- AT-Network - University of Manitoba Mailing Lists

Dear Santa
by Zdan, Terry (MIT) 19 Dec '12

19 Dec '12

[cid:image002.jpg@01CDDDC3.862F2410] Season's Greetings Terry Zdan BA MEDes Policy & Service Development Manitoba Infrastructure & Transportation 1520 215 Garry Street Winnipeg MB R3C 3P3 please note this is my only phone C 204 227 3724 E Terry.Zdan(a)gov.mb.ca

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"30km/h - making the streets liveable!". EU
by Zdan, Terry (MIT) 18 Dec '12

18 Dec '12

http://en.30kmh.eu/ About the initiative 30 km/h (20 mph) limits are an inexpensive and popular way to improve safety, cut pollution and encourage smarter travel choices. They lead to improved traffic flow and less congestion. People can move without fear. We want to achieve these benefits for the whole of the European Union. What is our vision? 30 km/h shall become the standard speed limits for villages, towns and cities with local authorities being able to decide on exemptions. Therefore, we will set the agenda for the European Commission. We want the commission to come up with a proposal to introduce 30 km/h speed limits. We are organising a "European Citizen´s Initiative" - a fascinating, brand-new policy instrument in the European Union. That includes a huge effort as we must collect more than 1 million signatures within one year from at least 7 different member states of the EU. Season's Greetings Terry Zdan BA MEDes Policy & Service Development Manitoba Infrastructure & Transportation 1520 215 Garry Street Winnipeg MB R3C 3P3 please note this is my only phone C 204 227 3724 E Terry.Zdan(a)gov.mb.ca

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Grist: Chicago likes bikes – and it's about to prove it in a big way
by Beth McKechnie 18 Dec '12

18 Dec '12

Chicago likes bikes — and it’s about to prove it in a big way By Lori Rotenberk <http://grist.org/author/lori-rotenberk/> http://grist.org/cities/chicago-like-bikes-and-its-about-to-prove-it-in-a-b… Look over your shoulder, Portland, Minneapolis, and Washington, D.C. Chicago is about to roll out plans to lay down 645 miles of bike lanes by 2020. If you’re not careful, the Windy City is going to pedal off with the title of Most Bikeable City in the U.S. Today, the city’s bike-loving mayor, Rahm Emanuel, will unveil the Streets for Cycling Plan 2020 <http://www.chicagobikes.org>, an aggressive bicycling blueprint that was a year in the making. With 30 miles of protected bike lanes already completed and another 70 promised before the end of Emanuel’s first term in 2015, the city’s new cycling infrastructure will weave through every neighborhood, assuring a path within a half-mile of every Chicagoan’s home. The unveiling takes place on Chicago’s once taxi-, auto-, and bus-infested Dearborn Street. The city spawned a wave of envy<http://streetsblog.net/2012/12/05/chicago-bike-lane-envy-sweeps-the-nation/…>among national bike bloggers this month when it removed a motor vehicle lane from the downtown artery, replacing it with a two-way protected cycling lane complete with bike traffic signals<http://grist.org/news/traffic-signals-for-cyclists-pop-up-nationwide/> . Michael Amsden, a project manager for the Chicago Department of Transportation (CDOT) Bike Program says swiping a lane from drivers took “lots of political know-how,” adding that “no other city has cut through dense traffic” in that manner. While other cities have been putting in bike infrastructure for years, what sets Chicago apart, Amsden says, is the sheer super-speed at which the city has laid down protected bike lanes, going from “zero to second-most in the country in just 18 months.” City officials hint that converting car lanes into bike lanes is the way of Chicago’s future. The mastermind of all this action is Chicago transportation czar Gabe Klein<http://grist.org/transportation/2011-12-15-zen-and-the-art-of-urban-transpo…>, known for cruising town on his Dutch-style two-wheeler sporting vintage linen suits. In many areas of the city, Klein says, lane installation is tied with planned infrastructure improvements, which will make the work less expensive. And while initial funding for the project is local, next year the city will work with federal funds awarded through the Congestion Mitigation and Air Quality program. But the plan’s strongest asset, say supporters, is its backing from the public: It’s a grid designed by the people for the people. To create it, CDOT teamed up with the Active Transportation Alliance<http://www.activetrans.org/>, a local nonprofit advocacy group that set up community meetings in nine areas of the city. Alliance volunteers met monthly for a year with residents in neighborhood bars, restaurants, and homes to discuss where they wanted to see the bike lanes installed. Major obstacles included the city’s numerous rail lines, waterways, and high-crime areas. Large maps detailing the routes were delivered to CDOT engineers. “To my knowledge,” says Lee Crandell, the Alliance’s director of campaigns, “no other city has involved the public as much as Chicago has.” Klein hopes to see the number of cars on the roads — and their speed — decrease. (According to the 2010 census, only 1.3 percent of Chicagoans bike to work, but studies show more would if they felt safe.) Future engineering includes more pedestrian crosswalks, bus-only lanes, and digital speed signs for motorists along busy thoroughfares. Over time, Amsden envisions the Windy City becoming less frenetic as the “Mary Poppins Effect” <http://www.londoncyclist.co.uk/the-mary-poppins-effect/> kicks in – that is, as racing bikes and Spandex give way to more casual cruisers and street clothes. “When motorists see someone dressed in their work clothes riding a bike with a bell and a basket, while sitting upright, they seem to slow down because the cyclist’s look calls for respect,” Amsden says. “Drivers in Amsterdam, for example, know how to drive next to a person on a bicycle.” There’s been little opposition to Emanuel’s quest to transform Chicago’s driving habits. One of the few outspoken critics is John Kass, a plump (“readers tell me that bicycling to work would seriously improve the sculpt of my buttocks”)*,* car-driving *Chicago Tribune* columnist who has often painted cyclists and their protected lanes as either hipsters or snobs. When Emanuel gushed about progressive transportation and the need for sustainability in times of environmental shifts, Kass wailed that bike riders are the “One Percenters of the Commuter Class.”<http://articles.chicagotribune.com/2012-08-22/news/ct-met-kass-0822-2012082…> “We thought we’d be able to get through the summer without reading a nakedly antagonistic-to-bicyclists story,” moaned a writer on the Chicagoist<http://chicagoist.com/2012/08/22/john_kass_bullshit_bike_lanes_post.php>blog. “Leave it to Tribune curmudgeon John Kass to piss in our Corn Flakes yet again.” Pete Scales, spokesman for CDOT, estimates the city spent $4 million on the 30 miles built in 2012. City Hall considers it a small investment with a large return. Bike lanes, Emanuel and Klein believe, will attract new and young entrepreneurs and high-tech companies to Chicago. Crandell adds that studies have proven that bike lanes help fuel the local economy. “It is said that the faster a credit card goes by your door, the less likely it is that card will be used in your store,” he explains. “When someone is on a bike, they can just pull over, hop off, and park. And biking creates more bike-related businesses.” Last year *Bike Magazine* listed Chicago as the 10th most friendly city for riding. This year it rose to No. 5. CDOT hopes that the Dearborn improvements will put the city in the lead. But can Emanuel really make good on such ambitious promises, given Americans’ love affair with the automobile? Word is that in Emanuel-speak, he’s f#!*ing determined. “I’m a big believer in getting things done versus talking about them,” says Klein. “So is the mayor. We have a moral responsibility to make change as soon as possible.” Lori Rotenberk is a Chicago-based journalist whose work has appeared in the *New York Times*, *The Boston Globe*, *Chicago Wilderness Magazine*, and the *Chicago Sun-Times*. She is also also wild about nature. Follow her on Twitter <http://www.twitter.com/@loriandwhillie>.

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cyclelogistics - Moving Goods by Cycle
by Zdan, Terry (MIT) 14 Dec '12

14 Dec '12

http://cyclelogistics.eu/index.php?id=4 cyclelogistics - Moving Goods by Cycle Running from May 2011 until April 2014 and spanning 12 countries, the EU-funded project CycleLogistics aims to reduce energy used in urban freight transport by replacing unnecessary motorised vehicles with cargo bikes for intra-urban delivery and goods transport in Europe. CycleLogistics will expand its niche market position and be regarded as a serious alternative for the transportation of light goods in inner cities. This will be achieved by: * Communicating topic and potential to the transport sector in order to shift more goods transport from cars to cargo bikes. Existing cycle couriers will also be encouraged to transport heavier loads by utilising electric assist. * Motivating municipalities to create a favorable regulatory framework and policies for cycle logistics, to analyze the internal potential to employ cargo bikes for municipal services, and to encourage business services to take advantage of cycle logistics. * Encouraging private individuals to use cargo bikes, trailers and baskets to transport shopping and leisure time equipment, while at the same time ensuring that retailers provide customers with incentives and necessary infrastructure. * Testing and reporting on various cargo bike transport products (cargo bikes, trailers, electric motors and bags & baskets), and therefore promoting their uptake by providing potential consumers - private, business and government - across Europe with access to valuable information. FYI the Ikea store in Winnipeg has bike racks but no cargo trailers for bikes. Season's Greetings Terry Zdan BA MEDes Policy & Service Development Manitoba Infrastructure & Transportation 1520 215 Garry Street Winnipeg MB R3C 3P3 please note this is my only phone C 204 227 3724 E Terrry.Zdan(a)gov.mb.ca

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Cyclists and Pedestrians Can End Up Spending More Each Month Than Drivers
by Dave Elmore 14 Dec '12

14 Dec '12

http://www.theatlanticcities.com/commute/2012/12/cyclists-and-pedestrians-ca n-end-spending-more-each-month-drivers/4066/ Cyclists and Pedestrians Can End Up Spending More Each Month Than Drivers Kelly Clifton <http://kellyjclifton.com/> has heard this stereotype a number of times: "Cyclists are just a bunch of kids who don't have any money," says the professor of civil and environmental engineering at Portland State University. "They ride their bikes to a coffee shop, they sit there for four hours with their Macintoshes, they're not really spending any money." If you're a shopkeeper with such suspicions, you're probably not on board with any plan that would cut down on parking right outside your door. Cyclists are the ones with time to kill; drivers are the ones with money. This perception is problematic in a place like Portland, where the bike-friendly city government is now looking to extend the reach of bike infrastructure - and the appeal of bikes themselves - to newer riders and neighbourhoods farther afield from the urban core. "As we move out beyond those areas into more auto-oriented areas," Clifton says, "we start to see businesses say, 'Hey, wait a minute. You're taking away on-street parking to put in bike lanes, you're taking away the one parking spot in front of my store to put in a bike corral. I don't see many bikers around here. So what does this mean for me?" Until now there hasn't been much empirical evidence to allay such concerns. Clifton and several colleagues have attempted to fill that research gap in a project for the Oregon Transportation Research and Education Consortium <http://www.otrec.us/> (read a PDF of the draft report here <http://kellyjclifton.com/Research/EconImpactsofBicycling/OTRECReport-ConsBe havTravelChoices_Nov2012.pdf> ). They surveyed 1,884 people walking out of area convenience stores, restaurants and bars, and another 19,653 who'd just done their supermarket shopping. Some of the results are unsurprising: Drivers still make up a plurality of customers to all of these businesses. And, with greater trunk capacity, they far outspend people who travel to the grocery store by foot, bike or transit. But for all of the other business types examined, bikers actually out-consumed drivers over the course of a month. True, they often spent less per visit. But cyclists and pedestrians in particular made more frequent trips (by their own estimation) to these restaurants, bars and convenience stores, and those receipts added up. This finding is logical: It's a lot easier to make an impulse pizza stop if you're passing by an aromatic restaurant on foot or bike instead of in a passing car at 35 miles an hour. Such frequent visits are part of the walkable culture. Compare European communities - where it's common to hit the bakery, butcher and fish market on the way home from work - to U.S. communities where the weekly drive to Walmart's supermarket requires an hour of dedicated planning. "It's not just a phenomenon born of the need to carry things," Clifton says. Walkable (and bikeable) communities by definition facilitate a more frequent interaction between patrons and businesses. This means these bikers and pedestrians are also more regular customers. "That also says something about marketing," Clifton says, "about customer loyalty, about neighborhood-based businesses." The study examined 89 businesses across the region, 11 of them grocery stores. At the bars, convenience stores and restaurants (all high-turnover sit-down pizza and Mexican spots), researchers snagged consumers on their way out between June and early October of last year. They gave them a 5-to-10 minute tablet questionnaire about their demographics and travel behavior, how they'd traveled that day, what they'd spent, and how often they estimated they visited the business each month. The researchers coordinated with a local grocery store chain to survey customers there during a single week this April. Their findings are neatly summarized in these three graphs. This first one shows how much consumers spent on average per trip, by transportation mode: Here, people estimated how many trips they took per month: And this is the total estimate of consumer spending per month: There are obviously some other factors at play here. Families with cars are less likely to eat out than single young professionals on a bike. And we'd all prefer that drivers run up smaller bar tabs than pedestrians. Clifton also raises another possibility (although this particular study can't verify it): "Does Portland have a green dividend?" she asks, citing a concept coined by economist Joe Cortright <http://www.ceosforcities.org/city-dividends/green/special-reports/portland/ > . Cars are costly. And Portland's green infrastructure means many people don't have to foot that expense. "Do we then have more money in our pockets," Clifton asks, "to spend on other things?" As Portland begins to make tougher decisions about bike infrastructure, this is an intriguing point. The "young and fearless," as Clifton calls them, are already biking there. These are the riders who will happily dodge cars and thunderstorms without much dedicated infrastructure. Now the city needs to coax what Clifton calls the "interested but concerned." These are the people who will require a higher level of accommodation - separated bike lanes, actual bike parking - and therefore some tougher conversations about what that might mean for scarce resources and roadway (and for the drivers who might be impacted by reallocating them). "If only we had asked these questions when we invested in the automobile," Clifton says. "On the one hand, we're asking the right questions. But we're also holding non-motorized modes up to a different standard than we have held the automobile."

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UPDATE: TOPIC CHANGE! (Presentation on The New Pedestrian Control Guide) Fwd: ITE Manitoba monthly lunch Presentation on Thursday, December 13th
by Anders Swanson 12 Dec '12

12 Dec '12

[ Hi folks, quick note: the topic for this lunch and learn had a last minute change, and now may not be quite as relevant to active transportation (although I imagine the lunch would still be tasty.) The Pedestrian Control Guide topic has been deferred to 2013. - Anders] Hi everyone,**** ** ** The topic of the December ITE Manitoba monthly lunch meeting has changed. *Dr. Jeannette Montufar* will still be presenting, but the new topic will be *CITE National Initiatives*. The presentation on The New Pedestrian Control Guide will likely be done sometime in 2013. Sorry for the sudden change! The information at www.itemanitoba.ca has been updated.**** ** ** We would also like to remind everyone that the ITE Manitoba Executive elections will take place at the December meeting. The details of the meeting are:**** ** ** Date: Thursday, December 13th**** Time: 12 noon**** Location: The Round Table (800 Pembina Highway)**** ** ** We still hope to see everyone come out next Thursday!**** ** ** *Björn Rådström,** **BSc**(CE), P. Eng.***** ITE Manitoba Secretary**** ** ** ** ** ** ** Hello everyone,**** **** It is finally here, the first ITE Manitoba monthly lunch presentation will be on Thursday, December 13th! As usual, it will take place at 12 noon at The Round Table at 800 Pembina Highway. Our presenter this month is *Dr. Jeannette Montufar, P. Eng.*, of the University of Manitoba. Dr. Montufar’s presentation is on *The New Pedestrian Control Guide*.**** **** Dr. Montufar is a professional engineer registered in Manitoba and Alberta, and Associate Professor in Civil Engineering at the University of Manitoba. She is also Principal of Montufar Group, a transportation consulting firm specializing in road safety and freight transportation. Dr. Montufar has done extensive work in the U.S. and Canada on projects dealing with road safety, freight transportation, the application of advanced technologies to commercial vehicle operations, truck size and weight policy, goods movement in urban areas, traffic information systems, and the automation of data collection systems. She has worked for the Battelle Memorial Institute in Columbus, Ohio; the Texas Transportation Institute in College Station, Texas; and the University of Michigan Transportation Research Institute in Ann Arbor, Michigan.**** **** The cost for the presentation and lunch is $20 for members and guests, and $15 for students. This notice can also be found at www.itemanitoba.ca. We hope to see you all there next week!**** **** *Björn Rådström,** **BSc**(CE), P. Eng.***** ITE Manitoba Secretary****

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PUB orders MPI to improve cycling safety
by Charles Feaver 11 Dec '12

11 Dec '12

This fall, Bike to the Future collaborated with the Manitoba Cycling Association to make its first ever presentation to the Public Utilities Board identifying concerns that MPI fails to teach motorists how to drive safely near cyclists, both in their Driver Education booklet and in their public advertising. The PUB picked up on several points we emphasized in their Order [http://www.pub.gov.mb.ca/pdf/mpi07/157-12.pdf .]. 1. Section 10.0: "It is therefore recommended that: 3. MPI review and act upon the recommendations put forward by the presenters from Bike to the Future and the Manitoba Cycling Association with respect to road safety and messaging to motorists regarding cyclists." 2. Section 11: "It is therefore ordered that: A Road Safety Research Technical Conference take place to discuss Road Safety matters, involving interveners and community partners, to be held on or before March 31, 2013." ... that the PUB expects MPI "would seek to involve scientist and experts from North America on road safety issues such as . roadway bicycle safety, and the role of other road safety investments" and will include in the conference interveners and community partners, among others. Further, "The Board anticipates that at the next GRA [General Rate Application] proceeding, MPI will come forward with new road safety initiatives, including with respect to . bicyclists ., in addition to its ongoing initiatives relative to unsafe speed, impaired driving and seatbelt usage. 3. The PUB noted the Corporation's goal, as stated in its Strategic Plan, that it will become a community leader and act as a central repository to facilitate the sharing of data amongst stakeholders for research and making informed decisions, and to take a more active role in road safety research. This responds to Bike to the Future's request for more and better data relating to cycling safety. The Road Safety Technical Conference could have a huge impact on cycling and safety if it brings in experts from cities that have successfully increased cycling traffic, and develops a consensus among leaders of government departments and police forces on how to manage circulation in order to increase the safety of cyclists.

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Pro Walk Pro Bike link to videos and presentations
by Beth McKechnie 11 Dec '12

11 Dec '12

The bi-annual *Pro Walk Pro Bike* is the premier conference for everything walking- and cycling-related in North America. Even if you weren't able to attend the 2012 conference in Long Beach, CA (alas, I am among that group), you can check out videos of keynote presenters and powerpoints from breakout sessions here: http://www.pps.org/pwpb2012/presentations/ I haven't watched it yet but the rousing keynote by Mark Gorton that closed the conference was apparently quite popular: video - http://www.pps.org/we-are-the-majority-the-cars-dont-vote/ presentation - http://rethinktheauto.org/national-presentation/ Note that the next PWPB conference<http://www.post-gazette.com/stories/local/neighborhoods-city/pittsburgh-to-…>takes place Sept 8-12, 2014, a little closer to home -- Pittsburgh. cheers, Beth

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Cycling Health and Safety - An overview of research
by Beth McKechnie 11 Dec '12

11 Dec '12

Cycling Health and Safety An overview of cycling health and safety research Prepared By: *Chris Cavacuiti BA, MD, CCFP, MHSc, ASAM* Staff Physician, St. Michael's Hopsital, Department of Family and Community Medicine Toronto, Ontario Introduction In my cycling-related research work with Share the Road and the St. Michael’s Dept. of Family and Community Medicine at the University of Toronto, I’ve been truly impressed with the breadth and quality of the studies that have been published on this topic. As anyone who has an interest in cycling health and safety research will tell you, there are some incredibly smart and dedicated researchers out there who have made this topic their life’s work. When I speak to other cycling researchers and advocates, one of the biggest challenges they tell me that they face is finding and organizing the wealth of data that is already out there. I am often approached by journalists, researchers and advocates who are looking for more information on a particular area of cycling research, but there was usually nowhere I could send them for quick and easy access to the information they wanted. These experiences made me realize that what I and many others needed was a well-organized, well cited and text-searchable overview of key cycling research that would contain many of the most important facts, figures and findings in this field. I approached Eleanor McMahon at Share the Road with this idea and asked her if Share the Road would be interested in helping to organize this overview and host it on their website. Share the Road thought this was a great idea and kindly agreed to help. So in the summer of 2012, Share the Road and I hired a very bright and capable young summer student (Matthew Cheah), to help us put together this overview. I’d like to personally thank Eleanor McMahon and Matthew Cheah for all their work in helping make this overview a reality. I’d also like to thank Cary Moretti for his IT input and support with this project (…and for putting up with me talking about this project on more than a few of our long rides together!) One final word - we’ve made every effort to keep the statistics and wording in this overview as close to the original documents as possible and to correctly cite each and every fact, figure and quotation we’ve included. However, this document is no replacement for reading the original articles and we’d encourage those who are using this overview to cross-reference our statistics with the original documents. Believe us - they are well worth the read! Happy searching! http://www.sharetheroad.ca/files/Cycling_Safety_Overview___2012_12_05.pdf

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(Presentation on The New Pedestrian Control Guide) Fwd: ITE Manitoba monthly lunch Presentation on Thursday, December 13th
by Anders Swanson 06 Dec '12

06 Dec '12

---------- Forwarded message ---------- Hello everyone, It is finally here, the first ITE Manitoba monthly lunch presentation will be on Thursday, December 13th! As usual, it will take place at 12 noon at The Round Table at 800 Pembina Highway. Our presenter this month is Dr. Jeannette Montufar, P. Eng., of the University of Manitoba. Dr. Montufar’s presentation is on The New Pedestrian Control Guide. Dr. Montufar is a professional engineer registered in Manitoba and Alberta, and Associate Professor in Civil Engineering at the University of Manitoba. She is also Principal of Montufar Group, a transportation consulting firm specializing in road safety and freight transportation. Dr. Montufar has done extensive work in the U.S. and Canada on projects dealing with road safety, freight transportation, the application of advanced technologies to commercial vehicle operations, truck size and weight policy, goods movement in urban areas, traffic information systems, and the automation of data collection systems. She has worked for the Battelle Memorial Institute in Columbus, Ohio; the Texas Transportation Institute in College Station, Texas; and the University of Michigan Transportation Research Institute in Ann Arbor, Michigan. The cost for the presentation and lunch is $20 for members and guests, and $15 for students. This notice can also be found at www.itemanitoba.ca< http://www.itemanitoba.ca>. We hope to see you all there next week! Björn Rådström, BSc(CE), P. Eng. ITE Manitoba Secretary

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RFP - City of Winnipeg Cycling and Walking Master Plan NOW OUT
by Anders Swanson 05 Dec '12

05 Dec '12

Of interest to all planning/engineering/consulting firms with expertise in cycling/walking facilities: http://www.winnipeg.ca/MatMgt/FolderContents.asp?FOLDER_ NAME=891-2012&YEAR=2012

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Bicycling Infrastructure: Don't Let the Perfect Become the Enemy of the Good
by Dave Elmore 05 Dec '12

05 Dec '12

http://www.chicagonow.com/easy-as-riding-a-bike/2012/12/perfect-become-the-e nemy-of-the-good/ Bicycling Infrastructure: Don't Let the Perfect Become the Enemy of the Good By Brent Cohrs, Monday at 10:19 am When it comes to safe and efficient bicycling infrastructure, few nations can rival the Netherlands. It really seems that the Dutch have thought of everything. As this video shows, a transportation system that gives equal consideration to those choosing to travel under their own power by bike and purposely addresses the differences of speed and mass between bicycles and motor vehicles can result in a win-win for all road users. We need only look at the number of fatalities to see the proof. The Netherlands experiences 1.1 deaths per 100 million kilometers traveled versus the US average of 5.8 for the same distance. I pointed out in last week <http://www.chicagonow.com/easy-as-riding-a-bike/2012/11/wearing-a-bike-helm et/> 's post about helmet usage that the remarkable aspect of Dutch bicycling being five times safer is that their number of trips taken by bike is also twenty-seven times greater than ours. Success like this heartens bicycle advocates who truly believe in the Field of Dreams approach; "if you build it, they will come." In a perfect world - or more precisely a perfect United States - citizens would come together and demand a transportation system that accommodates all users equally. Whichever mode an individual chose for him or herself - personal vehicle, mass transit, bicycle, or own two feet - would be equally safe by design. There would still be trade-offs and sacrifices among choices, but personal safety wouldn't be one of them. As we cycling advocates talk amongst ourselves and admire the Dutch (and the Danes), we're all painfully aware that they didn't become ultra bike-friendly overnight. Political will for major changes began in the 1970s when the nation became fed up with the number of children killed by automobiles, the leveling of historic buildings to create parking spaces, growing traffic congestion, and worsening smog. They vowed to nip their problem in the bud and today have a much different flower to show for their efforts. We're not so lucky in the US. Our love affair with the car grew unabated through two oil shortages and volatile swings in gasoline pricing over the past 40 years. Vehicles didn't shrink in size like they did in Europe, they grew larger! Mass transit has had to fight tooth and nail for federal transportation funding. Bicycling and pedestrian advocates have only held a seat at the table for the past decade and we're still sitting on folding chairs. As much as we bicycling advocates would like to achieve the perfect, we'll be lucky if we can attain the "good enough". Not that we won't keep striving and pushing the general public toward that tipping point when not riding a bike will be viewed as more hazardous to one's health than riding a bike. We just need to stay patient, remain persistent, and continue to win little battles, savoring our victories and inspiring our troops. But we also have to be realistic. We need to acknowledge that right now and for the foreseeable future, we have an incomplete infrastructure. Too few protected bike lanes. Too many lanes that end abruptly or deliver us to unsafe intersections. Too much inconsistency with sharrows <http://gridchicago.com/2012/cdot-fast-to-build-new-bikeways-but-needs-to-re ctify-existing-ones/> , bike lanes, and cycle tracks. Lanes that put us in the door zone or subject us to the hazard of the right-hook. We all know the system's shortfalls. In the meantime, we still need to ride the streets we have and stay safe doing so. The best thing we Illinois cyclists have going for us is Public Act 095-0231 <http://ilga.gov/legislation/publicacts/fulltext.asp?Name=095-0231> or as I like to refer to it, the Three-Foot Law. In this 2008 transportation act, motorists must give a minimum of three feet of clearance when passing a bicycle traveling in the same direction. We are not only required to stay as far to the right as is practicable, but as is safe. This means that we may pass other cyclists on the left, move left to avoid potholes, ride clear of the door zone, cross to the left turn lane, and move to the left of the right turn lane at intersections. This is the law and these are our rights. While we wait for the good to become the perfect through the efforts of our advocacy groups, we can all learn to adjust our riding to the incomplete infrastructure we have in place right now.

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Close passing and edge hazard zones for cyclists (Gutierrez)
by Beth McKechnie 05 Dec '12

05 Dec '12

Hello everyone, The link below takes you to a series of slides that clearly articulate the space required for cyclists on the road. Thanks to Bob Kurylko for forwarding. Please note that it was identified as "a work still in progress by Dan Gutierrez." In my mind, Dan's diagrams and explanations perfectly capture why so many people are too scared to cycle in traffic. Being trapped riding in the edge hazard combined with the close pass zone creates a scary and dangerous situation that current standards for bicycle facilities don't address adequately. https://docs.google.com/open?id=0B-Gu4I2V0ZScbTR0MHhoZHh2RzQ<https://docs.google.com/a/greenactioncentre.ca/file/d/0B-Gu4I2V0ZScbTR0MHho…> cheers, Beth

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FW: AASHTO Guide for the Development of Bicycle Facilities [ including Bicycle Transportation Networks]
by Zdan, Terry (MIT) 03 Dec '12

03 Dec '12

FYI In my opinion much better than the Canadian TAC document “...1.1. PROBLEM STATEMENT AND RESEARCH OBJECTIVE The objective of this project was to prepare a comprehensive update to the 1999 AASHTO Guide for the Development of Bicycle Facilities. The Guide is recognized and accepted throughout the United States as the national guideline for bicycle facility planning and design. It has evolved over time - the 1981 edition of the Guide was 31 pages long and had only four pages of guidance on designing on‐road bicycle facilities. By the time the 1999 edition was published, the Guide had more than doubled in length, with considerably more information on planning, on‐road bicycle facility design, shared use path design, and operations and maintenance. Usage of the Guide has grown rapidly as nationwide spending on bicycle facilities has increased. Each successive federal transportation bill since ISTEA in 1991 has increased funding for bikeway construction in the U.S. Despite its popularity and utility, however, the 1999 edition of the Guide lacks important information, and does not reflect significant research findings of the past decade. Additionally, parts of the Guide need to incorporate changes from updated national references such as the "Manual on Uniform Traffic Control Devices" (MUTCD) and the AASHTO "Policy on Geometric Design of Highways and Streets," (AASHTO "Green Book"), among others. In 2004, the NCHRP Task 187 Report entitled "Updating the AASHTO Guide for the Development of Bicycle Facilities" conducted initial research, interviews, and a literature review to determine the recommended scope and content of the next edition of the Guide. That report made recommendations for numerous changes to the 1999 Guide. The new draft of the Guide incorporates these recommendations, along with new guidance and research, and practical experience gained through the design and construction of bikeways throughout the United States....” http://onlinepubs.trb.org/onlinepubs/nchrp/docs/NCHRP_15-37_FR.pdf 204.488.8988

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Bikeway traffic control guidelines for Canada - Second edition (2012)
by Beth McKechnie 03 Dec '12

03 Dec '12

---------- Forwarded message ---------- From: "Zdan, Terry (MIT)" <Terry.Zdan(a)gov.mb.ca> Date: Mon, 3 Dec 2012 08:55:27 -0600 Subject: Bikeway traffic control guidelines for Canada - Second edition (2012) Top of Form**** *Bikeway traffic control guidelines for Canada - Second edition (2012)***** **** Product Code: PTM-BIKEGD2-E**** *Bikeway Traffic Control Guidelines for Canada* outlines the appropriate traffic control for the installation of signs and pavement markings on bikeways and contains diagrams of typical installations. Many of the guidelines may be applicable to both on-road and off-road bikeways. **** This 118-page document was produced with the intention of providing guidance in the application of bicycle-related traffic control devices on bikeways that are within the public right of way. Signs and pavement markings must be designed carefully and installed properly to maximize their effectiveness. It is important that agencies responsible for the application of these guidelines use sound engineering judgement and principles when implementing bicycle-related traffic control devices. **** These guidelines are expected to evolve over time, depending on prudent engineering judgement, experimentation and testing which is anticipated to take place in an effort to continue addressing the needs of cyclists in Canada. **** Member Price: $150.00 *Regular Price: $199.50***** Bottom of Form**** ** ** ** ** Thank you and regards**** ** ** Terry Zdan BA MEDes**** ** ** Policy & Service Development**** Manitoba Infrastructure & Transportation**** 1520 215 Garry Street**** Winnipeg MB R3C 3P3**** P 204 945 7381**** C 204 227 3724**** E Terrry.Zdan(a)gov.mb.ca**** ** ** ** **

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Ontario seeks public input for cycling improvements
by delmore＠mymts.net 01 Dec '12

01 Dec '12

http://www.ottawacitizen.com/business/Province+seeks+public+input+cycling+i… seeks public input for cycling improvements The Ontario government wants to hear from you about how to improve cycling in the province. At a news conference Friday in Ottawa, Minister of Infrastructure and Transportation Bob Chiarelli said the province is looking for public input to form the basis of a draft cycling strategy. The public has until Jan. 29, 2013, to offer comments on such things as improvements to cycling infrastructure, public education and legislation.Chiarelli said that starting in January, municipalities can also apply for funds under the new Municipal Infrastructure Program as it pertains to supporting the development of local cycling networks. Cycling infrastructure funds were not available to municipalities under the program in the past, but now they can apply for funds up to $2 million, he said.The draft cycling strategy will also look to create a provincial cycling network to connect destinations and recreational cycling and tourism routes, run public education campaigns with groups such as Share The Road, update the Driver’s Handbook to include better guidelines for cycling and sharing the road with other vehicles, and provide cycling safety and bike maintenance information with new bikes sold. “This means that what was in some respects a series of ad hoc initiatives that existed in Ontario by various stakeholders or municipalities and sometimes the province is (now) going to be much more comprehensive,” Chiarelli said in an interview.“It’s going to be better funded and it’s going to make a significant difference for cyclists, they’re going to be safer on the road, they’re going to have better infrastructure, and cycling will be more exciting for a lot of people because part of the policy is related to tourism so that we’re going to be connecting regions with cycling paths.”Chiarelli sad Ontario has “the safest roads” in North America, although cycling fatalities still do happen in the province. He said he hopes the new initiatives will help reduce the number of cycling fatalities in Ontario. “We’re going to have better infrastructure, more bike lanes and we’re going to have better educated drivers and cyclists. We think of cyclists becoming more educated, but automobile drivers need to be more educated and they need to know where the cyclists have the right to go on the road — they’re not only restricted to driving along the curb. They have access to the road under the appropriate circumstances and there are lot of drivers who don’t understand that,” he said.The announcement was welcomed by the Share the Road Cycling Coalition, a provincial cycling policy and advocacy organization, adding it was Ontario’s first cycling policy update in 20 years. “I think you are seeing a quantum leap forward in terms of parties in the legislature supporting this in each of their different ways,” Eleanor McMahon, founder of Share The Road Cycling Coalition, said at the news conference held at retailer Bushtukah. She founded the coalition after her husband, an OPP officer, was killed in 2006 by a motorist while cycling.“This is not the time for partisanship, it is the time for focusing on the safety of our most vulnerable citizens and making sure that there is clarity on our roadways so that motorists and cyclists can share the road in a safe way,” McMahon said. She said the coalition’s 2010 green paper on bicycling in the province, which was based on the responses of 1,200 people, outlined priorities on how the government could make Ontario more bicycle friendly. The coalition also endorsed the 2012 Coroner’s Review of Cycling Deaths in Ontario which called for cycling infrastructure and education investments.She said she hopes the province can meet municipalities “halfway” in coming up with a comprehensive cycling strategy.“Some of this stuff can seem quite mundane but it affects everybody in our day-to-day lives, if we want to cross an intersection and it doesn’t feel safe, or as cyclists we don’t have the proper turning opportunities,” McMahon said. “We’re taking about signage, infrastructure, bike lanes, and sometimes segregated bike lanes if at all possible. I know that any change creates opposition, but (public) education is important,” she said. Read more: http://www.ottawacitizen.com/travel/Province+seeks+public+input+cycling+imp…

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Metro Wpg: Idea to reduce residential speed limits gets more time (Nov.27'12)
by Beth McKechnie 29 Nov '12

29 Nov '12

Idea to reduce residential speed limits gets more timeBy Bernice Pontanilla | Metro Winnipeg http://metronews.ca/news/winnipeg/455414/idea-to-reduce-residential-speed-l… A City committee has ordered more study into a motion requesting a decrease to 40 km/h on Winnipeg’s residential streets. Councillors on the infrastructure renewal and public works committee voted in favour of a 60-day extension on the motion, which was originally brought to the July city council meeting by Coun. Harvey Smith (Daniel McIntyre) and Coun. Ross Eadie (Mynarski). Cycling and walking advocate Anders Swanson delivered a detailed PowerPoint presentation to committee members, stating that in collisions between cars, pedestrians and cyclists, speed is a huge determinant of the outcomes. “What chance do you give people?,” Swanson said. “Pedestrians have a less than 50% chance of surviving an impact at 45 km/h, pedestrians have almost no chance of surviving an impact at 80 km/h.” Swanson used pictures from his travels in Europe to demonstrate different methods of handling traffic, be it vehicles, bikes or pedestrians. He also showed what a street beside a Winnipeg school would look like if these European methods were used. Committee member Coun. Jenny Gerbasi (Fort Rouge-East Fort Garry) said she’d like the City’s administration to do a cost benefit analysis, with ideas on phased-in approaches or pilot projects. This motion has no bearing on the speed limit in school zones, which is 30 km/h.

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Which really is more deadly: cycling or sitting down watching TV?
by Dave Elmore 28 Nov '12

28 Nov '12

http://www.guardian.co.uk/environment/bike-blog/2012/nov/28/deadly-cycling-s itting-watching-tv Which really is more deadly: cycling or sitting down watching TV? New scientific guidance about the 'invisible danger' of inactivity puts cycle safety in perspective Sometimes, it seems, to get some perspective on the vexed issue of cycling <http://www.guardian.co.uk/lifeandstyle/cycling> and particularly cycle safety you need to chat not to a transport expert, let alone a government official, but a scientist. This occurred to me earlier this week as I watched three fairly eminent scientists with a specialism in public health unveil new recommendations by the National Institute for Health and Clinical Excellence <http://www.nice.org.uk/> . Our news story on it is here <http://www.guardian.co.uk/society/2012/nov/28/cycle-walk-maintain-health-ad vises-nice> , but in essence it calls for walking and cycling to become the norm for short trips as a way to combat the increasingly desperate extent of health problems connected to inactivity and obesity <http://www.guardian.co.uk/society/obesity> . After they'd introduced the report the floor was open for questions. One of the first was on cycle safety: had they taken into account the potential perils of riding a bike? The answer from Dr Harry Rutter <http://www.noo.org.uk/about/NOO_team> , lead author of the report and an adviser at the National Obesity Observatory - they gather data on obesity, as opposed to peering at the big-boned from a very great distance - is worth quoting in full: All activities carry a risk. For some reason there seems to be strong focus on the risk of injury associated with cycling. Clearly, when deaths do takes place that's tragic, and we need to do all we can to avoid them. But I think there is a perception that cycling is much more dangerous than it really is. This focus on the dangers of cycling is something to do with the visibility of them, and the attention it's given. What we don't notice is that if you were to spend an hour a day riding a bike rather than being sedentary and driving a car there's a cost to that sedentary time. It's silent, it doesn't get noticed. What we're talking about here is shifting the balance from that invisible danger of sitting still towards the positive health benefits of cycling. It's something most cyclists know about but it's worth reiterating. Plus, I like the notion of an "invisible danger". People go on at exhaustive length about the perils of cycling because cycling remains niche. Sitting around on one's arse watching EastEnders and eating Pringles is, however, a national pursuit, and not enough people make the connection between that and an impact on health which is, the scientists told us, now on a par with that from smoking. In the collection of quotes assembled for the press pack there was a good one on this point from Philip Insall, head of health for the active transport charity Sustrans <http://www.sustrans.org.uk/> : If a virus was this deadly it would fill the front pages and dominate debate in parliament. The second point that caught my attention came in response to a slightly carping question from me. Such advice, I asked, is all very well but will it really change much in the absence of concerted government action over safe walking and cycling routes? Professor Mike Kelly <http://www.nice.org.uk/aboutnice/whoweare/seniormanagementteam/professormik ekelly.jsp> of Nice sighed very slightly and presented me with a parallel: efforts to curb smoking. It took a full 60 years after the proof of cigarettes' harm to reach the relative nirvana of a ban on smoking in public places. View the report, he said, not as an end in itself but as "one further accumulation of the evidence", part of a long-term process, albeit one he hopes will take less than 60 years. Good advice, particularly for a semi-professional cycle policy malcontent such as me. Perhaps the best point, however, came again from Rutter as he was asked what more could be done to promote active travel. He replied: There are two interventions that we know increase walking and cycling: living in the Netherlands and living in Denmark. Behind the half absurd statement lies this central truth: there's no magic behind getting people on their feet or on their bikes, it just takes sufficient political will. If the Dutch and Danish did so in the 1960s and 70s, so can we now.

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New Active Transportation Fund Launched
by Beth McKechnie 27 Nov '12

27 Nov '12

[In case you haven't seen it yet: http://www.gov.mb.ca/chc/press/top/2012/11/2012-11-27-130900-15693.html] November 27, 2012 MANITOBA SUPPORTS ACTIVE TRANSPORTATION PLANNING AND DEVELOPMENT IN RURAL COMMUNITIES– – – *New Active Transportation Fund Launched* Winnipeg, Manitoba, November 27, 2012 – New Active Transportation funding is now available to help rural communities start projects and improve local infrastructure designed to encourage people to use alternatives to motor vehicle transportation. Municipalities and northern communities with populations of fewer than 50,000 residents are eligible to apply to the Active Transportation Fund, made possible by a $1-million investment from the federal Gas Tax Fund. “This program builds on the Small Communities Transit Fund launched in 2010, making $1 million in federal Gas Tax funding available to cost-share active transportation projects with eligible municipalities over the next two years,” said the Honourable Ron Lemieux,Local Government Minister. “People are becoming more health and environmentally conscious and are switching to public transportation, bicycles and walking. As these activities increase, people will see improved health benefits, lower transportation costs and fewer cars and trucks on the road. Reducing greenhouse-gas emissions is good for us and for our environment.” “Our Government is committed to supporting infrastructure projects in municipalities across Canada,” said the Honourable Steven Fletcher, Minister of State (Transport) and Member of Parliament for Charleswood-St. James-Assiniboia. “We are proud of our $1-million investment in this program which will help municipalities across Manitoba promote environmentally friendly transportation. The Gas Tax fund is just one of the ways our Government is carrying out our promise to help create jobs and stimulate economic growth across the country.” The program provides 50 per cent cost-shared funding for eligible projects up to a maximum of $50,000 per project. Eligible projects include: - bike racks/lockers; - bike paths; - sidewalks and other pathways for pedestrian use; - lighting and signage on trails, sidewalks and bike paths; and - active transportation design/project plans that lead to future active transportation development. “The benefits of active transportation for Manitoba communities are wide ranging,” said Association of Manitoba Municipalities President Doug Dobrowolski. “This initiative will reduce pressure on our over-burdened municipal streets and roads. The health of our citizens is also important to local governments. That’s why active transportation options are a win-win – they reduce costs and improve our quality of life.” The Manitoba government is launching a dedicated active transportation website to promote and support small communities in developing sustainable active transportation options. The website offers Manitoba success stories; resources and tools for municipalities, schools and community groups; information on safety; maps of trails and pathways around the province; and information on programs and agencies that support active transportation. The new provincial government web address is www.gov.mb.ca/ia/index.html. Together, all these tools and resources will help municipalities integrate active transportation planning, design and implementation with land use and transportation planning. Today’s commitments are part of the Manitoba government’s three-year action plan to promote and improve active transportation across Manitoba. The Government of Canada’s Gas Tax Fund provides long-term funding to local governments to help them build and revitalize public infrastructure. In December 2011, the Government of Canada passed legislation to make the Gas Tax Fund a permanent annual investment of $2 billion per year. Through this fund alone, the federal government provides $66,157,000 in funding annually for municipal infrastructure in Manitoba. The Government of Canada has engaged provinces, territories, municipalities and key stakeholders in a series of roundtables to guide the development of a new long-term infrastructure plan that will support job creation, economic growth and prosperity. To improve infrastructure across Canada and ensure affordability and sustainability over the long term, the Government’s new plan will encourage greater use of public-private partnerships. This will help leverage new investments in infrastructure, while respecting Canadian taxpayers’ ability to pay. Lemieux noted the Action Plan on Active Transportation is part of Manitoba’s green plan called TomorrowNow, which sets out an eight-year strategic action plan for mobilizing Manitobans to work together to protect the environment, while ensuring a prosperous and environmentally conscious economy. More information can be found at: www.gov.mb.ca/conservation/tomorrownowgreenplan/. - 30 -

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Reminder: Manitoba's Walking and Wheeling Webinar Series
by Shoni Litinsky 27 Nov '12

27 Nov '12

Hi Everyone, This message is just to remind you about our Active and Safe Routes to School Program's upcoming Walking and Wheeling webinars. The first two webinars of the series are this Friday, November 30th. - 11:30am-12:30pm - How to start a bike repair program and shop in your school or community. Presented by Geoff Heath, mechanical director at The WRENCH. - 12:30-1:00pm - 10 Bike Safety Tips for kids age 9-11. Presented by Dave Elmore of Green Action Centre If you would like to register or learn more about any of our five sessions, please visit this page. <http://greenactioncentre.ca/content/walking-and-wheeling-webinar-series/> Please circulate to interested friends and colleagues! Thank you, -- *Shoni Litinsky* | Active and Safe Routes to School Green Action Centre <http://greenactioncentre.ca/> 3rd floor, 303 Portage Avenue* | *(204) 925-3773 Green Action Centre is your non-profit hub for greener living. Support our work by becoming a member<http://greenactioncentre.ca/support/memberships/> Find us here<http://greenactioncentre.ca/content/ecocentre-directions-and-travel-options/>

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Re: [At-network] Green Action Centre's submission regarding proposed speed limit increases
by Zdan, Terry (MIT) 27 Nov '12

27 Nov '12

For your consideration google "vulnerable road users" ________________________________ From: at-network-bounces(a)lists.umanitoba.ca <at-network-bounces(a)lists.umanitoba.ca> To: AT network <at-network(a)lists.umanitoba.ca> Sent: Tue Nov 27 08:51:17 2012 Subject: [At-network] Green Action Centre's submission regarding proposed speed limit increases Hi everyone, In the spirit of sharing, here's the letter that Green Action Centre is submitting to The Highway Traffic Board regarding the proposed speed limit increases on four-lane divided roadways. cheers, Beth

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Green Action Centre's submission regarding proposed speed limit increases
by Beth McKechnie 27 Nov '12

27 Nov '12

Hi everyone, In the spirit of sharing, here's the letter that Green Action Centre is submitting to The Highway Traffic Board regarding the proposed speed limit increases on four-lane divided roadways. cheers, Beth

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30 km zones - Copenhagenize analysis
by Beth McKechnie 26 Nov '12

26 Nov '12

In the spirit of current discussions, here's some analysis [pdf attached] from Copenhagenize regarding the impact on pedestrians and cyclists of raising/decreasing posted speed limits. cheers, Beth

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BttF position against proposed higher speed limits
by Charles Feaver 26 Nov '12

26 Nov '12

Please find attached the policy position Bike to the Future will be presenting to the Highway Traffic Board hearing Tuesday opposing the raising of certain speed limits in the City of Winnipeg We are very concerned that higher speed limits on any residential or commercial streets would make those streets more dangerous and would put another barrier in the way of Manitobans choosing to make short trips on foot or by bike. Sign up to the Bike to the Future mailing list to be part of upcoming campaigns to push for lower speed limits and safer streets. http://biketothefuture.org/get-involved/email-list

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Oregon Scenic Bikeways --is something like this possible in Manitoba?
by Zdan, Terry (MIT) 26 Nov '12

26 Nov '12

Oregon's innovative Scenic Bikeways program offers the very best of Oregon's scenic, historic, natural and cultural experiences - from the seat of a bike. Learn more about the Oregon Scenic Bikeways program<http://rideoregonride.com/inspiration/scenic-bikeways/>. Oregon: The land of dreamers. And the land cyclists dream about. The concept of the Ride Oregon site emerged from the creative energy of hundreds of cyclists who gather each year for the Oregon Bike Summit<http://www.oregonbikesummit.com/> with the goal of making Oregon the premier cycling state. The need for a site like this was identified years ago, but in 2008 the #1 recreation and tourism strategy targeted at the Summit was to develop an online epicenter for information on cycling in Oregon, to continue progress toward making our state the best place in America to ride a bike. Travel Oregon is the agency charged with encouraging economic growth and enhancing the quality of life in Oregon by strengthening the economic impact of tourism throughout the state. The agency stepped up to the plate and brought the site to life between 2008 and 2009 with the help of a diverse and robust work group (see Partners<http://www.rideoregonride.com/partners/>) and a brilliant digital branding firm, Substance.<http://findsubstance.com/> What you find on this site is the result of years of exploring. Years of building. And years of dreaming. Thank you and regards Terry Zdan BA MEDes Policy & Service Development Manitoba Infrastructure & Transportation 1520 215 Garry Street Winnipeg MB R3C 3P3 P 204 945 7381 C 204 227 3724 E Terrry.Zdan(a)gov.mb.ca

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