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CBC: How pandemic bike lanes made some Canadian cities more accessible
by Beth McKechnie 19 Mar '21

19 Mar '21

Cycling advocates say temporary bike lanes should be made permanent https://www.cbc.ca/news/technology/pandemic-bike-lanes-canada-1.5951863 Several Canadian cities set up temporary bike lanes to accommodate the pandemic cycling boom, and biking enthusiasts want the changes to stay. According to a survey <https://www150.statcan.gc.ca/n1/daily-quotidien/200810/dq200810a-eng.htm> from Statistics Canada, more Canadians are now biking or walking to work than using public transit. After the pandemic began last year, many viewed cycling as a safer alternative to being crammed together with others in small spaces and increasing the potential risk of contracting COVID-19. Research <https://findingspress.org/article/19069-the-impact-of-covid-19-cycling-infr…> from the University of Toronto published last month suggests the pandemic bike lanes improved access to jobs, parks and stores. Cycling advocates say the changes should be made permanent and expanded further — similar to what is being done in Europe. According to cycling advocacy organization Vélo Canada Bikes, several cities, including Moncton, Kitchener, Ottawa, Montreal, Vancouver, Victoria, Toronto, Calgary and Winnipeg have extended their bike lane networks since the pandemic began. In Montreal, Société du parc Jean-Drapeau, which runs the park area that includes Île Sainte-Hélène and Île Notre-Dame, opened a new, year-round cycling route this winter between the Jacques-Cartier and Concorde Bridges. In Calgary, 13 kilometres of roadway with vehicle traffic was temporarily closed to provide space for cyclists and pedestrians to use during the pandemic. In Toronto, 25 kilometres of new temporary bike lanes <https://www.toronto.ca/home/covid-19/covid-19-protect-yourself-others/covid…> were approved in June 2020 through ActiveTO <https://www.toronto.ca/home/covid-19/covid-19-protect-yourself-others/covid…> — an initiative that opened up streets for cyclists and pedestrians to have more space for physical distancing while spending time outdoors. "These benefits are all temporary, and that's why we have an ongoing push to keep ActiveTO, retain the routes beyond 2021 and keep expanding," said Keagan Gartz, executive director of bike lobby group Cycle Toronto. New bike lanes expand access In the U of T study <https://findingspress.org/article/19069-the-impact-of-covid-19-cycling-infr…>, researchers mapped the provincial capital's entire cycling network using city and survey data. It was discovered that the COVID-19 cycling lanes increased cyclists' road access to stores and jobs by 10.4 per cent to 22.3 per cent and increased access to parks by 6.3 per cent. In the study, the researchers classified each roadway based on how stressful it is to cycle on. Roads where a child might easily ride were ranked at the low end of the scale while dangerous, busy roads were pinned at the top. Using this ranking system, the researchers were able to measure the impact of new temporary bike lanes on accessibility. Middle-class neighbourhoods benefit most One of the other researchers leading the study, Shoshanna Saxe, said the areas with the most improved accessibility were those where new infrastructure built on existing networks. "The places where we connect new bike lanes to old bike lanes are the places that benefit the most," she said. "And that means that places in parts of the city that didn't already have bike lanes are starting off a little bit farther behind. And so we need to build more for those parts of the city faster." Brian Pincott, executive director of Vélo Canada Bikes, said more work needs to be done to create equal access to cycling networks. "They were in places that were nice to go for a bike ride, not in more socio-economically challenged neighbourhoods," he said. "We have to look at cycling as a tool for equity so that lower-income neighbourhoods can access safe cycling infrastructure to get around." The federal government recently announced Canada's first active transportation fund <https://www.canada.ca/en/office-infrastructure/news/2021/03/government-of-c…> in response to the need for safe, alternative transportation options. The $400-million National Active Transportation Fund will be spent over the next five years on projects such as new cycling paths and trails. Bike lanes not always welcome However, not all efforts to expand bike lanes have been well received. The Vancouver Park Board recently met with criticism for approving to reinstate a temporary bike lane <https://www.cbc.ca/news/canada/british-columbia/vancouver-stanley-park-bike…> on Park Drive in Stanley Park. Last summer, the board opened up a lane dedicated to cyclists and pedestrians to make more room for physical distancing, restricting access to vehicles. The lane was later reconfigured to be shared between cyclists and cars as pandemic restrictions eased. Some argued that the addition of the new bike lane caused serious congestion as it forced the park's slow-moving horse-drawn carriages into a single car lane. Business owners in the area voiced concerns about customers being driven away by the closure. The public responded with a 27,000-signature petition in September demanding the park board reverse the decision. Pincott said that as municipalities develop new cycling infrastructure, they're learning more about which changes work. "We can always make adjustments, but we have to be open to trying," he said. Europe's investments in cycling U of T's Saxe said Canada should follow the lead of European cities in making temporary bike lane expansions permanent. "Around the world, we see examples of places that have said this is the future," she said. "This is how we get more people moving around in healthier, more environmentally-friendly ways. And Paris has been really leading the charge on that." According to the European Cyclists' Federation, 42 out of the 94 largest European cities have built new pandemic cycling networks and more than 400 kilometres of them are permanent. European cities have made significant investments in making it easier to travel by bike: - In Paris, Mayor Anne Hidalgo recently made the expansion of 50 temporary bike lanes permanent. - The European Cyclists' Federation's COVID-19 measures tracker <https://ecf.com/dashboard> shows that London, Milan and Granada, Spain, have put in the most cycling infrastructure since the pandemic began. - The British government announced funding <https://www.gov.uk/government/news/2-billion-package-to-create-new-era-for-…> last year for a new bus, cycling and walking initiative in England. That will provide 240 kilometres of permanent, protected bike lanes, as well as wider sidewalks, safer intersections and bus-only lanes by 2025. - Kraków, Poland, introduced five kilometres of pop-up bike lanesand has developed a five-year plan to connect all the city's districts with the centre. - Brussels imposed a 30 km/hr speed limit through most areas of the city at the start of the year and is conducting feasibility studies for a network of fast bike highways linking the city centre and the suburbs. - Barcelona has accelerated the construction of 160 kilometres of new or expanded bike paths, which will bring its bike network to 305 kilometres by 2024. Corrections - An earlier version of this story said the addition of a bike lane in Vancouver's Stanley Park forced cars, bikes, and horse-drawn carriages to share a single lane. In fact, bikes have their own lane while carriages and cars now share a single lane. Mar 18, 2021 12:17 PM ET

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CBC: ActiveTO poised to return in 2021, may include bike lanes and patios on Yonge Street
by Beth McKechnie 17 Mar '21

17 Mar '21

*ActiveTO poised to return in 2021, may include bike lanes and patios on Yonge Street* Major weekend road closures are recommended to continue even after the pandemic https://www.cbc.ca/news/canada/toronto/activeto-report-2021-1.5951691 <https://www.cbc.ca/news/canada/toronto/activeto-report-2021-1.5951691> Toronto is recommending the return of its ActiveTO program in 2021, which could include the addition of temporary bike lanes and curb lane patios on a major portion of Yonge Street. ActiveTO was created in the spring of 2020 to promote modes of active transportation such as cycling, running and walking during the early stages of the pandemic. A report recommending the renewal of the program <http://app.toronto.ca/tmmis/viewAgendaItemHistory.do?item=2021.IE20.12> this spring goes to the city's Infrastructure and Environment Committee on Tuesday, March 23. The city is recommending that the program become a permanent fixture even after the pandemic ends. "This report shows that ActiveTO was a tremendous success in 2020 and city staff are confident that we can build upon that success this year," said Toronto Mayor John Tory in a statement. "I think this report shows we are doing everything we can as a city government to support more active transportation options." According to the city, people who took part in the weekend road closures were overwhelmingly supportive of the initiative, with 92 per cent saying they wanted the closures to continue beyond COVID-19. The staff report also found minimal evidence for increased vehicle traffic delays due to the program, with some exceptions on the Gardiner Expressway and The Queensway. Yonge Street redesign to follow Danforth Avenue model The proposed changes on Yonge Street would be installed between Bloor Street and Davisville Avenue. The redesign of the street would be considered a pilot project with a tentative end date of Apr. 30, 2022. The report suggests temporary changes to Yonge Street that would mirror the redesign of Danforth Avenue undertaken last year. (Toronto) The proposed changes would mirror the approach taken on Danforth Avenue last summer, where new bike lanes and patios were installed using temporary blockades and paint. The report says the changes on Yonge Street could likely be implemented this year, though city staff have not provided a target date. Toronto city council approved a plan to add bike lanes to a larger stretch of Yonge Street <https://www.cbc.ca/news/canada/toronto/yonge-street-bike-lanes-council-1.57…> last fall. That decision called for the bike lanes to be installed sometime during the second quarter of the year. City to consider additional tweaks The version of ActiveTO proposed for 2021 includes several changes compared to the initial program introduced last year, which had three primary components: weekend road closures, the creation of "Quiet Streets" neighbourhood zones, and the expansion of the city's cycling network. While some major weekend road closures are slated to continue, the closures will likely not include a section of Lake Shore Boulevard West that proved to be among the more popular ActiveTO destinations last summer. City staff say construction projects taking place in the west end of the city would likely cause significant traffic delays if Lake Shore Boulevard East were closed to motor vehicles in either 2021 or 2022. The weekend road closures on portions of Bayview Avenue and Lake Shore Boulevard East are planned to continue. The report also recommends the cancellation of the Quiet Streets program, which saw the installation of traffic calming measures such as signage and barricades in 30 locations around the city. The report instead recommends "refocusing" on other measures such as reducing speed limits and automated speed enforcement.

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The Dangerous Rise of the Supersized Pickup Truck - Bloomberg
by Beth McKechnie 15 Mar '21

15 Mar '21

[You can also check out a recent webinar recording with Angie Schmitt at: https://www.youtube.com/watch?v=7zoXDPi8-40] https://www.bloomberg.com/news/articles/2021-03-11/the-dangerous-rise-of-th… What Happened to Pickup Trucks?As U.S. drivers buy more full-size and heavy-duty pickups, these vehicles have transformed from no-frills workhorses into angry giants. And pedestrians are paying the price. To get a handle on what’s happened to pickup trucks, it really helps to use a human body for scale. In some nerdy Internet circles — specifically, bike and pedestrian advocacy — it has become trendy to take a selfie in front of the bumper of random neighborhood Silverados. Among the increasingly popular heavy-duty models, the height of the truck’s front end may reach a grown man’s shoulders or neck. When you involve children in this exercise it starts to become really disturbing. My four-year-old son, for example, barely cleared the bumper on a lifted F-250 we came across in a parking lot last summer. [image: relates to What Happened to Pickup Trucks?] Look out below. Photo courtesy Angie Schmitt Vehicles of this scale saddle their drivers with huge front and rear blind zones <https://www.wthr.com/article/news/investigations/13-investigates/13-investi…> that make them perilous to operate <https://www.theverge.com/2020/10/19/21522959/cadillac-escalade-2021-first-d…> in crowded areas. Even car guys have been sounding the alarm about the mega-truck trend recently. A few months ago, the *Wall Street Journal*’s Dan Neil <https://www.wsj.com/articles/pickup-trucks-are-getting-huge-got-a-problem-w…>complained about his close encounter in a parking lot with a 2020 GMC Sierra HD Denali: “The domed hood was at forehead level. The paramedics would have had to extract me from the grille with a spray hose.” Since 1990, U.S. pickup trucks have added almost 1,300 pounds <https://twitter.com/kevin_degood/status/1166359839855054850?ref_src=twsrc%2…> on average. Some of the biggest vehicles on the market now weigh almost 7,000 pounds <https://www.usatoday.com/story/money/cars/2019/10/14/the-most-massive-cars-…> — or about three Honda Civics. These vehicles have a voracious appetite for space, one that’s increasingly irreconcilable with the way cities (and garages, and parking lots <https://www.usatoday.com/story/money/cars/2020/03/05/suvs-pickups-trucks-ga…>) are built. Styling trends are almost as alarming. Pickup truck front ends have warped into scowling brick walls, billboards for outwardly directed hostility. “The goal of modern truck grilles,” wrote *Jalopnik*’s Jason Torchinsky in 2018 <https://jalopnik.com/we-need-to-talk-about-truck-design-right-now-before-it…>, “seems to be… about creating a massive, brutal face of rage and intimidation.” The Electric Pickup Truck War Is Here During the pandemic, U.S. buyers seemed to respond <https://www.freep.com/story/money/cars/2020/10/31/pickup-trucks-carguru-cov…> to this kind of packaging. In May 2020, Americans bought more pickup trucks than cars <https://www.bloomberg.com/news/articles/2020-05-05/pickups-outsell-passenge…> for the first time. Five of the 10 top-selling vehicles in the U.S. last year were pickup trucks <https://www.cnbc.com/2021/01/08/pickup-trucks-dominate-americas-10-best-sel…> . Giant, furious trucks are more than just a polarizing consumer choice: Large pickups and SUVs are notably more lethal to other road users, and their conquest of U.S. roads has been accompanied by a spike in fatalities among pedestrians and bicyclists <https://www.bloomberg.com/news/features/2020-08-12/why-are-cars-still-so-da…>. As I wrote in my 2020 book <https://islandpress.org/books/right-way> *Right of Way: Race, Class, and the Silent Epidemic of Pedestrian Deaths in America*, the Insurance Institute for Highway Safety <https://www.iihs.org/news/detail/new-study-suggests-todays-suvs-are-more-le…> and the *Detroit Free Press <https://www.freep.com/story/money/cars/2018/06/28/suvs-killing-americas-ped…> *have pointed to the rise in SUVs and large pickups as the main culprit in the pedestrian mortality surge. The truck trend is contributing to another troubling crash-related disparity: In a new study <https://www.iihs.org/news/detail/vehicle-choice-crash-differences-help-expl…>, the IIHS shows that women — who tend choose smaller vehicles — are suffering higher injury and death rates than their male counterparts, despite the fact than women engage in fewer risks and crash less. Why have pickup trucks morphed into such huge, angry, and dangerous presences? Traffic safety experts, commentators on U.S. automotive culture, and social scientists have suggested a range of forces behind truck bloat. The truckification of the family car One key driver of pickup growth relates to how they are now being used. If you overlook their gleefully violent styling and garage-unfriendly footprint, these vehicles have become more practical as family vehicles <https://www.consumerreports.org/pickup-trucks/are-pickup-trucks-becoming-th…> . Despite the agrarian pursuits that TV commercials suggest, today’s pickup trucks are being built more to haul kids and families than sheep and boulders. Until the 1980s, almost every pickup truck sold in the U.S. had a single cab, meaning seating for three max in a single bench-style seat, with a bed that was eight feet long for a full-sized long-bed vehicle. That old no-frills working-style truck is fading into history. [image: Loading Hay Bales] In 1967, this was a pickup truck. Photographer: Underwood Archives/Archive Photos In 2020, 85% of pickup trucks sold had “crew cabs” or “extended crew cabs” or one of a handful of other tough-guy euphemisms with two sets of seats for five people — most with four doors. Some have four regular-size doors. These passenger-heavy, cargo-lite arrangements are so popular that some automakers — like Ram — have stopped even offering single cabs in their best-selling pickup brands. As pickups transformed into family vehicles, they also became more luxurious. The average truck in the U.S. sells for almost $50,000 now <https://www.forbes.com/sites/jimgorzelany/2020/03/03/why-annual-pickup-truc…> — a 41% increase compared to a decade ago — and many boast posh, feature-laden interiors designed to compete with high-end SUVs and sedans, as auto writer Jim Gorzelany writes in *Forbes* <https://www.forbes.com/sites/jimgorzelany/2020/03/03/why-annual-pickup-truc…> . As a result, today’s truck owners include all kinds of people who don’t necessarily need (and rarely use) <https://www.thedrive.com/news/26907/you-dont-need-a-full-size-pickup-truck-…> these vehicles’ defining features: the open cargo-hauling bed and towing capabilities. Some choose big trucks because smaller vehicles make them feel too vulnerable on modern highways. Michael Powell, a social worker who lives in rural Maine, says he’d rather drive a compact car, but he has PTSD from a former car crash: He drives a truck, he says, “because everyone else in my town does, and it’s the only way I can get around without feeling like I’m gonna die.” Jeff Weidner, an assistant professor at a college in El Paso, Texas, says he feels a little guilty about choosing to buy a full-size Toyota Tundra — but admits he likes it. “We were looking for something that would hold six people, would be good for long trips in terms of space and carrying our stuff,” he says. At first, he planned on buying the mid-size Tacoma, but “they upsold us hard with the Tundra. They barely even had stock of Tacomas — they probably do not make enough money on them.” The U.S.’s perverse regulatory and tax environment contributes to this arms race. Ford’s heavy-duty F-250, for example, benefits from its regulatory status as a commercial vehicle, unlike the slightly smaller F-150. The same goes for other heavy-duty models like the Ram 2500 and Silverado 2500HD, which aren’t classified as passenger vehicles, but as work machines <https://jalopnik.com/its-time-to-call-bullshit-on-the-biggest-cover-up-in-a…>, and are thus exempt from EPA fuel economy reporting regulations. “Nobody tracks the gas mileage — there’s no EPA rating for that car,” says Dan Albert, author of *Are We There Yet?: The American Automobile Past, Present and Driverless <https://www.amazon.com/Are-There-Yet-Automobile-Driverless/dp/0393292746>* *.* [image: GMC Holds Vehicle Reveal Event] The mighty prow of a GMC Sierra Denali HD. Photographer: Sandy Huffaker/Bloomberg Business tax structure also encourages many business owners to opt for the bigger F-250 over the F-150, making the added cost almost negligible. Going large doesn’t necessarily exact a major toll in fuel expenses, either: While pickups have gotten bigger they have also become — while not exactly green — certainly less gas guzzling. Equipped with a hybrid powertrain, the 2021 Ford F-150 can achieve 25 miles per gallon in the city <https://www.motortrend.com/news/2021-ford-f-150-hybrid-mpg-fuel-economy/>, six more than a Honda Odyssey minivan. “We have gotten better at making them more efficient,” says Benjamin Sovacool <https://profiles.sussex.ac.uk/p373957-benjamin-sovacool>, a researcher who studies energy transitions. That fuel efficiency is set to leap forward again, with the arrival of Tesla’s Cybertruck, GM’s rebooted 1,000-horsepower Hummer EV, and host of other electrified rigs <https://www.bloomberg.com/news/features/2020-12-10/electric-cars-ford-f-tes…>: battery-powered vehicles that overcompensate for their non-polluting powertrains with hyper-aggressive styling and power ratings. Make way for “petro-masculinity” But that doesn’t mean the decision to buy a $50,000 truck with a 4,200-pound payload rating for the occasional trip to the golf course or hardware store is strictly rational. Personal vehicles are not merely functional appliances: They are used as refuges, fortresses and private enclaves, and serve as important signifiers of class and gender identity, as Sovacool explored in a 2018 study <https://www.sciencedirect.com/science/article/pii/S0965856416311247#b0140>. To Albert, the booming appeal of bigger and more brutish trucks reflects “a crisis of masculinity,” he says. “Nothing could be more emasculating than driving a minivan. So you want the vehicle that’s going to maintain your performative masculinity.” The fact that supersized pickup trucks were often deployed as political props (and weapons <https://www.bloomberg.com/news/articles/2020-06-03/why-vehicle-attacks-agai…>) during the Trump era did not escape the notice of scholars like Cara Daggett, a professor of political science at Virginia Tech. In a widely shared 2018 journal article <https://journals.sagepub.com/doi/full/10.1177/0305829818775817>, Daggett coined the term “petro-masculinity” to describe flamboyant expressions of fossil fuel use by men (and some women as well, but mostly men) as a reaction against social progress. To these drivers, “the affront of global warming or environmental regulations appear as insurgents on par with the dangers posed by feminists and queer movements seeking to leach energy and power from the state/traditional family,” she wrote. Petro-masculinity helps explain not only these vehicles’ confrontational styling, but the often equally belligerent way in which they are operated. The EPA estimates that more than half a million trucks — 15% of the diesel-powered pickups on U.S. roads — have had their emissions equipment modified over the last decade in order to increase their power and polluting potential. There’s a cottage industry <https://www.theguardian.com/us-news/2020/sep/09/auto-car-emissions-defeat-d…> devoted to the practice of bypassing emissions standards; such modified vehicles are believed to emit as much pollution as 9 million emissions-compliant diesel trucks. While illegal, some drivers flaunt their ability to pollute, via the behavior known as “rolling coal <https://newrepublic.com/article/143083/republicans-rolling-coal-party>,” in which drivers of modified diesel trucks blow black smoke at targets of their disapproval (often Prius drivers or bicyclists). “Burning fossil fuels can come to function as a knowingly violent experience,” Daggett writes, “a reassertion of white masculine power on an unruly planet that is perceived to be increasingly in need of violent, authoritarian order.” Built for battle Geopolitical factors have long played a role in car and truck design in the U.S.: Jeeps, of course, began as military vehicles adapted to civilian use, a heritage the company still proudly announces <https://www.jeep.com/history/1940s.html> on its site, saying the brand is “forever tied to freedom, capability and adventure.” The first iteration of GM’s Hummer brand spun from the high-profile role that Humvee military vehicles used in the Persian Gulf War <https://taskandpurpose.com/gear-tech/humvee-failed-battlefield-sparked-cult…>. Other manufacturers continue to cultivate connections to the military as well. Ford advertises <https://media.ford.com/content/fordmedia/fna/us/en/news/2014/01/13/ford-use…> its F-150 is made of “military-grade aluminum alloy” for the “working warrior.” In his excellent illustrated essay “About Face <https://popula.com/2019/02/24/about-face/>,” cartoonist Nate Powell, whose father was an Air Force officer, explores the recent emergence of the overtly “paramilitary aesthetic” in truck and SUV design and connects it to recent U.S. “forever wars,” in which regular troops have mixed with private security units, special forces and law enforcement officers in battlefields around the world. Many veterans of these campaigns employed up-armored civilian vehicles, and they brought a taste for such machines back home with them. “It’s a kind of spectacular performance of power.” That aesthetic can be detected not only in the raised “militarized” grille height of pickup trucks, but also the popularity of aftermarket modifications like blacked-out windows and “bull bars” affixed to the front end. Together, the way these trucks look speaks to a “rejection of communication, reciprocity and legal accountability,” Powell writes. At their heart, these consumer choices also reflect something else, says Sovacool: fear. “We are questioning our place in the world, with globalization and Trump. We’re also feeling really uncertain and unsafe — the pandemic, terrorism.” With its “bulletproof” stainless-steel skin and “bioweapon defense mode,” perhaps no vehicle feels as precisely calibrated to the anxieties of its era as the Tesla Cybertruck <https://www.bloomberg.com/news/articles/2019-11-22/tesla-s-cybertruck-is-bu…>. Such vehicles promise more than just “defensive security,” wherein a larger vehicle at least theoretically protects its occupants better in a collision with a smaller vehicle: They are built to project “offensive security,” Sovacool says. “If you do need a vehicle that will go off road, carry lots of weapons or run over people,” he says, “then these bigger vehicles do it better than these smaller ones.” Only in America Threaded within the pickup’s militaristic branding is a powerful appeal to national pride. U.S. automakers have long dominated pickup truck sales, which produce enormous profits for Detroit-based companies and employ a lot of domestic auto workers. No wonder there’s such hesitancy among regulators to stand in the way of some of their more egregious styling trends or emissions loopholes. “In a way, critiquing them is seen as anti-American and anti-jobs,” says Sovacool. [image: Pickup trucks with American flags affixed to their attennas] America’s “Big Three” automakers dominate the large pickup market. Photographer: Jack Smith/Bloomberg In a 2016 essay for *N+1*, Albert also reflected on the burden of associations — nostalgic and nationalistic — that pickups carry: “To drive a thirsty truck is to live in a pre-EPA era, before the spikes in gas prices, before political correctness,” he wrote <https://nplusonemag.com/online-only/online-only/the-american-pickup/>. “To fill the bottomless tank of a pickup … is to practice the religion of the American Way. It is to affirm climate denial, petrol-adventurism, and American exceptionalism.” There are many ways to untangle pickup trucks from this trap and rein in their most destructive excesses. Federal regulators could revise the EPA mandates that the largest pickups now avoid, and impose stronger rules <https://www.bloomberg.com/news/articles/2020-09-17/how-cities-could-push-ba…> on pedestrian safety to make trucks and SUVs less lethal. The tax code could be reformed, so businesses that purchase the largest commercial trucks aren’t rewarded with a 100% depreciation bonus <https://gscpa.com/how-much-can-businesses-deduct-for-vehicles-placed-in-ser….> on the first year. Cities could stiffen parking policies and raise vehicle fees <https://www.bloomberg.com/news/articles/2020-09-17/how-cities-could-push-ba…> so that such impractically scaled machines will be less appealing to buyers who have little need of their capabilities. But any such efforts can’t be merely “technocratic,” Daggett says — they must grapple with the broader societal forces that these supertrucks have tapped into. “A lot of things are attached to fossil fuel culture because they are symbolically a part of a certain way of life or an identity,” she says. “It’s no longer possible to operate in the world and not understand that fossil fuels are violent. It’s a kind of spectacular performance of power.” *Angie Schmitt <https://twitter.com/schmangee> is a writer and planning consultant and author of *Right of Way: Race, Class and the Silent Epidemic of Pedestrian Deaths in America <https://bookshop.org/books/right-of-way-race-class-and-the-silent-epidemic-…> *.*

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WFP: City urged to add bike lanes on Salter Street in rebuild (Mar13'21)
by Beth McKechnie 13 Mar '21

13 Mar '21

City urged to add bike lanes on Salter Street in rebuild https://www.winnipegfreepress.com/local/city-urged-to-add-bike-lanes-on-sal… ON any given day, the intersection of Salter Street and Selkirk Avenue is bustling with cars, trucks and buses. Those looking to cycle through the neighbourhood often find themselves on the sidewalk, deftly dodging a steady stream of pedestrians. As the City of Winnipeg plans to rebuild a swath of Salter Street, community leaders are questioning its decision to leave out active transportation routes — and are advocating for a design model that includes a bike lane on the busy roadway. All his life, Nelson Flett has navigated his North End neighbourhood by foot, bike and even rollerblades. Having bike lanes in the community, he says, would offer a safe way to get around and bring about some revitalization. “I want the future generations to be safe, have fun, get outdoors and enjoy the life I had, because I’ve been riding bikes most of my life,” Flett said Friday morning, during a news conference on the corner of Salter and Selkirk. “I think it would just rejuvenate the area, bring the life out in people.” Flett joined members of Winnipeg Trails, Couns. Ross Eadie (Mynarski) and Vivian Santos (Point Douglas), and other community leaders to call for the building of active transportation routes as street revitalization projects take place in the North End. The group envisioned what a bike lane might look like on Salter Street. “Seven feet, that’s all we’re asking for,” they called out, holding up a tape measure at the seven-foot mark. “We want to see them fix Salter and do it right; $6 million spent through the heart of the North End without bike lanes in the middle of a pandemic is wrong,” Winnipeg Trails executive director Anders Swanson said. “We want the city to integrate bike lanes into all of its road reconstruction, because we are tired of chasing after multimillion-dollar projects that could have been done better.” In late 2020, the city tendered a project to rehabilitate Salter between the Slaw Rebchuk Bridge and Cathedral Avenue. But due to a “limited scope,” the project will not include any public engagement activities, according to the city’s website. In February, the city awarded a tender valued at more than $4.2 million to Winnipeg-based Darco Group Ltd. for the rehabilitation project, which will have roads and sidewalks rehabilitated for pedestrian safety. “This considers neither current nor best practices in active transportation, otherwise the moment you see one person riding on the sidewalk here, you would put in bike lanes,” Swanson said. Flett — who has biked over the bridge to his work in West Broadway — said the busy traffic lanes in the neighbourhood are “scary” to traverse, leading many on bikes to take to the sidewalks and causing safety issues for pedestrians. In an ideal reconstruction, Flett said he would like to see protected cycle lanes, like the ones on Maryland and Sherbrook Streets, start popping up in the North End. Ground is expected to be broken on the Salter Street project in summer. julia-simone.rutgers(a)freepress.mb.ca Twitter: @jsrutgers

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FW: $400 Million for Bike Paths, Walkways, etc.
by Charles F 12 Mar '21

12 Mar '21

Federal AT funding and engagement announcement.One small step...Sent from my phone.

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WFP: A Route to the Future - Transit Master Plan (Mar6'21)
by Beth McKechnie 06 Mar '21

06 Mar '21

A Route to the Future https://www.winnipegfreepress.com/arts-and-life/life/greenpage/transforming… The city will unveil a public-transit blueprint in the coming weeks that could transform Winnipeg; there’s a lot riding on it, including the number of people willing to ride on it THIS spring, Winnipeg’s civil service will unveil its new master plan for public transit, coming on the heels of Ottawa’s announcement to shovel billions of dollars into programs across the country over the next decade in an effort to lower emissions from the transportation sector. This convergence of public money and planning seems to offer Winnipeg a chance to reimagine what is possible in the realm of transit — what the system could be going forward, despite past failings. However, it is quickly becoming clear there are no visions of streetcars or light rail dancing in their heads. Dreams for Winnipeg’s transit system are much smaller, even among its biggest proponents, which speaks to how far the system still has to go in order to meet a threshold of service that would successfully convince people to leave their cars at home. Or, even more radically, not buy a car in the first place. Breaking people of their car-driving habit is a key aspect of national and municipal climate plans. More than 40 per cent of greenhouse-gas emissions in Manitoba came from the transportation sector in 2018. Of the emissions from transportation, about 37 per cent comes from vehicles classified as light-duty cars and trucks. Electrification will help lower passenger vehicle emissions, but prospective civic policies also rely on getting more people out of their vehicles altogether and on to bikes, buses and trains. “Investments in public transit will also require some behavioural changes on the part of commuters,” declared the Senate’s 2017 report on decarbonizing the transportation sector. “Unless taking transit is easier, faster and cheaper than taking a car for one’s daily commute, investments will not result in the desired emission reductions.” Ideally, all of the pieces are meant to come together to help solve the emissions problem. But in Winnipeg, the road forward is shaping up to be a long, slow one. ●●● Coun. Vivian Santos grew up getting around the city by bus, accepting the hour-long commute between her childhood Southdale home and downtown that would otherwise take 15 minutes by car. As she got older, a bike became a better alternative to the bus, cutting her commute time in half. “I stopped taking transit because it was just, to be honest, a waste of my time in the morning,” she says. In the decades since, bus service hasn’t really improved, but her financial flexibility did, plus she added kids to the mix. And so, the Point Douglas councillor made the same choice most Winnipeggers who can afford it make, and she bought a car. There are now two in her household to shuffle her family around the city. Her children are getting to the age where they could start taking transit on their own — and she’d like to encourage them to do so — but it’s not realistic, based on where they live in the northwest part of the city. “There’s actually no transit service out here, to be honest with you. So if my son were to take transit, he would actually have to walk 10 minutes to McPhillips. Or he’d have to walk maybe seven minutes the other way down towards Pipeline and Templeton. So we’re really kind of outside of the transit system,” she says. Winnipeg has some of the lowest transit use rates per capita in the country, according to a recent report from Climate Reality Canada, the Canadian arm of former U.S. vice-president Al Gore’s international environmental non-profit organization. Among large cities with more than 600,000 residents, Winnipeg came in last, with an average of 67 transit trips per person annually. The next lowest was Calgary with 84. The Canadian leader in transit trips per capita is Montreal, with 236. Nationally, transit ridership has increased from roughly 1.8 billion regular service trips in 2009 to 2.1 billion in 2017, according to the Canadian Urban Transit Association. But in Winnipeg, ridership stalled and even declined in that same time period, according to city statistics. The last census revealed Winnipeg was the only Canadian city where commuting by public transit had declined over the preceding 20-year period. Santos believes getting more people on transit isn’t about building rail lines or any other flashy, grand plans. To her, it’s much more simple — it’s about making transit more frequently accessible and reliable, and charging less money to use it. “I think a good balance of both should be done,” she says. “They need to be done together. Because I understand that if we lower the fees, we’re going to have more people come on, we’re gonna see an uptick rate of people taking the transit. So obviously, we need to increase purchasing buses, and we need to better our frequency.” To that end, she put a motion before the city’s public works committee in February to study what the impact of lower fares might be in Winnipeg. It was rejected in a 2-2 vote. Curt Hull, director of Winnipeg’s Climate Change Connection, agrees with Santos’s evaluation of what’s needed to bring the transit system up to speed, and explains why aiming higher at this point isn’t practical. “Implementing rapid transit by rail is really a long ways further from where we are. You don’t start with that. You start with building the demand with things like developing frequent service, and then once you get enough demand, enough ridership on a particular route, then you make it rail. So we’re a long ways away from that,” Hull says. Efforts to regenerate the transit system with rapid bus infrastructure — the second leg of the Southwest Transitway was completed last spring — have proven lacklustre, Hull says, but he is hopeful new, less capital-intensive improvements will help deliver more riders. In addition to Santos’s hopes for more frequent, cheaper service, Hull adds a couple of things to the wish list. The routes need to be simple, he says, and access to lines criss-crossing the city needs to be easy. He envisions something like an on-demand service for suburban neighbourhoods, where a small van or a similar vehicle shuttles a rider to the main bus lines. Having regular but empty buses running through those neighbourhoods doesn’t make sense, he says, but you can’t cut them off from the network, either. “The issue is the availability of funding for it,” he says. ●●● Winnipeg relies more heavily on the fare box to fund transit than any other city in the country on a per capita basis, which pins the system’s progress directly to ridership. It’s a chicken-and-egg scenario — the system can’t be improved until ridership increases, but that won’t happen without system improvements. It also puts the system at risk for ridership fluctuations, as was the case for most of last year because of the pandemic. Across the country, transit ridership fell by more than 60 per cent in 2020, according to Statistics Canada. While it rebounded somewhat in the summer months, those minor gains were lost again amid the second wave in late fall and early winter. “That hits our system that much more than other systems,” says Coun. Matt Allard, chair of Winnipeg’s public works committee. Winnipeg’s reliance on fare-box revenues was cemented in 2017 when the provincial government moved away from its 50-50 funding agreement with the city. In 2019, fares represented 45 per cent of total revenues on transit, which amounted to $91.7 million of $204 million. At the public works committee meeting in February where Santos put forward the idea of free or lower-fare transit, the conversation quickly turned from one that was simply about buses and dollar figures to a much more complicated question: is public transit something Winnipeggers consider to be a public good? Taxpayers who are childless or do not have school-age children still contribute money to the education system. Taxpayers who do not borrow books from the library still pay to keep the lights on and the shelves stocked. Those who do not drive still pay to keep the roads maintained. And all of those services are free of direct costs to the user. Winnipeggers have come to an implicit agreement that some things are in the public’s interest to fund. But so far, Winnipeg and its residents have yet to bring public transit under that umbrella. As long as the system relies heavily on the fare box, it will not be viewed as a public good. At least not to the same extent that other services are. Much like parents not bringing their children to a park with broken swings and garbage strewn everywhere, a neglected transit system will not yield higher ridership. It will not be a civic source of pride, as it is in many other cities. “Convenient access to public transit” is among the United Nations’ indicators for sustainable development goals. Yet, Winnipeg fails to meet measures of success that were created as goals in developing countries. International Institute for Sustainable Development targets for appropriate wait times and distance to the closest bus stop are unattainable for a third of Winnipeggers. Transit investments have been found to have significant positive spillover effects in economic development, especially in sectors such as tourism. It also stands to reason riders save money that would have otherwise have spent on a car. Then there’s the significant shared benefits between climate interests in transit and equity policy across different socio-economic classes. “If you see transportation as a way of participating in society — which it certainly is — the more accessible transit is, the more people can easily get around and the more their experience becomes comparable to somebody who owns a vehicle, who’s more economically advantaged,” Allard says. The push for change has become louder as the urgency of climate action increases. Carolyn Kim, the director of transportation at the Pembina Institute, argues that making the decision as a city to invest in transit would be transformational, in itself. “If you’re able to increase the level of service, and people can ride a bus that is more frequent, it’s more reliable. It’s affordable,” Kim says. Also critical to the conversation is deliberately targeting dense housing and business development along the main transit arteries, she adds. Getting people onto transit is about making it a more convenient, cheaper alternative to driving. So the flip side of the equation, though often unpopular politically, is to find ways to increase the cost of driving through increased parking rates, lowering parking availability and other planning tools. It’s another avenue to pursue transformational changes, Kim says. Take London, as an example. The British city has created an “ultra-low emission zone” where, depending on how much your vehicle pollutes the air, you are charged a daily fee to drive in certain areas. Cities are free to get creative with policies and find solutions that work for them, Kim says, but they have the power to set priorities and pathways that change residents’ behaviour. ●●● Winnipeg is also contemplating where the electrification of buses fits into the picture. A pilot project for the use of both battery-electric and hydrogen fuel-cell buses will be considered by council this spring. Allard says he’s looking forward to debate on the topic, but to him, more buses on the road — regardless of how they’re powered — is the priority, since the transit fleet is responsible for such a small fraction of emissions in the city compared to personal passenger vehicles. Joanna Kyriazis, a senior policy adviser with Clean Energy Canada, warns against that kind of thinking, pointing out that electric buses actually stand to save cities money, since operation and maintenance costs are so much lower, even if up-front costs to purchase the vehicles are still higher. “The life of a bus is 12 to 18 years. And so if we keep making diesel bus purchases today, that that decision has consequences for another two decades,” she says. And the added allure of electric buses might be another way for the city to persuade drivers to park and ride, she says. Along with electrification, the new buses also come with GPS to track where they are on routes, and that information can then be sent to users. Generally, they also come with electronic-pass scanners, so riders don’t need to fumble with correct change and tickets. All of these upgrades make the transit experience better, she says. Plus, no more diesel fumes. “It’s also a great way for people to experience an electric vehicle for the first time. And the more we see them on our streets, the more we ride them, the more we see how many benefits they deliver, the more likely those riders are to go and buy an electric car themselves. So there are these spillover effects,” Kyriazis says. “Doing the same thing we’ve always done isn’t working. And so modernizing and connecting these vehicles is going to help improve the rider experience.” In Winnipeg, transformational changes might not be as big and headline-grabbing as they are in other cities, but this city is coming from behind and has more ground to make up if transit is going to become a priority. Rail lines or a world-class network of multimodal transit aren’t on anyone’s realistic wish list. But perhaps Winnipeg is on the verge of a different radical change. One where transit isn’t looked at as a lost cause, but rather something to be invested in for the good of the community. sarah.lawrynuik(a)freepress.mb.ca <sarah.lawrynuik(a)freepress.mb.ca> Twitter: @SarahLawrynuik

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Edmonton to roll out new community-led street safety program this spring
by Beth McKechnie 05 Mar '21

05 Mar '21

The City of Edmonton wants to eliminate fatalities and serious injuries on city streets by 2032, and starting this spring, it will be asking community members to help make that happen. The Street Labs program <https://pub-edmonton.escribemeetings.com/filestream.ashx?DocumentId=81995> aims to introduce temporary measures in an attempt to make residential streets safer for pedestrians and cyclists. It is the latest initiative under Vision Zero <https://www.edmonton.ca/transportation/traffic_safety/vision-zero.aspx>, the city's long-term traffic safety plan. Neighbourhood residents will come up with their own ideas, and city officials will provide materials, funds, and guidance. Full article: https://edmonton.taproot.news/news/2021/03/03/city-to-roll-out-new-communit…

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March 16 free webinar re: transportation behavior change
by Beth McKechnie 01 Mar '21

01 Mar '21

---------- Forwarded message --------- From: Jessica Roberts <jessicaroberts(a)altaplanning.com> Date: Mon, Mar 1, 2021 at 4:27 PM Subject: [Transp-tdm] 3/16 free webinar re: transportation behavior change Hi all - I'm giving a webinar on Tuesday 3/16 at 10 am Pacific for the California Active Transportation Resource Center. It's about using research findings to build better transportation behavior change programs, and it includes new material I haven't presented on before about behavior change theories and incentives. I'd love to see you there! Please sign up here <https://cdph-conf.webex.com/mw3300/mywebex/default.do?nomenu=true&siteurl=c…>, and forward this to anyone who might be interested. Complete details below. Best, Jessica ----- [image: ATRC.png] ATRC On the Move: Perspectives 2021 Webinar – *Changing Transportation Behavior: What Really Works?* Tuesday, March 16, 2021 10:00am – 11:30am PST Please join the Active Transportation Resource Center for the first On the Move: Perspectives 2021 webinar entitled, *Changing Transportation Behavior: What Really Works?* Click here <https://cdph-conf.webex.com/cdph-conf/onstage/g.php?MTID=e1d128ac04eb60aa52…> to register! *______________________________* Whether you work in Safe Routes to School, traffic safety, policy development and beyond, we're all in the business of convincing humans to change their behavior. Humans are complex, so we can't just tell them what to do and expect them to comply. The truth is that behavior change is HARD. Join this webinar to learn more about what research tells us about transportation behavior change. You'll learn about major behavior change theories, the role of incentives in program design, and creative ways to test if your program is working. By the end of this webinar, you'll have new practical ideas you can put to work in your own active transportation campaigns and programs. *Featured Speaker* *Jessica Roberts, Principal, Alta Planning + Design* *Jessica Roberts is a Principal Consultant at Alta Planning + Design, focusing on campaigns that help people change their transportation habits for good. She is known as the founder of the fast-growing “behavioral Transportation Demand Management (TDM) movement”, which is building bridges between behavioral scientists and transportation professionals. Her work in this arena is creating more effective campaigns that are based on evidence and theory, and that are evaluated rigorously to determine the mode shift impact of individual program variables.* *To register for this free webinar, click on this **link* <https://cdph-conf.webex.com/cdph-conf/onstage/g.php?MTID=e1d128ac04eb60aa52…> *.* You are encouraged to send any questions in advance of the webinar to atsp(a)cdph.ca.gov. *JESSICA ROBERTS, TDM-CP* *Pronouns: she/her* Principal | *Alta Planning + Design, Inc.* *Working remotely: c**:* 503.752.4144 Portland, OR | altago.com *We have a new domain name and logo! Please update your Contacts with my new email address: jessicaroberts(a)altago.com <jessicaroberts(a)altago.com>.*

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Watch: How Induced Demand Explains the Vicious Cycle of Congestion
by Beth McKechnie 01 Mar '21

01 Mar '21

A helpful video illustrating induced demand when we try to build our way out of traffic congestion. An accompanying video showing latent demand for bike infra would be nice too. https://www.planetizen.com/news/2021/02/112352-watch-how-induced-demand-exp… 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/> *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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Winter Cities Toolkit
by Beth McKechnie 25 Feb '21

25 Feb '21

Hi everyone, Though it doesn't feel much like winter right now, here's a recently released for winter cities: https://www.wintercitiestoolkit.com/tools/ 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/> *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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Green Action Centre is hiring!
by Beth McKechnie 24 Feb '21

24 Feb '21

Green Action Centre is looking for an independent, energetic and well-organized individual to join our sustainable transportation team. The position focuses on engaging schools, students, workplaces, employees and community organizations to make active and green transportation options both appealing and within reach. The coordinator supports Green Action Centre’s goals of reducing Manitoba’s environmental impacts and related GHG emissions from driving personal vehicles by increasing walking, cycling, public transit and carpooling as preferred and accessible modes of travel. Application deadline: *4pm CDT Tuesday, March 16, 2021* Please see the attached pdf for details. -- 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/> *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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WFP Analysis: ‘Abilities Village’ plan filled with possibility (Feb22'21)
by Beth McKechnie 22 Feb '21

22 Feb '21

‘Abilities Village’ plan filled with possibility https://www.winnipegfreepress.com/opinion/analysis/abilities-village-plan-f… PROVENCHER Boulevard has a long history as the commercial heart of St. Boniface and Winnipeg’s francophone community. With wide sidewalks, a few historic buildings and local shops, it has the bones to be an active pedestrian street and centre of community life. Unfortunately, as a busy truck route and commuting thoroughfare, Provencher is challenged to be a welcoming place for a shopping stroll or break on a sidewalk patio. Several surface parking lots and vacant properties further diminish the pedestrian experience, and a low population density in the surrounding neighbourhood offers an insufficient base to support a vibrant commercial street. The neighbourhood plan for St. Boniface and Provencher Boulevard looks to address some of these issues by supporting development of higher-density and more diverse housing options, encouraging good urban design that is pedestrian focused, enhancing existing parks and celebrating the neighbourhood’s cultural assets. The City of Winnipeg currently owns two of these cultural assets on the street: the former St. Boniface city hall and the adjacent, long-abandoned fire hall. In November 2019, a request for proposals was issued to find a new owner for the buildings and adjacent parking lots, with the goal of leveraging them to breathe new life into Provencher Boulevard and the surrounding community. After a year-long search, Manitoba Possible (formerly the Society for Manitobans with Disabilities), an organization that provides services and supports to persons with disabilities, has come forward with a visionary idea that ticks almost every box in the neighbourhood plan. The proposal is inspired by a development in Singapore called “Enabling Village,” a firstof- its-kind neighbourhood campus dedicated to integrating people with disabilities into society by providing social, creative and economic fulfilment in a place that is also a hub and destination for all residents in the area. The development offers education, employment, training, retail and social amenities, while bringing people with disabilities and the broader community together to share experiences and build relationships. Manitoba Possible’s proposal, called “The Abilities Village,” envisions a campus of new multi-use buildings constructed on the existing parking lots that surround the iconic city hall and fire station. These buildings will flow together as a single choreographed space, inside and out, drawing people from the sidewalk through an active collection of dynamic experiences and public amenities. Some of the proposed features include restaurants, pubs and bistros, a grocery, a retail art gallery, a gymnasium, training centres, a daycare, offices and a technology hub for entrepreneurism. The village will elevate the heritage buildings to a new place of prominence by inviting people to interact with them in a more intimate way, as part of a vibrant neighbourhood destination that brings new life to the street. The unique twist on this dynamic community hub is that it will also be a global showcase of barrier-free design — breaking down all types of barriers to establish a sense of belonging for people with disabilities. It will reimagine everyday spaces to be meaningful, accessible and completely inclusive. The campus is specifically not an institution; it will be a model for seamlessly accessible public spaces that connects the broader community to people with disabilities in a type of reverse inclusion, helping to break down the barriers of social isolation, independence and economic opportunity while inspiring new social networks and personal experiences for everyone. The commercial and public services components of the village will provide job training and work experience to people with disabilities that will open new employment opportunities beyond the campus. The campus will also include a housing component that will be a demonstration of technology driven accessible design, providing quality independent living opportunities while increasing the population density and residential diversity of Provencher Boulevard to help support local shops and services. The campus will be a blend of dynamic, sidewalk-focused modern architecture, interior design, signage, lighting, art and landscape, woven together in a single composition with the iconic historic buildings and sculpture garden. Designed by 5468796 Architecture and Scatliff + Miller + Murray, the development will be phased to ensure it grows seamlessly into the neighbourhood over time. The derelict fire hall will be redeveloped into public space and, once the sale is complete, Manitoba Possible is hoping to work with the local community to find economically viable uses that ensure the city hall building, which will be independent of the development, remains a proud cultural contributor to the Franco-Manitoban community. The proposal for the St. Boniface city hall site presented by Manitoba Possible is an aspirational and forward-thinking idea that could bring the heart back to Provencher Boulevard. As a magnet for public gathering, it will provide an opportunity to reimagine the future of the street as a place that is a celebration of the community and a vibrant focal point of neighbourhood life. The beauty of the old St. Boniface city hall has inspired people for generations; it will always stand as a proud symbol of a proud community. In its new life as part of The Abilities Village, it will take on the added symbolism of a place that unites communities and builds relationships. It will continue to inspire as a declaration of inclusivity, opportunity, and equality. *Brent Bellamy is senior design architect for Number Ten Architectural Group.*

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This week, cycling events, global and local
by Anders Swanson 09 Feb '21

09 Feb '21

A few special events coming up for your interest: *THURS FEB.11 AND FRIDAY 12 - eGlobal Winter Cycling Congress* Two short jam packed days of unique presentations and fascinating discussions, with post event social activities in a virtual Finnish bar. The Winnipeg connection includes Councillor Sherri Rollins sharing political wisdom and ideas and the story of learning to ride a bicycle only a few months ago. She will be sharing a stage with Oboi Olatunji, the founder of Slow Roll Chicago who visited Winnipeg for Bike Bike a few years ago (along with Sarah Goodyear from the War on Cars podcast from NYC and Lisa Bender, the President of City Council in Minneapolis to talk about the role of enforcement post in a BLM era and ways of making winter cycling both normal and inclusive. As conference director, I get the honour of moderating a session with MP Andy Fillmore, head of Canada's new AT strategy, Bronwen Thornton, head of international pedestrian design and land use network, Walk21 and Dr.Peter Newman, an award-winning sustainability and urban design expert who is a lead author for transport at the IPCC. So many other great speakers! Local engineering firm Sandbox is a sponsor and helping to support Winnipeg Trails' assistance with project management and communications. It is truly a global team effort, with teams from Boston, Montreal, Helsinki, Masstricht and more combining to pick up the pieces from the usually in-person conference sites that had to be cancelled due to you-know-what. We hope you can join. Student registration is only 5EUR. Regular conference registration is just 20EUR with a membership to the Winter Cycling Federation. Viva la Bike Boom. Register now: WinterCycling.org *Friday Feb.12 WinterBikeALoopza (Winter Bike to Work Day COVID 19 Edition) *With so many people worldwide working from home or unemployed, this year is different. People are committing to ride, like usual, but encouraged to do loops of their own neighbourhoods. Sign up online, and check the maps. The School Loops team will be adding all kinds from Winnipeg this week. Rememberm we started this event, Winnipeg, its up to you to finish it. ;) Join us. WinterBikeToWorkDay.org *Wednesday Feb.24th *- *LAUNCH of Women in Cycling Network. T*his is partially organized by Angela van der Kloof, whom some of you may remember from the Kickstand sessions that Janice Lukes and I organized with Michael Colville Andersen almost a decade ago or from the 2014 Winter cycling Congress here in Winnipeg. anders

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Cycling for Sustainable Cities
by Beth McKechnie 09 Feb '21

09 Feb '21

Cycling for Sustainable Cities MIT Press just published “Cycling for Sustainable Cities," co-edited by Ralph Buehler and John Pucher. In addition to its up-to-date analysis of cycling trends and policies, the book provides practical lessons for making cycling safe, practical, and convenient for almost everyone and for most trip purposes. The 21 book chapters feature contributions by authors from around the world who are experts in both cycling and their respective professional fields of urban planning, public policy, public health, transportation, and engineering. Following the introduction, chapters 2-15 explore topics such as the health benefits of cycling; cycling safety; cycling facilities, programs, and project evaluation; the special cycling needs and preferences of women, children, and older adults; and social justice in cycling decision-making, policies, and infrastructure. Chapters 15-19 examine these same topics in the context of specific countries and cities in Europe, North America, Latin America, and Asia. Chapter 20 explores the importance of cycling advocacy. Finally, Chapter 21 proposes specific strategies for policy implementation and summarizes the main lessons for increasing cycling and making it safer and more convenient for daily travel. More info: https://mitpress.mit.edu/books/cycling-sustainable-cities

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New Healthy Communities Initiative
by Beth McKechnie 08 Feb '21

08 Feb '21

View this email in your browser <https://mailchi.mp/880cities.org/880-cities-takes-part-in-a-new-healthy-com…> 8 80 Cities takes part in a new Health Communities Initiative 8 80 Cities is excited to be teaming up with Community Foundations of Canada and other partners to fund projects through the Healthy Communities Initiative <https://880cities.us10.list-manage.com/track/click?u=49b51d71f0a96500f24124…> . Register to join Community Foundations of Canada on February 9th, 2021 at 1PM EST <https://880cities.us10.list-manage.com/track/click?u=49b51d71f0a96500f24124…> for a special announcement and panel event focused on transforming public spaces to respond to COVID-19. This event is an opportunity to learn more about Initiative, a new $31 million investment from the Government of Canada to support communities as they adapt public spaces for the new realities of the pandemic. Join the Healthy Communities Initiative partners and a set of fantastic panelists including Parliamentary Secretary Andy Fillmore for a candid conversation on public spaces and COVID-19. From equity-based placemaking and public safety to community development and resilience, you’ll hear from leading place-makers, activists and thinkers who will explore what’s working, what’s not, and what’s next for community-led solutions across Canada. It will also be an opportunity to learn more about the forthcoming Healthy Communities Initiative. This event will take place in French and English with ASL and LSQ interpretation. A recording of the event will also be made available if you are unable to attend live. 8 80 Cities will be in touch again later this week to share more information on how you and your organization can participate in the Healthy Communities Initiative. [image: Twitter] <https://880cities.us10.list-manage.com/track/click?u=49b51d71f0a96500f24124…> [image: Facebook] <https://880cities.us10.list-manage.com/track/click?u=49b51d71f0a96500f24124…> [image: Website] <https://880cities.us10.list-manage.com/track/click?u=49b51d71f0a96500f24124…> *Copyright © 2020. 8 80 Cities. All rights reserved.* *Our mailing address is:* 372 - 401 Richmond Street West Toronto, M5V 3A8 Canada

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WFP: Winnipeg Trails breaks ground on more than 30 ski and walking loops in city neighbourhoods (Feb8'21)
by Beth McKechnie 08 Feb '21

08 Feb '21

Winnipeg Trails breaks ground on more than 30 cross-country ski and walking loops in city neighbourhoods MAKING TRAILS, MAKING CONNECTIONS https://www.winnipegfreepress.com/local/making-trails-making-connections-57… WINNIPEG’S winter sport enthusiasts have more places to go for a ski, snowshoe or hike now that Winnipeg Trails has broken ground on more than 30 cross-country ski and walking loops in neighbourhoods around the city. “One of the most beautiful things about winter is the new trails that it opens up for people,” said executive director Anders Swanson. “It basically creates bridges all over the city on a temporary basis. So it inspired us to see what we could do about increasing access to trails, at least for the winter, in places close to people’s homes.” Planning for the extra trails began in July as Winnipeg Trails started thinking about what a second wave of COVID-19 cases and lockdown rules would mean for Winnipeggers this winter. “The idea ultimately comes from the need for human beings to connect, and it turns out one of the few places we can do that has been outside,” Swanson said. “We are in the business of community-building more than anything else. We do that by connecting people with safe and comfortable ways to be outside and to move so that we can see each other face to face.” More than 30 sites are underway in neighbourhoods such as St. Boniface, Dufferin, Garden City and Tuxedo. Dozens more approved by the city are still to come. “The whole point of this project was to make sure there was some winter fun near you for Winnipeggers; there are sites in every neighbourhood basically,” Swanson said. The trails are built and maintained by a team of volunteers, Swanson said. The crew can make three or four trails a day, and the sites come with benches and sculptures — built of snow, of course — for visitors to use to put on skis or sit for a cup of cocoa. The trails are made by a machine Swanson describes as the “Swiss army knife of trail building.” It looks like a snowmobile cut in half, he said, and can be fitted with different attachments to carve out ski trails or pack snow for walking and biking. The broader Winterpeg project is designed to “spark a little joy” in the city, Swanson said. For those who may not be into skiing, there are opportunities to walk, bike, snowshoe, build snowmen or ice candles, among activities showcased on the organization’s website. For those who want to try skiing for the first time, Winterpeg will offer a mobile ski library to take free ski rentals and guides to loops around the city. “It goes hand in hand with Winterpeg and building the trails,” said Jenny Sawatzky, who runs the Icicle Garden, a gear library that has ski and snowshoe rentals. “People who maybe don’t have access to a car or can’t afford it, show up and try some skis out.” Though the Icicle Garden, based out of the Bicycle Garden storefront on Sherbrook Street, has been in operation all season, the new mobile option is intended to run events and encourage access to winter sports for all Winnipeggers. Sawatzky said the gear library has been a huge success. The storefront has been busy every day, she said, and has had an influx of donations of both money and winter gear. “Everybody has been very grateful that we opened. Feedback has been positive every time,” Sawatzky said. “Everyone’s been fairly generous.” That ski library has been a major source of funding for the trail program: donations for rentals are funneled into the trail-making efforts. The Winterpeg team has received funding from the federal EcoCanada internship program and the City of Winnipeg’s wellness fund. Swanson noted city councillors have roundly supported the trail-building effort, and helped secure the $5,000 in municipal funding. Swanson said the team at Winnipeg Trails and Winterpeg would love to see the entire city connected with ski and walking trails — and bike paths for the warmer seasons — so residents can enjoy time outside with ease year-round. “There are some places where the people in the area already might have skis… and there are some areas in the city, for example, with a lot of newcomers to Canada from countries that may not have long winters, and they’re not as used to it,” said Swanson. “We’re not expecting those to be as popular right away, but it’s one of the reasons why we’re bringing the mobile ski library out, so people get a chance to try.” Swanson said his favourite part is the opportunity to watch people discover the joy of skiing. julia-simone.rutgers(a)freepress.mb.ca <julia-simone.rutgers(a)freepress.mb.ca> Twitter: @jsrutgers

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WFP: Bundle up and get active with Jack Frost Challenge
by Beth McKechnie 07 Feb '21

07 Feb '21

Bundle up and get active with Jack Frost Challenge KRIS Kuzdub will be taking extra care while bundling up before heading outside this week as the forecasted high for today is pegged at -25 C and with the wind chill considered it could feel colder than -40 C at times. Today also marks the start of Winnipeg’s Green Action Centre’s Jack Frost Challenge. All week, teams and individuals will be competing against one another to log the most outdoor, active kilometres. Kuzdub, the Green Action Centre’s sustainable transportation co-ordinator, says maybe it would have been nice if the challenge landed during one of the more moderate weather weeks, but she thinks the encouragement to get out the door might be needed now more than ever — even if it’s just for a quick walk around the block. “Manitobans are tough, we can do it. Just bundle up,” Kuzdub told the Free Press. After activities outside, participants log onto the website and track their kilometres. There are participation prizes, as well as prizes for the most kilometres logged by a team and by an individual. A reminder to readers that Environment and Climate Change Canada has issued an extreme cold warning for all of Manitoba and notes in this week’s forecasts that frostbite is possible within minutes if the proper precautions aren’t taken and skin is exposed. Kuzdub said unlike other commuter challenges hosted by the centre, people don’t need to be travelling long distances, simply getting outside and making a snowman and using your smartphone to count your steps will do. “People need this this year, myself included,” Kuzdub said. In 2020, the Jack Frost Challenge had 1,400 individuals registered to compete and more than 220 teams. This year, as the competition marks its 10th anniversary, more than a thousand individuals have signed up with more than 400 teams registered. Linda Loewen lives in North Kildonan and has signed up for the group competition for the first time this year. She registered with two friends and a friend of a friend. They won’t be trying any of the currently trendy outdoor activities such as fat biking or cross-country skiing, instead, they’ll be sticking to the basics and walking as much as they can. Loewen says she wasn’t much of a walker before, but since the pandemic began she’s found peace and beauty in just walking around her neighbourhood and down the river paths. “It made me appreciate it more than I probably would have in the past,” Loewen said She’s particularly fallen in love with Fraser’s Grove Park and has made it a ritual to walk past it every time she is on her way home. “I’ve seen the seasons pass. I started walking when there was still ice and snow then watched as the river melted… That’s my quiet, peaceful meditative time.” Loewen signed up for the Jack Frost Challenge because despite the peace walking has offered her in the last year, she’s struggled to get moving again since the holidays. “We just need to get outside because we’ve been so cooped up and people are feeling that. People might just need that little extra push,” Kuzdub said. She also hopes the challenge has some of the lasting effects it aims for every year, such as helping people appreciate the time outside, and maybe learn that biking to work or walking to the grocery store wasn’t as much of a chore as they’d built it up to be in their minds. In order to show the impact, the Green Action Centre tracks the cumulative kilometres moved and travelled by participants. In 2020, it was a total of 28,497 km, and if the same distance were covered in a car, it would have created approximately 6,348 tonnes of carbon dioxide emissions, their estimates show. It demonstrates that every climate action matters, Kuzdub said, and it also burns calories and is fun — so there’s really no downside. The competition runs from today to Feb. 13 and people can still register at greenactioncentre.ca/jackfrostchallenge. sarah.lawrynuik(a)freepress.mb.ca Twitter: @SarahLawrynuik

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Safety of Bicycle Infrastructure in Canada | TAC webinar slides
by Beth McKechnie 03 Feb '21

03 Feb '21

Hi everyone, In case you missed it yesterday, TAC hosted an interesting webinar on the safety of bicycle infrastructure in Canada presented by Dr. Jeannette Montufar of MORR Consulting in Winnipeg. Here are the slides for reference. If a recording link is provided, I will circulate later. 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/> *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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What We Learned from Tracking Cycling Deaths for a Year
by Beth McKechnie 01 Feb '21

01 Feb '21

Deaths by Road Type The most dangerous place to be a cyclist, however, was on an arterial road, which we defined as a busy, multilane thoroughfare with traffic signals at intersections and speeds limits exceeding 30 miles per hour. Arterials accounted for 65 percent of the fatal crashes in our database. We saw that poorly designed intersections along these roads presented serious hazards for cyclists. While many had multiple lanes for cars, they had none for bikes. Furthermore, many had speed limits as high as 45 miles per hour. (Speed limits have been increasing in many parts of the country.) And numerous intersections on arterials allow vehicles to turn right on a red light, or have several turning lanes, which makes it much more likely that a driver won’t see a cyclist while they are turning. BikeMaps.org executive director Karen Laberee adds that cars making unprotected left turns—those with no dedicated left-turn light—are especially hazardous, because a driver may be watching for other cars coming in the opposite direction but not for cyclists or pedestrians. “A left turn is a particularly challenging maneuver cognitively <https://www.macleans.ca/news/canada/the-cure-for-killer-cars/> for a driver—there’s a lot going on for them to process,” Laberee says. One solution is to restrict concurrent movement, with separate light cycles for left-turning vehicles, vehicles driving straight, and pedestrians and cyclists, she says. That way, only vehicles or pedestrians are going through the intersection at one time. Full article: https://www.outsideonline.com/2420196/what-we-learned-tracking-cycling-deat…

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WFP: New Flyer in automated bus driver’s seat (Jan30'21)
by Beth McKechnie 30 Jan '21

30 Jan '21

AV pilot project running in U.S. rapid transit corridor NFI in automated bus driver’s seat https://www.winnipegfreepress.com/business/nfi-in-automated-bus-drivers-sea… ON Friday, NFI Group officially launched North America’s first fully operational automated transit bus, once again staking its claim as the industry leader. The bus maker has been working for more than a year with Maryland-based Robotic Research LLC to fit out its Xcelsior battery-electric model with all the technology that allows it to navigate autonomously through city streets as well as expertly dock three inches from the curb and deploy accessibility ramps for passengers. The bus is currently operating in a pilot project with the Connecticut Department of Transportation on the CTFastrak, a dedicated nine-mile-long bus rapid transit corridor that runs between downtown Hartford and downtown New Britain. The bus uses sensors, radar, LIDAR (sometimes referred to as laser radar) and cameras to create a 360-degree digital 3D modelling of the environment. It can digitally communicate with other vehicles and infrastructure like traffic lights and the technology will work day or night and with or without satellite GPS. It has integrated so-called advanced driver-assistance systems achieving level four certification with the Society of Automotive Engineers. In a virtual presentation on Friday, Chris Stoddart, president of New Flyer, referenced recent comments made by General Motors CEO Mary Barra, about creating a world with zero crashes, zero emissions and zero congestion. “I could not have said it better myself,” he said. “What we are unveiling today will help fulfil that vision.” Industry proponents believe autonomous vehicles will reduce accidents — 94 per cent of the most serious ones are caused by human error — reduce travel time and be more efficient because of reduced maintenance. While New Flyer currently has its hands full managing delayed orders and a disrupted order book caused by the COVID-19 pandemic, the company hopes to be fully on top of automated bus technology when the time comes. Company officials were clear that regulations are a long way from catching up to autonomous technology which is not currently able to be deployed in public transit on shared roadways except in controlled environments like the one in Connecticut. But Stoddart said, “In the coming decades we anticipate fleets of automated buses improving road safety and potentially improving commute times, increasing energy efficiency and reducing congestion.” But before that becomes a reality, North American cities have to make some significant commitments to getting people out of their cars and redesigning streets. “First of all, cities need to dedicate resources to urban redesign,” said Jennifer McNeill, New Flyer’s vice president of sales and marketing. “Cities have to dedicate laneways for buses. Transit buses have to be privileged over, or in tandem with, vehicles. Once that starts to happen, AV (autonomous vehicles) can happen.” In a panel discussion with industry experts at NFI Group’s virtual investor day held earlier this month, Josipa Petrunic, the president and CEO of the Canadian Urban Transit Research and Innovation Consortium, said although there has been plenty of talk and development of autonomous vehicle technology, it won’t happen until a couple of things take place. “Cities (need to) dedicate time and effort to urban redesign,” she said. “And the second thing that has to happen is that cities have to set a gold standard or target for why they’re deploying AV shuttles or buses. And the target has to be: move more people and kill cars. It has to be that. If it’s anything else, there’s no point in deploying AV technology.” New Flyer has already started the process of encouraging cities in that direction. In March it’s holding a free virtual session on workforce development and training related to the Xcelsior autonomous vehicle. martin.cash(a)freepress.mb.ca

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WFP: Councillor takes aim at surface parking lots (Jan27'21)
by Beth McKechnie 27 Jan '21

27 Jan '21

*Councillor takes aim at surface parking lots * * Allard wants council to have more say in how land used* https://www.winnipegfreepress.com/local/councillor-takes-aim-at-surface-par… A WINNIPEG councillor is calling for the city to find ways to prevent street-level parking lots from being set up after commercial and industrial buildings get torn down. “I’m looking at ways to essentially curb this and ensure we end up with at least a say, as a council, on how much of our urban form is surface parking lots, as opposed to buildings,” said St. Boniface Coun. Matt Allard. “Buildings… generate more property values and lead to a more sustainable city than a city full of surface parking lots, which I think Winnipeg has a lot of.” Since commercial and industrial demolitions that lack new building permits aren’t subject to a public hearing process, despite the fact similar applications for residential homes require such as hearing, Allard said the city should try to increase oversight. If Allard’s motion is approved by council’s property and development committee, a public service report will check out how other cities address the issue. The councillor said he was inspired to take action after a commercial building at 384 Tache Ave. was torn down in 2018 and replaced with a surface parking lot. Allard said his new motion isn’t meant to criticize the owners of that particular lot, but aims to see council get more control over future property changes. “It just brought forward the policy issue that commercial buildings can go down, industrial buildings can go down and there’s no public hearing. (With) residential, you do have that public hearing and, in some cases, the area councillor and the community committee can turn them down and the end result is you have a building and not a surface parking lot,” said Allard. While some Winnipeg drivers might find them convenient, Allard said he believes surface parking lots aren’t the best use of space, since they prevent density and impede the city’s climate change goals. “The more surface parking lots there are, the more Winnipeggers will be choosing the single-passenger vehicle trip (to reach their destinations),” said Allard. Winnipegger Stephane Dorge said he believes that while some surface parking lots may be required, the city should address an “excessive” amount of them in and around downtown. “I definitely think there’s a better use of land than surface parking… To me, it creates dead zones instead of having neighbourhood activity or resources or storefronts that residents could access,” said Dorge. The city has attempted to reduce the number of downtown surface parking lots for several years. As of 2018, 150 surface parking lots took up about 20 per cent of Winnipeg’s downtown real estate. A development permit is required to legally set up a surface parking lot in Winnipeg. Land owners who skip that step can face an enforcement process, the city noted in an emailed statement. If the property and development committee approves Allard’s motion next month, the report would be expected in four months. joyanne.pursaga(a)freepress.mb <joyanne.pursaga(a)freepress.mb.ca>.ca Twitter: @joyanne_pursaga

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Ridar Systems partners with HERE Technologies to detect bicycles and motorcycles more accurately - Green Car Congress
by Terry Zdan 27 Jan '21

27 Jan '21

https://www.greencarcongress.com/2021/01/20210127-ridar.html

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WFP Analysis: Parking minimums stifle development (Jan25'21)
by Beth McKechnie 26 Jan '21

26 Jan '21

*Parking minimums stifle development * *https://www.winnipegfreepress.com/opinion/analysis/parking-minimums-stifle-development-573655122.html* <https://www.winnipegfreepress.com/opinion/analysis/parking-minimums-stifle-…> FOR the next few weeks, the City of Winnipeg is seeking public feedback on the Winnipeg Parking Strategy, a five-year vision to manage vehicle parking across the city. It may not sound glamorous, but parking is quietly one of the most powerful forces shaping our cities, having a fundamental influence on cost of living, neighbourhood form and character, and building design. Six months ago, Edmonton became the first major Canadian city to eliminate parking minimums for new development. The new strategy presents an opportunity for Winnipeg to follow this lead. Parking minimums are municipal-government regulations that dictate the number of parking stalls a new development must include on its property. The ratio is derived from a decades-old formula based on building size and whether it’s a new house, apartment block, commercial building or other use. In Winnipeg, outside of downtown, 1.5 parking stalls are required for every residential unit, reduced to 1.2 in some inner-city areas. An important shortcoming of these blanket ratios is that they do not account for variables influencing the amount of parking actually required, such as vehicle ownership in the neighbourhood, adjacent amenities, transit access, suite sizes, demographics and evolving mobility trends. Mandated parking levels have resulted in significantly more parking being built than is required. Studies have found in the United States, there are as many as eight parking stalls for every vehicle, which is likely similar in car-dominant Canadian cities such as Winnipeg. Before Edmonton implemented its new policy, a thorough study was undertaken that found only seven per cent of parking lots city-wide are full at peak times and, overall, parking lots are typically no more than 40 per cent occupied. It was concluded that Edmonton has 50 per cent more parking than is needed. A 2018 study in metro Vancouver found that the rate of unused parking stalls in the region’s apartment buildings was between 35 and 40 per cent. The impact of this over-built parking is significant. The simple construction costs for parking can range from about $7,000 for a single surface stall to $40,000 for an above-ground parkade stall, and $60,000 or more for an underground stall. Knowing that range in cost, it is easy to understand why developers prefer suburban projects, surrounded by oceans of asphalt, over infill development with expensive enclosed parking. When parking minimums are required, it is effectively an incentive for urban sprawl. This high cost of parking is passed down to consumers, baked into rents and real-estate prices, the groceries we buy and the services we use. It can have a significant impact on housing affordability in a city. As an example, the little brick apartment buildings familiar to many inner-city Winnipeg neighbourhoods were often built with little or no parking. They provide valuable affordable housing opportunities in these neighbourhoods and are typically well leased. If one of those buildings burns down, it is impossible to replace because of mandatory parking requirements. For most of these buildings, filling the entire property with parking alone would not meet the requirements,and if parking is located underground, affordability is lost. Overbuilt parking pushes buildings farther apart, which has the cumulative effect of reducing urban density, increasing infrastructure needs and diminishing the walkability of a neighbourhood. The impacts of parking on the pedestrian quality of a street can be seen side-by-side on Winnipeg’s Corydon Avenue, where older buildings built to the property line with active storefronts along the sidewalk have created an attractive street to walk down. New developments have been set back from the sidewalk behind parking lots, increasing walking distances, reducing visual interest, and making the street feel less safe and less attractive to shoppers and residents. Eliminating parking minimums does not mean eliminating parking; it instead allows developers to build what they need. Developers have a strong incentive to find the balance between building as little parking as possible and building so little that their investment becomes impossible to lease. When the market, rather than government, decides how much parking should be built, developers can be more targeted, flexible and able to incorporate less impactful solutions, which generally results in more appropriate parking amounts being built. Parking minimums were established in the 1960s out of a fear from neighbourhood residents that new development would cause an increase in street parking. This is still a primary source of opposition to new development today. Cities that are eliminating minimums are dealing with this by taking a proactive approach to managing on-street parking. Requiring the purchase of neighbourhood parking permits, as an example, allows the city to control who is parking on the streets, ensuring that new development is not freeloading, as well as signalling to homeowners that on-street car storage does not come free with the purchase of their property. Cities that can balance strong parking management policies with elimination of parking minimums for new development will see more appropriate amounts of parking built in the future, resulting in higher levels of investment and development, greater housing affordability, higher density and more sustainable infill growth, as well as more vibrant and beautiful streets and neighbourhoods. *Brent Bellamy is senior design architect for Number Ten Architectural Group.*

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WFP: EPC puts brakes on speed limit plebiscite (Jan21'21)
by Beth McKechnie 21 Jan '21

21 Jan '21

*EPC puts brakes on speed limit plebiscite * https://www.winnipegfreepress.com/local/epc-puts-brakes-on-speed-limit-pleb… WINNIPEGGERS will not get to vote on whether they support lowering the default 50 km/h speed limit on residential streets. Coun. Shawn Nason’s call for the city to hold a plebiscite during the 2022 municipal election, or a mayoral byelection, was rejected by the executive policy committee Wednesday. Council’s most powerful committee decided to receive the idea as information, which means no action will be taken on it, a decision only Coun. Jeff Browaty opposed. Mayor Brian Bowman, along with councillors Matt Allard, Scott Gillingham, Cindy Gilroy, Brian Mayes and Sherri Rollins voted not to pursue the change. Nason argued a plebiscite would be a fair way to seek feedback from all residents before deciding if a major change should take place. “My (request)… is to engage our community on a question that touches, I believe, every member of this city,” Nason told EPC members. Several Winnipeggers spoke out against a plebiscite at the committee hearing, arguing that lower speed limits would reduce the risk of a serious or fatal injury in a crash, making the matter a safety issue that should be guided by research. “The issue of safety should not be up for debate... these things should not be in the realm of, nor be swayed by, the public opinion of the day. Instead, decisions on such issues must remain firmly in the hands of those with the knowledge and expertise to make those decisions,” said Kira Coulter, who spoke on behalf of the advocacy group Safe Speeds Winnipeg. Prior to the decision, Rollins argued that letting Winnipeggers vote on the topic would amount to shifting responsibility for what should be a policy decision made by elected officials. The mayor said he rejected the motion because it would tie city council’s hands and prevent it from taking any action on the file. “I think city hall needs to be open to the topic of lowering speed limits. We’re doing some policy work right now and I’m looking forward to reviewing that work… I’m trying to be guided by the input of road safety engineers and I’m trying to look at it through that lens,” said Bowman. The mayor noted the city has not decided whether to lower the default speed limit. In July, council approved a pilot project to test a 30 km/h speed limit on five residential streets in a one-year period. It’s not clear when that will begin. For many months, advocates have repeatedly lobbied the city to reduce the default residential speed limit to 30 km/h. However, an online petition against that proposal has gathered almost 9,000 signatures. Winnipegger Ray Hignell said he’s among those who don’t think a reduced speed limit is justified. He said he’s disappointed the plebiscite won’t occur. Hignell said he believes crashes that kill pedestrians tend to happen on busier streets, not residential ones, so he’s not convinced a speed limit reduction is warranted. “This city seems determined to slow down traffic, impede people’s progress and there’s no facts that I have seen... that suggest there really is a problem,” he said. joyanne.pursaga(a)freepress.mb <joyanne.pursaga(a)freepress.mb.ca>.ca Twitter: @joyanne_pursaga

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PSU Study Evaluates Impact of Speed Limit Reductions on Driver Speeds
by Beth McKechnie 21 Jan '21

21 Jan '21

PSU Study Evaluates Impact of Speed Limit Reductions in Portland, OR on Driver Speeds In 2015 the City of Portland adopted a Vision Zero plan. Crash data revealed that speed was a contributing factor in 47% of fatal crashes in Portland. In 2018, the City Council reduced the speed limit on all residential streets to 20 mph. Funded by the Portland Bureau of Transportation and conducted at PSU by Monsere, Kothuri and Jason Anderson, this study looked at the before and after the speed limit changes at 58 locations and found that the change likely reduced driving speeds by small but significant amounts. The speed reduction in the percentage of vehicles faster than 30 mph and 35 mph on residential streets are larger in magnitude than other observed impacts. https://trec.pdx.edu/news/effect-residential-street-speed-limit-reduction-2…

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