- AT-Network - University of Manitoba Mailing Lists

Sept AT webinars: NACTO Urban Bikeway Design Guide, Wed, Sept 5th, 2-3:30, EcoCentre
by Beth McKechnie 28 Aug '12

28 Aug '12

Green Action Centre and Bike to the Future invite you to join us for a local viewing of the upcoming APBP webinar at the EcoCentre (3rd floor, 303 Portage Ave) followed by group discussion.* *Detailed description provided below.* *2nd Edition, NACTO Urban Bikeway Design Guide *Wednesday, Sept 5th | 2:00 to 3:30 p.m. CDT* Also mark your calendars for these additional September webinars (details to follow closer to the date): *The Third Mode: Greenways, Trails and Active Mobility (American Trails)* *Wednesday, Sept 12th, 2:00 to 3:15 pm CDT* *Liability: Understanding and Managing Risk (APBP)* *Wednesday, Sept 19th, 2:00 to 3:00 pm CDT* RSVPs are appreciated but not necessary. Hope to see you then! cheers, Beth 925-3772 * * * * * The Association of Pedestrian and Bicycle Professionals (APBP) and NACTO present: 2nd Edition, NACTO Urban Bikeway Design Guide *Wednesday, September 5th | 2:00 to 3:30 p.m. CDT* ACTO's Urban Bikeway Design Guide has quickly emerged as the preeminent resource for designing safe, protected bikeways in cities across the United States. NACTO will release the second edition of the guide in June, with updated graphic profiles for all of its bicycle facilities, a new subsection on bicycle boulevard planning and design, and a survey of materials used for green color in bikeways. The guide continues to build upon the fast-changing state of the practice at the local level; it responds to and accelerates innovative street design and practice around the nation. This 90-minute webinar on the second edition of the Bikeway Design Guide offers a unique opportunity to learn directly from some of the cities that compiled the guide. Gain a better understanding of the guide's contents, hear how to use and implement these designs, and find out what NACTO envisions as the next steps to adopt and deploy these tools and design guidelines. *Presenters*: Roger Geller, Bicycle Coordinator, Portland Bureau of Transportation; Joe Gilpin, Senior Planner, Alta Planning + Design; David Vega-Barachowitz, Sustainable Initiatives Program Manager, National Association of City Transportation Officials.

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BC group identifies, improves, and maps walking and biking routes around the province.
by Shoni Litinsky 28 Aug '12

28 Aug '12

Congrats to our Active and Safe Routes to School partners in B.C for getting the City of Vancouver on board in their efforts towards route mapping and walking school buses to improve the safety and participation of children on the way to school! http://blogs.vancouversun.com/2012/08/22/walking-school-buses-gain-traction… Walking or biking to school didn’t used to require an organizational team, but it’s come to that in urban North America and Vancouver’s getting on board this fall. The city recently joined New Westminster, Surrey and Langley in funding a project that identifies, improves and maps safe walking and biking routes to schools. The Okanagan City of Vernon has done the same. Vancouver will start out with six yet-t0-be-named schools. New Westminster is the leader so far, says Mike Smith, the school programs manager with the provincially funded Hub for Active School Travel or HASTe<http://www.hastebc.org/> which runs the mapping projects. That city has produced maps for every school <http://www.newwestcity.ca/residents/city_maps/best_walking_routes_to_school…>within its boundaries that include a distance scale for estimating walking and cycling times. New Westminster is also looking at enshrining safe school routes in its master transportation plan which is a huge step, he says. And HASTe is starting a bike-pool program in selected middle schools there this fall that will send a riding instructor along with student commuters for one week to get them familiar with local routes and talk about bike maintenance and theft prevention. The province created HASTe in 2008 after it identified walking school buses and bicycle trains as tools to combat the twice-daily traffic jams and exhaust fumes that plague most elementary and middle schools when parents in cars and minivans line up to drop their kids. But the idea for walking school buses — groups of children strolling to school with a volunteer adult supervisor — was originally a response to dangerous inner-city streets in Chicago. It morphed into a health program as teachers and parents throughout the U.S. and Canada observed a growing number of chubby kids who have almost no outdoor activities. HASTe couldn’t provide me with any figures on the total number of students who are turning down a lift to school — or perhaps being turned down — because it ebbs and flows with the seasons, parent volunteers and as kids move to higher grades, said Smith. And many arrangements are less formal such as parents or older siblings taking turns walking younger kids to school. But follow-up surveys in New Westminster found that traffic calming, an in-class Cool Routes to School Program along with mapping and safety education resulted in an 18-per-cent increase in walking at Richard McBride Elementary and a nine-per-cent increase at Glenbrook Middle school which has a large catchment area, says Sandra Jones, HASTe’s travel planning and mapping specialist. At Queensborough Elementary, the number of students driven to school dropped by 17 per cent. A Canadian coalition of groups working to get kids out of cars conducted a survey<http://www.hastebc.org/files/attachments/2012%20Executive%20Summary.pdf>earlier this year with 18,547 parents. It found that 13 per cent of today’s parents were driven to school, but 41 per cent of their kids get a ride. The most common reasons cited for driving children to school was time and convenience. In asking parents what would help them unleash their kids, only 10 per cent said a program like the walking bus would do it. Just under 50 per cent said physical improvements to make safer streets, such as bumped-out curbs that reduce the distance a child has to cross at a street corner, and safety education were more important. And 15 per cent said special school events helped their kids start walking and cycling to school. That’s all part of the planning in participating cities, explains HASTe’s community programs manager Kerry Hamilton. When parents, students, teachers, school administrators, urban designers and engineers get together, they look at the safest routes and then ways to improve them such as better visibility at corners, or perhaps barrier walls to allow kids to walk along busy streets. “It’s a process that you go through… In the end you get an action plan,” she says. If the so-called bubble-wrap generation is to get on its feet, there has to be a huge shift, Smith says, and he believes it has slowly started. “Parents want to do what is best for their kids and here is an opportunity to encourage their kids’ independence.” HASTe offers an array of information, tools and advice at http://www.hastebc.org/. It’s also co-sponsoring International Walk to School Week <http://www.hastebc.org/resources/iwalk-international-walk-school-week>from Oct. 8-12 and provides resource kits to schools that sign up. eellis(a)vancouversun.com -- *Shoni Litinsky* | Active and Safe Routes to School Green Action Centre <http://greenactioncentre.ca/> 3rd floor, 303 Portage Avenue* | *(204) 925-3773 Green Action Centre is your non-profit hub for greener living. Support our work by becoming a member<http://greenactioncentre.ca/support/memberships/> Find us here<http://greenactioncentre.ca/content/ecocentre-directions-and-travel-options/>

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Kingston Tranist offers free bus pass to Grade 9 students
by Beth McKechnie 21 Aug '12

21 Aug '12

Kingston Transit Offers Free Bus Rides to Grade 9 Students Robert John <http://kingstonherald.com/author/robert> | 2012/08/21 Grade 9 students are being offered a free Kingston Transit Pass to encourage them to ride the bus to access recreational programs throughout the city as part of Kingston Gets Active’s Grade 9 Community Activity Pass program. “This pilot project is about encouraging young people to establish healthy, active habits including riding the bus, an active and sustainable form of transportation,” says Mayor Mark Gerretsen. “The free bus pass will help them experience Kingston Transit and offer them access to recreational programming all over the city.” Students starting Grade 9 at Kingston high school this September can obtain their complimentary Kingston Transit pass starting today (August 20), by presenting the following items at City Hall, 216 Ontario St. or the Information Desk at the Cataraqui Centre: A birth certificate and a 2012-13 Grade 9 high school timetable, OR A valid 2012-13 Grade 9 student photo i.d. card. To use the Kingston Transit service, students will be required to tap their valid transit pass on the fare box to board the bus. The transit pass is valid from September 1, 2012 until August 31, 2013. Kingston Gets Active, a community-wide partnership of organizations including school boards and the City, administers the Grade 9 Community Activity Pass program throughout Kingston, Frontenac, Lennox & Addington (KFL&A) Counties. The program offers these students free access to recreation programs, such as swimming and skating. The free Kingston Transit pass is only for Grade 9 students attending a high school in the city of Kingston only: Bayridge Secondary School Frontenac Secondary School Kingston Collegiate & Vocational Institute (KCVI) LaSalle Secondary School Loyalist Collegiate & Vocational Institute (LCVI) Queen Elizabeth Collegiate & Vocational Institute (QECVI) Holy Cross Catholic Secondary School Regiopolis-Notre Dame Catholic High School École Secondaire Publique Mille-Iles École Secondaire Catholique Marie-Rivier Ride Kingston Transit. Plan your bus trip at: kingstontransit.ca/tripplanner . http://kingstonherald.com/release/kingston-free-bus-grade-9-201039781

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Great webinar! Slides from today's Transforming Streets into Inviting Public Spaces
by Jessie Klassen 15 Aug '12

15 Aug '12

For those who were interested but couldn't make it to today's webinar: Transforming Streets into Inviting Public Spaces, the presentation slides and handouts can be found here <http://www.apbp.org/?page=Webinar_Downloads>. All three presentations were excellent, but the examples from Portland and San Fransisco were especially inspiring. Jessie * * * * * Green Action Centre and Bike to the Future invite you to join us for a local viewing of the upcoming APBP webinar at the EcoCentre (3rd floor, 303 Portage Ave) followed by group discussion.* *Detailed description provided below.* **Transforming Streets into Inviting Public Spaces* *Wednesday, August 15th | 2:00 to 3:00 p.m.* * * * * * Innovative thinking can transform auto-centric streets into inviting public spaces. This webinar explores projects and programs in three communities that reclaim areas in the public right of way for people-friendly uses. Attend this webinar to learn how to turn transportation challenges into projects that build community and contribute to pedestrian and bicyclist safety, public health, and economic development. Speakers will discuss the barriers to implementing these projects, issues of planning, design, maintenance and cost, and lessons learned. Please note: this is a 75-minute webinar. Featured projects include: • The Uptown Roundabout in Normal, Illinois; • San Francisco's Pavement to Parks Program; • Portland's Intersection Repair Projects. Presenters: Mercy Davidson, Town Planner, City of Normal, Illinois; Greg Raisman, Traffic Safety Program Specialist, Active Transportation Division, Portland Bureau of Transportation; and Ilaria Salvadori, Project Manager, San Francisco Planning Department. ** *Jessie Klassen* | Workplace Commuter Options <http://greenactioncentre.ca/>Green Action Centre<http://www.greenactioncentre.ca>| Find us here<http://greenactioncentre.ca/content/ecocentre-directions-and-travel-options/> 3rd floor, 303 Portage Avenue* | *(204) 925-3772 Green Action Centre is your non-profit hub for greener living. Support our work by becoming a member<http://greenactioncentre.ca/support/memberships/>

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Webinar Reminder - Wednesday, August 15, 2012, 2-3pm, Ecocentre - Transforming Streets into Inviting Public Spaces
by Jessie Klassen 14 Aug '12

14 Aug '12

** Friendly reminder regarding tomorrow's webinar ** Green Action Centre and Bike to the Future invite you to join us for a > local viewing of the upcoming APBP webinar at the EcoCentre (3rd floor, 303 > Portage Ave) followed by group discussion.* *Detailed description > provided below.* > > **Transforming Streets into Inviting Public Spaces* > *Wednesday, August 15th | 2:00 to 3:00 p.m.* > > RSVPs are appreciated but not necessary. Hope to see you then! > > Thanks, > Jessie > 925-3772 > > * * * * * > Innovative thinking can transform auto-centric streets into inviting > public spaces. This webinar explores projects and programs in three > communities that reclaim areas in the public right of way for > people-friendly uses. Attend this webinar to learn how to turn > transportation challenges into projects that build community and contribute > to pedestrian and bicyclist safety, public health, and economic > development. Speakers will discuss the barriers to implementing these > projects, issues of planning, design, maintenance and cost, and lessons > learned. Please note: this is a 75-minute webinar. > > Featured projects include: > • The Uptown Roundabout in Normal, Illinois; > • San Francisco's Pavement to Parks Program; > • Portland's Intersection Repair Projects. > > Presenters: Mercy Davidson, Town Planner, City of Normal, Illinois; Greg > Raisman, Traffic Safety Program Specialist, Active Transportation Division, > Portland Bureau of Transportation; and Ilaria Salvadori, Project Manager, > San Francisco Planning Department. > ** > ** > > *Jessie Klassen* | Workplace Commuter Options > > <http://greenactioncentre.ca/>Green Action Centre<http://www.greenactioncentre.ca>| Find > us here<http://greenactioncentre.ca/content/ecocentre-directions-and-travel-options/> > > 3rd floor, 303 Portage Avenue* | *(204) 925-3772 > > > > Green Action Centre is your non-profit hub for greener living. > > Support our work by becoming a member<http://greenactioncentre.ca/support/memberships/> > >

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Recession-squeezed Greeks ditch cars for bikes
by Beth McKechnie 09 Aug '12

09 Aug '12

Recession-squeezed Greeks ditch cars for bikes Published on Wednesday August 08, 2012 * Karolina Tagaris | *Reuters ATHENS (Reuters) - Greece's dire economic plight has forced thousands of businesses to close, thrown one in five out of work and eroded the living standards of millions. But for bicycle-maker Giorgos Vogiatzis, it's not all bad news. The crisis has put cash-strapped Greeks on their bikes - once snubbed as a sign of poverty or just plain risky - and Greek manufacturers are shifting into fast gear. The high cost of road tax, fuel and repairs is forcing Greeks to ditch their cars in huge numbers. According to the government's statistics office, the number of cars on Greek roads declined by more than 40 percent in each of the last two years. Meanwhile, more than 200,000 bikes were sold in 2011, up about a quarter from the previous year. Shops selling bicycles, and equipment ranging from helmets to knee pads, are spreading fast across the capital, popping up even between souvenir shops on the cobbled pedestrian streets of the touristy Plaka district. "They're sprouting up like mushrooms," said Vogiatzis, who designs and builds tailor-made bicycles in his workshop on the Aegean island of Rhodes. A former cyclist on Greece's national team, Vogiatzis opened his business in the mid-80s, combining his love for drawing and mathematics, but only recently watched sales boom from a modest 40 bikes a year to over 350. "There's no more money for luxuries and that helps," said Vogiatzis, who works away furiously with two other staff to meet demand for all sorts of bikes - some lavishly hand-painted in glitter, others flaunting the Greek flag. "People who were never interested in cycling are buying bikes," he added. Vogiatzis now exports to seven countries including Germany and the United States, and opened shops across Greece, including in Athens where competition is fierce. A far cry from the shuttered shopfronts in the capital that have become a painful reminder of the country's worst downturn since World War Two, bike shop owners estimate that at least one store opened every month in 2011. Vogiatzis laughed: "Every neighbourhood has its bike shop just as it's got its kebab shop." POTHOLES, TRAFFIC JAMS In austerity Greece, the once lowly bike is winning new fans every day, from middle-aged commuters who relied on their cars to those who poked fun at former prime minister George Papanadreou's penchant for cycling as not being macho enough. The new national fashion has even prompted the Athens mayor to start working on a public bike hire scheme similar to those in other European capitals - a first for a city where the few cycling lanes are often dotted with pine trees or parked cars. The lack of infrastructure and Athens's mountainous landscape have not deterred Greece's new cyclists who have begun pedalling through traffic jams, up and down steep hills and over potholed roads. "This is not Berlin. Here it's risky but you need to start thinking what you'll cut back on - taxis, the metro," said Elena Koniaraki, 39, a music saleswoman who joked about sticking a learner's sign on her back for the first few bumpy rides. A pay cut two years ago forced Koniaraki to give up her car under a "cash for clunkers" scheme as she could no longer afford to pay the road tax or fill up her tank. She also moved from her house in a leafy northern Athens suburb to the centre. And to get through a cash squeeze in March, she picked up a second-hand bike for the first time since childhood. "At first my friends would laugh at me and say: Oh, poverty!" said Koniaraki, who now cycles to work from the foothills of the ancient Acropolis, past shop-gazing tourists in Plaka and through the bustling Syntagma square. "We've never had a bike culture in Greece. Sometimes I'll leave my local street market on my bike, loaded with bags of tomatoes, and people will stop and wave at me," she said. THE ONLY WAY IS UP With fuel prices catapulted by tax rises to about 1.72 euros per litre in July - one of the highest rates in Europe - a bike culture may just develop. "A lot of people are starting to see it as an alternative," said Tolis Tsimoyannis, a cycling aficionado who imports fold-up bikes from Taiwan. Tsimoyannis, who opened his business in 2006, said he saw a steady increase in demand in the previous two years, many of his customers students and people in their 40s who were struggling to make ends meet. Lately, his business has started to level out - not because of a drop in demand but because the opening of so many bike shops means they each get a smaller piece of the pie. But even as prospects of Greece's recession-mired economy remain glum and many fear the pain from the crisis will only intensify in the days ahead, bike enthusiasts are optimistic that the appeal of the bicycle will only grow. "The only way is up," Tsimoyannis said. www.thestar.com/business/article/1238625--recession-squeezed-greeks-ditch-c…

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ITE Pedestrian and Bicycle Council Newsletter: Request for Articles
by Beth McKechnie 08 Aug '12

08 Aug '12

Any ideas for articles to submit? Deadline is September 5th. Thanks to Bob Kurylko for sharing. cheers, Beth ** ** *From:* Institute of Transportation Engineers [mailto:info@ite.ccsend.com] *On Behalf Of *Institute of Transportation Engineers *Sent:* Wednesday, August 08, 2012 6:00 AM *To:* Kurylko, Robert *Subject:* ITE Pedestrian and Bicycle Council Newsletter: Request for Articles**** ** ** [image: A Community of Transportation Professionals]**** * * *Fall 2012 Newsletter: Request for Articles* August 2012**** The Institute of Transportation Engineers (ITE) Pedestrian and Bicycle Council (PBC) is currently soliciting contributions for the Fall 2012 edition of the PBC e-newsletter. We are looking for current news, journal articles, or other items of interest to share with the membership. Please feel free to forward this solicitation to your colleagues. We welcome submissions from non-ITE members. Please refrain from marketing companies, products, or services.**** ** ** The PBC e-newsletter is a quarterly publication for ITE members designed to keep transportation engineers involved in, and informed about, bicycle and pedestrian transportation best practices. Criteria for submissions are flexible, but should be related to bicycle and pedestrian planning/engineering, policy, or advocacy. Previous editions of the newsletter have included academic research, updates on recent changes to MUTCD design standards, solicitations for public comment on MUTCD standards, "how to" guides for community groups and transit agencies, project case studies, data collection and education efforts, and news items related to pedestrian and bicycle projects. All of these topics (and others) are suitable for submission.**** ** ** Submissions should not exceed 1,000 words in length. If submitting original academic research, please include an abstract of no more than 200 words and a link to the full article. If submitting graphics, please submit them separately from the Word documents (e.g., jpg, tiff, or gif files).**** The deadline for submissions for our Fall newsletter is *September 5th, 2012 *.**** ** ** Please send your questions and submissions to the editors via e-mail: ite.pbc.news(a)gmail.com.**** ** ** *Forward email<http://ui.constantcontact.com/sa/fwtf.jsp?llr=umc9fycab&m=1102470515092&ea=…> * <http://visitor.constantcontact.com/do?p=un&mse=001kkqO0FxDKZT4vX7yz6nMv4DYC…> **** <http://www.constantcontact.com/index.jsp?pn=buynow&cc=news08>**** This email was sent to robert.kurylko(a)stantec.com by info(a)ite.org | **** Instant removal with SafeUnsubscribe<http://visitor.constantcontact.com/do?p=un&mse=001kkqO0FxDKZT4vX7yz6nMv4DYC…>™ | Privacy Policy <http://ui.constantcontact.com/roving/CCPrivacyPolicy.jsp>. **** Institute of Transportation Engineers | 1627 Eye Street | Suite 600 | Washington | DC | 20006**** ****

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WFP: Beloved bike brought back - Police recover property after seven years (Aug.2'12)
by Beth McKechnie 07 Aug '12

07 Aug '12

Beloved bike brought back Police recover property after seven years By: Gordon Sinclair Jr. <gordon.sinclair(a)freepress.mb.ca> Feeling lucky today? Probably not as lucky as Wayne Selby or, for that matter, the Winnipeg Police Service. Back in mid-June, I wrote a series of columns that centred on how police don't seem to treat bike theft as a priority. The columns, three in succession, landed like body blows to the police service's image. The last one included a question that rhetorically asked how much police really care about finding and returning your stolen bike. It was a question, and an issue, thousands of bike-theft victims could relate to and did. Among them was a semi-retired teacher named Wayne Selby, who was "intrigued" by the series. At first it was because, like all those others, he knew what it was like to have a bike stolen; in his case from a locked shed in the backyard of the Norwood Flats home where he lived at the time. A rider on Wayne's home-insurance policy allowed him to recover $600 of the original $1,000 cost and, perhaps fearing the seemingly inevitable next theft, he used some of the money to buy a less-expensive model. But, just as if he were a little boy and that was his first bike, Wayne never got over the loss, or the feeling of riding it. Even though he was 54 when it was stolen and now he is 61. Even after all those years. As I was saying, the columns on bike theft brought that feeling shared by so many victims of bike-theft crime. But, it was the timing of what police would soon bring back to Wayne that prompted a less common feeling. And outcome. Within a matter of days after he had finished reading that last column on how little police seem to care about recovering stolen bikes, Wayne received a phone call. The voice on the other end of the line belonged to Det.-Sgt. David Clayton, the head of the police pawn shop detail. Later, Wayne recalled how Clayton started the conversation. "He said, 'Did you have a bike stolen on June 5, 2005?' I said, 'I sure did.' " Then the detective asked if he wanted it back. "I said, 'Absolutely.' " What Wayne doesn't remember is exactly when Clayton added the bonus that made a great story into an amazing one. The bike had been brought into the Atlas Pawn Shop on June 5. Seven years to the day after Wayne had reported it stolen. "I was thrilled," a still thrilled Wayne Selby recalled week. So was Clayton, and constables Glenn McConnell and Glen Zelenewich, who comprise the rest of the police pawn shop detail. I suspect it's a story Atlas Pawn Shop owner Jason Schinkarik is proud to tell, too, because of his own part in the remarkable recovery. Pawn shop owners are required by a city bylaw to take a photo of all items received and provide police with a full description, including the serial number. Clayton explained how it works. "These reports are electronically sent to our unit every day, loaded into our computer system, and then checked against the CPIC system and the WPS computer system. Serial number hits are then investigated by the pawn unit." It was because Wayne had recorded his bike's serial number he got it back. Although it wasn't quite as simple as that. The insurance company that had paid him $600 when it was stolen was the legal owner of the bike, and they wanted Wayne to pay $150 for it in its depreciated state. It was Clayton who told him that sounded like too much. Try $100. So he did. And with the extra effort of police property evidence technician Tim Mikolash -- who expedited the filling out of forms -- the insurance company accepted the $100 and Wayne was able to take his bike home, all in one day. "I was very impressed with our police service, Sgt. Clayton, the property evidence department and with our system of justice," Wayne said. He was also impressed with the shape the bike was in, given all the years they spent apart, because as soon as he got it home, he took his long lost companion for a ride. Like a little boy with his first bike. Which brings me to why I'm so pleased Wayne contacted me. It's a wonderful feeling when that bike wheel of fortune lands on your space. Especially an extra lucky seven years to the day, later. But it's also a wonderful feeling to be able to give police the credit they deserve, when they deserve it. And they deserve it way more often than any of us will ever know. gordon.sinclair(a)freepress.mb.ca Being wheel careful with your new bike Things people should do when buying a bike to protect it from being stolen and help with its recovery if it is: -Record the make, model and serial number. -License your bike through the City of Winnipeg. -Take a picture of the bike and a second picture of the serial number. -Buy a good "U" lock. -Don't leave your bike unattended, even for a minute. -If the bike does get stolen, report it to the police immediately. -- source: Winnipeg Police Service http://www.winnipegfreepress.com/local/beloved-bike-brought-back-164727946.…

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Webinar - Wednesday, August 15, 2012, 2-3pm, Ecocentre - Transforming Streets into Inviting Public Spaces
by Jessie Klassen 07 Aug '12

07 Aug '12

Green Action Centre and Bike to the Future invite you to join us for a local viewing of the upcoming APBP webinar at the EcoCentre (3rd floor, 303 Portage Ave) followed by group discussion.* *Detailed description provided below.* **Transforming Streets into Inviting Public Spaces* *Wednesday, August 15th | 2:00 to 3:00 p.m. CST* RSVPs are appreciated but not necessary. Hope to see you then! Thanks, Jessie 925-3772 * * * * * Association of Pedestrian and Bicycle Professionals (APBP) presents: *Transforming Streets into Inviting Public Spaces* *Wednesday, August 15 | 2:00 to 3:00 p.m. CST* Innovative thinking can transform auto-centric streets into inviting public spaces. This webinar explores projects and programs in three communities that reclaim areas in the public right of way for people-friendly uses. Attend this webinar to learn how to turn transportation challenges into projects that build community and contribute to pedestrian and bicyclist safety, public health, and economic development. Speakers will discuss the barriers to implementing these projects, issues of planning, design, maintenance and cost, and lessons learned. Please note: this is a 75-minute webinar. Featured projects include: • The Uptown Roundabout in Normal, Illinois; • San Francisco's Pavement to Parks Program; • Portland's Intersection Repair Projects. Presenters: Mercy Davidson, Town Planner, City of Normal, Illinois; Greg Raisman, Traffic Safety Program Specialist, Active Transportation Division, Portland Bureau of Transportation; and Ilaria Salvadori, Project Manager, San Francisco Planning Department. ** ** *Jessie Klassen* | Workplace Commuter Options <http://greenactioncentre.ca/>Green Action Centre<http://www.greenactioncentre.ca>| Find us here<http://greenactioncentre.ca/content/ecocentre-directions-and-travel-options/> 3rd floor, 303 Portage Avenue* | *(204) 925-3772 Green Action Centre is your non-profit hub for greener living. Support our work by becoming a member<http://greenactioncentre.ca/support/memberships/>

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New Complete Streets, Complete Networks design manual
by Beth McKechnie 28 Jul '12

28 Jul '12

Active Trans publishes groundbreaking design manual http://www.activetrans.org/blog/paul-lippens/just-complete-streets-complete… Active Transportation Alliance is proud to announce the publication of our new design manual, *Complete Streets, Complete Networks*. The manual is a visually compelling introduction to the principles of Complete Streets roadway design and an elegant collection of resources for planners. Over two years in the making, the *Complete Streets, Complete Networks*manual was conceived as a catalyst for new professional practices in urban design. It serves as a comprehensive list of best practices, guidelines, and project delivery processes. But it goes beyond traditional roadway design guidance to include a policy framework that city planners designers and decision makers can follow to create great places to bike, walk and use transit. The manual was funded through the Cook County Communities Putting Prevention to Work initiative, which was created to improve access to physical activity and nutrition through changes to policies, systems and the built environment. As part of this project, Active Transportation Alliance was contracted to help 25 local governments and school districts in suburban Cook County develop and enact policies and plans to improve the bicycling, pedestrian, and transit networks in the communities. The *Complete Streets, Complete Networks* manual is a resource to help these and other communities create healthier transportation choices. We have a limited supply of printed copies of *Complete Streets, Complete Networks*. If you are interested in purchasing a copy, please e-mail Dan Persky, Director of Planning and Policy, at dan(a)activetrans.org<http://www.activetrans.org/blog/paul-lippens/%27+String.fromCharCode%28100,…> . A downloadable version of the manual is available here<http://www.atpolicy.org/Design>. We are in the process of uploading highlights from the manual in the form of Word files, Excel tables, photos, and illustrations. We’ll post updates as more of this content is made available.

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AT network expanded in Steinbach
by Beth McKechnie 28 Jul '12

28 Jul '12

Active transportation network expanded in Steinbach Posted on 07/26/2012, 10:09 am, by the City of Steinbach http://www.mysteinbach.ca/newsblog/16527.html Walkers, runners, cyclists, and rollerblading enthusiasts will be happy to note that there is another paved active route in Steinbach. The City reports that the newly paved pathway through L.A. Barkman Park and the Steinbach Soccer Park, all the way to PTH 52 West, was completed on July 24. A second edition of the City’s Share the Road brochure, showing Steinbach’s active walk/cycle routes, will become available early August. [image: Inline image 1] Pathway through Soccer Park connecting to LA Barkman Park – Photo courtesy of City of Steinbach.

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Building bikes, educating youth in Fort Richmond - ITE Bike Build
by Shoni Litinsky 26 Jul '12

26 Jul '12

Hi Everyone, Tomorrow morning we are joining the year long efforts of the University of Manitoba's Institute of Transportation Engineers, The U of M Bike Dungeon, and the WRENCH who have worked throughout the year to build 10 bikes for youth in need in the Fort Richmond area. Through our work in the neighbourhood on a project called Bike Walk Roll Fort Richmond, we were able to support this group to find youth in the community in need of bicycles, an host an education workshop to help build the skills necessary to cycle to school. Here is a great clip, and a story will follow in the Metro as well: http://winnipeg.ctvnews.ca/video?clipId=728348 Congratulations to all of the people who have made this happen, we are also so excited to be a part of it! -- *Shoni Litinsky* | Active and Safe Routes to School Green Action Centre <http://greenactioncentre.ca/> 3rd floor, 303 Portage Avenue* | *(204) 925-3773 Green Action Centre is your non-profit hub for greener living. Support our work by becoming a member<http://greenactioncentre.ca/support/memberships/> Find us here<http://greenactioncentre.ca/content/ecocentre-directions-and-travel-options/>

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PEMBINA HWY - Bike Lanes
by Janice Lukes 25 Jul '12

25 Jul '12

Pembina Update for those of you who don't travel the strip daily - NOT AVOIDING CONSTRUCTION: I confess - I make a point of NOT avoiding construction on Pembina (Plaza to Chevrier) too much excitement - unbelievable really - photos attached. North bound lane is being widened into median. KEY CBC INTERVIEW: An absolute MUST LISTEN TO if you have not heard it - and if you have - listen again - key information for sure. Yesterday am - a conversation with CBC and Luis Escobar, Director of Transportation - City of Winnipeg: CBC Information Radio- http://www.cbc.ca/inforadio/ Scroll down to Winnipeg Major Road Bike Lanes and click on listen button. TWO KEY POINTS TO NOTE: 1. All along many of us involved with the Pembina project were told the poly posts (vertical upright buffered barrier posts) would be REMOVED for the winter season due to plowing challenges- thus removing the visual indication of the bike lane. From this interview - I understand Luis to clearly indicate the poly posts will remain IN DURING the winter season with plowing to occur - brilliant if this is the case with so many cyclists travelling Pembina in the winter 2. NOTE his discussion around STRATEGIC PLAN (see top right corner by volume - 8:29 into the interview) and SPECIFICALLY - Luis comments: " . . . . . until the strategic plan is developed . . . we will still be looking at the needs BASED ON WHAT the city HEARS from cycling and active transportation groups. " - an encouragement to all to 'articulate' AT desires to elected officials for sure - 3. WHAT's NEXT? It's great to hear the question 'what's next' - where is the next strip of this infrastructure going in - wow - The Pembina project is a bold move for the city - for sure there is apprehension - definitely worth a thank you email to your City Councillor for supporting it and enabling it. Janice Lukes

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Thompson youngster pushes pedals and a mower!
by Shoni Litinsky 20 Jul '12

20 Jul '12

A great story for a hot Friday in the summer! This post can be found on the Green Action Centre blog <http://greenactioncentre.ca/2012/pedals-and-a-mower/>and was written by Bruce Krentz (Burntwood Regional Health Authority) in Thompson, Manitoba. We are happy that this entrepreneur is a student at one of the schools we work with up there through School Travel Planning. Go Colin!!! ____________________________________________________ Pushing pedals and pushing a lawnmower Colin Hall is greening up the environment and the yards in Thompson. Being a little too young to take the wheel hasn’t cut in to his earning potential. A mountain bike and a custom built trailer are all he needs to move around to the growing list of homes on his client list. It was a conversation with his Grandfather that got the wheels turning on his little entrepreneurial venture. ”Why would you work for a few dollars an hour when you could work for yourself” he asked Colin, in response queries about where he could find a summer job. Wayne Hall is not only a businessman himself but also a handyman, so before Colin could say “Can you drive me there”, Grandpa’s workshop was buzzing; and so was the kitchen table with negotiations. In the time it took to build a flat deck bicycle trailer, Grandma had signed on as the pro-bono accountant and “Colin Hall Lawn Mowing” was up and running. His rig is right-sized to hold: a lawn mower, weed whacker and a few sundries, like bug spray water and a log book. When he took delivery, the shakedown cruise wasn’t just a chance to test its road-worthiness it was also an advertising stunt. Colin delivered flyers, with his equipment in tow, attracting more attention than the ice cream man. This young peddler has secured numerous private contracts and is also doing work for a local Real-Estate agent. In peak season he is cutting 3 – 5 lawns a day, dependent on all the usual factors like rain, sun and invitations to things more appealing than cutting grass. Colin smiled as he explained that it isn’t all work this summer but the grass never stops growing so if he takes a day or two off, he knows the next ones will be busy. With those full days, Colin is raking in some significant spending money for his upcoming grade 8 year. His accountant will hold all the dollars he piles up, dispersing them equally over the course of the whole year. “He’ll get a pay-check every Friday even after the grass is under a cozy blanket of snow” said Grandma. In addition to monetary benefits, his Phys Ed. teacher will be happy to see that, at least one kid’s mobile device, was a bicycle and not phone. Thompson is a great size for his cycle based transportation. He can pack up and move almost as fast as the competition, without ever gassing up, and there is enough grass around to keep him in business the entire growing season. Although with jobs as far as 4 km apart, he is thankful for a trailer that runs smooth. Greening things up in Thompson more ways than one, the ambitious, Colin Hall is a model and an inspiration for us all. -- *Shoni Litinsky* | Active and Safe Routes to School Green Action Centre <http://greenactioncentre.ca/> 3rd floor, 303 Portage Avenue* | *(204) 925-3773 Green Action Centre is your non-profit hub for greener living. Support our work by becoming a member<http://greenactioncentre.ca/support/memberships/> Find us here<http://greenactioncentre.ca/content/ecocentre-directions-and-travel-options/>

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City of Winnipeg News Release - Construction to begin on Pembina Highway Buffered Bike Lanes Project
by Janice Lukes 19 Jul '12

19 Jul '12

This was released to media today - So far - all that is happening on Pembina is the delivery of lots of construction signs and posts. Description: Description: Description: Description: Description: Description: Description: Description: Description: Description: cid:image001.png@01CC88E0.FA0A1B80 For Immediate Release Thursday, July 19, 2012 Construction to begin on Pembina Highway Buffered Bike Lanes Project Project the first-of-its-kind in Winnipeg's Active Transportation network Winnipeg, MB - Beginning the week of July 23, 2012, the City of Winnipeg will begin constructing buffered bikes lanes on Pembina Highway between Crescent and Plaza Drives as part of a rehabilitation project. Over the next four months, the northbound lanes of Pembina Highway will be rehabilitated and buffered bike lanes will be added next to the curb lane on both the northbound and southbound directions. These buffered bike lanes will connect the Bishop Grandin Greenway and the bike route along Crescent Drive. This section of Pembina Highway is unique on the Active Transportation network, as it is the only feasible route to connect two existing Active Transportation facilities. Normally, adjacent streets with lower traffic volumes would be used for establishing Active Transportation routes. However, the properties on the east side of this section of Pembina Highway back onto the Red River and west of this section is an industrial area where there are no residential streets connecting Chevrier Boulevard to Bishop Grandin Boulevard. When complete, this portion of Pembina Highway will accommodate three traffic lanes, a buffered bike lane and enhanced bus stops designed to accommodate larger articulated buses and improved delineation for transit riders, pedestrians and cyclists. This project is another step in applying the Council-adopted Transportation Master Plan as part of OurWinnipeg. These documents outline the vision in which the City should grow in the next 25 years and specifically how the transportation system is to provide mobility options to all Winnipeggers. For more information, visit: http://www.winnipeg.ca/publicworks/MajorProjects/ActiveTransportation/Pembin aBufferedBikeLanes/ -30- Media inquiries should be directed to the City of Winnipeg Media Inquiry Line at 204-986-6000 or via email at MediaInquiry(a)winnipeg.ca Follow us on Facebook: facebook.com/cityofwinnipeg <http://www.facebook.com/cityofwinnipeg> Follow us on Twitter: twitter.com/cityofwinnipeg <http://www.twitter.com/cityofwinnipeg>

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Commuters Pedal to Work on Their Very Own Superhighway
by Beth McKechnie 19 Jul '12

19 Jul '12

Commuters Pedal to Work on Their Very Own Superhighway http://www.nytimes.com/2012/07/18/world/europe/in-denmark-pedaling-to-work-… COPENHAGEN — Picture 11 miles of smoothly paved bike path meandering through the countryside. Largely uninterrupted by roads or intersections, it passes fields, backyards, chirping birds, a lake, some ducks and, at every mile, an air pump. An 11-mile-long path called a bicycle superhighway has opened between Copenhagen and Albertslund, a western suburb. For some Danes, this is the morning commute. Susan Nielsen, a 59-year-old schoolteacher, was one of a handful of people taking advantage of Denmark’s first “superhighway” for bicycles on a recent morning, about halfway between Copenhagen and Albertslund, a suburb, which is the highway’s endpoint. “I’m very glad because of the better pavement,” said Ms. Nielsen, who wore a rain jacket and carried a pair of pants in a backpack to put on after her 40-minute commute. The cycle superhighway, which opened in April, is the first of 26 routes scheduled to be built to encourage more people to commute to and from Copenhagen by bicycle. More bike path than the Interstate its name suggests, it is the brainchild of city planners who were looking for ways to increase bicycle use in a place where half of the residents already bike to work or to school every day. “We are very good, but we want to be better,” said Brian Hansen, the head of Copenhagen’s traffic planning section. He and his team saw potential in suburban commuters, most of whom use cars or public transportation to reach the city. “A typical cyclist uses the bicycle within five kilometers,” or about three miles, said Mr. Hansen, whose office keeps a coat rack of ponchos that bicycling employees can borrow in case of rain. “We thought: How do we get people to take longer bicycle rides?” They decided to make cycle paths look more like automobile freeways. While there is a good existing network of bicycle pathways around Copenhagen, standards across municipalities can be inconsistent, with some stretches having inadequate pavement, lighting or winter maintenance, as well as unsafe intersections and gaps. “It doesn’t work if you have a good route, then a section in the middle is covered in snow,” said Lise Borgstrom Henriksen, spokeswoman for the cycle superhighway secretariat. “People won’t ride to work then.” For the superhighway project, Copenhagen and 21 local governments teamed up to ensure that there were contiguous, standardized bike routes into the capital across distances of up to 14 miles. “We want people to perceive these routes as a serious alternative,” Mr. Hansen said, “like taking the bus, car or train.” The plan has received widespread support in a country whose left- and right-leaning lawmakers both regularly bike to work (albeit on slightly different models of bicycle). Riding on the first superhighway, which grew more crowded as it neared the city, Marianne Bagge-Petersen said she was heading to a support group for job seekers. “I think it’s very cool,” she said, noting that the path allowed her to avoid roads with more car traffic. “Taking the bike makes me feel good about myself. I’m looking for a job, and if I don’t get out, it’s going to be a very long day.” The Capital Region of Denmark, a political body responsible for public hospitals as well as regional development, has provided $1.6 million for the superhighway project. “When we look at public hospitals, we look very much at how to reduce cost,” said a regional councilor, Lars Gaardhoj, who had just picked up his three small children in a cargo bike decorated with elephants. “It’s a common saying among doctors that the best patient is the patient you never see. Anything we can do to get less pollution and less traffic is going to mean healthier, maybe happier, people.” In Denmark, thanks to measures like the superhighway, commuters choose bicycles because they are the fastest and most convenient transportation option. “It’s not because the Danes are more environmentally friendly,” said Gil Penalosa, executive director of 8-80 Cities, a Canadian organization that works to make cities healthier. “It’s not because they eat something different at breakfast.” Lars Gemzo, a partner at Gehl Architects, said that within Copenhagen, biking was already the best option for many kinds of trips. “If you want to drive a car for a medium distance, you know you are a fool,” he said. “You are going to waste time.” Danish statistics show that every 6 miles biked instead of driven saves 3 1/2 pounds of carbon dioxide emissions and 9 cents in health care costs. But many cite happiness among the chief benefits of bicycle commuting. “When you have been biking for 30 minutes, you have a really good feeling about yourself,” said Henrik Dam Kristensen, the minister for transport, who supports the superhighways. “You really enjoy a glass of wine because you’ve earned it.” Frits Bredal, the head of communications at the Danish Cyclists’ Federation, cautioned that the superhighways were not perfect. “Ideally, there would be no red lights, there would be a perfect pavement, no holes, no obstacles, a real highway,” Mr. Bredal said. Several biking innovations are being tested in Copenhagen. Some, like footrests and “green wave” technology, which times traffic lights at rush hour to suit bikers, have already been put into place on the superhighway. Others, like garbage cans tilted at an angle for easy access and “conversation” lanes, where two people can ride side by side and talk, might show up on long-distance routes in the future. Superhighway users can also look forward to some variation on the “karma campaign,” now under way in Copenhagen, in which city employees take to the streets with boxes of chocolate to reward cyclists who adhere to the five rules of cycling: be nice, signal, stay to the right, overtake carefully and, rather than let bicycle bells irritate you, do your best to appreciate them. The next superhighway will link Copenhagen with the municipality of Fureso, to the northwest. There, the existing bike path takes riders through a beautiful forest that is, unfortunately, very dark at night. Last winter, to comply with superhighway standards, Fureso tested solar-powered lighting. “People were so happy about it,” said Lene Hartmann, Fureso’s climate project leader. “One rider said, ‘We feel like the trolls are taking care of us.’ ” Several years ago, a Fureso resident, Karsten Bruun Hansen, started a “bike bus,” in which cyclists meet and commute together, taking turns blocking the wind. (Inspired by Mr. Hansen’s idea, the municipality also created a bike bus for children to ride to school together.) Mr. Hansen, who estimates that he personally saves a ton of carbon dioxide every year, hopes that the superhighway will encourage more people to ride their bikes. “It’s unavoidable to commute to work,” Mr. Hansen said. “This way, you are using the time doing something fun.” Ole Bondo Christensen, Fureso’s mayor, is also looking forward to the improvements that the superhighway will bring. Mr. Christensen, who does not own a car, bikes nearly four miles to work every day. “It’s my way to clear my brain,” he said. “Sometimes I get new ideas.” This summer, after the rest of the solar-powered lights are installed, Fureso’s section of the road will be superhighway-ready. “Now, the wind should always be at your back,” Mr. Christensen said with a smile. “We are working on that.”

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City of Winnipeg Motion to reduce residential speed limits
by Anders Swanson 19 Jul '12

19 Jul '12

*[further to a previous article re: the chief medical officer in Toronto calling for reduced residential speed limits across the board, see highlighted text below - anders]* source: http://www.cbc.ca/news/canada/manitoba/story/2012/07/18/mb-city-council-wra… Winnipeg council wraps session for summer Winnipeg's city council checked off a number of outstanding issues from its list Wednesday as it closed shop for the summer. Among the decisions made, council approved reduced speeds in school zones, dropping to 30 km/h from the present 50. Implementing the move affecting 250 school zones will be expensive, Mayor Sam Katz admitted. "You're talking about $4,000 a school — that's No. 1," he said. "There's concrete involved: You put these in concrete bases, you erect them, you have to manufacture the signs. You know, this isn't like a yard sale and you throw up a sign. It's probably more than what most people would think." However, Katz said he believes the city's Public Works Department is asking for more money than what might be needed to ensure it won't have to come back to the city for additional funding. Because setting speed limits is a provincial responsibility under the Highway Traffic Act, the city must wait for the province to give the bill final reading, which is expected by the end of the year. Once approved, the signs are expected to be erected by spring. Two councillors wanted to extend the reduction to Winnipeg's residential streets, a proposal that will be considered in the fall.

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

18 Jul '12

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

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

17 Jul '12

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

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

16 Jul '12

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

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

13 Jul '12

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

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

12 Jul '12

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

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

12 Jul '12

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

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

11 Jul '12

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

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

11 Jul '12

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

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