AT-Network September 2019

at-network@lists.umanitoba.ca

6 participants
25 discussions

WFP Analysis: Narrowing sidewalk a step backward (Sep30'19)

by Beth McKechnie

*Narrowing sidewalk a step backward * https://www.winnipegfreepress.com/opinion/analysis/narrowing-sidewalk-a-ste… ALMOST since the invention of the automobile, downtown Winnipeg has been shaped by cars. In 1931, right turns on red lights were introduced, diagonal parking was removed and one-way streets began to appear. In 1955, streetcars were discontinued and the elm trees that lined the once-residential streets were cut down to widen the roads. Housing was slowly bought up and turned into parking lots. Today, with more than 32,000 stalls, a staggering 40 per cent of downtown’s land area is dedicated to parking. This slow evolution of prioritizing cars over places for people transformed the character of downtown — its pedestrian barricades, wide roads and windswept parking lots left few places for people to linger and enjoy. We designed for cars and we got cars, lots of them. Our once bustling sidewalks today see the fewest pedestrians and are lined by the lowest number of retail storefronts of any major Canadian city. There is no longer a downtown shopping street, and even the Exchange District, with all its charm, has fewer storefronts and restaurants than similar areas in other cities. Over the past decade, however, this has slowly begun to change. Beginning with the construction of Waterfront Drive, we have started to use the design of our streets to bring people back. Sidewalks have been widened and improved, bike lanes have been installed and, after almost 90 years, diagonal parking has returned. There has been a great investment in public space, with new lighting, public art, trees, benching and other street furniture. Innovative government tax incentive programs that have in the past driven residential growth have helped make downtown a more attractive place for people are working. More people live downtown today than ever have, and the population of the Exchange District has gone to 2,500 from 250 in 15 years. Shops and restaurants have begun to follow. Recently, however, we took a small but important step backward, when a segment of the sidewalk on Main Street at Bannatyne Avenue was reduced by more than half to add a drop-off lane to a street that is already eight lanes wide. The resulting sidewalk, about two metres wide, is narrower than the city’s own standards for accessibility, even before factoring in snow accumulation and space for vehicle-door swings. The design was explained as a compromise to provide tenants of the adjacent building a new drop-off area, sometimes for children, after loading on Bannatyne Avenue was moved across the street to accommodate a new bike lane. If we look holistically at the overwhelming amount of adjacent area given to cars, it suggests there may have been opportunity to find the compromise within existing vehicle space. The building has two associated surface parking lots. One takes up a significant portion of Old Market Square, an important public place, and the other creates a permanent open space along Main Street and a driveway across its sidewalk. Main Street itself is eight lanes wide and has curb-lane parking and loading all the way down its length, including on the blocks directly on either side of the new drop-off area. It is unclear why that configuration was not pursued on this block. Bannatyne Avenue has parking and loading zones on the opposite side of the street, less convenient, but a possible compromise might have been for parents dropping off their children to get out of their cars and escort them the short distance to the building entrance. We have been making progress creating spaces that invite more pedestrians, but narrowing sidewalks works to repel them. It demonstrates the difficult challenge planners and engineers face, balancing the needs of cyclists, drivers and pedestrians, particularly in response to the demands of local, street-level business. Downtown Winnipeg is in a unique transition phase. There are so few street-level shops because downtown has been designed to prioritize drivers, making it an unattractive place to walk. This has resulted in too few pedestrians on the sidewalks to support businesses, which in turn requires increased space for cars to attract more drivers to help support the shops. It creates a challenging cycle: drive-up business may represent a smaller proportion of downtown storefront commerce, but removing even a few parking stalls can be enough to affect the viability of a shop or restaurant. This has put downtown shop owners in a difficult position, as they generally believe part of what they are selling is a unique urban experience that includes bike lanes and great pedestrian environments, but, in the short term, they need parking to survive. This becomes even more important with residential growth slowing because of the end of tax incentives and bike-lane implementation that has been slow to create a complete functioning network that will increase the number of cyclists to replace business lost by the removed parking spaces. It is generally recognized that to have prosperous storefronts and sidewalk-focused commerce in downtowns, the only viable long-term solution is to attract more pedestrians and grow the population so businesses are supported locally. This explains why the city has worked so hard to incentivize residential growth, redesign public space and add bike lanes — all initiatives that have proven in other cities to be very good for urban business in the long term. The current challenge is a difficult one. We have made strides toward the continuing goal of a downtown that attracts people to live, work and shop, but as we move forward, it is important to not take our eye off that goal and do what we can to avoid trading pedestrian space for car space, which reduces accessibility, degrades the pedestrian experience and is likely a step backward in downtown’s long-term evolution. *Brent Bellamy is creative director at Number Ten Architectural Group.*

3 years, 12 months

FYI Cities need to encourage cycling with 10 easy steps, report finds

by Zdan, Terry (MI)

https://www.cbc.ca/news/canada/toronto/cycling-bikes-visionzero-climate-env… https://www.tcat.ca/resources/increasing-cycling-in-canada-a-guide-to-what-… https://www.tcat.ca/wp-content/uploads/2019/09/Increasing-Cycling-in-Canada… HAPPY TRAILS Terry Zdan BA MEDes Policy and Legislation Unit | Manitoba Infrastructure 1520 215 Garry Street Winnipeg MB R3C 3P3 C 204 227 3724 E Terry.Zdan(a)gov.mb.ca<mailto:Terry.Zdan@gov.mb.ca> [winnipeg-jets-logo-new] "...Resilience is the ability to prepare and plan for, absorb, recover from, and more successfully adapt to adverse events..." þ Think green, read on screen | Soyez écolo, lisez à l'écran

4 years

WFP: Pedestrian deaths up in 2019, MPI warns (Sep25'19)

by Beth McKechnie

*Pedestrian deaths up in 2019, MPI warns* https://www.winnipegfreepress.com/local/mpi-issues-alert-as-annual-pedestri… MANITOBA Public Insurance is warning pedestrians and motorists alike to stay alert on the roads, as this year’s pedestrian fatality count approaches a record high. Manitoba has seen 12 pedestrian deaths on public roadways so far in 2019 — the same number as the annual average over the past five years, and the highest nine-month count in the past 20. “This isn’t about pointing the finger of blame, this is all about raising road-safety awareness so both (pedestrians and motorists) can use the road safely and get home safe,” MPI spokesman Brian Smiley said Tuesday. A total of 972 pedestrians were involved in incidents — 147 of which resulted in serious injuries, while 68 were fatal — in 2013-18. The record-high of 16 pedestrian fatalities during a single year occurred in 2007. Historical data indicates about half of all pedestrian deaths occur at intersections. One in 10 deaths take place either between intersections or when pedestrians are walking on roadways. Smiley said while MPI has observed bumps in statistics during January and February, when roads are covered in ice, and in July and August, when pedestrians are out and about in the warm weather, collisions involving pedestrians are a year-round concern. Last year, MPI launched “Save the 100,” a roadsafety campaign with the same premise as the Vision Zero strategy. “One fatality is far too many,” Smiley said. A road-safety strategy born in Sweden in the 1990s, Vision Zero seeks to eliminate all traffic fatalities and severe injuries, while simultaneously making a city safer and accessible for all residents and visitors to navigate. Similarly, Towards Zero (fatalities) is a traffic-safety approach that recognizes pedestrian deaths are preventable while driver error is unavoidable, so traffic infrastructure must be forgiving of that. The City of Winnipeg has adopted the latter and is seeking applications for a $275,000 contract to develop a five-years-and-beyond plan to assess road safety. Applications are due by Oct. 8. Meanwhile, next week, world-renowned traffic safety experts will be in Winnipeg for the second annual Mode Shift festival, five days of events centred around transportation, culture and health, to discuss how the city can mimic the successes seen in other parts of the world (such as Amsterdam). The Forks is hosting a Vision Zero panel discussion Oct. 1. “We need to undo some of the endemic issues we have with the built environment by investing heavily in things like traffic calming, upgraded crosswalks, changing laws around speed limits,” said Anders Swanson, program director at Mode Shift 2019, organized by the Winnipeg Trails Association. Swanson is in favour of a policy on the table at city hall to lower the standard residential speed limit in Winnipeg to 30 km/h from 50 km/h. “If we design a city that’s intended to move machines around as quickly as possible, we have a city that’s not worth living in,” he said. Smiley agreed, noting the chance of survival after being hit by a car going 50 km/h or less is much higher than otherwise. A future with zero annual fatalities, he said, must involve a number of partners, with municipalities and law enforcement at the forefront. More traffic circles, speed-reducing bumps and jaywalking tickets could improve safety, Smiley added. maggie.macintosh(a)freepress.mb.ca Twitter: @macintoshmaggie

4 years

Selective enforcement of rule-breaking on public roads & sidewalks

by Charles Feaver

An interesting point of view regarding Amsterdam scofflaw cyclists, relevant to enforcement for successfully implementing Vision Zero policy: https://www.youtube.com/watch?v=XypDTdd4qr0 <https://www.youtube.com/watch?v=XypDTdd4qr0&feature=share&fbclid=IwAR1wReLh wF5X83Gv3-FUL4HwvI4W1XPibQIf6-gb7qkKxzYgl3U2A8fd5gw> &feature=share&fbclid=IwAR1wReLhwF5X83Gv3-FUL4HwvI4W1XPibQIf6-gb7qkKxzYgl3U2 A8fd5gw Having ridden in Amsterdam at dusk in rush hour, I can confirm that there is a lot of crazy rule-breaking going on, but nobody gets excited. Charles

4 years

Mode Shift Video Release and Nuit Blanche

by Anders Swanson

Mode Shift just released a new short film for 2019 on Facebook <https://www.facebook.com/WinnipegTrails/videos/484319538788135/?__xts__[0]=…> or Twitter <https://twitter.com/WinnipegTrails/status/1176512183229984768> or Instagram <https://www.instagram.com/p/B2zGGB0AtXd/>. Like Mode Shift Festival itself, the film is blend of sharing new ideas and taking action. So, it is a piece about things that have happened, things that should happen. This one touches on speed limits and a kid's right to street hockey, but also family, dance, fairness, the joy of experiencing the world under your own power no matter how you move ...or who you are and the urgency of building better cities. It is meant to be about perspectives on how we connect as people, and intends to people excited for the many events happening next week, - which is why I am sharing it with you. As an annual event, Mode Shift intends to release a new video like this each year, to capture some of the changes that have gone on in the time between events and to provoke conversation on the salient issue being discussed as a city so we can look back and see these moments in time and watch ourselves change. If you enjoy it, please share. And if you see a GIANT version of this projected on a building somewhere during Nuit Blanche <https://nuitblanchewinnipeg.ca/> this Saturday, come say hi to the team! Anders

4 years

Children's independence & long term health

by Charles Feaver

Worth the read: https://www.theglobeandmail.com/life/health-and-fitness/article-our-societys -culture-of-fear-is-holding-back-childrens-fitness/ Our society's culture of fear is holding back children's fitness . Larouche is the lead author of one of the two new studies, which together make the case that fitness patterns established in childhood have lasting effects on adult health, and these patterns can be influenced by a wide variety of sometimes unexpected factors such as parental attitudes about traffic and morning temperatures. . . The biggest and most easily modifiable factor affecting how much the children moved was the amount of time they spent outdoors. "Studies comparing physical activity in indoor versus outdoor environments have consistently found that children are more active outdoors," Larouche says. "Other studies suggest that children may be more active if, as adults, we back off and let them play." There were also some more subtle indicators that, in some cases, varied by gender. Boys were less active if their parents reported driving to work, were worried about traffic or were worried about other people in their neighbourhood. Girls were more active as the morning temperature warmed, adding 77 steps a day for each additional degree Celsius. Active travel to school also played a role, but in general the children (who were between 8 and 12 years old) had low levels of independent mobility, as assessed by whether they were permitted to do six things on their own: travel to and from school, travel to other places within walking distance, cross main roads, go on local (non-school) buses and go out alone after dark. On average, the children in the study were permitted to do two of these things . Charles Feaver

4 years

Safety in numbers vs bike infrastructure

by Beth McKechnie

Don't like reading studies? Check out this 3:25' video explaining the research and conclusions. (If only all research was summarized this way!) https://www.youtube.com/watch?v=YwYeNz1jCkM&feature=youtu.be&fbclid=IwAR13u… *WHY CITIES WITH HIGH BIKING RATES ARE SAFER FOR ALL ROAD USERS* In a study published in the Journal of Transport & Health, which analyzed 13 years of data from 12 large US cities, researchers investigated over 17,000 fatalities and 77,000 severe injuries. (Why Cities with High Bicycling Rates are Safer for all Road Users: http://bit.ly/2KGADSS <https://pps.us2.list-manage.com/track/click?u=2c803e70a8ad33c13a95a1ee6&id=…> ) Their results suggest that more bicyclists is not the reason these cities are safer for all road users. Better safety outcomes are instead associated with a greater prevalence of bike facilities--particularly protected and separated bike facilities--at the block group level and, more strongly so, across the overall city. Higher intersection density, which typically corresponds to more compact and lower-speed built environments, was strongly associated with better road safety outcomes for all road users. A companion video explains the paper and findings: http://bit.ly/2QqcWTw <https://pps.us2.list-manage.com/track/click?u=2c803e70a8ad33c13a95a1ee6&id=…> -- Beth McKechnie (she/her/hers) *| *Green Action Centre <http://www.greenactioncentre.ca/> 3rd floor, 303 Portage Ave | (204) 925-3777 x102 | 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/> <http://www.gomanitoba.ca>

4 years

France subsidizes e-bike purchase | California provides e-bike / bikeshare vouchers for car trade-in

by Beth McKechnie

*FRANCE SUBSIDIZES E-BIKE PURCHASE, US DOES NOT* Streetsblog reported that lawmakers in France announced last week e-bike owners in the greater Paris area may soon be able to get half the cost of their wheels--up to 500 Euros ($553)--paid for by the government as part of an effort to boost the eco-friendly vehicles. In the US, federal tax breaks that can knock up to $7,500 off the cost of a new electric vehicle have been available to car drivers for years, but those hoping to upgrade their old 10-speed to an e-bike have always had to pay cost. Presently, there isn't a hint of federal legislation that would provide tax relief for e-bikes, whose widespread adoption studies say could significantly reduce the amount of greenhouse gases released into the atmosphere. http://bit.ly/2QhfTpb <https://pps.us2.list-manage.com/track/click?u=2c803e70a8ad33c13a95a1ee6&id=…> *CA: TRADE IN CAR FOR E-BIKE OR BIKE SHARE VOUCHER* Electrek reported California's "Clean Cars 4 All" program has already helped many people trade in old, polluting gas cars for subsidies to buy electric cars or hybrid cars. A new bill recently signed into law now includes vouchers for electric bicycles and bike-sharing programs in the program. (SB-400 Reduction of Greenhouse Gases Emissions: Mobility Options: http://bit.ly/2At6lg6 <https://pps.us2.list-manage.com/track/click?u=2c803e70a8ad33c13a95a1ee6&id=…>) http://bit.ly/2AsoFGb <https://pps.us2.list-manage.com/track/click?u=2c803e70a8ad33c13a95a1ee6&id=…>

4 years

ModeShift Program Announcement

by Anders Swanson

Hello AT-Network, Check out the program-at-a-glance and new event details <https://modeshift.ca/events/>. We feel that it is rare, exciting, worthwhile and... ambitious event. *If you are willing to share on social media, it is much appreciated. * Share the program on Facebook <https://www.facebook.com/WinnipegTrails/posts/2433602183389980?__xts__%5B0%…>, Twitter <https://twitter.com/WinnipegTrails/status/1173992349187366912> and Instagram <https://www.facebook.com/WinnipegTrails/posts/2433602183389980?__xts__%5B0%…>. Some recent highlights now confirmed: - SpaceMODE: an attempt to recreate the famous advocacy image showing the space taken up by 4 kinds of transportation, outside the CMHR. Sign up here - KidMODE: a new conference stream for you and youth at heart, including a contest being fanned out to schools in Winnipeg, teaching about traffic calming, street hockey and redesigning streets - A day long Street Party at IRCOM on Ellen with street furniture building, street food, painting, games, hockey, the Walktober launch, masterclasses and walkabouts on Wednesday October 3 - We have a number of new panelists joining on the topic of road safety technology, chronic disease prevention and vision zero including Karen Laberee Dr.Gillian Booth and Craig Milligan. - We are also very excited to welcome our own Dr.Gillian Booth, Janell Henry and more. Depending what you are into, the best may be yet to come. Stay tuned for more for more details about MovieMODE and DanceMODE... ....and a very special Vision Zero event at the Forks! You can register here. <https://www.eventbrite.ca/o/winnipeg-trails-association-17054822883> Hope to see you there! Anders ModeShift PS. Huge kudos to the many of you on this mailing list or part of our sponsor and organizing team who have helped make it happen. Really.

4 years

WFP Editorial: For cyclists, permanent protection preferred route (Sep16'19)

by Beth McKechnie

*For cyclists, permanent protection preferred route * https://www.winnipegfreepress.com/opinion/editorials/for-cyclists-permanent… A recent City of Winnipeg report shows that when it comes to safe cycling infrastructure, half-measures don’t cut it. The report, which was sent to the city’s public works committee this week, says temporary plastic pylons separating the cycling lane along Pembina Highway from the other lanes of traffic were both expensive (part of a $21-million cycling-path initiative) and largely ineffective (they were flimsy and often driven over by motorists). Cycling lanes in other parts of the city employ similar pylons; the one on Sherbrook Street has a variety of rider-safety mechanisms, depending what block you’re cycling along. They include concrete curb-height barriers between the bike lane and motorist, the aforementioned pylons and nothing more than a line of paint. Trails Winnipeg executive director Anders Swanson and Bike Winnipeg executive director Mark Cohoe agree that the inconsistent nature of cycling lane infrastructure along Pembina Highway has been a disincentive to cyclists using it. This is a bit like being at a pedestrian crossing that sometimes lets you cross a busy thoroughfare but most of the time doesn’t let you cross at all. You’d quickly find another place to cross the street. So it is with safe, permanent bike lanes. The pylons have typically been removed in the winter, which meant the bike lane effectively became invisible. Non-cyclists may argue that nobody rides their bike in the winter (demonstrably not true, even in Winnipeg), but it becomes something of a chicken-or-egg question: if the lane intended to allow cyclists to ride safely isn’t reasonably clear of snow and visible to motorists, why would anyone on a bicycle risk using it in the winter? The simple reality that it’s easier to effectively clear snow from permanently protected bike lanes makes the argument for them stronger. Yes, a permanent cycling-lane barrier, even one not as wide as a sidewalk, takes up room on the road. However, the reason it’s there is safety. And although an adequate bike lane and a corresponding permanent barrier could remove an entire lane of vehicular traffic, the safety that is gained actually means less traffic headaches for motorists. First, it prevents motor-vehicle drivers from plowing over flimsy plastic barriers and risking a collision with a cyclist, while at the same time preventing cyclists from weaving out of their lane to avoid a puddle or a pothole. Second, on any Winnipeg street, consider how many cars passing by have more than one occupant. Given this city’s car-focused infrastructure and Winnipeggers’ seemingly unshakable attachment to their automobiles, the ratio is often one human to one vehicle. If a safe-cycling option convinced even a fraction of those motorists to trade four wheels and internal combustion for two wheels and pedal power, it would remove a lot of vehicles from rush hour. That would also hold true for increasing the number of year-round cyclists. The pesky Pembina pylons were installed before the city’s active transportation plan was introduced in 2014, so they were a stopgap measure at best. As the city moves forward with making its infrastructure work for everyone, permanent barriers that allow motorists, cyclists and pedestrians to navigate our streets safely is an option that should be built in.

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AT-Network September 2019