- AT-Network - University of Manitoba Mailing Lists

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

1 0

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

1 0

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…>

1 0

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.*

1 0

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

1 0

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

1 0

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.

1 0

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

1 0

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.*

1 0

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

1 0