AT-Network July 2016

at-network@lists.umanitoba.ca

3 participants
14 discussions

WFP: Number of cyclists seriously injured in Manitoba increased in 2015 (Jul28'16)

by Beth McKechnie

Number of cyclists seriously injured in Manitoba increased in 2015 http://www.winnipegfreepress.com/local/number-of-cyclists-seriously-injured… Cyclists hospitalized by road injuries increased 19 per cent last year in Manitoba, a Canadian Institute for Health Information study shows. The number of cyclists sent to hospital for a stay -- not just to the emergency ward and released -- climbed from 100, to 119 in 2014-15. As bad as that sounds, the rate is actually an improvement over both 2011-12 and 1012-13, when 138 and 133 cyclists had stays in hospitals due to road injuries. Serious injuries while cycling also jumped sharply in Saskatchewan (33 per cent), British Columbia (16 per cent), and Nova Scotia (15 per cent). Cycling injuries are still too high, said Mark Cohoe, executive director of cycling advocacy group, Bike Winnipeg. "The number one reason (for cycling collisions) is really just people not paying attention," said Cohoe. That includes cyclists as well as drivers. "We're getting more texting while driving. Texting has overtaken drunk driving as the main cause of collisions" according to insurance statistics, Cohoe said. Zach Fleisher, 23, recently wound up in hospital with a mild concussion when he hit a pothole "and went flying." "I tasted concrete. The helmet saved my life," he said. "It's my fault but I mean, what you see in other jurisdictions is they keep streets up to grade. You shouldn't be at risk." Cohoe said better road design would go a long way to preventing collisions, like the bike lanes on Sherbrook Street, where bike lanes are between the parking lane and curb. Cement blocks divide the bike lanes from parking lanes. Portland, Oregon, is regarded as a leader in urban cycling. Bike collisions have stayed the same or dropped, while the number of cyclists has risen, Cohoe said. Manitoba Public Insurance figures for 2010-14 show Redwood and Main to be the worst intersection for cyclists with seven crashes. Next highest is the five crashes at five intersections: Arlington and Logan; Dalhousie and Pembina; Main and Sutherland; Moray and Portage; and Sherbrook and Westminster. bill.redekop(a)freepress.mb.ca

7 years, 9 months

WFP: Bringing down the barriers is just the beginning (Jul17'16)

by Beth McKechnie

Bringing down the barricades is just the beginning http://www.winnipegfreepress.com/opinion/columnists/bringing-down-the-barri… I should be happier. A *Free Press-*Probe Research survey of Winnipeg adults shows 53 per cent oppose the removal of pedestrian barriers at Portage and Main. It was the first time in 40 years Probe surveyed Winnipeggers on the subject, and remarkably, support for bringing down the barriers has not grown. Although I haven’t lived in Winnipeg for as long as 40 years, I certainly have counted myself among the majority on this issue for as long as I have been here. As such, the poll results should be a cause of mild celebration. In short, I believed reopening the intersection to pedestrians would be a mostly meaningless gesture. That it would do nothing to attract people downtown or encourage people who live in the suburbs but work downtown to support above-ground businesses. That having pedestrians toddling across that intersection would snarl traffic and cripple downtown. Those fortunate — or unfortunate enough as the case may be — to cross swords with me on this issue can attest to the fact I stridently enforced my opinion whenever I had the chance. After several cocktails at a dinner party earlier this year, I may have even told one of my best friends that his support for removing the barriers was the stupidest thing I had ever heard him say. For reasons still unknown to me, he remains a friend. However, something funny happened on the way to a lifetime of disparaging the idea of re-opening Winnipeg’s iconic downtown intersection to pedestrians: I changed my mind. The epiphany started during an interview with Calgary Mayor Naheed Nenshi, who was in town for the Federation of Canadian Municipalities conference, and joined me for a webcast chat at the Free Press News Café. Nenshi was staying at the Fairmont Hotel on the east side of Portage and Main. At a late stage of the interview, Nenshi demanded that I ask him about the pedestrian barriers at Portage and Main. As he was a visitor to the city, I complied. "It is, in fact, the most hostile pedestrian environment I have seen in any place in Canada. And boy, oh boy, it is the main intersection of Canada, Portage and Main. Let’s get people on it." In that moment, I had a change of heart on the whole Portage and Main debate. I’m as convinced as ever that there is little concrete benefit from tearing down the concrete barriers. However, I cannot argue with Nenshi’s assertion that the image of those barriers is a disheartening sight for citizens and visitors alike. But there’s more. Following the Nenshi interview I had another seminal conversation about Portage and Main with a fellow I will describe as a charter member of the "suburbs rule" fan club. This fellow suggested the city could not remove the barriers based only on the effect it would have on traffic. As we talked, it became patently obvious that despite working there, this fellow had no interest in downtown people or culture. He told me that every day he worked downtown, he wanted to get in and out as soon as possible. Anything that slowed him down — such as pedestrians crossing Portage and Main — was unacceptable. I suddenly found myself wishing the barriers had been removed and that the intersection had been flooded with pedestrians. I imagined that while stuck in traffic, Mr. Suburbs might notice a new restaurant or have time to contemplate some of the architecture. I then started to think about whether this fellow was smart enough to grab a bite to eat or a small cocktail after work and wait out the height of rush hour. As I thought about all these things, I realized there were just as many reasons to tear down the barriers as I have traditionally harboured for leaving them where they are. To be perfectly honest, I would still prefer the city take a different approach altogether when it comes to reopening the intersection. Remove the barriers if you must, but also take the time to consider alternatives for the pedestrian traffic: a pedestrian overpass, for example. At Re-imagining Winnipeg, a series of forums held at the News Café in partnership with StorefrontMB, a number of fascinating proposals came forward to reinvent the intersection as a public space. Some of the proposals reimagined the intersection as a park. Although impractical, it would certainly solve the traffic problem if there were no traffic passing through the intersection. Other architects dreamed of building pedestrian crossings above the intersection, with perhaps a small observation deck that would allow people to enjoy a unique view of Winnipeg’s two major thoroughfares. Imagine the wedding photos and selfies a place like that would produce. The point of all this dreaming is that if Portage and Main is to reopen, it should be as a public attraction, not just another crosswalk. Simply taking down the barriers is not transformative; to accomplish that goal would require much more imagination on the part of the city and support from the other levels of government. Unfortunately, that’s an awfully big task for a city that is not long on bold thinking. So, if I could be allowed to amend my position, I would like to see the barriers come down. But in their place, I want the city to do something spectacular to make Portage and Main a unique and compelling attraction. Dare to dream. dan.lett(a)freepress.mb.ca

7 years, 9 months

WFP: Younger people support opening up Portage and Main to pedestrians (Jul21'16)

by Beth McKechnie

Younger people support opening up Portage and Main to pedestrians'More people walking downtown is a good thing' http://www.winnipegfreepress.com/breakingnews/younger-people-support-openin… Mayor Brian Bowman’s dream of opening up Winnipeg’s iconic intersection to pedestrian traffic faces a generational roadblock. A poll by Probe Research shows a clear age split on the issue — 68 per cent of people 55 and older are against reopening Portage and Main to pedestrians, while 61 per cent of people aged 18 to 34 are in favour. Overall, a slight majority of Winnipeggers (53 per cent) remains opposed to removing the pedestrian barriers. "I think the Probe survey is very much in line with what we know," Downtown BIZ CEO Stefano Grande said. "There is a segment of the population, the future generation, that understands for our generation to be vibrant we have to be able to walk from district to district. We have to be able to easily walk from our homes to our offices, our offices to our restaurants, and that means crossing streets. "The people who are starting to live here, the younger people who are starting to work here, we get it." Grande and Bowman said they aren’t troubled a majority of Winnipeggers remains opposed. They say reopening the intersection is integral to downtown growth and its transformation into a vibrant neighbourhood. "The property owners in the immediate area as well as the surrounding areas, in our view, are overwhelmingly in support of (reopening)," Bowman said. "We want to ensure when it’s opened, it’s done in a way that respects traffic flows as well as pedestrian safety but also supports the increasing number of residents and businesses downtown." The poll found there has been a slight shift in support of reopening the intersection during the past 20 years Probe has been gauging public interest on the question. In 1997, 36 per cent supported opening the intersection. The most recent findings put that number at 42 per cent. For Bowman, it’s not a question of if the barricades will come down, but when. It must be done in a way that maintains traffic flow and protects pedestrians. He has pledged to have it open in time for the 2017 Canada Summer Games, which Winnipeg will host. Tourists don’t like the barriers, he said, adding they find it difficult to find their way around the underground shopping mall. "Tourists want to be on street level," Bowman said. "They don’t understand how to migrate (underground)." Lennard Taylor, owner of Lennard Taylor Design Studio on nearby McDermot Avenue, agreed. "People from out of town, they come to my shop and they say, ‘What’s with that underground thing? I got lost,’" he said. "And there are a lot of people from Winnipeg who get lost in the underground. I think the signs are poor; it’s just confusing for people. "I know it because I’ve lived downtown for 10 years, but I think it’s difficult for people to understand the underground and why they can’t just cross the street." Another young businessman, Peter Takis, who runs three businesses within blocks of Portage and Main, said he’s "all for" opening up the intersection to pedestrians. "I would like to see it," Takis said, adding he supports "any innovative development or change in the Exchange or downtown that can create convenience for downtown." Takis’s businesses include the List on McDermot, Blackli$t Boutique on Albert and Blackli$t Studios on Portage. He suggested tearing down the barriers "could help business." When Bowman hosted the Federation of Canadian Municipalities conference last month, other mayors added their voices to the debate. Calgary Mayor Naheed Nenshi called it the most hostile pedestrian environment he’s seen. Edmonton Mayor Don Iveson said the barriers are counter-productive to what the city’s objectives should be — creating a downtown hub of pedestrian activity. Bowman said new developments such as True North Square and The Forks’ Railside multi-use project will attract more residents downtown but leaving the barriers in place will stop the flow of people. "We are seeing a big increase in pedestrian traffic," Bowman said. "More people walking downtown is a good thing." Bowman said there are several intersections in the city that are busier and wider than Portage and Main, but he hasn’t heard a call to ban pedestrians from those crossings. "There are (other intersections) with more lanes, higher traffic volumes and currently allow pedestrian to cross. We’re not hearing an outcry of people wanting to close those to pedestrians," Bowman said. "We want to ensure we’re doing everything we can to ensure the safety at all the intersections but those that oppose (re-opening), we don’t hear from them they want those other intersections closed to pedestrians." — with files by Alexandra De Pape aldo.santin(a)freepress.mb.ca Talk on the street about Portage & Main PROBE Research surveyed 404 members of its proprietary Manitoba online panel from June 30 to July 4. Because this is a non-probability sample, no statistical margin of error can be ascribed. Probe put the following question to its online panel: “The intersection of Portage and Main in downtown Winnipeg has been closed to pedestrians for almost 40 years. There has been ongoing discussion about reopening the corner to pedestrians. All things considered, do you support or oppose reopening the corner to pedestrians?” The results: Strongly oppose: 38 per cent Moderately oppose: 15 per cent Moderately support: 23 per cent Strongly support: 19 per cent Unsure: 6 per cent The results by age: Ages 18-34: 61 per cent support; 27 per cent oppose Ages 35-54: 38 per cent support; 59 per cent oppose Ages 55-plus: 28 per cent support; 68 per cent oppose The results historically: In 1997: 36 per cent support for reopening intersection to pedestrians In 2001: 39 per cent In 2006: 40 per cent In 2016: 42 per cent Portage and Main may be the country’s most famous intersection, but it’s not Winnipeg’s busiest. The mayor’s office says in 2015, there were five intersections with more lanes of traffic and greater traffic volumes over a 24-hour period than Portage and Main. Here’s how they rank: Lagimodiere Blvd and Regent Avenue West — 86,900 vehicles Moray Street at Portage Avenue — 83,300 vehicles Waverley Street at Bishop Grandin Blvd — 80,000 vehicles Century Street at Ness Avenue — 79,500 vehicles Kenaston Blvd at Sterling Lyon Parkway — 78,900 vehicles Portage and Main — 77,500 vehicles

7 years, 9 months

CBC: Southwest Transitway public info session coverage

by Beth McKechnie

Here's some coverage of yesterday's Southwest Transitway public information session yesterday, including the story boards, for those who weren't able to attend: http://www.cbc.ca/news/canada/manitoba/southwest-transitway-update-1.3683930 cheers, Beth -- *Beth McKechnie* | Workplace Commuter Options <http://greenactioncentre.ca/>Green Action Centre <http://www.greenactioncentre.ca/> <http://greenactioncentre.ca/content/ecocentre-directions-and-travel-options/> 3rd floor, 303 Portage Ave | (204) 925-3772 | Find us here <http://greenactioncentre.ca/content/ecocentre-directions-and-travel-options/> Green Action Centre is your green living hub Support our work by becoming a member <http://greenactioncentre.ca/support/become-a-member/>. Donate at CanadaHelps.org <http://canadahelps.org/>

7 years, 9 months

Webinar reminder: Performance Measures to Evaluate Street Design, Wed, July 20, 2-3pm

by Beth McKechnie

*** Friendly reminder about tomorrow's (Wed) webinar *** Green Action Centre and Bike Winnipeg invite you to join us for a local viewing of the APBP webinar: Performance Measures to Evaluate Street Design – New and Established Practices. 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 * * * * * *Performance Measures to Evaluate Street Design – New and Established Practices* *Wednesday, July 20 | 2-3pm CDT* *Speaker*: Peter Koonce, City of Portland Bureau of Transportation Peter Koonce of the Portland Bureau of Transportation will explore performance measures that are used in all contexts (urban, suburban, rural) and how traditional analysis practices are biased against making more effective walking and cycling. Three case studies will highlight the applicability of these measures and provide examples for how the measure was communicated to the public. -- *Beth McKechnie* | Workplace Commuter Options <http://greenactioncentre.ca/>Green Action Centre <http://www.greenactioncentre.ca/> <http://greenactioncentre.ca/content/ecocentre-directions-and-travel-options/> 3rd floor, 303 Portage Ave | (204) 925-3772 | Find us here <http://greenactioncentre.ca/content/ecocentre-directions-and-travel-options/> Green Action Centre is your green living hub Support our work by becoming a member <http://greenactioncentre.ca/support/become-a-member/>. Donate at CanadaHelps.org <http://canadahelps.org/>

7 years, 9 months

Reminder: SW Rapid Transitway - Public Information Session (July 19, 4-7pm)

by Beth McKechnie

*Southwest Rapid Transitway (Stage 2)* *July 19, 2016 4:00pm-7:00pm Canad Inns Fort Garry (1824 Pembina)* On behalf of the City of Winnipeg, you’re invited to attend a public information session for the Southwest Rapid Transitway (Stage 2) Project. The project is comprised of significant infrastructure components in the southwest quadrant of the city, including: the Southwest Rapid Transitway (Stage 2); the addition of pedestrian and cycling infrastructure adjacent to the Transitway, through the Pembina Underpass, and into the Southwood lands; the renewal and expansion of the Pembina Underpass; and connections to the University of Manitoba and Investors Group Field. The project improvements will allow citizens to move in a more sustainable and integrated manner. Construction of the Southwest Rapid Transitway (Stage 2) Project is scheduled to begin in summer 2016, with completion expected in late 2019. Transit operations on the new Transitway are expected to begin in April 2020. You are invited to meet with members of the project team to learn more. *Public Information Session Details:* *Date* *Event* *Time* *Location* July 19, 2016 Information Session 4:00pm-7:00pm Canad Inns – Fort Garry 1824 Pembina Highway, Winnipeg Ambassador F Room (lower level) -- *Beth McKechnie* | Workplace Commuter Options <http://greenactioncentre.ca/>Green Action Centre <http://www.greenactioncentre.ca/> <http://greenactioncentre.ca/content/ecocentre-directions-and-travel-options/> 3rd floor, 303 Portage Ave | (204) 925-3772 | Find us here <http://greenactioncentre.ca/content/ecocentre-directions-and-travel-options/> Green Action Centre is your green living hub Support our work by becoming a member <http://greenactioncentre.ca/support/become-a-member/>. Donate at CanadaHelps.org <http://canadahelps.org/>

7 years, 9 months

City of Winnipeg hiring Active Transportation Planner

by Beth McKechnie

*Active Transportation Planner <https://careers.winnipeg.ca/psc/cgext/EMPLOYEE/HRMS/c/HRS_HRAM.HRS_APP_SCHJ…>* Job ID 114169 The City of Winnipeg is a vibrant and dynamic organization with many opportunities! We offer a diverse and welcoming work environment that delivers quality services to our citizens. *Closing date: July 27, 2016 * Under the general supervision of the Active Transportation Coordinator, the Active Transportation Planner is responsible for research, planning, consultation, and review in support of the delivery of pedestrian and cycling initiatives. This position works collaboratively, and in consultation with, all relevant departments of the City, consultants, stakeholders and the public to deliver a range of planning work related to the implementation of Winnipeg's Pedestrian and Cycling Strategies. The position must have a demonstrated ability to interpret and apply policy, bylaws, standards and guidelines in research and planning. The Active Transportation Planner position requires participation in major planning and project initiatives. Responsibilities include research, preparation of reports, responding to inquiries and applications, and facilitation of community consultation. The position is required to participate in interdepartmental planning and development, and to provide recommendations in relationship to transportation planning and policy. The Active Transportation Planner works directly to engage the community in a collaborative manner to facilitate the delivery of programming and services related to pedestrian and cycling activity. *As the Active Transportation Planner you will*: - Participate in pedestrian and cycling project planning, programs and special initiatives. - Assist in the administration of planning services related to the development and implementation of pedestrian and cycling facilities and programs. - Promote pedestrian and cycling transportation in support of the priorities and strategic goals of Winnipeg's Pedestrian and Cycling Strategies report. - Research new initiatives and trends in pedestrian and cycling planning, policy, programs and infrastructure. - Attendance at evening and weekend meetings may be required. *Your education and experience includes:* - Bachelor's degree in a related area (Planning, Engineering, Public/Business Administration) or an equivalent combination of education and experience. - Master's Degree in Planning, Engineering, or Public/Business Administration is desirable. - Minimum 12 months professional experience in the field of transportation planning, urban planning, active transportation engineering. - Knowledge of City and Provincial regulations and policies such as the Highway Traffic Act, Traffic By-Law, OurWinnipeg, Transportation Master Plan, Winnipeg's Pedestrian and Cycling Strategies. *Conditions of employment:* - Physically able to perform the duties of the job, which may include, but are not limited to: working outdoors in potentially extreme weather conditions, and ability to work alone. - Possession and maintenance of a valid Manitoba Driver's License Class 5 is an asset. - Attendance at evening and weekend meetings may be required. If YOU are interested in this exciting opportunity, please submit your application, including a detailed resume, online at winnipeg.ca/hr OR, by mail quoting Posting No. 114169, Active Transportation Planner position by 4:30 p.m. on Wednesday, July 27, 2016 to: Recruitment Clerk, Public Works Department, Human Resources Division, 1155 Pacific Avenue, Winnipeg, Manitoba, R3E 3P1. The salary range for this position is $2,190.01 - $2,678.55 Bi-Weekly. We have great benefits and competitive salaries, and we are committed to ongoing learning and career development! For more information on this opportunity and other careers within the City, visit: http://winnipeg.ca/hr/

7 years, 9 months

WFP: Lane it on the line - Developing alleys could breathe new life into the city (Jul18'16)

by Beth McKechnie

Lane it on the lineDeveloping alleys could breathe new life into the city http://www.winnipegfreepress.com/business/lane-it-on-the-line-387204271.html As a kid, the back lane was a perfect spot to play street hockey. The narrow alley was enclosed and protected, houses were close-set, allowing our parents to maintain a watchful eye. The occasional slow-moving vehicle could be accommodated simply with an enthusiastic howl of ‘car!’ The intimacy and human scale that makes residential alleys so great for street hockey are characteristics shared with the narrow urban lanes found throughout many downtown areas. These attractive qualities are leading cities around the world to explore the potential of re-engaging these forgotten urban connectors. Streets with a similar personal scale inspire the vibrant sidewalk culture that makes European city centres an attractive vacation destination for so many, but in our downtown we demand wide, straight roadways designed primarily to funnel cars as quickly as possible into the suburbs. Any efforts to narrow these thoroughfares and improve the pedestrian experience are often met with strong opposition. The city’s back lanes, however, might provide an opportunity to efficiently create this welcoming pedestrian environment within existing infrastructure. These narrow, enclosed spaces, generally used for loading and garbage collection, are being reimagined in many cities as an alternate pedestrian network superimposed on the larger street grid, introducing lively, people-first, public space. The city that pioneered reclaiming downtown laneways is Melbourne, Australia. In the early 1980s, that city’s downtown was a homogeneous business centre with fewer than 2,000 residents, two outdoor sidewalk patios and 300 metres of active laneways. To breathe life back into downtown, the city developed a strategy to increase the residential population to 10,000 in 15 years. Investments were made in initiatives that would make urban living more attractive. They focused on improving the pedestrian experience by widening sidewalks, planting trees, creating green space and redeveloping their dormant urban laneways. The design approach was to consider the lanes as a cohesive secondary network that would provide pedestrian mobility and connectivity throughout the downtown. Lanes were either shared with low-volume vehicle traffic or made pedestrian-only, with deliveries and building servicing co-ordinated at off hours. Alleys were named to help create an identity, and physical improvements were made. New paving, awnings, plants, street furniture and lighting were installed. The improvements carefully retained the gritty, industrial quality of the alleys, preserving the underworld character that provides an enticing and unique experience from other urban environments. Many walls were left adorned with graffiti, and a program of continually evolving public art was established to make each alley a unique gallery of artistic expression. Most importantly, local businesses were encouraged through financial incentives, promotion and policy change to locate in new storefronts created along the alleyways. Small spaces were carved into the ground floors of existing buildings, creating new revenue opportunities for owners and encouraging low-rent startups and small business opportunities. The result has been transformational for Melbourne. The intimate and sheltered qualities of the back lane network provide a finer grain to the city, breaking it down to a personal scale. Like European medieval cities, the narrow lanes, today lined with eateries, bars and boutiques, connect people to each other in a safe and stimulating environment, filled with rich sensory experiences. The attraction of these new public spaces has made downtown Melbourne a desirable place to live, inspiring significant residential development, many with entrances to the laneways. New buildings often incorporate arcades and alleys within their plan to connect to the success of the existing network. Melbourne’s city centre has far surpassed its urban-renewal goals, today home to more than 100,000 people, 500 outdoor patios and 3.5 kilometres of animated lanes. The city now consistently appears at the top of global quality-of-life rankings. The success of rediscovering urban laneways in Australia is enticing cities in New Zealand, California and even Vancouver and Toronto to begin studying and implementing similar initiatives. Winnipeg’s downtown, which lacks human scale in many areas, would seem to be an ideal candidate for such a transformation. The central lanes dividing the oversized blocks south of Portage Avenue were once an important secondary pedestrian grid, before density was replaced with parking lots. In the Exchange District, lanes and covered passageways are still commonly used as pedestrian connections throughout the neighbourhood. Awareness for the potential of our downtown laneways has been growing. A number of recent festivals have held parties and pop-up design installations in the alleys of the Exchange District. The Downtown Winnipeg BIZ is currently working through an international design competition called the Backlane Public Art Project for the space behind Mountain Equipment Co-op on Portage Avenue. The winning scheme will be announced and installed this fall. A series of evening outdoor markets has also been happening in various Exchange District alleys this summer (www.alleywaysmarket.ca) to bring attention to these underused spaces. These events coincide with the construction start of a back lane development project for John Hirsch Place, a former rail spur running behind the buildings on Bannatyne Avenue near Waterfront Drive. Designed by HTFC Planning and Design, the lane will be transformed into Winnipeg’s first Woonerf, a Dutch term meaning ‘living street’, where cars, pedestrians and cyclists all share public space without physical separation. A perfect place for a game of street hockey. The lane will be curb-less, with large paving stones running in a dynamic geometric pattern from building edge to building edge. These will be supported on an innovative series of underground storage cells that control stormwater and provide trees with ample soil volumes to ensure they grow healthy and large. Planters, public art and seating will be positioned to slow vehicular traffic to walking speed and make the alleyway a beautiful green finger extending from the riverbank into the Exchange District. The hope is one day shops or restaurants might open into the lane to further activate the space. This progressive laneway initiative will stand as an example of what these intimate hidden spaces can become and will hopefully be the catalyst for a larger network of active laneways winding through the city centre. The future health of downtown Winnipeg depends on our ability to create safe, vibrant, walkable neighbourhoods with the interest and amenities that make urban living attractive. Simply subsidizing the construction of residential units will be a lost investment if we don’t also build the conditions that make people want to choose to live downtown. Increasing active public space is crucial to achieving this, but in low-density cities such as Winnipeg, it must be appropriately scaled. Smaller, far-reaching laneway redevelopment that weaves through the disconnected neighbourhoods of downtown would likely find more success than large plazas and green spaces that often remain empty and under-used. Forward-looking initiatives like the John Hirsch Place redevelopment are a starting point for looking at urban renewal in a new way, taking advantage of downtown’s natural assets to create intimate, pedestrian-focused public space that provides unique experiences not found in the suburbs. With the success of Melbourne in mind, envisioning an active web of green laneways spread through the downtown is a tantalizing image for the future of our city. Brent Bellamy is creative director at Number Ten Architectural Group. bbellamy(a)numberten.com

7 years, 9 months

The war with drivers will only end when bikes are as common as cars

by Dave Elmore

- http://www.theglobeandmail.com/opinion/the-war-with-drivers-will-only-end-w… The war with drivers will only end when bikes are as common as cars Last month, while sitting on a porch overlooking one of Toronto’s busy north-south roads, I witnessed an increasingly common sight: A car and a bike going at it as if they were on the set of *Mad Max Fury Road*. There’s no bike lane on this street, more’s the pity. The cyclist was cut off by the driver and responded by screaming at the car, which he sped up to and passed. Here’s the crazy part. Instead of sighing or shaking his head or going home to his partner and vowing to move to the country, the driver put pedal to the metal and chased the cyclist up the street at an alarming speed. He was going so fast I couldn’t get his licence, or I would have called the police. I asked on Twitter if anyone else had witnessed the incident; no one responded, perhaps because we’ve all become so blasé about street rage. Never mind Pokemon Go, the primary game this summer is Death Race 2016. Around the corner from my house, another cyclist was chased by an enraged driver onto a sidewalk and hit, an act of aggression that was witnessed and reported to police. Two blocks away there is a ghost bike – one of the all-too-common *memento mori* of city streets – marking the death of a 71-year-old cyclist killed earlier this month when he hit a parked van. Initially, police blamed his death on cyclist error, then backtracked and admitted he’d had the right of way. I’ve driven, walked and cycled in this city for more years than I care to admit, and this summer seems like a low moment in car-bike relations, the point where the Hatfields and the McCoys retreated to their houses and started counting ammunition. A toxic blend of heat, increased traffic and construction has taken a nasty situation and made it worse. Perhaps I feel this way because my son was recently forced off the road by a speeding driver and crashed his bike, and I was nearly doored as I rode to work, saved only by my reflexes. (And I have the reflexes of someone who’s been dead for 10 years.) Or perhaps I feel this way because 412 cyclists were hit by cars in Toronto in the first six months of the year, according <http://globalnews.ca/news/2824632/41-people-have-been-seriously-hurt-or-kil…> to Global News. Cyclists continued to be killed by cars across the country. Yet, somehow, we’re stuck in a ridiculous blame cycle that has not changed much since Rob Ford was mayor of this city, removing bike lines with a stroke of his pen and saying, “there’s this huge animosity between motorists and cyclists, and it’s never going to go away.” Rob Ford, seer. There’s a scary thought. Yes, most cities and urban planners now acknowledge the need to make room for cyclists in order to build thriving communities (Toronto just voted to double its cycle routes over the next 10 years.) But this has done little to change the intransigent, bull-headed psychology of drivers, who so clearly view the roads as their property it might as well have been the 11th commandment on Moses’s tablet: “Thou shalt share the lane with none but the van and the SUV.” The animosity that exists certainly cuts both ways: Talk to a driver (even one who’s also a cyclist) and you’ll hear that riders are sanctimonious jerks who disobey all the rules of the road; cyclists sometimes see every car with Terminator behind the wheel. Things will change only when sharing the road is not seen as a war, but simply as an efficient way to get things done, and a bicycle is as common a sight on a road as a car. *But first, we have to get kids on their bikes.* In Canada, fewer than 2 per cent of children ride to school. They aren’t taught to ride as part of the curriculum, the way kids are in the Netherlands (where they have to take a safety exam at the age of 12). They don’t, for the most part, ride with their parents from the age of three or four, the way children do in Denmark. Imagine if children were taught road safety and good cycling habits as part of each province’s health curriculum – I know the school day is already crowded, but it could be slipped in there between the assembly about bullying and the assembly about bullying. In Britain, public health officials have been advocating for cycling as part of the national curriculum for years, though it hasn’t happened yet. If we did it here, it would require an investment in infrastructure, like racks and crossing guards and bicycles for kids who don’t have them, but the long-term benefits (not least, peace on the road) would outweigh the costs. *Bikes vs. Cars*, a 2015 documentary, features a wonderful scene with cycling teacher Liliana Godoy leading children through the streets of Bogota on their bikes, pointing out traffic rules and hazards as they ride. “I want to plant a seed in children, a sense that they are able to move freely in life,” she says. “Doing it in their childhood makes it a habit. As an adult, you never forget it. Children by nature are not afraid of anything. It’s adults that imprint fear in them.” Those are words you can take to the bank – as long as you ride there, of course.

7 years, 9 months

Toronto to add $52 million to road safety plan

by Charles Feaver

http://www.theglobeandmail.com/news/toronto/toronto-city-council-approves-52 -million-boost-for-road-safety/article30933165/ Toronto City Council backed a $52-million boost for road safety over the next five years, beating back an attempt to speed up the plan and in the process calling for a ban on pedestrians using electronic devices while on the road. . Council also voted to request the head of the transportation department "consider" accelerating the five-year plan to two years, rejecting a motion by Councillor Kristyn Wong-Tam that effectively instructed him to do so. The road-safety plan is Toronto's version of Vision Zero, a Swedish approach that aims to eliminate traffic deaths and serious injuries. It calls for about $80-million in safety-related spending over five years, up from the $68-million proposed by staff a few weeks ago. The plan is bulked out by the addition of efforts that would have happened anyway, though, with about $52-million of the funds being new money. "This council has spent billions of dollars ... to get people from A to B five minutes faster," Ms. Wong-Tam said. "We're struggling to find a little bit of money to keep people safe." The plan comes amid a worsening toll for pedestrians in Toronto. A recent Globe and Mail investigation into the more than 160 people run down since 2011 found that seniors were disproportionately affected, and that drivers were at fault in the majority of cases. Cycle Toronto executive director Jared Kolb said the current road safety plan has "some good building blocks" but that it remains too hesitant and has too little funding. ...

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AT-Network July 2016