- AT-Network - University of Manitoba Mailing Lists

CTV News: Why the city installed video cameras along active transportation routes (May21'20)
by Beth McKechnie 21 May '20

21 May '20

*Why the city installed video cameras along active transportation routes * https://winnipeg.ctvnews.ca/why-the-city-installed-video-cameras-along-acti… Winnipeggers may have noticed video cameras set up along active transportation routes in different areas of the city. A spokesperson for the City of Winnipeg told CTV News that nine streets in the city have been designated as temporary active transportation routes to allow for recreational activities amid the COVID-19 pandemic. They said this allows pedestrians and cyclists to follow social distancing requirements. According to the City of Winnipeg website, these routes limit motor vehicle traffic to one block throughout the area between 8 a.m. and 8 p.m. The video cameras are counting to see how often these routes are getting used. The spokesperson said the city is collecting data at all nine sites. The video will be turned into numerical data to record the level of usage. These routes are in place until Friday, May 29. "The City will re-evaluate at the end of May to determine if the designations will be extended," the spokesperson said in a written statement. According to the city, video is often used instead of pneumatic traffic tubes when counting cyclists and pedestrians. Here is a list of the temporary bicycle and active transportation routes in Winnipeg: - Lyndale Drive - Cromwell Street to Gauvin Street - Scotia Street - Anderson Avenue (at St. Cross Street) to Armstrong Avenue - Wellington Crescent - Academy Road (at Wellington Crescent) to Guelph Street - Wolseley Avenue - Raglan Road to Maryland Street - Assiniboine Avenue - Bedson Street to Westwood Drive - Churchill Drive - Hay Street to Jubilee Avenue - Egerton Road - Bank Avenue to Morier Avenue - Kildonan Drive - Helmsdale Avenue to Rossmere Crescent & Larchdale Crescent to Irving Place - Kilkenny Drive - Burgess Avenue to Patricia Avenue and Kings Drive

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Parking Flip Traffic Calming Animation release
by Anders Swanson 20 May '20

20 May '20

The AT-network might appreciate this. I made a little animation last night based on a conversation with traffic engineer Pekka Takhola. I added a challenge for people to name a street it would work on, the people who could make it happen and why: https://twitter.com/SwansonAnders/status/1263153980000964608 Reason for sharing: I believe it could work for most neighbourhoods build in Winnipeg prior to 1970 and be popular to boot (it gets bonus points for creating a couple community gardens just when we the world needs it) Its not a new idea, but I think it is a timely and simple one. Consider sharing. Thanks. -a

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WFP: Bicycle business booming (May20'20)
by Beth McKechnie 20 May '20

20 May '20

BICYCLE BUSINESS BOOMING Pandemic fuels surge in bike sales with some shops running out of stock https://www.winnipegfreepress.com/business/bicycle-business-booming-5706085… UNLIKE some retailers who are worrying about how to convince people to come back to the stores, bike shops are facing a whole other problem — running out of stock. Demand is not the problem. Bike shops that have been around for decades are experiencing something they have never seen before — people queuing up to get in. But some are worried about what they’ll have left to sell as the summer months kick in. The lineups are partly a result of the social-distancing regulations once customers are in the store, but demand for all things biking is spiking. Riding a bicycle sits in one of the few sweet spots in the world of COVID-19-enforced social distancing, but shop owners are having to deal with the extra pressures of keeping their workplace up to the new safety and health standards in addition to dealing with a surge in cycling enthusiasm. “I don’t think you can find many ladies bikes in the whole city,” said Brian Burke, longtime owner of Olympia Cycle & Ski on St. Mary’s Road. “I have sold out and reordered and then sold them out even before they arrived.” Like many other popular consumer goods, bicycle manufacturing has succumbed to the global supply chain that is now almost exclusively based in Asia. Tim Woodcock, owner of Woodcock Cycle Works, said: “It doesn’t matter if the bike is made in Taiwan or Bangladesh or Vietnam, most of the parts come from China.” Shipments of all things from China was disrupted months ago by the coronavirus lockdown that happened there first, and shipments have still not caught up. Coupled with the fact prime biking weather is now upon us, more people have more time to ride. That means shop owners are scrambling to deal with an unusual confluence of high demand, limited supply and a scenario where they can only have so many people in the stores at once. “I’m a little stressed,” Woodcock said. He said he prides himself and his store on being focused on customer service and now he’s forced to make people wait outside. Then there’s the added pressure of discouraging excessive window shopping, what with the lineups outside. Claude Brunel, owner of Lifesport on Henderson Highway, could barely stop to take a call from a reporter. “I can’t get bikes, that’s the problem,” he said. “All the bikes are made in China.” Woodcock, who acts as an adviser to a Chinese bicycle manufacturer, had a good perspective on market development early on and made the decision to stock up on supply, ordering more earlier in the year than he typically might. “There’s normally three major shipping windows,” he said. “We realized by the time the second and third shipping window came along vendors probably would not be able to supply us. So we took as many as we could to have them later if there was a shortage. Now we are starting to see those shortages.” But even with that kind of planning, Woodcock said they are still scrambling to keep bikes on the shop floor. Most shops are operating on reduced hours, and it may be just as well, because it gives them the chance to have mechanics in at night assembling bikes and also dealing with the overwhelming demand for repairs. “We’re getting bikes (to repair) that don’t look like they have been on the road for 20 years,” Woodcock said. At Olympia, Burke said he’s been hiring repair people who are working every night from 5 to 10 p.m. “We have adapted,” he said. “You have to adapt.” Walter Jozwiak, owner of Lifesport on Pembina Highway, said the supply crunch is unprecedented. “It’s like selling Coca Cola and you’ve run out of Coke,” he said. “I was saying to one of my staff, ‘what am I going to do two weeks from now?’” In addition to running out of women’s bikes, popular-priced models — between $500 and $800 — are what people are looking to buy. Many say the “exotic” bikes that can cost as much as $4,000 are not what people are looking to buy. “It is a problem for everybody in the industry,” Jozwiak said. “We didn’t realize the general population would need something to do and this is one of the few activities that they can do in a safe mode. That’s what’s happening.” martin.cash(a)freepress.mb.ca

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WFP Analysis: Pandemic presents obligation to change our world (May19'20)
by Beth McKechnie 19 May '20

19 May '20

Pandemic presents obligation to change our world https://www.winnipegfreepress.com/opinion/analysis/pandemic-presents-obliga… CRISIS creates opportunity and leverage for change. As governments prepare to make once-in-a-generation stimulus investments to fight a global recession caused by the COVID-19 pandemic, we are faced with an opportunity, if not an obligation, to use it to change our world. We are faced with a lot of uncertainty about what the future holds, but we are not powerless against it. The choices we make today will create the tomorrow we live in. Our decisions must be guided by a vision for the future, holding every public dollar we spend up to the light and asking ourselves, what will this do today, and what will it do tomorrow? Changing our world doesn’t mean we need to start building wind turbines, autonomous vehicles and solar panel factories. The future can learn from the past. It can be simple, low-tech, but effective. There is an old, not-very-sexy machine that could be the key to making our cities more sustainable, more liveable, and more just — the humble bus. Public transit use has cratered during the pandemic, and it will likely be a lasting casualty. The only way to change that will be with high levels of investment to improve service and reduce crowding. The number of cars on Manitoba’s roads has already grown by almost 50 per cent since 2005. Congestion has increased, commutes are longer and today, half of Winnipeg’s greenhouse gas emissions come from vehicles. Imagine the social, environmental and economic impact if the 170,000 trips taken on transit every day were replaced with 170,000 more cars on our roads. We have an opportunity to use this crisis to redefine the perception of public transit in our city, not only to regain lost ridership but to increase it, by making transit more convenient, more comfortable and more frequent. Public transit may be an old idea, but it can modernize how we move around our city, reduce emissions, and even incentivize growth and investment through transit-oriented development. Until transit levels are restored, investing in a comprehensive active-transportation network that can be implemented quickly could be vital in providing access to employment, education and recreation. Because they use high amounts of labour and local materials, constructing bike-lane and sidewalk infrastructure has proven to create almost 50 per cent more jobs for every dollar invested, compared to car-only road projects. Active transportation could be an important short-term response to the pandemic crisis, and a legacy that transforms our urban mobility. British Prime Minister Boris Johnson recently proclaimed that the pandemic should result in a new golden age for cycling. It can do that here, too — if we build for it. Many are predicting that even after the pandemic is over, working from home might be a trend that continues, reducing the need for commercial office space. This could have a significant effect on the downtowns of Canadian cities, affecting housing demand, local restaurants and shops, and arts and entertainment venues already hit hard by the pandemic. Stimulus dollars targeted at downtown development could redefine the city centre and usher in a new era of residential urban growth. Investing in downtown development is another old idea. For many years, government programs have successfully encouraged downtown residential growth to drive urban renewal. These programs could be replicated quickly. A shining example of this success came in 2004, when the City of Winnipeg spent $9 million building Waterfront Drive. That investment is still leveraging private spending today; with two new projects soon beginning construction, it will have attracted more than $200 million in private development, creating almost 1,000 new homes. Tax increment financing (TIF) has also been used as a successful development driver in downtown Winnipeg. Using deferred taxes as the incentive instead of up-front spending, it could be an attractive strategy to promote economic growth for today’s cash-strapped governments. TIF programs have leveraged more than a billion dollars in private downtown development in Winnipeg, creating more than 2,700 new homes over 15 years. New TIF programs could be targeted to respond to important needs, such as affordable housing, helping to create neighbourhood diversity and addressing the fact that 21 per cent of Winnipeg households live in unaffordable housing, as reported by Canada Mortgage and Housing Corp. A prosperous downtown is a catalyst for foreign investment, tourism and immigration. It is also a source of civic pride, all of which might be particularly important as we negotiate the difficult economic times ahead. One important project that could capture the city’s imagination and redefine Winnipeg’s downtown is the Market Lands development on the site of the Public Safety Building, currently being demolished in the Exchange District. The first phase of the development will include a sparkling glass public market building and mixed-use affordable housing tower, targeting net-zero energy use, with several arts organizations establishing an urban creative campus on the bottom floors. As Waterfront Drive did 16 years ago, the dynamic first phase will create a new focal point downtown and be a catalyst to attract private development on the remainder of the site and beyond. It is estimated the development will leverage more than $100 million in private investment, create almost 1,500 person-years of employment, and return almost $26 million in provincial and federal taxes from construction alone. Accelerating visionary projects such as this and others with stimulus funding would create a lasting effect on the future of downtown and the city. Changing our world doesn’t mean reinventing it, and it doesn’t necessarily require futuristic ideas. Sometimes old ideas, such as investing in public transit, affordable housing and downtown development, or simply building a few sidewalks and bike lanes, can be all that’s needed to make the most effective change. *Brent Bellamy is creative director at Number Ten Architectural Group.*

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Commute Revolution - Free Webinar on Thursday, May 21
by Beth McKechnie 15 May '20

15 May '20

---------- Forwarded message --------- From: Becky Alper <becky(a)moveminneapolis.org> Date: Fri, May 15, 2020 at 10:04 AM Hello TDM practitioners, Move Minneapolis is excited to invite you all to Commute Revolution 2020: A Seismic Approach to Transforming Transportation on Thursday, May 21 from 11am to 2pm CST. Massive changes to our transportation system were long overdue. With commuting routines upended and our economy in shambles we are forced to reckon with long-needed improvements to land use and infrastructure. Tune in to this free webinar as Move Minneapolis presents an amazing line-up of national thought leaders and local activists, each with a compelling take on how to build an equitable and sustainable post-pandemic transportation system. Full details and registration available at www.moveminneapolis.org/transportation-summit Here's a snapshot of the program (all times CST): 11:00 a.m. - Matthew Lewis, Director of Communications, California YIMBY 11:35 a.m. - Michael Kodransky, U.S. Director, Institute for Transportation and Development Policy 12:05 p.m. - Angie Schmitt, Author and former contributor, Streetsblog 12:20 p.m. - Adie Tomer, Fellow, Metropolitan Policy Program, The Brookings Institution 12:55 p.m. - Jarred Johnson, Director and COO, TransitMatters 1:25 p.m. - Alissa Walker, Urbanism Editor, Curbed Hope you can join us! ~Becky Outreach Director Move Minneapolis becky(a)moveminneapolis.org

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More details on ODOT's change to 50th percentile from 85th percentile
by Beth McKechnie 14 May '20

14 May '20

[TDM listserv post on the Oregon DOT's changes to speed limit setting, most notably shifting to 50th percentile rather than 85th percentile] Hi friends and colleagues, I wanted to let you know that ODOT's new Oregon Administrative Rule around speed-setting went into effect on May 1. Review an overview of the new process <https://www.oregon.gov/odot/Engineering/Docs_TrafficEng/Speed-Setting-Updat…> (this link is a helpful ppt overview) or review the corresponding Oregon Administrative Rule updates <https://www.oregon.gov/odot/Engineering/Docs_TrafficEng/OAR-Update-Speed-Se…> for information about the change. We've also updated the Speed Zone Manual <https://www.oregon.gov/odot/Engineering/Docs_TrafficEng/Speed-Zone-Manual.p…> to reflect the change. All this information lives on our Speed Zones page <https://www.oregon.gov/odot/Engineering/Pages/Speed-Zones.aspx>. This represents a major step forward in our approach to posted speeds on urban arterial highways. It aligns recommended speeds with the Blueprint for Urban Design targets and anchors our technical methods around the 50th percentile speed (the typical driver) instead of the 85th percentile (the driver traveling one standard deviation faster than the norm). When choosing the posted speed, our engineering approach must document and address factors like land use context, crash history, and multimodal activity, and can also bring other elements such as user demographics and public testimony into the conversation. Rural communities will have the flexibility to use 50th percentile or the 85th. Please feel free to reach out to me or other ODOT colleagues if you have questions about what this change means for existing plans/projects or for corridors where speed is a concern. Be aware that our Technical Services folks do not advise collecting speed data now due to COVID-related impacts on travel (which we know include increased speeding in some Oregon communities). This is new practice for all of us, so we'll be learning with you. Thanks and hope you're all well! Talia Jacobson, ODOT Region 1 Planning 123 NW Flanders Portland, OR 97209 503-731-8228 talia.jacobson(a)odot.state.or.us *(she/her)*

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Your daily commute won't ever be the same
by Beth McKechnie 12 May '20

12 May '20

[In case you don't want to sign up for a free National Geographic account, I've pasted the article below.] https://www.nationalgeographic.com/science/2020/05/coronavirus-your-daily-c… Coronavirus will upend—but perhaps make healthier—the ways we use trains, buses, and bike lanes in our post-pandemic future. It's time to go to work. The COVID-19 pandemic is behind us, and—in this vision of the future—trains and buses are running again. But things look different than they used to. You pay your fare without touching anything. Seats are spaced farther apart on divider-filled vehicles, while drivers sit in ventilated compartments, isolated from passengers. Smartphone apps may help decongest trains and buses. And with more people choosing to bike, walk, or work from home, packed train cars have become part of the pre-pandemic lore. While it’s impossible to predict the future, interviews with transportation and public-health experts suggest that the pandemic offers an opportunity to reshape transit systems and revive cities, with the potential to ward off infectious disease and even some chronic illnesses. And while lockdowns have put public transport in a state of crisis for the moment, strategic investment <https://www.citylab.com/perspective/2020/04/coronavirus-public-transit-ride…>, creative thinking, and new technologies could eventually make people feel safe enough to ride again, says Yingling Fan <https://www.hhh.umn.edu/directory/yingling-fan>, an urban planner at the University of Minnesota, Minneapolis. “There's certainly a lot of challenge, but also there's a lot of opportunity,” she says. The pandemic might also open up possibilities for making transit systems more inviting. “Transportation history is full of stories where something that was done temporarily turned out to be permanent, because people didn't want to go back,” says Jarrett Walker <https://jarrettwalker.com/>, an international transit consultant and author of *Human Transit: How Clearer Thinking about Public Transit Can Enrich Our Communities and Our Lives*. Cars don’t equal healthy The whole purpose of mass transit is to move heaps of people, and this crowding increases the chances of spreading infectious diseases. In a study of dozens of people during the 2008-2009 influenza season, researchers in the United Kingdom found that those who rode buses or trams were nearly six times as likely as non-riders to seek health care for an acute respiratory illness <https://link.springer.com/article/10.1186/s12940-018-0427-5;%20https://bmci…> . The natural reaction might be to take a car instead, but that ups the risk for chronic illnesses, says Lawrence Frank <https://www.spph.ubc.ca/person/lawrence-frank/>, a transportation and public health expert at the University of British Columbia. In 2004, he and his colleagues found that every extra hour <https://www.ajpmonline.org/article/S0749-3797(04)00087-X/abstract> that people spend in a car each day increases their risk for obesity by 6 percent. Obesity, in turn, is a predictor of diabetes and heart disease—which both increase a person’s vulnerability <https://www.cdc.gov/coronavirus/2019-ncov/need-extra-precautions/groups-at-…> to COVID-19 complications. “We want fewer people to have those preconditions, so that if a pandemic hits, if they get exposed to it, they will survive it,” he says. “The real question is: How do you build a future that addresses both chronic and infectious disease?” Urban density is unlikely to disappear, Frank says, nor should it. His research has linked dense neighborhoods, walkability <https://www.tandfonline.com/doi/abs/10.1080/01944360608976725?casa_token=tG…>, proximity of shops, and access to public transportation with lower rates of <http://www.metrovancouver.org/services/regional-planning/PlanningPublicatio…> diabetes, heart disease, and stress, as well as with reduced health-care costs. His group <https://health-design.spph.ubc.ca/> is now investigating how chronic disease and infectious disease vary with neighborhood walkability, transit use, car dependence, and the ability of people to engage in active modes of transportation, like walking and biking. Preliminary results suggest that people who live in more walkable neighborhoods and those with less exposure to air pollution <http://www.metrovancouver.org/services/regional-planning/PlanningPublicatio…> are less likely to have chronic conditions and may be less vulnerable to dying from COVID-19. Preserving both public transit and encouraging active transportation is important for keeping air pollution down, he adds, and that has health implications, too <https://www.nationalgeographic.com/science/2020/04/pollution-made-the-pande…> . “The most vulnerable society is the one that becomes the most sedentary and the most car dependent, and that's the worst possible case when a pandemic comes,” Frank says. Infection-proofing public transit The COVID-conscious commute may begin before you leave home, Fan says. In some cities in China, such as Shenzhen and Guangzhou, pre-booking a seat is already common on city buses and trains. She suspects that adding the option of pre-paying for fares online or via smartphones could reduce the number of people who need to touch a grimy kiosk. It’s also possible to disperse people in ways beyond limiting transit capacity, which plenty of places have done during the pandemic, Walker says. Cities can use existing automatic vehicle-location <https://www.traffictechnologytoday.com/features/making-public-transit-more-…> and passenger-flow monitors <https://ny.curbed.com/2019/7/30/20747360/mta-pilot-technology-improve-subwa…> to quickly reroute buses when demand changes. Automated passenger-counters and weight sensors—currently in use in Australia, the U.K. <https://ggwash.org/view/64291/real-time-signs-reduce-train-crowding>, and elsewhere—can provide information about train-car capacity through smartphones or display screens at stations, so riders can spread out by picking the least crowded car. Last year, Google started using crowdsourcing and traffic information in more than 200 cities worldwide to give users a heads-up about how full they should expect buses and trains to be <https://www.wsj.com/articles/how-jam-packed-will-my-train-be-google-says-it…>. Integrated with smartphone apps <https://ggwash.org/view/64291/real-time-signs-reduce-train-crowding>, all this information could reduce congestion by allowing passengers to avoid crowded platforms and vehicles. So far, this type of data has not been used by officials to enforce crowd spacing on public transport, Fan says, but applying the idea is conceivable, as China already uses similar technology to restrict road traffic. However, using some of these apps might mean surrendering certain levels of privacy. Monitoring apps on your phone, for example, could alert you if you have ridden a train with someone who later tested positive for COVID-19. Apple and Google <https://blog.google/inside-google/company-announcements/apple-and-google-pa…> are developing software with this kind of contact-tracing capability, which is already available in China, Singapore, and other countries. Cultural differences play into the willingness to give up privacy, Fan says. South Korea’s contact tracing has been successful in part because laws allow the government to track an infected person’s credit card history and cell phone location data. “The trade-off between privacy and safety is a hot topic,” Fan says. “I do not think the general public in the U.S. is ready for any strict contact-tracing measures.” Facial sensors like ones that have been deployed on public transportation in China <https://www.scmp.com/tech/policy/article/3049215/ai-firms-deploy-fever-dete…> may also measure your temperature, rejecting entry to a bus or subway station if you have a fever. Once antibody testing is accurate and easily available <https://www.nationalgeographic.com/science/2020/05/why-unreliable-tests-are…>, you might even show an immunity card before you can board, though there will be a fine line between safety and hassle, adds David Levinson <https://www.sydney.edu.au/engineering/about/our-people/academic-staff/david…>, a transport engineer at the University of Sydney, Australia. “All of those invasions of privacy are things that are not going to make people happy, and are going to make them more likely to use other modes than public transit,” he says. “People will find alternatives if they can.” Bike bounce Bikes are among those alternatives. New bike lanes have already been popping up during the pandemic, appearing in cities from Berlin <https://www.dw.com/en/coronavirus-pandemic-gives-cyclists-more-road-in-berl…> to Bogota. In recent weeks, Oakland, California, has closed 74 miles <https://www.sfchronicle.com/bayarea/article/Oakland-closing-streets-to-traf…> of streets to make room for cyclists and pedestrians, and many other places, including Seattle <https://sdotblog.seattle.gov/2020/05/07/2020-bike-investments-to-accelerate…>, Washington*,* and Milan <https://www.theguardian.com/world/2020/apr/21/milan-seeks-to-prevent-post-c…>, Italy, aim to permanently reduce car use. Experts predict these bike lanes will create a self-perpetuating cycle, as the number of people biking boosts demand. During a major overhaul of the freeway through downtown Seattle, for example, the city temporarily turned traffic lanes into bus lanes, and then never took them away. Building 400 miles of bike paths in Paris would cost much less than <https://www.ft.com/content/52ae6c52-8e75-11ea-a8ec-961a33ba80aa>—just two percent the price—an upcoming redesign of the city’s subway system. Biking isn’t realistic for everyone, Walker says, and it tends to be more accessible to people who live close to their jobs. Still, a growing industry of electronic bikes could help people commute farther, especially if public transportation systems integrate their fare structures with bike-sharing programs to allow people to hop from bike to train to bike again, Frank says. E-bikes are already available through share programs in dozens of cities <https://www.usnews.com/news/cities/articles/2019-08-12/e-bikes-take-the-lea…> . Work from home forever? For some people, the future of commuting might be no commute <https://www.brookings.edu/blog/up-front/2020/04/06/telecommuting-will-likel…> at all. About half of adults with jobs in the U.S. are working from home during the pandemic, according to a report published by the Brookings Institution in April. That’s more than double the percentage who did some telecommuting two years ago. Close to 20 percent of chief financial officers surveyed by Brookings said they planned to permanently retain remote work for at least 20 percent of their workers. This kind of societal shift could further reduce crowding and the spread of disease on mass transit, Levinson says, especially if people go into offices only occasionally, if they bike when they can, and if they get better about staying home when sick. Still, maintaining strong public transit systems is a key component of vibrant cities, Fan says. Buses, trains, and other modes of public transportation bring people together across race and income, and that kind of mixing builds empathy in a way that sitting in your car doesn’t. “Public transportation is a place where people experience urbanism,” she says. “It’s where people negotiate their differences.”

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Building your counting program: join us for a Canada-focused webinar
by Beth McKechnie 11 May '20

11 May '20

This Thursday, 14th May at 1-2PM ET *Eco-Counter Webinar Invite, May 2020* View this email in your browser <https://info.eco-compteur.com/e/685233/alk-about-data-693182-e-UNIQID/3j82t…]> *In partnership with Share the Road Cycling Coalition, join us for a Canada-focused webinar this Thursday!* We have been a proud partner of Share the Road Cycling Coalition <https://info.eco-compteur.com/e/685233/2020-05-11/3j82w/93412152?h=M6Q114xJ…> for a while now and have attended every single Ontario Bike Summit since it started back in 2009. Unfortunately, this year's OBS has been cancelled due to the pandemic. Instead,* join us for a free, open to anyone webinar* on building your bike and pedestrian count program! *Building your counting program* *Thursday May 14th, 2020 - 1-2PM (ET)* Click here to register for the webinar <https://info.eco-compteur.com/e/685233/g-program-tickets-102118384838/3j82y…> *About the webinar:* What are the best practices for building a count program? What challenges do planners face for building and maintaining a count program? Where is a good place to start? During this data session, learn from leading experts about about how to build an effective bike and pedestrian count program and leverage counting efforts to build a more bicycle-friendly community. We look forward to seeing you there! [image: Facebook] <https://info.eco-compteur.com/e/685233/EcoCounter-/3j831/93412152?h=M6Q114x…> [image: Twitter] <https://info.eco-compteur.com/e/685233/Eco-Counter/3j833/93412152?h=M6Q114x…> [image: Website] <https://info.eco-compteur.com/e/685233/2020-05-11/3j835/93412152?h=M6Q114xJ…> Copyright © 2020 Eco-Counter. 3981 Saint-Laurent Blvd, Suite 604 | Montreal, QC | H2W 1Y5 Office: 1-514-849-9779 | Toll Free: 1-866-518-4404

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Sorry - we can't find that page
by Terry Zdan 11 May '20

11 May '20

I am sharing this article with you https://www.cbc.ca/news/indigenous/winnipeg-bicycles-indigenous-students-1.…

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Survey finds 65% of Londoners changed their usual mode of transport for the ULEZ - Green Car Congress
by Terry Zdan 11 May '20

11 May '20

https://www.greencarcongress.com/2020/05/20200510-ulez.html

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