- AT-Network - University of Manitoba Mailing Lists

Global: Selkirk aims to link entire city through active transportation pathways (Nov7'21)
by Beth McKechnie 07 Nov '21

07 Nov '21

https://globalnews.ca/news/8356815/selkirk-active-transportation-pathways/ The City of Selkirk, Man., is unveiling an ambitious plan to link the entire city via active transportation pathways. Mayor Larry Johannson says the ultimate goal is to eventually have every resident within two sidewalk blocks of one of the pathways. “What this does in our community is it takes a lot of the stress off the streets, so the streets last longer, it’s better for the environment, absolutely, and a key one is it’s better for people for their health,” says Johannson. The project will take until at least 2025, but the Active Transportation (AT) Strategy, which city council just approved, will help design and manage the infrastructure well into the future. n addition to the health and cost benefits, Johannson says the city wants to do its part to become more environmentally friendly. “We don’t want to talk the talk, we want to walk the walk. So we’re a small community, but you know what? We’re going to do our share, and active transportation pathways are a huge part of it,” Johannson says. Selkirk already has 2.5 kilometers of active transportation pathways that take the form of bike lanes, multi-use pathways and recreational pathways, along with 56 km of sidewalk. The city plans to add about 3.6 km of new AT pathways beginning next year. In a press release, CAO Duane Nicol says the pathways will end up paying for themselves and then some. “Study after study shows that active transportation saves significant dollars primarily in health care and transportation. It also allows people to save on household expenses related to vehicle ownership,” Nicol said. “Moreover, it increases the physical and socio-economic accessibility of our community.” In addition to linking each area of the city with the other, Johannson says the project will feature an AT pathway parallel to Main Street, so people can walk, jog or bike the entire width of the city.

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Data-Driven Analytics Are at the Heart of Vision Zero Goals
by Beth McKechnie 05 Nov '21

05 Nov '21

Preliminary data compiled by the National Safety Council show that 42,000 people died in motor vehicle crashes in the U.S. in 2020, an increase of 24% over the previous year. Pedestrian fatality rates, meanwhile, jumped 21% — the highest increase since 1975 – despite the fact that vehicle miles traveled dropped 13% due to the pandemic. To counter this untenable state of affairs, an increasing number of communities nationwide are turning to a Vision Zero strategy, one that aims to eliminate all traffic fatalities and severe injuries while increasing safe, healthy, equitable mobility for all. While many of the tactics that comprise Vision Zero are well known – from decreasing the legal speed limit to installing traffic calming measures (speed bumps, roundabouts, etc.) to improving roadway lighting and pedestrian crossings – the technological advances and data-driven analytics at the heart of those tactics’ effectiveness are often overlooked. Full story here: https://nextcity.org/urbanist-news/entry/data-driven-analytics-are-at-the-h…

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Top 100 Cycling Cities: New Data Points the Way on Bike Infrastructure Investment
by Beth McKechnie 04 Nov '21

04 Nov '21

[NOTE: Looks like an interesting webinar but be aware that it is a sponsored event.] Register for this live panel with StreetLight as we go deep on the latest U.S. bike trends and provide easy-to-use location-data tools. <https://nextcity.us4.list-manage.com/track/click?u=fc79ee972b82dc5fc3643e76…> Top 100 Cycling Cities: New Data Points the Way on Bike Infrastructure Investment <https://nextcity.us4.list-manage.com/track/click?u=fc79ee972b82dc5fc3643e76…> Thursday, November 18, 2021 1 p.m. Eastern (10 a.m. Pacific) <https://nextcity.us4.list-manage.com/track/click?u=fc79ee972b82dc5fc3643e76…> Sponsored Register Today <https://nextcity.us4.list-manage.com/track/click?u=fc79ee972b82dc5fc3643e76…> Beth, With reports of bicycles selling out in many cities early in the COVID-19 pandemic, the transportation community rejoiced about gains in bike ridership in 2020, and we crossed our collective fingers that a new bicycling habit was forming. Now 18 months into the pandemic, analysts used StreetLight InSight® to measure these trends and compile the first report of its kind that analyzes America’s top 100 cycling cities. *So how has the COVID bicycling boom fared in 2021?* <https://nextcity.us4.list-manage.com/track/click?u=fc79ee972b82dc5fc3643e76…> Join this live panel, "Top 100 Cycling Cities: New Data Points the Way on Bike Infrastructure Investment," <https://nextcity.us4.list-manage.com/track/click?u=fc79ee972b82dc5fc3643e76…> to hear from Kristin Musulin, report co-author and former editor of Smart Cities Dive, together with Martin Morzynski, co-author and SVP of Marketing at StreetLight, and Thomas Grogan, lead analyst behind the data, as they go deep on latest U.S. bike trends, zero in on “the why” behind key cities gaining and losing ridership, and provide easy-to-use location-data tools to help you analyze your own locality for bike activity on all streets, not just the few with physical counters. This event will help you <https://nextcity.us4.list-manage.com/track/click?u=fc79ee972b82dc5fc3643e76…> discover how new data is helping cities move quickly to identify highest-risk intersections for crashes, pinpoint major origins and destinations for cyclists, and prioritize new bike infrastructure where it’s needed most – based on data, as opposed to pre-pandemic hypotheses. *Meet the Panelists* <https://nextcity.us4.list-manage.com/track/click?u=fc79ee972b82dc5fc3643e76…>*Kristin Musulin* is an independent media consultant, leveraging nearly a decade of journalism and media management experience to guide mobility and tech companies in press and government relations. Prior to media consulting, Musulin gained recognition in the govtech space as the founding editor of Smart Cities Dive, a business publication covering the innovations and policies that drive smarter, safer and more resilient cities. Her work included in-depth reporting on micromobility, public transit, climate policy, labor and policing. <https://nextcity.us4.list-manage.com/track/click?u=fc79ee972b82dc5fc3643e76…>*Martin Morzynski* is the SVP of Marketing at StreetLight Data. Morzynski is a frequent guest on public radio, news programs and podcasts and regular contributor to analyses by the New York Times, Bloomberg and other media seeking to measure and understand the changing world of transportation. He can be found on Twitter as @MartinOnTraffic, sharing data-based perspectives on mobility and climate. Previous to joining StreetLight to lead the company’s product and marketing organizations, Morzynski was the CMO at HouseCanary, the pioneer of Big Data analytics for real estate. <https://nextcity.us4.list-manage.com/track/click?u=fc79ee972b82dc5fc3643e76…> *Thomas Grogan* brings a wealth of transportation analysis and research experience to the StreetLight team. He is a Solution Engineer focused on marketing, partnerships and other strategic initiatives, helping customers get the most out of StreetLight’s analytics. He has presented at national conferences on transportation and geospatial data, and his work has been featured in the Wall Street Journal, New York Times, Bloomberg, and many other publications. Grogan has a MA in Applied Economics, and a BA in International Studies from Johns Hopkins University. <https://nextcity.us4.list-manage.com/track/click?u=fc79ee972b82dc5fc3643e76…> This is a sponsored webinar. By registering, you are agreeing to share your contact information with StreetLight Data. Register Today <https://nextcity.us4.list-manage.com/track/click?u=fc79ee972b82dc5fc3643e76…> Follow Next City <https://nextcity.us4.list-manage.com/track/click?u=fc79ee972b82dc5fc3643e76…> <https://nextcity.us4.list-manage.com/track/click?u=fc79ee972b82dc5fc3643e76…> <https://nextcity.us4.list-manage.com/track/click?u=fc79ee972b82dc5fc3643e76…> <https://nextcity.us4.list-manage.com/track/click?u=fc79ee972b82dc5fc3643e76…> To update your newsletter preferences, or sign up for our topical newsletters, go here <https://nextcity.mailchimpsites.com/manage/preferences?u=fc79ee972b82dc5fc3…> . *Copyright © 2021 Next City, All rights reserved.* You are receiving this email because you opted in. *Our mailing address is:* Next City P.O. Box 22449 Philadelphia, PA 19110 Add us to your address book <https://nextcity.us4.list-manage.com/vcard?u=fc79ee972b82dc5fc3643e767&id=f…> Update subscription preferences <https://nextcity.mailchimpsites.com/manage/preferences?u=fc79ee972b82dc5fc3…> or Unsubscribe from all Next City emails <https://nextcity.us4.list-manage.com/unsubscribe?u=fc79ee972b82dc5fc3643e76…>

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Improving Active Transportation Infrastructure in Four North American Cities during COVID: Lessons for Equitable Engagement and Implementation
by Beth McKechnie 04 Nov '21

04 Nov '21

*Full story*: https://urbanland.uli.org/planning-design/improving-active-transportation-i… ** * * * ** *Takeaways for More Equitable Engagement and Implementation of Interventions* Planners from these four cities were interviewed about the approaches taken to quickly create infrastructure that better supported the needs of pedestrians, cyclists, and local businesses during the height of the pandemic. In most cases, traditional community engagement methods were bypassed in an effort to act quickly on project implementation; this created issues with equity of the interventions for communities that are traditionally underserved. Overall, the interviewees acknowledged the importance of community engagement but felt they did their best in the time-constrained situation they were in with pressure to act fast; takeaways and reflections from these initial projects and programs illuminate how critical it is to center social equity into decision-making for projects that prioritize active transportation. - *Bypassing traditional community engagement drew criticism and prompted more equitable strategies. *None of the four cities did a standard community engagement process due to the desire to act quickly. However, some used existing plans; others relied on elected officials’ views as proxies for community engagement. This led to criticisms about how this affected historically underserved populations, particularly Black and indigenous communities and those populated by and people of color (BIPOC). In Chapel Hill, no specific community engagement was conducted for the Franklin Street space reallocation since town staff felt as though a previous, similar engagement process for a permanent restriping of the road, the community petition, town council’s approval, and continuously checking in with business owners was sufficient. There were criticisms of the transformation in a local paper about a lack of Americans with Disabilities Act (ADA) accessibility due to some businesses using the sidewalk; however, town staff felt that they had considered these limitations and had to balance accessibility and local restaurant survival. In D.C., the restaurants that were part of a BID or Main Street program, generally located in more affluent areas of the city, were at an advantage in this program. In addition, there was also a need for these restaurants’ surrounding physical environment to fit certain constraints, such as wider sidewalks. Anacostia, a historically Black neighborhood, has streets that were not redeveloped like the rest of the city’s streets due to a long history of disinvestment by the D.C. government <https://www.brookings.edu/blog/the-avenue/2019/07/09/how-a-washington-d-c-p…>, which made streateries more challenging to implement there. The city is now focused on strategies <https://www.washingtonpost.com/local/dc-politics/streateries-alcohol-expans…> to expand the opportunities for streateries in neighborhoods east of the Anacostia River. The city of Halifax did not conduct additional community engagement for the Slow Streets program, feeling that the prior engagement efforts were sufficient, and the temporary nature of the program would allow the city to adapt based on public reactions. However, members of the staff did know that they needed to speak with marginalized communities before implementing Slow Streets in their neighborhood. This conversation led to the implementation in one African-Nova Scotian neighborhood, where there was an existing relationship with the city and virtual engagement was successful. Conversely, this did not work in a different African-Nova Scotian neighborhood that lacked this existing relationship and efforts to build trust virtually failed. Later, the city collected feedback from the public and local organizations for a second rollout and adapted the program to better meet the needs of residents. An interim report from the program recommended making equitable distribution a main focus of future interventions, particularly areas that rely on nonvehicular modes of travel most. Now, the city is focusing on establishing relationships with Nova Scotian communities of color and is planning a Slow Streets program focused specifically on communities that rely on transit, biking, and walking. In Oakland, the initial Slow Streets program faced intense pushback. After hearing the swift, negative reaction from residents, particularly from Black residents of East Oakland, the city engaged with community leaders and organizations to discuss their views. One interviewee reflected on how the residents were emotional and clearly felt hurt and betrayed over a lack of inclusion in the process, even though staff felt as though the engagement that they had conducted on the Bike Plan was sufficient. The interviewees felt as though the start of these talks was venting but eventually moved into a problem-solving space. They determined that the East Oakland community was made up of many essential workers, and that the idea of Slow Streets for exercise and recreation did not resonate. The community was more interested in traffic calming than recreation. This led to the creation of Slow Streets: Essential Places to particularly serve the largely BIPOC East Oakland community. Most cities tried to course-correct during implementation in response to concerns, including Oakland engaging with East Oakland to create Essential Places and bringing in a community artist. In addition, Chapel Hill staff realized the “quick win” town-owned streets that were eligible for temporary multiuse paths were in affluent, majority-white neighborhoods, which did not allow the state-owned roads with higher Black populations to benefit from the program. This prompted town staff to look for more creative, community-driven solutions in lower-resourced neighborhoods. - *Setting a precedent for quick action.* The interviewees thought that this experience showed the speed at which active transportation and infrastructure programs can be implemented, with some reductions in regulatory barriers. These interventions will provide a precedent for change. This is particularly true for more risk-averse stakeholders, such as traffic engineers and municipal attorneys. Faster implementation after more authentic community engagement, in which the public is able to react to something tangible on the street, could revolutionize the relationship between communities and local government and push active transportation forward to build healthier communities. Pilot testing, where people can experience the changes and suggest adjustments, may garner more authentic feedback and build trust with communities if the interventions are actually implemented in a reasonable time period. However, multiple cities found that temporary materials still need to be robust. Lightweight materials that are easily moved or damaged by the public often cause more negative reactions from the public, since they can quickly turn from infrastructure to trash, and thus reinforce perceptions of neglect and disinvestment by the city. - *Strategic communication is key.* The projects in these four cities show that the methods by which planners receive feedback and communicate the goals of transportation projects must be well thought out. Community engagement is one way to inform and prepare the community for projects, but that was missed in most of these cases. This led to confusion among residents about the goals of programs. For example, East Oakland residents found the stay-at-home order in conflict with the message of Slow Streets. Most cities mentioned that to get the word out for these programs, they posted information on their websites, the mayors publicly announced the programs, and press releases were published. This is not enough to reach the general public. Interrogating and questioning who is providing feedback and how to measure success of the projects is also important. Solely relying on voluntary online surveys and community meetings is not reaching the people necessary to make decisions. Oakland found creative ways, such as short text surveys advertising where infrastructure is located and social media content, to evaluate programs. To understand who is giving feedback and how representative the feedback is, it is also important to track demographic data such as race, income level, ability, and neighborhood. Washington, D.C., realized that its main method of communicating to restaurants about the Streateries program, through BIDs and Main Street organizations, was leaving out restaurants that were not in the wealthier neighborhoods with these organizations. Moving forward, program staff is committed to reaching out to businesses more equitably. The lessons learned from the pandemic will undoubtedly change how active transportation planning is conducted in the future. It is clear that many municipalities are interested in faster, cheaper ways to adapt their streets to encourage active transportation and are reflecting on the COVID-19 pandemic for lessons to do that. Transportation planning firms are developing expertise in the subject, so municipalities should think about partnering with experts on these adaptations to find a good fit for their own streets. In addition, local governments—particularly transportation planning departments—should collaborate with economic development professionals and local business owners to see how streets can be adapted to fit multiple goals. The question that lingers over this experience is how to implement an active transportation program quickly and equitably, avoiding a traditional, stale community-engagement process while at the same time not using a top-down approach. These case studies suggest that acting quickly in a way that facilitates *in situ* community engagement and adaptation could be one solution. This may be a “wicked problem,” but learning from cities’ responses to COVID-19 gives us a good place to start interrogating that problem.

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WFP: Impact of ‘slow down’ campaign debated (Nov3'21)
by Beth McKechnie 03 Nov '21

03 Nov '21

Impact of ‘slow down’ campaign debated https://www.winnipegfreepress.com/local/impact-of-slow-down-campaign-debate… THEY’VE added a pop of sunshine yellow, blue outlines of small children and a clear safety message to hundreds of Winnipeg yards over the past few years. It’s clear there has been some demand for the signs warning drivers to “Please slow down” in blue capital letters. On social media, some folks described the signage as a non-offensive, “friendly reminder” to drive safely. Yet others appear divided on how effective the Winnipeg Committee for Safety campaign is. An advocate pushing for the City of Winnipeg to lower its residential speed limit to 30 km/h from 50 km/h said she’s not convinced the signs produce their desired effect. “I think they give people the sense of control... but if the city knows speeding is a problem, how is this actually addressing the problem? This could give the illusion of improving safety,” Emma Durand-Wood, a volunteer with Safe Speeds Winnipeg, said Tuesday. Instead of sharing a reminder to slow down, she said the city should reduce the speed limit to change driver behaviour. “I think people who are really brazenly speeding aren’t looking at signs on the side of the road.” The Winnipeg Committee for Safety launched the sign campaign in 2018 to encourage drivers to reduce speeds, in hopes it would prevent traffic collisions and injuries. Coun. Cindy Gilroy, who helped lead the initial campaign, said the signs quickly became popular, so up to 100 more were provided for each city councillor to give out in 2020. Gilroy said the display may not alter the habits of persistent scofflaws but do remind folks who became distracted while driving to check their speed. “It is a (visual) reminder... there’s kids around here, slow down,” she said. The Daniel McIntyre councillor said she hopes the city will permanently reduce the residential speed limit to 30 km/h, something a pilot project is now testing on four local street sections. “In an urban environment, we want to have safe communities where people feel that they can… walk around their community, cycle within their community without having a fear of being hit by a car,” she said. A public service report says the city can’t evaluate the actual impact of the signs on vehicle speed, since the signs were handed out to any resident who asked, with no parameters or rules set to study them in a set area. The city did seek feedback from those who signed up to get the signs in 2020, for which 535 different households provided an address. About 138 responded to questions about the program, with 94 per cent saying they supported it and 94 per cent also agreeing the signs should continue to be available to Winnipeggers. However, just 45 per cent believed drivers slowed down after viewing the signs, while 39 per cent felt they didn’t. The rest answered the response was “neutral” or they weren’t sure about it. Winnipegger Ray Hignell said he opposes both the sign campaign and calls to lower the speed limit. “I find (the signs) offensive. What I get is the law is the law and the law is 50 (km/h). It’s not up to somebody else to appoint themselves… to tell me or anyone else that they should be driving slower,” said Hignell. He fears a reduced speed limit could create congestion without resulting in notable safety improvements. “It will slow some (drivers) down and they’ll spend more time wasting their time in traffic and it won’t solve anything,” said Hignell. joyanne.pursaga(a)freepress.mb.ca Twitter: @joyannne_pursaga

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FW: [EXTERNAL] Global Plan for Road Safety | Plan mondial pour la sécurité routière
by Wendy Chapman 28 Oct '21

28 Oct '21

________________________________ From: Parachute Vision Zero Network [info(a)parachute.ca] Sent: Thursday, October 28, 2021 9:01 AM To: Wendy Chapman Subject: [EXTERNAL] Global Plan for Road Safety | Plan mondial pour la sécurité routière [https://r20.rs6.net/on.jsp?ca=ca301b90-7958-46ea-ad53-425d85f56664&a=110361…] La version française du bulletin suit la version anglaise [https://files.constantcontact.com/81471b4f001/e5df60b4-3f8b-4c09-a6fd-fb555…] <https://r20.rs6.net/tn.jsp?f=001w5-_hl_1QmXrHJxKloeBhA7CGLKx9FmsT99eRRRCPJx…> Global Plan for Road Safety [https://files.constantcontact.com/81471b4f001/0f427c69-56f5-495f-b599-54acd…] The Global Plan for the Decade of Action for Road Safety, an initiative of the World Health Organization, launches today! Together, Parachute and the Canadian Association of Road Safety Professionals (CARSP) strongly support this Global Plan for Road Safety and we are committed to working with key stakeholders across Canada to use this global plan to guide and measure our ongoing work to make Canadian roads safer. Join this important initiative by spreading awareness of the new global plan and showing your commitment to use this plan to guide road safety action. Below are materials and sample social media posts to promote the launch of the Global Plan for Road Safety that you are free to customize. To help track the support in Canada in globally, please tag @parachutecanada, @CARSPInfo, and @RoadSafetyNGOs and use the hashtags #CommitToAct and #StreetsForLife as well as our #ParachuteVZ hashtag. The following materials are available to support your posts * Global Plan<https://r20.rs6.net/tn.jsp?f=001w5-_hl_1QmXrHJxKloeBhA7CGLKx9FmsT99eRRRCPJx…> for the Decade of Action for Road Safety, 2021-2030. The plan is available in English, French, and Spanish, Arabic and Russian. * Infographic<https://r20.rs6.net/tn.jsp?f=001w5-_hl_1QmXrHJxKloeBhA7CGLKx9FmsT99eRRRCPJx…>: A one-page summary of the plan available in English, French, Spanish, Arabic and Russian. * Social media tiles<https://r20.rs6.net/tn.jsp?f=001w5-_hl_1QmXrHJxKloeBhA7CGLKx9FmsT99eRRRCPJx…> (scroll down the webpage): Infographics of key focus areas of the global plan have been created to show your support for different components of the plan. * Social media buttons<https://r20.rs6.net/tn.jsp?f=001w5-_hl_1QmXrHJxKloeBhA7CGLKx9FmsT99eRRRCPJx…> and frames<https://r20.rs6.net/tn.jsp?f=001w5-_hl_1QmXrHJxKloeBhA7CGLKx9FmsT99eRRRCPJx…>: Social media buttons and frames have been created for you to use to show your support. Sample social media posts The Global Plan for the Decade of Action for Road Safety is launching October 28, 2021, with the target to reduce road traffic deaths and injuries by 50% by 2030. Check out the plan today! <Link> _______ strongly supports the new Global Plan for Road Safety and we are committed to use this plan to guide and measure our ongoing work to make Canadian roads safer. Learn more at <Link> The Global Plan for the Decade of Action for Road Safety calls for action on: multimodal transport & land-use planning; safe road infrastructure; safe road use; safe vehicles and post-crash response. Learn more at <Link> The Global Plan for the Decade of Action for Road Safety describes what’s needed to reduce road traffic deaths and injuries by 50% by 2030. We call on governments & partners to implement an integrated Safe System Approach - <Link> The Global Plan for the Decade of Action for Road Safety reflects the 2020 Stockholm Declaration’s promotion of policies to promote walking, cycling & public transit as healthy & environmentally sound modes of transport. <Link> Achieving safe roads and preventing injury takes a multi-sector approach. _________ is committed to supporting theGlobal Plan for the Decade of Action for Road Safety. Learn more at <Link> We hope these resources help you as you continue to work on Vision Zero and make your communities and roads safer. Watch for information on an upcoming webinar Parachute and CARSP will be hosting on the new Global Plan for the Decade of Action for Road Safety! We would like to thank our partner and sponsor Desjardins Insurance for supporting Parachute Vision Zero. Visit the website<https://r20.rs6.net/tn.jsp?f=001w5-_hl_1QmXrHJxKloeBhA7CGLKx9FmsT99eRRRCPJx…> STAY CONNECTED [Facebook] ‌ <https://r20.rs6.net/tn.jsp?f=001w5-_hl_1QmXrHJxKloeBhA7CGLKx9FmsT99eRRRCPJx…> [Twitter] ‌ <https://r20.rs6.net/tn.jsp?f=001w5-_hl_1QmXrHJxKloeBhA7CGLKx9FmsT99eRRRCPJx…> [null] <https://r20.rs6.net/tn.jsp?f=001w5-_hl_1QmXrHJxKloeBhA7CGLKx9FmsT99eRRRCPJx…> [https://files.constantcontact.com/81471b4f001/c42be7fc-9787-4b3f-b8a1-7949e…] <https://r20.rs6.net/tn.jsp?f=001w5-_hl_1QmXrHJxKloeBhA7CGLKx9FmsT99eRRRCPJx…> Plan mondial pour la sécurité routière [https://files.constantcontact.com/81471b4f001/37915265-0d4f-4244-8468-42c2e…] Le Plan mondial pour la Décennie d’action pour la sécurité routière, une initiative de l’Organisation mondiale de la santé, est lancé aujourd’hui ! Ensemble, Parachute et l’Association canadienne des professionnels de la sécurité routière (ACPSER) appuient fortement ce Plan mondial pour la sécurité routière et nous nous engageons à travailler avec les principaux intervenants de partout au Canada afin d’utiliser ce plan mondial pour orienter et mesurer notre travail continu visant à rendre les routes canadiennes plus sûres. Joignez-vous à cette importante initiative en faisant connaître le nouveau plan mondial et en montrant votre engagement à utiliser ce plan pour orienter les mesures de sécurité routière. Vous trouverez ci-dessous des documents et des exemples de messages dans les médias sociaux pour promouvoir le lancement du Plan mondial pour la sécurité routière, que vous pouvez personnaliser. Pour faciliter le suivi du soutien au Canada et dans le monde, veuillez utiliser @parachutecanada, @CARSPInfo et @RoadSafetyNGOs et utiliser les mots-clics #CommitToAct et #StreetsForLife ainsi que notre mot-clic #ParachuteVZ. Les documents suivants sont disponibles pour soutenir vos publications * Plan mondial<https://r20.rs6.net/tn.jsp?f=001w5-_hl_1QmXrHJxKloeBhA7CGLKx9FmsT99eRRRCPJx…> pour la Décennie d’action pour la sécurité routière, 2021-2030. Le plan est disponible en anglais, français et espagnol, arabe et russe. * Infographie.<https://r20.rs6.net/tn.jsp?f=001w5-_hl_1QmXrHJxKloeBhA7CGLKx9FmsT99eRRRCPJx…> Un résumé d’une page du plan disponible en anglais, français, espagnol, arabe et russe. * Blocs pour les médias sociaux<https://r20.rs6.net/tn.jsp?f=001w5-_hl_1QmXrHJxKloeBhA7CGLKx9FmsT99eRRRCPJx…> (faites défiler la page web vers le bas). Des infographies des principaux domaines d’intervention du plan mondial ont été créées pour montrer votre soutien aux différentes composantes du plan. * Boutons et cadres pour les médias sociaux.<https://r20.rs6.net/tn.jsp?f=001w5-_hl_1QmXrHJxKloeBhA7CGLKx9FmsT99eRRRCPJx…> Des boutons et des cadres pour les médias sociaux ont été créés pour vous permettre de montrer votre soutien. Exemples de publications sur les médias sociaux Le Plan mondial pour la Décennie d’action pour la sécurité routière commence le 28 octobre 2021, avec pour objectif de réduire de 50 % le nombre de personnes tuées et blessées sur les routes d’ici 2030. Consultez le plan dès aujourd’hui! <Lien> _______ soutient fermement le nouveau Plan mondial pour la sécurité routière et nous nous engageons à utiliser ce plan pour orienter et mesurer notre travail continu visant à rendre les routes canadiennes plus sûres. Pour en savoir plus, consultez le site <Lien>. Le Plan mondial pour la Décennie d’action pour la sécurité routière prône des mesures concernant : le transport multimodal et l’aménagement du territoire; les infrastructures routières sûres; l’utilisation sûre des routes; les véhicules sûrs et les interventions faisant suite aux collisions. Pour en savoir plus, consultez le site <Lien>. Le Plan mondial pour la Décennie d’action pour la sécurité routière décrit ce qui doit être fait pour réduire de 50 % le nombre de personnes tuées et blessées sur les routes d’ici 2030. Nous exhortons les gouvernements et les partenaires à mettre en œuvre une approche intégrée pour un système sûr. - <Lien> Le Plan mondial pour la Décennie d’action pour la sécurité routière reflète la promotion, par la Déclaration de Stockholm de 2020, de politiques visant à promouvoir la marche, le vélo et l’utilisation des transports publics en tant que modes de transport intrinsèquement sains et respectueux de l’environnement. <Lien> La mise en œuvre de routes sûres et la prévention des blessures nécessitent une approche multisectorielle. _________ s’engage à soutenir le Plan mondial pour la Décennie d’action pour la sécurité routière. Pour en savoir plus, consultez le site <Lien>. Nous espérons que ces ressources vous aideront à poursuivre votre travail sur Vision Zéro et à améliorer la sécurité de vos communautés et de vos routes. Ne manquez pas les renseignements sur un prochain webinaire que Parachute organisera sur le nouveau Plan mondial pour la Décennie d’action pour la sécurité routière! Nous tenons à remercier notre partenaire et commanditaire Desjardins Assurance de son soutien à Vision Zéro de Parachute. 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Any unauthorized use, disclosure, distribution, copying or dissemination is strictly prohibited. If you receive this email in error, please notify the sender immediately, return the original (if applicable) and delete the email. Avis : Le présent courriel (y compris toute pièce jointe) est destiné à la personne ou aux personnes à qui il est adressé, et peut contenir des renseignements confidentiels, privés ou protégés par un privilège juridique. Toute utilisation, divulgation, distribution, copie ou diffusion non autorisée est strictement défendue. Si vous avez reçu le présent courriel par erreur, veuillez en informer immédiatement l’expéditeur, retourner l’original (le cas échéant) et supprimer ce courriel.

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World Health Organization - Decade for road Safety
by Kristine Hayward 28 Oct '21

28 Oct '21

Hi folks. The WHO launch the Global Plan for the decade of Action for Road Safety today. https://www.who.int/teams/social-determinants-of-health/safety-and-mobility… Kristine Hayward (she/her) Physical Activity Promotion Coordinator Population Public Health Winnipeg Regional Health Authority 2nd floor - 490 Hargrave Street (currently working from home) Winnipeg, MB R3A 0X7 Telephone 204 232-7546 Fax 204 940-2690 Email khayward(a)wrha.mb.ca Bike racks are available in front of the building at the corner of Hargrave and McDermot. Plan your Winnipeg Transit trip: http://winnipegtransit.com/en/navigo Metered street parking and pay lots in the area – please note designated loading zones and spots requiring a disability permit. Follow Winnipeg in motion on Twitter - @wpginmotion<https://twitter.com/search?q=wpginmotion&src=typd> Check out our videos on Youtube - https://www.youtube.com/user/Winnipeginmotion Scent Free Facility - visitors are asked to refrain from wearing perfumes/colognes/heavy-scented lotions/oils We are located on Treaty 1 Territory and the homeland of the Métis Nation. The water we drink comes from Shoal Lake First Nation. Disclaimer : This email (including any attachments or enclosed documents) is intended for the addressee(s) only and may contain privileged, proprietary or confidential information. Any unauthorized use, disclosure, distribution, copying or dissemination is strictly prohibited. If you receive this email in error, please notify the sender immediately, return the original (if applicable) and delete the email. Avis : Le présent courriel (y compris toute pièce jointe) est destiné à la personne ou aux personnes à qui il est adressé, et peut contenir des renseignements confidentiels, privés ou protégés par un privilège juridique. Toute utilisation, divulgation, distribution, copie ou diffusion non autorisée est strictement défendue. Si vous avez reçu le présent courriel par erreur, veuillez en informer immédiatement l’expéditeur, retourner l’original (le cas échéant) et supprimer ce courriel.

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WFP The Herald: New Louise Bridge (Oct27'21)
by Beth McKechnie 27 Oct '21

27 Oct '21

New Louise Bridge – so far, so good https://www.winnipegfreepress.com/our-communities/herald/correspondent/New-… The new Louise Bridge replacement timeline has become clearer — and it’s good news for northeast Winnipeg residents. Last month, city planners made public their recommendation to build the new Louise Bridge beside the current bridge, which is exactly what Elmwood residents were hoping for. Although the new bridge will be placed just west of the old bridge and not east, as originally planned, it’s a relief to know traffic disruption will be avoided because the old bridge can stay open during construction. Northeast Winnipeg residents should be confident the planning stages are proceeding in an orderly way. City council will have final recommendations in the spring of 2022 — just a few months away. Notices were mailed out to affected property owners in mid-October, signalling the start of the final piece of the community consultation and the expropriation process. The six-lane design, including dedicated bus lanes in each direction, will require some expropriation of property. The time has come for the incoming new Premier to commit her government’s share of the funding for the replacement bridge. It’s good to know Elmwood residents will be able to use the old bridge for the two years the new bridge is under construction. Avoiding closure has always been a crucial aspect of the whole project. At the end of the day, we have to get the job done before the 110-year-old bridge is shut down for safety reasons. Northeast Winnipeggers have been patient but are keenly aware the clock is ticking. We need to keep the pressure on all three levels of government. You can help by visiting www.yourelmwood.com and participating in the survey on the new Louise Bridge replacement. *If you have any questions about other provincial programs, feel free to contact me at 204-415-1122 or email me at jim.maloway(a)yourmanitoba.ca <jim.maloway(a)yourmanitoba.ca>*

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Why Canadians Can't Bike in the Winter (but Finnish people can)
by Beth McKechnie 27 Oct '21

27 Oct '21

Can't recall if this video was circulated previously but it's timely as we head into winter: https://www.youtube.com/watch?v=Uhx-26GfCBU cheers, Beth

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CBC: Supreme Court says people can sue cities over snow removal activities that cause injury
by Beth McKechnie 22 Oct '21

22 Oct '21

https://www.cbc.ca/news/politics/top-court-snow-removal-liability-1.6219354

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Pittsburgh introduces Mobility as a Service (MaaS) with Move PGH
by Beth McKechnie 21 Oct '21

21 Oct '21

Exciting case study on the first MaaS initiative in North America. Here are the basics: 1. *Pittsburgh launched Move PGH, a program where customers can access a variety of mobility services through the Transit app and at Mobility Hubs across the city.* 2. *Move PGH offers e-scooters, bikeshare, carshare, public transit, carpooling services, and mopeds.* 3. *Alongside Move PGH, Pittsburgh is piloting a Guaranteed Basic Mobility program, where 50 low-income Pittsburghers can access all participating modes of transportation in Move PGH at no cost.* 4. *Move PGH is the first mobility as a service (MaaS) project of its kind in the United States. This initiative seeks to make different forms of shared mobility more appealing than individual car ownership.* Read more: https://learn.sharedusemobilitycenter.org/casestudy/shifting-the-mobility-p…

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WFP: Plenty to like about storing people’s bikes (Oct18'21)
by Beth McKechnie 18 Oct '21

18 Oct '21

Velotecha to employ youths being helped by Macdonald Youth Services Plenty to like about storing people’s bikes https://www.winnipegfreepress.com/local/plenty-to-like-about-storing-people… AS colder weather looms, a new bike storage facility is opening — one that doubles as an employment program for youth in care. Through Velotecha, up to 150 bikes will be stored, repaired and maintained during the winter. Winnipeggers can choose from packages offering varying levels of maintenance, to be performed by teenagers and young adults through Macdonald Youth Services. “We really put... (the) pedal to the metal this summer,” Nicole Barry, the non-profit’s chief financial officer, said of starting the project. The WRENCH, a charity that builds and repairs bikes, has been training eight people on bike mechanics since August for the venture. A new cohort will join soon. Cyclists can choose a basic package, which includes storage and tire inflation, for $55.99. Prices increase for those who want more in-depth fixes, like part replacements, realignments and brake adjustments. Organizers will collect bikes curbside beginning Monday. Pick up will continue into November, if space is still available, Barry said. “We want people to use their bikes if the weather’s nice, but we also have a limited capacity,” she said. Velotecha staff will deliver owners their rides in April. The bikes’ seasonal home remains private for safety reasons, Barry said. “The beauty of a bike storage program is that it solves a lot of problems,” said Kate Sjoberg, executive director of The WRENCH. More people have turned to cycling as a pandemic-era hobby, to combat climate change and for health reasons, Sjoberg said. But, many Winnipeggers end their two-wheel adventures when the temperature drops. Velotecha will assist people who don’t have room to store their bikes, Sjoberg said. And, it will allay the tune-up backlogs cyclists face in the spring. “It’s really hard to find a shop that will fix your bike in the springtime,” Sjoberg said. “(Also), training kids to be bike mechanics in the spring, when there’s a rush happening, is not a great way to learn.” The youths who Velotecha will employ have participated in Macdonald Youth Services’s life skills programs and were chosen by staff. “They’ve been really consistent and really awesome to be around,” Sjoberg said. “We have a lot of confidence in their ability to do great work.” Many kids using Macdonald Youth Services don’t get the same access to jobs others do, according to Barry. “Most of us have gotten help or were even handed our first job,” she said. “That’s what we’re trying to provide them... We’re kind of giving them a shot at real, meaningful work.” Macdonald Youth Services plans to expand Velotecha next year: it wants a bike lab where Winnipeggers can buy refurbished bikes or get their own repaired. The hub will likely be at 175 Mayfair Ave., the non-profit’s location, and will potentially employ this winter’s mechanics- in-training. Then, Macdonald Youth Services can invite a new group to work at the storage site next fall. Velotecha’s current staff could also work for The WRENCH post-storage season. “There is a need for bike mechanics in the city,” Sjoberg said. “We’re interested in this particular cohort, if anyone is interested in working with The WRENCH following it, and they’re the right candidate.” Canada is “not hitting the mark” to support youth transitioning from care, in terms of ensuring they have liveable incomes and communities where they’re safe, Sjoberg said. “We know that many other organizations and people in the city are interested in creating that safety and those communities of support for kids,” Sjoberg said. “This is a small contribution to that.” More information about the program can be found at velotecha.com. gabrielle.piche(a)winnipegfreepress.com

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WFP: Velo Renovations - pedal to the home-reno mettle (Oct16'21)
by Beth McKechnie 16 Oct '21

16 Oct '21

PEDAL TO THE HOME-RENO METTLE Environmentally committed Winnipeg company’s owner, associates aren’t reinventing the wheel, but they’re using fewer of them to get to job sites https://www.winnipegfreepress.com/arts-and-life/life/greenpage/pedal-to-the… SEEING is believing. Velo Renovations is a home reno company with a twist: instead of loading tools and supplies into a van or half ton, employees rely on pedal power to get from one job site to another, 12 months of the year. The business’s website doesn’t disguise that fact, openly charting how many kilometres workers have collectively covered to date — a tick under 15,000 — along with the estimated amount of carbon emissions saved by doing so (2.73 tonnes and counting). Still, clients who enlist them to paint a living room or patch a wall continue to be surprised when they arrive on two wheels, especially during a torrential downpour or January cold snap. “To be honest, the fact we get around by bike is a big reason why many of our customers choose to go with us in the first place,” says Nathaniel De Avila, who founded Velo, French for bicycle, in October, 2020. “But there have certainly been days when it was 30 below or whatever, when we pulled up and the person answering the door went, ‘I know you guys bike to work, but I didn’t think you’d actually do it today.” De Avila, 33, laughingly describes Velo Renovations as a “mid-COVID pivot.” Around this time last year De Avila, a professional music producer who moved to Winnipeg from his native Iowa in 2016, found himself unable to work in his chosen field because of pandemic-related restrictions. He’d long been comfortable with a hammer in his hand; he toiled part-time for a reno company during high school and again while he was attaining a master of arts in music from the University of Iowa. To stay busy, he figured that might be an avenue worth pursuing. Why bikes? That’s easy, says the veteran winter cyclist, tracing his environmental consciousness to a book he read when he was in junior high titled More-With-Less by Doris Janzen Longacre and, more recently, to a documentary called Freightened, which details nightmarish statistics in regards to pollution attributable to the shipping industry. “Most of the world is doing things on bike, it’s just North America where it’s a bit of a novelty,” he says. “Are we going to save the planet by having the eight of us pedal to work? Of course not. But that doesn’t make it unimportant, either.” ON the day we met, De Avila and one of his associates, Maraleigh Short, were doing exterior repairs to a home in Fort Richmond, an hour-long trek from Velo’s home base in West Broadway. De Avila arrived on his personal 10-speed while Short took one of two official company “vehicles.” “Colin Bock from Freedom Concepts (a Winnipeg firm that designs and builds special needs bicycles and mobility devices) helped come up with this, based on an Xtracycle (an elongated, load-carrying bike developed in the U.S.),” De Avila explains, running his hand along the frame of a two-metre-long contraption that joins a full-size chromoly mountain bike to a chopped-up, 20-inch BMX model. “It has a rechargeable battery unit that slides out, but is designed to be pedal-assist. There’s a running board on the back for tools and such but lots of times we’ll attach an extension ladder on wheels, upon which we can load even more stuff.” (Not present is a custom-built tricycle-and-trailer unit, canary yellow in colour, that always draws stares — and occasionally requests for a business card — when motorists pull up alongside it at a red light.) Short, sporting sweats and sneakers speckled with white primer, says one of the factors that attracted her most to Velo, more a co-op than a company, is its people-first approach. Not only do workers set their own hours and pick and choose job assignments, they also determine their individual rate of pay and are afforded the opportunity to view the business’s finances as a whole. It’s a model De Avila came up with long before Velo was even a “thing,” based on conversations he had with a university professor well-versed in businesses that place people and planet ahead of profits. “It could be a gendered thing, or it could be my personality, but I probably wouldn’t have sought out working in construction or reno if I hadn’t found (Velo),” Short says, seated on an empty, overturned paint bucket. “Initially, I didn’t bring a lot of skills to the table, nor did I have a ton of confidence, but because there’s a strong teaching structure in place here, I’ve been able to learn so much from Nate and the other people I work with. Now I really feel part of a team.” Velo Renovations tackles the same projects as most so-called, conventional reno operations, namely, painting, drywalling, restructuring and tiling. At the same time, it’s not like you’ll spot them hauling a kitchen counter or panels of sheetrock behind them any time soon. Knowing their limitations, they obligingly work with in-place delivery systems when it comes to larger items, De Avila says. He adds it’s certainly not a condition of employment that employees must pedal to work, and a few of their subcontractors do not. That said, if any certified plumbers and/or electricians reading this aren’t averse to hopping on a bike, feel free give him a call, he says with a grin. Another manner in which Velo differs significantly from many of its counterparts is that it’s not uncommon for on-staff designers to talk potential customers out of jobs that would probably net the company a bigger payday if they feel there are better options available from an environmental standpoint. “‘Are you sure you want to do this?’ or ‘Is there a way to consume less?’ are questions we ask all the time,” De Avila says. “For example, somebody might want to make their home’s footprint larger by putting in an addition. To which we might suggest changing a couple existing walls, thus avoiding having this bigger space you’re now going to have to heat for the next 50 years, draining valuable resources. “When we’re doing consults with clients, we try to provide them with all kinds of alternatives, whether it be using reclaimed building materials from ReStore or plant-based or sustainable products. Lots of renovators will say after they fix your home it will be worth whatever amount of money more. But as soon as you spend that money, you’re indebting yourself to a structure more so than you already have with a mortgage, which forces you to work X number of hours to make X amount of money, all of which goes against our general philosophy.” Finally, with the bikes, in the last 12 months De Avila, who also owns a car, says he’s noticed a discernible difference in his demeanour on days when he’s biked to work versus those when, for whatever reason, he was forced to get behind the wheel. Whenever he’s snarled in traffic due to lane closures or a mishap, he finds himself getting short or angry more quickly than when he’s pedalling here and there. “That makes me wonder if the actual mode of transportation fundamentally changes the way I interact with others,” he says, adding another benefit of biking to work with co-workers is that it affords everybody the opportunity to discuss the day ahead, where they left off yesterday... the same type of things they probably would have spent the first 30 minutes deliberating had they gotten there separately by car. “So if I compare the two, I’d much rather get on a bike at the start of the day. Plus it’s pretty hard not to be awake and alert when you arrive for work, especially when it’s on the chilly side.” david.sanderson(a)freepress.mb.ca

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New bike repair social enterprise launching
by Beth McKechnie 15 Oct '21

15 Oct '21

*** please share with your networks *** Check out the new bike repair social enterprise in Winnipeg called Velotecha. It’s run in partnership between Macdonald Youth Services and the Wrench. They are launching a Winter Storage and Tune Up service – picking up bikes, fixing them and returning them in early spring. The repair and maintenance work will create paid first jobs for some youth under supervision of qualified bike mechanics. Plus it will get more cyclists on the road earlier in the season. Have a look at the website here: www.velotecha.com Here is a FB post that can be shared quickly: https://www.facebook.com/272671616114244/posts/4455579211156776/?d=n

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WFP Analysis: Car co-op a progressive success story (Oct12'21)
by Beth McKechnie 12 Oct '21

12 Oct '21

Car co-op a progressive success story https://www.winnipegfreepress.com/opinion/analysis/car-co-op-a-progressive-… YOUR car is likely your second largest household expense, and studies show that it’s probably parked 95 per cent of the time. The typical Canadian vehicle is driven for just over one hour per day on average, and according to the Canadian Automobile Association, the SUV that most people drive for that time costs an average of $33 per day to own, with all expenses included. Imagine if you could, sharing a car with your neighbours, and only paying for it when you are actually using it. No more loan payments, or trips to the mechanic, and as a bonus you would be doing something good for the environment. Ten years ago, this was the dream for a small group of people in Winnipeg who saw the growing car-sharing trend in larger cities across the world and wondered if it could work here. The group organized, found 40 people to pay $500 membership deposits and, in June 2011, Peg City Car Co-op was born. The idea started small, with three cars in Osborne Village; keys were stored in lockboxes and transactions recorded on paper. As Peg City celebrates its 10th anniversary, it has grown to more than 2,000 members with 60 vehicles parked across 11 central neighbourhoods, and has hopes of growing to 100 vehicles in 2023. Members can now conveniently make bookings online up to a year in advance, for as little as an hour at a time, and they are automatically billed for their time and distance. The people at Peg City have worked hard to grow their reach, and some of their success can be attributed to progressive change happening in our city. Even slow-growing, car-dominant Winnipeg is becoming more urban. Nearly 60 per cent of all new homes built today are apartments, and almost three-quarters are multi-family buildings, compared to only 15 per cent 20 years ago. Higher-density development is happening across the city, and more people are embracing an urban lifestyle with walking, biking and transit becoming preferred transportation options. In neighbourhoods such as Earl Grey, Osborne, Wolseley and the West End, between 40 and 50 per cent of people don’t use a car to commute to work. These are the types of neighbourhoods where car-sharing can be successful. A shared vehicle isn’t typically primary transportation, but when people are walking, biking and busing, the ability to sometimes drive can be an attractive added convenience. To be successful, a critical mass of members must live within a short walk of a shared vehicle location, which typically requires neighbourhoods to be higher density and more diverse. Dense neighbourhoods allow a grid of shared vehicles to be located within walking distance of each other to give people alternatives in higher demand times. For people living in neighbourhoods with effective access to car sharing, the personal advantages of membership are easy to understand. Vehicles are always newer, with no maintenance headaches, depreciation or parking costs. With a range of vehicle types, members can choose the appropriate model for their use — a pickup truck for moving furniture, a hatchback for a grocery run. Most significantly, car sharing provides a method of private transportation without the inefficient financial burden of owning a car. Peg City has found the average member spends about $1,200 per year on car sharing, about 10 times less than the cost of individual car ownership. This can create more equitable neighbourhoods, allowing lower-income households more affordable access to a private vehicle. Higher-income households might find car sharing effectively replaces the need for a second car. Car sharing also has several collective advantages for cities. The North American Shared-Use Vehicle Survey found that each car-share vehicle typically removes 13 privately owned vehicles from the road. This means Peg City’s 60 cars are removing almost 750 others from traffic, and from creating road wear and air pollution. Parking for 750 vehicles would require five acres of land — more than three football fields. Almost 20 per cent of Peg City’s vehicles have come from partnerships with developers, who are allowed by the City of Winnipeg to reduce the number of required parking stalls in a new development when car-sharing is included. This has been a successful initiative that helps infill development in mature neighbourhoods become more feasible. The success of Peg City Car Co-op demonstrates that when we build higher-density and more diverse communities, new lifestyle choices become available. Ten years ago, most people would have believed car sharing was a big-city idea that could never work in Winnipeg, but our city is changing. If we embrace this change, and welcome multifamily options into our neighbourhoods, promote street-focused local retail, support the construction of protected bike lanes and wider sidewalks, and invest in frequent, high-quality transit service, our children will be able to find the urban lifestyle so many relocate to other cities in search of. If we can accomplish that, organizations like Peg City Car Co-op will be celebrating many more milestone anniversaries in the future. *Brent Bellamy is senior design architect for Number Ten Architectural Group.*

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WFP: City snapshot shows spike in winter cycling numbers (Oct7'21)
by Beth McKechnie 07 Oct '21

07 Oct '21

City snapshot shows spike in winter cycling numbers https://www.winnipegfreepress.com/local/city-snapshot-shows-spike-in-winter… A growing number of Winnipeggers are cycling long after snow hits the ground, according to a recent city count. The total number of local cyclists who used some key active transportation routes during the winter nearly doubled during a March survey period, rising to a daily average of 236 in 2021, up from 119 in 2020, a report notes. “It shows there is a pretty sizable demand for people to actually be able to bike in winter… I think there’s a bigger barrier (with winter weather) in perception than necessarily in the reality,” said Mark Cohoe, executive director of Bike Winnipeg. City officials note last winter’s unusually mild weather made active transportation especially appealing. The report also credits the change to increased interest in cycling, especially as Winnipeggers engaged in more recreation during the COVID-19 pandemic. The counts were taken on 10 key routes over four days in early March in 2020 and 2021. The results offer a “snapshot” of general increased interest in cycling, Cohoe said. He believes the trend is clearly linked to improved snow clearing on the routes, since those selected were prioritized for more frequent snow clearing a few years ago. “It’s not really a surprise finding that when we plow our roadways and bike routes, people respond by actually biking,” he said. Coun. Matt Allard agreed. “(It needs to be) where snow clearing is at the level of service where somebody riding their bicycle to work knows that when they get out the door they’ll have a path cleared of snow so they’ll get to their destination on time,” said Allard, public works committee chairman. The cycling increase builds the case for greater investments in active transportation, he said. In addition to meeting a demand from Winnipeggers, it would also help reduce reliance on personal vehicles and combat climate change, he said. “As we build dedicated cycling facilities and provide proper snow clearing, people will use the facilities more and more on their daily commute and for other purposes.” joyanne.pursaga(a)freepress.mb.ca Twitter: @joyanne_pursaga

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Montréal Offers Lessons for All Cities That Want Safer, Better, More Livable Streets
by Beth McKechnie 06 Oct '21

06 Oct '21

Last month, Clarence Eckerson journeyed to Montréal to see how much progress it has made in reining in the car culture, creating more livable communities, encouraging cycling, making roadways safer and, most important, bringing back freedom to inhabitants long oppressed by car drivers. Of course, Montréal has fewer open streets than New York City does, but the open streets in the Paris of North America are much better. Montréal’s 13 open streets are much longer and operate almost entirely car-free — car-free, meaning no parking, either! — 24 hours a day, all summer long. “It’s about making the city accessible for everyone,” Montréal’s mayor Valérie Plante told me. “There has to be more room for cyclists and pedestrians, and arts and parklets.” On Montréal’s open streets, you don’t just see people walking or biking as you see in New York, but also art installations, benches, bioswales, swings (with cupholders!), play areas for kids and bollards to keep out the cars. “It just brings so much joy and fun and, of course, safe spaces for our kids,” Plante added. And local business owners confirm that pedestrianized zones bring in more money for struggling merchants. Read the full article from Streetsblog here: https://nyc.streetsblog.org/2021/09/16/see-it-montreal-offers-lessons-for-a… Watch the video: https://www.youtube.com/watch?v=oi5wmsK-3Zk

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WFP Metro: New bike lanes praised, questioned (Oct4'21)
by Beth McKechnie 05 Oct '21

05 Oct '21

New bike lanes praised, questioned https://www.winnipegfreepress.com/our-communities/metro/New-bike-lanes-prai… The new, nearly-complete bike trail system running through West Broadway and Wolseley is garnering mixed reviews from cyclists. The trail begins where Memorial Boulevard meets Granite Way just north of the Osborne Bridge. From there, it winds through the two neighbourhoods up to the intersection of Walnut Street and Westminster Avenue. Though many were pleased the city is investing in bike infrastructure, some cyclists pointed out several points along the trail that can cause confusion or potentially dangerous situations with drivers and other riders. Some believe more signage and painted lines will only do so much to solve the bike path's flaws. One of the most contentious spots, according to cyclists who spoke with *The Metro*, is at Westminster Ave and Young Street in front of Balmoral Hall School. Here, the path splits from a bidirectional trail to two unidirectional routes. To negotiate a turn onto the one-way westbound lane from the two-way path, cyclists must take a sharp turn and cross the roadway at a three-way traffic stop. "It really breaks up the flow of your riding, because there is signage that says to turn right, but I guess they don’t have the directional signs on the ground yet," said cyclist Reynold Beniza. Beniza, 30, is a digital marketing manager who lives in the Exchange District and has followed this route to work for the last year, in summer and winter. While Beniza is happy the city is focusing on active transportation, he doesn’t believe this stretch of road needs bike lanes. "I would much rather see this sort of work done on, say, Portage Avenue or Main Street and getting more of these protective barriers on the really car-heavy roads," he said. "Or, even adding more active transportation routes from the North End." At press time, there were directional markers painted on the east and westbound bidirectional lanes, but not in the intersection itself. A draft of the finished design can be found in the city’s Wolseley to Downtown Walk Bike Project plan. Just to the northeast, another tight turn on the bidirectional path makes for some "pretty hairy situations," especially during morning and afternoon commutes, Beniza said. Mark Campbell lives in the heart of Wolseley and uses the bike paths almost every day. Campbell said he really likes the paths and has found them useful, but the 33-year-old software developer has a gripe with the west end of the trail. At this junction, cyclists are forced to merge with vehicle traffic. "The cars just speed up and there’s parking, so you’ll still fighting with cars, right." he said. "Turning across Westminster is extremely dangerous." Campbell is a fan of the bi-directional path because it allows him to bike alongside his partner and daughters. Michael Falk, a 42-year-old self-employed festival worker, lives in the West End. Falk uses the new bike paths three to four times per week. "I’m super-glad to have a bike path, but there’s little decisions here and there that feel like they’re weird budget decisions resulting in little peculiar moments," he said. While Falk knows there’s more signage on the way, he said the stretch where the path splits into two is "a bit clunky" regardless. The slow introduction of signs and painted lines has left Falk perplexed. "When they build a road, signs go up right away. You don’t just have six lanes of road going with no signs," he said. Looking beyond their neighbourhoods, Campbell and Falk are in step with Beniza’s sentiment that there needs to be more bike routes connecting downtown with the North End. Campbell and Falk also noted that there’s room for the city to improve on existing bike paths by closing the gaps. Both pointed to the fractured bike lane on Sherbrook Street just north and south of Portage Avenue.

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Police tickets issued to cyclists
by Orly Linovski 04 Oct '21

04 Oct '21

Hi all, Sharing some recent research on tickets issued to cyclists in Winnipeg: https://findingspress.org/article/28345-police-enforcement-of-cycling-offen… Best, Orly

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Globe editorial on bike lanes
by Charles Feaver 04 Oct '21

04 Oct '21

The Globes editorial today; note the last sentences: The shift in direction is decisive. The arguments over bike lanes are settled. Theyre becoming what they should have long been: an ordinary way of getting around our cities. https://www.theglobeandmail.com/opinion/editorials/article-is-the-war-agains t-bike-lanes-finally-over/ On Vancouvers downtown peninsula, crews are at work on the citys newest bike lanes. Both of them, on Richards and Smithe streets, will be physically separated from car traffic. Once theyre finished, Vancouver will have an extensive and connected network of protected bike lanes throughout and in and out of the citys core. Whats more, the latest projects are being built free of the controversies of yesteryear. It is the opposite of the late 2000s, when the city opened its first protected bike lane on the Burrard Bridge into downtown. Chaos feared, blared one headline. Doomed to failure, opined a columnist. All that proved incorrect: The Burrard Bridge bike lane, billed as the busiest in North America, saw <https://vancouver.ca/streets-transportation/how-we-collect-bike-volumes.asp x> 1.4 million rides in 2020, 40 per cent more than its first full year a decade earlier. Bike lanes, in Vancouver and across Canada, have grown from political flashpoints and ideological signifiers to standard-issue civic infrastructure. Theyre being built everywhere. Penticton, in the British Columbia Interior, this summer opened its Lake-to-Lake bike lane; it plans <https://www.pentictonwesternnews.com/news/penticton-looks-to-spend-over-15- million-on-bike-lanes-over-the-next-5-years/> to invest $15-million over the next five years. Sarnia, Ont., is <https://www.sarniathisweek.com/news/local-news/bike-lanes-extension-on-russ ell-street-planned-2> extending its bicycling network. In Halifax, about a third of a <https://www.halifax.ca/transportation/cycling-walking/expanding-network/reg ional-centre-bikeway-update> planned 57 kilometres of protected bike lanes is complete. It includes Hollis Street through the heart of the city. Montreal last November opened a long north-south route on Saint Denis Street as part of its <https://montreal.ca/articles/le-rev-un-reseau-express-velo-4666> Réseau express vélo network. Toronto, <https://www.toronto.ca/explore-enjoy/recreation/covid-19-activeto/covid-19- activeto-expanding-the-cycling-network/> spurred by the pandemic, has installed protected lanes across the city. One new <https://twitter.com/TO_Cycling/status/1441110656644640768> segment on Bloor Street East opened in late September. These lanes are billed as temporary, but it would be a short-sighted mistake to reverse course. The key element in each is the bike lanes are physically protected from traffic. In years past, cities would take the cheap route and paint some lines on the street. Without real separation from cars, they were underused. Many potential riders did not feel safe in between moving and parked vehicles. Data have long indicated protected bike lanes are essential to draw riders. A flurry of new research underlines that conclusion. A <https://www.sciencedirect.com/science/article/pii/S1361920921002145> study from Ryerson University in May, one that looked at the Toronto region, found that protected bike lanes were <https://www.ryerson.ca/city-building/news-research/2021/05/new-cycling-data -dashboard/?mc_cid=1b91686d73&mc_eid=24ee3949b9> more than two times as likely to attract riders than unprotected ones. A <https://www.sciencedirect.com/science/article/abs/pii/S2213624X21001097?dgc id=author> study in Boston showed that a protected bike lane increased bike-share traffic by 80 per cent. This is a sort of induced demand build it, and they will ride. Its no surprise. A protected bike lane is obviously safer than a faded line painted on the street. Whats fascinating is the findings from <https://www.sciencedirect.com/science/article/abs/pii/S2214140518301488> research in 2019 that concluded such bike infrastructure can make a citys streets safer for all users drivers, cyclists and pedestrians. The goal of protected bike lanes isnt to get every single person on a bike, or for cars to be forever abandoned. Bike lanes are neither a disaster nor a saviour. Theyre about options. A well-built network means a family can ride for fun on a weekend, and that workers can commute by bike when able. (The arrival of October is a reminder that weather in Canada will always be a challenge.) Vancouver recognizes this. The citys goal is to have 12 per cent of all trips walking, car and transit included be made by bike by 2040. The <https://vancouver.ca/streets-transportation/annual-transportation-survey.as px> most recent figure was 8 per cent double the rate in 2013. A little change can make a big difference. Research suggests that if Canadians drove <https://www.fastcompany.com/3062989/50-reasons-why-everyone-should-want-mor e-walkable-streets> one day less a week, it could cut almost four megatonnes of greenhouse gas emissions a year. Ditching the car once in a while isnt unrealistic. The advocacy group Vélo Canada Bikes points to Statistics Canada data that show almost 40 per cent of commuters in cities live within five kilometres of their workplace. Canada has made gains but Europe is home to the worlds <https://copenhagenizeindex.eu/> top bicycling cities starting with Copenhagen. It is sometimes said, Well, were not Europe. Forty years ago, European cities such as Amsterdam <https://twitter.com/BrentToderian/status/1436961474837024777> were clogged with cars. Not any more. Paris of late is going through <https://www.nytimes.com/2021/01/06/opinion/paris-bike.html> a total overhaul. The Rue du Rivoli, adjacent to the Louvre in the centre of the city, is now closed to private vehicles. Canadian cities can likewise change. The shift in direction is decisive. The arguments over bike lanes are settled. Theyre becoming what they should have long been: an ordinary way of getting around our cities. Charles Feaver Bike Winnipeg

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WFP: Councillor wants 2022 budget to increase funding for green transportation (Oct1'21)
by Beth McKechnie 01 Oct '21

01 Oct '21

Councillor wants 2022 budget to increase funding for green transportation Boost to cycling options peddled https://www.winnipegfreepress.com/local/boost-to-cycling-options-peddled-57… THE public works committee chairman is calling for a major increase to the City of Winnipeg’s active transportation spending. Coun. Matt Allard wants the 2022 budget process to consider such funding that equals 10 per cent of the annual road construction budget. The investment could build up cycling and pedestrian routes, which would help reduce greenhouse gas emissions and combat climate change, he says. “Every year, we emit more and more carbon, and we need to find ways to reduce the amount of carbon that we’re putting into the atmosphere,” Allard said Thursday. “In order to make (Winnipeg’s) climate action plan deliver what it intends to, we need to add that meat on the bones to ensure we (complete the active transportation network).” At $1.7 million, dedicated spending for active transportation falls far below that amount in 2021, with a roads budget of $152 million. If Allard’s change is approved for 2022, it would increase the AT budget from a forecast $2.3 million to $16.2 million (based on a projected road budget of $162 million). The St. Boniface councillor said some AT spending occurs separately within specific road projects. But he said many road renewals don’t include it, including 2021 projects at Roblin Boulevard and Day Street. Allard also wants council to make active transportation investments eligible for revenue raised through annual tax hikes. Mayor Brian Bowman has promised to cap the property tax hike at 2.33 per cent again in 2022, with two per cent earmarked for roads and bridges and 0.33 per cent for rapid transit. Allard said increased AT funding would help the city ensure half of all local trips involve greener modes of transportation than single-passenger vehicles by 2030, one of its key climate change goals. “For every bicycle used in a commute, that’s one less car on the road,” said Allard. The proposed funding hike is welcome but meets the minimum investment needed for cycling and pedestrian routes, said Mel Marginet, a workplace commuter options co-ordinator at the Green Action Centre. “That will give us a fighting chance to move forward on the pedestrian and cycling strategies that the city already has,” said Marginet. In 2015, city council approved a 20year, $334-million cycling and pedestrian strategy but actual investments have delayed its implementation. With roughly 80 per cent of Winnipeggers choosing personal vehicles for their trips, much more investment is needed to make the green transportation options of walking, biking and bussing more convenient, said Marginet. “It’s really a shift in the paradigm… At this current time, cars go first (in budget priority).” Mark Cohoe, executive director of Bike Winnipeg, said active transportation has been persistently underfunded in recent years, which leaves gaps in cycling routes. “(The current budget is) really just a fraction of what’s been needed... We see it in an unconnected network,” said Cohoe, adding the extra funding would spark a huge improvement. Coun. Janice Lukes, a former public works chairwoman, said she supports Allard’s proposals. However, she said he and other executive policy committee members should never have allowed the AT budget to drop to its current level. “We would have been much further ahead (on active transportation) at this time (if they hadn’t),” said Lukes. “It’s gone down millions.” In 2019, for example, the preliminary budget included $3 million for active transportation, down from a previously forecast $5.7 million. The current forecast predicts the funding will drop to $1.7 million in 2023, and $1.4 million per year from 2024 to 2026. Allard said provincial funding cuts played a role in the reduced investment in recent years. His motions will be considered by council’s public works committee Oct. 12. joyanne.pursaga(a)freepress.mb.ca Twitter: @joyanne_pursaga

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Vox: America’s car crash epidemic – driving kills as many Americans each year as guns do. Experts say that’s preventable.
by Beth McKechnie 28 Sep '21

28 Sep '21

https://www.vox.com/22675358/us-car-deaths-year-traffic-covid-pandemic -- Beth McKechnie (she/her) *| *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 located on the ancestral lands of the Anishinaabeg, Ininew, Anishininiwag, Dakota, and Dene Peoples, and the homeland of* *the Métis Nation. We acknowledge that our water is sourced from Shoal Lake 40 First Nation and that our hydro is sourced from numerous First Nations here in Manitoba**. * 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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One week left to complete Winnipeg Road Safety Plan survey
by Beth McKechnie 24 Sep '21

24 Sep '21

"The Road Safety Strategic Action Plan is driven by data and public feedback and will serve as a roadmap for implementing both short-term solutions and long-term investments over the next 3-5 years and beyond." https://engage.winnipeg.ca/roadsafetyplan

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WFP: Location list for pedestrian crossings (Sep23'21)
by Beth McKechnie 23 Sep '21

23 Sep '21

Word on the street THE following have been identified as locations where some form of crossing control is warranted. A pedestrian corridor has overhead flashing beacons, a pedestrian half signal involves erecting a traffic light and an RRFB is a rectangular rapid flashing beacon. ● Burrows Avenue at Lawrence Street (pedestrian corridor) ● Corydon Avenue at Edgeland Boulevard (pedestrian corridor) ● Dakota Street at Dakota Community Centre (pedestrian half signal) ● Des Meurons Street at Horace Street (RRFB) ● Devonshire Drive at Tommy Douglas Drive (RRFB) ● Gateway Road at Furniture Park (RRFB) ● Grant Avenue at Lilac Street (pedestrian half signal) ● Lakewood Boulevard at Meadowbrook Road (RRFB) ● Lindenwood Drive E near Lindenwood Drive W (RRFB) ● Lindenwood Drive W at Wallingford Crescent (pedestrian corridor) ● Logan Avenue at Winks Street (pedestrian half signal) ● Main Street at Church Avenue (south side) (pedestrian half signal) ● McGillivray Boulevard at Front Street (pedestrian half signal) ● Pembina Highway at Newdale Avenue (pedestrian half signal) ● Portage Avenue at Rita Street (pedestrian half signal) ● Regent Avenue West at Winona Street (pedestrian corridor) ● River Avenue at Scott Street (RRFB) ● River Avenue at Lewis Street (RRFB) ● Roblin Boulevard at Municipal Road (pedestrian half signal) ● Roblin Boulevard at the zoo entrance (pedestrian half signal) ● Rorie Street at McDermot Avenue (RRFB) ● St. Mary’s Road at Crystal Avenue (traffic signal) ● St. Mary’s Road at Hastings Boulevard (pedestrian half signal) ● St. Mary’s Road South at St. Vital Trail (pedestrian half signal) ● Stradbrook Avenue at Scott Street (RRFB) ● Wellington Crescent at Kingsway (RRFB) ● Wellington Crescent (southbound) between River and Stradbrook avenues (RRFB) ● Wellington Crescent northbound exit to Stradbrook Avenue (RRFB)

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WFP: City identifies 28 sites for crosswalks (Sep23'21)
by Beth McKechnie 23 Sep '21

23 Sep '21

City identifies 28 sites for crosswalks https://www.winnipegfreepress.com/local/city-identifies-28-sites-for-crossw… NEARLY $3 million for new crosswalks will be considered in the city’s 2022 budget process. Municipal traffic experts have identified 28 locations that meet the criteria for some form of pedestrian crossing control, with an early combined cost estimate of about $2.8 million, says a report by city bureaucrats. The report cautions a detailed design hasn’t been done at each location. The city currently adds an average of four crossings per year at the highest need locations, due to city staff and budget limits, the report notes. Council’s public works chairperson said the devices are key to improving road safety, since uncontrolled busy crossings could raise the risk of vehicle/pedestrian collisions. “There is a big shortfall in terms of the warranted but unfunded (crosswalks)… In practice, what tends to happen where you don’t have a crosswalk where it’s warranted, is you have a high level of people driving cars on that street and you have a high level of pedestrians crossing that street in uncontrolled circumstances,” said Coun. Matt Allard. The public works committee recently referred the potential cost for the warranted, but not yet funded, crosswalks to the 2022 budget process. Installing more of the devices could help Winnipeggers feel safe walking to more destinations, which could help entice them to choose foot travel more often, said Allard. “The lowest hanging fruit for reducing greenhouse gas emissions, is (for) people to (shift modes of transportation). You need to build the facilities that make it easier to choose active transportation (such as) properly administered pedestrian corridors,” he said. The report concludes that crosswalks are warranted at points along Wellington Crescent, St. Mary’s Road, Lakewood Boulevard and Burrows Avenue, among many other locations. The list is based on pedestrian and vehicle volumes, along with each site’s proximity to other traffic controls and pedestrian crossings. Immediate construction may not make sense at some of the sites, however, which may be altered by upcoming bicycle networks or Winnipeg Transit stop changes, the report warns. Crosswalk additions could also be cheaper if they’re timed to coincide with adjacent road upgrades, it notes. Michel Durand-Wood, a volunteer with Safe Speeds Winnipeg, said he’s glad to see the city pay attention to pedestrian access but believes the effort can’t be limited to crosswalks. “I think crosswalks are better than nothing. But if we were addressing the actual issue, crosswalks would be less necessary... If traffic speeds are low enough, then we don’t need (these) expensive crosswalk structures in a lot of those places,” said Durand-Wood. Safe Speeds advocates for lower speed limits on residential streets and other routes where pedestrians and vehicles share the road. Durand-Wood said it would be “disingenuous” to suggest the city can’t afford to add the crosswalks, since it devoted $152 million to road renewal in 2021. “We can move some money around pretty easily, depending what our priorities are,” he said. The city report notes another 70 potential crossing locations are still being studied, though it’s too early to say if they warrant pedestrian crossing devices. joyanne.pursaga(a)freepress.mb.ca Twitter: @joyanne_pursaga

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Just One Trip
by Mel Marginet 22 Sep '21

22 Sep '21

Greetings all, Green Action Centre's GoManitoba tool is launching Just One Trip this fall. If you can help spread the word in your workplaces and on social media, that'd be great. Details in the media release below. September 22, 2021 (Winnipeg, Manitoba) - Manitobans are invited to take the Just One Trip pledge in October to convert one trip per week to a more sustainable mode. Participants choose the way they’ll travel and how often, and then track their trip using GoManitoba. For participating, they receive hints, tips, encouragement, and are entered to win prizes! October is a time when we form habits, including how we get around, as we get back into fall routines. Due to the pandemic, Manitobans have experienced disruption to their regular routines, so now is the perfect time to try something new! Who/Where: All Manitobans What: Take the Just One Trip <https://greenactioncentre.ca/justonetrip/> pledge When: Take the pledge today. The challenge takes place throughout October (or GoTober!) Why: Transportation is the number one source of GHG emissions in Manitoba. Driving alone is expensive (according to Stats Canada, the average Canadian spends $8,000 to $12,000 a year to commute via personal vehicle, almost 20% of consumption <https://www150.statcan.gc.ca/n1/daily-quotidien/181212/dq181212a-eng.htm>). Workplaces with sustainable transportation programs <https://greenactioncentre.ca/wco-resources/> see a reduction in absenteeism and gain better health outcomes for employees. GoManitoba GoManitoba is a free commuting tool for all Manitobans. The tool matches users together to find carpool partners, transit, biking and walking routes, and mentors for those taking the bus or cycling for the first time. - 30 - For media inquiries about GoTober and the Just One Trip pilot program: Mel Marginet, Sustainable Transportation Team Green Action Centre 204-297-0949 or mel(a)greenactioncentre.ca *Mel Marginet* | Workplace Commuter Options <http://greenactioncentre.ca/>Green Action Centre <http://www.greenactioncentre.ca/> <http://greenactioncentre.ca/content/ecocentre-directions-and-travel-options/> 3rd floor, 303 Portage Ave | (204) 925-3777 x112 | Find us here <http://greenactioncentre.ca/content/ecocentre-directions-and-travel-options/> **Note: I work two days a week at Green Action Centre and it may take a few * *days to respond to you. * *We are located on Treaty 1 Territory and the homeland of the Métis Nation. The water we drink comes from Shoal Lake First Nation. * 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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City of Winnipeg Bike Maps Now Available
by Beth McKechnie 22 Sep '21

22 Sep '21

---------- Forwarded message --------- From: Dickson, Erik <EDickson(a)winnipeg.ca> Date: Wed, Sep 22, 2021 at 9:34 AM Subject: City of Winnipeg Bike Maps Now Available To: Dickson, Erik <EDickson(a)winnipeg.ca> Good morning! My name is Erik Dickson. I am the Livable Streets Specialist at the City of Winnipeg. I work in the Active Transportation Branch at Public Works. The City has recently released an updated Bike Map (Version 7). Please see the news release here as well as links to the online PDF version of the map: https://winnipeg.ca/ourstories/2021/210910.stm Print maps are now available in both English and French and are free. In the past the City has greatly valued the partnership with local community bike shops and advocates to assist in delivery of Bike Maps to the general public. If you are interested in obtaining Bike Maps to hand out to customers/clients/supporters/etc., please let me know how many maps of each language you require and I would be happy to coordinate delivery to you. For reference, if you are asking for a ‘box’ of maps, they come in boxes of 120-130 maps. If you have any questions, please feel free to give me a call or send me an email. Thank you very much for your help in promoting the City of Winnipeg Cycling Network. [image: City of Winnipeg logo] <https://winnipeg.ca/> *Erik Dickson, MCIP, RPP* Livable Streets Specialist *Transportation Division* *Public Works Department* *Mobile: *204-471-1834 *Email: *edickson(a)winnipeg.ca *Website: *winnipeg.ca *Address: *101-1155 Pacific Avenue, Winnipeg, MB R3E 3P1 *Connect with us:* [image: Facebook] <https://www.facebook.com/cityofwinnipeg> [image: Twitter] <https://twitter.com/cityofwinnipeg> *Confidentiality Notice:** The information contained in this message is intended solely for the person or entity to which it is addressed and may contain confidential and/or privileged information. Any use, dissemination, distribution, copying or disclosure of this message and attachments, in whole or in part, by anyone other than the intended recipient is strictly prohibited. If you have received this message in error, please notify the sender and permanently delete the complete message and any attachments. Thank you.*

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Updated cycling map now available to help you plan your next route
by Beth McKechnie 13 Sep '21

13 Sep '21

https://www.winnipeg.ca/ourstories/2021/210910.stm

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WFP: City considers test of reduced-speed neighbourhoods (Sep10'21)
by Beth McKechnie 11 Sep '21

11 Sep '21

City considers test of reduced-speed neighbourhoods https://www.winnipegfreepress.com/local/city-considers-test-of-reduced-spee… WINNIPEG has 30 km/h zones and streets, but that reduced speed could soon apply to entire neighbourhoods. City bureaucrats have recommended some communities switch to the lower speed limit in a new pilot project. Council had directed city staff to look into making 15 roads — one in each ward — 30 km/h zones. A new report from the public service suggests implementing the change in entire neighbourhoods instead. “With 30-kilometre zones surrounded by 50-kilometre zones or even higher speeds... (drivers) will avoid those streets and go to other streets that might not have been designed for that level of traffic,” said Coun. Matt Allard, council’s public works chairman. That’s one of the reasons the change has been suggested, he said. “With a neighbourhood-based approach, you wouldn’t get that problem because everyone in the neighbourhood would be going (30 km/h).” Allard believed four neighbourhoods would be affected, but city staff hadn’t named specific communities. A downside to the proposed change is the amount of signage, Allard said. “If you wanted to reduce the speed from the default 50, you’d have to put up a sign at every block,” he said. “That’s quite costly.” Council has asked the province to approve boundary signage, where speed limit signs would be erected at community entry points instead of on each street, but there has been no response, Allard said. The city turned four neighbourhood greenways into 30 km/h zones as part of its pilot project in July. Machray Avenue, Powers Street, Eugenie Street and Warsaw Avenue are affected. The city’s public works committee will debate the issue on Wednesday. Coun. Shawn Nason (Transcona) wants to see a city-wide approach or nothing at all. “I think we’re making streets less safe, because people are going to be trying to figure out, ‘Am I in a 30 zone? Forty zone?’” he said. Fifty-kilometre zones are unsafe on roads with no sidewalk, he noted. “We need to work with the province and determine if this is going to be a citywide mandate,” he said. “These block pilots that (have) been proposed are just a slippery way to try to mandate it in... without proper education and training.” Todd Dube, leader of traffic advocacy group Wise Up Winnipeg, said the slower speed areas aren’t “necessary or effective.” “The rhetoric of ‘slow down and save the kids’ really is simply the front line of what becomes an abusive enforcement revenue program, as we’ve seen in the City of Winnipeg for decades,” Dube said. City staff has also suggested erecting speed-reader boards at the 10 photo-enforced locations that have the highest number of infractions. The boards show motorists’ speeds on an LED screen. The city is borrowing four boards from Manitoba Public Insurance for three years and will install them this fall. Grant Avenue, west of Thurso Street, topped the list for number of infractions in 2020, with 11,654 tickets. Eastbound Talbot Avenue, near Watt Street, was second with 4,816 tickets issued. “Speed boards are extremely effective,” Dube said. Each one costs about $5,000, plus $1,000 in annual maintenance and operating fees, the city report says. Installation adds another $1,300 to $10,000, depending on the post used and placement. gabrielle.piche(a)freepress.mb.ca

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WFP Editorial: Reduced speeds create more time to think (Sep6'21)
by Beth McKechnie 11 Sep '21

11 Sep '21

Reduced speeds create more time to think https://www.winnipegfreepress.com/opinion/editorials/reduced-speeds-create-… WHETHER 30 km/h is fast or slow depends on an individual’s mode of transportation. Most of us who are not named Andre De Grasse can’t run that fast for a sustained period. Cyclists can maintain a speed of 30 km/h if the rider is in good physical condition. Motorized vehicles can easily go 30 km/h: in fact, the problem in Winnipeg is getting vehicles to go so slow. Like it or not — many vehicle drivers emphatically do not — a speed limit of 30 km/h is becoming more common on the streets of Winnipeg. A one-year pilot project began July 26 on four city streets, dropping the limit from 50 km/h to 30 km/h and adding speed humps to give forgetful drivers a jarring reminder of the slow-down zones. Also, the 30 km/h limit at school zones throughout the city resumed on Wednesday in preparation for the upcoming home-school-home migration of children who sometimes forget to look both ways before they cross. Drivers can fume that 30 km/h is frustratingly sluggish, in light of the considerable horsepower they are able to employ with a tap of their accelerator foot. Some also allege the low limits are less about safety and more about a cash grab accessed through speeding tickets issued by the city. Such laments are largely in vain, however, and certainly can’t be heard by the technological photo-radar devices that monitor school zones and issue tickets under the Highway Traffic Act, typically $250 for the owner of a vehicle caught doing 50 km/h. If receiving the fine notices in the mail irritates drivers to a degree sufficient to prompt them to express their disdain for 30-km/h zones to their city councillors or the Winnipeg Police Service, they certainly have every right to complain. But again, they’re likely wasting their breath. Winnipeg’s elected representatives and city planners are all-in committed to a traffic program called Towards Zero, which has been adopted by other cities including Edmonton with considerable success at making roads safer. The goal, sometimes stated as “no loss of life is acceptable,” is to eliminate all injuries and fatalities on Winnipeg roads, a philosophy that will help guide the new Transportation Master Plan the city is developing over the next three years. Another embodiment of the safe-roads philosophy that now dominates city-hall traffic planning is the temporary Open Streets project that closed portions of 14 streets to vehicle traffic, giving the open pavement to cyclists. While drivers can grumble when their route is diverted several blocks by a section of Open Streets, or sigh with frustration when they get a ticket for driving more than 30 km/h in reduced speed areas, no one can argue with the motivation of the city to make streets safer for pedestrians and cyclists. Manitoba Public Insurance statistics show that between 2012 and 2019, an average of 260 pedestrians and cyclists were injured or killed annually in vehicle accidents in Manitoba. Perhaps those statistics will be helpful to consider for drivers who, when their progress is slowed to 30 km/h, will find themselves with more time to ponder such matters. If the annual traffic toll of 260 pedestrians and cyclists were allowed to continue unabated, the victims could someday include a family member or friend of any of us. Such an outlook makes it easier to drive as if the child crossing at the upcoming school zone is one of our own.

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WFP - Mixed response to city road slowdown
by Patman, David 31 Aug '21

31 Aug '21

Mixed response to city road slowdown By: Joyanne Pursaga Posted: 4:00 AM CDT Tuesday, Aug. 31, 2021 AMID a persistent lobby to slow down traffic on residential streets, some Winnipeggers are now living on routes with reduced speed limits. And about one month into a one-year pilot project that will test 30-kilometre-per-hour speed zones on four routes which previously had 50 km/h limits, they're sharing a mixed response to the changes. One resident would prefer the pilot project end now, arguing tax dollars would be better spent on fixing potholes. "We've got roads we can't drive on and we're spending money on (this)... It's just a gross waste of taxpayers' money, period," said Rick Farley, a Machray Avenue resident. While supporters of reduced speed limits have long argued the change would make streets safer for vehicles, cyclists and pedestrians, Farley said he's seen very few cyclists and pedestrians on his slowed-down block. The city says the 30 km/h speed limits were implemented July 26 on Machray (from Fife to Main streets), Powers Street (from Dufferin to Partridge avenues), Eugenie Street (from St. Mary's Road to Youville Street), and Warsaw Avenue (from Thurso Street to Pembina Highway.) At all four sites, the city has installed new speed signs and speed humps that aim to slow down vehicles. Multiple residents of those streets told the Free Press they welcome the lower speed limit itself. "I love it... Since the 30 (km/h maximum speed) has been posted, (drivers) don't fly down the street anymore," said Warsaw resident Burton Perry. Prior to the speed reduction, Perry said Warsaw attracted many commuters seeking to avoid busier routes, a shortcut he thinks the slower speed limit now deters. However, both Perry and Eugenie Street resident Geoff Ford fear the large speed humps on their streets could create new safety risks. Ford said he fears the raised surface could make speeding cars more likely to lose control and crash into parked vehicles. "I don't have a problem with a slower speed in residential areas... It's just that speed hump. When some yahoo in the wintertime who's not (using) winter tires is going too fast because they're late (that could prove dangerous)," said Ford. Warsaw resident Phil Koch is concerned the humps could hinder cyclist travel. "I'm in favour (of the limit) but I think... they should have made the speed humps so that bikes can navigate without hitting (them)," said Koch. Warsaw resident Dan Rogers, who relies on cycling as his exclusive mode of transportation, shared only positive views of the reduced speed. "It just makes (cyclists) feel safe. I think just, in general, the calming of the streets in the neighbourhoods is just very welcome," said Rogers. Coun. Ross Eadie, whose ward includes the Machray and Powers trial routes, said he has received a few complaints about the speed humps. While Eadie expects the current routes may require some tweaks, he supports the trial as a way to add safe cycling options in his area. "I thought, let's try to provide a decent space, a safe route for the community," the Mynarski councillor said. Matt Allard, whose St. Boniface ward contains Eugenie Street, said the pilot is triggering a mixed response from residents so far, though feedback is just beginning to come in. "Generally, commuters are more opposed to reductions in speeds (than residents of the street)," said Allard. He and other councillors noted the speed reduction pilot project followed repeated demands from cyclists, safety advocates and other groups to permanently set lower speed limits on residential streets. "I've never seen such an outcry (before), (such) a demand for slower vehicle speeds on residential streets," said Coun. Janice Lukes, who also supports the project. Lukes said city council should acknowledge a growing demand to use residential roads for recreation. She believes slower speed limits would make them easier to play on. "Slowing traffic down on residential streets improves the quality of life in neighbourhoods," said Lukes. The city's corporate communications department said resident feedback and traffic data gathered from the sites won't be shared until after the one-year pilot project ends. A public report on the trial is expected sometime in Fall 2022. joyanne.pursaga(a)freepress.mb.ca Twitter: @joyanne_pursaga

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Paris introduces city-wide 30 km/h speed limit
by Beth McKechnie 31 Aug '21

31 Aug '21

Paris introduces city-wide 30 km/h speed limit The French capital has lowered the speed limit for drivers on most streets in a bid to curb the number of cars in the city, reducing noise and fighting climate change. The speed limit is one of the campaign promises made by the city's socialist mayor, Anne Hidalgo <https://www.dw.com/en/france-paris-mayor-wins-reelection-macron-dealt-blow-…>, before last year's local elections. Hidalgo has also expanded cycling lanes in the city, and is pushing ahead with plans to remove 60,000 of the city's roughly 140,000 street-level parking spaces. *Full story*: https://www.dw.com/en/paris-introduces-citywide-30-kmh-speed-limit/a-590253…

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WFP The Herald: Cycling series highlights climate emergency, lack of infrastructure (Aug25'21)
by Beth McKechnie 25 Aug '21

25 Aug '21

Winnipeggers bike for the future Cycling series highlights climate emergency, lack of infrastructure BY SYDNEY HILDEBRANDT STAFF REPORTER ELMWOOD In light of the climate emergency and the need for improvements to local active transportation infrastructure, a group of Winnipeggers are cycling across the city this summer and fall. The first Bike for the Future event, organized by Bike Winnipeg, took place Aug. 15 and began at Norquay Community Centre in North Point Douglas. A squad of cyclists spent the afternoon traversing North End streets. “We’ve organized this ride to encourage the (City of Winnipeg) to invest more money in active transportation infrastructure, and to work on lowering speed limits to make riding in our residential neighbourhoods more comfortable for people of all ages and abilities,” organizer Ian Walker said. “I’ve been an advocate with Bike Winnipeg for about a decade, and the city’s done some really good work over the years investing in separated infrastructure and creating these open streets and lowering speed limits.” However, there’s still room for improvement, Walker said. In some areas the lack of infrastructure forces cyclists onto sidewalks — which could result in a fine — or into dangerous situations on the roads. Winnipeg police issued 87 tickets to cyclists riding on the sidewalk in 2020 — more than double the 43 tickets issued in 2019, as reported last month by the Winnipeg Free Press. This year, police have handed out around 38 tickets, each $113. Walker, a St. Boniface resident, said he himself has never been ticketed or hit by a car while cycling. “I’ve noticed that a lot of the tickets that are being given out are in the north end of the city,” he said. “It’s really unfair, because there aren’t any good alternatives for folks that are using the sidewalk. People naturally want to go to the sidewalk because being on a road with fast moving cars is uncomfortable. I’ve been riding a bike for decades and I still don’t like riding in traffic, especially with my kids. It’s bananas.” Ashley Challinor and Will Prosper recently moved from Toronto to the Broadway-Assiniboine neighbourhood. Challinor is an “avid cyclist” while Prosper just adopted the mode of transportation after moving to Winnipeg. “I felt a little bit more safe here than I did back home,” Prosper admitted. “Winnipeg actually has a fair amount of pretty good cycling infrastructure,” Challinor said. “Its problem is connection. So there’s little bits here and there, but there isn’t one big connected network. And that really makes it hard to commute on a bicycle, or to go run errands on a bicycle … Toronto’s a bit better about those direct connections, but it also has a lot of room for improvement, too.” Winnipeg is currently working on a number of active transportation connectivity projects, including the North Winnipeg Parkway. The new corridor will connect The Forks to Chief Peguis Trail with a path along the Red River, through Point Douglas and segments of St. John’s and Seven Oaks. Phase 1 began last month. The final phase is scheduled for mid-2022. Elmwood resident Emma Durand-Wood said active transportation infrastructure is an important component to climate justice, which is why she decided to participate in Bike for the Future. “I think this summer has really kind of hit home that climate change is actually upon us. And I already am someone who bikes a lot for transportation, so it’s really made me think a lot about (how) we need to be acting right now … to make biking more safe and appealing and an attractive option, a real option.” Follow Bike Winnipeg on social media for updates on the Bike for the Future ride series.

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WFP: Boulevard, greenway could be renamed by end of year (Aug22'21)
by Beth McKechnie 22 Aug '21

22 Aug '21

Boulevard, greenway could be renamed by end of year https://www.winnipegfreepress.com/local/boulevard-greenway-could-be-renamed… BISHOP Grandin Boulevard and the greenway that runs parallel to it — both of which are named after an architect of the residential school system — could have new titles before the end of the year. The volunteer board that oversees the greenway’s operations issued a notice this week to inform community members of its ongoing support for the City of Winnipeg’s efforts to explore cutting ties with Bishop Vital-Justin Grandin (1829-1902) as a namesake for local landmarks. The board indicated renaming consultations are underway and it anticipates a report with a recommendation on the subject will be brought forward to city council this fall. “I don’t want people to think we’re sitting on our hands and letting this fall by the wayside,” said Derick Young, president of Bishop Grandin Greenway Inc. “There is a great deal of concern among some people in the community about the name and I think most people, not just in St. Vital, recognize that we need to deal with, as a country, our history of the residential schools and the legacy of people who were involved.” The Truth and Reconciliation Commission concluded that Grandin, a Roman Catholic priest, “led the campaign for residential schooling.” The commission’s final report outlines in detail Grandin’s idea to create boarding schools that would convert Indigenous children into Christians and his success in securing federal funding to make his pitch a reality. The bishop once wrote, “To become civilized they should be taken with the consent of their parents and made to lead a life different from their parents and cause them to forget the customs, habits and language of their ancestors.” Not long after the remains of 215 children were found in unmarked graves near a residential school site in Kamloops, outrage about the senseless death, abuse and intergenerational trauma caused by Grandin’s beliefs prompted demands to rename local landmarks. First Nations leaders and concerned citizens have spoken out in favour of removing his name from the boulevard and greenway in south Winnipeg. Others, however, want to leave the existing signage up and add markers that acknowledge his role in setting up the assimilative school system. A Probe Research poll conducted in the spring found 55 per cent of Winnipeggers are in favour of renaming the boulevard because of Grandin’s role in the residential school system. The survey, which took place June 2-11 with a random and representative sampling size of 600 adults, found 28 per cent of respondents were in favour of keeping the road’s name and educating the public on Grandin. A total of 17 per cent of those surveyed indicated they wanted to keep the name as is. Young said it’s likely new names will be chosen in the coming weeks — an announcement he expects will be met with enthusiasm by road and path users; the greenway, which includes community gardens and trails, is accessed by hundreds of people daily in the summer. Once names are approved, there will be discussions about costs related to the logistics of renaming, including updating the title of the greenway board and installing new trailhead signs. maggie.macintosh(a)freepress.mb.ca Twitter: @macintoshmaggie

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E-bikes & Scooters Bird, Ford-owned Spin latest micromobility platforms to integrate with Google Maps - Green Car Congress
by Terry Zdan 18 Aug '21

18 Aug '21

https://www.greencarcongress.com/2021/08/20210818-gmm.html

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Globe editorial on "open streets" in Toronto
by Charles Feaver 10 Aug '21

10 Aug '21

An urbanist view of Toronto's initiatives to designate streets for pedestrians and cyclists instead of cars. https://www.theglobeandmail.com/opinion/editorials/article-toronto-should-be -expanding-activeto-not-cutting-it-back/ When Rob Ford was mayor of Toronto, he mastered the low art of the catchphrase. Stopping "the gravy train" played to the idea that city government was all bloat, all the time. "Subways, subways, subways" was a promise of more expensive underground transit, rather than less-costly, on-road light rail, in low-density Scarborough. None of this was rooted in reality or good public policy, but that wasn't the point - stirring up resentment among suburban voters was the point. By that measure, Mr. Ford's most resonant slogan was his claim that the city had declared a "war on the car." Streetcars and (a very few) bike lanes were making the city impassable for humble drivers, he claimed. (The mayor got around in a black Cadillac Escalade.) This mantra was no truer than his other mantras, but it stuck in the urban hive mind. The chaotic Ford years can seem like a distant memory for Canada's largest city - now run by the conservatively progressive John Tory - but their spirit has never really gone away. Rob's brother Doug is, of course, Premier. His nephew, Michael, occupies the family seat on city council, representing Etobicoke North. And road rage still fuels Toronto politics. Consider Michael Ford's latest campaign to end one of the best things to happen in the city during the pandemic. Last summer, a program called ActiveTO removed cars from a few major roads on weekends, including parts of the pseudo-highway Lake Shore Boulevard, to allow people more space to bike, walk and get outside. The city resumed the program this summer - grudgingly, with fewer, shorter and less frequent closings. The concept, even in its truncated form, attracts tens of thousands of cyclists and pedestrians to its most popular routes. Yes, it can slow drive times on some adjacent streets - as do the scores of restaurant patios that have taken over chunks of road across the city - but that's a small price for briefly making Toronto feel like something more than a grid of commuter arteries. Enter Councillor Ford. He wants to end ActiveTO's road closings, which he says are creating a "mass amount of congestion" for drivers. The young dynast hasn't revived his late uncle's "war on the car" trope and sounds pleasant and reasonable in interviews. But he is every bit as wrong when he places the convenience of motorists above the interests of other city residents, and the needs of people passing through a neighbourhood over those actually living there. Let's review the arguments. Mr. Ford is right that some ActiveTO road closures have increased congestion. City figures point to longer travel times on the Gardiner Expressway during some weekends when Lake Shore West was closed. Even if drivers themselves have some responsibility here - ActiveTO has been a fact for two summers running; pick another route! - of course being stuck in traffic is annoying. Far less persuasive is the notion that cyclists have other options. Mr. Ford suggests they try the waterfront Martin Goodman Trail, as though it wasn't already so crowded as to be the site of narrowly averted Tour de France-style pile-ups every weekend from May to October. The pandemic has revealed the pent-up desire for places to stroll and pedal, in a city centre with few green spaces, and little room for modes of transport that aren't motorized. The city says that 34,000 cyclists and 5,000 pedestrians used Lake Shore West on one day in May when it was closed to car traffic. That's more than the number of cars and trucks using it on the average weekend day. The difference is, when cyclists feel congested or unsafe by a lack of road space, they stay home - or they drive. Cycling congestion is thousands of people invisibly at home or behind the wheel, not cycling. By taking a small amount of road space from cars, a few days a month, ActiveTO has shown that Toronto has been in the throes of a silent, years-long cycling traffic jam. Where the campaign against ActiveTO really founders, though, is on philosophical ground. Mr. Ford believes saving a few minutes of drive-time for a few thousand drivers is worth depriving the city of new, much-needed space for safe recreation. But the places where we live are more than just spaces to drive through. If you wanted to boil the issue down to a Fordian slogan, urbanists have one ready-made: "Cities are for people."

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WFP Editorial: City should focus on cycling infrastructure (Jul30'21)
by Beth McKechnie 30 Jul '21

30 Jul '21

City should focus on cycling infrastructure https://www.winnipegfreepress.com/opinion/editorials/city-should-focus-on-c… DURING the pandemic, many Winnipeggers decided — to borrow a line from the legendary rock group Queen — to get on their bikes and ride. Cycling was a way to get some exercise at a time when gyms were closed, a head-clearing activity to alleviate stress, and an opportunity to commune with nature after months of being cooped up at home. Winnipeg’s Open Streets pilot project, which was unrolled in 2020 and saw the expansion of the city’s annual Sunday and holiday bike routes, got even more people out on two wheels, in large part because they felt safe to do so. Alas, with this bicycling boom has come an increase in tickets being handed out to cyclists riding on the sidewalk. Winnipeg police issued 87 tickets in 2020, compared with 43 in 2019. So far, police have handed out 38 tickets in 2021. The fine for riding on the sidewalk is $113. Instead of focusing on ticketing cyclists using sidewalks, Winnipeg might be better served by prioritizing safe and accessible biking infrastructure — especially in areas of the city where there is none, and areas in which sidewalk riders are disproportionately ticketed. We don’t really know where to put people on bicycles in this city. Cyclists are not motorists, nor are they pedestrians. And yet, in many areas of the city, if they aren’t sharing the road with one, they are sharing the sidewalk with the other. Winnipeg’s biking infrastructure has slowly improved over the past decade with the arrival of dedicated off-street bike paths as well as protected, buffered and painted on-street bike lanes. But that mix of infrastructure is mostly linked together in a city-wide network by so-called “informal on-street routes,” which are just streets deemed to be low or medium stress for cyclists. On Winnipeg’s Cycling Map, areas of caution are circled in red. As you might expect, many of these are intersections. In many neighbourhoods, especially those in the northern parts of the city, informal on-street routes are largely the only biking infrastructure that exists. That means riding one’s bike in many places in the city — especially if one is a commuter cyclist — inevitably means riding with traffic, often moving at high speed. On busy stretches where bikes are frequently crowded out by cars or near-constant construction, the safer choice is clear. According to Statistics Canada and data from the Canadian Vital Statistics: Death Database, 890 cyclists died in Canada between 2006 and 2017, for an average of 74 deaths per year. Seventy-three per cent of these deaths were the result of a collision with a motor vehicle. Pedestrians are also killed by motor vehicles in Canada; 332 in 2018. Pedestrians have been killed by cyclists travelling at high speed in other places, too, though those incidents are decidedly more rare. The bottom line is that everyone needs to slow down; everyone needs to follow the rules of the road. Mixed-use pathways are frequently shared by pedestrians and cyclists, who should practice proper etiquette by announcing their presence with a bell or a simple “on your left.” Cyclists need to follow the rules of traffic, and motorists need to realize bikes have the right to be on the road. The increased interest in cycling shows there’s an appetite for safe, equitable and accessible biking infrastructure in this city. Until everyone can stay in their dedicated lane, we need to find a way to share without being punished.

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Sympathy Doesn’t Do a Damn Thing
by Beth McKechnie 29 Jul '21

29 Jul '21

In part 1 of a special 2-episode series focused on the lived experiences of people with disabilities, Zack Hurtz, Micah Lusignan, Krystal Monteros, and Tanisha Sepulveda share their everyday mobility challenges and what they believe is needed for equitable access to mobility for all. https://transloc.com/the-movement-podcast/sympathy-doesnt-do-a-damn-thing/ -- Beth McKechnie (she/her) *| *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 located on the ancestral lands of the Anishinaabeg, Ininew, Anishininiwag, Dakota, and Dene Peoples, and the homeland of* *the Métis Nation. We acknowledge that our water is sourced from Shoal Lake 40 First Nation and that our hydro is sourced from numerous First Nations here in Manitoba**. * 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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Government of Canada announces the country’s first-ever federal strategy and fund dedicated to building active transportation trails and pathways
by Beth McKechnie 28 Jul '21

28 Jul '21

Government of Canada announces the country’s first-ever federal strategy and fund dedicated to building active transportation trails and pathways https://www.canada.ca/en/office-infrastructure/news/2021/07/government-of-c… The Active Transportation Fund will invest $400 million over five years to help build new and expanded networks of pathways, bike lanes, trails and pedestrian bridges and undertake planning studies. This new Fund is part of an eight-year, $14.9-billion public transit investment to support communities as they build vibrant neighbourhoods where people can safely live, work, and play. Eligible recipients for the Active Transportation Fund are municipal, local, and regional governments, provincial and territorial governments, public sector bodies, not-for-profit organizations and various Indigenous Governing Bodies. More information about the Active Transportation Fund, details on eligibility, and how to apply may be found on the Infrastructure Canada website. <https://www.infrastructure.gc.ca/trans/active-actif-eng.html>

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The Metro: Campaign aims to drop speed limit to 30 km/hr in Bruce Park (Jul28'21)
by Beth McKechnie 28 Jul '21

28 Jul '21

Movement to calm traffic picks up https://www.winnipegfreepress.com/our-communities/metro/Movement-to-calm-tr… When the pandemic struck, Bourkevale Community Centre organizers decided to pivot their efforts to create a safe and active neighbourhood outside of the building’s four walls, said board president Daevid Ramey. To make this happen, Ramey helped launch Bourkevale 30, a grassroots campaign to drop the area’s speed limit to 30 km/hr. Bourkevale 30 officially kicked off on July 18. “This is a perfect opportunity to engage an entire community and get it done,” Ramey said. “We really want to develop a groundswell of support.” Many studies have reported that pedestrians have a significantly higher rate of survival if struck by a vehicle travelling 30 km/hr rather than 50 km/hr, he explained. “If you create space for folks just to wander around and feel safe from vehicles, they’ll come out and use that space in a really great way,” Ramey said. There are no main through-roads in the Bruce Park neighbourhood, Ramey explained. It’s bookended to the west by George Waters Middle School and Bourkevale Park and Assiniboine Children’s Centre and Jae Eadie Park to the east. The Assiniboine River caps the area to the south and Portage Ave. does the same to the north. “We thought we could make this one of the most livable communities in the city by just getting the speed limit lowered to ensure everyone felt comfortable and our streets were safe and accessible,” Ramey said. Some residents have taken to walking down back alleys to avoid walking where cars often reach the speed limit, he said. With a newly printed set of campaign signs in hand, Ramey and his family set out on a recent muggy July evening to drop them off to fellow Bourkevale 30 supporters. The first stop was the home of Robert Froese, who’s lived down the street from Bourkevale Community Centre for six years. Froese often rides his bike straight out of his garage to the trail systems bisecting the area. As an avid cyclist and self-described tree-hugger, Froese noted the area’s high level of active transportation. “Nobody coming by any of these streets is here for any other purpose than (to go to) a destination within this area. They’re either going to their home or their friends or their neighbours or the community centre,” he said. The city has designated the stretch of Assiniboine Avenue that runs through Bruce Park as a weekend and holiday bike route. Here, vehicle traffic is limited to one block from 7 a.m. to 9 p.m. Assiniboine Avenue, like a handful of other streets in the neighbourhood, doesn’t have sidewalks, forcing pedestrians, cyclists and drivers to share the road. “You’ve got seniors with walkers, people walking their dogs and entertaining their children ... you get a car coming by here at 50 km/hr, that’s a death trap, there’s no reason for it,” Froese said. Considering city workers must drop off and pick up the bike route barricades every weekend, Froese figures reducing the speed limit in the entire neighbourhood would save time and money. Those interested in supporting the cause can find more information and a petition at www.mybourkevale.com

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WFP: Sidewalk cyclists face ticketing surge (Jul28'21)
by Beth McKechnie 28 Jul '21

28 Jul '21

Fines disproportionately target certain demographics Sidewalk cyclists face ticketing surge https://www.winnipegfreepress.com/special/coronavirus/number-of-tickets-han… AS the number of cyclists increases on Winnipeg streets, more tickets are being handed out for riding on sidewalks. Winnipeg police handed out more than double the number of tickets to people for riding bikes on the sidewalk last year, issuing 87 in 2020 compared to 43 in 2019, said spokeswoman Const. Dani McKinnon. So far this year, police have handed out 38 tickets, which ding a rider $113. Anders Swanson, cycling advocate and executive director at Winnipeg Trails Association, believes people shouldn’t get fined for such an infraction. “Fundamentally, we should be giving out tickets to anyone who does a road without putting in bike lanes — that’s who should be getting the sidewalk tickets because it’s not the fault of the people who are doing it. The people who are doing it are trying to save lives,” he said. The Winnipeg Trails Association warns people they could be ticketed for taking to the sidewalks on bikes, but Swanson thinks it’s often necessary for them to do so at times because of dangerous stretches or intersections where traffic squeezes out cyclists. “The reality is when you’re giving tickets like that, the message it’s sending is that you should be doing something else, and that something else is usually driving, which is far more dangerous for everybody for all kinds of reasons, whether it’s for health and environment or road violence and trauma. There has to be a better way, because there are places around the world that have figured that out,” Swanson said. Orly Linovski, who researches transportation equity at the University of Manitoba, said there’s another issue: cycling tickets disproportionately target certain demographics. Linovski and other researchers acquired ticketing data through a freedom of information request for the years 2018 through 2020. The data include all cycling tickets, which Linovski has mapped out but has yet to publish. “The vast majority were in probably four or five different census tracts in the downtown core, but also north of it,” she said. Data showed a few hundred cycling tickets in those areas, including downtown and the neighbourhoods bordering Main Street north to Higgins Avenue, she said. Tickets were almost non-existent outside central Winnipeg, with most neighbourhoods registering either zero or one ticket for all three years. “There’s a few reasons for this: there’s no cycling infrastructure in some of those neighbourhoods. You know what Main Street is like. On top of having an underpass, in some places there’s four lanes in each direction of very fast moving traffic. It makes sense that people would cycle on the sidewalks,” she said. Linovski doesn’t believe the frequency of sidewalk cycling is specific to those neighbourhoods. “I think the level of policing in that neighbourhood is higher. You see cyclists on the sidewalk everywhere, but they’re not ticketed,” she said. While the ticketing data didn’t include racial or socioeconomic information, the areas with higher ticket counts generally have populations with lower incomes and higher rates of visible minorities than the rest of the city, Linovski said. When asked for the city’s stance on sidewalk cycling, a spokesman for the public works declined to comment, instead referring the Free Press to the Winnipeg police, who said they were unable to respond before publishing time Tuesday. cody.sellar(a)freepress.mb.ca

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Wales suspends all future roadbuilding
by Beth McKechnie 21 Jul '21

21 Jul '21

Wales Suspends All Future Roadbuilding <https://pedbikeinfo.us15.list-manage.com/track/click?u=7ae385fc8506278c2e45…> (The Guardian) Reports the Welsh government has suspended all future road-building plans as part of plans to reach net zero emissions by 2050. Money saved by not building new roads would be used to improve existing ones, including creating new bus and cycle lanes and infrastructure for sustainable transport.

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WFP Analysis: Reduced speeds won’t expand travel time (Jul17'21)
by Beth McKechnie 17 Jul '21

17 Jul '21

Reduced speeds won’t expand travel time https://www.winnipegfreepress.com/opinion/analysis/reduced-speeds-wont-expa… I DRIVE a car that spends almost all its time on the streets of Winnipeg. Thanks to the vehicle’s trip computer, I know my average speed — 31 kilometres per hour. So, the current debate over lowering speed limits on some city streets comes as a bit of a surprise. There is some opposition as the City of Winnipeg begins a yearlong experiment with reducing the speed limit to 30 km/h from 50 km/h on sections of four local streets. Do opponents of the move realize how fast they really travel? The simple fact is that lowering speed limits to 30 km/h on many residential streets is not going to change how quickly you get around town — and it will save lives in the process. It is well known that the actual speed vehicles travel in an urban area is governed by such factors as traffic volumes, the road system, accidents and construction — and not so much by posted speed limits. A study in New York a few years ago famously found that the average travelling speed of a vehicle in Manhattan was 7.5 km/h, which means you can just about keep up to cars on foot at a brisk walking pace. Winnipeg rarely has gridlocked traffic, but try crossing the city on Route 90 during morning or afternoon rush hours. Sure, the signs say 50 km/h, 70 km/h or even 80 km/h, but try achieving that on Wednesday at 4:30 p.m. I am about as average a motorist as can be, driving to work and other activities over a series of residential streets, neighbourhood collector roads and highways, all within city limits. I rarely venture outside the Perimeter Highway. Over thousands of kilometres every year, the trip computer comes up with the same average of 31 km/h in the stop-and-go traffic I encounter across the city. That’s not going to change if I have to slow down to 30 km/h on some residential streets. In fact, like most drivers, I spend very little time on residential streets and rarely drive the speed limit on them in any event. They are usually the first leg or the last leg of a journey, as they are intended to be. The focus on speed limits shows a lack of knowledge about how fast people really drive, and also about how speed limits fit into the bigger program of road safety. The stated goal of many cities now is to achieve “Vision Zero,” a concept that eliminates traffic fatalities entirely. Lower speed limits play a role in this. But the concept is much broader. Its goal is a safe transportation system in which the needs of street users, vehicles and the transportation network have to be addressed in an integrated manner, through a wide range of interventions. It can involve redesigning roads, redirecting traffic, creating separate routes for pedestrians and cyclists, improved driver training and many other features. The whole system must work together and cannot have elements that are at odds with the bigger picture. That is where lower residential speed limits come in. The design of most residential streets makes them perfectly safe if vehicles travel at 30 km/h. Drivers can stop quickly if, for example, a child runs onto the street. Motorists and cyclists can safely share the road, with lots of time to react, move over and drive around. Speed things up to 50 km/h and the dynamics change. The motorist expects to travel at that speed. The child is in danger. The cyclist and motorist get into conflict because the motorist must slow down or stop to avoid a collision. My River Heights street has speed bumps, stop signs and yield signs, all within a distance of a few hundred metres. The only thing that makes it dangerous is a motorist racing to get up to the 50 km/h speed limit for a few seconds on the oneblock, 400-metre unimpeded stretch in front of my house. A street for vehicles going 50 km/h needs separate lanes for motorists and cyclists, more traffic lights and crosswalks, more safety measures. There are lots of streets like this in Winnipeg, nearby the residential streets, and the speed limits on them are not changing. Neither is the time it is going to take you to get across the city, travelling at the real average speed you go on city streets. *Bob Cox is the publisher of the Winnipeg Free Press*.

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Next national series event - Bike To The Future
by Beth McKechnie 16 Jul '21

16 Jul '21

---------- Forwarded message --------- From: Shaun Loney <info(a)encompass.coop> Date: Fri, Jul 16, 2021 at 1:52 PM The role of bikes in designing cities for people. Getting from here to there. [image: Logo] <https://encompass.us6.list-manage.com/track/click?u=9f8c78844735ab51e913e66…> Upcoming series event:Bike To The FutureRole and impact of bikes in designing cities for people. Thursday July 22nd at 1:00 - 2:30 EDTSeries: What If the Ways We Build Back Better Rewrite the Social Contract? During the pandemic Canadians started biking more than ever, and it became apparent to many people that so far city planning has focused on moving cars around efficiently. As part of a larger discussion on active transit, this week's series seeks to ask “what could the impact be of instead centering our designs on moving people? Specifically, what if biking was fast, easy, safe, and maybe even the most fun way of getting around? What needs to happen to get us from here to there? (pun intended!) Join us with special guest Mel Marginet of the Green Action Centre in Winnipeg, as we continue this generative series about shooting for better than “normal” as we come out of the pandemic. Mel, who is prolific on twitter <https://encompass.us6.list-manage.com/track/click?u=9f8c78844735ab51e913e66…>, is focused on what individuals can do to live sustainably, while also advocating for governments to do their part to make healthy, green choices the most convenient, appealing and affordable for all. We look forward to having her as part of this timely conversation. By re-writing social contract we mean the rules, written and unwritten, that hold society together. Is there a better time than now to question societal norms and assumptions? In the series so far, we’ve explored how everyday people can invest in non-profit real estate through community bonds and we learned about complementary currency. Before we take a break in August, we’ll get together from coast to coast to talk bikes. Encompass Coop and Axiom News invite you to park your bike and jump on Zoom and join a highly participatory conversation….. IF YOU WOULD LIKE TO EXPERIENCE: - Being lit up by new ideas that bring more love, compassion, and kindness into the world. - Aha moments that excite you. - A tangible ways of approaching city design that could: - Increase livability, environmental action, affordability, and maybe our own physical and mental health. - How about some confidence and inspiration? Then this might be the conversation for you! YOU MUST REGISTER <https://encompass.us6.list-manage.com/track/click?u=9f8c78844735ab51e913e66…>TO RECEIVE THE LINK FOR THE CALL. *See you there!* Lucas and Shaun Register at Eventbrite <https://encompass.us6.list-manage.com/track/click?u=9f8c78844735ab51e913e66…> *Copyright (C) 2021 Encompass Co-op. All rights reserved.* You are receiving this email because you opted in via our website. [image: Email Marketing Powered by Mailchimp] <http://www.mailchimp.com/email-referral/?utm_source=freemium_newsletter&utm…>

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WFP: Bike-building event to put discarded rubber back on road (Jul16'21)
by Beth McKechnie 16 Jul '21

16 Jul '21

Bike-building event to put discarded rubber back on road https://www.winnipegfreepress.com/local/bike-building-event-to-put-discarde… IT’S a venture that combines cycling with recycling. Winnipeg Repair Education and Cycling Hub, a non-profit, is set to hold the first of two events that will get more bikes on the road at the very time cycling has experienced a resurgence. At “empty the fill” events (the first one takes place this weekend), volunteers collect discarded bikes from Winnipeg 4R depots and make them roadworthy. They sort, disassemble and reassemble the bikes, deliver them to volunteer builders and shops so they can be donated to people who need a set of wheels. Executive director Kate Sjoberg said the rising popularity of cycling means there’s a greater opportunity to make bicycles and bicycle repairs more accessible to schools, non-profits and the greater community. “Bikes are such a source of joy for so many,” she said. “So, to be able to divert this waste from the landfills and make them really useful to communities that really want them, that’s really exciting.” This weekend’s event involves parts collected at the Brady Landfill recycling depot. To account for COVID-19 safety measures, some volunteers will take the bikes into their own homes to put together. Using this socially distanced system, the charity was able to fix almost 600 bikes last December during its annual Cycle of Giving event. This weekend’s event will gear itself more towards children’s bikes, which will go to schools along with weekly giveaway events in different locations. The shop has added events to its schedules, including pop-up bike repair stands and bike giveaways at pop-up COVID-19 testing sites. WRENCH depends on volunteers, such as longtime core volunteer and bicycle advocate Dave Elmore. Years ago, bicycle parts were wasted, but during his time, Elmore has been able to recycle the parts so they “find their way back into the hands of people who need them,” he said. gillian.brown(a)freepress.mb.ca

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Transit's Rider Happiness Benchmark survey results & webinar
by Beth McKechnie 14 Jul '21

14 Jul '21

Hi everyone, Please see the link below to access a webinar recording below (which I haven't listened to yet) and here's the link to the Rider Happiness report for Canada: https://blog.transitapp.com/wp-content/uploads/2021/05/RHB-Report_CAN.pdf *Note*: This data is from Transit app users and the goal is to get transit agencies to subscribe to the service for reports. Still, it provides some potentially helpful information. cheers, Beth ---------- Forwarded message --------- From: Elizabeth Resta <elizabethresta(a)gmail.com> Fellow transportation enthusiasts, I wanted to share the results of Transit's April 2021 Rider Happiness Benchmark survey. Findings could be helpiness as you're thinking about building out your organization's post-COVID transportation plan. https://blog.transitapp.com/case-study/rider-happiness-benchmarking-survey-… There will be a webinar Thursday, May 27th, 2pm PT if you're interested in diving deeper into the results. There's also a link to the full report. Some takeaways: - Transit riders are incrementally returning and feeling optimistic about riding more. - They’re getting vaccinated at an even higher rate than the general population. - Transit riders' overall satisfaction with their agency has increased since November (but some agencies have risen in the rankings, while others have fallen). Happy reading, Beth --- Beth Resta elizabethresta(a)gmail.com

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Upcoming Webinar on Rails-with-Trails
by Beth McKechnie 13 Jul '21

13 Jul '21

*Webinar Announcement* Upcoming Webinar on Rails-with-Trails *Thursday, August 19, 2021* 1:00 - 2:30 pm Eastern Time Register Here <https://pedbikeinfo.us15.list-manage.com/track/click?u=7ae385fc8506278c2e45…> Many communities across the United States recognize the benefits of developing shared use paths and other trails to make transportation network connections for bicyclists and pedestrians and to increase physical activity and improve health. A new report from the U.S. Department of Transportation, Rails-with-Trails: Best Practices and Lessons Learned <https://pedbikeinfo.us15.list-manage.com/track/click?u=7ae385fc8506278c2e45…>, examines safety, design, and liability issues associated with the development of shared use paths and other trails adjacent to active railroad and transit rights-of-way. It explores lessons learned from the experience of rails-with-trails, and suggests best practices to enhance safety and security for railroads, transit, and trail users. During this webinar, the authors will share findings, recommendations, and lessons learned. Following the presentations, the panelists will respond to questions from webinar participants. Panelists include: - Shari Schaftlein, Director, Office of Human Environment, Federal Highway Administration - Mike Long, Director, Regional Operations, Office of Regional Operations and Outreach, Federal Railroad Administration - Frank Frey, General Engineer, Federal Railroad Administration - Michail Grizkewitsch, Transportation Analyst, Federal Railroad Administration - Jared Fijalkowski, Community Planner, U.S. DOT Volpe National Transportation Systems Center - Kelly Pack, Senior Director of Trail Development, Rails-to-Trails Conservancy - Christopher Douwes, Community Planner, Federal Highway Administration ------------------------------ PBIC offers free, public webinars approximately every month. To register for upcoming webinars and to access archived presentations, please visit www.pedbikeinfo.org/webinars <https://pedbikeinfo.us15.list-manage.com/track/click?u=7ae385fc8506278c2e45…> . Follow the PBIC on Twitter <https://pedbikeinfo.us15.list-manage.com/track/click?u=7ae385fc8506278c2e45…> and Facebook <https://pedbikeinfo.us15.list-manage.com/track/click?u=7ae385fc8506278c2e45…> and join the discussion [image: https://twitter.com/pedbikeinfo?lang=en] <https://pedbikeinfo.us15.list-manage.com/track/click?u=7ae385fc8506278c2e45…> [image: https://www.facebook.com/pedbikeinfo] <https://pedbikeinfo.us15.list-manage.com/track/click?u=7ae385fc8506278c2e45…> [image: http://www.pedbikeinfo.org/index.cfm] <https://pedbikeinfo.us15.list-manage.com/track/click?u=7ae385fc8506278c2e45…> ------------------------------ Since its inception in 1999, PBIC's mission has been to improve the quality of life in communities through the increase of safe walking and bicycling as a viable means of transportation and physical activity. The Pedestrian and Bicycle Information Center is maintained by the University of North Carolina Highway Safety Research Center with funding from the U.S. Department of Transportation Federal Highway Administration and National Highway Traffic Safety Administration. ------------------------------ Pedestrian and Bicycle Information Center 730 Martin Luther King Jr. Blvd, Suite 300 Chapel Hill, NC 27599 Add us to your address book <https://pedbikeinfo.us15.list-manage.com/vcard?u=7ae385fc8506278c2e453ab5d&…> Phone: 1.888.823.3977 Fax: 919.962.8710 www.pedbikeinfo.org <https://pedbikeinfo.us15.list-manage.com/track/click?u=7ae385fc8506278c2e45…> View this email in your browser <https://pedbikeinfo.us15.list-manage.com/track/click?u=7ae385fc8506278c2e45…>

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WFP: City speed pilot project lifts off on select streets (Jul13'21)
by Beth McKechnie 13 Jul '21

13 Jul '21

CITY SPEED PILOT PROJECT LIFTS OFF ON SELECT STREETS TRAFFIC on some Winnipeg roads will soon need to slow down. The City of Winnipeg will reduce the speed limit to 30 km/h from 50 km/h on sections of four local streets known as “neighbourhood greenways,” with the first changes starting Monday. Between July 12 and 23, city crews will install new speed limit signs, speed humps and intersection controls along the routes to support the slower speed limit for a one-year pilot project. The changes will begin this week along Machray Avenue (between Fife and Main streets) and Powers Street (between Dufferin and Partridge avenues). The speed will begin to drop during the week of July 19 on Eugenie Street (from St. Mary’s Road to Youville Street) and Warsaw Avenue (from Thurso Street to Pembina Highway). Once new speed limit signs are posted, they will take effect immediately.

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How to make your bike data count
by Beth McKechnie 07 Jul '21

07 Jul '21

Best-practices for analyzing and applying bike data *Let's talk data: join us for a free webinar* View this email in your browser <https://info.eco-compteur.com/e/685233/lk-about-data-4992738-e-UNIQID/725ry…]> 'How to make your bike data count' *On Tuesday July 20th at 2PM ET, join us for a webinar* For the past few months, we have been running a competition called 'Bikes Count' <https://info.eco-compteur.com/e/685233/-during-bike-month-eco-counter/725s1…> with our partners at The League of American Bicyclists <https://info.eco-compteur.com/e/685233/community/725s3/295005844?h=LgIONFQU…>. This year's winners - Treasure Valley Cycling Alliance and the City of Charlottesville (VA) - are receiving expert data services from us, including data cleaning, analysis and communications. In two weeks from now, on July 20th at 2-30PM ET, join us for a free webinar to hear about those projects and discover actionable best-practices for organizing, analyzing and communicating bike data. Click here to register for the webinar <https://info.eco-compteur.com/e/685233/urrTsvHtcqLa279KkJgFFq8uPEOk9k/725s5…> *About the webinar:* For Bicycle Friendly Communities and bike advocacy groups, the importance of collecting bike data is often well known. From manual counts to surveys, bike parking data to automated counts, bike data is more available than ever. Analyzing, organizing and communicating that data for meaningful change, however, remains challenging and under-discussed. What are the best-practices for collecting, analyzing and communicating bike data? How can advocates get the most out of a little bit of data? How can manual bike counts be leveraged in a community to support change? During this free one-hour webinar, hear from bike data experts and the winners of this year’s Bikes Count data competition on all things bike data. We look forward to seeing you there! [image: Facebook] <https://info.eco-compteur.com/e/685233/EcoCounter-/725s7/295005844?h=LgIONF…> [image: Twitter] <https://info.eco-compteur.com/e/685233/Eco-Counter/725s9/295005844?h=LgIONF…> [image: Website] <https://info.eco-compteur.com/e/685233/2021-07-07/725sc/295005844?h=LgIONFQ…> Copyright © 2021 Eco-Counter. 3981 Saint-Laurent Blvd, Suite 604 | Montreal, QC | H2W 1Y5 Office: 1-514-849-9779 | Toll Free: 1-866-518-4404 This email was sent to <<Adresse e-mail>> *why did I get this?* <https://info.eco-compteur.com/e/685233/e85ca3a9-e-UNIQID-c-b9989169e3/725sf…> unsubscribe from this list <https://info.eco-compteur.com/e/685233/e85ca3a9-e-UNIQID-c-b9989169e3/725sh…> update subscription preferences <https://info.eco-compteur.com/e/685233/e85ca3a9-e-UNIQID-c-b9989169e3/725sk…> Eco-Compteur · 4 Rue Charles Bourseul, Lannion, France · Lannion 22300 · France

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PST eliminated for electric bicycles in BC
by Beth McKechnie 07 Jul '21

07 Jul '21

As the popularity of electric bikes (e-bikes) continues to grow in North America, the B.C. government has eliminated the PST on e-bikes and e-trikes, as announced in Budget 2021. “We have removed the PST on e-bikes to help people save money,” said Selina Robinson, Minister of Finance. “This is just one of the ways our government is encouraging people of all ages to make the switch to an electric-assisted bicycle that will ease commuting pressures and help the environment.” The PST exemption on e-bikes and e-tricycles is a component of building a greener, stronger economy as part of CleanBC. Budget 2021 includes $36 million over the next three years for active transportation infrastructure, such as bike lanes, sidewalks, lighting improvements and multi-use pathways. Read full release <https://news.gov.bc.ca/releases/2021FIN0045-001313>

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When a car improves your life, it’s a public policy failure
by Beth McKechnie 05 Jul '21

05 Jul '21

[excerpted from https://ggwash.org/view/81764/national-links-when-a-car-improves-your-life-… ] *If we had better transit, I wouldn’t need this car*: When buying a car cuts down travel times and opens access to more of a city, that is a failure of planners and leaders who could be making many more people’s lives better by providing more robust active transportation including transit. Baltimore-based writer Dharna Noor laments the improvements to her mobility that purchasing a car during the pandemic created because of poor policy and service. (Dharna Noor | Earther <https://bit.ly/3iWKBkd>) https://gizmodo.com/buying-a-car-improved-my-life-it-shouldnt-have-18471060… <https://gizmodo.com/buying-a-car-improved-my-life-it-shouldnt-have-18471060…>

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WFP: Wellington Crescent bike access to remain unchanged (Jun25'21)
by Beth McKechnie 25 Jun '21

25 Jun '21

Wellington Crescent bike access to remain unchangedCouncil votes 13-1 against curtailing 'open streets' period https://www.winnipegfreepress.com/local/wellinton-crescent-bike-access-to-r… City council has voted to maintain the "open streets" project route on Wellington Crescent that has been the source of debate among neighbourhood residents and street users. Brenlee Carrington Trepel, who gathered 68 pages' worth of letters that supported the route reduction, said more than 100 households wanted it changed. Meanwhile, a petition that called for council to keep Wellington’s daily access in place until November had gathered more than 1,700 online signatures by Thursday night. Just after 9:30 p.m. Thursday, Coun. Matt Allard’s (St. Boniface) call to keep the Wellington Crescent route’s daily status in place until November was approved in a 13-1 vote, which only Coun. Kevin Klein (Charleswood-Tuxedo-Westwood) opposed. Klein said he voted against the motion due to a lack of consultation on the routes. Councillors John Orlikow (River Heights-Fort Garry) and Jason Schreyer (Elmwood-East Kildonan) were absent from the meeting, due to personal matters. The Wellington route is one of 17 street sections where vehicle travel is restricted to one block between 7 a.m. and 9 p.m. to allow more room for cyclists, a follow-up to the 2020 program known as "open streets." Most of this year’s routes operate daily, though a few are already limited to weekends and holidays. During debate prior to the vote, multiple council members urged all road users to share the road respectfully.

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Update on Wellington Cres story
by Patman, David 25 Jun '21

25 Jun '21

Wellinton Crescent bike access to remain unchanged - Winnipeg Free Press<https://www.winnipegfreepress.com/local/wellinton-crescent-bike-access-to-r…> Wellinton Crescent bike access to remain unchanged Council votes 13-1 against curtailing 'open streets' period Posted: 8:47 AM CDT Friday, Jun. 25, 2021 City council has voted to maintain the "open streets" project route on Wellington Crescent that has been the source of debate among neighhbourhood residents and street users. Brenlee Carrington Trepel, who gathered 68 pages' worth of letters that supported the route reduction, said more than 100 households wanted it changed. Meanwhile, a petition that called for council to keep Wellington's daily access in place until November had gathered more than 1,700 online signatures by Thursday night. Just after 9:30 p.m. Thursday, Coun. Matt Allard's (St. Boniface) call to keep the Wellington Crescent route's daily status in place until November was approved in a 13-1 vote, which only Coun. Kevin Klein (Charleswood-Tuxedo-Westwood) opposed. Klein said he voted against the motion due to a lack of consultation on the routes. Councillors John Orlikow (River Heights-Fort Garry) and Jason Schreyer (Elmwood-East Kildonan) were absent from the meeting, due to personal matters. The Wellington route is one of 17 street sections where vehicle travel is restricted to one block between 7 a.m. and 9 p.m. to allow more room for cyclists, a follow-up to the 2020 program known as "open streets." Most of this year's routes operate daily, though a few are already limited to weekends and holidays. During debate prior to the vote, multiple council members urged all road users to share the road respectfully. [City of Winnipeg logo]<https://winnipeg.ca/> David Patman P.Eng Manager - Transportation Transportation Public Works Telephone: 204-986-5895 Mobile: 204-806-6471 Email: dpatman(a)winnipeg.ca<mailto:dpatman@winnipeg.ca> Website: winnipeg.ca<https://winnipeg.ca/> Address: 101-1155 Pacific, Winnipeg, MB R3E 3P1 Connect with us: [Facebook]<https://www.facebook.com/cityofwinnipeg> [Twitter] <https://twitter.com/cityofwinnipeg> Confidentiality Notice: The information contained in this message is intended solely for the person or entity to which it is addressed and may contain confidential and/or privileged information. Any use, dissemination, distribution, copying or disclosure of this message and attachments, in whole or in part, by anyone other than the intended recipient is strictly prohibited. If you have received this message in error, please notify the sender and permanently delete the complete message and any attachments. Thank you.

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WFP: Frustration drives debate over Wellington Crescent closure at city hall (Jun25'21)
by Beth McKechnie 25 Jun '21

25 Jun '21

Frustration drives debate over Wellington Crescent closure Rubber meets road at city hall https://www.winnipegfreepress.com/local/rubber-meets-road-at-city-hall-5747… SOME say it’s a desperately needed active transportation path, while others blame it for triggering conflict between cyclists and drivers. The hotly debated call to reduce access to the enhanced summer cycling route on Wellington Crescent (Academy Road to Guelph Street) sparked plenty of passionate feedback at Thursday’s city council meeting. By 8 p.m., councillors had yet to vote on a motion to reduce the route’s operations to weekends and holidays only, starting Sept. 7, instead of a previous council-approved plan to let seven-daya- week access continue until Nov. 5. Council was expected to vote sometime Thursday night. Sharon Kirk told councillors reducing access to the route would set a bad precedent for other streets in the pilot program. “Removing Wellington Crescent from open streets early… could set a precedent for other open streets to be taken off as well,” said Kirk. The Wellington route is one of 17 street sections where vehicle travel is restricted to one block between 7 a.m. and 9 p.m. to allow more room for cyclists, a follow-up to the 2020 program known as “open streets.” Most of this year’s routes operate daily, though a few are already limited to weekends and holidays. Kirk said the four drivers who live at her Wellington Crescent home have not experienced delays in their commutes since the change took effect. “This fall, when schools open and more cyclists commute to work, it is critical that Wellington Crescent remain closed to vehicles (except for oneblock access) until November for the safety of these community cyclists,” she said. “The ability to exercise (safely) should be considered a human right.” However, several other Wellington Crescent residents said the route has forced vehicle traffic to increase on other nearby routes, made turning onto Academy Road “a nightmare” and added congestion to back lanes. In addition, several residents said some cyclists have lashed out at drivers for using the one-block travel option to reach their homes. “Many individuals apparently feel empowered to be the street police and do not hesitate to lecture, scream, swear, give finger gestures, photograph without consent and physically attempt to block access to our (homes),” said Leah Restall. In one case, Restall said that included a male cyclist who refused to let her pass in her vehicle. She said the cyclist swerved back and forth in front of her car, appeared to photograph or videotape her reaction and then yelled obscenities at her. Brenlee Carrington Trepel, who gathered 68 pages worth of letters that support the route reduction, said more than 100 households want that change. Meanwhile, a petition that calls for council to keep Wellington’s daily access in place until November had gathered more than 1,700 online signatures by Thursday night. Late Thursday afternoon, Coun. Matt Allard shared a motion that would cancel the change, leaving daily access in place. Allard, council’s public works chairman, said he was “optimistic” council would support that. “In terms of public opinion, I think the route is popular and I think, even (with Wellington residents), it’s popular… I’m hoping the program works well and we can make it a permanent addition,” said Allard (St. Boniface). Mayor Brian Bowman previously voted in favour of reducing the route’s operations, along with most members of his executive policy committee. Bowman told media Thursday that many residents weighed in on the topic following that vote. “This is a prime example of where having open, transparent opportunities for Winnipeggers to weigh in on matters that affect them is something that benefits the decision-making at city hall,” he said. Coun. John Orlikow (River Heights-Fort Garry), whose ward includes Wellington Crescent, was absent from Thursday’s council meeting due to a personal matter. joyanne.pursaga(a)freepress.mb.ca Twitter: @joyanne_pursaga

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WFP: Wellington neighbours at odds over open streets initiative (Jun23'21)
by Beth McKechnie 23 Jun '21

23 Jun '21

Wellington neighbours at odds over open streets initiative; issue to go before council Thursday Crescent conflict going to city hall https://www.winnipegfreepress.com/local/crescent-conflict-going-to-city-hal… IT’S a street fight that has pitted Winnipeg’s elites against each other. The tug of war over closing Wellington Crescent to vehicles, so cyclists and pedestrians can use the tony boulevard almost exclusively, is headed toward a showdown at city hall Thursday. A small group of residents rallied Tuesday to show support for current rules that restrict vehicles to one block of travel from 7 a.m. to 9 p.m. daily from Academy Road to Guelph Street. The “Open Streets” program affects several streets across the city that are popular with cyclists and pedestrians and is scheduled to continue till Nov. 5. Organizer Sharon Kirk said the group represented a fraction of overall support to keep the street closed to vehicles, pointing to an online petition she and her husband organized that collected nearly 500 signatures over two days. “I’m a counsellor, so I fully believe having a safe place to exercise enhances the mental well-being of everyone, not just during COVID times, but moving forward,” Kirk said. She said the program improves the neighbourhood’s “community feel.” On the opposite side, a group of residents has submitted letters to city hall asking it to lift restrictions for vehicles on the street. Some argue traffic congestion has moved to nearby Academy Road, while others say people should be allowed to drive down the crescent and look at the landscaped yards. Gail Asper wrote it is “simply unfair to ban all vehicles from having any opportunity to experience Winnipeg’s most beautiful street” and that the prioritized access to cyclists is “discriminating against thousands of Winnipeggers.” Resident Brenlee Carrington-Trepel compiled a 68-page document that includes dozens of letters from residents who complained about the program. That prompted city hall to consider lifting the ban on vehicles on weekdays as of Sept. 7 In an email, Carrington-Trepel said more than 100 residents have contacted her and want “to keep Wellington Crescent part of the Open Streets program as a Sunday and holidays bike route after Sept. 7.” She notes the street had closed on Sundays and holidays “for decades.” She declined to speak further before council votes. Resident Atul Sharma said the letters exaggerate the inconveniences of the program. “I actually resent people speaking for me and saying that these are insurmountable obstacles,” he said. “They’re minor inconveniences.” Sharma has a disability which forces him to use a walker. He said he uses an adaptive bicycle to get exercise. The bike is wider than a regular bike, he said, which makes it difficult to safely coexist on the road with cars. Some of the residents who want the street open said the project discriminates against the disabled, but Sharma disagrees. “This opens the crescent up to them. We see them. We see them in electric wheelchairs, being pushed along by family members, using adaptive vehicles. I think it expands opportunity.” One major concern for resident Jutta Essig is making Winnipeg’s transportation culture safer and environmentally friendly. The mother of three from Germany said she and her family used to bike everywhere in Europe, but when she moved to Winnipeg, she noticed a lack of bicycle infrastructure. When a close friend was hit while biking on Wellington Crescent, her habits changed, she said. “From that moment on we went into North American lifestyle that we use the car for every little commute. It bothered me, but there was no option,” she said. Anders Swanson, executive director of Winnipeg Trails Association, a nonprofit that advocates for sustainable infrastructure, said reopening the street early to motorists would be a step in the wrong direction. “We can’t declare climate emergencies then roll back the simplest thing we’ve done,” he said. “That’s not leadership.” He said “Open Streets” is a “drop in the bucket” in terms of what needs to be done to boost active transportation. He commended residents who showed up on Tuesday, but said the issue affects everyone in Winnipeg. “Access to fresh air is a right,” he said. “The ability to drive is not.” The city conducted a survey about “Open Streets” in November 2020. At the time, 83 per cent of Wellington Crescent residents responded positively to the idea, out of the 48 per cent who answered the survey. Kirk said she believes this poll still represents her neighbourhood. In research conducted for the program in 2020, Wellington Crescent had the most cyclists and pedestrians during two 12-hour periods. The second busiest street was Wolseley Avenue. cody.sellar(a)freepress.mb.ca

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Wellington residents start their own petition to save the Open Street
by Anders Swanson 22 Jun '21

22 Jun '21

View their petition <https://www.change.org/p/mayor-brian-bowman-don-t-exempt-wellington-crescen…>. Background: Yesterday, I learned that residents along Wellington had started a petition of their own to counter the messaging in the media and have their own say. It is intended to reflect the views of the majority of their neighbours who, according to their experience and the data, support open streets and are concerned about the process seems like it would lead to their early closure if a vote is successful at Council this Thursday. Winnipeg Trails' statement is here. <https://www.change.org/p/keep-winnipeg-s-open-streets-open-expand-them-unti…>

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WFP Analysis: Reimagining Wellington Crescent (Jun21'21)
by Beth McKechnie 22 Jun '21

22 Jun '21

Reimagining Wellington Crescent https://www.winnipegfreepress.com/opinion/analysis/reimagining-wellington-c… “WE heard birds” exclaimed Anne Hidalgo, the mayor of Paris, France, in an interview with Time magazine last summer. She was describing her city, all cities, during the first COVID-19 lockdowns, when, with fewer people driving, we were provided a glimpse into what the future of cities could be. She vowed that Paris would not return to a pre-pandemic world, pledging to learn from the devastating challenges of the last year and emerge as a more socially equitable, environmentally sustainable, cleaner, healthier and happier city. The changes that have swept across Paris since have been far-reaching and impactful, driven by a policy framework called the “la ville du quart d’heure,” or the “15-minute city.” The strategy focuses on building more diverse, integrated, and mixed-use neighbourhoods that provide residents access to all of life’s core services and amenities, within a 15-minute walk, bike or transit ride. Designing communities with integrated supports such as shops, restaurants, gyms, groceries, offices, schools and parks is in direct contrast to most modern neighbourhoods, where housing is separated by a vehicle trip from employment, shopping, entertainment and industry. The pandemic has forced many people to work from home and spend more time in their own neighbourhoods. The 15-minute city concept builds on this evolving social and employment landscape, offering an opportunity to improve local economies and deliver lasting health, equity and environmental benefits. In Paris, incentives are being provided to support development of small businesses and community facilities in targeted areas, emphasizing equal access to services, amenities and green space that strengthen neighbourhoods and actively reduce social divides and inequalities. A new policy has been developed to create pockets of “urban forest” and community gardens for local urban agriculture, in school yards, parks, plazas and other public spaces like city-owned surface parking lots. To facilitate more outdoor dining during the pandemic, restaurants and cafés across Paris were allowed to set up temporary outdoor patios in parking spaces on the street. It was recently announced that these patios will be made a permanent fixture in the city. As the pandemic lifts, other neighbourhood businesses such as florists or bookstores will also be invited to apply for summer terraces, turning over large parts of streets to more pedestrian uses. At the centre of the 15-minute city idea is a complete transformation of how people will move around the city. During the pandemic, more than 50 kilometres of new bike lanes, called coronapistes, were built on major streets across Paris, to provide direct access to key destinations that allows the bicycle to become a viable mode of daily transportation. These lanes are now being made permanent, and the government has committed to building another 650 kilometres of new cycleways, with public space and sidewalks that will transform 70 per cent of the city’s on-street car parking into places for people. To provide more public space during the pandemic, the city’s iconic east-west artery, Rue de Rivoli, became an open street to allow socially distanced outdoor activity. This major artery has now been made permanently open, complementing the riverside freeway that once served 40,000 vehicles per day that has now been transformed into a pedestrian promenade. More than one billion euros per year has been pledged for the maintenance and beautification of streets, squares and gardens, including the famous Champs-Élysées, which will see half of its eight vehicle lanes removed with new bike lanes, pocket parks, and public space, being created along its length. As one of the few positive legacies of the pandemic, Winnipeg’s Open Streets are, on a very small scale, reminiscent of what is happening in Paris. We have taken a tiny fraction of Winnipeg’s 7,000 kilometres of street lanes dedicated to vehicles and turned them into large linear parks. You can hear the birds again on Wellington Crescent. As popular as they are, Open Streets face opposition, but closing them doesn’t necessarily mean a return to the past. Paris offers us an important alternative to consider. The goal of its mobility strategies in the 15-minute city has been to connect pedestrians and cyclists safely and conveniently with their day-to-day destinations, by pedestrianizing major streets and building protected bike lanes on direct, heavy traffic, central routes. Wellington Crescent doesn’t have to be an Open Street, but its future can be something more than the high-speed vehicle freeway it once was. It could be reimagined with parking space removed to build bike lanes and sidewalks. Stop signs and raised crosswalks could be added at every intersection to reduce and slow traffic. It could become a vital active transportation connector between Polo Park and Osborne Village, and a slow, safe, park-like street to drive on. Similarly, instead of opening Scotia Street, adding wider sidewalks and protected bike lanes on a major route like Salter Street would provide equitable access to education, employment and recreation for North End residents. Every neighbourhood has main streets with similar opportunities to connect people with the places they want to go, using more diverse, affordable and sustainable modes of transportation. Paris has shown through its 15-minute-city strategy that by focusing on building stronger, more connected neighbourhoods that allow biking, walking and transit to be used as everyday transportation, great change can be realized. It is OK if Open Streets are not Winnipeg’s priority, if new, more impactful ideas replace them. It is impossible to compare any Canadian city to a global capital like Paris, but its desire to use the lessons of the last year to emerge from the pandemic with a new vision of what the future can be, is something that should inspire all cities. *Brent Bellamy is senior design architect for Number Ten Architectural Group.*

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Webinar: Authentic Community Engagement - Best Practices for Equitable Work
by Beth McKechnie 17 Jun '21

17 Jun '21

How to wield your walkable, people-first community advocacy work as a true tool for empowerment Support Walkable Communities <https://r20.rs6.net/tn.jsp?f=0014CmJIQ6i_1yELurQdLLA9bjguVufZzlkTtu4a4qb02S…> <https://r20.rs6.net/tn.jsp?f=0014CmJIQ6i_1yELurQdLLA9bjguVufZzlkTtu4a4qb02S…> <https://r20.rs6.net/tn.jsp?f=0014CmJIQ6i_1yELurQdLLA9bjguVufZzlkTtu4a4qb02S…> Authentic Community Engagement - Best Practices for Equitable Work Wednesday, July 14th at 2:00 PM – 3:00 PM EDT Register Here <https://r20.rs6.net/tn.jsp?f=0014CmJIQ6i_1yELurQdLLA9bjguVufZzlkTtu4a4qb02S…> Join us for presentations and a robust Q & A dialogue with active transportation professionals, nonprofit leaders, and equitable engagement experts around what it means to practice and build authentic community engagement with diverse coalitions as the foundation for driving those vital relationships. Panelists will share their best practices for equitable work in striving for inclusive, accessible, connected, and walkable communities - through the lens of their invaluable learned, professionally practiced and lived experiences. Among the details covered, presenters will lean into the importance of acknowledging past harms and learning how to demonstrate an awareness and distinction of active transportation and walkability work as a true tool for empowerment vs. a weapon of racialized oppression. The presentations/discussion will address the following critical questions: - What are the most universal best practices in achieving equity in our work? - How can advocates, practitioners and leaders center the needs and desires of BIPOC and low-income residents? - How can we achieve buy-in and funding streams from government leaders? - How can we habitually challenge normativity in how we define safe walking, biking, mobility, and access? - Why is it imperative to get out of your demographic bubble? - How can we get overlooked community members involved in government-decision discourse? - What are examples of removing barriers for individuals to experience safe destination-based movement while lowering car dependency? - How can we build trust, empowerment and agency with communities that have been perpetually ignored, harmed, and disinvested in? - What kind of data points, projects, or outreach can provide the most insight for determining connected, safe active transportation routes and services in the given community? Learn More and Register Here <https://r20.rs6.net/tn.jsp?f=0014CmJIQ6i_1yELurQdLLA9bjguVufZzlkTtu4a4qb02S…> Help Us Spread the Word About this Webinar [image: Facebook] ‌ <https://r20.rs6.net/tn.jsp?f=0014CmJIQ6i_1yELurQdLLA9bjguVufZzlkTtu4a4qb02S…> [image: Twitter] ‌ <https://r20.rs6.net/tn.jsp?f=0014CmJIQ6i_1yELurQdLLA9bjguVufZzlkTtu4a4qb02S…> Learn More About Our Presenters John Yi is the Executive Director of Los Angeles Walks. Prior to joining LA Walks in 2019, John was the Advocacy Director for the American Lung Association in California, where he worked on strong tobacco control and air quality policies. At the Lung Association, John also served as a lead organizer by training tobacco control coalitions throughout the state. He helped bring smoke-free ordinances to over a dozen different cities, fighting back against secondhand smoke and Big Tobacco's efforts to target low-income and communities of color. John also served as the interim National Director for Parent Revolution, an education and social justice non-profit. In this role he led parent organizing campaigns in Texas, Oklahoma, Indiana, and Ohio. He received his master's degree at Georgetown University and his bachelor's degree at the University of Michigan. He is a brother of Pi Alpha Phi, speaks Korean and Russian, and loves to cook. Waffiyyah Murray is the Better Bike Share Partnership Program Manager and a Philadelphia native with a love for walking and biking. She has a bachelor’s degree in Psychology from Temple University, and over fourteen years of experience working with different Philadelphia-based non-profit and community organizations. As Education Program Manager for the Bicycle Coalition of Greater Philadelphia, she worked with the City to support its Safe Route to School program, a national initiative promoting safety and physical activity in school age children through walking and biking. Waffiyyah first arrived at oTIS as the Indego Community Coordinator, where she worked to connect communities to Indego programming and resources to ensure equitable access to Indego, the City of Philadelphia’s bike share system. In her current role as the Better Bike Share Partnership Program Manager, Waffiyyah works to address barriers to the use of bikeshare in low income communities and communities of color, and increase equitable access in bikeshare systems nationally. Jeremy Maxand is the Executive Director of the Living Independence Network Corporation, a center for independent living serving 16 counties in southwest Idaho. Jeremy grew up in a small island community in Southeast Alaska and has used a manual wheelchair since 1989. He moved to Idaho in the early nineties to attend Boise State University, where he earned undergraduate degrees in Criminal Justice Administration and Sociology, and a graduate degree is Applied Historical Research. Jeremy holds a certificate from the University of Washington’s Evans School of Public Policy & Governance Nonprofit Executive Leadership Institute, and from the University of Missouri’s College of Human & Environmental Sciences, School of Architectural Studies, ADA Coordinator Training Certification Program. Jeremy has twenty years of nonprofit management experience, and 10 years in executive leadership. Most recently, he was an emergency preparedness program specialist with the Idaho State Independent Living Council, working with local, state, and federal emergency management and public health partners to improve disaster response and recovery for people with disabilities. In Alaska, Jeremy served as an assembly member and mayor of the third geographically largest city by area in the country. Jeremy currently serves on the Valley Regional Transit Regional Advisory Council, the Ada County Highway District ADA Advisory Committee, the Idaho State Independent Living Council, the Idaho State Building Code Board, the Idaho Voluntary Organizations Active in Disaster Board, and is a founding board member of the Idaho Access Project. José Leal (moderator) At MIG, his projects have encompassed everything from complete streets, parks, schools, and recreation facilities. As Director of the Tribal Nation Building Studio, José is responsible for guiding an interdisciplinary studio of designers, planners, engineers, and scientists to provide engagement, planning, and design services to Tribal Nations to support and strengthen tribal community cohesiveness and resilience, self-determination, and sovereignty. His work focuses on the power of inclusive planning and design and cultural relativism to connect people to the spirit of place through storytelling. STAY CONNECTED <https://r20.rs6.net/tn.jsp?f=0014CmJIQ6i_1yELurQdLLA9bjguVufZzlkTtu4a4qb02S…> Donate Today <https://r20.rs6.net/tn.jsp?f=0014CmJIQ6i_1yELurQdLLA9bjguVufZzlkTtu4a4qb02S…> [image: Facebook] ‌ <https://r20.rs6.net/tn.jsp?f=0014CmJIQ6i_1yELurQdLLA9bjguVufZzlkTtu4a4qb02S…> [image: Twitter] ‌ <https://r20.rs6.net/tn.jsp?f=0014CmJIQ6i_1yELurQdLLA9bjguVufZzlkTtu4a4qb02S…> [image: LinkedIn] ‌ <https://r20.rs6.net/tn.jsp?f=0014CmJIQ6i_1yELurQdLLA9bjguVufZzlkTtu4a4qb02S…> [image: Instagram] ‌ <https://r20.rs6.net/tn.jsp?f=0014CmJIQ6i_1yELurQdLLA9bjguVufZzlkTtu4a4qb02S…> America Walks | PO Box 371, Annandale, VA 22003

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WFP: Open-street project promotes accessibility, users say (Jun16'21)
by Beth McKechnie 16 Jun '21

16 Jun '21

Open-street project promotes accessibility, users say https://www.winnipegfreepress.com/local/open-street-project-promotes-access… AT the height of evening rush hour, winding Wellington Crescent is abuzz with all kinds of traffic — even with automobiles limited to one block of travel. Cyclists, joggers, rollerbladers, children on skateboards and scooters, families out for an evening walk with the dog all crowd to the tree-canopied route, taking advantage of the barricaded streets and wide pedestrian boulevard in the warm, sunny afternoon. While most car traffic stuck to the open block, a handful still trekked further, one earning a flash of police lights and a conversation with an officer. Since May, the Winnipeg street has been closed to most vehicle traffic between 7 a.m. and 9 p.m.; cyclists are permitted to use the roads, pedestrians are asked to use walkways, and drivers allowed only to travel a block to and from their homes. Though the policy has drawn ire from Wellington and River Heights residents who feel the “open street” brings more problems than opportunities, others say the program provides more accessible ways to get outside and get active — provided everyone shares the road. In a recent package of submissions to the City of Winnipeg public works committee, some disgruntled residents took issue with the increases in traffic on the alternate route, Academy Road. Some residents noted difficulty turning onto the alternate route during rush hour, “bumper-to-bumper” traffic, or tacking extra minutes onto their commute. Others described frustrating encounters with pedestrians and cyclists aggravated by cars on the road — even while driving just one block to their residences. For Sarah Manteuffel, who lives in the Fort Rouge/River Heights area and uses Wellington Crescent when it’s closed to vehicle traffic, the wide-open road provides a safer place for her to ride. On her day off Monday, Manteuffel went for a leisure ride down Wellington and posted a photo of herself — smiling wide next to road barriers outlining the open street rules — in response to criticism of an initiative she feels “makes Winnipeg great.” “I have dwarfism, so I ride a smaller bike and on the streets don’t usually feel very safe,” Manteuffel said in an interview Tuesday. “Even in a designated bike lane, am I going to be trusted to be seen by large vehicles? I go pretty slow, so even other passing cyclists can sometimes be a hazard.” Brian Szklarczuk, an adaptive cycling advocate who co-owns Wolseley’s upcoming bike shop Prairie Velo, said more inclusive forms of movement (three-wheeled bikes, handcycles) often take up a little more space, but those who use them also want to feel safe and comfortable on the road. “We know we need a little more space in the adaptive world, but we really want to be able to not be on the margins all the time,” he said. “(We want) to be able to use the other areas and just feel normal, just feel like we’re another person riding — and that’s what the open streets have allowed folks to do.” As some area residents argued the streets were inaccessible to those who are not as mobile and unable to travel the street except by car, Manteuffel said she found that perspective “challenging” to hear. “I understand that people may want to participate in driving down the crescent to utilize it but, there are other methods and opening the street allows for a different variety of body types to take advantage of that space,” Manteuffel countered. Szklarczuk agrees, and hopes to see all Winnipeggers mindful of each other’s needs when out on the roads. “If we can have the conversations about true inclusiveness, we can have everyone feel safe on whatever mode of transportation they’re using: cyclists, walkers, folks using mobility devices, power chairs, manual chairs — everything you can think of can co-exist really well. We can also co-exist with vehicles really well if there is a shared responsibility that we are all using the road,” he said. Coun. Matt Allard, public works chairman, said a recent motion to knock Wellington Crescent off the holiday closure list came about in an effort to both satisfy the community’s needs and keep the street program running. After Wellington’s ward councillor, John Orlikow, tabled a motion asking for more flexibility on open street rules, by putting power in the hands of the public works director, Allard feared staff could have the power to nix the program. After talking off-the-record with legal advisors, public works instead motioned to take Wellington Crescent off the list and let the area councillor and the public works team decide how best to proceed. Allard said the intent was not to see Wellington permanently dropped from the list, but rather to empower the local councillor and public works director to add routes in a way that works best for constituents. Internal conversations about Wellington Crescent — and its future use as a Sunday/holiday closure street — are still underway at city hall. “The road belongs to everyone, at the end of the day,” Allard said. “All of our taxes pay for the roads, and they are a public space and meant to be shared.” julia-simone.rutgers(a)freepress.mb.ca Twitter: @jsrutgers

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WFP Editorial: Street strife on Wellington Crescent (Jun16'21)
by Beth McKechnie 16 Jun '21

16 Jun '21

Street strife on Wellington Crescent https://www.winnipegfreepress.com/opinion/editorials/street-strife-on-welli… THE city should pay close attention to the serious concerns raised by some Wellington Crescent residents about the consequences of favouring cyclists and restricting motorists. What the city must ignore, however, is the suggestion by several residents that their high-end addresses entitle them to special treatment. To bestow municipal favours on the basis of property value is a type of classism that has no place in Winnipeg. It would be a logistical nightmare, for example, if city staff had to prioritize posh areas for services such as fire, police and snow-clearing. It would also violate the egalitarian foundation of democracy, where citizens, regardless of address, get equal access to government consideration. That said, it’s equally important not to stoop to negative stereotypes. Many critics in public forums are denouncing the recent feedback on bike routes as the laments of well-to-do Winnipeggers who don’t want their tony street to be sullied by visitors. It’s a pilot project, after all, and feedback is warranted. These Wellington Crescent residents took the opportunity to offer their feedback, plenty of feedback, a prerogative that could be equally exercised by homeowners along any of the other 17 city areas involved in this summer’s Enhanced Summer Bike Routes program, formerly known as Open Streets. Their views were outlined in about three dozen letters, citing problems with the traffic-calming program that restricts motorists to one block of travel between 7 a.m. and 9 p.m. seven days a week. Homeowners wrote about increased trash on the ground, and dog deposits on lawns. Many were also miffed that their alternative driving route, along Academy Road, is now so crowded that traffic is slowed. Alarmingly, several letter writers described conflict. One wrote: “I was threatened, yelled at, and physically blocked by cyclists and pedestrians, on a daily basis, while driving the one block allowed to access my residence.” Another wrote: “When you close the roads, the people that live on the street are treated like trespassers onto their own properties.” While councillors should thoughtfully weigh such concerns, they should ignore an attempt by several letter writers to wield their property taxes as a lobbying weapon. One writer noted: “I pay almost 12K a year in property taxes.” Another wrote: “I hope that with our hefty property tax bill our voices will be heard.” The letters were submitted to the city’s public works committee, which then recommended Wellington Crescent be removed from the open streets list. The recommendation now goes to council’s executive policy committee. Councillors should be wary about granting Wellington Crescent an exemption that could set a precedent and undermine the entire open roads program. Council could be required to grant similar exemption to any street where a few homeowners took the initiative to door-knock neighbours and obtain a petition and letters seeking, like Wellington Crescent, an exemption from open roads. Councillors, and Wellington Crescent residents, should live with the current open-road restrictions until this year’s pilot program ends on Nov. 5. It will then be decided which routes will be included in next season’s open-road program. Wellington Crescent is a beautiful area with well-tended properties, grand homes, lush gardens and flowering trees. It’s to be hoped homeowners fortunate enough to live there can bear with the added cyclists and pedestrians for now, perhaps even considering it a community service that their haven offers visitors a geographical tonic from the stressful grimness of the pandemic.

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Webinar Recording - Improving Traffic Signals for Bicycling and Walking
by Mark Cohoe 15 Jun '21

15 Jun '21

Hi, I had the chance to watch this webinar last week, and found it very interesting and useful. https://www.pedbikeinfo.org/webinars/webinar_details.cfm?id=109 One key part was the need to look at average pedestrian delay when setting phasing for traffic signals. When left out of reports that calculate average delay and levels of service for vehicles, average pedestrian waiting times often end up exceeding 40-50 seconds, or Level of Service F, even though it might actually be pretty easy to greatly reduce the average pedestrian wait times without causing much added delay to vehicles. To prevent this from happening, some cities's have adopted policies that require average pedestrian wait times to be measured in any report that includes intersection level of service for vehicles. Pedestrian Level of Service is then reported based on values in the 2000 edition of the Highway Capacity Manual. Cheers, Mark Cohoe Executive Director Bike Winnipeg t: 204-894-6540 e: mark(a)bikewinnipeg.ca

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Advancing Equity in Transportation Planning webinar
by Beth McKechnie 15 Jun '21

15 Jun '21

---------- Forwarded message --------- From: Winters, Philip <winters(a)cutr.usf.edu> Date: Tue, Jun 15, 2021 at 12:25 PM The next webinar in the 2021 Florida Public Transit Assn, FDOT and CUTR Professional Development Workshop series is “*The Journey Forward: Advancing Equity in Transportation Planning*.” It will be held on Wednesday, June 16, 2021 (10:00-11:30am ET). The webinar is free but pre-registration is required. The webinar will be recorded. *Registration:* https://cutr.adobeconnect.com/pdw-21-advancing-equity/event/registration.ht… *The Journey Forward: Advancing Equity in Transportation Planning* *Moderator:* Stephanie Lewis, CUTR *Presenters:* Tia Boyd, CUTR and Joshua Barber, Hillsborough MPO This session will describe innovative processes, strategies, and tools to integrate equity into transportation planning. We will begin by introducing the Transportation Equity Toolkit – a resource to advance equity in local and regional transportation planning. This toolkit provides agency staff and community members with tools, guidance, and resources to address the transportation needs of traditionally underserved communities and move equity to the forefront of transportation planning practice. The session will then explore how to apply tools such as the Transportation Equity Audit Tool and the Transportation Equity Scorecard Tool to identify the needs of underserved communities and prioritize projects for funding that advance equity. To provide an example of real-world applications of equity-driven practices, Hillsborough MPO staff will discuss their processes and findings from the Title VI and Nondiscrimination Plan update. To meet Title VI and Nondiscrimination Plan requirements, Hillsborough MPO staff have been developing a wide-ranging update that includes a framework for equity for the agency, documenting the history of racism in planning in Hillsborough County, a comprehensive public involvement process with the most underserved communities, and policy and process recommendations for the agency. We will discuss some of the findings from the historical analysis and the feedback from community outreach efforts. The discussion of community feedback will include challenges community members face accessing transportation, housing, planning meetings, and other community elements. Overall, the session will explore: 1. The impetus to investigate historical inequalities and the cumulative impacts of inequitable planning practices, 2. Strategies for more meaningful involvement from diverse communities, including outreach and survey design, and 3. Available tools and resources to identify and address the unique needs of traditionally underserved communities. Registration: https://cutr.adobeconnect.com/pdw-21-advancing-equity/event/registration.ht… A list of all sessions can be found at https://www.cutr.usf.edu/fpta/register.html *PHILIP L. WINTERS, TDM-CP *Director, TDM Program Center for Urban Transportation Research <https://www.cutr.usf.edu/> University of South Florida Tampa Campus 813.974.9811 winters(a)usf.edu [image: logo of Best Workplaces for Commuters] www.bestworkplaces.org Follow us on Facebook <https://www.facebook.com/CUTRUSF/> | Twitter <https://twitter.com/CUTRUSF> | LinkedIn <https://www.linkedin.com/company/27012080/> | Newsletter <https://usf.us15.list-manage.com/subscribe?u=c3b2561719f02cfb61009c74f&id=5…> *Due to Florida’s broad open records law, email to or from university employees is public record, available to the public and the media upon request.*

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Study: An economic analysis of the health-related benefits associated with bicycle infrastructure investment in three Canadian cities
by Beth McKechnie 15 Jun '21

15 Jun '21

Decision-makers are increasingly requesting economic analyses on transportation-related interventions, but health is often excluded as a determinant of value. We assess the health-related economic impact of bicycle infrastructure investments in three Canadian cities (Victoria, Kelowna and Halifax), comparing a baseline reference year (2016) with the future infrastructure build-out (2020). https://journals.plos.org/plosone/article?id=10.1371/journal.pone.0246419

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WFP: City hall lobbied to lift restriction on Wellington Crescent (Jun12'21)
by Beth McKechnie 12 Jun '21

12 Jun '21

City hall lobbied to lift restriction on Wellington Crescent ‘Open street’ drive residents crazy https://www.winnipegfreepress.com/local/open-streets-drive-wellington-cresc… CLOSING Wellington Crescent to vehicles has driven some residents of the city’s toniest street to distraction and forced the city to reconsider the designation. In a package of letters submitted to the public works committee, residents argued their mental health, safety, and human rights are being violated because motorists are restricted to one block of travel between 7 a.m. and 9 p.m. seven days a week. A 68-page package — compiled by resident Brenlee Carrington-Trepel and comprising more than three dozen letters from disgruntled residents — outlines their concerns. One letter, penned by Asper Foundation president Gail Asper decried the closure of the “historic” street to vehicles, arguing the “100-year-old trees, lilacs and cherry blossoms in full bloom, spectacular gardens of the homeowners and the stunning homes themselves” are an essential “mental health break.” Asper, like many residents, suggested the open street model also amounts to discrimination against the city’s older population who may not be able to access the street by bicycle. “I strongly believe in bike paths, but I do not believe in closing important and historic streets like Wellington Crescent in order to make space for bike paths seven days a week. This is discriminating against thousands of Winnipeggers and I submit there is simply no need for this, when cars, bikes and pedestrians have co-existed for decades,” she wrote. Another letter from one-time mayoral candidate and former councillor Paula Havixbeck argues the policy has caused an increase in property crime. Havixbeck wrote about the observations in the River Heights Community Watch Facebook group — where she is one of the administrators — suggesting open streets resulted in an increase of “crime that quite literally walks across the bridge at both ends” of Wellington Crescent. “The fact that Wellington Crescent is closed, however, poses an issue because fewer people are on site to see these individuals coming in with their empty shopping carts and to be there to be more of a deterrent. Individuals are coming over the bridge day and night. They target yards they can access quickly,” Havixbeck wrote. “I have asked that there be some support in terms of cadets monitoring those entry points.” The open streets summer program bans vehicles from travelling more than one block on select streets in an effort to encourage cycling. Wellington Crescent is also popular with pedestrians and dog-walkers. After an in-camera discussion, the public works committee agreed to request Wellington Crescent be removed from the open streets list and that the public works director be given the power to amend open street rules. The executive policy committee will consider the motion. Area councillor John Orlikow, who originally submitted a motion to public works requesting the director have the ability to alter open street rules, said his intention was never to see the open street shut down. He wanted flexibility to adjust the program based on health restrictions, street usage, traffic capacity on nearby Academy Road and community feedback. “A lot of people are very supportive of (open streets),” said Orlikow. “I feel comfortable that the goodness of the neighbourhood understands why it’s needed and the vast majority of people support that.” Orlikow, who said he is a member of the neighbourhood watch, noted he has not seen data that substantiates claims crime has increased as a result of open streets. “I have seen data that people are not feeling as safe as they used to, and that is very concerning. Are open streets the reason for that? I really can’t say it is,” he said. Another writer, Ian Restall, wrote the closure amounted to “inequity” with a “human rights element.” He argued residents are “disadvantaged and some might say discriminated against by these closures” should they be unable to bike or walk down the road. “I don’t think driving is a human right,” Orlikow countered. “If they do have a concern about human rights, I would suggest they take it to a human rights tribunal.” Several residents — including letter writer Naomi Devine — noted they pay “significant taxes” for the “luxury” of living on Wellington Crescent, arguing they expect to be able to drive more than one block on the road in return. “I don’t agree with that claim. Everybody pays taxes and everybody has the same rights as everybody else,” Orlikow said. While community feedback from those who live on the street is critical, he noted, “I don’t care how much taxes you pay… no one owns the streets, they are public assets.” Before the pandemic, Orlikow said, conversations were held about pedestrians, cyclists and motorists sharing the road. “At the end of the day, it will be my intent to keep open streets on Wellington Crescent. People really do enjoy it. And just try to find some way to get flexibility so we can adjust it based on variables out there,” he said. (To read the letters, visit wfp.to/7nL) julia-simone.rutgers(a)freepress.mb.ca Twitter: @jsrutgers

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Globe and Mail: Speed kills: Slowing cars is great for cities
by Charles F 12 Jun '21

12 Jun '21

Speed kills: Slowing cars is great for citiesThe Globe and Mail (Alberta Edition)Acentury ago, during the Roaring Twenties, the automobile established its dominance in our cities. As car proliferated, pedestrian death surged. To cut the carnage, walkers were shunted to sidewalks and could only cross streets at specific intervals. Los Angeles in 1923 was among the first to outlaw jaywalking – in the lingo of the day, a “jay” was a half-witted rube. “Don’t jay walk” blared one poster of the era, depicting a hapless walker hit by an angry driver, a nearby cop shouting at the pedestrian. According to the 2020 book Slow Cities, automakers helped launch “a massive shaming campaign [that] prompted a radical shift in public attitudes to the use of streets.”Everyone knows how the story turned out. Streets came to be understood as things whose purpose was to speed traffic. Streets belonged to cars; people were just interlopers, like hairs clogging a drain.The first cracks in the car’s dominance emerged a half-century ago when public opposition prevented proposed freeways from ripping through downtown Vancouver and the heart of Toronto. In the late 1990s, Sweden formulated a bolder idea: Vision Zero. Its goal was to design cities so that zero pedestrians would ever be killed by a car. It asserted that when cars killed pedestrians, it wasn’t because pedestrians were “jays.”Vision Zero has been spreading, including to unlikely places such as Calgary and Edmonton – cities with traditional, car-centric layouts.In Calgary, as of May 31, the speed limit on most neighbourhood streets was reduced to 40 kilometres an hour from 50 km/h. Edmonton is making the same change in August; big downtown streets such as Jasper Avenue are included.The rationale is simple: Speed kills. If a car moving at 50 km/h hits a pedestrian, the likely result is death. But if the car is going 30 km/h, the pedestrian probably survives. Research cited by the City of Calgary suggests a 1-per-cent reduction in average driving speed reduces fatal collisions by 4 per cent.The move to 40 km/h is only a half-step. The goal of Vision Zero in neighbourhoods is a limit of 30. And on arterial roads, where speeds are higher, and more deaths occur, a limit of 50 km/h is advised as much safer than the usual 60 or 70.In Canada, Toronto may have made the most progress so far. City council in 2019 approved a plan to cut civic speed limits. Known as “Vision Zero 2.0,” it’s a second go at a first attempt that came up short. The city, in take two, cut speeds on numerous arterial streets but still chose a cautious streetby-street approach, rather making citywide changes. Toronto has since kept making reliable progress. Among the next moves is a plan to cut neighbourhood speed limits in much of Scarborough to 30 km/h from 40.Pedestrian and cyclist deaths in Canada are stubbornly high. From 2000 through 2004, according to Transport Canada, cars killed an average of 364 pedestrians a year and 53 cyclists. From 2014 through 2018 – the most recent national numbers – cars killed 318 pedestrians annually, and 45 cyclists.The data from Toronto show encouraging trends – and gathering data is a signal of the importance of achieving a goal, rather than just tallying fatalities long after the fact, or treating pedestrians and cyclist deaths as just a fact of life. In 2020, road deaths in Toronto plunged – in part because of the pandemic and lighter traffic. This year’s figures are even lower. As of mid-May, there have been just five pedestrian traffic fatalities and zero cyclists. Serious injuries are also down sharply.Slowing cars – and saving lives – takes more than lower speed limits. The design of streets is important, such as narrower driving lanes, wider sidewalks, pop-out curbs at corners for pedestrians and cycling lanes. Other strategies include automated speed cameras, investment in transit and limiting cars in some areas, such as school zones in the morning and afternoon.This is not utopian fantasy. Vision Zero became reality in two Scandinavian capital cities in 2019, with Oslo and Helsinki recording zero pedestrian deaths. Back in the 1990s, Helsinki was suffering about 25 pedestrians deaths a year.A century ago, road safety was about making sure people knew their place, and stayed out of the way of cars – the real owners of the road. That paradigm is finally being reworked. The pace of change is measured in the dwindling number of lives lost.

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Fwd: Please join us June 24 at 7:30pm for the virtual launch of WriteToMove, a WITH ART anthology
by Anders Swanson 11 Jun '21

11 Jun '21

Welcome to join! ---------- Forwarded message --------- From: <tamara.rae(a)winnipegarts.ca> Date: Fri, Jun 11, 2021 at 1:33 PM Subject: Please join us June 24 at 7:30pm for the virtual launch of WriteToMove, a WITH ART anthology To: leigh anne parry <leighanneparry(a)gmail.com>, Anders Swanson < andersswanson(a)gmail.com> Please join us online on Thursday, June 24 at 7:30pm for the free virtual launch of *WriteToMove* <http://winnipegarts.ca/wac/artwork/write-to-move>. The anthology, edited by Sharon Chisvin, explores the broad topic of mobility rights and was created with the Winnipeg Trails Association through the Winnipeg Arts Council’s WITH ART community public art program. *“I am grateful to all of the anthology contributors who entrusted me with their writing. I have never climbed a mountain or cycled across Europe. Nor have I ever been followed by store security because of the way I look, or had to flee my homeland and seek refuge elsewhere because of who I am. But I have had the honour of learning about those experiences, imagining those experiences, and being moved and inspired by those experiences in the process of editing WriteToMove*.” – Sharon Chisvin, Editor *“What resulted from the WriteToMove call for submissions is an array of stories that transcend any single interpretation of movement. Movement—geographical, physical, emotional, mental—is a necessary and beautiful part of our everyday lives. Everyone's an expert in their own movement. Everyone has an opinion about transportation. But not everyone experiences the built environment through the same lens.” *– Anders Swanson, Winnipeg Trails The event is free to all and features readings by contributing writers Alex Merrill, Moneca Sinclaire, Yvonne Kyle, Byron Rempel-Burkholder, Brendan McKay, Bob Armstrong, Jim Ross, Binh Pham, Berhe Gebrihet and more. Please register to attend here: *https://www.eventbrite.ca/e/writetomove-a-with-art-anthology-virtual-launch-tickets-158175008709* <https://www.eventbrite.ca/e/writetomove-a-with-art-anthology-virtual-launch…> tamara rae biebrich Senior Project Manager, Public Art *Winnipeg Arts Council <http://winnipegarts.ca/>* 103 - 110 Princess Street Winnipeg MB R3B 1K7 Treaty 1 Territory tamara.rae(a)winnipegarts.ca 204.943.7668 winnipegarts.ca <info(a)winnipegarts.ca> <https://www.instagram.com/wac_public_art/> <http://winnipegarts.ca/wac/pubart-gal/>

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WFP; City looks at four streets to test slower 30 km/h speed limit (Jun5'21)
by Beth McKechnie 06 Jun '21

06 Jun '21

City looks at four streets to test slower 30 km/h speed limit https://www.winnipegfreepress.com/local/city-looks-at-four-streets-to-test-… A year-long pilot project to reduce the speed limit on four residential streets posed by the City of Winnipeg last year may soon take off. Winnipeg public service will recommend council move forward with the plan to slow traffic on the select streets to 30 km/h (from 50 km/h), and begin a study looking at how other cities are approaching relaxing travel on similar roads, during the standing policy committee meeting June 10. The original proposal, in July 2020, suggested five streets to use as trial spots, but removed one (Roch Street, from Poplar to Leighton avenues) after public feedback. The four planned for the trial run are: Eugenie Street (St. Mary’s Road to Youville Street), Warsaw Avenue (Thurso Street to Pembina Highway), Machray Avenue (Fife to Main streets), and Powers Street (Dufferin to Partridge avenues). The list proposed last year was similar, with the only difference being the switch from Flora Avenue to Powers Street, a decision the report said was made after consultation with the ward. They are considered four of Winnipeg’s 11 “greenway routes” — or a street that receives various treatments to make it safer for cyclists and pedestrians, including additional signage and pavement markings. “It’s looking at an opportunity to further define what our greenways look like in Winnipeg, which are pretty ill defined right now,” public works chairman Coun. Matt Allard said Friday. “So if it works well, it could be that 30 km/hr becomes part of what a greenway is in Winnipeg, further adding incentive to using the streets for cyclists as opposed to all the other streets in Winnipeg.” The original council direction was to look into having a street with a reduced speed in each ward. “This is part of that, I don’t know that it’s necessarily the end of the story, but certainly it accomplishes that objective in four wards,” Allard said. The standing policy committee is also asking the city reduce the amount of signage necessary to designate a lower speed zone. Currently, the requirement is signs be up on every street corner, which Allard said most Winnipeggers in residential areas don’t want and would cost millions of dollars. Rather, the report suggests signage be put up at the edge of a neighbourhood or city if the speed limit is reduced. Allard said there isn’t a decided date of implementation, but the date would have to be decided by the end of July. The conversation has divided Winnipeggers. Allard said public engagement on the idea has been high. A survey sent out by the city on the pilot project received 567 responses and, after its proposal last year, a petition against lowering the limit to 30 km/ hr received more than 6,000 signatures. “If you ask the question straight up it’s very polarizing, because people are envisioning all sorts of scenarios that would probably not happen,” Allard said. Machray Avenue resident Debrae Campbell said the conversation has been divisive even in her own home. While her husband is critical of the plan, Campbell said she’s seen people drag racing down her residential street and wants stricter rules. “This road here is crazy, especially in the evening, you’ll see families in the park and the cars will go whipping by with no regard for anything,” she said while walking her dog Friday. She hoped there would be more enforcement to dissuade people from driving unsafely, if the city does change the speed limit. “What’s it going to take? One kid smacked and then you’ll realize you need to slow down?” malak.abas(a)freepress.mb.ca Twitter: malakabas_

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WFP: Adaptive cycling rolling with bike boom (Jun6'21)
by Beth McKechnie 06 Jun '21

06 Jun '21

Adaptive cycling rolling with bike boom https://www.winnipegfreepress.com/local/adaptive-cycling-rolling-with-bike-… HER first ride on an electric tricycle made Jocelyne Pambrun feel like a kid again. “Talk about freedom!” the Winnipegger said. “It’s kind of a feeling like you’re floating, and what I mean by that is, because of the pain I have in my lower leg and the difficulty of walking, it’s like all of a sudden I realize I’m going somewhere and enjoying it without having to look at the sidewalk or slowing down or having pain.” After dealing with balance issues stemming from multiple sclerosis and foot pain from a car accident, Pambrun hesitated for years at the thought of riding a bike again. It’s now been a year since her first trike ride — it’s made her more independent, no longer reliant on Transit Plus, and healthier. She said she’s no longer letting mobility challenges hold her back from being more active. “The hardest part is, you don’t know what you’ve been missing till you have it, and you think, ‘why did I wait so long?’” she said. “It’s a new adventure for me at my age, because now all of a sudden, I can join in with my grandkids and go biking.” Pambrun is among the Winnipeggers with accessibility challenges who are rediscovering their city through cycling. Bicycle sales exploded in spring 2020 as Manitobans looked for ways to get outside during the pandemic, and adaptive cycling hasn’t been left out of the trend. Seeing a growing need to make cycling easier for people with disabilities, sports-focused groups are now branching out to offer more public recreational equipment like hand cycles, and plans for regular adaptive cycling group meets are in the works as soon as Manitoba’s public-health orders allow. A brick-and-mortar store specializing in adaptive cycling equipment is soon set to open in Wolseley, and a virtual event for Winnipeggers interested in accessible cycling is happening later this week. More than 60 people, about half of whom have disabilities, have signed up to take part in the June 10 event through Accessible Sport Connection Manitoba, a relatively new non-profit organization that received a Safe At Home provincial grant. “It was the community that clearly said, this is what we want. This was people with disabilities that want to know more, like what trails are accessible in Winnipeg,” said Kirby Cote, vice-president of Accessible Sport Connection Manitoba. Cote is visually impaired and has been a road cyclist for about eight years. “Persons with disabilities are still fairly inactive folks, and that is for a variety of reasons and the pandemic is just a new one. So for me, it’s just about creating community and... increasing opportunities to be physically active and opportunities to try new things.” It’s been more important lately for Wheelchair Sport Manitoba to shift its focus to everyday activities after team sports were shut down because of the pandemic, said Sam Unrau, the association’s executive director. “We’ve decided to branch out into the recreation leisure space by recently purchasing three hand bikes as well as purchasing some trainers that work with hand cycles to allow people to (stationary) cycle at home in the winter.” That equipment will soon be available for loan, along with wheelchair skis for gliding over snow. Business partners Brian Szklarczuk and Suzanne Druwe have found a market catering to getting people with mobility challenges on wheels. Since 2019, they have operated an online store with van service, and they’re working on opening their first retail Prairie Velo store on Wolseley Avenue in a few weeks. “We’ve seen a resurgence, and I think it’s more of an awakening, that there are ways to get everybody out and move,” Szklarczuk said. Retired neurologist Mallory Fast is one of Prairie Velo’s able-bodied customers trying to stay active in retirement. Unbeknownst to him during his 34-year career, some of his patients were using adaptive bicycles, and even though he’d often recommend physiotherapy, he never gave much thought to helping patients participate in recreational activities. “I’m embarrassed to say it never crossed my mind,” Fast said. That’s all changed since he started using his scooter and mountain bike. “I think it’s just opened my eyes a little bit to the idea that helping people with disease and disability is more than just treating the disease, it’s helping them adapt to life.” katie.may(a)freepress.mb.ca Twitter: @thatkatiemay

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WFP Weeklies: Commuter challenge adapts to COVID-19 (May 31'21)
by Beth McKechnie 01 Jun '21

01 Jun '21

Commuter challenge adapts to COVID-19Annual weeklong active transportation initiative mixes things up for participants https://www.winnipegfreepress.com/our-communities/headliner/Commuter-challe… Like almost everything else, this year’s commuter challenge looks a little different, owing to the ongoing COVID-19 pandemic. Organized each year during the first week of June, the Green Action Centre’s commuter challenge aims to "encourage Manitobans to get outside and active by enjoying active and sustainable modes of travel" including cycling, walking, skateboarding and more. Considering that children across the city are learning remotely, and many people are either working from home or restricting their travel to essential trips only as Manitobans battle a deadly third wave of the pandemic, the Green Action Centre wanted to shift the focus of the challenge this year. In prior years, stations were set up at various points across central Winnipeg, with giveaways, free coffee and donuts, and other fun perks for those who commuted actively to the office. This year, a bingo sheet for the challenge was created online for participants to work their way through over the course of the week. "This year, we are really just focusing on people getting out and having fun, with zoom fatigue and the current status of health restrictions we just want to encourage people to get outside for some fresh air and get active for their mental and physical health along with seeing the positive impact even small changes can make for the environment," said Kris Kuzbub, sustainable transportation co-ordinator for the Green Action Centre. "Every sustainable trip taken helps to cut air pollution, reduce traffic congestion, and lower harmful greenhouse gas emissions." Squares on this year’s bingo card include suggestions like "visit your favourite park"; visit your local ice cream shop"; "search for local murals"; and "walk/bike your commute", among others. "This year, the Challenge is recognizing all trips so the sheet is being used as prompts for people to get a better idea of the fun," Kuzbub said. Participants are encouraged to fill out their cards and submit them online for chances to win prizes. While the challenge runs May 30 to June 5, organizers are always hopeful that active transportation will become more of a year round activity for participants. Visit greenactioncentre.ca/commuterchallenge for more info.

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The Lance: Fermor tunnel an active transport thoroughfare (May 31'21)
by Beth McKechnie 01 Jun '21

01 Jun '21

Fermor tunnel an active transport thoroughfare https://www.winnipegfreepress.com/our-communities/lance/correspondent/Fermo… The new active transportation tunnel under Fermor Avenue is transforming the character of Niakwa Road and the movements of North St. Vital residents. Since opening in 2019, the much-celebrated tunnel beneath Fermor at the foot of Des Meurons Street has had a big impact on its surroundings. The intersection of its pathway with the existing east-west Niakwa Trail has created a meeting place of sorts, where plenty of smiles, waves and hellos are exchanged between walkers and cyclists crossing in one of four directions, and it is becoming busier every week amid the exploding popularity of cycling amid our third COVID-19 provincial lockdown. Perhaps nowhere has the impact been more obvious than on Niakwa Road. The semi-paved road, once a sleepy access street for a dozen or so large-lot homes and the Niakwa Country Club, has become a buzzing corridor for young and old alike on foot and bicycle, as an alternative route to the similarly growing usership of the trail on the north side of Fermor. Historically, the street was popular as an access point for seniors from the apartments on the St. Vital side of the Seine River, across the "watermelon bridge" (as my stepson calls it), harkening back to last years "Cool Streets" bridge painting project. The tunnel has opened the street up to new users in the Glenwood area by sparing them a major detour, and linked it with Egerton Road, a popular ‘Open Street’. With this rise in use however, comes challenges that bring their own opportunities. Niakwa Road has no sidewalk and can feature variable levels of car traffic depending on the time of day, particularly the coming and going of those using the golf course. When I ride my bike to my children’s daycare (with their grandparents in Island Lakes), there is a noticeable difference in traffic volume from morning to afternoon. While these interactions are mostly amicable, it is worth paying attention to as the street's usage patterns continue to evolve. One opportunity to accommodate this increased number of users,would perhaps be a bench, table, or rest point in a park-like setting along the length, perhaps located in the open space where Niakwa meets Royal Salinger Road in Niakwa. Such an amenity could take advantage of the routes popularity for some community place-making, and provide St. Vital seniors on their way to and from their shopping in Southdale a place to rest their legs. *Ryan Palmquist is a Glenwood resident and executive assistant to St. Boniface city councillor Matt Allard.*

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Global: 40 is the new 50: lower speed limit for Calgary’s residential roads now in effect (May31'21)
by Beth McKechnie 31 May '21

31 May '21

The speed limit for residential roads in Calgary dropped to 40 km/h on Monday, with the hope it will make the streets safer and reduce accidents. https://globalnews.ca/news/7890897/calgary-residental-roads-speed-limit-red…

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WFP Analysis: Alberta cities excel in urban change (May31'21)
by Beth McKechnie 31 May '21

31 May '21

Alberta cities excel in urban change https://www.winnipegfreepress.com/opinion/analysis/alberta-cities-excel-in-… FOR many years, the fast-growing cities of Calgary and Edmonton have been the stereotype for sprawling, car-dominant urban planning, but recently they have begun to shed that image and are in many ways becoming North American leaders in progressive urban design and city building policy. Other cities might take note. Private vehicles have shaped our cities more than anything else over the last century, but the environmental, economic, urban quality and social equity impacts of cars has progressive cities looking to diversify mobility options. Calgary and Edmonton both made the investment in light rail transit more than 40 years ago, when they had less than two-thirds of Winnipeg’s current population. Today, broad public support is fuelling transit investment and expansion in both cities. Backed with significant federal funding available to all cities, current construction of the Valley Line in Edmonton will more than double the city’s 24-kilometre- long LRT system by 2026, and Calgary will soon begin construction on the 20-kilometer-long Green Line, adding to its current 60 kilometres of rail transit. In Calgary, 45 per cent of people who work downtown commute by train. The network is used by more than 300,000 people per day, making it one of the busiest LRT systems in North America, second only to Guadalajara, Mexico. Calgary has also demonstrated leadership in active transportation development. In 2014, the city installed a complete, temporary downtown grid of protected bike lanes, all at once. The network has since been made permanent and the results have been significant, with more than 18,000 cyclists entering or leaving downtown daily, an increase of more than 300 per cent over 20 years. The City of Edmonton is not only working to diversify mobility, they have also committed to building safer streets for all road users, to calm traffic, reduce collisions, promote walking and cycling, and create more liveable, and healthier neighbourhoods. The city has implemented a Vision Zero policy with the goal of eliminating all traffic fatalities by the year 2032. Funded by revenues from red light cameras and automated traffic enforcement, the city has been building traffic-calming elements into street design that intuitively slow drivers through changes in the physical environment. This includes narrowing streets and lanes, adding speed bumps and raised crosswalks, building protected bike lanes, and extending curbs at intersections to shorten crossing distances for pedestrians. The city is going even further, announcing that speed limits on all residential and high-pedestrian main streets will be reduced to 40 km/h. These initiatives have found success. Over the last five-year period (pre-pandemic), Edmonton reduced vehicle collisions involving pedestrians and cyclists by nearly 30 per cent, overall collision fatalities decreased by 56 per cent and serious injuries declined by 30 per cent. The number of trips taken by bicycle has also doubled in the last ten years across the city. Urban mobility is one way Calgary and Edmonton are moving into the future, reconsidering land-use policy is another. Calgary will hit the ground running as we move out of the pandemic, recently releasing a visionary, ten year, one billion dollar downtown plan. The urban transformation road map will ensure economic and cultural prosperity for the city centre long into the future. A $200-million initial investment will be used to fund affordable housing and office tower conversions, greenspace development, arts and culture, and public realm improvements, focused on creating a liveable downtown neighbourhood that redefines the business district into a vibrant, 24-7 centre of the city. Edmonton’s land use policy has been the gold standard for promoting neighbourhood densification, renewal, and infill development in mature neighbourhoods. The city’s successful Infill Roadmap began in 2014 with dedicated political buy-in from city council, which moved forward a comprehensive network of guidelines that shape development, monitor construction sites, encourage good design and promote clear dialogue between all stakeholders. Its success has seen a public fear of change evolve into a greater understanding of the economic, environmental, and social benefits of higher-density growth and acceptance that neighbourhood character and demographics can evolve without detriment to quality of life. Last year, 30 per cent of all new development in Edmonton occurred as infill in mature neighbourhoods, more than twice Winnipeg’s current levels. Edmonton has not stopped with this success, recently becoming the first city in Canada to eliminate minimum parking requirements for new developments that stifle investment and lead to overbuilt parking in new construction. The city is also working on a new zoning system that will re-think the city’s entire land-use policy to prioritize economic and environmental sustainability, social and housing equity, neighbourhood mobility and walkability. Implementing progressive urban change in Alberta’s cities should not be dismissed as a function of wealth. It is not a matter of money; it is about priorities and political will. Continuing the ideas of the past and moving forward with apprehension will be a greater cost to other cities. Calgary and Edmonton still struggle with urban sprawl, as most Canadian cities do, but bold leadership is executing a progressive vision that will push those cities into a prosperous future. Rethinking the urban mobility and land-use ideas of the past is not radical, it is just what progressive cities do. *Brent Bellamy is senior design architect for Number Ten Architectural Group.*

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Upcoming Free Webinar on Pedestrian Safety on Arterial Streets
by Beth McKechnie 27 May '21

27 May '21

*Webinar Announcement* Upcoming Webinar on Pedestrian Safety on Arterial Streets *Tuesday, June 15, 2021* 1:00-2:30 pm Eastern Time Register Here <https://pedbikeinfo.us15.list-manage.com/track/click?u=7ae385fc8506278c2e45…> Communities across the country face challenges in improving safety for pedestrians on arterial streets, which account for the majority of pedestrian deaths in the US each year compared to other street types. At the same time, there are numerous policy and design solutions available to improve safety and comfort on arterials for vulnerable road users. During this webinar, panelists will share the latest research on the safety, equity, and health challenges presented by arterials and what can be done to rebalance these streets for all road users. Panelists include Dan Goodman (Toole Design), Thomas Hillman (Toole Design), and Dr. Carey McAndrews (University of Wisconsin). ------------------------------ PBIC offers free, public webinars approximately every month. To register for upcoming webinars and to access archived presentations, please visit www.pedbikeinfo.org/webinars <https://pedbikeinfo.us15.list-manage.com/track/click?u=7ae385fc8506278c2e45…> . Follow the PBIC on Twitter <https://pedbikeinfo.us15.list-manage.com/track/click?u=7ae385fc8506278c2e45…> and Facebook <https://pedbikeinfo.us15.list-manage.com/track/click?u=7ae385fc8506278c2e45…> and join the discussion [image: https://twitter.com/pedbikeinfo?lang=en] <https://pedbikeinfo.us15.list-manage.com/track/click?u=7ae385fc8506278c2e45…> [image: https://www.facebook.com/pedbikeinfo] <https://pedbikeinfo.us15.list-manage.com/track/click?u=7ae385fc8506278c2e45…> [image: http://www.pedbikeinfo.org/index.cfm] <https://pedbikeinfo.us15.list-manage.com/track/click?u=7ae385fc8506278c2e45…> ------------------------------ Since its inception in 1999, PBIC's mission has been to improve the quality of life in communities through the increase of safe walking and bicycling as a viable means of transportation and physical activity. The Pedestrian and Bicycle Information Center is maintained by the University of North Carolina Highway Safety Research Center with funding from the U.S. Department of Transportation Federal Highway Administration and National Highway Traffic Safety Administration. ------------------------------ Pedestrian and Bicycle Information Center 730 Martin Luther King Jr. Blvd, Suite 300 Chapel Hill, NC 27599 Add us to your address book <https://pedbikeinfo.us15.list-manage.com/vcard?u=7ae385fc8506278c2e453ab5d&…> Phone: 1.888.823.3977 Fax: 919.962.8710 www.pedbikeinfo.org <https://pedbikeinfo.us15.list-manage.com/track/click?u=7ae385fc8506278c2e45…> View this email in your browser <https://pedbikeinfo.us15.list-manage.com/track/click?u=7ae385fc8506278c2e45…>

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Upcoming Webinar on Improving Traffic Signals for Bicycling and Walking
by Beth McKechnie 20 May '21

20 May '21

*Webinar Announcement* Upcoming Webinar on Improving Traffic Signals for Bicycling and Walking *Wednesday, June 9, 2021* 2:00-3:30 pm Eastern Time Register Here <https://pedbikeinfo.us15.list-manage.com/track/click?u=7ae385fc8506278c2e45…> This webinar will focus on how transportation professionals and practitioners can use traffic signals to make intersections safer and more comfortable for nonmotorized road users. Panelists, including Peter Koonce, PE, of Portland, Oregon, and Peter Furth, of Northeastern University, will describe strategies for improving intersections through signal timing, cycle lengths, speed management, protected phasing, and more. Participants will learn about the latest advances and trends in managing traffic signals to prioritize bicycling and walking. This is the first webinar in a two-part session, co-hosted by the Institute of Transportation Engineers, to explore multimodal traffic signal improvements. ------------------------------ PBIC offers free, public webinars approximately every month. To register for upcoming webinars and to access archived presentations, please visit www.pedbikeinfo.org/webinars <https://pedbikeinfo.us15.list-manage.com/track/click?u=7ae385fc8506278c2e45…> . Follow the PBIC on Twitter <https://pedbikeinfo.us15.list-manage.com/track/click?u=7ae385fc8506278c2e45…> and Facebook <https://pedbikeinfo.us15.list-manage.com/track/click?u=7ae385fc8506278c2e45…> and join the discussion [image: https://twitter.com/pedbikeinfo?lang=en] <https://pedbikeinfo.us15.list-manage.com/track/click?u=7ae385fc8506278c2e45…> [image: https://www.facebook.com/pedbikeinfo] <https://pedbikeinfo.us15.list-manage.com/track/click?u=7ae385fc8506278c2e45…> [image: http://www.pedbikeinfo.org/index.cfm] <https://pedbikeinfo.us15.list-manage.com/track/click?u=7ae385fc8506278c2e45…> ------------------------------ Since its inception in 1999, PBIC's mission has been to improve the quality of life in communities through the increase of safe walking and bicycling as a viable means of transportation and physical activity. The Pedestrian and Bicycle Information Center is maintained by the University of North Carolina Highway Safety Research Center with funding from the U.S. Department of Transportation Federal Highway Administration and National Highway Traffic Safety Administration. ------------------------------ Pedestrian and Bicycle Information Center 730 Martin Luther King Jr. Blvd, Suite 300 Chapel Hill, NC 27599 Add us to your address book <https://pedbikeinfo.us15.list-manage.com/vcard?u=7ae385fc8506278c2e453ab5d&…> Phone: 1.888.823.3977 Fax: 919.962.8710 www.pedbikeinfo.org <https://pedbikeinfo.us15.list-manage.com/track/click?u=7ae385fc8506278c2e45…> View this email in your browser <https://pedbikeinfo.us15.list-manage.com/track/click?u=7ae385fc8506278c2e45…>

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WFP: ‘The toll on our roads’: report delves into deaths (May19'21)
by Beth McKechnie 19 May '21

19 May '21

‘The toll on our roads’: report delves into deaths https://www.winnipegfreepress.com/local/the-toll-on-our-roads-574448132.html THE flash of the fire truck’s lights ahead signalled for a slowdown while cruising St. Mary’s Road with the windows down. It was late March, but an unseasonably warm afternoon. School had just let out. Teens and preteens from four schools flooded the area sidewalks. Drivers rubbernecked as they passed the accident, only to catch a glimpse of a blond boy, probably no older than 13 or 14, lying on the pavement, next to his bicycle, in a marked crosswalk near the median. The Winnipeg Fire Paramedic Service later reported the adolescent cyclist didn’t sustain any major injuries but was taken to hospital as a precaution. The boy is one of hundreds of Manitoba cyclists and pedestrians who will be injured or killed by drivers over the course of the year. Most such incidents won’t make it into the news cycle. On average, between 2012 and 2019, 260 pedestrians and cyclists were injured or killed annually in vehicle accidents in Manitoba. The average number of deaths in that time period is 15 per year. While exact data for Winnipeg is difficult to distil from the statistics provided by Manitoba Public Insurance, most of those accidents occurred in urban settings. Winnipeg is Manitoba’s biggest urban centre. One-hundred-and-twenty Manitobans died while walking or cycling between 2012 and 2019. “Our approach to ground transportation has been to make it as safe as possible for cars and for drivers, and everybody else is a secondary consideration,” said Brian Pincott, executive director of Vélo Canada Bikes. “We are seeing the toll on our roads, and our streets, and our neighbourhoods that that approach is bringing us — particularly as more and more people are now looking to use other means than just driving everywhere.” In 2019, MPI data show walking as the second-leading activity for a vehicle-involved fatality (23 per cent). Head-on collisions between two vehicles was No. 1. The problem may be getting worse. In 2018 and 2019, the number of pedestrians involved in car accidents increased substantially from the averages seen previously. Between 2012 and 2017, the average number of pedestrians involved in accidents was 150 per year. In 2018, it was 227; in 2019, it was 205. The MPI analysis found that fatal collisions are most likely to occur on weekdays between noon and 6 p.m.; they are most likely to involve teenagers 15 to 19 years old. The 2019 statistics show a pedestrian was most likely to be involved in a collision when walking in a marked crosswalk at an intersection, where they have the right of way. In other words, when they followed the rules of the road. Meantime, convincing Winnipeggers to leave their cars at home and walk and cycle is a critical part of the city’s climate plan to reduce emissions. “I think it speaks to the need to build more protected infrastructure to meet our climate goals,” said Coun. Matt Allard (St. Boniface). “We’ve gone a long way from where things used to be, but we need to prioritize active transportation more than we currently do in order to get to those goals and to reduce injuries to our cyclists and pedestrians.” Winnipeg currently has the fewest kilometres of bike trails of any large Canadian city (307 km) — compared with 557 km in Toronto, 800 km in Ottawa, and 1,290 km in Calgary. However, Coun. Jeff Browaty (North Kildonan) says he’d like to see more focus on the separation of cars from cyclists and pedestrians, with the prioritization of car-only infrastructure. For example, the construction of Chief Peguis Trail cleared a great deal of car traffic off residential roads. “Compared to other cities, a lot more of our traffic goes down arterials that are shared, which aren’t as well-split as you’d find in some cities,” Browaty said. He also advocated for better enforcement and public campaigns to address the dangers of distracted driving and distracted walking, too. Both Pincott and Allard disputed Browaty’s approach of continued investment in car infrastructure. “We’ve been focusing almost exclusively on car infrastructure for the last 100 years. I would say the definition of insanity is doing the same thing over and over again expecting a different result,” Pincott offered. “If you invest in road infrastructure, particularly if you invest in expanding road networks, then you induce demand for more cars and more congestion. And if you want to induce demand for active transportation, you need to build more active transportation infrastructure,” Allard said. sarah.lawrynuik(a)freepress.mb.ca

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Fwd: VCB's Sondo Vélo/Pedal Poll
by Dave Elmore 17 May '21

17 May '21

I'm sure everyone has likely heard about this, but in case you have not signed up yet. Cheers Dave o _ ( \ _ (X)\ /(X) ---------- Forwarded message --------- From: Vélo Canada Bikes <admin(a)membership.canadabikes.org> Date: Mon, May 17, 2021 at 3:18 PM Subject: VCB's Sondo Vélo/Pedal Poll To: Dave Elmore <daveelmore12(a)gmail.com> <https://membership.canadabikes.org/EmailTracker/LinkTracker.ashx?linkAndRec…> *Sondo Vélo/Pedal Poll* Dear Dave, It's two weeks until the start of the 1st Canada Wide Bike Count! Not only are we doing the 1st country wide count, we are also looking who is riding and where. The data we collect will be used to advocate for more cycling for everyone, everywhere! So far we have almost 500 volunteers signed up coast to coast to coast! Join us for this important initiative. Sign up today: Pedal Poll/Sondo Vélo <https://membership.canadabikes.org/EmailTracker/LinkTracker.ashx?linkAndRec…> Happy Riding! (is there any other way??) Brian Brian Pincott Executive Director Directeur Executif he/him Vélo Canada Bikes ed(a)canadabikes.org 403-701-6335 @bpincott @Canada_Bikes Become a VCB Member <https://membership.canadabikes.org/EmailTracker/LinkTracker.ashx?linkAndRec…> Member Log In <https://membership.canadabikes.org/EmailTracker/LinkTracker.ashx?linkAndRec…> Unsubscribe <https://membership.canadabikes.org/Sys/Unsubscribe?et=CGi9kJ%2bKnivL%2fdAOy…>

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WFP: Cyclists ready to hit Winnipeg’s ‘open’ roads (May13'21)
by Beth McKechnie 13 May '21

13 May '21

Cyclists ready to hit Winnipeg’s ‘open’ roads https://www.winnipegfreepress.com/local/cyclists-ready-to-hit-winnipegs-ope… WINNIPEGGERS who are eagerly waiting to cycle down “open streets” this year wish the city could have put its pedal to the metal. On Wednesday, the city announced the long-awaited timeline to set up the routes, which were popular last year. Cyclist Zach Fleisher welcomed the move, but questioned why city council and staff couldn’t have implemented the plan sooner. “Especially during COVID, at this stage of the lockdown, there’s not much else to do and it would have been really, really nice (to use these),” he said. “For the life of me, I just can’t figure out why this isn’t a priority.” City council recently approved a pilot project that will limit vehicle traffic to one block on sections of 17 streets so cyclists have more room. Now known as “enhanced summer bike routes,” these were slated to begin as early as May 3 and last until Nov. 5, from 7 a.m. to 9 p.m. daily, except for a few routes restricted to weekends and holidays. That’s an extension from the 8 a.m. to 8 p.m. daily hours offered last year. While none of the routes had the proper barricades and signs in place to officially begin operating on Wednesday, a city official announced that will soon change. Jim Berezowsky, Winnipeg’s public works director, said eight of the routes — on Rover Avenue, Scotia Street, Lyndale Drive, Wolseley Avenue, Kildonan Drive, Wellington Avenue, Wellington Crescent, and Assiniboine Avenue — will open by Saturday. The rest will be installed between May 17 and May 21. Fleisher said the traffic-calmed routes offered a much-needed pandemic reprieve last year, which he looks forward to using again under the current lockdown. “People don’t have a lot going on right now. You can’t go anywhere. You can’t even go to a patio with friends or stay (with friends) in the backyard,” he said. “Having the opportunity to ride my bike on weekends with my kid… is one of the few things (I could do) right now.” Julie Penner was also frustrated by the wait, as her family found biking together on Wolseley Avenue to be a rare “highlight of the pandemic” last year. “We’re already in mid-May, it’s going to be 23 C today. It’s the first day of remote schooling, I have two little kids at home and (this is needed),” said Penner on Wednesday morning. She said she’s excited to learn a timeline to open the routes is in place, especially after pandemic restrictions cut off sports and other activities for her kids. “Time is of the essence. People need things to do outside safely,” she said. Berezowsky said the routes couldn’t open by May 3 because the city needed to create new signs and education material to reflect key changes from last year’s routes, which council finalized in a vote on April 29. “This is a fundamental shift or change in understanding and we’ve got to make sure we get it right or we’re going to create conflict,” he said. Unlike last year’s “open streets,” the cycling routes won’t allow pedestrians, since the city has since discovered that doing so violated the Highway Traffic Act. The act prohibits pedestrians from walking on roadways where a “reasonably passable” sidewalk is present. The 2021 routes will also operate for longer hours. “We’re providing that information, education and awareness to the community about what’s happening, how you can use it and what you can’t do,” said Berezowsky. The city’s education efforts will include hand-delivered information to homes near the routes. Coun. Matt Allard, chairman of the public works committee, said council approved the program as quickly as it could. “I think council got the job done in plenty of time. We provided very clear direction to the public service,” said Allard. Ready to roll THE following summer cycling routes will open by May 15: ● Lyndale Drive: Cromwell to Gauvin streets ● Scotia Street: Anderson (at St. Cross Street) to Armstrong avenues (weekends, holidays only) ● Wellington Crescent: Academy Road to Guelph Street ● Wolseley Avenue: Raglan Road to Maryland Street ● Kildonan Drive: Helmsdale Avenue to Irving Place ● Rover Avenue — Hallet to Stephens streets (weekends, holidays only) ● Assiniboine Avenue: Parkside Drive to Ferry Road (weekends, holidays only) ● Wellington Avenue: Maryland to Strathcona streets (weekends, holidays only) THE following routes will open between May 17 and May 21: ● Churchill Drive: Hay Street to Jubilee Avenue ● Egerton Road: Bank to Morier avenues ● Kilkenny Drive/Kings Drive: Burgess to Patricia avenues ● Alexander Avenue: Arlington to Princess streets ● Ravelston Avenue: Wayoata to Brewster streets ● Linwood Street: Portage to Silver avenues ● Harbison Avenue West: Henderson Highway to its eastern end ● Rose Lake Court, surrounding Rose Lake Green ● Youville Street: Eugenie Street to Haig Avenue (after reconstruction of Des Meurons Street)

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Corvallis (OR) building map of shortcuts for peds & cyclists
by Beth McKechnie 13 May '21

13 May '21

https://democratherald.com/news/local/corvallis-building-map-of-shortcuts/a… Corvallis transportation officials want you to give them a shortcut. Or at least that’s what we’re calling them. The city of Corvallis, which sometimes is a bit wordy, is calling them “active travel corridors.” The concept works like this: There are routes folks take on bicycle and on foot that are off-limits to motorists. A street dead-ends, but the sidewalk continues, or a path exists through a park. Advantage active travelers! Here are a couple of examples: • Both Northwest Eighth Street and Northwest Seventh Street dead-end just south of the Linn-Benton Community Benton Center. But paths and sidewalks will take you right to the campus (see map). • Northwest Tyler Avenue dead-ends tantalizingly short of Harrison Boulevard. But a path exists to transport a cyclist or walker to Harrison. • A bridge over Dixon Creek will get you from Northwest Arthur Avenue to Northwest Arthur Place … and eventually to Kings Boulevard. • Porter Park, meanwhile, provides a pleasant pathway for a cyclist or pedestrian motivating between Garfield and Grant. Corvallis is collecting the ATCs to put on an interactive map (see information box for the link). Some of the routes even feature transit connections. “It’s a brand new transportation network that has been here for decades,” said Josh Capps, the city’s active transportation program specialist. “Throughout the years, Corvallis has been quietly developing neighborhood shortcuts for people walking, rolling and biking. These cut-throughs connect people to other valuable locations such as another street, a park, or a school. They shorten the trip for people traversing by active modes and enrich the travel experience.” The idea, Capps said, came from a project supported by the International Federation of Pedestrians “that really didn’t catch on. We took the initial idea and tweaked it a bit.” Capps says only Olympia, Washington, has a program anywhere near what Corvallis is offering. The city went live with its interactive map May 1 and began sifting through recommendations from residents that arrived by the dozen. Participation by the public was an important piece, Capps said. “We found many of these connections, but we knew that we couldn't possibly discover all of them on our own,” he said. “So, we wanted the community to tell us where they were. This helps for local knowledge but also gives people buy-in knowing they helped define the map.” Capps said that the program has been “very well received. We really thought that this was a campaign that would resonate with the community. We all have areas we know, but we didn’t know the whole thing.” The promotion is scheduled to end at the end of the month, but Capps said “we may leave it up longer. We see this as a living document, since new developments continue adding ATCs and we plan to keep the map as a permanent fixture on the city website. “Although it is developed as a stand-alone digital map, we are hoping to provide the ability to overlay the ATC map onto the online bike network map at some point to show how the two networks overlap and link up. There is a chance we could also add signs below dead-end street signs, for example, letting people know that a street continues for people walking and biking. “Last, down the line, I could also see pocket-sized maps being produced. But, we wouldn’t create these until only after our network is well identified.” And if a short-cut looks too good to be true, it just might be that you are encroaching on private property. “We don’t want to point people toward private property," Capps said. "We either view in person or use Google Streetview to look up each ATC that comes in. We also use tax lot information to determine if it meets our qualifications. If we find an ATC that cuts through private property, we mark it on the map with a red negative symbol. “This way it lets people know that we have seen the location, but we do not recommend it because it hasn’t met our qualifications, which usually means it is on private property.” TO PARTICIPATE Just go to https://www.corvallisoregon.gov/publicworks/page/active-travel-corridors anjd follow the directions. The city is giving away bike bandanas to 10 lucky contestants. For more information email josh.capps(a)corvallisoregon.gov

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WFP: Children’s charity seeks funding assistance to provide specialized bikes (May7'21)
by Beth McKechnie 07 May '21

07 May '21

Children’s charity seeks funding assistance to provide specialized bikes https://www.winnipegfreepress.com/local/childrens-charity-seeks-assistance-… AS the second summer without in-person fundraising and recreation programs approaches, the Children’s Rehabilitation Foundation wait list for specialized bikes built for children with disabilities has more than doubled. There are 25 children currently waiting for bikes; on most years, the number is around 10. Bikes can range from $1,500 to $6,500, are custom-built, and often include alterations for support and mobility. The bikes are worth every cent for the limitless opportunities they can provide a child with disabilities, said Adell Gauthier, fund development manager and event co-ordinator for the foundation. “A bike ride down the street, or even when bikes are used at school in gym class, they have incredible therapeutic benefits, physical benefits for children with disabilities,” she said. There’s an ever-present need for bike funding, as children grow and their needs change, but the COVID-19 pandemic has brought a new urgency. Fundraisers that would typically bring in thousands of dollars to the program have been cancelled, and programs the children would typically utilize in the summer have been shut down. “In the year that we are in, with the lack of physical fundraising events that we’ve been able to have, it’s been increasingly difficult to fund these items as quickly as we could like,” Gauthier said. For many of the families the foundation works with, picking up a standard bike at a big-box store isn’t a feasible option — specialized units take weeks to build, and as the weather gets warmer, the foundation’s hoping more will be funded in time for kids to get outside. “Part of our concern isn’t just about the funding, it’s about the time. We don’t want spring and summer to go by and for a child that’s been waiting for a bike to receive it when they can’t be outside using it,” Gauthier said. One family who knows the urgency all too well is Heather Lawless and her six-year-old son, Nolan, who uses a customized bike funded by a donor to the Children’s Rehabilitation Foundation. Lawless said it was “heartbreaking” to learn more children are going without what has been an invaluable resource for Nolan. “Whether you have the means or not to buy your kid a standard bike, there’s many ways that can happen for people of any means, but when it’s as specialized as this bike, that’s just not a thing,” she said. The bike Nolan uses is part of the therapy he receives, but its features aren’t just physical — Lawless said it has helped him connect with classmates, who will often join him on rides. “It fills a gap in mobility he just does not have without the aid of this type of equipment,” she said. malak.abas(a)freepress.mb.ca Twitter: malakabas_

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WFP Editorial: Enforcement should walk on the sensible side (May5'21)
by Beth McKechnie 05 May '21

05 May '21

EDITORIAL Enforcement should walk on the sensible side https://www.winnipegfreepress.com/opinion/editorials/enforcement-should-wal… EVEN for citizens who would never consider themselves to be scofflaws, some laws seem to invite scoffing. Beginning on Monday, motorized-vehicle traffic was restricted on sections of 17 Winnipeg streets under an initiative that used to be called “Open Streets,” when such sections were considered open to both pedestrians and cyclists. But city council recently changed the name to “enhanced summer cycling routes,” reflecting the fact the roadways will continue to be open to cyclists but, according to the letter of a law, pedestrians will instead remain confined to sidewalks. Pedestrians are sidelined by a previously disregarded clause in the Highway Traffic Act that prohibits walking on roadways where a “reasonably passable” sidewalk is present. Who knew? Clearly, not the city councillors who last year approved the Open Streets pilot project that welcomed pedestrians to pound the pavement normally dominated by motorized vehicles. For the record, a check of local obituaries would likely show the thousands of pedestrians who traversed the Open Streets last year all survived their strolls. Sometime between then and now, however, a city administrator — in a display of admirable but misdirected diligence — perused the legal intricacies of the HTA and informed councillors the formerly open streets must be closed to pedestrians. City officials are lobbying the province to amend the relevant HTA section, but legal changes are notoriously slow, so pedestrians won’t get legal authority to leave the sidewalk this summer. Until the law is changed, the hope is that authorities will use reasonable discretion and, frankly, pay no heed if a pedestrian happens to set foot on a designated roadway. Such common-sense enforcement of laws has plenty of precedents. For example, City of Winnipeg Bylaw 89 says people can’t spend more than 90 minutes in a city bus shelter, and no one in such shelters can smoke or consume alcoholic beverages. This bylaw is flouted regularly as people without homes cram into bus shelters, sometimes all night — a dire situation overlooked by authorities who presumably excuse the shelter occupancy as a consequence of larger social problems. It’s also against the law in Winnipeg to strike a sidewalk with a metal object, to go naked in your home if you leave the blinds up, or to hum while aboard a city bus. Sensible discernment dictates that a bus passenger’s illicit humming of Louis Armstrong’s What A Wonderful World should not be prosecuted; such prudent judgment should also apply to pedestrians ambling on streets formerly known as “open.” In the disheartening event that an overzealous official tickets a pedestrian, there would seem to be a strong legal defence. The relevant HTA section prohibits walking on roadways where a “reasonably passable” sidewalk is present. A case could be made that during a pandemic, when people are warned to stay two metres apart, a sidewalk occupied by other pedestrians is not “reasonably passable,” necessitating a temporary detour onto the road. Such a legal challenge should be unnecessary, however. Enforcement officers shouldn’t actively seek out rogue pedestrians and, should they see one, the best option might be to look the other way. When Charles Dickens employed the expression “The law is an ass” in his 1838 novel Oliver Twist, he wasn’t referring to the seat of human anatomy, but to the colloquial name for donkeys — which have traditionally been characterized as stubborn and stupid, so the phrase refers to a senselessly rigid application of a law. To police the Open Streets concept with a section of the HTA that was never intended for such a situation would warrant such a blunt Dickensian description. Such enforcement would be asinine, indeed.

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BC Active Transportation Design Guide
by Beth McKechnie 04 May '21

04 May '21

BC Active Transportation Design Guide <http://r20.rs6.net/tn.jsp?f=001XABz4sbT7RtvCFXmvoFiNYfLIIWP8Pn3PlrxXeGJXF_5…> The Province of British Columbia and Urban Systems recently developed the BC Active Transportation Design Guide, which is a comprehensive set of planning and engineering guidelines offering recommendations for the planning, selection, design, implementation, and maintenance of active transportation infrastructure across the province.

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New Bicycle Friendly Communities Award Winners!
by Beth McKechnie 04 May '21

04 May '21

---------- Forwarded message --------- From: Share the Road <bfc(a)sharetheroad.ca> Date: Tue, May 4, 2021 at 9:14 AM BFC Awards Today, STR and its partner, the Canadian Automobile Association, are pleased to announce 10 communities across Canada that have been awarded a new or higher BFC designation, and three communities that are being recognized with an honourable mention. Visit <https://sharetheroad.us14.list-manage.com/track/click?u=a35ddfe96e5d144ea08…>Share the Road <https://sharetheroad.us14.list-manage.com/track/click?u=a35ddfe96e5d144ea08…> for a complete list of Bicycle Friendly Communities and *click here* <https://sharetheroad.us14.list-manage.com/track/click?u=a35ddfe96e5d144ea08…> for the news release. Silver awards go to: - Canmore, AB - Collingwood, ON - Cornwall, ON - Markham, ON - Oakville, ON - Thunder Bay, ON Bronze awards go to: - Calgary, AB - Kelowna, BC - Petawawa, ON - Saskatoon, SK Honourable mentions go to: - Bracebridge, ON - Port Alberni, BC - Stratford, ON The BFC Award Program helps communities evaluate how bicycle friendly their community is, celebrate progress, and work toward achieving higher-level awards over time. The Fall 2021 BFC round will open shortly and close on *October 8th, 2021*. Please contact the BFC Manager, Subha Ramanathan (*bfc(a)sharetheroad.ca <bfc(a)sharetheroad.ca>)* if you have any questions. Share the Road Cycling Coalition View this email in your browser <https://mailchi.mp/34c6c4663c7e/bicycle-friendly-communities-spring-2021-ap…> Share the Road <https://sharetheroad.us14.list-manage.com/track/click?u=a35ddfe96e5d144ea08…> Bicycle Friendly Communities <https://sharetheroad.us14.list-manage.com/track/click?u=a35ddfe96e5d144ea08…> Contact Us <bfc(a)sharetheroad.ca>

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WFP: ‘Open streets’ to open, but now only for cyclists (May1'21)
by Beth McKechnie 01 May '21

01 May '21

‘Open streets’ to open, but now only for cyclists https://www.winnipegfreepress.com/local/open-streets-to-open-with-caveat-57… IT’S official: 17 “open streets” will be offered to Winnipeggers this year, but remain reserved for cyclists only. Council cast a 15-1 final vote Thursday night to approve a 2021 pilot project of what are now called “enhanced summer cycling routes,” where vehicle traffic will be limited to one block to create more room for bike riders. Pedestrians won’t be included this time around, after the city discovered inviting them to use similar routes in 2020 actually violated the Manitoba Highway Traffic Act. The seasonal active transportation routes are slated to run from as early as May 3 until Nov. 5, from 7 a.m. to 9 p.m. daily, except for a few routes that will be restricted to weekends and holidays. Despite the legal changes, Coun. Matt Allard, public works committee chairman, said the new routes mark a major step forward. “There’s a lot of benefits to what’s being proposed. It’s adding the enhanced (cycle) routes to the active transportation strategy. So it increases the scope of our active transportation strategy substantially,” said Allard (St. Boniface). Mayor Brian Bowman said he supports creating more space for active transportation, but shares provincial concerns. “Obviously, there’s safety considerations when pedestrians and vehicles are using the same space... those are paramount for me,” said Bowman. While many Winnipeggers have lobbied the city to restore the pedestrian access, the mayor said he’s still pursuing talks with the province to determine if or how that could occur. In the meantime, Bowman urged pedestrians to follow the act, which prohibits walking on roadways where a “reasonably passable” sidewalk is present. “There will be a need to communicate (that) as clearly as we can to everyone,” he said. While the routes have proven popular with many Winnipeggers, one councillor argued the city still hasn’t done a full and proper consultation. Coun. Kevin Klein (Charleswood-Tuxedo- Westwood), who voted against the plan, said he’s received complaints about disputes between those travelling on the routes. “Residents and cyclists and pedestrians get into arguments, and it becomes divisive,” said Klein. The councillor said he also suspects many pedestrians will continue to use the routes, no matter what the official rules are — and doubts the city has the resources to ticket them for doing so. “We’re basically doing something that is absurd, because we’re saying people are going to break the law but we support that,” he said. A few final routes will also be more limited than some residents wish. Members of multiple residents associations urged council to expand sections of Scotia Street and Rover Avenue to provide daily access. However, the final council vote will limit those roadways to weekends and holidays only, after Coun. Ross Eadie expressed concern about delivery vehicle and bus access in those areas. Junel Malapad is no stranger to Scotia Street’s pavement. An ultramarathon runner who regularly runs and bikes for charity, he often trains in the area. While on a bike ride Friday afternoon, Malapad called the decision to leave Scotia Avenue out of the list of routes open to cyclists daily “strange.” “I’ve lived in the North End all my life, and this is a route that I’ve always felt is accessible and (has) less traffic,” he said. The neighbourhood needs more time than weekends and holidays to get out and enjoy the warm weather, especially as COVID-19 case counts begin to rise again, Malapad said. “The opportunity right now, during COVID, it’s a big deal to be able to get outside and just walk freely, they’re closing down the gyms, which is understandable,” he said. “But this just loses the ability to get (outside for) mental health.” joyanne.pursaga(a)freepress.mb.ca Twitter: @joyanne_pursaga *THE following areas will become enhanced summer cycling routes this year:* ● Lyndale Drive: Cromwell to Gauvin streets ● Scotia Street: Anderson (at St. Cross Street) to Armstrong avenues (weekends, holidays only) ● Wellington Crescent: Academy Road to Guelph Street ● Wolseley Avenue: Raglan Road to Maryland Street ● Churchill Drive: Hay Street to Jubilee Avenue ● Egerton Road: Bank to Morier avenues ● Kildonan Drive: Helmsdale Avenue to Irving Place ● Kilkenny Drive/Kings Drive: Burgess to Patricia avenues ● Rover Avenue — Hallet to Stephens streets (weekends, holidays only) ● Alexander Avenue: Arlington to Princess streets ● Ravelston Avenue: Wayoata to Brewster streets ● Linwood Street: Portage to Silver avenues ● Harbison Avenue West: Henderson Highway to its eastern end ● Rose Lake Court, surrounding Rose Lake Green ● Assiniboine Avenue: Parkside Drive to Ferry Road (weekends, holidays only) ● Wellington Avenue: Maryland to Strathcona streets (weekends, holidays only) ● Youville Street: Eugenie Street to Haig Avenue (after reconstruction of Des Meurons Street)

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CTV: Open Streets returning to Winnipeg without pedestrians (Apr29'21)
by Beth McKechnie 30 Apr '21

30 Apr '21

*Open Streets returning to Winnipeg without pedestrians* https://winnipeg.ctvnews.ca/open-streets-returning-to-winnipeg-without-pede… WINNIPEG -- Starting next week, cyclists will once again have some roads in Winnipeg all to themselves. On Thursday, city council voted to move ahead with the Open Streets concept. This means that beginning on Monday, vehicle traffic will be limited to one block on select routes to allow cyclists to use the street. However, unlike last year when pedestrians and cyclists shared the widened roads, the current plan would only allow people on bikes. A report from the province says pedestrians are not allowed on the road where a sidewalk is present. "Walking on the street is wonderful and it should be allowed because right now because of the restrictions we can't go anywhere," said Gabriela Aguero, who enjoys jogging along Wolseley Avenue. "Some people don't own bikes and the sidewalks are so narrow, we cannot keep the distance on the sidewalk." The report recommends the city reach out to the province to change the law. "That is the law right now of the province. I think that we as a council and residents respect the legislation," said Mayor Brian Bowman. Despite the law, Infrastructure Minister Ron Schuler said no legal changes would be needed and the city can just section off the street to separate vehicles from pedestrians and cyclists. "The City of Winnipeg is allowed to do anything they want to do as long as they do it safely," said Schuler. Aguero said no matter what happens, she will be using the street. "What option do we have? I don't want to run close to a mom who is carrying a baby in a carrier because I can't run with a mask," she said. The streets will be open from 7 a.m. to 9 p.m.

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WFP: Resident groups want seven-day enhanced street access (Apr29'21)
by Beth McKechnie 29 Apr '21

29 Apr '21

Resident groups want seven-day enhanced street access https://www.winnipegfreepress.com/local/residents-associations-to-lobby-for… RESIDENTS associations are pushing for more access to two “open streets,” despite opposition from at least one city councillor. Members of multiple associations will lobby city council today to offer seven-day active transportation access on sections of Scotia Street and Rover Avenue. Those are two of 17 roads proposed to become “enhanced summer cycling routes” through a pilot project this year, where vehicular travel will be limited to one block during set hours. “Open streets” are meant to create more room for cyclists. “Having the seven-day access brought (Scotia) Street to life in a completely new way (last year) … The community support for the open routes has been very strong,” said Brent Johnson, secretary of the Luxton Residents Association. But last year’s “open streets,” included pedestrians. Since then, the city has discovered that allowing foot traffic to share the space with vehicles violates the Highway Traffic Act. This year, it’s proposed the routes be set aside for cyclists only. The act prohibits pedestrians from walking on roadways where a “reasonably passable” sidewalk is present. Scotia Street (from Anderson Avenue at St. Cross Street to Armstrong Avenue) and Rover Avenue (from Hallet to Stephens streets) are currently slated to offer enhanced cyclist access on Sundays and holidays only, a limit proposed by Coun. Ross Eadie (Mynarski). The groups hope to change that to seven days a week, as is proposed for most of the other cycling routes. Johnson said he regularly walks and bikes on Scotia Street in West Kildonan and believes that while the one-block limit can inconvenience drivers, the public benefit outweighs any downside. “There’s certainly a demand and desire for people to experience this part of the city in a different way. Why should we deny that in favour for convenience… for cars?” he asked. Johnson expects Rover Avenue, which he’s used to commute by bike, would also benefit from such access. “Rover is a vital link in the active transportation network that the city is slowly but surely developing,” he said. Daniel Guenther, president of the Garden City Residents Association, said Scotia Street also provided his neighbourhood with an outlet for physically distanced exercise last year. “With Scotia being the closest open street to Garden City… (it) definitely filled that void,” said Guenther. Coun. Eadie, who has lived in the Scotia Street area for 54 years, said he has received multiple complaints about the seven-day access, which city staff had initially proposed for the two routes this year. He said residents were concerned the vehicle travel limit interfered with delivery vehicles and buses last year. “The people who are for (this) are adamant (the route must be open) seven days and the people who are against (it) don’t want any days,” said Eadie. The councillor said he believes a switch to Saturday, Sunday and holiday access for Rover and Scotia is preferable. He plans to ask council to add Saturday access at its meeting today, where a final vote on the pilot project will take place. He expects that “compromise” would best address the needs of all residents. “I’m just moving to balance the ‘for’ and ‘against’ perspectives of people,” he said. Eadie said these routes should otherwise match the timelines of the seven day ones, by running from 7 a.m. to 9 p.m., from as early as May 3 to Nov. 5. Eadie said he’s asked city staff to explore if Rover Avenue could have its speed reduced to 30 km/h, something active transportation advocates have lobbied for on residential streets. joyanne.pursaga(a)freepress.mb.ca Twitter: @joyanne_pursaga

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Canstar - Wolseley: Walk Bike project creates debate, concern
by Beth McKechnie 28 Apr '21

28 Apr '21

[Note: This same group is raising funds to try to stop the Wolseley Bike Walk Project https://ca.gofundme.com/f/halt-the-wolseley-walk-bike-project-now] Walk Bike project creates debate, concern BY TONY ZERUCHA SPECIAL TO CANSTAR WOLSELEY Not everybody is convinced increased active transportation measures are a good idea for Wolseley, but all sides agree that more public consultation should be done on the issue. The City of Winnipeg is currently designing the Wolseley to Downtown Walk Bike Project to improve travel choices, accessibility and connectivity in the area. The areas affected by the project include Wolseley Avenue, Westminster Avenue, Balmoral Street and Granite Way. According to the current plan, the interconnected section of Balmoral Street, Young Street and Westminster Avenue between Langside Street and Granite Way will see dedicated 1.8-metre bike lanes on both sides protected by adjustable curbs along with two 3.3-metre-wide traffic lanes. Beginning at Young Street, these will switch to one two-way bike lane on the south side of the street. Westminster Avenue between Langside and Chestnut streets will see two traffic lanes ranging in width between 3.2 and four metres, along with dedicated bike lanes on each side of the street. Some people in the neighbourhood believe the inconveniences of the changes far outweigh any benefits they provide. Ray Hignell, who’s lived in Wolseley for 40 years, is spokesperson for the Wolseley West Broadway Coalition, which recently delivered flyers throughout the neighbourhood. He believes the project will have negative net impact. “People are using the pandemic to promote this thing to say we should all ride bicycles,” Hignell said. “It’s a great inconvenience for everybody.” The WWBC fears the changes will make Wolseley a “car-unfriendly” neighbourhood with unintended side effects. With the narrower lanes, Hignell suspects traffic will back up on already busy streets during peak periods if it cannot move around cars waiting to turn. That will drive people to use side streets more frequently and take longer routes in a bid to avoid slowdowns. Pollution will increase and counter what some of the measures are supposed to address. The changes will also require the removal of 48 parking spots and loading zones. According to the City of Winnipeg, peak parking rates on Westminster occur between 10 a.m. and noon, when 70 per cent of spaces are full. Midday parking percentages on Chestnut, Walnut and Furby are 34, 60 and 75. The problem is worse on weekends and when events are held at area churches, Hignell said. The loss of parking spots will increase scarcity. “How would you like it if your street banned parking and you have friends over and there is nowhere to park?” Hignell asked. “It is a terrible deal. It’s a lot of parking spots to get rid of. Parking’s already tight there.” Wolseley Residents Association president Marianne Cerilli said her organization supports the open streets concept as a needed step to combat climate change. “The reason why we’re in support of open streets and the move to improve bicycle and pedestrian infrastructure is because we realize we have to change our transportation methods from individual car trips as much as possible,” Cerilli said. “Many understand the climate crisis and they want to bring a climate justice agenda to the neighbourhood.” Cerilli said cars are the second-highest emitters of greenhouse gases in the area and that society needs to understand the significant role they play in pollution. She disagrees with Hignell’s concerns about increased traffic. “They’re based on the assumption people won’t mode-shift,” Cerilli said. Cerilli said Wolseley is a very walkable neighbourhood with a good mix of residential development and small shops. She believes that addressing the issue of vehicles using the neighbourhood as a shortcut to Maryland Street would significantly reduce traffic volumes. Adrian Challis is the chair of the WRA’s transportation committee. He believes there is no way of knowing what the impact of the changes will be until they are made, even if only for a trial period. “I don’t see how anyone can have such a crystal ball to say those things will happen,” Challis said. “This is all highly speculative and is hard to know.” Like Cerilli, Challis said he is concerned about the climate and anything we can do to persuade people to use their cars less is a good thing. “I am a car driver, too,” Challis said. “But we can’t just use our cars, we have to make the neighbourhood conducive to walking and biking. “If I have to experience a little inconvenience (as a driver) I am OK with that.” The WWBC is also concerned about the impact of moving the No. 10 Wolseley bus route away from the area around Balmoral Hall School. The current route takes riders down Westminster from Evanson all the way to Broadway via Balmoral, but a proposed new route uses Wolseley and Maryland/ Sherbrook to connect to Broadway. That will affect many of the 2,000 people living near Balmoral Hall, Hignell said. “Many people have low incomes and they need the bus. That bus has been there for 93 years,” Hignell said. “This is going to be a great disservice to a lot of people.” Cerilli and Challis said moving the bus route is a legitimate concern but the impacts have not yet been studied. But this, too, may be an instance in which Winnipeg Transit tries the change to see what the effects are. “I don’t think anybody can confidently say that putting it on Wolseley is a good or bad idea. I think we have to try it,” Challis said. While the City of Winnipeg has held open houses, workshops and surveys, both the WRA and WWBC feel meaningful dialogue is lacking. Hignell believes more than half of residents do not know what changes are being considered as they did not receive notices or surveys. Many of those most affected by the changing bus route had no idea it’s coming. Longtime Wolseley resident Ray Hignell believes the costs of planned active transportation measures will do more harm than good, while Leona Fontaine says a proposed new route for the No. 10 bus will negatively affect many in the neighbourhood.

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Neighbourhood Greenway Streets Pilot Designs and Public Engagement
by Mark Cohoe 28 Apr '21

28 Apr '21

Hi, In case you missed this (I did), the city has opened up public engagement on the Neighbourhood Streets Pilot, complete with traffic calming plans. https://engage.winnipeg.ca/neighbourhood-greenway-reduced-speed-pilot?tool=… Mark

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Fwd: Thank you for attending Using Indicators to Track Walking and Cycling Progress
by Mark Cohoe 28 Apr '21

28 Apr '21

Hi Everyone, Here is the recording from the April APBP Webinar: Using Indicators to Track Walking and Cycling Progress. It gives details on a program put in place by Perburough, Ontario. A couple of interesting notes from the webinar: - They use a Transit Convenience Indicator based on an indicator they saw used in Winnipeg - They have someone dedicated to transportation demand management - Vehicle Kms travelled have remained - They saw a fairly sizable increase in cycling, which they link to an expanded cycling network Cheers, Mark Cohoe Executive Director Bike Winnipeg t: 204-894-6540 e: mark(a)bikewinnipeg.ca ---------- Forwarded message --------- From: APBP Webinars <customercare(a)gotowebinar.com> Date: Wed, Apr 21, 2021 at 6:01 PM Subject: Thank you for attending Using Indicators to Track Walking and Cycling Progress To: <mark(a)bikewinnipeg.ca> Thank you for attending the APBP webinar. We hope you found the content interesting and helpful. To claim AICP credit with the American Planning Association for viewing this live webinar, search for event ID #: 9214792 Please help APBP improve the webinar program by taking quick 2-minute survey. Click on this link or copy and paste it into your browser: https://apbp.memberclicks.net/webinar-evaluation-form Watch the webinar recording: https://login.filesanywhere.com/fs/v.aspx?v=8c6b658f5b657377aea0 AICP event number for viewing the on-demand recording: 9214795 Download the slides in PDF format: https://login.filesanywhere.com/fs/v.aspx?v=8c6b658f5b64747da3a5 Report PDF: https://www.peterboroughpublichealth.ca/wp-content/uploads/2020/12/ATI-Repo… If you need an attendance certificate, the form is available for download: https://www.apbp.org/webinar-downloads Please forward these links to others who viewed the webinar at your site. Thank you again for participating! Please send your questions, comments and feedback to: webinars(a)apbp.org. You are receiving this email because you registered for this webinar. Your email address and personal information will be used by the Webinar organizer to communicate with you about this event and their other services. To review the organizer's privacy policy or stop receiving their communications, please contact the organizer directly. Stop GoToWebinar emails <https://attendee.gotowebinar.com/subscription.tmpl?organizer=10000000000057…> | Report spam <https://attendee.gotowebinar.com/reportSpam.tmpl?organizer=1000000000005727…> This email is sent on behalf of the organizer by GoToWebinar. 333 Summer Street | Boston, MA 02210 Privacy Policy <https://secure.logmein.com/home/en/policies/overview> | Anti-spam Policy <https://secure.logmein.com/home/en/policies/anti-spam-policy> | www.gotowebinar.com ©2021 LogMeIn, Inc.

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Upcoming webinars on behavior change and bicycle-friendly facilities
by Beth McKechnie 27 Apr '21

27 Apr '21

---------- Forwarded message --------- From: Anna Walters <0000012ea70457d7-dmarc-request(a)listserv.usf.edu> Date: Tue, Apr 27, 2021 at 10:34 AM Hi there, Bikes Make Life Better is hosting or participating in two upcoming webinars that may be of interest to you. Both are free and open to all. *Upcoming Online Bike Forum: From Reticent To Regular Rider — Using A Behavior Change Model To Design Effective Bike Programs* As transportation professionals, we know motivating someone to ride a bike once — let alone for their daily commute — is tough. But what if we could use behavior change theory to help us design bike programs? At our next Online Bike Forum, Jessica Roberts, Principal at Alta Planning + Design, will share insights gleaned from the Stages of Change model, including how to deliver the right interventions at the right times; measuring program success; and more. DATE: April 29, 2021 TIME: 9:00 AM - 9:30 AM PT *REGISTER <https://bikesmakelifebetter.com/online-bike-forum-from-reticent-to-regular-…>* [image: OBF_alta+planning_intro_slide.png] *San Francisco Bicycle-Friendly Facilities Forum* Join Bikes Make Life Better Director Kurt Wallace Martin and other panelists for a lively presentation and discussion on bike-friendly facilities and how to prepare for the influx of new bike commuters at your workplace. Led by the San Francisco Bicycle Coalition and hosted by the SF Spare the Air Team. DATE: May 11, 2021 TIME: 11:00 AM – 12 PM PT *REGISTER* <https://us02web.zoom.us/meeting/register/tZAlfumgrjkoGNT80Gxs87578BGkLCrRZc…> [image: 176033610_4454571777890665_5104912781397308090_n.jpeg] Any questions, please let me know. :) Thanks, Anna -- <https://bikesmakelifebetter.com/animated-video/> Bikes Make Life Better <http://bikesmakelifebetter.com/> | 360.918.1109 <3609181109> Anna Walters | Marketing and Communications Manager ------------------------------

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WFP: Open Streets - route list (Apr22'21)
by Beth McKechnie 22 Apr '21

22 Apr '21

Where to make use of enhanced routes IF city council concurs, the following street sections will serve as enhanced summer cycling routes during a pilot program this year: ● Lyndale Drive: Cromwell to Gauvin streets ● Scotia Street: Anderson (at St. Cross Street) to Armstrong avenues (Sundays, holidays only) ● Wellington Crescent: Academy Road (at Wellington Crescent) to Guelph Street ● Wolseley Avenue: Raglan Road to Maryland Street ● Churchill Drive: Hay Street to Jubilee Avenue ● Egerton Road: Bank to Morier avenues ● Kildonan Drive: Helmsdale Avenue to Irving Place ● Kilkenny Drive/Kings Drive: Burgess to Patricia avenues ● Rover Avenue — Hallet to Stephens streets (Sundays, holidays only) ● Alexander Avenue: Arlington to Princess streets ● Ravelston Avenue: Wayoata to Brewster streets ● Linwood Street: Portage to Silver avenues ● Harbison Avenue West: Henderson Highway to its eastern end ● Rose Lake Court surrounding Rose Lake Green ● Assiniboine Avenue: Ferry to Winston roads ● Wellington Avenue: Maryland to Strathcona streets (Sundays, holidays only) ● Youville Street: Eugenie Street to Haig Avenue (Sunday, holidays only, once construction of Des Meurons Street is completed)

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WFP: City moves toward open summer streets (Apr22'21)
by Beth McKechnie 22 Apr '21

22 Apr '21

EPC votes to devote parts of 17 roadways to giving cyclists extra room this year City moves toward open summer streets https://www.winnipegfreepress.com/local/city-steps-toward-open-summer-stree… THE City of Winnipeg could offer even more open streets for cyclists this year, but it’s unclear if it will find a way to reopen them to pedestrians. Council’s executive policy committee voted Wednesday to devote sections of 17 roadways, up from a previously proposed 14, to provide extra room for cyclists this year. The seasonal active transportation routes would limit vehicle access to just one block of travel at set hours and are currently slated to open as early as May 3 and last until Nov. 5. If council approves, a pilot program for most of the now-labelled “enhanced summer cycling routes” would operate that way from 7 a.m. to 9 p.m. daily. Four of the routes are currently slated for weekend and holiday hours only, with exact times still being sorted out. The “open streets” concept was widely welcomed on 10 different street sections in 2020, as a way for both pedestrians and cyclists to enjoy safe, socially distanced recreation during the COVID-19 pandemic. To the disappointment of many, the current proposal doesn’t include pedestrians — because the city has since learned it violated the provincial Highway Traffic Act by inviting them to use last year’s routes. The act prohibits pedestrians from walking on roadways where a “reasonably passable” sidewalk is present. Coun. Matt Allard, public works committee chairman, said he’s hopeful the city can work out some kind of pedestrian access solution with the province, and pursue the cycling routes in the meantime. “In terms of this report (on) enhanced bicycle routes, I think it’s a step in the right direction that opens many new streets to cyclists and will calm the streets because of the limited vehicle traffic,” said Allard (St. Boniface). The councillor noted the current motion calls upon civic staff to report back on pedestrian access discussions with the province next month. A provincial minister has publicly stated the Manitoba government will “never” change the Highway Traffic Act to let a municipality mix pedestrians with vehicle traffic on such routes. Infrastructure Minister Ron Schuler said Winnipeg could instead close a section of a street or lane to vehicles to reserve it for pedestrians and cyclists. He said the city would need to use road paint and add signs at every affected block to make the rule obvious. So far, councillors have not officially called for that change, though some believe the city should consider it. Coun. Markus Chambers (St. Norbert-Seine River) said all options should be explored to invite pedestrians back to the routes. “The success of this last year, the ability to have people out and about on the streets, that’s what we want to promote. So, if there’s a way we can do that safely, that’s our objective,” said Chambers. Mayor Brian Bowman stressed Winnipeggers should obey the current “rules of the road,” despite the fact they could walk on the active transportation routes last year. “The Highway Traffic Act is there to protect the safety of residents… and I think it’s important that we, as a municipal government, and citizens respect the legislation,” said Bowman. The mayor declined to weigh in on whether he thinks police should ticket pedestrians who walk on this year’s cycling routes. He also stopped short of stating whether or not he personally wants to restore foot traffic on the routes, only noting he supports discussing that option with the province. “We’re doing our best to navigate the legislation in a way that provides more recreation amenities for our residents.” joyanne.pursaga(a)freepress.mb.ca Twitter: @joyanne_pursaga

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Free Webinar Next Week: Jeff Speck on Walkability Studies
by Beth McKechnie 21 Apr '21

21 Apr '21

What is a Walkability Study, and Why Should You Do One? WEBINAR, THURSDAY, APRIL 29 – 2:00 P.M. EDT ------------------------------ [image: What is a Walkability Study, and Why Should You Do One?] <https://lnks.gd/l/eyJhbGciOiJIUzI1NiJ9.eyJidWxsZXRpbl9saW5rX2lkIjoxMDAsInVy…> What is a Walkability Study, and Why Should You Do One? *Thursday, April 29 at 2:00 p.m. EDT* *Participants of this live webinar are eligible for 1.5 AICP CM credits.* Join the Maryland Department of Planning and the Smart Growth Network as Jeff Speck, one the nation’s leading pedestrian experts, explains his approach in Oklahoma City and other communities, how walkability studies are conducted, and how local planners can work with neighborhoods, business groups and citizens to complete similar studies of their own. *Please note* that this webinar is an hour later than our usual time. *Find out more and register for this free webinar via the link below.* Register for "What is a Walkability Study, and Why Should You Do One?" <https://lnks.gd/l/eyJhbGciOiJIUzI1NiJ9.eyJidWxsZXRpbl9saW5rX2lkIjoxMDEsInVy…>

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Canstar - The Times: Better active transportation options urged (Apr19'21)
by Beth McKechnie 19 Apr '21

19 Apr '21

https://www.winnipegfreepress.com/our-communities/times/Better-active-trans… Organizations are advocating for a connected walking and cycling network throughout Winnipeg. Organizers from Green Action Centre, Winnipeg Trails, Safe Speeds Winnipeg and Bike Winnipeg, along with fellow signatories, say an improved active transportation network would promote physical and mental well-being, reduce greenhouse gas emissions, and address transportation inequity. Letters <https://greenactioncentre.ca/> stating the request were sent to Mayor Brian Bowman, Premier Brian Pallister, and Saint Boniface-Saint Vital MP Dan Vandal earlier this month. Fearless R2W, a North End-based group concerned with child welfare, was one of the letter signatories. "Fearless R2W has a network of families who rely heavily on public transportation, walking, active transportation, and being able to have a safer way for themselves and their children to transport themselves in between home and school and work and leisure," spokesperson Michael Redhead Champagne told *The Times*. He said area residents praised the City of Winnipeg’s open streets project — which saw some streets blocked off for pedestrian and cyclist use only — last year and were hoping to see it expanded this summer. The city was planning to reboot the program in May of this year; however, a legal technicality may rule out pedestrians from using the open streets. Earlier this month, the public works department released a report that said Manitoba’s Highway Traffic Act prohibits pedestrian use of a roadway when a sidewalk is present. So, the "open" streets would be welcome to cyclists only. Mel Marginet, co-ordinator of the Green Action Centre’s sustainable transportation team, said the city needs to start implementing permanent solutions rather than temporary and recreational-based options. "At this point, we really need to move beyond a recreation response towards real transportation choice … and we just see that a connected walk/bike network is the logical next step that they need to do," Marginet said. "We really need to see some clear action, some political motivation and to just really get moving on offering all Winnipeggers transportation choice." Traffic volumes have been down at least 20 per cent during the pandemic. Organizers say now that the streets are emptier, it’s the ideal time to form new travel habits. The city released the Winnipeg Pedestrian and Cycling Strategies report in 2014. The document outlines opportunities to improve connectivity, convenience, safety and accessibility throughout the city. Marginet said the groups want the city to return to the strategies, identify gaps, and use temporary infrastructure to provide solutions until permanent change can be implemented. "As part of a modern growing city, the (m)ayor has and continues to support active transportation and the City’s Pedestrian and Cycling Strategies with significant annual investments since he was first elected in 2014," a spokesperson from the mayor’s office said in an email, adding that the mayor is optimistic about the federal government’s new active transportation fund. In March, the Canadian government announced an investment of $400 million over five years to help build new and expanded networks of pathways, bike lanes, trails and pedestrian bridges across the country. At press time, the federal government had not revealed how the funding will be allocated.

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WFP: Province refuses to amend law to let pedestrians and cyclists share Winnipeg roads (Apr17'21)
by Beth McKechnie 17 Apr '21

17 Apr '21

Province refuses to amend law to let pedestrians and cyclists share Winnipeg roads Back to Square 1 on open streets https://www.winnipegfreepress.com/local/provincial-law-blocks-citys-open-st… THE province has rejected calls to change the law to let Winnipeg welcome back pedestrians to “open streets” this year, arguing the city can mark out separate spaces for vehicles and foot traffic instead. However, a city councillor fears that option would force Winnipeg to start the entire concept over from scratch. Infrastructure Minister Ron Schuler said the province would never alter the Highway Traffic Act to let the city mix pedestrians with vehicle traffic. “The law is very clear and we’re not going to budge on the law…. We are not contemplating an exemption, either,” Schuler said. “We do not believe, as a government, that pedestrians and traffic are a good mix.” Last year, Winnipeg designated 10 sections of local streets where vehicle access was restricted to one block between 8 a.m. and 8 p.m. daily to create space for pedestrians and cyclists to get outside for some fresh air at a safe social distance. Council is considering a proposal to test 14 more routes this year. But the new routes would be reserved for cyclists only, after the city discovered including pedestrians violated the Highway Traffic Act. The act prohibits pedestrians from walking on roadways where a “reasonably passable” sidewalk is present. Schuler said the city can offer active transportation access to both pedestrians and cyclists by closing a section of a street or lane to vehicular traffic. He said the city would need to use road paint and add signs at every affected block to make the rule obvious. Coun. Matt Allard, council’s public works chairman, said that concept isn’t a good fit for “open streets” because it would cut off vehicle access entirely. “We would have to look at every street, at how parking and traffic would be impacted. So it really would be a starting-from-scratch scenario,” said Allard. Ideally, Allard said he’d like to find a legal way to allow pedestrian access. Jim Berezowsky, Winnipeg’s public works director, said the city would need to complete a new round of public consultation before it could implement the province’s option. “We engaged with the public last year…. We would have to go back to that same community and ask these new questions,” said Berezowsky. Several groups are urging the city to find a way to restore pedestrian access. “People walking really did make up such a large percentage of the people who took part in our open streets program,” Mel Marginet, a co-ordinator with the Green Action Centre’s sustainable transportation team, told council’s public works committee Friday. “In Winnipeg, our sidewalks are narrow, they are often in poor shape where they exist at all. So relegating people to walking during a pandemic on narrow spaces fails in terms of accessibility and public health.” Marginet said it would be difficult for the city to keep pedestrians off cycling only routes. “This is going to create a lot of confusion and we don’t think it’s really possible or equitable to start ticketing people for walking,” she said. Emma Durand-Wood, an active transportation advocate, called it “mind-boggling” that pedestrians could suddenly lose this access. “We saw last year that (this) more or less worked fine,” said Durand-Wood. “This (change) just lacks common sense.” If the proposal is approved as is, this year’s seasonal active transportation routes would serve only cyclists and limit vehicular traffic to one block from 7 a.m. to 9 p.m. daily. That’s expected to begin as early as May 3 and continue until Nov. 5, pending consultation. The changes require full council approval. Council’s public works committee will vote on the matter Tuesday. joyanne.pursaga(a)freepress.mb.ca

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Wpg Sun: Winnipeg should follow Edmonton's lead for active transportation routes: Schuler (Apr15'21)
by Beth McKechnie 17 Apr '21

17 Apr '21

https://winnipegsun.com/news/news-news/winnipeg-should-follow-edmontons-lea… Manitoba Infrastructure Minister Ron Schuler says it’s possible for the city to move forward with its spring and summer Open Streets active transportation routes, but only under certain conditions that conform to the law and preserve safety. <http://www.gomanitoba.ca> Last year, to encourage residents to get outside during the pandemic, the City opened up multiple streets for cycling, walking and running. Vehicles, which were limited to one block at a time from 8 a.m. to 8 p.m., mixed with pedestrians and cyclists. However, a recent Winnipeg public service report said mixing pedestrians and vehicles is a contravention of section 143 (1) of Manitoba’s Highway Traffic Act. According to the City, the act prohibits pedestrians from using roads when sidewalks are present. As a result, this year’s Open Streets initiative will only be able to accommodate cyclists — relegating pedestrians to sidewalks. “There’s a little bit of confusion on the Highway Traffic Act and what it says in regards to what the city would like to do,” said Schuler, a regular active transportation route user who sometimes cycles 40 km a day. “We are not advocating the City does, or not does something. That has nothing to do with us. The question is, how do you mix pedestrians and traffic?” Schuler said where there’s a sidewalk, the usual recommendation is pedestrians use the sidewalk and cyclists share the road with vehicles. But there’s another way, he said. As demonstrated by the city of Edmonton, Winnipeg can section-off a piece of road, which could then be dedicated to pedestrians and cyclists. “It would have to be marked off by a painted line,” Schuler said. “We would recommend you do like Edmonton. I believe they bought 1,500 traffic cones and some planters, so that you really differentiate road traffic from pedestrian and cyclist traffic. But it can be done. The Highway Traffic Act does allow for it, but it has to be very clearly signed each and every block.” Schuler said the City has the authority to block off roads, like Wellington Crescent. Local traffic would be allowed, but he’s recommending a separate lane, exclusively for cyclists and pedestrians. “The mixing of traffic and pedestrians is a very dangerous situation,” he said. “So the Highway Traffic Act is very clear. When it comes to pedestrians, they must be separated, and it must be clearly marked and has to be done every block. The City of Winnipeg has the ability to do this, as does any municipality.” In a statement, a spokesperson for the city said they’re aware of their authority in terms of full or partial lane closures to restrict vehicle access. They said the city is committed to investigating safe, long-term solutions for shared streets, and would consider physical separation as a potential future, safe solution. jsnell(a)postmedia.com Twitter @JamesWestgateSn

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Together We Cycle | Architecture & Design Film Festival
by Beth McKechnie 16 Apr '21

16 Apr '21

Looking for something to do this weekend? Here's a film on the history of Dutch cycling as part of the Architecture & Design Film Festival at Cinematheque (online): https://adff.ca/films/2021/together-we-cycle/ cheers, Beth -- Beth McKechnie (she/her) *| *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 located on the ancestral lands of the Anishinaabeg, Ininew, Anishininiwag, Dakota, and Dene Peoples, and the homeland of* *the Métis Nation. We acknowledge that our water is sourced from Shoal Lake 40 First Nation and that our hydro is sourced from numerous First Nations here in Manitoba**. * 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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City Climate Plan lagging
by Charles Feaver 16 Apr '21

16 Apr '21

Glad we got coverage on this issue; it is shocking that the city was going forward to long term planning with a climate plan that did not meet the national standard, and nobody was raising a red flag. https://www.winnipegfreepress.com/local/bike-winnipeg-takes-aim-at-citys-25- year-plan-574217822.html A local community cycling advocacy group is asking the City of Winnipeg to align municipal plans moving forward with climate change targets in step with the rest of Canada and the world. Charles Feaver, a volunteer with Bike Winnipeg, says the group has submitted a lengthy criticism of a draft municipal planning document, OurWinnipeg 2045. According to the city's website, the document, "is the city's 25-year development plan which is intended to guide everything the city does. It provides a vision, goals and policies intended to influence leadership and good governance, priority setting, delivery of city services, how residents get around in the city, and decisions about how the city grows." The problem, Feaver says, is the planning document draft is built upon Winnipeg's current climate targets, which are out of line with Canadian climate targets and international goals that hope to constrain global warming to 2 C above pre-industrial levels. The City of Winnipeg aims to reduce carbon emissions by 20 per cent by 2030 over 2011 levels, and by 80 per cent by 2050. Both targets fail to meet the thresholds needed to meet the Paris Agreement targets, or more ambitious targets that would constrain warming to 2 C.

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WFP Analysis: ‘Speeding’ can have different meanings (Apr16'21)
by Beth McKechnie 16 Apr '21

16 Apr '21

‘Speeding’ can have different meanings https://www.winnipegfreepress.com/opinion/analysis/speeding-can-have-differ… EMMA DURAND-WOOD WHAT does it mean to be “speeding”? Does it mean you’re exceeding the posted speed limit? Driving too fast for conditions? Travelling at a speed that makes people outside your vehicle nervous or uncomfortable? Judging by the number of requests for traffic calming over the last several years, speeding is a huge problem throughout Winnipeg. Often, those requests result in a traffic study being approved. What happens next? The city comes and sets up equipment to measure speeds over the course of a certain period. The findings are almost always the same: few drivers are actually exceeding the legal speed limit. Nevertheless, residents say there is a “speeding problem” on their street and they’re worried about it. Their concerns go unanswered because technically, there is no problem to address. People aren’t speeding. Nothing to worry about. No traffic calming is warranted. But lay people — everyday citizens in a neighbourhood — are trying to communicate feelings of concern about comfort and safety, but the only way to describe those feelings is with words such as “speeding” and “too fast” — concepts traffic engineers will measure in concrete numbers and compare against the posted speed limit. When neighbours say there’s a speeding problem on their street, what they are really saying is that the posted speed limit, which drivers are following, is too high. Just a few weeks ago, my youngest child mastered the two-wheeler. She’s now keen to spend every waking moment enjoying her newfound freedom. It’s a joy to witness, and fun that we can ride bikes together as family. But sadly, as parents, as we move throughout our neighbourhood, that enjoyment is tempered by a constant state of high alert as we try to anticipate every car’s movement, speed, direction and intention. As a driver, you might think to yourself, “I see that family riding bikes up there – I’ll be careful.” But as the parent outside the vehicle, with three kids in tow, I have no idea whether you see us, whether you’ll slow down, whether you’ll give us room to pass. It’s of zero comfort to me to know that you’re not going over the 50 km/h speed limit. The knowledge that “no one has died on this street” does not reassure me. The pandemic has unlocked an enormous appetite and enthusiasm for spending time in our own neighbourhoods. Bike sales are through the roof. Running shoes, too. We want to be outside and we want not just to be safe, but to be comfortable. We want to feel at ease going for a walk or a bike ride with a friend, with our senior parents, with our children, with our pets. Opponents of speed-limit reductions like to point out that residential streets aren’t where people are getting killed anyway. They suggest lowering speed limits tries to solve a problem that doesn’t exist, and will bring the city to a standstill because all the cars will have to drive around at a snail’s pace. Reality says otherwise. Most commuting is done on major arterials (or should be), not on residential streets. Lower speed limits will result in negligible increases in travel time. To the point of solving a problem that doesn’t exist, surely we’re not just waiting for tragedy to occur to prove otherwise? In truth, slower neighbourhood speeds are about so much more than just preventing collisions. Winnipeg’s adopted Climate Action Plan requires us to change the way people get around the city, given that nearly one-third of emissions come from personal vehicle use. Yet from Waverley West to St. Boniface to Weston, people say their neighbourhoods are a hostile place for walking or biking. How do we expect to convert more than one in every four car trips to other modes when people don’t feel at ease outside a vehicle? Imagine neighbourhoods with fewer exhaust fumes and cleaner air. Neighbourhoods where pavement lasts longer because more of the traffic involves bikes and people, not heavy vehicles. Imagine, too, quieter neighbourhoods where you can hear birdsong and have a chat with a neighbour from across the street without yelling: a reduction of 10 km/h in vehicle speeds results in a 40 per cent reduction in noise. Right now, many people seeking a pleasant and safe environment for walking must hop in the car and drive to a regional park. But if people simply drove more slowly, every neighbourhood in the city could have that calm and comfortable feeling. We also know from study after study that there’s a huge contingent — close to 45 per cent — of potential bike riders in the “interested, but concerned” category. They would like to ride, but are wary of existing conditions and therefore don’t. Those are the kinds of problems lower speed limits would solve. *Emma Durand-Wood is a volunteer with Safe Speeds Winnipeg, a grassroots group of people of all ages that are concerned about safety, comfort and sustainability in our neighborhoods.*

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WFP Editorial: A step backward for Open Streets initiative (Apr16'21)
by Beth McKechnie 16 Apr '21

16 Apr '21

A step backward for Open Streets initiative https://www.winnipegfreepress.com/opinion/editorials/a-step-backward-for-op… HAS the Open Streets pilot project arrived at a “Don’t Walk” sign for city pedestrians? The concept for seasonal active transportation across Winnipeg that began in 2020 restricted motor vehicles to travel for only one block on 10 different routes every day from 8 a.m. to 8 p.m. in the spring, summer and fall, allowing for cyclists and pedestrians greater and safer access. It was a pandemic-inspired expansion of a similar plan that has been in use for many years on summer weekends on Wellington Crescent and Wolseley Avenue. Open Streets proved to be welcome relief for Winnipeggers stuck at home during the COVID- 19 crisis. Walking or pedalling on Churchill Drive or Scotia Street along the Red River, or Egerton Road beside the Seine River, became a way to get some fresh air and exercise while enjoying the city’s scenery without having to dodge a procession of trucks and cars. The concept allowed for physical distancing for pedestrians, keeping sidewalks from getting crowded and becoming potential pandemic hot spots. The city’s public works committee will vote today on a proposal to extend the pilot project for a second year. If it receives approval from city council, it would begin May 3, on 14 streets around the city. While the cycling aspect of Open Streets is expected to roll on, the pedestrian part of the plan has stepped squarely into an administrative mud puddle. On Monday, city staff reminded councillors that allowing pedestrians to use roadways that have “reasonably passable” sidewalks, such as Wolseley Avenue and Wellington Crescent, contravenes the province’s Highway Traffic Act. They recommend pedestrians be excluded from these “enhanced summer cycling routes,” and should stick to sidewalks. However, crowding on sidewalks remains a COVID-19 concern, especially considering new information regarding outdoor transmission of the virus’s highly contagious variants. Excluding pedestrians from Open Streets flies in the face of the reasoning that launched the project in the first place. Apparently, the city either didn’t know about the provisions in the Highway Traffic Act or overlooked them when it gave the project the go-ahead last year. Public works director Jim Berezowsky said the city was looking out for Winnipeggers’ best interests when it launched the Open Streets project during 2020’s state of emergency. A year later, a provincial state of emergency remains in place, but legalities seem to have forced pedestrians’ best interests to take a step back. The recommendation also fails to recognize that pedestrians have walked on Wellington Crescent and Wolseley Avenue for years without facing enforcement or penalties when similar rules restricted motor vehicles on weekends. The notion of excluding pedestrians from Open Streets is bound to create resentment in those who strolled or jogged on those streets last year. They will no doubt be struck by the irony of a provincial act intended for motorists adding restrictions on those who choose to travel on foot. City officials are lobbying the province to amend the HTA to allow for Open Streets’ pedestrian plans, but legislative procedures, including a new bill and debates, are hardly a walk in the park. The city and province could take a forward step together by agreeing on an interim measure that would allow both cyclists and pedestrians to use Open Streets’ designated roads this year while providing motorists the restricted one block access to the streets. It would give city council and administration more time to gather information on whether Open Streets could become a permanent feature of Winnipeg summers, and grant pedestrians another opportunity to enjoy one of the few improvements on city life the pandemic has presented.

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Trading clunkers for electric bikes: France moves to offer financial incentive
by Beth McKechnie 15 Apr '21

15 Apr '21

https://www.reuters.com/technology/trading-clunkers-electric-bikes-france-m… France is offering the owners of old, exhaust-belching cars the opportunity to hand over their vehicles for scrap in return for a 2,500 euro ($2,975.00) grant to buy an electric bicycle. Lawmakers in the National Assembly have just approved the measure in a preliminary vote. It was an amendment to a draft climate bill passing through parliament that aims to reduce greenhouse emissions by 40% in 2030 from 1990 levels. If adopted, France will become the first country in the world to offer people the chance to trade in an ageing vehicle for an electric or folding bicycle, the French Federation of Bicycle Users (FUB) said. "For the first time it is recognised that the solution is not to make cars greener, but simply to reduce their number," said Olivier Schneider of the FUB. -- Beth McKechnie (she/her) *| *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 located on the ancestral lands of the Anishinaabeg, Ininew, Anishininiwag, Dakota, and Dene Peoples, and the homeland of* *the Métis Nation. We acknowledge that our water is sourced from Shoal Lake 40 First Nation and that our hydro is sourced from numerous First Nations here in Manitoba**. * 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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