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

WFP - Mixed response to city road slowdown
by Patman, David 31 Aug '21

31 Aug '21

Mixed response to city road slowdown By: Joyanne Pursaga Posted: 4:00 AM CDT Tuesday, Aug. 31, 2021 AMID a persistent lobby to slow down traffic on residential streets, some Winnipeggers are now living on routes with reduced speed limits. And about one month into a one-year pilot project that will test 30-kilometre-per-hour speed zones on four routes which previously had 50 km/h limits, they're sharing a mixed response to the changes. One resident would prefer the pilot project end now, arguing tax dollars would be better spent on fixing potholes. "We've got roads we can't drive on and we're spending money on (this)... It's just a gross waste of taxpayers' money, period," said Rick Farley, a Machray Avenue resident. While supporters of reduced speed limits have long argued the change would make streets safer for vehicles, cyclists and pedestrians, Farley said he's seen very few cyclists and pedestrians on his slowed-down block. The city says the 30 km/h speed limits were implemented July 26 on Machray (from Fife to Main streets), Powers Street (from Dufferin to Partridge avenues), Eugenie Street (from St. Mary's Road to Youville Street), and Warsaw Avenue (from Thurso Street to Pembina Highway.) At all four sites, the city has installed new speed signs and speed humps that aim to slow down vehicles. Multiple residents of those streets told the Free Press they welcome the lower speed limit itself. "I love it... Since the 30 (km/h maximum speed) has been posted, (drivers) don't fly down the street anymore," said Warsaw resident Burton Perry. Prior to the speed reduction, Perry said Warsaw attracted many commuters seeking to avoid busier routes, a shortcut he thinks the slower speed limit now deters. However, both Perry and Eugenie Street resident Geoff Ford fear the large speed humps on their streets could create new safety risks. Ford said he fears the raised surface could make speeding cars more likely to lose control and crash into parked vehicles. "I don't have a problem with a slower speed in residential areas... It's just that speed hump. When some yahoo in the wintertime who's not (using) winter tires is going too fast because they're late (that could prove dangerous)," said Ford. Warsaw resident Phil Koch is concerned the humps could hinder cyclist travel. "I'm in favour (of the limit) but I think... they should have made the speed humps so that bikes can navigate without hitting (them)," said Koch. Warsaw resident Dan Rogers, who relies on cycling as his exclusive mode of transportation, shared only positive views of the reduced speed. "It just makes (cyclists) feel safe. I think just, in general, the calming of the streets in the neighbourhoods is just very welcome," said Rogers. Coun. Ross Eadie, whose ward includes the Machray and Powers trial routes, said he has received a few complaints about the speed humps. While Eadie expects the current routes may require some tweaks, he supports the trial as a way to add safe cycling options in his area. "I thought, let's try to provide a decent space, a safe route for the community," the Mynarski councillor said. Matt Allard, whose St. Boniface ward contains Eugenie Street, said the pilot is triggering a mixed response from residents so far, though feedback is just beginning to come in. "Generally, commuters are more opposed to reductions in speeds (than residents of the street)," said Allard. He and other councillors noted the speed reduction pilot project followed repeated demands from cyclists, safety advocates and other groups to permanently set lower speed limits on residential streets. "I've never seen such an outcry (before), (such) a demand for slower vehicle speeds on residential streets," said Coun. Janice Lukes, who also supports the project. Lukes said city council should acknowledge a growing demand to use residential roads for recreation. She believes slower speed limits would make them easier to play on. "Slowing traffic down on residential streets improves the quality of life in neighbourhoods," said Lukes. The city's corporate communications department said resident feedback and traffic data gathered from the sites won't be shared until after the one-year pilot project ends. A public report on the trial is expected sometime in Fall 2022. joyanne.pursaga(a)freepress.mb.ca Twitter: @joyanne_pursaga

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Paris introduces city-wide 30 km/h speed limit
by Beth McKechnie 31 Aug '21

31 Aug '21

Paris introduces city-wide 30 km/h speed limit The French capital has lowered the speed limit for drivers on most streets in a bid to curb the number of cars in the city, reducing noise and fighting climate change. The speed limit is one of the campaign promises made by the city's socialist mayor, Anne Hidalgo <https://www.dw.com/en/france-paris-mayor-wins-reelection-macron-dealt-blow-…>, before last year's local elections. Hidalgo has also expanded cycling lanes in the city, and is pushing ahead with plans to remove 60,000 of the city's roughly 140,000 street-level parking spaces. *Full story*: https://www.dw.com/en/paris-introduces-citywide-30-kmh-speed-limit/a-590253…

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WFP The Herald: Cycling series highlights climate emergency, lack of infrastructure (Aug25'21)
by Beth McKechnie 25 Aug '21

25 Aug '21

Winnipeggers bike for the future Cycling series highlights climate emergency, lack of infrastructure BY SYDNEY HILDEBRANDT STAFF REPORTER ELMWOOD In light of the climate emergency and the need for improvements to local active transportation infrastructure, a group of Winnipeggers are cycling across the city this summer and fall. The first Bike for the Future event, organized by Bike Winnipeg, took place Aug. 15 and began at Norquay Community Centre in North Point Douglas. A squad of cyclists spent the afternoon traversing North End streets. “We’ve organized this ride to encourage the (City of Winnipeg) to invest more money in active transportation infrastructure, and to work on lowering speed limits to make riding in our residential neighbourhoods more comfortable for people of all ages and abilities,” organizer Ian Walker said. “I’ve been an advocate with Bike Winnipeg for about a decade, and the city’s done some really good work over the years investing in separated infrastructure and creating these open streets and lowering speed limits.” However, there’s still room for improvement, Walker said. In some areas the lack of infrastructure forces cyclists onto sidewalks — which could result in a fine — or into dangerous situations on the roads. Winnipeg police issued 87 tickets to cyclists riding on the sidewalk in 2020 — more than double the 43 tickets issued in 2019, as reported last month by the Winnipeg Free Press. This year, police have handed out around 38 tickets, each $113. Walker, a St. Boniface resident, said he himself has never been ticketed or hit by a car while cycling. “I’ve noticed that a lot of the tickets that are being given out are in the north end of the city,” he said. “It’s really unfair, because there aren’t any good alternatives for folks that are using the sidewalk. People naturally want to go to the sidewalk because being on a road with fast moving cars is uncomfortable. I’ve been riding a bike for decades and I still don’t like riding in traffic, especially with my kids. It’s bananas.” Ashley Challinor and Will Prosper recently moved from Toronto to the Broadway-Assiniboine neighbourhood. Challinor is an “avid cyclist” while Prosper just adopted the mode of transportation after moving to Winnipeg. “I felt a little bit more safe here than I did back home,” Prosper admitted. “Winnipeg actually has a fair amount of pretty good cycling infrastructure,” Challinor said. “Its problem is connection. So there’s little bits here and there, but there isn’t one big connected network. And that really makes it hard to commute on a bicycle, or to go run errands on a bicycle … Toronto’s a bit better about those direct connections, but it also has a lot of room for improvement, too.” Winnipeg is currently working on a number of active transportation connectivity projects, including the North Winnipeg Parkway. The new corridor will connect The Forks to Chief Peguis Trail with a path along the Red River, through Point Douglas and segments of St. John’s and Seven Oaks. Phase 1 began last month. The final phase is scheduled for mid-2022. Elmwood resident Emma Durand-Wood said active transportation infrastructure is an important component to climate justice, which is why she decided to participate in Bike for the Future. “I think this summer has really kind of hit home that climate change is actually upon us. And I already am someone who bikes a lot for transportation, so it’s really made me think a lot about (how) we need to be acting right now … to make biking more safe and appealing and an attractive option, a real option.” Follow Bike Winnipeg on social media for updates on the Bike for the Future ride series.

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WFP: Boulevard, greenway could be renamed by end of year (Aug22'21)
by Beth McKechnie 22 Aug '21

22 Aug '21

Boulevard, greenway could be renamed by end of year https://www.winnipegfreepress.com/local/boulevard-greenway-could-be-renamed… BISHOP Grandin Boulevard and the greenway that runs parallel to it — both of which are named after an architect of the residential school system — could have new titles before the end of the year. The volunteer board that oversees the greenway’s operations issued a notice this week to inform community members of its ongoing support for the City of Winnipeg’s efforts to explore cutting ties with Bishop Vital-Justin Grandin (1829-1902) as a namesake for local landmarks. The board indicated renaming consultations are underway and it anticipates a report with a recommendation on the subject will be brought forward to city council this fall. “I don’t want people to think we’re sitting on our hands and letting this fall by the wayside,” said Derick Young, president of Bishop Grandin Greenway Inc. “There is a great deal of concern among some people in the community about the name and I think most people, not just in St. Vital, recognize that we need to deal with, as a country, our history of the residential schools and the legacy of people who were involved.” The Truth and Reconciliation Commission concluded that Grandin, a Roman Catholic priest, “led the campaign for residential schooling.” The commission’s final report outlines in detail Grandin’s idea to create boarding schools that would convert Indigenous children into Christians and his success in securing federal funding to make his pitch a reality. The bishop once wrote, “To become civilized they should be taken with the consent of their parents and made to lead a life different from their parents and cause them to forget the customs, habits and language of their ancestors.” Not long after the remains of 215 children were found in unmarked graves near a residential school site in Kamloops, outrage about the senseless death, abuse and intergenerational trauma caused by Grandin’s beliefs prompted demands to rename local landmarks. First Nations leaders and concerned citizens have spoken out in favour of removing his name from the boulevard and greenway in south Winnipeg. Others, however, want to leave the existing signage up and add markers that acknowledge his role in setting up the assimilative school system. A Probe Research poll conducted in the spring found 55 per cent of Winnipeggers are in favour of renaming the boulevard because of Grandin’s role in the residential school system. The survey, which took place June 2-11 with a random and representative sampling size of 600 adults, found 28 per cent of respondents were in favour of keeping the road’s name and educating the public on Grandin. A total of 17 per cent of those surveyed indicated they wanted to keep the name as is. Young said it’s likely new names will be chosen in the coming weeks — an announcement he expects will be met with enthusiasm by road and path users; the greenway, which includes community gardens and trails, is accessed by hundreds of people daily in the summer. Once names are approved, there will be discussions about costs related to the logistics of renaming, including updating the title of the greenway board and installing new trailhead signs. maggie.macintosh(a)freepress.mb.ca Twitter: @macintoshmaggie

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E-bikes & Scooters Bird, Ford-owned Spin latest micromobility platforms to integrate with Google Maps - Green Car Congress
by Terry Zdan 18 Aug '21

18 Aug '21

https://www.greencarcongress.com/2021/08/20210818-gmm.html

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Globe editorial on "open streets" in Toronto
by Charles Feaver 10 Aug '21

10 Aug '21

An urbanist view of Toronto's initiatives to designate streets for pedestrians and cyclists instead of cars. https://www.theglobeandmail.com/opinion/editorials/article-toronto-should-be -expanding-activeto-not-cutting-it-back/ When Rob Ford was mayor of Toronto, he mastered the low art of the catchphrase. Stopping "the gravy train" played to the idea that city government was all bloat, all the time. "Subways, subways, subways" was a promise of more expensive underground transit, rather than less-costly, on-road light rail, in low-density Scarborough. None of this was rooted in reality or good public policy, but that wasn't the point - stirring up resentment among suburban voters was the point. By that measure, Mr. Ford's most resonant slogan was his claim that the city had declared a "war on the car." Streetcars and (a very few) bike lanes were making the city impassable for humble drivers, he claimed. (The mayor got around in a black Cadillac Escalade.) This mantra was no truer than his other mantras, but it stuck in the urban hive mind. The chaotic Ford years can seem like a distant memory for Canada's largest city - now run by the conservatively progressive John Tory - but their spirit has never really gone away. Rob's brother Doug is, of course, Premier. His nephew, Michael, occupies the family seat on city council, representing Etobicoke North. And road rage still fuels Toronto politics. Consider Michael Ford's latest campaign to end one of the best things to happen in the city during the pandemic. Last summer, a program called ActiveTO removed cars from a few major roads on weekends, including parts of the pseudo-highway Lake Shore Boulevard, to allow people more space to bike, walk and get outside. The city resumed the program this summer - grudgingly, with fewer, shorter and less frequent closings. The concept, even in its truncated form, attracts tens of thousands of cyclists and pedestrians to its most popular routes. Yes, it can slow drive times on some adjacent streets - as do the scores of restaurant patios that have taken over chunks of road across the city - but that's a small price for briefly making Toronto feel like something more than a grid of commuter arteries. Enter Councillor Ford. He wants to end ActiveTO's road closings, which he says are creating a "mass amount of congestion" for drivers. The young dynast hasn't revived his late uncle's "war on the car" trope and sounds pleasant and reasonable in interviews. But he is every bit as wrong when he places the convenience of motorists above the interests of other city residents, and the needs of people passing through a neighbourhood over those actually living there. Let's review the arguments. Mr. Ford is right that some ActiveTO road closures have increased congestion. City figures point to longer travel times on the Gardiner Expressway during some weekends when Lake Shore West was closed. Even if drivers themselves have some responsibility here - ActiveTO has been a fact for two summers running; pick another route! - of course being stuck in traffic is annoying. Far less persuasive is the notion that cyclists have other options. Mr. Ford suggests they try the waterfront Martin Goodman Trail, as though it wasn't already so crowded as to be the site of narrowly averted Tour de France-style pile-ups every weekend from May to October. The pandemic has revealed the pent-up desire for places to stroll and pedal, in a city centre with few green spaces, and little room for modes of transport that aren't motorized. The city says that 34,000 cyclists and 5,000 pedestrians used Lake Shore West on one day in May when it was closed to car traffic. That's more than the number of cars and trucks using it on the average weekend day. The difference is, when cyclists feel congested or unsafe by a lack of road space, they stay home - or they drive. Cycling congestion is thousands of people invisibly at home or behind the wheel, not cycling. By taking a small amount of road space from cars, a few days a month, ActiveTO has shown that Toronto has been in the throes of a silent, years-long cycling traffic jam. Where the campaign against ActiveTO really founders, though, is on philosophical ground. Mr. Ford believes saving a few minutes of drive-time for a few thousand drivers is worth depriving the city of new, much-needed space for safe recreation. But the places where we live are more than just spaces to drive through. If you wanted to boil the issue down to a Fordian slogan, urbanists have one ready-made: "Cities are for people."

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