- AT-Network - University of Manitoba Mailing Lists

Micromobility guidance from other cities (bikeshares, e-scooters)
by Beth McKechnie 19 Nov '19

19 Nov '19

Hi everyone, Micromobility was a hot topic at the APBP conference in Portland this past August. They defined it as: bikeshare (docked or dockless) and e-scooters. Here is a summary of what we heard during panel presentations and on a tour. Speakers noted that e-scooters are still very new, joking about their lengthy experience being 1.5 years. For the short version, simply read the Top 10 insights and Top needs below. Or keep reading for lessons learned from a variety of cities along with comments from vendors of bikeshares and e-scooters. And if you're visual, there's a video link at the end. cheers, Beth * * * * * *Top 10 insights on bikeshares and e-scooters* APBP Conference (Portland, OR) Aug 25-28, 2019 1. Bike lanes / paths / quiet streets preferred infra for e-scooter users 2. E-bikes the best bet for bikesharing 3. E-scooters considered the most financially viable opportunity for vendors 4. Incorrect parking and illegal sidewalk riding main complaints about e-scooters (along with speed) 5. Data sharing by vendors essential 6. Surcharges (or discounts) important to incentivize behaviour of both vendors and users 7. Low income programs and lowered barriers to access important (eg. PayNearMe, text-to-unload, distribution outside downtown)* 8. E-scooter collisions more frequent with first time users - intro training program helps 9. Staff time is significant to set up, permit vendors, and administer program 10. Ask for more from vendors (public ROW is valuable) ** Recommended to require this data breakout from vendors* * * * * * *Top needs for e-scooter introduction:* 1. Staff time 2. Regulation 3. Procurement framework (permitting vendors) 4. Fees to incentivize vendor and user behaviour 5. Set up data reporting standards 6. Continue to build out bikeway network (encourages ridership & safety) 7. Know that parking will be an issue 8. Work closely with other departments and regional partners, e.g. parks dept, universities Note: APBP is working on a micromobility policy statement that will include key factors for success and recommendations. * * * * * *Spokane* - They market it as "WheelShare <https://my.spokanecity.org/projects/wheelshare/>" (covering e-bikes and e-scooters) - Use one vendor only (Lime) - more of a partnership - Post-pilot settled on 100 e-bikes and 1200 e-scooters - Get 3.7 rides/day e-scooters and 1.5/day e-bikes (2019 to date) - #1 complaint - riding on downtown sidewalks (illegal but residents don't believe or know that). About 50% of users ride on dntn sidewalk (34% e-scooters and 16% e-bikes). - Also an issue with scooter parking blocking peds - Scoot Spokane First Ride program for new scooter users - Data from Lime helps them identify where there is demand/need for infrastructure *Minneapolis* - Branded as Nice Ride <https://www.niceridemn.com/> - 3100 bikes (combination docked and dockless, and now e-bikes) - Now looking to replace all of their pedal bikes with e-bikes - Scooters are not allowed on sidewalks anywhere - Helmet recommended but not required - Bike network pretty good and also used for scooters - Piloting scooter parking (painted stencil) within buffer zones of dntn bike lane grid - Scooters proving popular; only had 1 serious user injury to date (not life altering) - Vendor permits require distribution with 40% dntn and 30% in areas of concentrated poverty (i.e. less than $46K/yr) - Offer a reduced fare program - 35% of scooter users are new (i.e. they are not cyclists) - Avg trip length is 1.3 miles *Seattle* - Launched dockless bikeshare pilot in July 2017: - permitted private vendors - regulated operations - collected fees and data - wanted no cost to the city - Jump & Lime now operating in Seattle (Lyft permitted but haven't launched) - Looking to launch e-scooters in 2020 - Will permit up to 20,000 bikes but only 5-7K deployed at present - Want more e-bikes but they're more expensive and harder for vendors to provide - Offer low income programs and lowered barriers to access - Jump uses Uber gift card with text-to-unload; Lime uses PayNearMe <https://home.paynearme.com/> (7-11s) with text-to-unload - Data collection lesson learned - now wish they'd also required vendors to provide breakout of low income % usage - Partner with Outdoors for All Foundation <https://outdoorsforall.org/about-us/who-we-are/> (adaptive bikes, like Freedom Concepts <https://www.freedomconcepts.com/> does in MB) to allow more people to experience bikesharing - Bike parking - added ~150 new bike corrals in 2019 near transit and areas without bike parking (can be used for both bikeshare and personal bikes) - Logged almost 900,000 rides this year - Ongoing fleet audits & infractions: - Bikeshare parking - - 2% ADA violations - 10-20% obstruction hazards - 25-30% improperly parked - Bikeshare maintenance - - 1.5% safety maintenance issues - 4.8% not in good working order *Portland* - Now in their second pilot <https://www.portlandoregon.gov/transportation/77294> for e-scooter sharing - Not branded; 6 vendors operating in Portland - Lime, Bird, Spin, Razor (seated scooters), Shared, Bolt - Require data sharing and ensure the privacy of sensitive location data - Report from first pilot <https://www.portlandoregon.gov/transportation/article/709719> found: - 71% used e-scooters for transportation - 34% replaced driving and ride-hailing with scooter trips - 44% of users new to the bike lane - Positive response from 62% of Portlanders - Users prefer low-speed streets and bike lanes - Scooter program also popular with people of colour and low income - After first pilot, found that people wanted more access to scooters in more parts of the city as well as seated scooters - Complaints mostly around incorrect scooter parking and illegal sidewalk riding - Portland Tribune article (August 27, 2019) reported results for first 6 months of 2nd e-scooter pilot: - 253,690 trips logged during the first 10 weeks of program - 307,456 total miles logged by users - 46 emergency room trips linked to e-scooter crashes (source: Multnomah County Health Dept) - 16 reports of e-scooter collisions - 903 complaints sent to e-scooter vendors by the public regarding bad behaviour - 371 emails sent by the public to PBOT - 340 total fines and warnings issued by PBOT staff for illegal parking or riding on sidewalks - Vendor permits require deployment in areas outside dntn - Think scooters likely worth it even if it's eating a bit into bikeshare usage - If Portland decides to continue with e-scooters after the 2nd pilot, they may consider partnering with 1 vendor; if the results are still not clear they might continue with multiple vendors - *Additional learnings from Micromobility mobile conference tour:* - E-scooter users prefer using bike network to other streets - Avg trip length = ~0.6 mile - Scooters not allowed on park greenways along river (most popular/desirable route); lesson learned - talk to your parks dept in planning stages - Low income pass with debit/cash options available for both bikeshare and e-scooters but little uptake for e-scooters (difficult to access) - PBOT doesn't require speed cap on e-scooters (some cities cap anywhere from 5-15 mph) - Vendors are asked to incentive users to return scooters to a designated zone - PBOT provides surcharge discount to place scooters in neighbourhoods with less demand (e.g. 20 cent surcharge in Dntn Portland but 5 cents in East Portland) - Biketown <https://www.biketownpdx.com/> - have 5 motorized (e-assist) trikes to rebalance distribution of bikeshare; also have 2 big transit vans - trikes used to get the bikes to one station for van to pick up a bunch at once - Emissions tracking - this year PBOT is requiring reporting of VMT for redistribution (vans); also analyzing the life cycle of e-scooters to ensure there is an environmental ROI - E-bikes are a game changer (e.g. distance boundaries) but more challenging to rebalance as they're even heavier - Injuries - most scooter users who get injured do so on their first ride (but usually continue to ride) - State law requires helmets on scooters but not for bikes - Surcharges / fees charged to vendors and users goes to support program administration (but not enough to fund infra) - *Comments from other tour participants:* - Don't use Skip (battery explosions) - E-scooters hard on knees & back due to user's joints absorbing the shock; Lime coming out with front shocks <https://techau.com.au/lime-scooter-v3-adds-2-8-colour-display-bigger-wheels…> - Kelowna got around provincial legislation by passing a municipal by-law allowing e-scooters on specific multi-use pathways <https://infotel.ca/newsitem/kelownas-experiment-with-e-scooters-a-major-sum…> *San Francisco* - Offer both dockless bikeshare and e-scooters - 12-month pilot ends Oct 14, 2019 - 2 permittees - Skip and Scoot - Key metrics for pilot project: - Use (# trips & availability) - Safety and accessibility (collisions, lock-to, user education) - Equity and engagement (demographics, programming) - Number complaints / citations - Pilot found 42% of all trips replace auto trips - Lessons learned from pilot - - Ask for more from vendors (public ROW is valuable) - Even though vendors are responsible, the city is accountable (takes flack because it's public ROW) - 2/3 of scooters were stolen in the first few weeks of availability - Don't underestimate staff time needed (e.g. even once you've developed the permit requirements, scoring applications incredibly time intensive) *General notes from vendor presentations (Lime, Spin, Jump)* - Geofencing used to help enforce city regulations on use (e.g. scooters are not allowed on park greenways in Portland) - Micromobility helpful not only for first/last mile but also in areas not well served by transit - Vendors are interested in cities where there is good bike infra as it's critical for success (influences decision to come and to stay) - Also important is the city's attitude, i.e. openness to collaborate and interest in helping ensure viability - Lime rep noted that a low performing scooter market still does better than a high performing e-bike market (scooters are the real route for vendor viability) - 1/3 of Lime riders report an income $50K or less; Lime Access provides 50% discount to qualified individuals along with cash & non-smartphone options; also provide multilingual safety and rider education materials and hire from under-resourced communities. - Spin bought out by Ford last year - Jump Bicycles started out as Social Bicycles (Sobi) but then bought by Uber; now have both bikes and scooters - Jump's data shows only a 13% overlap between bike and scooter users, reinforcing experience elsewhere - Future - looking at kiosks where users can swap out batteries themselves * * * * * *APBP Portland: **Going Macro with Micromobility (panel video) * www.youtube.com/watch?v=Sc13hqk7OeA This panel will explore the evolving landscape of micromobility and its integration into cities. Panelists from large and mid-size cities will discuss their experiences and approaches in working with private micromobility providers and adapting programs and facilities to new users and rules of the road. Micromobility providers will shed light on the factors involved in success and profitability, and their experiences as private companies operating in the public realm. Moderated discussions and audience questions will go deeper into the dynamics between public and private entities in the transportation realm, and challenge us to envision the streetscape of the future (including winners and losers in the race for mode share). 0:00 - Melissa May White, AICP, SSFM International, Inc. 1:54 - Rae-Leigh Stark, Toole Design 13:20 - Brandon Blankenagel, City of Spokane 20:34 - Alexander Kado, City of Minneapolis 29:25 - Joel Miller, Seattle Department of Transportation 39:18 - Briana Orr, Portland Bureau of Transportation 51:13 - Jamie Parks, San Francisco Municipal Transportation Agency 1:01:22 - City Panel Q&A 1:11:53 - Gabriel Scheer, Lime 1:22:45 - Kay Cheng, Spin 1:33:54 - Anne Brask, Jump 1:41:46 - Provider Panel Q&A 1:52:55 - William Henderson, RideReport 2:04:04 - Combined Panel Q&A Recorded at the Association of Pedestrian and Bicycle Professionals conference in Portland, OR, August 28, 2019.

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Free webinar: Traffic Safety and Its Relationship to Vision Zero (Dec 3)
by Beth McKechnie 19 Nov '19

19 Nov '19

Free Webinar: December 3 at 3:00 pm EDT Traffic Safety and Its Relationship to Vision Zero Register here <http://r20.rs6.net/tn.jsp?f=001SDjc5cW1Fq9pJIwVXKTD75KK6wTp7TEB6sPvj-efsUXh…> There is growing interest in “traffic safety culture” (TSC) as a key factor to manage and sustain safe roadway transportation systems, especially as more jurisdictions adopt targets of zero traffic fatalities and serious injuries. However, the theory, terminology, and methods involved in addressing TSC come from human and social science disciplines that are not always familiar to traffic safety agencies (e.g., departments of transportation, driver’s licensing, motor vehicle records, etc.). The lack of shared language and understanding about TSC limits the ability of agencies to explore this topic and engage new stakeholders. Additionally, the variation in the interpretation and implementation of TSC strategies has resulted in a lack of consensus about best practices. Communication tools that develop shared language and understanding about TSC and its relationship to vision zero goals are needed. This webinar will summarize the TSC Primer and its supporting toolkit that have been developed to address this need as part of a multi-state pooled fund project. Learn More About Pooled Fund Program <http://r20.rs6.net/tn.jsp?f=001SDjc5cW1Fq9pJIwVXKTD75KK6wTp7TEB6sPvj-efsUXh…> Speakers Sue Sillick, Montana Department of Transportation Nic Ward, Center for Health and Safety Culture

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AT Webinar: Aging in Place - Designing Communities to Support Mobility (Nov 20, 2-3pm)
by Beth McKechnie 14 Nov '19

14 Nov '19

Please join Green Action Centre and Bike Winnipeg for a group viewing of the monthly APBP webinar in the EcoCentre <http://greenactioncentre.ca/uncategorized/ecocentre-directions-and-travel-o…> boardroom. This will be followed by discussion for those who wish to stay. * * * * * Aging in Place: Designing Communities to Support Mobility Wed, Nov 20th at 2:00 pm One of the greatest challenges for maintaining the health and independence of our aging population is designing communities that provide accessible connections to support the changing mobility needs of our elders. Designing communities with the senior in mind can provide improved opportunities for healthy transportation while preserving independence and dignity for people who wish to age in place. What’s more, communities that work for our eldest populations benefit users of all abilities. Presenters: - Carol Kachadoorian, Toole Design - Katie White, The Ohio State University College of Social Work - Madeline Brozen, UCLA Lewis Center for Regional Policy Studies

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Creative ped safety videos
by Beth McKechnie 13 Nov '19

13 Nov '19

Couple of very cool ads created by the Société de l’Assurance Automobile du Québec on pedestrian safety. You don't need to speak French to get the message! https://pricetags.ca/2019/10/30/driving-carefully-in-quebecthe-viral-videos… -- Beth McKechnie (she/her) *| *Green Action Centre <http://www.greenactioncentre.ca/> 3rd floor, 303 Portage Ave | (204) 925-3777 x102 | Find us here <http://greenactioncentre.ca/content/ecocentre-directions-and-travel-options/> Green Action Centre is 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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TAC Resource: Integrating Health and Transportation in Canada (Nov 2019)
by Beth McKechnie 13 Nov '19

13 Nov '19

*Thanks to Terry Zdan for the share...* *Integrating Health and Transportation in Canada * https://www.tac-atc.ca/en/publications/ptm-ihtc-e Traditionally, transportation systems have been designed for motorized vehicles to move people, goods and services efficiently. Excluding more active and sustainable modes of travel from these systems in meaningful ways has often influenced Canadians to use motorized vehicles. The design of transportation systems and land use can help achieve public health goals such as increased physical activity, reduced chronic diseases, and reduced exposure to air and noise pollution. Good health can be facilitated or negatively impacted by transportation policies, plans, analyses, funding levels, and infrastructure design decisions – all of which impact the relative safety, efficiency, costs, and overall desirability and relative utility across modes of travel. As a result, the potential health consequences of transportation decisions and land use actions are a growing part of the fields’ lexicons. *Integrating Health and Transportation in Canada*: - Provides a review of literature and best practices on the topic; - Describes input provided by practitioners about knowledge and resources needed; - Describes the methodology used to develop recommendations for improvement; and - Provides, for each recommendation, resources related to the champions, preliminary actions and challenges identified.

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Driver’s licence fees to fund AT in PEI
by Beth McKechnie 13 Nov '19

13 Nov '19

Driver’s licence fees return to fund climate change projects, says P.E.I. government https://www.capebretonpost.com/news/canada/drivers-license-fees-return-to-f… CHARLOTTETOWN, P.E.I —Driver’s licence fees will be reinstated in 2020 to pay for a $5 million active transportation fund for P.E.I., said the province on Tuesday. As of Jan. 1, 2020, the driver’s licence fee rebate for Islanders will end. The free driver's licences were introduced by the previous Liberal government in the months leading up to the last provincial election. The free licences were funded with revenue from a modest federally mandated tax on carbon. Registration fees will also increase for regular vehicles, however electric vehicles and hybrids will continue to receive registration fee discounts. The new $5 million active transportation fund will build new walking and bike paths, widen paved shoulders and better connect existing walking and cycling trails to improve and grow our active transportation network. "I know some Islanders will be disappointed when they don't get a free drivers licence. But I am determined to address climate challenges head on," Transportation Minister Steven Myers told the legislature on Tuesday. Under the new fund, a list of priority investments across the province will be compiled through public and partner feedback this winter, said Myers. Priority projects will begin during the 2020 construction season. Green transportation critic Stephen Howard welcomed the announcement. "It's encouraging to hear that the government is going to be taking some actual action on climate targets with the funds that are supposed to be dedicated towards greenhouse gas emissions," Howard said. Howard further suggested the new funding should go toward improving cycling paths on the Hillsborough Bridge. Liberal MLA Robert Henderson suggested the changes would increase fees paid by Islanders. "I haven't seen any platform that said they were going to increase taxes and fees on Islanders. Now they're looking like they're going to do that," Henderson said. "I don't think our party was too consulted or collaborated on (with) this particular announcement." The licences will be renewed for a five year term. Twitter.com/stu_neatby

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CBC: Calgary grows downtown cycle track network by 1.5 kilometres
by Beth McKechnie 12 Nov '19

12 Nov '19

Nice to see Calgary continuing to build on the success of their downtown protected bike lane grid: https://www.cbc.ca/news/canada/calgary/cycle-track-calgary-1.5352572 -- Beth McKechnie (she/her) *| *Green Action Centre <http://www.greenactioncentre.ca/> 3rd floor, 303 Portage Ave | (204) 925-3777 x102 | Find us here <http://greenactioncentre.ca/content/ecocentre-directions-and-travel-options/> Green Action Centre is 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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Event Recap: Parking And The City ft. Dr. Donald Shoup
by Heather McKie 07 Nov '19

07 Nov '19

In October 2019, Green Action Centre partnered with the Downtown Winnipeg BIZ to bring Dr. Donald Shoup <http://www.shoupdogg.com/> to Winnipeg for *Parking And The City*. This two-day event had the goal of bringing planners, developers, parking managers, city councilors, stakeholders and citizens together to hear from one of the world’s leading experts in parking. Those in attendance had the opportunity to learn, debate and envision how changes to our management of parking could transform our cities. Read the full event recap *HERE <https://greenactioncentre.ca/healthy-travel/recap-parking-and-the-city/>*, which includes a video recording and presentation slides. -- *Heather McKie* Green Action Centre <http://www.greenactioncentre.ca/> 204-925-3777 ext. 107 | 3rd floor, 303 Portage Ave., Winnipeg, MB *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/>. Facebook <https://www.facebook.com/GreenActionCentre/> | Twitter <https://twitter.com/greenactionctr> | Instagram <https://www.instagram.com/greenactioncentre/> | LinkedIn <https://www.linkedin.com/company/green-action-centre/> <https://www.gomanitoba.ca/Public/Home.aspx> ᐧ

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Integrated Transport and Health Impacts Model (ITHIM): Invitation to Research Seminar - November 13, 2019
by Zdan, Terry (MI) 07 Nov '19

07 Nov '19

The ITHIM tool calculates the change in fine particulate air pollution from vehicle exhaust, physical activity from walking and cycling, and injuries from traffic collisions that result from a change in transportation from vehicles to walking and biking to assess the overall benefit in health as well as the costs from changes in air pollution, physical activity, and traffic injuries. Having trouble viewing this email? View it as a Web page<https://lnks.gd/l/eyJhbGciOiJIUzI1NiJ9.eyJidWxsZXRpbl9saW5rX2lkIjoxMDAsInVy…>. [CARB_header] ________________________________ Join CARB for the Upcoming Research Seminar on November 13, 2019 Open Source Integrated Transport and Health Impacts Model (ITHIM) ________________________________ Every year, more than 30,000 Californians die prematurely from traffic injuries and chronic diseases linked to physical inactivity and air pollution. The transportation system in California impacts our health in both positive and negative ways. It enables us to access goods and services, jobs, and opportunities, however, car-centric transportation is associated with long and sedentary commuting, noise, air pollution, urban sprawl, community severance, and traffic injuries. Active travel for transportation can improve public health by offering opportunities for physical activity through walking and cycling and decrease the production of air pollution. Low levels of physical activity contribute to the premature deaths of Californians each year and raise the risks and costs of major chronic diseases. According to the California Household Survey and the US Behavioral Risk Factor Survey, about 20% of Californians indicate low to no physical activity.The transportation sector also accounts for about 40% of directly emitted greenhouse gases annually in California. These gases lead to warming air temperatures, which favor the formation of health harming smog. Replacing short trips taken by cars with walking, cycling, and transit represents a double win: improving health and reducing greenhouse gas emissions. ITHIM which stands for Integrated Transport and Health Impacts Model (ITHIM) is a tool that can calculate the health benefits, harms, and cost savings of active transportation. The California version of the ITHIM planning tool answers the question of "How much health benefit we can expect by changing our mode of transportation from cars to active transportation such as walking and biking?" The ITHIM tool calculates the change in fine particulate air pollution from vehicle exhaust, physical activity from walking and cycling, and injuries from traffic collisions that result from a change in transportation from vehicles to walking and biking to assess the overall benefit in health as well as the costs from changes in air pollution, physical activity, and traffic injuries. DATE: November 13, 2019 TIME: 10:00 a.m. LOCATION: California Environmental Protection Agency California Air Resources Board | Sierra Hearing Room 1001 I Street Sacramento, California 95814 Webcast<https://lnks.gd/l/eyJhbGciOiJIUzI1NiJ9.eyJidWxsZXRpbl9saW5rX2lkIjoxMDEsInVy…> ________________________________ Speaker Biography Neil Maizlish, Ph.D., M.P.H.,is an epidemiologist with over 30 years of experience in research methods, statistics, and health informatics in government, academia, unions, and health care organizations. He currently is a Visiting Researcher at the University of California, Davis, where he models the health co-benefits of active transport as a greenhouse gas mitigation strategy. He is also a senior Research Scientist at the Public Health Institute, focusing on the development of healthy community indicators. CLEARING CALIFORNIA SKIES FOR 50 YEARS CARB is the lead agency for California's fight against climate change, and oversees all air pollution control efforts in the state to attain and maintain health-based air quality standards. Learn more at www.arb.ca.gov<https://lnks.gd/l/eyJhbGciOiJIUzI1NiJ9.eyJidWxsZXRpbl9saW5rX2lkIjoxMDIsInVy…>.<abe/templates/189475/www.arb.ca.gov> Stay connected with California Air Resources Board [Social Media icons]<https://lnks.gd/l/eyJhbGciOiJIUzI1NiJ9.eyJidWxsZXRpbl9saW5rX2lkIjoxMDMsInVy…> Manage Subscriptions<https://lnks.gd/l/eyJhbGciOiJIUzI1NiJ9.eyJidWxsZXRpbl9saW5rX2lkIjoxMDQsInVy…> | Unsubscribe All<https://lnks.gd/l/eyJhbGciOiJIUzI1NiJ9.eyJidWxsZXRpbl9saW5rX2lkIjoxMDUsInF1…> | Help<https://lnks.gd/l/eyJhbGciOiJIUzI1NiJ9.eyJidWxsZXRpbl9saW5rX2lkIjoxMDYsInVy…> ________________________________ This email was sent to terry.zdan(a)gov.mb.ca<mailto:terry.zdan@gov.mb.ca> using GovDelivery Communications Cloud, on behalf of: California Air Resources Board * 1001 "I" Street * Sacramento, CA * 95814 [GovDelivery logo]<https://lnks.gd/l/eyJhbGciOiJIUzI1NiJ9.eyJidWxsZXRpbl9saW5rX2lkIjoxMDcsInVy…>

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"School Streets" Pilot in Toronto: Webinar, Thursday November 21
by Sean Carlson 06 Nov '19

06 Nov '19

The School Streets concept - car-free areas in front of schools during arrival and dismissal times that have been used in the UK and other European countries - is being piloted in Canada (Toronto) for the first time. Ontario Active School Travel is hosting a webinar on planning and implementing School Streets, which could be valuable for many AT network members! *Sean Carlson* (he/him/his) Active and Safe Routes to School Program, Green Action Centre <http://www.greenactioncentre.ca/> 204-925-3777 ext. 103 | 3rd floor, 303 Portage Ave., Winnipeg, MB *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/>. Facebook <https://www.facebook.com/GreenActionCentre/> | Twitter <https://twitter.com/greenactionctr> | Instagram <https://www.instagram.com/greenactioncentre/> | LinkedIn <https://www.linkedin.com/company/green-action-centre/> ---------- Forwarded message --------- From: Ontario Active School Travel <info(a)ontarioactiveschooltravel.ca> Date: Tue, Nov 5, 2019 at 4:31 PM Subject: Register for School Streets Webinar To: Sean Carlson <sean(a)greenactioncentre.ca> Thursday, 21 November 2019 from 12:00 PM to 1:00 PM (EST) View this email in your browser <https://mailchi.mp/ontarioactiveschooltravel.ca/ontario-active-school-trave…> A program of Green Communities Canada *5 November 2019 * School Streets Webinar *Register for School Streets Webinar* <https://ontarioactiveschooltravel.us4.list-manage.com/track/click?u=4ed2453…> *Thursday, 21 November 2019 from 12:00 PM to 1:00 PM (EST)* Ontario Active School Travel <https://ontarioactiveschooltravel.us4.list-manage.com/track/click?u=4ed2453…> and 8 80 Cities <https://ontarioactiveschooltravel.us4.list-manage.com/track/click?u=4ed2453…> present a webinar on *School Streets*, a successful program from the U.K. that has been proven to improve safety, reduce air pollution, and encourage more active transportation. School Streets are appearing in cities across the UK and Europe, where communities take part in creating car-free zones in front of schools at peak drop-off and pick-up times. Hackney Borough Council is a municipality that has pioneered the installation of School Street zones in the City of London, U.K. with 4 permanent zones established to date, and 3 more pilots underway in 2019. Building on the lessons learnt in Hackney, 8 80 Cities teamed up with Keele Street Public School, Toronto District School Board and EcoKids to host the first School Streets pilot project in Canada <https://ontarioactiveschooltravel.us4.list-manage.com/track/click?u=4ed2453…> this October. *Learn about how to plan and implement a School Street * This webinar will discuss the motivations behind the School Streets movement, and identify what makes a good candidate for a successful School Street pilot. Our presenters will share their experiences of planning and implementing School Streets and highlight resources available to support these initiatives: - *Tyler Linton - Sustainable Transport and Engagement Group Manager, London Borough of Hackney (U.K)* - *Amanda O’Rourke - Executive Director, 8-80 Cities* - *Candice Leung - Project Coordinator, 8-80 Cities* *REGISTER NOW* <https://ontarioactiveschooltravel.us4.list-manage.com/track/click?u=4ed2453…> Ontario Active School Travel is a program of Green Communities Canada with funding from the Government of Ontario. <https://ontarioactiveschooltravel.us4.list-manage.com/track/click?u=4ed2453…> <https://ontarioactiveschooltravel.us4.list-manage.com/track/click?u=4ed2453…> <https://ontarioactiveschooltravel.us4.list-manage.com/track/click?u=4ed2453…> *Copyright © 2019 Green Communities Canada, All rights reserved.* You are receiving this email because you signed up to receive information on Ontario Active School Travel and/or you subscribed to Canada Walks News. *Our mailing address is:* Green Communities Canada 416 Chambers St, 2nd Floor Peterborough, Ontario K9H 3V1 Canada Add us to your address book <https://ontarioactiveschooltravel.us4.list-manage.com/vcard?u=4ed2453d5f9f5…> Want to change how you receive these emails? You can update your preferences <https://ontarioactiveschooltravel.us4.list-manage.com/profile?u=4ed2453d5f9…> or unsubscribe from this list <https://ontarioactiveschooltravel.us4.list-manage.com/unsubscribe?u=4ed2453…> . [image: Email Marketing Powered by Mailchimp] <http://www.mailchimp.com/monkey-rewards/?utm_source=freemium_newsletter&utm…> ᐧ

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Pedestrian Safety and Traffic-Speed Management Resource
by Beth McKechnie 05 Nov '19

05 Nov '19

Thanks to Terry Zdan for the share! [image: http://www.trb.org/Resource.ashx?sn=cover_nchrp_syn_535] [image: http://www.trb.org/Resource.ashx?sn=viewthispdf] <https://www.nap.edu/login.php?action=guest&record_id=25618> [image: http://www.trb.org/Resource.ashx?sn=sponsorbeta] <http://www.trb.org/main/blurbs/179827.aspx> [image: http://www.trb.org/Resource.ashx?sn=buythisbook] <https://www.mytrb.org/Store/Product.aspx?ID=10368> Pedestrian Safety Relative to Traffic-Speed Management SYH535 10368 http://onlinepubs.trb.org/onlinepubs/nchrp/nchrp_syn_535.pdf 179827 *Pedestrian Safety Relative to Traffic-Speed Management * Measures that are effective at reducing speed, such as speed humps and mini traffic circles, are sometimes used in low-speed areas such as school zones. But they are often not recommended or allowed (via local policy) on the higher-speed streets typically associated with the highest injury severity for pedestrians. For those higher-speed streets, redesigning them to communicate lower speed, such as through a roadway-reconfiguration effort, can effectively accomplish the goal of lowering speed. In the absence of street redesign, however, another effective current solution is enforcement, and particularly automated speed enforcement (ASE) that frees police to focus on other issues and that is free from implicit or explicit bias. It is important to carefully consider community context when selecting locations to employ ASE, to avoid disproportionately burdening any historically disadvantaged communities that surround the typically high-speed streets that need to be addressed. The TRB National Cooperative Highway Research Program's *NCHRP Synthesis 535: Pedestrian Safety Relative to Traffic-Speed Management* aims to document what is known about strategies and countermeasures to address pedestrian safety via traffic-speed management in urban environments. For example, the City of San Francisco regularly uses curb extensions as traffic-calming devices on its streets. However, the political and land use context of each city heavily influences the types of treatments that are considered feasible for each city. Thus, the City of Los Angeles has had to find alternatives to both ASE and road diets, the latter of which have been the subject of intense public backlash in some cases. These realities—that speed management can be fraught with difficulty—have spurred creative thinking about how to work within contextual confines, resulting in some particularly noteworthy and promising practices. For example, the City of Nashville anticipated potential backlash against speed-management efforts and thus chose to work with advocacy groups to identify areas of the city desiring walkability improvements. By installing walkability improvements in those areas first, city leaders created instant wins that could be used as leverage for future projects. The authors of the synthesis found there may be a need for greater clarity about the speed-limit-setting process, as well as for greater collaboration between local and state agencies when state roads run through urban areas. In particular, it may be worth exploring whether there is a need for a framework that will foster collaboration between local and state staff on safety initiatives such as achieving flexibility in roadway design, changing laws or regulations that govern speed-limit setting, and finding a balance between local safety needs and regional mobility needs. Such a framework may support both local and state agencies attempting to address safety issues and reach larger goals as articulated through movements like Vision Zero. Project: Project Information <https://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=4392> DOI: 10.17226/25618 <https://dx.doi.org/10.17226/25618> Project Number: 20-05/Topic 49-08 E-Newsletter Type: Recently Released TRB Publications <http://www.trb.org/Main/Blurbs.aspx?fields=ENewsletterType%7CRecently%20Rel…> TRB Publication Type: NCHRP Synthesis Report <http://www.trb.org/Main/Blurbs.aspx?fields=PublicationType%7CNCHRP%20Synthe…> *H**A**P**P**Y* *T**R**A**I**L**S * Terry Zdan BA MEDes Policy and Legislation Unit | Manitoba Infrastructure 1520 215 Garry Street Winnipeg MB R3C 3P3 *C 204 227 3724* E Terry.Zdan(a)gov.mb.ca [image: winnipeg-jets-logo-new] *"...Resilience is the ability to prepare and plan for, absorb, recover from, and more successfully adapt to adverse events..."* þ Think green, read on screen | Soyez écolo, lisez à l'écran

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FYI : Rapid Transit Reports Winter Cyclist Traffic on Active Transportation Networks
by Zdan, Terry (MI) 01 Nov '19

01 Nov '19

FYI - See Report # 15 http://clkapps.winnipeg.ca/DMIS/ViewDoc.asp?DocId=18504&SectionId=&InitUrl= HAPPY TRAILS Terry Zdan BA MEDes

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WFP: City tests school-zone beacons donated by businessman (Oct24'19)
by Beth McKechnie 24 Oct '19

24 Oct '19

*City tests school-zone beacons donated by businessman* * Amber markers await green light * https://www.winnipegfreepress.com/local/flashing-amber-stuck-at-red-awaitin… BUSINESSMAN Chuck Lewis is hoping to begin installing flashing amber lights, which he wants to buy for city school zones, before Christmas. Lewis said he provided one of the beacons, which is undergoing a two-stage testing process, to the city earlier this month. “They’re the same beacons that have been installed all across Toronto, so I can’t see there being any problems because I’m sure Toronto tested them, too, before they installed them,” Lewis said. Lewis, general manager of Expert Electric, has offered to purchase and install solar-powered flashing amber lights for all reduced-speed school zones in the city. A civic spokeswoman said there are 225 schools that have reduced-speed zones. Each light costs around $3,500, with two lights per zone — one for each traffic direction on an adjacent street. The minimum cost of the initiative would be $1.575 million. Some schools have more than one adjacent reduced-speed street, adding more lights and higher costs to the equation. Surprisingly, for a gift with such a large price tag, the city has acted cautiously. Lewis approached the city with the idea four years ago but was rejected by officials, who claimed the province wouldn’t allow him to do it. Coun. Kevin Klein heard about Lewis’s original offer shortly after taking office following the 2018 election, and in early July, raised it at the Assiniboia community committee. The committee endorsed it and recommended the offer to the property and development committee, which deals with offers of gifts to the city. The committee also supported the offer and instructed the administration to investigate. The administration prepared a report for the committee’s Sept. 4 meeting endorsing the offer and said a formal legal agreement would be drafted and brought back to the committee. What the public service didn’t tell the committee, however, was that the public works department wanted the lights tested before an agreement would be drafted and signed. Lewis said testing the lights before the city agreed to accept the offer made sense. “There’s no point in me giving them several hundred beacons only to learn they won’t stand up to our conditions, but I don’t see how they won’t.” Lewis said he was surprised to learn that even with the committee’s direction in September, civic officials were hesitant to buy the one light needed for testing. “They said they didn’t want me to provide a light that they might possibly wreck during the testing phase, but they said no one at city hall was willing to sign off on the purchase of the one light they needed for the test,” Lewis said. “Can you believe it? It only cost about $3,500 to buy, but no one was willing to approve the purchase. I said, ‘What the heck, I’ll buy it.’ I’m going to buy them all, anyway.” Once approved, the lights will be installed on the same posts that the reduced-speed signs are posted on. They’ll be programmed to flash only during the time stipulated in the bylaw and posted on the signs: 7 a.m. to 5:30 p.m., Monday to Friday, from September to June. Coun. Brian Mayes, chairman of the property and development committee, said councillors will get an update on the initiative at a meeting on Monday. Lewis said the city set up the beacon at one of its works yards two weeks ago for a month-long testing period, adding that will be followed by a second month-long test in a school zone. David Patman, the city’s manager of transportation, told the committee at its Sept. 4 meeting the testing is necessary to ensure it meets regulatory standards and so the city is not exposed to any future liabilities. Lewis is convinced the testing is only a formality. “They said after one month, if it passes all their tests, it will be put at a school for a month. Then after that, it’s a go,” he said. “They seemed happy with it the last time I talked to them about it. There were no concerns.” aldo.santin(a)freepress.mb.ca

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How do you measure mobility?
by Beth McKechnie 23 Oct '19

23 Oct '19

Thanks to Terry Zdan for the share of this new (U.S.) tool: *New modes of transportation are popping up in cities and towns across the world. Innovations include transportation network companies like Lyft, Uber, and Via, and more recently dockless bikes and scooters, all of which have shaken up transportation sector.* *These new technologies are likely to have dramatic impacts on the way people move – but how do we assess this impact? These new technologies provide additional choices, but which improves overall mobility? While walk or bike scores that exist in some cities are useful, they don’t look at the whole mobility picture or consider future technologies like connected cars and automated vehicles. How do we assess the energy impacts of these technologies? Evaluate their affordability? Or weigh their tradeoffs and overall impact across various dimensions? * Full story: https://www.energy.gov/eere/articles/how-do-you-measure-mobility -- Beth McKechnie (she/her) *| *Green Action Centre <http://www.greenactioncentre.ca/> 3rd floor, 303 Portage Ave | (204) 925-3777 x102 | Find us here <http://greenactioncentre.ca/content/ecocentre-directions-and-travel-options/> Green Action Centre is 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: Shared streets create vibrancy (Oct21'19)
by Beth McKechnie 21 Oct '19

21 Oct '19

*Shared streets create vibrancy * https://www.winnipegfreepress.com/opinion/analysis/shared-streets-create-vi… WHEN it comes to moving around our cities, Canadians live in a world of rules — green lights, yellow lights, red lights, speed limits, crosswalks, countdowns, no parking, no stopping, no riding on the sidewalk. All these rules are intended to order pedestrians, drivers and cyclists into individual corridors where each can move with blind obedience to lights and signs. They are designed to keep vehicles moving quickly, and naturally prioritize traffic flow for the largest, fastest and most dangerous road users. Sometimes a street has a different purpose, a different story to tell. Some streets are more importantly a great place than a great connector. To be this, they must be designed first as somewhere to linger, not to move quickly through. A street can be the social and economic heart of its community. Those with a strong sense of place can entice people to the sidewalks and public spaces, key to making urban neighbourhoods attractive places to live, work, shop and socialize. But when vehicle speed is prioritized, these streets feel less safe and become less attractive to sit near, live on or walk along. And as they attract fewer people, the businesses falter, the appeal to new residents decreases and the neighbourhood begins to decline. About 30 years ago, a Dutch traffic engineer named Hans Monderman looked at the design of low-traffic streets and considered ways to prioritize all users equally, to make streets safe, vibrant and attractive places for people. His radical solution was to get rid of the rules completely, calling the idea a “shared street.” Imagine sitting on a bench, enjoying a coffee, and the street in front of you looks more like a public plaza than a road. There are no curbs, and no sidewalks. Spaces are defined with trees, planters, benches and outdoor cafés. The paving pattern on the road surface appears as a single, beautiful piece of public art where parents pushing strollers, people riding bikes and even drivers in slow-moving cars mix seamlessly in a choreographed kaleidoscope of movement. It sounds like a utopian fantasy that would in reality lead to carnage in the streets, like a scene from a Mad Max movie, but shared streets exist around the world. They are counterintuitive and initially almost always met with skepticism, but they often work. In the absence of signage, lights and defined areas for each road user, people rely on social interaction to define their space. Instead of robotically following traffic signals, the natural uncertainty of the environment causes drivers to instinctively slow down (typically to 10 km/h) and become more engaged with other road users. People stop looking at signs and begin looking at each other. A pedestrian makes eye contact with a driver — a nod to go ahead, a wave, and they each proceed. When done successfully, the street becomes a place where everyone is equal, creating a safe and welcoming environment that can transform the character of an entire neighbourhood. Now imagine you are watching this scene in Winnipeg’s Exchange District. Coun. Vivian Santos is hoping this will become reality, recently bringing forward a motion which proposes a pilot project for a shared-streets concept on Bannatyne Avenue and Albert and Arthur streets, adjacent to Old Market Square. The motion was approved to proceed by a public works committee. The idea came out of recent debate about the challenges of incorporating loading zones that are being displaced by bike lanes required to protect cyclists from higher-speed vehicle traffic. The shared-streets concept maintains vehicle access, allowing loading to occur for local businesses, and eliminates the need for bike lanes because of the inherent safety of reduced traffic speeds. The proposal has these pragmatic roots, but it represents a much greater opportunity to introduce a new level of vibrancy to the Exchange District, helping to make it the destination and livable neighbourhood that it has the potential to be. Cities across the world are embracing the idea of shared streets. Most began with similar pilot projects to familiarize people with the idea, and the concept is almost always embraced and expanded. Montreal has now implemented more than seven kilometres of shared and pedestrian streets, and offers financial grants to neighbourhoods wanting to create them across the city. Halifax recently transformed two major downtown routes into shared streets, with great success, creating more people-focused spaces that support the vitality of downtown. The notoriously car-centric city of Auckland, New Zealand, has used the shared-streets idea to transform its city centre into a vibrant, pedestrian- focused neighbourhood. A program was developed in 2011 to implement the strategy, and today seven downtown streets are shared space. The results have been overwhelmingly successful, increasing pedestrian volumes by 54 per cent and consumer spending by 47 per cent, and three-quarters of all property owners claim it has added value to their businesses. The number of vehicles has fallen by 25 per cent, far fewer collisions have occurred and about 80 per cent of people surveyed say they feel safer in the area. Winnipeggers are traditionally resistant to change, but the proposal to implement a shared streets pilot project in the Exchange District is an exciting opportunity to look at how we move through our city in a new way. Back-in diagonal parking was introduced a few years ago, to high levels of public skepticism, but after a pilot program, it has become a successful norm. The physical character of the Exchange is similar to popular shared-street precedents in other cities, and represents an opportunity to create a new type of public space that makes streets safer while supporting businesses and residents. It is a progressive step forward in the goal of redefining our downtown as a vibrant and prosperous place for people. *Brent Bellamy is creative director at Number Ten Architectural Group.*

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WFP: WPS official grilled on pedestrian safety (Oct15'19)
by Beth McKechnie 15 Oct '19

15 Oct '19

*Councillors question whether increased traffic revenues sending message to drivers* * WPS official grilled on pedestrian safety * https://www.winnipegfreepress.com/local/wps-official-grilled-on-pedestrian-… WHILE A Winnipeg Police Service (WPS) finance manager was bragging about a 22 per cent rise in traffic enforcement revenue, two councillors Friday grilled her over whether police work was making city streets any safer. Tara Holowka told the city’s finance committee that while revenue from photo enforcement was down 10 per cent in 2019 compared to the same period in 2018, revenue from traditional enforcement was up 22 per cent. “So, good news on that side,” she said, adding the number of tickets issued by traffic officers was running 46 per cent ahead of 2018. Councillors Shawn Nason and Markus Chambers both took her to task on the statement. Chambers said the number of pedestrian deaths so far this year is triple for all of last year. “Revenues are up, but I don’t know if it’s keeping the population any safer,” Chambers said. Nason asked how any of her figures was good news. “Are our drivers that bad that we’re catching more?” Nason asked. “Is that a measurement of police issuing more tickets or drivers not getting the message?” Chambers asked. Being a numbers person, Holowka answered the only way she could: “It’s good for revenue.” Manitoba Public Insurance said there have been nine pedestrians killed in vehicle collisions in Winnipeg to the end of September, compared to three for all of 2018. Shawna Curtin, the secretary of the Winnipeg Police Board, told the committee that safety and enforcement were separate issues. “I don’t think we can call ticket revenue a performance measure in terms of safety,” Curtin said. “It’s not good news, necessarily, when revenue goes up, but it is a good news story that people are being sanctioned for poor driving,” Curtin said. “It’s impossible to say if that makes us safer or not,” adding similar public discussions at police board meetings and at city hall are having an effect in the community. “People are paying attention if those sanctions do have some effect.” An administrative report to the committee examining revenue and expenses from all departments shows the city is projecting a year-end deficit of $6.9 million, with the WPS accounting for $1.1 million of that. The WPS’ projected year-end deficit is attributed to the decline in photo enforcement revenue. While the WPS Q2 data shows that revenue from traditional traffic enforcement is up 22 per cent compared to the same time frame in 2018, the actual dollar difference is $230,000; while the 10 per cent decline in photo enforcement revenue is almost twice that amount, $510,000. Nason said police and city officials should focus on school zones that have a high incident of speed violations, bringing in traffic officers to target the bad drivers. “Where are the school zones that kids are being put at risk? That is important community information that we should have readily available to us,” Nason said. Nason said he’s been frustrated in his efforts to get data on speeding violations in school zones in his Transcona ward. He said a request to the public works department for an accounting by individual school zone for 2018 cannot be provided to him until sometime in 2020. “Let’s look at where people aren’t paying attention and just put physical enforcement there on occasion to change behaviours,” Nason said following the meeting. aldo.santin(a)freepress.mb.ca

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WFP: Cyclist seeks driver who hit him (Oct10'19)
by Beth McKechnie 10 Oct '19

10 Oct '19

*Motorist fled, leaving man with broken arm, leg* * Cyclist seeks driver who hit him * https://www.winnipegfreepress.com/local/badly-injured-cyclist-seeks-driver-… A CYCLIST who was hit from behind by a vehicle in a 90 km/h zone is searching for the motorist who sped away. Jordan Sylvestre was disoriented and in distress after he was knocked off his bicycle during his Tuesday morning commute. In thinking back to the frantic moments that followed, the 34-year-old cyclist remembers one thing for certain — “There were no brake lights,” which showed the driver didn’t slow down after hitting Sylvestre. At 6:12 a.m. on Tuesday, Sylvestre was biking southbound on Pipeline Road, just south of the Perimeter Highway, when he was struck by a vehicle that sped off toward the city. “I was blindsided at about 90 km/h, I should be dead,” he said during a phone interview from his home in West St. Paul on Wednesday. He survived the hit and run, but not without being severely injured. Sylvestre broke his leg and arm and suffered abrasions all over his body. Now, he and his family are searching for the motorist responsible. They only know the person was driving a silver Honda. Pieces of the car, including its right passenger mirror, were scattered on the side of the asphalt road after the incident. “If anybody has seen, in their neighbourhood or in a parkade or at work, a silver Honda that’s missing a passenger mirror, and potentially, likely other damage to the front or side, right corner, alert police,” he said. (Anyone can submit a tip to the Winnipeg Police Service at 204-986-6222 or Crime Stoppers at 204-786-8477.) A local police spokesperson said the incident took place outside of its jurisdiction, although Sylvestre said he filed a report with Winnipeg police. WPS did not respond to a followup request. RCMP did not respond to multiple requests for comment on Wednesday. Sylvestre has been commuting to his engineering job in the city from the rural municipality northwest of Winnipeg for about two years. He was wearing a helmet and headlamp and his bike was equipped with a back light. While he has always enjoyed the exercise, he said he might put his bike away after the traumatic incident. “I can only be as safe as the most unsafe driver out there, so I need to figure out, especially now with a young (daughter), whether I want to put myself in that position again,” he said. All collisions are preventable as far as the executive director of Bike Winnipeg is concerned. “I don’t think there’s any way you wouldn’t have seen him, unless you’re really oblivious and texting or something, which is also incredibly dangerous,” Mark Cohoe said. Cohoe said there’s a need for the city and province to recognize that suburban areas require infrastructure that protects all road users, including lower speed limits. “I don’t think I’d want to be passed at 90 km/h on that road,” he said. maggie.macintosh(a)freepress.mb.ca Twitter: @macintoshmaggie

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WFP Analysis: Pedestrian scrambles would be street smart (Oct9'19)
by Beth McKechnie 09 Oct '19

09 Oct '19

*Pedestrian scrambles would be street smart * https://www.winnipegfreepress.com/opinion/analysis/pedestrian-scrambles-wou… LIKE oil and water, vehicles and pedestrians don’t mix easily. Winnipeg has the death toll to prove it. To improve the chances that pedestrians and cyclists can get home safely, the city recently introduced several proactive measures. Another batch of changes is about to be devised, including the expected introduction of pedestrian scrambles, a measure for which the city’s public works department has high hopes. “We think this will have an effect on removing the conflict between pedestrians and motorists,” David Patman, manager of transportation, said during a recent committee meeting. In theory, pedestrian scrambles are a good concept. Signals stop all vehicular traffic simultaneously, and pedestrians and cyclists safely cross the intersection in every direction, including diagonally, at the same time. The scrambles are being considered by public works as part of something called the Road Safety Strategic Action Plan, a blueprint to make Winnipeg roads safer. The city advertised for consultants to help compose the plan and will award the contract on Oct. 29. The city is also considering cameras at more intersections, new flashing countdowns at crosswalks and protected left-turn lanes. These would add to a strategy of big and small changes already completed and obvious to everyone who drives regularly on Winnipeg roads. Small changes include signage warning drivers about high-risk intersections, more “walk” signals that count down the time before the signal turns to “don’t walk,” speed tables that grab the attention of drivers by raising the road surface about eight centimetres for a length of seven metres, and a building spree of 43 new stop signs and 27 new pedestrian crosswalks. Larger changes include expanded bike lanes, with Wolseley and West Broadway likely the next to get better cycling routes. Also, several years ago, 30 km/h speed limits were instituted at 230 school zones. The traffic planners at city hall are doing many things right. The problem is a small but hazardous number of Winnipeg drivers who are distracted, aggressive and feel the rules of the road don’t apply to them. Ten pedestrians have been killed in Winnipeg so far in 2019, which is more than triple the three pedestrians killed last year. And all urban cyclists tell horror stories of getting cut off, edged out or hit by vehicles whose drivers scoff at the notion that bicycles have just as much right to the road as motor vehicles. These dangerous drivers will likely get irate when they experience how scrambles negatively affect vehicle traffic. In scrambles, red lights for vehicles last longer so pedestrians and cyclists in all directions have time to get across. That means lineups of vehicles grow longer, particularly during rush hour. In New York, some scrambles have congested vehicular traffic to the point of gridlock. To anticipate how some drivers will react to scrambles, look at the public opposition when 30 km/h speed limits were instituted around schools several years ago. The purpose was to keep children safe; who could object to that? A small but vocal number of Winnipeg drivers, that’s who. Many publicly expressed vexation when ticketed for speeding through the school zones, even though slowing down would have added only about 10 seconds to their trips. Precedent shows some Winnipeg drivers don’t learn easily. Zipper merging is a good example. Advertising campaigns have tried to teach Winnipeg drivers that, when two or more lanes of traffic approach a bottleneck, drivers from each lane are supposed to take turns entering the gap, like a zipper. There’s lots of opportunity to practise these days on the many Winnipeg streets where lanes suddenly end because of construction. But many inconsiderate drivers defend their position in line by blocking others from entering ahead of them. When these same drivers encounter scrambles, some will get clench-jawed angry that their routes have been slowed considerably for the convenience of pedestrians and cyclists. It won’t do any good to tell these drivers they should commend, not condemn, their fellow Winnipeggers who walk and cycle to benefit the environment and their personal health. In Winnipeg, the car culture rules. People choose retail and recreational outings based on the availability of parking, fast-food restaurants find great success by serving diners in their vehicles and zoning bylaws let downtown be dominated by ugly parking lots. It’s not wrong to enjoy our vehicles. But it is wrong for drivers of vehicles to endanger the smart people whose transportation choices include a bicycle or sturdy walking shoes. The angry drivers will just have to live with it as pedestrians and cyclists are prioritized. Scrambles are one more way Winnipeg’s traffic scene is heading in the right direction. *Carl DeGurse is a member of the Free Press editorial board.* carl.degurse(a)freepress.mb.ca

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AT Webinar: Estimating Demand for Biking and Walking, Oct 16th, 2-3pm
by Beth McKechnie 08 Oct '19

08 Oct '19

Please join Green Action Centre and Bike Winnipeg for a group viewing of the monthly APBP webinar in the EcoCentre <http://greenactioncentre.ca/uncategorized/ecocentre-directions-and-travel-o…> boardroom. This will be followed by discussion for those who wish to stay. Wed, October 16th, 2-3pm If We Build it, Will They Come? Estimating Demand for Biking and Walking It is an age-old question: How do we make the case for investing in bicycling and walking without solid evidence that the results will pay off? This webinar will explore traditional methods, as well as emerging practices for estimating demand and benefits of bicycling and walking. Presenters: - Summer Jawson, PE, Seattle Department of Transportation - Farnaz Sadeghpour, Ph.D., University of Calgary

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FYI New Zealand: Factors Affecting Cycling Levels of Service
by Zdan, Terry (MI) 08 Oct '19

08 Oct '19

[http://www.trb.org/Resource.ashx?sn=viewthispdf]<https://www.nzta.govt.nz/assets/resources/research/reports/660/660-Factors-…> [http://www.trb.org/Resource.ashx?sn=sponsorbeta]<http://www.trb.org/main/blurbs/179712.aspx> [http://www.trb.org/Resource.ashx?sn=buythisbook]<https://www.mytrb.org/Store/Product.aspx?ID=> Factors Affecting Cycling Levels of Service https://www.nzta.govt.nz/assets/resources/research/reports/660/660-Factors-… 179712 Factors Affecting Cycling Levels of Service New Zealand cyclists' perception of levels of service is explored in a report<https://www.nzta.govt.nz/assets/resources/research/reports/660/660-Factors-…> from the New Zealand Transport Agency. The goal of this report is to provide a user-centered approach to assess existing and proposed facilities that would enable better-informed decisions about cycling levels of service to plan and design bicycle facilities in New Zealand. HAPPY TRAILS Terry Zdan BA MEDes

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FYI Why Don’t Women Cycle? A Case Study of Women’s Perceptions of Cycling in San Francisco
by Zdan, Terry (MI) 08 Oct '19

08 Oct '19

Why Don’t Women Cycle? A Case Study of Women’s Perceptions of Cycling in San Francisco<https://odlinks.govdelivery.com/track?type=click&enid=bWFpbGluZ2lkPTM1NjEyM…> [http://apps.trb.org/images/enewsletter/blank.png]<https://odlinks.govdelivery.com/track?type=click&enid=bWFpbGluZ2lkPTM1NjEyM…> Women’s perceptions about bicycling in San Francisco are explored in a report<%20https:/safetrec.berkeley.edu/sites/default/files/whydontwomencycle_9.3_v2.pdf> from SafeTREC at the University of California at Berkeley. Actual safety and women’s perceptions of it may play significant roles in whether or not they choose to bicycle in urban areas. HAPPY TRAILS Terry Zdan BA MEDes

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20mph zones effective in reducing road casualties
by Zdan, Terry (MI) 07 Oct '19

07 Oct '19

UK researchers show 20mph zones effective in reducing road casualties<https://www.greencarcongress.com/2019/10/20191007-20mph.html> 07 October 2019<https://www.greencarcongress.com/2019/10/20191007-20mph.html> A review of published evidence by a team of researchers in the UK has found<https://www.qub.ac.uk/News/Allnews/QueensUniversityBelfastresearchersshow20…> 20mph zones to be effective in reducing the number and severity of traffic collisions and casualties. The research, published in the Journal of Transport and Health provides important evidence to support the implementation of 20mph speed zones across the UK and Europe. The research, funded by the National Institute for Health Research (NIHR), is part of the largest and most comprehensive study to date into the effects of 20mph speed limits and speed zones to be undertaken in the UK. HAPPY TRAILS Terry Zdan BA MEDes

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WFP: Transit corridor well on track, under budget (Oct2'19)
by Beth McKechnie 02 Oct '19

02 Oct '19

*Transit corridor well on track, under budget * https://www.winnipegfreepress.com/local/transit-corridor-well-on-track-unde… THE southwest transit corridor will be finished eight weeks ahead of schedule, with another $40-million reduction in cost. Councillors on the public works committee were told Tuesday the revised cost is now expected to be $420 million. It was originally set at $589 million. “We’re well under budget and well ahead of schedule,” said Dave Wardrop, the city’s chief transportation and utilities officer. Work on the corridor was scheduled to be substantially complete by the end of the year, and transit service, following several months of driver training, was to begin in April. Wardrop said the active transportation (pedestrian and cycling paths) along the corridor will be open later this month, but the city will not implement transit service until April, to coincide with the start of Transit’s spring bus schedule. Based on figures Wardrop provided to the committee, the city’s share of the project is expected to decline from the original $225 million to between $160 million and $165 million. The provincial share will match the city’s contribution. Wardrop said the federal government’s share of the project will be in the range of $90 million to $100 million. The project’s original cost was reduced by $120 million after the design and construction contract was awarded to the winning consortium, which developed the lower cost estimates. As a result of a motion from Coun. Janice Lukes and the Assiniboia community committee, the administration will be directed to produce an annual report measuring and assessing the value-for-money benefits of the new corridor. Lukes told the committee that the public needs to know the benefits promised with the corridor are actually being realized once it’s put into service. “We need to see data and information and reports... I want the public to see the positive impacts that this almost$500-million investment is making in the city of Winnipeg,” Lukes said. “If we’re going to go forward on more rapid transit corridors, we need to really have a clear understanding how this thing is working and the benefits it brings.” Lukes said the annual reports should clearly demonstrate how the corridor is meeting expectations in terms of ridership, reduced traffic congestion and improved transit service. Lukes also wants to see pedestrian and cycling path linkages to the corridor on a regular basis in future years. “If we don’t see amazing results from a $500-million infrastructure investment, how are we going to convince other people that we should be doing this elsewhere?” Ribbon cutting on the Jubilee/Pembina underpass was held on Sept. 27. Wardrop said all concrete pouring has been completed on the corridor and landscaping work is underway. Other project milestones reached in the project include: ● paint markings and signage on the corridor; ● painting and signage on the active transportation pathway along the corridor; ● and shelter installations at all seven stations. Most of the recent project savings are the result of unspent contingency funding, Wardrop said, but he added contingency dollars are being retained in the budget to deal with unexpected property acquisition costs and potential contractor disputes. aldo.santin(a)freepress.mb.ca

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WFP: Shared-street concept proposed for Exchange District pilot project (Oct2'19)
by Beth McKechnie 02 Oct '19

02 Oct '19

*Shared-street concept proposed for Exchange District pilot project * https://www.winnipegfreepress.com/local/committee-backs-study-of-shared-str… COUN. Vivian Santos is proposing an experimental street concept for areas of the Exchange District, after the public works department narrowed a portion of a sidewalk along Main Street. Santos said she’s unhappy with the decision by the department to alter the sidewalk on the west side of Main at Bannatyne Avenue, and said the city needs to find an alternative way to accommodate vehicles, pedestrians and cyclists. “I was very disappointed with the new loading zone on Main Street. I wanted to find a better solution for the Exchange District area,” Santos said at Tuesday’s public works committee meeting. The sidewalk was narrowed to construct a pedestrian drop-off at the northwest corner for students attending a private music and dance school, the City of Winnipeg administration said. Santos is proposing a “shared-street” concept for three areas of the Exchange, where vehicles, pedestrians and cyclists can safely travel. The changes she envisions through the pilot would include a reduced speed limit; allowing pedestrians to cross the street at any point, not just at controlled intersections; and raising the road bed to match the sidewalk, making it easier for pedestrians, including those with physical disabilities, to cross the street at any point. The locations for the trial would be on Albert Street, Arthur Street, and Bannatyne Avenue between Main and King streets. Much of the Exchange District is treated by pedestrians and motorists as a shared street already, she said. “We all know the Exchange District is a pedestrian-friendly area so I feel Winnipeggers (are) ready for this shift. That’s why I’m calling for a pilot project, just to do small steps,” Santos said. “Eliminating the traditional segregation of vehicles, pedestrians and cyclists can create a shared and more vibrant streetscape.” The committee supported Santos’s proposal for the city to consult with area businesses and residents about the possibility of implementing the shared street concept on a pilot basis. The administration was directed to develop a cost estimate and conceptual design for the committee within six months. Similar configurations have been implemented in pedestrian-popular areas such as Banff, Alta., and Montreal, Santos said. “I have always been a big proponent of making our downtown and Exchange District more pedestrian and cyclist friendly,” she said. “I know that not every other city’s design concept can work in Winnipeg, but I believe this shared-streets concept is a very positive balance that the Exchange District desperately needs to accommodate vehicular traffic, cyclists and pedestrians.” aldo.santin(a)freepress.mb.ca Councillors disappointed with lack of consultation WINNIPEG city councillors renewed their concerns Tuesday over the public works department reducing the width of a portion of the sidewalk along Main Street without informing elected officials. Couns. Jeff Browaty and Vivian Santos said they were disappointed with the department’s decision to dig up the sidewalk on the west side of Main Street at Bannatyne Avenue to accommodate business operators who wanted a drop-off zone for deliveries and clients. “Main Street is one of those streets where there is a lot of pedestrian activity and we need that space,” Browaty said during the public works meeting, adding he doubted during the winter months there would be enough space left for people to walk when snow gets piled up. “It’s simply too narrow for a street like Main Street.” Browaty said wide sidewalks are specifically cited in civic policies as a way to encourage pedestrian activity. “Arbitrarily taking out a sidewalk… is a step backward that shouldn’t have been done bureaucratically,” he said. “It seems surprising that the department has the autonomy and authority to do this without having to consult with the area councillor or having some political direction.” Browaty later told reporters the work shouldn’t have been done without first consulting the ward councillor (Santos) and he didn’t understand the rationale (the building has a parking lot on the north side and there is parking allowed on the west) or how the department was able to pay for the project. “I’m kind of curious how this all came to be,” Browaty said. Santos told reporters she thought the work shouldn’t have been done, adding, however, she understood the department had the authority after council gave blanket approval to a downtown sidewalk enhancement program. “I’m not accepting it. I still feel it’s very disappointing what’s happened here and I wish public works had at least consulted with me,” she said. City officials acknowledged last month they had not advised or consulted with Santos on the project, and promised not to let that happen again. — Aldo Santin

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WFP Analysis: Narrowing sidewalk a step backward (Sep30'19)
by Beth McKechnie 30 Sep '19

30 Sep '19

*Narrowing sidewalk a step backward * https://www.winnipegfreepress.com/opinion/analysis/narrowing-sidewalk-a-ste… ALMOST since the invention of the automobile, downtown Winnipeg has been shaped by cars. In 1931, right turns on red lights were introduced, diagonal parking was removed and one-way streets began to appear. In 1955, streetcars were discontinued and the elm trees that lined the once-residential streets were cut down to widen the roads. Housing was slowly bought up and turned into parking lots. Today, with more than 32,000 stalls, a staggering 40 per cent of downtown’s land area is dedicated to parking. This slow evolution of prioritizing cars over places for people transformed the character of downtown — its pedestrian barricades, wide roads and windswept parking lots left few places for people to linger and enjoy. We designed for cars and we got cars, lots of them. Our once bustling sidewalks today see the fewest pedestrians and are lined by the lowest number of retail storefronts of any major Canadian city. There is no longer a downtown shopping street, and even the Exchange District, with all its charm, has fewer storefronts and restaurants than similar areas in other cities. Over the past decade, however, this has slowly begun to change. Beginning with the construction of Waterfront Drive, we have started to use the design of our streets to bring people back. Sidewalks have been widened and improved, bike lanes have been installed and, after almost 90 years, diagonal parking has returned. There has been a great investment in public space, with new lighting, public art, trees, benching and other street furniture. Innovative government tax incentive programs that have in the past driven residential growth have helped make downtown a more attractive place for people are working. More people live downtown today than ever have, and the population of the Exchange District has gone to 2,500 from 250 in 15 years. Shops and restaurants have begun to follow. Recently, however, we took a small but important step backward, when a segment of the sidewalk on Main Street at Bannatyne Avenue was reduced by more than half to add a drop-off lane to a street that is already eight lanes wide. The resulting sidewalk, about two metres wide, is narrower than the city’s own standards for accessibility, even before factoring in snow accumulation and space for vehicle-door swings. The design was explained as a compromise to provide tenants of the adjacent building a new drop-off area, sometimes for children, after loading on Bannatyne Avenue was moved across the street to accommodate a new bike lane. If we look holistically at the overwhelming amount of adjacent area given to cars, it suggests there may have been opportunity to find the compromise within existing vehicle space. The building has two associated surface parking lots. One takes up a significant portion of Old Market Square, an important public place, and the other creates a permanent open space along Main Street and a driveway across its sidewalk. Main Street itself is eight lanes wide and has curb-lane parking and loading all the way down its length, including on the blocks directly on either side of the new drop-off area. It is unclear why that configuration was not pursued on this block. Bannatyne Avenue has parking and loading zones on the opposite side of the street, less convenient, but a possible compromise might have been for parents dropping off their children to get out of their cars and escort them the short distance to the building entrance. We have been making progress creating spaces that invite more pedestrians, but narrowing sidewalks works to repel them. It demonstrates the difficult challenge planners and engineers face, balancing the needs of cyclists, drivers and pedestrians, particularly in response to the demands of local, street-level business. Downtown Winnipeg is in a unique transition phase. There are so few street-level shops because downtown has been designed to prioritize drivers, making it an unattractive place to walk. This has resulted in too few pedestrians on the sidewalks to support businesses, which in turn requires increased space for cars to attract more drivers to help support the shops. It creates a challenging cycle: drive-up business may represent a smaller proportion of downtown storefront commerce, but removing even a few parking stalls can be enough to affect the viability of a shop or restaurant. This has put downtown shop owners in a difficult position, as they generally believe part of what they are selling is a unique urban experience that includes bike lanes and great pedestrian environments, but, in the short term, they need parking to survive. This becomes even more important with residential growth slowing because of the end of tax incentives and bike-lane implementation that has been slow to create a complete functioning network that will increase the number of cyclists to replace business lost by the removed parking spaces. It is generally recognized that to have prosperous storefronts and sidewalk-focused commerce in downtowns, the only viable long-term solution is to attract more pedestrians and grow the population so businesses are supported locally. This explains why the city has worked so hard to incentivize residential growth, redesign public space and add bike lanes — all initiatives that have proven in other cities to be very good for urban business in the long term. The current challenge is a difficult one. We have made strides toward the continuing goal of a downtown that attracts people to live, work and shop, but as we move forward, it is important to not take our eye off that goal and do what we can to avoid trading pedestrian space for car space, which reduces accessibility, degrades the pedestrian experience and is likely a step backward in downtown’s long-term evolution. *Brent Bellamy is creative director at Number Ten Architectural Group.*

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