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Metro News: Making commuting fun - What Winnipeg can learn from the River Trail
by Beth McKechnie 10 Mar '15

10 Mar '15

Making commuting fun: What Winnipeg can learn from the Red River Mutual Trail http://metronews.ca/voices/your-ride-winnipeg/1307883/making-commuting-fun-… Perhaps the greatest transportation system in Winnipeg shut down yesterday. Within weeks, any proof of its existence will be wiped out. But, no worries; it will be back again in about 10 months. The Red River Mutual Trail — or just “the river trail” to most people — hosted its final skaters, skiers, cyclists and pedestrians of the season on the weekend. And while many people might not consider it a true transportation system — after all, there’s not a huge market for commuters between the St. Vital Bridge and The Forks — it does provide a few lessons in how to modify our approach to driving, busing and biking to make them more appealing activities. Make it fun: When you think about it, using the river trail is actually a bit of a pain. You have to make your way down to a specific stretch of the river, squat on a rickety bench to put your skates on, then lug your shoes and boots along for the trip. If you want to stop to do anything along the way, then you have to reverse the process. Yet tens of thousands of people make the trek every winter with smiles on their faces, because it’s fun. So how do you replicate that experience on a regular commute? Synchronizing traffic lights and ensuring speed limits are consistent makes driving more enjoyable. Cruising along rapid transit lines is more fun than being stuck on regular roads. Wi-Fi on buses would be a cool feature, and buying some double-decker models like Ottawa recently did would make transit a whole lot more charming. And how about turning water buses into something more than just a tourist attraction? Keep uses separated: It’s somewhat amusing that the best example of a complete street in Winnipeg takes place on a frozen river, but the river trail is a great example of how keeping uses separate works well for everyone. Skaters, pedestrians and skiers are all travelling the same route, but they each have their own space. It’s an efficient way to build the network, and it helps prevent accidents. We should be able to enjoy the same safety and efficiency on our roads, with separate lanes for cars, buses, bikes and pedestrians. Give us something to look at: Of course the river trail wouldn’t be nearly as interesting if it wasn’t for the warming huts. The varied designs and colours bring life to what could be a desolate stretch of frozen water. In the same way, the city’s funding of public art and enhanced infrastructure can make it a more joyous experience to get around town. Sure, you can build another utilitarian bridge that takes you from one side of a river to the other, or you can invest in something like the Esplanade Riel that takes you much further than that. So while our civic leaders put their skates away for another season, let’s hope they turn their attention to how we can make our daily commute a little more like cruising the river trail. *Colin Fast is a communications specialist and freelance journalist in Winnipeg. Out of guilt, he avoided looking directly at his unused bike while writing this column. Find him @policyfrog on Twitter.*

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Advocacy and the future of cycling
by Dave Elmore 05 Mar '15

05 Mar '15

http://www.thecoast.ca/halifax/advocacy-and-the-future-of-cycling/Content?oi d=4559880 Advocacy and the future of cycling One of the greatest misconceptions about the various types of dedicated bicycle infrastructure is that they only serve a minority of the population-that they're pet projects for bicyclists. The reality is that whether you're left or right leaning, urban or suburban, rich or poor, bikes are simply one of the most accessible and efficient forms of urban mobility. While they mean much more than that to some people, at the heart of the matter is our fundamental right to choose how we move and make our way through life. Just like sidewalks, bike lanes and cycle tracks serve all road users by providing a clearly marked space for a specific user group and, in turn, adding to the safety and predictability of the roadway. That safety and predictability, in particular when reliably networked, means more riders from all walks of life. Not only do bike facilities make visible the fact that cycling is a viable way to move around the city and demonstrate the commitment on the part of municipal governments to encourage travel by bike, these facilities help many who might otherwise be too nervous to ride add two-wheeled travel to their transportation options. In fact, their addition to urban roadways - networked and physically separated cycle tracks in particular-is the single most important factor in the growth of ridership. According to the first multi-city academic study of U.S. protected bike lanes (2014), "When protected bike lanes are added to a street, bike traffic rises-by an average of 75 percent in their first year alone, for the eight projects studied." And building this type of infrastructure to accommodate bike traffic is cheap too. "One thing I like to remind my business-minded friends and colleagues about," says April Economides, president of Green Octopus Consulting, "is that bicycling is more tax-payer-friendly than driving. Bicycle infrastructure is considerably cheaper to construct than car infrastructure, the most famous example being that Portland, Oregon's outstanding 300-mile [482 km] bike network completed through year 2008 cost the same amount as one mile [1.6 km] of freeway." But we still have a long way to go to meaningfully integrate bicycles into our urban planning and traffic systems, build real public support and understanding regarding their value, and grow the percentage of the population using bikes for transportation. As per a 2013 OECD study on cycling safety, "The traffic system does not typically account for the specific characteristics of cyclists and bicycles...Though cycling is an important component of urban mobility, cyclists are often seen as intruders in the road system." Intruders, eh? The days when the bicycle was the only vehicle (other than horse drawn carriages) on the road seem to be long forgotten. But rest assured, bikes are too important a part of the solution to urban congestion to be ignored. People need to move and bikes get the job done.

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March 19 - South St. Vital Active Transportation Public Engagement Workshop
by Jackie Avent 05 Mar '15

05 Mar '15

Good evening! Please join us for and spread the word to your networks about an upcoming public engagement workshop on active transportation to be held *Thursday, March 19th 2015 from 6:30 pm - 8:30 pm at the United Church in Meadowood.* Do you live in the South St. Vital community? Please join us for an information night to look at local level active transportation issues in your neighbourhood <http://greenactioncentre.ca/content/southstvital/>. *Thursday, March 196:30pm – 8:30pmThe United Church in Meadowood1111 Dakota Street* Green Action Centre will be sharing the results <http://greenactioncentre.ca/living-green-living-well/innovative-pilot-proje…> of the Active School Travel Engineering Plans that have been created for *H.S. Paul, Ecole St. Germain, Samuel Burland, Ecole George McDowell and Highbury Schools* . We will also begin the discussion around key transportation issues for walking and cycling in your community. Children are more than welcome to attend and encouraged to participate, though please know there is no childcare provided. RSVP’s to shoni(at)greenactioncentre.ca or (204) 925-3773 are appreciated so we can be sure to order enough tasty treats. Walk, Bike, Bus, or Sled to the event to be entered for an exciting door prize! Can’t make the date on March 19th? Please take a few minutes to fill out a quick survey <https://www.surveymonkey.com/s/stvital>! -- *Jackie Avent* | Active and Safe Routes to School Green Action Centre <http://greenactioncentre.ca/> 3rd floor, 303 Portage Avenue* | *(204) 925-3773 *|* 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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Aspiring [teen] urban planner making waves
by Jackie Avent 05 Mar '15

05 Mar '15

Most 15-year-olds don’t spend their spare time studying walkability and public housing. Dylan Gentile is not most 15-year-olds. http://www.citylab.com/politics/2015/03/this-aspiring-urban-planner-is-maki… -- *Jackie Avent* | Active and Safe Routes to School Green Action Centre <http://greenactioncentre.ca/> 3rd floor, 303 Portage Avenue* | *(204) 925-3773 *|* 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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Concert fundraiser to help build bike cage at WAEC
by Beth McKechnie 04 Mar '15

04 Mar '15

Please share widely...

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Traffic pollution tied to slower cognition in schoolchildren
by Beth McKechnie 04 Mar '15

04 Mar '15

---------- Forwarded message ---------- From: Terry Zdan <tjzdan50(a)gmail.com> Subject: Re: [At-network] Slower Speed Limits Give Cities a New Attitude About Biking, Walking, Breathing http://www.cbc.ca/news/health/traffic-pollution-tied-to-slower-cognition-in… Traffic pollution tied to slower cognition in schoolchildren Take pollution into account when selecting sites for new schools, researchers say CBC News <http://www.cbc.ca/news/cbc-news-online-news-staff-list-1.1294364> Posted: Mar 03, 2015 2:22 PM ET Last Updated: Mar 03, 2015 9:59 PM ET Children who attend school in heavy traffic areas may show slower cognitive development and lower memory test scores, Spanish researchers have found. About 21,000 premature deaths are attributed to air pollution in Canada each year, according to the Canadian Medical Association. The detrimental effects of air pollution on cardiovascular health and on the lungs are well documented and now researchers are looking at its effects on the brain. To that end, Dr. Jordi Sunyer and his colleagues from the Centre for Research in Environmental Epidemiology in Barcelona measured three aspects of memory and attentiveness in more than 2,700 primary school children every three months over 12 months. "What was surprising for us is among our children, we see very robust, consistent effects," Sunyer said Tuesday from Rome. The associations between slower cognitive development and higher levels of air pollutants remained after the researchers took factors such as parents’ education, commuting time, smoking in the home and green spaces at school into account. The researchers measured air pollutants from traffic twice, in the school courtyard and inside the classroom for schools with high and low traffic-related air pollution. Pollutants from burning fossil fuels, carbon, nitrogen dioxide and ultrafine particles were measured. For example, working memory improved 7.4 per cent among children in highly polluted schools compared with 11.5 per cent among those in less polluted schools. Sunyer called on politicians to understand and act on how air pollution can be harmful to the developing brains of children, given that one of the cognitive measures studied is a good predictor of learning achievement. The study builds on experiments in animal models and smaller human studies, Sunyer said. But the only way to prove a link between air pollution and poorer cognition would be to remove the cause and see if the effect improves. Stop idling The findings have important implications for Canadian children, said environmental health Prof. Ryan Allen of Simon Fraser University in Burnaby, B.C. His research team has found more than one-third of public elementary schools in Canadian cities are located within 200 metres of a highway or major road, a distance where he said traffic-related air pollutants are significantly elevated. "The best long-term strategy is to reduce the amount of pollution that is produced in the first place," Allen said in an email. "We should also take environmental pollution into account when selecting sites for new schools. For example, legislation in California prevents the construction of new schools within 150 metres of a freeway." For existing schools, Allen suggested locating playgrounds as far from traffic as possible, moving air intakes for ventilation systems away from traffic and using enhanced air filtration. University of Toronto chemistry Prof. Greg Evans studies sources of air pollution, how people get exposed and health outcomes. For Evans, it's too early for parents to worry about how close schools are to roads. "What we can do, which really doesn't need more evidence, is try to reduce the traffic emissions and that is done most simply by removing some of the highest emitting vehicles on the roadway," Evans said. "Secondly, for parents who are worried about this, I'd encourage them to stop idling in front of schools." While Canadian cities generally have good air quality, a 2013 commentary published in the Canadian Medical Association Journal estimated 54 per cent of the population live in areas with high exposure. Evans said the levels of traffic air pollutants measured in Spain are quite comparable to those in most Canadian cities. Sunyer would like to see more children walk to school <http://www.cbc.ca/1.2648059>, adults walk to work and more rides on public transit to mitigate the traffic problem. The study was funded by the European Research Council. With files from CBC's Christine Birak

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Slower Speed Limits Give Cities a New Attitude About Biking, Walking, Breathing
by Dave Elmore 04 Mar '15

04 Mar '15

http://nextcity.org/daily/entry/slow-speed-limits-cities-edinburgh-20mph Slower Speed Limits Give Cities a New Attitude About Biking, Walking, Breathing As more U.S. cities embrace the Vision Zero <http://nextcity.org/daily/entry/seattle-new-speed-limit> approach to curtailing traffic and ensuring pedestrian safety, theres plenty of compelling data in favor of slow roads coming out of Edinburgh, Scotland. The numbers show how lower speed limits can change drivers attitudes about bicyclists and even let city-dwellers breathe a bit easier thanks to air quality improvement. The easy-to-love capital city is rolling out a plan <http://edinburghcouncilmaps.info/LocalViewExt/Sites/20mphConsultation/> to cap the speed limit at 20 mph across 80 percent of its roads, including the entirety of its dense downtown. Key arterial roads will retain their speeds of 30 and 40 mph. After three years of planning, public engagement and pilot projects, as well as advocacy by Living Streets <http://www.livingstreets.org.uk/scotland> and 20 <http://www.20splentyforus.org.uk/> s Plenty For Us, the new strategy is explicitly about encouraging people to bike or walk, rather than drive. Crucial details about cost and enforcement will come in an implementation report that is due in March. But what is certain is that change will begin to be phased in later this year. It is expected to be complete by the end of the 2017/18 fiscal year. The last sweeping change <http://www.scotsman.com/news/slowing-traffic-gives-us-a-bit-more-breathing- space-1-3694827> in Scotlands speed policy dates back more than 80 years, when it adopted 30 mph as its limit in 1934; before then, there were no restrictions on driving speed. At the time, there were about 2.5 million cars on British roads. Today, there are 31.5 million. The greater traffic density calls for a new road strategy. Between 2009 and 2013, there was an average of 2,842 bike and pedestrian casualties in Edinburgh, or about 22 percent of the Scottish total. Traveling at excess speed caused 13 percent of all reported accidents, and 20 percent of fatal ones. While the risk of fatal injury for pedestrians is only 1 percent when the vehicle is traveling at 20 mph, it jumps up to over 30 percent when the speed is 40 mph. Slow roads are a meaningful intervention here. Down south, Portsmouth became the first city in England to put 20 mph limits in place over most of its streets, and even though it didnt include traffic calming features as part of the plan, it still saw a drop in accidents and casualties. Pilot projects in Edinburgh revealed <http://www.planetizen.com/node/71374> that the number of people who believed cycling to be unsafe fell from 26 percent to 18 percent. The number of young children riding bikes to school tripled, while, among older kids, the rate of bike-riding to school went from 3 percent to 22 percent. Scotlands council of Fife, which is home to St. Andrews, stands out as a slow roads pioneer. In 2003, its leadership adopted a 20 mph initiative that eventually encompassed nearly all urban residential streets. Ten years after the fact, an evaluation of the program is pending, but early indicators suggest that the policy had a tangible impact traffic has indeed slowed and there is generally a very good level of support for it, although few are fans of speed cushions or bumps. Easing down the rush of traffic neatly connects to the newly energized effort <http://www.gallowaygazette.co.uk/news/local-headlines/mcleod-urges-people-t o-contribute-to-new-strategy-on-air-pollution-1-3665444> to clean up air pollution in Scotland. Even as the country has steadily reduced emissions since 1990, it still has a tendency to break <http://www.independent.co.uk/environment/scotland-breaks-european-air-quali ty-standards--pollution-has-become-a-public-health-crisis-9970813.html> European air quality standards. Environmental groups connect this to serious public health problems that cost the National Health Service £2 billion annually. In January, Scotland adopted <http://www.gov.scot/Publications/2015/01/3287> a low emission strategy for sustainable growth and an increased quality of life. Emilia Hanna, the air pollution campaigner for Friends of the Earth Scotland, told <http://www.bbc.com/news/uk-scotland-edinburgh-east-fife-30798323> the BBC that traffic fumes in urban areas are a leading cause of poor air quality, meaning that the new speed restrictions can be part of a larger evolution. One of the biggest barriers to walking and cycling is fear of speeding traffic, so 20 mph zones, if accompanied by greater investment in active travel infrastructure, could transform how people move around the city, she said. Importantly, the <http://www.transportscotland.gov.uk/news/new-guidance-20-mph-limits-release d> good practice guide developed for Edinburgh by Transport Scotland points to how pollution has a disproportionate effect on disadvantaged communities, suggesting that slower traffic can reduce health inequities. Edinburghs move also syncs with the Scottish governments 2010 Cycling Action Plan, which aimed for 10 percent of all journeys to be taken by bike by 2020. When the plan was updated <http://www.transportscotland.gov.uk/report/j0002-00.htm> in 2013, urban areas were encouraged to introduce more 20 mph streets. The citys pro-active shift to slow roads is inspiring its neighbors. Residents of Glasgow, Scotlands most populous city, have recently committed <http://www.dailyrecord.co.uk/news/local-news/glasgow-city-council-continues -add-4985126> to capping speeds at 20 mph for all residential roads, but residents are petitioning <http://www.cyclingweekly.co.uk/news/latest-news/call-20mph-speed-limit-glas gow-157557> their council to expand the policy to commercial districts. These lower speeds encourage more considerate driving, leading to safer streets for pedestrians, cyclists and motorists, they argue. Likewise, a councilor in Dundee is introducing <http://www.thecourier.co.uk/news/local/dundee/city-council-ready-to-debate- dundee-20mph-limits-1.842632> a 20 mph proposal, suggesting that Edinburghs best practices can also work for the nations fourth largest city. And speed cameras are looking like they will become more popular <http://www.scotsman.com/news/transport/a9-speed-cameras-may-cover-more-key- scottish-roads-1-3693496> across the board in Scotland, bringing greater awareness and transparency to road safety. One important point that Transport Scotland makes in its slow roads report is that reducing speed limits are not a shortcut to complete streets. They should not be set in isolation, but should be considered as part of a range of other measures to manage speeds, improve safety and meet other objectives, including the encouragement of active travel, it says. Enforcement is, of course, an immediately pressing point. Not everybody is happy about the pending slowdown in Edinburgh. A procession of black taxi cabs demonstrated <http://www.edinburghnews.scotsman.com/news/transport/taxis-to-protest-over- edinburgh-s-20mph-limits-1-3697432> recently, pointedly trying to bring traffic to a standstill. Drivers are concerned that the slow road plan will backfire, causing more rather than less congestion, disinclining people to take taxis. The city councils transport convener, Lesley Hinds, has said before <http://www.bbc.com/news/uk-scotland-edinburgh-east-fife-28970224> that she understands that public consultation at each step is essential in moving toward a culture change in the capital. To make the 20 mph speed limit workable, and not just a philosophical point, the council plans to focus on signage and road paint, as well as calming measures like pedestrian islands. Speed bumps will not be used on any main streets served by the bus system. The most recent public poll of Edinburgh residents showed <http://www.localgov.co.uk/Edinburgh-unveils-20mph-speed-limit-map/37905> that 60 percent supported the 20 mph limit. And much of the opposition is fueled by misconceptions <http://www.edinburgh.gov.uk/news/article/1743/busting_the_myths_around_edin burghs_20mph_roll-out> , including the concern that it will be a blanket rollout or that it will hurt commercial districts. For his part, Stuart Hay, head of Living Streets, has his eye on the prize. If this encourages more people to be active, it could have the biggest impact on public health since the smoking ban, he wrote <http://www.scotsman.com/news/slowing-traffic-gives-us-a-bit-more-breathing- space-1-3694827> in The Scotsman.

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Job posting for Bike Week Event Coordinator Assistant
by Dave Elmore 03 Mar '15

03 Mar '15

Please circulate to your networks: Bike Week Winnipeg is looking for an independent, enthusiastic individual to act as an intern/assistant to the Event Coordinator for Bike Week 2015. Position Description: Working with the Bike Week Event Coordinator, the Event Intern will assist with a variety of duties in the planning, organizing, and coordination of the events and activities of Bike Week 2015. It is our hope that this Intern position will transition into the Event Coordinator role in 2016. The current event coordinator will be leaving this position after this year's event and there will be an opportunity for the intern to move to this position. Background: Bike Week is an annual event that celebrates people riding bicycles. Starting as Bike to Work Day in 2008, the event has grown to become a week-long celebration of bicycles that engages everyone that rides a bike, regardless of reason they ride. Through a wide variety of bicycle related events our goal is to encourage people to get on their bikes and help to improve the culture of riding bikes in our city. In 2015 Bike Week will run from June 13 to 19. Events and activities include but are not limited to the Bike Week Kickoff Breakfast and Celebration Barbeque, workshops, themed group rides, and a variety of other bike related activities. For more information please visit www.bikeweekwinnipeg.com <http://www.bikeweekwinnipeg.com> . Duties and Responsibilities: In cooperation with the Event Coordinator and Project Manager, the Event Intern will assist with all aspects of the following tasks: * Attend Bike Week planning meetings as availability permits * Overseeing the overall marketing campaign and working with the marketing sub-committee * Disseminating materials and information to sponsors * Collecting and disseminating all promotional information required for participating events * Booking venues and securing permits as required for events such as the kickoff breakfast and celebration BBQ * Coordinating and hosting the Bike Week media launch party in early June * Coordinating events including the kickoff breakfast and celebration BBQ (including liaising with sponsors and venue, ordering food services, distributing signage, managing volunteers, booking security, ordering event materials, setting up stations and running event) * Coordinating other activities including themed group rides and workshops. * Liaising with the Pit Stop and Volunteer coordinator to ensure all pit stop sponsors have information and materials required * Preparing for and coordinating the pit stop information meeting * Representing Bike Week at events * Managing distribution of t-shirts and other Bike Week prizes * Coordinating interviews with media, contacting appropriate Bike Week committee members for media opportunities and potentially speaking to media throughout Bike Week * Coordinating documentation of Bike Week activities (including booking photo/videographers and managing data) * Creating and distributing final project report * Other tasks as assigned Qualifications: Self-motivated, reliable and able to work collaboratively without close supervision. Key qualifications include: * Organized, responsible and self-disciplined * Good interpersonal skills * Team player * Good written and verbal communication skills * Knowledgeable about Winnipeg and Manitoba communities * Previous event coordination experience an asset * Some knowledge of bike culture in Winnipeg and asset Term of Position: April 15 to July 31, 2015. An opportunity exists for the successful candidate to fill the Event Coordinator position for 2016. There is no guarantee of further employment and the final decision on hiring of an event coordinator for 2016 will be determined by the Bike Week Steering Committee. Remuneration: The Event Intern will receive a contract for $ 2000.00. It is estimated that the work of this position will be approximately 100 to 120 hours. The position is part-time and hours from week to week will be variable, however during Bike Week the successful candidate will need to be available full-time. Deadline for application: 4:00 p.m on Friday, March 20, 2015. Apply: Applications will be accepted by e-mail only. If you are interested please email your resume and cover letter to dave(a)bikeweekwinnipeg.com <mailto:dave@bikeweekwinnipeg.com>

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The secret weapon of suburban sustainable transport
by Beth McKechnie 02 Mar '15

02 Mar '15

Excellent article on how London (England) is investing in cycling improvements in the suburbs: "Cycling is, I think, the secret weapon of suburban sustainable transport," says Transport for London Director of Surface Strategy and Planning Ben Plowden. "It is much more like car travel than transit is." http://www.peopleforbikes.org/blog/entry/outer-london-is-about-to-embrace-t… 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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Biking Is Safest in Nations With the Most People on Bikes
by Dave Elmore 27 Feb '15

27 Feb '15

http://usa.streetsblog.org/2015/02/27/safety-in-numbers-biking-is-safest-in- nations-with-the-most-people-on-bikes/ Safety in Numbers: Biking Is Safest in Nations With the Most People on Bikes <http://usa.streetsblog.org/wp-content/uploads/2015/02/B-jBsAjCQAAn9rR.png> Countries with high cycling rates also have low rates of fatalities per distance biked. Graph: International Transport Forum [PDF <http://www.keepeek.com/Digital-Asset-Management/oecd/transport/cycling-heal th-and-safety_9789282105955-en#page118> ] via Amsterdamize The more people get around by bike, the safer it is, according to the <http://injuryprevention.bmj.com/content/9/3/205.abstract> "safety in numbers" rule first popularized by researcher Peter Jacobsen. This chart from the International Transport Forum [PDF <http://www.keepeek.com/Digital-Asset-Management/oecd/transport/cycling-heal th-and-safety_9789282105955-en#page118> ] shows how the safety in numbers effect plays out at the national scale. As you can see, biking is safer in the countries where people bike the most. There was, however, some variation country to country. The report noted that Korea's cycling fatality rates were greater than what its biking rates would suggest. Researchers speculated that might be due to a rapid recent growth in cycling. Perhaps, they write, "neither cyclists nor other transport participants have had time to assimilate each other's presence." Meanwhile, in some nations with high cycling rates, biking has become even safer over time. That was the case in Denmark, where cycling rates have been high but fairly stable for the last decade, but fatality rates have dropped 40 percent during the same period. The safety in numbers has been observed at the scale of cities too. Recently, for example, bicycle injury rates in Minneapolis have declined <http://streetsblog.net/2013/01/18/the-safety-in-numbers-effect-surfaces-in- minneapolis-bike-crash-data/> as total ridership has risen. The same trend has played out in New York <http://www.streetsblog.org/2009/06/05/safety-in-numbers-its-happening-in-ny c/> , as cycling has increased while total injuries and fatalities have not. Do more people on bikes cause cycling to become safer, or does safer infrastructure attract more people to bike? There's no conclusive evidence either way, but the answer is probably a mix of both. Safer infrastructure entices more people to ride, and more people riding instill greater awareness on the part of motorists and increase the demand for safer infrastructure.

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Report: Livable Streets for All, 30 km/h Speed Limits in Urban Neighbourhoods
by Jackie Avent 25 Feb '15

25 Feb '15

This report by 8-80 Cities highlights the health, economic, environmental and social benefits of slower speeds in urban areas and provides international case studies that prove safer streets are possible with the right policies and leadership. The purpose of this report is to advance the discussion and compel all cities to take action to reduce speed limits. http://8-80cities.org/images/res-walking-cycling-articles/livable-streets-3… -- *Jackie Avent* | Active and Safe Routes to School Green Action Centre <http://greenactioncentre.ca/> 3rd floor, 303 Portage Avenue* | *(204) 925-3773 *|* 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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How a "complete street" works in the real world
by Dave Elmore 24 Feb '15

24 Feb '15

http://calgaryherald.com/news/local-news/a-model-for-stephen-avenue-how-a-c… A model for Stephen Avenue? How a "complete street" works in the real world There’s a buzzphrase about urban transportation these days. “Complete streets.” You’ve heard it. Cites are making it their goal to change many roads from the way they exist now, basically as smooth delivery platforms for cars, into something that works for everyone, not just drivers. For many people, myself included, this always seemed like a nice notion that was difficult to visualize. Does it mean adding bike lanes? Expanding sidewalks? More space for street hockey? I think a lifetime in Canada made it difficult for me to truly understand what a complete street was supposed to be. That’s probably why I’ve been, like many Calgarians, nervously anticipating plans to introduce bikes onto Calgary’s pedestrian-only Stephen Avenue Walk later this year, worried about conflicts and potential accidents. After attending the third Winter Cycling Congress in the Netherlands recently, I can officially say I now get what a complete street really is. I was invited to speak at the event (full disclosure: organizers paid for my plane ticket to attend), which took place in Leeuwarden, a northern city of about 100,000 people that may be most famous as the birthplace of Mata Hari. But what I’ll remember most is seeing a complete street in action. Of course, nobody there called it a complete street. It was just a street. But the way people used the road was a real eye-opener. This idea didn’t exist on all of the roads. The fast and busy multi-lane roads and highways didn’t look much different than those in North America, except for the presence of weird brands of North American cars (Ford Ka? Wha?), and of course, for the ever-present cycle tracks and bike routes running alongside. You know the Dutch and their bikes. But on roads with slower speeds and less traffic, that separation was thrown out the window. Onto the road, everybody mixed. I mean everybody. People on bikes, cars, trucks, mopeds, strollers. And what was perhaps most surprising to me: they did this on streets nearly devoid of road signage. Yeah, I know what you’re thinking. “Great idea, hippie. Throw everybody together with no rules and somebody’s gonna get killed.” I thought the same thing, especially the first time a car squeezed past me as I strolled down the middle of the road pulling my suitcase. But after a few hours in the city, I got used to the idea, felt safe, a little exhilarated (in a city-nerd kind of way) and I realized that people approached the road in a fundamentally different way. It’s almost as if the idea of a road was different. Rather than fighting for space, with signage and a handbook telling everyone how to behave, people simply got along. I’m reluctant to say they “shared” the road, because of all the connotations that term has picked up in recent years, but that really was how people behaved. Drivers went slow, and manoeuvred around the eye-popping number of cyclists. Moped drivers slowed (most of the time) for pedestrians. Delivery trucks backed up in the middle of a street, and people simply went around. As one Dutch delegate to the conference said: “It’s based on relationships instead of rules.” What he meant was that people on the street made their way around by communicating with the people around them, with eye contact and social cues and body language. That’s a high falutin’ way of saying that people were just being people. The roads seemed to function based on patience and respect as well. At one point, a large group of delegates gathered in the middle of the road for a photo and traffic in both ways stopped and, amazingly, waited. Us North Americans felt sheepish about stopping cars and were cringing in anticipation of an assault of car horns that never came. The Dutch carried on arranging people for the photo as if they, well, owned the road. This doesn’t always work. Near the NHL University building (don’t get excited, Canadians, it has nothing to do with hockey. NHL stands for Noordelijke Hogeschool Leeuwarden), the city had recently converted a large section of roadway to a “shared space,” which looked, basically, like a wide road with a bus stop on one side. Our group strolled to the middle of the space and hung out, but cars and buses came by rather quickly for my taste. Another delegate from Leeuwarden confessed the shared space hadn’t been a complete success. It was too wide, he felt, which gave a cue to car drivers that it was safe to go quickly. The city had recently installed a planter in the middle of the road in an attempt to slow the traffic, but he grumbled that it still wasn’t quite right. The point is that what makes shared space and complete streets work is making everybody feel safe and welcome. That doesn’t mean we all have to hold hands around a campfire – most of it comes through design. What does all of this have to do with Stephen Avenue? I still share some of the consternation about the impact of adding bikes to what has been Calgary’s premier (and only) meaningful pedestrian street, but Leeuwarden showed me how people can get along when they are left to just be people. And without cars there to further complicate things, the process should be smoother still. I expect there may still be problems from time to time, but hopefully, this move will make one street in Calgary a little more complete.

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Bike Week invitation to host an event
by Dave Elmore 24 Feb '15

24 Feb '15

Please forward to any organizations/communities/individuals that you feel might be interested in hosting an event during Bike Week 2015. Thanks Dave o _ ( \ _ (X)\ /(X)

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FW: Bike Valet Manager ad
by Dave Elmore 24 Feb '15

24 Feb '15

Please pass along to your networks Bicycle Valet Winnipeg Manager: Contract Opportunity About Bicycle Valet Winnipeg <http://www.bicyclevaletwinnipeg.ca/> Bicycle Valet Winnipeg is a project of Bike Winnipeg that offers a bicycle valet parking service at events around Winnipeg. Bicycle valet parking reduces traffic and parking congestion while encouraging active transportation. The service is free to cyclists and is paid for through contracts with various events and organizations. Bicycle Valet Winnipeg has been in operation for five years and has successfully established itself as an important service at many public events including sports and entertainment events, community festivals, fundraising events and others. Bicycle Valet Winnipeg has an established network of clients and volunteers, an inventory of equipment, and an established set of services, pricing policies and operating procedures. About the contract Bicycle Valet Winnipeg is looking for a Manager who will operate the bicycle valet service as a social enterprise, and who has a passion for active transportation, and a commitment to making Winnipeg a bike-friendly city. The Manager is the leader of Bicycle Valet Winnipeg and the primary point of contact for sponsors, event promoters, media, volunteers, and the public. The Manager is responsible for all aspects of the enterprise, including negotiating contracts and sponsorship agreements, drafting grant applications, recruiting and coordinating volunteers for events, and ensuring materials are delivered, set-up, torn-down, and returned safely to storage. This is a contract position and the Manager’s net income will be based on revenue generated through contracts, grants, donations and sponsorships net of expenses. Past experience suggests that the Manager may generate $12,000.00 or more in net income per year. The work of Bicycle Valet Winnipeg is primarily completed during the months of May - November and a flexible work schedule is required as many events occur on the weekend or in the evenings. Applicants should provide a resume and cover letter describing their skills and experience in the following areas: * volunteer recruitment and management, * financial and business management, * event coordination, and * working as a self-employed contractor. Please send resume and cover letter to Jeremy Hull, at jeremy(a)bikewinnipeg.ca <mailto:jeremy@bikewinnipeg.ca> . For more information visit: http://bicyclevaletwinnipeg.ca/ Application Deadline: March 6, 2015

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AT Webinar (Thurs, Feb 26, 2-3pm): New Tools for Estimating Walking and Bicycling Demand
by Beth McKechnie 24 Feb '15

24 Feb '15

*Friendly reminder regarding this Thursday's webinar...* Green Action Centre and Bike Winnipeg invite you to join us for a local viewing of the following APBP webinar: *New Tools for Estimating Walking and Bicycling Demand. * This 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 * * * * * New Tools for Estimating Walking and Bicycling Demand *Thursday, Feb. 26th, 2-3pm, EcoCentre <http://greenactioncentre.ca/content/ecocentre-directions-and-travel-options/> Boardroom* NCHRP project 08-78 developed new methods for estimating bicycle and pedestrian demand for planning and project development. The project’s final report is NCHRP 770, a guidebook that presents an array of methods for a variety of planning applications, with context and instruction on their selection and use. This webinar will focus on a new tool outlined in NCHRP 770 that enables practitioners to estimate demand from the interaction of land use and transportation. The new *multimodal accessibility tool *allows planners to include all modes of travel in an analysis that also examines changes in the pattern of land use or the travel network to determine which strategy, or combination of strategies, provides the greatest return. This session will review the limitations of current models for estimating demand, describe the research behind the development of the new tool, and give examples of how the model is being used at regional, corridor, and neighborhood levels. *Presenter:* - J. Richard Kuzmyk, Principal, Renaissance Planning Group

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Colin Fast: Hit the Gas on Slowing Down
by Beth McKechnie 23 Feb '15

23 Feb '15

[In case you missed this piece, as I did, when it appeared in the print version of Metro Winnipeg on Feb 3/15.] Slow down Winnipeg: Lowering the speed limit to 40 km/h is a no-brainer http://metronews.ca/voices/policy-frog/1277917/slow-down-lowering-the-speed… If this is an average week in Winnipeg at least a half-dozen pedestrians and a couple of cyclists will end up in hospital after being hit by a car or truck. Yet despite the fact hundreds of residents are being injured or killed every year, the city has refused to take the most basic step toward improving road safety: reducing the default speed limit. Ignoring the issue not only creates a real danger for pedestrians, but it leaves Winnipeg in the dust on an emerging public policy trend toward slowing traffic down. New York, London and Paris all lowered their speed limits last year to between 32 km/h and 40 km/h. Edinburgh just approved lowering its limit to 32 km/h and San Francisco — already at 40 km/h — is looking at doing the same. Within Canada, campaigns are underway to lower speed limits in some Calgary neighbourhoods, Victoria recently cut the speed to 40 km/h on several streets, and the Ontario government announced last week it will hold public consultations on reducing the default speed limit to 40 km/h across the entire province. Politicians like Ottawa’s mayor Jim Watson and Thunder Bay’s mayor Keith Hobbs have already backed the proposal and said they want lower limits in their communities. “You see some cars going 60 and 70 km/h down a residential street and you cringe at what could happen — a child hit or killed, a pet, a senior citizen,” Watson told Metro Ottawa. But when 40 km/h speed limits were raised at Winnipeg city council in 2013, the administration dismissed the idea and councillors pretty much shrugged and moved on. To be fair, council did approve 30 km/h school speed zones around the same time, but those might be more confusing than effective. In addition to providing only part-time protection (7:30 a.m. to 5:30 p.m., Monday to Friday, September to June), they also create a patchwork of speed limits in residential areas. For example, along Kingsway in River Heights the speed limit changes four times in seven blocks as the road passes two elementary schools. While “keep ’em on their toes” is one way to deal with speeders, it might not be the best option for creating long-term behavioural changes. A consistent 40 km/h speed limit on all residential streets — secondary roads, not major thoroughfares — would only delay drivers by a few seconds, but it would significantly improve safety and quality of life in Winnipeg’s residential neighbourhoods. Let’s hope our civic leaders speed up and get on board the slow-down movement. *Colin Fast is a communications specialist and freelance journalist in Winnipeg. He drives at 40 km/h through his neighbourhood and doesn’t care how much you honk. Find him on Twitter(a)policyfrog.*

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Another good reason to walk and bike
by Beth McKechnie 23 Feb '15

23 Feb '15

Interesting to see that physical inactivity is even way more damaging than obesity, and that even "healthy weight" individuals would greatly benefit from walking or cycling. (Okay, nothing shockingly new but it might motivate some.) * * * * * *Lack of exercise responsible for twice as many deaths as obesity * A brisk 20 minute walk each day could be enough to reduce an individual’s risk of early death, according to new research published today. The study of over 334,000 European men and women found that twice as many deaths may be attributable to lack of physical activity compared with the number of deaths attributable to obesity, but that just a modest increase in physical activity could have significant health benefits. See more at: http://www.cam.ac.uk/research/news/lack-of-exercise-responsible-for-twice-a…

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Halifax advocates hand their city an entire protected bike lane plan on a platter
by Beth McKechnie 20 Feb '15

20 Feb '15

Halifax advocates hand their city an entire protected bike lane plan on a platter February 18, 2015 For biking believers both inside and outside of government, the playbook has become familiar. Lobby city planners to make a bike network plan. Get it funded. Make it as forward-thinking and ambitious as possible. Once you've drawn a bunch of lines on the city's official map, select the most important projects and start to fight political battles street by street, compromising every step of the way with those who argue that biking facilities don't need to be *that* common or *that* comfortable or *that* direct — forcing elected officials to weigh the needs for this parking lane or that turn lane one block at a time. It's a time-tested strategy, and it can certainly get results. But this winter in Halifax, a handful of volunteer biking advocates decided to try turning the process upside down. Read article <http://www.peopleforbikes.org/blog/entry/advocates-hand-halfiax-an-entire-p…> -- *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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Peg City Car Co-op job posting
by Beth McKechnie 19 Feb '15

19 Feb '15

*** Please share widely *** *Peg City Car Co-op seeks Member Services Coordinator* To help with our growing membership and network of carshare vehicles, we need a dependable person who gets carsharing and how it works. Someone who is committed to and understands the individual, environmental and community benefits of "Bike. Walk. Bus. And Sometimes, Drive." The Member Services Coordinator is the main point of contact for Peg City Car Co-op members and is responsible for ensuring that members are satisfied with the carshare service as a practical, convenient and cost-effective alternative to private vehicle ownership. *Find details here.* <http://pegcitycarcoop.ca/2015/02/peg-city-car-co-op-seeks-member-services-c…> Deadline for submission:* 9pm, Thursday, March 5th*

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Get involved with Jane's Walk 2015
by Beth McKechnie 19 Feb '15

19 Feb '15

*** Please share widely *** Hi everyone, The planning committee for Jane's Walk Winnipeg 2015 is looking for new blood! Each year our number of walks grows and the topics become more diverse. Check out some of last year's 24 walks <http://www.janeswalk.org/canada/winnipeg/> – from "Ballads and Boulevards" to "History and Heroes". This year's Jane's Walk weekend is May 2 and 3. What does the planning committee do? Mostly, we help recruit and assist walk leaders, including an orientation evening, and promote the weekend's walks. *Join us for our next meeting: * *Monday, February 23rd, *5-6:30pm *EcoCentre boardroom (3rd floor-303 Portage Ave, MEC bldg)* Background: Jane’s Walk celebrates the ideas and legacy of urbanist Jane Jacobs <http://www.janejacobswalk.org/about-jane-jacobs-walk/meet-jane-jacobs/> by getting people out exploring their neighbourhoods and meeting their neighbours. Free walks held on the first weekend of May each year are led by locals who want to create a space for residents to talk about what matters to them in the places they live and work. All walks are given and taken for free. thanks! 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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Portage Daily Graphic: Active Transportation plan stalled
by Beth McKechnie 17 Feb '15

17 Feb '15

Active transportation plan stalled By Svjetlana Mlinarevic <http://www.portagedailygraphic.com/author/svjetlana-mlinarevic>, The Graphic Tuesday, February 17, 2015 http://www.portagedailygraphic.com/2015/02/17/active-transportation-plan-st… City of Portage la Prairie councillors recently defeated a motion to implement an active transportation plan for the city. Administrators had recommended the city award the development of an active transportation plan to MMM Group Ltd. for $51,840. Councillors defeated the motion during their regular council meeting on Feb. 9 as most felt it was costing the city too much money. “I completely support the city’s efforts to address and properly plan active transportation initiatives in our community. I do have some concerns though with our ability to fund the projects at hand and I’m just wondering whether or not this is an item, that while we did send out an RFP, should not be appended until after we’re done our debt management plan,” said finance chair Coun. Brent Budz, who was the first to strike down the recommendation. The city issued a request for proposals (RFP) for consulting services for the master plan and received three proposals, with MMM ultimately being chosen by staff as the best choice (it is currently working on the Saskatchewan Avenue revitalization plan). MMM’s plan would assess the needs of residents; would involve discussions with stakeholders; develop an active transportation network plan; develop on and off-street route design standard; develop a phasing plan; identify maintenance requirements and development standards; prepare a public communication and education plan; develop land use policies and land development standards; and prepare cost estimates. The process would also include a public open house. The city budgeted $20,000 for the plan with additional funds coming from potential grants from the province ($20,000); small communities transportation fund, and the community planning assistance program. Administration would defer a $30,000 budgeted item until the grant money is received from the province in order for the project to proceed. The final report would have been completed by the end of June. Budz further compared the active transportation plan to the Saskatchewan Avenue and Island Park bridge plans and said it would be difficult for the city to accomplish all of the projects in an appropriate amount of time. Coun. Brent Froese disagreed with Budz’ lumping of the active transportation plan in with the larger projects. “The fact is that we’ve already been spending money on active transportation ever since the construction of the Crescent path and even longer. We have committed in our debt management plan monies per year for, I believe, the next 15 years. So, it’s not as if we’re talking about an unplanned expenditure. “We’re already spending this money. I also understand that there have been monies donated and waiting to be applied to this project, specifically by the Rotary Club, and there may be other monies that are kind of sitting and waiting for this plan to be finished. “I don’t feel comfortable holding this back on the grounds that this is like the bridge and Saskatchewan Avenue. This is an attempt to plan what we are kind of already doing and maybe we’re already a little late in the planning stage,” said Froese. Mayor Irvine Ferris said there has been an active transportation committee working on this for more than two years and asked director of operations Kelly Braden for his thoughts. “There is an active transportation committee group that has been working on this and it seems to be proceeding without a real plan in place,” said Braden. “It has developed a sketch but every year council has been allocating about $10,000 a year for active transportation. I recommended that we put a plan together, in advance, and then follow that plan for the next 10 or 20 years.” Braden added that the debt management plan has about $500,000 already allocated to active transportation, pathway upgrading and redevelopment for the next 10 years. “That’s one of the reasons I want to put a plan together before we go $50,000 a year .... before we spend that kind of money there should be a plan in place,” said Braden. Espey asked if the city could use university students to develop a plan as the city had done for the Saskatchewan Avenue project as it would be cheaper. City manager Jean-Marc Nadeau said it might not be possible as the students are selective in what projects they take on because they don’t want to take away from the private sector. “We can ask, but my expectation is that they will likely say, ‘No,’” said Nadeau. Coun. Wayne Wall said he felt Espey’s proposal was not above board. “I have a bit of a problem with asking for proposals from consultants and then going out to students and saying, ‘Hey, can you do it cheaper than this?’ from an ethical point-of-view,” he said. svjetlana.mlinarevic(a)sunmedia.ca

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Trails Manitoba RFP
by Beth McKechnie 17 Feb '15

17 Feb '15

[On behalf of Trails Manitoba...] Trails Manitoba is seeking the services of a researcher to conduct an *Environmental Scan of Trail Products for Manitoba’s Trans Canada Trail*. Details are contained in the link below, including the closing date for proposals of March 9, 2015. http://trailsmanitoba.ca/2015/02/trails-manitoba-rfp-environmental-scan-tra…

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AT Webinar CHANGE OF DATE: New Tools for Estimating Walking and Bicycling Demand
by Beth McKechnie 17 Feb '15

17 Feb '15

*** PLEASE NOTE CHANGE OF DATE *** Green Action Centre and Bike Winnipeg invite you to join us for a local viewing of the following APBP webinar: *New Tools for Estimating Walking and Bicycling Demand. * This 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 * * * * * New Tools for Estimating Walking and Bicycling Demand *Thursday, February 25th, 2-3 p.m., EcoCentre <http://greenactioncentre.ca/content/ecocentre-directions-and-travel-options/> Boardroom* NCHRP project 08-78 developed new methods for estimating bicycle and pedestrian demand for planning and project development. The project’s final report is NCHRP 770, a guidebook that presents an array of methods for a variety of planning applications, with context and instruction on their selection and use. This webinar will focus on a new tool outlined in NCHRP 770 that enables practitioners to estimate demand from the interaction of land use and transportation. The new *multimodal accessibility tool *allows planners to include all modes of travel in an analysis that also examines changes in the pattern of land use or the travel network to determine which strategy, or combination of strategies, provides the greatest return. This session will review the limitations of current models for estimating demand, describe the research behind the development of the new tool, and give examples of how the model is being used at regional, corridor, and neighborhood levels. *Presenter:* - J. Richard Kuzmyk, Principal, Renaissance Planning Group

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FW: WRENCH job posting
by Dave Elmore 12 Feb '15

12 Feb '15

Please see job posting for the WRENCH and forward to your contacts/networks. Thanks Dave o _ ( \ _ (X)\ /(X) From: wrenchprogram(a)gmail.com [mailto:wrenchprogram@gmail.com] On Behalf Of Patrick Krawec Sent: February-11-15 5:03 PM To: Dave Elmore; Mark Cohoe; Lea G Subject: WRENCH job posting Hello people, Attached is a new job posting from the WRENCH. If you folks would be kind enough to post it on your posting pages that would be awesome. Thanks, Pat -- Patrick A. Krawec, Executive Director The Winnipeg Repair Education and Cycling Hub 1057 Logan Ave. Winnipeg, MB R3E 3N8 <http://www.TheWrench.ca/> www.thewrench.ca 204-296-3389

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The Cost of Urban Sprawl Invitation
by Beth McKechnie 12 Feb '15

12 Feb '15

---------- Forwarded message ---------- From: Melanie Andrushko <melanie(a)downtownwinnipegbiz.com> Date: Wed, Feb 11, 2015 at 4:35 PM Good afternoon, An exciting speaker is coming to Winnipeg and you’re invited! Sponsored by the Province of Manitoba, the City of Winnipeg, CentreVenture and the Downtown Winnipeg BIZ. Please see the invitation and details below. Regards, *Melanie Andrushko* Project Coordinator: Placemaking & Transportation *Downtown Winnipeg BIZ* 426 Portage Avenue | Winnipeg, MB | R3C 0C9 Tel: 204-958-4629 | Fax: 204.958.4630

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