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WFP: Boulevard, greenway could be renamed by end of year (Aug22'21)
by Beth McKechnie 22 Aug '21

22 Aug '21

Boulevard, greenway could be renamed by end of year https://www.winnipegfreepress.com/local/boulevard-greenway-could-be-renamed… BISHOP Grandin Boulevard and the greenway that runs parallel to it — both of which are named after an architect of the residential school system — could have new titles before the end of the year. The volunteer board that oversees the greenway’s operations issued a notice this week to inform community members of its ongoing support for the City of Winnipeg’s efforts to explore cutting ties with Bishop Vital-Justin Grandin (1829-1902) as a namesake for local landmarks. The board indicated renaming consultations are underway and it anticipates a report with a recommendation on the subject will be brought forward to city council this fall. “I don’t want people to think we’re sitting on our hands and letting this fall by the wayside,” said Derick Young, president of Bishop Grandin Greenway Inc. “There is a great deal of concern among some people in the community about the name and I think most people, not just in St. Vital, recognize that we need to deal with, as a country, our history of the residential schools and the legacy of people who were involved.” The Truth and Reconciliation Commission concluded that Grandin, a Roman Catholic priest, “led the campaign for residential schooling.” The commission’s final report outlines in detail Grandin’s idea to create boarding schools that would convert Indigenous children into Christians and his success in securing federal funding to make his pitch a reality. The bishop once wrote, “To become civilized they should be taken with the consent of their parents and made to lead a life different from their parents and cause them to forget the customs, habits and language of their ancestors.” Not long after the remains of 215 children were found in unmarked graves near a residential school site in Kamloops, outrage about the senseless death, abuse and intergenerational trauma caused by Grandin’s beliefs prompted demands to rename local landmarks. First Nations leaders and concerned citizens have spoken out in favour of removing his name from the boulevard and greenway in south Winnipeg. Others, however, want to leave the existing signage up and add markers that acknowledge his role in setting up the assimilative school system. A Probe Research poll conducted in the spring found 55 per cent of Winnipeggers are in favour of renaming the boulevard because of Grandin’s role in the residential school system. The survey, which took place June 2-11 with a random and representative sampling size of 600 adults, found 28 per cent of respondents were in favour of keeping the road’s name and educating the public on Grandin. A total of 17 per cent of those surveyed indicated they wanted to keep the name as is. Young said it’s likely new names will be chosen in the coming weeks — an announcement he expects will be met with enthusiasm by road and path users; the greenway, which includes community gardens and trails, is accessed by hundreds of people daily in the summer. Once names are approved, there will be discussions about costs related to the logistics of renaming, including updating the title of the greenway board and installing new trailhead signs. maggie.macintosh(a)freepress.mb.ca Twitter: @macintoshmaggie

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E-bikes & Scooters Bird, Ford-owned Spin latest micromobility platforms to integrate with Google Maps - Green Car Congress
by Terry Zdan 18 Aug '21

18 Aug '21

https://www.greencarcongress.com/2021/08/20210818-gmm.html

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Globe editorial on "open streets" in Toronto
by Charles Feaver 10 Aug '21

10 Aug '21

An urbanist view of Toronto's initiatives to designate streets for pedestrians and cyclists instead of cars. https://www.theglobeandmail.com/opinion/editorials/article-toronto-should-be -expanding-activeto-not-cutting-it-back/ When Rob Ford was mayor of Toronto, he mastered the low art of the catchphrase. Stopping "the gravy train" played to the idea that city government was all bloat, all the time. "Subways, subways, subways" was a promise of more expensive underground transit, rather than less-costly, on-road light rail, in low-density Scarborough. None of this was rooted in reality or good public policy, but that wasn't the point - stirring up resentment among suburban voters was the point. By that measure, Mr. Ford's most resonant slogan was his claim that the city had declared a "war on the car." Streetcars and (a very few) bike lanes were making the city impassable for humble drivers, he claimed. (The mayor got around in a black Cadillac Escalade.) This mantra was no truer than his other mantras, but it stuck in the urban hive mind. The chaotic Ford years can seem like a distant memory for Canada's largest city - now run by the conservatively progressive John Tory - but their spirit has never really gone away. Rob's brother Doug is, of course, Premier. His nephew, Michael, occupies the family seat on city council, representing Etobicoke North. And road rage still fuels Toronto politics. Consider Michael Ford's latest campaign to end one of the best things to happen in the city during the pandemic. Last summer, a program called ActiveTO removed cars from a few major roads on weekends, including parts of the pseudo-highway Lake Shore Boulevard, to allow people more space to bike, walk and get outside. The city resumed the program this summer - grudgingly, with fewer, shorter and less frequent closings. The concept, even in its truncated form, attracts tens of thousands of cyclists and pedestrians to its most popular routes. Yes, it can slow drive times on some adjacent streets - as do the scores of restaurant patios that have taken over chunks of road across the city - but that's a small price for briefly making Toronto feel like something more than a grid of commuter arteries. Enter Councillor Ford. He wants to end ActiveTO's road closings, which he says are creating a "mass amount of congestion" for drivers. The young dynast hasn't revived his late uncle's "war on the car" trope and sounds pleasant and reasonable in interviews. But he is every bit as wrong when he places the convenience of motorists above the interests of other city residents, and the needs of people passing through a neighbourhood over those actually living there. Let's review the arguments. Mr. Ford is right that some ActiveTO road closures have increased congestion. City figures point to longer travel times on the Gardiner Expressway during some weekends when Lake Shore West was closed. Even if drivers themselves have some responsibility here - ActiveTO has been a fact for two summers running; pick another route! - of course being stuck in traffic is annoying. Far less persuasive is the notion that cyclists have other options. Mr. Ford suggests they try the waterfront Martin Goodman Trail, as though it wasn't already so crowded as to be the site of narrowly averted Tour de France-style pile-ups every weekend from May to October. The pandemic has revealed the pent-up desire for places to stroll and pedal, in a city centre with few green spaces, and little room for modes of transport that aren't motorized. The city says that 34,000 cyclists and 5,000 pedestrians used Lake Shore West on one day in May when it was closed to car traffic. That's more than the number of cars and trucks using it on the average weekend day. The difference is, when cyclists feel congested or unsafe by a lack of road space, they stay home - or they drive. Cycling congestion is thousands of people invisibly at home or behind the wheel, not cycling. By taking a small amount of road space from cars, a few days a month, ActiveTO has shown that Toronto has been in the throes of a silent, years-long cycling traffic jam. Where the campaign against ActiveTO really founders, though, is on philosophical ground. Mr. Ford believes saving a few minutes of drive-time for a few thousand drivers is worth depriving the city of new, much-needed space for safe recreation. But the places where we live are more than just spaces to drive through. If you wanted to boil the issue down to a Fordian slogan, urbanists have one ready-made: "Cities are for people."

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WFP Editorial: City should focus on cycling infrastructure (Jul30'21)
by Beth McKechnie 30 Jul '21

30 Jul '21

City should focus on cycling infrastructure https://www.winnipegfreepress.com/opinion/editorials/city-should-focus-on-c… DURING the pandemic, many Winnipeggers decided — to borrow a line from the legendary rock group Queen — to get on their bikes and ride. Cycling was a way to get some exercise at a time when gyms were closed, a head-clearing activity to alleviate stress, and an opportunity to commune with nature after months of being cooped up at home. Winnipeg’s Open Streets pilot project, which was unrolled in 2020 and saw the expansion of the city’s annual Sunday and holiday bike routes, got even more people out on two wheels, in large part because they felt safe to do so. Alas, with this bicycling boom has come an increase in tickets being handed out to cyclists riding on the sidewalk. Winnipeg police issued 87 tickets in 2020, compared with 43 in 2019. So far, police have handed out 38 tickets in 2021. The fine for riding on the sidewalk is $113. Instead of focusing on ticketing cyclists using sidewalks, Winnipeg might be better served by prioritizing safe and accessible biking infrastructure — especially in areas of the city where there is none, and areas in which sidewalk riders are disproportionately ticketed. We don’t really know where to put people on bicycles in this city. Cyclists are not motorists, nor are they pedestrians. And yet, in many areas of the city, if they aren’t sharing the road with one, they are sharing the sidewalk with the other. Winnipeg’s biking infrastructure has slowly improved over the past decade with the arrival of dedicated off-street bike paths as well as protected, buffered and painted on-street bike lanes. But that mix of infrastructure is mostly linked together in a city-wide network by so-called “informal on-street routes,” which are just streets deemed to be low or medium stress for cyclists. On Winnipeg’s Cycling Map, areas of caution are circled in red. As you might expect, many of these are intersections. In many neighbourhoods, especially those in the northern parts of the city, informal on-street routes are largely the only biking infrastructure that exists. That means riding one’s bike in many places in the city — especially if one is a commuter cyclist — inevitably means riding with traffic, often moving at high speed. On busy stretches where bikes are frequently crowded out by cars or near-constant construction, the safer choice is clear. According to Statistics Canada and data from the Canadian Vital Statistics: Death Database, 890 cyclists died in Canada between 2006 and 2017, for an average of 74 deaths per year. Seventy-three per cent of these deaths were the result of a collision with a motor vehicle. Pedestrians are also killed by motor vehicles in Canada; 332 in 2018. Pedestrians have been killed by cyclists travelling at high speed in other places, too, though those incidents are decidedly more rare. The bottom line is that everyone needs to slow down; everyone needs to follow the rules of the road. Mixed-use pathways are frequently shared by pedestrians and cyclists, who should practice proper etiquette by announcing their presence with a bell or a simple “on your left.” Cyclists need to follow the rules of traffic, and motorists need to realize bikes have the right to be on the road. The increased interest in cycling shows there’s an appetite for safe, equitable and accessible biking infrastructure in this city. Until everyone can stay in their dedicated lane, we need to find a way to share without being punished.

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Sympathy Doesn’t Do a Damn Thing
by Beth McKechnie 29 Jul '21

29 Jul '21

In part 1 of a special 2-episode series focused on the lived experiences of people with disabilities, Zack Hurtz, Micah Lusignan, Krystal Monteros, and Tanisha Sepulveda share their everyday mobility challenges and what they believe is needed for equitable access to mobility for all. https://transloc.com/the-movement-podcast/sympathy-doesnt-do-a-damn-thing/ -- Beth McKechnie (she/her) *| *Green Action Centre <http://www.greenactioncentre.ca/> 3rd floor, 303 Portage Ave | (204) 925-3777 x102 | Find us here <http://greenactioncentre.ca/content/ecocentre-directions-and-travel-options/> *Green Action Centre is located on the ancestral lands of the Anishinaabeg, Ininew, Anishininiwag, Dakota, and Dene Peoples, and the homeland of* *the Métis Nation. We acknowledge that our water is sourced from Shoal Lake 40 First Nation and that our hydro is sourced from numerous First Nations here in Manitoba**. * Green Action Centre is your green living hub Support our work by becoming a member <http://greenactioncentre.ca/support/become-a-member/>. Donate at CanadaHelps.org <http://canadahelps.org/> <http://www.gomanitoba.ca>

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Government of Canada announces the country’s first-ever federal strategy and fund dedicated to building active transportation trails and pathways
by Beth McKechnie 28 Jul '21

28 Jul '21

Government of Canada announces the country’s first-ever federal strategy and fund dedicated to building active transportation trails and pathways https://www.canada.ca/en/office-infrastructure/news/2021/07/government-of-c… The Active Transportation Fund will invest $400 million over five years to help build new and expanded networks of pathways, bike lanes, trails and pedestrian bridges and undertake planning studies. This new Fund is part of an eight-year, $14.9-billion public transit investment to support communities as they build vibrant neighbourhoods where people can safely live, work, and play. Eligible recipients for the Active Transportation Fund are municipal, local, and regional governments, provincial and territorial governments, public sector bodies, not-for-profit organizations and various Indigenous Governing Bodies. More information about the Active Transportation Fund, details on eligibility, and how to apply may be found on the Infrastructure Canada website. <https://www.infrastructure.gc.ca/trans/active-actif-eng.html>

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The Metro: Campaign aims to drop speed limit to 30 km/hr in Bruce Park (Jul28'21)
by Beth McKechnie 28 Jul '21

28 Jul '21

Movement to calm traffic picks up https://www.winnipegfreepress.com/our-communities/metro/Movement-to-calm-tr… When the pandemic struck, Bourkevale Community Centre organizers decided to pivot their efforts to create a safe and active neighbourhood outside of the building’s four walls, said board president Daevid Ramey. To make this happen, Ramey helped launch Bourkevale 30, a grassroots campaign to drop the area’s speed limit to 30 km/hr. Bourkevale 30 officially kicked off on July 18. “This is a perfect opportunity to engage an entire community and get it done,” Ramey said. “We really want to develop a groundswell of support.” Many studies have reported that pedestrians have a significantly higher rate of survival if struck by a vehicle travelling 30 km/hr rather than 50 km/hr, he explained. “If you create space for folks just to wander around and feel safe from vehicles, they’ll come out and use that space in a really great way,” Ramey said. There are no main through-roads in the Bruce Park neighbourhood, Ramey explained. It’s bookended to the west by George Waters Middle School and Bourkevale Park and Assiniboine Children’s Centre and Jae Eadie Park to the east. The Assiniboine River caps the area to the south and Portage Ave. does the same to the north. “We thought we could make this one of the most livable communities in the city by just getting the speed limit lowered to ensure everyone felt comfortable and our streets were safe and accessible,” Ramey said. Some residents have taken to walking down back alleys to avoid walking where cars often reach the speed limit, he said. With a newly printed set of campaign signs in hand, Ramey and his family set out on a recent muggy July evening to drop them off to fellow Bourkevale 30 supporters. The first stop was the home of Robert Froese, who’s lived down the street from Bourkevale Community Centre for six years. Froese often rides his bike straight out of his garage to the trail systems bisecting the area. As an avid cyclist and self-described tree-hugger, Froese noted the area’s high level of active transportation. “Nobody coming by any of these streets is here for any other purpose than (to go to) a destination within this area. They’re either going to their home or their friends or their neighbours or the community centre,” he said. The city has designated the stretch of Assiniboine Avenue that runs through Bruce Park as a weekend and holiday bike route. Here, vehicle traffic is limited to one block from 7 a.m. to 9 p.m. Assiniboine Avenue, like a handful of other streets in the neighbourhood, doesn’t have sidewalks, forcing pedestrians, cyclists and drivers to share the road. “You’ve got seniors with walkers, people walking their dogs and entertaining their children ... you get a car coming by here at 50 km/hr, that’s a death trap, there’s no reason for it,” Froese said. Considering city workers must drop off and pick up the bike route barricades every weekend, Froese figures reducing the speed limit in the entire neighbourhood would save time and money. Those interested in supporting the cause can find more information and a petition at www.mybourkevale.com

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WFP: Sidewalk cyclists face ticketing surge (Jul28'21)
by Beth McKechnie 28 Jul '21

28 Jul '21

Fines disproportionately target certain demographics Sidewalk cyclists face ticketing surge https://www.winnipegfreepress.com/special/coronavirus/number-of-tickets-han… AS the number of cyclists increases on Winnipeg streets, more tickets are being handed out for riding on sidewalks. Winnipeg police handed out more than double the number of tickets to people for riding bikes on the sidewalk last year, issuing 87 in 2020 compared to 43 in 2019, said spokeswoman Const. Dani McKinnon. So far this year, police have handed out 38 tickets, which ding a rider $113. Anders Swanson, cycling advocate and executive director at Winnipeg Trails Association, believes people shouldn’t get fined for such an infraction. “Fundamentally, we should be giving out tickets to anyone who does a road without putting in bike lanes — that’s who should be getting the sidewalk tickets because it’s not the fault of the people who are doing it. The people who are doing it are trying to save lives,” he said. The Winnipeg Trails Association warns people they could be ticketed for taking to the sidewalks on bikes, but Swanson thinks it’s often necessary for them to do so at times because of dangerous stretches or intersections where traffic squeezes out cyclists. “The reality is when you’re giving tickets like that, the message it’s sending is that you should be doing something else, and that something else is usually driving, which is far more dangerous for everybody for all kinds of reasons, whether it’s for health and environment or road violence and trauma. There has to be a better way, because there are places around the world that have figured that out,” Swanson said. Orly Linovski, who researches transportation equity at the University of Manitoba, said there’s another issue: cycling tickets disproportionately target certain demographics. Linovski and other researchers acquired ticketing data through a freedom of information request for the years 2018 through 2020. The data include all cycling tickets, which Linovski has mapped out but has yet to publish. “The vast majority were in probably four or five different census tracts in the downtown core, but also north of it,” she said. Data showed a few hundred cycling tickets in those areas, including downtown and the neighbourhoods bordering Main Street north to Higgins Avenue, she said. Tickets were almost non-existent outside central Winnipeg, with most neighbourhoods registering either zero or one ticket for all three years. “There’s a few reasons for this: there’s no cycling infrastructure in some of those neighbourhoods. You know what Main Street is like. On top of having an underpass, in some places there’s four lanes in each direction of very fast moving traffic. It makes sense that people would cycle on the sidewalks,” she said. Linovski doesn’t believe the frequency of sidewalk cycling is specific to those neighbourhoods. “I think the level of policing in that neighbourhood is higher. You see cyclists on the sidewalk everywhere, but they’re not ticketed,” she said. While the ticketing data didn’t include racial or socioeconomic information, the areas with higher ticket counts generally have populations with lower incomes and higher rates of visible minorities than the rest of the city, Linovski said. When asked for the city’s stance on sidewalk cycling, a spokesman for the public works declined to comment, instead referring the Free Press to the Winnipeg police, who said they were unable to respond before publishing time Tuesday. cody.sellar(a)freepress.mb.ca

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Wales suspends all future roadbuilding
by Beth McKechnie 21 Jul '21

21 Jul '21

Wales Suspends All Future Roadbuilding <https://pedbikeinfo.us15.list-manage.com/track/click?u=7ae385fc8506278c2e45…> (The Guardian) Reports the Welsh government has suspended all future road-building plans as part of plans to reach net zero emissions by 2050. Money saved by not building new roads would be used to improve existing ones, including creating new bus and cycle lanes and infrastructure for sustainable transport.

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WFP Analysis: Reduced speeds won’t expand travel time (Jul17'21)
by Beth McKechnie 17 Jul '21

17 Jul '21

Reduced speeds won’t expand travel time https://www.winnipegfreepress.com/opinion/analysis/reduced-speeds-wont-expa… I DRIVE a car that spends almost all its time on the streets of Winnipeg. Thanks to the vehicle’s trip computer, I know my average speed — 31 kilometres per hour. So, the current debate over lowering speed limits on some city streets comes as a bit of a surprise. There is some opposition as the City of Winnipeg begins a yearlong experiment with reducing the speed limit to 30 km/h from 50 km/h on sections of four local streets. Do opponents of the move realize how fast they really travel? The simple fact is that lowering speed limits to 30 km/h on many residential streets is not going to change how quickly you get around town — and it will save lives in the process. It is well known that the actual speed vehicles travel in an urban area is governed by such factors as traffic volumes, the road system, accidents and construction — and not so much by posted speed limits. A study in New York a few years ago famously found that the average travelling speed of a vehicle in Manhattan was 7.5 km/h, which means you can just about keep up to cars on foot at a brisk walking pace. Winnipeg rarely has gridlocked traffic, but try crossing the city on Route 90 during morning or afternoon rush hours. Sure, the signs say 50 km/h, 70 km/h or even 80 km/h, but try achieving that on Wednesday at 4:30 p.m. I am about as average a motorist as can be, driving to work and other activities over a series of residential streets, neighbourhood collector roads and highways, all within city limits. I rarely venture outside the Perimeter Highway. Over thousands of kilometres every year, the trip computer comes up with the same average of 31 km/h in the stop-and-go traffic I encounter across the city. That’s not going to change if I have to slow down to 30 km/h on some residential streets. In fact, like most drivers, I spend very little time on residential streets and rarely drive the speed limit on them in any event. They are usually the first leg or the last leg of a journey, as they are intended to be. The focus on speed limits shows a lack of knowledge about how fast people really drive, and also about how speed limits fit into the bigger program of road safety. The stated goal of many cities now is to achieve “Vision Zero,” a concept that eliminates traffic fatalities entirely. Lower speed limits play a role in this. But the concept is much broader. Its goal is a safe transportation system in which the needs of street users, vehicles and the transportation network have to be addressed in an integrated manner, through a wide range of interventions. It can involve redesigning roads, redirecting traffic, creating separate routes for pedestrians and cyclists, improved driver training and many other features. The whole system must work together and cannot have elements that are at odds with the bigger picture. That is where lower residential speed limits come in. The design of most residential streets makes them perfectly safe if vehicles travel at 30 km/h. Drivers can stop quickly if, for example, a child runs onto the street. Motorists and cyclists can safely share the road, with lots of time to react, move over and drive around. Speed things up to 50 km/h and the dynamics change. The motorist expects to travel at that speed. The child is in danger. The cyclist and motorist get into conflict because the motorist must slow down or stop to avoid a collision. My River Heights street has speed bumps, stop signs and yield signs, all within a distance of a few hundred metres. The only thing that makes it dangerous is a motorist racing to get up to the 50 km/h speed limit for a few seconds on the oneblock, 400-metre unimpeded stretch in front of my house. A street for vehicles going 50 km/h needs separate lanes for motorists and cyclists, more traffic lights and crosswalks, more safety measures. There are lots of streets like this in Winnipeg, nearby the residential streets, and the speed limits on them are not changing. Neither is the time it is going to take you to get across the city, travelling at the real average speed you go on city streets. *Bob Cox is the publisher of the Winnipeg Free Press*.

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