- AT-Network - University of Manitoba Mailing Lists

Safe Speeds Open House (Feb 6th)
by Beth McKechnie 30 Jan '20

30 Jan '20

Safe Speeds Open House Thursday February 6 5pm - 7pm Yellow Dog, 386 Donald St 30km/h is the only safe speed limit when people are biking, walking, and driving on the same roads. Drop by to talk with local experts, and community leaders from Safe Speeds WPG. Ask questions, share ideas, and learn how this can work for Winnipeg. Drop in - have a beverage - have a chat Letters to City Council will be available to sign, if you want to demonstrate support. We will hand deliver them for you! https://www.facebook.com/events/2205577959750156/ ----- Thanks! *Denae Penner *(she/her/hers) Active and Safe Routes to School, Green Action Centre <http://www.greenactioncentre.ca/> 204-925-3777 ext. 114 | 3rd floor, 303 Portage Ave., Winnipeg, MB *Green Action Centre is your green living hub* Support our work by becoming a member <http://greenactioncentre.ca/support/become-a-member/>. Donate at CanadaHelps.org <http://canadahelps.org/>. Facebook <https://www.facebook.com/GreenActionCentre/> | Twitter <https://twitter.com/greenactionctr> | Instagram <https://www.instagram.com/greenactioncentre/> | LinkedIn <https://www.linkedin.com/company/green-action-centre/>

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WFP: Residents have say on Wolseley-downtown plan (Jan30'20)
by Beth McKechnie 30 Jan '20

30 Jan '20

Residents have say on Wolseley-downtown plan https://www.winnipegfreepress.com/local/residents-have-say-on-wolseley-down… A SWARM of Wolseleyites, West Enders, and other Winnipeggers descended on a Wednesday night open house to give feedback on the latest iteration of the Wolseley to Downtown Walk Bike Project — an ambitious plan that promises to transform areatransportation. The event packed the lecture hall at Westminster United Church, with a line of attendees snaking out the door and down the street. Chris Baker, an active transportation co-ordinator with the City of Winnipeg public works department, said the plans, maps, graphics and information on display to the public represented the recommended design for the project, following two previous rounds of public engagement. “But that being said, we’re here to collect meaningful feedback from the public and have meaningful conversations,” Baker said. “So once we collate all this, the online survey and tonight’s feedback, there’s still an opportunity to change the design, make some refinements. If we missed something, or missed the mark, we’ll be able to refine the design and make it the best it can be, and the most palatable for the most people.” Canora Street resident Chris Brown showed up with three pages of detailed notes outlining his concerns about how the plan intends to deal with rush-hour motorists who cut through Wolseley by converting sections of Westminster and Wolseley avenues into westbound, one-way streets. “What everyone I’ve heard say is: leave Westminster alone,” Brown said, explaining the plan will inadvertently shunt shortcutters onto his residential street. James Plett, who lives in West Broadway, was also concerned about the impact of proposed one-way streets in his neighbourhood. “My work location is never in the same location, so sometimes I need to go east and head down to Osborne (Street). And if the one-way is put in, that means I would have to go west onto Broadway, which is already a backed-up street. And this will definitelycause more people to start using Broadway.” Luanne Karn said she took part in previous phases of the consultations, in a successful effort to prevent a Transit bus from being run on Home Street. “It was both a good public engagement process, but also very negative in that it just came out of the blue at us,” she said. “I’m also concerned that they haven’t addressed the issue of cut-through traffic very well.” Marianne Cerelli, chairwoman of the Wolseley Residents Association, said she had some misgivings about the way public consultations had been done. Her group is holding a community meeting to discuss the plan, Feb. 10 at the Westminster Housing Co-op. “But all of that said, I think most people support active transportation,” said Cerelli. “They support having a bike corridor, they want people to be safe on their bicycles, they want people to be safer walking, they want to reduce the speed and the cut-throughs through the neighbourhood. “But the high-interventionist nature of the proposal has caught people off-guard, so I think they need to bring people along a little bit better, through a better engagement process.” Baker stressed the plan is still open to adjustment. An online survey on the project remains open until Feb. 9. solomon.israel(a)freepress.mb.ca Twitter: @sol_israel

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FYI security risks for e-scooters and riders
by Zdan, Terry (MI) 28 Jan '20

28 Jan '20

UTSA researchers review security risks for e-scooters and riders<https://www.greencarcongress.com/2020/01/20200128-usta.html> 28 January 2020<https://www.greencarcongress.com/2020/01/20200128-usta.html> Researchers at the University of Texas San Antonio have published<https://www.utsa.edu/today/2020/01/story/escooter-hacking.html> a review of the security and privacy risks posed by e-scooters and their related software services and applications. We were already investigating the risks posed by these micromobility vehicles to pedestrians' safety. During that study, we also realized that besides significant safety concerns, this new transportation paradigm brings forth new cybersecurity and privacy risks as well. -Murtuza Jadliwala, an assistant professor in the Department of Computer Science, who led this study According to the review, which will appear in the proceedings of the 2nd ACM Workshop on Automotive and Aerial Vehicle Security (AutoSec 2020<http://www.codaspy.org/2020/AutoSec2020/index.html>), hackers can cause a series of attacks, including eavesdropping on users and even spoof GPS systems to direct riders to unintended locations. Vendors of e-scooters can suffer denial-of-service attacks and data leaks. <https://bioage.typepad.com/.a/6a00d8341c4fbe53ef0240a4e0cc6e200d-popup> HAPPY TRAILS Terry Zdan, BA MEDes

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WFP: Crosswalk collision leaves man in hospital (Jan23'20)
by Beth McKechnie 23 Jan '20

23 Jan '20

*Crosswalk collision leaves man in hospital * https://www.winnipegfreepress.com/local/crosswalk-collisions-continue-after… FOR the second time in as many months, a pedestrian was hit by a car near a crosswalk on Ness Avenue Wednesday. The crosswalk collisions follow a year that saw the highest number of pedestrian deaths ever in the province. And the city is already looking to see if improvements need to be made at one of the crossings, according to a city councillor. Brian Smiley, a spokesman for Manitoba Public Insurance, confirmed on Wednesday that 17 Manitoba pedestrians — nine in Winnipeg, three in other urban centres and five in rural areas — died after being hit by vehicles in 2019. Until last year, the most pedestrian deaths in a single year in this province was 16 in 2007, Smiley said. “Both pedestrians and motorists are entitled to use the roadways. It’s hoped both groups are safety aware and act accordingly. One death is too many,” he said. According to MPI statistics, on average about 12 pedestrians are killed by vehicles in the province. About half of them are killed at an intersection, while one in 10 deaths occur while they are walking on the road or crossing between intersections. On Wednesday, a man was hit by a car in the Sturgeon Heights area at about 6:30 a.m. The man was rushed from the site in front of Sturgeon Heights Collegiate in critical condition, but later was upgraded to stable, police said. The stretch of Ness Avenue was closed following the accident, but reopened later in the morning. Last month, two teenaged pedestrians were struck by a car as they walked across the street at the crosswalk at Ness Avenue at Woodlawn Street. The teens were taken to hospital in unstable condition, but later upgraded to stable. Area Coun. Scott Gillingham (St. James-Brooklands-Weston) said on Wednesday he will look further into how the latest collision occurred. The city is already exploring whether the crossing where the teens were injured needs to be upgraded with eye-level, flashing LED lights, Gillingham said. That type of system was installed at the crosswalk on St. Anne’s Road in the wake of a 2018 collision where an eight-year-old child was struck and killed while crossing the busy street at Varennes Avenue. “They’ve been installed at a handful of locations,” he said. “The department is looking to see if that is an appropriate place to put them. Now I will be looking into this one to try to understand the events surrounding this collision. “Unfortunately, it is another reminder that motorists really need to be aware while they are driving and that they are driving to conditions, and for pedestrians to always be aware of the vehicles around them.” kevin.rollason(a)freepress.mb.ca

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Webinar: Understanding How Women Travel
by Beth McKechnie 21 Jan '20

21 Jan '20

---------- Forwarded message ---------- From: "Zdan, Terry (MI)" <Terry.Zdan(a)gov.mb.ca> Date: Tue, 21 Jan 2020 14:06:51 +0000 FYI traveling on the intercity trains in Japan – there are “women only “ designated cars. WEBINAR Understanding How Women Travel January 28, 2020 from 3:00pm - 3:30pm ET <https://enotrans.us2.list-manage.com/track/click?u=d2579cc7754f7b743881bff9…> What are the needs and experiences of women traversing LA County? LA County Metro recently released a report, “Understanding How Women Travel,” in a first-of-its-kind effort to answer this question. Developing from Metro’s Women and Girls Governing Council, this study aimed to collect data and offer findings that can help improve women’s safety and comfort on transit and attract and retain women to the Metro system. To ensure a comprehensive approach that captured the diverse needs and experiences of women in LA County, the project team deployed an innovative, mixed-methods approach to capture quantitative data as well as qualitative data from hard-to-reach rider populations including women experiencing homelessness, women immigrants, and women with disabilities. In this webinar, panelists will discuss the origin of the project, the methods used, and the key findings from the study. *Speakers:* * Chelsea Richer, **Associate, Fehr & Peers* *Claudia Galicia, **Senior Manager, Transportation Planning at LA Metro* *Meghna Khanna, **Senior Director, Countywide Planning & Development at LA Metro* *Alice Grossman, **Policy Analyst, Eno Center for Transportation* *January 2020* *28* *REGISTER* <https://enotrans.us2.list-manage.com/track/click?u=d2579cc7754f7b743881bff9…> *Connect with us and don't miss out on other great resources!* [image: Facebook] <https://enotrans.us2.list-manage.com/track/click?u=d2579cc7754f7b743881bff9…> *Facebook* <https://enotrans.us2.list-manage.com/track/click?u=d2579cc7754f7b743881bff9…> [image: Twitter] <https://enotrans.us2.list-manage.com/track/click?u=d2579cc7754f7b743881bff9…> *Twitter* <https://enotrans.us2.list-manage.com/track/click?u=d2579cc7754f7b743881bff9…> [image: VIEW UPCOMING WEBINARS] <https://enotrans.us2.list-manage.com/track/click?u=d2579cc7754f7b743881bff9…> *VIEW UPCOMING WEBINARS* <https://enotrans.us2.list-manage.com/track/click?u=d2579cc7754f7b743881bff9…> *Copyright © 2020 Eno Center for Transportation, All rights reserved.* You are receiving this email because you opted in to our email list. *Our mailing address is:* Eno Center for Transportation 1629 K St. NW Ste 200 Washington, DC 20006 Add us to your address book <https://enotrans.us2.list-manage.com/vcard?u=d2579cc7754f7b743881bff96&id=d…> Want to change how you receive these emails? You can update your preferences <https://enotrans.us2.list-manage.com/profile?u=d2579cc7754f7b743881bff96&id…> or unsubscribe from this list <https://enotrans.us2.list-manage.com/unsubscribe?u=d2579cc7754f7b743881bff9…> .

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WFP: Speed limit reduced on Marion, Goulet (Jan20'20)
by Beth McKechnie 20 Jan '20

20 Jan '20

Pedestrian safety, business development cited as reasons for change Speed limit reduced on Marion, Goulet https://www.winnipegfreepress.com/local/permanent-speed-reductions-for-sect… TRAFFIC on two major streets in St. Boniface will have to slow down starting today and the councillor for the area calls that a sign of progress. “Marion and Goulet are not freeways through the heart of St. Boniface,” said Coun. Matt Allard in a statement. The speed limit on Marion and Goulet between St. Mary’s Road and Youville Street has been reduced to 50 km/h, from 60 km/h. Allard said the speed reduction is needed to make the area safer for pedestrians and promote development. “It has long been a goal of the St. Boniface community... to grow Marion and Goulet into the neighbourhood main streets they can be, and indeed once were,” Allard said. “The (60 km/h) speed limit is a barrier to the realization of that goal.” The streets, which have a mix of businesses and restaurants, are near St. Boniface Hospital and other community resources. Allard and the local business improvement zone have wanted to reduce the speed limit for years. In 2017, Allard launched his bid to change the speed limit, and St. Boniface neighbourhood associations passed resolutions in its favour. The motion failed. At the time, the provincial Highway Traffic Board had jurisdiction over municipal speed limits, and it ruled against the reduction. After lobbying by the Association of Manitoba Municipalities, the province passed the Traffic and Transportation Modernization Act, which eliminated the Highway Traffic Board and gave municipalities control over speed limits. The act came into effect in March 2019. Marion and Goulet are the first major Winnipeg streets to have their speed limits reduced under the new protocol. ben.waldman(a)freepress.mb.ca

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NTSB calls for action to curb spike in bicycle fatalities
by Wendy Chapman 17 Jan '20

17 Jan '20

Hi Beth, Please share with the network. Wendy Chapman Injury Prevention Coordinator Injury Prevention Program Winnipeg Regional Health Authority 2nd - 490 Hargrave Street Winnipeg, Manitoba R3A 0X7 Phone: (204) 391-0949 Scent Free Facility - visitors are asked to refrain from wearing perfumes/colognes/heavy-scented lotions/oils This email and/or any documents in this transmission is intended for the addressee(s) only and may contain legally privileged or confidential information. Any unauthorized use, disclosure, distribution, copying or dissemination is strictly prohibited. If you receive this transmission in error, please notify the sender immediately and return the original. Ce courriel et tout document dans cette transmission est destiné à la personne ou aux personnes à qui il est adressé. Il peut contenir des informations privilégiées ou confidentielles. Toute utilisation, divulgation, distribution, copie, ou diffusion non autorisée est strictement défendue. Si vous n'êtes pas le destinataire de ce message, veuillez en informer l'expéditeur immédiatement et lui remettre l'original.

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New research: Data Mining to Improve Planning for Pedestrian and Bicyclist Safety
by Beth McKechnie 14 Jan '20

14 Jan '20

*Thanks to Terry Zdan for the share...* *Data Mining to Improve Planning for Pedestrian and Bicyclist Safety* https://www.vtti.vt.edu/utc/safe-d/wp-content/uploads/2019/12/01-003_Final-… *Abstract* Between 2009 and 2016, the number of pedestrian and bicyclist fatalities saw a marked trend upward. Taken together, the overall percentage of pedestrian and bicycle crashes now accounts for 18% of total roadway fatalities, up from 13% only a decade ago. Technological advancements in transportation have created unique opportunities to explore and investigate new sources of data for the purpose of improving safety planning. This study investigated data from multiple sources, including automated pedestrian and bicycle counters, video cameras, crash databases, and GPS/mobile applications, to inform bicycle and pedestrian safety improvements. Data mining techniques, a new sampling strategy, and automated video processing methods were adopted to demonstrate a holistic approach that can be applied to identify facilities with highest need of improvement. To estimate pedestrian and bicyclist counts at intersections, exposure models were developed incorporating explanatory variables from a broad spectrum of data sources. Intersection-related crashes and estimated exposure were used to quantify risk, enabling identification of high-risk signalized intersections for walking and bicycling. The modeling framework and data sources used in this study will be beneficial in conducting future analyses for other facility types, such as roadway segments, and also at more aggregate levels, such as traffic analysis zones. *Conclusions and Recommendations* While statistics show an increasing trend in using eco-friendly modes of travel, such as walking and bicycling, historical crash data shows a growing trend in road crash victims involving pedestrians and bicyclists. Utilizing multiple data sources, such as automated pedestrian and bicycle counters and video cameras, this study estimated pedestrian and bicyclist exposure and identified signalized intersections with the highest risk for walking and bicycling within the city of San Diego, California. A sampling strategy was used to identify a representative sample of intersections to collect short-term video data by applying cluster analysis and stratified sampling. A vision-based monitoring system was developed to automatically detect, track, and count pedestrians and bicyclists at the selected intersections. Situations where high-quality videos were used, a sufficient number of pedestrians and bicyclists were annotated, pedestrians and bicyclists were not too far from the camera, did not cross the intersection in groups, and good lighting was present, led to a high counting accuracy of 95%. Utilizing permanent counters, an extrapolation and a novel matching method were employed to estimate yearly counts that were used for estimating exposure by direct demand models. Exposure analysis identified transportation network, population, traffic generator, and land use variables as statistically significant in estimating pedestrian and bicyclist volume. Accounting for exposure as a normalization factor and considering other factors, such as frequency of victims and crash severity, in quantifying risk had a significant impact on the selection of high-risk intersections; not all intersections with the highest number of pedestrian and bicyclist victims were identified as high-risk. In addition, the variables were found to be influential at multiple buffer areas and showed differences across pedestrian and bicycle activity. The results underscored the importance of location and community in characterizing non-motorized demand, and targeted improvements to encourage non-motorized activities. The modeling framework and data sources used in this study will be beneficial in conducting future analyses for other facility types, such as roadway segments, and also at more aggregate levels, such as traffic analysis zones. The approach is also beneficial to public agencies, as it can help quantify the risk of walking and bicycling at intersections, which in turn can aid in the development of procedures to identify high-risk facilities and prioritize them for countermeasure implementation. It should be pointed out that safety performance functions were not considered in this study, and thus potential future work might focus on how a combination of risk quantification and performance functions can assess safety. Since crashes are rare events, the identification of high-risk facilities will be lengthy, and a potential future direction is to proactively assess safety by discovering near-crash situations in video analysis. This would enable researchers and practitioners to quantify risk and evaluate safety in a much shorter period of time. -- Beth McKechnie (she/her) *| *Green Action Centre <http://www.greenactioncentre.ca/> 3rd floor, 303 Portage Ave | (204) 925-3777 x102 | Find us here <http://greenactioncentre.ca/content/ecocentre-directions-and-travel-options/> Green Action Centre is your green living hub Support our work by becoming a member <http://greenactioncentre.ca/support/become-a-member/>. Donate at CanadaHelps.org <http://canadahelps.org/> <http://www.gomanitoba.ca>

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FREE webinar: Jeff Speck and Jarrett Walker Explore Lessons Learned from Walkable City and Human Transit
by Beth McKechnie 14 Jan '20

14 Jan '20

*Please note we are circulating this as information in case you want to view this free APBP webinar on your own. We are not able to host a group viewing at the EcoCentre. Sounds interesting!* January 17 at Noon-1:30pm Free Island Press Webinar: New Discoveries and New Work: Jeff Speck and Jarrett Walker Explore Lessons Learned from Walkable City and Human Transit Register here <http://r20.rs6.net/tn.jsp?f=001H6HvCU7VhjCB7du_g-BVhmC-pEj1Sn96i6vLpzvHQEwc…> Walkable City and Human Transit, both published in 2012, are two of the most important planning books of the past decade. A lot has happened since 2012, however, and authors Jeff Speck and Jarrett Walker have had ample opportunities since then to put their ideas to work, evaluate the outcomes and refine their positions. Join the Smart Growth Network and the Maryland Department of Planning at noon on Friday, January 17th, as they share their recent insights, projects on the boards, and take part in what promises to be a lively conversation with each other and webinar participants. Have your questions ready! -- Beth McKechnie (she/her) *| *Green Action Centre <http://www.greenactioncentre.ca/> 3rd floor, 303 Portage Ave | (204) 925-3777 x102 | Find us here <http://greenactioncentre.ca/content/ecocentre-directions-and-travel-options/> Green Action Centre is your green living hub Support our work by becoming a member <http://greenactioncentre.ca/support/become-a-member/>. Donate at CanadaHelps.org <http://canadahelps.org/> <http://www.gomanitoba.ca>

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Webinar: Active Transportation Planning Through Health in All Policies (Wed, Jan 15th, 2pm)
by Beth McKechnie 10 Jan '20

10 Jan '20

Please join Green Action Centre and Bike Winnipeg for a group viewing of the monthly APBP webinar in the EcoCentre <http://greenactioncentre.ca/uncategorized/ecocentre-directions-and-travel-o…> boardroom. This will be followed by discussion for those who wish to stay. * * * * * Wed, Jan 15th, 2-3pm Active Transportation Planning Through Health in All Policies Public health and planning professionals working together to advance active transportation goals is not a new idea, but has become increasingly more popular as both professions have seen the value in partnership. This webinar will focus on a Health in All Policies approach to active transportation planning through data collection, prioritization, and cross-sector collaboration. Health in All Policies is a collaborative approach to improve the health of all people by incorporating health considerations into non-health decision-making sectors and policy areas. Presenters: Alison Redenz, Marion County Public Health Department Logan Lane, Health by Design Jodi Raymond, Riley Hospital for Children at Indiana University Health

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New research: Improving protected bike lanes through intersections and strategies to improve accuracy of ped/bike counts
by Beth McKechnie 10 Jan '20

10 Jan '20

*(Thanks to Terry Zdan for the share)* *New Report Highlights Ways to Improve Safety of Protected Bike Lanes at Intersections* The * Transportation Research and Education Center* at *Portland State University* published a report <https://lnks.gd/l/eyJhbGciOiJIUzI1NiJ9.eyJidWxsZXRpbl9saW5rX2lkIjoxMjUsInVy…> that offers suggestions on extending protected bike lanes through intersections. Protected bike lanes are becoming increasingly common around the United States, yet there is little guidance for how to extend the protected lanes through one of their most dangerous links: the intersection. Led by Chris Monsere and Nathan McNeil of Portland State University in collaboration with Toole Design Group, the latest report from the National Institute of Transportation and Communities (NITC) offers contextual guidance for designing intersections that are comfortable for cyclists. *Strategies to Develop Accuracy Checks for Bike and Pedestrian Count Data* The * Transportation Research and Education Center* at *Portland State University* published a study <https://lnks.gd/l/eyJhbGciOiJIUzI1NiJ9.eyJidWxsZXRpbl9saW5rX2lkIjoxMjYsInVy…> that highlights methods to improve the accuracy of bicycle and pedestrian traffic monitoring data. The research provides a practical method to verify bicycle and pedestrian traffic counts and improve data review efficiency. The results of the research will help planners better estimate bicycling and walking to inform policy and decision making. -- Beth McKechnie (she/her) *| *Green Action Centre <http://www.greenactioncentre.ca/> 3rd floor, 303 Portage Ave | (204) 925-3777 x102 | Find us here <http://greenactioncentre.ca/content/ecocentre-directions-and-travel-options/> Green Action Centre is your green living hub Support our work by becoming a member <http://greenactioncentre.ca/support/become-a-member/>. Donate at CanadaHelps.org <http://canadahelps.org/> <http://www.gomanitoba.ca>

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Scooter startup Lime is laying off 14 percent of its workers and exiting 12 markets
by Beth McKechnie 10 Jan '20

10 Jan '20

Scooter startup Lime is laying off 14 percent of its workers and exiting 12 markets https://www.theverge.com/2020/1/9/21058589/lime-scooter-layoff-shuting-down… -- Beth McKechnie (she/her) *| *Green Action Centre <http://www.greenactioncentre.ca/> 3rd floor, 303 Portage Ave | (204) 925-3777 x102 | Find us here <http://greenactioncentre.ca/content/ecocentre-directions-and-travel-options/> Green Action Centre is your green living hub Support our work by becoming a member <http://greenactioncentre.ca/support/become-a-member/>. Donate at CanadaHelps.org <http://canadahelps.org/> <http://www.gomanitoba.ca>

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WFP: Councillor blasts city after accidentally walking into traffic (Jan9'20)
by Beth McKechnie 09 Jan '20

09 Jan '20

*Councillor blasts city after accidentally walking into traffic * https://www.winnipegfreepress.com/local/councillor-blasts-city-after-accide… A WINNIPEG councillor got a scare Wednesday when he accidentally walked into oncoming traffic, coming off a downtown sidewalk that was recently narrowed by the public service. Coun. Ross Eadie (Mynarski), who is blind, was walking north from a media interview at Portage Avenue and Main Street, towards city hall around 7:30 a.m. When he passed around Main and Bannatyne Avenue — a strip that had part of its sidewalk narrowed this fall to accommodate a new loading zone — Eadie said he accidentally stepped off the sidewalk and into the road. The councillor said he was met with honks from drivers passing by, and one motorist stopped to direct him back to the sidewalk. “I just thought you know, ‘What a stupid setup.’ It makes it very difficult, especially in the winter. In the summer, there would be more identifiable markings at my cane-tip level that would have given me a cue as to where I was. But when you feel snow and stuff, it’s a different situation,” Eadie said. Afterward, the councillor blasted off an angry email to the directors of public works and planning, property and development (an email he mentioned would have contained more “F sharps” had he not been more relaxed thanks to a recent trip to Mexico). “Please remember to consult with stakeholders before running off half-prepared for the outcomes of changing our right-of-ways!” Eadie wrote in all caps. “I want to live a long accessible life as independently as possible. I don’t need anymore disabilities, thank you very much!” The narrowing of the sidewalk in question drew scrutiny last year, as it shrunk from 4.9 metres wide to 2.2 metres with little public consultation. The pavement was pared back to make way for a new loading zone in front of the School of Contemporary Dancers at 211 Bannatyne Ave, to help make room for student drop-offs after the loading zone to the west side of the building was replaced with a bike lane. Ken Allen, a communications officer with public works, said the transportation planning division has to balance pedestrian, cyclist and motorists’ interests when designing downtown right-of-ways. The juggling act “sometimes involves making compromises to achieve an acceptable solution for all users,” he said by email. Allen emphasized the new path still meets Winnipeg’s downtown accessibility standards, which legally require a 1.5-metre sidewalk. He said the street changes at the site included concrete pavement, curb and sidewalk repairs; construction of new curb ramps and asphalt overlay; and installation of detectable warning tiles at the intersection near 211 Bannatyne. Eadie said he was grateful there weren’t more cars on the road at the time of the incident, but doesn’t know if the public service could improve anything about the accessibility of the strip. On a later trip back to the area with the Free Press, Eadie couldn’t pinpoint the exact spot where he wandered into the road, but explained he must have come off the sidewalk — which is fairly low to street level — and into the loading zone, due to lack of traffic noises so early in the morning. jessica.botelho(a)freepress.mb.ca Twitter: @_jessbu

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Langford bike shop sells first bamboo bike on Vancouver Island
by Beth McKechnie 09 Jan '20

09 Jan '20

Green Man Bikes is the first shop on [Vancouver] Island to offer bamboo bikes, which come directly from Boomers, a company in Ghana. Boomers produces bamboo bicycle frames for mountain bikes, city bikes, road bikes, and electric bikes. They source their bamboo from sustainable forests in Ghana and provide employment in many rural communities. A Boomers bamboo bike has “a zero carbon footprint, is lighter than steel … and isn’t fragile like carbon fibre,” according to the Boomers website. Full article & video: https://www.saanichnews.com/business/langford-bike-shop-sells-first-bamboo-… -- Beth McKechnie (she/her) *| *Green Action Centre <http://www.greenactioncentre.ca/> 3rd floor, 303 Portage Ave | (204) 925-3777 x102 | Find us here <http://greenactioncentre.ca/content/ecocentre-directions-and-travel-options/> Green Action Centre is your green living hub Support our work by becoming a member <http://greenactioncentre.ca/support/become-a-member/>. Donate at CanadaHelps.org <http://canadahelps.org/> <http://www.gomanitoba.ca>

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WFP: Wolseley traffic-calming plan touted for cyclists (Jan8'20)
by Beth McKechnie 08 Jan '20

08 Jan '20

*Wolseley traffic-calming plan touted for cyclists * https://www.winnipegfreepress.com/local/city-unveils-wolseley-to-downtown-b… DOWNTOWN residents can expect more one-way streets, protected bike lanes and traffic-calming measures if the city’s proposal for active transportation in and around Wolseley and the core gets the green light. Following more than a year of public consultations, the City of Winnipeg has made public its plans for the “Wolseley to Downtown Walk Bike Project.” The blueprint aims to close gaps in the area’s pedestrian and cycling network, while increasing safety and convenience for all commuters. It suggests making sections of major arteries, including Westminster and Wolseley avenues, one-way to prevent short-cutting that backs up traffic on surrounding residential streets. Also on the table are more right-on-red light restrictions, speed humps, and raised bike lanes and crosswalks. “Everybody has a right to get where they want to get to and you hope you can go as quickly as you can, regardless of your mode of transportation,” said Greg MacPherson, executive director of the West Broadway Community Organization. “I think they’ve done a good job of trying to balance convenience and safety, and the overall hope for a greener approach to transportation in this area.” MacPherson said the community has been pushing for changes to the flow of traffic in the area for years, since a large chunk of residents don’t own vehicles. He typically commutes on foot, although he also bikes and owns a car. While 70 per cent of the city’s population drives to work, the latest census data indicates only 37 per cent of residents in West Broadway rely on cars as a go-to mode of transportation. About 32 per cent take the bus, 20 per cent walk, and nine per cent bike to work. Wolseley resident Nicholas Douville, 38, bikes to work every day — rain or shine, summer breeze or windchill. He submitted some of the 11,000 comments the city received during phases 1 and 2 of the project. Douville said his main concern is Maryland Street gets so backed-up during rush hour motorists try to sneak through residential roads and create traffic jams, which can put cyclists in danger due to increased traffic in areas with no bike lanes. To avoid short-cutting, the city has proposed a westbound one-way traffic stretch between Maryland and Chestnut streets. As for other one-way sections, the city has proposed restrictions for eastbound traffic along Westminster, as well as Young and Balmoral streets west of Langside Street. “If there was a bike lane that could be cleared (on Westminster) and kept up, that would be the greatest thing, because I wouldn’t have to worry about driving straight along with cars,” said Santiago Lasko, a 16-year-old student who commutes to and from high school in the West End. A protected bike lane could stretch along Westminster, starting at Chestnut in the west, to Young and Balmoral streets and Granite Way until Osborne Street in the east, as per the plan. Mark Doucet, the study’s project manager and a transportation facilities planning engineer with public works, reiterated the intent of the study is to balance all commuter interests. Members of the public are invited to provide feedback online. The city is also holding an open house for in-person consultations at Westminster United Church on Jan. 29, 6-8 p.m. maggie.macintosh(a)freepress.mb.ca Twitter: @macintoshmaggie

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Oregon becomes 4th state with "Stop as Yield" law for cyclists
by Beth McKechnie 07 Jan '20

07 Jan '20

*(Thanks to Terry Zdan for the share)* *Stop as Yield Law* Starting on January 1st a new law went into effect making Oregon the fourth state with a "Stop as Yield" law for people riding bikes (Idaho, Delaware, & Arkansas being the other three). Also known as the "Idaho Stop" after the law that was first passed there in 1982, this new law allows people on bikes to approach an intersection with a stop sign at a "slow speed" and if it is clear (no other person with potential right-of-way present) then they may proceed through the intersection without coming to a complete stop. If there is a pedestrian or other vehicle that has the right-of-way then the person on the bike is *still required to stop*. Different from the Idaho law there is no provision to treat a red traffic signal as a stop sign (except a flashing red light used at stop controlled intersections). This section from Idaho, which allows people riding bikes to treat a red traffic signal as a stop sign, was added in 2006 but was not considered for the Oregon bill. It's important to remember that this "Stop as Yield" law still requires people riding bikes to STOP if a pedestrian, a person in a car, or another road user may have the right-of-way at the intersection. Be courteous, take your turn, and be safe. If you've approached the intersection with care and it's safe and clear you can keep that momentum going and roll on through! For more information on how the law came to be read this post on BikePortland.org: "*How Oregon Got Idaho Stop* <https://eugene-or.us14.list-manage.com/track/click?u=b0fe6c4eda5f68f34c6ec9…> "

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Oslo closing in on Vision Zero goal with no pedestrian or cyclist deaths in 2019
by Beth McKechnie 07 Jan '20

07 Jan '20

---------- Forwarded message --------- From: Gary R. Cremeens <grc22(a)cornell.edu> Date: Tue, Jan 7, 2020 at 11:12 AM Oslo, Norway is getting closer to achieving a Vision Zero goal, with zero pedestrian or cyclist deaths last year. The city's lone traffic death occurred when a driver ran his car into a fence this summer — a decline from five traffic fatalities in 2018, according to Norwegian news outlet Aftenposten. The *Road Safety Annual Report 2019 <https://www.itf-oecd.org/sites/default/files/docs/irtad-road-safety-annual-…>*, recently released by the International Transport Forum, examines 41 countries' performance and repeatedly cites Norway's progress. The country nearly halved traffic deaths between 2010 and 2017, dropping from 208 to 107. Shareable Links (Same Info as above) · https://www.smartcitiesdive.com/news/oslo-vision-zero-pedestrian-cyclist-de… · https://www.facebook.com/CornellUniversityTransportationServices/posts/2899… · https://twitter.com/GaryCremeens/status/1214568097211977728 · https://www.linkedin.com/posts/gcremeens_oslo-closing-in-on-vision-zero-goa… Thank you, Gary Cremeens <https://www.linkedin.com/in/gcremeens> | Cornell University Transportation & Delivery Services <https://goo.gl/maps/G14w8nFzcaS2> Projects Associate II

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FI Road User Understanding of Bicycle Signal Faces on Traffic Signals
by Zdan, Terry (MI) 07 Jan '20

07 Jan '20

[http://www.trb.org/Resource.ashx?sn=cover_nchrp_wod_273] [http://www.trb.org/Resource.ashx?sn=viewthispdf]<http://onlinepubs.trb.org/onlinepubs/nchrp/nchrp_wod_273.pdf> [http://www.trb.org/Resource.ashx?sn=sponsorbeta]<http://www.trb.org/main/blurbs/180122.aspx> [http://www.trb.org/Resource.ashx?sn=buythisbook]<https://www.mytrb.org/Store/Product.aspx?ID=> Road User Understanding of Bicycle Signal Faces on Traffic Signals http://onlinepubs.trb.org/onlinepubs/nchrp/nchrp_wod_273.pdf 180122 Road User Understanding of Bicycle Signal Faces on Traffic Signals Prior to 2013, the use of bicycle-specific signals in the U.S. was limited to a few jurisdictions. However, in recent years, the number of installations has grown rapidly. This research identified more than 500 intersections using bicycle signals in a variety of contexts. Despite the recent approval and practice, the TRB National Cooperative Highway Research Program's NCHRP Web-Only Document 273: Road User Understanding of Bicycle Signal Faces on Traffic Signals explores the questions that remain regarding road-user understanding of bicycle signals. The objective of this research was to summarize and synthesize the U.S. experience with bicycle signal installations to identify any remaining gaps in understanding road-user comprehension and compliance with bicycle signals that could be effectively addressed through further research. E-Newsletter Type: Recently Released TRB Publications<http://www.trb.org/Main/Blurbs.aspx?fields=ENewsletterType|Recently%20Relea…> TRB Publication Type: NCHRP Web-Only Document<http://www.trb.org/Main/Blurbs.aspx?fields=PublicationType|NCHRP%20Web-Only…> HAPPY NEW YEAR IT will be EYE POPPING [8E11B49] Terry Zdan, BA MEDes

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WFP: Oslo holds key to making Winnipeg safer (Jan4'20)
by Beth McKechnie 04 Jan '20

04 Jan '20

*Oslo holds key to making Winnipeg safer * * Norway’s capital bans cars in certain areas* https://www.winnipegfreepress.com/local/oslo-holds-key-to-making-winnipeg-s… BRENT Bellamy has long called for more bike paths and pedestrian-friendly streets to make Winnipeg safer by reducing the number of fatal collisions. That’s why it wasn’t surprising for the senior design architect with Number Ten Architectural Group (who also writes a column in the Winnipeg Free Press) to take to social media Friday, pointing out different civic policies created different results in 2019. In Winnipeg, two cyclists and 13 pedestrians were killed on city streets; in similarly-sized Oslo, zero such fatalities were recorded. There was one angle Bellamy didn’t tweet about: he could easily have been the third cyclist killed, when an inattentive SUV driver collided with him at Wellington Crescent and Academy Road in early December. “I was so lucky,” he said Friday. “(The driver) was turning and looking for an opening, and I was yelling at him but he plowed into me. “He hit me just behind the seat. I have a Dutch bike, so I sit upright, and it was just like a tablecloth being pulled out — the bike was hit and I was left on the pavement in the same position.” Such an incident would likely not have happened had he been cycling in the Norwegian capital instead of Winnipeg, he said. One of the biggest reasons: Oslo has banned cars in certain areas of the city. As well, Oslo has replaced almost all of its downtown parking spots with lanes for bicycles, benches to sit on, small parks to congregate in, greenery, and dropped speed limits to 30 km/h. “The biggest difference between the two cities is just political will — they just decided to do it and they did it,” Bellamy said. “I was there five years ago, and they had no bike lanes and they have hills — it’s not a great place to bike — but they just decided, ‘Let’s do it.’ Traffic was getting worse there, just like here. We have 15,000 more cars on the road every year. Oslo was the same,” he said. “They decided they could build expensive, big roads or they could ban cars, build 15 kilometres of bike trails each year, and expand public transit — and it has worked.” Bellamy pointed to a tweet by Anders Hartmann, who works on policies for walking, cycling and road safety in Oslo, which had information on the number of road deaths in the city. Hartmann, after noting, “This makes me happy,” pointed to a graph that shows road deaths in Oslo, now with a population of 673,000, has not only been going down since 1975 (41), but has dramatically fallen since about 2007. Hartmann also noted the only fatality in traffic last year involved a driver who died after a car struck a railing at a light rail station. No children died in a traffic-related death in Norway in 2019. Still, Hartmann posted it doesn’t mean Oslo had reached Vision Zero, a global traffic project aimed at having no fatalities or serious injuries caused by vehicles. It began in Sweden in 1997, and the City of Winnipeg has since adopted it. “While we are making great progress, there is still a way to go to consistently keep deaths at zero for all road users,” he said. Marc Cohoe, executive director of Bike Winnipeg, said the Nordic countries and the Netherlands are at the forefront of Vision Zero, and he would like to see Winnipeg follow their lead. “The numbers show if you use that pathway, the results are there,” Cohoe said. “The numbers of people killed in a collision over there is miniscule compared to the numbers in North America. Losing 13 or 15 people on our streets isn’t acceptable. Why do we accept it on our roads, but we wouldn’t in the workplace? I’m hoping we can do more with the city’s transportation master plan this year. “Over there, they say five minutes of inconvenience isn’t worth the lives we are losing — we will still get around. And they have buy-in from the general population.” kevin.rollason(a)freepress.mb.ca

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New snow-clearing method allows Montreal cyclists to 'really see the asphalt'
by Beth McKechnie 21 Dec '19

21 Dec '19

*New snow-clearing method allows Montreal cyclists to 'really see the asphalt'* *Pilot project in Plateau-Mont-Royal and Ville-Marie involves sweeping pavement, spreading snow-melting brine* https://www.cbc.ca/news/canada/montreal/plateau-mont-royal-bike-paths-snow-… It was so cold Thursday morning that parts of Magali Bebronne's bicycle froze, but the determined Montreal year-round bike commuter got her bicycle rolling and hit the road. To her surprise, she found the 20-minute ride through the Plateau-Mont-Royal easier than usual, despite the recent snow accumulation. That's because the borough is testing a new way of keeping its bike paths clean — a two-step process that uses street-sweepers to clear the pavement before coating the path with a special snow-melting brine. "When I rode on the Rachel bike path yesterday, I really noticed the surface was a lot clearer than it had ever been," said Bebronne, a program manager with the cycling advocacy group Vélo Québec "When you're riding on a bike, just a few centimetres of snow can really make it difficult to ride. Conditions that work for cars don't work for bikes." But with these new techniques the borough is testing, "you can really see the asphalt," she said. That's why her organization has been pushing the city to get more of such equipment out on the road. The method has already been tested in Rosemont–La Petite-Patrie, and now Ville-Marie is giving it a shot, along with the Plateau. The sweepers can be deployed when the accumulated snowfall is about five centimetres or less. Tractors towing tanks filled with a calcium chloride solution then spread the solution onto the paths. The brine coats the asphalt and makes it easier to clean after the next storm. While this method could be used on sidewalks, it's not as effective on concrete, because asphalt's dark colour absorbs heat and melts the snow faster. 'If you plow it, they will come' The results on the bike paths have left everybody smiling, so far. Blue-collar workers have had no problems implementing the technique, and cyclists have been giving positive feedback, said Coun. Marianne Giguère, who is the city's executive committee member in charge of active transportation. "With all the climate changes that we have — having very cold, and then very warm, and the cold and snow and rain and everything — we need to adjust our old methods," she said. "The cyclists are quite happy," said Giguère, a councillor in the Plateau's De Lorimier district and a long-time voice for cyclists. Keeping bike paths clear in the winter is a sure way to encourage people to bike to work or school all year round, she said. "If you plow it, they will come," said Giguère. She said the number of winter cyclists is estimated to have doubled since more effort has been put into keeping bike paths clear. "In Montreal, the popularity of winter biking has risen a lot every year." Boroughs are always looking for new ways to keep streets, sidewalks and bike paths clear of ice and snow, she said — comparing notes at the end of the season on new methods they've tried. Officials also attend annual winter cycling conferences that bring municipal representatives of wintry cities around the world to share ideas. Cyclists pedalling no matter the cold Even when temperatures plummeted to bone-chilling levels by Thursday evening, cyclists were pedalling up and down Rachel Street East's protected bike path. Vélo Québec's headquarters is on Rachel Street, and Bebronne said she'd seen a mother with her two young daughters all out biking earlier in the day. When the path is clear, she said, people are more inclined to cycle, no matter how frigid the temperature. - Montreal's new 'proactive' snow-clearing plan comes without big budget boost <https://www.cbc.ca/news/canada/montreal/montreal-snow-removal-operations-20…> She, too, has seen a substantial increase in the number of cyclists using the bike path as the city improves snow-clearing techniques on bike paths. Now, she said, it's time to adopt tried-and-tested methods throughout the city. "Maybe not every borough would have to invest in such equipment, but maybe it's time to imagine that such equipment could be shared between boroughs," Bebronne said. "One piece of equipment could go over the bike path of a few central boroughs."

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WFP Editorial: Winnipeg hasn’t arrived as a cycling city (Dec19'19)
by Beth McKechnie 19 Dec '19

19 Dec '19

EDITORIAL *Winnipeg hasn’t arrived as a cycling city * https://www.winnipegfreepress.com/opinion/editorials/winnipeg-hasnt-arrived… WINNIPEG has long been known as a city that prioritizes cars. So, you’d be forgiven if your reaction was “Huh?” earlier this month when a list from online real estate brokerage Redfin ranked Winnipeg in the top 10 Canadian cities for biking. This ranking is best taken with a grain of road salt, however. Our city’s score, 61, puts us at “bikeable.” We have a good way to go before we could be considered “very bikeable” (70 to 89 points) or a “biker’s paradise” (90 to 100). Victoria, B.C., topped the list with a score of 80. For a city to rank above 90, its citizens must be able to run daily errands or commute to work via bike. Access to bike lanes, road connectivity and hilliness are all factors in the bikeability score. So, we have flatness going for us. Winnipeg’s bike-lane infrastructure, meanwhile, leaves a lot to be desired. It’s a slipshod patchwork of unprotected sharrows with few protected lanes, many of which come to abrupt ends. A lack of connectivity creates a chicken-and-egg scenario: cyclists are likely to avoid lanes that are frustrating to use, and then motorists complain that the bike lanes aren’t being used. And, as we’ve seen in the Exchange District — held up as a positive example of urban density — business owners are annoyed with what they call piecemeal development in the area, including bike lanes. Our winter-city climate is often cited as reason to not invest in cycling infrastructure, especially the kind geared toward commuter cycling. But Minneapolis, routinely ranked the most bikeable city in the U.S., has a climate similar to ours. Average highs are a few degrees warmer in the Twin Cities than in Winnipeg, but its placement on the globe means it is just as susceptible to deep-freezing arctic air masses and snowstorms as its neighbour to the north. The average annual snowfall total in the Twin Cities is 115.1 cm, one centimetre more than Winnipeg’s annual total. They’ve figured it out. Why can’t we? Bike Winnipeg’s co-chairwoman Liz Shearer told the Free Press that the lack of a fully connected cycling grid keeps Winnipeg from being a bikeability leader. But that’s only part of what’s holding us back. Beyond the accessible bike lanes, weather and terrain, a place’s “bike-friendliness” should consider the attitudes of drivers toward cyclists. Winnipeg’s bikeability score of 61 is tied with that of Toronto, a city in which 41 cyclists were killed or seriously injured in 2018. Is that really “bikeable”? An Australian study published this year found that around half of non-cyclists viewed cyclists as “less than fully human,” and that “dehumanization measures were significantly correlated with aggression toward cyclists.” It’s not a stretch to say Winnipeg can be a rather cyclist-hostile city. Yes, there are bad cyclists and bad drivers, to acknowledge another common argument. But a bike does not become lethal weapon the way a 2,000-kilogram car travelling at 60 km/h does. To become a truly bikeable city that actually merits being on a top-10 list is a noble goal. Cycling is good for our increasingly sedentary bodies and good for our environment. But getting there will involve more than building protected lanes and more cyclists embracing our designation as a winter city the way cyclists in Nordic countries have. It will also involve an attitude adjustment that extends across the broader community.

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WFP: City gives frosty reception to reopened bridge over troubled water (Dec17'19)
by Beth McKechnie 17 Dec '19

17 Dec '19

*City gives frosty reception to reopened bridge over troubled water* https://www.winnipegfreepress.com/local/city-gives-frosty-reception-to-reop… Plus CBC coverage: https://www.cbc.ca/news/canada/manitoba/men-cleared-ice-omands-creek-bridge… THERE’S not much love at city hall for the two residents who did what the entire public works department was unable to: reopen the Omand’s Creek footbridge. Brad Hignell and Chris Beauvilain spent three hours Saturday morning clearing ice from the footbridge — a key link in the active transportation network which connects Wolseley to River Heights and Assiniboine Park — which the City of Winnipeg had closed for safety concerns after an unusual late fall flood and freeze-up. While area residents may be grateful for not having to make a long cold walk or bike ride detour, the city was not impressed. “What the residents did at the Omand’s Creek footbridge, though well-intentioned, did not mitigate the public safety risk that existed at this location, as it went beyond simply clearing ice off the bridge surface,” a city spokeswoman said Monday in an email to the Free Press. “Opening and closing bridge structures can only be done by professional engineers; the residents who ultimately cleared and reopened the bridge had no way of knowing whether the structure was sound. Luckily, an inspection by our bridge engineers (Monday) morning confirmed that the bridge had not sustained any structural damage due to the ice nor subsequent unsanctioned clearing.” Despite what Hignell and Beauvilain had accomplished with a bit of sweat and hard work, the spokeswoman said conditions in the area had been simply unsafe for crews to access with their equipment. “Fluctuating water levels through late October and November caused overland flooding that formed thick, hazardous ice that — for weeks — expanded and contracted on, underneath and around the bridge,” she said. “This posed potential for damage to the bridge structure, which we were unable to inspect until the ice was cleared — a simple task in and of itself, but one the city decided not to undertake due to other, less easily mitigated hazards in the area. “When the ice formed, expanded, and contracted on the pathways, it created a two-layered system of thick, uneven surface that made the trail incredibly steep and unstable and also left a sharp drop-off leading onto the bridge. The risk of taking machinery down these pathways to adequately clear them and lay enough sand to create traction outweighed opening the area to foot and bike traffic through the winter.” City hall thus erected barricades, and forced those who used the route on foot and bike to take a long, windy detour, until Hignell and his friend (both of whom had studied engineering at university) grabbed a couple of picks, bars, shovels and a bucket of gravel. Ward Coun. Cindy Gilroy did not respond to questions on the bridge. Coun. Sherri Rollins, chairwoman of council’s protection, community services and parks committee, said she understood the two men’s frustration but said city hall opted to side with caution when safety is at stake. “Sometimes things are closed for reasons. Whether it’s high river levels, and this is a reality this year, where there’s a lot of paths and skating (closed) that isn’t about budgetary cutbacks, it’s about safety,” Rollins said. “I don’t want Winnipeggers to be confused by that.” Coun. Matt Allard, chairman of the public works committee, echoed that stance. “City staff did their job, and made a judgment call using the available information to ensure public safety,” he said in an email statement. Ironically, the public works department had envisioned such a scenario, and had proposed replacing the bridge in 2010 with one with greater river clearance. It dropped the idea in the face of overwhelming opposition from local residents. The civic spokeswoman said while the footbridge is structurally sound and safe to cross, the same can’t be said for the pathway on either side. Crews and heavy equipment were in the area Monday. “We urge anyone who chooses to use the pathway to please exercise caution and be aware of the steep incline and decline, as well as the uneven terrain,” the spokeswoman said. Anders Swanson, executive director of Winnipeg Trails Association, said the public works department appears to have done a good job keeping other parts of the active transportation network cleared this winter. “I don’t know why they gave up on the bridge,” Swanson said, adding the bike and pedestrian paths continue to be treated in a second-class fashion. “If there was a sewer line break or a big pothole in the middle of Portage Avenue, it wouldn’t be acceptable to stretch snow fencing across it and walk away.” — with files from Danielle DaSilva aldo.santin(a)freepress.mb.ca

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WFP: Driver charged with death at crosswalk (Dec14'19)
by Beth McKechnie 14 Dec '19

14 Dec '19

*Driver charged with death at crosswalk * * Police allege novice motorist not supervised* https://www.winnipegfreepress.com/local/driver-charged-in-crosswalk-death-o… A 31-year-old Winnipeg woman charged in connection with a collision at a crosswalk in March, in which a child was killed, was allegedly a novice driver who should not have been driving without supervision, police say. On Friday, Winnipeg police announced that Highway Traffic Act charges have been laid against the unidentified driver in connection with the March 18 incident that killed a four-year-old girl and injured her mother. Genet Bruk and her daughter Galila were struck at the crosswalk at Isabel Street and Alexander Avenue, on their way to Dufferin School to meet her six-year-old son at lunch time. Galila later died in hospital and her mother is still recovering from her injuries, a family friend said Friday. The charges related to the collision include careless driving causing death, careless driving causing bodily harm, disobeying a traffic device and operating a vehicle as a novice driver without a supervising driver. The driver was released on an appearance notice, Winnipeg police said in a press release. It stated the Highway Traffic Act charges were laid at the direction of the Crown. The most serious charges — careless driving causing death and bodily harm — have a maximum penalty of up to two years in prison. It defines careless driving as driving “without due care and attention or without reasonable consideration for other persons using the highway.” Had the driver been charged under the Criminal Code of Canada, the penalties would have been much harsher and required the Crown to prove the driver was criminally negligent and driving in a way that’s a “marked and substantial departure from the standard of a reasonable driver.” “That would be driving with wanton disregard — so poorly and badly in a way nobody could possibly expect for someone to operate a vehicle,” said criminal defence lawyer Scott Newman, who has no connection to the case. “The Highway Traffic Act has a lower burden of proof.” Hearing that the driver has been charged nine months after the fatal collision was news to Dorota Blumczynksa, a friend of Galila’s mother and the executive director of IRCOM Isabel, where the Eritrean family has lived since arriving in Canada last January. “If there was a mistake made or inadequate training, or someone was not supposed to be driving, should a person be held to account for their actions? Absolutely,” said Blumczynska, who doesn’t know anything about the accused. “Nothing will bring Galila back, but it’s for the safety of others.” The child’s mother, Genet Bruk, now uses a wheelchair outside the home and a walker inside the home and is receiving physiotherapy, said Blumczynska, who’s had tea at the home several times and cries with the woman every visit. “She’s got a very, very long road to physical recovery. She hopes to walk again independently.” Emotionally and spiritually, she and her husband are coping, Blumczynska said. “They have found an enormous amount of comfort in their faith. They believe their daughter was called to be at God’s side. They’re able to make sense of their world in that way and come to some peace with this tragedy.” She hopes that news of the charges being laid may act as a deterrent and prevent more fatalities. “None of the children who witnessed that accident, none of my colleagues who accompanied the (victims) to hospital or saw Galila’s lifeless body will ever be the same,” she said. “I think it’s important to understand we are accountable to one another and responsible for one another.” carol.sanders(a)freepress.mb.ca

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WFP: Omand’s Creek footbridge closed till spring due to ice (Dec14'19)
by Beth McKechnie 14 Dec '19

14 Dec '19

*Omand’s Creek footbridge closed till spring due to ice * https://www.winnipegfreepress.com/local/hazardous-ice-closes-omands-creek-f… A well-used footbridge in Wolseley, considered an integral part of the active transportation network, will be closed until late spring. City crews blocked access to the footbridge over Omand’s Creek last week, after late-November flooding submerged the structure and froze into thick, hazardous ice, public works spokeswoman Julie Dooley said. “It’s completely iced over, so it’s just not safe for people to walk over it,” she said. Every spring, the bridge is flooded when the Assiniboine River spills into the creek and submerges parts of Omand Park in Wolseley. Latefall flooding, however, is uncommon. Dooley said the crossing had been under ice for a few weeks before it was closed, and creek levels have since returned to normal. There’s no indication the structural integrity of the bridge has been affected, she said, yet the city won’t make an effort to restore public access this winter. “We appreciate the inconvenience of the closure but want to ensure all park users stay safe. Pedestrians can still access the other side of the bridge by rerouting down Raglan Street to Portage Avenue,” she said. Anders Swanson, executive director of Winnipeg Trails Association, said the closure is an example of deficiencies in the city’s maintenance of active transportation networks. “That bridge and the detour is indicative of a number of gaps in the city where we need things to be designed to accommodate all users, all year long,” Swanson said. The path through Omand Park is popular with cyclists, runners and pedestrians who use the footbridge to cross Omand’s Creek while out for walks with their dogs, running the popular Wolseley- Wellington loop or travelling between the Polo Park area and downtown. Without access to the crossing, people are choosing instead to traverse the heaved ice of the frozen creek, or head north on Raglan Street to Portage Avenue, and south again to the parkway to get to their destination, and neither option is ideal, Swanson said. “It really points to the fact that what are your alternatives? And when you have a city with the bare minimum of connectivity, every little piece counts,” he said. The bridge is also part of the North Assiniboine Parkway, which ties into the city’s planned active transportation network on Empress Street, part of a $22.83-million rehabilitation project of Empress Street and the overpass. It’s also a critical alternative to cycling on Portage Avenue, Swanson said. Given the importance of the bridge to the active transportation network, and the frequent flooding of the creek, more political attention could be paid to improving infrastructure in Omand Park, Swanson said. Raising the bridge to avoid chronic flooding would be a good starting point. danielle.dasilva(a)freepress.mb.ca

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AT Webinar: Education and Encouragement - Bringing the Right People Together (Dec18th, 2-3pm)
by Beth McKechnie 12 Dec '19

12 Dec '19

Please join Green Action Centre and Bike Winnipeg for a group viewing of the monthly APBP webinar in the EcoCentre <http://greenactioncentre.ca/uncategorized/ecocentre-directions-and-travel-o…> boardroom. This will be followed by discussion for those who wish to stay. * * * * * Education and Encouragement: Bringing the Right People Together December 18 at 2:00pm What really changes a person’s behavior? How can agencies and activists help inform appropriate behavior on our streets and pathways? When new infrastructure or operations are introduced, how can we ensure that users understand intentions and exhibit safe operation? How do we best utilize the resources of agency staff and advocacy resources to help this process? We'll examine the effectiveness of Education and Encouragement, and how to broaden the tent of who’s involved in the "soft" E's.

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