January 2021 - AT-Network - University of Manitoba Mailing Lists

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

30 Jan '21

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

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

27 Jan '21

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

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

27 Jan '21

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

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

26 Jan '21

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

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

21 Jan '21

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

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

21 Jan '21

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

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WFP: City drops plan for bike-share program (Jan20'21)
by Beth McKechnie 20 Jan '21

20 Jan '21

City drops plan for bike-share program https://www.winnipegfreepress.com/local/city-drops-plan-for-bike-share-prog… THE city has hit the brakes on a bikeshare pilot project after a request for expressions of interest failed to find anyone willing to operate the program. Winnipeg had planned to spend $80,000 on a trial project that would allow traditional and electric bikes to be shared as a transportation alternative. Instead, it will back out of that option after officials concluded it would cost too much for the city to run the project on its own. While the effort began as an innovation project in 2019, it was cancelled before the city spent any money on it. “It would be a nice thing to have but it’s just not one of those super-feasible things to do without a large amount of public or private funding,” said innovation committee chair Coun. Jeff Browaty. A civic report noted there had been one expression of interest, but the company asked the city to purchase bikes and other equipment and, as a result, was rejected. Browaty (North Kildonan) said he expects the program would simply cost too much to pursue alone. However, a local cycling group is continuing to explore the option. Mark Cohoe, the executive director of Bike Winnipeg, said his organization is conducting a feasibility study on bike-share programs. “People are looking for less reliance on private automobiles… (Bike shares) create a more equitable transportation system and you’re also creating something that involves a lot more climate-friendly options,” said Cohoe. He believes the city would benefit from the change, since bicycle travel could place less wear and tear on local roads and help Winnipeggers connect to Winnipeg Transit routes. Cohoe said bike-share programs can allow members to rent bikes for short periods or lease them on a monthly basis. He said that could include traditional and electric bikes. Cohoe said the city might be asked to invest in any program proposed by his group. Meanwhile, the city has also opted against expanding a solar trash-compacting pilot project after it deemed an initial test with 15 “Bigbelly” trash receptacles too limited to prove effective. Jim Berezowsky, the city’s public works director, said it would cost $1 million to install enough of the containers to cover one high-volume trash collection route. The innovation committee instead opted to let the current solar-powered bins remain in use until they need to be replaced. joyanne.pursaga(a)freepress.mb.ca Twitter: @joyanne_pursaga

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Reclaiming Public Space for People Beyond COVID-19
by Beth McKechnie 20 Jan '21

20 Jan '21

Examples of public space changes can be found around the world in some of the largest cities, but here in Canada, smaller cities have demonstrated that they too can take positive action. Lessons can be learned from three Canadian cities that have successfully modified their downtowns and made a case for permanent changes well beyond the pandemic. https://mobycon.com/updates/reclaiming-public-space-for-people-beyond-covid… <https://mobycon.com/updates/reclaiming-public-space-for-people-beyond-covid…>

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WFP: Studying slippery sidewalks (Jan16'21)
by Beth McKechnie 18 Jan '21

18 Jan '21

STUDYING SLIPPERY SIDEWALKS OPTIONS to make sidewalks easier to travel on during winter will be considered by city council. Council’s public works committee has ordered city staff to provide recommendations on how to make sidewalks and active transportation routes less slippery, despite our often lengthy season of ice and snow. The report is expected to study the health costs and outcomes linked to slips and falls on sidewalks. It’s also expected to consider how snow-clearing changes, ice treatments and other changes could improve the surfaces. Finally, it will also explore ways to improve walking conditions on roadsides where sidewalks aren’t available. The report is expected back in about six months.

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Free Webinar (January 21st) - Achieving Equity in Transportation
by Beth McKechnie 12 Jan '21

12 Jan '21

---------- Forwarded message --------- From: Elliot Siemiatycki <Elliot(a)rideshark.com> Date: Tue, Jan 12, 2021 at 9:49 AM We are excited to start 2021 with a great free webinar on January 21st. We will have Dr. Steve Farber, a leading transportation researcher from the University of Toronto discussing equity and accessibility issues. *You can register **HERE* <https://rideshark.webex.com/rideshark/onstage/g.php?MTID=e1ff93dca6405a0d5a…> and feel free to share with any colleagues that might be interested. Best regards, Elliot Elliot Siemiatycki, PhD Vice President of Innovation and Strategic Initiatives Email: Elliot(a)RideShark.com www.RideShark.com <http://www.rideshark.com/> ------------------------------

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Webinar: Building Better Bike Friendly Communities Jan. 14
by Beth McKechnie 11 Jan '21

11 Jan '21

---------- Forwarded message --------- From: Lauren Gabuzzi <lauren(a)downtownithaca.com> Date: Fri, Jan 8, 2021 at 3:38 PM Subject: [Transp-tdm] Webinar: Building Better Bike Friendly Communities Jan. 14 You are invited to join GO ITHACA for the Building Better Bike Friendly Communities Webinar on Thursday, January 14th from 12-1:30 pm EST. Registration is required. To Register Click Here <https://zoom.us/meeting/register/tJItcO6urT4iE9K6afdxbpmwHuwnFmV-JIcD>. Feel free to eat your lunch while the presenters wow you with important ways to make our community (buildings, buildings, campus and more) bike-friendly! *Agenda* *Roughly 90-minute Webinar * Introduction Presentation Q&A *Presentations by * Bike Walk Tompkins: Hector Chang Bikes for All / Bikes Make Life Better: David L. Allen American League of Cyclists: Amelia Neptune *Our presenters will cover several topics including* Bike Walk Tompkins' Bicycling for Everyone Action Plan, American League of Cyclists' Bike Friendly Business program, Bike Friendly Community Program, and Bike Friendly University Program & Bike Back to Work strategy and Better Bike Infrastructure. Please make sure to register and send this invite to anyone you feel is interested in building better biking communities. We look forward to seeing you there! Best wishes, The GO ITHACA team Lauren Gabuzzi She/Her/Hers Downtown Ithaca Alliance TDM Program Manager Goithaca.org Cell: (607) 391-1389

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FW: TAC Learning Program | Upcoming Webinar
by Zdan, Terry (MI) 11 Jan '21

11 Jan '21

From: TAC-ATC Communications <secretariat(a)tac-atc.ca> Sent: January-11-21 9:14 AM To: Zdan, Terry (MI) <Terry.Zdan(a)gov.mb.ca> Subject: TAC Learning Program | Upcoming Webinar [Image] LEARNING PROGRAM | UPCOMING WEBINAR [Image] Safety Performance of Bicycle Infrastructure in Canada Tuesday, February 2 1:00-2:00 PM ET FREE The growth of cycling in Canada is spurring the development of infrastructure intended to better serve the safety and mobility needs of cyclists. This webinar will provide an overview of TAC’s new publication<https://u2306505.ct.sendgrid.net/ls/click?upn=M3V7pKe308SQRDM8wYnXBQDPDzUpg…> on the safety performance of bicycle infrastructure in Canada, including key findings related to: * The safety performance of different bicycle facility types * The factors that affect observed and perceived safety * Related data and knowledge gaps The webinar will also present a bicycle facility selection flowchart developed through this project. [Rounded Rectangle: More Info & Register] [Facebook]<https://u2306505.ct.sendgrid.net/ls/click?upn=M3V7pKe308SQRDM8wYnXBQDPDzUpg…> [Twitter]<https://u2306505.ct.sendgrid.net/ls/click?upn=M3V7pKe308SQRDM8wYnXBQDPDzUpg…> [LinkedIn]<https://u2306505.ct.sendgrid.net/ls/click?upn=M3V7pKe308SQRDM8wYnXBQDPDzUpg…> TAC © 2021 www.tac-atc.ca<https://u2306505.ct.sendgrid.net/ls/click?upn=M3V7pKe308SQRDM8wYnXBQDPDzUpg…> UNSUBSCRIBE<https://u2306505.ct.sendgrid.net/ls/click?upn=M3V7pKe308SQRDM8wYnXBQDPDzUpg…> Transportation Association of Canada 401-1111 Prince of Wales Drive, Ottawa, ON K2C 3T2 613-736-1350 | secretariat(a)tac-atc.ca<https://u2306505.ct.sendgrid.net/ls/click?upn=M3V7pKe308SQRDM8wYnXBQDPDzUpg…>

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Automobile Dependency: An Unequal Burden
by Beth McKechnie 08 Jan '21

08 Jan '21

*Todd Litman of the Victoria Transport Policy Institute analyses the unfair burden an auto-dependent transportation system places on lower income households, especially in the face of any disruption (such as a pandemic). Here's a sample:* https://www.planetizen.com/blogs/111535-automobile-dependency-unequal-burden <https://www.planetizen.com/blogs/111535-automobile-dependency-unequal-burden> Described differently, typical lower-income households can afford housing expenses (rent or mortgage) *or* vehicle expenses, but not both, and owning two vehicles is financially stressful for most households. Of course, many households own more vehicles and spend more on transportation than is considered affordable. This leaves them vulnerable to financial shocks, such as a vehicle failure, traffic collision, or reduced income, which explains why so many families must drive to food banks or require other types of financial assistance. For vulnerable households, a small vehicle problem can turn into a major financial and legal crisis. For example, a high-interest car loan for an unreliable vehicle, a vehicle crash, being caught driving unlicensed or uninsured, or an unpaid traffic citation can quickly expand to a morass of debt, injury, unemployment, legal strife, and sometimes jail. Default rates on high-risk, high-interest auto loans are increasing, leaving many low-income households with no vehicles, no money, and no credit. <https://www.planetizen.com/blogs/111535-automobile-dependency-unequal-burden> Ten Common Policies that Increase Automobile Dependency and Sprawl 1. Transportation planning that favors traffic speed over other goals (affordability, public health, social equity, community livability, environmental protection, etc.). 2. Roadway design that gives little consideration to walking, bicycling and public transit travel demands. 3. Zoning codes that limit density and compact housing types, such as townhouses and apartments. 4. Development policies that favor urban expansion over compact infill. 5. Parking minimums which mandate abundant parking supply. 6. Public facilities (schools, post offices, courts, etc.) located to maximize automobile access. 7. Dedicated roadway funding, which favors roadway spending over investments in other modes. 8. Fuel production subsidies and low fuel taxes. 9. Transportation planning that undercounts, overlooks and undervalues non-auto travel. 10. Travel models that ignore induced travel impacts, which exaggerates roadway expansion benefits. cheers, Beth -- Beth McKechnie (she/her) *| *Green Action Centre <http://www.greenactioncentre.ca/> 3rd floor, 303 Portage Ave | (204) 925-3777 x102 | Find us here <http://greenactioncentre.ca/content/ecocentre-directions-and-travel-options/> *We are located on Treaty 1 Territory and the homeland of the Métis Nation. The water we drink comes from Shoal Lake First Nation. * Green Action Centre is your green living hub Support our work by becoming a member <http://greenactioncentre.ca/support/become-a-member/>. Donate at CanadaHelps.org <http://canadahelps.org/> <http://www.gomanitoba.ca>

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Free online course: Transforming Urban Mobility
by Beth McKechnie 08 Jan '21

08 Jan '21

Part 1: https://www.futurelearn.com/courses/introducing-sustainable-urban-mobility Part 2: https://www.futurelearn.com/courses/components-of-sustainable-urban-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/> *We are located on Treaty 1 Territory and the homeland of the Métis Nation. The water we drink comes from Shoal Lake First Nation. * Green Action Centre is your green living hub Support our work by becoming a member <http://greenactioncentre.ca/support/become-a-member/>. Donate at CanadaHelps.org <http://canadahelps.org/> <http://www.gomanitoba.ca>

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Sorry, Boys. The First Profitable Micromobility Company Was Veo, Not Lime
by Beth McKechnie 08 Jan '21

08 Jan '21

*Great quote from CEO and founder of Veo micromobility service provider: * I guess you can say, we are the anti-Tech bro company in the Tech Broiest of industries. And that was always intentional because our roots are in the Midwest, not Silicon Valley. I co-founded Veo because I truly believe shared micromobility can provide a vital sustainable transportation service to communities. Learn more: https://veo-mobility.medium.com/sorry-boys-the-first-profitable-micromobili… -- Beth McKechnie (she/her) *| *Green Action Centre <http://www.greenactioncentre.ca/> 3rd floor, 303 Portage Ave | (204) 925-3777 x102 | Find us here <http://greenactioncentre.ca/content/ecocentre-directions-and-travel-options/> *We are located on Treaty 1 Territory and the homeland of the Métis Nation. The water we drink comes from Shoal Lake First Nation. * Green Action Centre is your green living hub Support our work by becoming a member <http://greenactioncentre.ca/support/become-a-member/>. Donate at CanadaHelps.org <http://canadahelps.org/> <http://www.gomanitoba.ca>

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Mobility Justice and Open/Slow Streets
by Beth McKechnie 08 Jan '21

08 Jan '21

Compelling article given criticisms and concerns that Winnipeg's Open Streets program does not extend to inner city and low income neighbourhoods: https://www.bloomberg.com/news/articles/2021-01-06/the-swift-disruptive-ris… cheers, Beth -- Beth McKechnie (she/her) *| *Green Action Centre <http://www.greenactioncentre.ca/> 3rd floor, 303 Portage Ave | (204) 925-3777 x102 | Find us here <http://greenactioncentre.ca/content/ecocentre-directions-and-travel-options/> *We are located on Treaty 1 Territory and the homeland of the Métis Nation. The water we drink comes from Shoal Lake First Nation. * Green Action Centre is your green living hub Support our work by becoming a member <http://greenactioncentre.ca/support/become-a-member/>. Donate at CanadaHelps.org <http://canadahelps.org/> <http://www.gomanitoba.ca>

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WFP Analysis: Health restrictions redefine city spaces (Jan6'21)
by Beth McKechnie 06 Jan '21

06 Jan '21

Health restrictions redefine city spaces https://www.winnipegfreepress.com/opinion/analysis/health-restrictions-rede… WILL the COVID-19 pandemic prompt a shift to healthier cities that focus on wellness rather than functional and economic concerns? This is a hypothesis that seems to be supported by several researchers around the world. In many ways, containment and physical distancing measures have contributed to an increased recognition of the importance of public space as a gathering place and key tools for meeting people’s basic needs. Urban residents are more aware of the important role of this space as a living environment essential to their physical and psychological well-being. Forced isolation and social distancing during the pandemic have exacerbated solitude and anxiety for part of our population. Numerous studies show that loneliness is linked to major health issues, including depression, heart problems and reduced life expectancy. In recent decades, individualism, neo-liberal public policies and new technologies had already contributed to this isolation. Online shopping has gone so far as to deprive us of the micro-interactions that sometimes represented our only daily social contacts. Many Montrealers in forced isolation were able to appreciate the qualities of the city’s urban space by using their balconies, front yards and alleyways, which enabled them to maintain certain close contacts and exchanges with neighbours while respecting physical distancing. From conversations from one balcony to the other to picnics at a distance between neighbours in the alley, the domestic environment has been able to broaden, thanks to increased human contact. Public spaces, especially parks, have also proven to be essential for socialization, especially for young people. Access to nature, wide-open spaces and sports and leisure facilities has emerged as a vital need, with both individual and collective benefits. Walking, one of the only forms of exercise accessible to many people, has made it possible to escape from confinement with exposure to fresh air and sunshine. The pandemic has shown the advantages of converting some major streets into pedestrian walkways, even temporarily, and the need for wider sidewalks. It has also demonstrated the importance of large linear parks, such as the very popular Promenade Champlain in Quebec City and the banks of the Lachine Canal in Montreal. Cities around the world have realized the importance of maximizing access to public space. Throughout containment, there have been a variety of creative and low-cost initiatives to make urban spaces safe and suitable. In this, the pandemic may have caused an unintended casualty: the motorist’s view of the city. The new health context has provoked a collective awareness of the excessive space devoted to the automobile and the interest in putting this space at the service of people. There has been a significant increase in pedestrian and shared-use streets and more bicycle lanes. In Rotterdam, cars are banned from some major arteries after 4 p.m. so that pedestrians can use them. In Oakland, Calif., streets are being transformed into “slow streets” — mixed-use areas where cars are tolerated but no longer have priority. A paved access in Montreal’s Lafontaine Park is now devoted to bicycles. The transformation of on street parking into temporary café patios — a common phenomenon in Montreal over the past decade — has multiplied around the world. The commercial success of pedestrianized streets throughout Montreal has ensured the survival of small businesses, bars and restaurants. Artistic practices have multiplied, whether they be music, theatre, dance or multimedia projections, allowing artists to showcase themselves and earn a few cents. Other aspects of urban design could be affected by the pandemic, due to the risks of transmission. The slower rate of contagion in outdoor spaces means that it is safer to shop on a commercial street and in a public market than in a hermetically sealed shopping mall or large air-conditioned area. Buildings will also have to be redesigned to offer more natural ventilation and outdoor spaces, be they individual or communal. These could take the form of rooftop terraces, courtyards and balconies. In the city, common spaces and facilities such as bus shelters, sidewalks, pedestrian crossings and rest areas will have to be redesigned in a sustainable way. Some temporary reallocations of car space may well become permanent after the end of the pandemic. There is already increased use of active transportation, which can have a positive long-term effect on urban congestion and public health. Many cities are rethinking their entire urban mobility system. Paris is already planning to remove 72 per cent of on street parking spaces to make more space for bicycles. The pandemic will thus have accelerated already emerging trends toward a healthier, more humane and active city, creating new habits that may outlive it. Paradoxically, COVID-19 may also have long-term public-health benefits, promoting a more active, self-reliant and supportive population. *Anne-Marie Broudehoux is director of graduate programs at the Université du Québec à Montréal’s school of design. * *This article has been edited for length; the full version can be seen at winnipegfreepress.com or theconversation.com/ca.*

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WFP Sou'wester: Community survey results are in (Jan4'21)
by Beth McKechnie 06 Jan '21

06 Jan '21

Community survey results are in https://www.winnipegfreepress.com/our-communities/souwester/forum/Community… During the summer, my staff and I created a community needs assessment survey and sent it out to all Fort Garry constituents. We received approximately 100 responses from folks in Fort Garry. Thank you to those who completed the survey. This valuable input will allow me to better represent the constituency and I want to share some common themes that we heard about in your responses. First, I want to take a moment to celebrate the diversity within our constituency. Many respondents have lived in Fort Garry for well over a decade, while others have recently moved here. In recent years, demographics have changed rapidly as more young families, newcomers, and students have arrived in the constituency. I am so proud to represent such a diverse community, and I am committed to representing the diverse needs of our constituency in the Legislative Assembly of Manitoba. *A common theme in the feedback was the need for increased active transportation infrastructure in Fort Garry. We heard from many folks who want to see more sidewalks, bike lanes, and improvements to road safety to increase safety for pedestrians. During the pandemic, getting outside in the community has been so important for the mental and physical health of Manitobans. I applauded the City of Winnipeg for closing many different streets during the summer to promote active transportation, and I continue to advocate for extended closures of these streets so that Fort Garry residents can continue to enjoy the outdoors safely in our community.* *We also heard from Fort Garry residents that there is a strong desire for better public transportation options and improved access to basic needs like groceries and other essential services.* I understand that ensuring access to transportation and essential services is more important than ever. As we move forward, I will continue to advocate for improvements that will make Fort Garry more accessible, healthy, and vibrant. While this edition of our community survey has since closed, we always welcome your feedback and ideas to improve life for everyone in the constituency. You can call or email my office at mark.wasyliw(a)yourmanitoba.ca or 204-421-4241. I wish you a safe and happy new year! [image: Mark Wasyliw] *Mark Wasyliw* *Fort Garry constituency report* Mark Wasyliw is the NDP MLA for Fort Garry.

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CBC: Ice bikes and new skating trail introduced at Calgary's Bowness Park
by Beth McKechnie 05 Jan '21

05 Jan '21

Like a regular bicycle on a sled platform, they 'are a safe, stable alternative to skating' https://www.cbc.ca/news/canada/calgary/bowness-park-calgary-ice-bikes-trail…

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WFP: City’s slushy sidewalks make for serpentine strolls (Jan5'21)
by Beth McKechnie 05 Jan '21

05 Jan '21

Mild, windy weather turns freshly cleared paths into slippery, wet obstacle courses City’s slushy sidewalks make for serpentine strolls https://www.winnipegfreepress.com/local/slushy-sidewalks-make-for-serpentin… MAKING use of some Winnipeg sidewalks right now requires some fancy footwork to stay out of the unseasonably slushy morass. The recent mild spell has made the prospect of a fresh-air stroll appealing to many pandemic-forced shut-ins, but it’s important to watch your step. Michael Cantor, the city’s manager of streets maintenance, said that even though the sidewalks were cleared of a recent snowfall by Sunday evening, navigation may still prove challenging, partly due to wind and mild weather that quickly messed up freshly cleaned paths. “It’s usually (due to) blown-in (snow). And… when temperatures go up, the packed snow that was there got a little slushy,” said Cantor. “In conditions like that, it’s difficult for wheelchair users, so when we get calls and we inspect (these places) and we see some trouble areas, we replow them.” Residents made their concerns known across social-media platforms. Abnormally warm conditions, which saw Winnipeg’s temperature rise just above the freezing mark Monday, means hard-frozen snow that would typically offer an even walking surface has softened into slick, treacherous little mounds of slush. “We plow to a compacted snow condition, not bare pavement all the time.… (If) you have two centimetres of compacted snow, you can walk on it when it’s -10 C. But when it becomes 1 C, it could become slushy and then it’s harder to pass,” said Cantor. He urged Winnipeggers who see trouble spots to call 311 to report them. While some Winnipeggers criticized the city for slush piles along the edges of some roads, Cantor said the city’s snow-clearing policy doesn’t require it to deal with residential streets yet. The policy calls for residential street clearing when an inspection deems the routes impassable, which may (but is not guaranteed to) occur after at least 10 cm of snow falls. Since climate change is expected to trigger an increasing number of unseasonably warm winter days, some Winnipeggers are urging the city to explore new winter street-grooming options. “As the climate changes and these freeze-thaw periods are something we see a lot more of… I think it is something the city needs to think about,” said Mark Cohoe, executive director of Bike Winnipeg. “Instead of having that solid, sort of packed snow base (these conditions create) this slushy mound. It takes a lot more energy to move around in.” Cohoe said he’d like the city to consider making travel easier for pedestrians and cyclists on sidewalks and pathways, possibly through clearing efforts aimed at slush removal. Lindsey Wilson, the chairman of the Island Lakes Residents’ Group, said he believes the city has done a good job plowing sidewalks, but he hopes more will be done to combat the ice that can make sidewalks slick after freezing rainfall, especially just before and after winter. “It becomes hard to walk and there’s a ton of people walking these days,” he said. The city does appear set to study ways to make sidewalks and active transportation routes less dangerous during winter. Coun. Matt Allard (St. Boniface) raised a successful motion at Monday’s Riel community committee meeting that would direct city staff to study how best to make such paths less slippery. The motion asks the public service to study the health costs of slips and falls on those routes and report on ways to make them safer, which could be tested via pilot projects. “I’m looking to ask the public service for a higher level of service. I think that we’re doing the best we can with available resources. But, certainly, we could do better if we were to allocate more resources,” said Allard, the chairman of council’s public works committee. The study requires the approval of council’s public works committee. Allard said he wants the report to consider increasing sand and salt treatments to add traction, acquiring new snow- and ice-control equipment and possible changes to snow-clearing schedules. joyanne.pursaga(a)freepress.mb.ca Twitter: @joyanne_pursaga

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FYI How accessibility in the transportation system affects well-being
by Zdan, Terry (MI) 05 Jan '21

05 Jan '21

How accessibility in the transportation system affects well-being https://www.itf-oecd.org/sites/default/files/docs/dimensions-accessibility-… 181652 How accessibility in the transportation system affects well-being Dimensions of Accessibility Benefits<https://www.itf-oecd.org/sites/default/files/docs/dimensions-accessibility-…>, released by the International Transport Forum [cid:image018.jpg@01D6DF7C.29ACAF50] [The COVID-19 pandemic in Canada]<https://www.google.com/url?sa=i&url=https://curio.ca/en/collection/the-covi…>Terry Zdan, BA MEDes [Google (Android 10)] "...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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