- AT-Network - University of Manitoba Mailing Lists

Sunday street closure signs & letter to residents
by Beth McKechnie 25 May '15

25 May '15

For interest, here are samples of the signage from Scotia Street. Notably, those (irritating) signs reminding cyclists that motorists have the right to use the street have been removed in place of these signs. Also attached is the letter that was sent to residents regarding the Sunday street closures. cheers, Beth -- *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) 925-3772 | Find us here <http://greenactioncentre.ca/content/ecocentre-directions-and-travel-options/> Green Action Centre is your non-profit hub for greener living. Support our work by becoming a member <http://greenactioncentre.ca/support/become-a-member/>. Donate at CanadaHelps.org <http://canadahelps.org/> <http://canadahelps.org/>

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WFP: Sunday drivers get warning (May25'15) plus photos & letter to residents
by Beth McKechnie 25 May '15

25 May '15

Sunday drivers get warningIn future, tickets will be issued to motorists violating ban By: Jessica Botelho-Urbanski http://www.winnipegfreepress.com/local/sunday-drivers-get-warning-304884591… Motorists on four Winnipeg streets got off with verbal warnings Sunday, but hefty fines loom for those who drive too far on them on restricted days. A traffic bylaw introduced by the city last August will result in more action in the coming weeks as police begin to ticket those who drive more than one block on Wellington Crescent, Lyndale Drive, Wolseley Avenue and Scotia Street on Sundays and holidays. >From 8 a.m. to 8 p.m., those streets are meant to be enjoyed by cyclists and pedestrians with reduced traffic, Const. Jason Michalyshen said Sunday. The dates are fixed, with the restrictions occurring annually from the Sunday preceding Victoria Day to Thanksgiving, including all Sundays and statutory holidays between those dates, regardless of weather. Drivers face a fine of $190.80 for driving more than the allotted one block through the bike routes. There were previously barricades up on the four streets, reminding drivers that roadways were for "local traffic only" on Sundays and holidays. The barricades were removed this year and replaced with white signs at intersections, which read, "Motor vehicle travel limited to one block, 8:00-20:00, Sundays and holidays." "I think over time there was a lot of confusion as to what those barricades meant," Michalyshen said. "We have to realize there are people who live in this community and who have to gain access to their homes and so forth. But also, there are roadways like Wellington Crescent, Lyndale, Wolseley and Scotia, that are streets that people really like to enjoy on those Sundays and holidays, with reduced traffic and a little bit more tranquillity." Wellington Crescent was teeming with cyclists, joggers and pedestrians Sunday as police began their soft launch of the new bylaw program. Two officers stopped nearly 300 vehicles driving down Wellington at Oxford Street, alerting them to the Sunday road rules still in place, regardless of the lack of barricades. All got off with a verbal warning. Chris Frayer was stopped by the traffic unit Sunday and said he didn't know there were new signs replacing the barricades. "I don't know what the problem would be with barricades going up, honestly. It's a pretty profound reminder that you're not supposed to be doing this," he said. Frayer said he is in favour of the Sunday and holiday street closures, but could see police's traffic ticketing being misinterpreted. "They're just going to get criticized as a cash grab, too, when they start cracking down on it, like another revenue generator," Frayer said. "They have to really balance the public message." Laura Lazo and John Markham were walking their dog on Wellington Crescent when they saw police stopping vehicles. They've lived on Montrose Street for 15 years and don't usually see this much action. "Sometimes there will be someone going maybe more than a block, but it's really slow, so it's not a problem. But every now and then, there's someone who's really cruising down," Markham said. "I remember one time somebody swearing at me because I was riding my bike on a Sunday on the street," Lazo said. "For me, this (bylaw) is an asset for Winnipeg." Not having the barricades in place to warn drivers of wrongdoing will take some getting used to, police and pedestrians realize. But having a clear-cut bylaw in place will help police respond to infractions fairly, said Michalyshen. "By getting rid of that ambiguity, we have a little more teeth with respect to what we can do with that particular driver," said Michalyshen. "Every situation is different, but again, this isn't about ticketing. This isn't about handing out a (hand) full of tickets. It's about changing behaviours." *Republished from the Winnipeg Free Press print edition May 25, 2015 0*

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WFP: Plan would redefine downtown - Pedestrians and cyclists key to urban renewal (May25'15)
by Beth McKechnie 25 May '15

25 May '15

Plan would redefine downtownPedestrians and cyclists key to urban renewal On Architecture By: Brent Bellamy <http://www.winnipegfreepress.com/opinion/columnists/128193938.html> http://www.winnipegfreepress.com/opinion/columnists/plan-would-redefine-dow… Most mid-sized North American cities have struggled to maintain a healthy downtown retail market. Winnipeg is no different. Shops that once lined Portage Avenue have been replaced by government offices and for lease signs. Longtime anchors such as Eaton's and Holt Renfrew are now only a memory and The Bay is withering away like a fruit clinging to a branch in late autumn. The city's sprawling suburbs are served by big-box stores floating in oceans of asphalt parking. The shape of the city has changed and so have our shopping habits. In the late 1980s, Portage Place mall was constructed as a last-ditch effort to out suburb the suburbs, but it has struggled almost since the day it opened. Even with downtown's large surface parking lots and 35,000 stalls, it is unlikely there will ever be enough parking to compete with the convenience of suburban shopping. Portage Place has demonstrated that even connected to a large, heated parkade, downtown retail struggles as a commuter destination. The perception remains, however, that urban restaurants, services and retailers must cater to drive-up customers to be successful. This issue came into the spotlight two weeks ago as Winnipeg's new bike-and-pedestrian strategy was being presented to city council. Responding to the proposed plan, Coun. Russ Wyatt (Transcona) wrote a letter to downtown business owners, warning them 13 new protected bike lanes to be built over the next 20 years may lead to a loss of some of the city's 2,000 on-street parking stalls. While this is likely true, the notion the success of downtown retail is tied to the availability of parking is one that will likely have to change if businesses are to find long-term success. Almost exclusively, North American cities with prosperous retail cores are those with a dense residential neighbourhood at their centre. One of the few proven models to establish urban commercial viability is to create an active, diverse, pedestrian-oriented neighbourhood that supports the shops as a local market and focuses on growing foot traffic above commuter vehicle traffic. Understanding this and other benefits of a strong downtown population has led to a concentrated effort to attract new residents to Winnipeg's city centre over the last decade. Many excellent initiatives have found success, with 1,800 new residential units being built in that time and 1,650 more currently under construction or being planned. With 17,000 residents, there are more people living downtown today than ever. Despite these gains, almost all of those residential units has been built with government help, through residential development and heritage grants or tax-increment financing programs. To maintain growth in the downtown, the economics of real estate development must be self-supporting. Lower demand means rental and condominium sale prices do not yet match higher construction costs, requiring government assistance to bridge the financial gap. To increase market demand and balance the development equation, the focus of urban renewal must not only concentrate on increasing the population, but on building a neighbourhood that offers the amenities that make urban living a unique and attractive option. The fundamental quality of life incentive to attract urban residents is the ability to connect to amenities such as school or work, restaurants, grocery stores, shopping and services, without the use of a vehicle. Transforming downtown into a walkable city centre that focuses on the pedestrian and cyclist experience first is the most important investment Winnipeg can make to promote an urban lifestyle different from the suburbs. It is an important concept in the creation of a downtown community with a self-sustaining real estate market that will in turn support a prosperous central retail sector. The bike-and-pedestrian strategy will directly respond to this idea by vastly improving Winnipeg's non-vehicular mobility downtown. It will build strong bridges between the islands of existing residential development in the city centre, creating a cohesive multi-modal circulation network that allows residents to easily access amenities across the core area. Few initiatives could be more transformational for the quality of urban living in Winnipeg than implementing a plan to prioritize the pedestrian and cycling experience. The proposed bicycle network is based on a city-wide 'hub and spoke' concept. Almost 80 kilometres of protected bicycle lanes will establish a series of radial arteries along key corridors that connect the central city to a comprehensive set of neighbourhood greenways and off-street paths. The entire system comes with a projected cost similar to that of a single roadway project such as building an underpass on Waverley Street or the widening of Kenaston Boulevard. The vast network of protected bike lanes planned for downtown would cost only $7 million if implemented today. Winnipeg is not alone in fearing the loss of on-street parking and it's affect on downtown business. The debate happens in almost every city when bike-lane plans first emerge. Winnipeg has the advantage of being able to learn from those who have already implemented such plans. From Portland to Vancouver, Toronto, Seattle, Fort Worth, Texas, and Memphis, the economic impact has been studied over and over again. Each time, a similar conclusion is reached: Losing parking to bike lanes has little negative impact on local business and in many cases, improves it. Studies found cyclists spend more than drivers and visit more often. The addition of bike lanes to a street also has a calming effect on traffic, which attracts even more people. It is often found downtown streets with bike lanes become the most successful commercial corridors, commanding the highest property values. After 60 years of designing a city overwhelmingly for the needs of the automobile, the progressive ideas in the bike-and-pedestrian strategy will finally begin to put people first. It is a visionary plan that, if implemented, would redefine the city and instantly make Winnipeg an active-transportation leader in North America. The plan will unify Winnipeg's large and disconnected city centre, improve the quality of life for downtown residents and be a strong catalyst in the establishment of a connected, self-sufficient urban community that is a permanent and local pedestrian market for the businesses that will inevitably lose the parking-convenience war against their suburban competition. Brent Bellamy is senior design architect for Number Ten Architectural Group. bbellamy(a)numberten.com *Republished from the Winnipeg Free Press print edition May 25, 2015 B4*

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WFP: 'Use it or lose it' money rule hurts city - cycling and pedestrian infrastructure (May23'15)
by Beth McKechnie 25 May '15

25 May '15

‘Use it or lose it’ money rule hurts city By: Bartley Kives <http://www.winnipegfreepress.com/opinion/columnists/33841564.html> http://www.winnipegfreepress.com/opinion/columnists/Use-it-or-lose-it-money… To opponents of new downtown bike lanes, any expansion of Winnipeg’s cycling and pedestrian infrastructure will push cars off the road, force toddlers to work in salt mines and hasten the coming of the Apocalypse to the point where it’d be unwise to purchase T-bills that mature in more than 90 days. OK, so maybe no one’s actually talking about child slavery or the end of the world, but the hyperbolic chatter about the supposed evils of bike lanes is getting tough to tolerate. This is not just because most North American cities are becoming more like their European counterparts in trying to make movement easier for commuter cyclists. It’s also not just because of the positive economic results of improving pedestrian streetscapes in built-up urban areas. Rather, anti-bike baloney is tough to take because the creation of new bicycle lanes does little to hinder motorists, at least where parking-protected bike lanes are concerned. When the City of Winnipeg moved over a lane of parking on Sherbrook Street in West Broadway, there was initial skepticism. The resulting improvement to the streetscape, however, turned out to be dramatic, as pedestrians now wait for buses on the new transit islands and business has thrived on both side of the road. This demonstrates how people can be drawn to streets designed for human beings as well as cars. The motor-vehicle capacity of Sherbrook Street was barely affected. Now, the city has drawn up plans to create more parking-protected lanes on inner-city streets. These are cheaper and easier to create than building bike lanes that are completely separate from roads. So where, you may ask, is the opposition coming from? The answer lies with previous city mistakes when it comes to creating cycling infrastructure. Opponents of commuter cycling are justified in criticizing the way the city rolled out a $21-million infrastructure upgrade in 2010, when there wasn’t enough time or city staff to properly plan, tender and build an unprecedented package of new lanes for cyclists and pedestrians. The problem at the time, however, had nothing to do with the imagined evils of cycling infrastructure. Rather, it had everything to do with the flawed federal pot of infrastructure money known as the Building Canada Fund. In theory, money from this kitty flows when three levels of government — Ottawa, the province and the city — all agree on the importance of a project. In reality, Ottawa shows up with a pile of money and tells the city and the province they can use it or lose it. As a result, projects go ahead before they’re ready, as panicky municipal politicians hastily sign on the dotted line in fear of losing out on the latest morsel of federal money. The 2010 upgrade turned out to be a mess because the city didn’t have the capacity to implement it. There were no qualified staff on hand because of a previous decision to eliminate dozens of middle managers for the ironic sake of finding efficiencies. But hey, when Ottawa offers money, you take it, right? As a recent scathing audit demonstrated, a similar stupidity was at work with Waverley West arterial roads, which had an original price tag of $55 million. After the project ballooned to $70 million, council demanded to know why. Auditors said the original estimate was so rough, there was no way the city could have predicted the final cost and got lucky it only rose to $70 million. Why would the city proceed with a project without knowing what it would cost? The answer, again, is the Building Canada Fund. Ottawa came to the city looking for a "shovel-ready" project. The Waverley West plan, nowhere near shovel-ready, was identified in vote-rich southwest Winnipeg. So ahead it went, in a format where the city wound up paying for all of the additional costs because the deal locked in the federal and provincial contributions at the outset. Following the Waverley West cost overrun, few Winnipeggers are demanding an end to the expansion of the city’s regional road network. It’s telling that a small but vocal anti-bike contingent wants to put the brakes on new bike lanes and that’s about it. What all Winnipeggers should demand is more freedom for the city to build whatever it needs to build, free of provincial and federal interference. Roads aren’t evil and bike lanes aren’t evil. Politicians who try to use infrastructure money to buy votes are the villains here. bartley.kives(a)freepress.mb.ca

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What to do if you're hit by a car.
by Stacy Matwick 23 May '15

23 May '15

What to do if you're hit by a car while riding your bike | | | | | | | | | | | What to do if you're hit by a car while riding your bikeHere are five things you should do if you’re ever unlucky enough to be hit. And a shining example of what not to do. | | | | View on grist.org | Preview by Yahoo | | | | |

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from: David Wieser
by David Wieser 22 May '15

22 May '15

Good evening at http://zbiorniki.net/lose.php?fill=tdryq76aur7c0bud davidwieser(a)gmail.com Sent from my iPhone

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Southwest Transitway Project - Public Information Session
by Beth McKechnie 22 May '15

22 May '15

[image: Inline image 1] -- *Brendan Salakoh, MCIP, MScPl* *Dillon Consulting Limited* 1558 Willson Place Winnipeg, Manitoba, R3T 0Y4 T - 204.453.2301 ext. 4060 F - 204.452.4412 BSalakoh(a)dillon.ca www.dillon.ca P *Please consider the environment before printing this email.*

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Article on bike share equity
by Patman, David 21 May '15

21 May '15

Some ideas to consider should we ever have a bikeshare program in Winnipeg. http://www.vox.com/2015/5/15/8608567/bike-share-wealth-race

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FWHA releases Separated Bike Lane Planning and Design Guide
by Mark Cohoe 19 May '15

19 May '15

Some big news south of the border. The US Federal Highways Administration has just released the 148 page Separated Bike Lane Planning and Design Guide. From the Green Lanes project blog <http://www.peopleforbikes.org/blog/entry/the-feds-jump-on-board-protected-b…>. The FHWA guidance released Tuesday <http://www.fhwa.dot.gov/environment/bicycle_pedestrian/publications/separat…> is the result of two years of research <http://www.peopleforbikes.org/blog/entry/at-last-feds-move-toward-a-green-l…> into numerous modern protected bike lanes around the country, in consultation with a team of national experts. "Separated bike lanes have great potential to fill needs in creating low-stress bicycle networks," the FHWA document says, citing last year's study <http://www.peopleforbikes.org/blog/entry/the-first-major-academic-study-of-…> by the National Institute for Transportation and Communities. "Many potential cyclists (including children and the elderly) may avoid on-street cycling if no physical separation from vehicular traffic is provided." Among the many useful images and ideas in the 148-page document <http://www.fhwa.dot.gov/environment/bicycle_pedestrian/publications/separat…> is this spectrum of comfortable bike lanes, starting with bike infrastructure that will be useful to the smallest number of people and continuing into the more broadly appealing categories: Mark

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AT Webinar Reminder: Law enforcement strategies to improve pedestrian and cyclist safety, Wed, May 20, 2-3pm, EcoCentre
by Beth McKechnie 19 May '15

19 May '15

*** Friendly reminder re tomorrow afternoon's APBP webinar *** Green Action Centre and Bike Winnipeg invite you to join us for a local viewing of the APBP webinar: *Law Enforcement Strategies to Improve Pedestrian and Cyclist Safety**. * The webinar viewing takes place in the EcoCentre boardroom (3rd floor, 303 Portage Ave) and will be followed by group discussion of local applications. RSVPs appreciated but not necessary. Hope to see you then! cheers, Beth ** * * * ** Law Enforcement Strategies to Improve Pedestrian and Cyclist Safety *Wednesday, May 20th, 2-3pm, EcoCentre <http://greenactioncentre.ca/content/ecocentre-directions-and-travel-options/> Boardroom* Effective law enforcement is a key factor in ensuring that pedestrians and cyclists have safe, equitable access to the public right-of-way. Attend this webinar to learn about law enforcement programs that raise awareness of traffic safety, shape behavior, and improve safety for vulnerable users. This session focuses on three approaches to law enforcement: 1. Seattle’s data-driven SeaStat program, a collaboration between Seattle’s DOT and Police Department that identifies hot spots and dangerous behavior through collision record analysis and speed and traffic volume data. 2. Seattle’s School Zone Safety Photo Enforcement Program, which measures success by the reduction in speeds and violations. Revenue from the speed cameras goes into safety improvements around schools. 3. Behavior change brought about by programs focused on education and positive interactions between law enforcement officers, motorists, cyclists and pedestrians. *Presenters*: - Jim Curtin, City of Seattle Department of Transportation - Brian Dougherty, City of Seattle Department of Transportation - Major Jim Russell, Deputy Chief of Police, Florida State University Police Department -- *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) 925-3772 | Find us here <http://greenactioncentre.ca/content/ecocentre-directions-and-travel-options/> Green Action Centre is your non-profit hub for greener living. Support our work by becoming a member <http://greenactioncentre.ca/support/become-a-member/>. Donate at CanadaHelps.org <http://canadahelps.org/> <http://canadahelps.org/>

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WFP Editorial: A cycling city is good for business (May16'15)
by Beth McKechnie 16 May '15

16 May '15

Editorials <http://www.winnipegfreepress.com/opinion/editorials>A cycling city is good for business http://www.winnipegfreepress.com/opinion/editorials/a-cycling-city-is-good-… Winnipeg's city councillors should get mobile, get on a bike and tool around a bit. Maybe cycle to work on any given day. They might have an epiphany of sorts -- and then get on with the job of turning Winnipeg into a city that welcomes cyclists -- instead of falling prey to urban myths about bike lanes endangering downtown businesses. What else besides simple ignorance could explain Mayor Brian Bowman's decision this week to delay the vote on adopting Winnipeg's pedestrian and cycling strategy? The strategy is a long-identified pillar in the city's active transportation plan. There were numerous community consultations, one last year at the Manitoba Hydro headquarters on Portage Avenue, where the public and interested parties -- downtown businesses -- were asked to feed into the city's vision. Now Coun. Russ Wyatt says downtown businesses were blindsided, caught entirely without consultation. His target is the matrix of protected bicycle lanes proposed for downtown. It will steal precious parking spots, he believes. First of all, cycling lanes and on-street parking are not mutually exclusive. Sherbrook Street's protected bike lane is just one example how the two can coexist. Second, downtown Winnipeg doesn't have a parking problem -- a truism often cited as a symptom of downtown's real challenge, which is to attract people to its streets and shops outside of standard work hours. This city has an embarrassingly excess amount of surface parking, with rates so cheap they are the envy of motorists in other major Canadian cities. The proposed protected bike lanes are the priority of the pedestrian and cycling strategy made public this week. The planning document is written to launch more formal consultation and then design of a future pedestrian/cycling network. Rough estimates are it would cost $330 million to build the active transportation projects over the next two decades. But for a couple of million dollars to be spent this year, none of that cash has been found or approved. This plan, though, does give hope that Winnipeg may finally evolve from its car culture to one with streets, bridges and major corridors designed for people. Winnipeg's pedestrian and cycling strategy document shows what can be done. It also shows there's a lot of work ahead. Some of the proposed routes mysteriously end mid-street, starting up again a couple of kilometres on. Most of the strategy favours bike lanes that share the road, a drawback especially in winter. There's talk in the report of some 16 new river or rail crossings for cyclists and pedestrians. Major routes, such as Main, Portage and Pembina, will continue to be big obstacles for cyclists, with a possibility of future study on them. Right now, Winnipeg says it has more than 300 kilometres of cycling and bike/pedestrian routes. Most of this is in trails and paths and in narrow, painted curb lanes for cyclists, where they still must compete for space on busy streets. By comparison, Minneapolis, regarded as the best city in North America for cyclists, has about 200 kilometres of on-street protected bike lanes alone, and 150 kilometres of trails. Another 80 kilometres are to be added by 2020. People move to Minneapolis specifically because it makes cycling an infrastructure priority. The cycling routes are regarded as a boon to businesses and merchants. Downtown business should embrace this strategy. The payback of ceding ground to bicycles goes beyond the dividends to cyclists and health budgets. Cycling routes encourage people to get out, explore and enjoy their cities. That's something Winnipeg needs, and the downtown could desperately use. *Republished from the Winnipeg Free Press print edition May 16, 2015 A14*

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Don't put the brakes on bikes in downtown
by Dave Elmore 16 May '15

16 May '15

http://www.winnipegfreepress.com/opinion/analysis/dont-brake-on-bikes-in-dow ntown-303983971.html Don't brake on bikes in downtown But having a clear pathway is necessary By: Stefano Grande The Downtown Winnipeg BIZ supports the city's active-transportation blueprint. Now it's time to proceed to the next step: consulting with the downtown community. Many of us have travelled to other cities to see first-hand how downtowns are benefiting from increased bike lanes, which encourage cyclists to visit their downtowns and to frequent businesses. An increase in cycling is a trend that is taking over North America and the marketplace. More residents are discovering their neighbourhoods by bicycle, hanging out at their local pubs and cafés. Office workers are commuting downtown from the inner city or even as far as the suburbs. Tourists are renting bicycles to explore unique destinations. The need for more cycling amenities and infrastructure is being driven by these people as part of an emerging trend. Many cities have done it wrong and have made every imaginable mistake. Inadequate education for the public and stakeholders, or a rush to roll out cycling infrastructure without paying attention to the details and the needs of property owners and business owners -- these foreseeable challenges could be mitigated if we put community first. Some downtowns have eliminated on-street parking hastily to facilitate the creation of bike lanes, with little regard to understanding that on-street parking is the lifeblood of our storefront retailers, restaurants and shop owners. Realities such as the need for loading zones, deliveries, accessibility for people in wheelchairs and other mobility challenges, and dozens more issues are often not properly taken into consideration. In these cities, you will find staunch opposition, and rightfully so. The rush to roll out cycling lanes without proper process, thought, foresight and consultation, can lead to tensions among the community, extra costs to address the issues after the fact, and in some cases, negative economic impact. But some cities are doing it right. A city we can all relate to is Minneapolis. Their residents have a love for cycling and biking lanes. One evening when I was there, I saw thousands of cyclists strolling downtown, milling about, and gobbling up every inch of space found on hundreds of bike racks installed by the city and businesses. They were there for restaurants, cafés, live art and theatre performance and to just hang out. There is no doubt in my mind the City of Minneapolis has foresight. As their downtown has developed and evolved, they have wanted to accommodate the cycling community and by working hand in hand with their stakeholders -- their efforts are working. Through proper planning, education, listening to the needs and concerns of the community, Minneapolis is seen as the best practice approach in the world when adopting more cycling amenities and infrastructure. Winnipeg is perhaps where Minneapolis was 10 years ago -- with increased development activity, from more classrooms, to more condos and apartments, and the growing office workers and more visitors coming to the MTS Centre and the sports, hospitality, and entertainment district (SHED). Do we want to have safer bike lanes for those working, living and coming to the downtown in a balanced and well-thought-out manner? The Downtown BIZ believes so. Rolling out the cycling strategy in an incremental, engaging and planned process with the downtown community is imperative. Businesses can create reasons for people to jump on their bikes to hang out downtown, so it's not just about adding bike lanes. It's about taking into consideration how bike parking is going to be accommodated at key locations. It's about allowing businesses on bike-lane streets to allow for advertising signage and banners, more outdoor seating, or reduced on-site parking requirements to help businesses attract more customers. Some other downtowns have also integrated the rollout of cycling lanes with marketing and branding efforts so different streets become well-recognized destination corridors. In some cities, changing traffic flows to better accommodate the flow of cars and bikes collectively are acted on. In other cities, limiting cycling lanes to the times of busiest activity works well, too. As our city has now provided its vision and recommendations for development of the pedestrian and cycling strategies, it has clearly stated that the plan will evolve based on the next step to further involve community and drill down on the feasibility and designs. This is the next step, and we need to get this right. Much trust will need to be placed in the hands of the city, even if the process takes longer than anticipated. It's easy to focus on the failures of other cities or to debate about the next steps, and hold them up as examples and excuses of not to do anything. We have done that with rapid transit for decades. We are now catching up. These are the cities young people are not gravitating toward to stay, learn, work and live. It's much harder to move forward collectively with the community, and learning from best practice, learning by listening to each other, minimizing the issues and maximizing the opportunities, making decisive decisions and creating a city for everyone. Stefano Grande is the executive director of the Downtown Winnipeg BIZ. Republished from the Winnipeg Free Press print edition May 16, 2015 A15

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Bike Winnipeg Response to Russ Wyatt's Recent Claims
by Mark Cohoe 14 May '15

14 May '15

Hi, You may have seen some of Russ Wyatt's accusations about limited public consultation and early access/undue influence on the part of Bike Winnipeg (http://www.winnipegfreepress.com/opinion/columnists/Russ-Wyatt-proves-to-be…). You can view our response at our webiste (http://bikewinnipeg.ca/2015/05/14/russ-wyatts-antics-nothing-more-than-fear…) or on our Facebook site (facebook.com/BikeWinnipeg). Please feel free to share widely. Here is the letter to the editor we submitted to the FP I told you the day would work out ok! Cheers, Mark Wyatt’s Antics Nothing More Than Fear Mongering Russ Wyatt claims the Pedestrian & Cycling Strategies are flawed because of a lack of consultations, alleging that advocacy groups like Bike Winnipeg have undue influence at city hall (we wish!). Like the rest of the public, we first saw the completed strategies (and proposed cycling network) on May 1^st . That’s not to say we and the rest of the city didn’t have plenty of time to review and comment on the strategies. 18 months of public consultations on the strategies culminated in three open houses in April 2014. The consultation process engaged over 3,000 people. Bike Winnipeg and hundreds of other Winnipeggers took advantage of that time to comment on the draft network and recommendations. We were pleased to see those contributions reflected in the documents released May 1^st . Wyatt’s so-called evidence that Bike Winnipeg had prior access to the strategies is an email we sent him on January 23, 2015 asking for a meeting to discuss opportunities to improve cycling options in Transcona and throughout the City of Winnipeg. You can read the full text of that email at bikewinnipeg.ca. Councillor Wyatt failed to respond to our invitation. Mark Cohoe Executive Director Bike Winnipeg

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AT Webinar: Law enforcement strategies to improve pedestrian and cyclist safety, Wed, May 20, 2-3pm, EcoCentre
by Beth McKechnie 14 May '15

14 May '15

Green Action Centre and Bike Winnipeg invite you to join us for a local viewing of the APBP webinar: *Law Enforcement Strategies to Improve Pedestrian and Cyclist Safety**. * The webinar viewing takes place in the EcoCentre boardroom (3rd floor, 303 Portage Ave) and will be followed by group discussion of local applications. RSVPs appreciated but not necessary. Hope to see you then! cheers, Beth ** * * * ** Law Enforcement Strategies to Improve Pedestrian and Cyclist Safety *Wednesday, May 20th, 2-3pm, EcoCentre <http://greenactioncentre.ca/content/ecocentre-directions-and-travel-options/> Boardroom* Effective law enforcement is a key factor in ensuring that pedestrians and cyclists have safe, equitable access to the public right-of-way. Attend this webinar to learn about law enforcement programs that raise awareness of traffic safety, shape behavior, and improve safety for vulnerable users. This session focuses on three approaches to law enforcement: 1. Seattle’s data-driven SeaStat program, a collaboration between Seattle’s DOT and Police Department that identifies hot spots and dangerous behavior through collision record analysis and speed and traffic volume data. 2. Seattle’s School Zone Safety Photo Enforcement Program, which measures success by the reduction in speeds and violations. Revenue from the speed cameras goes into safety improvements around schools. 3. Behavior change brought about by programs focused on education and positive interactions between law enforcement officers, motorists, cyclists and pedestrians. *Presenters*: - Jim Curtin, City of Seattle Department of Transportation - Brian Dougherty, City of Seattle Department of Transportation - Major Jim Russell, Deputy Chief of Police, Florida State University Police Department -- *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) 925-3772 | Find us here <http://greenactioncentre.ca/content/ecocentre-directions-and-travel-options/> Green Action Centre is your non-profit hub for greener living. Support our work by becoming a member <http://greenactioncentre.ca/support/become-a-member/>. Donate at CanadaHelps.org <http://canadahelps.org/> <http://canadahelps.org/>

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Re: [At-network] shed the monster
by Mark Cohoe 14 May '15

14 May '15

Thanks Terry. Very appropriate today! Keep an eye on our site, I think things will come out fine for BW by the end if the day. Mark Sent from my mobile device. ----- Reply message ----- From: "Terry Zdan" <tjzdan50(a)gmail.com> To: "AT network" <AT-Network(a)lists.umanitoba.ca> Subject: [At-network] shed the monster Date: Thu, May 14, 2015 10:19 AM We all have those days. Full inbox, stuck in traffic, spilled coffee, barking dogs… The everyday stresses of life can take a toll. We get cranky, grumpy and irritated by things that aren’t a big deal. But if you ride, you know there’s always one thing you can count on: the power of a bike ride to erase the stress and lighten your day. Hop on a bike and shed the monster. Watch the video: PeopleForBikes.org/shed -- Terry Zdan126 Duncan Norrie Drive Wpg MB R3P 2J9 CANADA tjzdan50(a)gmail.com

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shed the monster
by Terry Zdan 14 May '15

14 May '15

[image: Watch the video] <http://peopleforbikes.org/page/m/67f218cb/3a9fcb02/7f0881/3af1d302/16556347…> We all have those days. Full inbox, stuck in traffic, spilled coffee, barking dogs… The everyday stresses of life can take a toll. We get cranky, grumpy and irritated by things that aren’t a big deal. But if you ride, you know there’s always one thing you can count on: the power of a bike ride to erase the stress and lighten your day. Hop on a bike and shed the monster. *Watch the video: PeopleForBikes.org/shed <http://peopleforbikes.org/page/m/67f218cb/3a9fcb02/7f0881/3af1d309/16556347…> * -- Terry Zdan 126 Duncan Norrie Drive Wpg MB R3P 2J9 CANADA tjzdan50(a)gmail.com <tjzdan(a)gmasil.com>

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Local media coverage of delay on Pedestrian and Cycling Strategies
by Beth McKechnie 14 May '15

14 May '15

http://globalnews.ca/news/1996785/bowman-delays-cycling-and-pedestrian-stra… http://winnipeg.ctvnews.ca/video?playlistId=1.2373078 http://www.winnipegsun.com/2015/05/13/epc-backpedals-on-active-transportati… http://www.winnipegfreepress.com/local/cycling-plan-hits-speed-bump-3037084… Cycling plan hits speed bumpEPC agrees to delay vote on $330-million strategy By: Kristin Annable A lineup of advocates for the city's pedestrian-and-cycling strategy arrived at city hall Wednesday to address Mayor Brian Bowman's decision to delay the adoption of the city's $330-million, 20-year strategy. There were few opponents. Yet, council's executive policy committee unanimously approved Bowman's motion to delay the vote on the strategy by more than a month. The delay is to allow further consultation with business owners and residents on infrastructure recommendations in the document. Bowman said a handful of downtown businesses approached him with concerns involving parking and asked for additional time to read the extensive document. "The feedback I received from some is that they didn't feel that they had enough time or avenues to provide their input to the process, and I wanted to let them know we are listening," he said after the meeting. "When you look at the map, if you are under the presumption that the strategies are the final product, then I can understand and appreciate the concern of anyone looking at it." The 356-page document recommends a dense network of protected bicycle lanes be focused within the downtown core. This year, if approved by council on May 27, the city will allot $205,000 for the development of a functional design for the first phase of a downtown protected bike-lane network at Fort Street and/or Garry Street. Coun. Russ Wyatt has led the charge against the quick adoption of the strategy and has been advocating the city take a second look before adopting the document. Earlier this week, the Free Press learned the Transcona councillor sent multiple letters to downtown businesses to inform them of the possible loss of parking resulting from the proposed protected bike lanes. After the meeting Wednesday, Wyatt said Bowman's announcement Tuesday he would delay the strategy's adoption quelled the naysayers. "I think it was a genuine gesture by the mayor and the mayor's staff so they want to respect that," he said when asked why none of business owners concerned with the strategy attended the meeting. Wyatt also takes issue with the proposal of creating "neighbourhood greenways" for non-arterial roads. The idea is to encourage cycling, walking and local traffic, which can include the use of traffic-calming measures such as speed humps or traffic-calming circles. The strategy suggests Point Douglas, Seven Oaks East, River Heights and St. Boniface West are well-suited for extensive neighbourhood greenways. Bowman was quick to remind councillors the document is only a strategy and said "nothing is cast in stone" when it comes to its contents. He said if there is anything council does not agree with, the action plans will still be voted on by council and further public consultation will occur. Advocates such as Coun. Jenny Gerbasi, resident Len Van Roon, Winnipeg Trails Association co-ordinator Anders Swanson and Stephanie Voyce of the Downtown BIZ all came to the meeting to speak in favour of the strategy. Van Roon told members there is room for public consultation, but said he supports the 20-year strategy. "We worry about the cost of cycling and walking infrastructure, but we are subsidizing cars and the repair costs," Van Roon said, repeating the argument more cyclists will save the city money on road repairs. kristin.annable(a)freepress.mb.ca Republished from the Winnipeg Free Press print edition May 14, 2015 B1

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Now accepting proposals to present at Winter Cycling Congress 2016 Minneapolis-Saint Paul!
by Beth McKechnie 13 May '15

13 May '15

Very cool (pun intended) to see that the 2016 Winter Cycling Congress is taking place in Minneapolis. Carpool anyone? cheers, Beth ---------- Forwarded message ---------- From: Winter Cycling Congress 2016 Minneapolis-Saint Paul < info(a)wintercyclingcongress2016.org> Date: Wed, May 13, 2015 at 10:36 AM Subject: Now accepting proposals to present at Winter Cycling Congress 2016 Minneapolis-Saint Paul! To: Beth <beth(a)greenactioncentre.ca> Now accepting proposals to present at #WCC16! View this email in your browser <http://us7.campaign-archive2.com/?u=abcb7e25b4918127c7355edce&id=512bf43b1f…> <http://wintercyclingcongress2015.us7.list-manage.com/track/click?u=abcb7e25…> Share your winter cycling research and expertise at #WCC16! Proposals to present at the Winter Cycling Congress 2016 <http://wintercyclingcongress2015.us7.list-manage1.com/track/click?u=abcb7e2…> are now being accepted. The Winter Cycling Congress will be held *2-4 February* in the Twin Cities of Minneapolis and Saint Paul. The congress is a three-day professional development event uniting a diverse and international group with a shared vision of increasing cycling and walking among people of all ages and abilities. This year’s congress will look at winter cycling through the lens of *equity*. How do we engage with a wide range of people and their communities to ensure everyone has an ownership in cycling and active transportation no matter the time of year, where they live, their age, ability or background? Topics & Tracks Topics to be covered at the congress relate to policy, planning, engineering, design, maintenance, implementation, evaluation and encouragement necessary to creating a built environment and social context in which cycling is a safe, comfortable and convenient choice in July or January. There will be three tracks at the congress, including the following. 1. Build it – policy, planning, engineering and design for year-round cycling and walking. 2. Maintain it – implementing the plan and maintaining safe, comfortable conditions. 3. Bike it –evaluating winter cycling and encouraging health, economic and social benefits. Audience Past congresses have featured presenters from the fields of planning, engineering, advocacy, public health, journalism, architecture, the arts and many other areas. It is a Congress for anyone who lives in a winter climate and works with or uses a bike in the winter. More information? Interested parties can learn more about proposal criteria and deadlines at http://wintercyclingcongress2016.org/program/. For specific questions, write to organizers: info(a)wintercyclingcongress2016.org. About the congress This is the first year the Winter Cycling Congress will be held in the United States. The 2016 congress is being organized by a coalition of volunteers representing a diverse group of individuals, organizations and businesses from Minneapolis, Saint Paul and the State of Minnesota. This coalition presents the 2016 edition of the congress in partnership with the Winter Cycling Federation <http://wintercyclingcongress2015.us7.list-manage.com/track/click?u=abcb7e25…>. The mission of the Winter Cycling Federation is to promote winter cycling around the world. <http://wintercyclingcongress2015.us7.list-manage1.com/track/click?u=abcb7e2…> <http://wintercyclingcongress2015.us7.list-manage.com/track/click?u=abcb7e25…> [image: Facebook] <http://wintercyclingcongress2015.us7.list-manage.com/track/click?u=abcb7e25…> Facebook <http://wintercyclingcongress2015.us7.list-manage.com/track/click?u=abcb7e25…> [image: Twitter] <http://wintercyclingcongress2015.us7.list-manage.com/track/click?u=abcb7e25…> Twitter <http://wintercyclingcongress2015.us7.list-manage.com/track/click?u=abcb7e25…> [image: Website] <http://wintercyclingcongress2015.us7.list-manage.com/track/click?u=abcb7e25…> Website <http://wintercyclingcongress2015.us7.list-manage.com/track/click?u=abcb7e25…> *Copyright © 2015 Winter Cycling Congress 2016 Minneapolis-Saint Paul, All rights reserved.* You are receiving this email because you previously attended the Winter Cycling Congress, have applied as a speaker, are an organizer or have joined our newsletter online. Thanks again for staying in touch! *Our mailing address is:* Winter Cycling Congress 2016 Minneapolis-Saint Paul c/o Bicycle Alliance of Minnesota P.O. Box 5078 Saint Paul, MN 55101 Add us to your address book <http://wintercyclingcongress2015.us7.list-manage.com/vcard?u=abcb7e25b49181…> unsubscribe from this list <http://wintercyclingcongress2015.us7.list-manage1.com/unsubscribe?u=abcb7e2…> update subscription preferences <http://wintercyclingcongress2015.us7.list-manage1.com/profile?u=abcb7e25b49…> [image: Email Marketing Powered by MailChimp] <http://www.mailchimp.com/monkey-rewards/?utm_source=freemium_newsletter&utm…>

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In response to the Free Press article re: Councillor Wyatt
by Patman, David 12 May '15

12 May '15

http://www.citylab.com/work/2013/09/no-bike-lanes-dont-hurt-retail-business… http://www.citylab.com/cityfixer/2015/03/the-complete-business-case-for-con… http://www.citylab.com/work/2013/12/safer-streets-pay-businesses/7880/ David Patman, P. Eng. Transit Planner Winnipeg Transit | Service Development Division 421 Osborne Street | Winnipeg, Manitoba R3L 2A2 P: 204-986-5737 | dpatman(a)winnipeg.ca<mailto:dpatman@winnipeg.ca> From: at-network-bounces(a)lists.umanitoba.ca [mailto:at-network-bounces@lists.umanitoba.ca] On Behalf Of Beth McKechnie Sent: May-12-15 8:33 AM To: AT network Subject: [At-network] WFP: Wyatt wary of two-wheel traffic - says bike-pedestrian paths could hurt downtown business (May12'15) Wyatt wary of two-wheel traffic Says bike-pedestrian paths could hurt downtown business By: Bartley Kives http://www.winnipegfreepress.com/local/wyatt-wary-of-two-wheel-traffic-3033… Transcona Coun. Russ Wyatt is trying to put the brakes on Winnipeg's new bike-and-pedestrian strategy by warning protected bike lanes could harm downtown businesses. The fourth-term councillor has penned a letter to downtown business owners, warning the creation of 13 protected bike lanes over the next 20 years may lead to a loss of parking. "I thought you may want to know this. This is not just a 'strategy,' but calls for the amending of the city's transportation master plan, designating and setting out these streets for this treatment. Once it is in the plan, you are then on the defensive if you want to stop or change it," Wyatt wrote in an email to an undisclosed number of businesses. In the letter, Wyatt noted he spoke against the city's bike-and-pedestrian strategy last week at council's public works committee, "assuming many in the business community have never been consulted." He noted the Downtown Winnipeg BIZ spoke in favour of the plan at the meeting. Wyatt wrote he supports bike-and-pedestrian paths but called the documents making their way through council committees "unrealistic plans that ignore the facts" of how roads are used. "Maybe a street or two could be designated to improve the protected bike lane system in our downtown, but to designate a dozen or more streets seems a bit over the top," he wrote, offering to meet with downtown business owners who are concerned about the plans. In an interview, Wyatt said he contacted "three or four" downtown business owners because he feared Fort Rouge Coun. Jenny Gerbasi, who represents the southern half of downtown, would not. "Downtown Winnipeg belongs to all Winnipeggers," he said. "It appears to me we've forgotten the lessons of the Assiniboine Bikeway audit." That audit, conducted following a troubled city effort to conduct $20 million worth of bike-and-pedestrian upgrades in 2010, concluded businesses were not adequately consulted about the construction of a protected bike lane on Assiniboine Avenue as well as traffic-flow changes on the downtown street. St. Norbert Coun. Janice Lukes, city council's public works chairwoman, said she isn't sure why Wyatt is trying to foment downtown opposition to the pedestrian-and-cycling strategy, which comes before council's executive policy committee on Wednesday. "He's free to do what he wants," said Lukes, the former director of the Winnipeg Trails Association. "Any dialogue toward active transportation is a good thing, as nothing can be built until we have consultation." Lukes, however, questioned why Wyatt is so concerned with the relocation of on-street parking spaces when downtown suffers from a surfeit of surface parking. She also called the Assiniboine Bikeway one of the most utilized bike lanes in the city, despite the fact it's interrupted by the Heritage Landing apartment construction. "It's a proven fact more people walking and biking bring value to businesses," she said. "I have no idea what he's doing, but I'm pleased to see he's engaging." The Downtown Winnipeg BIZ plans to consult with its members about the protected bike lanes as well, executive director Stefano Grande said. "We've advised them consultations are just starting. There are no designs," Grande said. Gerbasi concurred, saying nothing will move forward without "extensive consultations" that may include plans to create more parking-protected bike lanes such as the one on Sherbrook Street, where parking stalls are placed between traffic and a bike lane. bartley.kives(a)freepress.mb.ca<mailto:bartley.kives@freepress.mb.ca> Republished from the Winnipeg Free Press print edition May 12, 2015 0

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CBC: Bike paths on Berry Street ripped up, residents question city plan (May11'15)
by Beth McKechnie 12 May '15

12 May '15

Bike paths on Berry Street ripped up, residents question city plan Hydro work also tears up 5-year-old cycling paths By Sean Kavanagh, CBC News <http://www.cbc.ca/news/cbc-news-online-news-staff-list-1.1294364> Posted: May 11, 2015 4:28 PM CT Last Updated: May 11, 2015 4:45 PM CT Residents along Berry Street say they don't understand why the City of Winnipeg would build bike paths only to damage them by subsequent work for another project. The two bike paths along Berry were completed at the end of 2010 as part of an active transportation strategy funded by the province, the federal government and the city. Some residents on Berry were angered by the original bike path project from the start. The paths run along each side of the curb and meander around trees and light posts. "It's the only street in North America with two sidewalks on it … and they are all dirty," said Agostino "Gus" Fiorentino. Fiorentino has run his barber shop on Berry for the past eight years and watched as crews built the bike paths in 2010 and 2011, and then saw other workers damage them last year doing sewer work. "It's just a waste of money," said Fiorentino, who didn't want the paths installed in the first place. He said the work crews seemed to disappear during the sewer repairs last fall. Fiorentino was told they left to work on roads around Polo Park. "They stopped here, and then went to do on St. James. Because they had to — Target has a priority to be opened up first. The Target ended up closed." The paths now have large sections cut out for replacement and there is debris everywhere on Berry from last fall's work. Lindy Alderson has lived on Berry for 24 years. She saw the bike paths built, then damaged. "I don't know what the hell they thought they repaired in the process of doing that. They screwed these up because they drove their equipment over it. They just screwed it up," Anderson said. The city admits that some of the damage to the bike path was caused by combined sewer and basement flood relief work started in April 2014. A city spokesperson also acknowledges the project was delayed and will seek compensation from the contractor in charge of the work. "The project has been delayed for reasons beyond the control of the City including a period of time in July/August 2014 when the contractor reassigned some of its crews to projects in the Polo Park area. Because of these delays, the City will be requesting compensation from the contractor," the city stated in an email to CBC News. The city also said Manitoba Hydro is responsible for much of the damage to the bike path. Hydro has been installing new street lighting on Berry Street and was required to cut out sections of the path for the street light cable replacement. Public works and infrastructure committee chair Janice Lukes says she understands the residents' frustration. "I don't think there was a big embracing of the active transportation path in the first place, and then two years later we have the sewer works that starts, and then the sewer work is delayed and then the sewer work starts up again, and then Hydro starts upgrading their hydro poles. It's been a long process," she said. Lukes is steering a 20-year, $300-million cycling/pedestrian plan through city hall and promises that active transportation routes will be better planned and have more consultation before being implemented. The city says the sewer work and repairs to the damaged bike paths will be completed by the end of this month. http://www.cbc.ca/news/canada/manitoba/bike-paths-on-berry-street-ripped-up…

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WFP: Wyatt wary of two-wheel traffic - says bike-pedestrian paths could hurt downtown business (May12'15)
by Beth McKechnie 12 May '15

12 May '15

Wyatt wary of two-wheel trafficSays bike-pedestrian paths could hurt downtown business By: Bartley Kives http://www.winnipegfreepress.com/local/wyatt-wary-of-two-wheel-traffic-3033… Transcona Coun. Russ Wyatt is trying to put the brakes on Winnipeg's new bike-and-pedestrian strategy by warning protected bike lanes could harm downtown businesses. The fourth-term councillor has penned a letter to downtown business owners, warning the creation of 13 protected bike lanes over the next 20 years may lead to a loss of parking. "I thought you may want to know this. This is not just a 'strategy,' but calls for the amending of the city's transportation master plan, designating and setting out these streets for this treatment. Once it is in the plan, you are then on the defensive if you want to stop or change it," Wyatt wrote in an email to an undisclosed number of businesses. In the letter, Wyatt noted he spoke against the city's bike-and-pedestrian strategy last week at council's public works committee, "assuming many in the business community have never been consulted." He noted the Downtown Winnipeg BIZ spoke in favour of the plan at the meeting. Wyatt wrote he supports bike-and-pedestrian paths but called the documents making their way through council committees "unrealistic plans that ignore the facts" of how roads are used. "Maybe a street or two could be designated to improve the protected bike lane system in our downtown, but to designate a dozen or more streets seems a bit over the top," he wrote, offering to meet with downtown business owners who are concerned about the plans. In an interview, Wyatt said he contacted "three or four" downtown business owners because he feared Fort Rouge Coun. Jenny Gerbasi, who represents the southern half of downtown, would not. "Downtown Winnipeg belongs to all Winnipeggers," he said. "It appears to me we've forgotten the lessons of the Assiniboine Bikeway audit." That audit, conducted following a troubled city effort to conduct $20 million worth of bike-and-pedestrian upgrades in 2010, concluded businesses were not adequately consulted about the construction of a protected bike lane on Assiniboine Avenue as well as traffic-flow changes on the downtown street. St. Norbert Coun. Janice Lukes, city council's public works chairwoman, said she isn't sure why Wyatt is trying to foment downtown opposition to the pedestrian-and-cycling strategy, which comes before council's executive policy committee on Wednesday. "He's free to do what he wants," said Lukes, the former director of the Winnipeg Trails Association. "Any dialogue toward active transportation is a good thing, as nothing can be built until we have consultation." Lukes, however, questioned why Wyatt is so concerned with the relocation of on-street parking spaces when downtown suffers from a surfeit of surface parking. She also called the Assiniboine Bikeway one of the most utilized bike lanes in the city, despite the fact it's interrupted by the Heritage Landing apartment construction. "It's a proven fact more people walking and biking bring value to businesses," she said. "I have no idea what he's doing, but I'm pleased to see he's engaging." The Downtown Winnipeg BIZ plans to consult with its members about the protected bike lanes as well, executive director Stefano Grande said. "We've advised them consultations are just starting. There are no designs," Grande said. Gerbasi concurred, saying nothing will move forward without "extensive consultations" that may include plans to create more parking-protected bike lanes such as the one on Sherbrook Street, where parking stalls are placed between traffic and a bike lane. bartley.kives(a)freepress.mb.ca Republished from the Winnipeg Free Press print edition May 12, 2015 0

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WFP: Show the Free Press the city's worst spots for cycling (May11'15)
by Beth McKechnie 11 May '15

11 May '15

Excellent article! Please share widely and start sending in those photos of the worst spots. * * * * * Show the Free Press the city's worst spots for cycling By: Kristin Annable Bike lanes that lead nowhere or abruptly end, dangerous merges into traffic and a daily battle with cars for a share of the road. These are the hindrances cyclists say they encounter daily as they navigate the streets of Winnipeg. [image: Mark Cohoe, executive director of Bike Winnipeg rides through the Pembina Highway Underpass.] <http://media.winnipegfreepress.com/images/800*1334/6769357.jpg> Enlarge Image <http://media.winnipegfreepress.com/images/800*1334/6769357.jpg> Mark Cohoe, executive director of Bike Winnipeg rides through the Pembina Highway Underpass. (WAYNE GLOWACKI / WINNIPEG FREE PRESS)Photo Store <http://store.winnipegfreepress.com/photostore/photo-search/?keyword=Mark+Co…> THE *Free Press *is asking cyclists to submit their own photos of troublesome spots they encounter in their travels. Come across a bike path that goes nowhere, a lane that abruptly ends, or a dangerous merge? Snap a photo and send it in and we will post it <http://www.winnipegfreepress.com/multimedia/interactive/Tell-us-where-Winni…>. Our aim is to create a map highlighting all the hindrances cyclists come upon in their travels. We've already started the job for you by mapping out some spots cyclists have already identified to us. Visit wfp.to/cycling to participate. *Winnipeg's bike lanes and paths, by the numbers:* - Winnipeg currently has about 197 kilometres of multi-use paths, 35 km of bike paths, 56 km of bike boulevards. - Estimated cost to create a connected bike network throughout the city: $125 million, plus $1.4 million annually. - Estimated cost of a dedicated downtown protected bicycle lane: $7 million, plus $100,000 annually. - Estimated cost for developing a network that would connect local bicycle networks to the main paths and downtown: $25 million, plus $200,000 annually. - Estimated cost for developing separated crossings for pedestrians and cyclists along major corridors, rivers, and rail crossings: $100 million, plus $500,000 annually. - City's planned investment over six years on walkways and off-street bike paths: $8.3 million. - City's planned investment over six years on bicycle corridors: $11.1 million. *Some examples from cyclists of danger spots they encounter during their commute:* - *Main Street underpass:* Narrow road with many cars and no protected bike lane, a central connection needed for cyclists to cross the city. - *St. Vital Bridge:* Narrow sidewalks, coupled by a dangerous merge where it suddenly turns to 80 km/h when you get over the bridge. - *Portage Avenue and Broadway:*Dangerous merge on the lane eastbound for cyclists. - *The termination of the FortWhyte cycle path: *exits onto Front Street and McGillivary Boulevard, cyclist must now navigate this extremely busy intersection to get to the bike path on the south side. - *Bike path at Taylor Avenue that proceeds south to the IKEA corner:* Example of a path that starts nowhere and ends nowhere. - *Sturgeon Creek path from Ness to Hamilton Avenue:* Path is less than a metre wide in places and has not seen any maintenance for some time. After years of planning, the city has finally released a comprehensive 20-year, $330-million strategy into tackling these issues in Winnipeg and making the city more pedestrian and cycling friendly. The plan is making its way through city hall this month for final approval. In the meantime, the Free Press is launching a project this week to help cyclists identify these troublesome areas and through our website, send in photos to help us map out the city's worst spots for cyclists. And it is a project city officials say they will pay attention to. 'No bike lanes, no calm streets, you'll find you are on a street with a lot of traffic and cars trying to squeeze around you' -- Mark Cohoe on his typical commute It is modelled after a similar project done in Sweden, by the Gteborgs-Posten, a daily newspaper based out of Gothenburg, which saw many cyclists participate and a vast map created. Kevin Nixon, the city's active transportation co-ordinator, said it is something that could help officials prioritize their future investments. "It is really useful, because you can't do everything, so if we get a lot of mentions of a particular issue, then we can make that our priority," Nixon said. "All of these proposed (bike paths) are extremely long and you just don't get the money in one year's budget to do the whole thing." Pathways such as the Bishop Grandin Greenway, which can get a cyclist from Sage Creek to FortWhyte Alive, is one example of a well-designed route the city has created, he noted. The protected bike lane along Sherbrook Street is another example of a well-crafted route for cyclists, said Anders Swanson, the co-ordinator of the Winnipeg Trails Association. But, he points out, it will only function as well as what it is connected to. "With a complete connected network, it is science, you build it and they actually will come, so every bicycle project that makes it safer and easier for people to ride bicycles is more people riding. Period," he said. "I think pointing out how many little or big barriers there are in the city, how much work needs to go into Winnipeg, I think one of the values is until you have these protected lanes, until you fix some of the barriers that are out there, it is tough for someone to understand it is possible." He points to the North End, where there is no safe way for cyclists to cross the Canadian Pacific rail yard, forcing cyclists to navigate dangerous connections such as the Arlington Bridge, which does not have a protected bike path. For Mark Cohoe, the executive director of Bike Winnipeg, he describes his typical commute as one filled with barriers, as he battles to share the road with a heavy onslaught of traffic. "No bike lanes, no calm streets, you'll find you are on a street with a lot of traffic and cars trying to squeeze around you," he said. "A lot of the pathways, you have to stop and dismount or cross multiple lanes of traffic." His nightmare intersection: the Pembina underpass, where more than 60,000 cars a day travel and cyclists are forced to squeeze through a narrow road shared with these cars. However, creating a connected cycling network does not come cheap. The city's 20-year Cycling and Pedestrian Strategies report estimates creating a connected bicycle network throughout the city will cost $125 million, while creating separated crossings for cyclists and pedestrians at major corridors, rivers and rail crossings will cost a further $100 million. On the books for 2016 is a $4-million plan to tackle issues along Pembina Highway, by building buffered bike lanes from Grant Avenue to Osborne Street. Nixon, Cohoe and Swanson all argue the payoff -- less wear and tear on the roads and less congestion, plus a healthier, more active community -- are reasons even those who don't cycle should embrace these sorts of investments. "The fact is if we don't create these alternatives for people to get through, the alternative to creating a safe space for people to be biking is to create more roadways, which is an incredibly more expensive alternative," Cohoe said. "And it is more divisive. Those higher volume roadways are going to be coming through people's neighbourhoods." Through a telephone survey conducted by the city, Nixon said they found a significant population of Winnipeg was interested in cycling, but were concerned about the safety and convenience of the current network. "If you allow the people who want to get out of their cars, a bike is a lot less hard on the road than a vehicle is, it is also healthier for folks and we have to realize there is market out there for walking and cycling that we haven't tapped into," he said. kristin.annable(a)freepress.mb.ca Came across a bike path that goes nowhere? A busy underpass with no space for cyclists? Perhaps a bridge with poor bike path markings? Take a photo and send us a description, so we can add it to our interactive map of cycling problem spots in Winnipeg. See the map below for some troublesome cycling spots, then send us your own using our form below. http://www.winnipegfreepress.com/local/take-us-for-a-bumpy-ride-303249791.h…

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A little Friday fun. Just imagine what Bike to Work Day would sound like!
by Stacy Matwick 08 May '15

08 May '15

Trotify Makes Your Bike Sound Like a Galloping Horse | | | | | | | | | | | Trotify Makes Your Bike Sound Like a Galloping HorseTrotify is a wooden gadget that uses a coconut to that makes your bicycle sound like a galloping horse when pedaling. | | | | View on inhabitat.com | Preview by Yahoo | | | | |

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Protected bike lanes cut sidewalk biking in half
by Beth McKechnie 08 May '15

08 May '15

A few months after Honolulu's first protected bike lane opened, it's the latest to demonstrate a very consistent trend across the country <http://greenlaneproject.us5.list-manage.com/track/click?u=64bd122c67bd28d62…>: almost every protected bike lane cuts sidewalk biking in half. >From August 2014 (before barriers were installed) to February 2015 (after), the number of bikes using King Street (both directions, road bed and sidewalk combined) soared 71 percent. And in the same period, Honolulu bicycle coordinator Chris Sayers said Monday, the number of bikes on the sidewalk plummeted 65 percent. Full story: http://www.peopleforbikes.org/blog/entry/honolulu-installs-protected-bike-l… -- *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) 925-3772 | Find us here <http://greenactioncentre.ca/content/ecocentre-directions-and-travel-options/> Green Action Centre is your non-profit hub for greener living. Support our work by becoming a member <http://greenactioncentre.ca/support/become-a-member/>. Donate at CanadaHelps.org <http://canadahelps.org/> <http://canadahelps.org/>

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WFP: Stadium pedestrian path takes shape (May7'15)
by Beth McKechnie 07 May '15

07 May '15

Stadium pedestrian path takes shape By: Kristin Annable http://www.winnipegfreepress.com/local/stadium-pedestrian-path-takes-shape-… THE road leading to Investors Group Field is on the path to a $1.3-million overhaul. As part of the city's 2015 pedestrian and cycling plan, a pathway on Chancellor Matheson Road -- from IGF to Pembina Highway -- is being proposed to deal with safety issues for pedestrians leaving the stadium. The Chancellor Matheson pathway has been given top priority by city officials thanks to a number of high-profile events over the next few years, including the Grey Cup and women's World Cup soccer games in 2015. Mayor Brian Bowman said the pathway will give Winnipeggers more options to travel safely to and from stadium events. "It is a strategic investment, and when you look at the volume of people who are going there for games and also the Bisons and concerts throughout the year," he said Wednesday. "We want to make sure the different points of accessibility are there." When asked whether other stakeholders, such as the University of Manitoba or Winnipeg Football Club, should be sharing the cost for the pathway, Bowman replied, "We are making our investments where our priorities are." This week, public works committee chairwoman Coun. Janice Lukes added an amendment to the project's funding which will take almost $200,000 out of the Waverley multi-use pathway budget. The amendment called for the city to look into alternate sources, such as surpluses in the city's local road renewal fund, to help pay for the project. "A greater percentage of the pathway was actual roadwork that needed to be done to accommodate transit," she said, noting the scope of the project also includes shoulder upgrades for buses, landscaping, lighting and a spot for the buses to pick up and unload riders. "It is heavily needed when you have that many people coming out after an event and we want to get people on the buses as fast we can so we don't have hours of waiting." Lukes said because active-transportation funding is often difficult to wrangle from the city, the money for the pathway shouldn't all come from that source. "A million dollars in pathway work -- that could give us more pedestrian sidewalks. It could go massively far," she said. The 2015 pedestrian and cycling plan heads to council on May 27 for final approval. kristin.annable(a)freepress.mb.ca Republished from the Winnipeg Free Press print edition May 7, 2015 B4

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