- AT-Network - University of Manitoba Mailing Lists

WFP: Residents want more bike lanes: survey (Jun28'18)
by Beth McKechnie 28 Jun '18

28 Jun '18

Advocates say city is shortchanging active transportation budget Residents want more bike lanes: survey https://www.winnipegfreepress.com/local/residents-want-more-bike-lanes-surv… MOST Winnipeggers say there are too few separated bike lanes in the city and they want more of them, according to a poll released Thursday by the Angus Reid Institute. The poll examined a randomized sample of 5,423 people from eight major Canadian urban centres — Winnipeg, Vancouver, Edmonton, Calgary, Montreal, Halifax, Toronto and Mississauga, Ont. — regarding cyclist-traffic issues, focusing largely on separated, protected bike lanes. Two-thirds of Winnipeg respondents said there were too few separated lanes (compared to 46 per cent of total respondents), while 76 per cent called the lanes “a good idea” (second only to Montreal’s 80 per cent). In July 2015, the Pedestrian and Cycling Strategies were approved by Winnipeg city council and the 20-year plan for accessible, convenient transportation got underway. The city estimated a cost of $334 million for the plan, in addition to $3.7 million in annual operating costs. Since then, the city has slowly worked toward establishing an active transportation network, rolling out painted, buffered and protected bike lanes; however, many cycling advocates have been critical of the pace. This year, the city’s capital funding for the pedestrian and cycling program totalled $5.4 million, not including $12 million earmarked for projects such as the Empress Street overpass rehabilitation. The executive director of the city’s active transportation advisory committee, Bike Winnipeg, said Wednesday the city is spending less than it should be in order to align with the plan, putting the figure at closer to $13million to get on track. “The funding we’re putting in is between one-third and one-half of what we need annually,” Mark Cohoe said. Winnipeg’s 2008 budget allocated only $150,000 for recreational walkway and bike path projects, he said. “The city is making progress, but we’re starting from far behind.” Mel Marginet, the workplace program co-ordinator at Green Action Centre, a sustainable commuting organization, said more money should go toward protected bike paths to convince more people to take up cycling. “Right now, it’s only really accessible to people who are brave and willing to bike with traffic,” she said. “It’s really hard to convince someone who’s never tried (biking in the city) to try it.” Manitoba Public Insurance data from 2017 says no cyclists were killed in the city last year. On average, according to MPI, two cyclists die in the province each year, while 144 are injured in collisions. Melanie Ferris, who lives in the Crescentwood neighbourhood, worries when her 12-year-old son goes cycling. “There really is no safe place for him to ride,” she said. “I won’t let him ride on Corydon and Grant, so he tells me he rides on sidewalks there. He may be on the street though. He wants to go fast and the sidewalk is slow.” Danielle Moore, who moved to Winnipeg in October, said cycling is her main method of transportation. She’s lived in Halifax and Toronto, where since June 2016, nearly 100 pedestrians and cyclists have died in traffic accidents. “I would say Winnipeg is probably the least accessible city for bikes that I’ve lived in,” she said. “Protected bike lanes could really help ease the pressure off both drivers and cyclists.” The report released Thursday also asked respondents about conflict between drivers and cyclists. In Winnipeg, nearly two-thirds of respondents said there’s “quite a bit,” and more than half placed the blame on drivers. Winnipeg was the only city polled in which a majority blamed drivers, not cyclists. Winnipeg Trails Association executivedirector Anders Swanson said he doesn’t believe any party deserves more blame, however, he thinks adding more protected lanes will benefit anybody on the road. There are currently about 1.15 kilometres of protected lane along Assiniboine Avenue, but by the end of this year, the city hopes to have about 5.5 km of protected lane developed within the downtown grid, in addition to almost 3.2 km along Chevrier Boulevard and St. Matthews Avenue. However, Swanson said, more can be done. “One lane means nothing. To do it properly, you need one on every street.” Not just cyclists support bike lanes, the poll found — of the 4,226 respondentswho drive cars frequently, 72 per cent said the lanes make a community a better place to live and 44 per cent said there weren’t enough of them. Swanson said Winnipeg should budget more money sooner for cycling and pedestrian infrastructure development, especially on major streets. “There’s really no reason for cycling to be the poor cousin in transportation,” he said. “Every single mayoral and council candidate should take a real hard look at those numbers before beginning their (2018 election) campaigns.” bwaldman(a)freepress.mb.ca Twitter: @benjwaldman

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WFP Editorial: Portage and Main plebiscite pitch premature (Jun28'18)
by Beth McKechnie 28 Jun '18

28 Jun '18

Portage and Main plebiscite pitch premature IN the Late Middle Ages, when meat was scarce, some consumers found they’d been scammed when they purchased an unopened bag containing an animal. It was their understanding that the bag, which was known to them as a poke, contained a delicious suckling pig. But when they opened the poke, they found it actually contained a dog or cat, which were very common and much less desirable as a dinner dish. The lesson of the pig in a poke could provide guidance, as two city councillors want Winnipeggers to vote in a plebiscite on whether to reopen Portage and Main to pedestrian traffic. They want the public to vote before knowing what’s in the bag. Setting aside for the moment the bigger issue of plebiscites and referendums — forms of populism that can cause regrettable decisions when used rashly — the most immediate problem with asking Winnipeg voters about Portage and Main is they haven’t been given enough information to make an informed decision. Councillors Jeff Browaty and Janice Lukes want to put the non-binding question on the ballot in the October civic election. City council will decide at its July meeting whether to let Mr. Browaty and Ms. Lukes have their way. By October, however, the public won’t know important details of the project. What is the entirety of the proposed design? What above-ground work will be necessary to make it pedestrian-friendly? What are the plans to upgrade the underground concourse? What’s the expected final cost of the entire project? Many of these questions will be answered by consultants chosen by the city in response to requests for proposals that were issued earlier this month, but the reports of the consultants who submit thewinning bid won’t be publicly available before the proposed October plebiscite. Unless voters have completeinformation to informtheir decision, the plebiscite sought by Mr. Browaty and Ms. Lukes would be an exercise in ignorance. While the principle of letting the public vote on political decisions might initially seem like an attractive form of power to the people, it is often misused. An example of a jurisdiction in which direct democracy has run amok is Switzerland, which has hosted nearly 600 referendums that led to binding decisions, such as a universal basic income, banning the Islamic towers atop mosques and the expulsion of foreigners convicted of minor offences. Fortunately, Manitoba has been more judicious in its use of direct democracy. One hesitates to think of the consequences if the public had been allowed to decide in 1962 whether then-premier Duff Roblin should be allowed to spend the equivalent of $505 million in 2018 dollars to build a ditch around the city, or whether voters in the late 1980s had been allowed to block the vision of returning an industrial-ugly rail yard at the confluence of the Red and Assiniboine rivers into a lively hub of social activity which now attracts four million visitors a year. With rare exceptions, decisions on big issues should be left to leaders who are elected on the basis of their campaign pledges. For instance, Mayor Brian Bowman has made reopening the intersection to pedestrians one of his signature issues, both as a candidate and an elected official, and he is running for reelection. One could fairly suggest Mr. Bowman’s pursuit of a second term could serve as the referendum his council colleagues are seeking. Citizens who care deeply about the Portage and Main issue can make their views known on Oct. 24, when they enter the voting booth and choose Winnipeg’s next mayor.

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WFP: St. Vital crosswalk upgrades OK’d by councillors (Jun27'18)
by Beth McKechnie 27 Jun '18

27 Jun '18

St. Vital crosswalk upgrades OK’d by councillors https://www.winnipegfreepress.com/local/councillors-approve- safety-upgrades-at-st-vital-crosswalk-where-boy-struck-killed-486597551.html UPGRADES have been approved for the St. Vital pedestrian crossing where an eight-year-old boy was struck and killed in February. Councillors on the public works committee Tuesday unanimously approved the administration plan for the installation of eye-level warning lights and possibly strobe-like flashing LED lights at the St. Anne’s Road and Varennes Avenue crossing. David Patman, the city’s transportation manager, said the lights will be installed on a longterm basis to determine if they should be installed at other pedestrian crosswalks across the city. Surafiel Musse Tesfamariam, a Grade 3 student, was with his mother at the crosswalk at Varennes Avenue when he was struck by a vehicle. The boy’s death was the third at that crossing since 1981. The department had already been studying traffic safety improvements along St. Anne’s Road when they were asked to include the crossing following the boy’s death. “We did the analysis and we’re looking for a solution to be implemented for the new school year in the fall,” Patman told the committee. “Staff in the traffic management branch worked very hard to get this report to you in a timely fashion.” Residents had proposed the installation of traffic lights or a lower speed limit, but those suggestions were not accepted by the public works department. Patman said tree branches that might obscure the existing flashing amber lights at the crossing will be pruned to improve driver vision. aldo.santin(a)freepress.mb.ca

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WFP Analysis: Transit can be an economic catalyst (Jun25'18)
by Beth McKechnie 25 Jun '18

25 Jun '18

Transit can be an economic catalyst https://www.winnipegfreepress.com/opinion/analysis/time-to- think-different-about-transit-486417301.html THE City of Winnipeg is seeking public input on the proposed alignment for its next bus rapid transit line. The eastern corridor will connect Plessis Road in Transcona with Harkness Station on Stradbrook Avenue, where the existing Southwest Transitway terminates. Two routes are being presented, one running through Point Douglas and one through St. Boniface. The plans begin by proposing an exciting option to locate the transitway on the elevated rail line between The Forks and Main Street, using Union Station as a magnificent transit stop. This creates the potential for the historic structure to become a multimodal transportation centre for downtown, operating as a central hub for such things as cycling and transit, water-bus, taxi, airport shuttles and tourist trolleys. The spectacular central hall of Union Station once again bustling with activity represents an opportunity to stimulate growth around south Main Street, by bringing pedestrian traffic to the sidewalks and drawing the vibrancy of The Forks and its future railside community into the rest of downtown. Beyond Union Station, the two proposals diverge. The Point Douglas option either continues up Main Street or passes through the Exchange District to Higgins Avenue, before crossing the river on a new bridge. The St. Boniface alignment crosses the river on the existing Provencher Bridge and then runs down Provencher Boulevard to Archibald Street and Nairn Avenue. A key justification of BRT investment across North America has been its ability to influence the patterns of development in cities, through transit-oriented development (TOD). As ridership increases, commercial and residential growth is attracted to the pedestrian density generated at major nodes along the system. Urban planners can use this to target growth by strategically placing transit lines and stations. Instinctively, the Higgins Avenue option would seem to be the more logical choice because it runs through an area that might benefit more from the TOD economic catalyst. It has been found, however, that TOD is not a silver bullet solution in urban areas, and wouldn’t typically have the power to transform an industrial road such as Higgins into a neighbourhood high street, particularly in a slow-growth city such as Winnipeg. Increased connectivity can be an economic catalyst, but it is most effective at generating the next level of growth in neighbourhoods that are already places where people are. The traditional build-it-and-they-will-come strategy for TOD has been found to be less effective than placing transit where development is already happening, where people already are, and connecting it to other places with similar conditions. Transit is only successful if it is frequent and accessible to a large population, and will only be a catalyst for growth if it has ridership levels sufficiently high to inspire the activity that is attractive to development. Relying on new projects to create the market for transit is rarely as successful as connecting to an existing population and using transit to intensify its density. Understanding the true capacity of transit as a development tool, the St. Boniface alignment for the eastern corridor becomes an attractive option. Provencher Boulevard doesn’t need to be transformed; it only needs an injection of incremental growth to be prosperous. It has the physical characteristics of a neighbourhood high street but currently functions as a six-lane commuter road, serving the outer suburbs and the adjacent industrial park. The single-family neighbourhoods surrounding it are not dense enough to support many neighbourhood services, shops or restaurants, resulting in the strip that has the potential to be a primary business street being predominantly destination services or underdeveloped properties. Coun. Matt Allard is championing a vision for Provencher Boulevard and St. Boniface that could use investment into a transit corridor to fulfil many long-standing community goals. He envisions Provencher as a multimodal, complete street, designed to enable safe access for all users, including pedestrians, cyclists, motorists and transit riders of all ages and abilities. He is proposing to transform one vehicle lane in each direction into a transit priority lane for electric buses. The plan would also slow vehicle traffic and eliminate truck traffic while developing protected bike lanes, enhanced sidewalks and centre boulevards. This newly defined corridor could become the catalyst for appropriately scaled infill development that creates enough residential density and sidewalk activity to attract the businesses, restaurants and sidewalk cafés that have long been envisioned as amenities for the neighbourhood but have not quite had the conditions to support it. The second-largest francophone community in Winnipeg is Osborne Village, because it offers the vibrancy, connectivity and affordability that young people are seeking, but is not available in St. Boniface. With increased mobility options and a direct rapid transit line between L’Université de Saint-Boniface and the University of Manitoba, young people would not have to leave their neighbourhood to find more convenient access to education and employment. New transit-inspired infill development along Provencher could provide the affordable housing options that are able to keep francophone youth, immigrants and seniors in the community. Significant new investment to transform Provencher Boulevard into a transit corridor could restore its place as a bustling commercial street that is the vibrant centre of a rejuvenated and stronger francophone community. The eastern corridor is an opportunity to think differently about rapid transit and transit-oriented development in Winnipeg. Instead of looking to bypass existing communities, the last few kilometres could be treated more like a streetcar system that is fully integrated into its neighbourhoods. With strategically located stops along the main streets of St. Boniface and even extending into the old town centre of Transcona, there is an important opportunity to become a model for future lines, using transit to inspire incremental infill growth that helps to densify and reinvigorate Winnipeg’s mature neighbourhoods. *Brent Bellamy is a senior design architect for Number Ten Architectural Group.*

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Webinar reminder: Roundabouts that Work for Cyclists and Pedestrians | Wed, June 20th, 2-3pm
by Beth McKechnie 19 Jun '18

19 Jun '18

*** Friendly reminder about tomorrow afternoon's webinar *** Please join Green Action Centre and Bike Winnipeg on June 20th for a group viewing of the monthly APBP webinar in the EcoCentre <http://greenactioncentre.ca/uncategorized/ecocentre-directions-and-travel-o…> boardroom followed by discussion for those who wish to stay. cheers, Beth -- *Webinar: Wed, June 20th, 2-3pm* *Roundabouts that Work for Cyclists and Pedestrians* Panelists: - Alek Pochowski, Kittelson & Associates - Bastian Schroeder, Kittelson & Associates Bicycle activity and the use of roundabouts for intersection control within the United States have both increased dramatically in recent years. Since its publication in 2010, NCHRP Report 672: Roundabouts, an Informational Guide, Second Edition, has served as a national guide on the different aspects of roundabouts, including planning, analysis, design, and construction. However, since 2010, a significant amount of bicycle-related design material has been released, including FHWA's Separated Bike Lane Planning and Design Guide (2015), and NACTO's Urban Bikeway Design Guide (2012), both of which do not address bicycle facilities at roundabouts. The first part of this webinar will provide a summary of current and potential design best practices for bicycles at roundabouts using domestic and international examples, and provide an overview of the available guidance available for practitioners designing or reviewing roundabouts for cyclists. The second half of the webinar will focus on pedestrians at roundabouts, with a discussion of the most recent research efforts which led to the development of NCHRP Report 834. NCHRP Project 834 presents guidance for the application of crossing solutions at roundabouts for pedestrians with vision disabilities. The guidebook provides an accessibility assessment framework and a methodology for evaluating treatment alternatives for a proposed crossing, as well as wayfinding accommodations. Guidance is provided based on the feasible range of geometric and traffic operational conditions under which similar treatments have been demonstrated to enhance accessibility. -- *Beth McKechnie* | Workplace Commuter Options <http://greenactioncentre.ca/>Green Action Centre <http://www.greenactioncentre.ca/> <http://greenactioncentre.ca/content/ecocentre-directions-and-travel-options/> 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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Safety for Cyclists and Pedestrians on Manitoba Highways
by Beth McKechnie 19 Jun '18

19 Jun '18

From: Manning, Jeana (MI) <Jeana.Manning(a)gov.mb.ca> Date: Tue, Jun 19, 2018 at 12:18 PM Subject: Safety for Cyclists and Pedestrians on Manitoba Highways The Manitoba Infrastructure website provides safety information and a map to inform safe route planning decisions for pedestrians and cyclists on the provincial highway network. http://www.gov.mb.ca/mit/active/index.html Thanks for your help in spreading the word. Jeana Manning

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Bike Week in the Exchange District :)
by Shoni Madden 18 Jun '18

18 Jun '18

A nice summary of the variety of active transportation events taking place in the Exchange this week. Just a reminder to come check out our panel on Wednesday (details below), we will have picnic blankets for you, so just bring your lunch and join us! https://www.exchangedistrict.org/2018/06/15/active-transportation-in-the-ex… Active Transportation in the Exchange District Jen McDonald June 15, 2018 Blog<https://www.exchangedistrict.org/category/blog/> Bike Week 2018 starts next week and here in the Exchange District we have lots going on! With over 100 historic buildings within a 30-block radius the Exchange is one of the most walkable areas in the city. We are filled with unique shops, inspired local restaurants, arts and culture, and it's such a stunning walk through our area to take it all in. With new bike lanes currently under construction we are excited about the potential to make this area more walkable and bikeable than ever before! Here are some of the things we are doing to help support your active transportation to the Exchange District.... Bike Week Activities Bike Pit Stop Our Exchange District Bike Pit Stop will be located in Stephen Juba Park, at Waterfront and Bannatyne, and we are excited to be joined by many of the great local businesses in the neighbourhood. Natural Cycle - bike tune ups Acorn Café at Generation Green - Matcha Lemonade Bronuts - Bronuts, coffee, water Anchor Massage - on the spot massages AVEDA - helmet hair touch ups Number Ten Architectural Group - watermelon, granola bars, bananas Exchange District BIZ - cycling maps, map and tour brochures, information about the area *Music provided by Natural Cycle's bike jam audio system. When: June 18, 6:30 - 9:00am For more information about Bike Week Pit Stops click here.<https://www.bikeweekwinnipeg.com/bike-to-work-day/pit-stops/> Bike Week Transportation Panel: Getting Around in the Original Downtown Getting Around in the Original Downtown: Bring your ideas (and your lunch) to our bike week transportation panel! In celebration of Bike Week (June 18-24), we'd like to take some time to reflect on how transportation networks have evolved in the Exchange District, and discuss ideas and opportunities for active transit and to build a supportive environment for all modes of transportation used in the area. What: Bring your lunch, and join us for a summer picnic to chat transportation! Our picnic panel will kick-off the discussion, and open the conversation around walking, cycling, and transit in the Exchange. We will explore what is needed in the area to support a culture of sustainable transportation for businesses, residents, and the areas many cultural events. We will also discuss how can the BIZ can continue to support you to move around via whatever mode you choose. Where: Stephen Juba Park When: Wednesday, June 20th 12:00pm-1:00pm (Panel) 1:00pm-1:30pm (Ideas Exploration) Panelists include: Will Belford - Natural Cycle/Bike Jams Thom Sparling - Creative Manitoba Phil Mikulec - Peg City Car Co-op Bob Somers- Scatliff Miller Murray Lynne Stefanchuk - Jazz Fest Winnipeg Angela Mathieson - Centure Venture David Pensato - Exchange District Biz What to Bring? We'll have picnic blankets for you to sit to eat your lunch, chill out and relax on. All you'll have to do is come on down to Stephen Juba park, bring your lunch and your ideas. Active Transportation Initiatives First Fridays Bike-In Ever thought you'd like to bike into the Exchange District but weren't sure if there was a safe and easy route to get there? You don't actually have to be a major cycling person to do it! On the First Friday of July, August, and September, we'll be biking in from three different locations to show you the best route that takes you out of traffic and into the City's most culturally rich monthly event. In partnership with Natural Cycle, we'll be leading three, low-key rides on the First Friday of July, August, and September to show you how you can get into the Exchange District while almost entirely avoiding motor vehicle traffic- and we'll share the tips and tricks that can make riding your bike into the Exchange District a really enjoyable experience along the way. With pick up stops along the route, you can meet the group where it is most convenient for you and join the ride! July 6th: Starting from Assiniboine Park August 3rd: Starting from Crescent Drive Park September 7th: Starting from Gateway at Chief Peguis All rides start at 7pm. Once in the Exchange you can enjoy First Fridays in the Exchange, grab a bite to eat, explore the shops and galleries, and take in the area. A group will ride back out at 10pm, for those who want some help on their way back home. First Fridays is one of the most exciting monthly events in the City, with artists and galleries throughout the Exchange District opening their doors into the evening, and even local businesses getting into the act! The Exchange District is already a remarkably walkable area filled with art galleries, shops, local restaurants, pubs, cocktail bars- not to mention some of the most popular summer events in the City. And with new cycling infrastructure being installed this summer, it's well on its way to becoming the City's most bike-friendly area. Wayfinders We've hired two new staff that will be here all summer to answer questions and help you navigate the area. Keep an eye out for them on their bikes! Shoni Madden Sustainable Transportation Planner [cid:image001.png@01CE8F6A.A4C607F0] #201 - 179 McDermot Avenue Winnipeg, Manitoba R3B 0S1 204-227-1080 smadden(a)urbansystems.ca<mailto:smadden@urbansystems.ca> urbansystems.ca

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The Star: Long a Canadian cycling mecca, Montreal’s future looks downright Scandinavian
by Beth McKechnie 18 Jun '18

18 Jun '18

While other Canadian cities debate dedicated cycling lanes, Montreal is planning highways for its many residents who get around on a bike. Such is the distance that lies between a city like Toronto, which has suffered nearly 100 cycling and pedestrian deaths two years after adopting the Vision Zero plan to eliminate fatalities entirely, and Montreal, where such incidents are extremely rare. Read full article: https://www.thestar.com/news/canada/2018/06/15/long-a-canadian-cycling-mecc…

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The Guardian: We designed Canada's cities for cars, not people – and the people are dying
by Beth McKechnie 18 Jun '18

18 Jun '18

[Interesting article from Jennifer Keesmat, former Chief City Planner in Toronto on the need to fundamentally redesign our streets and lower speed limits...] We designed Canada's cities for cars, not people – and the people are dying https://www.theguardian.com/commentisfree/2018/jun/14/canada-toronto-cyclin… In the last two years, 93 pedestrians or cyclists have died violently on the streets of Toronto. Just out running errands. Off to the doctor. On their way to work. Then without warning, human flesh encountered metal. The latest example on Wednesday, in which a woman on a bike was killed in front of the University of Toronto, reflects a state of emergency. If this sounds like a war zone, well, it can feel that way on city streets the world over. Anxiety has begun to permeate everyday urban life: parents stress about their kids walking home from school; office workers check and double-check the street before rushing to a nearby cafe; cyclists act erratically when their truncated bike lanes dump them into fast-moving traffic. People are on edge everywhere. So we designed our cities and our streets for them. And the two-hour commute has become normalized to a public that spends the equivalent of 22 days a year just getting to and from work. Meanwhile, others are seeking a new way to live. It doesn’t take long to expose the environmental, social and health costs of sitting in traffic. It is nothing like freedom. But the power of the idea that cars bring us freedom – despite the mountains of evidence to the contrary – is so pervasive that active resistance to change is fierce.Meanwhile, automobile companies brand their vehicles with names like Explorer, Escape, Liberty and Journey. Cars are designed to look like birds and rockets, and are sold to us via multi million-dollar ad campaigns complete with slogans such as “Hand of the free”, “Choose freedom” and “Adventure is calling”. After 100 years of marketing, we have continued to believe – and *want* to believe – that the car gives us unfettered personal liberty. Some cities are fighting back, adding density, pursuing revitalisation through infill buildings, and creating complete, mixed-use communities where it is possible to live close to work. This may sound like land-use planning, but it’s really all about how we get around the city – the crux of our urban quality of life. When we design our cities differently, when we get the densities and the mix of uses right, then you can choose to forgo the long commute – you can walk or cycle. But the tragic rise of cycling and pedestrian deaths in a city such as Toronto, the biggest city in one of the world’s most progressive countries, demonstrates that we are caught in the transition. We are adding density and pedestrians and cyclists without transforming the design of our streets, and in many cases refusing even to lower speeds limits, which tends to reduce deaths dramatically <https://www.toronto.ca/legdocs/mmis/2012/hl/bgrd/backgroundfile-46483.pdf>. As Richard Florida has noted <https://medium.com/@Richard_Florida/torontos-deadly-car-crisis-c84ccbc99407>, Canadians like to criticise Americans’ inability to deal with gun deaths – but their own unwillingness to do anything about cycling deaths seems based on a similar myopia, and more Torontonians are killed by cars than guns. Some will argue that road deaths are inevitable – that even if drivers follow the rules, humans will make mistakes, wander into traffic and die, and therefore we need to tolerate it. That is wrong. Humans will make mistakes – which is precisely why the environment should be designed with them in mind. If someone wanders into traffic – a child, a senior citizen – they don’t “deserve” to die. We must design our cities knowing that people make mistakes. Two fundamentally contradictory visions are bumping up against each other. In the old model, if driving is the key to freedom, then cyclists and pedestrians need to get out of the way. They are audacious, misplaced and – even worse – entitled. Who and what are streets for, anyway? They are places to get through*, *and fast. Lowering speed limits to ensure pedestrians are safe makes no sense. In the new model, however, streets aren’t just for getting through – they are places in their own right, designed for people, commerce, lingering and life. It’s the people, the human activity, that should come first. Cycling <https://www.theguardian.com/lifeandstyle/cycling> isn’t just for radicals and recreation, and lower speed limits make sense: they protect and enhance quality of city life. In Oslo, for example, where cars move slowly, an easy sharing of space takes place. Inspired by the Norwegians, as well as the Dutch and the Danish, some urbanists on this side of the Atlantic have been trying to introduce the idea that, as the city gets denser, cycling and walking can become a great transportation option. But a choice must be made. The two models are based on competing philosophical assumptions. To straddle the two – as Toronto and so many other cities do – will continue to lead to tragic outcomes. The promise of the car is a myth, and we cannot stay stuck between two worlds. It’s time to reclaim our freedom, our sense of adventure in our everyday lives by embracing the walkable, cycling city. To do so, we need to embrace a fundamental redesign of our streets. Anti-cycling advocates are right about one thing: in walkable cities, pedestrians don’t follow rules. They can move informally, with ease. That’s true freedom. - *Jennifer Keesmaat <http://twitter.com/jen_keesmaat> is CEO of Creative Housing and former chief planner of Toronto*

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Edmonton: Cycling popularity sees drastic rise in year since bike-lane launch
by Beth McKechnie 16 Jun '18

16 Jun '18

Cycling popularity sees drastic rise in year since bike-lane launch https://www.thestar.com/edmonton/2018/06/14/one-year-later-bike-lanes-nearl… EDMONTON—The city’s much loved — and debated — downtown bike grid, officially turns one on Saturday. It’s been a year since the city opened what would become a 7.8-kilometre network of protected lanes that have given cyclists unprecedented room to move in the core — delighting cyclists, angering some drivers and sparking an almost doubling in ridership. “It’s still incredible to me that we successfully planned, designed, installed and launched an education campaign in under nine months,” said Olga Messinis, the city’s project manager for the downtown bike network. The protected lanes now separate cyclists from traffic and pedestrians in most parts of downtown and some surrounding areas. Protected bike lanes are fenced, whereas unprotected bike lanes are only marked using paint on the roads. According to the Downtown Bike Grid Monitoring website <https://public.tableau.com/profile/urban.analysis#!/vizhome/DowntownbikeGri…>, the number of cyclists has increased by 81 per cent in May compared to a year ago. Messinis said over the last year people have shared their experiences on how the bike network has “positively” changed the way they move around downtown. “This was really important because we have a lot of communities that are within a short distance, under that five kilometre radius, where the downtown could be easily accessible by bike,” she said. “It was something that we were lacking so it was really important to provide that safe infrastructure so we could increase the possibility and the option for people to be able to choose cycling over taking a car.” The planning for prioritizing cycling began in 2009 when city council approved the bike transportation plan, which called for installing close to 500 kilometres of on-street cycling infrastructure within the next 10 to 20 years. The plan was to encourage Edmontonians to choose “cycling as a safe, healthy and efficient alternative to driving.” Council approved in 2016 a budget of $7.5 million to begin the project and $625,000 per year for upkeep.

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AT Webinar: Roundabouts that Work for Cyclists and Pedestrians | Wed, June 20th, 2-3pm
by Beth McKechnie 14 Jun '18

14 Jun '18

Please join Green Action Centre and Bike Winnipeg on June 20th for a group viewing of the monthly APBP webinar in the EcoCentre <http://greenactioncentre.ca/uncategorized/ecocentre-directions-and-travel-o…> boardroom followed by discussion for those who wish to stay. cheers, Beth -- *Webinar: Wed, June 20th, 2-3pm* *Roundabouts that Work for Cyclists and Pedestrians* Panelists: - Alek Pochowski, Kittelson & Associates - Bastian Schroeder, Kittelson & Associates Bicycle activity and the use of roundabouts for intersection control within the United States have both increased dramatically in recent years. Since its publication in 2010, NCHRP Report 672: Roundabouts, an Informational Guide, Second Edition, has served as a national guide on the different aspects of roundabouts, including planning, analysis, design, and construction. However, since 2010, a significant amount of bicycle-related design material has been released, including FHWA's Separated Bike Lane Planning and Design Guide (2015), and NACTO's Urban Bikeway Design Guide (2012), both of which do not address bicycle facilities at roundabouts. The first part of this webinar will provide a summary of current and potential design best practices for bicycles at roundabouts using domestic and international examples, and provide an overview of the available guidance available for practitioners designing or reviewing roundabouts for cyclists. The second half of the webinar will focus on pedestrians at roundabouts, with a discussion of the most recent research efforts which led to the development of NCHRP Report 834. NCHRP Project 834 presents guidance for the application of crossing solutions at roundabouts for pedestrians with vision disabilities. The guidebook provides an accessibility assessment framework and a methodology for evaluating treatment alternatives for a proposed crossing, as well as wayfinding accommodations. Guidance is provided based on the feasible range of geometric and traffic operational conditions under which similar treatments have been demonstrated to enhance accessibility. -- *Beth McKechnie* | Workplace Commuter Options <http://greenactioncentre.ca/>Green Action Centre <http://www.greenactioncentre.ca/> <http://greenactioncentre.ca/content/ecocentre-directions-and-travel-options/> 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: Date to reopen Portage & Main up for debate - officials (Jun7'18)
by Beth McKechnie 07 Jun '18

07 Jun '18

*Date to reopen intersection up for debate: officials * https://www.winnipegfreepress.com/local/fall-2019-date-for-reopening-portag… SENIOR elected and administrative officials at city hall are backing away from a fall of 2019 date to reopen Portage Avenue and Main Street to pedestrians. Officials repeatedly said Wednesday the time frame in the request for proposal (RFP) released Tuesday is only a “target” and a decision to reopen the iconic intersection to foot traffic still must be taken by city council. Even Mayor Brian Bowman, who made the issue a campaign promise four years ago and has been an enthusiastic supporter ever since, toned down his rhetoric. “I’d like it to be open, but I want to make sure we’re doing it in a thoughtful way that considers all the items,” Bowman said during an exchange with reporters. “Despite the fact that, obviously, I would like it opened sooner than later, there is a process and this is part of the council-directed process. “I think it’s just important to keep in mind that council has not provided that direction to open it to pedestrians yet. This RFP doesn’t change that.” The RFP, which invites bids for consulting services for the design and Phase 1 construction associated with the intersection reopening, was the talk of the city Wednesday. While council had approved the project at its October 2017 meeting, no dates were given in an administrative report. The RFP states city hall expects the first barriers to be taken down to allow pedestrians to cross Portage Avenue East, between the Richardson Plaza and the Bank of Montreal, and the city is “targeting completion of construction,” of that portion by the fall of 2019. The document, or at least its timing, seemed to catch elected officials by surprise. Bowman and other members of his executive policy committee said they weren’t given advance notice the RFP was being posted nor had they viewed the document ahead of time. “I need to have much more information before I agree to open up Portage and Main, and that’s the information we’re supposed to be getting back from the RFP,” said Coun. John Orlikow, chairman of council’s property and development committee. “Council is quite clear, before any suggestion of that happening, it has to come back towards council. We have some traffic issues we have to deal with, we have some transit issues to deal with. The RFP report may come back as such but again, council will need that information to make their decision to move forward.” City of Winnipeg chief administrative officer Doug Mc Neil took responsibility for failing to advise council members. “There’s a lot going on in this city, and we’ve been working on the RFP for some time now,” Mc Neil said. “Maybe (it’s) my fault I didn’t inform council we were releasing the RFP when we did.” He said there is no significance to the fall 2019 date in the RFP. “It’s not a hard date, it’s a target and so we’re just following through with council’s direction,” Mc Neil said. “Council’s directions was: ‘Go back, do somemore engineering, get us some cost estimates, bring that information back to us for our approval.’ And that’s what our plan is and that’s what this next stage is.” Winnipeg appears divided on the issue. Supporters say removing the barriers is essential to restoring human-scale activity to the area, connecting the various downtown neighbourhoods, and will complement private-sector investments being made by the corner property owners. Opponents say the move poses a serious safety threat and would worsen downtown traffic flow. The intersection was closed to pedestrians in 1979, as part of a deal with developers and property owners on its corners to construct an underground shopping concourse. Terms of the deal, which was struck in 1976, stipulated the intersection remain closed to pedestrians and all efforts be made to redirect people to the underground. However, Bowman has in recent years received the formal support for the project from all the affected property owners. A year-old traffic study estimated the costs to alter the routes through the intersection and widen sidewalks would cost about $6.13 million. The subsequent consultant work is expected to get a more accurate figure and detail how and when the corners can be opened. Coun. Jeff Browaty, a staunch opponent of the project, said the revelation of the fall 2019 date and the scope of thework outlined in the RFP warrants the issue going back to council for another vote. Browaty (North Kildonan) said he questions the direction outlined in the RFP, explaining the traffic study suggested opening the corners in phases would pose a safety hazard. “Allowing pedestrians to cross one section introduces both confusion for motorists and encourages pedestrians to consider dangerous crossings that are not open,” Browaty said in a statement Wednesday. “Did CAO Doug Mc Neil, the project’s apparent project manager, also a professional engineer, sign off on this RFP, despite these warnings?” Browaty also said council had agreed last year to improve the underground concourse, and he’s concerned that work won’t happen before the intersection is reopened to pedestrians. At its meeting Oct. 25, 2017, council approved spending up to $3.5 million on the intersection in 2018. In addition to the $1.5 million for engineering and architectural work, council also approved: $500,000 for new sidewalks, curbs and street trees for the plaza area directly in front of the Richardson Building; and $1.5 million to upgrade the underground concourse underneath the tower at 201 Portage Ave. Mc Neil said a second RFP, to improve the underground concourse, would be issued shortly. aldo.satin(a)freepress.mb.ca Council set wheels in motion for historic intersection last fall CITY hall observers might be surprised to hear some council members express concern over details in a request for proposal seeking a consultant to plan the reopening of Portage and Main to pedestrians. While the fall 2019 date is new, opening the intersection was never in question following the intense debate and series of 10 votes on a report — all overwhelmingly in favour of the project— on the floor of council last October. The motion approved by council authorized the reopening of the intersection to pedestrians and instructs the CAO to negotiatewith the property owners the terms of an agreement that would amend or terminate the 40-year-old agreement that led to the construction of the underground concourse and blocked pedestrian access at street level. While Item 9 of the motion requires the administration to bring a plan back to council before reopening the intersection, councillors were repeatedly told that if they approved the proposal, they would be setting in motion a plan that would lead to the removal of the concrete barriers. “If the recommendations are approved, a new capital project will be created in the 2018 budget which will provide a commitment to the creation of a vision and the renewal and reopening of the intersection at Portage and Main,” states the first paragraph, on page 12, in the section of the administrative report titled Implications of the Recommendations. The online link to the debate from the council minutes is available at: // wfp.to/winnipegdmis. — Aldo Santin

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WFP: Portage and Main could be open to pedestrians by fall 2019 (Jun6'18)
by Beth McKechnie 06 Jun '18

06 Jun '18

PORTAGE AND MAIN *City requests bids for consulting and design for pedestrian traffic* *Intersection could reopen in 2019* https://www.winnipegfreepress.com/local/portage-and-main-484636073.html CITY hall is planning on reopening the Portage and Main intersection to pedestrians by the fall of 2019. The date was disclosed in a request for proposal the city released Tuesday, inviting bids for consulting services for the design and phase-one construction associated with the intersection reopening. While council had approved the project at its October 2017 meeting, no dates were given in an administrative report. The RFP states city hall expects the first barriers to be taken down to allow pedestrians to cross Portage Avenue East, between the Richardson Plaza and the Bank of Montreal. “It is the City’s intent, subject to the findings of the Preliminary Design report resulting from the Services herein, and Council’s adoption of those findings, and/or that report, to proceed with construction to open the Portage Avenue East crossing as Phase 1,” states section D5.2 of the RFP. A later section of the RFP states, “the City is targeting completion of construction of Phase I by the fall of 2019.” At its October meeting, council set aside up to $1.5 million in 2018 for “architectural and engineering services” for the intersection’s reopening. Council approved spending up to $3.5 million on the intersection in 2018. In addition to the $1.5 million for engineering and architectural work, council also approved: $500,000 for new sidewalks, curbs and street trees for the plaza area directly in front of the Richardson Building and $1.5 million to upgrade the underground concourse underneath the tower at 201 Portage Ave. The RFP states this project does not involve any work in the underground concourse. There were two caveats attached to the council approval: the intersection will not be reopened to pedestrians until a report detailing cost estimates and traffic impacts is presented to council; and agreement that the administration will consider the impact a potential north Main Street transit corridor will have on the project. According to the RFP documents, consultants are invited to create “an urban design vision for Portage and Main that provides design direction and unification of the four corners by using an urban design and place making approach to connect people, places and transportation,” and to plan and design “the introduction of at-grade pedestrian crossings at all four legs of Portage and Main, with a final report and drawings for all four crossings, including a recommended construction staging plan, schedule, and Class 3 estimates for each crossing phase.” The RFP states the winning consultant will be responsible for: ● A design framework that will bring about a new image for Portage and Main that recognizes its historical significance as an iconic destination; ● Proposing an improved pedestrian environment without pedestrian barriers that may include trees, pedestrian lighting, way-finding improvements and other streetscaping elements; ● Consulting with applicable Portage and Main building owners or their representatives for alignment of the overall vision and co-ordination with potential works on adjacent private property; ● Participating in a downtown stakeholders meeting to discuss the overall vision; ● Integrating the design of public rights-of-way with the planned redevelopment of the Richardson Plaza; ● Consulting with the Winnipeg Arts Council to explore the possibility of incorporating public art into any or all of the four corners. The RFP also contains a link to a You Tube video, entitled Portage and Main, which outlines a brief history of the iconic intersection and contains drawings of what the intersection might look like. The video is available at: youtube.com/watch?v=exkxh5yp4VU. The city expects the Bank of Montreal War Monument to remain in the same location. The designs may include “conceptual modifications to existing buildings and properties to enhance private-public interface.” The consultant will also be required to produce 3D renderings of the vision for the four corners. In an unusual request for a city RFP, the bids are limited to 15 pages in length (excluding a cover page, table of contents and the required forms) and only the first 15 pages will be evaluated. The RFP states material submitted as an appendix will not be evaluated. The RFP closes at noon on June 26. The document states the city expects to award the contract by July 16. The winning consultant will be required to submit a draft plan by Oct. 31 — a week after the Oct. 24 civic election. The last council meeting before the civic election is Sept. 20. The final report and designs are due by Dec. 21. aldo.santin(a)freepress.mb.ca

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Webinar Reminder: Tactical Urbanism Toolbox | Thurs, June 7, 2-3pm
by Beth McKechnie 06 Jun '18

06 Jun '18

*** Friendly reminder about tomorrow's webinar *** Please join Green Action Centre and Bike Winnipeg on *Thurs, June 7**th*, for a group viewing of the monthly APBP webinar in the EcoCentre <http://greenactioncentre.ca/uncategorized/ecocentre-directions-and-travel-o…> boardroom followed by discussion for those who wish to stay. cheers, Beth -- *AT Webinar: Thurs, June 7th, 2-3pm* *Quick Builds - Tactical Urbanism Toolbox* *This webinar will begin with an overview of the birth of Tactical Urbanism and its ongoing evolution, and will discuss how it has evolved into something communities and individuals or government entities can take ownership of. Presenters will discuss how Tactical Urbanism has become more "sanctioned" while still maintaining its tenets of flexibility, cost-effectiveness, etc. and how it can be formally integrated into government departments to advance projects. Presenters will discuss case studies and their successes and failures: Burlington and Miami-Dade programs, among others across the nation. Lastly, they will give some final remarks on how to initiate and execute successful Quick-Build Programs. * *Presenters:* * - Mike Lydon & Dana Wall, The Street Plans Collaborative - Nicole Losch, City of Burlington, VT - Dane Eifling, City of Fayetteville, AR * -- *Beth McKechnie* | Workplace Commuter Options <http://greenactioncentre.ca/>Green Action Centre <http://www.greenactioncentre.ca/> <http://greenactioncentre.ca/content/ecocentre-directions-and-travel-options/> 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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Exchange District BIZ Transportation Panel: Getting Around in the Original Downtown
by Shoni Madden 04 Jun '18

04 Jun '18

As Bike Week approaches, I hope you will make the time to join us for this exciting lunch picnic and panel event! We have kept the panel session to the lunch hour, but will be hanging around for some further discussion after 1:00pm for those that wish to stick around. Exchange District BIZ: Getting Around in the Original Downtown Bring your lunch, and join us for a summer picnic to chat transportation! Our picnic panel will kick-off the discussion, and open the conversation around walking, cycling, and transit in the Exchange. We will explore what is needed in the area to support a culture of sustainable transportation for businesses, residents, and the areas many cultural events. We will also discuss how can the Biz can continue to support you to move around on two feet, or two wheels. Where: Stephen Juba Park (Rain Venue TBD) When: Wednesday, June 20th 12:00pm-1:00pm (Panel) 1:00pm-1:30pm (Ideas Exploration) Panelists include: Will Belford - Natural Cycle/Bike Jams Thom Sparling - Creative Manitoba Phil Mikulec - Peg City Car Co-op Bob Sommers- Scatliff Miller Murray Lynne Stefanchuk - Jazz Fest Winnipeg Angela Mathieson - Centure Venture David Pensato/Sandy Klowak - Exchange District Biz Thanks, Shoni Madden Sustainable Transportation Planner [cid:image001.png@01CE8F6A.A4C607F0] #201 - 179 McDermot Avenue Winnipeg, Manitoba R3B 0S1 204-227-1080 smadden(a)urbansystems.ca<mailto:smadden@urbansystems.ca> urbansystems.ca

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WFP Analysis: Pedestrian bridges a welcome direction (Jun4'18)
by Beth McKechnie 04 Jun '18

04 Jun '18

[On a related note: If you haven't registered for the Osborne to Downtown Ped and Bike Bridge public workshop tomorrow evening, you can always fill out the online survey by June 12th: https://osbornetodowntownphase2.metroquest.ca/] * * * * * * Pedestrian bridges a welcome direction * https://www.winnipegfreepress.com/opinion/analysis/pedestrian-bridges-a-wel… WINNIPEG’S rivers have divided its neighbourhoods since the days when St. Boniface was an independent city with ferry service to the English side of the river. The physical segmentation of Winnipeg, by rivers and rail yards, has made it a city of unique neighbourhoods. Communities that are geographically adjacent, but without direct pedestrian connections, have often developed with a distinct character, demographic, economy and history. Designed primarily to funnel people through neighbourhoods, and not be connectors between them, the city’s many vehicular bridges have had limited success breaking down the traditional divisions between Winnipeg’s communities. A new pedestrian and cycling bridge, however, proposed to span the Assiniboine River and connect the cycling infrastructure of Osborne Village and downtown, might present a new model to effectively link many of Winnipeg’s communities at a more intimate scale. As always, there is public debate about the cost and details, but the new bridge represents an important opportunity to change the dialogue about mobility in Winnipeg. Done well, it can be a symbol of a progressive and inclusive city that is broadening its transportation options. Calgary’s similar Peace Bridge, designed by renowned Spanish architect Santiago Calatrava, has become a postcard image, representing a forward-looking city. There may be other bridges with shoulders and sidewalks for cyclists and pedestrians, but a dedicated crossing changes the experience of those activities and by giving them priority, elevates the value of active transportation in the city and attracts more users. With construction costs of about 10 per cent that of a car bridge, cycling and pedestrian bridges could affordably be replicated in strategic areas across the city, introducing a new network of connectivity between Winnipeg’s divided neighbourhoods. This web of active mobility could link communities together and potentially change how we define our neighbourhoods. It could transform how we move around our city, increasing economic opportunity, neighbourhood vibrancy and quality of life. Uniting communities through active transportation could grow neighbourhood economies by reducing pedestrian distances and expanding the potential market for local shops, restaurants and services. With a well-located pedestrian bridge, shops on Westminster Avenue would be a nine-minute walk (800 metres) from the shops on Academy Road in River Heights. The Osborne strip could be a seven-minute walk from Norwood Flats, or a 10-minute walk to the shops on Sherbrook Street. Most people in River Heights wouldn’t drive to the Tall Grass Prairie Bread Company in Wolseley, but they might take a 10-minute walk, or four-minute bike ride, over the river on a quiet bridge. Studies in other cities have shown that housing located near active transportation networks that provide access to these types of amenities can realize an increase in property values. Greater community integration might also help elevate the value of housing in newly connected, adjacent lower-income neighbourhoods. Another important benefit to increased mobility options is to help provide opportunity for those who might not have access to a personal vehicle. Improved active transportation connectivity can increase social inclusion by expanding access to schools, employment, food options, retail, and recreation opportunities. With pedestrian bridges, the University of Manitoba could be a 10-minute walk from St. Mary’s Road. Whittier Park could become a directly accessible green space for residents of Point Douglas and the Exchange District. Connecting neighbourhoods and reducing pedestrian and cycling distances create social opportunity by increasing access to a wider number of public transit routes, reducing commuting times and effectively widening the catchment area within which a transit user could reasonably commute to work or school. More convenient access to transit through better pedestrian connections would help both inner-city and suburban residents. A bridge between Westwood and Charleswood, as an example, would effectively double the number of transit routes accessible with a five-minute walk between Assiniboine Avenue and Roblin Boulevard. The same potential can be found between Henderson Highway and Main Street, or Osborne Street and St. Mary’s Road. With the average Canadian family spending almost 20 per cent of their household income on vehicle ownership, any reduction in driving costs could have an important impact on quality of life, even for more affluent suburbanites. Another new development in Winnipeg’s active transportation infrastructure could help extend this idea of connectivity between neighbourhoods. Traditionally, bike lanes have only been included in major road renewal projects, which has made their implementation extremely slow. A new lane on Garry Street downtown, for instance, will take three years to be complete as part of a much larger reconstruction project. Over the winter, the city ran a pilot project of pre-cast concrete curbs that are significantly less expensive and easier to install. They tested things such as drainage, functionality and durability against snow clearing. With the success of the pilot, construction is now beginning on a four-kilometre protected bike lane connecting the West Alexander neighbourhood (Health Sciences Centre) with Waterfront Drive in the Exchange District. The system will be completed in 12 weeks at a fraction of the cost of traditional curbs. This exciting new mindset on bike lane construction could mean much faster and less expensive implementation of cycling infrastructure, connecting Winnipeg neighbourhoods to each other and to downtown. It is an exciting time for active transportation in Winnipeg. We have fallen behind other cities but are now poised to catch up. Introducing an intimate new layer of human-scale mobility and connectivity across Winnipeg’s neighbourhoods could transform how we move around the city and help to create more vibrant, inclusive and healthy communities. * Brent Bellamy is senior design architect for Number Ten Architectural Group.*

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AT Webinar: Tactical Urbanism Toolbox | Thurs, June 7, 2-3pm
by Beth McKechnie 31 May '18

31 May '18

Please join Green Action Centre and Bike Winnipeg on *Thurs, June 7**th*, for a group viewing of the monthly APBP webinar in the EcoCentre <http://greenactioncentre.ca/uncategorized/ecocentre-directions-and-travel-o…> boardroom followed by discussion for those who wish to stay. cheers, Beth -- *AT Webinar: Thurs, June 7th, 2-3pm* *Quick Builds - Tactical Urbanism Toolbox* *This webinar will begin with an overview of the birth of Tactical Urbanism and its ongoing evolution, and will discuss how it has evolved into something communities and individuals or government entities can take ownership of. Presenters will discuss how Tactical Urbanism has become more "sanctioned" while still maintaining its tenets of flexibility, cost-effectiveness, etc. and how it can be formally integrated into government departments to advance projects. Presenters will discuss case studies and their successes and failures: Burlington and Miami-Dade programs, among others across the nation. Lastly, they will give some final remarks on how to initiate and execute successful Quick-Build Programs. * *Presenters:* * - Mike Lydon & Dana Wall, The Street Plans Collaborative - Nicole Losch, City of Burlington, VT - Dane Eifling, City of Fayetteville, AR * -- *Beth McKechnie* | Workplace Commuter Options <http://greenactioncentre.ca/>Green Action Centre <http://www.greenactioncentre.ca/> <http://greenactioncentre.ca/content/ecocentre-directions-and-travel-options/> 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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Join us TODAY at noon for the official launch of Commuter Challenge!
by Beth McKechnie 31 May '18

31 May '18

Hope you can join us over the lunch hour to kick off the 2018 Commuter Challenge! *YOU'RE INVITED TO OUR MEDIA LAUNCH* We're hosting a media launch on Thursday, May 31st <https://greenactioncentre.us2.list-manage.com/track/click?u=af15a2f9f91ef9a…> and you're invited! Drop by *Investors Group atrium* (447 Portage Avenue <https://maps.google.com/?q=447+Portage+Avenue&entry=gmail&source=g>) *at 12:00pm* as we kick off Commuter Challenge and bring attention to the amazing participants and supporters of this great event. No RSVP required - just stop by and say hello! <https://lh3.googleusercontent.com/-rptA05-ySiE/Ww1g7_RT8bI/AAAAAAAAAiM/W7Pp…> -- *Beth McKechnie* | Workplace Commuter Options <http://greenactioncentre.ca/>Green Action Centre <http://www.greenactioncentre.ca/> <http://greenactioncentre.ca/content/ecocentre-directions-and-travel-options/> 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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Edmonton considering slashing bus routes for frequent service network
by Beth McKechnie 29 May '18

29 May '18

Timely article as Winnipeg Transit will be preparing a Strategic Service Plan (and Rapid Transit Master Plan) this coming year, with the first round of public engagement to take place this fall. All options reportedly will be on the table, including a frequent service network. For timelines, please see attached pdf. https://www.thestar.com/edmonton/2018/05/27/edmonton-is-considering-slashin… -- *Beth McKechnie* | Workplace Commuter Options <http://greenactioncentre.ca/>Green Action Centre <http://www.greenactioncentre.ca/> <http://greenactioncentre.ca/content/ecocentre-directions-and-travel-options/> 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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TAC survey on integrating health in transportation - 2 days left!
by Beth McKechnie 29 May '18

29 May '18

Survey on the Integration of Health in Transportation The Transportation Association of Canada (TAC) is leading a project to assess the current the potential future integration of health in transportation. The project is being completed by Urban Design 4 Health and Alta Planning + Design. As a part of this project, TAC is seeking input from individuals worldwide working in health and/or transportation fields, across diverse agencies, organizations and levels of government. Your feedback will help TAC to inventory, assess, identify gaps, and recommend improvements, in order to strengthen the integration of health in existing Canadian transportation policies, guidelines, and planning tools. Complete the survey by Thursday, May 31st, 2018. The survey is open to everyone, not just those who live in Canada. It should take approx. 15-20 min. to complete. Survey URL: https://www.surveymonkey.com/r/TAC_HealthTransportation <http://r20.rs6.net/tn.jsp?f=001YxWhZ30XZN9qJ8Fx3zfB_cDUx87Cm8bOVbS08TlWPFpW…> Project URL: http://www.tac-atc.ca/en/projects/progress/strategic- opportunities-integrating-health-and-transportation <http://r20.rs6.net/tn.jsp?f=001YxWhZ30XZN9qJ8Fx3zfB_cDUx87Cm8bOVbS08TlWPFpW…> TAC is also asking you to freely share this invitation to complete the survey with other relevant individuals working in health and/or transportation. This dissemination will help to ensure the inclusion of a wide-range of perspectives and experiences.

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Join us for the official launch of Commuter Challenge! Thurs @ noon
by Beth McKechnie 29 May '18

29 May '18

Commuter Challenge is just around the corner (June 3 – 9, 2018)! Are you registered yet? YOU'RE INVITED TO OUR MEDIA LAUNCH We're hosting a media launch on Thursday, May 31st and you're invited! Drop by Investors Group atrium (447 Portage Avenue) at 12:00pm as we kick off Commuter Challenge and bring attention to the amazing participants and supporters of this great event. No RSVP required - just stop by and say hello! CLEAN AIR DAY - June 6th Stop by for a delicious reward on your active and green commute on June 6th between 6:45-9am. It's a go rain or shine! Check out the details and map here. Come stop by our tent near Osborne Bridge on the legislative grounds to enjoy free snacks and drinks! Minor bike tune ups will be provided by our friends at the Coop Vélo-Cité. RECRUIT A NEW WORKPLACE & WIN! Do you have a friend who you think is up to the task of bringing their workplace on board this year? We invite you to recruit them for the 2018 challenge! Both you and the workplace coordinator who you recruit will be entered to win even more prizes! Get them to register and send them this form to fill out > > > > > > > > >

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WFP: City unveils options for pedestrian bridge (May25'18)
by Beth McKechnie 25 May '18

25 May '18

------------------------------ *City unveils options for pedestrian bridge* https://www.winnipegfreepress.com/local/city-unveils-three-options-for-pede… THREE designs for a pedestrian and bike bridge over the Assiniboine River — connecting Osborne Village to downtown— have been released by the City of Winnipeg for public input. The bridge will connect Mc Fadyen Park on the north side of the river to Fort Rouge Park on the south side. “This is a very important part of our active-transportation strategy,” said ward Coun. Jenny Gerbasi (Fort Rouge-East Fort Garry). “This is part of AT route plan that will connect the Osborne Village transit station through the Village to the bridge and then into the downtown and The Forks.” The consulting team has developed three options for the proposed river crossing: a girder bridge, a doublecurved cable bridge, and a suspension bridge. “This particular project has been talked about for decades,” Gerbasi said. “It’s one of the most exciting AT things we’re talking about.” While Gerbasi is excited about the project, a suburban councillor is not. At Thursday’s council meeting, North Kildonan Coun. Jeff Browaty questioned the need for another bridge over the Assiniboine River in that area. “If you look at the map, between The Forks and on to the Maryland Street bridge, there’s pretty good coverage for people to get across the river,” Browaty told reporters. “Spending another $15-, $20- or who-knows-howmany millions of dollars to build an additional pedestrian bridge in this location is not the next priority in my mind. “They are lovely looking bridges, but I just question it.” Browaty said themoney wouldbebetter spent building a movable downtown bike network and connecting it with the suburbs. “We’ve built a lot of good (cycling) networks to get to the downtown from different quadrants of the city,” he said. “One piece that is missing is that final mile to get from the AT paths to downtown destinations. That would be a better investment.” The proposed bridge is mid-way between the Midtown (Donald Street) and the Osborne Street bridges. Gerbasi dismissed Browaty’s criticisms as pre-election pandering, adding that the proposed bridge is integral to linking the downtown bike network to the suburbs. She said neither the Midtown nor the Osborne bridges are adequate cycling routes, and no cost has been determined yet for the proposed crossing. Gerbasi said the city is taking the same planning approach for the project as it’s done for the William R. Clement Parkway extension and the widening of Kenaston Boulevard. “We do the study now, so that we’re ready when the funding becomes available,” she said. The project website (//wfp.to/ KOI) says it is one of four pedestrian/ cycling crossings being considered by public works in the next two years, at a cost of $31 million. The others include: Bishop Grandin Greenway over Pembina Highway (2019); Maple Street through-pass of the Canadian Pacific Railway mainline (2020); and a crossing over the Seine River (2019). Consulting firm WSP Canada Group was awarded a contract at the end of October at a cost of $358,351 (following a public tendering process) to design the bridge with a network connection to the Osborne Village transit station. Now that WSP has developed three bridge designs, city hall wants public feedback on each. A public workshop is scheduled for June 5, 6 p.m. to 8 p.m., at Augustine United Church (444 River Ave.). The format will include a presentation, followed by discussion groups. Throughout the summer, the project team will finalize the recommended functional design of cycling connections and preliminary design of the bridge and parks. The designs will be submitted for city council consideration once they are finished. A detailed design phase will be required ahead of project construction. Funding for detailed design and construction will be contingent on council approval. A final public engagement report will be available on the project site in the fall. Gerbasi said since she’s not running for re-election in October, she won’t be around to make a decision on a bridge design “but I’ve been here to see the project reach this point, and I hope that a future council has the foresight to invest in our long-term active transportation plans.” aldo.santin(a)freepress.mb.ca randy.turner(a)freepress.mb.ca Three choices Option 1: Girder Bridge is a straight bridge that would cross the Assiniboine River at a skew angle. There are two areas of the bridge that gradually expand to seven-metres-wide overlook points. According to the city’s website, this bridge can be made more aesthetically beautiful with lighting and artistic features, and includes a unique shallow girder design, intended to present a slender modern look to the structure. This bridge is the cheapest option. Option 2: Cable-Stayed Bridge is a double-curved structure and would be the first curvilinear cable-stayed bridge in Canada. It would be “aesthetically unique, as it allows someone on the bridge to see the other side of the bridge while crossing it,” the website noted, while it “mimics the meandering rivers and streets along rivers in Winnipeg.” The centre of each of the two bridge curves gradually expands to a seven-metres-wide overlook point. A long bench would be built in to each of the inner curves. This option is more expensive than the proposed girder bridge. Option 3: Suspension Bridge is a straight crossing at a skew angle, and would be the only suspension bridge in Winnipeg, which could prove a tourist attraction. The centre of the bridge gradually expands to a seven-metres-wide overlook point, and has two piers at each end from which cables are suspended. The piers would be located on the riverbanks, and the suspension cables strung between them will resemble two separated spaces now connected and held together by the new structure. The bridge piers and cables allow for the inclusion of artistic lighting above the bridge. This option is more expensive than the girder bridge and is comparable in price to the cable-stayed bridge. *Details on the proposed Osborne pedestrian cycling river crossing can be found at //wfp.to/KOI <http://wfp.to/KOI>.*

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Scotland could become first on planet to make 20 mph default speed limit
by Beth McKechnie 22 May '18

22 May '18

Scotland is undertaking a remarkable initiative to become the first jurisdiction on the planet to make vehicular speeds a default of 20 miles per hour (32 kph) in any village, town or city. The Member’s Bill <http://www.parliament.scot/parliamentarybusiness/Bills/104723.aspx> going to Scottish parliament has bi-partisan support (across four different parties). Edinburgh, which has already implemented the 20 miles per hour speed in many areas of the city, has seen cyclist and pedestrian injury rates from vehicular crashes decrease by 25 per cent. Full story: https://pricetags.ca/2018/05/15/scotland-looks-at-slowing-speed-limits-savi…

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TAC Survey on the Integration of Health in Transportation
by Beth McKechnie 22 May '18

22 May '18

*Timely survey given our recent presentation by Dr. Frank on integrating land use and transportation planning with health outcomes. Please share widely!* * * * * * The Transportation Association of Canada (TAC) is leading a project to assess the current and potential future integration of health in transportation. The project is being completed by Urban Design 4 Health and Alta Planning + Design. As a part of this project, we are seeking input from individuals worldwide working in health and/or transportation fields, across diverse agencies, organizations and levels of government. Your feedback, gathered through an online survey, will help TAC to inventory, assess, identify gaps, and recommend improvements, in order to strengthen the integration of health in existing Canadian transportation policies, guidelines, and planning tools. Please *complete the survey by Thursday, May 31st, 2018*. It should take approximately 15-20 minutes of your time. Survey URL: https://www.surveymonkey.com/r/TAC_HealthTransportation Project URL: http://www.tac-atc.ca/en/projects/progress/strategic-op portunities-integrating-health-and-transportation TAC is also asking you to freely share this invitation to complete the survey with other relevant individuals working in health and/or transportation. This dissemination will help to ensure the inclusion of a wide-range of perspectives and experiences. If you have any questions, please contact: *Craig Stackpole, P.Eng., PMP* Program Manager *TRANSPORTATION ASSOCIATION OF CANADA (TAC)* 401-1111 Prince of Wales Dr, Ottawa, ON <https://maps.google.com/?q=401-1111+Prince+of+Wales+Dr,+Ottawa,+ON+K2C+3T2&…> K2C 3T2 <https://maps.google.com/?q=401-1111+Prince+of+Wales+Dr,+Ottawa,+ON+K2C+3T2&…> cstackpole(a)tac-atc.ca 613-736-1350 x232

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WFP: Bike sharing in Canada (May17'18)
by Beth McKechnie 17 May '18

17 May '18

Bike sharing in Canada MONTREAL Name: BIXI Montreal Launch year: 2009 Size: More than 6,000 bikes Cost: $5 per day TORONTO Name: Bike Share Toronto Launch year: 2011 Size: More than 2,500 bikes Cost: $7 per day VANCOUVER Name: Mobi Launch year: 2016 Size: More than 1,500 bikes Cost: $10 per day History of bike sharing LARGE-scale bike sharing begins in 1965 in Amsterdam, Netherlands, thanks to a group of activists who decide to leave a collection of bikes — all painted white— unlocked around the city for anyone to use. Issues soon arise, however, as most bikes are stolen and vandalized. Further attempts at large-scale bike-sharing programs aren’t tried again in Europe until the late 1990s. A series of technological advancements — from coin-operated stalls to user ID cards that track use— are implemented throughout the 2000s to cut down on theft and vandalism. As early as 2008, bike-sharing pilot programs start popping up in North America, with the continent’s first large-scale bike-sharing operation being Quebec’s BIXI Montreal in 2009.

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