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Picard in the Globe: "taking vehicle violence seriously as a public health issue"
by Charles Feaver 09 Mar '22

09 Mar '22

Health reporter Andre Picard wrote an excellent opinion piece in todays Globe and Mail; https://www.theglobeandmail.com/opinion/article-how-the-pandemic-spurred-mor e-traffic-violence/ How the pandemic spurred more traffic violence The COVID-19 pandemic has, in addition to the obvious ravages caused by the novel coronavirus, affected public health in many unexpected ways. One of the most concerning consequences has been a sharp increase in traffic violence, from pedestrian deaths to motor vehicle crashes and road rage. When the first lockdowns began, most commuters stayed home. In cities across North America, large swaths of streets were closed to traffic to make way for an influx of pedestrians practising physical distancing. Bicycle sales soared as people embraced the quiet streets. There were bold predictions that traffic deaths, which were already far too high, would fall sharply. Some urbanists dreamed aloud that we would finally start rethinking the design of our car-centric towns and cities. But, after a brief respite, something strange happened. Beginning in the summer of 2020, traffic deaths soared. That trend continued through 2021 and shows no signs of slowing down as the return to normalcy continues. The United States recorded <https://www.nsc.org/newsroom/motor-vehicle-deaths-2020-estimated-to-be-high est> 42,060 road deaths in 2020, up sharply from <https://injuryfacts.nsc.org/motor-vehicle/overview/introduction/> 39,107 in 2019, according to the U.S. National Safety Council. The number of pedestrian deaths <https://www.ghsa.org/resources/news-releases/GHSA/Ped-Spotlight-Addendum21# :~:text=GHSA%20projects%20there%20were%206%2C721,increase%20from%201.9%20in% 202019> climbed to 6,721 in 2020, up from 6,412 in 2019, according to the Governors Highway Safety Association. While thats a modest increase, when you consider that the miles travelled were down sharply (by 13 per cent), that translates into a 21-per-cent increase based on vehicle miles travelled, a commonly used metric. In addition, the GHSA only catalogues deaths on major roadways. A significant number of pedestrians are also killed in parking lots, driveways and such about 1,500 annually. As with COVID-19, the burden of traffic violence falls disproportionately on low-income residents and elders. They are more likely to walk, and have a greater dependence on decent pedestrian infrastructure. The economic cost of traffic violence is around <https://www.nsc.org/speeches-testimony/testimony-to-the-us-house-of-represe ntatives-commi> US$463-billion annually, again according to the National Safety Council. That includes property damage, medical costs, and wage and productivity losses. Those are U.S. numbers. The trend is a bit different in Canada. In 2020, fatalities were down one per cent to 1,745; serious injuries down 12 per cent to 7,868 and; personal injuries down 28 per cent to 101,572. However, Canadians cut back on travel far more than Americans, so the numbers are all up based on kilometres travelled. And its not clear what happened in 2021 when restrictions loosened. But there is good anecdotal evidence that the trend toward more death and destruction on roads is occurring here, too. The consumer group Piétons Québec, for example, says that a decade of gains in pedestrian safety was wiped out during the pandemic. So, whats going on? The short answer is that quieter roads have not made for safer roads; the result of open roads has been more speeding and reckless driving. Three factors account for the majority of fatal motor vehicle crashes: speeding, impaired driving and a lack of seat belts. But underlying those human factors is the reality that cars (and trucks and SUVs) are designed to go fast and make cocooned drivers feel impervious to risks. Roads, too, are designed for speed, not safety. During the pandemic, there has been less enforcement of traffic rules (not that there was much before) as police were urged to minimize unnecessary contact. Who has not noticed a growing tendency of vehicles to blow through red lights and stop signs? Road racing seems to have become a popular pastime. Crossing streets has increasingly become a contact sport for pedestrians and cyclists. During COVID-19, alcohol consumption <https://www.theglobeandmail.com/opinion/article-drinking-skyrocketed-during -covid-19-whys-it-so-hard-to-learn-the/> skyrocketed, and so did <https://tirf.ca/downloading/?dlm-dp-dl=6571&utm_source=stalberttoday.ca&utm _campaign=stalberttoday.ca%3A%20outbound&utm_medium=referral> impaired driving. There is also a lot of pandemic anxiety and frustration, and in many instances weve seen that translate into COVID rage not just on the roads, but in restaurants, on airplanes and during many other public interactions. Its all part of a larger problem of fraying social norms and an embrace of selfish individualism. And what better symbol than a big, hoarking truck? The anonymity afforded by sitting in a large metal box (often with tinted windows) is similar to the anonymity afforded by social media platforms. Violence is up sharply in these pandemic times, from <https://www150.statcan.gc.ca/n1/pub/85-002-x/2021001/article/00017-eng.htm> murders, to random attacks, to the gurgling anger in cyberspace. Traffic violence is part of that disturbing trend. We have vehicles increasingly used as tools for disruption, from truck convoys to overt violence. A <https://apps.bostonglobe.com/news/nation/2021/10/vehicle-rammings-against-p rotesters/map/> Boston Globe analysis found at least 139 incidents of cars driving into demonstrators between May, 2020, and September, 2021. There is much to be done to counter these problems. But it begins with taking vehicle violence seriously as a public health issue. We need to stop blindly worshipping at the altar of the car, and get back to the instincts we had early in the pandemic to make streets more accessible, more pleasant and safer. Its well past time to return urban streets to people, to build a foundation for healthy, green, liveable cities. Charles Feaver 11 Harvard Ave Winnipeg R3M 0J6 204.293.6332

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WFP: Committee takes step towards citywide crosswalk upgrades (Mar9'22)
by Beth McKechnie 09 Mar '22

09 Mar '22

Committee takes step towards citywide crosswalk upgrades https://www.winnipegfreepress.com/local/city-takes-step-toward-widespread-i… EYE-level lights intended to improve safety at pedestrian crosswalks by better catching the eye of drivers could soon be installed across Winnipeg. A new motion calls for the city to ensure low-mounted, eye-level safety lights are installed at all lighted pedestrian crosswalks “as soon as possible.” It was approved Tuesday by the public works committee but requires a final council vote. “We know these work, we know they’re cost-effective, we know they’re installed after people die (at crosswalks),” said Coun. Matt Allard, public works chairman, who raised the motion. “There’s a blind spot where if you’re too close to a crosswalk, you may not see the lights, so therein lies the problem… I think it’s not a matter of if, it’s a matter of when there’s going to be another collision — another person injured or another fatality.” The motion follows a recent Free Press series, which noted a traffic-safety activist has lobbied the city to add more of the eye-level lights for more than a decade. Christian Sweryda argues overhead lights are more difficult to see for drivers whose vehicles are close to an intersection, while eye-level ones are more visible. While the City of Winnipeg has tested the idea through a past pilot project, Allard’s motion notes just 25 low-mounted lights have been installed permanently at crosswalks to date. He said 158 locations are still awaiting funding to add the lights, while $145,000 was approved in the 2022 budget to convert 15 more. Allard is pushing for council to increase that amount to $1.6 million to complete all of the installations. The motion also calls for sites to get new crosswalks where city engineers have deemed they’re warranted. The public works projects could be funded from the street renewal budget, unspent construction funds and/or reserves. Jim Berezowsky, Winnipeg public works director, said a clear funding source is critical to ensure expediting the light installation doesn’t force the city to postpone other important projects. “If we’re talking about every single crossing in a specific year… What other projects then have to fall by the wayside that are just as (important) safety-wise for all of the citizens of this city?” said Berezowsky. Allard’s motion does not set a specific deadline to get the work done. It also calls for all new installations of lighted pedestrian crosswalks with overhead lights to include an additional low-mounted light. A past city report found the eye-level lights improve safety by increasing “yield compliance” among drivers. Allard said the city has added the low-mounted lights at crosswalks after fatal collisions involving children occurred in the past. He deems his current motion a major safety priority. “I think it’s incumbent on us to get these installed because we know that they’re a cost-effective way to improve safety,” said Allard. The Free Press series noted six crashes occurred at crosswalks with overhead lighting over a 19-month span from February 2018 to September 2019, which caused four deaths. That included crashes at crosswalks that killed two children. In 2019, four-year-old Galila Habtegerish was killed at the pedestrian corridor on Isabel Street at Ross Avenue. In 2018, eight-year-old Surafiel Musse Tesfamariam was killed at the pedestrian corridor on St. Anne’s Road at Varennes Avenue while on his way to school. joyanne.pursaga(a)freepress.mb.ca Twitter: @joyanne_pursaga

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WFP Editorial: Deeply entrenched practices must be re-examined (Mar7'22)
by Beth McKechnie 07 Mar '22

07 Mar '22

Deeply entrenched practices must be re-examined https://www.winnipegfreepress.com/opinion/editorials/deeply-entrenched-prac… AMONG the most oft-repeated rationales for the manner in which public service-related standards and practices remain stubbornly entrenched are variations on the following bureaucratic bromide: “We do it this way because we’ve always done it this way.” It’s a standard-issue, accountability-dodging cop-out. It’s also infuriating. And, as a recent Free Press investigative series on Winnipeg’s traffic-regulation infrastructure has suggested, on occasion it might even prove deadly. The week-long series titled “Red Light, Green Light, No Oversight” flagged numerous failures of decision-making and policy formulation within the traffic division. Based on the voluminous data compiled by independent researcher Christian Sweryda, the series raised serious questions about the city’s failure to take seriously the concerns raised by Mr. Sweryda about processes and equipment whose sole purpose is — or, at least, should be — keeping Winnipeggers safe when they venture onto or near the city’s roadways. The series examined several shortcomings uncovered by Mr. Sweryda’s exceedingly thorough research — some have described it as obsessive — in traffic-division operations, ranging from repeated and seemingly unnecessary replacement and repositioning of traffic light poles and the failure to replace missing speed-limit and schoolzone signs, to the persistent use of inadequate amber-light times at intersections and the chronic reluctance, despite numerous pleas and warnings, to install pedestrian-corridor warning lights at eye level rather than high overhead. Some of the highlighted issues relate to unnecessary work and expenditures that cost taxpayers untold millions; others expose safety concerns that, according to Mr. Sweryda’s research, can be linked to fatalities that might have been prevented by a simple, practical, relatively low-cost solution. After reviewing the materials that were the basis for the series, lawyer Kevin Gillese, who specializes in anti-corruption, called the information “extremely disturbing” and added “they suggest a pattern of either incompetence or corruption, or perhaps both.” The Free Press offered to walk the city’s senior managers through the data if those officials were made available for an interview. The offer was declined. Such reluctance to confront Mr. Sweryda’s reams of data and related information suggests a general satisfaction with the manner in which the traffic division continues to operate. So, too, does a statement from the city in response to the traffic light-relocation aspect of the series, which states the city’s traffic engineers “recommend solutions and make decisions… with diligence, care, and consideration of both best practices and the context of the location where they are to be applied.” There are, however, too many unanswered questions that render the “best practices” defence unsatisfactory. More, and more complete, answers are due the citizens of Winnipeg. The series did prompt some elected officials — councillors Matt Allard (St. Boniface), Shawn Nason (Transcona) and Scott Gillingham (St. James), chair of the city’s finance committee — to call for a full external audit and/or a public hearing related to the public-works department and the revelations in Mr. Sweryda’s findings. That’s a good place to start. Winnipeggers have the right to expect their tax dollars are being spent wisely and, more importantly, that the roads on which they drive, cycle and walk are not deadly dangerous. The city must justify its spending and planning, as well as its failure, reluctance or refusal to amend its practices when confronted with clear evidence of significant problems. Rather than “because we’ve always done it this way,” the officials in charge might be inclined to adopt the observation of Carleton University transportation-engineering professor Yasser Hassan after viewing the significant shortcomings uncovered in the series: “If there is no documentation, there is no defence.”

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WFP: Rising fuel costs reinflate cycling interests (Mar5'22)
by Beth McKechnie 05 Mar '22

05 Mar '22

Rising fuel costs reinflate cycling interests https://www.winnipegfreepress.com/local/rising-fuel-costs-reinflate-cycling… AS gasoline prices rise with no signs of stopping, Winnipeg bike shops are gearing up to take on new customers. Jeff Nespiak sells used bikes and offers repair services at Southside Cycle Works in South St. Vital. The industry — already in high demand since the start of the pandemic— will likely see a renewed surge in interest should fuel get even more expensive, he said. “I think that it’s probably going to drive up the cost on what will be available, but I think that there will definitely be a larger shortage this year,” Nespiak told the Free Press Friday. “That’s what I’m predicting, especially with gas (prices) across the country… I think it’s just going to continuously drive up the market, and I think a lot more people are going to turn to (bikes) for transportation.” If it does, it won’t be the first time in recent years. Like most local industry retailers and service providers, Nespiak has had trouble keeping bikes and parts in stock since the start of the pandemic, as Winnipeggers looking for safe, socially distant outdoor activities took to bike trails in droves. “I found that people were actually digging out, say, if they had an old mountain bike sitting in their backyard for the last 20 years and it’s got weeds and grass growing through the wheels… They were actually taking it out and having it fixed just because they couldn’t find anything decent for sale,” he said. Such demand will likely present itself in the commuter bike market, Nespiak said, and lightweight bikes with more gears will become tougher to find. At Woodcock Cycle Works on St. Mary’s Road, those lightweight commuter bikes can cost anywhere from $500 to more than $1,000. It’s a price many are willing to pay for the right high-end-but-everyday bike, general manager Jon Carson said, adding the long-running business is hoping a silver lining for gas costs is it gets more people thinking of alternate transportation. “I certainly am emphasizing more riding, personally, because the prices of gasoline are pretty outrageous,” Carson said. “We’re hoping that it will be just another incentive in this sort of bike boom we’ve experienced and, hopefully, another reason to see it keep going.” Recent demand hasn’t reached the fervour of peakmonths in 2020-21, but Carson said it appears more people are buying bikes during this off-season than nearly any other year. Woodcock has been pre-selling bikes set to come in from distributors around Europe and Asia, and supply chain issues that began with the pandemic and have yet to return to normal are still affecting supply. “It’s pretty amazing how fast (bike) orders fill, and how quickly our stock allocates… There’s still delays. I don’t think it’ll be fixed anytime soon, it’s a big chain of things that have been affected,” Carson said. The situation is similar at Olympia Cycle & Ski, co-owner Robb Massey said. “We’ve got certain bikes that were ordered 20 months ago that still haven’t arrived, so that continues to be a problem,” he said. “I mean, right now, our supply is really good. But as soon as we have that first nice day in spring, we’re going to have lineups again and we’re going to have disappointed people.” Massey said he’s concerned that if there is a boom in interest in cycling in tandem with gas costs, new cyclists will spend hundreds of dollars on mass-produced big-box store bikes not designed to last and become discouraged from the practice. He hopes people deciding to hop on a bike for the first time pursue the programming and support services available at the local level. “The price of gas might be $5 a litre, and people still aren’t going to ride their bikes because they just don’t feel comfortable on the roads… To me, it’s bigger than the pain point of watching the price of gas go up,” Massey said. “Because we’re going to get used to it, and then we’re going to go back to unhealthy habits unless you’ve got help and support to (not) do that.” malak.abas(a)freepress.mb.ca

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WFP: Navigating city sidewalks is unsafe, almost impossible, for people with disabilities (Mar5'22)
by Beth McKechnie 05 Mar '22

05 Mar '22

Navigating city sidewalks is unsafe, almost impossible, for people with disabilities ISOLATION, FRUSTRATION https://www.winnipegfreepress.com/local/isolation-frustration-576260082.html ISOLATION during winter is a fact of life for many Winnipeggers. This year, repeated heavy snowfalls have buried city sidewalks for weeks on end, forcing people to trudge on narrow paths trampled by trailblazers or climb over large windrows of snow and ice. It’s a nuisance for most people, but city folk with mobility problems find themselves in a huge bind. In Manitoba. 234,190 people 15 and older have a disability, data from a 2017 survey shows. About 40 per cent of that group has mobility issues and 22.1 per cent are visually impaired. Accessibility advocates raise the issue every winter, and little seems to change. They hope during this winter, which has been especially troublesome, fellow citizens and politicians try to understand how limited life can be when faced with such hurdles. Unsure footing Brian Thorkelson inched his foot forward through the mound of snow on the sidewalk. Had he not lived there in the summer, he might not have known there was a sidewalk. His guide dog hesitated. “The dog is totally not confident in guiding, because he perceives the snow mountains as obstacles and there’s no way to get around them,” said the 38-year-old who has total visual impairment. The dog is trained to take the path of least resistance, but in snow drifts, he gets confused, said the resident of Quail Ridge Road. “He’s completely confused and disoriented… I’ve even had times where I’ve had to pick my dog up, and he’s at least a good 75 pounds, to put him over the drift,” he said. Thorkelson said the dog’s ability to guide him could be affected. He hopes the dog’s training will hold up until spring. Taking a bus is a nightmare. Recently, a huge snowdrift blocked him from the bus stop on Sturgeon Road. He wasn’t sure he was at the right place. After about 20 minutes of trying to orient himself (his dog was unable to solve the problem), he called a friend on a video chat to ask them to see what he was dealing with. “They said: ‘You’re at the sidewalk to walk to the stop, but it’s just uncleared.’” Thorkelson had to carefully climb, with his dog, over the drift. This year, he said he’s fallen several times. “It’s definitely a worry of mine that one time I’m going to fall and not be able to get back up,” he said. “If it’s anything below -15 C, I won’t go out. I’ll just stay home, just because of that danger.” Spinning wheels Wheelchair users in Winnipeg know what it’s like to be stuck in a few centimetres of snow. Peter Tonge said the tires of his wheelchairs, both manual and motorized, spin as nothing happens. He’s had to depend on strangers to help free him. It’s no easy task pulling a person and their wheelchair from a snowy rut. “Someone may come along and very genuinely want to help, but they’re not physically capable of doing so,” said the Grant Avenue resident. “There’s always that stress level of just getting yourself free.” He feels that loss of freedom. “I no longer have spontaneous access to do anything,” he said. Every winter, and particularly this one, his freedom is limited by slush, snow or ice. “It’s not the big things in life, like I won’t be able to get to the hospital,” he said. “It’s the little things, like being able to spontaneously pop around and see a friend or run an errand…. If the sidewalks were clean and clear, you could go: ‘Gee, it would be nice to have some ice cream with our dessert,’ and you can buzz out and grab it.” Instead, Tonge is forced to rely on Winnipeg Transit Plus for most of his errands, which requires two days’ notice to book a ride. When waiting that long isn’t an option, Tonge can book a wheelchair-accessible taxi — but that’s expensive. Last month, Tonge, who is the executive director of the Manitoba Wheelchair Sport Association, booked private transit several times. “I spent over $300 in the month of February,” Tonge said. “For a lot of people that’s most of their income.” In a 2017 survey, about 60 per cent of Canadians with disabilities aged 25 to 64 were employed, compared to 80.1 per cent of people without disabilities. And as disabilities become more severe, the employment rate drops. That means extra expenses, such as private transit, aren’t affordable. Tonge has spent years advocating for more accessible sidewalks, among other things. Yet, nothing ever seems to change, he said. Tonge summed up his experience with a quote he’d once come across: “It doesn’t matter what direction I turned, it felt like the wind was blowing in my face.” New isolation Debby McLeod hasn’t always used a wheelchair. For about 20 years, she spent most days on her feet, rushing around Health Sciences Centre as a critical equipment specialist. But on Nov. 12, 2020, McLeod’s left leg was amputated below the knee due to a bone infection. In these first three winters as wheelchair user, the isolation imposed on her by snow and uncleared sidewalks has come as a shock. “Actually, I’m quite surprised. When you’re able-bodied, these are things you don’t think of,” she said. Before the operation, McLeod never would have imagined being trapped in her house, unable to get to work, for three weeks. But that’s what happened to the downtown Portage Avenue resident in February. “The sidewalks this year have been absolutely horrific. I understand that we’ve had an awful lot of snowfall and the city is having a hard time trying to keep up. But with so much snow on the sidewalks, it makes it impossible to get anywhere,” she said. For someone like McLeod, who describes herself as naturally independent, it’s hurt her mental health. “My inability to go into work very much affected me,” she said. Even just the contact with people on the way to work is “like a breath of fresh air,” McLeod said. People don’t understand how significant the loss of mobility, due to uncleared paths, is for people in wheelchairs and with other mobility issues, she said. “They really don’t. And I was one of them. You can’t comprehend until you are in the situation. You can understand, you can emphasize, but you can’t really relate.” Stuck in a loop Similar to Tonge, Rosalie Best advocates for more accessible sidewalks every winter. “I’m getting a little tired of doing the same interview over and over again,” said Best, a power wheelchair user who works remotely for an accessibility consulting firm in Ontario. “It feels like every year, I’m getting called, and I say the same things, and nothing changes.” She talks about the impossibility of moving around town as desired; about the increasing frustration; about looking out the window, seeing huge drifts of snow and feeling the weight of isolation as she considers the near-eternity (or so it feels) until they melt and allow her to live life with some semblance of liberty. “It’s very frustrating. And it makes winter extremely long,” she said. She also talks about getting stuck in the snow, needing the help of strangers to get free, and the anxiety of not being able to find someone — something Tonge and McLeod mentioned as well. The Spruce Street resident said when she does get out, which is rare, for a doctor’s appointment or some other necessity, snow piles often block loading zones or disabled parking spots, forcing her to park farther away or in precarious locations. Then, again, there’s the sidewalk to deal with. Best, Tonge and McLeod agree there is a lack of political will and public awareness about how poor snow clearing makes their lives so difficult. “Because people are so isolated, other people who are non-disabled, or don’t have mobility issues, aren’t seeing people with disabilities out and about,” she said. If people with disabilities and mobility issues were more visible in the community, perhaps the city and its able-bodied populace would better understand the problem, she said. “But because of the snow, or because of whatever kind of lack of accessibility, it becomes this weird, never-ending loop.” Going backwards Despite advocates’ calls for a more accessible winter city, there is a feeling conditions have worsened. Atlantic Avenue resident Tanis Woodland, who is blind, doesn’t believe the situation will improve. “It’s slowly getting worse over the years, in terms of actually plowing the sidewalks,” said Woodland. She has had to climb over huge windrows to catch the bus. It’s even tough to find the stop in mountains of snow on the sidewalk. “It seems like it’s increasingly worse, seems like they’re cutting a lot of our services,” said Suzanne Jakeman, who uses elbow crutches, co-owns wheelchair-accessible taxi company Sunshine Transit Services. Even though she has accessible transport at her disposal, just getting out to the street or from a parking spot to her destination is a struggle this year. “I’m not a billy goat,” She joked. fpcity(a)freepress.mb.ca

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Examining the Use and Safety of E-Scooters in Tucson and Salt Lake City
by Beth McKechnie 03 Mar '22

03 Mar '22

---------- Forwarded message --------- From: TREC <asktrec(a)pdx.edu> Date: Thu, Mar 3, 2022 at 3:01 PM In recent years, shared electric scooters (e-scooters) have taken cities around the world by storm. But how are people using this new mode of transportation? Seeking to understand the potential impacts of e-scooters on land use, infrastructure and sustainability goals, researchers have some new interesting data to share on e-scooter users, exploring the interplay between demographics, behaviors and trip purposes. Funded by the National Institute for Transportation and Communities (NITC) and led by Kristina Currans <https://nitc.trec.pdx.edu/research/researcher/Currans/4519> and Nicole Iroz-Elardo <https://nitc.trec.pdx.edu/research/researcher/Iroz-Elardo/11996> of the University of Arizona and Reid Ewing <https://nitc.trec.pdx.edu/research/researcher/Ewing/4149> of the University of Utah, the study combines a user survey with on-the-ground observations to characterize the use and safety of e-scooters. The research team also included students Dong-ah Choi, <https://nitc.trec.pdx.edu/news/university-utah-researchers-develop-index-me…> Brandon Siracuse <https://nitc.trec.pdx.edu/news/student-spotlight-brandon-siracuse-universit…>, and Torrey Lyons <https://nitc.trec.pdx.edu/research/researcher/Lyons/9134> of the University of Utah and Quinton Fitzpatrick <https://nitc.trec.pdx.edu/education/2019-2020-nitc-scholars> and Julian Griffee <https://nitc.trec.pdx.edu/news/student-spotlight-julian-griffee-university-…> of the University of Arizona. The final report offers insights into what drives the behaviors of people using e-scooters, as well as those walking, biking and driving when e-scooters are present. Join the research team on June 7, 2022 <https://nitc.trec.pdx.edu/events/professional-development/webinar-06072022> to hear first-hand the results of their research at an upcoming free online webinar hosted by NITC. GATHERING DATA ON E-SCOOTER USERS Along with a literature review and a review of existing agency regulations, the researchers analyzed results from an online survey, administered through the City of Tucson in the winter of 2019-2020 (prior to COVID-19 lockdowns later that spring). The online survey gathered information on stated preferences (e.g. whether people reported riding on the sidewalk, or at night) and whether e-scooters were substituted for other modes of transportation. Additionally, they looked for information on how crash experiences corresponded with demographics and riding behaviors. Next came on-the-ground data collection. Researchers and students observed people riding e-scooters in Tucson in January of 2020; this data collection effort was soon curtailed by COVID-19 related lockdowns. In Salt Lake City, the team conducted observations in Fall 2020 and Spring 2021, once e-scooter trips began rebounding. They examined how transportation infrastructure— specifically bike lanes, the presence of light rail, and the size of the facility—relates to observations of non-optimal behaviors for different mode users (e-scooters, bicyclists, pedestrians, and drivers), and those behaviors for e-scooter users included: - riding on sidewalks, - riding in vehicle travel lanes, - violating traffic signals, - distracted riding, - riding without a helmet, - having two or more passengers on one scooter, or - leaving a scooter parked improperly (for example blocking the sidewalk). Researchers also recorded the behavior of cyclists, pedestrians and drivers. For more details on the observation protocols and the study sites, see chapter four of the final report <https://ppms.trec.pdx.edu/media/project_files/NITC-RR-1281_Scooting_to_a_Ne…> . HOW DOES INFRASTRUCTURE INFLUENCE TRAVEL BEHAVIOR? For both e-scooters and bicycles, the type of infrastructure can affect how people ride. Based on observations, a few patterns emerged: - *When bike lanes were available*, e-scooter riders generally used the sidewalks less. - *When light rail tracks were present*, sidewalk riding happened at similar rates with and without bike lanes. - *On wider roads*, e-scooter and bicycle users both significantly gravitated towards sidewalks. Researchers chose their study sites in order to understand how infrastructure related to behavior for different mode users. They collected data at 5 different types of intersections in Salt Lake City: Table 20 Select Site Characteristics .png <https://nitc.trec.pdx.edu/file/table-20-select-site-characteristics-png> [image: Site 1: 4 way intersection with no bike lanes, no rail transit, and medium-size road. Site 2: 4 way intersection with 4 way bike lanes, no rail transit and a medium-size road. Site 3: 4 way intersection with no bike lanes, with rail transit, and a medium] The researchers presented a poster on this at TRB 2022: Effects of Intersection Design on Non-Optimal Behaviors of E-Scooter and Other Users <https://drive.google.com/file/d/1PYqGDcHIrTSBUsLzljuNTo0-y5iHzfgs/view?usp=…>. While the presence of multimodal infrastructure does matter, inadequate separation from larger automobile facilities may outweigh the use of "appropriate" facilities in the decision making process. This suggests that more optimal behaviors are likely to occur *not where permitted, but where infrastructure provided is perceived to be safe.* Demographics also play a role: In terms of crash experiences, older respondents (40-60 years old) were much less likely to have experienced a crash compared with younger riders (<30 years of age). OTHER E-SCOOTING BEHAVIORS With the advent of a new form of transportation, there are many different behaviors to consider with regards to safety, how users might combine with other modes, and how to end their trips on these micromobility devices. HELMETS Helmets are legally required for e-scooter riders. Not surprisingly perhaps, the reported use of helmets in the survey (21% at least some of the time and 13% while riding) far outweighs the researchers' observations in Salt Lake City (2%) or Tucson (2%). TRIP TYPES A substantial portion of e-scooter riding in Tucson appears to be supporting more recreational travel. In fact, e-scooter trips appeared to generate new restaurant activities. This finding is commensurate with other research which indicates that active transportation travelers tend to spend more money at convenience stores, drinking establishments and restaurants. See two related NITC-funded studies: *Examining Consumer Behavior and Travel Choices* <https://trec.pdx.edu/news/active-travelers-are-competitive-customers-resear…> and *Understanding Economic and Business Impacts of Street Improvements for Bicycle and Pedestrian Mobility* <https://trec.pdx.edu/news/study-finds-bike-lanes-can-provide-positive-econo…> *.* E-scooter trips that were substituting for transit travel were more frequent for people with lower incomes or who were older than 30 years of age, but especially for those older than 60 years of age. PARKING Of the 292 total parked e-scooters observed in Tucson, 76% of all e-scooters were well parked. 17% were improperly parked, and approximately 7% were questionably parked (meaning either there was ambiguity about the rules or a lack of context in the photo). Each vendor has their own mechanisms to educate chargers and riders about properly parking scooters; it is likely that parking might vary by vendor. Parking may also vary greatly in neighborhoods without designated parking zones. IMPLICATIONS FOR POLICY AND PRACTICE The findings from this study can be used to inform policy and practice in a myriad of ways. The safety and infrastructure-related findings can help decision-makers to prioritize and revise regulations and requirements for new micro-mobility options in mid-sized cities. The information on usage behavior can help practitioners advance the integration of new technologies into transportation systems to improve overall safety and performance. Finally, the insights with regard to modal substitution may provide evidence to support considering micro-mobility options as a feasible strategy for reducing the greenhouse gas emissions of short-trip travel. ABOUT THE PROJECT *Scooting to a New Era in Active Transportation: Examining the Use and Safety of E-Scooters* <https://nitc.trec.pdx.edu/research/project/1281> Kristina Currans <https://nitc.trec.pdx.edu/research/researcher/Currans/4519> and Nicole Iroz-Elardo <https://nitc.trec.pdx.edu/research/researcher/Iroz-Elardo/11996>, University of Arizona; Reid Ewing <https://nitc.trec.pdx.edu/research/researcher/Ewing/4149>, University of Utah - Download the Final Report (PDF) <https://ppms.trec.pdx.edu/media/project_files/NITC-RR-1281_Scooting_to_a_Ne…> - Download the Project Brief (PDF) <https://ppms.trec.pdx.edu/media/project_files/1281_Project_Brief_-Scooting_…> - Register for the June 7 Webinar <https://nitc.trec.pdx.edu/events/professional-development/webinar-06072022> which will cover findings from this project, along with two other NITC projects on e-scooters coming out soon: - Scooting to a New Era in Active Transportation: Examining the Use and Safety of E-Scooters <https://nitc.trec.pdx.edu/research/project/1281> - Evaluation of Portland Shared E-Scooter Pilot Program Goals and Outcomes <https://nitc.trec.pdx.edu/research/project/1284> - E-Scooters and Public Health: Understanding the Implications of E-Scooters on Chronic Disease <https://nitc.trec.pdx.edu/research/project/1358/E-Scooters_and_Public_Healt…> *This research was funded by the National Institute for Transportation and Communities, with additional support from the Arizona Board of Regents, the City of Tucson, Salt Lake City Corporation, the University of Arizona and the University of Utah.* *The National Institute for Transportation and Communities (NITC) is one of seven U.S. Department of Transportation national university transportation centers. NITC is a program of the Transportation Research and Education Center (TREC) at Portland State University. This PSU-led research partnership also includes the Oregon Institute of Technology, University of Arizona, University of Oregon, University of Texas at Arlington and University of Utah. We pursue our theme — improving mobility of people and goods to build strong communities — through research, education and technology transfer.* ------------------------------

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WFP: Complaints rise as city sidewalks remain snowed over (Mar2'22)
by Beth McKechnie 02 Mar '22

02 Mar '22

Complaints rise as city sidewalks remain snowed over Drifts of despair https://www.winnipegfreepress.com/local/drifts-of-despair-complaints-rise-a… SNOW-SWALLOWED sidewalks have forced parents to walk their children to school along icy, rutted roads and to clamber over snowy banks. Others trudge through deep snow; and many with mobility issues are simply stuck indoors. Winnipeg sidewalks this winter are the worst Daniel Guenther has seen. As the head of a residents association in the Garden City neighbourhood, he said complaints have flooded in. “I would say it’s progressively gotten worse,” Guenther said Tuesday. “There’s the general feeling that looking around, there’s been major cutbacks in the snow clearing operation.” Guenther pointed to a host of issues also noted by residents around the city, primarily in the northwest. Among them, the footpaths near R.F. Morrison School are blown over. “There’s been a lot of these major pathways of sidewalks that have not been cleared once this winter, and now we’re into March,” he said. “Even when they do come and clear it, there’s been times were I’ve seen the sidewalk clearing equipment just stop because they’ve let it pile up — five, six snowstorms worth.” That’s meant towering snow piles left at those locations. Guenther said he’s called the City of Winnipeg several times, but it seems the city is overwhelmed and unable to respond. City data support that hypothesis, at least in the northern region, where zero per cent of P3 sidewalks and pathways have been cleared. P3 sidewalks are the lowest priority, but comprise much of the residential areas. However, 74 per cent of P3 sidewalks in the city’s eastern half have been cleared. “It’s just disappointing,” Guenther said. “It’s showing the city’s lack of commitment and a lack of support for pedestrians, and it shows a prioritization of other areas.” Of efforts to clear the snow, city spokesman Ken Allen said in an email: “In response to multiple and back-to-back snow events with high accumulations of snow and ice, our crews, which are comprised of a combination of city staff and hired contractors, are working around-the-clock continuing to plow sidewalks and active transportation paths by priority.” In late February, Winnipeg manager of street maintenance Michael Cantor said city policy states priority 1 and 2 sidewalks should be cleared with 36 hours of a snowfall and priority 3 within five days, but heavy snow and cold weather has caused plows to break down and delayed clearing. Garden City residents are far from the only ones with complaints. Patricia Evans, who lives on Valour Road, said she doesn’t think sidewalk plows can even get through to her because street plows have deposited huge chunks of ice and packed snow onto the footpaths. Rachel Rempel said she’s had to help her child battle stacked snow all winter on Granville Street in North Point Douglas, just to get him to the school bus. For people with mobility issues, uncleared sidewalks can mean the difference between getting out of the house and complete isolation, said David Kron, spokesman for Barrier- Free Manitoba, a non-profit that advocates for disability and accessibility issues. “They’re locked out of life,” he said. “There’s no safe way for them to get around.” Kron said seen and heard about an increase number of people resorting to driving their scooters or wheelchairs along slippery roads. However, particularly for accessibility advocates, this is an old issue, he said. “We have this conversation every October after the first snow. But this year’s been a record breaker. It’s gotten worse and worse.” Kron said the city needs to develop a system to better system to inform people of when their sidewalks will be cleared. While city policy states sidewalks are to follow street clearings, this year has proven the delay between the two can be unexpectedly long. Kron wants improved communication, so people who depend on cleared paths to participate in the community can plan their lives. Coun. Ross Eadie (Mynarski) said malfunctioning sidewalk plows have been an issue during his entire time as city councillor. There’s always been winters with heavy snow, and the city needs to pony up and buy new equipment if these problems are going to persist, he added. Coun. Devi Sharma (Old Kildonan) said calls about uncleared sidewalks have poured in to all councillors, and in response, the public works committee will be issuing a report on snow and ice control policy later this year. fpcity(a)freepress.mb.ca

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Winter Placemaking Guide
by Beth McKechnie 28 Feb '22

28 Feb '22

*(from 8 80 Cities newsletter)* Embracing Winter As An Asset Winter placemaking is a means to reinvent and re-envision the ways that public spaces are created and used in order to meet the evolving needs of communities amid the challenges of the winter season. Winter Placemaking can be a means to build community trust and invest in the co-creation of public spaces that represent community needs all year round. Check out our Winter Placemaking Guide <https://880cities.us10.list-manage.com/track/click?u=49b51d71f0a96500f24124…> with examples from communities across North America that have embraced a warmer and more inclusive winter for all. For more on winter visit our Winter Cities Toolkit <https://880cities.us10.list-manage.com/track/click?u=49b51d71f0a96500f24124…> .

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Commsignia connects bicycles to V2X ecosystem with Spoke - Green Car Congress
by Terry Zdan 27 Feb '22

27 Feb '22

https://www.greencarcongress.com/2022/02/20220225-spoke.html

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WFP: Amber-light times and speed-limit signs set up for profit rather than protection, critics charge (Feb26'22)
by Beth McKechnie 26 Feb '22

26 Feb '22

Amber-light times and speed-limit signs that failed to meet Canadian standards deliver clear evidence Winnipeg’s photo-enforcement system was set up for profit rather than protection, critics charge Better sorry than safe? RED LIGHT GREEN LIGHT NO OVERSIGHT A Free Press investigation into the city's transportation division https://www.winnipegfreepress.com/local/better-sorry-than-safe-576244922.ht… IF a car is going faster than a car going slower, does the car going faster need more time to stop than the car going slower? For years, that was the question independent researcher Christian Sweryda would ask the class when he was invited to guest lecture at universities in Winnipeg on traffic issues. Then he would tell everyone who thought the faster car needed more time to stop to raise their hand. “The whole class would put their hands up, thinking: ‘What’s the catch?’” Sweryda says. “And I’d say: ‘You guys are now more qualified to do traffic engineering than the City of Winnipeg’s own engineers, because this is what we’re fighting over.’” The city’s long standing policy was to have uniform yellow light times — four seconds long— at every intersection, regardless of speed limit. Sweryda waged a battle against the city for more than a decade in an effort to get it changed. His research into traffic-related issues, which has uncovered evidence of financial mismanagement in the public works department and triggered an audit, is the subject of the Free Press investigative series Red Light, Green Light, No Oversight. ●●● On Oct. 16, 2015, when James Aisaican-Chase was on his way to a chemotherapy appointment, he approached the intersection of Bishop Grandin Boulevard and River Road and the green light turned to yellow. Instead of slamming on his brakes in a panic stop, Aisaican-Chase maintained a steady speed and sailed through the intersection, clearing it in 4.3 seconds— roughly one-third of a second longer than the four seconds allotted. The speed limit on Bishop Grandin is 80 kilometres per hour. When Aisaican-Chase received a red-light camera ticket in the mail, he decided to fight it, believing his decision to clear the intersection was the safest thing to do in the moment. The decision to fight the ticket led to a complicated and protracted court battle, which was bankrolled by Todd Dube, founder of Wise Up Winnipeg. Over the years, Dube spent more than $100,000 of his own money fighting the city’s yellow-light policy. When the case went to court, Grant Lindgren, a Winnipeg Police Service crash reconstructionist, was called to testify as an expert witness for the Crown. On the stand, Lindgren conceded the city wasn’t following Institute of Traffic Engineering standards and said he wasn’t aware of any other jurisdiction that runs its yellow lights the way Winnipeg does. “Maybe they could reconsider their timing,” Lindgren said. Dube hired Darryl Schnarr, a forensic engineer and accident reconstruction expert from Ontario, to write a report on the case. “In order to evaluate the reasonableness of Mr. Aisaican-Chase’s decision to proceed through the intersection, the appropriateness of the current yellow traffic signal duration must be evaluated,” Schnarr wrote. His report was scathing. Schnarr noted that Winnipeg’s harsh winters negatively impact road conditions and make stopping more difficult, which means the city should be erring on the side of caution when it comes to yellow-light duration. The yellow-light timing at Bishop Grandin Boulevard-River Road intersection was shorter than the ITE standard by 1.2 seconds. Using photo-radar enforcement data, Schnarr calculated that if the city did follow the ITE standard, 93 per cent of the tickets at the intersection in 2015 would not have been issued. In 2016, 88 per cent would not have been issued. “It is clear that a 4.0 second yellow traffic signal duration is appropriate for some roadways and not appropriate for others,” Schnarr wrote. He said that four-second yellows were fine for streets with 50 km/h speed limits, but for anything beyond, the yellow-light timing should be extended. But the city’s policy wasn’t just increasing violations at intersections, it was also impacting safety. Schnarr noted that short yellows on high-speed roads increase the risk of broadside— also referred to as T-bones, the most dangerous kind of crash— and rear end collisions. “(It is) clear that the 4.0 second yellow traffic signal duration does not comply with competent traffic engineering practices,” Schnarr wrote. “Continuing to employ a 4.0 second traffic signal duration will contribute to traffic fatalities in the future, and may have contributed to traffic fatalities in the past.” His report proved prophetic a year later. On Sept. 4, 2018, a 61-year-old man was killed while riding his bike at the T-shaped intersection at Bishop Grandin and Lagimodiere boulevards. He was hit by a truck that failed to stop at a red light. Eventually, Sweryda was able to convince Coun. Matt Allard, the chair of the public works committee, that the city’s yellow-light times were wrong. Allard (St. Boniface) moved a motion on Sept. 16, 2020 to fix it. “It’s another one that was talked about for years.… Basically, Chris convinced me the yellow light timing was off for high-speed roads,” Allard says. The city increased the yellow-light timing to 4.3 seconds on roads with a 70 km/h speed limit, and 4.7 seconds where it’s 80 km/h. All told, 110 intersections were affected by the change— although the yellow-light durations are still below ITE standards. During the next two months, photo-radar violations at Bishop Grandin and River dropped from 357 to 50 when compared to the same time period in 2019. At Lagimodiere and Grassie boulevards, the number fell to 44 from 280 the previous year. “Winnipeg’s amber light times used to be a uniform 4.0 seconds, but we have been able to more precisely calibrate individual intersections’ timing based on national and international best practices, engineering knowledge and awareness of local context,” a city spokesman said in a statement. “This is reflected in the Traffic Signal Timing Guidelines we use to determine duration of lights on all city streets. For further context, the Traffic Signals Branch has evolved considerably since previous full review of the timing guidelines (in 2014).” ●●● The short yellow-light duration wasn’t the only city traffic policy Sweryda believed was negatively impacting safety but benefiting photo-radar revenue. On April 8, 2014, he filed a complaint to the Association of Professional Engineers and Geoscientists of Manitoba, targeting three city traffic engineers. Sweryda argued the city did not post speed-reduction signs on both sides of divided roads and one-way streets, a practice “not consistent with Canadian engineering standards.” That amounted to a “serious engineering deficiency” and “malpractice,” because motorists may “fail to see the speed reduction signs, particularly when there is a large semi-trailer truck between the motorist and speed reduction signs.” A three-person committee was tasked with reviewing the complaint. They eventually determined that only one of the three engineers— Luis Escobar— was responsible for the policy. During the investigation, Escobar admitted he had conducted no engineering analysis to depart from the speed-reduction signage standards detailed in theManual of Uniform Traffic Control Devices for Canada. Ultimately, the panel cleared him of malpractice. “The purpose of this investigation is not to determine whether or not the policy is correct,” their decision read. But there was one dissenting opinion from engineer Ian McKay. “Evidence on speeding ticket reductions when dual signs are posted… clearly demonstrates that there are circumstances in Winnipeg where drivers are failing to see the primary sign,” McKay wrote. “In my view, Mr. Escobar’s actions of not completing any analysis or documenting any justification to vary from an advisory issued by Canadian Traffic Engineers constitutes professional misconduct.” That was also the position of Ted Clarke, a retired former City of Winnipeg director of streets and transportation, who wrote to the investigating panel in support of Sweryda’s complaint. “For what it’s worth, I think Chris Sweryda is quite correct in his complaints about speed signing,” Clarke wrote. “When every other major Canadian city and the Province of Manitoba are all following a particular practice, and Winnipeg is not, and the result is tickets issued to law-abiding, well-intentioned drivers, something is wrong.” Clarke, who retired in 1995, called the city’s policy “predatory” and a “blatant revenue grab” aimed at “tripping up responsible drivers on minor technicalities.” But Michael Jack, the city’s current chief administrative officer, defended Escobar in the matter in a series of letters sent to APEGM obtained by the Free Press. In response to Sweryda’s claim the city did not follow national engineering standards and established practices on dual signage, Jack wrote there was nothing in the law requiring it. Last week, however, the city told the Free Press in a written statement its engineers “adhere to national and local practice guides.” On March 10, 2017, the Law Society of Manitoba issued two “reminders” to Jack of his professional obligations due to his role in the case. Jack had changed his practising status to “inactive” on June 30, 2015, which meant he shouldn’t have been working as a lawyer. The law society — which regulates the profession in Manitoba— charged that by defending city employees while a member of the administration, he was in a conflict of interest. “You continued to represent to APEGM that you were acting on behalf of the three engineers and you continued to be involved in their legal matter on their behalf,” reads the letter. “It is the belief of the Law Society that you ought not to have been representing the three engineers at all. You certainly ought not to have continued to act for them after changing your status to ‘inactive.’” In a written statement, the city noted the Manitoba Law Society handled this matter on an “expressly confidential basis.” “Michael Jack provided an explanation to the Manitoba Law Society and they determined that the complaint was resolved with no further action required by them,” a city spokesman wrote. Around that time, Sweryda also launched a petition asking the city to change its policy on dual speed-limit signage. It got more than 2,000 signatures. By August 2015, the petition made its way to Mayor Brian Bowman’s desk. In a written statement, a city spokesman said the department is now supportive of dual signage. “The historical interpretation of the (Manual of Uniform Traffic Control Devices for Canada) by the City had been that the dual provision of signage was optional rather than mandatory, however the department is now supportive, prepared to, and committed to making the change to add the dual signage,” the statement said. “We are still investigating the total number of locations where the additional signage would need to be installed (we believe there are 52 locations where this is required), and have committed money… to fund the installation. We anticipate it will be completed within the calendar year.” Jeremy Patzer, an assistant professor in the department of criminology and sociology at the University of Manitoba, says he believes Sweryda’s research proves the city has been deliberately sacrificing road safety to increase photo-radar revenue. “There are actions and policies undertaken by the authorities that would seem to want to lead us to break the Highway Traffic Act.… Safety is the rationale that is always sold to us, but when it comes down to it, you can see policies that actually sacrifice safety,” Patzer says. “We actually see what seems to be the sacrifice of safety for revenue streams.” A city spokesman shot back in a written statement: “The assertion that the City of Winnipeg would deliberately sacrifice safety for revenue is outrageous, unfounded, and categorically untrue.” *On April 6, 2021, Allard moved a motion at the Riel community committee seeking to change the way Winnipeg’s photo-radar system is operated*. *He wanted the revenue generated from violations in school zones to be earmarked for road-safety improvements instead of going to police operations.* “The (photo-radar) program needs to be reformed. The program legislation is to better safety. It doesn’t specifically say the dollars should go to police. It says safety. I think for the program to continue to be viable, it needs to look at the roads themselves,” Allard said at the time. *The motion was shot down by councillors Brian Mayes (St. Vital) and Markus Chambers (St. Norbert-Seine River).* Chambers, chair of the Winnipeg Police Board, called it “premature.” Mayes went further. “I think I have concerns as well. Perhaps slightly different concerns than Coun. Chambers. We both sit on the police board. *This would be a pretty big reallocation of budget from the police,” Mayes said*. Sweryda believes the city’s behaviour is breathtakingly cynical. “When I started this, people were saying, ‘Photo radar is about safety.’ Most people now accept that photo radar is a cash grab. But there’s still this attitude of, ‘Well, if you don’t like the ticket, don’t break the law. Don’t give them the chance to get you,’” he says. “The next step that people need to understand is that it’s not just a cash grab. It’s a cash grab and a trap, sure, but it’s not safety-neutral. It’s actually a detriment to safety.” ryan.thorpe(a)freepress.mb.ca Twitter: @rk_thorpe

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