Cycling's faster than Route 90
By: Catherine Mitchell <catherine.mitchell(a)freepress.mb.ca>
On Wednesday, I rode my bike to work, huffing it from River Heights to the
Inkster Industrial Park. I did it in 35 minutes (plus or minus five
minutes; not a single timepiece in my house is faithful to Greenwich).
Not too shabby. But here's the thing: It's taking me as long to drive Route
90 North these days, a trip so frustratingly tedious I've started driving
through town, through rush-hour traffic to relieve the blood pressure. I
gave up on Route 90 South months ago.
I haven't cycled to work since I biked here for a weekend shift when the
Freep opened its doors on Mountain Avenue. I took McPhillips Street, and I
resolved not to do that again.
This week I wanted to find how much longer it would take for me to cycle
than drive. Having been promised another unseasonably warm September day, I
threw on a T-shirt that affirmed there are only good days and great days,
consulted with some colleagues on a safer route and stuffed a dress in a
zip-lock bag that I tossed into a backpack with my lunch.
"It'll take me 45 minutes, I think," I told my man.
Pulling in at 1355 Mountain Ave., intact and sweaty, I locked up the bike
and whipped out my flip-phone: 9:20 a.m. -- I let out a victory whoop for
no one to hear. Screw Route 90!
Yes, I exercised the healthy option late in the season but the point was
not just to see if there was a sane way to bike to work. The drive that
normally takes me 15 minutes, or 20 on a hectic day, via a major arterial
road -- a trucking route, no less -- has stretched to easily twice the time.
Getting cranky about road repair and construction in Winnipeg is like
complaining about the heat in July. But I'm not the only with pointed
questions about this year's construction-season strategy.
The drive along the northbound lanes, reduced to two or one lane for pretty
much of the summer, has caused many to ask why construction crews aren't at
Motorists have been crawling through the big squeeze at Ness Avenue for two
years now. Further, after grinding off the asphalt from Ness on, work all
but halted on the northbound stretch for weeks.
This is just a resurfacing project. And it's almost October.
After a crappy, crappy, crappy spring that beat the crap out of our crappy
roads, the summer has seen a compression of an unprecedented amount of
The city's acting manager of public works says this year's construction
budget got a jolt of cash -- $80 million on roadworks, compared with $50
million last year. That and a late start date has put a lot of pressure on
the regular resources of engineering and construction firms.
The question about ramping up resources, and going to a 24/7 schedule, is
more complicated. The construction industry has set its resources to serve
the regular public work it has come to expect; pulling out the stops to
complete, say, Route 90, quickly isn't easily accommodated, says Michelle
It is not the grunt work of labour that's the issue; it's difficult finding
the highly skilled or professional staff required for good, lasting and
well-designed roads. "They're having trouble as an industry staffing up."
Not so much, says Chris Lorenc of the Manitoba Heavy Construction
Association. Resources aren't the issue.
Around-the-clock construction is a no-go because noise will disrupt the
lives of residents, and no politician is prepared to weather that storm.
"We use jackhammers, we don't use rakes."
But there are some things the city could do to cut, by weeks, the length of
construction jobs, he says. First, spend more money to get the design work
done far in advance so construction can be tendered in the dead months --
November to April. Firms can then buy aggregates, equipment and hire and
train people early at cheaper prices.
And, using Route 90 as an example, shut down a northbound lane entirely so
crews can go unimpeded. If all traffic were shunted to the southbound lane,
it would be more painful but for shorter periods.
Or, I suggest, give people real options in their commute.
It's easy to cycle to Inkster Industrial Park. Really. My bike commute was
lovely. Clifton Street is bucolic, in an urban sense; a quiet, pretty slice
of Winnipeg. I love Logan Avenue, its raw, evocative streetscape girded by
an iron spine. Muscular, sure of itself and historic.
The Keewatin Underpass is no place for a cyclist. Take the sidewalk.
Despite evident progress, this city still has such a long way to go to
become cyclist-friendly, but Winnipeg motorists are getting more and more
It's time to promote the rights of walkers and cyclists. We need to start
the cultural shift that compels vehicles to be deferential to the bipedal
and bi-wheeled commuters.
Even a city caked in ice for seven months of the year should learn to share
the roads generously with the self-propelled.
The investment in that infrastructure will ease the pressure on roadworks
and keep us all a little more sane. And that's good for the blood pressure.
Republished from the Winnipeg Free Press print edition September 27, 2014
FYI and interest:
Six Case Studies: Embedding a Planner in Public Health to Incubate
Posted on September 19, 2014
by Kim Perrotta <http://hcbd-clasp.com/author/hcbdclasp/>
*[image: NB Case Study Cover 2014]
Canada by Design* (*HCBD*) is releasing six new case study reports today.
Prepared by new health authority partners from Newfoundland, New Brunswick,
Nova Scotia, Ontario, Manitoba and Saskatchewan, these case study reports
describe the steps taken by the six HCBD project teams over the last two
years to influence local land use and transportation planning policies with
the aid of an embedded Planner.
Under the second round of funding from the *Canadian Partnership Against
Cancer’s **Coalitions Linking Action and Science for [image: Nfld Case
Study Cover 2014]
(*CLASP*) Program, five of these new HCBD partners – Capital Health in
Halifax, the New Brunswick Department of Health’s Office of the Chief
Medical Officer of Health, the Newfoundland and Labrador Wellness Advisory
Committee & Building Healthy Communities Collaborative, Regina Qu’Appelle
Health Region, and the Winnipeg Regional Health Authority — received
funding to hire a Planner to work with them for an extended period. The
sixth, Ottawa Public Health, hired a Planner on a permanent basis just
prior to joining HCBD.
In all six cases, the Planners were charged with the task of:[image: Ottawa
Case Study Cover 2014]
capacity on land use and transportation planning processes among public
health professionals; building relationships between public health
professionals and the land use and transportation planning professionals in
their local communities; increasing awareness about the links between
public health and the built environment; and affecting change in local
policies with the goal of creating healthier built environments. All six
project teams were directed to focus on projects related to active
[image: Halifax-Report Cover 2014]
six case study reports concisely describe the objectives set by each
project team, the strategies employed, the outcomes achieved, the
challenges encountered, and the lessons learned. The six projects vary
substantially from one another reflecting the opportunities presented by
local planning processes, the priorities of each project team, the
circumstances in their local communities, and the capacity of the project
teams and their local partners.
*Among the highlights discussed in these reports are:*
- [image: Winnipeg-Case Study Cover 2014]
adaptation and piloting of the Rural Active Living Assessment (RALA) tool
in New Brunswick and Saskatchewan;
- The addition and implementation of a Well Minded Community Award to
the annual Tidy Towns competition in Newfoundland;
- The development and piloting of Active Building Design Criteria by
Winnipeg Regional Health Authority and the City of Winnipeg;
- The development of Complete Street [image: Regina-Case Study Cover
and Implementation Guidelines by Capital Health and the Regional
Municipality of Halifax; and
- The inclusion of health considerations in the Transportation Master
Plan, the Cycling Plan, and the Pedestrian Plan for the City of Ottawa.
These reports can be accessed on the HCBD Website at:
*Prepared by Kim Perrotta, HCBD Knowledge Translation & Communications
Lead, Heart and Stroke Foundation*
Healthy Canada By Design is proud to present *six new case studies produced
by health authority project teams in six different provinces *which
described how, with an embedded Planner, that worked to promote policies
that foster active transportation and active living. See new post at:
*Kim Perrotta, MHSc*
Knowledge Translation & Communications
*Healthy Canada by Design (HCBD) CLASP Initiative*
Heart and Stroke Foundation of Canada
*Kperrotta(a)hsf.ca <http://Kperrotta@hsf.ca> (mailto:email@example.com
<kim.perrotta(a)cogeco.ca> after Sept 30th)*
*HCBD-CLASP.ca <http://hcbd-clasp.com/> *
*P.S. My contract with HSF expires September 30th so I will not have access
to my e-mail account after that date. However, I will continue, for a few
months, to maintain the website and coordinate the CJPH supplement using my
personal e-mail mailto:firstname.lastname@example.org <kim.perrotta(a)cogeco.ca>.*
*Jackie Avent* | Active and Safe Routes to School
Green Action Centre <http://greenactioncentre.ca/>
3rd floor, 303 Portage Avenue* | *(204) 925-3773 *|* Find us here
Green Action Centre is your non-profit hub for greener living.
Support our work by becoming a member
Interesting to see responses to sustainable transportation issues in the TO election...
Sent from my iPhone
Begin forwarded message:
> From: Nancy Smith Lea <nsmithlea(a)tcat.ca>
> Date: September 19, 2014 at 8:04:52 AM CDT
> To: TCAT Steering Committee <tcat-sc(a)googlegroups.com>
> Cc: Jared Kolb <jared.kolb(a)cycleto.ca>, Franz Hartmann <franz(a)torontoenvironment.org>, Dylan Reid <dylan.reid(a)sympatico.ca>, Jacky Kennedy <asrts(a)sympatico.ca>
> Subject: Election Candidate Survey Finds Overwhelming Support for Walking, Cycling and Public Transit in Next Term of Council
> For Immediate Release
> September 19, 2014
> Today, the Toronto Centre for Active Transportation (TCAT), in partnership with Toronto Environmental Alliance, Cycle Toronto, Walk Toronto and Canada Walks, releases the results of its 2014 all-candidate municipal election transportation survey.
> In June 2014, Toronto Councillor and Mayoral candidates were invited to respond to a short 12-question survey to provide voters with information about their views on active transportation and public transit. The candidates were also provided with Building a Toronto that Moves, a backgrounder developed by active transportation and public transit community leaders that sets out 12 concrete steps that can be taken in the next term of Council to improve cycling, walking and transit in Toronto.
> Here is a snapshot of the survey results:
> • Strong support was expressed for the 12 election priorities for walking, cycling, and transit identified in Building a Toronto that Moves;
> • Highest support (97%) was expressed for establishing School Travel Plans to improve the safety of children walking to school;
> • Strong support (89%) for a Complete Streets policy to ensure our streets are routinely designed to provide the safe travel of all road users;
> • Strong support (80%) for a Minimum Grid of 100 km of protected bike lanes and 100 km of bicycle boulevards to be built by 2018;
> • Lowest support (58%) for a four-year TTC fare freeze;
> • Two-thirds (63%) of the 38 councillor incumbents running for re-election responded to the survey, and 2 of the 3 > leading mayoral candidates. >
> Jacky Kennedy, Director, Canada Walks commented “we are thrilled that 97% of survey respondents showed support for School Travel Plans for all Toronto schools and we look forward to working with successful candidates to make this a reality.” >
> “Investment in Toronto’s on-street network of bike lanes has stalled. It’s fantastic that the candidates have committed to fast-track a Minimum Grid of this critical infrastructure that saves lives and improves our health and environment,” said Jared Kolb, Executive Director, Cycle Toronto.
> > “Overall, we are seeing an emerging consensus that Toronto City Council should be doing more to promote and protect Torontonians who are walking, cycling, and taking public transit,” concluded Nancy Smith Lea, TCAT Director. “This is a huge step forward for building a city that moves us all, safely and equitably.” >
> More information, including the candidates’ individual responses here: http://tcat.ca/election_surveys_2014
> -30- >
> Nancy Smith Lea (TCAT) 416 392-0290
> Franz Hartmann (TEA) 416 606-8881
> Jacky Kennedy (Canada Walks) 416 992-5496
> Dylan Reid (Walk Toronto) 647 770-3133
> Jared Kolb (Cycle Toronto) 416 644-7188
> Nancy Smith Lea
> Toronto Centre for Active Transportation (TCAT)
> Clean Air Partnership
> 75 Elizabeth Street
> Toronto, ON M5G 1P4
> Phone: 416-392-0290
> Email: nsmithlea(a)tcat.ca
> Websites: tcat.ca | completestreetsforcanada.ca | www.cleanairpartnership.org
> Subscribe to TCAT News at http://tcat.ca/newsletter
---------- Forwarded message ----------
From: Terry Zdan <tjzdan50(a)gmail.com>
Date: Wed, 17 Sep 2014 13:52:25 -0500
TRB and the American College of Sports Medicine (ACSM) will host the joint
conference "Moving Active Transportation to Higher Ground: Opportunities
for Accelerating the Assessment of Health Impacts" in April 2015 in
This conference will bring together experts and constituents from
transportation, urban planning, public health, health care, and health
economics to explore the states of the art and practice on quantifying the
public health outcomes of active transportation.
Conference focus areas include:
• Scientific evidence on relationships between active
transportation and health
• Strategies for data collection and methods of data analysis and
modeling that contribute to the quantification of impacts on personal,
household, and community health as they relate to various aspects of active
• Innovative tools and approaches to assess the impacts of active
transportation (e.g., health impact assessments of transportation projects
or local, regional, and state planning scenarios), as well as tools to
better forecast the effects on active transportation
Abstracts can still be submitted online until 1 October 2014. For more
details about the conference and/or to submit and abstract take a look at
the following links:
Call for Abstracts:
TRB Blurb about the Conference: http://www.trb.org/Main/Blurbs/171123.aspx
Abstract Submission Website (note: you will have to create an account to
submit an abstract):
Please feel free to forward this email.
P.S.: Here are more details about the conference. You will find the same
information when following the links provided above:
"There is growing recognition in the transportation, planning, and public
health fields that transportation systems and policies designed to increase
bicycling and walking may enable more physical activity and help improve
personal and community health. While the relationships between land‐use
patterns, transportation options, and public health seem intuitive, they
remain difficult to study, quantify, and understand. If health outcomes are
to be more routinely integrated into planning and transportation investment
decision‐making, these relationships will need to be robustly demonstrated,
documented and communicated. There remain significant opportunities for
research to contribute to this area. This conference will bring together
experts and constituents from transportation, urban planning, public
health, health care, and health economics to explore the states of the art
and practice on quantifying the public health outcomes of active
Focus areas of the conference include:
- Scientific evidence on relationships between active transportation and
- Strategies for data collection and methods of data analysis and modeling
that contribute to the quantification of impacts on personal, household,
and community health as they relate to various aspects of active travel,
such as usage, exposure to risks, or quality of pedestrian and bicycle
- Innovative tools and approaches to assess the impacts of active
transportation (e.g. health impact assessments of transportation projects
or local, regional, and state planning scenarios), as well as tools to
better forecast the effects of project or plan alternatives on active
The conference will be organized around thematic sessions. We are looking
for presentations that fit into one or more of the following themes:
1. Comprehensive conceptual frameworks, studies and models that integrate
the numerous domains by which active transportation relates to health; 2.
Scientific evidence on relationships between measures of active travel and
health—especially studies that assess both benefits and risks of active
travel; 3. Health impact assessments (HIAs) in transportation planning,
including practical applications of HIAs that pertain to impacts of
walking, cycling, and public health in transportation planning; 4.
Monetization and economic valuation of health impacts; 5. Examples and
experiences of collecting and using bicycle and pedestrian data in active
transportation planning applications and the development and use of tools
suited for the assessment of health impacts (e.g. regional travel demand
modeling, sketch planning tools, GIS, etc.); 6. Assessing health impacts of
walking and cycling related to public transport; 7. Methodological issues
of assessment of health impacts of active travel (e.g. substitution of
physical activity from transport and other domains; interaction with
demographics and other factors; self‐selection; and issues with data
126 Duncan Norrie Drive
Wpg MB R3P 2J9
Public-Transportation Attitudes Examined in Major New TransitCenter Report
Paul Mackie <http://mobilitylab.org/author/paulmackie/>
Paul is communications director for Mobility Lab. He specializes in
storytelling and editing, as well as environmental and pop-culture issues
related to transportation.
SEPTEMBER 18, 2014
[image: TC Main]
Americans took a record 10.7 billion rides on U.S. transit systems in 2013.
Who exactly were these riders, and why did they choose public transit over
A major report released today offers the latest and most comprehensive
answers to this question of “changing attitudes … propelling recent
In *Who’s On Board: The 2014 Mobility Attitudes Survey*
York-based research-and-innovation foundationTransitCenter
<http://transitcenter.org/> has pieced together an array of insights
providing data that could help propel public transportation in America to
Mobility Lab has a comprehensive package of articles to dissect the
- My look into the reasons why Millennials are embracing transit, while
Baby Boomers are shunning it <http://mobilitylab.org/?p=13087>.
- Paul Goddin’s examination of how public desire to live in walkable
neighborhoods presents an opportunity for transit
- Wendy Duren’s article on how people who are offered transit benefits
from an employer use them <http://mobilitylab.org/?p=13081>.
- And, finally, my dive into TransitCenter’s seven “transportation
types” of people, and what kinds of communications and marketing
messages could be effective to grow ridership
[image: TC cover]
Aside from those articles, there are some other key findings worth
mentioning up front.
*Americans with high incomes don’t ride transit at the rate of people with
lower incomes. *That said, it’s not that rich people don’t want to ride
public transportation. In transit-rich “traditional cities” like New York
City, Philadelphia, Washington D.C., and Chicago, people with a $150,000 or
greater salary are just as likely to ride public transportation as people
with a $30,000 salary.
Nevertheless, it appears transit can be a great equalizer in a country with
such a large and problematic income gap. The report notes:
While transit ridership generally falls with increasing income, those in
the highest income category ($150,000+ in annual household income) are more
likely to use transit than those in all but the lowest income group. Very
high-income people are more likely to live in large and dense cities, where
transit is a more viable option; their location, rather than mere personal
preference for public transportation explains why some wealthy people are
more likely to use transit.
*People stop riding public transportation after their college years.* Why
is that? It seems those would be the years – during their 20s – when cost
savings on transportation would be important.
What does this say about the cost benefits of owning a car versus depending
on public transportation or some other modes of travel? Is transit too
inexpensive? Is car ownership to inexpensive?
*People who are offered pre-tax transit commuter benefits by their
employers are more than five times as likely to take transit regularly *as
employees who are not receiving benefits.
This seems to be a prime argument for improving awareness. Since the
Industrial Revolution, Americans have been sleepwalking out their doors,
down their driveways, and into their cars. We just don’t think about the
fact that transportation options exist. But once employees are educated –
or when benefits are simply mentioned – there becomes an amazing boost in
curiosity or interest in public transportation.
The *Who’s on Board *survey was commissioned to take a “deeper look at the
public attitudes which are propelling recent increases in transit
ridership,” said Rosemary Scanlon, chair of TransitCenter and divisional
dean of New York University’s Schack Institute of Real Estate.
The report is based on a survey administered online to 11,842 respondents,
in 46 Metropolitan Statistical Areas (MSAs) who were selected and invited
to participate based on age and geography (by home ZIP code). The survey
will be updated and conducted regularly to track changes in transit rider
attitudes and regional trends over time.
Transit Center has also designed its questionnaire to be used by others,
especially governments interested in replicating it for their own more
frequent household surveys.
*Photo by Erin Nekervis <https://www.flickr.com/photos/theeerin/>*
*Paul Mackie, Communications Director*
[image: Mobility Lab Logo Final_RGB.jpg]
[image: Mobility Tweets!] [image: Facebook]
LinkedIn] <http://www.linkedin.com/groups?gid=3826974> [image: Youtube]
<http://www.youtube.com/user/themobilitylab> [image: Git Hub]
<https://github.com/MobilityLab> [image: SlideShare]
1501 Wilson Blvd, Suite 1100, Arlington, VA 22209
Cell: 202-841-2953 <703-328-2830>; Office: 703-524-4797 <703-247-6995>
; Fax: 703-247-9288
Web: MobilityLab.org <http://www.mobilitylab.org/>
Mobility Lab Express e-Newsletter: http://mobilitylab.org/join-us
Mobility Lab Daily e-newsletter: http://paper.li/MobilityLabTeam/1368113139
*Mobility Lab <http://mobilitylab.org/> is a research-and-development
initiative for "transportation demand management — moving people instead of
cars." Based in Arlington, Virginia — which has one of the largest TDM
programs in the U.S. and removes 45,000 car trips from the county's roads
each work day — Mobility Lab seeks solutions, stories, and partnerships
from all over the world.*