- AT-Network - University of Manitoba Mailing Lists

Toronto Based Speed Study - 30km/hr vs 40km/hr
by Mark Cohoe 07 Jul '20

07 Jul '20

Hi, I found this report today that looks at a 30km/hr vs 40km/hr speed reduction and compares collision and injury rates. It makes a pretty strong case for 30km/hr over 40km/hr, especially in a winter city. Effect of reducing the posted speed limit to30 km per hour on pedestrian motorvehicle collisions in Toronto, Canada - aquasi experimental, pre-post study <https://bmcpublichealth.biomedcentral.com/track/pdf/10.1186/s12889-019-8139…> *Results*:Speed limit reductions from 40 km/h to 30 km/h were associated > with a 28% decrease in the PMVC incidencerate in the City of Toronto (IRR > = 0.72, 95% CI: 0.58–0.89). A non-significant 7% decrease in PMVC > incidence rates wereobserved on comparator streets that remained at 40 > km/h speed limits (IRR = 0.93, 95% CI: 0.70–1.25). Speed limitreduction > also influenced injury severity, with a significant 67% decrease in major > and fatal injuries in the postintervention period on streets with speed > limit reductions (IRR = 0.33, 95% CI: 0.13–0.85) compared with a 31% notstatistically > significant decrease in major and fatal injuries on comparator streets (IRR > = 0.69, 95% CI: 0.37–1.31). Theinteraction term for group and pre-post > comparisons was not statistically significant (p= 0.14) indicating that > there wasno evidence to suggest a pre-post difference in IRRs between the > intervention and comparator streets. > > *Conclusions*:Declines in the rate of PMVC were observed on roads with > posted speed limit reductions from 40 km/hto 30 km/h, although this > effect was not statistically greater than reductions on comparator streets. > Of note, in the results section they also note that while there was no difference between seasonal collision/injury rates on the 30km/hr streets, there was a marked seasonal difference on the 40km/hr roads, with winters having a far higher collision/injury rate. Mark Cohoe Executive Director Bike Winnipeg t: 204-894-6540 e: mark(a)bikewinnipeg.ca

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WFP: City testing of e-scooters up to province (Jul2'20)
by Beth McKechnie 06 Jul '20

06 Jul '20

*City testing of e-scooters up to province * https://www.winnipegfreepress.com/local/city-testing-of-e-scooters-up-to-pr… A trial project deploying electric scooters throughout Winnipeg will require a green light from the province before any of the e-powered two-wheelers hit city streets. An administrative report on the standing policy committee on infrastructure renewal and public works meeting agenda Tuesday recommends the city ask the provincial government to approve a trial for e-scooters to operate on the city’s transportation network. The request is the first step toward opening the door to dockless scooter and “micromobility” operators, such as Bird Rides Inc. and Lime, in Winnipeg. Currently, provincial legislation prohibits electric scooters from using public right-of-ways in Manitoba. Dockless e-scooters and e-bikes have gained some popularity with urbanites throughout Canada for ease of access and ubiquitous availability. Electric scooters can be deployed — on boulevards, in parks and plazas — and rented through a smartphone application. Users can find a nearby scooter on the app, unlock and rent the vehicle with their phone, and then zoom to their destination, where they leave the scooter for the next user. “I’m pleased to see the public service has an open mind about asking the province of Manitoba to change the law concerning scooters,” said Coun. Matt Allard, chairman of the infrastructure renewal and public works committee. “I believe this technology could play a key role in our active transportation environment here in Winnipeg, giving people more options to get around outside of their cars.” A spokesman for the provincial government said Tuesday in an email statement e-scooters do not meet the definition of a motor vehicle or a bicycle under the Highway Traffic Act. “There is no means under the existing legislation to pilot test e-scooters and other new vehicle technologies,” the spokesman said. In March, the province introduced the Vehicle Technology Testing Act, which established a framework for testing autonomous vehicles and new vehicle technologies, he added. “Once the bill is passed and a regulatory framework is in place, consideration can be given to safely testing e-scooters and other vehicle technologies that do not currently conform with the (Highway Traffic Act).” City officials hoped to work with third-party micromobility operators to establish a short-term rental network for bikes and e-bikes, in addition to scooters, throughout Winnipeg, but following an expression of interest learned most major players only offer e-scooters. “It appears that, if the city is interested in the provision of micromobility options, the public service may have to take an active role as a stakeholder in the operation of this program,” the administrative report states. “The cost of such a program could be quite significant, but there appear to be merits to offering such a program as a city service.” The public service has asked for permission from council to develop a business case for a city-led program. “With the dramatic drop in Transit ridership due to COVID-19 and its uncertain future, we need to continue to develop other alternative transportation options for Winnipeggers who get around without a vehicle,” Allard said. “This could fit into this picture.” If passed by the standing policy committee, the report would move on to executive policy committee and council for consideration. danielle.dasilva(a)freepress.mb.ca

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WFP: Year-long test of 30 km/h proposed for five city streets (Jun30'20)
by Beth McKechnie 06 Jul '20

06 Jul '20

*Feedback from residents will help determine next steps* * Year-long test of 30 km/h proposed for five city streets* https://www.winnipegfreepress.com/local/city-report-calls-for-testing-lower… WINNIPEG could soon test a 30 km/h limit on five streets and hire a consultant to study lowering the default speed limit for all residential roads. There’s no plan to lower any speed limits at this time, in part because the required signage would cost millions of dollars. A new public service report calls for a one-year reduced-speed trial, which would cost between $250,000 and $300,000. An exact date hasn’t been set for the trial, though it could occur in fall 2020 or spring 2021, said David Patman, the city’s manager of transportation planning. Patman hopes the test period will trigger plenty of feedback to help determine the city’s next steps. “We want to hear from as many people as we can about this because we know this is such a major issue for people in Winnipeg,” he said. Many Winnipeggers have publicly pushed council to reduce the city’s default 50 km/h speed limit to 30 km/h on residential roads, arguing that would reduce the risk of fatal crashes and heighten pedestrian and cyclist safety. By contrast, a petition against lowering the limit to 30 km/h has gathered more than 6,000 signatures. Patman said the trial project should attract broad input prior to any decision on a more permanent change. “We want to take a look at the feedback we get from doing this small trial, seeing how people feel when they’re travelling at 30 (km/h), if it’s something that people in Winnipeg can live with,” he said. If approved, the speed reduction would be tested on sections of streets with low-volume, low-speed traffic patterns. That would include Roch Street (from Poplar Avenue to Arby Bay), Eugenie Avenue (from St. Mary’s Road to Youville Street), Warsaw Avenue/Fleet Avenue (from Nassau Street to Lindsay Street), Machray Avenue (from Fife Street to Main Street) and Flora Avenue (from Sinclair Street to King Street). If council approves the proposal as is, the city would also hire a consultant to study the impacts of both 30 km/h and 40 km/h speed limits on all residential roads. No budget has been approved for that study. Coun. Matt Allard (St. Boniface), the chairperson of council’s public works committee, said he supports the trial project. “I think it’ll allow Winnipeggers the opportunity to think about it, try it and see how it works in the city,” said Allard. Patman estimates it would cost the city about $7.8 million to add enough signs to legally reduce the speed limits on all Winnipeg residential streets right now, due to provincial sign rules he deemed an impediment to lowering speeds more quickly. Currently, the Highway Traffic Act requires a fixed speed limit of less than 50 km/h to be signed on every affected Winnipeg street at the point that limit begins, after each intersection with a roadway (other than a back lane) and as close as possible to the intersection itself. The report suggests council ask the province to require fewer speed limit signs to reduce a street’s maximum speed. Allard said he’d prefer the city be granted the power to add “gateway signage,” which he defines as posting signs with a new default speed limit at the edge of a neighbourhood or city they apply to, should council actually approve one. Mark Cohoe, the executive director of Bike Winnipeg, deemed it “a little disappointing” that the city isn’t taking more action to reduce speed limits right now but said he’s glad to see a test project proposed. Cohoe said lower speed limits should make neighbourhoods safer and more inviting. “It goes beyond the safety issue, it’s also a noise issue, it’s a livability issue,” he said. Coun. Janice Lukes (Waverley West) said she’d prefer to see the city test a speed limit reduction throughout an entire neighbourhood instead. “I don’t really understand how using five streets is going to give them a comprehensive (view on this),” said Lukes. All of the changes would require full council approval. joyanne.pursaga(a)freepress.mb.ca Twitter: @joyanne_pursaga

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WFP: Birds of a feather fix bikes together (Jun29'20)
by Beth McKechnie 06 Jul '20

06 Jul '20

* Birds of a feather fix bikes together * https://www.winnipegfreepress.com/local/wheelie-good-fun-571534962.html GREGORY Allan wants you to get on your bike and ride, and he and the other volunteers at Orioles Bike Cage will help make it happen. Located at 444 Burnell St., just north of St. Matthews Avenue, Orioles Bike Cage is a community bike repair shop. Its mission is to make cycling and bicycle repair knowledge accessible to all, and to remove barriers people face in keeping their bikes in working order. “I love working with the public. I love sharing knowledge. I love teaching people,” says Allan, who has volunteered at the shop for 10 years. “I really, really like bikes. I think they’re amazing machines,” the 31-year-old adds. “I love the community vibe we get at Orioles. Those feel-good community vibes for me are really important.” Community members can visit the shop every Tuesday from 6 p.m. to 9 p.m. The workshop space provides shared tool access and recycled bike parts, as well as repair advice from volunteers. There is no cost for the service, but pay-what-you-can financial donations, donations of bike parts or in-kind labour are encouraged. For Aaron Maciejko, volunteering at the shop stems from a passion for social justice. “Orioles allows people to get transportation at an affordable price and empowers them to take charge in their lives,” says Maciejko, 41. “That’s important.” Maciejko first got involved at the shop seven years ago when he was getting into bike polo, a sport adapted from horse polo and played on bicycles. He has fond memories of building his first bike using a frame and spare parts he found at the shop. “I was looking for something I could use specifically for bike polo,” he says. “I’ve since gone on to build a number of other bikes.” Charles Pearce started volunteering at the Bike Cage in 2012 and says the community there keeps him coming back. “It’s very friendly,” says Pearce, 39. “It’s a good way to meet people.” In addition to volunteering at the shop, Pearce has also been involved with Meals on Wheels. He enjoys volunteering because giving back to the community is important to him. “It’s always good to offer help when people need it,” he says. “If everybody (were) just completely closed off, it’d be a pretty boring world.” More volunteers are needed to help at Orioles, Allan says. No experience as a bike mechanic is required to volunteer. “There’s a lengthy list of things we need done in the shop,” he says. “Cutting up rags, sorting parts, finding holes in tubes, dealing with scrap metal and scrap rubber, separating aluminum from steel, and on and on it goes.” Greeters are also being sought who will help welcome and orient community members who visit the shop, as well as people who are willing to represent the shop at special events. “Running the shop takes so many different roles and tasks,” he says. A volunteer orientation is set for Saturday, July 18. Anyone interested can email oriolesbikecage@gmail. com. Whether you want to volunteer or just need help with your bike, Pearce invites folks to support Orioles Bike Cage. “I’d encourage everybody to come out,” he says. “If you want to learn to fix your bicycle and all that, we’ll definitely show you how.”

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WFP: Council extends cycling, walking routes till Sept. 7 (Jun27'20)
by Beth McKechnie 06 Jul '20

06 Jul '20

(This is old news, as I'm catching up after a week away.) *Council extends cycling, walking routes till Sept. 7 * https://www.winnipegfreepress.com/local/council-extends-cycling-walking-rou… AS Winnipeg city council extended temporary active transportation routes until September, one councillor successfully lobbied for his ward’s route to be removed. Coun. Kevin Klein (Charleswood-Tuxedo-Westwood) called to close the route along Assiniboine Avenue, from Bedson Street to Westwood Drive, arguing some cyclists and pedestrians disregard “the basic rules of the road.” “We’ve had several close calls with bikes and pedestrians… It makes for a potential danger spot when someone is riding a bike or is walking,” he said Friday. Klein said the busy stretch of Assiniboine Avenue isn’t a good fit for such use, largely since it’s a bus route. Residents have complained of cyclists and pedestrians taking up the entire road and not allowing cars to pass, he said. The AT routes limit vehicular traffic to one block from 8 a.m. to 8 p.m. daily, to allow more room for cyclists and pedestrians. Klein’s motion to close the Assiniboine link, which council approved, also called for city staff to consult with him to find an alternative route in his ward. The councillor said he decided to call for the elimination of the route, after 84 residents signed such a petition, including 67 Assiniboine Avenue residents. At the same meeting, council voted unanimously to extend eight other AT routes: sections of Lyndale Drive, Scotia Street, Wellington Crescent, Wolseley Avenue, Churchill Drive, Egerton Road, Kildonan Drive and Kilkenny Drive. The extension will keep them open until Sept. 7, instead of July 6. Meanwhile, another councillor successfully called to have a route added in his ward. Coun. Ross Eadie (Mynarski) requested an AT route be placed on Rover Avenue, between Hallet and Stephens streets. The area is part of the North Winnipeg Parkway, which Eadie’s motion states is slated for medicine plant-filled boxes to help calm traffic in the area, as part of a reconciliation effort. The motion describes the area as well-suited to the change, with “no cross-traffic, low traffic volumes and low traffic speeds.” The routes were first promoted as an option for socially distanced exercise during the pandemic. — Joyanne Pursaga

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Edmonton fights back against the hidden costs of parking with the boldest plan in Canada
by Charles Feaver 02 Jul '20

02 Jul '20

Globe and mail editorial today: https://www.theglobeandmail.com/opinion/editorials/article-edmonton-fights-b ack-against-the-hidden-costs-of-parking-with-the/ .. Some cities have started to move away from parking requirements for new buildings, but they are doing it slowly, and usually only in specific circumstances. Edmonton, however, decided to go further. Last week, city council <https://myemail.constantcontact.com/News-Release---Edmonton-first-major-Can adian-municipality-to-eliminate-parking-minimums.html?soid=1127191170163&aid =hSRVUDLmF1Q> eliminated parking minimums from its zoning rules for all developments across the city, the first big city in Canada to do so. All Canadian cities should take inspiration. Edmonton is thinking about what kind of city it wants to be in 2050. To quote a guiding maxim of a famous former Edmontonian: "Skate to where the puck's going and not where it's been." .. Sadly, their front page points to another trend: https://www.theglobeandmail.com/arts/article-here-in-my-car-i-feel-safest-of -all-and-in-a-covid-19-pandemic-it/ "Here in my car, I feel safest of all - and in a COVID-19 pandemic, it's the only way to live". Charles Feaver 11 Harvard Ave Winnipeg R3M 0J6 204.293.6332

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WFP: City scraps plan for one-way traffic on West Broadway streets (Jun25'20)
by Beth McKechnie 25 Jun '20

25 Jun '20

*City scraps plan for one-way traffic on West Broadway streets* https://www.winnipegfreepress.com/local/city-scraps-plans-for-one-way-traff… THE city has scratched an idea to make two major West Broadway streets into one-way roads as it prepares to begin construction of a bike path in the area next year. In an email sent Tuesday to area residents, the city says it decided to keep vehicular traffic in both directions on Westminster Avenue, Balmoral Street, and Granite Way, from Langside Street to Osborne Street. Residents, parents of children at Balmoral Hall School, and members of the Granite Curling Club opposed one-way traffic. “You told us the project design balances the safety and needs of all road users in some ways, but that you were very concerned with some aspects — particularly one-way streets and their potential to increase traffic and decrease safety along some residential streets,” the email says. The city says it has decided to build a two-way protected bike lane on the east side of Balmoral Street and Young Street, instead of a bike path on either side of the street. However, to fit it in with vehicular traffic, it will reduce the width of the bike lane to 1.5 metres from 1.8 metres, and require the removal of six loading stalls on Westminster in front of Balmoral Hall. The design includes the addition of stop signs on Balmoral Street at Granite Way and the loss of 15 parking spaces on Granite Way. The city said it expects to have a detailed design contract by the end of the summer, with construction expected to begin next year. But, because of low traffic volume connected with the shutdown of nonessential businesses for weeks to slow the spread of COVID-19, the city has decided to hold off on the final design of the rest of the planned bike path along Westminster, from Langside Street to Chestnut Street in Wolseley, until September.

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WFP: Councillors urge city to boost safety by improving markings (Jun25'20)
by Beth McKechnie 25 Jun '20

25 Jun '20

Councillors urge city to boost safety by improving markings Faded paint lines not street smart https://www.winnipegfreepress.com/local/paint-by-numbers-councillors-push-f… WINNIPEG drivers have likely all faced the challenge: you want to stay in your lane but you’re not sure where it is. Snow-clearing, road sand and other Manitoba weather realities strip away paint that marks lanes, leaving just a few flecks of colour or blank pavement. It can take many weeks for city crews to repaint those lines each year. Two councillors are pushing for changes to that process, which they hope will make streets safer. Coun. Shawn Nason (Transcona) is calling on the city administration to provide options to “improve the permanency of lane markings,” in a motion set to be debated at the July 7 meeting of the public works committee. Nason said the current faded markings are barely, or not at all, visible, which could make motorists and cyclists more likely to compete for the same space. “This creates an unsafe situation, and we need to do a better job to ensure (that) there are properly marked trails on our roadways. Then the motoring public can (stay in) their proper lane,” he said. He believes the longevity of the paint is key to addressing the issue. “We need some permanency on our line-painting, that’s not just put down and washed away a few weeks or months later — something that can stay on the road over the winters,” said Nason. The City of Winnipeg website describes road markings as “an important, but often overlooked, safety feature... Painted lines keep traffic in lanes and serve as guide posts for passing, safety, crosswalks and stopping areas.” In 2013, a KPMG public works review offered recommendations for Winnipeg to improve its road markings, which the consultant found were often missing. “Reliance on a single, in-house crew that takes up to 34 weeks to remark the city’s streets implies that many roads are left unmarked for much of this time,” the report notes. KPMG suggested Winnipeg consider the use of longer-lasting paint, try out new technology, and possibly contract out work to address the problem. Meanwhile, Coun. Janice Lukes (Waverley West) said she’d like to see the city prioritize lane painting so intersections that have the most collisions get painted first. Lukes said she lobbies for new paint at the intersection of Kenaston and Mc-Gillivray boulevards each year, then waits weeks or months to see the work completed. “It’s still not painted and it’s (late) June. Last year, it was the middle of August,” said Lukes. “Personally, I just think high-collision intersections should be (the top) priority at all times.” A total of 1,352 crashes took place at Kenaston-McGillivray between 2015 and 2019, the most at any intersection, Manitoba Public Insurance figures show. Leila Avenue and McPhillips Street had the second-highest number of crashes (1,191). Lukes said high-crash locations tend to have crosswalks and may also offer bicycle lanes, so making their lane markers more visible would make all road users safer. She plans to soon raise her own motion for the city to paint its Top 10 highest-collision intersections before any other roads each year. The city’s website notes it still uses one lane-liner machine that paints about 1,000 kilometres of roadway lines and edges, including 1,061 intersections. In a written statement, city spokeswoman Julie Horbal Dooley said the complete process takes about 35 weeks, which isn’t finished some years due to weather and resource issues. The work itself is growing, Horbal Dooley said. “The number of lane markings in the city is increasing at a rapid pace as we add active transportation routes to the network and… some regional streets are remarked up to three times a year.” The statement noted paint options that are more durable have a “cost-prohibitive nature.” Horbal Dooley also noted the public works department does prioritize some repainting for sites that need it most and intersections that have the most traffic. joyanne.pursaga(a)freepress.mb.ca Twitter: @joyanne_pursaga

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WFP: Segway personal transporter hitting brakes on production
by Beth McKechnie 24 Jun '20

24 Jun '20

Segway personal transporter hitting brakes on production SEGWAY, which boldly claimed its two-wheeled personal transporter would revolutionize the way people get around, is ending production of its namesake vehicle. The Segway PT, popular with tourists and police officers but perhaps better known for its high-profile crashes, will be retired on July 15, the company said in a statement. “Within its first decade, the Segway PT became a staple in security and law enforcement, viewed as an effective and efficient personal vehicle,” said Judy Cai, Segway president, in a statement, noting that in the past decade it gained popularity with vacationers in major cities in North America, Europe, Asia, South America, and the Middle East. But the Segway, which carries a standing passenger on a wide platform, accounted for less than 1.5 per cent of the company’s revenue last year. The company said 21 employees will be laid off, another 12 employees will stay on for two months to a year and five will remain at the Bedford, New Hampshire facility. “This decision was not made lightly, and while the current global pandemic did impact sales and production, it was not a deciding factor in our decision,” Cai said. The transportation revolution that inventor Dean Kamen envisioned when he founded the company in 1999 never took off. The Segway’s original price tag of around US$5,000 was a hurdle for many customers. It also was challenging to ride because the rider had to be balanced at a specific angle for the vehicle to move forward. If the rider’s weight shifted too much in any direction, it could easily spin out of control and throw the rider off. They were banned in some cities because users could easily lose control if they were not balanced properly. “What did they think the market was when they built this, when they designed it?” asked Maryann Keller, principal at Maryann Keller & Associates. “My impression was they were talking about this as personal mobility. How could you think that something this large and expensive would be personal mobility?” Segway’s popularity may have peaked in early 2009 with the release of the Kevin James comedy Paul Blart: Mall Cop, where the titular Blart patrols a fictional mall on a Segway. Ten months after buying the company in 2009, British self-made millionaire Jim Heselden died after the Segway he was riding careened off a 30-foot cliff not far from his country estate north of London. He was 62 years old. In 2003, then president George W. Bush avoided injury after tumbling off a Segway at his parents’ summer home in Kennebunkport, Maine. A cameraman riding a Segway ran over Usain Bolt in 2015 as the Jamaican sprinter did a victory lap after winning a 200-metre race in Beijing. Bolt wasn’t injured and later joked about the incident. In 2017, Segway got into the scooter business, just as the light, inexpensive and easy-to-ride two-wheelers took over urban streets. Riders took 38.5 million trips on shared electric scooters in 2018, according to the National Association of City Transportation Officials. Segway’s foray into lightweight scooters may have been a sign that its original PT’s days were numbered. “It was probably over-hyped before it was launched, and when it was launched, it was like, this is not going to work on city sidewalks,” Keller said. — The Associated Press

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Federation of Cdn Municipalities: COVID-19 Street Rebalancing Guide
by Beth McKechnie 23 Jun '20

23 Jun '20

[*Shared by Brian Patterson of Urban Systems on the TDM listserv]* Earlier today, the Federation of Canadian Municipalities (FCM) released a new *COVID-19 Street Rebalancing Guide *to help cities effectively modify urban streets to support safe commuting, commerce and exercise. The *COVID-19 Street Rebalancing Guide* is a product of FCM's The Urban Project <https://theurbanproject.ca/>, which convenes a wide spectrum of voices to tackle urban challenges across Canada. The guide itself flows from weeks of engagement with city officials and thought leaders from across Canada. The guide is designed for decision makers and practitioners alike. With case studies from around the world, it offers strategies and practical guidance on rebalancing streets through three phases of COVID-19 response-from immediate to longer term. It explores installations ranging from bike lanes and curbside queuing areas to temporary patios and parklets. The guide was developed for FCM by Urban Systems. *FCM Press Release:* covid.fcm.ca/news/... <https://covid.fcm.ca/news/new-guide-helps-cities-rebalance-streets-amid-pan…> *Download the Guide: *theurbanproject.ca/events/covid-19-and-mobility ------------------------------ Brian Patterson Active Transportation Practice Leader Urban Systems Ltd. Vancouver BC (604) 235-1701 bpatterson(a)urbansystems.ca

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