East St. Paul motion
regarding the pedestrian overpass of the perimeter highway that has been
proposed for the Northeast Pioneer's Greenway Highway 59/Perimeter
Highway Interchange project. Here it is.
Meeting – Province of Manitoba MIT – Interchange
WHEREAS THE Northeast Pioneer Greenway Active Transportation Path is
located southwest of the proposed Province of Manitoba Infrastructure
and Transportation PTH 59N and PTH 101 interchange;
AND WHEREAS THE Province of Manitoba have announced in September, 2011
that their ultimate plan is to extend the Northeast Pioneer Greenway
Active Transportation Path to Bird’s Hill Provincial Park by way of a
safe pedestrian/cyclist crossing over the Perimeter Highway (PTH 101)
from the Northeast Pioneers Greenway into Rural Municipality of East St.
AND WHEREAS THE Rural Municipality of East St. Paul has identified in a
Transportation Master Plan prepared by Stantec Consulting Ltd. that the
development of the Raleigh Gateway corridor as an arterial route is
critical to the municipality’s transportation sustainability;
AND WHEREAS THE Transportation Master Plan includes a conceptual plan,
as part of the Raleigh Gateway corridor, for a PTH 101 flyover to
accommodate traffic traveling between East St. Paul and the City of
NOW THEREFORE BE IT RESOLVED THAT the Council of the Rural Municipality
of East St. Paul request that the Province of Manitoba support a joint
use structure and construct the bridge supports (base) of the proposed
pedestrian/cyclist crossing to accommodate vehicular traffic for the
It passed by a vote of 4-0 at the council meeting on Wednesday, May 2, 2012.
[Winnipeg Free Press, Letter to the Editor, September 12/12]
Bike rider's heaven
Thank you for Jen Skerritt's Sept. 10 article, *Minneapolis warming up to
It was a pleasure to experience the revival of cycling in Minneapolis
first-hand. Checking into a downtown hotel, we were asked if we'd like our
bikes held in a locked baggage check room or if we would like to keep them
in our room. No one batted an eye as we wheeled bikes through the lobby and
up the elevator.
After a meeting in St. Paul and an unsatisfactory experience with
expressway travel back to Minneapolis, the following day I biked from
downtown Minneapolis to St. Paul. Travelling the 26 kilometres to and from
my business meeting, mostly on bike lanes with reasonable separation from
cars, made the trips time-efficient and pleasant. Half of it was on the
University of Minnesota transit corridor, which is only for buses and bikes.
Racks for hundreds of bikes on the Nicollet Mall made shopping by bike
easy. Going out to eat was easy with a fast, safe and scenic route to
evening dining, where we could eat on a patio overlooking the Mississippi
River and our bikes.
To see more of the city, we cycled a big loop covering much of northern
Minneapolis and St. Paul, including the Cedar Lake Trail, the Grand Rounds
Trail and the Saint Anthony Parkway. With an extensive biking network that
effectively separates cyclists and motorists, more winter cycling makes
sense in Minneapolis.
I cycle-commute in Winnipeg all winter, and it is usually a pleasure. In
bad weather, it is an exciting challenge. (Of course, there is no bad
weather, only bad clothing.) After a serious snowfall, it is unreasonable
to have bike trails here cleared within 24 hours, as Minneapolis aims to
do, but the City of Winnipeg usually plows the Churchill bike trail, which
I use, within a couple of days. Last winter, bike paths in Assiniboine Park
were immaculately cleaned the morning after a snowstorm.
So don't sell Winnipeg's winter cycling options short. Where bike routes
are separate from motorized traffic and the trails are maintained, it is
already a viable option in Winnipeg.
The city has made major gains in active transportation, but there are still
some big holes in the network
By: Jen Skerritt
Tom McMahon hops on his bicycle every day to make the trek from his
Riverview home to his downtown law practice.
It's something he's done for the better part of a decade, and his commute
to The Forks is fairly simple, thanks to a river trail that allows him to
avoid traffic on busy streets.
But every day for nine years, McMahon has encountered the same problem: a
south Winnipeg bike path that stops dead in its tracks with no warning.
There isn't even any signage directing cyclists where to go. The same route
starts again four blocks later.
It's one of many holes in Winnipeg's cycling network, McMahon said, which
make it difficult for cyclists to find their way around.
"It's a city-wide problem. I get frustrated every day," he said. "It drives
me a little bit crazy."
It's been two years since a $20.4-million federal stimulus program helped
kick-start Winnipeg's active-transportation network. Thanks to the cash,
more than 100 kilometres of lanes, pathways and tracks were built in record
speed. The good news is, Winnipeg has made major gains in making the
bicycle a viable option for getting around.
There are more people using bicycles to commute and for recreation than
ever before. The city has more paths for cyclists and pedestrians than
cities such as Regina and Halifax -- and Winnipeg now has 35 km of
on-street bike lanes.
The not-so-good news is cycling can still be tricky -- and sometimes scary
-- on trouble spots such as bridges or underpasses.
Cycling advocates say the death of Victoria Nelson, who was struck and
killed riding her bike near the underpass at Main Street and Higgins Avenue
in May, and the death of a 68-year-old cyclist near York Avenue and Main
Street Aug. 29 is proof problems still exist and more needs to be done to
accommodate cyclists on the road.
Next year, the city plans to start work on an active-transportation
strategy -- a specific plan that will set out what needs to be done to
reduce conflicts between cars and cyclists, improve connections between
existing paths, and encourage more residents to walk or hop on a bike.
Transportation manager Luis Escobar said Winnipeg cycling is still in its
infancy and the city needs to figure out where it needs to focus its
efforts in the coming years.
"We have to step back a little bit and say we addressed the immediate needs
and now we need to start thinking strategically," he said, noting the city
does not have a long-term active-transportation plan. "We've got to go back
and ask, 'what else do we need to do?' "
In 2010, Winnipeg decided to spend five times as much money on
active-transportation corridors as it had been thanks to an influx of
federal stimulus cash. The goal was to add 102 kilometres of bike and
pedestrian routes to the existing network within 18 months in order to
catch up to some of the active-transportation progress being made elsewhere
in the country.
Despite initial opposition to some projects, most notably the Assiniboine
Avenue bikeway, most projects were completed and more Winnipeggers are
using the new paths to get around. Recent statistics compiled by advocacy
group Bike to the Future estimate there are close to 13,000 people
travelling by bike in and out of downtown most days.
The city has continued to focus on how to build its pedestrian and cycling
network. This year, Winnipeg beefed up its snow-clearing budget to clear
more snow from active-transportation routes and encourage more people to
use the trails for recreation and to commute during the winter.
Escobar said the department tries to incorporate the needs of pedestrians
and cyclists into every major road project. If there isn't a sidewalk, they
build one. If there's no room for cyclists, they try to accommodate them.
Right now, Winnipeg is working to connect two existing
active-transportation paths by creating buffered bike lanes between
Crescent and Plaza drives on Pembina Highway.
"I think right now we've caught up to many other cities that are a similar
size," Escobar said.
But there is still more work to do.
Most Winnipeggers still rely on their cars to get around, and tension
exists between cyclists and motorists.
Jino Distasio, director of Urban Studies at the University of Winnipeg,
said the city needs to determine where bike infrastructure fits into its
other priorities, such as fixing crummy roads riddled with potholes and
investing in rapid transit. Distasio said cycling has evolved and is not
just a "niche thing for hipster kids." Its popularity continues to grow and
in order for motorists and cyclists to share the road safely, Winnipeg
needs to make capital investments in its infrastructure and educate road
users, he said.
"I think a lot of it comes back to motorist education," Distasio said.
"Even the most experienced (cyclist) will share tales of being clipped by a
mirror or screamed at by an angry motorist who doesn't want to share the
Jason Carter, head of Manitoba's Cycling Association, said he got lost
earlier this summer trying to find bike routes to travel from north Main
Street to downtown. Routes aren't clearly marked, he said, and far too
often cyclists ride on the sidewalk or in the middle of the lane because
they feel unsafe or there's not enough room for them on the streets.
That, in turn, upsets motorists.
McMahon, who is the co-chair of Bike to the Future, said he tries to avoid
riding alongside cars as much as he can. He said some motorists try to
squeeze by cyclists in the same lane, and many motorists do not understand
how to use sharrows -- a shared lane for cyclists and motorists.
"If I'm really feeling nervous there are times I will take the sidewalk,"
he said. "It's scary when somebody tries to share the lane with you."
McMahon said Winnipeg should follow the lead of cities such as Montreal and
Minneapolis and do more to connect routes and promote cycling, particularly
for those who can't afford a car. He said building up the on-street cycling
infrastructure could reduce road spending in the long-run, since there will
be fewer vehicles and less wear-and-tear on city streets.
It's something other Canadian cities have been moving toward.
Last year, Ottawa became the first Ontario city to create segregated bike
lanes downtown. In just one year, the lanes have seen more than 406,000
Vancouver has made planning a bike ride much like planning a bus ride:
insert your starting point and destination online, and the city's website
will map the way. Riders can choose their own adventure: the shortest route
or the one with the least pollution? Tree-lined path or the one with the
Tom Thivener, the head of Calgary's cycling program, said downtown Calgary
has 130,000 workers and no on-street bikeways. The brave take the lane, he
said, while others avoid cycling altogether. He said U.S. cities are
further ahead in building on-street infrastructure. This gets more people
on bikes since they feel safe.
"You don't see the results right away, but once you start implementing a
well-designed network and bikeways on the street, you start to make it
really easy for people to get on a bike," he said.
[image: Transportation manager Luis Escobar says cycling in Winnipeg is in
its infancy. 'We've got to go back and ask,]
Transportation manager Luis Escobar says cycling in Winnipeg is in its
infancy. 'We've got to go back and ask, "What else do we need to do?"'
(WAYNE GLOWACKI / WINNIPEG FREE PRESS ARCHIVES)
*A snapshot of active-transportation lingo:*
*Bike lane:* A painted lane on a street for cyclists.
*Bike paths/multi-use pathways:* Separate paths designed for pedestrians
and cyclists which are not part of the roadway.
*Sharrow:* A lane shared by both cars and cyclists. Typically, sharrows are
created in wider curb lanes and a bicycle is stenciled on the street to
show motorists it's a shared lane.
*Bicycle track:* Facilities designed for cycling which are separate from
vehicle traffic, such as the Assiniboine Avenue bikeway.
*Bike boulevard:* Green and white signs mark bicycle routes. These are
mostly found on wider, residential streets.
*On-street bike lanes: 35 km*
*Multi-use pathways: 181 km*
*Bike paths: 4km*
*Bicycle track: 2km*
*Bike boulevards: 56km*
*The plan:* To start work on an active-transportation master plan in 2013
which will help guide how Winnipeg builds upon its existing network of
paths and trails.
*On-street bike lanes: 48 km*
*Multi-use pathways: 150 km*
*The plan:* To build 500 km of on-street pathways over the next 20 years.
In the short-term, that means the city plans to build an additional 15 km
of on-street lanes this year and an additional 35 km of on-street bike
paths by the end of 2014.
*On-street bike lanes: 50 km*
*Multi-use pathways: 700 km*
*Signage: 400 km on residential streets*
*The plan:* Calgary recently hired a full-time cycling coordinator to focus
on building up commuter paths in the downtown. The city plans to spend $20
million over the next three years.
*On-street bike lanes: 11.4 km*
*Multi-use pathways: 35 km*
*The plan:* The city is in the midst of developing a cycling master plan,
as part of its long-term transportation strategy.
*On-street bike lanes: 130 km*
*Multi-use pathways: 140 km*
*Paved shoulders: 20 km*
*Sharrows: 3 km*
*Signage: 185 km on lower-volume streets*
*The plan: *The city plans to continue spending $1 million a year expanding
its cycling network.
*On-street bike lanes: 113 km*
*Multi-use paths: 286 km*
*Signed routes on residential streets: 147 km*
*Sharrows: 9 km*
*The plan: *Toronto plans to spend close to $88 million over the next 10
years on its cycling infrastructure. The funding will help double its
bikeway network to a total of 1,132.2 km.
*On-street bike lanes: 63 km*
*Multi-use pathways: 86 km*
*Sharrows: 9.7 km*
*The plan:* By the end of this year, Montreal will grow its 560 km network
of paths and trails to 600 km of lanes, pathways and trails. The city plans
to spend about $10 million a year in the next decade to continue to build
*On-street bike lanes: 210 km*
*Multi-use pathways: 341 km*
*Paved shoulders: 140 km*
*The plan: *Ottawa has nearly doubled its cycling network since 2000 and
plans to spend a total of $18.5 million on cycling between now and 2014 to
continue to increase on-road facilities. Over the next three years, the
city plans to provide an additional 70 km of bike lanes and paved shoulders.
*Bike lanes (including sharrows): 87 km*
*Multi-use paths: 246 km*
*The plan: *The city is in the midst of doing a review of their active
transportation plan, and is looking to increase the number of designated
*[poster's note: 40kmph is still widely considered to be too fast to
provide adequate levels of pedestrian safety, esp. in Europe, but it's a
step in the right direction for Winnipeg. Free Press article below. To read
about a residential speed reduction experiment done in Edmonton, read
Winnipeg Free Press - ONLINE EDITION
City to look at lowering speed limit to 40 km/h
By: Bartley Kives
Posted: 3:00 PM |
The City of Winnipeg will explore the idea of reducing residential speed
limits to 40 km/h -- a move that would require provincial approval.
City council's public works committee voted Tuesday to give city staff 90
days to consider the idea of reducing speeds on residential streets --
two-lane roads in residential neighbourhoods -- by 10 km/h.
The idea was raised by Couns. Harvey Smith (Daniel McIntyre) and Ross Eadie
Dr. Lynne Warda of the Winnipeg Regional Health Authority appeared before
the committee to support the reduction, which she said would save lives.
The reduction of residential speeds in other cities has led to a measurable
reduction in the severity of injuries resulting from vehicle-pedestrian and
vehicle-bicycle collisions, she said.
Luis Escobar, the city's transportation manager, noted there's a difference
between the posted speed limit and the speed people actually drive.
Reducing speed limits can provide a false sense of security, he said.
He said collisions causing injury have dropped from approximately 3,400 in
2001 to approximately 2,100 in 2010, even though the overall number of
collisions has remained static.
Nonetheless, Couns. Dan Vandal (St. Boniface), Brian Mayes (St. Vital),
Devi Sharma (Old Kildonan) and Jenny Gerbasi (Fort Rouge) voted in favour
of studying the idea.
The public works committee also voted in favour of a water and waste
recommendation against a plastic-bag ban in Winnipeg -- and voted to hold
for a month on a plan to launch a study to create a regional transportation
All four members of the committee criticized Winnipeg Transit for bringing
forward terms of reference for a transportation authority only 24 hours
before Tuesday's meeting.
Vandal said he cares more about the city than the capital region and
questioned the direction of the study.
Green Action Centre and Bike to the Future invite you to join us for a
local viewing of the upcoming American Trails webinar this Wednesday, Sept.
12th, and an APBP webinar on Wed, Sept. 19th. Both take place at the
EcoCentre (3rd floor, 303 Portage Ave) followed by group discussion.* *Detailed
descriptions are provided below.*
**The Third Mode: Connecting Greenways, Trails and Active Mobility *
Wednesday, September 12th | 2:00 to 3:15 p.m. CDT
**Liability: Understanding and Managing Risk
Wednesday, September 19th | 2:00 to 3:00 p.m. CDT
RSVPs are appreciated but not necessary. Hope to see you then!
* * * * *
American Trails presents...
*The Third Mode: Connecting Greenways, Trails and Active Mobility
**This session will look at the latest issues and policies in planning and
designing urban mobility networks and how these can best integrate with
greenway and trail networks to create seamless metro-wide systems. *
Communities around the globe are looking for better solutions that engage
more people in traveling by bike, on foot, and other human powered modes
for both transportation and recreation. In the face of an epidemic of
physical inactivity, climate change, and rising energy costs, this know-how
is becoming increasingly important for public health and quality of life.
These improvements are increasingly recognized as essential for communities
to be competitive as places to live and to attract new businesses.
This session will look at the latest issues and policies in the planning
and design of urban mobility networks and how these can best integrate with
greenway and trail networks to create seamless metro-wide systems. The
webinar will provide participants with a chance to see how the trails and
active transportation movement can be seen as part of larger cultural
trends. We will also look at the current funding environment in the face of
the new MAP-21 federal legislation and how to best navigate change. .
*About The Third Mode, by Jeff Olson*
Walking and bicycling are metaphors. While they are unique forms of
mobility, they can also be thought of together to represent a “third mode”
of transportation that is as important as highways and mass transit. This
mode of transport, and the kind of change that is required to integrate it
into our modern world, symbolizes a different perspective on our way of
thinking. If you can understand why non-motorized mobility is important for
transportation, you can also see how other problems could be resolved with
similar thinking. This thought process is called the Third Mode, and this
book describes how it can lead to a more connected, healthy, and
Sam Piper, an intern with Alta Planning + Design is assisting author Jeff
Olson in promoting “The Third Mode: Towards a Green Society.” He is
responsible for e-publishing the book and coordinating a social media
campaign. Sam received a BA in Business from Saint Anselm College and is
currently pursuing a Masters of Urban and Regional Planning at the State
University of New York at Albany. Contact Sam with any questions regarding
the book release and promotional campaign at thethirdmode(a)gmail.com.
*Presenters for "The Third Mode: Connecting Greenways, Trails and Active
*Jeff Olson*, Partner - Alta Planning +
Design<http://www.altaplanning.com/>(Author of “The Third Mode”)
Jeff Olson is an architect and planner who has been involved in greenways,
open space, active living and alternative transportation projects for more
than 20 years. He has had a diverse career with experience in the public,
private, and non-profit sectors. His unique vision and leadership ability
are important assets to projects ranging from regional planning to site
specific projects and programs. He is an avid bicyclist and skier who has
the perspective of a parent with three young children.
*Andy Clarke*, President, League of American
Andy Clarke is President of the League of American Bicyclists, the nation's
oldest national bicycling organization founded in 1880. Andy has been the
chief staff officer of the League since his appointment as Executive
Director in 2004, prior to that he served as the State and Local Advocacy
Director. He was also the League's Government Relations Director from 1988
to 1990. He has served variously as Chair of the Transportation Research
Board's Bicycle Transportation Committee, Chair of the America Bikes
Coalition, and a founding steering committee member of the Safe Routes to
School National Partnership and Complete Streets Coalition. Andy is a
regular bicycle commuter and recreational rider.
*Bob Searns (moderator)*, Owner of The Greenway
Team<http://greenwayteam.com/>and Chair of American
Trails Board <http://www.americantrails.org/board.html>
Bob is the current Chair of the American Trails Board of Directors. He is
the founding owner of The Greenway Team, a planning and development firm
based in Denver, CO that has specialized for three decades in greenways,
trails, and conservation. He was Project Director of Denver's Platte River
Greenway, one of the nation's benchmark urban trail projects, and produced
10,000 Trees, an eight-mile river corridor restoration project involving
3,000 volunteers. He has authored a greenways and trails plan for the
43-square-mile area west of Denver International Airport, as well as trail
and greenway projects across the nation including Chicago, Dallas, Memphis,
Louisville, Las Vegas, Los Angeles, Memphis, and Portland. He was a
development consultant for the Grand Canyon Greenway, a precedent-setting
72-mile system of multi-use trails along the canyon rim. Bob has conducted
workshops throughout North America, China and Europe. He co-authored
Greenways: A Guide to Planning, Design, and Development (published in the
U.S. and. China), Trails for the 21st Century, and contributed to
Greenways, The Beginning of an International Movement.
* * * * *
The Association of Pedestrian and Bicycle Professionals (APBP) presents:
Liability: Understanding and Managing Risk
Wednesday, September 19th | 2:00 to 3:00 p.m. CDT
The law is a tool--not a barrier--to making public streets safer for all
users. Learn how city and state departments of transportation use the law
as a normal part of evaluating bicycle and pedestrian projects and when
determining whether improvements are needed after a crash occurs. [image:
risk]Presentations will provide the context of federal and state guidance
on local policy and design decisions, an overview of the legal concepts,
and a case study of how the City of Seattle has successfully documented and
defended design decisions. This webinar session will specifically discuss
the concepts of negligence, reasonable care and governmental immunity.
Examples are offered to encourage engineers, planners, law enforcement and
legal counsel to collaborate for improved outcomes.
Who should attend? Transportation planners, engineers, public works
directors and staff, legal counsel, law enforcement and elected officials
who need to know how to work within the existing framework of federal and
state requirements to meet public demand for safe streets that are
pedestrian and bicycle friendly.
Presenters: Rebecca Boatright, Senior Assistant City Attorney with the City
of Seattle; Michael Ronkin, Principal, Designing Streets for People;
Benjamin Winig, Senior Staff Attorney and Program Director, ChangeLab
From: ParticipACTION [mailto:firstname.lastname@example.org] On Behalf
Sent: Friday, September 07, 2012 3:30 PM
To: Kristine Hayward
Subject: ParticipACTION Forum- Active Transportation
Dear friends of ParticipACTION,
You have shown interest in ParticipACTION Forums in the past and so we
would like to invite you to attend our upcoming Forum occurring this
September 18 2012, 1:00-2:30 PM EST.
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We would love to have you participate in this online Forum. If you are
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