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FYI : Rapid Transit Reports Winter Cyclist Traffic on Active Transportation Networks
by Zdan, Terry (MI) 01 Nov '19

01 Nov '19

FYI - See Report # 15 http://clkapps.winnipeg.ca/DMIS/ViewDoc.asp?DocId=18504&SectionId=&InitUrl= HAPPY TRAILS Terry Zdan BA MEDes

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WFP: City tests school-zone beacons donated by businessman (Oct24'19)
by Beth McKechnie 24 Oct '19

24 Oct '19

*City tests school-zone beacons donated by businessman* * Amber markers await green light * https://www.winnipegfreepress.com/local/flashing-amber-stuck-at-red-awaitin… BUSINESSMAN Chuck Lewis is hoping to begin installing flashing amber lights, which he wants to buy for city school zones, before Christmas. Lewis said he provided one of the beacons, which is undergoing a two-stage testing process, to the city earlier this month. “They’re the same beacons that have been installed all across Toronto, so I can’t see there being any problems because I’m sure Toronto tested them, too, before they installed them,” Lewis said. Lewis, general manager of Expert Electric, has offered to purchase and install solar-powered flashing amber lights for all reduced-speed school zones in the city. A civic spokeswoman said there are 225 schools that have reduced-speed zones. Each light costs around $3,500, with two lights per zone — one for each traffic direction on an adjacent street. The minimum cost of the initiative would be $1.575 million. Some schools have more than one adjacent reduced-speed street, adding more lights and higher costs to the equation. Surprisingly, for a gift with such a large price tag, the city has acted cautiously. Lewis approached the city with the idea four years ago but was rejected by officials, who claimed the province wouldn’t allow him to do it. Coun. Kevin Klein heard about Lewis’s original offer shortly after taking office following the 2018 election, and in early July, raised it at the Assiniboia community committee. The committee endorsed it and recommended the offer to the property and development committee, which deals with offers of gifts to the city. The committee also supported the offer and instructed the administration to investigate. The administration prepared a report for the committee’s Sept. 4 meeting endorsing the offer and said a formal legal agreement would be drafted and brought back to the committee. What the public service didn’t tell the committee, however, was that the public works department wanted the lights tested before an agreement would be drafted and signed. Lewis said testing the lights before the city agreed to accept the offer made sense. “There’s no point in me giving them several hundred beacons only to learn they won’t stand up to our conditions, but I don’t see how they won’t.” Lewis said he was surprised to learn that even with the committee’s direction in September, civic officials were hesitant to buy the one light needed for testing. “They said they didn’t want me to provide a light that they might possibly wreck during the testing phase, but they said no one at city hall was willing to sign off on the purchase of the one light they needed for the test,” Lewis said. “Can you believe it? It only cost about $3,500 to buy, but no one was willing to approve the purchase. I said, ‘What the heck, I’ll buy it.’ I’m going to buy them all, anyway.” Once approved, the lights will be installed on the same posts that the reduced-speed signs are posted on. They’ll be programmed to flash only during the time stipulated in the bylaw and posted on the signs: 7 a.m. to 5:30 p.m., Monday to Friday, from September to June. Coun. Brian Mayes, chairman of the property and development committee, said councillors will get an update on the initiative at a meeting on Monday. Lewis said the city set up the beacon at one of its works yards two weeks ago for a month-long testing period, adding that will be followed by a second month-long test in a school zone. David Patman, the city’s manager of transportation, told the committee at its Sept. 4 meeting the testing is necessary to ensure it meets regulatory standards and so the city is not exposed to any future liabilities. Lewis is convinced the testing is only a formality. “They said after one month, if it passes all their tests, it will be put at a school for a month. Then after that, it’s a go,” he said. “They seemed happy with it the last time I talked to them about it. There were no concerns.” aldo.santin(a)freepress.mb.ca

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How do you measure mobility?
by Beth McKechnie 23 Oct '19

23 Oct '19

Thanks to Terry Zdan for the share of this new (U.S.) tool: *New modes of transportation are popping up in cities and towns across the world. Innovations include transportation network companies like Lyft, Uber, and Via, and more recently dockless bikes and scooters, all of which have shaken up transportation sector.* *These new technologies are likely to have dramatic impacts on the way people move – but how do we assess this impact? These new technologies provide additional choices, but which improves overall mobility? While walk or bike scores that exist in some cities are useful, they don’t look at the whole mobility picture or consider future technologies like connected cars and automated vehicles. How do we assess the energy impacts of these technologies? Evaluate their affordability? Or weigh their tradeoffs and overall impact across various dimensions? * Full story: https://www.energy.gov/eere/articles/how-do-you-measure-mobility -- 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 Analysis: Shared streets create vibrancy (Oct21'19)
by Beth McKechnie 21 Oct '19

21 Oct '19

*Shared streets create vibrancy * https://www.winnipegfreepress.com/opinion/analysis/shared-streets-create-vi… WHEN it comes to moving around our cities, Canadians live in a world of rules — green lights, yellow lights, red lights, speed limits, crosswalks, countdowns, no parking, no stopping, no riding on the sidewalk. All these rules are intended to order pedestrians, drivers and cyclists into individual corridors where each can move with blind obedience to lights and signs. They are designed to keep vehicles moving quickly, and naturally prioritize traffic flow for the largest, fastest and most dangerous road users. Sometimes a street has a different purpose, a different story to tell. Some streets are more importantly a great place than a great connector. To be this, they must be designed first as somewhere to linger, not to move quickly through. A street can be the social and economic heart of its community. Those with a strong sense of place can entice people to the sidewalks and public spaces, key to making urban neighbourhoods attractive places to live, work, shop and socialize. But when vehicle speed is prioritized, these streets feel less safe and become less attractive to sit near, live on or walk along. And as they attract fewer people, the businesses falter, the appeal to new residents decreases and the neighbourhood begins to decline. About 30 years ago, a Dutch traffic engineer named Hans Monderman looked at the design of low-traffic streets and considered ways to prioritize all users equally, to make streets safe, vibrant and attractive places for people. His radical solution was to get rid of the rules completely, calling the idea a “shared street.” Imagine sitting on a bench, enjoying a coffee, and the street in front of you looks more like a public plaza than a road. There are no curbs, and no sidewalks. Spaces are defined with trees, planters, benches and outdoor cafés. The paving pattern on the road surface appears as a single, beautiful piece of public art where parents pushing strollers, people riding bikes and even drivers in slow-moving cars mix seamlessly in a choreographed kaleidoscope of movement. It sounds like a utopian fantasy that would in reality lead to carnage in the streets, like a scene from a Mad Max movie, but shared streets exist around the world. They are counterintuitive and initially almost always met with skepticism, but they often work. In the absence of signage, lights and defined areas for each road user, people rely on social interaction to define their space. Instead of robotically following traffic signals, the natural uncertainty of the environment causes drivers to instinctively slow down (typically to 10 km/h) and become more engaged with other road users. People stop looking at signs and begin looking at each other. A pedestrian makes eye contact with a driver — a nod to go ahead, a wave, and they each proceed. When done successfully, the street becomes a place where everyone is equal, creating a safe and welcoming environment that can transform the character of an entire neighbourhood. Now imagine you are watching this scene in Winnipeg’s Exchange District. Coun. Vivian Santos is hoping this will become reality, recently bringing forward a motion which proposes a pilot project for a shared-streets concept on Bannatyne Avenue and Albert and Arthur streets, adjacent to Old Market Square. The motion was approved to proceed by a public works committee. The idea came out of recent debate about the challenges of incorporating loading zones that are being displaced by bike lanes required to protect cyclists from higher-speed vehicle traffic. The shared-streets concept maintains vehicle access, allowing loading to occur for local businesses, and eliminates the need for bike lanes because of the inherent safety of reduced traffic speeds. The proposal has these pragmatic roots, but it represents a much greater opportunity to introduce a new level of vibrancy to the Exchange District, helping to make it the destination and livable neighbourhood that it has the potential to be. Cities across the world are embracing the idea of shared streets. Most began with similar pilot projects to familiarize people with the idea, and the concept is almost always embraced and expanded. Montreal has now implemented more than seven kilometres of shared and pedestrian streets, and offers financial grants to neighbourhoods wanting to create them across the city. Halifax recently transformed two major downtown routes into shared streets, with great success, creating more people-focused spaces that support the vitality of downtown. The notoriously car-centric city of Auckland, New Zealand, has used the shared-streets idea to transform its city centre into a vibrant, pedestrian- focused neighbourhood. A program was developed in 2011 to implement the strategy, and today seven downtown streets are shared space. The results have been overwhelmingly successful, increasing pedestrian volumes by 54 per cent and consumer spending by 47 per cent, and three-quarters of all property owners claim it has added value to their businesses. The number of vehicles has fallen by 25 per cent, far fewer collisions have occurred and about 80 per cent of people surveyed say they feel safer in the area. Winnipeggers are traditionally resistant to change, but the proposal to implement a shared streets pilot project in the Exchange District is an exciting opportunity to look at how we move through our city in a new way. Back-in diagonal parking was introduced a few years ago, to high levels of public skepticism, but after a pilot program, it has become a successful norm. The physical character of the Exchange is similar to popular shared-street precedents in other cities, and represents an opportunity to create a new type of public space that makes streets safer while supporting businesses and residents. It is a progressive step forward in the goal of redefining our downtown as a vibrant and prosperous place for people. *Brent Bellamy is creative director at Number Ten Architectural Group.*

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WFP: WPS official grilled on pedestrian safety (Oct15'19)
by Beth McKechnie 15 Oct '19

15 Oct '19

*Councillors question whether increased traffic revenues sending message to drivers* * WPS official grilled on pedestrian safety * https://www.winnipegfreepress.com/local/wps-official-grilled-on-pedestrian-… WHILE A Winnipeg Police Service (WPS) finance manager was bragging about a 22 per cent rise in traffic enforcement revenue, two councillors Friday grilled her over whether police work was making city streets any safer. Tara Holowka told the city’s finance committee that while revenue from photo enforcement was down 10 per cent in 2019 compared to the same period in 2018, revenue from traditional enforcement was up 22 per cent. “So, good news on that side,” she said, adding the number of tickets issued by traffic officers was running 46 per cent ahead of 2018. Councillors Shawn Nason and Markus Chambers both took her to task on the statement. Chambers said the number of pedestrian deaths so far this year is triple for all of last year. “Revenues are up, but I don’t know if it’s keeping the population any safer,” Chambers said. Nason asked how any of her figures was good news. “Are our drivers that bad that we’re catching more?” Nason asked. “Is that a measurement of police issuing more tickets or drivers not getting the message?” Chambers asked. Being a numbers person, Holowka answered the only way she could: “It’s good for revenue.” Manitoba Public Insurance said there have been nine pedestrians killed in vehicle collisions in Winnipeg to the end of September, compared to three for all of 2018. Shawna Curtin, the secretary of the Winnipeg Police Board, told the committee that safety and enforcement were separate issues. “I don’t think we can call ticket revenue a performance measure in terms of safety,” Curtin said. “It’s not good news, necessarily, when revenue goes up, but it is a good news story that people are being sanctioned for poor driving,” Curtin said. “It’s impossible to say if that makes us safer or not,” adding similar public discussions at police board meetings and at city hall are having an effect in the community. “People are paying attention if those sanctions do have some effect.” An administrative report to the committee examining revenue and expenses from all departments shows the city is projecting a year-end deficit of $6.9 million, with the WPS accounting for $1.1 million of that. The WPS’ projected year-end deficit is attributed to the decline in photo enforcement revenue. While the WPS Q2 data shows that revenue from traditional traffic enforcement is up 22 per cent compared to the same time frame in 2018, the actual dollar difference is $230,000; while the 10 per cent decline in photo enforcement revenue is almost twice that amount, $510,000. Nason said police and city officials should focus on school zones that have a high incident of speed violations, bringing in traffic officers to target the bad drivers. “Where are the school zones that kids are being put at risk? That is important community information that we should have readily available to us,” Nason said. Nason said he’s been frustrated in his efforts to get data on speeding violations in school zones in his Transcona ward. He said a request to the public works department for an accounting by individual school zone for 2018 cannot be provided to him until sometime in 2020. “Let’s look at where people aren’t paying attention and just put physical enforcement there on occasion to change behaviours,” Nason said following the meeting. aldo.santin(a)freepress.mb.ca

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WFP: Cyclist seeks driver who hit him (Oct10'19)
by Beth McKechnie 10 Oct '19

10 Oct '19

*Motorist fled, leaving man with broken arm, leg* * Cyclist seeks driver who hit him * https://www.winnipegfreepress.com/local/badly-injured-cyclist-seeks-driver-… A CYCLIST who was hit from behind by a vehicle in a 90 km/h zone is searching for the motorist who sped away. Jordan Sylvestre was disoriented and in distress after he was knocked off his bicycle during his Tuesday morning commute. In thinking back to the frantic moments that followed, the 34-year-old cyclist remembers one thing for certain — “There were no brake lights,” which showed the driver didn’t slow down after hitting Sylvestre. At 6:12 a.m. on Tuesday, Sylvestre was biking southbound on Pipeline Road, just south of the Perimeter Highway, when he was struck by a vehicle that sped off toward the city. “I was blindsided at about 90 km/h, I should be dead,” he said during a phone interview from his home in West St. Paul on Wednesday. He survived the hit and run, but not without being severely injured. Sylvestre broke his leg and arm and suffered abrasions all over his body. Now, he and his family are searching for the motorist responsible. They only know the person was driving a silver Honda. Pieces of the car, including its right passenger mirror, were scattered on the side of the asphalt road after the incident. “If anybody has seen, in their neighbourhood or in a parkade or at work, a silver Honda that’s missing a passenger mirror, and potentially, likely other damage to the front or side, right corner, alert police,” he said. (Anyone can submit a tip to the Winnipeg Police Service at 204-986-6222 or Crime Stoppers at 204-786-8477.) A local police spokesperson said the incident took place outside of its jurisdiction, although Sylvestre said he filed a report with Winnipeg police. WPS did not respond to a followup request. RCMP did not respond to multiple requests for comment on Wednesday. Sylvestre has been commuting to his engineering job in the city from the rural municipality northwest of Winnipeg for about two years. He was wearing a helmet and headlamp and his bike was equipped with a back light. While he has always enjoyed the exercise, he said he might put his bike away after the traumatic incident. “I can only be as safe as the most unsafe driver out there, so I need to figure out, especially now with a young (daughter), whether I want to put myself in that position again,” he said. All collisions are preventable as far as the executive director of Bike Winnipeg is concerned. “I don’t think there’s any way you wouldn’t have seen him, unless you’re really oblivious and texting or something, which is also incredibly dangerous,” Mark Cohoe said. Cohoe said there’s a need for the city and province to recognize that suburban areas require infrastructure that protects all road users, including lower speed limits. “I don’t think I’d want to be passed at 90 km/h on that road,” he said. maggie.macintosh(a)freepress.mb.ca Twitter: @macintoshmaggie

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WFP Analysis: Pedestrian scrambles would be street smart (Oct9'19)
by Beth McKechnie 09 Oct '19

09 Oct '19

*Pedestrian scrambles would be street smart * https://www.winnipegfreepress.com/opinion/analysis/pedestrian-scrambles-wou… LIKE oil and water, vehicles and pedestrians don’t mix easily. Winnipeg has the death toll to prove it. To improve the chances that pedestrians and cyclists can get home safely, the city recently introduced several proactive measures. Another batch of changes is about to be devised, including the expected introduction of pedestrian scrambles, a measure for which the city’s public works department has high hopes. “We think this will have an effect on removing the conflict between pedestrians and motorists,” David Patman, manager of transportation, said during a recent committee meeting. In theory, pedestrian scrambles are a good concept. Signals stop all vehicular traffic simultaneously, and pedestrians and cyclists safely cross the intersection in every direction, including diagonally, at the same time. The scrambles are being considered by public works as part of something called the Road Safety Strategic Action Plan, a blueprint to make Winnipeg roads safer. The city advertised for consultants to help compose the plan and will award the contract on Oct. 29. The city is also considering cameras at more intersections, new flashing countdowns at crosswalks and protected left-turn lanes. These would add to a strategy of big and small changes already completed and obvious to everyone who drives regularly on Winnipeg roads. Small changes include signage warning drivers about high-risk intersections, more “walk” signals that count down the time before the signal turns to “don’t walk,” speed tables that grab the attention of drivers by raising the road surface about eight centimetres for a length of seven metres, and a building spree of 43 new stop signs and 27 new pedestrian crosswalks. Larger changes include expanded bike lanes, with Wolseley and West Broadway likely the next to get better cycling routes. Also, several years ago, 30 km/h speed limits were instituted at 230 school zones. The traffic planners at city hall are doing many things right. The problem is a small but hazardous number of Winnipeg drivers who are distracted, aggressive and feel the rules of the road don’t apply to them. Ten pedestrians have been killed in Winnipeg so far in 2019, which is more than triple the three pedestrians killed last year. And all urban cyclists tell horror stories of getting cut off, edged out or hit by vehicles whose drivers scoff at the notion that bicycles have just as much right to the road as motor vehicles. These dangerous drivers will likely get irate when they experience how scrambles negatively affect vehicle traffic. In scrambles, red lights for vehicles last longer so pedestrians and cyclists in all directions have time to get across. That means lineups of vehicles grow longer, particularly during rush hour. In New York, some scrambles have congested vehicular traffic to the point of gridlock. To anticipate how some drivers will react to scrambles, look at the public opposition when 30 km/h speed limits were instituted around schools several years ago. The purpose was to keep children safe; who could object to that? A small but vocal number of Winnipeg drivers, that’s who. Many publicly expressed vexation when ticketed for speeding through the school zones, even though slowing down would have added only about 10 seconds to their trips. Precedent shows some Winnipeg drivers don’t learn easily. Zipper merging is a good example. Advertising campaigns have tried to teach Winnipeg drivers that, when two or more lanes of traffic approach a bottleneck, drivers from each lane are supposed to take turns entering the gap, like a zipper. There’s lots of opportunity to practise these days on the many Winnipeg streets where lanes suddenly end because of construction. But many inconsiderate drivers defend their position in line by blocking others from entering ahead of them. When these same drivers encounter scrambles, some will get clench-jawed angry that their routes have been slowed considerably for the convenience of pedestrians and cyclists. It won’t do any good to tell these drivers they should commend, not condemn, their fellow Winnipeggers who walk and cycle to benefit the environment and their personal health. In Winnipeg, the car culture rules. People choose retail and recreational outings based on the availability of parking, fast-food restaurants find great success by serving diners in their vehicles and zoning bylaws let downtown be dominated by ugly parking lots. It’s not wrong to enjoy our vehicles. But it is wrong for drivers of vehicles to endanger the smart people whose transportation choices include a bicycle or sturdy walking shoes. The angry drivers will just have to live with it as pedestrians and cyclists are prioritized. Scrambles are one more way Winnipeg’s traffic scene is heading in the right direction. *Carl DeGurse is a member of the Free Press editorial board.* carl.degurse(a)freepress.mb.ca

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AT Webinar: Estimating Demand for Biking and Walking, Oct 16th, 2-3pm
by Beth McKechnie 08 Oct '19

08 Oct '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. Wed, October 16th, 2-3pm If We Build it, Will They Come? Estimating Demand for Biking and Walking It is an age-old question: How do we make the case for investing in bicycling and walking without solid evidence that the results will pay off? This webinar will explore traditional methods, as well as emerging practices for estimating demand and benefits of bicycling and walking. Presenters: - Summer Jawson, PE, Seattle Department of Transportation - Farnaz Sadeghpour, Ph.D., University of Calgary

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FYI New Zealand: Factors Affecting Cycling Levels of Service
by Zdan, Terry (MI) 08 Oct '19

08 Oct '19

[http://www.trb.org/Resource.ashx?sn=viewthispdf]<https://www.nzta.govt.nz/assets/resources/research/reports/660/660-Factors-…> [http://www.trb.org/Resource.ashx?sn=sponsorbeta]<http://www.trb.org/main/blurbs/179712.aspx> [http://www.trb.org/Resource.ashx?sn=buythisbook]<https://www.mytrb.org/Store/Product.aspx?ID=> Factors Affecting Cycling Levels of Service https://www.nzta.govt.nz/assets/resources/research/reports/660/660-Factors-… 179712 Factors Affecting Cycling Levels of Service New Zealand cyclists' perception of levels of service is explored in a report<https://www.nzta.govt.nz/assets/resources/research/reports/660/660-Factors-…> from the New Zealand Transport Agency. The goal of this report is to provide a user-centered approach to assess existing and proposed facilities that would enable better-informed decisions about cycling levels of service to plan and design bicycle facilities in New Zealand. HAPPY TRAILS Terry Zdan BA MEDes

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FYI Why Don’t Women Cycle? A Case Study of Women’s Perceptions of Cycling in San Francisco
by Zdan, Terry (MI) 08 Oct '19

08 Oct '19

Why Don’t Women Cycle? A Case Study of Women’s Perceptions of Cycling in San Francisco<https://odlinks.govdelivery.com/track?type=click&enid=bWFpbGluZ2lkPTM1NjEyM…> [http://apps.trb.org/images/enewsletter/blank.png]<https://odlinks.govdelivery.com/track?type=click&enid=bWFpbGluZ2lkPTM1NjEyM…> Women’s perceptions about bicycling in San Francisco are explored in a report<%20https:/safetrec.berkeley.edu/sites/default/files/whydontwomencycle_9.3_v2.pdf> from SafeTREC at the University of California at Berkeley. Actual safety and women’s perceptions of it may play significant roles in whether or not they choose to bicycle in urban areas. HAPPY TRAILS Terry Zdan BA MEDes

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20mph zones effective in reducing road casualties
by Zdan, Terry (MI) 07 Oct '19

07 Oct '19

UK researchers show 20mph zones effective in reducing road casualties<https://www.greencarcongress.com/2019/10/20191007-20mph.html> 07 October 2019<https://www.greencarcongress.com/2019/10/20191007-20mph.html> A review of published evidence by a team of researchers in the UK has found<https://www.qub.ac.uk/News/Allnews/QueensUniversityBelfastresearchersshow20…> 20mph zones to be effective in reducing the number and severity of traffic collisions and casualties. The research, published in the Journal of Transport and Health provides important evidence to support the implementation of 20mph speed zones across the UK and Europe. The research, funded by the National Institute for Health Research (NIHR), is part of the largest and most comprehensive study to date into the effects of 20mph speed limits and speed zones to be undertaken in the UK. HAPPY TRAILS Terry Zdan BA MEDes

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WFP: Transit corridor well on track, under budget (Oct2'19)
by Beth McKechnie 02 Oct '19

02 Oct '19

*Transit corridor well on track, under budget * https://www.winnipegfreepress.com/local/transit-corridor-well-on-track-unde… THE southwest transit corridor will be finished eight weeks ahead of schedule, with another $40-million reduction in cost. Councillors on the public works committee were told Tuesday the revised cost is now expected to be $420 million. It was originally set at $589 million. “We’re well under budget and well ahead of schedule,” said Dave Wardrop, the city’s chief transportation and utilities officer. Work on the corridor was scheduled to be substantially complete by the end of the year, and transit service, following several months of driver training, was to begin in April. Wardrop said the active transportation (pedestrian and cycling paths) along the corridor will be open later this month, but the city will not implement transit service until April, to coincide with the start of Transit’s spring bus schedule. Based on figures Wardrop provided to the committee, the city’s share of the project is expected to decline from the original $225 million to between $160 million and $165 million. The provincial share will match the city’s contribution. Wardrop said the federal government’s share of the project will be in the range of $90 million to $100 million. The project’s original cost was reduced by $120 million after the design and construction contract was awarded to the winning consortium, which developed the lower cost estimates. As a result of a motion from Coun. Janice Lukes and the Assiniboia community committee, the administration will be directed to produce an annual report measuring and assessing the value-for-money benefits of the new corridor. Lukes told the committee that the public needs to know the benefits promised with the corridor are actually being realized once it’s put into service. “We need to see data and information and reports... I want the public to see the positive impacts that this almost$500-million investment is making in the city of Winnipeg,” Lukes said. “If we’re going to go forward on more rapid transit corridors, we need to really have a clear understanding how this thing is working and the benefits it brings.” Lukes said the annual reports should clearly demonstrate how the corridor is meeting expectations in terms of ridership, reduced traffic congestion and improved transit service. Lukes also wants to see pedestrian and cycling path linkages to the corridor on a regular basis in future years. “If we don’t see amazing results from a $500-million infrastructure investment, how are we going to convince other people that we should be doing this elsewhere?” Ribbon cutting on the Jubilee/Pembina underpass was held on Sept. 27. Wardrop said all concrete pouring has been completed on the corridor and landscaping work is underway. Other project milestones reached in the project include: ● paint markings and signage on the corridor; ● painting and signage on the active transportation pathway along the corridor; ● and shelter installations at all seven stations. Most of the recent project savings are the result of unspent contingency funding, Wardrop said, but he added contingency dollars are being retained in the budget to deal with unexpected property acquisition costs and potential contractor disputes. aldo.santin(a)freepress.mb.ca

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WFP: Shared-street concept proposed for Exchange District pilot project (Oct2'19)
by Beth McKechnie 02 Oct '19

02 Oct '19

*Shared-street concept proposed for Exchange District pilot project * https://www.winnipegfreepress.com/local/committee-backs-study-of-shared-str… COUN. Vivian Santos is proposing an experimental street concept for areas of the Exchange District, after the public works department narrowed a portion of a sidewalk along Main Street. Santos said she’s unhappy with the decision by the department to alter the sidewalk on the west side of Main at Bannatyne Avenue, and said the city needs to find an alternative way to accommodate vehicles, pedestrians and cyclists. “I was very disappointed with the new loading zone on Main Street. I wanted to find a better solution for the Exchange District area,” Santos said at Tuesday’s public works committee meeting. The sidewalk was narrowed to construct a pedestrian drop-off at the northwest corner for students attending a private music and dance school, the City of Winnipeg administration said. Santos is proposing a “shared-street” concept for three areas of the Exchange, where vehicles, pedestrians and cyclists can safely travel. The changes she envisions through the pilot would include a reduced speed limit; allowing pedestrians to cross the street at any point, not just at controlled intersections; and raising the road bed to match the sidewalk, making it easier for pedestrians, including those with physical disabilities, to cross the street at any point. The locations for the trial would be on Albert Street, Arthur Street, and Bannatyne Avenue between Main and King streets. Much of the Exchange District is treated by pedestrians and motorists as a shared street already, she said. “We all know the Exchange District is a pedestrian-friendly area so I feel Winnipeggers (are) ready for this shift. That’s why I’m calling for a pilot project, just to do small steps,” Santos said. “Eliminating the traditional segregation of vehicles, pedestrians and cyclists can create a shared and more vibrant streetscape.” The committee supported Santos’s proposal for the city to consult with area businesses and residents about the possibility of implementing the shared street concept on a pilot basis. The administration was directed to develop a cost estimate and conceptual design for the committee within six months. Similar configurations have been implemented in pedestrian-popular areas such as Banff, Alta., and Montreal, Santos said. “I have always been a big proponent of making our downtown and Exchange District more pedestrian and cyclist friendly,” she said. “I know that not every other city’s design concept can work in Winnipeg, but I believe this shared-streets concept is a very positive balance that the Exchange District desperately needs to accommodate vehicular traffic, cyclists and pedestrians.” aldo.santin(a)freepress.mb.ca Councillors disappointed with lack of consultation WINNIPEG city councillors renewed their concerns Tuesday over the public works department reducing the width of a portion of the sidewalk along Main Street without informing elected officials. Couns. Jeff Browaty and Vivian Santos said they were disappointed with the department’s decision to dig up the sidewalk on the west side of Main Street at Bannatyne Avenue to accommodate business operators who wanted a drop-off zone for deliveries and clients. “Main Street is one of those streets where there is a lot of pedestrian activity and we need that space,” Browaty said during the public works meeting, adding he doubted during the winter months there would be enough space left for people to walk when snow gets piled up. “It’s simply too narrow for a street like Main Street.” Browaty said wide sidewalks are specifically cited in civic policies as a way to encourage pedestrian activity. “Arbitrarily taking out a sidewalk… is a step backward that shouldn’t have been done bureaucratically,” he said. “It seems surprising that the department has the autonomy and authority to do this without having to consult with the area councillor or having some political direction.” Browaty later told reporters the work shouldn’t have been done without first consulting the ward councillor (Santos) and he didn’t understand the rationale (the building has a parking lot on the north side and there is parking allowed on the west) or how the department was able to pay for the project. “I’m kind of curious how this all came to be,” Browaty said. Santos told reporters she thought the work shouldn’t have been done, adding, however, she understood the department had the authority after council gave blanket approval to a downtown sidewalk enhancement program. “I’m not accepting it. I still feel it’s very disappointing what’s happened here and I wish public works had at least consulted with me,” she said. City officials acknowledged last month they had not advised or consulted with Santos on the project, and promised not to let that happen again. — Aldo Santin

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WFP Analysis: Narrowing sidewalk a step backward (Sep30'19)
by Beth McKechnie 30 Sep '19

30 Sep '19

*Narrowing sidewalk a step backward * https://www.winnipegfreepress.com/opinion/analysis/narrowing-sidewalk-a-ste… ALMOST since the invention of the automobile, downtown Winnipeg has been shaped by cars. In 1931, right turns on red lights were introduced, diagonal parking was removed and one-way streets began to appear. In 1955, streetcars were discontinued and the elm trees that lined the once-residential streets were cut down to widen the roads. Housing was slowly bought up and turned into parking lots. Today, with more than 32,000 stalls, a staggering 40 per cent of downtown’s land area is dedicated to parking. This slow evolution of prioritizing cars over places for people transformed the character of downtown — its pedestrian barricades, wide roads and windswept parking lots left few places for people to linger and enjoy. We designed for cars and we got cars, lots of them. Our once bustling sidewalks today see the fewest pedestrians and are lined by the lowest number of retail storefronts of any major Canadian city. There is no longer a downtown shopping street, and even the Exchange District, with all its charm, has fewer storefronts and restaurants than similar areas in other cities. Over the past decade, however, this has slowly begun to change. Beginning with the construction of Waterfront Drive, we have started to use the design of our streets to bring people back. Sidewalks have been widened and improved, bike lanes have been installed and, after almost 90 years, diagonal parking has returned. There has been a great investment in public space, with new lighting, public art, trees, benching and other street furniture. Innovative government tax incentive programs that have in the past driven residential growth have helped make downtown a more attractive place for people are working. More people live downtown today than ever have, and the population of the Exchange District has gone to 2,500 from 250 in 15 years. Shops and restaurants have begun to follow. Recently, however, we took a small but important step backward, when a segment of the sidewalk on Main Street at Bannatyne Avenue was reduced by more than half to add a drop-off lane to a street that is already eight lanes wide. The resulting sidewalk, about two metres wide, is narrower than the city’s own standards for accessibility, even before factoring in snow accumulation and space for vehicle-door swings. The design was explained as a compromise to provide tenants of the adjacent building a new drop-off area, sometimes for children, after loading on Bannatyne Avenue was moved across the street to accommodate a new bike lane. If we look holistically at the overwhelming amount of adjacent area given to cars, it suggests there may have been opportunity to find the compromise within existing vehicle space. The building has two associated surface parking lots. One takes up a significant portion of Old Market Square, an important public place, and the other creates a permanent open space along Main Street and a driveway across its sidewalk. Main Street itself is eight lanes wide and has curb-lane parking and loading all the way down its length, including on the blocks directly on either side of the new drop-off area. It is unclear why that configuration was not pursued on this block. Bannatyne Avenue has parking and loading zones on the opposite side of the street, less convenient, but a possible compromise might have been for parents dropping off their children to get out of their cars and escort them the short distance to the building entrance. We have been making progress creating spaces that invite more pedestrians, but narrowing sidewalks works to repel them. It demonstrates the difficult challenge planners and engineers face, balancing the needs of cyclists, drivers and pedestrians, particularly in response to the demands of local, street-level business. Downtown Winnipeg is in a unique transition phase. There are so few street-level shops because downtown has been designed to prioritize drivers, making it an unattractive place to walk. This has resulted in too few pedestrians on the sidewalks to support businesses, which in turn requires increased space for cars to attract more drivers to help support the shops. It creates a challenging cycle: drive-up business may represent a smaller proportion of downtown storefront commerce, but removing even a few parking stalls can be enough to affect the viability of a shop or restaurant. This has put downtown shop owners in a difficult position, as they generally believe part of what they are selling is a unique urban experience that includes bike lanes and great pedestrian environments, but, in the short term, they need parking to survive. This becomes even more important with residential growth slowing because of the end of tax incentives and bike-lane implementation that has been slow to create a complete functioning network that will increase the number of cyclists to replace business lost by the removed parking spaces. It is generally recognized that to have prosperous storefronts and sidewalk-focused commerce in downtowns, the only viable long-term solution is to attract more pedestrians and grow the population so businesses are supported locally. This explains why the city has worked so hard to incentivize residential growth, redesign public space and add bike lanes — all initiatives that have proven in other cities to be very good for urban business in the long term. The current challenge is a difficult one. We have made strides toward the continuing goal of a downtown that attracts people to live, work and shop, but as we move forward, it is important to not take our eye off that goal and do what we can to avoid trading pedestrian space for car space, which reduces accessibility, degrades the pedestrian experience and is likely a step backward in downtown’s long-term evolution. *Brent Bellamy is creative director at Number Ten Architectural Group.*

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FYI Cities need to encourage cycling with 10 easy steps, report finds
by Zdan, Terry (MI) 26 Sep '19

26 Sep '19

https://www.cbc.ca/news/canada/toronto/cycling-bikes-visionzero-climate-env… https://www.tcat.ca/resources/increasing-cycling-in-canada-a-guide-to-what-… https://www.tcat.ca/wp-content/uploads/2019/09/Increasing-Cycling-in-Canada… HAPPY TRAILS Terry Zdan BA MEDes Policy and Legislation Unit | Manitoba Infrastructure 1520 215 Garry Street Winnipeg MB R3C 3P3 C 204 227 3724 E Terry.Zdan(a)gov.mb.ca<mailto:Terry.Zdan@gov.mb.ca> [winnipeg-jets-logo-new] "...Resilience is the ability to prepare and plan for, absorb, recover from, and more successfully adapt to adverse events..." þ Think green, read on screen | Soyez écolo, lisez à l'écran

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WFP: Pedestrian deaths up in 2019, MPI warns (Sep25'19)
by Beth McKechnie 25 Sep '19

25 Sep '19

*Pedestrian deaths up in 2019, MPI warns* https://www.winnipegfreepress.com/local/mpi-issues-alert-as-annual-pedestri… MANITOBA Public Insurance is warning pedestrians and motorists alike to stay alert on the roads, as this year’s pedestrian fatality count approaches a record high. Manitoba has seen 12 pedestrian deaths on public roadways so far in 2019 — the same number as the annual average over the past five years, and the highest nine-month count in the past 20. “This isn’t about pointing the finger of blame, this is all about raising road-safety awareness so both (pedestrians and motorists) can use the road safely and get home safe,” MPI spokesman Brian Smiley said Tuesday. A total of 972 pedestrians were involved in incidents — 147 of which resulted in serious injuries, while 68 were fatal — in 2013-18. The record-high of 16 pedestrian fatalities during a single year occurred in 2007. Historical data indicates about half of all pedestrian deaths occur at intersections. One in 10 deaths take place either between intersections or when pedestrians are walking on roadways. Smiley said while MPI has observed bumps in statistics during January and February, when roads are covered in ice, and in July and August, when pedestrians are out and about in the warm weather, collisions involving pedestrians are a year-round concern. Last year, MPI launched “Save the 100,” a roadsafety campaign with the same premise as the Vision Zero strategy. “One fatality is far too many,” Smiley said. A road-safety strategy born in Sweden in the 1990s, Vision Zero seeks to eliminate all traffic fatalities and severe injuries, while simultaneously making a city safer and accessible for all residents and visitors to navigate. Similarly, Towards Zero (fatalities) is a traffic-safety approach that recognizes pedestrian deaths are preventable while driver error is unavoidable, so traffic infrastructure must be forgiving of that. The City of Winnipeg has adopted the latter and is seeking applications for a $275,000 contract to develop a five-years-and-beyond plan to assess road safety. Applications are due by Oct. 8. Meanwhile, next week, world-renowned traffic safety experts will be in Winnipeg for the second annual Mode Shift festival, five days of events centred around transportation, culture and health, to discuss how the city can mimic the successes seen in other parts of the world (such as Amsterdam). The Forks is hosting a Vision Zero panel discussion Oct. 1. “We need to undo some of the endemic issues we have with the built environment by investing heavily in things like traffic calming, upgraded crosswalks, changing laws around speed limits,” said Anders Swanson, program director at Mode Shift 2019, organized by the Winnipeg Trails Association. Swanson is in favour of a policy on the table at city hall to lower the standard residential speed limit in Winnipeg to 30 km/h from 50 km/h. “If we design a city that’s intended to move machines around as quickly as possible, we have a city that’s not worth living in,” he said. Smiley agreed, noting the chance of survival after being hit by a car going 50 km/h or less is much higher than otherwise. A future with zero annual fatalities, he said, must involve a number of partners, with municipalities and law enforcement at the forefront. More traffic circles, speed-reducing bumps and jaywalking tickets could improve safety, Smiley added. maggie.macintosh(a)freepress.mb.ca Twitter: @macintoshmaggie

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Selective enforcement of rule-breaking on public roads & sidewalks
by Charles Feaver 24 Sep '19

24 Sep '19

An interesting point of view regarding Amsterdam scofflaw cyclists, relevant to enforcement for successfully implementing Vision Zero policy: https://www.youtube.com/watch?v=XypDTdd4qr0 <https://www.youtube.com/watch?v=XypDTdd4qr0&feature=share&fbclid=IwAR1wReLh wF5X83Gv3-FUL4HwvI4W1XPibQIf6-gb7qkKxzYgl3U2A8fd5gw> &feature=share&fbclid=IwAR1wReLhwF5X83Gv3-FUL4HwvI4W1XPibQIf6-gb7qkKxzYgl3U2 A8fd5gw Having ridden in Amsterdam at dusk in rush hour, I can confirm that there is a lot of crazy rule-breaking going on, but nobody gets excited. Charles

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Mode Shift Video Release and Nuit Blanche
by Anders Swanson 24 Sep '19

24 Sep '19

Mode Shift just released a new short film for 2019 on Facebook <https://www.facebook.com/WinnipegTrails/videos/484319538788135/?__xts__[0]=…> or Twitter <https://twitter.com/WinnipegTrails/status/1176512183229984768> or Instagram <https://www.instagram.com/p/B2zGGB0AtXd/>. Like Mode Shift Festival itself, the film is blend of sharing new ideas and taking action. So, it is a piece about things that have happened, things that should happen. This one touches on speed limits and a kid's right to street hockey, but also family, dance, fairness, the joy of experiencing the world under your own power no matter how you move ...or who you are and the urgency of building better cities. It is meant to be about perspectives on how we connect as people, and intends to people excited for the many events happening next week, - which is why I am sharing it with you. As an annual event, Mode Shift intends to release a new video like this each year, to capture some of the changes that have gone on in the time between events and to provoke conversation on the salient issue being discussed as a city so we can look back and see these moments in time and watch ourselves change. If you enjoy it, please share. And if you see a GIANT version of this projected on a building somewhere during Nuit Blanche <https://nuitblanchewinnipeg.ca/> this Saturday, come say hi to the team! Anders

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Children's independence & long term health
by Charles Feaver 24 Sep '19

24 Sep '19

Worth the read: https://www.theglobeandmail.com/life/health-and-fitness/article-our-societys -culture-of-fear-is-holding-back-childrens-fitness/ Our society's culture of fear is holding back children's fitness . Larouche is the lead author of one of the two new studies, which together make the case that fitness patterns established in childhood have lasting effects on adult health, and these patterns can be influenced by a wide variety of sometimes unexpected factors such as parental attitudes about traffic and morning temperatures. . . The biggest and most easily modifiable factor affecting how much the children moved was the amount of time they spent outdoors. "Studies comparing physical activity in indoor versus outdoor environments have consistently found that children are more active outdoors," Larouche says. "Other studies suggest that children may be more active if, as adults, we back off and let them play." There were also some more subtle indicators that, in some cases, varied by gender. Boys were less active if their parents reported driving to work, were worried about traffic or were worried about other people in their neighbourhood. Girls were more active as the morning temperature warmed, adding 77 steps a day for each additional degree Celsius. Active travel to school also played a role, but in general the children (who were between 8 and 12 years old) had low levels of independent mobility, as assessed by whether they were permitted to do six things on their own: travel to and from school, travel to other places within walking distance, cross main roads, go on local (non-school) buses and go out alone after dark. On average, the children in the study were permitted to do two of these things . Charles Feaver

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Safety in numbers vs bike infrastructure
by Beth McKechnie 19 Sep '19

19 Sep '19

Don't like reading studies? Check out this 3:25' video explaining the research and conclusions. (If only all research was summarized this way!) https://www.youtube.com/watch?v=YwYeNz1jCkM&feature=youtu.be&fbclid=IwAR13u… *WHY CITIES WITH HIGH BIKING RATES ARE SAFER FOR ALL ROAD USERS* In a study published in the Journal of Transport & Health, which analyzed 13 years of data from 12 large US cities, researchers investigated over 17,000 fatalities and 77,000 severe injuries. (Why Cities with High Bicycling Rates are Safer for all Road Users: http://bit.ly/2KGADSS <https://pps.us2.list-manage.com/track/click?u=2c803e70a8ad33c13a95a1ee6&id=…> ) Their results suggest that more bicyclists is not the reason these cities are safer for all road users. Better safety outcomes are instead associated with a greater prevalence of bike facilities--particularly protected and separated bike facilities--at the block group level and, more strongly so, across the overall city. Higher intersection density, which typically corresponds to more compact and lower-speed built environments, was strongly associated with better road safety outcomes for all road users. A companion video explains the paper and findings: http://bit.ly/2QqcWTw <https://pps.us2.list-manage.com/track/click?u=2c803e70a8ad33c13a95a1ee6&id=…> -- Beth McKechnie (she/her/hers) *| *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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France subsidizes e-bike purchase | California provides e-bike / bikeshare vouchers for car trade-in
by Beth McKechnie 19 Sep '19

19 Sep '19

*FRANCE SUBSIDIZES E-BIKE PURCHASE, US DOES NOT* Streetsblog reported that lawmakers in France announced last week e-bike owners in the greater Paris area may soon be able to get half the cost of their wheels--up to 500 Euros ($553)--paid for by the government as part of an effort to boost the eco-friendly vehicles. In the US, federal tax breaks that can knock up to $7,500 off the cost of a new electric vehicle have been available to car drivers for years, but those hoping to upgrade their old 10-speed to an e-bike have always had to pay cost. Presently, there isn't a hint of federal legislation that would provide tax relief for e-bikes, whose widespread adoption studies say could significantly reduce the amount of greenhouse gases released into the atmosphere. http://bit.ly/2QhfTpb <https://pps.us2.list-manage.com/track/click?u=2c803e70a8ad33c13a95a1ee6&id=…> *CA: TRADE IN CAR FOR E-BIKE OR BIKE SHARE VOUCHER* Electrek reported California's "Clean Cars 4 All" program has already helped many people trade in old, polluting gas cars for subsidies to buy electric cars or hybrid cars. A new bill recently signed into law now includes vouchers for electric bicycles and bike-sharing programs in the program. (SB-400 Reduction of Greenhouse Gases Emissions: Mobility Options: http://bit.ly/2At6lg6 <https://pps.us2.list-manage.com/track/click?u=2c803e70a8ad33c13a95a1ee6&id=…>) http://bit.ly/2AsoFGb <https://pps.us2.list-manage.com/track/click?u=2c803e70a8ad33c13a95a1ee6&id=…>

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ModeShift Program Announcement
by Anders Swanson 17 Sep '19

17 Sep '19

Hello AT-Network, Check out the program-at-a-glance and new event details <https://modeshift.ca/events/>. We feel that it is rare, exciting, worthwhile and... ambitious event. *If you are willing to share on social media, it is much appreciated. * Share the program on Facebook <https://www.facebook.com/WinnipegTrails/posts/2433602183389980?__xts__%5B0%…>, Twitter <https://twitter.com/WinnipegTrails/status/1173992349187366912> and Instagram <https://www.facebook.com/WinnipegTrails/posts/2433602183389980?__xts__%5B0%…>. Some recent highlights now confirmed: - SpaceMODE: an attempt to recreate the famous advocacy image showing the space taken up by 4 kinds of transportation, outside the CMHR. Sign up here - KidMODE: a new conference stream for you and youth at heart, including a contest being fanned out to schools in Winnipeg, teaching about traffic calming, street hockey and redesigning streets - A day long Street Party at IRCOM on Ellen with street furniture building, street food, painting, games, hockey, the Walktober launch, masterclasses and walkabouts on Wednesday October 3 - We have a number of new panelists joining on the topic of road safety technology, chronic disease prevention and vision zero including Karen Laberee Dr.Gillian Booth and Craig Milligan. - We are also very excited to welcome our own Dr.Gillian Booth, Janell Henry and more. Depending what you are into, the best may be yet to come. Stay tuned for more for more details about MovieMODE and DanceMODE... ....and a very special Vision Zero event at the Forks! You can register here. <https://www.eventbrite.ca/o/winnipeg-trails-association-17054822883> Hope to see you there! Anders ModeShift PS. Huge kudos to the many of you on this mailing list or part of our sponsor and organizing team who have helped make it happen. Really.

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WFP Editorial: For cyclists, permanent protection preferred route (Sep16'19)
by Beth McKechnie 16 Sep '19

16 Sep '19

*For cyclists, permanent protection preferred route * https://www.winnipegfreepress.com/opinion/editorials/for-cyclists-permanent… A recent City of Winnipeg report shows that when it comes to safe cycling infrastructure, half-measures don’t cut it. The report, which was sent to the city’s public works committee this week, says temporary plastic pylons separating the cycling lane along Pembina Highway from the other lanes of traffic were both expensive (part of a $21-million cycling-path initiative) and largely ineffective (they were flimsy and often driven over by motorists). Cycling lanes in other parts of the city employ similar pylons; the one on Sherbrook Street has a variety of rider-safety mechanisms, depending what block you’re cycling along. They include concrete curb-height barriers between the bike lane and motorist, the aforementioned pylons and nothing more than a line of paint. Trails Winnipeg executive director Anders Swanson and Bike Winnipeg executive director Mark Cohoe agree that the inconsistent nature of cycling lane infrastructure along Pembina Highway has been a disincentive to cyclists using it. This is a bit like being at a pedestrian crossing that sometimes lets you cross a busy thoroughfare but most of the time doesn’t let you cross at all. You’d quickly find another place to cross the street. So it is with safe, permanent bike lanes. The pylons have typically been removed in the winter, which meant the bike lane effectively became invisible. Non-cyclists may argue that nobody rides their bike in the winter (demonstrably not true, even in Winnipeg), but it becomes something of a chicken-or-egg question: if the lane intended to allow cyclists to ride safely isn’t reasonably clear of snow and visible to motorists, why would anyone on a bicycle risk using it in the winter? The simple reality that it’s easier to effectively clear snow from permanently protected bike lanes makes the argument for them stronger. Yes, a permanent cycling-lane barrier, even one not as wide as a sidewalk, takes up room on the road. However, the reason it’s there is safety. And although an adequate bike lane and a corresponding permanent barrier could remove an entire lane of vehicular traffic, the safety that is gained actually means less traffic headaches for motorists. First, it prevents motor-vehicle drivers from plowing over flimsy plastic barriers and risking a collision with a cyclist, while at the same time preventing cyclists from weaving out of their lane to avoid a puddle or a pothole. Second, on any Winnipeg street, consider how many cars passing by have more than one occupant. Given this city’s car-focused infrastructure and Winnipeggers’ seemingly unshakable attachment to their automobiles, the ratio is often one human to one vehicle. If a safe-cycling option convinced even a fraction of those motorists to trade four wheels and internal combustion for two wheels and pedal power, it would remove a lot of vehicles from rush hour. That would also hold true for increasing the number of year-round cyclists. The pesky Pembina pylons were installed before the city’s active transportation plan was introduced in 2014, so they were a stopgap measure at best. As the city moves forward with making its infrastructure work for everyone, permanent barriers that allow motorists, cyclists and pedestrians to navigate our streets safely is an option that should be built in.

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CTV News: City councillor wants better solution for sidewalk being narrowed in Exchange District (Sep15'19)
by Beth McKechnie 16 Sep '19

16 Sep '19

City councillor wants better solution for sidewalk being narrowed in Exchange District https://winnipeg.ctvnews.ca/city-councillor-wants-better-solution-for-sidew… The city councillor for Winnipeg’s Exchange District would like to see a better solution for a Main Street sidewalk being narrowed to make way for a loading zone. Vivian Santos, who represents the Point Douglas ward, said she learned about the construction on social media this week. “It didn't come across my desk,” Santos said a phone call with CTV News Sunday. The sidewalk in question, which appears to be shrinking to about half its size, is located on Main Street near the corner of Bannatyne Avenue. In an email to CTV News, the city said the new version of the sidewalk is about 2.2 metres wide and within acceptable accessibility standards for a downtown sidewalk. “The project was undertaken as a result of a unique situation identified through feedback received from 211 Bannatyne and its users to ensure a safe pick-up and drop-off location for families and children using the facility for music and dance lessons,” the city said. “Transportation planning in the downtown, given the limited space within the existing public right-of-way, is a matter of balancing the needs of all users including pedestrians, cyclists and motorists, and sometimes involves making compromises to achieve an acceptable solution for all users,” the city said. Located inside 211 Bannantyne Avenue is a dance school, restaurant and offices. Santos said the issue about a lack of space in the area stems back to 2018 when some on-street parking and loading zones were removed to create bike lanes. Santos said she is familiar with the area and believes other options could have been explored. She said she would like to meet with the public works department about the project. “Safety is always my concern,” Santos said. The city said the loading zone on Bannatyne was removed in June 2018 when construction started on the bike lane. It is anticipated the project will be completed by the end of October, the city said. *‘Backwards priority system’: Winnipeg Trails Association* Winnipeg Trails Association executive director Anders Swanson said the move to narrow the sidewalk is as a result of a ‘backwards priority system’. “I was really surprised in 2019, Winnipeg is taking away any space for pedestrians at all. We have a massive wide street, very fast moving cars,” said Swanson. “We’ve created a city where machines are more important than people walking around.” He said the association plans to raise the issue at the city’s next active transportation advisory committee meeting. “It means you can’t have bike parking, and it makes it more difficult for people two people to walk side by side,” said Swanson. “It should be designed for two people in wheelchairs going somewhere,” he said. *‘A practical issue’: The School of Contemporary Dancers* Faye Thomson is the co-director of The School of Contemporary Dancers, which moved into 211 Bannatyne in the early 2000s. She said until the bike lanes on Bannatyne were installed in 2018, people coming to the school used the loading zone on Bannatyne. When the drop-off disappeared, she said the school requested a meeting with the city, which was sympathetic to its concerns. “The solution has nothing to with us. We just have hundreds of kids who need to unload in a safe unloading zone,” said Thomson in a phone call with CTV News Sunday. She said over 100 students a day come to the school because there are rehearsals up to seven days a week, and some of the students are as young as two-years-old. CTV News asked Thomson about the city councillor for the area wanting a better solution. “I think our view is, we need a safe loading zone that’s on the side of the building. How they come to that is for their planning department to come up with.” Thomson said many of the students are supportive of bike lanes. “This is not a philosophical issue. It’s a practical issue,” Thomson said.

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Bikelash & how to reduce it
by Beth McKechnie 15 Sep '19

15 Sep '19

*Thanks to Terry Zdan for the share...* *Globe & Mail: Bike lanes could ease gridlock – so why do drivers hate them so much? * https://www.theglobeandmail.com/drive/mobility/article-the-bikelash-is-real… *Civic crowdfunding reduces the risk of 'bikelash'* http://theconversation.com/civic-crowdfunding-reduces-the-risk-of-bikelash-…

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