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Pedestrian and Bicycle Council Summer Newsletter
by Beth McKechnie 13 Jul '12

13 Jul '12

Thanks to Bob Kurylko at Stantec for sharing the latest issue of the ITE newsletter. I found the item below on sharrows and the before/after photos in the London's Bicycle Superhighways article of particular interest. *Want to Increase Cycling? Sharrows Won't Cut It* streetsblog.net/2012/06/12/want-to-increase-cycling-sharrows-wont-cut-it/<http://r20.rs6.net/tn.jsp?e=001rrI-K6HknDizCDf7JehvjXGR2Ky8SIlXUpKu_PJzSQ1Q…> cheers, Beth ** ** *From:* Institute of Transportation Engineers [mailto:info@ite.ccsend.com] *On Behalf Of *Institute of Transportation Engineers *Sent:* Friday, June 22, 2012 9:11 AM *To:* Kurylko, Robert *Subject:* Pedestrian and Bicycle Council Summer Newsletter**** ** ** Having trouble viewing this email? Click here <http://campaign.r20.constantcontact.com/render?llr=umc9fycab&v=001Z75pTKZtb…> **** ** ** [image: Banner]**** **** *Summer E-Newsletter***** **** *Summer 2012***** *In This Issue* **** *Announcements from ITE <#138149f770ea8002_LETTER.BLOCK6>* **** *News Bits, Bites, and Links <#138149f770ea8002_LETTER.BLOCK10>* **** *Pedestrian and Bicycle Education News <#138149f770ea8002_LETTER.BLOCK13>* * *** *London's Bicycle Superhighways <#138149f770ea8002_LETTER.BLOCK14>* **** *Evaluation Of Shared Lane Markings Miami Beach, Florida<#138149f770ea8002_LETTER.BLOCK15> * **** *Bicycling In Spain: An Anecdotal Assessment<#138149f770ea8002_LETTER.BLOCK16> * **** *Message from the Chair ***** ** ** Hello, ITE Pedestrian and Bicycle Council members!**** **** Clearly federal transportation reauthorization is the most pressing issue facing our profession today. I hesitate to write about a quickly changing landscape when this newsletter is still three weeks away from publication, but as I write this the second week of June, a conference committee is piecing together elements of a reauthorization bill. Active transportation continues to be under fire as an unnecessary frill - a mere fringe on the edge of the "real" transportation system.**** **** Perhaps Congress should listen to the American people. An America Bikes research report issued this spring shows broad-based support for walking and biking. According to the report, available on the America Bikes website at www.americabikes.org/2012survey<http://r20.rs6.net/tn.jsp?e=001rrI-K6HknDg4xIXuVL5_C8oy5FCSr89TO-Ra0DGDzooG…>, 83 percent of Americans want to maintain or increase funding for pedestrian and bicycle facilities. And that's not just a partisan or urban agenda. It's true among both Republicans and Democrats. Throughout regions of the United States. In urban, suburban, and rural areas. Among all age groups. It turns out that active transportation is one of those rare topics that actually enjoys broad-based support.**** **** As professionals who see the benefits of walking and biking in the communities we serve, we need to spread the message to others. Reach out to your elected officials to ask them support investments in bicycle and pedestrian infrastructure. They create jobs and make our communities better. **** **** Leaving my soap box, I return you to ITE business. Please come to the Annual Meeting in Atlanta, August 12-15. You will not be disappointed! The Pedestrian and Bicycle Council is sponsoring more sessions than ever before, including:**** - Innovative Intersection Design**** - Complete Streets**** - Midblock Crossings at Transit Stops**** - Public Health Benefits of Active Transportation**** - Innovative Bicycle Treatments**** - Separated Bikeways**** - Revitalizing Downtowns with Multimodal Solutions**** - New Guidelines for Non-Motorized Travel**** - Modeling Pedestrian and Bicycle Demand**** I hope to see you there!**** **** Jeff Riegner Chair, Pedestrian and Bicycle Council Whitman, Requardt & Associates 302.571.9001 jriegner(a)wrallp.com**** Announcements from ITE **** *<http://r20.rs6.net/tn.jsp?e=001rrI-K6HknDgOOKn3rxGcb61MSI452-owMbTIK0oeI0Se…> ***[image: ITE 2012 Annual Meeting and Exhibit]<http://r20.rs6.net/tn.jsp?e=001rrI-K6HknDgOOKn3rxGcb61MSI452-owMbTIK0oeI0Se…> ***<http://r20.rs6.net/tn.jsp?e=001rrI-K6HknDgOOKn3rxGcb61MSI452-owMbTIK0oeI0Se…> **ITE Annual Meeting ** Atlanta, GA***** *August 12-15, 2012** *www.ite.org/annualmeeting<http://r20.rs6.net/tn.jsp?e=001rrI-K6HknDgOOKn3rxGcb61MSI452-owMbTIK0oeI0Se…> **** * *Join your peers August 12-15 in Atlanta, GA for the ITE 2012 Annual Meeting and Exhibit. The conference is designed to share knowledge, expertise and ideas on multifaceted approaches to addressing transportation issues and to exploring emerging trends in the industry. The meeting content will include sessions in a mix of presentation and training formats focused on state-of-the practice, advancement of the profession and emerging issues designed to benefit transportation professionals in the public and private sector and students.**** ** ** News Bits, Bites, and Links **** **** *<http://r20.rs6.net/tn.jsp?e=001rrI-K6HknDh-SRUXEKs7E6Ahx26Am8EejkyDgZJCAH-j…> ***[image: Green Lane Project]<http://r20.rs6.net/tn.jsp?e=001rrI-K6HknDh-SRUXEKs7E6Ahx26Am8EejkyDgZJCAH-j…> ***<http://r20.rs6.net/tn.jsp?e=001rrI-K6HknDh-SRUXEKs7E6Ahx26Am8EejkyDgZJCAH-j…> **Bikes Belong launches Green Lane Project* Six U.S cities will be receiving support to add or expand protected bikeways (Austin, Chicago, Memphis, Portland, Ore., San Francisco and Washington, D.C.) "The goal of the Green Lane Project is to support the selected cities in their efforts to develop and install these kinds of facilities." **** *The Scooter - The Unsung Mobility Option* www.copenhagenize.com/2012/05/scooter-unsung-mobility-option.html<http://r20.rs6.net/tn.jsp?e=001rrI-K6HknDjajUP7Ng_oySqm6lw3RbQNmh-MgAcgyKwz…> **** *House Attack on Safe Streets Makes Transpo Bill Ever More Elusive* dc.streetsblog.org/2012/06/11/house-attack-on-safe-streets-makes-transpo-bi…<http://r20.rs6.net/tn.jsp?e=001rrI-K6HknDiK99cnZLTyc3JDidvc7fxJKf0imJUQlzRF…> **** *Want to Increase Cycling? Sharrows Won't Cut It* streetsblog.net/2012/06/12/want-to-increase-cycling-sharrows-wont-cut-it/<http://r20.rs6.net/tn.jsp?e=001rrI-K6HknDizCDf7JehvjXGR2Ky8SIlXUpKu_PJzSQ1Q…> **** While Sharrows may increase the safety of current cyclists as the below articles outlines, they may do little to induce new cyclists to the roadways.**** ** ** Pedestrian and Bicycle Education News **** **** *Roundabout Design And Construction: Key Issues And Solution Series***** www.ite.org/education/webinars_RDC.asp<http://r20.rs6.net/tn.jsp?e=001rrI-K6HknDhAY41DKHDnSqwesqp1-QSUuZ6zEk7QmQar…> **** ** ** London's Bicycle Superhighways **** **** *Submitted by Andy Blanchard***** **** *Background:* When Boris Johnson, the Mayor of London, was running for office, he sold himself to the voters as a champion for cyclists. Following his election to the position of Mayor, he charged Transport for London with putting into action a policy that he calls a "Cycle Revolution for London". This policy is comprised of three parts: one is the Cycle Superhighways, with the others being a bicycle share scheme and Biking Boroughs (a program of improvements in outer London aimed at increasing bicycle mode share).**** **** *Transport for London (TfL) is the local government agency responsible for key aspects of the regional transport system in Greater London. Its role is to implement the transport strategy of the Mayor and to manage transport services across London.***** **** The overall goal of the Cycle Superhighways project was to increase the number of commuters traveling by bicycle between inner and central London. The principal element of the project was physical improvements to 12 corridors, modeled on the spokes of a bicycle wheel, radiating from central London. In addition to the physical measures, other actions were taken to encourage greater numbers of commuters to cycle - including promotion, training, activities, grants to fund bicycle parking and showers at schools and places of employment along and near the route. One of the early routes was Route 8, a five-mile stretch between Wandsworth Town Center (a regional hub in southwest London) and the legislative heart of the United Kingdom at the Houses of Parliament beside the River Thames. The principal alignment was pre-selected by officials at TfL and supported by a research study into the potential for new cyclists along alternative alignments.**** **** *Preliminary Engineering:* The initial design task undertaken was the Cycle Highway Implementation Plan, or CHIP for short. This plan involved conducting a desk based review of all available data on the route, followed by an extensive group site visit with stakeholders. This group consisted of representatives of those local entities responsible for the operation and maintenance of the roadways along the route alignment and cycling advocacy groups. Through these two tasks, barriers to the safe and efficient movement of bicycles along the route were identified and potential solutions to overcome these barriers were generated, together with an outline cost estimate of the recommended measures.**** **** *Typical measures identified for implementation along Route 8 included:***** - *Replacement of traffic lanes with bicycle lanes in both directions along a 1.5 mile section***** - *Replacement of a traffic lane with an off-street bicycle path around a busy gyratory***** - *Striping of five miles of new 5ft wide cycle lanes and widening of one mile of existing cycle lanes to 5ft***** - *Application of blue surfacing and a series of wayfinding signs and totem structures to brand the route and ensure that it is easy to follow ***** - *Cycle-only phase at existing traffic signals ***** Consultation with the emergency services and other users of the road network, such as London Buses (a subsidiary of TfL that manages bus services within Greater London) was also completed at this stage, enabling these stakeholders to be made aware of the Cycle Superhighways proposals and allow them to give input to the designs at an early stage. Synergies with other projects were identified early on and allowed additional improvements to be made to the route at no cost to the project, including reprogramming of planned pavement resurfacing and incorporation of safety improvements.**** **** *Risks:* The largest risks to the implementation of Route 8 were identified in advance and addressed through early and extensive engagement with the relevant staff and by fast-tracking the design of the most controversial and complex sections of the route. The major risks included:**** - Compatibility of proposed road layouts with those planned as part of the Olympic Road Network (critical routes for the 2012 Summer Olympic Games in London)**** - Long delivery times for changes to traffic signals along the route (conflict with existing signal modernization programs and the Olympic Games signal works)**** - Review and approval of the proposals from the department charged with maintaining the efficient operation of the road network (Forward Planning) **** *Detailed Design:* The route was split into 20 sections to enable detailed design work to be progressed simultaneously by a team of seven designers. Additionally, it allowed work on some sections, while other sections were delayed by traffic signal modeling or gaining agreements from local agencies. Construction delivery packs were prepared for each of the 20 sections, and these incorporated a set of detailed plans, utility plans, a sign schedule, a list of quantities, a Designer's hazard register, a Road Safety Audit and a Response Report, as well as traffic control plans (see below). A Road Safety Audit was also carried out at the preliminary design stage and on completion of construction for each of the sections.**** **** *Temporary Traffic Control:* Agreement on traffic control layouts proved more contentious than originally estimated. The alignment of Route 8 passed through areas controlled by three different local agencies, so proposed traffic control layouts had to be approved by these agencies, the Metropolitan Police and the body controlling buses in London, along with the strategic oversight of Forward Planning. As a result of consultation with these bodies, the methodology for constructing the different sections was modified on a number of occasions to limit the impact on traffic, and traffic modeling was undertaken to forecast the influence of the construction tasks.**** **** *Construction:* The consultancy team also provided site oversight services of the contractor for the client during overnight construction. Although most of the physical construction (e.g. roadway widening, extension of sidewalks and new medians) was undertaken during the off-peak daytime hours (10 a.m. - 4 p.m.), the majority of the surfacing and striping work was completed overnight (9 p.m. - 5 a.m.). The involvement of some of the design team in this oversight role was beneficial as it allowed the contractor to gain a greater understanding of the design and immediate feedback on suggested changes to the design.**** **** *Timescale:* Delivery of the design from concept to detailed construction packages was completed in 16 months, with the end of the design process overlapping the start of the construction phase, in order to meet the July 2011 opening date. The contractor was appointed 10 months after the design was started, and this allowed some contractor involvement in the design process. Construction was completed in eight months.**** **** *Figure 1: Before and after photos***** **** Wandsworth Bridge Roundabout**** **** **** York Road junction with Plough Road**** **** **** York Road approaching Lombard Road**** **** **** Grosvenor Road**** **** **** Grosvenor Road junction with Vauxhall Bridge**** **** **** **** * ***** *About the author:* Currently working at Atkins (an engineering and design consultancy firm), in their Henderson, Nevada office, Andy moved to the Las Vegas area from the U.K. at the end of 2011. Prior to arriving in the U.S., he worked for the engineering consultancy firm AECOM for more than eight years, and one of the projects he managed during this time was delivery of the design of Cycle Superhighways Route 8.**** **** ** ** Evaluation Of Shared Lane Markings Miami Beach, Florida **** **** *Submitted by Xavier Falconi<http://r20.rs6.net/tn.jsp?e=001rrI-K6HknDhvQSskqsMszWN-QdyD7y6v5qe_YINt-Vp7…>, PE City of Miami PLANNING DEPARTMENT***** **** *Background* **** The City of Miami Beach requested and received permission from the Federal Highway Administration to conduct a pilot study on Washington Avenue to evaluate shared lane markings<http://r20.rs6.net/tn.jsp?e=001rrI-K6HknDgbpH9ZOOYda4lpA7uqEcP6Z7uqQIGQ3Ww9…>(sharrows). The University of North Carolina Highway Safety Research Center (HSRC) was selected to conduct the evaluation through a contract with the Florida Department of Transportation. The entire length of the Washington Avenue evaluation area, from South Pointe Drive to Dade Boulevard, is about two miles long. This summary is based on the report provided by the University of North Carolina HSRC. **** **** The application of sharrows was initiated as a possible solution to mitigate "dooring" crashes. A "dooring" crash is one that occurs when the door of a parked car opens suddenly into the path of a bicyclist riding in close proximity to the on-street parking lane. The bicyclist can be injured by striking the door or by swerving further into the travel lane and being struck by a passing vehicle. Between 2000 and 2009 (latest data available from the Miami-Dade MPO), 52 bicycle crashes were reported along Washington Avenue between 12th Street and Dade Boulevard (approximately one mile). Of those, at least 11 (21 percent) involved a bicyclist striking the open car door of a parked vehicle.**** **** Washington Avenue is located near the beach on the east side of the City and contains popular tourist destinations, including night clubs, restaurants and shops, attracting a large amount of traffic. The street has a posted speed of 30 mph, with a typical cross-section consisting of an 8-foot parking lane, two 11-foot travel lanes, an 11-foot landscape median, two 11-foot travel lanes, and an 8-foot parking lane. Left turn refuges and traffic signals are provided at various street intersections, with sidewalks, curbs and gutters also included on both sides of Washington Avenue. **** **** The section north of 5th Street to Dade Boulevard is mostly commercial with average daily traffic (ADT) varying between 9,000 and 18,000. The area south of 5th Street to South Pointe Drive is mostly residential with approximately 5,000 ADT. **** **** *Study Area ***** Many taxis operate on the street, and double parking and parked vehicle turnover is frequent. The situation can be challenging for bicyclists when traffic is heavy, and bicyclists frequently ride between vehicles in the travel lane and parked vehicles. There are bicyclist interactions with pedestrians crossing the street at mid-block and intersections. The mix of bicyclists is extremely variable and includes a considerable number of tourists. The cyclist skill level is also variable with a vast majority being recreational bicyclists. **** **** The City decided that the most appropriate placement for the shared lane markings (bike and chevron) was in the middle of the lane near parked vehicles, which would place the center of the marking approximately 13.5 feet from the curb. The City felt that normal spacing of 11 feet from curb next to parked vehicles would not allow enough room for motor vehicles to pass bicycles in the lane next to parking. Middle-of-the-lane placement would allow bicyclists tracking over the markings to be out of the door zone and also to take control of the lane. The block lengths were such that shared lane markings were typically placed near an intersection crosswalk, at mid-block, and near the end of the block. Spacing was approximately 200-250 feet in such a situation. The decision was made to use thermoplastic for the markings. **** **** *Summary and Conclusion ***** The installation of the shared lane markings on Washington Avenue was associated with a variety of results. The chaotic nature of the street in times of busy traffic and the speed of some of the motor vehicles are likely to be factors in producing these results. **** **** Following are some of the evaluation findings:**** 1. The definition of yielding, where a party had to give way to the other, was rather robust. Bicyclist yielding (i.e., changed direction or speed to give way to a motor vehicle) decreased from 8.5 percent in the before period to 2 percent in the after period. Motorist yielding (i.e., changed direction or speed to give way to a bicycle) increased from 4 percent in the before period to 5 percent in the after period. The statistically significant differences were mostly attributable to less bicyclists yielding in the after period. **** 2. Motorists following bicyclists increased from 16.5 percent before to 22 percent after, while motorists passing bicyclists decreased from 34 percent before to 28 percent after. This could indicate a more smoothly flowing traffic stream.**** 3. The percentage of bicycles using the sidewalk decreased from about 55 to 45 percent, and this reduction was statistically significant. **** 4. In examining the motorist responses when there was an interaction with a bicyclist, slowing by motorists increased from 19 percent before to 39 percent after. Moving partway into the adjacent lane decreased from 34 percent before to 30 percent after. Changing lanes decreased from 24 percent before to 17 percent after. Braking decreased from 12 percent before to 4 percent after. Full stops or major direction changes also decreased, but the frequencies were small. Taken together, these changes would represent a safer traffic stream. **** There were safety effects associated with the placement of the shared lane markings. Of most importance would be the increase in the percentage of bicyclists riding near the center of the lane and the increase in spacing between bicycles and parked motor vehicles. It is worth mentioning that with this pilot study, the City of Miami Beach pioneered the use of sharrows in South Florida. After the installation on Washington Avenue, other cities in the region have been using them as a tool to expand on their bicycle transportation system. **** **** As a result of a partnership between the City and DecoBike, the very successful Miami Beach Bike Share Program started operating in March 2011. DecoBike users add to mix of riders on Washington Avenue. The program currently provides about 1,000 bikes spread out in approximately 100 stations throughout the City. **** ** ** Bicycling In Spain: An Anecdotal Assessment **** **** *Submitted by Stan Clauson<http://r20.rs6.net/tn.jsp?e=001rrI-K6HknDgcpoIe543kG6iZDWwc7BuHOdmgSxzpuc3J…> ***** **** *I. Introduction* Living in Aspen, Colorado, cycling has become a part of our lifestyle. Whether its mountain or road biking, trails and facilities exist to encourage even the most timid to try this healthy recreation option. In town, year-round cyclists, some with studded snow tires, regularly use cycling to get to work and run errands. So, it seemed natural in planning a trip to Spain to see what is happening with respect to cycling in a country where the famed Vuelta de España race ranks among the top three cycling events worldwide. Our trip included a week of cycling through Andalucia as well as visits to Madrid and Seville, two cities that have stridently developed car-free pedestrian zones. But how well do they accommodate cycling as an alternative mode of transportation and means of recreation? It turns out that these cities could not be more different in this respect, something that no doubt reflects the divergence among U.S. cities as well. In the countryside, some significant efforts are made for cycling safety on rural roads, rails-to-trails is part of the program. **** **** *II. A Tale of Two Cities: Madrid and Seville* Madrid has gone a long way toward providing car-free pedestrian zones and pedestrian connectivity. In the city center, most significant plazas are car free, but equally important, linkages between the plazas are car-free as well. Many of the smaller linking streets in the old town do not permit cars, are planted with trees, and have amenities such as benches and outdoor art. Because of the need for delivery access, these streets may see an occasional vehicle, but generally vehicle access appears to be self-policed and quite minimal. **** **** **** *A typical walking street in Madrid***** **** The next level of street is a mixed activity zone. In this case, curbs have been removed and replaced with rows of bollards, spaced one to two meters (three to six feet) apart. Without curbs, there is an easy flow of pedestrians from one side of the street to another. And often groups simply walk down the center, in the vehicle area. There is moderate traffic on these streets, but speeds are generally minimal and vehicles proceed with caution. The narrow path created by the rows of bollards appears quite effective at maintaining a driver perception that speeds should be slow.**** Then there are the standard city streets, which carry a substantial amount of traffic, are generally congested, and have numerous roundabouts at major intersections. While these are not bicycle friendly, it is interesting to note that neither are the pedestrian or mixed activity zones. In fact, it was rare to see a bicycle commuter, delivery person, or recreational rider in downtown Madrid. We did take a group bicycle tour of some of the inner city sightseeing venues. This was essentially a group of intrepid inner-city Dutch cyclists, and was led by a tour operator with a flagger front and rear. At one point, one of the tour leaders got into a heated discussion with a pedestrian who felt that bicycles should not be permitted on the walking streets. It was fun, but clearly not part of the inner city culture to be on a bike.**** **** **** *A bike tour group in Madrid's Plaza Santa Ana; safety in numbers***** **** So where do cyclists go in Madrid? Typically, they cycle on the periphery, where 64 kilometers of continuously linked trails have been established through greenbelts and on abandoned rail lines. But our tour guide advised against riding from town to reach these venues, suggesting instead that we put our bikes on the metro or rail lines for the trip out of town. By the way, there were no bike parking facilities or bike sharing racks in the core areas. So, for Madrid, pedestrianization is a priority, cycling is not. **** **** Seville could not have been more different. This city was rife with bike lanes on every major thoroughfare, which were well used. Perhaps this stems from the fact that Seville has a large university population in the city center, but we saw bicyclists of all ages. The bike lanes are more than painted striping. Typically, they consist of an asphalt lane, adjacent but separated from the main roadway by curbing and bollards, sometimes separated by a green parkway. In some cases these bikeways are bidirectional; often they are provided on both sides of the vehicle travel lanes. Crosswalks are a major design issue with this configuration. Cyclists co-mingle with pedestrians at stoplights. Pedestrians are expected to keep clear of the cycling path while waiting at traffic signals, but we observed frequent pedestrian-cyclist conflicts. To cross a street, cyclists are provided with their own signals, separate from the pedestrian signals, and frequently have a tinted asphalt pathway to denote their lane. Bicycle lanes are sometimes routed circuitously through the pedestrian areas within the curb radius, making for a visually complicated zone at each of the four corners of an intersection.**** **** **** **** *Dedicated bike lane examples in Seville***** **** Incidentally, there was one traffic signal innovation that we found interesting. Along with the numerical crossing countdown indicators, which we found at most intersections, some intersections had countdowns to the beginning of the pedestrian phase. So you knew exactly how long you needed to wait before crossing was permitted. And best of all was an animated "walk" icon, which sped up in animation as the pedestrian phase was ending. **** There were frequent bikeshare stations and clearly a great effort to accommodate cyclists in the otherwise busy traffic flow. However, in Seville, the pedestrians got short shrift. While most of the important plazas were car-free, the linkages consisting of narrow streets were not. These streets have more traditional curbed walkways, which sometimes narrowed to nothing as building encroachments changed, forcing the pedestrian into the street or a refuge on the opposite side. Lingering in the plazas was pleasant; moving from venue to venue was a challenge. The absence of bollards, and presence of traditional curb and sidewalk configurations, appeared to empower motorists to higher speeds and less apparent concern for pedestrians. **** **** **** *Bikes share a transitway in Seville***** **** *III. Cycling for Sport and Recreation in Rural Areas* In Andalucía, we encountered wonderful side roads, motorists (including trucks) who were very cautious and careful in passing cyclists, and a warning sign to make it clear that cyclists were welcome on the infrastructure. Instead of the standard warning sign in the U.S. with the yellow diamond bicycle icon and diminutive "Share the Road" legend, this is an example of the sign at rural routes that are likely to have cyclists present. **** **** **** *Warning signs for cyclists are big and bold***** **** We also found that rails-to-trails initiatives were attractive to significant numbers of recreational cyclists, although the pavement was more supportive of mountain than road biking. We cycled a 40-km stretch of an even longer converted railway, linking several towns with good signage and amenities along the way. Rural stations along the route had been converted into restaurants and toilet facilities, and wayfinding signage was excellent. This type of cycling appears to be very attractive to families, as it is in the U.S., who appreciated being able to take the children on a cycling experience without any traffic hazards. **** **** **** *The "Vía Verde," a converted rail line for cyclists and pedestrians* **** **** **** *Wayfinding Sign along the "Vía Verde"***** **** *IV. Conclusion* As with North American cities, and elsewhere in Europe, civic strategies for accommodating pedestrians and cyclists varied significantly with jurisdiction. However, it was clear that Spain had made a significant effort to include cycling among its recreational and tourism opportunities. And in one city, we found that significant efforts had been expended on promoting cycling as a means of urban transportation. While neither of the two urban areas discussed here presented a full complement of what might be called a "Complete Streets" approach in North America, each had made important strides in achieving a balance between vehicular and alternative modes. In the countryside, cycling appeared to be welcomed in ways we have yet to achieve in North America.**** **** *About the author: Stan Clauson is a landscape architect and planner with a private practice in Aspen, Colorado. Former planning director for the cities of Montpelier Vermont and Aspen, he is a member of ITE, and frequently works on projects promoting recreational trails and pedestrian zones. With thanks to Bike Spain www.bikespain.info<http://r20.rs6.net/tn.jsp?e=001rrI-K6HknDjZEBDOQsw6JS0ATOx5XAhXqQZ27_uSFIaI…> ***** ** ** *Forward email<http://ui.constantcontact.com/sa/fwtf.jsp?llr=umc9fycab&m=1102470515092&ea=…> * <http://visitor.constantcontact.com/do?p=un&mse=001kkqO0FxDKZT4vX7yz6nMv4DYC…> **** <http://www.constantcontact.com/index.jsp?pn=buynow&cc=news04>**** This email was sent to robert.kurylko(a)stantec.com by info(a)ite.org | **** Instant removal with SafeUnsubscribe<http://visitor.constantcontact.com/do?p=un&mse=001kkqO0FxDKZT4vX7yz6nMv4DYC…>™ | Privacy Policy <http://ui.constantcontact.com/roving/CCPrivacyPolicy.jsp>. **** Institute of Transportation Engineers | 1627 Eye Street NW | Suite 600 | Washington | DC | 20006**** ****

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Webinar Wed, July 18, 2-3 pm, Ecocentre - Reducing Pavement Footprints
by Beth McKechnie 13 Jul '12

13 Jul '12

Green Action Centre and Bike to the Future invite you to join us for a local viewing of the upcoming APBP webinar at the EcoCentre (3rd floor, 303 Portage Ave) followed by group discussion.* *Detailed description provided below.* **The Greener Side of Green Streets: Reducing Pavement Footprints* *Wednesday, July 18 | 2:00 to 3:00 p.m. CST* RSVPs are appreciated but not necessary. Hope to see you then! cheers, Beth 925-3772 * * * * * Association of Pedestrian and Bicycle Professionals (APBP) presents: *The Greener Side of Green Streets: Reducing Pavement Footprints* *Wednesday, July 18 | 2:00 to 3:00 p.m. CST* This webinar will explore how some cities are working to reduce the environmental footprint of their streets while also adding value for bicyclists and pedestrians. Attendees will learn about Portland's Green Street Projects which target improvements to both storm water management and traffic calming through the use of semi-diverters, curb extensions, offset intersections and pervious pavements as components of neighborhood greenways and pocket parks. The session also includes a presentation about Chicago's exciting Sustainable Streets demonstration projects, which use recycled materials, pervious surfaces, reflective pavement coatings, street trees and other treatments to create sustainable streetscapes. Presenters: Mark Lear, Traffic Safety Program Manager, Portland (Oregon) Bureau of Transportation; Janet Attarian, Project Director, Streetscape and Sustainable Design Program, City of Chicago.

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*NEW* Funding opportunity: Community Infrastructure Improvement Fund
by Anders Swanson 11 Jul '12

11 Jul '12

[Hi, see below. I have pasted the FAQ and highlighted some relevant info about how this could be geared to active transportation. - Anders] Go here for more info here: http://www.wd.gc.ca/eng/13771.asp 1. What is the Community Infrastructure Improvement Fund (CIIF)? CIIF is a two-year, $150 million national program to rehabilitate and improve existing community infrastructure. Western Economic Diversification Canada (WD) will deliver this federal program in Western Canada, investing over $46 million – the western portion of the federal contribution – to modernize community infrastructure in western Canadian communities. 2. Who can apply for CIIF funding? Organizations eligible to apply for CIIF funding include: - local or regional governments or related agencies; - provincial entities that provide municipal-type services to communities; - non-profit organizations; and - First Nation governments, including Band or Tribal Councils or their legally-designated representatives. 3. What type of community infrastructure can be supported under CIIF? CIIF can support the rehabilitation and improvement of existing community infrastructure that is non-commercial and open to the public (i.e. CIIF funding is not available for facilities owned by a for-profit entity or used primarily for commercial purposes or generating a profit, or limited to a private membership). Examples of community infrastructure eligible under CIIF include: - community centres; - cultural centres; - parks, recreational trails; - libraries; - recreational facilities (e.g. local arenas, swimming pools, sports fields, and other types of recreational facilities); - tourism facilities having a local impact; and - other existing community infrastructure assets which have a local community impact such as connectivity and broadband and local airports. 4. How much funding is available? Applicants seeking less than $250,000 in CIIF funding will receive priority. Total federal funding for a project will not exceed 50% of total eligible project costs. The remaining project costs need to be leveraged from sources other than the federal government. 5. When can I apply for CIIF funding? The first round of applications for CIIF are being accepted between July 5 and August 2, 2012. This will be followed by a second application intake in November. Find out more for more about the application process<http://www.wd.gc.ca/eng/13772.asp> . 6. Can CIIF support new construction? The construction of new infrastructure and the significant expansion of existing infrastructure are *not* supported by CIIF. The program is focused on rehabilitating and improving *existing* community infrastructure. There are opportunities for *minor*expansions to existing community infrastructure (i.e. extend a bike path or add a ramp to improve accessibility).

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Complete Streets case studies - Calgary and Waterloo
by Beth McKechnie 11 Jul '12

11 Jul '12

As follow-up to the message below, note that Calgary was the first in Canada to officially adopt a Complete Streets policy in their Municipal Development Plan and Transportation Master Plan in 2009. Check out their Interim Complete Streets Design Guide (2011)<http://www.calgary.ca/Transportation/TP/Pages/Planning/Calgary-Transportati…>. TCAT has prepared case studies on Calgary<http://completestreetsforcanada.ca/case_study/city-calgary>'s experience to date as well as Waterloo<http://completestreetsforcanada.ca/case_study/city-waterloo>, ON, which was the second Canadian city to adopt a Complete Streets policy in 2011/12. cheers, Beth ---------- Forwarded message ---------- > From: Ryan Whitney <ryan.whitney(a)tcat.ca> > Date: Thu, Jul 5, 2012 at 4:09 PM > Subject: TCAT launches Complete Streets for Canada Policy and Design Hub > > > [image: Inline image 1] > > *For Immediate Release > July 5, 2012* > > *TCAT launches Complete Streets for Canada Policy and Design Hub* > The Toronto Centre for Active Transportation (TCAT) is pleased to announce > the launch of the Complete Streets for Canada Policy and Design Hub<http://completestreetsforcanada.ca/>made possible by generous funding from the Ontario > Trillium Foundation <http://www.trilliumfoundation.org/>. A Complete > Streets policy ensures that transportation planners and engineers > consistently design and operate the entire street network for road users of > all ages and abilities, including pedestrians, cyclists, transit users, and > drivers. > > The Complete Streets for Canada Policy and Design Hub will act as the 'go > to' for information on the growing Complete Streets movement in Canada, > with a particular initial focus on Ontario communities. The website > provides case studies, policy expertise, news, and the latest research, > including TCAT's recently completed Complete Streets Gap Analysis<http://tcat.ca/sites/all/files/Complete_Streets_Gap_Analysis.pdf>report and Complete > Streets by Design<http://www.tcat.ca/sites/all/files/CSxD_WebSpreadsMay2012.pdf>resource. The goal of the website is to facilitate implementation of > Complete Streets and increase awareness, knowledge, and community > involvement in building Complete Streets across Canada. > > To build and grow this dynamic resource, TCAT encourages professionals, > decision-makers and community members from across Canada to contact Ryan > Anders Whitney <ryan.whitney(a)tcat.ca>, TCAT's Complete Streets Researcher > and Project Manager, to share Complete Streets news from your community. > > *About TCAT* > The Toronto Centre for Active Transportation (TCAT) <http://www.tcat.ca/>has been working to create a better cycling and walking environment in > Toronto since 2006. At TCAT, everything we do is motivated by our vision of > cities that are safe, convenient, and enjoyable communities to walk and > bike. > > *About CAP* > Clean Air Partnership (CAP) <http://www.cleanairpartnership.org/> is a > registered charity established in 2000 with an accomplished track record in > working with partners to achieve clean and sustainable urban environments, > facilitate the exchange of ideas, and advance environmental initiatives. > TCAT became a project of CAP in 2008. > > *Contact* > Ryan Anders Whitney, Complete Streets Researcher and Project Manager > Toronto Centre for Active Transportation (TCAT) / Clean Air Partnership > (CAP) > Phone: 416-392-0260 > Email: ryan.whitney(a)tcat.ca > Websites: completestreetsforcanada.ca | tcat.ca | cleanairpartnership.org<http://www.cleanairpartnership.org> > > >

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TCAT launches Complete Streets for Canada Policy and Design Hub
by Beth McKechnie 11 Jul '12

11 Jul '12

---------- Forwarded message ---------- From: Ryan Whitney <ryan.whitney(a)tcat.ca> Date: Thu, Jul 5, 2012 at 4:09 PM Subject: TCAT launches Complete Streets for Canada Policy and Design Hub [image: Inline image 1] *For Immediate Release July 5, 2012* *TCAT launches Complete Streets for Canada Policy and Design Hub* The Toronto Centre for Active Transportation (TCAT) is pleased to announce the launch of the Complete Streets for Canada Policy and Design Hub<http://completestreetsforcanada.ca/>made possible by generous funding from the Ontario Trillium Foundation <http://www.trilliumfoundation.org/>. A Complete Streets policy ensures that transportation planners and engineers consistently design and operate the entire street network for road users of all ages and abilities, including pedestrians, cyclists, transit users, and drivers. The Complete Streets for Canada Policy and Design Hub will act as the 'go to' for information on the growing Complete Streets movement in Canada, with a particular initial focus on Ontario communities. The website provides case studies, policy expertise, news, and the latest research, including TCAT's recently completed Complete Streets Gap Analysis<http://tcat.ca/sites/all/files/Complete_Streets_Gap_Analysis.pdf>report and Complete Streets by Design<http://www.tcat.ca/sites/all/files/CSxD_WebSpreadsMay2012.pdf>resource. The goal of the website is to facilitate implementation of Complete Streets and increase awareness, knowledge, and community involvement in building Complete Streets across Canada. To build and grow this dynamic resource, TCAT encourages professionals, decision-makers and community members from across Canada to contact Ryan Anders Whitney <ryan.whitney(a)tcat.ca>, TCAT's Complete Streets Researcher and Project Manager, to share Complete Streets news from your community. *About TCAT* The Toronto Centre for Active Transportation (TCAT) <http://www.tcat.ca/>has been working to create a better cycling and walking environment in Toronto since 2006. At TCAT, everything we do is motivated by our vision of cities that are safe, convenient, and enjoyable communities to walk and bike. *About CAP* Clean Air Partnership (CAP) <http://www.cleanairpartnership.org/> is a registered charity established in 2000 with an accomplished track record in working with partners to achieve clean and sustainable urban environments, facilitate the exchange of ideas, and advance environmental initiatives. TCAT became a project of CAP in 2008. *Contact* Ryan Anders Whitney, Complete Streets Researcher and Project Manager Toronto Centre for Active Transportation (TCAT) / Clean Air Partnership (CAP) Phone: 416-392-0260 Email: ryan.whitney(a)tcat.ca Websites: completestreetsforcanada.ca | tcat.ca | cleanairpartnership.org<http://www.cleanairpartnership.org>

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Charter of Vancouver - Children have the right to cycle
by Beth McKechnie 10 Jul '12

10 Jul '12

Charter of Vancouver – Children have the right to cycleThe Charter of Vancouver focuses on the future of children, worldwide. A part of culture and daily habits, education and health, and environmental sustainability, cycling produces undeniable positive effects on our lives. The right of children to cycle should be universal and ever present; because children who make jumping on a bike a regular part of their lives today can grow up to be healthy, happy and environmentally conscious adults. The Charter of Vancouver was launched during the Velo-city Global 2012 conference as a step towards reaching the goal of a sustainable future, by focusing on cycling and children today. Show your support for children's right to cycle by signing the Charter. http://www.ecf.com/children-have-the-right-to-cycle/

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Resources for transportation professionals
by Beth McKechnie 10 Jul '12

10 Jul '12

Hi everyone, Just in case you're not aware of this site, it's a handy summary of publications from Transport Canada on TDM (Transportation Demand Management) such as bike parking, social marketing to change travel behaviour, emission estimation tools, etc. http://www.tc.gc.ca/eng/programs/environment-urban-menu-eng-1658.htm cheers, Beth

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Crossing Bridges: Transport, Planning and Health
by Mike Tutthill 09 Jul '12

09 Jul '12

*EUR - Three new Crossing Bridges reports on collaborations across sectors for health and wellbeing<http://politiquespubliques.inspq.qc.ca/url.php?i=2801&f=News&l=En> * As part of the EU funded Crossing Bridges project, three new reports have been published that describe intersectoral practices in which health impacts and outcomes are taken into account in ‘non-health’ policy areas. Examples of such approaches were sought in the areas of health and education, and health and transport/planning. A third exercise explored the process of collaborations between health, agriculture and education in the context of the EU School Fruit Scheme. The reports describe common features and potential keys to success for collaborations across sectors. Transport, Planning and Health document: http://www.equitychannel.net/uploads/Crossing_Bridges_Tran_Plan_Health.pdf -- Mike Tutthill Planning & Community Engagement Consultant HEALTH in COMMON 200 - 141 Bannatyne Avenue Winnipeg, MB R3B 0R3 tel: 204.946.1888 ext. 4 1.800.731.1792 fax: 204.284.2404 email: mtutthill(a)healthincommon.ca web: www.healthincommon.ca +++++++++++++++++++++++++++++++++++++++ *Health in Common on Facebook*< http://www.facebook.com/pages/Health-in-Common/120069149875> ü Please consider the environment before printing this email.

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It’s healthy to walk to school
by Mike Tutthill 09 Jul '12

09 Jul '12

July 8, 2012 It’s healthy to walk to school By Ben KnightMetro World Walking to school is simple, healthy and fun. And a large number of Canadian kids never do it. “Unlike other countries, Canada hasn’t paid much attention to the issues that people have when they travel on foot,” says Jacky Kennedy, director of Canada Walks. “At some point in our day, everybody does it, but it’s the most under-represented, ignored mode of transportation.” Canada Walks — part of the umbrella organization Green Communities Canada — is trying to raise awareness of the benefits of active transportation — walking, cycling and rollerblading. They’re trying to reach the parents of the 41 per cent of children who are routinely driven to school. “Pretty much what our society has done, over the last 30 years, is we’ve engineered physical activity out of our children’s lives,” Kennedy explains. “Our program targets the 68 per cent of Canadian children who live within a reasonable walking distance of their schools — about one-and-a-half kilometres. Only about 30 per cent of those currently use active travel to get to and from school.” There are a lot of reasons why this is. Parents worry about the safety of their kids, and there’s a compelling level of convenience to just dropping your children off at school, and driving on to the rest of your day. Kennedy counters that this caution and ease has its consequences. “Children need a minimum of 90 minutes of physical activity a day, and we know that many children aren’t getting that. If they walk to school, there isn’t a problem with burning off their excess energy.” Canada Walks does detailed assessments of the community surrounding a school. Are the walking and biking routes safe? If so, they organize programs like the Walking School Bus, where groups of children walk home together, accompanied by adults. Another program is Walk on Wednesday, where as many children as possible are asked to walk to school on the same day. With repetition, parents begin to see the health benefits — and it’s hard not to notice a substantial drop in car traffic around their school. “Parents and kids who are using active transportation some of the time are happier, they’re less stressed, they feel healthier and the kids are doing better in school,” Kennedy notes. For more info, visit saferoutestoschool.ca. http://metronews.ca/health/290147/its-healthy-to-walk-to-school/ -- Mike Tutthill Planning & Community Engagement Consultant HEALTH in COMMON 200 - 141 Bannatyne Avenue Winnipeg, MB R3B 0R3 tel: 204.946.1888 ext. 4 1.800.731.1792 fax: 204.284.2404 email: mtutthill(a)healthincommon.ca web: www.healthincommon.ca +++++++++++++++++++++++++++++++++++++++ *Health in Common on Facebook*< http://www.facebook.com/pages/Health-in-Common/120069149875> ü Please consider the environment before printing this email.

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Lordy, lordy, let’s drop it to 40
by Mike Tutthill 09 Jul '12

09 Jul '12

>From the Metro: July 8, 2012 By Colin Fast <http://metronews.ca/author/cfast/>Metro Winnipeg This month, city council is discussing lowering school zone speed limits to 30 km/h. If approved, it would take about five years and $1 million to install hundreds of new speed limit signs throughout the city. While the goal of the plan is definitely worthwhile — improving road safety for children — there’s a couple of problems with the suggested approach. First, it’s unnecessarily confusing. The lower limits would only be in effect from September to June, Monday to Friday, 7 a.m. to 5:30 p.m. No word yet on what happens during holidays or in-service days, so you’d be advised to keep a copy of the local school calendar pinned to your dashboard. Second, while there’s a concentration of kids around schools, they’re not the only places where children deal with traffic. Just getting to school usually involves walking or biking outside the school zone boundaries. Kids also use school playgrounds and gyms in the evening, they play at neighbourhood parks, and they run around in front of their own houses. All of which has me wondering if there’s an alternative that could be a lot simpler, safer, and much quicker to implement. What if we just lowered the residential speed limit in general? Now I can already hear howls from drivers if I suggested a 30 km/h limit across the city, so 40 km/h might be a good compromise. And offset that by actually increasing speeds on some regional streets that are currently posted artificially low (Grant Avenue and Kenaston Boulevard, I’m looking at you). Given the condition of many of our residential streets, 40 km/h is probably the limit for a car’s suspension anyway, but it also significantly increases safety. According to transportation experts, a pedestrian or cyclist hit at 50 km/h is two to three times more likely to die as one hit at 40 km/h. One could logically assume that injuries and property damage are also greatly reduced at the lower speed. Edmonton recently experimented with 40 km/h speed limits in several residential neighbourhoods, and saw a 25 per cent drop in severe collisions. Councillors in Ottawa are now talking about a 40 km/h limit, several cities in Australia have adopted them, and in the U.K. there’s a thriving campaign based around the idea of lowering residential limits to 20 mph (about 32 km/h). By lowering the residential limit to 40 km/h, we’d not only make our streets safer for kids, but for every pedestrian, cyclist and driver for that matter. We’d reduce collisions, save money on insurance premiums, and cut back on gas consumption. We’d prevent driver confusion from having a patchwork of different speed limits, and avoid the visual pollution of adding hundreds of new signs to the streets. And at what cost? It might take the average driver one or two more minutes to get where they’re going. That’s a trade-off I’d be more than willing to make. -- Mike Tutthill Planning & Community Engagement Consultant HEALTH in COMMON 200 - 141 Bannatyne Avenue Winnipeg, MB R3B 0R3 tel: 204.946.1888 ext. 4 1.800.731.1792 fax: 204.284.2404 email: mtutthill(a)healthincommon.ca web: www.healthincommon.ca +++++++++++++++++++++++++++++++++++++++ *Health in Common on Facebook*< http://www.facebook.com/pages/Health-in-Common/120069149875> ü Please consider the environment before printing this email.

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