- AT-Network - University of Manitoba Mailing Lists

WFP: Lane it on the line - Developing alleys could breathe new life into the city (Jul18'16)
by Beth McKechnie 18 Jul '16

18 Jul '16

Lane it on the lineDeveloping alleys could breathe new life into the city http://www.winnipegfreepress.com/business/lane-it-on-the-line-387204271.html As a kid, the back lane was a perfect spot to play street hockey. The narrow alley was enclosed and protected, houses were close-set, allowing our parents to maintain a watchful eye. The occasional slow-moving vehicle could be accommodated simply with an enthusiastic howl of ‘car!’ The intimacy and human scale that makes residential alleys so great for street hockey are characteristics shared with the narrow urban lanes found throughout many downtown areas. These attractive qualities are leading cities around the world to explore the potential of re-engaging these forgotten urban connectors. Streets with a similar personal scale inspire the vibrant sidewalk culture that makes European city centres an attractive vacation destination for so many, but in our downtown we demand wide, straight roadways designed primarily to funnel cars as quickly as possible into the suburbs. Any efforts to narrow these thoroughfares and improve the pedestrian experience are often met with strong opposition. The city’s back lanes, however, might provide an opportunity to efficiently create this welcoming pedestrian environment within existing infrastructure. These narrow, enclosed spaces, generally used for loading and garbage collection, are being reimagined in many cities as an alternate pedestrian network superimposed on the larger street grid, introducing lively, people-first, public space. The city that pioneered reclaiming downtown laneways is Melbourne, Australia. In the early 1980s, that city’s downtown was a homogeneous business centre with fewer than 2,000 residents, two outdoor sidewalk patios and 300 metres of active laneways. To breathe life back into downtown, the city developed a strategy to increase the residential population to 10,000 in 15 years. Investments were made in initiatives that would make urban living more attractive. They focused on improving the pedestrian experience by widening sidewalks, planting trees, creating green space and redeveloping their dormant urban laneways. The design approach was to consider the lanes as a cohesive secondary network that would provide pedestrian mobility and connectivity throughout the downtown. Lanes were either shared with low-volume vehicle traffic or made pedestrian-only, with deliveries and building servicing co-ordinated at off hours. Alleys were named to help create an identity, and physical improvements were made. New paving, awnings, plants, street furniture and lighting were installed. The improvements carefully retained the gritty, industrial quality of the alleys, preserving the underworld character that provides an enticing and unique experience from other urban environments. Many walls were left adorned with graffiti, and a program of continually evolving public art was established to make each alley a unique gallery of artistic expression. Most importantly, local businesses were encouraged through financial incentives, promotion and policy change to locate in new storefronts created along the alleyways. Small spaces were carved into the ground floors of existing buildings, creating new revenue opportunities for owners and encouraging low-rent startups and small business opportunities. The result has been transformational for Melbourne. The intimate and sheltered qualities of the back lane network provide a finer grain to the city, breaking it down to a personal scale. Like European medieval cities, the narrow lanes, today lined with eateries, bars and boutiques, connect people to each other in a safe and stimulating environment, filled with rich sensory experiences. The attraction of these new public spaces has made downtown Melbourne a desirable place to live, inspiring significant residential development, many with entrances to the laneways. New buildings often incorporate arcades and alleys within their plan to connect to the success of the existing network. Melbourne’s city centre has far surpassed its urban-renewal goals, today home to more than 100,000 people, 500 outdoor patios and 3.5 kilometres of animated lanes. The city now consistently appears at the top of global quality-of-life rankings. The success of rediscovering urban laneways in Australia is enticing cities in New Zealand, California and even Vancouver and Toronto to begin studying and implementing similar initiatives. Winnipeg’s downtown, which lacks human scale in many areas, would seem to be an ideal candidate for such a transformation. The central lanes dividing the oversized blocks south of Portage Avenue were once an important secondary pedestrian grid, before density was replaced with parking lots. In the Exchange District, lanes and covered passageways are still commonly used as pedestrian connections throughout the neighbourhood. Awareness for the potential of our downtown laneways has been growing. A number of recent festivals have held parties and pop-up design installations in the alleys of the Exchange District. The Downtown Winnipeg BIZ is currently working through an international design competition called the Backlane Public Art Project for the space behind Mountain Equipment Co-op on Portage Avenue. The winning scheme will be announced and installed this fall. A series of evening outdoor markets has also been happening in various Exchange District alleys this summer (www.alleywaysmarket.ca) to bring attention to these underused spaces. These events coincide with the construction start of a back lane development project for John Hirsch Place, a former rail spur running behind the buildings on Bannatyne Avenue near Waterfront Drive. Designed by HTFC Planning and Design, the lane will be transformed into Winnipeg’s first Woonerf, a Dutch term meaning ‘living street’, where cars, pedestrians and cyclists all share public space without physical separation. A perfect place for a game of street hockey. The lane will be curb-less, with large paving stones running in a dynamic geometric pattern from building edge to building edge. These will be supported on an innovative series of underground storage cells that control stormwater and provide trees with ample soil volumes to ensure they grow healthy and large. Planters, public art and seating will be positioned to slow vehicular traffic to walking speed and make the alleyway a beautiful green finger extending from the riverbank into the Exchange District. The hope is one day shops or restaurants might open into the lane to further activate the space. This progressive laneway initiative will stand as an example of what these intimate hidden spaces can become and will hopefully be the catalyst for a larger network of active laneways winding through the city centre. The future health of downtown Winnipeg depends on our ability to create safe, vibrant, walkable neighbourhoods with the interest and amenities that make urban living attractive. Simply subsidizing the construction of residential units will be a lost investment if we don’t also build the conditions that make people want to choose to live downtown. Increasing active public space is crucial to achieving this, but in low-density cities such as Winnipeg, it must be appropriately scaled. Smaller, far-reaching laneway redevelopment that weaves through the disconnected neighbourhoods of downtown would likely find more success than large plazas and green spaces that often remain empty and under-used. Forward-looking initiatives like the John Hirsch Place redevelopment are a starting point for looking at urban renewal in a new way, taking advantage of downtown’s natural assets to create intimate, pedestrian-focused public space that provides unique experiences not found in the suburbs. With the success of Melbourne in mind, envisioning an active web of green laneways spread through the downtown is a tantalizing image for the future of our city. Brent Bellamy is creative director at Number Ten Architectural Group. bbellamy(a)numberten.com

1 0

The war with drivers will only end when bikes are as common as cars
by Dave Elmore 16 Jul '16

16 Jul '16

- http://www.theglobeandmail.com/opinion/the-war-with-drivers-will-only-end-w… The war with drivers will only end when bikes are as common as cars Last month, while sitting on a porch overlooking one of Toronto’s busy north-south roads, I witnessed an increasingly common sight: A car and a bike going at it as if they were on the set of *Mad Max Fury Road*. There’s no bike lane on this street, more’s the pity. The cyclist was cut off by the driver and responded by screaming at the car, which he sped up to and passed. Here’s the crazy part. Instead of sighing or shaking his head or going home to his partner and vowing to move to the country, the driver put pedal to the metal and chased the cyclist up the street at an alarming speed. He was going so fast I couldn’t get his licence, or I would have called the police. I asked on Twitter if anyone else had witnessed the incident; no one responded, perhaps because we’ve all become so blasé about street rage. Never mind Pokemon Go, the primary game this summer is Death Race 2016. Around the corner from my house, another cyclist was chased by an enraged driver onto a sidewalk and hit, an act of aggression that was witnessed and reported to police. Two blocks away there is a ghost bike – one of the all-too-common *memento mori* of city streets – marking the death of a 71-year-old cyclist killed earlier this month when he hit a parked van. Initially, police blamed his death on cyclist error, then backtracked and admitted he’d had the right of way. I’ve driven, walked and cycled in this city for more years than I care to admit, and this summer seems like a low moment in car-bike relations, the point where the Hatfields and the McCoys retreated to their houses and started counting ammunition. A toxic blend of heat, increased traffic and construction has taken a nasty situation and made it worse. Perhaps I feel this way because my son was recently forced off the road by a speeding driver and crashed his bike, and I was nearly doored as I rode to work, saved only by my reflexes. (And I have the reflexes of someone who’s been dead for 10 years.) Or perhaps I feel this way because 412 cyclists were hit by cars in Toronto in the first six months of the year, according <http://globalnews.ca/news/2824632/41-people-have-been-seriously-hurt-or-kil…> to Global News. Cyclists continued to be killed by cars across the country. Yet, somehow, we’re stuck in a ridiculous blame cycle that has not changed much since Rob Ford was mayor of this city, removing bike lines with a stroke of his pen and saying, “there’s this huge animosity between motorists and cyclists, and it’s never going to go away.” Rob Ford, seer. There’s a scary thought. Yes, most cities and urban planners now acknowledge the need to make room for cyclists in order to build thriving communities (Toronto just voted to double its cycle routes over the next 10 years.) But this has done little to change the intransigent, bull-headed psychology of drivers, who so clearly view the roads as their property it might as well have been the 11th commandment on Moses’s tablet: “Thou shalt share the lane with none but the van and the SUV.” The animosity that exists certainly cuts both ways: Talk to a driver (even one who’s also a cyclist) and you’ll hear that riders are sanctimonious jerks who disobey all the rules of the road; cyclists sometimes see every car with Terminator behind the wheel. Things will change only when sharing the road is not seen as a war, but simply as an efficient way to get things done, and a bicycle is as common a sight on a road as a car. *But first, we have to get kids on their bikes.* In Canada, fewer than 2 per cent of children ride to school. They aren’t taught to ride as part of the curriculum, the way kids are in the Netherlands (where they have to take a safety exam at the age of 12). They don’t, for the most part, ride with their parents from the age of three or four, the way children do in Denmark. Imagine if children were taught road safety and good cycling habits as part of each province’s health curriculum – I know the school day is already crowded, but it could be slipped in there between the assembly about bullying and the assembly about bullying. In Britain, public health officials have been advocating for cycling as part of the national curriculum for years, though it hasn’t happened yet. If we did it here, it would require an investment in infrastructure, like racks and crossing guards and bicycles for kids who don’t have them, but the long-term benefits (not least, peace on the road) would outweigh the costs. *Bikes vs. Cars*, a 2015 documentary, features a wonderful scene with cycling teacher Liliana Godoy leading children through the streets of Bogota on their bikes, pointing out traffic rules and hazards as they ride. “I want to plant a seed in children, a sense that they are able to move freely in life,” she says. “Doing it in their childhood makes it a habit. As an adult, you never forget it. Children by nature are not afraid of anything. It’s adults that imprint fear in them.” Those are words you can take to the bank – as long as you ride there, of course.

1 0

Toronto to add $52 million to road safety plan
by Charles Feaver 15 Jul '16

15 Jul '16

http://www.theglobeandmail.com/news/toronto/toronto-city-council-approves-52 -million-boost-for-road-safety/article30933165/ Toronto City Council backed a $52-million boost for road safety over the next five years, beating back an attempt to speed up the plan and in the process calling for a ban on pedestrians using electronic devices while on the road. . Council also voted to request the head of the transportation department "consider" accelerating the five-year plan to two years, rejecting a motion by Councillor Kristyn Wong-Tam that effectively instructed him to do so. The road-safety plan is Toronto's version of Vision Zero, a Swedish approach that aims to eliminate traffic deaths and serious injuries. It calls for about $80-million in safety-related spending over five years, up from the $68-million proposed by staff a few weeks ago. The plan is bulked out by the addition of efforts that would have happened anyway, though, with about $52-million of the funds being new money. "This council has spent billions of dollars ... to get people from A to B five minutes faster," Ms. Wong-Tam said. "We're struggling to find a little bit of money to keep people safe." The plan comes amid a worsening toll for pedestrians in Toronto. A recent Globe and Mail investigation into the more than 160 people run down since 2011 found that seniors were disproportionately affected, and that drivers were at fault in the majority of cases. Cycle Toronto executive director Jared Kolb said the current road safety plan has "some good building blocks" but that it remains too hesitant and has too little funding. ...

1 0

AT webinar: Performance Measures to Evaluate Street Design, Wed, July 20, 2-3pm
by Beth McKechnie 14 Jul '16

14 Jul '16

Green Action Centre and Bike Winnipeg invite you to join us for a local viewing of the APBP webinar: Performance Measures to Evaluate Street Design – New and Established Practices. The webinar viewing takes place in the EcoCentre boardroom (3rd floor, 303 Portage Ave) and will be followed by group discussion of local applications. RSVPs appreciated but not necessary. Hope to see you then! cheers, Beth * * * * * *Performance Measures to Evaluate Street Design – New and Established Practices* *Wednesday, July 20 | 2-3pm CDT* *Speaker*: Peter Koonce, City of Portland Bureau of Transportation Peter Koonce of the Portland Bureau of Transportation will explore performance measures that are used in all contexts (urban, suburban, rural) and how traditional analysis practices are biased against making more effective walking and cycling. Three case studies will highlight the applicability of these measures and provide examples for how the measure was communicated to the public.

1 0

The Metro: Cycling to work a learning experience (Jul13'16)
by Beth McKechnie 13 Jul '16

13 Jul '16

Cycling to work a learning experience By: Scott Gillingham http://www.winnipegfreepress.com/our-communities/metro/Cycling-to-work-a-le… Last week I cycled to work. Now I realize that many residents of St. James bike to work every day, some even do so year-round. So while perhaps mildly commendable, my announcement is hardly newsworthy. But there were practical reasons that prompted me to pedal the 35-minute morning commute from Silver Heights to City Hall. First, cycling is good exercise. As a city councillor, many hours in my days are spent sitting in meetings or working at my desk. Cycling to the office is a great workout that combats the sedentary hours to come at the office. Second, our family currently has more drivers than vehicles. The rest of the family’s schedule on that day necessitated that I get around on two wheels or take Winnipeg Transit. After checking the weather forecast that morning, I chose my bike. Third, and perhaps most importantly in my role as councillor, biking to work afforded me the opportunity to experience the cycling routes between St. James and downtown. The City of Winnipeg has a master plan for active transportation that includes key cycling corridors. This plan is regularly reviewed with an aim to improve and build upon these routes where necessary. The ultimate goal is to encourage more people to cycle or walk by providing infrastructure dedicated to those activities. This will reduce traffic congestion and foster a healthier lifestyle. My morning trek from Silver Heights included Portage Avenue, the foot bridge to Assiniboine Park, Wellington Cres, Sherbrook, Ellice and King to City Hall. I felt safe along the route and experienced very limited interaction with automobiles for most of the way. I chose a different way home: King, Ellice, St. Matthews, the Yellow Ribbon Trail, and Sharp to my house. The late afternoon route did not feel as safe and even included a close call with a truck. The experience impressed upon me the importance of dedicated routes, protected where possible. I learned three lessons that day: First, I need a softer bike seat. Second, a cyclist needs to check the forecast for the entire day, not just the morning forecast. On my ride home the heavens opened near Polo Park. I think I wrung a cup of water out of my socks. Third, there are gaps in the current cycling routes between St. James and downtown. I am focused on closing those gaps in the coming years, especially connecting St. Matthews and the Yellow Ribbon Trail. I recently met with the City’s active transportation co-ordinator to discuss plans to improve the cycling route on St. Matthews and build an extension on the Yellow Ribbon Trail to close the gap. I will be advocating for the necessary funding in the 2017 budget. I welcome your ideas and observations, especially from those of you who regularly cycle in and around the ward. Contact me at scottgillingham(a)winnipeg.ca or 204-986-5848.

1 0

Improving safety for cyclists (as we've done for vehicle occupants)
by Beth McKechnie 11 Jul '16

11 Jul '16

Powerful argument from Anne Lusk that it's time to pay the same attention to protecting cyclists as has been done for vehicle occupants, i.e. cars and roads have been designed to protect motorists anticipating there will be driver error. cheers, Beth ----- From: "Lusk, Anne" <annelusk(a)hsph.harvard.edu> To: "members(a)lists.apbp.org" <members(a)lists.apbp.org> Date: Sun, 10 Jul 2016 15:30:58 +0000 Subject: [apbp] Washington Post article that mentions building bike facilities using the public health method Dear All, Though I know I am quoted in this article, I still thought to send it to you because of the mention of applying the public health method to designing bike facilities. https://www.washingtonpost.com/local/trafficandcommuting/meet-the-two-wheel… A bike lane was recently painted in Cambridge in which the individual bicyclist is responsible for watching ahead and seeing the great neck down and the obstruction in the pathway of the bike lane (raised concrete air duct for a nearby park and fountain). Vehicles now are much safer for the vehicle occupants because the design of the vehicle has been built to protect the occupant - roll bars, higher head rests, more crash proofing on the sides, smaller windows, etc.). Instead of blaming the individual vehicle operator for a driver error (driving while intoxicated, sleepy, etc.) the vehicle has been designed for the populations, knowing there will be individual errors. Thus, the car now better protects the driver who might be intoxicated or sleepy. With the bicycle environment, we still insist that the bicyclist, who has no crumple zone, has to be fully responsible for any action they take, any action that someone takes against them, or any obstruction (a car being parked in a bike lane, a driver swerving into a bike lane, or a concrete barrier in a bike lane). https://www.bostonglobe.com/metro/2016/07/08/cambridge-bike-lane-design-get… CDC mentions the greatly improved safety of vehicle occupants in their web site about the History of the Public Health Approach (on the below web site, click on “Public Health Functions Project” lists as the 10 essential services of public health <http://www.cdc.gov/arthritis/temp/pilots-201208/pilot1/online/ph-approach/p…> ) but there is no mention of greatly improved safety of bicyclists. http://www.cdc.gov/arthritis/temp/pilots-201208/pilot1/online/ph-approach/s… Just as we improved safety for vehicle occupants, it is time to be equally protective of bicyclists. We need to apply the public health approach to designing bike facilities instead of saying a crash was the bicyclists fault (they were at the intersection and didn’t know the tractor trailer flatbed turning radius, they were in a bike lane and didn’t know the tractor trailer in the far left lane would turn right and cut across the other lane, they didn’t know the driver of the parked car would exit then - the list goes on but all you know this list). Thanks, Anne

1 0

SW Rapid Transitway - Public Information Session (July 19, 4-7pm)
by Beth McKechnie 06 Jul '16

06 Jul '16

Invitation to Attend a Public Information Session: *Southwest Rapid Transitway (Stage 2)* *July 19, 2016 4:00pm-7:00pm Canad Inns Fort Garry (1824 Pembina)* On behalf of the City of Winnipeg, you’re invited to attend a public information session for the Southwest Rapid Transitway (Stage 2) Project. The project is comprised of significant infrastructure components in the southwest quadrant of the city, including: the Southwest Rapid Transitway (Stage 2); the addition of pedestrian and cycling infrastructure adjacent to the Transitway, through the Pembina Underpass, and into the Southwood lands; the renewal and expansion of the Pembina Underpass; and connections to the University of Manitoba and Investors Group Field. The project improvements will allow citizens to move in a more sustainable and integrated manner. Construction of the Southwest Rapid Transitway (Stage 2) Project is scheduled to begin in summer 2016, with completion expected in late 2019. Transit operations on the new Transitway are expected to begin in April 2020. You are invited to meet with members of the project team to learn more. *Public Information Session Details:* *Date* *Event* *Time* *Location* July 19, 2016 Information Session 4:00pm-7:00pm Canad Inns – Fort Garry 1824 Pembina Highway, Winnipeg Ambassador F Room (lower level) -- *Beth McKechnie* | 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) 925-3772 | Find us here <http://greenactioncentre.ca/content/ecocentre-directions-and-travel-options/> Green Action Centre is your green living hub Support our work by becoming a member <http://greenactioncentre.ca/support/become-a-member/>. Donate at CanadaHelps.org <http://canadahelps.org/>

1 0

Fwd: Register now for Bikeway Design Workshops and Open Streets this summer!
by Mark Cohoe 30 Jun '16

30 Jun '16

Some excellent training opportunities. I've been very impressed with IBPI courses in the past, and have taken a lot of lessons from them. Mark ---------- Forwarded message ---------- From: IBPI <ibpi(a)pdx.edu> Date: Thu, Jun 30, 2016 at 12:03 PM Subject: Register now for Bikeway Design Workshops and Open Streets this summer! To: Mark Cohoe <mark(a)bikewinnipeg.ca> <http://transportation.acemlna.com/lt.php?s=54abf69e3dc35204ad69cfbc768fea67…> <http://transportation.acemlna.com/lt.php?s=54abf69e3dc35204ad69cfbc768fea67…> Comprehensive Bikeway Design 2.0 still has open spots! Comprehensive Bikeway Design 2.0 July 25 - 29, 2016 Room 315, Engineering Building <http://transportation.acemlna.com/lt.php?s=54abf69e3dc35204ad69cfbc768fea67…>, Portland State University Course Faculty: Peter Koonce <http://transportation.acemlna.com/lt.php?s=54abf69e3dc35204ad69cfbc768fea67…> , Nick Falbo <http://transportation.acemlna.com/lt.php?s=54abf69e3dc35204ad69cfbc768fea67…> , Rob Burchfield <http://transportation.acemlna.com/lt.php?s=54abf69e3dc35204ad69cfbc768fea67…> , Jessica Roberts <http://transportation.acemlna.com/lt.php?s=54abf69e3dc35204ad69cfbc768fea67…> , Dana Dickman <http://transportation.acemlna.com/lt.php?s=54abf69e3dc35204ad69cfbc768fea67…> ,Drusilla van Hengel <http://transportation.acemlna.com/lt.php?s=54abf69e3dc35204ad69cfbc768fea67…> , Deven Young <http://transportation.acemlna.com/lt.php?s=54abf69e3dc35204ad69cfbc768fea67…> , Shelley Oylear <http://transportation.acemlna.com/lt.php?s=54abf69e3dc35204ad69cfbc768fea67…> , Steve Hoyt McBeth <http://transportation.acemlna.com/lt.php?s=54abf69e3dc35204ad69cfbc768fea67…> This IBPI advanced course covers the fundamentals of bikeway design and planning through an intensive week of interactive classroom and field experience and one-on-one problem solving with instructors. The course primarily focuses on improving existing bicycle networks. The course will highlight the latest research and innovative practice and provide you with skills and diverse perspectives to take your bike network to the next level. Who Should Attend: Transportation engineers, urban planners, past participants of the 1.0 course, and others interested in in-depth engineering and planning examples of bikeway design and innovation. This course best serves people from communities who already have a developed bicycle network, particularly municipal staff and other transportation professionals who have worked for a few years in their roles and are continuing to work on implementing bicycle facilities. View course web page <http://transportation.acemlna.com/lt.php?s=54abf69e3dc35204ad69cfbc768fea67…> | Register <http://transportation.acemlna.com/lt.php?s=54abf69e3dc35204ad69cfbc768fea67…> Comprehensive Bikeway Design 1.0 also has a few spots still available Comprehensive Bikeway Design 1.0 August 16 - 21, 2016 Room 315, Engineering Building <http://transportation.acemlna.com/lt.php?s=54abf69e3dc35204ad69cfbc768fea67…>, Portland State University Course Faculty: Peter Koonce <http://transportation.acemlna.com/lt.php?s=54abf69e3dc35204ad69cfbc768fea67…> , Nick Falbo <http://transportation.acemlna.com/lt.php?s=54abf69e3dc35204ad69cfbc768fea67…> , Roger Geller <http://transportation.acemlna.com/lt.php?s=54abf69e3dc35204ad69cfbc768fea67…> , Jessica Roberts <http://transportation.acemlna.com/lt.php?s=54abf69e3dc35204ad69cfbc768fea67…> , Dana Dickman <http://transportation.acemlna.com/lt.php?s=54abf69e3dc35204ad69cfbc768fea67…> , Rebecca Sanders <http://transportation.acemlna.com/lt.php?s=54abf69e3dc35204ad69cfbc768fea67…> <http://transportation.acemlna.com/lt.php?s=54abf69e3dc35204ad69cfbc768fea67…> The field of bikeway planning and design has been evolving rapidly over the last decade. As communities have put bikeway plans into effect, we've learned what works and what doesn't; how to plan effectively, design correctly and make investments that get results. We've distilled those lessons into our comprehensive bikeway planning and design course. The pioneers and leading practitioners in the field will teach the fundamentals of bikeway planning and design through an intensive week of classroom sessions and tours. The instruction and interaction with other participants will bring you up to speed on innovative practice and research and teach you the skills and techniques you need to get started on your next project. Who Should Attend: People interested in nurturing cycling in their communities, including urban planners, advocates, policymakers, transportation engineers and other transportation professionals. People looking to make low-risk investments in proven bicycle plans and facilities. This class has a planning focus, with some engineering issues covered. View course web page <http://transportation.acemlna.com/lt.php?s=54abf69e3dc35204ad69cfbc768fea67…> | Register <http://transportation.acemlna.com/lt.php?s=54abf69e3dc35204ad69cfbc768fea67…> Early Bird Deadline Extended to July 15 for Open Streets Summit <http://transportation.acemlna.com/lt.php?s=54abf69e3dc35204ad69cfbc768fea67…> The Early Bird Registration deadline for the 2016 International Open Streets Summit <http://transportation.acemlna.com/lt.php?s=54abf69e3dc35204ad69cfbc768fea67…> has been extended to July 15, to give you more time to register. Early bird rate includes: - $55 savings - Unlimited access to mobile tours* We recommend registering for lodging as soon as possible. Hotel rates can get quite high in Portland in August. *If you register after July 15, you can still participate in the mobile tours by purchasing a Tour Pass for an additional $25. <http://transportation.acemlna.com/lt.php?s=54abf69e3dc35204ad69cfbc768fea67…> If you would like to update your e-newsletter preferences, click here <http://transportation.acemlna.com/lt.php?s=54abf69e3dc35204ad69cfbc768fea67…>. If you do not want to receive further emails, unsubscribe through the link at the bottom of this email. Sent to: mark(a)bikewinnipeg.ca Unsubscribe <http://transportation.acemlna.com/proc.php?nl=8&c=263&m=299&s=54abf69e3dc35…> TREC, P.O. Box 751, Portland, OR 97207, United States

1 0

German cycle highways
by ian_toal＠mymts.net 30 Jun '16

30 Jun '16

This is kind of interesting. Not sure if it would work in Winnipeg, but.. "Germany is building the world’s biggest ‘bicycle autobahn’ to connect 10 cities and remove 50,000 cars from the road every day. With the popularity of e-bikes growing too, is Europe about to see a new era of long-distance cycle commuting?" https://www.theguardian.com/cities/2016/jun/30/intercity-cycle-highways-rev… Ian

1 0

Metro News: BRT at the cost of AT? Bike Winnipeg concerned about crossing plan changes (Jun29'16)
by Beth McKechnie 29 Jun '16

29 Jun '16

BRT at the cost of AT? Bike Winnipeg concerned about crossing plan changesThe city's contractor for phase two of the Southwest Rapid Transitway found millions in savings, but cut out two bike and pedestrian crossings in the process. http://www.metronews.ca/news/winnipeg/2016/06/28/bike-winnipeg-worried-acti… The city says they've found ways to save $120 million for the next phase of rapid transit, but it comes at the cost of active transportation plans for the design. Winnipeg Transit director Dave Wardrop told council at a special meeting Tuesday that two tunnels for walkers and cyclists have been eliminated from the city’s plans to help reduce costs. Bike Winnipeg’s executive director Mark Cohoe said he has “big concerns” with what losing those below-grade crossings means for the city’s fledgling cycle corridor. “We’ll be watching to see how connectivity is impacted,” Cohoe said. “Without looking at the actual plans (expected in July) it’s hard to say if it’s at the cost of active transportation.” The two crossings affected are at Jubilee Avenue and Plaza Drive at the Pembina Highway. Cohoe said the Plaza Drive rail crossing being at-grade isn’t a big issue, but the Jubilee crossing is especially important to ensure safe passage into surrounding neighbourhoods. He said the approved path alignment provides access to Beaumont, Daniel, Rockman and Panet neighbourhoods, as well as future developments. “Those are important connections we want to see maintained,” Cohoe said. The tunnel beneath the Jubilee off-ramp would have connected the path network to both sides of Pembina Highway while avoiding a potentially dangerous, high-speed lane of vehicle traffic which Cohoe “would hope does not now have to be crossed.” “We want to make sure we’re not losing connections through the Pembina underpass for that North-South connectivity,” he said. Coun. Janice Lukes, a long-time active-transportation advocate, said she’s confident the replacement crossings will be “suitable,” and that any paths crossing the transitway will be separated and protected. “And the project itself is 30 to 40 per cent designed, so that means there’s still room for improvements and tweaks, right?” Lukes said. Cohoe also finds it “a bit frustrating being out of the loop,” and how—despite attending an active-transportation stakeholder meeting with city officials Monday night—he’s learning about active-transportation changes during transit discussions in City Hall. “It would have been more appropriate to meet and discuss what has been changed,” Cohoe said. “I’m not thrilled with how it’s come out.” Moving forward, he said he’d like to see a way for the savings identified in the BRT project to be put towards active-transportation paths between the Oak Grove station and Grant Park Pavilion developments, to benefit users of multiple transportation modes and city development overall. “The transitway would undoubtedly gain ridership and value from such a connection, as would retailers on the north side of the tracks,” he said.

1 0