- AT-Network - University of Manitoba Mailing Lists

Fw: International Transport Forum recommends 12 ways for governments to make roads safer for pedestrians
by Zdan, Terry (MIT) 24 Nov '12

24 Nov '12

________________________________ From: Dr. Lane <dr.lane(a)shaw.ca> To: Zdan, Terry (MIT) Sent: Sat Nov 24 11:20:57 2012 Subject: International Transport Forum recommends 12 ways for governments to make roads safer for pedestrians http://www.greencarcongress.com/2012/11/itf-20121122.html Key recommendations of the report are: 1. Integrate the needs of pedestrians at the earliest stages of urban planning projects and transport investments. 2. Establish clear administrative responsibilities at all levels of government for coordination of initiatives to promote walking. 3. Improve knowledge about walking: Create a standardized methodology for measuring, reporting and monitoring pedestrian mobility. Create national pedestrian observatories and encourage international comparisons. 4. Treat public transport services as an integrated part of the development of new urban areas. This can support a shift towards higher-density, mixed-use walking and transit-oriented urban environments. 5. Give more space to non-motorized traffic in city centres: Provide easy, safe, well-maintained pedestrian access to public transport and city center destinations. Develop car-free areas, discourage over-use of cars in city centres, and prevent parking on pavements and pedestrian crossings. 6. Develop national pedestrian planning guidance for local administrations. Plans should routinely consider the impact of projects on pedestrians and cyclists. They should also include targets for future levels of walking. 7. Encourage employers to create incentives for employees to walk and cycle to work. 8. Adopt a “safe system” approach for the design of walking environments. (The “safe system” approach recognizes that road users make mistakes and requires road design to take account of this to reduce the risk of serious injury). 9. Implement traffic-calming zones and generalize 30 km/h zones (19 mph) in areas with high pedestrian activity. 10. Introduce high-quality road safety education in schools and local community centres. 11. Review current traffic codes to strengthen the legal and financial protection of pedestrians. 12. Commission more research to better understand mobility behavior and trends. http://www.oecdbookshop.org/oecd/display.asp?sf1=identifiers&st1=9789282103… Terry Zdan 126 Duncan Norrie Drive Winnipeg, MB R3P 2J9 204.488.8988

1 0

AT Webinar: Data and Resources to Propel Local Walking Programs and Solutions - Thurs, Nov. 29, 1-2:30, EcoCentre
by Beth McKechnie 23 Nov '12

23 Nov '12

Green Action Centre invites you to join us for a local viewing of the upcoming America Trails webinar at the EcoCentre (3rd floor, 303 Portage Ave) followed by group discussion of local applications.* *Detailed description provided below. *Data and Resources to Propel Local Walking Programs and Solutions Thursday, Nov. 29, 2012 | 1:00 - 2:30 p.m. CST* RSVPs are appreciated but not necessary. Hope to see you then! Please note that this is a free webinar, so you can also register individually if you prefer (https://www1.gotomeeting.com/register/886842880) . cheers, Beth 925-3772 * * * * * * * All Things Walking Webinar Series *Webinar Topic #1: Data and Resources to Propel Local Walking Programs and Solutions* ** ** *Have you wondered how to keep up with all the tools and data available for successful local walking initiatives?* This webinar, the "kickoff" of a new series, will provide you with in-depth information and resources to support your work at the state, tribal and local levels. *Presenters* - Tom Schmid, Sr. Evaluation Specialist, Centers for Disease Control and Prevention (CDC) Physical Activity and Health Branch - Laura MacNeil, Planner II, Sam Schwartz Engineering - Scott Bricker, Executive Director, America Walks *Tom* will talk about how the CDC has a growing interest in promoting walking as a critical intervention to improving public health, their recent Vital Signs<http://r20.rs6.net/tn.jsp?e=001kaXRK9MspmNDCEyxIqMYkILiFxmAMjWzyMnv43jzxwcA…> report that highlights encouraging trends in walking among adults, and exciting work that addresses walking. *Laura,* whose engineering firm partnered with America Walks to develop the new Steps to a Walkable Community Guide<http://r20.rs6.net/tn.jsp?e=001kaXRK9MspmMb-eT7xnBe9FeMvMNQbBQmBlUifO6Xjuh9…>, will talk about the Guide and how to use this book and our "soon-to be-launched" on-line resource to develop strategies toward walkable communities. * * *Scott* will give an overview of how America Walks is working to develop multi-sector partnerships to advance walking initiatives. He'll also talk about our on-line technical resources, community Walking Action Network workshops, and give an update on our national campaign strategy.

1 0

Metro Winnipeg: Winnipeg cyclists not sold on speed limit increases (Nov.20'12)
by Beth McKechnie 22 Nov '12

22 Nov '12

Winnipeg cyclists not sold on speed limit increasesBy Shane Gibson | Metro Winnipeg http://metronews.ca/news/winnipeg/447360/winnipeg-cyclists-not-sold-on-spee… While the province’s Highway Traffic Board considers increasing the speed limit on a number of Winnipeg streets a group of city cyclists who advocate for bike safety say not so fast. Bike to the Future executive director Mark Cohoe told Metro the group would meet Tuesday night to discuss the changes proposed for many four-lane divided streets in Winnipeg. “It’s really seems they haven’t thought about cyclists,” said Cohoe. “They are just thinking about how to get cars moving quicker but they have to put the context of all road users into consideration as well.” The Highway Traffic Board has reviewed all the existing 50-km/h four-lane divided roadways within the city and is considering increasing them to 60-km/h. Board chair Al Rivers explained the idea is to eliminate sections where speed limits suddenly change—which have become popular spots for cops to set up speed traps. “It’s just far too confusing,” said Rivers. “Our job is to make everything as consistent as possible, and when you do that the roadways become safer.” Among the dozens of roadways being considered for increases are University Crescent between Chancellor Matheson Road and Pembina Highway, Broadway between Osborne Street and Main Street and Moray Street between Portage Avenue and Ness Avenue. Cohoe is also worried about pedestrian safety on roadways like Waverly Street between Taylor Avenue and Grant Avenue that have residential houses on both sides. “It seems like they’ve gone with the decision that if a roadway is divided it automatically goes to a higher speed limit, and for some of the areas that doesn’t really make a lot of sense,” he said. The board has three public hearings planned for Nov. 27, Dec. 4, and Dec. 11 to go over the proposed changes with Winnipeggers, and Rivers said it’s too soon to say if or when limits will increase. *A breakdown of streets under consideration for speed limit increases in Winnipeg*: On *November 27/12* the Board will be hearing the following streets: - Dugald Road, between a point 400 metres east and west of Plessis Road; - Grant Avenue, between Kenaston Boulevard and Stafford Street - Pembina Highway, between Ducharme Avenue and the bridge crossing the La Salle River (also under consideration is increasing the speed zone from 60 km/h to 80 km/h between rue des Trappistes to south of Turnbull Drive and increase the 90 km/h to 100 km/h between Turnbull Drive and the City limit); - Waverley Street, between Taylor Avenue and Grant Avenue. On *December 4, 2012* the Board will be hearing the following streets: - Corydon Avenue, between Kelvin Boulevard and Cambridge Street; - Roblin Boulevard, between Haney Street and Wexford Street; - University Crescent, between Chancellor Matheson Road and Pembina Highway. On *December 11, 2012* the Board will be hearing the following streets: - Broadway, between Osborne Street and Main Street; - Memorial Boulevard/Colony Street/Balmoral Street, between Broadway and Qu’Appelle Avenue; - Isabel Street/Salter Street, between William Avenue and Stella Avenue; - Main Street, between Assiniboine Avenue and Manitoba Avenue; - Inkster Boulevard, between Lansdowne Avenue and Main Street; - Moray Street, between Portage Avenue and Ness Avenue; - Wellington Avenue, between the east limit of James Armstrong Richardson International Airport and St. James Street. Additional streets not yet advertised: - Kenaston Boulevard; - Taylor Avenue; - Provencher Boulevard.

2 2

Winnipeg Open House - Manitoba Capital Region Transportation Master Plan
by Janice Lukes 21 Nov '12

21 Nov '12

Just off the phone with Chris Baker, MMM group. Chris is organizing the Manitoba Capital Region Transportation Master Plan consultations <http://www.manitobacapitalregion.ca/downloads/Newsletter-November2012.pdf> . Chris assured me the decision has been made to hold an Open House IN Winnipeg - Date and Location to be announced. Currently the three open houses being held are outside of Winnipeg but due to multiple requests - MMM Group will be holding one in Winnipeg. SEE THE SURVEY posted - please respond - there are multiple active transportation questions: http://www.surveymonkey.com/s/CRTMP located on this website: http://www.wmcrp.com/ thanks Janice Lukes

1 0

Life in the curb lane
by Dave Elmore 21 Nov '12

21 Nov '12

This is a pretty interesting perspective of life on 2 wheels. Can’t agree with the reference to “hugging the curb” but it unfortunately what many cyclists believe to be safe. http://www.winnipegfreepress.com/breakingnews/life-in-the-curb-lane-1798475… Life in the curb lane A grandmother spends a summer as a bike courier -- and lives to tell the tale By: Bev Watson Bev Watson learned an important lesson in her summer of cycling: Bike couriers don't cry. Bev Watson learned an important lesson in her summer of cycling: Bike couriers don't cry. The traffic on St. Mary's Road didn't seem as busy one morning as I neared Fermor Avenue to head back to the Exchange District. I can pedal at a fairly fast clip when my legs feel like it. I was making good time; I could feel the strength in my quadriceps, and I smiled. I was becoming quite proud of the shape my legs were in and how many miles they could take me on my bike. As I cruised along, I became aware of the roar of a loud engine coming up behind me. That sound seems to spark a "spidey-sense" in cyclists; it usually means a large vehicle is approaching, and you automatically double check to make sure you're hugging the curb. Turning my head slightly to the left, I could see out of the corner of my eye a large dump truck gaining on me at a good clip, but he moved to the left lane. Suddenly, a second dump truck was speeding up to pass him in the curb lane; he was at my side in a split second: engine roaring in my ears, wheels up to my shoulder spinning in a blur, passing me by a whisper. I screamed out loud. And then swore. Out loud. It's my third week as a bike courier. I'm 51 years old. And I'm a grandmother. If I could have caught up with that truck driver, who was probably my son's age or younger, he would have had some finger wagging like never before. What if it were his grandmother, I'd say. How would you feel if someone did that to her? I'd ask him. She could be horribly hurt or even dead, all because someone was in a hurry, I'd nag, shaking my finger in his face. I'm sure he would no more than roll his eyes and drive away shaking his head at the crazy old lady. I worked for Natural Cycle Courier for four months this summer. They deliver anywhere in the city, 12 months a year. They use no cars; larger items are towed behind the bike on a trailer. And they're all very young. I swear I have 10 years on their mothers. But they took me on, and I had a summer like no other. My new job as a bike courier opened my eyes to life in the curb lane. I've heard that cyclists are a nuisance. I've heard sneers at their "saving the environment" and their young, granola-thinking attitudes. I've heard comments that they ride bikes because they just can't afford cars. I know otherwise. We're young; we're old. We're rich; we're poor. We're fit; we're fat. We do indeed "save the environment" to some degree every time we don't use a car, but we do own cars. A few of us weave in and out of traffic; most of us follow the rules of the road, and don't like to be lumped into the same group as the weavers. We are horrified when another cyclist -- stranger or not -- is injured or killed on the streets. And we don't like the "you're just asking for it" responses that we hear. The cyclist you see every day throughout the city is a student saving money to get through university. She's a girl who wants to play her part in doing something "green." He's a janitor making a few extra dollars working as a courier. It's a business woman taking a hiatus for a summer to take her mind off things. It's a grandmother wanting to get into better shape. And none of us want to lose our lives for a dump truck in a hurry. In my four months of pedalling, I've been hit by two cars and wiped out three times. I've cut my knee, scraped my legs and bruised my hips. I've been yelled at: "Get on the sidewalk!" "Get off the sidewalk!" "You're in my lane," and "Get your fat ass off the road." I've discovered a real camaraderie between bike couriers and bike commuters alike. "Girl power!" yelled one cyclist with her long thick red hair flowing out from under her helmet. "Good for you!" calls out one man with a salt-and-pepper beard as he pedals along with his own deliveries. We talk about our bikes, we brag of miles travelled, and we share stories of those close calls. I grew to love the painted bike lanes on the downtown one-way streets. There's something about that solid white line embracing that large white bicycle decal that seems to keep vehicles at a safe distance from our handle bars. Diamond lanes create somewhat of a safe haven for us, even though we share the lane with the biggest vehicles out there -- the city buses. Transit drivers may get frustrated with our speed, but most are amazingly patient. Unpainted streets create a different feel for a cyclist; at times we get crowded out for being "in the car's lane." While some drivers give us no space at all and even speed up to pass, others give us such a wide berth that it causes a danger to cars in the neighbouring lanes. Just take your foot off the gas for a few seconds, squeeze to your left, and you'll be on your way, and so will we. I shake my head at the poorly thought out bike lanes over the Main Street Bridge. If I take the bike lanes within the cement barrier, they force me onto the sidewalk with no safe way to get back onto the road. If I stay on the road, drivers yell at me to get on the other side of the barrier. And the positioning of the southbound bike lane? Thousands of cars headed into St. Vital are forced down to one lane due to a barricaded bike lane that I can't get on to or off of when I'm cycling. This makes no sense for cyclists or for motorized vehicles. I've seen it from both sides of the barrier. You quickly learn of roadways in our city that are not bike friendly, or even worse: downright dangerous. St. Anne's Road in South St. Vital has manhole covers in cement four inches higher than the road's surface. At a minimum, that's a horribly bruised crotch. At its worst, it's a deadly wipe-out waiting to happen. In St. James, the streets are roughest right along the curb. Add that to the very narrow lanes in the congested area and the impatience of the drivers, and it becomes one of the most difficult areas for deliveries. Lagimodiere is simply off limits for cyclists. There's nowhere to go; no paved shoulders and no sidewalks as a safe alternative, legal or not. Travelling in gravel does not work. Just ask my front tire. In my desperation to meet a delivery deadline, I tried to travel along the side of Highway 59 when my tire sunk into the dirt and threw me down hard. My helmet-covered head hit the dirt just a few feet from the white lined edge of the road. My leg slammed into the gravel, the bike chain ripped my skin and the handlebars stabbed into my side. I got up, brushed the dirt off my bleeding leg and straightened out my handlebars, while tears welled up in my eyes. I remember thinking "bike couriers don't cry!" So I walked along the gravel with my beat up bike and hurting body; blinking away tears until I reached the next paved intersection. Then I climbed back on my bike, and cycled away. Making my delivery on time. Bev Watson is a 51-year-old grandmother who has recently hung up her helmet and parked her bike for the winter. She is now driving her car to her much safer office job. Republished from the Winnipeg Free Press print edition November 18, 2012 A8

1 0

WFP: 'Painful' limits reviewed - Manitoba Traffic Board slates public hearings on speed zones (Nov.20'12)
by Beth McKechnie 20 Nov '12

20 Nov '12

'Painful' limits reviewed Manitoba Traffic Board slates public hearings on speed zones By: Bill Redekop http://www.winnipegfreepress.com/local/painful-limits-reviewed-180094781.ht… There's a stretch of Pembina Highway just outside St. Norbert where there's nothing but open highway in front of you... and a 60-kilometre-per-hour speed limit. "It's painful" trying to keep to 60 km/h, said Todd Dube of WiseUp Winnipeg, who argues the limit should be 80 km/h. "There are horses on one side, a wide-open field on the other, and it's a divided highway." Dube and other Winnipeggers can have their say next week when the Manitoba Traffic Board opens public hearings on several four-lane divided streets where some people think the speed limits are too low and inconsistent with other speed limits. The Manitoba Traffic Board sets speed limits throughout Manitoba, including Winnipeg. The first public hearing is slated for Nov. 27 at 204-301 Weston St. starting at 10 a.m. Two of the disputed sections are on Pembina Highway in St. Norbert. Officials are studying whether to increase the speed limit from 60 km/h to 80 km/h on the aforementioned stretch from Rue des Trappistes to south of Turnbull Drive. It is also studying raising the speed from 50 to 60 km/h on Pembina Highway from north of Ducharme Avenue to south of the bridge crossing La Salle River. "It's long overdue" on both scores, said Dube. "We get calls from people from out of town and from the U.S. (driving into the city on Highway 75) who just can't believe the City of Winnipeg would allow this." Another generator of speeding tickets to be reviewed is a stretch along Dugald Road east and west of Plessis Road. The four-lane divided highway's speed limit is 70 km/h, then drops suddenly to 50 km/h for just 400 metres, then shoots back to 70 km/h. Police are often seen hiding in a forested yard with a radar gun at the start of the 50 km/h stretch. "That is so egregious. We got a call from an RCMP officer who was so outraged at getting a ticket there that she said she was going to fight it," Dube said. WiseUp considers the stretch along Grant Avenue between Kenaston Boulevard and Stafford Street as the worst area in terms of the high volume of photo-radar tickets it generates. A dispute over the accuracy of a photo-radar mobile unit on Grant near Nathaniel Street launched the anti-photo-radar group. Also being debated next week is increasing the speed limit on Waverley Street between Taylor and Grant avenues to 60 km/h. A proposal is also being made to increase the limit to 100 km/h from 90 km/h between a point 300 metres south of Turnbull Drive and the southern city limit. CAA Manitoba also thinks Winnipeg has some questionable speed limits on some four-lane divided roads. "We think (the review) is a really good thing," said Liz Peters, communications manager for CAA Manitoba. "There are some areas where it's been a long time coming, St. Norbert in particular. But even places like on Kenaston, there isn't much reason why the speed limit couldn't be raised a bit." That would improve traffic flow, she said. At the same time, CAA wonders how higher speed limits will mesh with current attempts to reduce speeds in school zones to 30 km/h. CAA is for some higher speed limits "as long as it's not in conflict with things like schools," Peters said. The review is "not just about motorists. It's pedestrians and cyclists and thinking of kids in school zones, too." The Manitoba Traffic Board will hold a second public hearing on Dec. 4 at the same time and place to discuss proposals to increase the speed limit from 50 to 60 km/h on the following streets: -- Corydon Avenue between Kelvin Boulevard and Cambridge Street. -- Roblin Boulevard between Haney and Wexford streets. -- University Crescent between Chancellor Matheson Road and Pembina Highway. Speed limits on Kenaston Boulevard, Taylor Avenue and Provencher Boulevard are already under review. bill.redekop(a)freepress.mb.ca

1 0

Invest in Less: Peg City Car Co-op new Video!
by Shoni Litinsky 19 Nov '12

19 Nov '12

Are you interested in seeing more sustainable transportation options in Winnipeg? Do you want to see less congestion, fewer cars, less parking pressure and less pollution? We share your vision, and that is why as a group of volunteers, we started Peg City Car Co-op which now has 4 vehicles in three neighbourhoods that meet the needs of more than 100 members. We can create more opportunities for biking, busing, and walking in our city and enable individuals to live car-free or car-light. Over the next* 2 years*, our co-op would like to expand into new neighbourhoods and have* 11 vehicles *that serve the transportation needs of *350 members. * *You can help get us there* **Peg City now has investment shares available for purchase! If you would like to see carsharing grow in Winnipeg, and help us reach our expansion goals, this will make it happen. We have been approved as an eligible enterprise under the Province of Manitoba’s *Community Enterprise Development (CED) Tax Credit Program. *<http://pegcitycarcoop.us2.list-manage2.com/track/click?u=6e29483972e08a58af…> *What does this mean, you ask? Well it means that come tax time, *you will be eligible to claim a tax credit of *30% of the amount of* your investment. This is an opportunity to do good for your community (while getting something in return). How great is that? *Learn about the investment shares, and view our new video: * www.vimeo.com/pegcitycarcoop/invest www.pegictycarcoop.ca/invest Thank you, Shoni Litinsky Board Member, Peg City Car Co-op

1 0

Dr Karen K Lee MD MHsc FRPCPC
by Zdan, Terry (MIT) 19 Nov '12

19 Nov '12

http://www.iuhpe.org/uploaded/Regions/NARO/20110608_Symposium/1_FitCity_KLe… Thank you and regards Terry Zdan BA MEDes Policy & Service Developemnt Manitoba Infrastructure & Transportation 1520 215 Garry Street Winnipeg MB R3C 3P3 P 204 945 7381 C 204 227 3724 E Terrry.Zdan(a)gov.mb.ca

1 0

FW: Pedestrian LOS for Unsignalized Crossings (plus Spreadsheet Tool)
by Zdan, Terry (MIT) 19 Nov '12

19 Nov '12

Tools you can use. This compliments the US 2010 Highway Capacity Manual. From: Parks, Jamie Sent: Friday, November 16, 2012 10:13 AM To: members(a)lists.apbp.org<mailto:members@lists.apbp.org> Subject: Pedestrian LOS for Unsignalized Crossings (plus Spreadsheet Tool) Hi All, Apologies in advance for a long, but hopefully helpful email. Most of you are likely aware of the new multimodal LOS procedures in the 2010 Highway Capacity Manual that produce LOS A-F scores for pedestrians and bicycles along street segments and at signals. Fewer people (or so it seems to me) know that the HCM also has a new method for Pedestrian LOS at Unsignalized Crossings (found in Chapter 19: Two-Way Stop-Controlled Intersections). The method uses traffic volumes, crossing distance, and the likely yielding behavior resulting from any traffic control devices that may be present (e.g., rapid flash beacons) to estimate pedestrian delay which in turn determines the LOS grade. Default yield rates for common treatments are provided based on NCHRP 562 and other research, but can be supplemented/adjusted based on local experience. The intent is to complement the NCHRP 562: Pedestrian Safety at Unsignalized Crossings and FHWA Safety Effects of Marked versus Unmarked Crosswalks studies to (1) provide positive guidance on what treatments are likely to be most effective for a given location and (2) demonstrate the need for/impact of crossing investments using a readily understood metric (i.e., LOS). A quick example of how this works for a road diet and rapid flash beacon applied to a 4-lane undivided highway: Before Conditions: 4-lanes, undivided 44 foot crossing distance 2,000 vehicles per hour 10% yield rate (based on standard marked crosswalk) Results: Delay = 600s, LOS = F Note: actual pedestrians would not wait 10 minutes to cross here. They would likely walk to the nearest signal, pick a small gap in traffic and run, or cross "frogger-style" where they do not wait for the entire roadway is clear to begin crossing. The point is that any of these results are extreme inconveniences to pedestrians, and potential safety hazards. Conversion to 3-lane section with median island: 2-lanes, divided 11 foot crossing distance (x2 for each stage) 1,000 vehicles per hour (x2 for each stage) 10% yield rate Results: Delay = 15s, LOS = C Conversion to 3-lane section with Median Island (plus Rapid Flash Beacon): 2-lanes, divided 11 foot crossing distance (x2 for each stage) 1,000 vehicles per hour (x2 for each stage) 80% yield rate (based on rapid flash beacon research) Results: Delay = 4s, LOS = A The results show dramatic improvements for pedestrians from the road diet, which could be used to justify the expense or demonstrate the benefits of such a conversion (especially useful if the conversion were to degrade auto LOS). Compared to the urban streets Ped LOS, the methodology is easy to apply and generally provides intuitive results (for instance, road diets actually DEGRADE urban streets ped LOS in many cases). Of course I may be biased, since I helped develop the unsignalized methodology! Anyway, the biggest downside to the unsignalized methodology is that is requires a lot of math (probability associated with yielding across multiple lanes, etc.), and it recently came to my attention that unfortunately none of the 2010 HCM software yet includes the methodology. To that end, I have created what I hope is a user-friendly spreadsheet/computational engine to implement the procedures. With this spreadsheet, getting results takes only a couple minutes (I spent 4 minutes putting together the example shown above). I've placed a copy of the spreadsheet on my Dropbox here: https://dl.dropbox.com/u/92064587/Ch19_PedLOS.xlsx. Please take a look, play around with it, and see what you think. I've left everything unprotected so that people can what's going on, check the formulas, and alter it for their purposes, but please use caution not to disrupt the calculations! If you've read this far, thanks for bearing with me. Please feel free to let me know if you have any questions. Best, Jamie Jamie Parks, AICP Complete Streets Program Manager City of Oakland | Public Works Agency | APWA Accredited Agency 250 Frank H Ogawa Plaza, Ste 4314 | Oakland, CA 94612 (510) 238-6613| (443) 235-6873 Mobile Report A Problem | Public Works Agency Call Center | (510) 615-5566 www.oaklandpw.com<http://www2.oaklandnet.com/Government/o/PWA/Connect/ReportaProblem/index.htm> | pwacallcenter(a)oaklandnet.com<mailto:pwacallcenter@oaklandnet.com> | Mobile app: SeeClickFix<http://www.seeclickfix.com/oakland/>

1 0

AT and cardiovascular disease risk factors in US Adults
by Beth McKechnie 19 Nov '12

19 Nov '12

Active Transportation and Cardiovascular Disease Risk Factors in U.S. AdultsGregg L. Furie<http://www.ajpmonline.org/article/S0749-3797%2812%2900602-2/abstract#>, MD, MHS | Mayur M. Desai<http://www.ajpmonline.org/article/S0749-3797%2812%2900602-2/abstract#>, PhD, MPH Download full pdf: http://www.ajpmonline.org/article/S0749-3797%2812%2900602-2/abstract Background Evidence of associations between active transportation (walking and bicycling for transportation) and health outcomes is limited. Better understanding of this relationship would inform efforts to increase physical activity by promoting active transportation. Purpose This study examined associations between active transportation and cardiovascular disease risk factors in U.S. adults. Methods Using the 2007-2008 and 2009-2010 cycles of the National Health and Nutrition Examination Survey (NHANES), adults (N=9933) were classified by level of active transportation. Multivariable linear and logistic regression analyses controlled for sociodemographic characteristics, smoking status, and minutes/week of non-active transportation physical activity. Analyses were conducted in 2011. Results Overall, 76% reported no active transportation. Compared with no active transportation, mean BMI was lower among individuals with low (-0.9, 95% CI= -1.4, -0.5) and high (-1.2, 95% CI= -1.7, -0.8) levels of active transportation. Mean waist circumference was lower in the low (-2.2 cm, 95% CI= -3.2, -1.2) and high (-3.1 cm, 95% CI= -4.3, -1.9) active transportation groups. The odds of hypertension were 24% lower (AOR=0.76, 95% CI=0.61, 0.94) and 31% lower (AOR=0.69, 95% CI=0.58, 0.83) among individuals with low and high levels of active transportation, respectively, compared with no active transportation. High active transportation was associated with 31% lower odds of diabetes (AOR=0.69, 95% CI=0.54, 0.88). Active transportation was not associated with high-density lipoprotein level. Conclusions Active transportation was associated with more-favorable cardiovascular risk factor profiles, providing additional justification for infrastructure and policies that permit and encourage active transportation.

2 3

(no subject)
by Dave Elmore 19 Nov '12

19 Nov '12

http://road.cc/content/news/70705-campaign-launched-nationwide-20mph-speed-l imit-road-safety-week-begins Campaign launched for nationwide 20mph speed limit as Road Safety Week begins Simon_MacMichael <http://road.cc/users/simon-macmichael> , November 19, 2012 <http://road.cc/content/image/834-20mph415x275jpg> http://road.cc/sites/default/files/imagecache/preview_500/images/%5bparent-n ode-gallery-title%5d/20mph_415x275.jpg A number of charities led by Sustrans have joined forces to launch a campaign calling for 20mph to be made the default speed limit on roads in built-up areas. The campaign, GO 20 <http://www.go20.org> , is launched today to coincide with the start of Road Safety Week, which continues until next Sunday 25 November. While some local authorities in England have already introduced 20mph speed limits on all or some of their roads - Oxford and Portsmouth, for instance, have city-wide limits, while Merseyside is introducing it on an area by area basis - Brake and the organisations that have joined it the campaign are calling for such a limit to be introduced nationwide. In the meantime, they are asking more local authorities to implement the speed limit, as well as appealing to motorists to reduce their speed to 20mph when driving near schools, shops and residential areas. A survey of 8,000 schoolchildren aged 7-11 years conducted by Brake, Brain Injury Group and Specavers ahead of Road Safety Week and the launch of GO20 found: Seven in 10 (70%) say they would be able to walk and cycle more if roads in their neighbourhood were less dangerous More than three-quarters (77%) say drivers need to slow down around their home and school Four in 10 (43%) say they have been hit or nearly hit while walking or cycling, and more than half (54%) worry about being hurt by traffic when out and about 72% said they would like to walk and cycle more than they do at present 75% would like more traffic-free cycle paths in their area, while 61% would like more footpaths, pavements and crossings, which they could use to get to school, the park, shops or to see friends 38% said they are not allowed to walk unaccompanied and 47% said they are not allowed to cycle unaccompanied. Brake and the other charities involved in the initiative, which besides Sustrans include Living Streets, the National Heart Forum, 20's Plenty for Us, Campaign to Protect Rural England and Ramblers, say that implementing the lower speed limit would result in: Fewer casualties: at 20, drivers have much more time to react, to help them stop in time if they need to, like if a child runs out. Studies show that when 20 limits replace 30, it means fewer casualties among pedestrians and cyclists. More walking and cycling: danger from traffic is a major barrier in enabling more people to walk and cycle. Town and city-wide 20 limits have resulted in more people walking and cycling. Healthier, happier people: More walking and cycling means healthier people, and more enjoyable outdoors activity for kids and adults. It helps communities interact and be communities. Less pollution: GOing 20 means lower emissions from vehicle journeys. Plus if more people can switch their commute or school run to foot or bike, it means less polluting traffic. Lower costs: Poor health from inactivity costs society dearly. Road casualties cost even more, due to the suffering and burden on health and emergency services. Preventing casualties and improving health means GOing 20 pays for itself many times over. It also helps people save money by choosing the cheapest ways to get about: foot and bike. Julie Townsend, deputy chief executive of Brake, said: "GO 20 is all about enabling people to walk and cycle without fear or threat. "If we are to bring about a 2012 legacy of more active communities, we need to make our streets and communities safer places. "Fleet operators can play an essential role in bringing this about, by ensuring their drivers always put protecting people first, and understand the vital importance of slowing down. "Our main message in Road Safety Week is appealing to drivers to stay well within limits, and slow down to 20 around homes, schools and shops. "It makes roads safer for walking and cycling, and makes little difference to journey times. "It's great so many fleet operators are getting involved and helping to communicate this and other life-saving messages this year. "We urge other employers to register on the Road Safety Week website to get our free guidance on managing driver speed." The campaign will be formally launched at 1030 this morning with a walking and cycling street party at William Tyndale Primary School in the London Borough of Islington, the first in London to introduce a borough-wide 20mph peed limit. Malcolm Shepherd, chief executive of Sustrans, commented: "A 20mph national speed limit would save lives and make our streets better places to socialise, play, walk and cycle. "It would also improve our health, tackling obesity and heart disease as well as reducing the burden on the NHS. "A 20mph limit is already in place in many parts of the country, but a postcode lottery where children are safer in some areas than others is not acceptable. "A new national limit would save money for public health, education and transport budgets, and the Government should now act to lower speeds on streets where we live, work and play." Thanks Dave o _ ( \ _ (X)\ /(X)

1 0

Kickstand SOLD OUT - Invitation: We Ride Here - Public Symposium at the Forks Friday Evening Nov. 23
by Anders Swanson 16 Nov '12

16 Nov '12

[ Although the kickstand Bicycle Policy Training Sessions are now sold out (and then some), we've added an exciting element that is made for to the public. This is a great opportunity for you to meet our out-of-town guests, get involved and celebrate. Space is somewhat limited, so arrive early. Please see the press release and poster attached (with text pasted below). Also, if you are a winter cyclist coming from the south end of the city, and would like to join us for a ride to the forks, there is a group leaving from the U of M's Welcome centre at 5:45. - Anders ] PRESS RELEASE *The World’s Love Affair with The Bicycle Comes to The Forks: European and Canadian Experts Share in Public Forum * Public “We Ride Here” Symposium at The Forks, Friday November 23rd, 7 pm – 9 pm Winnipeg, Manitoba -- Winnipeg is fast becoming one of our country’s bike-friendly cities and that fever is spreading throughout the province to towns like Morden, Thompson and Portage la Prairie. But, what would it take for our province to rival places like Denmark and the Netherlands where it’s ingrained in the culture and the psyche of its people? The “We Ride Here” symposium provides the answers. International cycling and city design gurus from Copenhagenize (Denmark) and Mobycon (Netherlands) are in Winnipeg to deliver a SOLD OUT two-day workshop, KICKSTAND, for professionals and leaders from across the Province. But, when the design workshop ends, participants and presenters will be heading to The Forks to celebrate and share what they’ve learned with the general public. “This is a great opportunity to come out and learn from some of the masters,” says Anders Swanson, local organizing committee chair, “They truly understand what it takes to plan and build a bicycle-friendly community that works for everyone. And, they understand how to do it in all seasons. They’re experts and we can learn so much from them.” “We’re excited by the enthusiasm and energy we’ve encountered in Winnipeg and look forward to contributing to making things happen,” says Angela van der Kloof of Mobycon. “Cycling is a perfect way to get around for children, adults, youngsters, and the elderly. It gives everyone independence, it saves everyone money and it is fun. Streets can be designed in such a way that it is safe for everybody to do so. Elderly people should not have to fear their lives on a bicycle. Children should once again be raised with bicycles and be able to use them all the time.” *The “We Ride Here” public symposium is an evening of culture, film, speeches, exciting announcements, refreshments, door prizes, and one lucky winner will get a grand-prize of a Dutch Van Gogh bike, courtesy of the Honorary Consul of the Netherlands.* “We are looking forward to not only hearing from the experts, but also to hearing ideas from our own community,” says Mark Cohoe, executive director of Bike to the Future. “This is a chance for us all to learn, share, experience and make our cities and towns all that they can be for cyclists of all abilities and interest.” Open to everyone. Capacity is limited to 120 people. Parking for bikes (and cars) is free. -30- The Kickstand Sessions take place Thursday November 22nd & Friday November 23rd @ the University of Manitoba Event Centre. Participants will leave with a stronger understanding of best practice bicycle-related implementations and how to market them, and an opportunity for a continued partnership with both Dutch and Danish experts. Mobycon is Netherlands-based independent research and consulting company with 25 years of experience in traffic, transport and mobility. Mobycon’s multi-disciplinary team consists of traffic planners and engineers, urban and rural planners, economists and human geographers. Copenhagenize is a Denmark-based consulting company specializing in urban cycling and liveable cities. They approach every job from the human perspective - using design, anthropology, sociology and common sense as their points of departure. For more information please contact: Anders Swanson Kickstand liaison in Winnipeg 204-797-1962 andersswanson(a)gmail.com

1 0

AT Webinar: Road Diets and Ped Safety, Tues, Nov. 20, 1:00-2:30 pm, EcoCentre
by Beth McKechnie 15 Nov '12

15 Nov '12

Green Action Centre invites you to join us for a local viewing of the upcoming FWHA / PBIC webinar at the EcoCentre (3rd floor, 303 Portage Ave) followed by group discussion of local applications.* *Detailed description provided below. *Road Diets and Pedestrian Safety** Tuesday, Nov. 20, 2012 | 1:00 - 2:30 p.m. CST* RSVPs are appreciated but not necessary. Hope to see you then! Please note that this is a free webinar, so you can also register individually if you prefer (https://www2.gotomeeting.com/register/893317730<http://cts.vresp.com/c/?UNCHighwaySafetyRese/3084cb0a2d/01de1edd15/cd2d73d7…> ).* * cheers, Beth 925-3772 * * * * * * * FHWA (Federal Highway Administration) and PBIC (Pedestrian and Bicycle Information Center) Announce Webinar on Pedestrian Safety and Road Diets CHAPEL HILL, NC — The Federal Highway Administration (FHWA) and the Pedestrian and Bicycle Information Center (PBIC) announce a free webinar on “road diets,” which are one of the nine proven countermeasures<http://cts.vresp.com/c/?UNCHighwaySafetyRese/3084cb0a2d/01de1edd15/339b6599…>that FHWA is heavily promoting nationally. ** Road diets, or the reallocation of road space through reduction in the number of regular traffic lanes, are of interest to communities that may be seeking to reduce traffic speeds, reduce crashes, improve accessibility for pedestrians and bicyclists, or achieve a number of other benefits. This webinar will present information about the safety benefits of road diets, particularly to pedestrians, and highlight examples of road diet implementation in the United States. Libby Thomas, a researcher at the UNC Highway Safety Research Center, will provide a brief presentation on some of the research findings related to road diets. She will discuss many of the safety benefits of road diets, which have been shown to reduce crashes among all road users. Mike Sallaberry, Transportation Engineer at the San Francisco Municipal Transportation Agency, will discuss the road diet experience in San Francisco, California. San Francisco has implemented more road diet projects within its 47 square miles than any other city in North America. This portion of the presentation will give some brief background on the history of road diets in San Francisco, focusing on how and why they are used. Mike will discuss how road diets have been used to create space for bikeways, pedestrian facilities, and transit, as well as how they are used for traffic calming purposes and to add landscaping and storm water management features to a street. The presentation will touch on some of the benefits of road diets but will focus more on how to get them approved, especially when they are controversial. Gina Coffman, of Toole Design Group, will discuss the road diet experience in Seattle, Washington. The City of Seattle has successfully implemented over 30 road diets. Before and after evaluations have indicated up to 70 percent reduction in injury collisions and 90 percent reduction in aggressive speeders on corridors where such projects have been implemented. Gina’s presentation will explore the history, research, planning and design of road diets, offering tips to build stakeholder support through public process. Seattle case studies will include before and after data showing changes in traffic and bicycle volume, neighborhood diversions, speeding and collisions over the years. The presenters will also participate in a question and answer session to discuss how to address barriers to implementation and answer questions from the attendees. This webinar is one of the free webinars that FHWA offers quarterly as part of its Pedestrian Safety Focus States and Cities initiatives. FHWA's Safety Office is trying to aggressively reduce pedestrian deaths by focusing extra resources on the states and cities with the highest pedestrian fatalities and/or fatality rates. Webinar archives for this series, as well as listings of upcoming sessions, can be found at http://www.walkinginfo.org/training/pbic/pedfocus_webinars.cfm<http://cts.vresp.com/c/?UNCHighwaySafetyRese/3084cb0a2d/01de1edd15/a2c00bae…> .

1 0

Cycling is good for business
by Dave Elmore 15 Nov '12

15 Nov '12

<http://bikeyface.com/> Bikeyface <http://bikeyface.com/2012/11/02/not-cyclists/> NOT-CYCLISTS There has been a move to build more infrastructure for cyclists here. However, with limited space on the road, this comes at a cost. which has local businesses concerned. <http://www.flickr.com/photos/bikeyface/8146881645/> People But there is the issue. How can you tell how you tell a driving customer from a walking customer from a biking customer? Especially when a cyclist is not a "cyclist". <http://www.flickr.com/photos/bikeyface/8146916476/> People .just like a driver is not a "driver." They are both customers. But drivers tend to pass through towns, and those on bike or on foot will spend time at local businesses. And the goal of business is to get more customers, and bike infrastructure will bring more of these not-cyclists down their particular street- with things to do, money to spend, time to stop. <http://www.flickr.com/photos/bikeyface/8146881719/> People Ultimately it's not about biking, but creating a neighborhood where people will stop biking. and stay a while.

1 0

Bike to the Future's Annual General Meeting and Achievements Celebration
by Kevin Miller 14 Nov '12

14 Nov '12

All of Bike to the Future's members and supporters are invited to attend our 2012 Annual General Meeting & Achievements Celebration on Tuesday November 20 from 5:30 to 6:30 at the <http://maps.google.ca/maps?f=q&source=s_q&hl=en&geocode=&q=145+pacific+ winnipeg&sll=49.891235,-97.15369&sspn=30.739621,100.986328&ie=UTF8hq=&hn ear=145+Pacific+Ave,+Winnipeg,+Division+No.+11,+Manitoba&z=16> Sport for Life Centre. Our <http://biketothefuture.org/events/archives/2012/09/19/november-monthly- meeting> November Monthly meeting will commence immediately after the AGM. For AGM details (including the meal menu, the agenda, and the nominated slate of directors), see biketothefuture.org/events/archives/2012/09/19/2012-annual-general-meeti ng-and-achievements-celebration. Kevin Miller Bike to the Future, Secretary <http://biketothefuture.org> biketothefuture.org

2 1

Call for Abstracts: Bicycle Urbanism
by Beth McKechnie 13 Nov '12

13 Nov '12

CALL FOR ABSTRACTS *The International Bicycle Urbanism Symposium will take place at the College of Built Environments, University of Washington, Seattle from June 19-22, 2013.* You are invited to submit abstracts for papers dealings with: Ways that cities can best encourage and accommodate bicycle use 20-30 years in the future Leading research that addresses bicycle use and effects of innovation in infrastructure and programs Best practices and how these can inform long-term planning for bicycle use. Intended participants include planning and design professionals, researchers, bicycle advocates, and public officials. Selected papers will be edited for one or more referred books. A fuller description of the Symposium and its program can be found at www.be.washington.edu/bicycleurbanism. Questions can be addressed at bikeurb(a)uw.edu.

1 0

Transport Canada to look at bike safety benefits of truck side skirts
by Dave Elmore 13 Nov '12

13 Nov '12

http://www.theglobeandmail.com/news/national/transport-canada-to-look-at-bik e-safety-benefits-of-truck-side-skirts/article5040530/ Transport Canada to look at bike safety benefits of truck side skirts Renata D'Aliesio The Globe and Mail Published Wednesday, Nov. 07 2012, 1:14 PM EST Canada's transport regulator is assessing whether aerodynamic side skirts attached to trucks to boost fuel efficiency could also save lives in road crashes by preventing pedestrians and cyclists from falling beneath the bone-crushing big rigs. The question is a key one and adds a new twist to the long-standing debate about whether the country should follow the example of Europe and Japan and require truckers to install side guards, which are heavier than skirts and often a drain on fuel but are specifically designed to protect people. Ontario Chief Coroner Andrew McCallum made the case for these guards this summer and again in September after analyzing the circumstances of 224 cyclist and pedestrian deaths. The coroner pointed to a National Research Council (NRC) report, completed for Transport Canada, that noted cyclist deaths and serious injuries involving the side of trucks dropped substantially in the United Kingdom - deaths by 61 per cent and serious injuries by 13 per cent - after side guards were introduced. Transport Canada, for its part, has continually rejected calls for a side-guard regulation, saying there isn't adequate evidence to suggest the guards would significantly improve safety in Canada. Not long ago, though, the regulator had planned to study side guards as rigorously as it is now examining side skirts, show government documents obtained through access-to-information legislation. Those plans and several draft recommendations were shelved. According to Transport Canada spokeswoman Kelly James, the NRC study "did not provide sufficient justification to warrant further testing." Ontario deputy chief coroner Dan Cass finds the regulator's position on side guards disappointing. Still, Dr. Cass, who led the probe of cycling fatalities, is encouraged that Transport Canada is looking at the possible safety benefits of side skirts. Working with the NRC, Transport Canada plans to start a cold-weather analysis of skirts this fall, a test that is expected to span two winters. "This is an issue that obviously has grabbed a lot of people's attention," Dr. Cass said, adding he would support skirts if they prove as effective as guards. "Anything that's done to try and improve public safety and lessen the likelihood of more cyclists being caught under the rear wheels of trucks . is a positive step in my mind." The contentious side-guard debate flared up last Nov. 7 with the death of Toronto cyclist Jenna Morrison. Ms. Morrison, who was five months pregnant, was on her way to pick up her five-year-old son from school when her bike collided with a truck turning right. Falling beneath the gap between the truck's front and rear wheels, Ms. Morrison was crushed to death. Her family and friends believe a side guard could have made the difference between life and death. They're not alone. Between 2006 and 2010, 18 of the province's 129 cyclist fatalities involved heavy trucks, with half of the victims dragged, pinned or run over by rear wheels after striking a truck's side, the Ontario coroner review revealed in June. Side guards might have prevented these deaths, the coroner concluded. For now, however, Transport Canada has no plans to resurrect its shelved side-guard study. After completing a look at countries that regulate guards, the NRC, a government agency, was planning to do a second phase of study that involved testing the effectiveness of different types of guards, but Transport Canada nixed that review. The NRC had also proposed a series of "next steps" in its phase-one draft. Those recommendations, however, were dropped from the final March, 2010 report after a review by Transport Canada. According to the draft, also obtained through access-to-information legislation, NRC's recommendations included performing crash tests with dummies to determine whether side guards can prevent serious injuries to pedestrians and cyclists and evaluating how the guards perform in heavy snow and ice. Another recommendation proposed the creation of a green trailer program to offset the added weight of the guards. NRC declined to speak about its side-guard research, directing questions to Transport Canada. Ms. James of Transport Canada said the draft recommendations were not included in the final NRC report because "the draft report made it clear to Transport Canada that side guards were not demonstrated to be substantially effective or beneficial." There are other factors at play, too. The regulator is conducting a cost-benefit analysis of requiring side barriers on trucks. It has also raised the side-guard issue with the U.S. National Highway Traffic Safety Administration. With thousands of trucks streaming across the border daily, the two countries have pledged to harmonize their truck regulations. The United States does not require side guards and is not pursuing research or proposing a regulation on this front, Ms. James noted. The Canadian Trucking Alliance, which is opposed to making side guards mandatory, won't comment on Transport Canada's study of side skirts until it is complete. The organization believes other safety measures, such as adding bike lanes and enhancing share-the-road education campaigns, would be more effective than regulating side guards. But for Ron Freeman, a cyclist whose pelvis was crushed by the rear wheels of a furniture-delivery truck, installing side guards is part of the solution. A dozen years after his accident in Toronto, he still wonders whether a guard would have reduced the severity of his injury. He has undergone 10 surgeries and expects he'll need another hip replacement soon. "Had there been a side guard in place on the trailer, I would not have been crushed," Mr. Freeman said. "My life would be different." Bicyclist and pedestrian casualties involving a heavy truck in Canada, 2004-2008 Cyclist fatalities Total: 53 Known side: 6 Possible side: 4 Cyclist injuries Total: 689 Known side: 114 Possible side: 166 Pedestrian fatalities Total: 145 Known side: 7 Possible side: 6 Pedestrian injuries Total: 1,080 Known side: 81 Possible side: 121 Source: Transport Canada

2 1

Manitoba Capital Region Transportation Master Plan Open Houses
by Mark Cohoe 11 Nov '12

11 Nov '12

Hi, Just passing on information on the three scheduled open houses for the Manitoba Capital Region <http://www.manitobacapitalregion.ca/default.asp> Transportation Master Plan. You can view the newsletter for the Transportation Master Plan here <http://www.manitobacapitalregion.ca/downloads/Newsletter-November2012.pdf>. It does seem odd that no open houses have been scheduled in Winnipeg. To me, that indicates that the planners are focusing far more on how to move people living outside of Winnipeg into and out of the city, neglecting the impact that any additional traffic will have on residents of Winnipeg or the potential desire of anyone in Winnipeg without access to a care to visit a destination outside of the city. Location: Selkirk, Manitoba Date: Tuesday, November 20, 2012 Venue: Selkirk Recreational Complex Banquet Hall, 180 Easton Drive Time: 3:30 to 7:30 p.m. Location: Lorette, Manitoba Date: Wednesday, November 21, 2012 Venue: Club Les Bles D'or 1254 Dawson Rd. Time: 3:30 to 7:30 p.m. Location: Headingley, Manitoba Date: Thursday, November 22, 2012 Venue: Headingley Community Centre Auditorium, 5353 Portage Ave. Time: 3:30 to 7:30 p.m. Note . All three events include the same content Mark

1 0

Roundabout and Traffic Calming Circle Video
by Erik Dickson 09 Nov '12

09 Nov '12

Scatliff+Miller+Murray is very pleased to present a new educational video produced for the City of Winnipeg. The 3D animation video provides tips for pedestrians, cyclists and motorists for walking, cycling, and driving at intersections with roundabouts or traffic calming circles. The video is posted on the City's website here: http://winnipeg.ca/publicworks/InformationAndResources/TrafficControl/Rounda bout.asp Please share this video widely with your networks. Feel free to send me any questions, comments or ideas; I'd love to discuss what we can do in future videos for you or your organizations. Have a nice weekend! Kind regards, Erik Dickson Suite 1120 - 201 Portage Avenue Winnipeg, MB R3B 3K6 ph: (204) 927-3444 ext. 242 fax: (204) 927-3443 web: www.scatliff.ca blog: http://scatliff.tumblr.com Please consider our environment before printing this message.

1 0

Australian Planning Checklist for Cycling
by Mark Cohoe 09 Nov '12

09 Nov '12

Hi, I just came across this and thought it might be of interest. One of the things about it that I find most interesting is that "the checklist is based on the requirements of the Victorian Planning Provisions and associated engineering design guidelines." I'll have to look that up :) Planning Checklist for Cycling <http://www.bicyclenetwork.com.au/general/bike-futures/94793/> Mark

1 0

Fall 2012 Pedestrian Forum Newsletter
by Zdan, Terry (MIT) 08 Nov '12

08 Nov '12

The most recent edition of the Pedestrian Forum Newsletter<http://safety.fhwa.dot.gov/ped_bike/pedforum/2012/fall/> is now posted. In this edition you will find information on: Update on Efforts in Pedestrian Safety Focus Cities and States Spotlight on Proven Countermeasures: Road Diet<http://safety.fhwa.dot.gov/ped_bike/pedforum/2012/fall/#s1> Road Diet Case Study: Valencia Street, San Francisco<http://safety.fhwa.dot.gov/ped_bike/pedforum/2012/fall/#s2> MAP-21 Provisions for Pedestrians<http://safety.fhwa.dot.gov/ped_bike/pedforum/2012/fall/#s3> Walk Friendly Communities<http://safety.fhwa.dot.gov/ped_bike/pedforum/2012/fall/#s4> Bicycle Road Safety Audits<http://safety.fhwa.dot.gov/ped_bike/pedforum/2012/fall/#s5> Recent NHTSA Publications<http://safety.fhwa.dot.gov/ped_bike/pedforum/2012/fall/#s6> New Tools and Resources from USDOT<http://safety.fhwa.dot.gov/ped_bike/pedforum/2012/fall/#s7> Tamara Redmon Pedestrian Safety Program Manager Federal Highway Administration 1200 New Jersey Avenue, SE Room E71-303 Washington, DC 20590 Phone: 202-366-4077 fax: 202-366-3222 http://safety.fhwa.dot.gov/ped_bike/ To receive updates on our latest program information, please use our e-subscription service. Click on the above weblink, then click on "e-subscribe" in the upper right hand corner. From there, subscribe to the areas you are interested in.

1 0

AT webinar: Maps that Guide, Encourage and Inform - Wed, Nov 14, 2-3 pm, EcoCentre
by Beth McKechnie 08 Nov '12

08 Nov '12

Green Action Centre and Bike to the Future invite you to join us for a local viewing of the upcoming APBP and PBIC webinars at the EcoCentre (3rd floor, 303 Portage Ave) followed by group discussion.* *Detailed description provided below.* * *Maps That Guide, Encourage and Inform* Wednesday, November 14th | 2:00 to 3:00 p.m. CST RSVPs are appreciated but not necessary. Hope to see you then! cheers, Beth 925-3772 * * * * * * * The Association of Pedestrian and Bicycle Professionals (APBP) presents: Maps that Guide, Educate and Inform How are maps evolving to meet community needs? This webinar presents two case studies of maps developed for urban trip planning for cyclists. Arlington County, Virginia, recently published an updated paper map; learn how planners resolved decisions about the map's purpose and audience, edited map data to create a network and focus on connectivity, and coordinated with an adjacent jurisdiction. The second case study, from the Metropolitan Area Planning Council (MAPC), is an online map that consolidates data from 101 cities and towns in the Greater Boston area to provide both route planning and an internal resource for planners to prioritize improvements and create a regional network. The presenter will discuss how MAPC collected and merged data from a variety of sources, issues of data storage and format, and the tools available to publish maps online. *View the Arlington County map here*: http://www.bikearlington.com/pages/maps-rides/ *View MAPC's map here*: http://trailmap.mapc.org/ *Presenters*: David Goodman, Bicycle and Pedestrian Programs Manager, Arlington County, Virginia, manages the WALKArlington and BIKEArlington programs. In this role he oversees the built environment that directly affects walkers and cyclists. David designs and implements pedestrian and bicycle infrastructure projects such as sidewalks, accessible curb ramps, crosswalks, trails and bike lanes. His work also involves establishing design standards and specifications as well as reviewing new development proposals and transportation projects. He is a Certified Planner as well as a Licensed Architect. Christian Spanring is a GIS Developer with the Metropolitan Area Planning Council (MAPC). His focus is introducing innovative Open Source mapping and public engagement solutions to support MAPC's mission and projects. MAPC projects range from mapping tools (the MAPC Trailmap for pedestrian and bicycle facilities), engagement tools (the MBTA Budget Calculator) to a recreational park discovery application and data exploration tools like the MetroBoston DataCommon. Prior to MAPC, Christian worked as GIS Specialist for the Austrian Institute for Spatial Studies and Regional Planning and the Austrian Road Safety Board.

1 0

Nov 14 webinar: Maps that Guide, Encourage and Inform
by Zdan, Terry (MIT) 08 Nov '12

08 Nov '12

All APBP members are receiving this message. Sign in to www.apbp.org with your username (shelyon) and private, case-sensitive, password. If you don't know your password, click here<http://www.apbp.org/link.asp?e=Sheila.A.LYONS@odot.state.or.us&job=752295&y…> to generate a reminder. Register now for APBP's November webinar: Maps that Guide, Encourage and Inform Wednesday, November 14 | 3:00 to 4:00 p.m. Eastern time $50 per site for APBP members; $75 per site for non-members Register here: http://www.apbp.org/event/Nov-14_webinar<http://www.apbp.org/link.asp?e=Sheila.A.LYONS@odot.state.or.us&job=752295&y…> [http://www.apbp.org/resource/resmgr/images/nov-12_boston_map_sample.jpg]How are maps evolving to meet community needs? This webinar presents two case studies of maps developed for urban trip planning for cyclists. Arlington County, Viriginia, recently published an updated paper map; learn how planners resolved decisions about the map's purpose and audience, edited map data to create a network and focus on connectivity, and coordinated with an adjacent jurisdiction. The second case study, from the Metropolitan Area Planning Council (MAPC), is an online map that consolidates data from 101 cities and towns in the Greater Boston area to provide both route planning and an internal resource for planners to prioritize improvements and create a regional network. The presenter will discuss how MAPC collected and merged data from a variety of sources, issues of data storage and format, and the tools available to publish maps online. View the Arlington County map here: http://www.bikearlington.com/pages/maps-rides/<http://www.apbp.org/link.asp?e=Sheila.A.LYONS@odot.state.or.us&job=752295&y…> View MAPC's map here: http://trailmap.mapc.org/<http://www.apbp.org/link.asp?e=Sheila.A.LYONS@odot.state.or.us&job=752295&y…> Presenters: David Goodman, Bicycle and Pedestrian Programs Manager, Arlington County, Virginia, manages the WALKArlington and BIKEArlington programs. In this role he oversees the built environment that directly affects walkers and cyclists. David designs and implements pedestrian and bicycle infrastructure projects such as sidewalks, accessible curb ramps, crosswalks, trails and bike lanes. His work also involves establishing design standards and specifications as well as reviewing new development proposals and transportation projects. He is a Certified Planner as well as a Licensed Architect. Christian Spanring is a GIS Developer with the Metropolitan Area Planning Council (MAPC). His focus is introducing innovative Open Source mapping and public engagement solutions to support MAPC's mission and projects. MAPC projects range from mapping tools (the MAPC Trailmap for pedestrian and bicycle facilities), engagement tools (the MBTA Budget Calculator) to a recreational park discovery application and data exploration tools like the MetroBoston DataCommon. Prior to MAPC, Christian worked as GIS Specialist for the Austrian Institute for Spatial Studies and Regional Planning and the Austrian Road Safety Board. This webinar will be recorded; a link to the recording will be e-mailed to participants within 48 hours after the live session. APBP has applied to the AICP for one Certification Maintenance credit for this session. APBP will provide an attendance certificate to APBP members who document their professional development hours. Each site license includes one phone connection (toll charges apply, or use VoIP), one Internet connection, one set of handouts for unlimited attendees in the same location, and access to the recording. (You may be required to download free software from Citrix GoToMeeting in order to participate in the webinar.) For more information, contact Debra Goeks (262-228-7025 or info(a)apbp.org). Association of Pedestrian and Bicycle Professionals PO Box 93 * Cedarburg, WI * 53012 262.228.7025 * info(a)apbp.org<mailto:info@apbp.org> www.apbp.org<http://www.apbp.org/link.asp?e=Sheila.A.LYONS@odot.state.or.us&job=752295&y…>

1 0

Cardboard bike: YouTube
by Zdan, Terry (MIT) 08 Nov '12

08 Nov '12

http://www.youtube.com/watch?v=txSboSNQINs he wears a helmet...could be cardboard too From: at-network-bounces(a)lists.umanitoba.ca [mailto:at-network-bounces@lists.umanitoba.ca] On Behalf Of Dave Elmore Sent: November-08-12 9:44 AM To: at-network(a)lists.umanitoba.ca Subject: [At-network] Cardboard bike http://www.economist.com/blogs/babbage/2012/11/cardboard-bicycles Cardboard bicycles Re-cycling Nov 7th 2012, 17:47 by The Economist online [cid:image001.jpg@01CDBD95.8A07B4B0] THE first bicycles were made of wood. After that, manufacturers used steel tubes. These days, for high-end bikes where weight is at a premium, they turn to aluminium alloys or even to carbon fibre. But Izhar Gafni, an amateur cyclist who owns a number of such high-end bikes, wonders whether the original inventors had a point. He proposes to go back to using wood-or, rather, a derivative of wood, namely cardboard. Mr Gafni, who is based in Ahituv, Israel, spent years trying to work out how to make a cardboard bicycle able to support the weight of a human being. The trick is twofold. First, he folds the cardboard-commercial-grade material, made from recycled paper-to increase its strength. (He worked out the exact pattern of folding for each of the machine's components using the principles of origami.) Then, once it is folded, he treats the result with a proprietary resin that holds it in shape and stiffens it, before cutting it into the form of the component required. A second application of resin renders the component waterproof, and a lick of lacquer makes it look good. The result, Mr Gafni claims, is stronger than carbon fibre. The bike's frame, wheels, handlebars and saddle are all made of cardboard in this way, and then fitted together. The tyres-again harking back to the early days of cycling-are composed of solid rubber, recycled from old car tyres. That makes the ride a little harder than if they were pneumatic, but means they cannot be punctured. The chain, whose design is based on the timing belt of a car, is also made from car-tyre rubber. The pedals are plastic recycled from bottles. And the brakes are also recycled materials, though Mr Gafni is not yet ready to disclose exactly what. The finished product weighs 9kg and can carry a rider weighing 220kg. Mr Gafni's target market is the poorer countries of the world. Since manufacturing the cardboard bike will, he reckons, cost $9-12 a unit, his velocipedes should find demand which metal bikes cannot. But people in rich countries may be interested too. In Tel Aviv, the commercial capital of Mr Gafni's native land, 2,000 stolen bikes were recently put on display by police, for their owners to claim. If bicycles cost less than the locks that chained them to lampposts, it might cease to be worthwhile stealing them.

1 0

Cardboard bike
by Dave Elmore 08 Nov '12

08 Nov '12

http://www.economist.com/blogs/babbage/2012/11/cardboard-bicycles Cardboard bicycles Re-cycling Nov 7th 2012, 17:47 by The Economist online http://media.economist.com/sites/default/files/imagecache/full-width/images/ 2012/11/blogs/babbage/20121110_stp504.jpg THE first bicycles were made of wood. After that, manufacturers used steel tubes. These days, for high-end bikes where weight is at a premium, they turn to aluminium alloys or even to carbon fibre. But Izhar Gafni, an amateur cyclist who owns a number of such high-end bikes, wonders whether the original inventors had a point. He proposes to go back to using wood-or, rather, a derivative of wood, namely cardboard. Mr Gafni, who is based in Ahituv, Israel, spent years trying to work out how to make a cardboard bicycle able to support the weight of a human being. The trick is twofold. First, he folds the cardboard-commercial-grade material, made from recycled paper-to increase its strength. (He worked out the exact pattern of folding for each of the machine's components using the principles of origami.) Then, once it is folded, he treats the result with a proprietary resin that holds it in shape and stiffens it, before cutting it into the form of the component required. A second application of resin renders the component waterproof, and a lick of lacquer makes it look good. The result, Mr Gafni claims, is stronger than carbon fibre. The bike's frame, wheels, handlebars and saddle are all made of cardboard in this way, and then fitted together. The tyres-again harking back to the early days of cycling-are composed of solid rubber, recycled from old car tyres. That makes the ride a little harder than if they were pneumatic, but means they cannot be punctured. The chain, whose design is based on the timing belt of a car, is also made from car-tyre rubber. The pedals are plastic recycled from bottles. And the brakes are also recycled materials, though Mr Gafni is not yet ready to disclose exactly what. The finished product weighs 9kg and can carry a rider weighing 220kg. Mr Gafni's target market is the poorer countries of the world. Since manufacturing the cardboard bike will, he reckons, cost $9-12 a unit, his velocipedes should find demand which metal bikes cannot. But people in rich countries may be interested too. In Tel Aviv, the commercial capital of Mr Gafni's native land, 2,000 stolen bikes were recently put on display by police, for their owners to claim. If bicycles cost less than the locks that chained them to lampposts, it might cease to be worthwhile stealing them.

1 0