Hi,
Does anyone have access ot this article? It looks like a promising tool.
http://www.sciencedirect.com/science/article/pii/S0965856416000306
AbstractThis paper introduces a new method to prioritize bicycle
improvement projects based on accessibility to important destinations, such
as grocery stores, banks, and restaurants. Central to the method is a new
way to classify “bicycling stress” using marginal rates of substitution
which are commonly developed through empirical behavioral research on
bicyclist route choice.
Mark Cohoe
Executive Director
Bike Winnipeg
t: 204-894-6540
e: mark(a)bikewinnipeg.ca
*** Friendly reminder regarding tomorrow's webinar ***
Green Action Centre and Bike Winnipeg invite you to join us for a local
viewing of this month's APBP <http://www.apbp.org/> webinar.
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
* * * * *
*Growing the Movement - University Curriculum for Pedestrian and Bicycle
ProfessionalsWednesday, February 15 | 2:00 - 3:00 pm CST *
*Presenters*:
- Kristen Brookshire, University of North Carolina Highway Safety
Research Center
- Ahmed El-Geneidy, Associate Professor at the School of Urban Planning,
McGill University
Join us for the monthly APBP webinar to hear presenters share the research
and education perspectives on university curriculum.
Kristen Brookshire, Research Associate at the University of North Carolina
Highway Safety Research Center, has been involved in the development of
guidance documents and research reports for a variety of audiences,
including a primer for state highway transportation officials and an
evaluation of child pedestrian safety curriculum. Through the Pedestrian
and Bicycle Information Center and the Walk Friendly Communities program,
Kristen continues to develop resources and provide technical assistance on
planning, designing, and developing programs that support walking and
bicycling.
A WALKING THEY WILL GO
Winnipeg is a sprawling, car-addicted city, however more residents are
seeing the benefits of working and living in walkable neighbourhoods
http://www.winnipegfreepress.com/local/putting-it-into-park-413443373.html
FROM his perch 12 storeys above Osborne Village, Robert Keizer is an
elevator ride from anything he needs.
“My grocery store, my liquor store, my favourite hangout are all just steps
away,” the 27-year old IT specialist said.
He eats fresh food every day. He can stop for a pint on the way home with
zero fear of a DUI charge. If he feels a bit peckish, his favourite haunt —
Cornerstone Restaurant and Bar — is a five-minute walk.
Keizer, 27, doesn’t own a car, but it’s not because he hates cars — “I just
drove 20,000 kilometres in 14 days on a cross-Canada vacation” — he simply
isn’t going to become a slave to one.
“I just don’t see the point, given where I live.”
While the average suburbanite would see being carless as isolating, Keizer
finds it liberating. When his friends are going out, he walks over and
joins them. “In the suburbs, anything like that is a drive.” If he ties one
on a little too hard, getting home safely is not an issue.
Spring, summer and fall provide a refreshing walk to work in the East
Exchange, and he’s going to try out the riverwalk in winter, too.
Brian Wall is an architect in the Exchange District. He lives across the
hall from his office. Having raised three daughters in Harbourview South in
northeast Winnipeg, he’s never going back to the burbs. Virtually
everything he needs — doctor, dentist, restaurants… his daughters — are all
within walking distance.
“There is a vibrant lifestyle in the Exchange that we love,” Wall said in
an email from Nicaragua, where he and his wife, Alison, have a winter home,
something he said is only made possible by their move downtown.
“We have learned what it means to be involved in the life of someone less
fortunate than us. We have learned that taking a cab — even though we have
a car — often costs less than driving and allows us both to enjoy our
evening without worrying about safely getting home.
“More importantly, we spend more time together downtown than we ever did in
the suburbs.”
Across North America, cities are struggling to find ways to become more
walkable, to let residents live more of their lives on foot and less in
automobiles. The reasons are many, but largely boil down to the financial
health of cities and the physical health of their residents.
It’s a lesson Winnipeg is starting to learn.
HISTORY: A STREETCAR NAMED RETIRED
THE city grew up around streetcar lines, and evidence of the benefits of
such a design remains on streets such as Corydon Avenue, Osborne Street and
Portage Avenue, among others. High-density homes — apartment blocks — rose
next to the streets, with single- and two-family homes radiating out from
there.
The combination of foot traffic getting off the streetcars and high numbers
of residents living close to these streets created the kind of critical
mass that allowed services, from grocers to butchers to coffee shops, to
thrive.
But when the Second World War ended, the streetcars were decommissioned,
the tracks ripped out and growth focused on the automobile, which allowed
city residents to dream of larger homes and open spaces. Building codes for
shopping centres mandated building an island in a sea of parking spaces.
People who could afford single-family homes seemed offended by any idea of
living near multi-family homes.
“I think it’s just in our DNA in Canada and North America,” said Brent
Bellamy, an architect with Number Ten Group, noted urban planning
commentator and Free Press columnist. “We sort of have this image in North
America where we came from an agrarian society and so we have this ideal of
space.
“We came here and from Day 1, we had unlimited space, and that’s sort of
the ideal we built our country on.”
A key factor, said Mike Moore, president of the Manitoba Home Builders’
Association, is until 1972, what we know as Winnipeg was a collection of
individual cities: West Kildonan, St. Vital, St. Boniface, and so on. Up to
that year, when the various communities amalgamated, each did planning in
its own way.
“What Steve Juba did was brilliant,” Moore said of Winnipeg’s mayor at the
time. “He knew the city of Winnipeg was landlocked, its tax base was
shrinking and had few opportunities for development.”
Amalgamation brought all the areas ripe for development — Charleswood,
North Kildonan, St. Vital, Fort Garry and others — under city taxation.
“Juba knew he’d have an unlimited supply of new taxes.”
It solved the city’s revenue problem, but just like the city had no
cohesive plan for development before unicity, it’s never had one since,
Moore said.
“I can’t tell you what’s going to be built in the next 15 to 20 years,
because we have no plan,” Moore said. “In Calgary, I can find out exactly
what’s going to be built, where the new sewer lines are going and where the
new light rail stations are going to be in 20 years, because that city has
a plan.”
Bellamy, who is board chairman for the downtown economic development
organization Centre Venture Development Corp., also pointed to other
factors, such as a perceived need to keep zoning separate — commercial goes
here, schools go here, single-family housing goes here and multi-family
housing goes there — where before, stores and apartment buildings and
houses would share spaces, creating the kind of density that supports local
services.
“In Europe, they appreciate more, they long for, the human connection — the
coffee shop and those social spaces,” said Bellamy. “They build smaller
living spaces because they live in the city more. They use the library and
coffee shop and all the amenities of their neighbourhoods.
“We see density as bad; they see density as what creates vibrancy.”
He sees Corydon Avenue as an ideal model for a new neighbourhood. “There’s
a five-storey apartment building at every corner. It provides that density,
that energy, and a critical mass to support the retail that’s interspersed
in there, instead of having to drive to the shopping centres down the
highway.”
Behind the density are single-family homes, often with porches, on streets
lined with trees and flanked by sidewalks.
Bellamy said he finds that style of streetscape much more human, more
friendly.
“I love the layering of the public space, and then the semi-private spaces
with the porches and the private spaces inside the homes and backyards,” he
said. “You feel safer walking on the sidewalks because you have this sense
of a barrier between you and the cars.”
Bellamy, whose columns are often accompanied by anti-downtown tirades in
the online comments section, said it’s not about getting everyone to live
downtown, nor is it about forcing people out of single-family homes, but
rather finding more sustainable models for new or existing developments,
patterned after what he calls the old streetcar neighbourhoods. He lives in
one of those streetcar neighbourhoods himself.
“In the old days, you would know the grocery store clerk, you would know
the butcher, the baker, the candlestickmaker, because you went to those
shops three times a week,” he said. “Now, it’s all about driving to these
huge asphalt parking lots and braving the cold to this big-box store, and
to me, it’s a lifestyle I don’t understand, and how it happened so quickly.
I hope we’re starting to see the logic of not doing that.”
Critically, it’s all without forcing people into a lifestyle they don’t
want.
“You want to give people those options — the large home on a large lot,” he
said. “At the same time, you want themto pay the true costs of their
choices.”
If you look at those older neighbourhoods — Osborne Street, Academy Road,
Corydon Avenue, Portage Avenue and Main Street — you’ll see retail and
higher-density housing along the old streetcar route, blending into
single-family homes within walking distance. It’s a model that still works
today, with thriving restaurants and shops along many of those streets,
dependent on the neighbourhood’s density and not on the automobile.
Instead of extending the old streetcar grid, the city started building what
Bellamy called cul-de-sac neighbourhoods, which were designed to prevent
flow-through traffic and slow traffic entering the neighbourhood, but had
the unintended consequence of forcing residents to drive virtually
everywhere.
So, if public transit was key to a sustainable past, is it key to a
sustainable future? Coun. Jenny Gerbasi thinks so.
Gerbasi (Fort Rouge-East Fort Garry) pointed to the removal of streetcars
and a reluctance to return to rapid transit as a key contributor to the
city’s lack of density. In other cities, higher-density living in the
immediate vicinity of a transit hub, with medium- and lower-density housing
within walking distance, provides the numbers needed to support retail
services at that transit hub, making the use of rapid transit evenmore
appealing.
“That’s a big part of it, having an alternative to the car that’s fast and
convenient,” she said. “In Winnipeg, we’re just beginning to build a rapid
transit system and focus on active transportation for both recreation and
commuting.”
Ease and economics both played a role in making the city dependent on the
car, she said, so as the city grew, consequences were ignored or put off as
the next generation’s problem.
“Part of it is just the nature of having all that open space. There was no
urgency and in the beginning, even the congestion wasn’t all that bad,”
said Gerbasi.
Chris Leinberger studies urban planning around the world. He’s chairman of
the Centre for Real Estate and Urban Development at George Washington
University in Washington, D.C. He sees the issue as much about the future
survival of cities as it is about the environment, fiscal sustainability or
personal health.
“Many of the 21st-century knowledge industries looking to locate an office
are demanding — both the companies and the employees — a walkable urban
option,” he said. “If you don’t have that product on the shelf, you’re just
not competitive.”
“It’s the same as in the 1950s, if that same city did not put in freeways
and drivable suburban, you put yourself out of position.”
Leinberger said cities are realizing demand for walkability is growing, but
that doesn’t mean you don’t also build drivable surburban living.
“You have to have both. Today, we’ve overbuilt drivable suburban, that’s
why prices are so weak and it’s driving up the prices of walkable urban.”
If economics is what brought us here, economics is also forcing change.
“Everything government has to pay for is stretched because we’re building
in such low density,” Bellamy said.
“We used to have 10 houses per kilometre of roads, now we have seven
houses. When that happens, either the roads will deteriorate or everybody’s
taxes will go up.”
That fiscal reality is what’s driving the current conversation about growth
fees, where the City of Winnipeg intends to impose surcharges on each new
house built in the suburbs. The city is currently locked in a legal battle
with the development community, which is challenging the city’s authority
to impose such fees.
Gerbasi said it’s true current fees and taxes pay for development in the
immediate area of a new suburb, but each new suburb imposes costs on the
city that aren’t recovered in future property taxes.
Bellamy said those costs include new fire halls, community centres,
libraries and connecting the new development’s infrastructure to city
services.
“As well, the developer builds the neighbourhood and then just hands it to
the city to maintain for the next, what, 150 years?”
Mayor Brian Bowman, the city’s point man on growth fees, said the city is
trying to plan for more sustainable developments in the future and sees
growth fees as a separate issue.
“It’s just about making sure we have the money to grow in a way that’s
fiscally sustainable,” he said. The proposed growth fees are $5,100 per
1,000 square feet of space in select outlying areas, with a plan to impose
them in the future on commercial development and infill housing.
Still, Bowman said the end game in building out the city’s rapid transit
system is to develop areas around transit hubs that are more walkable, and
develop areas that don’t force residents to leave their neighbourhoods to
get typical household provisions.
“We’re seeing that already with (downtown’s) Graham Mall,” he said,
pointing to such developments as Sky, True North Square and the coming
building of two new apartment towers at Winnipeg Square.
While the city has identified the costs associated with new developments
not recovered in future property taxes, Bowman’s press secretary, Jeremy
Davis, said the city will not comment on those costs while the proposal is
being argued in court.
CALGARY, a city also lacking geographic constraints on development,
recently imposed a similar fee, and undertook an extensive consultation
process with developers to arrive at estimates of the cost of growth. The
calculations included the cost of public facilities (fire halls, police,
libraries, transit and recreation), new roadways, waste and water service
and storm water runoff, or drainage.
Calgary identified an average cost of $435,044 per hectare. The city then
calculates that cost against the number of people expected in each
development, with each unit in multifamily dwellings paying less and
single-family homes paying the most. Areas with more complex waste and
water requirements paymore, aswell.
Developments in established areas, which require less new infrastructure,
pay less, and a maximum levy has been set for high-density dwellings in a
bid to encourage such developments.
What does walkable mean? Bellamy says it’s about more than the ability to
walk around. Pathways that give residents the ability to take a leisurely
stroll are important, but true walkability is about being able to walk with
purpose — to the store, to work, for a bite to eat or for that last mile
from, or first mile to, a transit hub, he said.
Coun. Janice Lukes (South Winnipeg- St. Norbert), who in a previous life
advocated for active transportation, said the city’s devotion to the
automobile is evident, sometimes in ways she finds disconcerting.
Lukes raised her family in Fort Richmond, one of Bellamy’s so-called
cul-de-sac neighbourhoods, where the car reigned supreme to the point
residents were up in arms over her proposal, well before she joined
council, to install sidewalks to let children walk to schools and the
community centre.
“Today, hundreds of people use them every day,” she said. “But you wouldn’t
believe some of the insults I received.”
Where does the city go from here? It should, according to Leinberger, look
to four cities in Canada as inspiration — Toronto, Vancouver, Montreal and
Quebec City.
Leinberger, who delivered a keynote address to the Canadian Real Estate
Association in Winnipeg in 2015, said he recently ranked those four cities
for walkable urban lifestyles and merged the results into his list of the
Top 30 cities in the United States. The result? All four Canadian cities
placed in the Top 6. That ranking is based on the percentage of a city’s
office space located in walkable areas.
He gives Winnipeg a failing grade.
“You and Calgary, in my estimation, wouldn’t be close to those Top 6.
You’ve got some great models right in your own country and you’re not
living up to them.”
WHEREVER the city is headed, the homebuilders’ Moore wants a road map. He
said with a plan, developers and the city could work hand in hand to
deliver whatever kind of growth the city wants.
“We’ve been asking for one for years,” Moore said, adding developers would
welcome a cohesive strategy not only formaking the city’s growth
sustainable, but better for residents and businesses.
He said the need for a plan is even more evident when weighed against the
mayor’s goal of growing the city to one million residents.
“Where are those 250,000 additional people going to live? There needs to be
a plan.”
The benefits would be many, he said. Sewers, roads, new transit routes and
amenities such as schools, recreation facilities, business districts and
housing could be planned and budgeted years in advance, dispensing with the
ad hoc nature of today’s development.
“How does development happen in Winnipeg? A developer does all the work and
then submits plans for approval,” he said.
He also doesn’t accept the math that says existing homeowners subsidize new
developments.
“If you look at a home in an older neighbourhood, that owner might be
paying $800 to $1,100 in property taxes,” he said, excluding school taxes,
careful to point out he’s not accusing those residents of underpaying. “In
Bridgwater, an owner might be paying $5,000, and he’s the pariah?”
As an example of how improved planning is far from altruistic, Leinberger
pointed to Denver, Colo., where a progressive mayor, who is now Gov. John
Hickenlooper, pushed through a light-rail line. The result was to unleash
billions in private investment along that line, which reshaped the city
into a preferred destination for knowledge-based industries.
“I think Denver could disrupt Silicon Valley as the hotbed of innovative
technologies,” Stuart Wall, CEO of New York-based Signpost, wrote in an
article extolling the virtues of Denver’s transformation on politico. com.
He recently opened a 30-person satellite office in Denver’s downtown,
according to the article. “If I were to do it all over again, I’d consider
having our headquarters here and our satellite office in New York.”
Denver’s past devotion to the automobile had residents invoking the term
‘Houstonization,’ referring to uncontrolled sprawl. Today, even Houston is
rethinking the wisdom of sprawl.
While Winnipeg might be a bit behind the curve on promoting walkability,
Lukes sees signs she finds encouraging. She points to Bridgwater Forest,
which is dominating her time lately and it’s mostly due to sidewalks.
People want to use the sidewalks, but the city has to co-ordinate with snow
removal teams because the sidewalks are right next to the streets, and
windrows pile up and block pedestrians.
“It’s such a walkable neighbourhood,” she said. “And I think you’ll see
once we finish building it out, with its town square, we really are
striving for a neighbourhood where you have that density, that collection
of services to walk to.”
Bellamy, meanwhile, likes the idea of Bridgwater’s town square, but
questions the logic of enclosing it between the two directions of a major
traffic route such as Kenaston Boulevard.
Lukes also pointed to Phase 2 of the southwest transit corridor as evidence
the development community is starting to warmup to the idea of building
neighbourhoods and not house farms.
“I see it all the time, developers are buying up properties in the Parker
and Byng areas. They know the corridor is coming,” she said. “I see it at
the appeals committee, because all the neighbours are complaining.”
The Parker leg of the transit corridor has its share of critics, and none
more so than Moore, even though his members would benefit from building new
homes in the area. He said moving the leg to such a low-density area robs
the city of many of the benefits the corridor was to provide.
Yet Moore said where 20 years ago, 80 per cent of all new housing starts
were single-family, the pendulum has swung: now 55 per cent of starts are
multi-family, a trend he thinks bodes well for walkability.
Whatever the challenges, Lukes agreed demand is starting to swing, and said
the market will have the greatest impact on what developers and the city
decide to build.
“I think people are realizing it’s good for your health and it’s good for
the community.”
Today, Robert Keizer shares his apartment with his girlfriend, but said his
love of a walkable community won’t end should his home life one day grow to
include a family, or even a house.
“I don’t think I’ll ever live anywhere but the Village or Wolseley,” he
said. “I love being able to walk to anything I need.”
kelly.taylor(a)freepress.mb.ca
Green Action Centre and Bike Winnipeg invite you to join us for a local
viewing of this month's APBP <http://www.apbp.org/> webinar.
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
* * * * *
*Growing the Movement - University Curriculum for Pedestrian and Bicycle
ProfessionalsWednesday, February 15 | 2:00 - 3:00 pm CST *
*Presenter*: Kristen Brookshire, University of North Carolina Highway
Safety Research Center
Kristen Brookshire, Research Associate at the University of North Carolina
Highway Safety Research Center, has been involved in the development of
guidance documents and research reports for a variety of audiences,
including a primer for state highway transportation officials and an
evaluation of child pedestrian safety curriculum. Through the Pedestrian
and Bicycle Information Center and the Walk Friendly Communities program,
Kristen continues to develop resources and provide technical assistance on
planning, designing, and developing programs that support walking and
bicycling.
--
*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/>
---------- Forwarded message ----------
From: Blackie, Erika <BlackieE(a)mmm.ca>
Date: Fri, Feb 3, 2017 at 1:49 PM
Subject: City of Winnipeg Pedestrian and Cycling Projects
Hello,
The City of Winnipeg is planning two pedestrian and cycling projects in the
St. Boniface and St. Vital neighbourhoods.
Please see the attached notice to learn about the projects and how to
participate in a survey and online interactive mapping tool. This is the
start of the public engagement process and as a representative of an
organization which may have interests in the project, we encourage you to
get involved.
Direct link to the Southeast Corridor website: http://www.winnipeg.ca/
publicworks/pedestriansCycling/walkbikeprojects/southeastCorridor.stm
Direct link to the Seine River Crossing website: http://www.winnipeg.ca/
publicworks/pedestriansCycling/walkbikeprojects/seinerivercrossing.stm
Please distribute the notice through your networks (French and English is
attached).
Thank you,
[image: cid:image003.png@01D12050.42492F20]
*Erika Blackie, MCP*
Junior Planner
Planning & Development
*MMM Group Limited*
111 - 93 Lombard Avenue
Winnipeg, Manitoba R3B 3B1
*T:* 204-943-3178 x 3895 <(204)%20943-3178>
*F:* 204-943-4948 <(204)%20943-4948>
*E*: blackiee(a)mmm.ca
www.mmmgrouplimited.com | www.wspgroup.ca
We invite you to explore our new MMM Group website. Visit
mmmgrouplimited.com <http://www.mmmgrouplimited.com/> to learn who we are,
what we do, and how we work. Reach out to an expert, view creative
solutions to challenging projects, and learn about how we live our purpose
– to *Enrich the Quality of People's Lives*.
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Hi everyone: Please share widely. - thanks! Beth
* * * * *
Greetings,
Are you and your co-workers/family/friends/classmates participating in *The
Jack Frost Challenge* this year?
Every year in February, hundreds of Manitobans prepare for a bone chilling
and heart-warming event in Bougeons en Hiver: The Jack Frost Challenge
<http://greenactioncentre.ca/featured/bougeons-en-hiver-jack-frost-challenge/>.
Participants across the province sign up to skate, cross-country ski, run,
snowshoe, cycle and walk a total of 130 km during the week, either as a
team (of up to five) or individually. This can include your active commute
to/from work, or any active time you spend outdoors. Create teams within
your office and see who can get the most km! Everyone loves some friendly
competition!
*Date*: Feb. 12th - 18th, 2017
*Jack Frost week at a glance:*
Sunday: Jack Frost Challenge Kick Off | February 12th, 11am – 3pm @ The
Forks
Come skate, ski, walk or bike the River Trail to kick off The Jack Frost
Challenge. Look for our booth near the wharf/water taxi and enjoy some
treats and warm hot chocolate! This is the chance to get outside with some
like-minded friends and enjoy the some winter recreation! We will also be
offering guided skates to the Legislature, every hour on the hour.
Monday: Glide into the week
Sharpen those skates! We challenge you to put metal to ice and track some
Kilometers on skates today! Don’t you know the river trail is open?!
Tuesday: Skis, please
Pack up the car, pick up a few friends and head out to do a lap or two on
your skis! Join Green Action Centre’s Justin Quigley at the Harbourview
Trail at 5:15 pm for a group ride. He’ll be your snowy valentine on Tuesday
Feb 14th.
Wednesday: Get schooled
Calling all classrooms! Spend some time outdoors and tag
#JackFrostChallenge and @GreenActionCtr on social media so we can see all
the fun you’re having. Tag a nearby school to challenge them to get out
there, too!
Thursday: Team up!
Why don’t you air out those hump day blues with your pals around the
office? Post a pic of your team out in nature for your lunch hour or break
#JackFrostChallenge.
Friday: Chill out
What’s the rush? Why don’t you walk to work today or get off the bus early
and soak up some cool air for a few blocks before you get to your desk?
Saturday: Wrap Up Party | February 18th, 4pm-6:30pm @ The Common
Cap off The Jack Frost Challenge by enjoying a fun afternoon at the Forks
with your friends, old and new, who participated alongside you during the
challenge! We’ll also be cheering on the participants of Actif Epica, a
grueling 130 km winter bike ride across the prairies, whose finish line is
at the forks the same day.
• Free Beer ticket for Jack Frost participants 18+
• Snacks and indoor games
• We’ll be announcing some of our prize winners live at 5 pm.
Show off your frosty face or Jack Frost fun by tagging @GreenActionCtr or
using #JackFrostChallenge on IG, Facebook or Twitter for the chance to win
a prize!
*Register
<http://greenactioncentre.ca/healthy-travel/bougeons-en-hiver-the-jack-frost…>
your
team today!*
*Registration Reminder: *
Feb. 22nd, 23rd - Ridematching Info Session: Bringing RideShark to Winnipeg
<https://www.eventbrite.ca/e/regional-ridematching-info-session-bringing-rid…>
March 15th - The Future of Workplace Commuting: Sustaining A Healthy
Business, Daytime Roundtable
<https://www.eventbrite.ca/e/the-future-of-workplace-commuting-sustaining-a-…>
March 15th - The Future of Workplace Commuting: Sustaining A Healthy
Business, Evening Keynote
<https://www.eventbrite.ca/e/the-future-of-workplace-commuting-sustaining-a-…>
--
*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
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