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TRB releases new report identifying deficiencies impacting e-scooter rider safety - Green Car Congress
by Terry Zdan 10 Oct '22

10 Oct '22

https://www.greencarcongress.com/2022/10/20221007-trb.html

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WFP Analysis: We’re living beyond our infrastructure means (Sep30'22)
by Beth McKechnie 01 Oct '22

01 Oct '22

*We’re living beyond our infrastructure means* MICHEL DURAND-WOOD https://www.winnipegfreepress.com/opinion/analysis/2022/09/30/were-living-b… WITH next month’s election spurring big-picture discussions about the City of Winnipeg’s finances, roads are as hot an issue as ever. This has led to many roads-related campaign promises that leave Winnipeggers hopeful for a future with fewer potholes. But the uncomfortable reality we need to face is that we can’t afford to maintain all the roads we already have, much less add any more. And we never will. As we’ve already heard many times, the city spent $152.2 million on road repair and replacement last year. This is a record amount, after many consecutive years of record amounts. And according to some measures, this debt-fuelled spending spree looks like it may have made a dent — for instance, city reports show our infrastructure deficit went down to $6.9 billion in 2018, from $9.9 billion in 2009 (in 2018 dollars). But looks can be deceiving. And that’s because of the way the infrastructure deficit is calculated. This deficit is just a snapshot in time, taken in 2018, projecting our annual infrastructure spending needs to 2027. But because every road eventually needs to be replaced, and since their life cycle extends beyond that 10-year snapshot, it means that, by definition, we’re leaving stuff out of the calculation. And that can lead to shocking surprises down the road. What’s waiting for us outside of the current infrastructure deficit projection, in 2028? Or 2029? Beyond? Take Waverley West, for example. That entire area is new enough that none of the roads has needed reconstruction yet. But they will eventually. The entire road network for a “city the size of Brandon,” as Coun. Janice Lukes is fond of saying, will soon be added to the maintenance queue. Turns out all those free roads weren’t free after all. And just so you don’t think I’m picking on Waverley West, it gets even worse. Assuming that a road needs to be completely replaced every 50 years or so means any road built after 1977 does not have its reconstruction cost factored into the current infrastructure deficit, since its reconstruction would be scheduled for after 2027. If we assume a 60-year lifespan, then it excludes every road in every development built after 1967. And since the majority of our roads were built after 1971 — by some estimates nearly 57 per cent — that’s a lot of roads left out of the calculation. And a lot of money. What’s it all going to cost? According to city reports, we own about 8,300 lane-kilometres of roads in total, all of which need periodic maintenance and, eventually, complete replacement. The money spent last year allowed us to maintain 113.8 lane-km of roads, and to replace 32.8 lane-km of them. At that rate, every road will get maintenance once every 73 years, and a full replacement once every 253 years. To bring that into alignment with the actual lifespan of pavement, maintenance every 10 years and replacement every 50 to 60 would require spending about $600 million more per year than we did in 2021. Some people think we have a spending problem. But trimming that much from the budget would require the complete elimination of the police department and the entire fire and paramedic department, plus shutting down the community services department (that’s the one in charge of libraries, pools and rec centres). Others think instead that we have a revenue problem. But funding an extra $600 million per year would require roughly a 100 per cent property tax increase. Double our taxes. Just for the roads. What about the province, or the feds? At the provincial level, we’d need a PST increase of approximately 3.5 per cent for our per-capita share of it to equal $600 million. The cold, hard reality is that no matter which order of government pays for it, that money is ultimately coming from us. Getting real about this means facing that this is not a spending problem, nor is it a revenue problem. It’s an insolvency problem: we own way more pavement than we can afford. So then, how do we get on top of this road repair issue? First, when you find yourself in a hole, stop digging. If we can’t afford the roads we already have, we shouldn’t add more. Second, we must do everything we can to get more people using fewer roads, in order to maximize the lifespan of our existing investments. Getting there will mean shifting more people into active transportation and transit, planting street trees, slowing traffic wherever people are walking and putting more people and destinations closer together with mixed-use infill. Where we find ourselves in the coming years will depend on whether we double down on the same path we’ve been on, or whether we choose a more productive way forward. The choice is ours this October. *Michel Durand-Wood lives in Elmwood and has been writing about municipal issues since 2018. He blogs at DearWinnipeg.com, and is a contributor to AnatomyOfAPothole.ca, a local campaign to raise awareness about the city’s infrastructure and finance issues leading up to the election.*

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CBC: Oklahoma City's downtown made a major comeback after a long slump. What Winnipeg can learn from it
by Beth McKechnie 28 Sep '22

28 Sep '22

Focus city on pedestrians, not cars Cornett says one of the key lessons he learned as mayor was shaping the city around active transportation. "We went through a period where we recognized that the health of the community was suffering, and from a wellness standpoint, we weren't set up to succeed," he said. City leadership redesigned the entire downtown grid to be more walkable and more pedestrian-friendly, and then started building sidewalks and jogging and biking paths out into the suburban areas. "Over time, we started to realize that the health of the community is really based on the social infrastructure and the physical infrastructure combined," Cornett said. "If you build a city around cars, you're not going to have as healthy a community as you would [otherwise]." Full story: https://www.cbc.ca/news/canada/manitoba/oklahoma-city-winnipeg-state-of-the…

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WFP: City police use decoy bikes to nab four thieves (Sep23'22)
by Beth McKechnie 24 Sep '22

24 Sep '22

City police use decoy bikes to nab four thieves https://www.winnipegfreepress.com/breakingnews/2022/09/22/city-police-use-d… AS sure as the sun will rise, if you leave a bicycle unlocked and untended in Winnipeg long enough, someone will try to steal it. And sometimes police will be watching, four men learned the hard way last week. “The lesson to be learned here is you never know if the bike you are jumping on is a decoy bike,” said Winnipeg Police Service Const. Dani McKinnon. Police arrested the men Sept. 14 as part of a “bait bike” project prompted by reports of hundreds of bikes stolen this past summer in the Garden City/West Kildonan shopping areas. One area gym, Planet Fitness on Leila Avenue, reported roughly 100 bikes had been stolen from outside the property since June. Dozens of theft reports were submitted to police, while dozens more went unreported but were captured on surveillance video. Police placed a bait bike in various locations near businesses that had reported multiple bike thefts, and soon caught two men trying to steal the bike. Two other men — one of whom is a suspect in the Planet Fitness thefts — were arrested after they were seen “casing” other bikes as they carried bolt cutters. Police have used bait bikes in other parts of the city where thefts have been particularly high, McKinnon said. She urged everyone who has had a bike stolen to report it to police, saying it helps police pinpoint high crime areas and focus resources. “When there is video evidence or a statement provided, that is valuable information,” she said. A Planet Fitness manager declined to speak to a reporter. The four accused face charges including theft and possession of break-in instruments. dean.pritchard(a)freepress.mb.ca

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Study: Some Roundabout Designs Slash Injury Crashes Up to 85% – Streetsblog USA
by Beth McKechnie 24 Sep '22

24 Sep '22

https://usa.streetsblog.org/2022/09/19/opinion-america-should-think-round-f… -- Beth McKechnie (she/her) *| *Green Action Centre <http://www.greenactioncentre.ca/> 300-286 Smith Street, Winnipeg, Manitoba, R3C 1K4 *Green Action Centre is located on the ancestral lands of the Anishinaabeg, Ininew, Anishininiwag, Dakota, and Dene Peoples, and the homeland of* *the Métis Nation. We acknowledge that our water is sourced from Shoal Lake 40 First Nation and that our hydro is sourced from numerous First Nations here in Manitoba**. * 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: Cyclists and pedestrians are on the same side (Sep16'22)
by Beth McKechnie 21 Sep '22

21 Sep '22

In case you missed this in the Free Press: Cyclists and pedestrians are on the same side https://www.winnipegfreepress.com/opinion/analysis/2022/09/16/cyclists-and-… MY granddad had a saying: “It’s better to negotiate from a place of strength than a place of weakness.” I’ve been reflecting on this maxim as the clock ticks steadily toward 2030 — the year by which Winnipeg’s unanimously-approved-by-council Climate Action Plan says we must have significantly reduced the number of trips taken in motor vehicles. With each year, it seems more unlikely — maybe downright impossible — that we’ll meet the target of reducing personal-vehicle use from 81 per cent to 50 per cent of all trips. Private vehicle traffic makes up the lion’s share of Winnipeg’s transportation-related greenhouse gas emissions. To reduce those GHGs, the plan relies almost entirely on people switching to active transportation modes. Despite that ambitious goal, little is being done to make walking and biking safer or more pleasant. For many Winnipeggers, active transportation is not seen as a viable alternative to driving, even for short trips that could easily be done on foot or by bike, at least sometimes. Many of us don’t live within easy walking or biking distance of our daily needs, but for those who do, why aren’t we leaving our cars at home more often? The answer lies in what we’ve done — or haven’t done – to make that choice more viable. There’s a long-standing, ongoing back-and-forth in this newspaper’s letters to the editor, with concerns focused on cyclists riding on the sidewalk or at top speed on shared paths, or pedestrians blithely walking three abreast, oblivious to bells and other users because they’re on their phone or wearing earbuds. Some writers plead for mutual respect and common sense, while others insist a full regime of bicycle licensing, registration, insurance and enforcement is necessary. It’s tempting to think we simply need to correct specific, individual behaviours. But in reality, these conflicts are a direct result of insufficient space for people travelling outside of vehicles. (And if we think shared paths are bad now, just wait until e-scooters and e-bikes really take off — and that day is coming, sooner than we think.) That’s the actual problem, not “aggressive cyclists” or “oblivious pedestrians.” It’s a transportation system in which motor vehicle traffic takes up so much space that all other users are left fighting for scraps. It’s a system that pits folks who are walking and biking (and costing the city and the planet the least) against each other. And it’s the same system in which drivers insist our arterials – major roads, usually with four or more lanes – need more lanes and the inner ring road must be completed, despite decades of evidence that adding more capacity to roads just means more people will use them. The rule of induced demand means we can’t build our way out of congestion. Evidence also shows when cities build safe, quality infrastructure for biking and walking, people choose those modes more often. Lucky for us, many parts of the city have excellent potential to evolve into “15-minute neighbourhoods.” But that won’t happen if we aren’t willing to reconfigure our arterials. In Winnipeg, nothing is more sacrosanct than traffic flow on an arterial. To date, any changes that might impact traffic flow or parking have been off the table. That’s why you won’t find protected bike lanes on Osborne Street, on Henderson Highway, on St. Mary’s Road or any other arterials; instead, you’ll find a mishmash of side street “bike routes” — if you’re lucky. A complete bike network that allows folks to move between all parts of the city is essential. But if we want people to start using active transportation for their everyday needs, it’s also essential to provide safe infrastructure on arterials, because that’s where most destinations — stores, services, restaurants, libraries, pools, etc. — are. There is more than enough road space in the city to provide abundant routes for public transit, active transportation, commercial and private vehicular traffic. Every time we repair or reconstruct a roadway, we need to incorporate protected bike lanes and better sidewalks as a matter of course (even if it means taking that space from cars) — especially on those destination-rich arterials. If we want to convert trips from car to foot or bike, the space allocated to each mode must reflect that goal. The longer we wait to adapt to the new reality our planet demands, the longer we allow car-oriented spending to decimate our city coffers, the longer we wait to give people safe and pleasant infrastructure to do at least some of their trips without driving, the harder and more abrupt the transition will be. There’s another saying: the best time to plant a tree is 40 years ago; the next best time is today. With each passing month and year, we have less time to forge a better transportation system that makes Winnipeg a more livable city while meeting our climate action goals. We will never have more time to start adapting than we do right now. It’s time to negotiate from a place of strength. *Emma Durand-Wood is a parent of three young children living in Elmwood.*

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Ford exploring use of smartphone technology to alert drivers to pedestrians, bicyclists; BLE and 5G - Green Car Congress
by Terry Zdan 21 Sep '22

21 Sep '22

https://www.greencarcongress.com/2022/09/20220920-ford.html

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Ya gotta love Japanese bikes
by Terry Zdan 20 Sep '22

20 Sep '22

What i want Santa to bring me this xmas https://www.youtube.com/watch?v=QX5Sm7ttt-k

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WFP: Pushing for winter of clean-scraped sidewalks (Sep1'22)
by Beth McKechnie 03 Sep '22

03 Sep '22

Pushing for winter of clean-scraped sidewalks <goog_1457759345> https://www.winnipegfreepress.com/breakingnews/2022/09/01/pushing-for-winte… SOME Winnipeg sidewalks could be cleared right down to the pavement this winter, if a new motion winding its way through city hall succeeds. The motion calls for city crews to clear all sidewalks that have been rated in good condition to “bare pavement” during a pilot project next winter. “When you compare it to icy, slushy or irregular services that we get at times, especially in the spring, I believe bare pavement… would be a much better level of service,” said Coun. Matt Allard, who raised the motion. Winnipeg’s snow clearing policy calls for sidewalks along major routes, non-regional bus routes and collector streets to be cleared to a compacted snow surface following five centimetres of snow. Such sidewalks in the downtown are cleared to a paved surface “whenever conditions allow.” Allard has publicly complained about his own treacherous winter walks in the past, including slips and falls that occurred while he was wearing winter boots. “If you’re a pedestrian in this city, you know that there’s a time in the spring where things can become quite treacherous, with uneven sidewalks and uneven ice… That is not a level of service that allows a person to get to their bus stop, for example, without having a certain level of risk,” he said. If the pilot project is approved, it would apply to sidewalks repaired in 2021, the only ones the city has recently assessed to be in good condition. The city says about 33 kilometres of sidewalk and cycling paths fall into that category, while there are about 3,400 km of sidewalks throughout Winnipeg. City spokesman Ken Allen said only the walkways known to be in good condition are suited for clearing ice and snow to the bare pavement. “In order for a plow to clear a sidewalk down to the pavement, it requires the operator to put down-pressure on the plow blade in order to scrape off the snow and ice from the surface of the sidewalk, and a sidewalk in poor condition would likely be more difficult to clear due to a potentially uneven surface, and be harder mechanically on the snow-clearing equipment. As well, it is expected that clearing sidewalks down to the pavement would take longer to achieve as sidewalk plows would likely have to make multiple passes to get it done,” Allen said in a written statement. He noted temperature, snow amount and snow storage capacity could also affect the city’s ability to meet a bare pavement standard. Allen said the condition of sidewalks that weren’t recently repaired isn’t clear because the city doesn’t regularly rate them. He said the public service plans to assess other sidewalks soon, with the first round of city-wide ratings expected by December 2024. With that work still underway, Allard stressed the city should test snow-clearing improvements on every sidewalk that can handle it next winter. “The best study… is to send the plows and to plow to pavement. Then we’ll know how much it costs, how much staff time it takes,” he said. A seniors’ transportation advocate hopes bare pavement clearing can ultimately become the city-wide standard. “Sidewalk clearing, for us, is really important because we know many seniors, especially in downtown and core areas, need those sidewalks to get access to daily resources… Actually having fully cleared sidewalks is truly (offering) independence,” said Samantha Rodeck, executive director of the Transportation Options Network for Seniors. Rodeck said current clearing standards can leave folks unsure if all sidewalks they require to complete a trip will be clear enough to make it possible. “When that ice builds up it just continues to build ruts. Imagine trying to push a wheelchair or a walker … on (a walkway) that isn’t (cleared) down to the pavement. It’s very challenging,” she said. Rodeck said the change could also prevent slips and falls, preventing injuries and making it less scary for those with reduced mobility to leave home. “With us changing this one little (thing), we’re enhancing a person’s quality of life and potentially decreasing health-care costs,” she said. Allen said it’s not clear how much more it would cost the city to clear “good condition” sidewalks to a bare pavement level. He said the pilot project likely won’t require council approval, unless the effort is deemed to change the snow-clearing policy. Council’s public works committee is expected to debate Allard’s motion on Sept. 7. joyanne.pursaga(a)freepress.mb.ca Twitter: @joyanne_pursaga

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WFP: Disappointment after West End summer cycling route shelved (Sep1'22)
by Beth McKechnie 03 Sep '22

03 Sep '22

Disappointment after West End summer cycling route shelved https://www.winnipegfreepress.com/breakingnews/2022/08/31/aborted-plan-for-… PLANS to install a temporary poly-post protected bike lane on a two-kilometre stretch of Wellington Avenue under the city’s open streets program for 2022 had to be shelved. There was not enough time and no money budgeted to overcome the complications that stopped the project from moving forward in the spring, according to a report by City of Winnipeg staff. The proposed route between Maryland and Strathcona streets in the West End would have filled a need for cyclists, said Mark Cohoe, executive director of Bike Winnipeg. “When you look at that area of the city, what are your east-west opportunities? There’s not a lot,” he said. At its Sept. 7 meeting, the city’s infrastructure renewal and public works committee will vote on whether to send the proposed route to the 2023 budget process. Cohoe hopes there is enough political will to fund and follow through with a bike route on Wellington, but he worries it won’t be a priority. Committee chair Coun. Matt Allard (St. Boniface) said he supports a cycling route on Wellington. He hopes city council will go a step further and approve permanent lanes. At its April 28 meeting, council approved plans for a temporary route with poly posts as part of this year’s enhanced summer bike route program. But city staff determined the protected route is beyond the scope of the program, which reduces speed limits to 30 km/h and places weekend traffic-calming measures on 15 designated routes, not including Wellington, between May and November. Further study is required and dedicated funding would be needed to design and construct the route, according to the report, which cited a number of challenges. Among them, Wellington has varying widths, with some stretches too narrow for a protected cycling route. The intersections with Erin and Wall streets, which are controlled by traffic lights, would have to be reconfigured to establish the right-of-way. To complete the temporary route, all parking would have to be removed from Wellington until it was completed, risking the ire of residents and drivers. Also at its Sept. 7 meeting, the four-member committee will also consider removing barricades set up on most of Scotia Street on weekends and holidays between May and November. When the program was approved, a one-block vehicle travel restriction was to be imposed on Scotia — one of the 15 designated routes — at those times. If approved, the change would not affect the temporary reduced speed limit of 30 km/h. Cohoe believes keeping the reduced speed limit is the right move. Road users fear large volumes of traffic on Scotia — a gateway to Kildonan Park — but a speed limit of 30 km/h helps to reduce that concern, he said. “Certainly, having the reduced traffic on there is a benefit,” he said, noting he hopes the city keeps track of traffic on the street. Scotia is part of the North Winnipeg Parkway Study that is underway. Cohoe is among those who believe the city needs to step up efforts to include new active-transportation routes, where appropriate, when roads are reconstructed or rehabilitated. Cyclist Ian McCausland said it is disappointing when road-construction projects do not include bike routes when the opportunity is there. “The city has to look at all these infrastructure projects through the lens of the climate crisis,” he said. Allard said he also finds it disappointing, given a 2008 city policy which requires reconstruction or rehabilitation of any street on the active-transportation network to include upgrades for cycling. The enhanced summer bike route program, initially known as “open streets,” began in 2020 during the early stages of the COVID-19 pandemic to prioritize active transportation. Now in its third year, the program has been hailed by Allard and fellow committee members Coun. Jeff Browaty (North Kildonan) and Coun. Markus Chambers (St. Norbert-Seine River). “I think a lot of the kinks have been ironed out,” said Allard. “I’m satisfied it has been a success, and that it’s now going to be a feature of Winnipeg.” chris.kitching(a)freepress.mb.ca Twitter: @chriskitching

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