Public asked to weigh in on active transportation projects
http://www.winnipegsun.com/2015/09/11/public-asked-to-weigh-in-on-active-tr…
The city is calling on the public to weigh in on three pedestrian and
cycling projects.
The city is hosting community consultations on three separate planned
projects and looking for public input. The projects will target pedestrian
and cycling improvements in downtown, West Alexander, and northwest
Winnipeg.
“These projects will make it safer, easier and more enjoyable for
Winnipeggers to walk or ride a bike,” Scott Suderman, the city’s
transportation facilities planning engineer, said in a statement. “They
will improve transportation options for citizens of all ages and abilities,
while ongoing public consultation will ensure the input of local
stakeholders will be taken into account in the design of each project.”
The projects are part of the pedestrian and cycling action plan that city
council approved in May.
The downtown project is a bike lane system that aims to connect The Forks
to the Exchange District; in West Alexander, a pedestrian and cycling
corridor would connect McPhillips Street to Sherbrook Street; and the third
project would take an existing hydro corridor and create a pathway in the
northwest region of the city.
More information can be found at winnipeg.ca/walkbikeprojects.
Last year there was a coordinated count at a few locations along the
Ciclovia route using CounterPoint <http://counterpointapp.org> our
designed-in-Winipeg traffic counting app.
I am curious what it will be like one year later. I'll personally be doing
one for fun in the Mostyn-Balmoral-Westminster corridor, since I am
convinced it would be Winnipeg's next great protected bike lane.
*If anyone is planning on attending Ciclovia, has a smartphone, and wants
to do a count from 1-3 at one of the counterpoints along the route, send an
email to info(a)counterppointapp.org <info(a)counterppointapp.org>. *
You can even try out the new gender bike count
<https://www.facebook.com/CounterPointApp/photos/a.206350762875837.107374182…>
and get some interesting results on the gender split instead. Or settle in
and have some beers while counting bikes along the Sherbrook protected bike
lane. You can even try one the following sunday to look for the dramatic
difference. You might find that counting traffic is kinda fun, and
certainly interesting to watch the all; the different types of people go by.
Cheers,
Anders
CounterPoint/ManyFest Steering Committee
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This position is responsible for providing support cross-coordination of
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*When applying to this advertisement, please indicate the advertisement
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Green Action Centre and Bike Winnipeg invite you to join us for a local
viewing of the following APBP webinar: *Shared Streets, Slow Streets*.
Should be a good one.
The webinar viewing takes place in the EcoCentre boardroom (3rd floor, 303
Portage Ave) and will be followed by group discussion of local
applications.
RSVPs appreciated but not necessary. Hope to see you then!
cheers,
Beth
** * * * **
Shared Streets, Slow Streets
*Wednesday, Sept. 16th, 2-3pm, EcoCentre
<http://greenactioncentre.ca/content/ecocentre-directions-and-travel-options/>
Boardroom*
Learning objectives:
- Understand the theory behind Sustainable Safety, which has driven
widespread adoption of 30-km (20 mph) zones in the Netherlands
- Identify the principal elements necessary to design successful 30-km
zones
- Examine how design standards might be revised to allow for new spatial
forms in North America
This webinar explores the Dutch theory of Sustainable Safety (similar to
Vision Zero) and the engineering and design principles underlying 30-km
zones that permit different modes to share the streets safely. The session
includes examples of shared street projects in North America, where these
design principles have been adapted to local contexts.
Sustainable Safety is a safe systems approach used in the Netherlands to
prevent serious crashes and severe injury. This approach has reduced fatal
traffic crashes by 30 percent between 1998 and 2008. As the details of
Vision Zero initiatives are being developed, North American planners can
learn from the mistakes and successes of the Dutch.
The presentation introduces the underlying principles of Sustainable Safety
and focuses on the design and engineering tools used to create streets
where different modes can mix at speeds safe for all users. Case studies
with both good and bad examples of 30-km zones are included; presenters
also discuss examples of shared streets in North America.
*Presenters*:
- Dick van Veen, MSc. Eng, MSc. Arch, Mobycon BV
- Brice Maryman, Senior Landscape Architect, SvR Design
Some inspiration leading up to our own Ciclovia
<http://www.manyfest.ca/#!ciclovia/cbu2> happening Sunday, September 13,
which for the first time will include a car-free route for Winnipeggers to
bike, walk, inline skate, skateboard or whatever from Kildonan Park to The
Forks in addition to the car-free route from The Forks to Assiniboine Park.
Thanks to Dan Prowse for sharing this article.
* * * * *
Cities are starting to put pedestrians and cyclists before motorists. That
makes them nicer—and healthier—to live in
http://www.economist.com/news/international/21663219-cities-are-starting-pu…
AT 6am on a sweltering Sunday the centre of Gurgaon, a city in northern
India, is abuzz. Children queue for free bicycles to ride on a 4km stretch
of road that will be cordoned off from traffic for the next five hours.
Teenagers pedal about, taking selfies; middle-aged men and women jog by. On
a stage, a black-belt demonstrates karate; yoga practice is on a quieter
patch down the street. Weaving through the crowd dispensing road-safety
tips is a traffic cop with a majestic moustache.
Gurgaon’s weekly jamboree is called Raahgiri (“reclaim your streets”). Amit
Bhatt of EMBARQ, a green think-tank, started it in 2013, inspired by
Bogotá’s ciclovia, pictured above, for which Colombia’s capital closes
120km of streets on Sundays and holidays. Such events are part of a
movement that is accelerating around the world.
Cyclists and motorists have never liked sharing the road. In “A Cool and
Logical Analysis of the Bicycle Menace”, P.J. O’Rourke, a car-loving comic,
grumbles that “one cannot drive around a curve” without meeting a “suicidal
phalanx” of “huffing bicyclers”. Casey Neistat, a New York cyclist who was
fined $50 for not riding in a bike lane, made a film of himself crashing
into some of the unkindly parked cars that so often make that impossible.From
Guangzhou to Brussels to Chicago, cities are shifting their attention from
keeping cars moving to making it easier to walk, cycle and play on their
streets. Some central roads are being converted into pedestrian promenades,
others flanked with cycle lanes. Speed limits are being slashed. More than
700 cities in 50 countries now have bike-share schemes; the number has
grown by about half in the past three years.
Many cities are exploring ways to keep petrolheads and pedalophiles apart.
Over 100, particularly in Latin America, close some roads to cars on
weekends. Paris is leading the way in Europe, closing over 30km; Dublin and
Milan plan to banish cars from their centres. Even Los Angeles (a city
Steve Martin, a comic actor, satirised by getting in his car to drive three
paces to his neighbour’s house in “LA Story”) recently announced plans for
hundreds of miles of bus and cycle lanes.
In the rich world, these measures follow improvements in public
transport—and congestion charges and other policies that make driving and
parking in many cities a misery. The number of cars entering central London
has dropped by a third since 2002. Three-fifths of Parisians owned a car in
2001; now two-fifths do. And some people are shifting from public transport
to walking or cycling: a fifth as many journeys in London are now made by
bike as on the Underground; 15 years ago, only a tenth were. All this makes
cities safer and nicer, planners say. London hopes to attract footloose
talent this way, says Isabel Dedring, its deputy mayor for transport.
The International Transport Forum, a think-tank, predicts that by 2050 the
world’s roads will have to cope with 2.5 billion cars and light trucks,
three times as many as today. Almost all the growth will be in developing
countries. Some cities are building rail and subway systems; others are
creating rapid-bus lanes. India plans to expand or launch rapid transit in
50 cities. But safety is often neglected.
The best way to get more people walking is to slow down traffic citywide,
says Guillermo Peñalosa of 8 80 Cities, a Canadian lobby group. Slower
traffic makes neighbourhoods quieter and safer. More than 80% of
pedestrians hit by cars moving at 65kph die; at half that speed only 5%
die. A 25mph (40kph) speed limit went into effect in New York last year.
London recently cut the speed limit to 20mph on more than 280km of its
roads and is getting rid of pedestrian-unfriendly giant roundabouts. In
September Toronto will slow down traffic on more than 300km of its roads.
Four wheels bad, two wheels good
In cycling, Amsterdam and Copenhagen are the pacesetters, with a third of
trips made by bicycle. More than half of Amsterdam’s residents use their
bikes daily. London, New York and Paris all have plans to challenge them.
All three cities are expanding their bike-share schemes and building new
bike lanes, some on quiet roads with new, lower speed limits for cars, and
others running through central areas and separated from motorised traffic.
Such schemes can quickly convince more people to start pedalling. They are
particularly popular with women, who transport planners say are more
nervous than men about sharing roads with roaring traffic and typically
make up less than a quarter of urban cyclists. In 2007-2010 the Spanish
city of Seville built an 80km network of separated two-way bicycle lanes;
the share of trips in the city that were by bicycle went from nearly zero
to 7%. In Taipei few women cycled before its YouBike share scheme started
in 2009; now they are half of the city’s cyclists.
Bike-shares are spreading out beyond city centres and being linked with
public transport, says Kevin Mayne of the European Cyclists’ Federation. In
Belgium, Germany and the Netherlands some schemes are run by the railways.
More than 100 cities have smartphone apps that show which docking stations
have bicycles available. Riders of Copenhagen’s GoBike can plot routes and
check travel bookings from an on-board GPS. Both bikes and public transport
are more likely to be used when bike racks are placed on the front of
buses, as in Boston and Washington, DC, and secure parking is provided at
rail stations.
In 2014 Britain’s transport ministry looked at recently built cycling and
walking infrastructure in eight cities. Standard cost-benefit analyses for
planned transport infrastructure include a value for the lives saved (or
lost) through changes in the number of accidents. Using the same figures
for the lives prolonged by increased activity, it found that the cost of
the schemes was repaid three-fold—and again in reduced congestion. London’s
authorities calculate that if every Londoner switched to walking for trips
under 2km, and to cycling for trips of 2-8km, the share who got enough
exercise to remain healthy simply by getting around would rise from 25% to
60%. That would amount to 61,500 years of healthy life gained each year.
Even once-a-week exercise fiestas can boost health. A 2009 survey of
participants in Bogotá’s Sunday ciclovias found that 42% of adults did as
much exercise during the event as the World Health Organisation recommends
for a week. (It ranks Colombia the world’s most sedentary country: see
article
<http://www.economist.com/news/international/21663218-sedentary-living-has-r…>.)
Only 12% would have done so otherwise.
Yet the health gains from walking and cycling rarely feature in transport
plans—partly because the benefits are reaped by national health ministries
(and the people who get fitter, of course), rather than the cities that
build the infrastructure. Britain is trying to align incentives better.
Last year London’s transport authority published a “transport health action
plan”: a ten-year scheme, backed by £4 billion of government money, that
will redesign streets along lines recommended by public-health experts. And
the country’s National Health Service (NHS) wants to help cities that are
building cheap housing complexes to include health-promoting features, such
as cycle routes and playgrounds.
As rich cities are, at last, undoing their past planning mistakes,
activists in developing ones are trying to ensure that they are not
repeated. They are lobbying for safe walking and cycling routes as well as
better public transport, and for traffic laws to be enforced—before
pollution and inactivity take their full toll. Convincing officials
preoccupied with keeping cars moving can be tough: “This won’t work here,”
one told Mr Bhatt when he proposed the*Raahgiri *and other ways to make
Gurgaon’s streets more pedestrian-friendly. He persisted, getting 200
schoolchildren to cycle up to the city administration’s headquarters to
demonstrate public support. His team has since also convinced the city to
paint cycling lanes at the side of some streets; barriers will soon protect
them from cars.
One user is Dilip Grover, a 62-year-old manager of a small firm. Not having
cycled since college, he rediscovered its joys after hopping on a free bike
at the Raahgiri. He now cycles 10km to work. The Raahgiri has changed
attitudes, he thinks: many drivers also participate and now think twice
before honking at a pedestrian or jumping a traffic light. It is a small
start.
--
*Beth McKechnie* | Workplace Commuter Options
<http://greenactioncentre.ca/>Green Action Centre
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<http://greenactioncentre.ca/content/ecocentre-directions-and-travel-options/>
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