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Draft changes to Winnipeg Zoning By-laws (more exciting than you might think)
by Beth McKechnie 16 May '13

16 May '13

In case you didn't make it out to yesterday's Open House at The Forks, attached are details on draft changes to Winnipeg Zoning By-laws. Why would AT Network subscribers be interested? Check out the following: - reductions in parking requirements for developments (though "maximums" in car parking could be even better than reduced minimums) - carsharing (like Peg City Car Co-op) and more bike parking at developments to offset car parking requirements - new standards for bike parking including improved lighting and access - improvements in pedestrian connections to new developments - permit residential at ground floor (with some exceptions) and above the ground floor in all Downtown areas - means more people living downtown and able to walk or bike to destinations - limits to surface parking Find more details in the attached pdf. cheers, Beth

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How to Increase Bicycling for Daily Travel: May 2013 Active Living Research Brief
by Beth McKechnie 16 May '13

16 May '13

---------- Forwarded message ---------- From: Terry Zdan <tjzdan50(a)gmail.com> Date: Thu, 16 May 2013 09:34:31 -0500 Subject: How to Increase Bicycling for Daily Travel: May 2013 Active Living Research Brief FYI ...this report was prepared by Dr Jennifer Dill "...Conclusion Research shows that infrastructure, programs, and policies that support bicycling can significantly increase levels of bicycling for daily travel. However, it is difficult to generalize about the effectiveness of specific strategies or particular kinds of bicycle infrastructure. Many studies only measure the impact of incremental expansions and do not capture the full impact of a completed bicycle system. Indeed, the most compelling evidence comes from communities that have implemented a fully integrated package of strategies to increase bicycling. The evidence reviewed in this brief suggests that a comprehensive approach produces a much greater impact on bicycling than individual measures that are not coordinated. POLICY IMPLICATIONS To maximize bicycling opportunities, cities must build a network of safe and comfortable routes using a mix of bike lanes, bike boulevards, cycle tracks, and bike paths that connect residents to potential destinations.26 Infrastructure that maximizes the separation between bicyclists and motor vehicles, without making bicyclists travel too far out of their way, may be more effective for encouraging new bicyclists than on-street pavement markings. Investments in infrastructure should be supported by promotional programs, such as biketo-work days and bicycle training, Safe Routes to School programs, and other programs that facilitate bicycling, including bike sharing systems and those that accommodate bicycles on buses and trains. Policies that make driving more expensive (e.g. higher gasoline taxes and parking fees) and less convenient (e.g. reduced parking supply and reduced speeds) may be necessary to maximize the effectiveness of infrastructure investments in encouraging bicycling. To encourage bicycling as a mode of transportation, communities also must implement land use and development policies to help ensure that destinations for daily needs, such as school, work, and shopping, are within convenient bicycling distance from home...." The Active Living Research program of the Robert Wood Johnson Foundation just published this free on-line report: http://www.activelivingresearch.org/files/ALR_Brief_DailyBikeTravel_May2013… -- Terry Zdan 126 Duncan Norrie Drive Wpg MB R3P 2J9 CANADA tjzdan50(a)gmail.com <tjzdan(a)gmasil.com>

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WFP: More to bike safety than helmets, study finds (May15'13)
by Beth McKechnie 15 May '13

15 May '13

More to bike safety than helmets, study finds Bicycle lanes, safe-passing laws among factors reducing injuries By: Bob Weber http://www.winnipegfreepress.com/canada/more-to-bike-safety-than-helmets-st… Bicycle helmets may prevent head injuries, but a newly published study has found there's no evidence mandatory helmet laws do the same thing. "It is a bit counterintuitive that we don't see an effect of helmet laws on head injuries," said University of Toronto researcher Jessica Dennis, whose work was published Tuesday in the journal of the British Medical Association. "But there's so many other things going on at the same time a helmet law is passed that it's really hard to say that helmet law was the reason head injuries decrease." Dennis, herself a daily cyclist with a 30-minute commute to downtown Toronto, compiled information countrywide on more than 66,000 hospital admissions for cycling-related head injuries between 1994 and 2008. She compared how those injury rates changed over time between provinces that had mandatory helmet laws and those that didn't. She found admission rates for provinces with legislation dropped 54 per cent for young people between 1994 and 2003, the period during which the laws were being brought in. But Dennis also found rates dropping in provinces without legislation -- although, at 33 per cent, not quite so steeply. She also found helmet laws produced little change in adult admission rates, which were low and stable throughout the study period. Dennis found in every province with legislation, the decline in hospital admissions for head-related cycling injuries actually started years before a law was introduced. Nor did the rate of that decline change with legislation. She couldn't find any statistical link between helmet laws and reduced hospital admissions. "We were unable to detect an independent effect of legislation on the rate of hospital admissions," the report concludes. The study, the most extensive to date and the first to compare hospital admissions between provinces with and without helmet laws, suggests there's a lot more to making cyclists safe than forcing them to wear headgear. "It's a complex social intervention that's happening," Dennis said. Cities have installed cycling infrastructure such as bike lanes. Some communities have passed safe-passing laws that require motorists to move over as they drive by bikes. Many cyclists have adopted helmets on their own without being required to by law. Education campaigns for riders and drivers have been created. And there are just more people on bikes. "There's something to be said for safety in numbers." Dennis's previous research has debunked theories that helmet laws reduce ridership and has shown kids are more likely to wear helmets in provinces requiring both young and adult riders to do so. Now her latest paper suggests helmet laws don't have the safety impact they're cracked up to have. "Helmet laws are attractive because they're cheap and they're easy to implement. But as our study shows, they shouldn't be the only solution because it's not enough. "Helmet laws should be part of a comprehensive strategy to improve cycling safety." -- The Canadian Press *Republished from the Winnipeg Free Press print edition May 15, 2013 C11*

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Bicycle Trade Association of Canada Awards of Distinction 2013
by Beth McKechnie 10 May '13

10 May '13

BTAC Awards of Distinction 2013 <http://btac.org/en/membership/awards-of-distinction>MUNICIPAL/REGIONAL GOVERNMENT AWARD This award recognizes achievements by municipal/regional governments in making their communities more bicycle friendly and promoting and encouraging cycling. Municipal or regional governments, play a vital role in encouraging cycling through planning, design, traffic management, programs and provision of infrastructure. *Eligibility:* The nominee must be a municipal or regional Government body. Nominations may include collaborative projects undertaken with schools, health, community organizations and other relevant bodies. Demonstrated innovation in improving conditions for bicycle riders, promoting and encouraging cycling is necessary. Please include references to the following points when making your nomination for this award: 1. What is the demonstrated commitment to cycling? 2. What are the key achievements? 3. Is the council playing a leadership role in the promotion of cycling generally in the community? 4. What partnerships has the municipality formed to promote cycling? 5. Does the municipality work with cycling organizations to determine priorities? 6. How long has the municipality supported cycling and what are their aims to continue that into the future? CONTRIBUTION BY A POLITICIAN AWARD This award recognizes a special achievement by a politician who has, by their own example or by the support for investments and programs, advanced cycling municipally, provincially or federally. Politicians at all levels of government make vital contributions to the industry by acting as supporters for cycling initiatives and projects during policy deliberations or in their ridings. *Eligibility:* This award is for current serving members of federal, provincial or municipal governments who have shown initiative and commitment by leading and/or supporting projects or policies that have made a real difference to cycling. Please include references to the following points when making your nomination for the Contribution by a Politician Award: 1. What role have they played in achieving better outcomes for cycling? 2. How have they gained community, staff and fellow political support for cycling? 3. Have they changed their own means of transport? 4. What is their key outstanding achievement? INDEPENDENT BICYCLE RETAILER OF THE YEAR AWARD This award recognizes bicycle retailers that have shown commitment and innovation in encouraging cycling. Bicycle retailers play an important role in encouraging cycling by providing customer service and encouragement to all those interested in cycling at all levels. *Eligibility:* Independent Bicycle retailers in Canada who have made a considerable contribution towards encouraging, promoting cycling in the community and being consumer responsive, as well as by supporting activities in their local area in 2012. Please include references to the following points when making your nomination for the Bicycle Retailer Award: 1. What are the key activities the retailer is doing to promote cycling? 2. Has the retailer formed any partnerships with cycling organizations and businesses to promote cycling? 3. What are the key outstanding achievements? 4. How long has the retailer been established and how many staff are employed in the business? AWARD FOR INITIATIVE BY LOCAL CYCLING ASSOCIATION While Canada leads in North America in reducing both traffic- and trail-related injuries on bicycles, safety and well-being is something we all hold a stake in. This award recognizes local cycling associations who have helped to promote road cycling and/or bike-safety initiatives and overall programs to promote cycling in their communities. *Eligibility:* This award is for a local cycling association or group that has been in existence for more than 12 months and that has consistently demonstrated extraordinary commitment, dedication, and service to the advancement of cycling locally. 1. Overview of why this club/association stands above the rest in promoting cycling? 2. Describe any and all events the association organized or participated in to advance cycling? 3. What role did the club or association plan in advancing cycling locally? 4. What partnerships have they made to accomplish their goals? HOW TO NOMINATE Nominations close on July 1st. Nominations must be in writing and all eligibility points in the category must be addressed in the submission. Nominations should be sent to admin(a)btac.org Nominators should include name, address, phone number and name of organization representing if applicable. Please ensure you write BTAC AWRDS in the subject line. *“It is my hope and indeed that of the BTAC board that the industry will get behind these awards and submit nominations to recognize those in all four categories*,” Senior said.* We have much to celebrate as an industry and we hope these awards will help shine a very big light on those who are both nominated and are chosen as the final winners.*” *The Bicycle Trade Association of Canada is a not for profit industry association. *

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Just a little something because 'It's Friday'
by Stacy Matwick 10 May '13

10 May '13

[cid:image003.jpg@01CE4D5A.431491E0] The streets are getting cleaned, it's Give Away weekend, and this morning I counted 20 cyclists on Portage. Yay! Cheers Stacy Matwick Information Centre International Institute for Sustainable Development 161 Portage Ave. E., 6th floor Winnipeg, Manitoba, Canada R3B 0Y4 Voice: (204)958-7755 Fax: (204)958-7710 Email: smatwick(a)iisd.ca<mailto:smatwick@iisd.ca> IISD Research Library web page: http://www.iisd.org/ic SD-Cite: IISD Research Library database: http://sd-cite.iisd.org<http://sd-cite.iisd.org/> GENERata web-magazine: http://www.iisd.org/generata/ Twitter: @iisd_library Google+<https://plus.google.com/b/115807178630169130619/115807178630169130619/posts> Facebook<http://www.facebook.com/pages/IISD-Research-Library/213770388697688?sk=wall> "Outside of a dog, a book is man's best friend. Inside of a dog, it's too dark to read" Groucho Marx (Picture posted on Earth Day Italia Facebook https://www.facebook.com/#!/EarthDayIta )

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Bike Winnipeg Safe Passing campaign is live
by feaver＠mymts.net 09 May '13

09 May '13

Bike Winnipeg is advocating for education campaigns to tell drivers how to share the road, but rather than waiting for others to get it right, we decided to collaborate with The WRENCH to crowd-source funding for some bus ads to get a safe passing message out in time for this summer's biking season. Please contribute and pass the word to your Winnipeg cycling friends and colleagues. _____ Contribute NOW to help educate drivers about safe passing. If. . 40 cyclists donate $100 each, and . 60 cyclists donate $50 each, and . 50 cyclists donate $20 each, 30 buses will drive around the city for a month displaying our message on their backs. Onbus copy.jpg <http://thewrench.ca/?page_id=951> Let's get this show on the road Vote for the message you prefer. One vote per $20 contributed. Donations are tax deductible. 12 34 If we can't raise enough money for the bus ads by the end of May, we will use the funds to educate drivers by the best affordable means. A project by: <http://biketothefuture.org/> BikeWinnipeg.ca & <http://thewrench.ca/> TheWrench.ca Please forward this message to all your cycling friends & colleagues in Winnipeg

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Used helmets
by Dave Elmore 09 May '13

09 May '13

Do you have an old helmet of two hanging around the garage or in the basement. The Downtown Biz is looking for old helmets for use in a Ciclovia art project. If you want to recycle that old helmet rather than trashing it, just drop it off at the Downtown Winnipeg BIZ, 426 Portage Ave between 8:30am-4:30pm Monday to Friday. Please drop off any helmets before August 16. Thanks Dave o _ ( \ _ (X)\ /(X)

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New York Study
by Dave Elmore 09 May '13

09 May '13

http://www.americabikes.org/nyc_study_finds_protected_bicycle_lanes_boost_lo cal_business NYC Study Finds Protected Bicycle Lanes Boost Local Business Posted by Mary Lauran Hall on November 01, 2012 . Flag <http://www.americabikes.org/forms/flags/page.js?page_id=211> The road to recovery is in sight, and it has a bike lane. The typical city street is a busy place. People riding bikes, walking, driving cars, and operating buses all have somewhere to to go and want to get there safely - and quickly. But while we normally think of streets as pipelines for people and goods, public streets are about more than just moving from point A to point B. They're also corridors for public life. Streets are places where locals discover new hole-in-the-wall stores and restaurants, where window shoppers duck into shops to peruse, and where children convince their parents to stop - just for ONE second - to buy a cup of hot chocolate. In other words, streets can also grow local economies. A new study from the New York Department of Transportation shows that streets that safely accommodate bicycle and pedestrian travel are especially good at boosting small businesses, even in a recession. NYC DOT found that protected bikeways had a significant positive impact on local business strength. After the construction of a protected bicycle lane on 9th Avenue, local businesses saw a 49% increase in retail sales. In comparison, local businesses throughout Manhattan only saw a 3% increase in retail sales. NYCDOT_-_9th_Street.png In many ways, these data come as no surprise. We know that when towns invest in bicycle infrastructure, people will ride more <http://www.good.is/posts/if-you-build-bike-lanes-they-will-ride/> - the number of people traveling by bicycle increases when there is infrastructure to make traveling by bike safe and easy. We also know that people who travel along a street by bicycle have fewer barriers to stopping at a local business than people who travel along the same street by car. It's very easy to hop off a bicycle and find a place to secure the bike; not so with finding parking for an automobile. In fact, a recent study suggest that bicycle riders tend to spend more at local businesses over the course of a month <http://bikeportland.org/2012/07/06/study-shows-biking-customers-spend-more- 74357> . This new study makes it clear: investing in bicycle improvements boosts small businesses. And what town or city doesn't want to boost activity at local businesses? Better walking infrastructure encourages retail strength, too. In another example from NYC DOT's study, retails sales increased a whopping 179% after the city converted an underused parking area in Brooklyn into a pedestrian plaza. Retail sales at businesses in the rest of the neighborhood only increased by 18%. NYC_DOT_-_Pearl_St.png When a street does a good job of accommodating bicyclists and pedestrians, it's much more likely to attract walking and bicycling locals, window shoppers, and doting parents. Those people are ready to contribute to the local economy - if a street makes it easy and attractive to do so. View NYC DOT's full study below or download the PDF here <https://d3n8a8pro7vhmx.cloudfront.net/americabikes/pages/211/attachments/or iginal/1351785187/2012-10-measuring-the-street.pdf?1351785187> .

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AT Webinar: Bike Signals, Wed, May 15th, 2-3 pm, EcoCentre
by Beth McKechnie 09 May '13

09 May '13

Green Action Centre and Bike to the Future invite you to join us for a local viewing of the following APBP webinar at the EcoCentre (3rd floor, 303 Portage Ave). This will be followed by group discussion of local applications.* *Detailed description provided below. *Bike Signals Wed, May 15th | 2:00-3:00 p.m.* RSVPs are appreciated but not necessary. Hope to see you then! cheers, Beth (204) 925-3772 * * * * * ** BIKE SIGNALS [image: image]Bike signals are a relatively new tool that can be used to separate cycling movements safely. This webinar explores the latest developments related to traffic signals that specifically accommodate cyclists and includes examples of how these devices are used in Portland and Tucson. This 75-minute webinar includes an extended Q&A period. Presenters will review the current state of the practice, including existing engineering guidance and warrants in the MUTCD, AASHTO Green Book, NACTO Urban Bikeway Design Guide and other manuals; physical design and operations (detection, signage and timing); and preliminary results of an informal survey of compliance and cyclist behavior. Examples from Portland include a scramble phase signal and demonstrate how bike signals can encourage cycling. Examples from Tucson focus on stand-alone signals, the Toucan and the BikeHawk. Toucan is used to help cyclists transition from a neighborhood or residential street network to larger arterial roads; the BikeHawk is a pedestrian hybrid beacon that has been modified to accommodate cyclists as well as pedestrians. Presenters: - Ann Chanecka, Bicycle and Pedestrian Coordinator, City of Tucson - Peter Koonce, PE, Manager, Portland Bureau of Transportation - Signals, Streetlighting and ITS Division - Dr. Christopher Monsere, PE, Associate Professor Civil and Environmental Engineering, Portland State University - Dr. Richard Nassi, PE, Traffic Engineering Consultant, Pima Association of Governments

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Canada failing cyclists and pedestrians, UN report finds
by Anders Swanson 08 May '13

08 May '13

source: http://www.thestar.com/news/gta/2013/03/14/canada_failing_cyclists_and_pede… Canada failing cyclists and pedestrians, UN report finds Canada says the right things but needs to take action to protect vulnerable road users, according to a new WHO report. Text size:IncreaseDecreaseReset Share via EmailPrint Report an Error Save to Mystar [image: A United Nations' reports says Canada is failing behind when it comes to developing policy to protect vulnerable road users.] VINCE TALOTTA / TORONTO STAR A United Nations' reports says Canada is failing behind when it comes to developing policy to protect vulnerable road users. *By:* Kristen E. Courtney Special to the Star, Published on Thu Mar 14 2013 EXPLORE THIS STORY 1PHOTO80COMMENTS Save to Mystar - - - **4<http://pinterest.com/pin/create/button/?url=http://www.thestar.com/news/gta…> - Canada is falling to the back of the pack when it comes to policies aimed at protecting vulnerable road users, according to a new report released by the World Health Organization. While 77 per cent of United Nations countries carry out safety audits to ensure the safety of road infrastructure projects for cyclists and pedestrians, Canada does not, and is contributing to a concerning trend of countries promoting alternative forms of transportation without ensuring their safety, according to the Global Status Report on Road Safety<http://www.who.int/violence_injury_prevention/road_safety_status/2013/en/in…> . While studies have consistently shown what types of walking and cycling infrastructure are needed to improve road safety, including safe routes and crossings for pedestrians, slower traffic speeds, and dedicated cycling lanes, policies are not in place to ensure that these are incorporated into road infrastructure projects, according to the report. Eleanor McMahon, founder of Ontario’s Share the Road Cycling Coalition<http://www.sharetheroad.ca/>, says she’s not surprised that Canada is falling behind, as all too often the debate over road infrastructure in Canada becomes less about safety and more about playing politics.<http://www.thestar.com/news/city_hall/2012/04/23/cyclists_steer_through_pol…> This is a familiar refrain to Toronto drivers, cyclists and pedestrians, where “war on the car”<http://www.thestar.com/news/gta/2009/05/24/road_wars_can_cyclists_and_motor…> rhetoric seems to rear its head every time a new road construction or reconstruction project reignites the battle for a slice of the street. “We shouldn’t be having this conversation about cycling infrastructure as if cyclists were a special interest group. They are not a special interest group; they are everyday people getting from point A to point B . . . and all of these deaths are preventable,” McMahon says. The good news is that overall road deaths around the world are down slightly, to 1.24 million per year from 1.3 million per year since the previous Global Status Report on Road Safety in 2009<http://www.who.int/violence_injury_prevention/road_safety_status/2009/en/>. Canada mirrors this trend, with overall annual road deaths falling to 2,227 from 2,889. However, 27 per cent of global road traffic deaths are among pedestrians and cyclists, which has Dr. Margaret Chan, Director-General of the World Health Organization, concerned: “To date, these road users have been neglected in transport and planning policy. The world must now increase its focus on making walking and cycling safer, and protecting these road users from high-speed traffic.” One of the three key recommendations emerging from the report is that concerted effort is needed to make road infrastructure safer for pedestrians and cyclists, by taking the needs of these road users into account earlier, when road safety, policy, transport planning and land use decisions are made. The report places a particular emphasis on the conduct of formal audits of new and existing road infrastructure projects — by independent assessors not involved in the planning or construction — to minimize crash risk and the potential consequences for all road users. Such audits can produce important safety gains for all, according to the report. McMahon says she’s not aware of any consistent policies that exist at the national, provincial or municipal level in Canada that require such safety audits or assessments of road construction projects. “As someone who lost their life partner to a cycling accident, safety is absolutely paramount to me,” she says, “but we need a carrot and stick approach. Dedicated infrastructure funding and political will are also essential.” McMahon’s husband, OPP Sergeant Greg Stobbart, was killed in 2006 while riding his bike on Tremaine Rd. in Milton. While Ontario has a number of policies in place that are supposed to encourage active transportation and ensure the safety of cyclists and pedestrians, the political will necessary to implement these policies effectively is lacking, says McMahon. “We’re starting to see some progress . . . you would think that having these things in policies would help, but we sure have a long way to go.” The Global Status Report 2013 will serve as the baseline for Decade of Action for Road Safety 2011-2020, declared by the UN General Assembly to stem the rise in road accidents as one of the leading causes of death worldwide. ** *Kristen Courtney is an environmental lawyer and a Fellow in Global Journalism at the Munk School for Global Affairs.*

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