This is kind of interesting. Not sure if it would work in Winnipeg, but..
"Germany is building the world’s biggest ‘bicycle autobahn’ to connect 10 cities and remove 50,000 cars from the road every day. With the popularity of e-bikes growing too, is Europe about to see a new era of long-distance cycle commuting?"
BRT at the cost of AT? Bike Winnipeg concerned about crossing plan changesThe
city's contractor for phase two of the Southwest Rapid Transitway found
millions in savings, but cut out two bike and pedestrian crossings in the
The city says they've found ways to save $120 million for the next phase of
rapid transit, but it comes at the cost of active transportation plans for
Winnipeg Transit director Dave Wardrop told council at a special meeting
Tuesday that two tunnels for walkers and cyclists have been eliminated from
the city’s plans to help reduce costs.
Bike Winnipeg’s executive director Mark Cohoe said he has “big concerns”
with what losing those below-grade crossings means for the city’s fledgling
“We’ll be watching to see how connectivity is impacted,” Cohoe said.
“Without looking at the actual plans (expected in July) it’s hard to say if
it’s at the cost of active transportation.”
The two crossings affected are at Jubilee Avenue and Plaza Drive at the
Cohoe said the Plaza Drive rail crossing being at-grade isn’t a big issue,
but the Jubilee crossing is especially important to ensure safe passage
into surrounding neighbourhoods.
He said the approved path alignment provides access to Beaumont, Daniel,
Rockman and Panet neighbourhoods, as well as future developments.
“Those are important connections we want to see maintained,” Cohoe said.
The tunnel beneath the Jubilee off-ramp would have connected the path
network to both sides of Pembina Highway while avoiding a potentially
dangerous, high-speed lane of vehicle traffic which Cohoe “would hope does
not now have to be crossed.”
“We want to make sure we’re not losing connections through the Pembina
underpass for that North-South connectivity,” he said.
Coun. Janice Lukes, a long-time active-transportation advocate, said she’s
confident the replacement crossings will be “suitable,” and that any paths
crossing the transitway will be separated and protected.
“And the project itself is 30 to 40 per cent designed, so that means
there’s still room for improvements and tweaks, right?” Lukes said.
Cohoe also finds it “a bit frustrating being out of the loop,” and
how—despite attending an active-transportation stakeholder meeting with
city officials Monday night—he’s learning about active-transportation
changes during transit discussions in City Hall.
“It would have been more appropriate to meet and discuss what has been
changed,” Cohoe said. “I’m not thrilled with how it’s come out.”
Moving forward, he said he’d like to see a way for the savings identified
in the BRT project to be put towards active-transportation paths between
the Oak Grove station and Grant Park Pavilion developments, to benefit
users of multiple transportation modes and city development overall.
“The transitway would undoubtedly gain ridership and value from such a
connection, as would retailers on the north side of the tracks,” he said.
I am not sending this to take a side, but as a physiotherapist, I encourage people to wear a bike helmet.
I found an article in a newsletter written by Physiotherapy Works. I am not promoting their business but I thought the information was helpful.
If interested follow this link for photo, video and article.
Otherwise, I have copied the essential elements that I thought were extremely helpful.
Newsletter Disclaimer by Physiotherapy Works!
The information found within this newsletter is for general information only and should not be treated as a substitute for medical advice from your own Doctor or any other health professional. Physiotherapy Works is not responsible or liable for any injuries that occur by performing any of the exercises given or diagnosis made by a user based on the information shown within our website or newsletter. Always consult your Medical Doctor, physiotherapist or other health professional if you are in any way concerned with your health and wellness.
<>More Helmets, Fewer Injuries
No matter what your age or level of experience, whenever you ride a bike, in-line skate, ski, or engage in other activities during which your head is vulnerable to injury, a helmet should be worn. Wearing a bike helmet reduces the risk of serious head and brain injury by 85%. Helmets should be worn during every ride, no matter how short. Many accidents happen near home.
There are two basic types of helmets:
single-impact and multiple-impact. It’s important to select a helmet that fits you properly and that is appropriate to the activity you’re doing.
Single Impact (example: bicycle helmets) – designed to protect against ONE impact; Must be replaced after a crash or hard hit, even if it does not appear to have any damage
Multi Impact (example: hockey helmets) – designed to protect against more than one impact.
Multi Sport – does not mean multi impact but that the helmet is approved for more than one activity. Check the manufacturer’s label for the list of activities for which the helmet can be worn safely
Note: Always check the manufacturer’s label for an expiration date and replace as required. Hockey helmets expire 5 years from the date of manufacture.
During a fall or crash, a helmet absorbs much of the force of impact that would otherwise be directed to the head. Thick plastic foam (firm polystyrene) inside the hard outer shell of a helmet provides protection that cushions the blow.
A new helmet should be purchased after a crash. Even if the helmet appears fine, the interior may be damaged.
Children 5 to 14 years of age have the highest injury rate of all bicycle riders, and bike accidents are a leading cause of death for children.
Tips to help children understand the importance of wearing helmets:
Teach by example. Adults should always wear helmets when doing activities that have potential for collision. Be aware that your child is more likely to wear a helmet if he or she likes the way it looks.
Bike helmets save lives and prevent injuries, but in a few instances they are not appropriate:
Children should not wear helmets when they climb trees or play on playground equipment. A helmet may get stuck on a tree or piece of equipment and strangle a child. Because a baby's neck muscles may not be strong enough to support a helmet, do not ride a bike at all with a child under the age of 1 year.
7 Tips to help you choose:
1. Make sure there is a safety sticker inside (look for CSA, ASTM, CPSC or SNELL).
2. There should not be any decorations, paint or stickers on the helmet.
3. There should not be any cracks, dents or other damage.
4. Pads should touch the head at the front, sides, back and top.
5. No more than two fingers should fit between the wearer’s eyebrows and the helmet.
6. The V-strap must fit tightly under each earlobe.
7. Only one finger should fit under the chin strap.
The Right Fit is Crucial
Proper fit is just as important as choosing the right helmet. It should comfortably touch your head all the way around, and be snug enough to stay firmly in place. Your helmet should sit level on your head and ride as low as possible to protect the sides of your head. Never wear a high ponytail with a helmet. And Never wear a hat under a helmet.
Remember, head injuries can cause long-term disabilities and impairments. Wearing a helmet is an easy way to help prevent head injuries. Have a safe and enjoyable summer.
Good article about small businesses in Calgary and Vancouver learning to
profit from downtown bike lanes in the Globe's Report on Business:
Here's a snippet:
.. small businesses in cities across Canada are increasingly catering to
cyclists. Yes, businesses publicly denouncing bike lanes are still common,
but shops, bars and restaurants are starting to back bike infrastructure and
reach out to a new and growing customer base.
"There's been a sea change in the attitude about cyclists and frankly the
value that the cycling community and the cycling consumer is bringing to the
marketplace," says Charles Gauthier, president and chief executive officer
of the Downtown Vancouver Business Improvement Association. "Businesses are
responding by making it clear they're catering to them."
Excellent article in the Free Press by Brent Bellamy with the broader
perspective of how helmet legislation affects cyclist safety for urban
commuters and public health.
Wearing a helmet when you ride a bike will reduce your risk of injury in an
accident. The mandatory helmet law currently proposed by Winnipeg city
council likely will not.
This seems like a contradictory statement, but unlike motorcycle-helmet and
automobile-seatbelt laws, bike safety relies on a set of unique variables
that require a more complex response than simply forcing everyone to wear a
A 2015 study by the University of British Columbia is the most comprehensive
resource for this assertion. It looked at 11 cities in Canada over a
five-year period, comparing hospitalization rates between jurisdictions with
and without helmet laws. The study was one of the first to pro-rate injuries
with the number of bike trips taken. Its conclusions could not find a
definitive correlation between helmet legislation and hospitalization rates.
The effects on participation rates may be the most important factor when
considering the effectiveness of legislation and is the reason many cycling
advocates oppose mandatory helmet laws.
Although results are inconsistent, many jurisdictions find mandatory helmet
use has a negative impact on the number of cyclists on the road.
After implementing helmet laws, several Australian cities reported a drop in
cycling rates of between 20 per cent and 40 per cent. Vancouver saw a 30 per
cent reduction in adult cyclists, Halifax dropped by 50 per cent and child
helmet laws in Alberta resulted in a decrease in adolescent participation by
27 per cent, while adult cycling, which was exempt from the law, grew by 21
Almost all research, including the UBC study, concludes one of the most
important factors in bike safety is high levels of participation.
It has been consistently proven the number of riders has a far greater
impact on bike-injury statistics than wearing a helmet.
This strength-in-numbers concept simply means motorists are less likely to
hit cyclists when there are more of them around, indicating doing anything
to discourage participation is counterproductive to achieving safety goals.
With greater bike presence, drivers become more aware of the complexity of
road movements, adjusting behaviour by slowing down, passing cautiously and
shoulder-checking. It has been found when bike use doubles in a city the
risk of a motorist hitting a cyclist typically goes down by about one-third.
Another significant factor reducing participation rates has been the
obsessive public focus on helmet use. The stigma against not wearing one has
become wildly disproportionate to the actual risk, creating the common
perception cycling in cities such as Winnipeg is inherently unsafe. .
Garry Street makeover has something for everyone
Downtown Winnipeg is about to become a lot more friendly for cyclists,
pedestrians, motorists, transit users and patio enthusiasts.
If that sounds like a lot of people to keep happy, welcome to Scott
Suderman, the city’s transportation facilities planning engineer, was among
several city officials meeting and talking with members of the public at a
two-hour "pop-up engagement event" at The Forks Thursday to introduce a
makeover to Garry Street that aims to have something for everyone.
"This project is really about balancing all the users' needs," Suderman
said. "It's important for the city to see everyone's perspective and
balance the needs for everyone walking, cycling, driving, taking the bus,
the businesses downtown, visitors, the people living there."
The Garry Street makeover is a significant project that includes a
three-metre cycling lane, two southbound lanes, a parking lane, a
metre-wide curb separating cyclists from traffic, wider sidewalks, street
paving, new traffic signals, new underground water mains and more.
"The bicycle lanes will have a raised concrete barrier. It will be about a
metre wide and about six inches (15 cm) tall. This option creates the
widest physical separation (from traffic) and we heard from the public that
was an important consideration," said Suderman. "There will be two travel
lanes available full-time for motorists and for emergency vehicle mobility
and access. There's also going to be a full-time parking, loading, transit
lane and even for seasonal patio opportunities."
The Garry Street design is the result of year-long consultations that
started with several options and was chosen because it was deemed the
safest for cyclists and it will allow bike travel in both directions. For
vehicle traffic, Garry Street is already a one-way street.
The space for the two-way bike lane would be created by removing about 16
per cent of street parking for vehicles on the east side of Garry Street.
The new design, called the Downtown Bike Lane System, will include a
separate cycling lane that will be a 1.5-kilometre route that will run from
Assiniboine Avenue to Ellice Avenue/Notre Dame Avenue, and then north into
the Exchange District along Arthur Street to McDermot Avenue.
Evan Proulx, 26, said cycling is his main mode of transportation and he has
felt unsafe at times in downtown traffic so the Garry Street plan is "a
"I think I have just become accustomed to it because I have been cycling
downtown so much but there are those times where I would like to be
separated (from vehicle traffic) slightly," he said. "In Winnipeg, it's
been haphazard to this point."
Proulx said he has cycled in numerous cities in the U.S., such as Portland,
Ore., which has a lot of infrastructure dedicated to cycling.
"I'm not sure yet how this connects to other parts of the city, but
downtown, this is a good start."
Bruce Quesnel, who lives on Tache Avenue, said now that he is retired he
frequently walks or cycles in the downtown area. He said it appears the
Garry Street plan could help both pedestrians and cyclists.
"It's good, mostly. It's good that there are separated paths (for cyclists
and vehicles) and that's really important for us," said Quesnel, 69.
"There's going to be concrete barriers, which will be very good, and this
will separate it. It's very important. Right now, only some (cyclists) use
the street and the rest use the sidewalk and you don't blame them. They're
He said the dedicated bike path will encourage him to cycle more through
The separated bike lane will be extended along Notre Dame Avenue to
Adelaide Street. However, the existing bike lane on Fort Street will remain
in place after the Garry Street project is completed, Suderman said.
Bike Winnipeg executive director Mark Cohoe told the Free Press in an
earlier story that his group would prefer single bike lanes on two one-way
streets — one on Fort and one on Garry — and see single-lane vehicle
traffic on both those streets. Cohoe said his group is concerned the lanes
for cyclists aren't wide enough in the Garry Street plan.
Also at Thursday's event at The Forks, proposed designs were introduced for
the West Alexander Cycling Corridor projects, including a protected bike
lane in the West Alexander neighbourhood along McDermot Avenue — deemed a
natural extension of the Garry corridor – and an enhanced cycling crossing
at Assiniboine Avenue at Main Street into The Forks.
Suderman said construction on the upgrade to the signal light at
Assiniboine Avenue and Main Street crossing has already begun and is
expected to take only a few weeks to complete.
The Garry Street project will begin construction in spring of 2017 but will
go on hiatus during the 2017 Canada Summer Games, which are being hosted in
Winnipeg from July 28 to Aug. 13, 2017. It is expected the Garry corridor
will be completed near the end of the 2018 construction season.
The spring of 2017 is also projected for the start of the West Alexander
Please allow me the opportunity to share the just-released Bike Week
Winnipeg video for 2016 with you
The entire team who worked hard on it would love to see it shared widely.
We think that the message it sends is an important one. Please enjoy.
...and a reminder that tomorrow is *the 9th annual Bike to Work Day
<http://www.bikeweekwinnipeg.com/bike-to-work-day/>! *[You probably don't
need a reminder though at this point. Nine years... I remember when this AT
list served as the primary method of getting the word out for the very
first one. How far we've come....]
See you out there.