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Macleans: Canada's best cycling schools
by Beth McKechnie 20 Nov '11

20 Nov '11

Canada’s best cycling schools By Macleans.ca <http://oncampus.macleans.ca/education/author/macleansca/> | November 7th, 2011 | 9:46 am *From the 21st Maclean’s University Rankings—on newsstands now. Story by Jason McBride.* If you were to design the perfect bicycling environment, it would include safe, well-maintained and lit streets. It would have almost no car traffic, dedicated bike paths and ample secure parking and storage. It might even have showers purpose-built for sweaty commuters and a well-equipped repair shop where cyclists can get help fixing a flat tire. In short, it would look quite a bit like the campus of McMaster University. McMaster is located in blue-collar, largely car-centric Hamilton, Ont.—an unlikely champion of the bicycle. But in the past two years, the city has been in the vanguard of sustainable travel, expanding cycling infrastructure, improving regional transit and adding carpooling programs. Municipal support has, in turn, emboldened the university, and encouraged both students and faculty to take up, in great numbers, alternative modes of transportation. According to Kate Whalen, manager of McMaster’s office of sustainability, a 2010 campus survey revealed that 37 per cent of students walked or cycled to school. “We have a very engaged population,” she says. And the university is very responsive to the needs of that population. Just one example: after a civil engineering student did a systematic geographic information survey of the use of university bike racks, underutilized racks were relocated to more optimal spots on campus. Ten additional racks are installed each year, Whalen says. Biking has always been an if-you-build-it-they-will-come culture. It’s a no-brainer: the easier and more convenient it is to bike, the more likely people are to use their two-wheelers. And there are no better candidates for cycling than university students: largely able-bodied young people, with tight budgets and, usually, an awareness of the fitness and environmental benefits cycling offers. In recent years, students and faculty have been encouraged even more to ride to school—with universities struggling with the demands of their own growth. Congestion and parking have, meanwhile, become pressing concerns. In 2008, a Transport Canada report highlighted ﬁve post-secondary institutions—McMaster, the University of Ottawa, McGill, the University of British Columbia, and the University of Victoria—and their respective, campus-based “Transportation Demand Management” initiatives. These initiatives all seek to reduce the number of students and university staff that take single-occupancy vehicles to school, offering alternatives from universal student transit passes, carpooling and, of course, improved cycling facilities. Those five universities still offer the best cycling experiences in the country. Each boasts its own cycling co-op where students can rent or borrow bikes, get their bikes fixed, share ideas and work together to better life on campus for all cyclists. And each school adds new services or facilities almost every year. The University of Ottawa, for example, started a bike-share program in the spring of 2011. McGill has had such a program in place for almost a decade, but the newish BIXI system, operated by the City of Montreal, and with many hubs on campus, has expanded this fleet of bikes for rent. The school also aims, in the next year, to double the number of bike racks. The University of Victoria and UBC have long been cycling pioneers. Obviously, the gentle B.C. climate is a major factor, but both schools have created, over the past decade, the most robust and comprehensive bike infrastructure in the country. At UVic, where the percentage of people travelling to and from campus by bike increased 67 per cent in the last four years, there are 3,000 parking spaces and 96 bike lockers. UBC’s bike co-op offers numerous repair and safety courses, including some specifically geared to women, and a nascent cargo bike-share program. The inclusivity and diversity of the programs, as well as the planning and design of Vancouver itself—there are no highways through the city, and all buses can carry bikes on their front racks—have all contributed to an increase in biking. Jean-François Caron, a graduate student in physics and a former president of the co-op, says, “Cycling is no longer a symbol of poverty or low status; it’s just something people do.” And they’re doing it in increasing numbers on more surprising campuses as well. Students at the University of Calgary were delighted that their much beloved volunteer-run community bike shop, the Bike Root, found a new home this fall after its temporary campus location closed; the city’s progressive mayor, Naheed Nenshi, and his own new municipal bicycling strategy, have put more wind at their backs. Even at the University of Windsor, in a city where Fords are a far more common sight than Schwinns, a growing community of cyclists has made its presence felt. “People are waking up to the fact that Windsor’s a great place to cycle,” says Christopher Waters, the associate dean at Windsor’s law school. “It’s flat, the climate’s mild relative to the rest of Canada, and we have a beautiful waterfront trail from one side of town to the foot of campus.” Waters, a member of the Windsor cycling committee, proudly makes a point of riding to school no matter the season or weather: “I, quite literally, did not miss a day last year.” *Canada’s top five biking schools* *University of Victoria:* Victoria is Canada’s cycling capital. UVic offers tons of parking, lockers—even a bike bursary program where old bikes are refurbished and lent to students. *University of British Columbia:* UBC’s famous purple-and-yellow bike-share program and good number of end-of-trip facilities (with lockers and showers) make cycling in Vancouver easy and accessible. *University of Ottawa:* Parking doesn’t come cheap in the nation’s capital (or its university) but upgraded cycling amenities—including an effective theft-prevention program—and 500 km of bike lanes in the city are quickly reducing car use. *McMaster:* The school’s Sustainability Office monitors and improves biking infrastructure, bolstered by Hamilton’s increasing municipal efforts on alternative transportation. *McGill:* A Danish urban planning authority recently named Montreal North America’s top cycling city. McGill even has its own Bicycling Research Centre. http://oncampus.macleans.ca/education/2011/11/07/canadas-best-cycling-schoo…

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Trucks can be made safer for cyclists, study shows
by Beth McKechnie 17 Nov '11

17 Nov '11

Trucks can be made safer for cyclists, study shows renata d’aliesio Published Sunday, Nov. 13, 2011 9:25PM EST / Last updated Monday, Nov. 14, 2011 10:37AM EST http://www.theglobeandmail.com/news/national/toronto/regulator-unmoved-by-s… It’s a debate that’s gone on for years: Should truck drivers be forced to install side guards to help prevent pedestrians and cyclists from being crushed under their rear wheels? To families and friends of the victims, it’s a life-saving measure, a position reinforced after the tragic death of a cyclist in Toronto last week. But the trucking industry and the federal transportation regulator argue the evidence of the side-guard’s effectiveness isn’t clear. The debate moves to Ottawa on Monday when opposition MP Olivia Chow will press the government to make the protection mandatory on trucks across the country. A report from 2010, commissioned by Transport Canada and made available to The Globe and Mail, shows that since the introduction of guards on the side of most trucks in Europe in the late 1980s, the number of cyclists and pedestrians killed or seriously wounded in crashes with large vehicles has dropped. However, the National Research Council Canada, which produced the study, found it unclear whether the safety measure was entirely responsible for the decrease in deaths and injuries, or one of several factors. Transport Canada spokeswoman Melanie Quesnel said in an e-mail that her department would be open to examining the issue further “should any valid information become available in the future to support the use of side guards as a significant means to improve safety.” That’s not going down well with friends and relatives of people who might have been helped, if not saved, by these protective guards. “The truck that was involved in Toronto’s incident [last] week would have cost $800 for a side guard,” said Jeannette Holman-Price, whose 21-year-old daughter was crushed by a snow-removal truck in Montreal six years ago. “Do you think that company wouldn’t have wished that they had that side guard in place? Do you think that driver wouldn’t have wished to have had that in place? “Eight hundred dollars to save that woman’s life.” The Canadian study cited a British probe that zeroed in on crashes involving the sides of trucks. A substantial reduction in cyclist deaths (61 per cent) and serious injuries (13 per cent) occurred 10 years after side guards were introduced. Still, the government research agency cautioned side guards are only part of the solution and an uncertain one at that. “It is not clear if side guards will reduce deaths and serious injury or if the guards will simply alter the mode of death and seriously injury,” it concluded. Several of Jenna Morrison’s friends believe safety guards might have saved her life. The 38-year-old yoga instructor was five months pregnant, and on her way to pick up her five-year-old son from school, when her bike collided with a truck turning right on a major Toronto street last Monday. She was pulled under the truck and crushed beneath its back wheels. Toronto police are investigating the circumstances of the crash to determine whether charges should be laid. At a downtown Toronto intersection Monday, bike riders will gather to ride in honour of Ms. Morrison. The cyclists will pedal to the intersection where she died and stop for a moment of silence. Later in the day in Ottawa, Ms. Chow will reintroduce a private member’s bill urging the federal government to make side guards mandatory on most trucks in the country. This is the NDP MP’s third try at changing the regulation. >From 2004 to 2006, 77 pedestrians and 24 cyclists died nationwide as a result of collisions with heavy vehicles in urban areas, government statistics show. Another 1,410 people were injured. Estimates on the cost of side guards range from $600 to $2,600, depending on the type of truck and guard. In some cases, the cost could be recovered through improved fuel efficiency, the National Research Council study said. “The cost would be minimal, compared with the lives that could be saved,” Ms. Chow contended. “It’s just a tragedy all these senseless deaths.” Ontario’s chief coroner’s office recently announced it would review cyclist and pedestrian deaths in the province. The probe will look at what has changed since a 1998 examination of fatalities involving cyclists. That coroner’s review recommended Ottawa examine the life-saving potential of side guards. The 2005 death of Toronto bike rider Ryan Carriere, a father of two young girls who was crushed beneath a truck, also sparked demands for change: the City of Toronto requested that Transport Canada introduce side guards on trucks in 2006. Mr. Carriere’s widow, Megan Holtz, said she believes the safety device would have saved his life and added she hopes the latest coroner’s review presses the federal government to act. She also wants the city to build bike lanes separated by barriers. “He was not riding recklessly. He was riding carefully, and yet he was killed,” she said. “It terrifies me that my children want to ride in the city.” For now, the federal government has no plans to regulate side guards. Prominent Toronto neurosurgeon Charles Tator wants the federal and provincial governments to take a closer look at the safety tool. But Canadian Trucking Alliance president David Bradley doesn’t believe sufficient evidence exists to support making side guards mandatory. He maintains there are better measures to explore, such as adding bike lanes and education campaigns on sharing the road. “Everybody feels badly for what’s happening,” Mr. Bradley said, “but too often people jump to conclusions about things that really might sound like they would work but don’t hold up to empirical scrutiny.” Ms. Holman-Price has no doubt side guards work. The Newfoundland mother said they would have prevented her daughter’s death and her son’s brain injury. The pair were standing on a snowbank in Montreal, waiting to cross the street, when the 10-year-old boy was snagged by a snow-removal truck and pulled underneath in December, 2005. His sister scrambled and pushed him to safety, but in doing so, she slid under the truck and was crushed by its wheels. Their mother has been campaigning for safety guards on trucks ever since. “I’m 100-per-cent positive that they would have made a difference in my daughter’s case and my son’s as well,” Ms. Holman-Price said. “Had there been a side guard there, they wouldn’t have been able to get underneath the truck.”

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Webinar - Parking: Buffers, Bikes & Cars (Wed, Nov.16, 2-3, EcoCentre)
by Beth McKechnie 10 Nov '11

10 Nov '11

Green Action Centre and Bike to the Future invite you to join us for a local viewing of the APBP webinar on *"Parking: Buffers, Bikes and Cars" *at the EcoCentre (3rd floor, 303 Portage Ave) followed by group discussion. RSVPs appreciated but not necessary. Hope to see you then! cheers, Beth 925-3772 Association of Pedestrian and Bicycle Professionals (APBP) presents: Parking: Buffers, Bikes and Cars Wednesday, November 16 • 2:00 to 3:00 pm CST On-street parking is a significant issue for urban bike lane design; it has thus far not proven feasible to reduce [image: image]large quantities of on-street parking to create high quality bicycle infrastructure.This discussion will be relevant for professionals struggling with how to create bicycle infrastructure that is as comfortable and safe as possible within constrained environments where it is politically impractical to reduce parking. This webinar will provide you with simple, practical solutions to reduce conflicts between parked cars and on-street bicycle facilities. You will learn how to apply low cost solutions that are mindful of federal guidance but also capitalize on the latest advances in the U.S. and elsewhere. Solutions discussed in this webinar will address engineering liability concerns and consider maintenance impacts (cost and manpower). Many agencies are supportive of these concepts in theory but struggle to get past these two issues. Specific discussion will focus on: - Buffered bike lanes, parallel lines, cycle tracks, door zone markings, facility dimensions, color, signs, educational/marketing efforts - How the MUTCD and AASHTO apply to the various treatments - The state of the practice in the U.S. and around the world - The state of the research for each treatment - Identifying when and where it may be appropriate to deploy particular treatments. The presenter is Bill Schultheiss, PE, Senior Engineer, Toole Design Group. Bill has more than a decade of experience on high quality engineering and design for a range of projects including bicycle master plans for the cities of Seattle, Baltimore and Washington, D.C.; pedestrian and bicycle design guidelines for state and local governments; and site specific solutions for urban, suburban and rural design challenges. He is a member of the Bicycle Technical Committee of the National Committee on Uniform Traffic Control Devices. He holds a BS in Civil and Environmental Engineering.

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Nat'l Post: Don't let dimwitted rules push e-bikes off the roads
by Beth McKechnie 09 Nov '11

09 Nov '11

Interesting discussion from ON / TO about rules regarding e-bikes vs scooters and their place on the road / bike lane / pathways... Don't let dimwitted rules push e-bikes off the roadsTerence Corcoran, National Post · Oct. 29, 2011 http://www.nationalpost.com/news/dimwitted+rules+push+bikes+roads/5626449/s… I love my e-bike and I'm here to defend it. Save the E-Bike! - the real, the genuine and the only e-bike - is a campaign I hope my fellow opinion mongers here at the National Post will join. More directly, this is an appeal to Peter Kuitenbrouwer and Chris Selley, who recently wrote columns on e-bikes, to take a fresh look at the issue, refine their views and sign up for a rational and consistent e-bike policy for Toronto. If we do not do this, one of the greatest two-wheel transportation concepts since the invention of the bicycle could be lost to this great city. The true e-bike is one with working muscle-powered pedals and an electric battery assist. Thanks to dimwitted policy from the provincial government, the e-bike is being driven off the market in Ontario. The province has created such confusion that both Mr. Kuitenbrouwer and Mr. Selley took positions that came down solidly in favour of two opposite policy options that are both wrong. The Kuitenbrouwer policy: Ban all e-bikes from bicycle lanes and force bikers and their aggressive speeding machines to be licensed as the equivalent of motorcycles that must drive on regular roadways. "Pedal a bicycle or go slug it out in traffic with cars," he wrote in a recent column. The Selley policy: Leave the e-bikes alone. Let them use bike lanes. The problem isn't the e-bikes, it's the e-bikers. "Cyclists and e-cyclists alike do stupid things out there. But let's hate the sinner, not his ride." I will now drive down the middle of this debate on my e-bike, the Schwinn I-Zip Electric Bike, purchased about four years ago from Canadian Tire for an end-of-season bargain price of about $350. It has an excellent gearing system. If I want, I can pedal the I-Zip from a standing start to typical bike speeds; it's heavy, so the start-up is slow by Tour de France standards. Alternatively, since my knees are a wreck, I usually turn on the battery, turn the right handlebar power grip, and gently power the bike forward. At any speed, I can pedal my I-Zip or engage the electric power assist, or do both. As anybody with bad knees can tell you, pedalling uphill is a killer. My I-Zip takes me up hills painlessly and with great ease. Coasting down to the Lake Shore from midtown is always a pleasure. With my I-Zip, so is the ride back up. The I-Zip looks like a bicycle and rides like a bicycle, although purists still scoff at the idea. Cycle enthusiasts believe riding should be work by definition. They view bicycles as machines to crank up their cardio-vascular systems. To them, a bicycle with power is a contradiction. "What's the point?" One point is fun, enjoyment. Bicycles, after all, originated as leisure vehicles. The point is being able to enjoy them without the pain. For older people, e-bikes can open up the pleasure of cycling that age might have taken away. The first problem with the Kuitenbrouwer/Selley positions is that they are not talking about e-bikes. Both their columns were accompanied by pictures of e-scooters, and both columns consistently referred to e-bikes and e-scooters as if they were one and the same. But e-scooters are not e-bikes, a distinction that is carefully made by lawmakers in Europe and the United States. It is a distinction that Toronto's scooter retailers consistently obscure and fail to make. Thanks to bungled provincial rules, electric scooters are treated as bicycles, even though their pedals are awkwardly placed and rarely used. Like bicycles, they require nothing more than the cash to buy the scooter. "No pollution, no gas, no licence, no insurance, no tickets, no parking fees, no noise, no brainer," touts one retailer. Drive anywhere - on the street, middle of lanes, in bike lanes. How did the province come to this policy? Whatever its origins, the effect has been to create a surge of interest in electric scooters and to squelch interest in genuine e-bikes. The City of Toronto has an opposite and equally dumb rule. In the city's view, e-bikes and e-scooters are the same. All motor-powered vehicles are banned from park pathways. And only "muscle-powered vehicles" are allowed in bike paths on city streets. Smarter rules exist elsewhere. In Europe, where e-biking (as opposed to e-scootering) is more advanced, rules allow e-bikes on bike lanes but force e-scooters out into regular traffic. Jeff McGuane, president of the Cycling Sports Group of Dorel Industries of Montreal - which makes Schwinn, Cannondale and other e-bike models - says "strict regulations" differentiate e-bikes from e-scooters in Europe. E-bikes must be pedal-operated (e-scooters are not) and the power assist from the battery is limited to certain speeds and wattage. Rules may vary, but a typical German rule would prevent the use of e-bikes that exceed 30 kilometres an hour or have wattage exceeding 450. Escooters are treated as motorcycles. The market for e-bikes this year in Europe is about one million, 30 million worldwide, mostly in China. Mr. McGuane says it may be three or four years before North America picks up the trend. In the United States, federal rules and regulation in states such as Oregon have clear e-bike standards that are well ahead of Ontario's mindless policy. Oregon describes an "electric assisted bicycle" as one with "fully operational pedals for human propulsion and an electric motor" limited to a maximum 1,000 watts. Top speed is limited to 20 miles per hour. The City of Portland, using state definitions, allows e-bikes to use the city's extensive bike-lane infrastructure. In Minnesota, the City of Minneapolis has similar e-bike allowances. At Schwinn, e-bikes are seen as a future wave. My I-Zip (450 watts, top speed about 20 km/h, range 25 kilometres) isn't available any more at Canadian Tire. Best Buy offers a similar model in the United States, but not in Canada. Mr. McGuane, however, sees a boom coming. More than 10% of all bicycles sold through specialty retailers in Germany and the Netherlands are genuine e-bikes. Schwinn has models in the U.S. priced from $799 to $2,800, with a new Cannondale state-of-the art model boasting a "Bosch power system" that calibrates pedal power and motor output. But will they ever make it to Toronto? My speculation is that genuine e-bikes were pushed out of the city by a dumb regulation that allowed e-scooters on the road as bicycles. That gave scooter retailers a market advantage at the expense of e-bikes. The policy should be changed and made clear: e-scooters licensed on the road as motorcycles, e-bikes allowed in bike lanes as bicycles. tcorcoran(a)nationalpost.com

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Webinar tomorrow! Small and Rural Communities: Planning and Implementing Sustainable Transportation
by Jessie Klassen 08 Nov '11

08 Nov '11

Hi All, Green Action Centre and Bike to the Future invite you to join us for a local viewing of the following webinar at the EcoCentre (3rd floor, 303 Portage Ave) followed by group discussion - *Wed, Nov. 9th, 12:30-1:30 pm – Improving Travel Options in Small and Rural Communities *(Transport Canada) details below _____________________________ *Improving Travel Options in Small and Rural Communities* *November 9, 2011, 12:30-1:30 pm CST* Geoff Noxon, Noxon Associates This webinar is intended to help practitioners - engineers, planners, health professionals, economic development officials, and others - produce plans and implement appropriate travel options for residents of small and rural communities. This includes a range of actions that make personal transportation activities more sustainable, such as encouraging drivers to operate their cars more efficiently, or to leave their cars at home and walk, cycle, take transit, or carpool instead. This webinar will look at how to use three guides available for free from Transport Canada: - Improving Travel Options in Small and Rural Communities; - Transportation Demand Management for Canadian Communities: A Guide to Understanding, Planning and Delivering TDM Programs; and, - Changing Transportation Behaviours: A Social Marketing Planning Guide. For more information: http://www.tc.gc.ca/eng/programs/environment-urban-guidelines-practitioners… http://www.tc.gc.ca/eng/programs/environment-urban-menu-eng-2054.htm *Hope to see you there! *** *Jessie Klassen* | Workplace Commuter Options <http://greenactioncentre.ca/>Green Action Centre<http://www.greenactioncentre.ca>| Find us here<http://greenactioncentre.ca/content/ecocentre-directions-and-travel-options/> 3rd floor, 303 Portage Avenue* | *(204) 925-3772 Green Action Centre is your non-profit hub for greener living. Support our work by becoming a member<http://greenactioncentre.ca/support/memberships/>

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New research: Stroke & traffic-related air pollution
by Beth McKechnie 07 Nov '11

07 Nov '11

*Some new research (article pdf attached) forwarded by Cyndi Otfinowski...* Stroke. <http://www.ncbi.nlm.nih.gov/pubmed/22052517#> 2011 Nov 3. [Epub ahead of print] Stroke and Long-Term Exposure to Outdoor Air Pollution From Nitrogen Dioxide: A Cohort Study. Andersen ZJ<http://www.ncbi.nlm.nih.gov/pubmed?term=%22Andersen%20ZJ%22%5BAuthor%5D>, Kristiansen LC<http://www.ncbi.nlm.nih.gov/pubmed?term=%22Kristiansen%20LC%22%5BAuthor%5D>, Andersen KK<http://www.ncbi.nlm.nih.gov/pubmed?term=%22Andersen%20KK%22%5BAuthor%5D>, Olsen TS<http://www.ncbi.nlm.nih.gov/pubmed?term=%22Olsen%20TS%22%5BAuthor%5D>, Hvidberg M<http://www.ncbi.nlm.nih.gov/pubmed?term=%22Hvidberg%20M%22%5BAuthor%5D>, Jensen SS<http://www.ncbi.nlm.nih.gov/pubmed?term=%22Jensen%20SS%22%5BAuthor%5D>, Ketzel M<http://www.ncbi.nlm.nih.gov/pubmed?term=%22Ketzel%20M%22%5BAuthor%5D>, Loft S <http://www.ncbi.nlm.nih.gov/pubmed?term=%22Loft%20S%22%5BAuthor%5D>, Sørensen M<http://www.ncbi.nlm.nih.gov/pubmed?term=%22S%C3%B8rensen%20M%22%5BAuthor%5D>, Tjønneland A<http://www.ncbi.nlm.nih.gov/pubmed?term=%22Tj%C3%B8nneland%20A%22%5BAuthor%…>, Overvad K<http://www.ncbi.nlm.nih.gov/pubmed?term=%22Overvad%20K%22%5BAuthor%5D>, Raaschou-Nielsen O<http://www.ncbi.nlm.nih.gov/pubmed?term=%22Raaschou-Nielsen%20O%22%5BAuthor…> . Source >From the Institute of Cancer Epidemiology, Danish Cancer Society, Copenhagen, Denmark; Informatics and Mathematical Modelling, Technical University of Denmark, Lyngby, Denmark; The Stroke Unit, Frederiksberg Hospital, Frederiksberg, Denmark; the Department of Environmental Science, Aarhus University, Roskilde, Denmark; the Section of Environmental Health, University of Copenhagen, Copenhagen, Denmark; the School of Public Health, Aarhus University, Aarhus, Denmark; and the Centre for Cardiovascular Research, Aalborg Hospital, Aarhus University Hospital, Aalborg, Denmark. AbstractBACKGROUND AND PURPOSE: Years of exposure to tobacco smoke substantially increase the risk for stroke. Whether long-term exposure to outdoor air pollution can lead to stroke is not yet established. We examined the association between long-term exposure to traffic-related air pollution and incident and fatal stroke in a prospective cohort study. METHODS: We followed 57 053 participants of the Danish Diet, Cancer and Health cohort in the Hospital Discharge Register for the first-ever hospital admission for stroke (incident stroke) between baseline (1993-1997) and 2006 and defined fatal strokes as death within 30 days of admission. We associated the estimated mean levels of nitrogen dioxide at residential addresses since 1971 to incident and fatal stroke by Cox regression analyses and examined the effects by stroke subtypes: ischemic, hemorrhagic, and nonspecified stroke. RESULTS: Over a mean follow-up of 9.8 years of 52 215 eligible subjects, there were 1984 (3.8%) first-ever (incident) hospital admissions for stroke of whom 142 (7.2%) died within 30 days. We detected borderline significant associations between mean nitrogen dioxide levels at residence since 1971 and incident stroke (hazard ratio, 1.05; 95% CI, 0.99-1.11, per interquartile range increase) and stroke hospitalization followed by death within 30 days (1.22; 1.00-1.50). The associations were strongest for nonspecified and ischemic strokes, whereas no association was detected with hemorrhagic stroke. CONCLUSIONS: Long-term exposure to traffic-related air pollution may contribute to the development of ischemic but not hemorrhagic stroke, especially severe ischemic strokes leading to death within 30 days.

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Employment opportunity - Sustainability Coordinator RRC
by Beth McKechnie 07 Nov '11

07 Nov '11

While this employment opportunity goes beyond AT, I thought it might be of interest to subscribers of this listserv. Please share widely. cheers, Beth ---------- Forwarded message ---------- From: Sara MacArthur <smacarthur(a)rrc.mb.ca> Date: Mon, Nov 7, 2011 at 10:37 AM Subject: Employment opportunity **** Hi, **** Red River College’s Office of Sustainability is growing – we’re hiring a Sustainability Coordinator. Please pass this posting around to your contacts who might be interested. Thanks. ** *Sara MacArthur **MCP LEED® AP*** Manager of Sustainability [image: Description: Description: Sustainable leaf.jpg]**** Red River College**** C409-2055 Notre Dame Avenue R3H 0J9**** **** p: 204.632.2166 f: 204. 632.9661**** e: smacarthur(a)rrc.mb.ca**** ** ** Become a fan of Sustainability@RRC on Facebook<http://www.facebook.com/pages/Winnipeg-MB/Sustainability-Red-River-College/…> **** ** **

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NYC encourages AT for students, launches program to encourage walking to school
by Beth McKechnie 05 Nov '11

05 Nov '11

FOR IMMEDIATE RELEASE Press Release # 11-91 Wednesday, November 2, 2011 Seth Solomonow/Nicole Garcia (212) 839-4850 *NYC DOT Commissioner Sadik-Khan and Mayor Koch Encourage Active Transportation for New York City Students, Launch Program to Encourage Walking to School New initiative allows schools to opt-in for program to develop lesson plans to further promote walking as a safe, healthy way to get around Officials read Koch’s book, “Eddie Shapes Up,” to Manhattan’s P.S. 64 students, underscoring the importance of encouraging walking, biking and taking transit * New York City Department of Transportation (DOT) Commissioner Janette Sadik-Khan and Mayor Edward I. Koch today hosted a special reading of *Eddie Shapes Up*, a children’s book written by the mayor, and launched Walk Ways, a new program that helps schools establish the importance of active transportation and gives them the resources to encourage walking among students. Schools can visit nyc.gov/dot to register, download lesson plans and connect with DOT safety educators for guidance and to develop tailored walk-to-school route plans. The Commissioner and Mayor joined fourth and fifth graders from P.S. 64 in Manhattan’s East Village for the event. “With unprecedented safety redesigns and educational initiatives in all five boroughs, our streets are shaping up for New Yorkers of all ages to walk and bike more,” said DOT Commissioner Sadik-Khan. “By teaching students the benefits of active transportation, we’re helping them build healthy habits for life.” “The most marvelous sight in New York City is to see youngsters, adolescents and adults cycling on the many bicycle paths we now have which separate bikers from vehicular traffic,” said Mayor Koch. “It is glorious to watch, and I wish I were young again to participate.” Co-written with Mayor Koch’s sister, Pat Koch Thaler, and with illustrations by Jonathan Hoefer, *Eddie Shapes Up* describes an overweight student’s path to getting healthy by eating better and exercising more, and how fun being active can be. DOT works with New York City schools to encourage safe, active transportation and educates students about the benefits of walking and biking to school. In addition to launching the citywide contest, “We’re Walking Here NYC,” last month, DOT Safety Education hosted a special Walk to School Day event with P.S. 197 in Manhattan as part of International Walk to School Day. Similarly, the agency organizes annual Bike to School Day activities. This June, it worked with the Department of Health & Mental Hygiene and Bike New York to conduct rides with students from P.S. 89 and I.S. 302 in Cypress Hills, Queens. In the last decade, pedestrian traffic fatalities have dropped more than 25% and DOT is working to combine education and engineering to achieve its aggressive goal of reducing all traffic fatalities by 50% by 2030, focusing on tailoring streets so they are safer for the most vulnerable pedestrians: students and seniors. As part of its Safe Routes to School campaign, the DOT makes safety upgrades that can include improved signage and marking, among other additions, to make motorists more aware of the high volumes of student pedestrians, as well as make the streets easier for youths to cross safely. The agency also launched efforts to triple the number of 20 mph speed zones around schools from 25 to 75, among other initiatives. For more information, visit nyc.gov/dot <http://www.nyc.gov/dot>. http://www.nyc.gov/html/dot/html/pr2011/pr11_91.shtml

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EcoMobility Gaining Ground, Step by Step
by Beth McKechnie 03 Nov '11

03 Nov '11

EcoMobility Gaining Ground, Step by Step By Stephen Leahy * http://www.ipsnews.net/news.asp?idnews=105672 [image: Bike sharing system in Changwon, South Korea. / Credit:City of Changwon] Bike sharing system in Changwon, South Korea. Credit:City of Changwon <http://www.ipsnews.net/news.asp?idnews=105672> * *CHANGWON, South Korea, Nov 1, 2011 (Tierramérica) - Berlin is a big capital city of a country famed for making excellent automobiles, but it can no longer afford roads and is now moving people by transit, bike and especially through walking.Berlin is not alone. Paris, Tokyo, Seoul, Bogotá, New York City and other major cities simply cannot afford the cost, the pollution, the noise and the congestion of more cars. They are embracing a new concept called EcoMobility - mobility without private cars. "EcoMobility is not only walking, cycling and public transportation. It is about these three systems clicking together: connectivity is the key," Gil Peñalosa, former director of parks and recreation in Bogotá, Colombia, told those attending the EcoMobility Changwon 2011<http://ecomobility2011.iclei.org/>congress. The congress on Mobility for the Future of Sustainable Cities was organised by the South Korean city of Changwon and ICLEI - Local Governments for Sustainability <http://www.iclei.org/index.php?id=about>, an association of local government members from more than 1,220 cities in 70 countries. "The famous Times Square in New York City is now a permanent pedestrian mall. Who would have believed that could happen just three years ago?" Peñalosa commented to Tierramérica. "Five years ago who would have thought Paris would have over 22,000 bikes as part of a tremendously successful bike sharing system?" added Peñalosa, who is now the executive director of 8-80 Cities<http://www.8-80cities.org/>, an NGO based in Toronto that promotes walking, cycling, parks and urban trails to improve the public life of cities. "We need to build cities around people and not around cars," he stressed. EcoMobility is defined as moving people and goods in urban areas using combinations of walking, cycling (including electric bikes) and wheeling (roller blades), public transport, and light electric vehicles. The concept is being widely embraced by cities looking for affordable and effective forms of sustainable transport. "Cities should focus more on moving people rather than moving vehicles," said Stephen Yarwood, mayor of Adelaide, Australia. The fact is, cars are not very good at moving people. A standard 3.5-meter-wide city street has a maximum capacity of 2,000 people in cars per hour. The same road can carry 14,000 cyclists or 19,000 pedestrians each hour. Light rail in the same space can move 22,000 people, and a double lane of bus rapid transit will move 43,000 people, said Manfred Breithaupt, director of the GIZ Sustainable Urban Transport Project<http://www.sutp.org/>, a German NGO. The transportation sector is one of biggest contributors of carbon dioxide to the atmosphere, responsible for 25 to 30 percent of the emissions causing climate change. Cars and scooters are by far the biggest sources of carbon dioxide on a per-kilometre, per-person basis, said Breithaupt. Cycling or walking produces no greenhouse gases at all. Moving people out of cars is an enormous challenge. One major reason is the endless multi-billion-dollar advertising by automobile companies telling people that buying a car is the ticket to success, freedom, status and other nonsense, said Peñalosa. "Car companies attack transit with their commercials. Someone told me that in their country, one advertisement suggests people using subways have some kind of 'subway stink'," he said. In North America the cost of owning and operating a private automobile amounts to 8,000 to 12,000 dollars a year, according to automobile clubs. That can be 25 to 50 percent of the average family's after-tax income, illustrating the success of automobile advertising. "How else could we be spending 20 times more than we need to get around?" wondered Peñalosa. This is changing in Germany. "More than 80 percent of young people don't think they need private cars," said Bernhard Ensink, secretary general of the European Cyclists’ Federation, an NGO based in Brussels. Car ownership in Germany and other European countries is slowly declining, he said, because there are cheaper and easier ways to get around. Mobility is also a moral issue, Ensink said. "Who gets the negative impacts of car ownership? It is never the car owner, it is always the public and particularly the poor, especially those living in car-dependent cities." Among those impacts are accidents where cars kill and injure thousands of pedestrians and cyclists every day. In fact, car accidents are the primary cause of death for young people aged 15 to 29 years worldwide. But shifting to an EcoMobility focus is difficult, said Yeom Tae-Young, mayor of the city of Suwon outside of Seoul, Korea. "Citizens must know about EcoMobility and the government's commitment must be clear," he told the congress participants. Suwon, an ancient city with just over a million inhabitants, is competing with Changwon to become South Korea's greenest and lowest-carbon city. Not all people will agree, and there will be inconveniences, but the public will still support the changes if they understand it is for the greater good. "We cannot close our eyes to the challenge of climate change," he concluded. -- *Beth McKechnie* | Workplace Commuter Options <http://greenactioncentre.ca/>Green Action Centre<http://www.greenactioncentre.ca/> <http://greenactioncentre.ca/content/ecocentre-directions-and-travel-options/> 3rd floor, 303 Portage Ave | (204) 925-3772 | Find us here<http://greenactioncentre.ca/content/ecocentre-directions-and-travel-options/> Green Action Centre is your non-profit hub for greener living. Support our work by becoming a member<http://greenactioncentre.ca/support/memberships/>

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Bike trails, house prices and property taxes
by Beth McKechnie 03 Nov '11

03 Nov '11

[Thanks to Ian Hall for sending this along...] ** Interesting short news item: http://www.theatlanticcities.com/commute/2011/10/how-much-bike-trail-worth/… "...according to research coming out of the University of Cincinnati<http://www.uc.edu/news/NR.aspx?id=14300>, proximity to trails in urban areas increases property values, which in turn boosts the amount of property taxes filling government coffers. The research, by planning professor Rainer vom Hofe and economics professor Olivier Parent, looked at houses along a 12-mile stretch of the Little Miami Scenic Trail <http://trailsfromrails.com/miami_scenic_trail.htm>, a former rail line that cuts across the northeastern portion of Cincinnati. The pair found that home buyers were willing to pay a premium of $9,000 to be within 1,000 feet of access to the trail." -- *Beth McKechnie* | Workplace Commuter Options <http://greenactioncentre.ca/>Green Action Centre<http://www.greenactioncentre.ca/> <http://greenactioncentre.ca/content/ecocentre-directions-and-travel-options/> 3rd floor, 303 Portage Ave | (204) 925-3772 | Find us here<http://greenactioncentre.ca/content/ecocentre-directions-and-travel-options/> Green Action Centre is your non-profit hub for greener living. Support our work by becoming a member<http://greenactioncentre.ca/support/memberships/>

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