- AT-Network - University of Manitoba Mailing Lists

Invitation: Winnipeg Trails Strategic Planning
by Anders Swanson 08 Apr '15

08 Apr '15

*Where Do We Go From Here?* *Trailblazing Summit 2015* *Saturday April 18th* *Norquay Community Centre* *(Just North of the Disraeli Ped/Bike Bridge on the North Winnipeg Parkway)* *65 Granville Street <https://www.google.ca/maps/place/Norquay+Community+Centre/@49.909947,-97.12…>* *Meeting: 11am to 2 pm* *Site visits: 2-3pm* *We want to hear from you! * Come share your perspective on the past, present and future of Winnipeg Trails. Our last coordinator is now Chair of Public Works; and boy does the new guy have some big boots to fill. Join us as we review our mandate and vision, review the impact of the City of Winnipeg's walking and cycling strategies, and talk about about our shared priorities for the next year. When we are done chatting, those interested will be heading out to check out some emerging projects and priorities right nearby. So don't forget your shoes or bikes or skateboards . . .we're going on a little trailblazing adventure! Lunch & refreshments will be served Introductory remarks by former WTA Coordinator Janice Lukes. Facilitated by new WTA Coordinator, Anders Swanson. *Everyone Welcome.* Kindly RSVP today by contacting Sylvie at info(a)riverswest.ca.

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Better Streets: Whatchu whatchu whatchu want?
by Dave Elmore 08 Apr '15

08 Apr '15

http://www.placemakers.com/2015/04/06/better-streets/ Better Streets: Whatchu whatchu whatchu want? "What a bunch of idiots. Don't they know this will create a traffic nightmare?" Sound familiar? It's the most commonly voiced complaint any time the community conversation turns to traffic calming. Taken at face value, it's not an outrageous sentiment. After all, when you're out and about, anything that stands between you and where you want to be looks like a problem. So why on earth would anyone choose to further complicate your commute on purpose? I don't blame them. Most people alive today have been told for their entire lives that infrastructure upgrades occur to ease congestion and, by that measure, the reduction of lanes does seem sort of, well, stupid, right? But here's the thing: Traffic calming isn't done to ease congestion. That's not the problem it's trying to solve. If that's surprising news to the community, one of two things has likely taken place: Either leadership has done a poor job of articulated and validating a particular vision; or infrastructure investments are being made outside the participation of the community. Hell, sometimes it's even both. Let's start at the beginning The right-of-way, as it exists from property line to property line, is public space, which means that we, the public, can divvy it up any way we want. Long before money gets released and design schematics surface, that's the conversation we need to have. What kind of space do we want this to be? (From time to time I'll come across great illustrative graphics on social media, then get annoyed that they're small or of insufficient resolution to print or use in presentations. This week, I took some time to rebuild a number for this post and am including them all at a large, useful size. Feel free to use, link or otherwise circulate.) Complete Mobility <https://twitter.com/dewanmkarim> suggests looking at our built environment in terms of either Links, in which movement is prioritized, or Places, in which destination space takes precedence. Each has design best practices to serve its larger respective goal. In a Link environment, the design objective is to save time. In a Place, it's to spend time. Neither is a value judgment. It's just a decision that needs to be made one way or another. This graphic explains: <http://www.placemakers.com/wp-content/uploads/2015/04/Prioritized-Space1.jp g> Concept from Complete Mobility (Twitter user @dewanmkarim). Click for larger view. Once you've narrowed down the context that defines your objectives, then you can get down to the decisions that flow from there. In a Links environment, you'll face questions like: Are we seeking maximized automotive throughput (your classic car sewer scenario), or do we want a more humane and equitable environment in which facilities exist to serve all users, from cars to bikes to those on foot or with assisted mobility? What are the advantages and negative impacts associated with each? That's even a conversation that most DOTs are now equipped to participate in. But sometimes communities have a different realization. Such as: Why do we care if people can pass through our community faster on their way to somewhere else? First and foremost, our streets should be engineered to serve us, the surrounding community. When that's the case, you're talking about the public realm as a Place rather than a Link. Which means a totally different set of criteria takes over. In a Place, automobiles might be accommodated but they are not prioritized. Human scale and comfort are what rule, and all subsequent design decisions reflect that. First and foremost in that consideration is speed. Simply put, people places don't function with high speeds. If you constrict capacity but do nothing to reduce speeds, you're investing a whole lot of money in a lose-lose scenario. Why is speed so important? Because if people don't feel safe, they don't hang out. If they don't hang out, it's not really a people place now, is it? So why don't they feel safe in the presence of higher speeds? These two graphics do a great job of explaining: <http://www.placemakers.com/wp-content/uploads/2015/04/Injury-Severity1.jpg> Original image from Complete Mobility (Twitter user @dewanmkarim). Adapted for US measurements. Click for larger view. Now available in metric <http://www.placemakers.com/wp-content/uploads/2015/04/Injury-Severity-METRI C.jpg> as well. <http://www.placemakers.com/wp-content/uploads/2015/04/Speed-Mortality-Graph ic1.jpg> Adapted from a graphic at www.gjel.com. Click for larger view. Now available in metric <http://www.placemakers.com/wp-content/uploads/2015/04/Speed-Mortality-Graph ic-METRIC.jpg> as well. There you go. When people drive fast, pedestrians are injured more severely and die in greater numbers. Which is not a particularly enticing prospect when you're trying to get people to treat the street as a shared public resource. Why we get confused Generally speaking, traffic engineers only see Links, so when they talk about safety, they're looking at ways to reduce accidents without compromising throughput. That's car-first safety. It has its place in certain contexts, but people places are not one of them. People places require safety measures that put pedestrian safety and comfort first. Failing to begin any change in infrastructure with a community conversation of Link vs. Place will result in all the public confusion and outrage we've come to expect. And why not? We all know such discontent stems from unmet expectations and our expectation as a culture, which has been reinforced for more than a half century, is that we spend money to ease congestion to help us get where we're going faster. Sometimes that's still the case, but sometimes it's not. That's why the conversation is so important. Without it, you end up like Gainesville, Florida (where they installed and are now removing bike lanes <http://www.citylab.com/commute/2015/01/why-one-florida-city-reversed-its-ro ad-diet/384307/> ) or Denver's new urban community of Stapleton (where a failure to adhere to the distinctions of Link and Place has left them transportationally confused <http://www.citylab.com/cityfixer/2015/04/a-case-study-in-flawed-street-desi gn/389291/> ). You can't be all things to all people. No one expects that. But you can minimize conflict when you define what kind of street you want up front, then commit to the path that'll get you there. Further resources It's worth noting that transportation decisions don't just impact mobility. Or lifestyle. So those shouldn't be the only factors in the discussion. Transportation policy also plays a huge role in associated development models and our friends at Strong Towns <http://www.strongtowns.org> have done tremendous work quantifying the economic returns associated with different development patterns. Spoiler alert: A lot of the conventional wisdom peddled by politicians is wrong. Flat out wrong. Finally, once you get the big question of context answered, you eventually work your way down to the very granular details of design. To that end, the book to read is Street Design: The Secret to Great Cities and Towns <http://www.amazon.com/Street-Design-Secret-Great-Cities/dp/1118066707> by John Massengale and Victor Dover. -Scott Doyon <http://www.placemakers.com/meet-and-contact-us/#Atlanta>

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Fwd: Info: Walking Visionaries Awards launched
by Anders Swanson 08 Apr '15

08 Apr '15

Wanna go to Vienna? Enter a project in the Walking Visionaries Awards. See details from Florian below. The formal submission process is over, but a new award has been announced. If you have an innovative project that aims to advance pedestrian design, policy or planning, throw your name in the ring. You'll be in good company. Hundreds of organizations and ideas apply. Most are interesting and worthwhile. If your project win, you get free registration (which is not cheap), an excuse to visit Vienna and a chance to present/discuss your work to the leaders in the field (priceless). Take it from me: in 2013 at Velocity Vienna, CounterPoint <http://counterpointapp.org> was one of two winning entries from Winnipeg (The U of W's Bike Lab was the other) to make the cut for a similar award for cycling. It was an incredible chance to engage and partner with leaders in this field from around the world. It led to countless opportunities such as being invited to Australia. Walk21 Sydney in 2014 was an excellent conference packed with information critical to understanding pedestrian issues. The depth of things to learn is incredible. So.. Go for it. You might win. Even if you don't, but you work in this field and your boss will let you, try to attend this conference. You won't regret it. Anders ---------- Forwarded message ---------- From: Florian Lorenz <florian.lorenz(a)gmail.com> Date: Fri, Mar 27, 2015 at 12:39 PM Subject: Info: Walking Visionaries Awards launched To: awards(a)walk21vienna.com Dear friends peers and people interested in active transport, This is an email to notify you about the Walking Visionaries Awards <http://walk21vienna.com/visionaries/>, an initiative that I am working on as member of the Walk21 Vienna Management Team. This year Vienna, Austria will be hosting Walk21, the foremost conference about walking as a strategy to foster liveable communities and vibrant public spaces. Within the conference we launched the Walking Visionaries Awards <http://walk21vienna.com/visionaries/> to 1. invite people to share creative, visionary and bold ideas for how to foster more walkable spaces and thereby build a reference collection to inspire people to work together towards more walkable and liveable cities, and 2. award a minimum of 30 "Walking Visionaries" who will receive free tickets to participate in the Walk21 Vienna conference <http://walk21vienna.com/visionaries/>. I am writing to you to ask you to help us spread the word about the Awards, participate yourself in them and/or visit the awards page to see the growing collection of submissions. Follow the hashtag #WalkVision on Twitter <https://twitter.com/search?f=realtime&q=%23WalkVision&src=hash> (and Facebook) to keep updated. Attached I am also sending you some info material that you can use upon your wish. Please let me know if you have any further questions. Thank you very much and hope to see you soon! All the best Florian Florian Lorenz 弗洛里安

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Bicycle crash study could guide design of bicyclist detection systems
by Beth McKechnie 07 Apr '15

07 Apr '15

Interesting article and study on common crash situations, and the idea of adding bicycle detection to cars: *http://www.iihs.org/iihs/sr/statusreport/article/50/3/3 <http://www.iihs.org/iihs/sr/statusreport/article/50/3/3>* ...So far most efforts to improve bicyclist safety have focused on infrastructure. Cities have added bike lanes and cycle tracks and have delineated bike boxes at intersections to give bicyclists their own space to wait for a light to change. In many cases, safety was found to improve after such changes (see "Sharing the road: Communities try new ways to improve bicyclist safety <http://www.iihs.org/iihs/sr/statusreport/article/48/1/1>," Jan. 24, 2013). But even with improved infrastructure, it would be impossible to eliminate all conflicts between vehicles and bicycles. That's why it's important to incorporate bicyclist detection into front crash prevention systems. ... A handful of automakers are already adding bicyclist detection to their crash avoidance systems. Volvo and Subaru say their optional forward collision warning and automatic braking systems recognize bicyclists as well as pedestrians. BMW's Night Vision is designed to detect bicyclists, pedestrians and large animals in the dark and highlight them on a display, issuing an audible warning if necessary. All these systems have certain limitations, and it's not clear what percentage of bike crashes they actually prevent or mitigate. 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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Peer to peer bike share
by tjzdan50＠gmail.com 06 Apr '15

06 Apr '15

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More traffic congestion in Kingston? Bring it on, say transportation experts
by Beth McKechnie 01 Apr '15

01 Apr '15

More traffic congestion in Kingston? Bring it on, say transportation expertsKingston Heritage By Bill Hutchins <http://www.kingstonregion.com/news-story/5535536-more-traffic-congestion-in…> http://www.kingstonregion.com/news-story/5535536-more-traffic-congestion-in… News – If you think some Kingston roads are congested now, you’d better get used to it. The city is in the process of updating its Transportation Master Plan (TMP), and one of the strategies is to allow traffic congestion to get worse. “It’s not nice to drive if the capacity of that road is virtually reached,” explained Valerie McGirr with AECOM, the consulting firm hired to help the city map out its long-term transportation needs. Experts told council that extending local road capacity to its maximum design is more likely to persuade automobile users to consider alternate transportation means such as car-pooling, public transit and cycling. “This is how we further help people make that choice,” McGirr told council March 24. The TMP’s first update since 2009 sets new long-term goals to promote active transportation while reducing reliance on car travel. In 2004, automobile use was the dominant form of transportation, representing an 82 per cent share of all commuters in Kingston. By 2009, the automobile mode share was down to 76 per cent. Experts believe Kingston can further reduce that figure to 69 per cent by the year 2034. At the same time, they’re forecasting an increase in active transportation users (walking and cycling) from a 12 per cent share in 2004 to 17 per cent by 2034. Public transit is projected to rise from just a three per cent share in 2004 to 9 per cent in 2034. Getting people out of their cars and into more sustainable forms of transportation is a cornerstone policy of the proposed 2015 TMP update, which council is expected to approve later this year. A city-funded telephone and online survey of 846 residents conducted last year identified the top reasons that influence travel choices. The majority of respondents, 38 per cent, said they were swayed by convenience, 25 per cent said travel time and 14 per cent said it was the cost. Regardless of the mode of travel, the survey also looked at what residents consider as “very important” improvements that need to be made; 48 per cent want more multi-use trails for pedestrians and cyclists, 42 per cent want transit improvements along with designated carpool and park-and-ride facilities, 41 per cent identified building and widening roads, and 39 per cent favoured more cycling lanes. The city has already invested millions of dollars to install new sidewalks and bicycle lanes, and officials promise that more will be done down the road. At the same time, experts want to increase the threshold by which traffic engineers determine whether roads need to be widened. The former standard to determine whether a particular road was a candidate for expansion was when traffic counts reached 90 per cent capacity during peak periods. The new standard is 100 per cent. It’s a standard that’s already been adopted by communities such as Ottawa, London, Waterloo Region and Burlington. “This LOS (level of service) threshold will allow the City to defer capital costs until roads reach capacity,” said a report by director of engineering Mark Van Buren. He added: “Given that the population forecasts for the City of Kingston are forecast to peak in 2034 and then gradually decline, it is reasonable to adopt a higher level of congestion.” For example, two-lane Bayridge Drive is already a busy commuter route for suburban motorists. Yet city officials confirmed they have no plans to widen Bayridge to four lanes to ease the weekday morning and afternoon congestion. What they have done, however, is launch a west end-to-downtown 15-minute peak express transit service, and more express busses will be added this May to the central and east end areas of Kingston. “We are emphasising the active modes,” explained McGirr during a presentation to council. Coun. Rob Hutchison says increased bus service frequency is what the city should be striving for. “Ten minute service is one of the thresholds where you see people being willing to leave their cars and that’s why I think it’s something we should seriously look at.” While many councillors appear enthusiastic with the active transportation vision, they are not about to abandon the needs of motorists completely. In fact, the TMP has identified some key road projects that should be built over the next 20 years, subject to final council approval. The list includes the third bridge crossing over the Cataraqui River, completing the controversial Wellington Street extension, finishing the widening of John Counter Blvd. with a bridge over the CN tracks, extending two-lane Bayridge Drive (Sierra Avenue to Creekford Road), extending Cataraqui Woods Drive east (Centennial Drive to Sydenham Road), extending four-lane Centennial Drive (Cataraqui Woods to Gardiners Road), widening Highway 15 to four lanes (Highway 2 to Gore Road) and connecting Leroy Grant Drive (Concession Street and Elliott Avenue.) The expensive road projects, coupled with improvements to transit, intersections and pavement widening for cycling lanes, adds up to $293 million over the next two decades.

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WFP Analysis: Don't destroy Arlington Bridge (Apr.1'15)
by Beth McKechnie 01 Apr '15

01 Apr '15

Don't destroy Arlington BridgeHistoric structure can be converted to pedestrian/cycling corridor By: Catherine Mitchell <catherine.mitchell(a)freepress.mb.ca> http://www.winnipegfreepress.com/opinion/analysis/dont-destroy-arlington-br… It was a good start to another season, even with the double wipeout, on the same day. Getting on the bike March 9 was a personal victory -- I'm not one of the ninja cyclists grinding the gears through the dead of winter. (Thick skin; stout heart. Not me.) Construction season has also started early on Route 90 this year. They're working on sewer drains north of Silver Avenue, and there's more work to come this summer. I'm already hating the drive, hating the person behind my wheel. Cycling's good for the heart. Which brings me to the Arlington Bridge: It's not on my work route, but it's on my mind. It's 103 years old, and they want to tear it down. The city posted a public list of options, but it's clear the administration sees it coming down. It's crumbling, and a do-over is cheaper. The deck is corroded. The trusses may be salvageable (they still have to be assessed) but if the bridge is to be widened, that's not possible. A wider bridge would require rebuilding the piers that are supported on timber piles more than a century old. "If you're going to invest in another bridge for vehicles, you would have to rebuild the piers," says project manager Brad Neirinck. All prohibitively expensive. So, what they are mulling over (even amid talk of moving the CP rail yards; a generational project if ever it materializes) is whether to raise a new bridge over the CP rail yards at Arlington or move the crossing to another location, reviving the option of a bridge at McGregor. I agree designing a vehicle bridge would see the existing span pulled down. But we should wait to see how the numbers line up before condemning Arlington outright. The city is expected to produce a report in the fall. Neirinck was skeptical the superstructure -- the lattice-like work of riveted steel beams that gives the span its profile -- could be saved. But it should stay. We've got to stop putting cars before people, and Arlington Street is a good place to do that. This busy bus route is technically too narrow for the two lanes of traffic either way that happens every rush hour. A better option is to turn the curb lanes and sidewalks into pedestrian/cycling corridors. The Arlington crossing can be part of the corridor, although its approach is steep. The bridge, closed to trucks and buses since 1972 because of deck deterioration, sees about 15,000 vehicles per day. That can be shunted, partially to a rebuilt McPhillips underpass, facing a re-do of its own because its clearance is too low. A bridge at McGregor/Sherbrook would be the more natural conduit to residential expansion in Winnipeg's northwest because McGregor doesn't narrow to a glorified goat path the way Arlington does. Turn Arlington Bridge into a pedestrian/cycling bridge. Illuminate the girding, tear off the sidewalk cages that imprison walkers, and turn the bridge into a venue for public events, as other cities in North America have done with decommissioned rail/vehicle crossings. The cities of Newport, Ky., and Cincinnati, Ohio, did exactly that to preserve a gorgeous, trussed rail bridge opened in 1872 across the Ohio River. Closed to cars in 2001, it was painted purple, and for a short time people could walk up and over the five truss humps (purplepeoplebridge.com). At 2,670 feet, the crossing can be rented for wedding receptions, fundraisers and dinners. New York's Walkway over the Hudson (walkway.org) was opened in 2009 after a mammoth rebuild to save a 127-year-old rail crossing abandoned after a fire in 1974. At more than two kilometres, it is the world's longest, elevated pedestrian bridge and has given life to a state historic park. These are laudable conservation efforts that make the case saving Arlington is possible. In other cities, new pedestrian/cycling bridges are becoming architectural installations. Austin's Pfluger Bridge, on the Colorado River, is more a park than an overpass and has been credited with some of the best views of the cityscape and its sunsets. Have you seen how a retiring sun can set rail yards and its cars shimmering? It's Winnipeg's time to step into the 21st century, to defer to its growing cycling community. This is an opportunity to stitch together a historic divide. City council's Build Canada wish list is an aggressive vote to move more steel on the roads faster. But there's got to be room in a city to slow it down. Divert it. Give residents a space on Arlington to connect by pulling together the North End, inner city and the south. The gritty, storied stretches of Logan and Dufferin there are loaded with potential for rebirth as a hub of human activity. Let's start talking about that. Catherine Mitchell is a Free Press editorial board member. catherine.mitchell(a)freepress.mb.ca Twitter: @wfpcmitchell Republished from the Winnipeg Free Press print edition April 1, 2015 A9

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Light up your bike
by Zdan, Terry (MIT) 28 Mar '15

28 Mar '15

‎http://mashable.com/2015/03/28/volvo-lights-up-nighttime-cyclists/ Happy trails Terry Zdan MIT 2042273724 Terry.Zdan(a)gov.mb.ca

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Spin - inspired by the story of Annie "Londonderry" Kopchovsky
by Beth McKechnie 28 Mar '15

28 Mar '15

Mark your calendars to pick up tickets for Prairie Theatre Exchange <http://www.pte.mb.ca/database/files/library/Season_at_a_Glance_website.pdf>'s presentation of "Spin" by Evalyn Parry <http://www.thecollectionagency.ca/evalyn%E2%80%88parry/> running Jan 13-31, 2016. Annie was recently featured by Momentum Mag as one of three women who changed the course of history on bicycles <http://momentummag.com/three-women-changed-course-history-bicycle/>. SPIN Created and Performed by *evalyn parry* Directed by *Ruth Madoc-Jones* Innovative, award-winning Toronto artist evalyn parry takes her audience on an uncommon theatrical and musical journey in* SPIN*, her tour-de-force performance celebrating the Bicycle as muse, musical instrument and agent of social change. Inspired in part by the incredible true tale of Annie Londonderry – the first woman to ride around the world on a bicycle in 1894 – parry spins a web of stories which travel from 19th century women’s emancipation to 21st century consumer culture, peeling back layers of history to ultimately reveal a profoundly contemporary and personal heart to her performance. parry’s “co-star” is a vintage bicycle: suspended in a mechanic’s stand on stage and connected to a variety of electronic effects pedals, the bike is played – from fenders to spokes to bells – by percussionist *Brad Hart*, conjuring an astonishing and unique sonic accompaniment to parry’s songs and monologues. Projections by award-winning designer *Beth Kates* add a captivating visual layer to *SPIN*, which sold out the run of its premiere in Toronto in 2011. “part theatre, part musical gig, part spoken word poetry and part documentary … whatever it is, it is brilliant” –*Toronto Star*

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Job Posting: Active Transportation Coordinator, City of Winnipeg
by Beth McKechnie 27 Mar '15

27 Mar '15

Hello everyone: You may have heard that Kevin Nixon, the City's AT Coordinator, is retiring shortly. We are very sorry to see him go! Here's the job posting – please share widely! thanks, Beth * * * * * ACTIVE TRANSPORTATION COORDINATOR PUBLIC WORKS DEPARTMENT Posting #: 112240 Under the general direction of the Transportation Facilities Planning Engineer, this position implements programs that are critical to the successful management of the transportation network and the position is expected to excel in communications, team building and project management in a multi-task and multi-disciplinary environment. This position shall be responsible for encouraging and implementing Active Transportation projects and coordinating related interdepartmental activities. A significant responsibility of this position is the implementation and coordination of programs, education, promotion and funding activities including the preparation of reports to the Standing Policy Committee on Infrastructure Renewal and Public Works. This individual fulfills a facilitation/coordination role with community groups and various City Departments. The position is responsible for the supervision of two technical/support positions and also administers the work of the Active Transportation Advisory Committee. As the Active Transportation Coordinator you will be: - Implementing the City's Active Transportation Strategies and Policies. - Chairing meetings with and administers the Active Transportation Advisory Committee. - Encouraging innovation and seeking partnerships in funding and supporting Active Transportation facilities and programs. - Assessing and recommending the incorporation of Active Transportation facilities in all transportation projects. - Administering the Active Transportation Capital Budget Program. Your experience includes: - A Community College Diploma in a related discipline such as Urban Planning or Environmental Studies. - Bachelor's Degree in Civil Engineering or Urban Planning would be considered an asset. - Minimum of three (3) years of prior related work experience. - Indepth knowledge of City of Winnipeg Active Transportation Policy. - Knowledge of cycling and pedestrian best practices and policies. - Proven ability in public speaking; dealing with the public and stewardship groups. - Demonstrated application of transportation planning methods. - Demonstrated current research related to policies and design guidelines in the area of Active Transportation. Requirements: - Possess and maintain a valid Manitoba class 5 Driver's License. If YOU are interested in this exciting opportunity, please apply online at winnipeg.ca/hr quoting Posting No. 112240, Active Transportation Coordinator position by 4:30 p.m., Monday, April 13, 2015. The salary range for this position is $2,669.48 to $3,585.65 biweekly. We have great benefits and competitive salaries, and we are committed to ongoing learning and career development! For more information on this opportunity and other careers within the City, visit: winnipeg.ca/hr/. WE SEEK DIVERSITY IN OUR WORKPLACE. ABORIGINAL PERSONS, WOMEN, VISIBLE MINORITIES, AND PERSONS WITH A DISABILITY ARE ENCOURAGED TO SELF-DECLARE. Only candidates selected for interviews will be contacted. #LI-POST Posting and to apply online: http://www.winnipeg.ca/resumeol/peoplesoft/job_req.asp?req=112240

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The economics of bike lanes vs car parking - compilation.
by Laura Donatelli 24 Mar '15

24 Mar '15

Not sure if this has already been shared, but if not, it's quite interesting. http://www.citylab.com/cityfixer/2015/03/the-complete-business-case-for-con…

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Artist Talks with Erika Lincoln, Victoria Scott and Scott Kildall
by Beth McKechnie 24 Mar '15

24 Mar '15

You may recall hearing about this collaboration of an artist with the City's climate change office. Could be a really interesting presentation. Please share widely! http://plugin.org/events/201503/artist-talks-erika-lincoln-victoria-scott-a… *From:* Plug In ICA [mailto:info@plugin.org] *Sent:* March 19, 2015 1:45 PM *To:* erika(a)lincolnlab.net *Subject:* Artist Talks with Erika Lincoln, Victoria Scott and Scott Kildall [image: Plug In ICA bulletin] Artist Talks with Erika Lincoln, Victoria Scott and Scott Kildall March 26, 2015 - 7pm to 8:30pm Plug In ICA | 460 Portage Avenue, Winnipeg, Canada Plug In ICA is pleased to host *Erika Lincoln* on *Thursday, March 26th* as she introduces the scope of her residency with the Climate Change Ofﬁce at the City of Winnipeg Planning, Property & Development Department. Erika Lincoln was selected as the Artist-in-Residence with the City of Winnipeg through the Winnipeg Arts Council Public Art Program. Collaborating with the Planning Department’s Ofﬁce of Climate Change, Lincoln’s project augments public engagement opportunities for citizens of Winnipeg to learn more about climate change and the city. The Reﬁll Project, <https://refillproject.wordpress.com/about/> featuring Victoria Scott and Scott Kildall, will be the ﬁrst in a series of events organized by the Lincoln. For this presentation, each artist will speak about their individual art practices as well as introduce The Reﬁll Project <https://refillproject.wordpress.com/about/>, a public workshop on data visualization and mapping happening Friday, March 27, 6 – 9 pm and Saturday, March 28, 12 – 5 pm at VideoPool Studio, 300 – 100 Arthur Street. San Francisco-based artists Victoria Scott and Scott Kildall have been invited by Erika Lincoln to speak about the Reﬁll Project which addresses the 2013 closing of the Freshwater Institute Library in Winnipeg. Victoria Scott and Scott Kildall’s collaborative art practice in data visualization and public intervention helps engage citizens with their cities. More information on the artists and this project can be found at The REFILL Blog. <https://refillproject.wordpress.com/about/> The Winnipeg Arts Council Public Art Program’s Artist-in-Residence Program integrates artists and their ideas into City facilities to engage citizens in civic processes through art. Plug In ICA gratefully acknowledges the support of the Canada Council for the Arts, the Manitoba Arts Council and Winnipeg Arts Council as well as our generous donors, dedicated members and hardworking volunteers. For general information please contact: info(a)plugin.org. For media inquiries please contact: Janique Vigier at janique(a)plugin.org or by telephone at (204) 942-104 ext 27. Share this on: Facebook <http://www.facebook.com/share.php?u=http://www.plugin.org/events/201503/art…> | Twitter <http://www.twitter.com/home?status=Currently%20reading%20http://www.plugin.…> Become a member of Plug In ICA <http://plugin.org/news/200902/become-member-plug-in-ica> Visit our web shop <http://plugin.org/shop> *Plug In Institute of Contemporary Art* Unit 1 - 460 Portage Avenue Winnipeg, Manitoba R3C 0E8 Canada View the online version <http://www.plugin.org/events/201503/artist-talks-erika-lincoln-victoria-sco…> | Unsubscribe from this bulletin <http://plugin.org/newsletter/confirm/remove/2d54bd5d0b654t4>

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WFP: From parking spot to 'parklets' (Mar.21'15)
by Beth McKechnie 22 Mar '15

22 Mar '15

From parking spot to 'parklets' By: Emily Badger http://www.winnipegfreepress.com/world/from-parking-spot-to-parklets-297114… Conventional wisdom says businesses need parking spots. If would-be customers can't pull up out front, how will they come inside? This is a powerful idea, and it invariably animates the opposition any time cities threaten to redesign roadways, replacing parking spots with bus lanes, cycle tracks, bike racks or wider sidewalks. Remove parking, the argument goes, and business will wither. The reality, though, is more complicated. Consider one illustration: For the last few years, Philadelphia has converted a handful of parking spots in front of neighbourhood businesses into temporary "parklets" no bigger than the space that might fit one or two cars (these tiny interventions are now popular in a lot of cities). Records from adjacent businesses show sales went up about 20 per cent immediately after the parks were installed, relative to right beforehand. The data come from a recent study by the University City District, a neighbourhood development organization in Philadelphia that sent interns out in the spring and summer of 2013 to exhaustively record what happened after a half-dozen of these tiny parks were placed. Most of them included tables, planters and bike racks that created something in between a new public park and an outdoor extension to nearby cafés and sandwich shops. The result: a lot more people packed into these spaces than could ever be accommodated by a single car. Outside a taco shop, as many as 150 people used a space over the course of the day that was only about 240 square feet in size. The seats were packed outside the café in early afternoon and an ice cream shop in the evening. Not all of these people were spending money at these nearby businesses (that's a good sign -- it means people recognized they could treat these spaces as public parks and not private outdoor restaurants). But the sales data shared by these businesses suggest the extra foot traffic -- and the outdoor attraction -- was a boon for business, even when it came at the expense of a little parking. The takeaway here isn't we should turn parking spaces everywhere into public parks. This idea wouldn't work in a lot of other contexts (you're a lot more likely to need your car on the way out of an IKEA than a coffee shop, for one thing). But it illustrates a parking spot isn't always the best use of roadside real estate, although we often treat it as such. And it adds a little more evidence to the growing economic case for deploying our streets differently, for use by more than cars. Other research suggests cyclists may actually spend more than drivers at some kinds of businesses because it's easier for them to pop in often and unplanned. And there are some signs that bike-share docks boost business nearby, too. -- The Washington Post Republished from the Winnipeg Free Press print edition March 21, 2015 D5

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AT webinar slides: Pedestrian and Bicycle Counting Programs
by Beth McKechnie 18 Mar '15

18 Mar '15

Hi everyone, Thought others – beyond those who attended today's APBP webinar on Pedestrian and Bicycle Counting Programs – might be interested in the attached slides and additional links and info. 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 Herald: Browaty stirs up emotions with "bike tunnel" ad (Mar.16'15)
by Beth McKechnie 18 Mar '15

18 Mar '15

Browaty stirs up emotions with “bike tunnel” ad By: Sheldon Birnie http://www.winnipegfreepress.com/our-communities/herald/Browaty-stirs-up-em… Plans to include an active transportation link and emergency corridor beneath an elevated interchange at Highway 59 and the Perimeter Highway have come under fire from one Winnipeg city councillor. But Manitoba government and RM of East St. Paul officials say Browaty is being alarmist. Coun. Jeff Browaty (North Kildonan) took out a full page ad in last week’s issue of* The Herald* calling on premier Greg Selinger not to "waste $$$ on (a) bike tunnel." "Originally proposed as a simple active transportation bridge over the Perimeter Highway by the NDP during the 2011 provincial election," Browaty’s statement reads, "the revised proposal is calling for an elaborate tunnel, costing $10’s (sic) of millions of dollars and routing thousands of vehicles daily onto residential streets in North Kildonan and East St. Paul." "The money could be better spent," Browaty told* The Herald*, saying he believes upgrades to Lagimodiere Boulevard and Henderson Highway are more deserving of public investment. Lance Vigfusson, assistant deputy minister of Manitoba Infrastructure and Transportation, and Shelley Hart, mayor of East St. Paul, both said Browaty made incorrect and misleading statements in his ad and subsequent press release. "For one, this is not a tunnel," Hart told *The Herald*. "It’s a level-grade crossing. The new cloverleaf (interchange) will be above it." Vigfusson explained that, in order to deliver on the 2011 promise of an active transportation connection "there were two options" when designing that link into plans for the upgraded interchange at the Perimeter and Highway 59. "One option was up and over the Perimeter," Vigfusson said. "The other was taking the Perimeter up and over, making the active transportation corridor as a through path, not a tunnel." After consulting with trucking industry representatives, the province determined that a bridge over the Perimeter which could accommodate large, oversize loads would be the more difficult of the two options. "We would have had to build with at least seven metres of clearance," he said. As a result, he explained, the overpass would have been "approximately nine metres above the ground," making it impractical for active transportation. Keeping the active transportation corridor at grade was the option selected. As a result of Browaty’s ad, some North Kildonan residents have expressed concern that the proposed transportation link will increase traffic in the residential area along Raleigh Street and Gateway Road south of the perimeter. "This’ll increase traffic flow," said Ross Campbell, who lives near the intersection of Gateway and Knowles Avenue. "Traffic will in turn create problems in residential areas. All in all, I do not believe the province or East St. Paul put any thought into it." Vigfusson stressed that the active transportation corridor will not create additional traffic headaches as it won’t be open to commuter traffic. It will be made wide enough to accommodate emergency vehicles, which would access it via a gated system. Vigfusson did say that, if the city of Winnipeg and the RM of East St. Paul decide to open the corridor to regular vehicle traffic in the future, the costs to upgrade would be minimized. "We designed this (interchange) to last for 75 years," he explained. "If ever East St. Paul and the city want to convert it down the line, it would cost a fraction of overall cost to do it now, rather than retrograde." Vigfusson said he believes Browaty’s estimate of thousands of vehicles "that number is highly exaggerated." "From where we’re standing, we applaud the province’s foresight," East St. Paul mayor Hart said. Longtime East St. Paul resident Gary Alderson agreed. "The option of going with a two-lane underpass is probably, if you look down the road, a good idea," Alderson told *The Herald*. "To me, this is good planning. Sure, it’ll cost residents here a few million bucks, and it’ll cost the province. But that’s inevitable if you’re going to do something like this." The province is now awaiting final proposals for the Highway 101/59 interchange as part of the competitive process. Vigfusson said a proposal should be selected by June and hopes to see construction begin at the end of summer. He expects the project to take three to four years to complete. "We have a lot of bridges and lanes to build," he said. "And a lot of dirt to move." *Facebook.com/TheHeraldWPGTwitter: @heraldWPG*

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AT Webinar Reminder: Pedestrian and Bicycle Counting Programs, Wed, Mar 18, 2-3:30, EcoCentre
by Beth McKechnie 17 Mar '15

17 Mar '15

*Friendly reminder about tomorrow's webinar...* Green Action Centre and Bike Winnipeg invite you to join us for a local viewing of the following APBP webinar: *Pedestrian and Bicycle Counting Programs. * Interesting to see that the presenters include a couple of Canadians (from Ottawa and Montreal). 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 ** * * * ** Pedestrian and Bicycle Counting Programs *Wednesday, Mar. 18th, 2-3:30pm, EcoCentre <http://greenactioncentre.ca/content/ecocentre-directions-and-travel-options/> Boardroom* Key learning objectives: 1. Review state of the practice for bicycle and pedestrian data collection, with reference to NCHRP Report 797 2. Recognize the elements of effective bicycle and pedestrian counting programs 3. Understand the methodology and policy implications of Ottawa’s bicycle count program 4. Explore the Trail Modeling and Assessment Platform (T-MAP) *Description*: Consistent and standardized data collection techniques are the building blocks for establishing reliable performance measures to document usage, need, and return on investment in bicycle and pedestrian facilities. This 90-minute webinar provides practitioners with a comprehensive introduction to concepts, examples of current practice, and discussion of policy implications of data collection programs. The session agenda includes: - An overview of NCHRP Report 797: Guidebook on Pedestrian and Bicycle Volume Data Collection and the state of the practice - A case study from the City of Ottawa that describes a methodology for measuring trends accurately over the long term and developing correction factors for short-term or seasonal influences - Guidelines for setting up a robust counting program, with reference to the 2013 FHWA Traffic Monitoring Guide; including techniques for estimating Annual Average Daily Bicyclists and Pedestrians (AADB / AADP) - An explanation of the Trail Modeling and Assessment Platform (T-MAP), the Rails-to-Trails Conservancy’s new tool to measure and model trail use for project prioritization and impact assessment. *Presenters*: - Tony Hull - Zlatko Krstlic, P. Eng., Transportation Planner, City of Ottawa - Tracy Hadden Loh, Ph.D., Director of Research, Rails-to-Trails Conservancy - Luis F. Miranda-Moren, Ph.D., Associate Professor, McGill University - Krista Nordback, Ph.D., P.E., Postdoctoral Research Associate, TREC, Portland State University

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Metro Article: Perimeter Crossing
by Anders Swanson 14 Mar '15

14 Mar '15

http://metronews.ca/news/winnipeg/1312192/perimeter-tunnel-crossing-near-hi…

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WFP L2E: Crossing for cyclists crucial (Mar14'15)
by Beth McKechnie 14 Mar '15

14 Mar '15

*Crossing for cyclists crucial* http://www.winnipegfreepress.com/opinion/letters_to_the_editor/letters-marc… Coun. Jeff Browaty's assertion that safety will be compromised by the construction of a through-pass on the Northeast Pioneers Greenway right-of-way turns reason on its head (Perimeter plan 'poorly conceived': Browaty, March 12). As a restricted-access roadway, the Perimeter Highway acts as a major barrier between regionally important recreational facilities such as the Gateway Recreation Centre, Bunn's Creek Trail, the Skylight Complex, Chief Peguis Trail pathways, Kilcona Park, the East St. Paul Recreation Complex and the Red River Floodway trail to Birds Hill Park. Without this much-needed crossing, people wanting to ride their bikes to these and other destinations on either side of the Perimeter would be forced to cross the Perimeter on Highway 59 through the planned interchange. They would be required to run a gauntlet of long, high-speed merge lanes serving up to 900 vehicles per hour. This is the approach Coun. Browaty favours, but it represents a very real safety concern that is completely unacceptable. Bike Winnipeg and our allies have been working so hard to see a safe, convenient crossing of the Perimeter Highway included in the interchange project. Mark Cohoe Executive director, Bike Winnipeg *** While Coun. Jeff Browaty's desire to protect his constituents is admirable, his assertions the province is moving forward without consultation on a plan that will funnel 30,000 cars onto the streets of north Winnipeg is simply incorrect. Consultations were held as part of the design/tender process and resulted in a plan to build a full cloverleaf interchange with an active-transportation corridor at ground level that will connect Winnipeg with Birds Hill Park. The raised Perimeter Highway not only provides a ground-level corridor for active transportation, but will create a gated corridor that can be used by emergency vehicles only. The corridor will not be opened to the public, and Coun. Browaty's concern the design will result in 30,000 vehicles moving through northeast Winnipeg is unfounded. It is also incorrect to infer the province is opening this corridor without municipal participation. Last fall, we heard loud and clear from the trucking industry, the active-transportation community and East St. Paul residents. Our engineers have also told us the chosen option requires a similar investment compared with building the Perimeter Highway as a level highway with a long and high bridge for active transportation. The obvious choice was to take the option that guaranteed emergency services for area residents, allowed for economic growth and was favoured by our active transportation users. If Coun. Browaty would like to better understand this project, we would be happy to give him a briefing. Ron Kostyshyn Minister, Transportation and Infrastructure

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WFP: Browaty still fearful of Perimeter plans (Mar.14'15)
by Beth McKechnie 14 Mar '15

14 Mar '15

Browaty still fearful of Perimeter plans By: Aldo Santin http://www.winnipegfreepress.com/local/browaty-still-fearful-of-perimeter-p… North Kildonan Coun. Jeff Browaty said he still has concerns over a proposed at-grade corridor across the north Perimeter Highway, despite assurances by the province it won't be used as a public roadway. Infrastructure and Transportation Minister Ron Kostyshyn told the Free Press Friday there are no immediate plans to allow traffic on the new corridor that will link both sides of Raleigh Street in East St. Paul. Kostyshyn said the corridor is being designed for active-transportation uses that can accommodate emergency vehicles when the situation arises. "The corridor will not be opened to the public, and Coun. Browaty's concern that the design will result in 30,000 vehicles moving through northeast Winnipeg is unfounded," Kostyshyn said. Browaty went public with his concerns over the corridor earlier this week, saying it would result in a massive influx of traffic into north Winnipeg and the residential streets of North Kildonan. The Selinger government promised in the 2011 campaign to construct an elevated active-transportation bridge across the north Perimeter -- part of its plans for a cloverleaf at the Perimeter and Highway 59 -- linking the Pioneers Greenway pathway that runs through East and North Kildonan with a similar pathway in East St. Paul and on to Birds Hill Park. Browaty said those plans suddenly changed in the fall, to an underpass open to traffic linking Raleigh Street on both sides of the north Perimeter Highway. Kostyshyn said the corridor has been designed to accommodate an expansion for vehicular traffic, but added that would only occur "if both municipalities wish to pursue that option in the future." Browaty said the province did not consult with Winnipeg when it recently changed its plans for the corridor, adding he's not reassured the NDP government will consult the city when the time comes to allow traffic on the corridor. "Those (provincial) assurances aside, I still believe there are better ways to spend the money than what the province is planning to do," Browaty said. Browaty said traffic studies done by East St. Paul found 30,000 vehicles a day would use the new corridor by 2030 if opened to regular traffic, adding Winnipeg's residential streets in that area aren't designed to handle that kind of load. The province hasn't disclosed the cost of the proposed corridor, but a spokeswoman said it's estimated to be the same as the active-transportation bridge originally proposed for the crossing. She added it was concluded the at-grade corridor was the better option. aldo.santin(a)freepress.mb.ca Republished from the Winnipeg Free Press print edition March 14, 2015 A14

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New Video: Paradise on The Prairies (starring Portage and Main)
by Anders Swanson 13 Mar '15

13 Mar '15

*1.* *I made a new video. Its special. I think you'll really like it. * *[video] Paradise On the Prairies <https://vimeo.com/121991829>* Grab a coffee and enjoy. I don't think you'll be disappointed. It starts with a little handdrawn 3-D animation of Portage and Main with protected bike lanes and then takes you on a journey to see what I see. Takes a few minutes to watch the whole thing. Just might change the way you see Winnipeg. If you like it, please share it on Twitter <https://twitter.com/SwansonAnders/status/576481125473902593> with anyone who wants to see it happen (or is in a position to...). *2. Inspired? * That video is also my submission to the Winnipeg Capital Budget process. (That's why it's exactly 10 minutes.) You can have your say too. If you are in Winnipeg, consider signing up to speak in delegation on Monday (PW) or Tuesday (EPC) to share your enthusiasm for a complete bike network asap with our politicians. The clerks to talk to are Destiny Watt, dwatt(a)winnipeg.ca and Carlos Gameiro cgameiro(a)winnipeg.ca, respectively. Send them an email asap. Have a great weekend. Thanks, Anders Swanson P.S. For all those of you who chipped in to get me that camera, this one is for especially you. Thanks so much again.

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AT Webinars: Bicycle Friendly Communities (Tues) & Pedestrian and Bicycle Counting Programs (Wed)
by Beth McKechnie 13 Mar '15

13 Mar '15

Green Action Centre and Bike Winnipeg invite you to join us for a local viewing of the following webinars (details on each follow below): *1) Bicycle Friendly Communities (Tools of Change <http://webinars.cullbridge.com/>) - Tues, Mar 17th, 11am-noon* *2) Pedestrian and Bicycle Counting Programs (APBP <http://www.apbp.org/>) - Wed, Mar 18th, 2-3:30pm* These webinar viewings take place in the *EcoCentre <http://greenactioncentre.ca/content/ecocentre-directions-and-travel-options/>* 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 * * * * * 1) Bicycle Friendly Communities *Tuesday, Mar. 17th, 11am-Noon, EcoCentre <http://greenactioncentre.ca/content/ecocentre-directions-and-travel-options/> Boardroom* The BFC Program is a positive, upstream, results-oriented program designed to get municipal decision makers thinking about how all of their programs around cycling work complementary to one another, and how those programs can be synergistically improved. It provides recognition for the hard work done by municipal staff, the leadership displayed by municipal politicians and the partnerships developed with local cycling organizations. It gives communities that apply both a measure of where they are and a roadmap into the future, using a feedback system that has been developed and refined with input from stakeholders from all areas of transportation issues. *Presented by:* Justin Jones, Manager, Bicycle Friendly Communities, Share the Road Cycling Coalition (Canada), and Bill Nesper, Manager, Bicycle Friendly Communities, League of American Bicyclists (USA) 2) Pedestrian and Bicycle Counting Programs *Wednesday, Mar. 18th, 2-3:30pm, EcoCentre <http://greenactioncentre.ca/content/ecocentre-directions-and-travel-options/> Boardroom* Key learning objectives: 1. Review state of the practice for bicycle and pedestrian data collection, with reference to NCHRP Report 797 2. Recognize the elements of effective bicycle and pedestrian counting programs 3. Understand the methodology and policy implications of Ottawa’s bicycle count program 4. Explore the Trail Modeling and Assessment Platform (T-MAP) *Description*: Consistent and standardized data collection techniques are the building blocks for establishing reliable performance measures to document usage, need, and return on investment in bicycle and pedestrian facilities. This 90-minute webinar provides practitioners with a comprehensive introduction to concepts, examples of current practice, and discussion of policy implications of data collection programs. The session agenda includes: - An overview of NCHRP Report 797: Guidebook on Pedestrian and Bicycle Volume Data Collection and the state of the practice - A case study from the City of Ottawa that describes a methodology for measuring trends accurately over the long term and developing correction factors for short-term or seasonal influences - Guidelines for setting up a robust counting program, with reference to the 2013 FHWA Traffic Monitoring Guide; including techniques for estimating Annual Average Daily Bicyclists and Pedestrians (AADB / AADP) - An explanation of the Trail Modeling and Assessment Platform (T-MAP), the Rails-to-Trails Conservancy’s new tool to measure and model trail use for project prioritization and impact assessment. *Presenters*: - Tony Hull - Zlatko Krstlic, P. Eng., Transportation Planner, City of Ottawa - Tracy Hadden Loh, Ph.D., Director of Research, Rails-to-Trails Conservancy - Luis F. Miranda-Moren, Ph.D., Associate Professor, McGill University - Krista Nordback, Ph.D., P.E., Postdoctoral Research Associate, TREC, Portland State University -- *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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Survey identifies obstacles for 'interested but concerned' group
by Beth McKechnie 13 Mar '15

13 Mar '15

A new national survey in the US interviewed 9,376 adults who would like to bike more but are being held back for various reasons ("interested but concerned" group). http://www.peopleforbikes.org/blog/entry/here-are-the-first-ever-national-f… Here are 5 highlights (though it's worth checking into the details): 1. One-third of people who want to bike more are dissatisfied with existing bike infrastructure. 2. Bicycle ownership is a major barrier to riding, especially among poorer households. 3. Fear of being personally targeted is a major barrier to riders of colour. 4. The western US is much better at the bike + transit combo. 5. Every single demographic group wants protected bike lanes. Each of these sound pretty applicable to Winnipeg as well. 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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Five Quick Facts: North East Pioneers Greenway Crossing of the Perimeter to Birds Hill
by Anders Swanson 12 Mar '15

12 Mar '15

*[In light of a recent newspaper ad <http://bikewinnipeg.ca/2015/03/11/councilor-browaty-opposes-key-tunnel/#sth…> "relabeling" a very exciting, long anticipated and much safer bicycle/pedestrian crossing of the Perimeter, I thought I'd share a couple bits of factual information with the folks on this list. IMO, the issue here is of a new road being wrapped up with a bike/pedestrian crossing unnecessarily. That, however, is part of a** separate debate about urban sprawl and car access. The **key thing to remember is that is a project was intended originally for bikes and pedestrians for a reason. It fixes a very important safety and connectivity issue - and, as a whole, this project represents a critical part of one of the coolest transportation and recreation and tourism legacies for Winnipeg. We owe it to this spectacular project to set the record straight - and to make sure the many politicians who champion it hear our support. - Anders ] * 1. *Here is a relevant video <https://vimeo.com/121954361>.* Note that there is a perfectly safe, and perfectly beautiful bike "tunnel" near the start of the video which I filmed while in Davis, California - which also happens to have the US' highest bicycle modal share. Take a moment to watch/feel what such crossings feel like. Its is near the beginning. Then stick around to see what is possible on a bike once you reach the North East Pioneers Greenway, cross the perimeter and beyond. (It is also a teaser from a longer film I am putting together for the Capital Budget process, but the timing couldn't be better.) *2. For a better "safety" perspective*, have a look at a real photo taken of the current crossing <https://www.facebook.com/771955042888044/photos/pcb.772032826213599/7720312…> . *3. Here is a map I made (again) of the bicycle/pedestrian underpasses in Oulu, Finland with help of my colleague Pekka Tahkola. <https://www.google.com/maps/d/edit?mid=z-6EAXpUkKw4.kWjIpHHg4PTQ&msa=0&ll=6…>* *Yep, that's 291 of them. *It is my opinion, and that of the current and former bicycle coordinators/engineers of this remarkable Finnish city, that it is precisely these underpasses that make Oulu one of the highest winter cycling cities in the world. Instilling "fear" about a bike underpass is simply speaking to the root of fear - ignorance. *4.* *This is about local travel by bike and on foot.* Although the stuff above is nice and certain to attract tourists and tons of summertime recreational users, any bicycle and pedestrian planner/engineer will tell you that the current options - Henderson and Lagimodiere - are much too far away to be useful to people on foot or on bikes. Destination are within sight. This explains why so many already use it <https://www.facebook.com/771955042888044/photos/pcb.772032826213599/7720312…> even though it is sketchy to do so. It also explains why the Premier, local politicians and community members banded together to champion it as a good idea. *There are thousands of people either currently traveling or wanting to travel daily on bikes and on foot between North Kildonan and East St.Paul. *Don't forget about them. For the same reason people want to build more roads, you have an equal number, if not greater, who just want to walk/ride there. It is a matter of the choices we provide. I have been to the area a few times, and each time I have seen young kids dart across the roadway. There are numerous amenities just inside the perimeter that people in East St.Paul want to get to. Including the kids on the way to soccer fields, friends, and swimming pool. The clearest one-time example of latent demand from inside Winnipeg is probably the hundreds of festival goers who ride to the Folk Fest ride every year from the Forks <https://www.facebook.com/771955042888044/photos/pcb.772032826213599/7720308…>. That ride expands every year. In order to do it, we need a police escort on the highway when the crossing itself is just a few meters away from the end of the spectacular North East Pioneers Greenway. All we need is a safe crossing. *5. It is 2015. It is probably time to focus on bike/ped facilities.* Why? There is no real traffic emergency. That "emergency" has been around for decades and it just keeps growing. There is no reason to put off building bicycle or pedestrian infrastructure. Why? The issue is systematic. If you chase potholes and temporarily build new access roads to fix "traffic congestion" and "wear and tear", you end up with a pile of bandaids and no cure. On a project level, every principle of transportation demand management out there suggests that you can simply limit some options to encourage the options. So, build the bike stuff first. See how it goes. All of this is very clearly a basic symptom of sprawl. At some point, something has to give. This crossing is a wonderful idea - and is meant for bikes, people on foot, strollers, scooters, wheelchairs, etc. Build it and they will come. Build roads, they fill with cars. Build bike paths, they fill with bikes. It's that simple.

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Compelling data from slow roads in Edinburgh
by Beth McKechnie 11 Mar '15

11 Mar '15

Inspiring news from Scotland that expands on snippets we heard before. A worthwhile (and quick) read: http://nextcity.org/daily/entry/slow-speed-limits-cities-edinburgh-20mph 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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Real estate values 37% higher in walkable urban places
by Beth McKechnie 11 Mar '15

11 Mar '15

---------- Forwarded message ---------- From: Chris Leinberger, LOCUS <info(a)smartgrowthamerica.org> Date: Wed, Mar 11, 2015 at 11:07 AM Subject: The Boston WalkUP Wake-Up Call To: beth(a)greenactioncentre.ca Beth— <http://action.smartgrowthamerica.org/salsa/track.jsp?v=2&c=qxvEsi9FZXygXqt4…>Metropolitan Boston is poised to be one of the most walkable metro areas in the country. This is one of the exciting findings of *The WalkUP Wake-Up Call: Boston <http://action.smartgrowthamerica.org/salsa/track.jsp?v=2&c=Ji2WIFag8iRZGY6o…>*, a new report unveiled in Boston today at LOCUS’s first-ever New England Leadership Summit. The new research defines—for the first time—the form and function of all land use in metropolitan Boston’s 3,100 square miles, identifying 57 regionally significant walkable urban places (or “WalkUPs”) in metro Boston and ranking them based on economic performance and social equity performance. Looking ahead to future opportunities, the report also identifies emerging and potential WalkUPs where new development could go. Real estate values in WalkUPs are 37% higher across all product types than drivable sub-urban development. And public revenues are also substantially higher in these areas: On a per acre basis, walkable urban development generates 12 times the tax revenues as drivable sub-urban. [image: Read More] <http://action.smartgrowthamerica.org/salsa/track.jsp?v=2&c=zbW8U8slq5S0JfrT…> [image: Share this on Twitter] <http://action.smartgrowthamerica.org/salsa/track.jsp?v=2&c=Awq53tH1hT4IG5II…> [image: Share this on Facebook] <http://action.smartgrowthamerica.org/salsa/track.jsp?v=2&c=xHhoLbXAQr2s5Jt%…> While the economic outlook for WalkUPs is strong, this drive towards a more walkable future in Boston is not without its concerns. Proximity to transit for households and employers remains a challenge, and the affordability of walkable urban places in Boston will shrink over time as they become more and more popular. As a beacon to other cities, it’s our hope that Boston’s major shift to walkable development will help reshape the way developers approach urban design and planning, regulation, financing and construction nationwide and inspire us to rethink the way we manage our investments in the built environment. Read the full report to learn more <http://action.smartgrowthamerica.org/salsa/track.jsp?v=2&c=QYlWrPdMiTPROZgZ…> . Sincerely, Chris Leinberger, President of LOCUS, Smart Growth America [image: Become a fan on Facebook] <http://action.smartgrowthamerica.org/salsa/track.jsp?v=2&c=0%2BJ2zc6hmJIAFc…> [image: Follow us on Twitter] <http://action.smartgrowthamerica.org/salsa/track.jsp?v=2&c=DNGmDANlykbro3GV…> You have received this email from Smart Growth America. Click here to manage your subscription or unsubscribe <http://action.smartgrowthamerica.org/salsa/track.jsp?v=2&c=MzPSMJAqX7dUwVLw…> .

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