- AT-Network - University of Manitoba Mailing Lists

The New Face of Cycling
by Beth McKechnie 18 Jul '12

18 Jul '12

[Warning: This is a long but very worthwhile article to read when you have a few moments and/or need some inspiration. And while it's U.S.-focused, much, if not all, of it translates to Winnipeg's cultural mix, concentration of AT facilities in wealthier areas of the city, and personal safety concerns around cycling in some neighbourhoods. I particularly like the idea of working to include secure bike parking in public housing units and outreach/cycling education provided by someone who lives in the neighbourhood and becomes a role model. -cheers, Beth] *Momentum Magazine* The New Face of Cycling<http://momentummag.com/articles/the-new-face-of-cycling/index.html> by Carolyn Szczepanski <http://momentummag.com/topics/carolyn_szczepanski_1> June 13, 2012 *Stereotypes about bicycling are falling away as diverse communities adopt and promote the cycling lifestyle* >From every perspective, bicycling was a part of Ed Ewing’s upbringing. During the summer months, Ewing’s father rode his bike to work. On the weekends, bike outings were a common family activity. From an early age, Ewing’s bicycle was his transportation to and from school, football practice and his summer job. But, because he rode a bike in a predominantly African-American neighborhood in Minneapolis, MN, Ewing caught flak from his friends. “They didn’t understand it,” he said. “They’re like, ‘Are you turning white? Why are you doing that? Black people don’t bike’.” The outsider status cut both ways. Inspired by the Tour de France, Ewing started racing in high school. But out on the local circuit, he was often the only black cyclist at competitions. “At bike races people were like, ‘Who is this kid?’” he remembers. “There’s this fishbowl effect of everyone staring at you – and you just want to ride your bike.” As a young African-American, Ewing didn’t fit the cycling stereotype. According to the US Department of Transportation, a full 83 percent of bicycle trips in 2001 were made by whites. As of 2009, Caucasians still accounted for 77 percent of trips. But that’s changing. Across North America, people from all cultural and racial backgrounds are adopting the cycling lifestyle. In fact, according to a 2011 study from Rutgers researcher John Pucher “cycling rates are rising fastest among African-Americans, Hispanics and Asian-Americans.” Now living in Seattle, Ewing is propelling that shift. Four years ago he was approached by the Cascade Bicycle Club. At 14,000 members, Cascade was already one of the largest bike organizations in the nation – but, Ewing said, the majority of its membership was 50- to 60-year-old white men. “We looked at ethnic diversity and gender diversity and realized we have a responsibility to change those numbers,” Ewing said. “Then we looked at the communities we served. We do a lot of activism work on bike lanes, greenways and making streets safe, but a lot of those initiatives were not in communities of color.” >From Seattle to Toronto, advocacy organizations and citizen activists are mobilizing, creating the social and political networks that are redefining the face of cycling in many neighborhoods and cities. Back in Ewing’s hometown of Minneapolis, Anthony Taylor helped establish the National Brotherhood of Cyclists – a rapidly growing coalition of African-American cycling clubs. The group started 12 years ago with three black women looking to train for an AIDS benefit ride. Now Taylor flies all over the country, spreading the message that bicycling can – and must – be accessible to all. “To create a true movement in this country, we will have to turn around the top 25 major metropolitan communities,” Taylor said. “And, from that perspective, you know who has to be involved? People of color. They will have to be engaged.” *The Generational and Cultural Gap* Like many teenagers, Adolfo Hernandez abandoned his bicycle when he entered high school. As a kid, he tooled around Little Village, a predominantly Mexican neighborhood in West Chicago, IL, on two wheels. But when he hit adulthood, he relied on public transit. One day, after college, he decided to ride his bicycle 6 miles (10 kilometers) to his job at the YMCA. He braved major arterials roads with terrifying traffic on an old mountain bike, but still arrived at work feeling fresh and energized. Hernandez was hooked on the cycling lifestyle. But his parents, who had emigrated from Mexico, were perplexed. “A lot of people come to this country, including my parents, with a set idea of what the American Dream is and what it means to be successful,” Hernandez said. “I remember my mom and dad saying, ‘Why are you riding a bike? You can afford a car.’ They didn’t mean it in a derogatory way, but riding a bicycle, to them, meant not having the means to get around any other way. In some ways, the car is part of the American Dream.” According to a 2010 study published in Transport Policy, newly arrived immigrants are 41 times more likely to ride a bicycle than native-born Americans – but that propensity plummets to half that in just four years. Over the course of a decade, immigrants’ automobile mode share rises from 30 to nearly 42 percent, while bicycle mode share drops from 1.8 to 0.5 percent. Income could be a factor, the report suggests, as higher income is typically associated with higher automobile use. *Missing Role Models* Back in Singapore, Stanley Teo rarely rode a bicycle, given the high temperatures and thick humidity. But when he moved to Toronto, ON in 2003, economic necessity played a large role in his getting around on two wheels. “As someone who was new to the country, I was somewhat shocked to find out how expensive it is to travel around the city on public transportation,” he said. Because he lived and worked downtown, bicycling was a means to avoid gridlock, save money and explore the city, but Teo didn’t immediately feel welcomed into the cycling fold. “I felt that the bike culture here – cycling-related social events, media images and interactions on the streets – was a predominantly and exclusively a ‘white male’ activity,” he said. Ewing suggests that one of the barriers to biking is a lack of role models in the African-American community, as well. “When you grow up as a minority, you don’t see a lot of minority symbols out there, positive symbols,” he said. “That subconsciously plays on you your entire life and it’s a very, very powerful thing.” So when African-American cyclists are invisible in the media, in popular culture and on the streets of your community, it diminishes the appeal of bicycling. “It’s not until you see someone who looks like you doing that activity and being successful that you see it as possible, as a reality,” he said. That lack of cultural peers also affected Lacourdaire Camargo, a Latina cyclist in Chicago. For her parents, who grew up in Mexico, riding bikes was seen as a luxury for the rich or a means of transportation for working men. In Chicago, Camargo’s role models for cycling were the outgoing neighborhood boys of her youth and, as an adult, the eccentric bike messengers who defied traffic near her downtown office. “Before I started riding, I viewed cyclists as either hipsters with tattoos or the power-ranger, Lance-Armstrong individuals,” she said. “I’m a Latina, no tattoos, and I’m definitely no Jillian Michaels, so I often wonder where I fit in all this. Truthfully, I still don’t see too many minorities cycling, though I know they’re out there.” *Overcoming Stereotypes* Taylor suggests the lower rates of cycling in the African-American community run even deeper. “I believe there are internal conversations about what it means to be black in this country,” he said. “There are certain things that white people do and, by me doing them, it somehow makes me less black.” So while phrases like “Black folks don’t swim” or “Black folks don’t bike” may not be true, Taylor said, they still hold power because they are still so widespread. And, in many communities, the bicycle could be perceived as a threat. “The last time we had a major fundamental shift in transportation it was the expansion of highway system – and the African American community was significantly impacted by it,” Taylor explained. “There’s case after case after case where that shift literally destroyed historically African-American neighborhoods, not just displacing people from their homes, but businesses and cultural centers, too.” And, in some communities, bicycles are seen as the harbinger of another cultural tidal wave. “For many, when they see these bike lanes coming into their neighborhoods it represents gentrification,” Taylor said. “It represents them moving out and young white people moving in.” Robynn Takayama, a Japanese-American cyclist in San Francisco, CA, emphasizes that, while the young white stereotype exists, that’s far from the true picture of bicycling in the Bay Area. “Some things, like participation of the [San Francisco] Bicycle Coalition and the more established bike social circles, you may see those [predominantly white] demographics,” she said. “But out on the street, getting to and from work, there’s a lot of diversity.” And, given the transportation culture in many Asian countries, that doesn’t surprise her. “I’ve been to Sri Lanka, and people are riding bikes carrying their kids, carrying their laundry, carrying wares they’re selling on the streets – and the same in the Philippines,” she said. “When you look at developing countries, bicycling is an important part of transportation there. It’s not that people of color don’t bike here, but I think there can be financial barriers, infrastructure barriers. When you look at some of the lower income neighborhoods, the potholes there are out of control.” *Wanted: Access and Infrastructure* Camargo didn’t have any of the traditional resources for adopting a cycling lifestyle. There wasn’t a single bike shop in her neighborhood of Little Village. When she ventured to North Chicago to buy a bike, her new Raleigh was stolen within a few months. Working downtown, she recognized the growing ranks of urban professionals riding in to work, but none of those folks were coming from the South Side, where she lived. “But, I thought, even if it wasn’t happening on my side of town, it didn’t mean it was forbidden,” she said. “I decided that if other folks that lived up North could do it, then I could too. But cycling is a bit more challenging on the south and west side of Chicago, because there really aren’t a lot of bike lanes or bike-friendly zones. I feel that there’s a disparity.” Certainly, a lack of infrastructure could play a significant role in stifling cycling in some communities. In California last year, the Los Angeles County Bicycle Coalition (LACBC) investigated the intersection of household income, bicycle safety and bicycle infrastructure in some of LA’s diverse communities. “There are many high-density urban areas in Los Angeles County ... that tend to contain much fewer, if any, bicycle facilities,” the LACBC reported. “Not surprisingly, data shows disproportionately higher concentrations of pedestrian and bicycle crashes in low-income areas than in more affluent areas. This presents a major environmental and social injustice.” Hernandez said infrastructure equity is an issue in Chicago as well. “Where the facilities are has a lot to do with where people are riding,” he said. “For instance, many of our trails are built in the more affluent communities, so it’s a question of access to even use the facilities in our city. … If we want diversity among people who ride in the city, we need to think about how facilities and resources to assist them are allocated… The biggest culture change is the actual infrastructure that makes it normal to get around by bike.” And it’s not just paint on pavement. Takayama said that, when San Francisco debuts its new bike share system later this year, “I hope there’s strong outreach into neighborhoods of people of color and low-income people.” But, as Taylor pointed out, there are cultural considerations to take into account. In Minneapolis, the initial plans for the Nice Ride bike share system didn’t include any stations in the Twin Cities’ most concentrated African-American neighborhoods. But even when that oversight was remedied, “there was the issue of how we handle this kind of system in a community that doesn’t use debit cards as much,” Taylor said. “There was the idea that having debit cards as a prerequisite for using the system was itself racism.” *Safe Streets for All* Infrastructure and image aren’t the only inhibiting factors in certain neighborhoods. Genaro Escarzaga, whose parents immigrated to Chicago from Mexico in the 1980s, didn’t feel safe cycling. “Growing up, I generally stayed in because of the constant gang presence immediately outside,” he said. “Shortly after receiving my first real bike, I was assaulted for it in a different neighborhood. I didn’t feel comfortable riding until college, when I became a year-round bike commuter.” Now, as a program instructor for West Town Bikes, he hears those same concerns from other kids. “Violence discourages the young community from cycling and taking part in outside activity altogether,” he said. Hernandez’ first job with the Active Transportation Alliance – where he worked for five years before taking the helm of Chicago’s Office of New Americans – was working with Latino families in several area schools, helping them identify and adopt more active travel habits. The biggest barriers had little to do with cars or money or cultural mores. It was safety. “And that didn’t just imply safety from cars, safety in the built environment, but what’s going on in the streets,” Hernandez said. “Are there adults on the streets? Are there crossing guards, not just to help kids cross streets safely, but also to deter crime and violence. That was an interesting dynamic that we didn’t hear as much about in other parts of the city.” That’s not just true in Chicago. A survey conducted by Engaging Neighbors, Refugees, Immigrants, in Community Health (ENRICH) in Portland, OR, found that nearly one-third of parents cited crime as a limiting factor in allowing their children to bike in their communities. Ewing hears those concerns, as well. Though they’re given a lock when they earn a bicycle through the Cascade Bicycle Club Major Taylor program, some students come back empty-handed within a few days. “Many of our kids live in apartments and, based on religious belief or cultural beliefs, parents won’t allow the bike into the home, because the bike is looked at as the lowest level of transportation,” Ewing said. “So the bike is left outside and gets stolen.” Now, because of their work with diverse youth, Cascade advocates are working with city planners to solve that problem by adding basic amenities like secure bike parking to public housing units. Those types of partnerships and solutions are blossoming across the continent. *The Future of the Movement* Standing at the podium of the Youth Bike Summit, wearing a shy but eager smile, Alpha Barry proudly professed: “I’m a student, a bike mechanic, a bike rider and an advocate.” Growing up in a small village in Guinea, a nation on Africa’s west coast, Barry said, “Only two families in the village owned a car, and even a bicycle was a treasure.” Rather than looking forward to a driver’s license, Barry longed to apprentice in a bike shop, which intoxicated him with the scent of “grease, oil and hard work.” As a teenager, Barry’s bicycle dream came true – more than 4,000 miles (6,400 kilometers) away, in New York City, NY. As a student at Brooklyn International High School, Barry got an internship at Recycle-A-Bicycle, where he built and learned to maintain his own bike. For 10 months, he worked with area officials on the planning and development of the Brooklyn Waterfront Greenway – a 14-mile (23-kilometer) multi-use path that passes through a number of multi-cultural communities – and took his first trip to Washington, DC, for the National Bike Summit. For Barry, the bicycle became more than a means of transportation. “I see everything around me in a new way, as if everything has come to life and everything is suddenly possible,” he said. Thanks, in part, to organizations like Recycle-A-Bicycle, the next generation of cyclists will likely look more like Alpha Barry than the past archetype of the affluent, spandex-wearing white male. The growing community bike shop movement is widening the movement by providing free or low-cost bicycles to youth and adults in exchange for their time and energy. Traditional advocacy groups are more often – and more effectively – outreaching to diverse neighborhoods, too. Since the inception of the Major Taylor program, Ewing and Cascade Bicycle Club have provided bicycles, education and programming to more than 430 students at some of the city’s most diverse schools. The LACBC is just one of many advocacy groups that have created Spanish-language literature and education classes. In the US capital, the Washington Area Bicyclist Association started a new effort in a predominantly African-American community “East of the Anacostia,” where bicycle infrastructure and outreach have been virtually nonexistent. Making those efforts successful, though, depends on not just evangelizing the merits of bike lanes, but “building genuine relationships for the sake of building relationships,” Taylor said. It also means understanding community needs and concerns. “What if we can make bike lanes a strategy for increasing safety?” Taylor asked. “What if bike lanes become a solution to connectivity, decreasing these communities’ isolation from an economic and social standpoint?” *Progress through Leadership* Encouraging more adults to ride is a multi-faceted equation. Taylor believes bicycle education can play a key role – especially if the teacher is from the same community as the student. This year, Taylor is working with the League of American Bicyclists to certify 75 African-Americans as League Cycling Instructors who can be ambassadors, role models and champions for biking in their communities. Especially for new immigrants, not understanding the rules of the road can curb the desire to commute by bike. Angel Chen, who moved to Toronto, from Taiwan, said in her home country bicyclists are more akin to pedestrians than cars, so sidewalk riding was common. In Canada, that’s largely illegal. Programs like the newcomer cycling program helped Chen and Teo by providing resources, such as route planning and mentorship. “The Toronto Cyclist Handbook, which explains safety tips and the rules of the road in Toronto, was published in English and in 16 other languages,” Teo said. “Safety and other cycling-related workshops were also held at community hubs, other settlement agencies, libraries and schools. There is also this unique program called the Bike Host Circle where volunteer cyclist mentors are matched with newcomer ‘mentees’ to get them familiar with the city through cycling.” While riding to work may eliminate costs for gas and transit, Nannette Rodriguez, a Puerto Rican cyclist in Des Moines, IA, said cost may be a deterrent for some potential bike commuters. “A large impediment for emerging populations in the US to adopt cycling is the perception that there’s a large investment that needs to be made in equipment,” she said. “Here in Des Moines, we have the Des Moines Bicycle Collective, which restores and repairs bicycles and sells them very economically, or trades volunteer work for bikes. Collectives like this need to be promoted to emerging populations, preferably in their language.” *Building Success* But perhaps the most overwhelming barrier for bike commuters of color is a challenge that knows no culture. “Improved infrastructure is key to building a bicycle constituency,” said Tony Garcia, a Cuban-American urban planner in Miami, FL. “In the end, what we want is a complete bicycle network, with an emphasis on protected facilities and neighborhood routes, that touches all demographics and gets everyone on their bikes.” After all, the benefits of biking are beginning to resonate even in communities that historically have been wary of active transportation. Eight years ago, local officials balked at the installation of bike lanes on Division Avenue, an iconic street for the Puerto Rican community in Chicago. “I remember the local alderman saying, ‘We don’t want this bike lane in our community,’” Hernandez said. “And, for him, it was a matter of protecting the integrity and culture of that community.” But, less than a decade later, that same street has new pedestrian crossings and bicycle facilities, connecting residents to local parks and area jobs. What made the difference? “We’ve been able to do organizing work and, in reaching out, instead of talking about bicycling, we’re talking about health,” Hernandez said. “We’re talking about access to green space and other city amenities, and bicycling is the vehicle to get us there.” Local citizens are emerging as grassroots leaders too, creating social networks that are fostering a sense of solidarity and elevating the visibility of all cyclists. In Los Angeles, Yolanda Davis-Overstreet created Ride in Living Color, a film effort that’s gathered the diverse stories of more than 60 cyclists of color. Across the nation, social rides like the Black Kids on Bikes ride in East LA and the People of Kolor Everyday Riding (P.O.K.E.R). Bicycle Familia Ride in San Francisco are gaining momentum – and reclaiming the streets from long-held stereotypes. “People think of San Francisco bicycling and they think about bike hipsters and skinny jeans,” Takayama said. But show up at the P.O.K.E.R. ride, she suggests, and you’ll see the real face of Bay Area bicyclists – African-American youth on tricked-out “scraper” bikes, a Latino couple carrying their new puppies in their front baskets, a fixed-gear-riding Filipino musician and his bicycling son. “We’re out there,” Takayama said. “There’s a lot of diversity in terms of who’s using a bicycle to get around.” The way the movement is going, Hernandez, for one, thinks cyclists like Takayama and Taylor, Barry and Camargo, won’t be in the minority for long, especially in the major urban centers. “The idea that biking is a white thing or poor thing doesn’t exist as much in the youth who are growing up in diverse, multicultural cities,” Hernandez adds. That gives Taylor cause for optimism. After all, he said, the bicycle movement is still in its infant stages. Even the most bicycle-friendly cities, such as Portland or San Francisco, have barely breached five percent mode share. “We have not had a movement yet,” Taylor said with a chuckle. “My new message in these communities of color is: ‘Guess what? You got here just in time.’ Rather than the sense that anyone has been left behind, it’s a much more positive, invigorating message. We have the potential for a great movement – it just hasn’t happened yet.” *Carolyn Szczepanski is the communications director for the League of American Bicyclists, which represents the interests of 25,000 individual cyclists and 700 affiliated organizations in the United States. *

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Blood on the bike path: What a tragic accident teaches us about safely sharing the trails (Grist)
by Beth McKechnie 17 Jul '12

17 Jul '12

Blood on the bike path: What a tragic accident teaches us about safely sharing the trails By Joel Gwadz <http://grist.org/author/joel-gwadz/> http://grist.org/biking/blood-on-the-bike-path-what-a-tragic-accident-teach… <http://grist.org/author/joel-gwadz/> A few weeks ago, just outside of Washington, D.C., a woman was hit and killed by a man on a bicycle while walking on a paved multi-use trail, aka a “bike path.” It was a tragic accident. My heart goes out to any and all that knew and loved her. It also distressed me to read the anti-cyclist reaction in the comment sections of local online news sources and neighborhood forums, when all of this could have been avoided with a few simple precautions. When various news sites reported the story online, the comments were predictably absurd. There were all sorts of attacks on bikes that reflected more on anti-bike sentiment than on the incident in question. “The path is for everyone not a bunch of spandex wearing Armstrong wannabes,” wrote one commenter. A member of the *Fairfax Underground* forum posted a story about the incident under this headline: “Bicyclist Mows Down Old Lady and Kills Her.” “Kill all cyclists,” replied a second member, “problem solved.” A little more attention to the specifics, and the authors of these remarks would have known how off-base they were. The bike rider in this incident was a man in his early 60s. He was riding an $88 department store bike, a NEXT Power Climber. I doubt that he was training for a race. He claims he gave both a ring of his bell and an audible, “on your left,” to the elderly pedestrian. But apparently the alert caused her to step in front of him rather than out of his way. The collision knocked her backward onto the pavement, according to the police report, where she struck her head. Clearly, there are things both people could have done to avoid the accident. But it is largely the responsibility of bicyclists to avoid collisions like this. Bikes yield to pedestrians — even on bike paths. Just as downhill skiers are expected to anticipate and react to other skiers below them on the slope, it is the responsibility of the cyclist to avoid collisions and expect the unexpected when overtaking other trail users. It is important to keep in mind that “bike paths” are generally not solely for bikes. They are shared spaces that usually accommodate an assortment of people on foot; runners, hikers, dog walkers, nannies pushing strollers, kids walking home from school. Then there are the rollerbladers, roller skaters, skateboarders, people with their dogs on those nearly invisible extendable leashes, power-walking moms with wild toddlers that should be on leashes, and a long list of other potentially menacing variables. Bicyclists should act accordingly. Here are some things to consider:‪‬ - Be considerate of other trail users! Give the person you’re passing a warning either by bell or mouth — a gentle “on your left” usually does the trick. Give them a chance to react, then make a good, clean pass. Pay extra attention to small children and dogs.‬ - Travel at a reasonable pace. This is not the place to try to set the land speed record. Need a workout? Keep your chain out of the “big ring” and work on high cadence at lower speeds. - Slow down in areas that are commonly occupied by slower-moving trail users. Knowing your trail allows you to know what to expect. - Obey the traffic laws. Some multi-use trails have speed limits. Most intersect with roads. Be aware of car traffic when you encounter it. What do these things tell us about the tragic incident outside of Washington? From the reports I read, this rider did everything he should have done. The police apparently agree; he is not being charged with any crime. So while we are trying to educate cyclists on how to behave more safely on the bike path, why not give a few tips to other trail users? - Be aware of other trail users by simply looking and listening. An occasional glance forward and an occasional glance backwards should tip you off that there is a cyclist approaching. - Walk on the right-hand side of the trail. If walking in a group, don’t block the whole trail. Pinch in and walk single file when faster trail users approach. Glance back for approaching trail users before U-turning on the trail.‬ - Understand that the Bike Path is basically a roadway for bicycles and other trail users. Which brings me back to all the hate that was unleashed on cyclists after the accident outside of Washington, D.C. It intrigues me that there are so many people who are anti-cyclist. Do they feel this strongly about cars? Cars are bigger, heavier, and move faster. There are more cars than bike on the roads, and they kill more pedestrians. According to the National Highway Transportation Safety Administration<http://www-nrd.nhtsa.dot.gov/Pubs/811630.pdf>[PDF], 4,280 pedestrians were killed in crashes with motor vehicles in 2010. Another 70,000 were injured. Statistics about pedestrians killed or injured in crashes with bikes are hard to find. What so many people fail to understand is that most cyclists are hyper alert and super cautious. A collision on a bike, whether with a car or a pedestrian, puts the cyclist at risk. And yet, when we see a tragedy like this, instead of viewing people on bikes as individuals, the haters have clumped a very complex subculture of many groups and subgroups into one simple identity — those evil “spandex wearing Armstrong wannabes.” They seem to love to take their show-and-tell experience of being buzzed by a cyclist as the general behavior of all cyclists. In the end, it is a matter of common sense and common courtesy. Is this accident a wake-up call for bicyclists to be more careful and more considerate? Yes, but this notion of being more considerate of others should apply across the board. It’s certainly something I would love to see from the car drivers as they approach pedestrians and cyclists on the road. *Joel Gwadz bikes and blogs in Washington, D.C. His 7-year-old son has accused him of being obsessed with bikes, and he admits that bicycle grease pumps through his veins. Read more of his rants on bicycling and see his photos on his blog, Gwadzilla <http://gwadzilla.blogspot.com/>.*

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WFP View from the West: Crossing a street needn't be an adventure (July16/12)
by Beth McKechnie 16 Jul '12

16 Jul '12

Crossing a street needn't be an adventure By: Don Marks Whether or not to use "pedestrian countdown timers" in Winnipeg has been raised again but not seriously because it would cost $10,000 per intersection. But there must be benefits to them since one is used for streets beside the MTS Centre, which is the most pedestrian-packed area of Winnipeg. We need a more detailed cost analysis of PCTs because there are other benefits to be derived from them and almost all of them involve safety. And shouldn't that be the primary concern anyway? There is an even better way to resolve pedestrian and traffic flow and it doesn't cost diddly, but I'll get to that later. PCTs replace the "Walk, Don't Walk" system with an actual, numbered countdown. This makes sense. How often have you stepped off the curb on a green, only to be slapped by a red palm signal before you are even halfway across the street? Then you have to speed up and this can make crossing the street an adventure for folks with bum knees, let alone crutches and wheelchairs. The PCT tells you the actual number of seconds you have to pace your walk. A study in San Francisco found that a PCT reduced the number of pedestrian crossings on red lights from 14 per cent to nine per cent. More important, pedestrian collisions with motorized vehicles were reduced by more than 50 per cent. The major concern was that PCTs would provide an even greater red flag to the charging bull that amber lights turn drivers into. But instead of speeding up to make a green light, drivers were found to slow down by the countdown which also tells them when a light is going to turn yellow. But this is Winnipeg and we can barely afford to fill the potholes. I happened to come across a system which might provide some relief to the wearying war between cars and pedestrians in Winnipeg. I found this system in Auckland, New Zealand. It's called a "pedestrian scramble" and I know if we had thought of this earlier, we might still have people walking across Canada's most famous intersection at Portage and Main. Look, the biggest problem when it comes to an orderly flow involving pedestrians and vehicles is simply that they get in each other's way. How often have you seen a line of cars backed up for blocks just because a single pedestrian chooses to amble across an intersection in front of a lead car that wants to turn right? Pedestrians impede cars. So the most obvious solution is to separate them from each other. Don't try to move cars through an intersection when people are trying to do the same thing at the same time. And vice versa. A pedestrian scramble brings all vehicular traffic to a halt when it is the pedestrians' turn to cross. People gather at the four corners and when it is their turn, they can even cross the intersection diagonally (or "kitty corner" for those of you who want to get all technical). Then when it's time to move vehicles through the intersection, you provide a green light for traffic going say, east-west for a good spell (and you clear a lot of traffic this way). Then you give the folks driving north-south their turn. Then it's back to clearing the pedestrians. Sure, it is a bit of a longer wait for your light to turn green whether you are walking or driving, but my experience as a pedestrian in Auckland was that people took the opportunity to chat and even meet new people as they gathered on the four corners. Drivers didn't seem to mind because, overall, they were moving through downtown faster than being stuck in the middle of a block over and over again. And all you have to do is adjust the timing on our existing traffic signals. I'll bet our city hall could bring that in for about $9,000 an intersection at most (just kidding). The pedestrian scramble only makes sense where large numbers of pedestrians accumulate and there is enough space on the sidewalks to gather them. That would seem to indicate the only practical use for them in Winnipeg would be downtown. But isn't that where we have the most problems between pedestrians and cars? Yes, the longer wait may cause some impatient people to try and jaywalk. But the plus side is these lawbreakers won't find it so easy to cross against smoothly flowing traffic and perhaps they might change their criminal behaviour. Reducing crime is always a major priority here in Winnipeg. I'm suggesting we try it at a couple of downtown intersections and, if it works, we create pedestrian scrambles wherever they make sense. And then some bureaucrat can change the name to the "system for orderly flow of pedestrians and vehicular traffic" because "scramble" sounds like too much fun. *Don Marks is a freelance writer in Winnipeg who accepted a dare to cross kitty corner at Donald and Portage when he was a teenager and now always waits for a brand new walk signal before ever venturing off any curb.*

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BEST Winnipeg AT SIGN Ever!
by Janice Lukes 13 Jul '12

13 Jul '12

Folks!! Ok - a long long time coming - but without a doubt one of the best AT signs I've ever seen in Wpg (I know - there are not many - but - - ) For sure it is cause to celebrate on a hot Friday afternoon! I think it went up yesterday? ! Zoom in close on the attached photo - the HUGE flashing sign located just north of the Pembina / Bishop overpass reads: Pembina Hwy Roadwork Plaza Drive to Chevrier Starts July 16 Although the City of Winnipeg's Active Transportation Advisory Committee has been dissolved (we are told someday a new one will be created) cycling infrastructure ON Pembina Hwy was always the #1 ranking PRIORITY for ATAC! Councillor Swandel made the long needed political move to bring this forward - back in January 2010: http://biketothefuture.org/attachments/0000/1394/pembinahwyat_councilorswand elmotion2010-01-18.pdf Many of us debated with then Chair Bill Clement - Councillor Swandel navigated it through - and here we are today!! I travel this route daily and may do a photo doc of the progress to share for those of you who aren't out as frequently. Fantastic! This is the holy grail of trail in Winnipeg for sure! Janice Lukes

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Pedestrian and Bicycle Council Summer Newsletter
by Beth McKechnie 12 Jul '12

12 Jul '12

Thanks to Bob Kurylko at Stantec for sharing the latest issue of the ITE newsletter. I found the item below on sharrows and the before/after photos in the London's Bicycle Superhighways article of particular interest. *Want to Increase Cycling? Sharrows Won't Cut It* streetsblog.net/2012/06/12/want-to-increase-cycling-sharrows-wont-cut-it/<http://r20.rs6.net/tn.jsp?e=001rrI-K6HknDizCDf7JehvjXGR2Ky8SIlXUpKu_PJzSQ1Q…> cheers, Beth ** ** *From:* Institute of Transportation Engineers [mailto:info@ite.ccsend.com] *On Behalf Of *Institute of Transportation Engineers *Sent:* Friday, June 22, 2012 9:11 AM *To:* Kurylko, Robert *Subject:* Pedestrian and Bicycle Council Summer Newsletter**** ** ** Having trouble viewing this email? Click here <http://campaign.r20.constantcontact.com/render?llr=umc9fycab&v=001Z75pTKZtb…> **** ** ** [image: Banner]**** **** *Summer E-Newsletter***** **** *Summer 2012***** *In This Issue* **** *Announcements from ITE <#138149f770ea8002_LETTER.BLOCK6>* **** *News Bits, Bites, and Links <#138149f770ea8002_LETTER.BLOCK10>* **** *Pedestrian and Bicycle Education News <#138149f770ea8002_LETTER.BLOCK13>* * *** *London's Bicycle Superhighways <#138149f770ea8002_LETTER.BLOCK14>* **** *Evaluation Of Shared Lane Markings Miami Beach, Florida<#138149f770ea8002_LETTER.BLOCK15> * **** *Bicycling In Spain: An Anecdotal Assessment<#138149f770ea8002_LETTER.BLOCK16> * **** *Message from the Chair ***** ** ** Hello, ITE Pedestrian and Bicycle Council members!**** **** Clearly federal transportation reauthorization is the most pressing issue facing our profession today. I hesitate to write about a quickly changing landscape when this newsletter is still three weeks away from publication, but as I write this the second week of June, a conference committee is piecing together elements of a reauthorization bill. Active transportation continues to be under fire as an unnecessary frill - a mere fringe on the edge of the "real" transportation system.**** **** Perhaps Congress should listen to the American people. An America Bikes research report issued this spring shows broad-based support for walking and biking. According to the report, available on the America Bikes website at www.americabikes.org/2012survey<http://r20.rs6.net/tn.jsp?e=001rrI-K6HknDg4xIXuVL5_C8oy5FCSr89TO-Ra0DGDzooG…>, 83 percent of Americans want to maintain or increase funding for pedestrian and bicycle facilities. And that's not just a partisan or urban agenda. It's true among both Republicans and Democrats. Throughout regions of the United States. In urban, suburban, and rural areas. Among all age groups. It turns out that active transportation is one of those rare topics that actually enjoys broad-based support.**** **** As professionals who see the benefits of walking and biking in the communities we serve, we need to spread the message to others. Reach out to your elected officials to ask them support investments in bicycle and pedestrian infrastructure. They create jobs and make our communities better. **** **** Leaving my soap box, I return you to ITE business. Please come to the Annual Meeting in Atlanta, August 12-15. You will not be disappointed! The Pedestrian and Bicycle Council is sponsoring more sessions than ever before, including:**** - Innovative Intersection Design**** - Complete Streets**** - Midblock Crossings at Transit Stops**** - Public Health Benefits of Active Transportation**** - Innovative Bicycle Treatments**** - Separated Bikeways**** - Revitalizing Downtowns with Multimodal Solutions**** - New Guidelines for Non-Motorized Travel**** - Modeling Pedestrian and Bicycle Demand**** I hope to see you there!**** **** Jeff Riegner Chair, Pedestrian and Bicycle Council Whitman, Requardt & Associates 302.571.9001 jriegner(a)wrallp.com**** Announcements from ITE **** *<http://r20.rs6.net/tn.jsp?e=001rrI-K6HknDgOOKn3rxGcb61MSI452-owMbTIK0oeI0Se…> ***[image: ITE 2012 Annual Meeting and Exhibit]<http://r20.rs6.net/tn.jsp?e=001rrI-K6HknDgOOKn3rxGcb61MSI452-owMbTIK0oeI0Se…> ***<http://r20.rs6.net/tn.jsp?e=001rrI-K6HknDgOOKn3rxGcb61MSI452-owMbTIK0oeI0Se…> **ITE Annual Meeting ** Atlanta, GA***** *August 12-15, 2012** *www.ite.org/annualmeeting<http://r20.rs6.net/tn.jsp?e=001rrI-K6HknDgOOKn3rxGcb61MSI452-owMbTIK0oeI0Se…> **** * *Join your peers August 12-15 in Atlanta, GA for the ITE 2012 Annual Meeting and Exhibit. The conference is designed to share knowledge, expertise and ideas on multifaceted approaches to addressing transportation issues and to exploring emerging trends in the industry. The meeting content will include sessions in a mix of presentation and training formats focused on state-of-the practice, advancement of the profession and emerging issues designed to benefit transportation professionals in the public and private sector and students.**** ** ** News Bits, Bites, and Links **** **** *<http://r20.rs6.net/tn.jsp?e=001rrI-K6HknDh-SRUXEKs7E6Ahx26Am8EejkyDgZJCAH-j…> ***[image: Green Lane Project]<http://r20.rs6.net/tn.jsp?e=001rrI-K6HknDh-SRUXEKs7E6Ahx26Am8EejkyDgZJCAH-j…> ***<http://r20.rs6.net/tn.jsp?e=001rrI-K6HknDh-SRUXEKs7E6Ahx26Am8EejkyDgZJCAH-j…> **Bikes Belong launches Green Lane Project* Six U.S cities will be receiving support to add or expand protected bikeways (Austin, Chicago, Memphis, Portland, Ore., San Francisco and Washington, D.C.) "The goal of the Green Lane Project is to support the selected cities in their efforts to develop and install these kinds of facilities." **** *The Scooter - The Unsung Mobility Option* www.copenhagenize.com/2012/05/scooter-unsung-mobility-option.html<http://r20.rs6.net/tn.jsp?e=001rrI-K6HknDjajUP7Ng_oySqm6lw3RbQNmh-MgAcgyKwz…> **** *House Attack on Safe Streets Makes Transpo Bill Ever More Elusive* dc.streetsblog.org/2012/06/11/house-attack-on-safe-streets-makes-transpo-bi…<http://r20.rs6.net/tn.jsp?e=001rrI-K6HknDiK99cnZLTyc3JDidvc7fxJKf0imJUQlzRF…> **** *Want to Increase Cycling? Sharrows Won't Cut It* streetsblog.net/2012/06/12/want-to-increase-cycling-sharrows-wont-cut-it/<http://r20.rs6.net/tn.jsp?e=001rrI-K6HknDizCDf7JehvjXGR2Ky8SIlXUpKu_PJzSQ1Q…> **** While Sharrows may increase the safety of current cyclists as the below articles outlines, they may do little to induce new cyclists to the roadways.**** ** ** Pedestrian and Bicycle Education News **** **** *Roundabout Design And Construction: Key Issues And Solution Series***** www.ite.org/education/webinars_RDC.asp<http://r20.rs6.net/tn.jsp?e=001rrI-K6HknDhAY41DKHDnSqwesqp1-QSUuZ6zEk7QmQar…> **** ** ** London's Bicycle Superhighways **** **** *Submitted by Andy Blanchard***** **** *Background:* When Boris Johnson, the Mayor of London, was running for office, he sold himself to the voters as a champion for cyclists. Following his election to the position of Mayor, he charged Transport for London with putting into action a policy that he calls a "Cycle Revolution for London". This policy is comprised of three parts: one is the Cycle Superhighways, with the others being a bicycle share scheme and Biking Boroughs (a program of improvements in outer London aimed at increasing bicycle mode share).**** **** *Transport for London (TfL) is the local government agency responsible for key aspects of the regional transport system in Greater London. Its role is to implement the transport strategy of the Mayor and to manage transport services across London.***** **** The overall goal of the Cycle Superhighways project was to increase the number of commuters traveling by bicycle between inner and central London. The principal element of the project was physical improvements to 12 corridors, modeled on the spokes of a bicycle wheel, radiating from central London. In addition to the physical measures, other actions were taken to encourage greater numbers of commuters to cycle - including promotion, training, activities, grants to fund bicycle parking and showers at schools and places of employment along and near the route. One of the early routes was Route 8, a five-mile stretch between Wandsworth Town Center (a regional hub in southwest London) and the legislative heart of the United Kingdom at the Houses of Parliament beside the River Thames. The principal alignment was pre-selected by officials at TfL and supported by a research study into the potential for new cyclists along alternative alignments.**** **** *Preliminary Engineering:* The initial design task undertaken was the Cycle Highway Implementation Plan, or CHIP for short. This plan involved conducting a desk based review of all available data on the route, followed by an extensive group site visit with stakeholders. This group consisted of representatives of those local entities responsible for the operation and maintenance of the roadways along the route alignment and cycling advocacy groups. Through these two tasks, barriers to the safe and efficient movement of bicycles along the route were identified and potential solutions to overcome these barriers were generated, together with an outline cost estimate of the recommended measures.**** **** *Typical measures identified for implementation along Route 8 included:***** - *Replacement of traffic lanes with bicycle lanes in both directions along a 1.5 mile section***** - *Replacement of a traffic lane with an off-street bicycle path around a busy gyratory***** - *Striping of five miles of new 5ft wide cycle lanes and widening of one mile of existing cycle lanes to 5ft***** - *Application of blue surfacing and a series of wayfinding signs and totem structures to brand the route and ensure that it is easy to follow ***** - *Cycle-only phase at existing traffic signals ***** Consultation with the emergency services and other users of the road network, such as London Buses (a subsidiary of TfL that manages bus services within Greater London) was also completed at this stage, enabling these stakeholders to be made aware of the Cycle Superhighways proposals and allow them to give input to the designs at an early stage. Synergies with other projects were identified early on and allowed additional improvements to be made to the route at no cost to the project, including reprogramming of planned pavement resurfacing and incorporation of safety improvements.**** **** *Risks:* The largest risks to the implementation of Route 8 were identified in advance and addressed through early and extensive engagement with the relevant staff and by fast-tracking the design of the most controversial and complex sections of the route. The major risks included:**** - Compatibility of proposed road layouts with those planned as part of the Olympic Road Network (critical routes for the 2012 Summer Olympic Games in London)**** - Long delivery times for changes to traffic signals along the route (conflict with existing signal modernization programs and the Olympic Games signal works)**** - Review and approval of the proposals from the department charged with maintaining the efficient operation of the road network (Forward Planning) **** *Detailed Design:* The route was split into 20 sections to enable detailed design work to be progressed simultaneously by a team of seven designers. Additionally, it allowed work on some sections, while other sections were delayed by traffic signal modeling or gaining agreements from local agencies. Construction delivery packs were prepared for each of the 20 sections, and these incorporated a set of detailed plans, utility plans, a sign schedule, a list of quantities, a Designer's hazard register, a Road Safety Audit and a Response Report, as well as traffic control plans (see below). A Road Safety Audit was also carried out at the preliminary design stage and on completion of construction for each of the sections.**** **** *Temporary Traffic Control:* Agreement on traffic control layouts proved more contentious than originally estimated. The alignment of Route 8 passed through areas controlled by three different local agencies, so proposed traffic control layouts had to be approved by these agencies, the Metropolitan Police and the body controlling buses in London, along with the strategic oversight of Forward Planning. As a result of consultation with these bodies, the methodology for constructing the different sections was modified on a number of occasions to limit the impact on traffic, and traffic modeling was undertaken to forecast the influence of the construction tasks.**** **** *Construction:* The consultancy team also provided site oversight services of the contractor for the client during overnight construction. Although most of the physical construction (e.g. roadway widening, extension of sidewalks and new medians) was undertaken during the off-peak daytime hours (10 a.m. - 4 p.m.), the majority of the surfacing and striping work was completed overnight (9 p.m. - 5 a.m.). The involvement of some of the design team in this oversight role was beneficial as it allowed the contractor to gain a greater understanding of the design and immediate feedback on suggested changes to the design.**** **** *Timescale:* Delivery of the design from concept to detailed construction packages was completed in 16 months, with the end of the design process overlapping the start of the construction phase, in order to meet the July 2011 opening date. The contractor was appointed 10 months after the design was started, and this allowed some contractor involvement in the design process. Construction was completed in eight months.**** **** *Figure 1: Before and after photos***** **** Wandsworth Bridge Roundabout**** **** **** York Road junction with Plough Road**** **** **** York Road approaching Lombard Road**** **** **** Grosvenor Road**** **** **** Grosvenor Road junction with Vauxhall Bridge**** **** **** **** * ***** *About the author:* Currently working at Atkins (an engineering and design consultancy firm), in their Henderson, Nevada office, Andy moved to the Las Vegas area from the U.K. at the end of 2011. Prior to arriving in the U.S., he worked for the engineering consultancy firm AECOM for more than eight years, and one of the projects he managed during this time was delivery of the design of Cycle Superhighways Route 8.**** **** ** ** Evaluation Of Shared Lane Markings Miami Beach, Florida **** **** *Submitted by Xavier Falconi<http://r20.rs6.net/tn.jsp?e=001rrI-K6HknDhvQSskqsMszWN-QdyD7y6v5qe_YINt-Vp7…>, PE City of Miami PLANNING DEPARTMENT***** **** *Background* **** The City of Miami Beach requested and received permission from the Federal Highway Administration to conduct a pilot study on Washington Avenue to evaluate shared lane markings<http://r20.rs6.net/tn.jsp?e=001rrI-K6HknDgbpH9ZOOYda4lpA7uqEcP6Z7uqQIGQ3Ww9…>(sharrows). The University of North Carolina Highway Safety Research Center (HSRC) was selected to conduct the evaluation through a contract with the Florida Department of Transportation. The entire length of the Washington Avenue evaluation area, from South Pointe Drive to Dade Boulevard, is about two miles long. This summary is based on the report provided by the University of North Carolina HSRC. **** **** The application of sharrows was initiated as a possible solution to mitigate "dooring" crashes. A "dooring" crash is one that occurs when the door of a parked car opens suddenly into the path of a bicyclist riding in close proximity to the on-street parking lane. The bicyclist can be injured by striking the door or by swerving further into the travel lane and being struck by a passing vehicle. Between 2000 and 2009 (latest data available from the Miami-Dade MPO), 52 bicycle crashes were reported along Washington Avenue between 12th Street and Dade Boulevard (approximately one mile). Of those, at least 11 (21 percent) involved a bicyclist striking the open car door of a parked vehicle.**** **** Washington Avenue is located near the beach on the east side of the City and contains popular tourist destinations, including night clubs, restaurants and shops, attracting a large amount of traffic. The street has a posted speed of 30 mph, with a typical cross-section consisting of an 8-foot parking lane, two 11-foot travel lanes, an 11-foot landscape median, two 11-foot travel lanes, and an 8-foot parking lane. Left turn refuges and traffic signals are provided at various street intersections, with sidewalks, curbs and gutters also included on both sides of Washington Avenue. **** **** The section north of 5th Street to Dade Boulevard is mostly commercial with average daily traffic (ADT) varying between 9,000 and 18,000. The area south of 5th Street to South Pointe Drive is mostly residential with approximately 5,000 ADT. **** **** *Study Area ***** Many taxis operate on the street, and double parking and parked vehicle turnover is frequent. The situation can be challenging for bicyclists when traffic is heavy, and bicyclists frequently ride between vehicles in the travel lane and parked vehicles. There are bicyclist interactions with pedestrians crossing the street at mid-block and intersections. The mix of bicyclists is extremely variable and includes a considerable number of tourists. The cyclist skill level is also variable with a vast majority being recreational bicyclists. **** **** The City decided that the most appropriate placement for the shared lane markings (bike and chevron) was in the middle of the lane near parked vehicles, which would place the center of the marking approximately 13.5 feet from the curb. The City felt that normal spacing of 11 feet from curb next to parked vehicles would not allow enough room for motor vehicles to pass bicycles in the lane next to parking. Middle-of-the-lane placement would allow bicyclists tracking over the markings to be out of the door zone and also to take control of the lane. The block lengths were such that shared lane markings were typically placed near an intersection crosswalk, at mid-block, and near the end of the block. Spacing was approximately 200-250 feet in such a situation. The decision was made to use thermoplastic for the markings. **** **** *Summary and Conclusion ***** The installation of the shared lane markings on Washington Avenue was associated with a variety of results. The chaotic nature of the street in times of busy traffic and the speed of some of the motor vehicles are likely to be factors in producing these results. **** **** Following are some of the evaluation findings:**** 1. The definition of yielding, where a party had to give way to the other, was rather robust. Bicyclist yielding (i.e., changed direction or speed to give way to a motor vehicle) decreased from 8.5 percent in the before period to 2 percent in the after period. Motorist yielding (i.e., changed direction or speed to give way to a bicycle) increased from 4 percent in the before period to 5 percent in the after period. The statistically significant differences were mostly attributable to less bicyclists yielding in the after period. **** 2. Motorists following bicyclists increased from 16.5 percent before to 22 percent after, while motorists passing bicyclists decreased from 34 percent before to 28 percent after. This could indicate a more smoothly flowing traffic stream.**** 3. The percentage of bicycles using the sidewalk decreased from about 55 to 45 percent, and this reduction was statistically significant. **** 4. In examining the motorist responses when there was an interaction with a bicyclist, slowing by motorists increased from 19 percent before to 39 percent after. Moving partway into the adjacent lane decreased from 34 percent before to 30 percent after. Changing lanes decreased from 24 percent before to 17 percent after. Braking decreased from 12 percent before to 4 percent after. Full stops or major direction changes also decreased, but the frequencies were small. Taken together, these changes would represent a safer traffic stream. **** There were safety effects associated with the placement of the shared lane markings. Of most importance would be the increase in the percentage of bicyclists riding near the center of the lane and the increase in spacing between bicycles and parked motor vehicles. It is worth mentioning that with this pilot study, the City of Miami Beach pioneered the use of sharrows in South Florida. After the installation on Washington Avenue, other cities in the region have been using them as a tool to expand on their bicycle transportation system. **** **** As a result of a partnership between the City and DecoBike, the very successful Miami Beach Bike Share Program started operating in March 2011. DecoBike users add to mix of riders on Washington Avenue. The program currently provides about 1,000 bikes spread out in approximately 100 stations throughout the City. **** ** ** Bicycling In Spain: An Anecdotal Assessment **** **** *Submitted by Stan Clauson<http://r20.rs6.net/tn.jsp?e=001rrI-K6HknDgcpoIe543kG6iZDWwc7BuHOdmgSxzpuc3J…> ***** **** *I. Introduction* Living in Aspen, Colorado, cycling has become a part of our lifestyle. Whether its mountain or road biking, trails and facilities exist to encourage even the most timid to try this healthy recreation option. In town, year-round cyclists, some with studded snow tires, regularly use cycling to get to work and run errands. So, it seemed natural in planning a trip to Spain to see what is happening with respect to cycling in a country where the famed Vuelta de España race ranks among the top three cycling events worldwide. Our trip included a week of cycling through Andalucia as well as visits to Madrid and Seville, two cities that have stridently developed car-free pedestrian zones. But how well do they accommodate cycling as an alternative mode of transportation and means of recreation? It turns out that these cities could not be more different in this respect, something that no doubt reflects the divergence among U.S. cities as well. In the countryside, some significant efforts are made for cycling safety on rural roads, rails-to-trails is part of the program. **** **** *II. A Tale of Two Cities: Madrid and Seville* Madrid has gone a long way toward providing car-free pedestrian zones and pedestrian connectivity. In the city center, most significant plazas are car free, but equally important, linkages between the plazas are car-free as well. Many of the smaller linking streets in the old town do not permit cars, are planted with trees, and have amenities such as benches and outdoor art. Because of the need for delivery access, these streets may see an occasional vehicle, but generally vehicle access appears to be self-policed and quite minimal. **** **** **** *A typical walking street in Madrid***** **** The next level of street is a mixed activity zone. In this case, curbs have been removed and replaced with rows of bollards, spaced one to two meters (three to six feet) apart. Without curbs, there is an easy flow of pedestrians from one side of the street to another. And often groups simply walk down the center, in the vehicle area. There is moderate traffic on these streets, but speeds are generally minimal and vehicles proceed with caution. The narrow path created by the rows of bollards appears quite effective at maintaining a driver perception that speeds should be slow.**** Then there are the standard city streets, which carry a substantial amount of traffic, are generally congested, and have numerous roundabouts at major intersections. While these are not bicycle friendly, it is interesting to note that neither are the pedestrian or mixed activity zones. In fact, it was rare to see a bicycle commuter, delivery person, or recreational rider in downtown Madrid. We did take a group bicycle tour of some of the inner city sightseeing venues. This was essentially a group of intrepid inner-city Dutch cyclists, and was led by a tour operator with a flagger front and rear. At one point, one of the tour leaders got into a heated discussion with a pedestrian who felt that bicycles should not be permitted on the walking streets. It was fun, but clearly not part of the inner city culture to be on a bike.**** **** **** *A bike tour group in Madrid's Plaza Santa Ana; safety in numbers***** **** So where do cyclists go in Madrid? Typically, they cycle on the periphery, where 64 kilometers of continuously linked trails have been established through greenbelts and on abandoned rail lines. But our tour guide advised against riding from town to reach these venues, suggesting instead that we put our bikes on the metro or rail lines for the trip out of town. By the way, there were no bike parking facilities or bike sharing racks in the core areas. So, for Madrid, pedestrianization is a priority, cycling is not. **** **** Seville could not have been more different. This city was rife with bike lanes on every major thoroughfare, which were well used. Perhaps this stems from the fact that Seville has a large university population in the city center, but we saw bicyclists of all ages. The bike lanes are more than painted striping. Typically, they consist of an asphalt lane, adjacent but separated from the main roadway by curbing and bollards, sometimes separated by a green parkway. In some cases these bikeways are bidirectional; often they are provided on both sides of the vehicle travel lanes. Crosswalks are a major design issue with this configuration. Cyclists co-mingle with pedestrians at stoplights. Pedestrians are expected to keep clear of the cycling path while waiting at traffic signals, but we observed frequent pedestrian-cyclist conflicts. To cross a street, cyclists are provided with their own signals, separate from the pedestrian signals, and frequently have a tinted asphalt pathway to denote their lane. Bicycle lanes are sometimes routed circuitously through the pedestrian areas within the curb radius, making for a visually complicated zone at each of the four corners of an intersection.**** **** **** **** *Dedicated bike lane examples in Seville***** **** Incidentally, there was one traffic signal innovation that we found interesting. Along with the numerical crossing countdown indicators, which we found at most intersections, some intersections had countdowns to the beginning of the pedestrian phase. So you knew exactly how long you needed to wait before crossing was permitted. And best of all was an animated "walk" icon, which sped up in animation as the pedestrian phase was ending. **** There were frequent bikeshare stations and clearly a great effort to accommodate cyclists in the otherwise busy traffic flow. However, in Seville, the pedestrians got short shrift. While most of the important plazas were car-free, the linkages consisting of narrow streets were not. These streets have more traditional curbed walkways, which sometimes narrowed to nothing as building encroachments changed, forcing the pedestrian into the street or a refuge on the opposite side. Lingering in the plazas was pleasant; moving from venue to venue was a challenge. The absence of bollards, and presence of traditional curb and sidewalk configurations, appeared to empower motorists to higher speeds and less apparent concern for pedestrians. **** **** **** *Bikes share a transitway in Seville***** **** *III. Cycling for Sport and Recreation in Rural Areas* In Andalucía, we encountered wonderful side roads, motorists (including trucks) who were very cautious and careful in passing cyclists, and a warning sign to make it clear that cyclists were welcome on the infrastructure. Instead of the standard warning sign in the U.S. with the yellow diamond bicycle icon and diminutive "Share the Road" legend, this is an example of the sign at rural routes that are likely to have cyclists present. **** **** **** *Warning signs for cyclists are big and bold***** **** We also found that rails-to-trails initiatives were attractive to significant numbers of recreational cyclists, although the pavement was more supportive of mountain than road biking. We cycled a 40-km stretch of an even longer converted railway, linking several towns with good signage and amenities along the way. Rural stations along the route had been converted into restaurants and toilet facilities, and wayfinding signage was excellent. This type of cycling appears to be very attractive to families, as it is in the U.S., who appreciated being able to take the children on a cycling experience without any traffic hazards. **** **** **** *The "Vía Verde," a converted rail line for cyclists and pedestrians* **** **** **** *Wayfinding Sign along the "Vía Verde"***** **** *IV. Conclusion* As with North American cities, and elsewhere in Europe, civic strategies for accommodating pedestrians and cyclists varied significantly with jurisdiction. However, it was clear that Spain had made a significant effort to include cycling among its recreational and tourism opportunities. And in one city, we found that significant efforts had been expended on promoting cycling as a means of urban transportation. While neither of the two urban areas discussed here presented a full complement of what might be called a "Complete Streets" approach in North America, each had made important strides in achieving a balance between vehicular and alternative modes. In the countryside, cycling appeared to be welcomed in ways we have yet to achieve in North America.**** **** *About the author: Stan Clauson is a landscape architect and planner with a private practice in Aspen, Colorado. Former planning director for the cities of Montpelier Vermont and Aspen, he is a member of ITE, and frequently works on projects promoting recreational trails and pedestrian zones. With thanks to Bike Spain www.bikespain.info<http://r20.rs6.net/tn.jsp?e=001rrI-K6HknDjZEBDOQsw6JS0ATOx5XAhXqQZ27_uSFIaI…> ***** ** ** *Forward email<http://ui.constantcontact.com/sa/fwtf.jsp?llr=umc9fycab&m=1102470515092&ea=…> * <http://visitor.constantcontact.com/do?p=un&mse=001kkqO0FxDKZT4vX7yz6nMv4DYC…> **** <http://www.constantcontact.com/index.jsp?pn=buynow&cc=news04>**** This email was sent to robert.kurylko(a)stantec.com by info(a)ite.org | **** Instant removal with SafeUnsubscribe<http://visitor.constantcontact.com/do?p=un&mse=001kkqO0FxDKZT4vX7yz6nMv4DYC…>™ | Privacy Policy <http://ui.constantcontact.com/roving/CCPrivacyPolicy.jsp>. **** Institute of Transportation Engineers | 1627 Eye Street NW | Suite 600 | Washington | DC | 20006**** ****

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Webinar Wed, July 18, 2-3 pm, Ecocentre - Reducing Pavement Footprints
by Beth McKechnie 12 Jul '12

12 Jul '12

Green Action Centre and Bike to the Future invite you to join us for a local viewing of the upcoming APBP webinar at the EcoCentre (3rd floor, 303 Portage Ave) followed by group discussion.* *Detailed description provided below.* **The Greener Side of Green Streets: Reducing Pavement Footprints* *Wednesday, July 18 | 2:00 to 3:00 p.m. CST* RSVPs are appreciated but not necessary. Hope to see you then! cheers, Beth 925-3772 * * * * * Association of Pedestrian and Bicycle Professionals (APBP) presents: *The Greener Side of Green Streets: Reducing Pavement Footprints* *Wednesday, July 18 | 2:00 to 3:00 p.m. CST* This webinar will explore how some cities are working to reduce the environmental footprint of their streets while also adding value for bicyclists and pedestrians. Attendees will learn about Portland's Green Street Projects which target improvements to both storm water management and traffic calming through the use of semi-diverters, curb extensions, offset intersections and pervious pavements as components of neighborhood greenways and pocket parks. The session also includes a presentation about Chicago's exciting Sustainable Streets demonstration projects, which use recycled materials, pervious surfaces, reflective pavement coatings, street trees and other treatments to create sustainable streetscapes. Presenters: Mark Lear, Traffic Safety Program Manager, Portland (Oregon) Bureau of Transportation; Janet Attarian, Project Director, Streetscape and Sustainable Design Program, City of Chicago.

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*NEW* Funding opportunity: Community Infrastructure Improvement Fund
by Anders Swanson 11 Jul '12

11 Jul '12

[Hi, see below. I have pasted the FAQ and highlighted some relevant info about how this could be geared to active transportation. - Anders] Go here for more info here: http://www.wd.gc.ca/eng/13771.asp 1. What is the Community Infrastructure Improvement Fund (CIIF)? CIIF is a two-year, $150 million national program to rehabilitate and improve existing community infrastructure. Western Economic Diversification Canada (WD) will deliver this federal program in Western Canada, investing over $46 million – the western portion of the federal contribution – to modernize community infrastructure in western Canadian communities. 2. Who can apply for CIIF funding? Organizations eligible to apply for CIIF funding include: - local or regional governments or related agencies; - provincial entities that provide municipal-type services to communities; - non-profit organizations; and - First Nation governments, including Band or Tribal Councils or their legally-designated representatives. 3. What type of community infrastructure can be supported under CIIF? CIIF can support the rehabilitation and improvement of existing community infrastructure that is non-commercial and open to the public (i.e. CIIF funding is not available for facilities owned by a for-profit entity or used primarily for commercial purposes or generating a profit, or limited to a private membership). Examples of community infrastructure eligible under CIIF include: - community centres; - cultural centres; - parks, recreational trails; - libraries; - recreational facilities (e.g. local arenas, swimming pools, sports fields, and other types of recreational facilities); - tourism facilities having a local impact; and - other existing community infrastructure assets which have a local community impact such as connectivity and broadband and local airports. 4. How much funding is available? Applicants seeking less than $250,000 in CIIF funding will receive priority. Total federal funding for a project will not exceed 50% of total eligible project costs. The remaining project costs need to be leveraged from sources other than the federal government. 5. When can I apply for CIIF funding? The first round of applications for CIIF are being accepted between July 5 and August 2, 2012. This will be followed by a second application intake in November. Find out more for more about the application process<http://www.wd.gc.ca/eng/13772.asp> . 6. Can CIIF support new construction? The construction of new infrastructure and the significant expansion of existing infrastructure are *not* supported by CIIF. The program is focused on rehabilitating and improving *existing* community infrastructure. There are opportunities for *minor*expansions to existing community infrastructure (i.e. extend a bike path or add a ramp to improve accessibility).

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Complete Streets case studies - Calgary and Waterloo
by Beth McKechnie 11 Jul '12

11 Jul '12

As follow-up to the message below, note that Calgary was the first in Canada to officially adopt a Complete Streets policy in their Municipal Development Plan and Transportation Master Plan in 2009. Check out their Interim Complete Streets Design Guide (2011)<http://www.calgary.ca/Transportation/TP/Pages/Planning/Calgary-Transportati…>. TCAT has prepared case studies on Calgary<http://completestreetsforcanada.ca/case_study/city-calgary>'s experience to date as well as Waterloo<http://completestreetsforcanada.ca/case_study/city-waterloo>, ON, which was the second Canadian city to adopt a Complete Streets policy in 2011/12. cheers, Beth ---------- Forwarded message ---------- > From: Ryan Whitney <ryan.whitney(a)tcat.ca> > Date: Thu, Jul 5, 2012 at 4:09 PM > Subject: TCAT launches Complete Streets for Canada Policy and Design Hub > > > [image: Inline image 1] > > *For Immediate Release > July 5, 2012* > > *TCAT launches Complete Streets for Canada Policy and Design Hub* > The Toronto Centre for Active Transportation (TCAT) is pleased to announce > the launch of the Complete Streets for Canada Policy and Design Hub<http://completestreetsforcanada.ca/>made possible by generous funding from the Ontario > Trillium Foundation <http://www.trilliumfoundation.org/>. A Complete > Streets policy ensures that transportation planners and engineers > consistently design and operate the entire street network for road users of > all ages and abilities, including pedestrians, cyclists, transit users, and > drivers. > > The Complete Streets for Canada Policy and Design Hub will act as the 'go > to' for information on the growing Complete Streets movement in Canada, > with a particular initial focus on Ontario communities. The website > provides case studies, policy expertise, news, and the latest research, > including TCAT's recently completed Complete Streets Gap Analysis<http://tcat.ca/sites/all/files/Complete_Streets_Gap_Analysis.pdf>report and Complete > Streets by Design<http://www.tcat.ca/sites/all/files/CSxD_WebSpreadsMay2012.pdf>resource. The goal of the website is to facilitate implementation of > Complete Streets and increase awareness, knowledge, and community > involvement in building Complete Streets across Canada. > > To build and grow this dynamic resource, TCAT encourages professionals, > decision-makers and community members from across Canada to contact Ryan > Anders Whitney <ryan.whitney(a)tcat.ca>, TCAT's Complete Streets Researcher > and Project Manager, to share Complete Streets news from your community. > > *About TCAT* > The Toronto Centre for Active Transportation (TCAT) <http://www.tcat.ca/>has been working to create a better cycling and walking environment in > Toronto since 2006. At TCAT, everything we do is motivated by our vision of > cities that are safe, convenient, and enjoyable communities to walk and > bike. > > *About CAP* > Clean Air Partnership (CAP) <http://www.cleanairpartnership.org/> is a > registered charity established in 2000 with an accomplished track record in > working with partners to achieve clean and sustainable urban environments, > facilitate the exchange of ideas, and advance environmental initiatives. > TCAT became a project of CAP in 2008. > > *Contact* > Ryan Anders Whitney, Complete Streets Researcher and Project Manager > Toronto Centre for Active Transportation (TCAT) / Clean Air Partnership > (CAP) > Phone: 416-392-0260 > Email: ryan.whitney(a)tcat.ca > Websites: completestreetsforcanada.ca | tcat.ca | cleanairpartnership.org<http://www.cleanairpartnership.org> > > >

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TCAT launches Complete Streets for Canada Policy and Design Hub
by Beth McKechnie 11 Jul '12

11 Jul '12

---------- Forwarded message ---------- From: Ryan Whitney <ryan.whitney(a)tcat.ca> Date: Thu, Jul 5, 2012 at 4:09 PM Subject: TCAT launches Complete Streets for Canada Policy and Design Hub [image: Inline image 1] *For Immediate Release July 5, 2012* *TCAT launches Complete Streets for Canada Policy and Design Hub* The Toronto Centre for Active Transportation (TCAT) is pleased to announce the launch of the Complete Streets for Canada Policy and Design Hub<http://completestreetsforcanada.ca/>made possible by generous funding from the Ontario Trillium Foundation <http://www.trilliumfoundation.org/>. A Complete Streets policy ensures that transportation planners and engineers consistently design and operate the entire street network for road users of all ages and abilities, including pedestrians, cyclists, transit users, and drivers. The Complete Streets for Canada Policy and Design Hub will act as the 'go to' for information on the growing Complete Streets movement in Canada, with a particular initial focus on Ontario communities. The website provides case studies, policy expertise, news, and the latest research, including TCAT's recently completed Complete Streets Gap Analysis<http://tcat.ca/sites/all/files/Complete_Streets_Gap_Analysis.pdf>report and Complete Streets by Design<http://www.tcat.ca/sites/all/files/CSxD_WebSpreadsMay2012.pdf>resource. The goal of the website is to facilitate implementation of Complete Streets and increase awareness, knowledge, and community involvement in building Complete Streets across Canada. To build and grow this dynamic resource, TCAT encourages professionals, decision-makers and community members from across Canada to contact Ryan Anders Whitney <ryan.whitney(a)tcat.ca>, TCAT's Complete Streets Researcher and Project Manager, to share Complete Streets news from your community. *About TCAT* The Toronto Centre for Active Transportation (TCAT) <http://www.tcat.ca/>has been working to create a better cycling and walking environment in Toronto since 2006. At TCAT, everything we do is motivated by our vision of cities that are safe, convenient, and enjoyable communities to walk and bike. *About CAP* Clean Air Partnership (CAP) <http://www.cleanairpartnership.org/> is a registered charity established in 2000 with an accomplished track record in working with partners to achieve clean and sustainable urban environments, facilitate the exchange of ideas, and advance environmental initiatives. TCAT became a project of CAP in 2008. *Contact* Ryan Anders Whitney, Complete Streets Researcher and Project Manager Toronto Centre for Active Transportation (TCAT) / Clean Air Partnership (CAP) Phone: 416-392-0260 Email: ryan.whitney(a)tcat.ca Websites: completestreetsforcanada.ca | tcat.ca | cleanairpartnership.org<http://www.cleanairpartnership.org>

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Charter of Vancouver - Children have the right to cycle
by Beth McKechnie 10 Jul '12

10 Jul '12

Charter of Vancouver – Children have the right to cycleThe Charter of Vancouver focuses on the future of children, worldwide. A part of culture and daily habits, education and health, and environmental sustainability, cycling produces undeniable positive effects on our lives. The right of children to cycle should be universal and ever present; because children who make jumping on a bike a regular part of their lives today can grow up to be healthy, happy and environmentally conscious adults. The Charter of Vancouver was launched during the Velo-city Global 2012 conference as a step towards reaching the goal of a sustainable future, by focusing on cycling and children today. Show your support for children's right to cycle by signing the Charter. http://www.ecf.com/children-have-the-right-to-cycle/

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