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Mark your calendar! 2019 APBP webinar series
by Beth McKechnie 08 Jan '19

08 Jan '19

Please join Green Action Centre and Bike Winnipeg again this year for group viewings of the monthly APBP webinars in the EcoCentre boardroom. Here's what to look forward to (Wednesdays, 2-3:15pm central time): Jan 16: Bus Stops with Bikeways: Designing Transit Stops with On-street Bicycle Facilities Feb 20: Viewing Low-Stress Networks Through an Equity Lens Mar 20: Navigating Without Curbs: Accessibility on Shared Streets Apr 17: Designing Streets for the Speeds You Want May 15: Maintaining Green Infrastructure: Hints for Success Jun 19: Finding Common Ground with First Responders: Enhancing Safety and Maintaining Access in Street Design Jul 17: Return on investment for Active Transportation Aug 21: Getting the Green Light: Improving Actuation and Detection for Cyclists & Pedestrians Sep 18: Can We Talk About the Street? Building Support for Controversial Projects Oct 16: If We Build it Will They Come? Estimating Demand for Biking and Walking Nov 20: Aging in Place: Designing Communities to Support Mobility Dec 18: Education and Encouragement: Bringing the Right People Together cheers, Beth -- Beth McKechnie* | *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>

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WFP: ‘Lifelines’ must take priority: councillor (Jan8'19)
by Beth McKechnie 08 Jan '19

08 Jan '19

*‘Lifelines’ must take priority: councillor * https://www.winnipegfreepress.com/local/lifeline-sidewalks-higher-snow-clea… IT’S high time the city recalibrates its priorities when it comes to clearing sidewalks after major snowfalls, a city councillor suggested Monday. North Kildonan Coun. Jeff Browaty said he believes the work of Winnipeg’s snow-clearing crews is second to none in North America, but there are areas where sidewalks are “absolute lifelines for the neighbourhood.” “I do believe that where sidewalks are lifelines to the area it’s an important thing that should be done first off,” Browaty said. “There are areas where people need to walk to the bus, where kids need to walk to school, where you have senior residences — and many seniors don’t drive — in my mind, those are far higher priorities than cycling.” When sufficient snow falls to trigger widespread clearing, the priority should be on roads and downtown sidewalks, with bike paths coming last on the list, he said. “The reality is that the numbers will prove there are a lot more people who need to walk to the bus or get down the sidewalk than there are cycling in the winter,” he said. “I just don’t believe Winnipeg is ever going to see massive cycling in the winter. It’s never going to be mainstream here.” Browaty tweeted two photos Monday afternoon comparing a well-used, mushy Henderson Highway sidewalk where the going was tough, to a scraped-to-the-asphalt bike lane in the Exchange District. The city has been contemplating enhanced snow clearing for priority sidewalks and bike paths for several years. In March 2016, Waverley West Coun. Janice Lukes called for a report to look into the feasibility of improving snow clearing on priority sidewalks and bike paths, but it got seven extensions before it was tabled last May. Public works communications officer Ken Allen said the budget for the initiative won’t be considered until March. “The idea would be to make it, so, from south Pembina Highway to downtown, you could travel that distance clear on active transportation pathways,” Allen said. “It would improve snow clearing of sidewalks and active transportation paths from all parts of the city to downtown. If approved, the strategy would be implemented not this winter but next winter.” The city’s current policy is to have major streets cleared whenever three centimetres of snow accumulates. Clearing isn’t triggered on bus routes, collector streets and back lanes until five centimetres have accumulated. Winnipeggers awoke Monday to find an overnight snowfall of more than 14 centimetres, leading to a large deployment of street-maintenance resources throughout the day. “Using the mild temperatures, leveraging that, we started our operation with some salting on the main streets. Once the snow compounded, we started our snow plow operation on the main streets as well,” said Michael Cantor, the city’s manager of street maintenance. “This morning, we started our operation on bike routes, bike lanes, sidewalks and back lanes. And we’re going to have a bigger operation tonight on our bus routes and collector streets.” More than 200 pieces of equipment were deployed Monday, including loaders, graders and truck plows. That number is expected to nearly double once the city begins working on residential plowing Wednesday. Environment Canada warned that a cold front bringing blowing snow and strong northwest winds was heading into the city overnight Monday into today. ryan.thorpe(a)freepress.mb.ca Twitter: @rk_thorpe

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The Rise and Fall of China’s Cycling Empires
by Beth McKechnie 07 Jan '19

07 Jan '19

*China’s bike-sharing firms were supposed to be the next big thing. What happened?* https://foreignpolicy.com/2018/12/31/a-billion-bicyclists-can-be-wrong-chin… Until the late 1990s, China was a nation of cyclists. Bicycles were such a vital part of everyday life that in the 1970s, owning one was a prerequisite for marriage the way an apartment and a car are for Chinese men today. A massive “bicycle army” rolled through the streets of Beijing every morning like a flowing Great Wall. Then, from 1995 to 2002, the government created bicycle-reduction policies <https://www.tandfonline.com/doi/full/10.1080/15568318.2012.699999> in order to encourage the growth of the auto industry and usage of the mass transit infrastructure. But when the SARS epidemic hit, public transport became associated with disease and danger, sparking an even bigger rush toward cars in cities. Today, Chinese metropolises have some of the worst traffic gridlocks in the world. Bike-sharing apps seemed poised to be the solution—and millions of bikes were poured into China’s streets by the private sector in the last three years. But today, as the companies fail, unused units pile up in bicycle graveyards, and queues of angry users demand their deposits back, it’s obvious just how doomed the idea was from the start. The rise and fall of the China bike craze played out like a sped-up version of every tech bubble, an unprofitable idea sustained by fantasy, false predictions, and the power of bigger firms. Local authorities struggling with traffic have been trying to put residents back on two wheels. As early as 2007, docked bike-shares were introduced by municipal governments to alleviate mobility issues in cities such as Beijing, Hangzhou, and Wuhan, but users found accessing bikes via docking stations to be inconvenient, and the services failed to thrive. The bicycle rental company Ofo was created in 2014 as a Peking University school project, and Mobike was found in the following year, both capitalizing on the shortcoming of all docked bike-sharing services: that the stations limited access and spontaneity, two essential joys of cycling. The “little red bikes,” as Mobikes came to be known, soon appeared on the street corners of Shanghai, ready to be discovered via a GPS-enabled mobile app, and rideable with just a 299 yuan deposit, about $45, via mobile payment. The little yellow Ofo bikes soon followed suit by spreading beyond campuses, eventually joined by around 60 other start-ups. The image sold by the firms was fresh and upbeat, riding on the same bright-eyed enthusiasm for the potential of mobile technology that helped the mobile payment app Alipay, the e-commerce platform Taobao, and the social media app WeChat become staples of Chinese life. Users wanted both a cheap way to get across town and the freedom of cycling. For the government, the bike-share boom was both an opportunity to become a world leader in climate change and also harkened back to a happier, simpler, and more harmonious time when China was the kingdom of bicycles <https://www.citylab.com/transportation/2017/04/bikeshare-save-biking-in-chi…>. Mobike’s slogan, “Bring bicycles back to the city,” captured why the program was appealing to local authorities, who at first were willing to give firms a lot of freedom to experiment and grow. While Mobike and Ofo blazed the trail, dozens of other firms such as Bluegogo and Xiaoming Bike sprung up. But cars were not going to be banished from the streets, and it wasn’t long before cyclists took mostly to the sidewalks. It took even less time for haphazardly parked bikes in a multitude of colors to begin clogging the sidewalks, already made too narrow by makeshift parking lots and scooter traffic. By 2017, in Beijing and Shanghai, where the bikes were most concentrated, there were parts of the city where streets resembled urban obstacle courses made of bikes that citizens had to clamber over and maneuver around. Trucks were deployed daily to collect improperly parked bikes, and workers to stack bikes neatly. Despite efforts to manage the bikes, they were like a brightly colored rash that increasingly drew the ire of both citizens and local authorities. But at first users and investors alike assumed that this over-saturation was just a stage in the industry, just like what mobile payments and food delivery had gone through. Consumers were happy at the dirt-cheap prices as companies raced to the bottom to draw numbers. Many start-ups were flat-out giving out free rides in an all-in bid to win users, and consumers only too happily enjoyed all the perks while small companies quickly burned through their modest stockpile of investor money and disappeared. As various players began to bow out, there were instances of people not being able to recover their deposits from bike companies that went bankrupt <https://technode.com/2018/07/11/xiaoming-bankrupcy/>, ominous foreshadowing for things to come for Ofo in 2018. It was always unclear how the firms were ever supposed to be profitable. According to analysis published by Xinhua <http://www.xinhuanet.com/fortune/2018-01/18/c_1122275190.htm>, each bike costs just over $200 to manufacture and $10 for each tuneup by a technician, and they made a profit of just 1 yuan, about 15 cents, per 2 hour ride, following a deposit of between $15 and $45. The mainstream view <https://www.forbes.com/sites/richardwindsoreurope/2018/07/05/mobike-vs-ofo-…>— pushed heavily by investors—was that the user data, rather than the service, was the actual product, and that the harvested user data would lead to more targeted advertising. But as so often occurs, these ambiguously defined long-term returns yielded nothing in the endless interim. There was no short-term return on investment for the companies to stay afloat, and the smaller players began to fall in droves. Between June and November 2017, Kuqi Bikes, Bluegogo, Dingding Bikes, 3Vbikes, and Wukong Bikes all shut down, unable to pay suppliers, maintain operations, or return deposits. Around the same time, local authorities began to roll back their initial tolerance by imposing new restrictions and fines. This wasn’t the first time that start-ups that had previously relied on government lenience had run afoul of new legislation: Didi, China’s Uber equivalent, lost most of its driver pool after cities began to demand that its workers hold a valid local residence permit. As governments tightened up, cyclists found themselves being hit with fines for riding on the sidewalk across cities of all sizes. In May, the 15th Beijing Municipal People’s Congress imposed fines on bike-share companies for improperly parked units, and more cities soon followed suit. At a neighborhood level, signs forbidding bike-share cycles went up on apartment complex gates, in commercial districts, and even in public parks. In these bloody battles for market share and user data sustained by bonfires of money, only those with the deepest pockets can hope to emerge victorious. In the early days of bike-share investment, money poured from a wide range of sources, such as venture capital firm Black Hole Capital and game developer Elex Technology, which both backed Bluegogo, and peer-to-peer investment company Pufa VC (whose CEO backed his son’s bike-share, Dingding Bikes). Throughout 2016 and 2017, barely a week went by without a new announcement on bike-share investments. Mobike began by raising capital from multiple venture capital firms such as Sequoia Capital, Sinovation Ventures, and Panda Capital, before Tencent joined the fray. Early Ofo investors include Xiaomi and Didi Chuxing, later joined by Hony Capital, Citic Private Equity, and Alibaba’s Ant Financial, before the Alibaba parent company followed suit. And yet, at the end of every cycle of life and death for the latest tech bubble, it always seems to come down to Alibaba vs. Tencent <http://fortune.com/longform/alibaba-tencent-china-internet/>, China’s two biggest tech giants. User and user data acquisition has much more strategic value for their ecosystems to come up with increasingly targeted services and platforms. Alibaba staked <https://www.fool.com/investing/2018/12/22/bilibili-cozies-up-to-alibaba-to-…> food delivery and video streaming platforms. Only Alibaba and Tencent have the heft to operate bike-shares at a loss just to acquire geolocation user data. In April, Mobike was saved from its financial struggles when it was acquired by Tencent-backed Meituan Dianping, an online-to-offline e-commerce and food delivery super-app, itself a product and survivor of the tumultuous tech landscape and the brief fad for coupon services. This abruptly launched the bike-share wars into the endgames. Mobike’s newfound financial stability allowed it to pull the rug out from under its remaining competitors by getting rid of the deposit entirely. Even then, Mobike is now a grizzled survivor that has lost its luster. Today it operates with a greatly reduced fleet, and much of its overseas expansions has petered out. Meanwhile, Ofo was suffering dire cash flow problems, struggling to pay suppliers and keeping operations afloat, and concentrating all its efforts on putting out fires rather than growing the business. Earlier this year, Ofo halted its costly and overly aggressive expansions abroad to focus on the domestic market—which placed on display the limitations of its own financial reach and its leaders’ utter lack of a plan. After a missed opportunity to merge with Mobike and a failed Didi acquisition, Ofo stands on the brink of financial ruin, its only lifeline an Alibaba buyout that may never come. Sensing the end of the bike wars, disgruntled people lined up outside Ofo’s office in Beijing clamoring for their deposits to be returned while the digital queue for withdrawing one’s deposit reached as long as 13 million users. Despite the ongoing Ofo crisis, Hellobike has just raised 4 billion yuan, more than half a billion dollars, from Primavera Capital and Alibaba’s Ant Financial. It seems that there are still some who hasn’t woken up from the bike-share fever dream. Meanwhile, Shanghai is adding more docking stations, perhaps a return to the boring, but infinitely more manageable, version of the bike-share. There’s always going to be a small audience for cycling—but it turned out to be a bad dream to build giant firms on. *Frankie Huang was born in Beijing and raised in New Jersey. Currently, she lives in Shanghai where she works as a strategist at an idea studio.* -- Beth McKechnie* | *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>

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Job Posting: Executive Director Trails Manitoba
by Erik Dickson 17 Dec '18

17 Dec '18

Please see the attached poster for information regarding a job posting for the Executive Director of Trails Manitoba. Information is also available on the website at: www.trailsmanitoba.ca/Employment<http://www.trailsmanitoba.ca/Employment> Regards, Erik Dickson, MCIP, RPP Planner [solid_smm_logo] 204.927.3444 | edickson(a)scatliff.ca<mailto:edickson@scatliff.ca> | www.scatliff.ca<http://www.scatliff.ca/> 1120-201 Portage Avenue Winnipeg, Manitoba R3B 3K6

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Wpg Sun: Why plow unused bike lanes, asks Winnipeg councillor (Dec13'18)
by Beth McKechnie 13 Dec '18

13 Dec '18

https://winnipegsun.com/news/news-news/why-plow-unused-bike-lanes-asks-winn…

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Fwd: Cool Wrench this Saturday Dec 15th, 12:30-4:30 / upcoming closures
by Dave Elmore 13 Dec '18

13 Dec '18

FYI ---------- Forwarded message --------- From: Wrench Volunteer Coordinator <wrenchvolunteer(a)gmail.com> Date: Thu, Dec 13, 2018 at 11:40 AM Subject: Cool Wrench this Saturday Dec 15th, 12:30-4:30 To: Hello wonderful volunteers! **** Just want to make sure you all know about *COOL WRENCH,* our annual special holiday event that is a *bike sale *and* art workshop* all rolled into one! The art workshop component this year will be *sewing custom top-tube covers* to decorate and protect the top tube of your bicycle frame! A fun gift idea for your fav cyclist friend (or yourself!). Cool Wrench is happening at *THIS SATURDAY from 12:30-4:30pm*, and we hope to see you there. *Many more details on the facebook event <https://www.facebook.com/events/2296415140622654/> and/or website <http://thewrench.ca/wordpress/cool-wrench-holiday-bike-sale-art-workshop-sa…>* Please share / tell your friends! ****

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Cyclists using the Jubilee underpass
by Beth McKechnie 13 Dec '18

13 Dec '18

From: Prowse, Dan <dcprowse(a)hydro.mb.ca> Please be advised that cyclists using the Jubilee underpass may be affected as follows: a) The underpass will be closed on the weekend for cyclists (and others) using the road from 20:00hrs 2018/12/14 to 04:00hrs 2018/12/17. b) During the week the project has been running a shuttle for pedestrians and cyclist who use the walkway during the demolishing of the old bridge abutment on the east side. Cyclists are permitted to use the road as normal but if a cyclist wishes to be treated as a pedestrian through the underpass, they would need to use the shuttle. By Monday (2018/12/17) it is expected there will be a safe walkway available for pedestrians/cyclists to use, removing the need for the shuttle. Regards, Dan

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CBC: 2-wheelin' with a tree: Cyclists put spin on Christmas tradition
by Beth McKechnie 13 Dec '18

13 Dec '18

https://www.cbc.ca/news/canada/british-columbia/cycling-christmas-tree-1.49… *S**E**A**S**O**N**’S **G**R**E**E**T**I**N**G**S* Terry Zdan BA MEDes Transportation Policy and Service Development Manitoba Infrastructure

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"The Surprising Power of Parking Management"
by Jeremy Hull 13 Dec '18

13 Dec '18

"*The Surprising Power of Parking Management*" (https://bit.ly/2SzKRVT ). This Reinventing Parking podcast includes a discussion by Paul Barter and Todd Litman concerning how parking management can help solve diverse urban problems. Put simply, conventional development practices require housing for cars not people, resulting in 2-6 off-street parking spaces per vehicle and a shortage of affordable housing. More efficient management can reduce the number of parking spaces needed to serve a destination, providing huge savings and benefits. Everybody wins! One of his comments, for example, is that the cost of a parking space in an urban area is more than the cost of the car that parks there. The general theme is that we usually pay for parking indirectly through taxes, cost of housing or the cost of a commercial development. Litman argues that instead of making parking "free" to users and providing more parking than the estimated need under these conditions, we should provide a more moderate supply of parking and deal with any excess parking demand through various management approaches, like sharing parking among users. He points out that cheap parking distorts people's transportation decisions, and that where the cost of parking is paid by users they decide to use or buy cars less often.

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WFP: Councillor pushes bike registration (Dec13'18)
by Beth McKechnie 13 Dec '18

13 Dec '18

*Database would allow police to determine if a theft has taken place* * Councillor pushes bike registration * https://www.winnipegfreepress.com/local/councillor-seeks-mandatory-registra… COUN. Ross Eadie thinks mandatory registration could deter the theft of bikes and put a dint in the illegal street sale of methamphetamines. Eadie (Mynarski) is bringing a motion to today’s council meeting, which would direct the administration to draft amendments to the business bylaw and would compel retailers to input ownership and registration data onto the City of Winnipeg’s online bike registry when a bike is sold. Eadie said bike thefts are fuelling the illegal sale of meth and anything that can be done to hit drug dealers is worth the effort. “A hit of meth is selling for $10 and as low as $3,” said Point Douglas activist Sel Burrows, who joined Eadie for a news conference at city hall Wednesday afternoon. “Meth addicts will steal a bike and flip it to a dealer who will give them a hit of meth for it. The dealer then will sell the stolen bike for $80 or $90, depending on the bike.” In April, Eadie said city hall launched a voluntary online bike registry, where bike owners can input their bicycle’s serial number. Police can access that database if, during an investigation, they suspect a bike has been stolen. “The problem with this new system is hardly anyone knows the online registry exists,” Eadie said, adding only about 2,000 bikes have been added to the registry. “If police suspect a bike is stolen now, checking with the online registry isn’t going to help them because chances are it’s not registered,” Eadie said. There is a cost of $6.60 to input data on the city’s online bike registry. Several bikes can be registered per household and three photos of each bike may be posted. If recovered by police, the stolen bikes will be returned without additional charge. Registration can be done at: winnipeg.ca/bikeregistry The city says upwards of 3,000 bikes are stolen every year. While police recover about 1,000 bikes, less than one tenth are traced back to their owners and returned. Burrows said bikes are stolen in areas from around the downtown and then taken to meth dealers in his neighbourhood. “You see people riding a bike and pulling a second, very nice one along with them,” Burrows said. “You know the second bike is stolen, but if they’re stopped and questioned, they’ll just say it belongs to their brother. The bike’s not registered on the online registry, so the police can’t do anything.” Burrows said making bike registration compulsory will build up the number of bikes on the registry to the point where meth addicts and dealers won’t want to run the risk of getting caught holding a stolen bike. Eadie said he believes the registry cost could be lowered if more people used it. “When you reach a certain level of bikes being registered, the bad guys are going to stop stealing bikes because they know there’ll be a reasonable chance when the police stop them that the bike will be registered and they’ll be charged with possession of stolen goods,” Burrows said. “The fact police can charge them right on the spot with possession of stolen goods will mean they’ll stop stealing bikes.” aldo.santin(a)freepress.mb.ca

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