- AT-Network - University of Manitoba Mailing Lists

AT Webinar: Bus stops with bikeways (Jan 16th, 2-3pm, EcoCentre)
by Beth McKechnie 10 Jan '19

10 Jan '19

Please join Green Action Centre and Bike Winnipeg for a group viewing of the monthly APBP webinar in the EcoCentre <http://greenactioncentre.ca/uncategorized/ecocentre-directions-and-travel-o…> boardroom. This will be followed by discussion for those who wish to stay. Should be an interesting topic with Winnipeg's very own *Chris Baker* as one of the presenters! cheers, Beth *AT Webinar: Wed, Jan 16th, 2-3pm* Bus Stops with Bikeways: Designing Transit Stops with On-street Bicycle Facilities The increasing emergence of on-street bicycle facilities, including bike lanes and physically separated facilities, pose challenges for integrating transit stops while avoiding conflicts and delay for bicyclists and transit users. This webinar will explore the best practices for designing streets for bicycling and transit. *Presenters:* - Jesse Boudart, Toole Design - John Urgo, AC Transit - Brian Patterson, Urban Systems - Chris Baker, City of Winnipeg -- Beth McKechnie* | *Green Action Centre <http://www.greenactioncentre.ca/> 3rd floor, 303 Portage Ave | (204) 925-3777 x102 | Find us here <http://greenactioncentre.ca/content/ecocentre-directions-and-travel-options/> Green Action Centre is your green living hub Support our work by becoming a member <http://greenactioncentre.ca/support/become-a-member/>. Donate at CanadaHelps.org <http://canadahelps.org/> <http://www.gomanitoba.ca>

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WFP: Pedal to the metal for bike registry (Jan10'19)
by Beth McKechnie 10 Jan '19

10 Jan '19

*City staff to probe whether measure can curb meth-related theft* * Pedal to the metal for bike registry * https://www.winnipegfreepress.com/local/councillors-ok-mandatory-bike-regis… A COUNCIL committee has unanimously supported a proposal to consider mandatory registration of bikes at the point of sale. Councillors on the protection, community services and parks committee told the administration on Wednesday to examine the idea, which was raised by Coun. Ross Eadie. Point Douglas activist Sel Burrows encouraged the committee Wednesday to support the plan. He wanted the registration system in place by the spring, but that’s not going to happen. The administration said the earliest a report could be completed for the committee is May. Council would consider it in June. “The big concern for us is going to be the consultation,” said Cindy Fernandes, the city’s social services director, whose department will be responsible for the report. “There are a large number of stakeholders — the public, the retailers, the Winnipeg Police Service. If the intent is we’re going to reduce the number of thefts, will this actually help in that way? We’d actually like to make a determination or recommendation as whether this will help resolve that issue.” Eadie and Burrows raised the issue in mid-December, saying bike theft is fuelling the meth crisis. Police acknowledge an increase in stolen bikes, which are taken to chop shops, where they are exchanged for hits of meth. The city maintains a voluntary bike registry, which went online in April. Fernandes said about 10,000 bikes are registered, but that’s believed to be a fraction of the number of bikes in the city. There is a cost of $6.60 to input data on the city’s online bike registry. Several bikes can be registered per household and three photos of each bike can be posted as well. If recovered by police, the stolen bikes will be returned without charge. Registration can be done at winnipeg.ca/bikeregistry The city says more than 3,000 bikes are stolen every year. While police recover about 1,000 of them, fewer than 100 are traced to their owners and returned. Burrows and Eadie said the idea originated with a police sergeant, who thought a mandatory registry could deter thieves. Burrows said when police see someone pulling two or three bikes down the street, they might suspect they are stolen, but since most aren’t registered, there is nothing they can do. He and Eadie believe that requiring retailers to register bikes when they are sold will put a dent in the number of thefts and the city’s meth problems. Fernandes said her staff will conduct a cross-jurisdictional review to determine what other cities are doing with registration, as well as talking to retailers and specialty bike stores. Fernandes told councillors she wants to be sure her department can devise a system that meets their expectations. Regardless of the municipal review, Eadie said Winnipeg’s public service shouldn’t be afraid to break new ground. “There’s no problem with the City of Winnipeg being at the leading edge of this,” he said. “If it doesn’t exist in the rest of Canada, I don’t care.” The proposal would see retailers who sell bikes brought under the jurisdiction of the Doing Business in Winnipeg bylaw, which regulates pawn shops and used-goods retailers, gold dealers and massage parlours. While a final report will be given to the committee in May, Fernandes was instructed to present a verbal status report for the committee’s April meeting. aldo.santin(a)freepress.mb.ca

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CTV: Councillor's tweet about bike lanes stirs controversy about snow clearing priorities (Jan8'19)
by Beth McKechnie 10 Jan '19

10 Jan '19

Councillor's tweet about bike lanes stirs controversy about snow clearing priorities https://winnipeg.ctvnews.ca/councillor-s-tweet-about-bike-lanes-stirs-contr… An online post by a Winnipeg city councillor has some pedestrians and cyclists at odds. North Kildonan City Councillor Jeff Browaty was out in The Exchange District after this week’s big snowfall and took issue with the way the snow was cleared in the area. He posted a tweet showing a snow-covered sidewalk on King Street and a clear bike lane on nearby Bannatyne Avenue, with the caption ‘Typical sidewalk vs typical bike lane, today.” Browaty said commuter cycling isn't practical or mainstream and argues more people need to walk to the bus or get to the store. He's frustrated seeing bike lanes cleared before sidewalks. "You can't do everything on day one. It takes like a period of time to get work done. I would rather see sidewalks on Henderson Highway done, sidewalks in The Exchange done, prior to the bike lanes,” Browaty said. Cyclist Sasha Schellenberg said sidewalks should be prioritized to a degree, but it’s also crucial to clear bike lanes of snow. "All active transportation in Winnipeg we have huge issue with. It's just not being cleared in a timely fashion. It takes so long for sidewalks and bikes both to get to cleared so to make that comparison is ridiculous," he said. The city said King Street with the snowy sidewalk is priority one and Bannatyne Avenue is priority two, but sometimes the crews’ sequence is slightly off, and they do follow guidelines set out by city council. The section of the sidewalk Browaty photographed has now been cleared, which will help people like Mike Ginter. He has a broken foot and has been using crutches through the snow. Ginter agrees with Browaty -- that sidewalks should be cleared first. "It's really disappointing, not a lot of people ride a bike in when it's this kind weather, in deep snow. There are a handful that do. I believe they should be done absolutely last," said Ginter. Browaty said there's a review about snow clearing priorities underway and he’s going to make his opinions known. The City of Winnipeg said there are about 400 kilometres of bike path and 3,000 kilometres of sidewalk in Winnipeg. Sidewalks on main routes are cleared first, followed by sidewalks on bus routes and collector streets, then residential streets. The city says generally bike paths get the same priority as the street where they are located. The Exchange District Biz also has a crew to help out in the area. After a snowfall, it sends out a bobcat to help clear a path for pedestrians and push snow away from bike lanes.

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Wpg Sun: Clearing sidewalks should be priority over bike lanes, says Browaty (Jan9'19)
by Beth McKechnie 10 Jan '19

10 Jan '19

Clearing sidewalks should be priority over bike lanes, says Browaty https://winnipegsun.com/news/news-news/clearing-sidewalks-should-be-priorit… A city councillor is lobbying for snow to be cleared off sidewalks before bike lanes, arguing the walking paths see much more winter use. Coun. Jeff Browaty (North Kildonan) took to Twitter on Monday to post images of a snow-packed sidewalk and a cleared bike lane, both located in the Exchange District. “Typical sidewalk vs typical bike lane, today. #WrongPriorities #WalkingisATtoo,” Browaty wrote with the images. The councillor said he believes the official prioritization of sidewalks is needed because winter cycling isn’t a mainstream local activity, while Winnipeggers must often walk to nearby bus stops and stores. “It’s frustrating … when sidewalks are not done and bike lanes, which are very poorly used in my opinion, are plowed to the concrete,” said Browaty. “(And) you can’t do everything on day one. It takes a period of time to get (snow-clearing) work done.” Browaty said he expects biking trails can sometimes be left snow-covered for up to six days without much impact, while he believes sidewalks in front of seniors’ blocks offer a “lifeline” to access the broader community. But an advocate for cyclists argues all active transportation routes are worthy of regular snow clearing. “It’s not an either-or situation. We have to recognize that different roads have different usage levels, whether it’s walking, biking or driving. So I think it’s important that we … are clearing that (whole) network,” said Mark Cohoe, executive director of Bike Winnipeg. Cohoe said many paths allow both walking and biking, which would complicate any effort to prioritize one of the two. He argues the city should make cycling practical by consistently clearing routes, since bike traffic can lessen vehicle demands on roads, produces no polluting emissions and promotes public health. In contrast to Browaty’s claim, Cohoe said he also believes Winnipeg’s number of winter cyclists is growing. “Certainly, people do want to get out there … and be active in winter,” he said. Under current city rules, both active transportation paths and sidewalks are plowed by priority. Those along main roads are cleared first, followed by those next to collector streets and, finally, those adjacent to residential streets. When an AT path isn’t next to a street, the snow-clearing priority relates to how often it is used, said Ken Allen, a city spokesperson, in an email. Allen said Winnipeg currently has about 3,000 kilometres of sidewalks and about 400 kms of active transportation paths. Browaty said he will lobby for his preference when Winnipeg city council considers funding for a $1-million plan to beef up its snow-clearing efforts along active transportation routes in the 2019 budget. If approved, that AT winter maintenance strategy would take effect next winter. jpursaga@ <https://postmediawinnipegsun.wordpress.com/mentions//> postmedia.com Twitter: @ <https://postmediawinnipegsun.wordpress.com/mentions//>pursagawpgsun

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Mark your calendar! 2019 APBP webinar series
by Beth McKechnie 08 Jan '19

08 Jan '19

Please join Green Action Centre and Bike Winnipeg again this year for group viewings of the monthly APBP webinars in the EcoCentre boardroom. Here's what to look forward to (Wednesdays, 2-3:15pm central time): Jan 16: Bus Stops with Bikeways: Designing Transit Stops with On-street Bicycle Facilities Feb 20: Viewing Low-Stress Networks Through an Equity Lens Mar 20: Navigating Without Curbs: Accessibility on Shared Streets Apr 17: Designing Streets for the Speeds You Want May 15: Maintaining Green Infrastructure: Hints for Success Jun 19: Finding Common Ground with First Responders: Enhancing Safety and Maintaining Access in Street Design Jul 17: Return on investment for Active Transportation Aug 21: Getting the Green Light: Improving Actuation and Detection for Cyclists & Pedestrians Sep 18: Can We Talk About the Street? Building Support for Controversial Projects Oct 16: If We Build it Will They Come? Estimating Demand for Biking and Walking Nov 20: Aging in Place: Designing Communities to Support Mobility Dec 18: Education and Encouragement: Bringing the Right People Together cheers, Beth -- Beth McKechnie* | *Green Action Centre <http://www.greenactioncentre.ca/> 3rd floor, 303 Portage Ave | (204) 925-3777 x102 | Find us here <http://greenactioncentre.ca/content/ecocentre-directions-and-travel-options/> Green Action Centre is your green living hub Support our work by becoming a member <http://greenactioncentre.ca/support/become-a-member/>. Donate at CanadaHelps.org <http://canadahelps.org/> <http://www.gomanitoba.ca>

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WFP: ‘Lifelines’ must take priority: councillor (Jan8'19)
by Beth McKechnie 08 Jan '19

08 Jan '19

*‘Lifelines’ must take priority: councillor * https://www.winnipegfreepress.com/local/lifeline-sidewalks-higher-snow-clea… IT’S high time the city recalibrates its priorities when it comes to clearing sidewalks after major snowfalls, a city councillor suggested Monday. North Kildonan Coun. Jeff Browaty said he believes the work of Winnipeg’s snow-clearing crews is second to none in North America, but there are areas where sidewalks are “absolute lifelines for the neighbourhood.” “I do believe that where sidewalks are lifelines to the area it’s an important thing that should be done first off,” Browaty said. “There are areas where people need to walk to the bus, where kids need to walk to school, where you have senior residences — and many seniors don’t drive — in my mind, those are far higher priorities than cycling.” When sufficient snow falls to trigger widespread clearing, the priority should be on roads and downtown sidewalks, with bike paths coming last on the list, he said. “The reality is that the numbers will prove there are a lot more people who need to walk to the bus or get down the sidewalk than there are cycling in the winter,” he said. “I just don’t believe Winnipeg is ever going to see massive cycling in the winter. It’s never going to be mainstream here.” Browaty tweeted two photos Monday afternoon comparing a well-used, mushy Henderson Highway sidewalk where the going was tough, to a scraped-to-the-asphalt bike lane in the Exchange District. The city has been contemplating enhanced snow clearing for priority sidewalks and bike paths for several years. In March 2016, Waverley West Coun. Janice Lukes called for a report to look into the feasibility of improving snow clearing on priority sidewalks and bike paths, but it got seven extensions before it was tabled last May. Public works communications officer Ken Allen said the budget for the initiative won’t be considered until March. “The idea would be to make it, so, from south Pembina Highway to downtown, you could travel that distance clear on active transportation pathways,” Allen said. “It would improve snow clearing of sidewalks and active transportation paths from all parts of the city to downtown. If approved, the strategy would be implemented not this winter but next winter.” The city’s current policy is to have major streets cleared whenever three centimetres of snow accumulates. Clearing isn’t triggered on bus routes, collector streets and back lanes until five centimetres have accumulated. Winnipeggers awoke Monday to find an overnight snowfall of more than 14 centimetres, leading to a large deployment of street-maintenance resources throughout the day. “Using the mild temperatures, leveraging that, we started our operation with some salting on the main streets. Once the snow compounded, we started our snow plow operation on the main streets as well,” said Michael Cantor, the city’s manager of street maintenance. “This morning, we started our operation on bike routes, bike lanes, sidewalks and back lanes. And we’re going to have a bigger operation tonight on our bus routes and collector streets.” More than 200 pieces of equipment were deployed Monday, including loaders, graders and truck plows. That number is expected to nearly double once the city begins working on residential plowing Wednesday. Environment Canada warned that a cold front bringing blowing snow and strong northwest winds was heading into the city overnight Monday into today. ryan.thorpe(a)freepress.mb.ca Twitter: @rk_thorpe

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The Rise and Fall of China’s Cycling Empires
by Beth McKechnie 07 Jan '19

07 Jan '19

*China’s bike-sharing firms were supposed to be the next big thing. What happened?* https://foreignpolicy.com/2018/12/31/a-billion-bicyclists-can-be-wrong-chin… Until the late 1990s, China was a nation of cyclists. Bicycles were such a vital part of everyday life that in the 1970s, owning one was a prerequisite for marriage the way an apartment and a car are for Chinese men today. A massive “bicycle army” rolled through the streets of Beijing every morning like a flowing Great Wall. Then, from 1995 to 2002, the government created bicycle-reduction policies <https://www.tandfonline.com/doi/full/10.1080/15568318.2012.699999> in order to encourage the growth of the auto industry and usage of the mass transit infrastructure. But when the SARS epidemic hit, public transport became associated with disease and danger, sparking an even bigger rush toward cars in cities. Today, Chinese metropolises have some of the worst traffic gridlocks in the world. Bike-sharing apps seemed poised to be the solution—and millions of bikes were poured into China’s streets by the private sector in the last three years. But today, as the companies fail, unused units pile up in bicycle graveyards, and queues of angry users demand their deposits back, it’s obvious just how doomed the idea was from the start. The rise and fall of the China bike craze played out like a sped-up version of every tech bubble, an unprofitable idea sustained by fantasy, false predictions, and the power of bigger firms. Local authorities struggling with traffic have been trying to put residents back on two wheels. As early as 2007, docked bike-shares were introduced by municipal governments to alleviate mobility issues in cities such as Beijing, Hangzhou, and Wuhan, but users found accessing bikes via docking stations to be inconvenient, and the services failed to thrive. The bicycle rental company Ofo was created in 2014 as a Peking University school project, and Mobike was found in the following year, both capitalizing on the shortcoming of all docked bike-sharing services: that the stations limited access and spontaneity, two essential joys of cycling. The “little red bikes,” as Mobikes came to be known, soon appeared on the street corners of Shanghai, ready to be discovered via a GPS-enabled mobile app, and rideable with just a 299 yuan deposit, about $45, via mobile payment. The little yellow Ofo bikes soon followed suit by spreading beyond campuses, eventually joined by around 60 other start-ups. The image sold by the firms was fresh and upbeat, riding on the same bright-eyed enthusiasm for the potential of mobile technology that helped the mobile payment app Alipay, the e-commerce platform Taobao, and the social media app WeChat become staples of Chinese life. Users wanted both a cheap way to get across town and the freedom of cycling. For the government, the bike-share boom was both an opportunity to become a world leader in climate change and also harkened back to a happier, simpler, and more harmonious time when China was the kingdom of bicycles <https://www.citylab.com/transportation/2017/04/bikeshare-save-biking-in-chi…>. Mobike’s slogan, “Bring bicycles back to the city,” captured why the program was appealing to local authorities, who at first were willing to give firms a lot of freedom to experiment and grow. While Mobike and Ofo blazed the trail, dozens of other firms such as Bluegogo and Xiaoming Bike sprung up. But cars were not going to be banished from the streets, and it wasn’t long before cyclists took mostly to the sidewalks. It took even less time for haphazardly parked bikes in a multitude of colors to begin clogging the sidewalks, already made too narrow by makeshift parking lots and scooter traffic. By 2017, in Beijing and Shanghai, where the bikes were most concentrated, there were parts of the city where streets resembled urban obstacle courses made of bikes that citizens had to clamber over and maneuver around. Trucks were deployed daily to collect improperly parked bikes, and workers to stack bikes neatly. Despite efforts to manage the bikes, they were like a brightly colored rash that increasingly drew the ire of both citizens and local authorities. But at first users and investors alike assumed that this over-saturation was just a stage in the industry, just like what mobile payments and food delivery had gone through. Consumers were happy at the dirt-cheap prices as companies raced to the bottom to draw numbers. Many start-ups were flat-out giving out free rides in an all-in bid to win users, and consumers only too happily enjoyed all the perks while small companies quickly burned through their modest stockpile of investor money and disappeared. As various players began to bow out, there were instances of people not being able to recover their deposits from bike companies that went bankrupt <https://technode.com/2018/07/11/xiaoming-bankrupcy/>, ominous foreshadowing for things to come for Ofo in 2018. It was always unclear how the firms were ever supposed to be profitable. According to analysis published by Xinhua <http://www.xinhuanet.com/fortune/2018-01/18/c_1122275190.htm>, each bike costs just over $200 to manufacture and $10 for each tuneup by a technician, and they made a profit of just 1 yuan, about 15 cents, per 2 hour ride, following a deposit of between $15 and $45. The mainstream view <https://www.forbes.com/sites/richardwindsoreurope/2018/07/05/mobike-vs-ofo-…>— pushed heavily by investors—was that the user data, rather than the service, was the actual product, and that the harvested user data would lead to more targeted advertising. But as so often occurs, these ambiguously defined long-term returns yielded nothing in the endless interim. There was no short-term return on investment for the companies to stay afloat, and the smaller players began to fall in droves. Between June and November 2017, Kuqi Bikes, Bluegogo, Dingding Bikes, 3Vbikes, and Wukong Bikes all shut down, unable to pay suppliers, maintain operations, or return deposits. Around the same time, local authorities began to roll back their initial tolerance by imposing new restrictions and fines. This wasn’t the first time that start-ups that had previously relied on government lenience had run afoul of new legislation: Didi, China’s Uber equivalent, lost most of its driver pool after cities began to demand that its workers hold a valid local residence permit. As governments tightened up, cyclists found themselves being hit with fines for riding on the sidewalk across cities of all sizes. In May, the 15th Beijing Municipal People’s Congress imposed fines on bike-share companies for improperly parked units, and more cities soon followed suit. At a neighborhood level, signs forbidding bike-share cycles went up on apartment complex gates, in commercial districts, and even in public parks. In these bloody battles for market share and user data sustained by bonfires of money, only those with the deepest pockets can hope to emerge victorious. In the early days of bike-share investment, money poured from a wide range of sources, such as venture capital firm Black Hole Capital and game developer Elex Technology, which both backed Bluegogo, and peer-to-peer investment company Pufa VC (whose CEO backed his son’s bike-share, Dingding Bikes). Throughout 2016 and 2017, barely a week went by without a new announcement on bike-share investments. Mobike began by raising capital from multiple venture capital firms such as Sequoia Capital, Sinovation Ventures, and Panda Capital, before Tencent joined the fray. Early Ofo investors include Xiaomi and Didi Chuxing, later joined by Hony Capital, Citic Private Equity, and Alibaba’s Ant Financial, before the Alibaba parent company followed suit. And yet, at the end of every cycle of life and death for the latest tech bubble, it always seems to come down to Alibaba vs. Tencent <http://fortune.com/longform/alibaba-tencent-china-internet/>, China’s two biggest tech giants. User and user data acquisition has much more strategic value for their ecosystems to come up with increasingly targeted services and platforms. Alibaba staked <https://www.fool.com/investing/2018/12/22/bilibili-cozies-up-to-alibaba-to-…> food delivery and video streaming platforms. Only Alibaba and Tencent have the heft to operate bike-shares at a loss just to acquire geolocation user data. In April, Mobike was saved from its financial struggles when it was acquired by Tencent-backed Meituan Dianping, an online-to-offline e-commerce and food delivery super-app, itself a product and survivor of the tumultuous tech landscape and the brief fad for coupon services. This abruptly launched the bike-share wars into the endgames. Mobike’s newfound financial stability allowed it to pull the rug out from under its remaining competitors by getting rid of the deposit entirely. Even then, Mobike is now a grizzled survivor that has lost its luster. Today it operates with a greatly reduced fleet, and much of its overseas expansions has petered out. Meanwhile, Ofo was suffering dire cash flow problems, struggling to pay suppliers and keeping operations afloat, and concentrating all its efforts on putting out fires rather than growing the business. Earlier this year, Ofo halted its costly and overly aggressive expansions abroad to focus on the domestic market—which placed on display the limitations of its own financial reach and its leaders’ utter lack of a plan. After a missed opportunity to merge with Mobike and a failed Didi acquisition, Ofo stands on the brink of financial ruin, its only lifeline an Alibaba buyout that may never come. Sensing the end of the bike wars, disgruntled people lined up outside Ofo’s office in Beijing clamoring for their deposits to be returned while the digital queue for withdrawing one’s deposit reached as long as 13 million users. Despite the ongoing Ofo crisis, Hellobike has just raised 4 billion yuan, more than half a billion dollars, from Primavera Capital and Alibaba’s Ant Financial. It seems that there are still some who hasn’t woken up from the bike-share fever dream. Meanwhile, Shanghai is adding more docking stations, perhaps a return to the boring, but infinitely more manageable, version of the bike-share. There’s always going to be a small audience for cycling—but it turned out to be a bad dream to build giant firms on. *Frankie Huang was born in Beijing and raised in New Jersey. Currently, she lives in Shanghai where she works as a strategist at an idea studio.* -- Beth McKechnie* | *Green Action Centre <http://www.greenactioncentre.ca/> 3rd floor, 303 Portage Ave | (204) 925-3777 x102 | Find us here <http://greenactioncentre.ca/content/ecocentre-directions-and-travel-options/> Green Action Centre is your green living hub Support our work by becoming a member <http://greenactioncentre.ca/support/become-a-member/>. Donate at CanadaHelps.org <http://canadahelps.org/> <http://www.gomanitoba.ca>

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Job Posting: Executive Director Trails Manitoba
by Erik Dickson 17 Dec '18

17 Dec '18

Please see the attached poster for information regarding a job posting for the Executive Director of Trails Manitoba. Information is also available on the website at: www.trailsmanitoba.ca/Employment<http://www.trailsmanitoba.ca/Employment> Regards, Erik Dickson, MCIP, RPP Planner [solid_smm_logo] 204.927.3444 | edickson(a)scatliff.ca<mailto:edickson@scatliff.ca> | www.scatliff.ca<http://www.scatliff.ca/> 1120-201 Portage Avenue Winnipeg, Manitoba R3B 3K6

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Wpg Sun: Why plow unused bike lanes, asks Winnipeg councillor (Dec13'18)
by Beth McKechnie 13 Dec '18

13 Dec '18

https://winnipegsun.com/news/news-news/why-plow-unused-bike-lanes-asks-winn…

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Fwd: Cool Wrench this Saturday Dec 15th, 12:30-4:30 / upcoming closures
by Dave Elmore 13 Dec '18

13 Dec '18

FYI ---------- Forwarded message --------- From: Wrench Volunteer Coordinator <wrenchvolunteer(a)gmail.com> Date: Thu, Dec 13, 2018 at 11:40 AM Subject: Cool Wrench this Saturday Dec 15th, 12:30-4:30 To: Hello wonderful volunteers! **** Just want to make sure you all know about *COOL WRENCH,* our annual special holiday event that is a *bike sale *and* art workshop* all rolled into one! The art workshop component this year will be *sewing custom top-tube covers* to decorate and protect the top tube of your bicycle frame! A fun gift idea for your fav cyclist friend (or yourself!). Cool Wrench is happening at *THIS SATURDAY from 12:30-4:30pm*, and we hope to see you there. *Many more details on the facebook event <https://www.facebook.com/events/2296415140622654/> and/or website <http://thewrench.ca/wordpress/cool-wrench-holiday-bike-sale-art-workshop-sa…>* Please share / tell your friends! ****

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Cyclists using the Jubilee underpass
by Beth McKechnie 13 Dec '18

13 Dec '18

From: Prowse, Dan <dcprowse(a)hydro.mb.ca> Please be advised that cyclists using the Jubilee underpass may be affected as follows: a) The underpass will be closed on the weekend for cyclists (and others) using the road from 20:00hrs 2018/12/14 to 04:00hrs 2018/12/17. b) During the week the project has been running a shuttle for pedestrians and cyclist who use the walkway during the demolishing of the old bridge abutment on the east side. Cyclists are permitted to use the road as normal but if a cyclist wishes to be treated as a pedestrian through the underpass, they would need to use the shuttle. By Monday (2018/12/17) it is expected there will be a safe walkway available for pedestrians/cyclists to use, removing the need for the shuttle. Regards, Dan

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CBC: 2-wheelin' with a tree: Cyclists put spin on Christmas tradition
by Beth McKechnie 13 Dec '18

13 Dec '18

https://www.cbc.ca/news/canada/british-columbia/cycling-christmas-tree-1.49… *S**E**A**S**O**N**’S **G**R**E**E**T**I**N**G**S* Terry Zdan BA MEDes Transportation Policy and Service Development Manitoba Infrastructure

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"The Surprising Power of Parking Management"
by Jeremy Hull 13 Dec '18

13 Dec '18

"*The Surprising Power of Parking Management*" (https://bit.ly/2SzKRVT ). This Reinventing Parking podcast includes a discussion by Paul Barter and Todd Litman concerning how parking management can help solve diverse urban problems. Put simply, conventional development practices require housing for cars not people, resulting in 2-6 off-street parking spaces per vehicle and a shortage of affordable housing. More efficient management can reduce the number of parking spaces needed to serve a destination, providing huge savings and benefits. Everybody wins! One of his comments, for example, is that the cost of a parking space in an urban area is more than the cost of the car that parks there. The general theme is that we usually pay for parking indirectly through taxes, cost of housing or the cost of a commercial development. Litman argues that instead of making parking "free" to users and providing more parking than the estimated need under these conditions, we should provide a more moderate supply of parking and deal with any excess parking demand through various management approaches, like sharing parking among users. He points out that cheap parking distorts people's transportation decisions, and that where the cost of parking is paid by users they decide to use or buy cars less often.

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WFP: Councillor pushes bike registration (Dec13'18)
by Beth McKechnie 13 Dec '18

13 Dec '18

*Database would allow police to determine if a theft has taken place* * Councillor pushes bike registration * https://www.winnipegfreepress.com/local/councillor-seeks-mandatory-registra… COUN. Ross Eadie thinks mandatory registration could deter the theft of bikes and put a dint in the illegal street sale of methamphetamines. Eadie (Mynarski) is bringing a motion to today’s council meeting, which would direct the administration to draft amendments to the business bylaw and would compel retailers to input ownership and registration data onto the City of Winnipeg’s online bike registry when a bike is sold. Eadie said bike thefts are fuelling the illegal sale of meth and anything that can be done to hit drug dealers is worth the effort. “A hit of meth is selling for $10 and as low as $3,” said Point Douglas activist Sel Burrows, who joined Eadie for a news conference at city hall Wednesday afternoon. “Meth addicts will steal a bike and flip it to a dealer who will give them a hit of meth for it. The dealer then will sell the stolen bike for $80 or $90, depending on the bike.” In April, Eadie said city hall launched a voluntary online bike registry, where bike owners can input their bicycle’s serial number. Police can access that database if, during an investigation, they suspect a bike has been stolen. “The problem with this new system is hardly anyone knows the online registry exists,” Eadie said, adding only about 2,000 bikes have been added to the registry. “If police suspect a bike is stolen now, checking with the online registry isn’t going to help them because chances are it’s not registered,” Eadie said. There is a cost of $6.60 to input data on the city’s online bike registry. Several bikes can be registered per household and three photos of each bike may be posted. If recovered by police, the stolen bikes will be returned without additional charge. Registration can be done at: winnipeg.ca/bikeregistry The city says upwards of 3,000 bikes are stolen every year. While police recover about 1,000 bikes, less than one tenth are traced back to their owners and returned. Burrows said bikes are stolen in areas from around the downtown and then taken to meth dealers in his neighbourhood. “You see people riding a bike and pulling a second, very nice one along with them,” Burrows said. “You know the second bike is stolen, but if they’re stopped and questioned, they’ll just say it belongs to their brother. The bike’s not registered on the online registry, so the police can’t do anything.” Burrows said making bike registration compulsory will build up the number of bikes on the registry to the point where meth addicts and dealers won’t want to run the risk of getting caught holding a stolen bike. Eadie said he believes the registry cost could be lowered if more people used it. “When you reach a certain level of bikes being registered, the bad guys are going to stop stealing bikes because they know there’ll be a reasonable chance when the police stop them that the bike will be registered and they’ll be charged with possession of stolen goods,” Burrows said. “The fact police can charge them right on the spot with possession of stolen goods will mean they’ll stop stealing bikes.” aldo.santin(a)freepress.mb.ca

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Fwd: VTPI News - Fall 2018
by Jeremy Hull 12 Dec '18

12 Dec '18

This may be of interest to people. One of the comments, for example, is that the cost of a parking space in an urban area is more than the cost of the car that parks there. The general theme is that we usually pay for parking indirectly through taxes, cost of housing or the cost of a commercial development, for example. Litman argues that instead of making parking "free" to users and providing more parking than the estimated need under these conditions, we should provide a more moderate supply and deal with any excess parking demand through various management approaches, like sharing parking among users. He points out that cheap parking distorts people's transportation decisions, and that where the cost of parking is paid by users they decide to use or buy cars less often. ---------- Forwarded message --------- From: Todd Litman <litman(a)vtpi.org> Date: Mon, Dec 10, 2018 at 5:00 PM Subject: VTPI News - Fall 2018 To: Todd Alexander Litman <litman(a)vtpi.org> ----------- * VTPI NEWS* ----------- * Victoria Transport Policy Institute* "Efficiency - Equity - Clarity" ------------------------------------- Fall 2018 Vol. 18, No. 4 ----------------------------------- The Victoria Transport Policy Institute is an independent research organization dedicated to developing innovative solutions to transportation problems. The VTPI website (www.vtpi.org ) has many resources addressing a wide range of transport planning and policy issues. VTPI also provides consulting services. ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ *PUBLISHED ELSEWHERE* ===================== "*The Surprising Power of Parking Management*" (https://bit.ly/2SzKRVT ). This Reinventing Parking podcast includes a discussion by Paul Barter and Todd Litman concerning how parking management can help solve diverse urban problems. Put simply, conventional development practices require housing for cars not people, resulting in 2-6 off-street parking spaces per vehicle and a shortage of affordable housing. More efficient management can reduce the number of parking spaces needed to serve a destination, providing huge savings and benefits. Everybody wins! "*The Best Tool for Reducing Traffic Deaths? More Transit!*" ( https://bit.ly/2QgB6yZ ). This StreetBlog column uses research from the report, "*A Hidden Traffic Safety Solution*" (https://bit.ly/2DS23z6 <https://disq.us/url?url=https%3A%2F%2Fbit.ly%2F2DS23z6%3AJdYDBd86I24iMyVZrw…> ). "*A New Traffic Safety Paradigm*" (www.vtpi.org/ntsp.pdf <http://disq.us/url?url=http%3A%2F%2Fwww.vtpi.org%2Fntsp.pdf%3AQ61Olh-IQNmq4…> ), provides additional information on the traffic safety benefits of more multimodal transport planning. "*CityLab University: Induced Demand*" (https://bit.ly/2Sy8rCd ). When traffic-clogged highways are expanded, additional trips generally fill much of the increased capacity. This article is based on our report, "*Generated Traffic: Implications for Transport Planning*" ( http://www.vtpi.org/gentraf.pdf ). "*Educated Millennial Population Growth in Cities and Its Impact on Transportation*" (https://bit.ly/2Pjgj8R ), by Sam Schwartz and Julia Fiore. This ITE Journal article describes the growing number of younger urban residents who want more affordable housing and transport options, based on VTPI’s affordability research (http://www.vtpi.org/aff_acc_hou.pdf ). "*Why the Transportation Energy Intensity of Buildings Matters*" ( https://bit.ly/2E9B455 ), by Alex Wilson and Paula Melton. This Building Green study points out that the energy used traveling to and from buildings (“transportation energy intensity”) often exceeds the energy used to run them, so accessible location is essential for truly efficient buildings. "*Rural Multimodal Planning: Why and How to Improve Travel Options in Small Towns and Rural Communities*" (https://bit.ly/2G5OtO9 ). This report that explores why and how to implement more multimodal planning in rural areas and small towns. Current trends are increasing demand for non-auto travel options in rural communities, including aging populations, rising poverty, growing health and safety concerns, and growing tourist industries. "*True Affordability: Critiquing the International Housing Affordability Survey*" (http://www.trb.org/main/blurbs/178166.aspx ). This report critically evaluates the *International Housing Affordability Survey*, which rates regional housing prices relative to incomes. "*Quantifying Social Costs and Benefits to Guide Individual Action*" ( https://bit.ly/2yODulZ <https://bit.ly/2yODulZ?fbclid=IwAR3c7ja1emEakkOEomIOy_hJuvIAGEhZzRA9XVXQvCQ…> ), by CityFi. This column uses VTPI analysis to compare the external costs of various transport modes, as a way to communicate the value of choosing more resource-efficient transport options. "*Cities Can Save $17 Trillion by Preventing Urban Sprawl*" ( https://bit.ly/2Dyx6Cr ) by the World Resources Institute. This column describes research in the New Climate Economy report, "Unlocking the Inclusive Growth Story of the 21st Century," which identifies practical ways to reduce climate emissions and achieving economic development and social equity goals. It uses data from the 2015 report, "Analysis of Public Policies That Unintentionally Encourage and Subsidize Urban Sprawl" ( https://bit.ly/1lWmroP ), which estimated that sprawl is conservatively estimated to cost the US at least 7% of national GDP. This report provides an encouraging message: environmental protection can be achieved in ways that increase economic efficiency, productivity and opportunity. "*The Effects of Long Commutes and What To Do About Them: An Annotated Bibliography*" (https://bit.ly/2Ptvo94 ), for CloseCommute Systems ( www.closecommute.com ). Closer Commutes identifies ways to reduce commute travel in multi-worksite employers, which collectively employ about 40% of the urban workforce. Recent *Planetizen Blogs* (www.planetizen.com/blog/2394 ): "*Planning for Crime Reduction*" (https://www.planetizen.com/blogs/101826 ). Few issues are more emotional, and therefore vulnerable to bad analysis, than urban crime risk. Solid research indicates that more compact and mixed development tends to increase neighborhood security. Jane Jacobs was right! This column includes some original analysis which compares murder, homicide and suicide rates by community type, which indicates that large cities have lower total risk than smaller cities, towns and rural areas. This indicates that Smart Growth is safer as well as healthier. "*Dynamic Planning for Affordability*" ( https://www.planetizen.com/blogs/100402 ) Conventional planning is static, designed to lock in existing land use patterns. We need more dynamic planning to respond to changing household needs and community goals. "*Win-Win Solutions for Climate Protection and Health*" ( https://www.planetizen.com/blogs/100874 ). The *Call to Action on Climate and Health* is an ambitious plan to achieve both global climate and health goals. Planners can help identify win-win solutions that provide multiple benefits and so can build broad implementation coalitions. "*How Filtering Increases Housing Affordability*" ( https://www.planetizen.com/blogs/100293 ). Good research indicates that building middle-priced housing increases affordability through "filtering," as some lower-priced housing occupants move into more expensive units, and over time as the new houses depreciate and become cheaper. Let’s be friends. Todd Litman regularly posts on his Facebook page ( www.facebook.com/todd.litman ). Befriend him now! * * * * * *BEEN THERE – DONE THAT* *======================* "*Urban Planning for Future Regional Sky Transit*" ( https://www.youtube.com/watch?v=a6B0QnjxWfw ). Video of May 12 presentation at the *2018 Sustainable Aviation Symposium* concerning the potential benefits of urban air taxis. "*City Talks Panel: Alternative Urbanisms in Victoria*" ( https://bit.ly/2QhQgUZ ). The University of Victoria’s Fall *City Talks* series kicked off September 20 with a panel discussion on alternative urbanisms including youth-driven indigenous land restoration, Support Network for Indigenous Women and Women of Colour, urban place-making, affordable Infill, and anarchist festivals. "*Driving Change: Technology and the Future of the Automated Vehicle*" ( https://bit.ly/2GwHvO2 ). Report includes evidence presented by Todd Litman to the *Canadian Senate Committee on Transport and Communications* concerning autonomous vehicle implementation. "*Healthy Solutions to Climate Risks*" presented September 12 at the *Global Climate and Health Forum* (www.globalclimateandhealthforum.org ), part of the *Global Climate Action Summit* (www.globalclimateactionsummit.org ) in San Francisco. This presentation highlighted win-win strategies that can reduce climate change emissions and achieve other health objectives including reduced local pollution, increased physical activity and fitness, reduced traffic accidents, and increased affordability and inclusivity. "*Preparing for A Changing Mobility Future: Emerging Planning Issues*" ( https://cura.osu.edu/nov9 ). November 9 presentation at Ohio State University Center for Urban and Regional Analysis (CURA). Includes video. *UPCOMING EVENTS* ======================= *98th Transportation Research Board Annual Meeting*, January 13-17, 2019, in Washington, DC. We will participate in several related events: "*Transportation Camp, DC*" (http://transportationcamp.org/events/dc2019 ) Saturday, January 12, 8:30 AM to 8:00 PM, Catholic University of America. A participatory "non-conference" that explores innovative transportation solutions. '*Multiple Perspective Gender Sensitive Quantitative and qualitative Data Analysis*' in "Bridge the Gap: Eliminating Gender Bias in Transportation Research" Workshop (https://annualmeeting.mytrb.org/Workshop/Details/10999 ). Date: Sunday, January 13, 2019 Time: 9:00 AM-12:00PM. '*Win-win Transportation Emission Reduction Strategies*' in "New Paradigm for Managing Emissions from Transportation Sources" ( https://annualmeeting.mytrb.org/Workshop/Details/10979 ). Date: Sunday, January 13, 2019 Time: 9:00 AM-12:00PM "*ITDP Sustainable Transport Award Ceremony*" (https://www.itdp.org ) Date: Tuesday, January 15, Time: 6:30-8:30pm, Walter E. Washington Convention Center, Ballroom C. A fun and inspiring event! "*Transforming Transportation 2019*" ( http://www.transformingtransportation.org ). January 17th - January 18th, 09:00 am - 17:00 pm, World Bank, Washington DC. This is an opportunity to learn and share with transportation practitioners from around the world. * * * * * *USEFUL RESOURCES* ================= "*Healthy Housing for All: How Affordable Housing is Leading the Way*" ( https://bit.ly/2QhhpaA ). This Urban Land Institute *Building Healthy Places Initiative* report explores how affordable and mixed-income developments can improve health outcomes. "*Kingston’s Double-digit Ridership Growth Over the past Few Years is Unusual *" https://bit.ly/2zKPGou ). Express buses, new route planning, and working with major employers can increase small city transit ridership. "*Modernizing Mitigation: A Demand-Centered Approach*" ( https://bit.ly/2TCxtBD ). This new guidebook by the State Smart Transportation Initiative and the Mayors Innovation Project, describes how to implement Transportation Demand Management (TDM) solutions to mitigate traffic impacts in particular situations. This is timely. Many jurisdictions, including California (https://bit.ly/2TCcAq6 <https://l.facebook.com/l.php?u=https%3A%2F%2Fbit.ly%2F2TCcAq6%3Ffbclid%3DIw…> ), Seattle (https://bit.ly/2KsE1i9 <https://l.facebook.com/l.php?u=https%3A%2F%2Fbit.ly%2F2KsE1i9%3Ffbclid%3DIw…> ), and Portland (https://bit.ly/2OWzTri <https://l.facebook.com/l.php?u=https%3A%2F%2Fbit.ly%2F2OWzTri%3Ffbclid%3DIw…> ), have vehicle travel reduction targets, and consumer surveys ( https://bit.ly/2IaBgDp ) indicate that many people want to live in walkable neighborhood where they can drive less and rely more on non-auto modes. TDM strategies respond to those growing demands. Advice to young planners: if you want job security become an expert in TDM planning and evaluation ( www.vtpi.org/tdm ). The future belongs to the efficient! "*2018 Voluntary National Reviews: Showcasing the Critical Role of the Transport Sector to Achieve the Sustainable Development Goals*" ( http://www.slocat.net/vnr2018 ). This report analyzes how transport policies affect the 17 UN Sustainable Development Goals. "*Accessibility in Practice: A Guide for Transportation and Land Use Decision Making*" (https://bit.ly/2SsVZ6O ) by the State Smart Transportation Initiative. This report describes methods for evaluating access to destinations for local and reginal planning purposes. "*The Difference Between Mobility and Accessibility*" ( https://bit.ly/2qdr2rr ), by Daniel Herriges. Mobility refers to the distance you can travel in a given time period, accessibility refers to the number of destinations and activities you can reach in that time. The most productive places tend to be mobility-poor but access-rich. "*Equity and Mobility*" (https://bit.ly/2MtaBEB ), by engineer and illustrator Ryan Martinson, published in '*Transportation Talk*,' the journal of the Canadian Institute of Transportation Engineers. This 12-page comic can help practitioners understand and apply social equity concepts in transport planning. "*25 Great Ideas of New Urbanism*" (https://bit.ly/2G18IfG ). This free 204-page book by the Congress for New Urbanim (CNU) provides detailed information on innovative concepts that positively influenced planning and development. *"Moving Beyond the Car: Families and Transportation in Vancouver" *( https://bit.ly/2zilrEe ) by the Canadian Centre for Policy Alternatives. This report, based on interviews with parents, describes why many families want alternatives to driving, and how this can be achieved. *"Women’s Safety and Security: A Public Transport Priority"* International Transport Forum (https://bit.ly/2RF1IXl ). This report examines women's vulnerability when travelling, particularly by public transport, and ways to increase their safety, security and comfort. "*A Step-by-Step Guide for Fixing Badly Planned American Cities*" ( https://bit.ly/2Uwb0qu ). Jeff Speck’s new book, "Walkable City Rules" ( https://islandpress.org/book/walkable-city-rules ) describes why and how to improve urban walkability. For inspiration see, "Walking the City. <https://www.theguardian.com/cities/series/walking-the-city>'For Me, This is Paradise.' Life in the Spanish City that Banned Cars" ( https://bit.ly/2B1aB6s). "*Walking + Cycling in Vancouver 2016 Report Card*" (https://bit.ly/2ES0Dtf ). This comprehensive report evaluates Vancouver’s outstanding active transport program. It includes survey results indicating that walking, bicycling and public transit are 'social modes,' users have more friendly interactions than automobile occupants (although you probably knew that already!). Two excellent books by Professor David Levinson, are now available free: "*The End of Traffic and the Future of Access: A Roadmap to the New Transport Landscape*" (http://hdl.handle.net/2123/18972 ). This book discusses the concept of 'access' and its implications for more efficient and equitable cities. "*Spontaneous Access: Reflexions on Designing Cities and Transport*" ( http://hdl.handle.net/2123/18973 ). This book describes how to create a ‘spontaneous city’ that allows people to do what they want, when they want? "*Core Elements for Vision Zero Communities*" (https://bit.ly/2rowiZw ). This Vision Zero Network report can help practitioners and communities identify and implement practical ways to improve traffic safety. "*Investing in Walking, Biking, and Safe Routes to School: A Win for the Bottom Line*" (https://bit.ly/2SFfdqb ). "*Complete Streets Policies + Bicycle + Pedestrian Plans: Key Tools for Supporting Healthy, Active Communities*" (https://bit.ly/2BWNNqf ). These two reports for the *Safe Routes to School National Partnership* describe why and how to create communities where students can safely walk and bicycle to schools, including strategies for building local political support. "*Why Cities Must Tackle Single-Family Zoning*" (https://bit.ly/2QDU6Hm ), by Benjamin Schneider. As cities wake up to their housing crises, the problems with single-family-home residential zoning will become too egregious to ignore. "*Central City in Motion Plan Adopted by Portland City Council*" ( https://bit.ly/2QHDv5j ). This article describes how Portland’s Central City in Motion Plan (https://bit.ly/2G0PiHM ) will give more give priority to space-efficient modes in order to increase efficiency and equity. "*Report: Transit Attracts, Retains Jobs in Cities*" (https://bit.ly/2QIDkqo ). This report by the Chicago Metropolitan Planning Commission indicates that high quality transit helps attract and retain jobs by reducing consumer costs, traffic congestion, pollution and traffic accidents. "*Quantifying Co-benefits in Asia: Method and Applications*" ( https://bit.ly/2Swljsz ). This report gives policymakers and practitioners tools for predicting how climate change emission reduction strategies can help achieve other strategic development goals. Also see the *Asian Co-benefits Partnership* (http://www.cobenefit.org ), which supports information-sharing and coordination concerning co-benefits of various emission reduction strategies. * * * * * *Please let us know if you have comments or questions about any information in this newsletter, or if you would like to be removed from our email list. And please pass this newsletter on to others who may find it useful.* Sincerely, Todd Litman (litman(a)vtpi.org) Victoria Transport Policy Institute (www.vtpi.org) Office: 250-360-1560 | Mobile: 250-508-5150 1250 Rudlin Street, Victoria, BC, V8V 3R7, CANADA Efficiency - Equity - Clarity

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18 'golden' questions - marketing by mobility attitudes
by Beth McKechnie 12 Dec '18

12 Dec '18

Hi everyone, Not the catchiest subject line, but it turns out there is compelling research on how to group people based on their responses to 18 'golden' questions about travel mode attitudes and preferences. Segmenting respondents into these groups allows you to target marketing messages around travel behaviour change and increase the likelihood of your message resonating with the person. The following links to the webinar recording, slides and the market-segment prediction tool: https://nitc.trec.pdx.edu/events/professional-development/webinar-11282018 Would be great to see these questions included in a Winnipeg-wide survey, such as the Winnipeg Area Travel Survey (WATS) that is apparently in the works (last completed in 2007). The ability to tailor messaging by segment and neighbourhood could be especially valuable in getting more people to switch from driving alone. cheers, Beth -- Beth McKechnie* | *Green Action Centre <http://www.greenactioncentre.ca/> 3rd floor, 303 Portage Ave | (204) 925-3777 x102 | Find us here <http://greenactioncentre.ca/content/ecocentre-directions-and-travel-options/> Green Action Centre is your green living hub Support our work by becoming a member <http://greenactioncentre.ca/support/become-a-member/>. Donate at CanadaHelps.org <http://canadahelps.org/> <http://www.gomanitoba.ca>

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AT Webinar: What Do You Do? Bicycle and Pedestrian Coordinator Skills (Wed Dec 12, 2-3pm)
by Beth McKechnie 06 Dec '18

06 Dec '18

Please join Green Action Centre and Bike Winnipeg for a group viewing of the monthly APBP webinar in the EcoCentre <http://greenactioncentre.ca/uncategorized/ecocentre-directions-and-travel-o…> boardroom. This will be followed by discussion for those who wish to stay. cheers, Beth *AT Webinar: Wed, Dec 12th, 2-3pm* *What Do You Do? Bicycle and Pedestrian Coordinator Skills* What exactly does a Bicycle and Pedestrian Coordinator do and what skills do they need to do their job effectively? On this webinar, you'll hear from a few Bicycle and Pedestrian Coordinators from different cities and regions about their specific roles and how they differ from one another and what the key skills and capabilities are. We'll also discuss why its important to have someone in this role. *Presenters:* - David Henderson, Miami-Dade TPO - Shawn Smith, Regional Municipality of York

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WFP: Input sought for proposed Exchange District bike lane project (Dec5'18)
by Beth McKechnie 05 Dec '18

05 Dec '18

*Input sought for proposed Exchange District bike lane project * https://www.winnipegfreepress.com/local/public-gets-chance-to-preview-propo… WINNIPEGGERS will get their chance today to weigh in on a proposed bike lane project in the Exchange District. The project, if approved, will result in a new protected bike lane on Princess Street, stretching from Higgins Avenue (near Siloam Mission) to William Avenue near (Red River College’s Roblin Centre). The information session at Roblin Centre is scheduled for today at 4 p.m. The public will have a chance to see the proposed designs, learn how feedback from consultations with stakeholders — including the Siloam Mission, RRC, Chinatown Development Corp. and Centre Venture — was incorporated and voice their opinions on the project. “It’s really important to get the public’s input,” project manager Mark Doucet said. “(We want to) make sure we’re balancing the needs of business owners and the traffic going through there.” Claire Li, who manages the Princess Street furniture store HUT K, said she thinks because that stretch of road isn’t connected to other nearby protected bike lanes in the neighbourhood, fewer people are using it. While Princess Street has painted bike lanes, the lack of concrete barriers between cars and bikes means cyclists may feel less safe — especially as the roads get slippery, Li said. For the past few months, HUT K employees have been tracking how many cyclists use the bike rack in front of the store, she said. Lately, those numbers are dropping. “There just aren’t bike lanes,” Li said. “Anything that supports other forms of transportation, and making it easier for bikers to feel safe and willing to bike the full Exchange, would be great.” Mark Cohoe, executive director of the advocacy group Bike Winnipeg, said getting more people cycling as a way to get around is a good approach to reducing greenhouse-gas emissions and decreasing traffic congestion downtown. Cohoe also pointed to a recent Probe Research survey, jointly commissioned by CAA Manitoba and Bike Winnipeg, in which more than one-third of respondents said they would cycle more if adequate infrastructure were in place. The survey also found nearly half of respondents felt Winnipeg should add more separated bike lanes along major routes. “We’ve got a ways to go, but we’re definitely making progress,” Cohoe said. “People really want to see (cycling) as something that’s a viable option for them. A lot of people — given the right opportunity, and the right infrastructure — would choose to bike to their destinations.” The city’s consultation and study on the proposed Princess Street bike lane project are just preliminary steps in the process, Doucet said. A final report — which will make adjustments based on feedback and include a cost estimate— should be completed in early 2019. “Once we see what the costs are, we will take that to (city) council,” Doucet said. “We’re hopeful that it’s a high priority.” caitlyn.gowriluk(a)freepress.mb.ca

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Wolseley to Downtown Walk Bike Project - Survey deadline
by Beth McKechnie 04 Dec '18

04 Dec '18

Still time to fill out the survey! ---------- Forwarded message --------- From: Wolseley Downtown <WolseleyDowntown(a)intergroup.ca> Date: Tue, Dec 4, 2018 at 11:56 AM Subject: Wolseley to Downtown Walk Bike Project - Survey deadline To: Wolseley Downtown <WolseleyDowntown(a)intergroup.ca> Good Morning, Last chance to provide feedback during phase 1! The survey to provide your input on the Wolseley to Downtown Corridor Project will close on *December 6, 2018*. During phase 1 we are collecting input that will contribute to identifying the values and issues that are important to you when working on improvements to active transportation within the study area corridor. View background information about the project at the project webpage <https://www.winnipeg.ca/publicworks/pedestriansCycling/walkbikeprojects/wol…>, and fill out the survey <https://wolseley-walkbike.metroquest.ca/>. Thank you to everyone who has already provided input! The project team will enter phase 2 of the public engagement program in late winter 2019 to review and discuss design options and alternatives. For more information visit winnipeg.ca/walkbikeprojects <https://www.winnipeg.ca/publicworks/pedestriansCycling/walkBikeProjects/def…> .

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WFP: Legalize free-range parenting (Nov30'18)
by Beth McKechnie 30 Nov '18

30 Nov '18

*Legalize free-range parenting * https://www.winnipegfreepress.com/opinion/analysis/legalize-free-range-pare… KATHARINA NUSS I AM encouraged by the amount of discussion and conversation that has been happening around whether the law should more explicitly allow children under 12 more independence. Dan Lett — in “ Protecting kids can mean awkward questions” (Nov. 3) — argues that protecting children requires diligence, and I fully agree with that. As I have said before, my issue is not with receiving a visit from a Child and Family Services worker — I understand and support CFS’s need to follow up when a concern is brought to their attention. What I take issue with is being told that it is not acceptable for children under 12 to be on their own under any circumstances, and that is the focus of the petition I started. Lett makes the argument that there is no harm done in being overly cautious, and that a few CFS visits that turn up no concern are a small price to pay, as it may keep some children from suffering serious neglect or abuse. It seems to be a sensible argument. However, this does not take into account that the status quo is not neutral, but is actually doing damage. It prevents children from engaging in activities that are key for healthy development. By denying our children opportunities to gradually learn independence, we put them at risk of a number of conditions and challenges. There is a sizable body of respectable research that demonstrates the importance of self-directed play, outdoor play, risk-taking and incremental independence for children’s physical, social, emotional and mental well-being. The Council of Chief Medical Officers of Health of Canada says, “Access to active play in nature and outdoors— with its risks — is essential for healthy child development. We recommend increasing children’s opportunities for self-directed play outdoors in all settings— at home, at school, in child care, the community and nature.” Psychology Prof. Peter Gray says, “Over the same decades that play has been declining, we have seen a well-documented increase in all sorts of mental disorders in childhood… five to eight times as many children today suffer from major depression or from a clinically significant anxiety disorder as was true in the 1950s.” ParticipAction has identified the protection paradox: “Children are overprotected in the name of safety, but trying to keep them safe by keeping them close and indoors may set them up to be less resilient and more likely to develop chronic diseases in the long run.” Dr. Mariana Brussoni et al. states that “The evidence… indicates that the overall positive health effects of increased risky outdoor play provide greater benefit than the health effects associated with avoiding outdoor risky play… (and) that risky play supportive environments promoted increased playtime, social interactions, creativity and resilience. These positive results reflect the importance of supporting children’s risky outdoor play opportunities as a means of promoting children’s health and active lifestyles.” As it stands right now, we have a law, enforced by CFS, which says kids cannot be unsupervised until the age of 12. Reality, however, paints a different picture of what we as a society deem normal and acceptable. Many children under 12 play outside without a parent hovering over them at all times — as they should, according to the research. Many children walk to school alone, or with friends or siblings, long before they are 12. School patrols are responsible for helping children (often under 12, often unaccompanied) navigate traffic before they are 12. If CFS tells parents that children under 12 should never be unsupervised, that means we are turning a blind eye to many such “violations” and the law is being enforced very selectively. What I am advocating is not for CFS to ignore a concern when it comes in. Rather, I would like to see a change in the law that explicitly allows for children to have these basic freedoms and learning opportunities, and which creates room for parental discretion based on the circumstances and an individual child’s maturity. That way, there is no basis for someone to call CFS solely because a parent is not hovering over their child every moment of their day. CFS then would not have to get involved in such a situation, which frees up valuable resources for them to attend to children and families that truly do need support and protection. Calls to CFS about children going to the local bakery, with a parent watching, are not, in fact, the ones that save lives, but ones that divert CFS resources from situations where the lives and safety of children are at risk. These situations only make parents and children anxious, and damage CFS’s reputation. To use an analogy: we do not aim to address the dangers of driving by saying that “staying out of a car is a small price to pay,” but rather by trying to balance the need for safety with people’s need to get places. Similarly, we should try to strike a balance here. I believe we need to find a way, while protecting all children’s safety and well-being, to also honour their need for healthy development. A change in the law would do both: it would give children the opportunities to develop the skills needed to become competent and confident in the world, while freeing up valuable CFS resources to focus on children and families that truly do need protection and support. Additionally, it would reflect the reality that our society already expects and allows our children to have gradually increasing independence before they are 12. *Katharina Nuss has started a petition to enact a “free-range parenting” law for Manitoba.*

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Webinar | Complete Streets: Key Challenges and Lessons Learned
by Mark Cohoe 29 Nov '18

29 Nov '18

Join us on Tuesday, December 4th for a webinar on complete streets from the perspective of three Canadian examples. *Tuesday, December 4, 2018 | TIME: 12:00-1:00 PM * *MB Eco-Centre Board Room* This webinar will highlight challenges faced by complete street projects across Canada, and identify lessons learned by three practitioners. *Argyle & Grafton Shared Streetscape Project* *Hanita Koblents* (Halifax Regional Municipality) will present this award-winning project, which transformed the heart of Halifax’s entertainment district into a “shared streetscape”. *Main Street Renewal: Retrofitting a Complete Street* *Ronald Clarke* (Parsons) will discuss the planning, design and reconstruction of an arterial road through the Old Ottawa East community - a transformative investment that improved multimodal mobility, the streetscape and public realm. *The Art of the Trade-Off* *Ryan Martinson* (Stantec) will address approaches to making trade-offs when designing complete streets, drawing on his own experience of integrating technical and stakeholder inputs. Mark Cohoe Executive Director Bike Winnipeg t: 204-894-6540 e: mark(a)bikewinnipeg.ca

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Webinar: Segmenting the Market for Transportation Demand Management Campaigns
by Beth McKechnie 27 Nov '18

27 Nov '18

Apologies for the late notice but feel free to join us in the EcoCentre boardroom tomorrow at noon to view this webinar. Or register for free to watch from your desk. cheers, Beth ---------- Forwarded message --------- *Free NITC Webinar: *Wednesday, November 28, 2018, 10 am PT (1 pm Eastern) Speaker(s): Philip Winters and Amy Lester, University of South Florida Register: https://nitc.trec.pdx.edu/events/professional-development/webinar-11282018 Social marketing seeks to develop and integrate marketing concepts with other approaches to influence behaviors that benefit individuals and communities for the greater social good. It is a useful transportation demand management (TDM) planning approach to promote travel behavior change. The purpose of this study was to explore a consumer market segmentation technique successfully used in Europe for its applicability to marketing efforts in the United States. Attitudinal and demographic data were collected from 1900 individuals in Florida, Oregon, and Virginia modeled after the European approach. Clustering analysis was applied to divide the sample into segments so that members of the same group share similar attitudes. These include attitudes about various modes, car use, and congestion and environment. A classification model was built to predict group membership. The most stable and distinctive segmentation resulted in 7 segments. From this list of over 100 attitudinal questions, 17 questions were found to separate segments most significantly and predict group membership with high level of accuracy. Attitudinal profiles for each group were developed based on thee mean responses to these “golden questions”. This webinar will discuss the method and results. KEY LEARNING OUTCOMES At the end of this webinar, the learner will be able to: - Describe at least 2 potential benefits of market segmentation; - Explain differences between the European results and US results; - Identify 2 potential applications of the segmentation; and - Describe how to use the spreadsheet tool to identify a commuter’s segment. *CLICK HERE TO REGISTER <https://attendee.gotowebinar.com/register/5346491132771270915>* *THE RESEARCH* This webinar is based on a study funded by the National Institute for Transportation and Communities (NITC) and conducted at the University of South Florida (USF). Read more about the research: SEGMENT: Applicability of an Existing Segmentation Technique to TDM Social Marketing Campaigns in the United States <https://nitc.trec.pdx.edu/research/project/1057/SEGMENT:_Applicability_of_a…> . *SPEAKERS* *Philip Winters, **University of South Florida* Philip Winters is the Transportation Demand Management Program Director for the University of South Florida's Center for Urban Transportation Research. *Amy Lester, University of South Florida* Amy Lester is a Faculty Research Associate at the Center for Urban Transportation Research at the University of South Florida. Dr. Lester earned her PhD in Public Health concentrating on Social Marketing in 2014 from the University of South Florida, College of Public Health. Dr. Lester holds additional undergraduate and graduate degrees in Public Health, Anthropology, and Biomedical Sciences. Dr. Lester has strong methodological expertise, and her research interests focus on qualitative formative research, social marketing, social determinants of health, and program evaluation. In addition to research, Dr. Lester has extensive teaching experience at both the college and high school levels. PROFESSIONAL DEVELOPMENT This 60-minute webinar is eligible for 1 hour of professional development credit for AICP (see our provider summary) <https://www.planning.org/cm/provider/100058/details/>. We can provide an electronic attendance certificate for other types of certification maintenance. LEARN MORE Sign up for our newsletter <http://nitc.trec.pdx.edu/news/newsletters/join-mailing-list> to get updates on our events. ADD TO CALENDAR <https://calendar.google.com/event?action=TEMPLATE&tmeid=M2xncXQxMDAwNmoxOTl…> *This webinar is hosted by the Transportation Research and Education Center (TREC) at Portland State University. The research was funded by the National Institute for Transportation and Communities (NITC), a program of TREC and one of five U.S. Department of Transportation national university transportation centers. The NITC program is a Portland State-led partnership with the University of Oregon, Oregon Institute of Technology, University of Utah and new partners University of Arizona and University of Texas at Arlington. We pursue our theme — improving mobility of people and goods to build strong communities — through research, education and technology transfer.* *For more information about this webinar, contact us at asktrec(a)pdx.edu <asktrec(a)pdx.edu>.* -- Beth McKechnie* | *Green Action Centre <http://www.greenactioncentre.ca/> 3rd floor, 303 Portage Ave | (204) 925-3777 x102 | Find us here <http://greenactioncentre.ca/content/ecocentre-directions-and-travel-options/> Green Action Centre is your green living hub Support our work by becoming a member <http://greenactioncentre.ca/support/become-a-member/>. Donate at CanadaHelps.org <http://canadahelps.org/> <http://www.gomanitoba.ca>

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Fwd: 2018 Cycle of Giving
by Dave Elmore 22 Nov '18

22 Nov '18

Always lots of ways to help make holiday bicycle miracles come true. Donate (bikes/$), volunteer (so many ways to help, not just as a mechanic), spread the word (to your personal and corporate contacts. View this email in your browser <https://mailchi.mp/0287b547bb40/2018-cycle-of-giving-2868781?e=2b47fa6a9b> *Just over one week away! The **Cycle Of Giving 24 hour kids bike building marathon* <https://thewrench.us9.list-manage.com/track/click?u=6238a8c152cbe3f4aa1ed1a…>is bringing volunteer mechanics together to build over 300 bicycles for kids in need. We aim to raise $15,000 to support free bike programming for children and families in 2019. >From *12 pm December 1st to 12 pm December 2nd*, the Orioles Community Centre will be transformed into a magic workshop where salvaged and donated used bicycles are turned into holiday dreams come true. Help us give to more kids than ever before! *You can be part of the Cycle of Giving!* *Volunteer* <https://thewrench.us9.list-manage.com/track/click?u=6238a8c152cbe3f4aa1ed1a…> *Donate* <https://thewrench.us9.list-manage.com/track/click?u=6238a8c152cbe3f4aa1ed1a…> *Donate Online* <https://thewrench.us9.list-manage.com/track/click?u=6238a8c152cbe3f4aa1ed1a…> *Tell a friend or Like **WRENCH* <https://thewrench.us9.list-manage.com/track/click?u=6238a8c152cbe3f4aa1ed1a…>* on Facebook* <https://thewrench.us9.list-manage.com/track/click?u=6238a8c152cbe3f4aa1ed1a…> <https://thewrench.us9.list-manage.com/track/click?u=6238a8c152cbe3f4aa1ed1a…> <https://thewrench.us9.list-manage.com/track/click?u=6238a8c152cbe3f4aa1ed1a…> *Copyright © 2018 The Wrench, All rights reserved.* You are receiving this e-mail because you signed up at the WRENCH or at an event that the WRENCH was a part of. *Our mailing address is:* The Wrench 1057 Logan Avenue Winnipeg, MB R3G 0A1 Canada Add us to your address book <https://thewrench.us9.list-manage.com/vcard?u=6238a8c152cbe3f4aa1ed1abd&id=…> Want to change how you receive these emails? You can update your preferences <https://thewrench.us9.list-manage.com/profile?u=6238a8c152cbe3f4aa1ed1abd&i…> or unsubscribe from this list <https://thewrench.us9.list-manage.com/unsubscribe?u=6238a8c152cbe3f4aa1ed1a…>. [image: Email Marketing Powered by Mailchimp] <http://www.mailchimp.com/monkey-rewards/?utm_source=freemium_newsletter&utm…>

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The Guardian: 'If we wanted beauty, we'd travel to Paris': how Calgary resisted its iconic pedestrian bridge
by Beth McKechnie 22 Nov '18

22 Nov '18

The controversial Peace Bridge is now one of the most-used walking and cycling routes in Calgary. The councillor behind it reveals the project’s stormy process https://www.theguardian.com/cities/2018/oct/17/if-we-wanted-beauty-wed-trav… The level of hatred directed towards that piece of infrastructure was out of proportion with the cost,” says Druh Farrell as she recalls the stormy process leading to the construction of Santiago Calatrava’s pedestrian and cycling Peace Bridge in Calgary. “It was an incredibly painful process. It became so intense.” The celebrated Spanish architect was brought in to address a complicated brief. The crossing – connecting downtown to the northern river pathway and the community of Sunnyside – had to completely span the Bow River, while being flat enough to avoid obstructing a nearby helicopter-landing area. Bringing in a big name didn’t change people’s opinions, however. For the opening of the bridge, councillor Farrell was escorted by four bodyguards. Even Farrell’s brother had to endure the ire directed at the Peace Bridge when a dinner guest discovered their relation and said to him: “You tell your sister that if we wanted beauty, we’d travel to Paris. In Calgary we just need it to work.” “It was the first piece of significant infrastructure predominantly for active mobility,” Farrell explains. “If it had been for vehicles, we would not have had any debate, and it would not have been controversial.” Since its ribbon-cutting in March 2012, though, the Peace Bridge has become one of the most-travelled walking and cycling routes in the city, with more than 5.5 million crossings, an average of 28,000 per week – not bad for a region that enjoys a meagre 1.75% modal share for cycling. Most Canadians know Alberta as “Oil Country” due to its economic dependence on the Tar Sands. Calgary, Canada’s fourth largest city, is home to a number of oil and gas headquarters. Covering a 848 sq kilometre area – eight times the size of San Francisco – and sprawling endlessly into the prairies, it’s easy to see why driving has become the default mode of transportation for the vast majority of Calgarians. In recent years however, things have started to shift, and residents have begun demanding options. Farrell sits at the heart of that transition. In 2007 Calgary’s Centre City Plan <http://www.calgary.ca/PDA/pd/Pages/Centre-City/Centre-City.aspx> was passed by a vote of the council under the then-manager of planning and design, Brent Toderian. The plan established that they would not consider any new river crossings for motor vehicles entering the downtown core. Situated where the Bow and Elbow rivers meet, Calgary’s downtown is only accessible from the north and east by means of a river crossing, resulting in several car-dedicated bridges that are largely unwelcoming to cyclists and pedestrians. The Centre City Plan identified three locations where potential bridges could be built, dictating two simple criteria: they had to be dedicated pedestrian and bicycle crossings only, and they had to be beautiful. But as Farrell soon found out, building something of beauty in “Cowtown” would not be as easy as it seemed. The total budget for the bridge was C$24.5m (£14.2m), half the cost of a planned highway interchange in nearby Cochrane, 11 miles west of Calgary, that would serve one-50th of the population of Calgary. “Now I think most Calgarians would recognise it was worth it,” she asserts emphatically. “I certainly believe it was worth it because the bridge is so well used.” In spite of the initial negativity, the bridge stands out for Farrell as a memorable pivot point for Calgary. “The Peace Bridge really was a first for a lot of reasons,” she says. “It got people talking about architecture, and it identified a bottled-up need and desire for more walking and cycling connections to our downtown core.” In the years to follow, the city constructed the George C King and Elbow River Traverse bridges – a pair of pedestrian and cycling connections to the east of downtown, with a fourth crossing planned to the west when demand grows to sufficient levels. The iconic structure has become more than just a gateway to the city. “What we ended up doing unintentionally with the Peace Bridge is building a public space over the river,” recalls Farrell. “It’s far more than a transportation hub or connection – it’s a meeting place, a sense of place, on top of our beautiful river. “It’s the most photographed structure in the city. It’s used for the promotion of Calgary in everything from real estate to hotels, and included in international bridge-design showcase books. It reinforces that we did the right thing.” The Peace Bridge also laid the groundwork for Calgary’s next big cycling infrastructure project: a downtown cycle-track network. Within a year of the bridge opening, the latent demand for cycling infrastructure became clear. As more people were using the trails and bridges to enter the city, they needed a comfortable place to travel once they burst onto the downtown streets. Farrell stood at the forefront again, providing the initial push for the 7th Street Cycle Track that would connect directly to the Peace Bridge. Perhaps unsurprisingly, talk of reallocating road space spurred anger. After the construction in 2013, the 750m bidirectional, curb-protected lane quadrupled cycling numbers along that corridor overnight. Initially the project was to be completed in increments, but the discussion shifted to the idea of building the whole scheme at once as an 18-month pilot project. It seemed to be smooth sailing until a change of council later that year made the politics more challenging. As with the Peace Bridge, Farrell says hostility towards the project from businesses and politicians was disproportionate to the cost of C$5.75m. But the temporary nature of the pilot cycle lanes allowed them to pass by an 8–7 vote in April 2014. A little over a year later, Calgary’s downtown cycle-track network was delivered two months early and $2m under budget – reallocating just 2% of downtown street space to induce 1.2 million bicycle trips over 18 months, with little to no driver disruption. “Pilots are so important. For one thing, we were constantly adjusting,” explains Farrell, referring to the 100 tweaks that staff made in response to data collected at 80 different points. These changes were facilitated by the provisional nature of the scheme, including flexible delineators, planter boxes, temporary concrete curbs and floating traffic signals. “The transportation department was extremely nimble in identifying problems and mitigating them. By the end of the pilot, the system worked. So they weren’t just waiting until the end of the project to make adjustments – they were doing it all along and measuring the data. We had such a compelling case. We had more people cycling: different people, young people, women, and families were all using the network. It was hard to say ‘no’.” In December 2016, the council voted 10–4 in favour of making the network permanent, meaning that the pilot had accomplished exactly what was intended: demonstrating to a skeptical public that with safe separated space for cycling, even the sprawling, frigid cities of the Canadian Prairies will get on their bikes. Councillor Diane Colley-Urquhart, who had initially voted against the pilot, changed her vote, telling reporters: “I was a person that didn’t support this in the beginning. I thought this was madness. But, to see how it’s evolved, and how it’s working and to see how people are starting to get the fact that this is shared public space …” Now Calgary’s cycle network is cited as a reason companies and employees are relocating to the city. As Farrell said: “If we want to attract new industries to Calgary, we need to first build a city that’s worth moving to.”

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WFP Editorial: Making Winnipeg a cycle-safe city (Nov19'18)
by Beth McKechnie 19 Nov '18

19 Nov '18

* Making Winnipeg a cycle-safe city * ON Tuesday, the city’s public works committee will consider a proposal to spend $5.4million in each of the next three years on infrastructure, including cycling corridors, new sidewalks and cycling-education programs. However, the future success of the city’s active transportation network comes down to more than just cash and concrete. In recent years, in accordance with the city’s active-transportation strategy, there have been dedicated bike lanes and protected bike lanes installed on many streets in West Broadway, the West End, downtown and the Exchange District, to name a few. The new infrastructure has made it safer for cyclists and challenging for motorists used to having the streets to themselves. Frustrated cyclists point to limited road space and belligerent driver behaviour as reasons why cycling is dangerous or not worth the hassle. Motorists point to scofflaw cyclists with no regard for traffic signals or pedestrians as the problem. However, both groups (and many commuting cyclists also use cars, and many motorists ride a bike for pleasure) have a point. What’s really needed in Winnipeg is an actual active-transportation culture. We’re getting there in fits and starts. Infrastructure is a big part of it. But education and safety are also important. An example of the old way of doing things is found in Wolseley. In the summer, motor traffic on Wolseley Avenue is restricted to one block at a time on Sundays, leaving the street open for cyclists, many of whom continue over the Assiniboine River to ride along Wellington Crescent, where the same restrictions apply. However, that freedom to ride without worrying about cars is linked to the mistaken assumption that cycling is merely recreational, and seasonal. For cyclists to be safe around motorists, cycling needs to be part of year-round traffic awareness — not just on certain days of the week on certain streets. For motorists to be comfortable, cyclists must adhere to safety precautions and traffic laws. (Yes, cyclists, red lights apply to you. Yes, motorists, you should change lanes to pass a bicycle.) When residents are asked about local infrastructure, sometimes the most vocal voices will be against changing anything. The city has a long-term Pedestrian and Cycling Action Plan, available on the city’s website. Proposed changes to active-transportation infrastructure are guided by a 2014 policy document, Winnipeg Pedestrian and Cycling Strategies. The recent consultation process begun for the Wolseley to Downtown Walk Bike Project invites feedback from area residents and those who visit or pass through the area. Whether you use the roads or sidewalks or a combination of both, it’s worth taking part. But for taxpayers who wish infrastructure would only mean endless repaving of roads, consider what attempts to change the city’s transportation ecosystem can save you. Decreased motor traffic means better flowing traffic, and that’s one effect of people opting to ride a bike instead of a car in which they’re the only occupant: more room on the roads, even with a protected bike lane. Roads take less wear and tear, the community benefits from fewer greenhouse- gas emissions and individuals boost their fitness levels. Infrastructure upgrades can also mean more accessible sidewalks and better crossings at intersections. You don’t have to look far in Winnipeg to see how motor traffic has been prioritized for decades: a glut of surface parking lots, sidewalks and bike lanes that end abruptly, and increasing urban sprawl. It’s long past time to look at other ways of getting around, and making the city work for all its citizens — not only those with their hands on the wheel.

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Scientific American: Why Don’t We Forget How to Ride a Bike?
by Beth McKechnie 17 Nov '18

17 Nov '18

Why Don’t We Forget How to Ride a Bike? *The way memories are anchored in the brain plays a role, neuropsychologist Boris Suchan explains* November 15, 2018 Most of us learn how to ride a bike during childhood. But as we grow older, many of us stop riding and put those once-beloved bikes in storage. Years later, when we discover these relics and hop on, it’s as if we never stopped biking. This is surprising because our memories let us down in so many other instances, such as remembering the name of a place or a person we once knew or where we put our keys. So how is it that we can ride a bicycle when we haven’t done so in years? As it turns out, different types of memories are stored in distinct regions of our brains. Long-term memory is divided into two types: declarative and procedural. There are two types of declarative memory: Recollections of experiences such as the day we started school and our first kiss are called episodic memory. This type of recall is our interpretation of an episode or event that occurred. Factual knowledge, on the other hand, such as the capital of France, is part of semantic memory. These two types of declarative memory content have one thing in common—you are aware of the knowledge and can communicate the memories to others. Skills such as playing an instrument or riding a bicycle are, however, anchored in a separate system, called procedural memory. As its name implies, this type of memory is responsible for performance. One of the most famous studies showing the separate memory systems was that of an epileptic named Henry Gustav Molaison (aka H. M.). In the 1950s he underwent the removal of portions of his brain, including large parts of his hippocampus. After the operation doctors found that although the number of seizures had decreased, H. M. was unable to form new memories. Many of his memories of the time before the operation were also erased. To learn more about his amnesia, neuropsychologists carried out various tests with H. M. In one, they asked him to trace a five-pointed star on a sheet of paper while only looking at it and his hand in a mirror—meaning the image was reversed. Although H. M.’s hand–eye coordination skills improved over the several days he performed this task, he never remembered performing it. This meant that he could develop new procedural, but not declarative, memories. Is procedural knowledge then fundamentally more stable than explicit knowledge? As it turns out, the former is more resistant to both loss and trauma. Even with traumatic brain injury the procedural memory system is hardly ever compromised. That’s because the basal ganglia, structures responsible for processing non-declarative memory, are relatively protected in the brain’s center, below the cerebral cortex. However, it’s not clear, beyond brain damage, why procedural memory contents are not as easily forgotten as declarative ones are. According to one idea, in the regions where movement patterns are anchored fewer new nerve cells may be formed in adults. Without this neurogenesis, or continuous remodeling in those regions, it’s less likely for those memories to get erased. One thing we know for sure, however, is simple sequences of movements we internalize, even far in the past, are typically preserved for a lifetime. Or as the saying goes, it’s “just like riding a bicycle.”

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Toronto closes major transit corridor to cars: transit, biking, walking way up
by Beth McKechnie 16 Nov '18

16 Nov '18

Streetsblog USA reports one year after Toronto, Canada turned King Street in a transit- and walking-priority street, streetcar ridership, biking and walking are way up. (King Street Transit Pilot: July & August Update: http://bit.ly/2DD7fKG <https://pps.us2.list-manage.com/track/click?u=2c803e70a8ad33c13a95a1ee6&id=…>) The project, which cost just $1.5 million, has produced an 11% increase in average daily ridership, and as much as 34% at peak hours. Once the street was closed to cars, about 20,000 additional streetcar riders materialized practically overnight. Biking, meanwhile, is up by as much as an astounding 440%, according to city estimates. Toronto will decide before the end of the year whether to make it permanent. There remains, however, a certain amount of discontent among some business owners. Toronto reports business receipts are up along the corridor as well, albeit a tiny 0.3%. The rest of the city was up 3.8% over the same period. http://bit.ly/2DEKTbH <https://pps.us2.list-manage.com/track/click?u=2c803e70a8ad33c13a95a1ee6&id=…> -- *Beth McKechnie* | Workplace Commuter Options <http://greenactioncentre.ca/>Green Action Centre <http://www.greenactioncentre.ca/> <http://greenactioncentre.ca/content/ecocentre-directions-and-travel-options/> 3rd floor, 303 Portage Ave | (204) 925-3777 x102 | Find us here <http://greenactioncentre.ca/content/ecocentre-directions-and-travel-options/> Green Action Centre is your green living hub Support our work by becoming a member <http://greenactioncentre.ca/support/become-a-member/>. Donate at CanadaHelps.org <http://canadahelps.org/> <http://www.gomanitoba.ca>

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WFP: Proposed pedestrian, cycling projects (Nov15'18)
by Beth McKechnie 15 Nov '18

15 Nov '18

Proposed pedestrian, cycling projects Local sidewalks • $200,000 — Cliffwood Drive west/Newcroft Road north/Shamrock Drive south • $200,000 — Wellington Crescent, north side from Omands path to Renfrew Street Cycling corridors • $200,0 00 — West Broadway to University of Winnipeg connection, preliminary design • $250,000 – Maryland/Sherbrook upgrade to protected bike lane (select locations) • $250,000 — Leila Avenue bicycle facility, functional design • $300,000 — Keewatin Street pathway Burrows Avenue to Gallagher Avenue, functional design • $550,000 — St. Boniface west-east corridor study and improvements Recreational walkways, cycling paths • $1.7 million— Transcona Trail, Regent Avenue to Panet Road • $300,000 — Rover Avenue to Chief Peguis Trail study • $1.1 million— Northwest hydro corridor, Phase 2 Public education, awareness and promotions • $75,000 — Bike parking in parks, various locations, sign installation • $25,000 — Communication, education and promotions campaigns • $50,000 — Active and safe routes to school, various locations Bicycle parking partnership grants— installations • $10,000 — Exchange District BIZ • $5,000 — Selkirk BIZ • $10,000 — Downtown Winnipeg BIZ Public education, awareness and promotion partnership grants • $10,000 — International Trails Day (Winnipeg Trails) • $10,300 — Winnipeg Trails • $45,000 — Bike Week Winnipeg • $35,000 — WRENCH • $1,750 — Movable Feast (Downtown Winnipeg BIZ) • $6,450 — Bike Friendly Business Program (Downtown Winnipeg BIZ) • $2,500 — Pedal in the Peg (Downtown Winnipeg BIZ) • $7,000 — Infrastructure Educational Videos (Exchange District BIZ) • $7,000 — Bike Friendly BIZ (Exchange District BIZ) • $20,000 — Commuter Challenge (Green Action Centre) • $10,000 — Bike to School Month (Green Action Centre) • $20,000 — Bike Education and Skills Training (Green Action Centre) Projects subject to additional funding • $15 million— Fort Rouge to McFadyen Park Bridge over the Assiniboine River • $15 million— Bishop Grandin greenway over Pembina Highway • $6 million— Maple Street through-pass of the CPR mainline • $7 million— New crossing of the Seine River • $3 million— Northwest hydro corridor construction, remaining phases • $2. 2 million— Confusion Corner to Fort Rouge Park, bicycle connection • $10 million— Ruby/Banning neighbourhood greenway construction and road renewal • $2.7 million— Wolseley Avenue/Westminster Avenue/Balmoral Street/Granite Way, construction • $2 million— Keewatin Street underpass bicycle facility, construction • $2 million— Waverley Street, John Angus Drive to Victor Lewis Drive, construction • $4 million— Downtown west-east corridor connection • $500,000 — Princess Street, Higgins Avenue to William Avenue • $2 million— West Broadway to University of Winnipeg, connection • $4 million— Leila Avenue, construction

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WFP: City eyes $16M for bike paths, sidewalks (Nov15'18)
by Beth McKechnie 15 Nov '18

15 Nov '18

*City eyes $16M for bike paths, sidewalks * https://www.winnipegfreepress.com/local/city-hall-plans-more-than-16m-in-si… CITY hall plans to spend $16.2 million over the next three years on sidewalks and cycling corridors. A proposal for consideration at Tuesday’s public works committee states the administration is proposing to spend $5.4 million in each of the next three years— 2019, 2020, 2021— on new sidewalks, cycling corridors and programs to support cycling education. The public works department has also listed 14 cycling and pedestrian-related infrastructure projects, with a total price tag of $74.5 million, that it wants to complete; no funding sources are identified. The process for the projects approval was set in place in 2015 when council approved the award-winning Pedestrian and Cycling Strategies, which requires approval from the public works committee for individual pedestrian and cycling projects carried out each year before going to council. While the projects are approved for a three-year period, council must authorize spending annually in the capital budgets. While civic departments have been preparing budget proposals since the spring, the new council is expected to begin review of the 2019 budget in January. The cycling and pedestrian projects, identified in the initial 2015 strategy report, include new sidewalks on regional and local streets, new multi-use pathways, new cycling routes, crossing control improvements, public education programs and a series of awareness and promotion and partnership grants. The administrative report says that if the approved projects come in under budget, or if additional funding is provided by Ottawa or the province, that money would be redirected to one or more of the other 14 projects — but only after the committee approves the spending. aldo.santin(a)freepress.mb.ca

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2019 Pedestrian and Bicycle Program Action Plan
by Mark Cohoe 14 Nov '18

14 Nov '18

Hi everyone, The city has put out the 2019 Pedestrian and Bicycle Program Action Plan, which will go before the Infrastructure Renewal and Public Works Committee on November 20th. Its report #7 on the agenda. http://clkapps.winnipeg.ca/dmis/ViewDoc.asp?DocId=17409&SectionId=&InitUrl= Mark Cohoe Executive Director Bike Winnipeg t: 204-894-6540 e: mark(a)bikewinnipeg.ca

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Minnesota College Becomes First to Offer Degree in Bike-Building
by Beth McKechnie 14 Nov '18

14 Nov '18

Minnesota College Becomes First to Offer Degree in Bike-Building STUDENTS AT MINNESOTA STATE COLLEGE SOUTHEAST CAN SOON EARN A TWO-YEAR DEGREE IN BICYCLE DESIGN AND MANUFACTURING https://www.bicycling.com/news/a25013049/bicycle-design-manufacturing-degre… -- *Beth McKechnie* | Workplace Commuter Options <http://greenactioncentre.ca/>Green Action Centre <http://www.greenactioncentre.ca/> <http://greenactioncentre.ca/content/ecocentre-directions-and-travel-options/> 3rd floor, 303 Portage Ave | (204) 925-3777 x102 | Find us here <http://greenactioncentre.ca/content/ecocentre-directions-and-travel-options/> Green Action Centre is your green living hub Support our work by becoming a member <http://greenactioncentre.ca/support/become-a-member/>. Donate at CanadaHelps.org <http://canadahelps.org/> <http://www.gomanitoba.ca>

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WFP: City seeks feedback on bike lanes (Nov13'18)
by Beth McKechnie 13 Nov '18

13 Nov '18

*City seeks feedback on bike lanes* https://www.winnipegfreepress.com/local/city-asks-wolseley-residents-for-in… IN a part of Winnipeg renowned for its environmental friendliness, a bike route shouldn’t be a hard sell. Still, residents of Wolseley are being asked by the city what they’d like to see. “What would a new bike route look like here?” new Wolseley-to-downtown walk-bike project signs posted by the city last week on Wolseley Avenue ask. They ask passersby to “tell us what you think.” Area resident Elena Howard-Scott likes the idea of Wolseley Avenue having a lane for bikes. “I think it’ll increase accessibility,” said Howard-Scott, who was walking her dog Ziggy in the area on Monday. The student, who works, said it might even persuade her to get back to riding her bicycle in the city. Cindy Gilroy, councillor for the area, said the goal is to make the traffic situation better for everyone, whether they’re walking, biking or driving. “What we are doing, is a greenway study looking at all modes of transportation on both Wolseley and Westminster,” Gilroy said. “It’s about finding ways we can all make sure that, holistically, we can live together with active transportation or driving a car,” said Gilroy, who was re-elected Oct. 24 in Daniel McIntyre. “Traffic’s been a big issue in Wolseley. It’s been pretty crazy,” said the councillor, who heard area residents’ complaints about it when she was campaigning door to door. She said the idea for the yellow and blue “Please Slow Down” lawn signs that she gives to people in her ward who request them came from a Wolseley resident that wanted to see traffic-calming measures taken. “How do we reduce traffic?” Gilroy asked. She said “traffic-calming” measures and active transportation can help. “It could be a variety of many different things,” she said, including making some residential streets one-way streets to eliminate cut-through traffic. “We do see a lot of cut-through traffic,” as more and more motorists use residential side streets to get where they’re going, rather than main traffic corridors, she said. The afternoon rush hour is especially bad, Gilroy said. “It’s piled up” with drivers trying to get onto the Maryland Bridge, she said. The traffic on Wolseley Avenue is especially frustrating on Sundays in the summer, when it is supposed to be closed to through traffic, said Shelagh Weedon. She’s lived in the area for nearly 30 years and said it’s not safe for her to walk her dogs on summer Sundays on the Wolseley Avenue roadway because so many drivers ignore the signs saying it’s closed to through traffic from dawn until dusk. She wondered what effect a bike lane there would have on vehicular traffic. “I’d like more clarification,” said Weedon, who planned to find out more online. “This is the first phase in public engagement,” said Mark Cohoe, executive director of Bike Winnipeg. The advocacy group presents background information and bike-friendly recommendations to as many government agencies and related organizations as it can manage with its limited resources. “What they’re looking at is connections through Wolseley from Empress (Street) and Omand Park all the way through to Osborne Street and Assiniboine Avenue.” There’s an online survey Winnipeggers can take about the Wolseley-todowntown walk-bike project and opportunities to meet the planners in person at different times and locations in the neighbourhood. Even though it’s almost winter, Cohoe expects the city will receive a lot of public feedback from Wolseley residents. “The good thing about that neighbourhood is there’s a lot of people who cycle in that area of the city,” he said. “It has the highest cycling rates.” In 2018, the city budgeted $250,000 for the preliminary design of bike routes along Wolseley and Westminster avenues.

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WFP: New York state of mind needed for downtown (Nov12'18)
by Beth McKechnie 12 Nov '18

12 Nov '18

*New York state of mind needed for downtown * https://www.winnipegfreepress.com/local/new-york-state-of-mind-500254872.ht… THE envy washed over me like a bucket of cold water. It was a hauntingly temperate Wednesday evening, and New York City’s legendary Times Square was fulfilling my every expectation. It buzzed and throbbed and shimmered and glowed. Panhandlers in Marvel and Disney costumes lurched about, attempting to lure tourists into costly photo opportunities. Spoken-word artists pleaded their case as well, asking for any denomination of donation in exchange for some spontaneous free verse. Amateur photographers mixed with working stiffs passing through the intersection trying to escape the working day. In case you haven’t visited NYC lately, Times Square is no longer just an intersection. It’s a pedestrian plaza where automobiles are limited and pedestrians dominate. The result is a potpourri of humanity, strangers loitering, strolling and consuming the heartbeat of one of the world’s great cities. The pedestrian plazas started out in 2009 as an experiment by then-mayor Michael Bloomberg, who announced several lanes of traffic on Broadway from 42nd Street to 47th Street would be closed on a trial basis. The same thing was done in Herald Square, at the intersection of Broadway and Sixth Avenue (Avenue of the Americas) between 33rd and 35th streets. Bloomberg’s plan was part urbanist nirvana, part environmental statement, with a dash of traffic safety thrown in. The famed intersection had become a giant parking lot, where motor vehicles sat in endless gridlock. When traffic did flow, it was often interrupted by a violent meeting between pedestrian — forced from the overpopulated sidewalks into traffic — and vehicle. It was one of the most unsafe intersections in the city. Rather than fence or wall in the pedestrians, Bloomberg went all-in on another solution: limit traffic and give the intersection back to the pedestrians. His theory was that by making Times Square less of an option for cars and trucks, it would be safer for pedestrians, and in the process create a more engaging meeting place for visitors and residents. Initially, lanes of Broadway were just blocked off. The city put clutches of plastic patio furniture at various spots along the deactivated roadway to function as makeshift meeting places. After a period of initial skepticism, more and more New York decision makers bought into Bloomberg’s vision. Starting in 2010, Bloomberg started a five-year, US$50-million project to permanently transform Times Square into the pedestrian plaza. Today, the asphalt has been replaced by art deco-inspired concrete stones. Small metal discs embedded in those paving stones help reflect the luminous glow of the enormous video and neon signs that encircle the intersection. Fifteen-metre-long polished granite benches create small pockets of respite for visitors trying to escape the torrent of pedestrian traffic. Open-air cafés and restaurants have added to the ambience. It truly is a marriage of practical infrastructure and urbanist art. There are lingering concerns: aggressive panhandling by costumed characters; security concerns about exposing pedestrians to vehicle-assisted terrorist attacks; pedestrian traffic that has exceeded even the wildest estimates. Still, I couldn’t help but wish that Winnipeggers could somehow find their way into the mindset that led New York to this audacious statement. There is still an ugly stench surrounding the plebiscite result from last month’s civic election, which killed plans to reopen Portage and Main to pedestrians. The plebiscite result has not, however, settled the future of the intersection. Major concerns exist about the state of the underground concourse. Repairs to the membrane that separates above ground precipitation from below ground concourses may turn out to be so significant that pedestrian barriers will have to be removed as part of the repair process. It will take years to figure out what has to be done, how much it will cost and what will happen to the barriers. If we’re lucky, the mayor and council will use that as an opportunity to rethink the intersection and surrounding neighbourhood. This isn’t about taking another run at reopening the intersection. Winnipeggers drove a stake through that idea, although “no” votes were mostly predicated on misunderstanding, or outright misinformation, about the consequences of reopening the intersection. Even so, that does not mean city council should not consider some other ideas of Bloombergian magnitude. I wrote a column some time back about cities around the world that have created pedestrian malls, platforms and bridges above busy intersections. Although much more expensive than the simple streetscaping the Team Open forces advocated in the plebiscite campaign, it is a project that could be more transformative for all of downtown. And if Portage and Main proves to be a no-go zone for transformative change, then perhaps local government could look at creating a permanent pedestrian mall west of Main that encompasses Albert and Arthur streets from Notre Dame north to McDermot, and ultimately to Bannatyne and Old Market Square. It does not solve the nagging ugliness of pedestrian barriers at our signature intersection, but it would still be cool. The most important point here is for city hall to continue to look for ideas to enhance and transform downtown. The plebiscite result was disappointing for all those who saw an opportunity to change downtown for the better. That defeat should not become an excuse for neglecting the future of the intersection and the neighbourhood that surrounds it. dan.lett(a)freepress.mb.ca

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Event - Active School Travel Community Night: These Boots Were Made for Walking
by Heather Mitchell 09 Nov '18

09 Nov '18

*Please share with your networks! Thank you!* *Link*: *https://www.eventbrite.ca/e/active-school-travel-community-night-these-boots-were-made-for-walking-tickets-52280819338 <https://www.eventbrite.ca/e/active-school-travel-community-night-these-boot…> * -- [image: Social Media Photo.png] Green Action Centre invites parents, guardians, and community members to join them for a free information session on active school travel and independent mobility by their Active and Safe Routes to School program and two guest speakers, Katharina Nuss (Free Range Parenting Petition) and Tanya Hoover. Guests will learn about the Active and Safe Routes to School program, the benefits of walking and cycling to school, strategies for overcoming common barriers, and more. Approximate Timeline - 6:00-6:45 pm – doors open, refreshments served, and community networking - 6:45-8:00 pm – presentations by Green Action Centre, Tanya Hoover, and Katharina Nuss, followed by Q&A - 8:00-8:30 pm – Final discussion and community networking - 8:30 pm – Event concluded Encouraging your child to walk or bike to school is an important part of living a healthy and eco-friendly lifestyle. We strongly encourage you to join us in this movement! The space is limited to 40 participants. If you have any questions regarding the event, please contact Heather at (204) 925-3777 ext 107 or heather[at]greenactioncentre.ca. REGISTER HERE <https://www.eventbrite.ca/e/active-school-travel-community-night-these-boot…> -- *Heather Mitchell * Green Action Centre <http://www.greenactioncentre.ca/> | 3rd floor, 303 Portage Avenue (204) 925-3777 ext 107 Green Action Centre is your green living hub. Support our work by becoming a member <http://greenactioncentre.ca/support/become-a-member/>. Donate at CanadaHelps.org <https://www.canadahelps.org/en/charities/green-action-centre/>. <http://canadahelps.org/> <https://www.gomanitoba.ca/Public/Home.aspx>

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AT Webinar: Ten Years of Safe Routes to School (Wed, Oct 17th, 2-3pm)
by Beth McKechnie 09 Nov '18

09 Nov '18

Please join Green Action Centre and Bike Winnipeg for a group viewing of the monthly APBP webinar in the EcoCentre <http://greenactioncentre.ca/uncategorized/ecocentre-directions-and-travel-o…> boardroom. This will be followed by discussion for those who wish to stay. cheers, Beth *AT Webinar: Wed, Oct 17th, 2-3pm* Ten Years of Safe Routes to School - Where do we go from here? It’s been over a decade since the Safe Routes to School movement launched in the US and times have changed, but Safe Routes to School initiatives are continuing to improve safety and get more kids walking and rolling to school. Join this webinar to hear about continued successes from state and local level programs. You will also hear thoughts on the exciting future of the movement from the Safe Routes to School National Partnership. *Presenters:* - Sara Zimmerman, National SRTS, Program and Policy Director - Katie Alexander, Michigan Fitness Foundation, Director of SRTS - Bryan Armstrong, Michigan DOT, SRTS Program Manager - Katherine Swidarski, Columbus, OH SRTS Program Manager -- *Beth McKechnie* | Workplace Commuter Options <http://greenactioncentre.ca/>Green Action Centre <http://www.greenactioncentre.ca/> <http://greenactioncentre.ca/content/ecocentre-directions-and-travel-options/> 3rd floor, 303 Portage Ave | (204) 925-3777 x102 | Find us here <http://greenactioncentre.ca/content/ecocentre-directions-and-travel-options/> Green Action Centre is your green living hub Support our work by becoming a member <http://greenactioncentre.ca/support/become-a-member/>. Donate at CanadaHelps.org <http://canadahelps.org/> <http://www.gomanitoba.ca>

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Winter Cycling Congress Calgary this Feburary
by Anders Swanson 01 Nov '18

01 Nov '18

FYI: The 7th Annual Winter Cycling Congress is coming to Calgary February 6-8, 2019. We invite all interested participants to submit a proposal to help us create an exciting conference program. This year we want to explore how winter cycling contributes to building an accessible, equitable and resilient city. Northern cities have a lot to learn from one another and we look forward to sharing best practices and learnings (success and failures) on how to support winter policies for transportation, recreation and overall citizen wellbeing. We have a number of session formats including: - Breakout Sessions (practitioner and academic) - Workshop or Panel Discussion - Mobile Tour - Pecha Kucha Important dates: November 16, 2018- Deadline to submit proposals December 7, 2018- Presenters notified Learn more and submit a conference proposal at calgary.ca/wcc2019 <http://www.calgary.ca/Transportation/TP/Pages/Cycling/Winter-Cycling-Congre…> .

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WFP: NY Times takes notice of P&M referendum (Oct29'18)
by Beth McKechnie 30 Oct '18

30 Oct '18

*‘No’ vote goes against global trend towards walkable downtowns* * NY Times takes notice of P&M referendum * ttps:// www.winnipegfreepress.com/local/citys-quixotic-decision-on-portage-and-main… IT’S not surprising the New York Times took notice of Winnipeg’s Portage and Main plebiscite because it’s a debate fomenting across North America, said a campaigner to reopen the famous intersection. “At a time when many Canadian cities are moving to make themselves more amenable to pedestrians, it seems a perhaps quixotic decision,” the New York Times said of the vote against opening the intersection. The article lamented that Winnipeggers voted two to one against its opening. International interest shouldn’t come as a surprise, said local Yes campaigner Hazel Borys, “because (the No vote) was such an anomaly. North American cities are making massive strides to become more walkable and accessible to cyclists.” Some cities such as London and Paris are even banning cars from some parts of the city. Winnipeg’s plebiscite was not about anything nearly so drastic. It was not a war against cars but rather an effort to reinvigorate the heart of the city, she said. “Cities are making big moves to make their cities and downtowns more pedestrian and cyclist friendly, and car friendly as well,” said Borys. The New York Times article, titled On Foot and Underground at Canada’s Crossroads, said Winnipeg’s debate may have reflected “tensions between drivers, pedestrians and cyclists that are bubbling up throughout Canada.” The original decision to close the intersection 40 years ago was part of a development deal to get an office tower built on one corner, the article said, thereby funneling people through an underground shopping mall. Aswell, it came at a time when the fashion in urban centres was to keep cars and pedestrians as separate as possible. However, the idea that vehicle traffic and pedestrians should be kept separate is being rethought, said Borys, an engineer who helped build many roads and bridges. “We thought if we removed things like street trees and parked cars and anything that a car might run into that we would create safer places,” she said. “Instead, what we did is create racetracks out of our urban streets and made very deadly environments.” Borys said some people may have viewed the debate as one of cars versus pedestrians but opening Portage and Main would have benefited both sides. “The more of us who walk or cycle to our daily needs, the easier it is on cars because we’re taking cars off the road and reducing traffic,” she said. Walking and cycling also promote a healthier lifestyle at a time when obesity has become a major issue in the Western world, she said. It’s really about making streets more user-friendly to all modes of transportation, Borys said. Proponents of reopening the intersection didn’t provide residents “with enough information to make a meaningful choice.” Asking property owners in the vicinity of the closed intersection to redevelop their lots “is like asking them to build on a limited intersection of a limited access roadway. We’ve created a limited access roadway at the heart of our city.” Borys said all property owners in the four blocks surrounding the intersection were in favour of opening Portage and Main to pedestrians. bill.redekop(a)freepress.mb.ca

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WFP: NY Times takes notice of P&M referendum (Oct29'18)
by Beth McKechnie 29 Oct '18

29 Oct '18

*‘No’ vote goes against global trend towards walkable downtowns* * NY Times takes notice of P&M referendum * https://www.winnipegfreepress.com/local/citys-quixotic-decision-on-portage-… IT’S not surprising the New York Times took notice of Winnipeg’s Portage and Main plebiscite because it’s a debate fomenting across North America, said a campaigner to reopen the famous intersection. “At a time when many Canadian cities are moving to make themselves more amenable to pedestrians, it seems a perhaps quixotic decision,” the New York Times said of the vote against opening the intersection. The article lamented that Winnipeggers voted two to one against its opening. International interest shouldn’t come as a surprise, said local Yes campaigner Hazel Borys, “because (the No vote) was such an anomaly. North American cities are making massive strides to become more walkable and accessible to cyclists.” Some cities such as London and Paris are even banning cars from some parts of the city. Winnipeg’s plebiscite was not about anything nearly so drastic. It was not a war against cars but rather an effort to reinvigorate the heart of the city, she said. “Cities are making big moves to make their cities and downtowns more pedestrian and cyclist friendly, and car friendly as well,” said Borys. The New York Times article, titled On Foot and Underground at Canada’s Crossroads, said Winnipeg’s debate may have reflected “tensions between drivers, pedestrians and cyclists that are bubbling up throughout Canada.” The original decision to close the intersection 40 years ago was part of a development deal to get an office tower built on one corner, the article said, thereby funneling people through an underground shopping mall. As well, it came at a time when the fashion in urban centres was to keep cars and pedestrians as separate as possible. However, the idea that vehicle traffic and pedestrians should be kept separate is being rethought, said Borys, an engineer who helped build many roads and bridges. “We thought if we removed things like street trees and parked cars and anything that a car might run into that we would create safer places,” she said. “Instead, what we did is create racetracks out of our urban streets and made very deadly environments.” Borys said some people may have viewed the debate as one of cars versus pedestrians but opening Portage and Main would have benefited both sides. “The more of us who walk or cycle to our daily needs, the easier it is on cars because we’re taking cars off the road and reducing traffic,” she said. Walking and cycling also promote a healthier lifestyle at a time when obesity has become a major issue in the Western world, she said. It’s really about making streets more user-friendly to all modes of transportation, Borys said. Proponents of reopening the intersection didn’t provide residents “with enough information to make a meaningful choice.” Asking property owners in the vicinity of the closed intersection to redevelop their lots “is like asking them to build on a limited intersection of a limited access roadway. We’ve created a limited access roadway at the heart of our city.” Borys said all property owners in the four blocks surrounding the intersection were in favour of opening Portage and Main to pedestrians. bill.redekop(a)freepress.mb.ca

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WFP: On our streets, there’s safety in numbers (Oct22'18)
by Beth McKechnie 22 Oct '18

22 Oct '18

*Facts show roads are less dangerous, despite residents’ belief otherwise* * On our streets, there’s safety in numbers * https://www.winnipegfreepress.com/local/on-our-streets-theres-safety-in-num… IN the face of obvious signs of progress, why would people be so skeptical? A recent Free Press- Probe Research poll, which is part of a series of polls on civic election issues, showed that 40 per cent of Winnipeggers believe they are less safe on or around city roads than they were 10 years ago. In contrast, only 14 per cent of respondents said they feel safer. It’s a remarkable result, considering that by all reasonable measurements, we’ve never been safer. On average, five Winnipeg pedestrians die each year in traffic collisions and another 14 die behind the wheel of their cars. Losing nearly 20 lives every year is still worrisome, although both are down considerably from previous decades. It’s part of a national trend. In 1997, Transport Canada figures show that 2,660 people died in traffic collisions; by 2016, that number had fallen to 1,717. Again, a horrible loss of life, but a glimmer of hope in terms of the trend line. It all adds up to progress. Why, you might ask yourself, would people feel less safe? That’s really hard to tell. In the final analysis, it’s an age-old triumph of intuition over hard numbers. Psychologically, we somehow can’t connect the dots between advances in automobile safety technology (airbags, lane departure and collision warning systems) and improvements in infrastructure and planning (breakaway light poles, improved safety curbs, active transportation and dedicated bike lanes, school-zone speed limits) and overall traffic safety. It doesn’t mean our roads are safe, per se. But we’re moving in the right direction. That having been said, more could be done. Traffic-safety advocates have pointed out that the city needs to be more aggressive in pursuing improvements through the Vision Zero initiative. This Swedish-made, now-international advocacy campaign is aimed at convincing elected officials at all levels to adopt leading-edge road-safety innovations. Local advocates for Vision Zero (referred to as Toward Zero in Winnipeg) believe there has been progress, but would like to see the city move more quickly to implement changes. Resources for those changes, however, remain a challenge. The former NDP government did toy with the idea of using money from MPI for road-safety infrastructure. The theory was that fixing dangerous stretches of roadway or intersections would prevent collisions and reduce insurance rates. It’s a strategy that private insurers have used for decades. In the end, however, the NDP caved to political pressure and shelved the idea. They found out what city councillors already knew: voters would prefer to see their tax money spent paving roads than fixing dangerous intersections. And therein lies the problem for the elected officials who are supposed to make progress on an issue such as road safety. Citizens feel less safe on our roads, despite evidence to the contrary. But when you introduce an initiative that could save lives, those same citizens rail against it and force you to back down. Politicians rarely get any sympathy from voters. But fora moment, couldn’t we all feel sorry for them for this damned-if-you-do, damned-if-you-don’t dilemma? You can be sure that the dozens of people vying to fill a seat on Winnipeg city council have already figured out that on many issues such as road safety, you just can’t win. Road safety has not been a high profile issue in the civic election campaign, and perhaps it should have been. However, there is almost no benefit for an incumbent to raise the issue. Anyone running for re-election knows that confronting road safety would force them to spout meaningless statistics about the slow decline in fatalities or highlight unconvincing improvements to infrastructure and traffic design, exactly the kind of things that do not give voters any comfort in the face of their intuitive, but unfounded, fears. Mayor Brian Bowman said as much last weekend in a story on road safety. In his bid for re-election, Bowman admitted he hasn’t been motivated to raise road safety because he supports Toward Zero and nothing has changed his commitment. Why wouldn’t Bowman trumpet his support for Toward Zero and pledge to do more? Although he did not have the Free Press poll results in hand, it seems he had already figured out that voters feel the roads are less safe and no amount of fact is going to change that. The poll results do, however, show that challengers may have missed a glorious opportunity to attack Bowman and incumbent councillors. They certainly use that strategy on just about every other issue. Challengers in civic elections are constantly telling voters to forget the numbers and what they show us about the city’s finances (which have steadily improved) or the infrastructure deficit (down $3 billion in the last term), or the state of the city’s population and economy (both growing above national averages). Challengers want you to give in to your deepest-held preconceptions about civic government, which is that it is bad at everything. There are lots of things that need improving at city hall. But there are also a good number of things that have improved. It’s the same story for every level of government. In case you were wondering, this is not the kind of scenario that ensures we are getting the best people elected. Our own refusal to take comfort in facts leaves us open to being manipulated by negative hyperbole. It’s also what discourages so many citizens from voting. This is a situation that will never improve until voters leave their guts out of the equation, and begin to base their decisions about who to vote for, and whether to vote at all, on hard facts. dan.lett(a)freepress.mb.ca

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Madrid, Spain, cuts speed limit to 18 MPH (30 km/h) on 80% of streets
by Beth McKechnie 19 Oct '18

19 Oct '18

*Madrid City Council is set to approve a new Sustainable Mobility Ordinance that will change the way residents move around public spaces.* The new measures, which will take effect between five and 15 days after the council approves them on Friday, introduce a speed limit of 30km/h on all one-way streets and on single-lane two-way streets. Under the new rules, motorcycles will not be allowed to park on sidewalks less than three meters wide or near pedestrian crossings. Bicycles will be able to make right turns at red lights where indicated. And new traffic restrictions will go into effect in the downtown area on November 23. The ordinance may still be partially amended before passage on Friday, but here are some of its key components. New speed limits Besides the 30km/h limit on one-way streets and single-lane two-way streets, the city will slow traffic down to 20km/h on streets where the sidewalk is not elevated above road level, such as in the neighborhoods of Lavapiés and Chueca. The 30km/h rule will affect 80% of Madrid’s streets – not just in the downtown area. These measures aim to increase road safety and reduce the chance of accidents involving pedestrians. Pedestrians The spirit of the new ordinance is to favor sustainable mobility. New signs will indicate the presence of “Zonas 30,” where pedestrians may cross the street at any spot after checking that they are not running a risk or slowing down traffic. And in “Calles 20,” pedestrians will have priority over vehicles. The city is also planning to roll out more traffic lights with incorporated cameras, and to designate “pedestrian special protection spaces” where neither motorcycles nor bicycles will be allowed to park. Bicycles Bicycles will be able to turn right on a red light where so indicated. They may also move against the traffic on residential streets with speed limits of 20km/h or under, and on shared-use lanes. The 30km/h speed limit on many streets also seeks to favor shared road space between motorists and cyclists. The latter will also be allowed to lock their bikes to street furniture as long as they don’t block the way for pedestrians. Motorcycles and mopeds Until now, motorcycles could be freely parked on sidewalks. The new rules will prohibit this on sidewalks under three meters wide, and less than five meters from a pedestrian crossing. Motorcycles will also have to be more than two meters away from bus stops. On the other hand, there is now twice as much dedicated parking space for motorcycles in the Centro district Skates and scooters People on skates, kick scooters or other devices without a motor may use the sidewalks and other pedestrian areas as long as they travel at an appropriate speed. They may also use cycling lanes and other areas adapted for bicycles. On lanes used by pedestrians, the maximum allowed speed is 5km/h. Motorized scooters and other personal mobility vehicles will no longer be allowed on sidewalks and other pedestrian spaces, and will instead have to use bicycle lanes. Traffic restrictions The newest element in the new regulations is Madrid Central, a restricted traffic area that will apply to most of the city’s Centro district starting on November 23. Residents may enter the area in their vehicles but only park in their own neighborhood. Occasional visitors may be allowed in by residents. Non-residents whose vehicles hold CERO and ECO energy labels may also enter the area. And those with B or C energy labels may only enter to park in a private or public parking lot, not in the street. Exceptions will also be made for people with reduced mobility, ambulances, taxis, private-hire cars and delivery vans. Electric vehicles will also be allowed into Madrid Centro. Public transportation City officials note that there are 60 bus lines going through Madrid’s downtown area, as well as six subway lines and eight underground train lines. There are also 57 BiciMad public bicycle rental docking stations. https://elpais.com/elpais/2018/10/05/inenglish/1538733317_890210.html -- *Beth McKechnie* | Workplace Commuter Options <http://greenactioncentre.ca/>Green Action Centre <http://www.greenactioncentre.ca/> <http://greenactioncentre.ca/content/ecocentre-directions-and-travel-options/> 3rd floor, 303 Portage Ave | (204) 925-3777 x102 | Find us here <http://greenactioncentre.ca/content/ecocentre-directions-and-travel-options/> Green Action Centre is your green living hub Support our work by becoming a member <http://greenactioncentre.ca/support/become-a-member/>. Donate at CanadaHelps.org <http://canadahelps.org/> <http://www.gomanitoba.ca>

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Mark your calendar! APBP 2019 Webinar Schedule
by Beth McKechnie 19 Oct '18

19 Oct '18

Looks like some good webinars planned for the new year: - Jan 16: Bus Stops with Bikeways: Designing Transit Stops with On-street Bicycle Facilities - Feb 20: Viewing Low-Stress Networks Through an Equity Lens - Mar 30: Navigating Without Curbs: Accessibility on Shared Streets - Apr 17: Designing Streets for the Speeds You Want - May 15: Maintaining Green Infrastructure: Hints for Success - Jun 19: Finding Common Ground with First Responders: Enhancing Safety and Maintaining Access in Street Design - Jul 17: Return on investment for Active Transportation - Aug 21: Getting the Green Light: Improving Actuation and Detection for Cyclists & Pedestrians - Sep 18: Can We Talk About the Street? Building Support for Controversial Projects - Oct 16: If We Build it Will They Come? Estimating Demand for Biking and Walking - Nov 20: Aging in Place: Designing Communities to Support Mobility - Dec 18: Education and Encouragement: Bringing the Right People Together -- *Beth McKechnie* | Workplace Commuter Options <http://greenactioncentre.ca/>Green Action Centre <http://www.greenactioncentre.ca/> <http://greenactioncentre.ca/content/ecocentre-directions-and-travel-options/> 3rd floor, 303 Portage Ave | (204) 925-3777 x102 | Find us here <http://greenactioncentre.ca/content/ecocentre-directions-and-travel-options/> Green Action Centre is your green living hub Support our work by becoming a member <http://greenactioncentre.ca/support/become-a-member/>. Donate at CanadaHelps.org <http://canadahelps.org/> <http://www.gomanitoba.ca>

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INVITATION: OpenFest Saturday October 20th
by Anders Swanson 17 Oct '18

17 Oct '18

Honoured to invite you all to come to an event this weekend full of positivity and hopefulness. Artists and poets and local businesses coming together to share a shared love of Winnipeg and to speak up for the right to cross the street. Incredible line-up donating their time incl. Royal Canoe, Mahogany Frog, JP Hoe, Sweet Alibi, Red Moon Road, The O.B. and more. Speeches by Di Brandt (Winnipeg's poet laureate), Michael Champagne, Brent Bellamy, Allen Mankewich, Dancing Gabe, and more. Craft beer thanks to local breweries donating staff time: Nonsuch Brewery, Little Brown Jug, Lake of the Woods Brewery; Coffee by Grey Owl DJ CO-OP spinning records and Open Mic (by The Purple Room) from 5-9 on stage #2 More coming. *Saturday. 2pm-11pm. Portage and Main. (various locations)* FREE Webpage: https://voteopenwpg.ca/openfest Facebook event <https://www.facebook.com/pg/voteopenwpg/events/> #ShowSomeLove #OpenFest Proceeds from any drink sales go to the Children's Rehab Foundation (donations welcome). All welcome. Invite your friends. Whatever way you/they plan to vote. Come party. Come dance. Yours kindly, Anders [image: OpenFestHeartbeatPromo.gif]

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WFP: Coalition for Portage & Main announces free concert (2pm Sat Oct 20th)
by Beth McKechnie 16 Oct '18

16 Oct '18

Coalition announces free concert THE Coalition for Portage and Main has announced it will host a free concert at the intersection Saturday, featuring local bands, beer and food. The volunteer-run event, called Open Fest, is being thrown the last weekend before Winnipeggers head to the polls to elect a new municipal government and cast a ballot on the intersection’s future. Local bands Royal Canoe, Mahogany Frog and JP Hoe, among others, are scheduled to headline the event. The festival starts at 2 p.m. and all proceeds will be donated to the Children’s Rehabilitation Foundation. https://voteopenwpg.ca/openfest/

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CBC's Ismaila Alfa tracks how long it takes to cross Portage and Main — underground — in a wheelchair
by Beth McKechnie 11 Oct '18

11 Oct '18

Advocates for people with disabilities and active transportation who favour opening Portage and Main to pedestrians invited members of the public to try their hands at getting across the intersection in a wheelchair. The event was organized by Winnipeg Trails Association. "We're asking people to time it to see how long it takes," said Trails executive director Anders Swanson. Winnipeggers will vote on whether to open the intersection, which has been closed to pedestrians since 1979, in a plebiscite in this year's civic election. CBC's Ismaila Alfa took the challenge to see how fast he could make it across the intersection both above ground and through the underground concourse. See video on how long it took to get through Portage and Main: https://www.cbc.ca/news/canada/manitoba/portage-main-wheelchair-time-1.4858…

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The psychology of speed and the science behind changing road design
by Beth McKechnie 09 Oct '18

09 Oct '18

As Calgary debates whether to reduce residential speed limits from 50 km/h to either 40 or 30 km/h, CBC provides some science on the psychology why road design also needs to change. https://www.cbc.ca/news/canada/calgary/road-design-calgary-psychology-of-sp… 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) 925-3777 x102 | Find us here <http://greenactioncentre.ca/content/ecocentre-directions-and-travel-options/> Green Action Centre is your green living hub Support our work by becoming a member <http://greenactioncentre.ca/support/become-a-member/>. Donate at CanadaHelps.org <http://canadahelps.org/> <http://www.gomanitoba.ca>

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WFP: Bait bike program leading to arrests: cops (Sep25'18)
by Beth McKechnie 01 Oct '18

01 Oct '18

Bait bike program leading to arrests: cops https://www.winnipegfreepress.com/local/winnipeg-police-say-bait-bike-progr… BICYCLE thieves beware, bait bikes are everywhere. At least that’s the message the Winnipeg Police Service wants running through the heads of anyone thinking about helping themselves to a bicycle that isn’t theirs. In July, the WPS rolled out its bait bike program, in response to a noticeable uptick in bicycle theft in the city. Since the program has been up and running, officers have been chaining up bikes — all of which are equipped with GPS tracking devices — in public spaces, and then sitting back and waiting for someone to come steal them. So far, the wait hasn’t been long, and the program has led to arrests, police said Monday. “We want to get people talking, because it really is a deterrent. We want people thinking, ‘Before I rip off this bike, is this a bait bike?’” Const. Tammy Skrabek said. The technology has been available for a few years, but it was only this summer the program was rolled out. According to police, it’s impossible to say for certain how common bicycle theft is in Winnipeg, but anecdotal evidence suggests it’s a problem on the rise. So far in 2018, the WPS has received roughly 1,800 reports of bicycle-theft incidents. However, Skrabek said that figure only represents a portion of the theft taking place in the city. “We can’t really provide stats on stolen bikes in Winnipeg. There’s noway for us to narrow it down. Not all bikes are reported stolen. We have many incidents where there’s more than one bike stolen. Those things change the numbers,” she said. “We also have bikes that are found and picked up by our officers during the course of their duties that aren’t reported stolen. So, that goes down as a recovered bike, but we can’t confirm it’s been stolen.” Bike Winnipeg executive director Mark Cohoe is happy police recognize this issue as a growing concern. He said anything that could help crack down on theft could lead to more Winnipeggers making their daily commutes on two wheels rather than four. “I really do think bike theft is something that deters people from cycling. So, we’re happy to see some action on this front. People have bikes stolen and they’re frustrated by it. Sometimes, they’re also not in the financial position to replace that bike,” Cohoe said. Cohoe said the city also needs to take steps toward making theft more difficult by installing facilities such as bike lockers and bike cages around Winnipeg. While he welcomes the bike bait program, he also said he’s not naive enough to think it is a problem the city can arrest its way out of. “Unless we really address some of the bigger social issues that are driving the rise of this, then we’re likely going to be left with the problem of bike theft. We have to look at the underlying problems that are driving this,” Cohoe said. ryan.thorpe(a)freepress.mb.ca Twitter: @rk_thorpe

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Come join our team! Sustainable Transportation Coordinator
by Beth McKechnie 25 Sep '18

25 Sep '18

Green Action Centre seeks a Sustainable Transportation Project Coordinator *Programs*: Commuter Challenge and Workplace Commuter Options Program *Location*: Winnipeg, Manitoba *Term*: 9.5 month term at 35 hours per week, with a likely extension beyond July 2019. The position is shared between two sustainable transportation program areas: 3-4 days/wk as the Commuter Challenge Coordinator, and 1-2 days/wk with Workplace Commuters Options. *Position Description*: Green Action Centre seeks an independent, energetic and well-organized individual to fill a dual role within our sustainable transportation team. The coordinator will organize and promote our annual Commuter Challenge event in June and our Bougeons en hiver: The Jack Frost Challenge in February. The Coordinator will also assist with the delivery of our Workplace Commuter Options program (WCO), which includes our provincial wide ride-matching tool, GoManitoba. The position will focus on engaging businesses, employees and community organizations to make active and green transportation options both appealing and within reach for workplaces and employees, ultimately reducing Manitoba’s GHG emissions from drive alone travel by increasing walking, cycling, public transit and car pooling as preferred modes of travel for Manitobans. *Background*: Green Action Centre is an environmental, non-profit organization, based in Winnipeg and serving Manitoba. We are a registered charity, governed by an elected board of directors, with a core group of passionate, dedicated staff. We promote greener living through environmental education and encourage practical green solutions for households <http://greenactioncentre.ca/live/at-home/>, workplaces <http://greenactioncentre.ca/live/at-work/>, schools <http://greenactioncentre.ca/live/at-school/> and communities <http://greenactioncentre.ca/live/in-your-community/>. Our primary areas of work are green commuting <http://greenactioncentre.ca/live/getting-around/>, composting <http://greenactioncentre.ca/live/composting/> and waste <http://greenactioncentre.ca/live/recycling/> reduction, sustainable living <http://greenactioncentre.ca/blog/>, and resource conservation. We also run a social enterprise, Compost Winnipeg, which collects commercial and residential organic waste in Winnipeg. We are located on Portage Avenue in the heart of downtown, and are part of the EcoCentre on the 3rd floor of the Mountain Equipment Coop building. *Responsibilities*: In cooperation with other sustainable transportation team members and Green Action Centre staff, the Coordinator will have the following duties and responsibilities: *Commuter Challenge & Jack Frost Challenge:* - Develop a work plan based on the timeline and activities of prior years - Confirm and recruit Commuter Challenge Planning Partners and chair the planning meetings - Coordinate and build participation in the Jack Frost Challenge! in February; and recruit and build workplace participation in the Commuter Challenge, including connecting with 300+ participating workplaces - Build and/or maintain relationships with workplace wellness and/or environmental committees and champions - Train Commuter Challenge workplace coordinators - Sponsorship management, both maintaining existing sponsorship relationships, and developing new marketing and partnership opportunities - Reach out to communities outside of Winnipeg in an effort to increase participation in Commuter Challenge and Jack Frost Challenge in other parts of Manitoba - Promote Challenge events, including overseeing print and electronic advertising and securing media coverage - Secure and manage distribution of prizes for participants, including soliciting donations for prizes from local businesses - Work with event firm to help coordinate logistics for Commuter Challenge key event activities, such as the event media launch and the awards luncheon - Update related web pages on Green Action Centre’s website - Work with IT technical support to facilitate smooth functioning of web-based tracking tool for the events, and work to resolve issues arising with workplace registrations and/or individual logging of participation; includes liaise with organizers of the National Commuter Challenge - Maintain participation and event records and prepare reports for funders and sponsors - Manage the project budgets and monitor expenses to ensure budget is on track - Other duties, as assigned *Workplace Commuter Options Program:* - Work with the team to coordinate and deliver workshops, presentations, half-day training sessions and keynote speaker events tailored to workplace ambassadors from a variety of organizations, specifically sustainability, wellness and HR managers; program content focused on Transportation Demand Management (TDM) initiatives, transit tools, bike route planning, site assessment, and behavioral change theory. - Support the promotion of and increased participation in Green Action Centre’s GoManitoba ridematching app, including contests to increase new users and subscribers, and outreach to workplaces to increase workplaces with sub-sites - Assist with the delivery and reporting of employee commuting surveys, working closely with workplace representatives and IT consultant - Staff displays and deliver presentations, including participation in events put on by Bike Week, the Winnipeg Chamber of Commerce, the Downtown BIZ, etc. - Liaise with related workplace committees such as the Downtown BIZ transportation Committee, Workplace Wellness Alliance, City of Winnipeg’s Active Transportation Advisory Committee (ATAC), and Manitoba Network for Healthy Built & Social Environments - Prepare and distribute a follow up survey for Commuter Challenge workplace coordinators, and respond to information requests *Qualifications*: Must be self-motivated, reliable, professional and able to work collaboratively without close supervision. Key qualifications include: - Knowledge of sustainable transportation (green commuting and active transportation) - Experience working collaboratively, specifically with community relations and/or with nonprofits, and in delivering on the ground programs - Experienced in organizing events and creativity in developing ad/media campaigns - Previous experience and skills in media and promotion - Demonstrated ability in public speaking and with presentations and displays - Strong written and verbal communication skills - Experience with project management & budgeting - Tech-savvy with knowledge of WordPress and social media - Above average attentiveness to detail - Strong interpersonal skills, team player - Organized, deadline driven and excellent time management skills - Knowledgeable about Winnipeg and rural/northern Manitoban communities - Experience working with non profits - Able to work independently without close supervision *Term Position*: Starts November 2018 and ends July 15, 2019 with likely extension subject to mutual agreement between the parties and the status of project funding. This position reports directly to the Executive Director. *Remuneration*: $19.75 per hour (35 hrs/wk). A monthly Winnipeg Transit EcoPass is also provided as part of Green Action Centre’s “Active Transportation Benefit” policy. *Deadline*: Resume and cover letter must be received by 4:00 p.m. CDT, October 10, 2018. *To Apply*: Applications will be accepted until the deadline *by e-mail only*. If this opportunity interests you please email your cover letter and resume to info(a)greenactioncentre.ca with “Sustainable Transportation Coordinator” in the subject heading. Please note in your cover letter if you: - Are a graduate from a post-secondary institution within the last three years; and - Are between the ages of 15-30 For more information on Green Action Centre and our programs, please explore our website at www.greenactioncentre.ca. *No phone calls please.* -- *Beth McKechnie* | Workplace Commuter Options <http://greenactioncentre.ca/>Green Action Centre <http://www.greenactioncentre.ca/> <http://greenactioncentre.ca/content/ecocentre-directions-and-travel-options/> 3rd floor, 303 Portage Ave | (204) 925-3777 x102 | Find us here <http://greenactioncentre.ca/content/ecocentre-directions-and-travel-options/> Green Action Centre is your green living hub Support our work by becoming a member <http://greenactioncentre.ca/support/become-a-member/>. Donate at CanadaHelps.org <http://canadahelps.org/> <http://www.gomanitoba.ca>

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WFP Opinion: Reopening Portage and Main would be good for downtown and suburbs (Sep18'18)
by Beth McKechnie 20 Sep '18

20 Sep '18

*Reopening Portage and Main would be good for downtown and suburbs* *by Glen Murray* https://www.winnipegfreepress.com/civicelection2018/ reopening-intersection-good-for-downtown-and-suburbs-493636911.html What does Portage and Main have to be to serve Winnipeg well? Portage and Main is the intersection of Winnipeg’s two most important high streets. It is the very definition of the centre of the city; the crossroads of Winnipeg. What makes a great city is a combination of several factors. The most visible is a vibrant, healthy downtown brimming with businesses and exciting cultural experiences and extraordinarily beautiful historic streetscapes. City streets, especially a city’s high streets, are there for more than moving traffic; in fact, most predate the automobile. Great streets that are essential to a city’s economic success are first platforms for commerce and culture. Transportation systems are there to support these functions that make a street a destination. Streets and streetscapes are major determinants of the strength of a city’s economy, the value of its buildings and ability to attract and retain people and tourism. Downtowns are disproportionately important because most of us form our impression of a city based on the downtown. This core commercial area is very important to the city’s finances, as these properties are a disproportionately large part of the city’s tax base and pay the city a high return, given that they require little infrastructure and occupy a relatively small amount of land. It takes many hectares of suburban residential neighbourhoods to generate the revenues equivalent to a good-sized office building. So these characteristics of design, density and heritage determine the economic health and value of those buildings, which in turn affect the level of revenue they generate for both the building owners and the local municipality. A good urban renewal program grows the tax base and consequently reduces the tax burden on individual taxpayers and businesses. Generally successful urban renewal starts at the shoulder areas of the downtown and works to the centre. In Winnipeg’s case, The Forks, Waterfront Drive, Red River College's downtown campus and the Convention Centre are examples of starting at the periphery before moving toward the centre, Portage and Main. The second critical factor to restoring the economic health of a street or commercial cluster is a highly walkable and pedestrian-friendly environment. In Winnipeg, this was realized in the development and renewal of high-value, well-designed transit and pedestrian friendly corridors. Those projects included the Graham transit mall, the Provencher to Broadway pedestrian corridor, Waterfront Drive, Exchange District streetscaping, the beginning of interior corridors like the enclosed laneway at Red River College, the restoration of historic streetlights and sidewalks on Portage Avenue, and so on. The most critical, and the nexus of the system, was the renewal of the once-famous, now-infamous Portage and Main. There have been several hubs, or nodes, developed in the downtown. The baseball park, Waterfront Drive and the Canadian Museum for Human Rights cluster on the east side; the Centennial Concert Hall and theatre cluster, Red River College and Union Bank Tower on the north side; the Manitoba Hydro tower, Bell-MTS Centre, The Bay, the Winnipeg Art Gallery and its upcoming Inuit Art Centre, the Burton Cummings Theatre, True North Centre, Portage Place, University of Winnipeg’s campus, the Alt Hotel and Mountain Equipment Co-op on the west side; and the Fort Garry historic site, Fort Garry Hotel, the Forks Market and Children’s Museum on the south side. The power of these hubs, or nodes, created by private and public sector collaboration is the impact they have on all the buildings and storefronts between them. The strong street-level connections created by pedestrian traffic between these nodes is essential for retail businesses. This, in turn, builds the tax base to pay for the essential infrastructure to facilitate these connections or nodes and networks. Portage and Main is a critical node and a network in one, the most important synaptic nerve connection in the system. Restoring this intersection’s commercial, cultural and complete transportation functionality is the essential ingredient in the economic renewal of downtown. The debate over opening Portage and Main is tied up in the mistaken idea that one intersection should be or could be responsible for so much of the traffic flow. Before Portage Place cut off north-south traffic, there was a better distribution of traffic along streets such as Edmonton and Kennedy. In fact, improving transit infrastructure and restoring the functionality of the downtown street grid system would solve any marginal traffic issues created in opening up Portage and Main. Most importantly, restoring Portage and Main as the downtown pedestrian connector unlocks and restores the value and increases the income of properties up and down the two high streets. Currently, Portage and Main acts as an artificial border to the downtown and psychological barrier to the east. Opening the intersection to pedestrians will allow the spilling over of culture and commerce to Portage East and will unlock the further potential of our downtown. Finally, if you live in the suburbs and never drive through this intersection, why should it matter? In the 2000/2001 city budget, the growth in commercial assessment in the city turned a two per cent property tax cut for residential ratepayers into a four per cent cut. Turning up the downtown economic engine is building the urban commercial tax base, which in turn reduces the suburban residential tax burden. CentreVenture, the city’s downtown development corporation, has already spun out $600 million in new revenue to the city government from its strategic and restorative investments. While the referendum on Portage and Main is important, it is even more important to do a rigorous study of the economic impacts of a beautiful newly designed intersection versus the dog’s breakfast we now endure. It is time to develop a real strategy to unlock the value of Portage and Main’s potential. So, when you vote on opening Portage and Main, vote yes. You'll be voting to build the tax base and reduce the tax burden. *Glen R. Murray served as mayor of Winnipeg from 1998 to 2004, and before that was the city councillor for Fort Rouge ward for almost a decade. He was elected as a Liberal MPP in the Ontario provincial government in 2010, and served in several senior cabinet roles until his retirement in 2017.*

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WFP: Opening intersection good for economy, business groups say (Sep20'18)
by Beth McKechnie 20 Sep '18

20 Sep '18

Opening intersection good for economy, business groups say https://www.winnipegfreepress.com/civicelection2018/failure- to-open-portage-and-main-will-hurt-city-biz-owners-493766851.html KEY downtown stakeholders are throwing their weight behind the Coalition for Portage and Main, while pushing the message that a failure to reopen the intersection to foot traffic will stifle economic development. This week, two corner properties at the iconic Winnipeg intersection — James Richardson & Sons and Harvard Buildings Inc. — came out in favour of tearing down the barricades. That support was bolstered by ringing endorsements from the Winnipeg Chamber of Commerce and Economic Development Winnipeg. Both organizations said no Winnipegger should make up their mind on this issue without taking into account the opportunity it poses for economic growth. “Opening Portage and Main is the right thing to do. It’s the right thing for economic development. It’s the right thing for the city. We should encourage people to want more. Let’s not be entrenched in what was the best practice in the 1970s — it’s changed,” Dayna Spiring, president and CEO of Economic Development Winnipeg, said on Wednesday. “We need to keep investing in the future. When we stop, we’re not in neutral, we’re in reverse. We have to be looking towards what we can become... I think people should listen to all of the organizations coming out and saying this is the right decision. But I also think they should look inside and ask themselves what kind of city they want to live in.” Portage and Main has been closed to pedestrians since 1979. On Oct. 24, Winnipeggers will be asked about reopening the intersection on the municipal ballot. While the referendum on Portage and Main is non-binding, Mayor Brian Bowman and rival mayoral candidate Jenny Motkaluk — who is considered his main challenger — have both said they’ll respect the outcome. Harvard Buildings managing director Rosanne Hill Blaisdell said her company, which owns the building at 201 Portage Ave. as well as an adjacent empty lot, would like to invest more in the intersection, but its current setup has been a sticking point. “We have an empty lot that is adjacent to our current building and we would love to develop it. I think the single biggest impediment to us moving forward with a vision for development is the fact that people can’t get to it,” Blaisdell said. Her comments were made in a video testimonial filmed at the Coalition for Portage and Main campaign storefront in the underground at 201 Portage Ave. Volunteers have been staffing the storefront from 11 a.m. to 3 p.m. on weekdays in an effort to rally the “yes” vote in advance of the election. “Portage and Main, right now, it’s been left to disrepair. It lacks pedestrian vibrancy and activity. We really believe this corner is an iconic corner and a place that needs to be celebrated, developed and invested in long term. It’s the heart and soul of Winnipeg’s downtown,” Blaisdell said. ryan.thorpe(a)freepress.mb.ca Twitter: @rk_thorpe

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WFP: People first, not cars, says architect (Sep20'18)
by Beth McKechnie 20 Sep '18

20 Sep '18

Reopening Portage and Main dominates conference discussion People first, not cars, says architect https://www.winnipegfreepress.com/civicelection2018/put- people-first-architect-tells-city-planning-conference-493776401.html MAKING cities livable requires planners and developers to focus on people rather than cars and highrise buildings. That was the message from Danish architect Jan Gehl and several others speakers as the city’s business, development and planning communities gathered at a half-day conference hosted by the Winnipeg Chamber of Commerce on Wednesday. Gehl, 82, established an international reputation as a city planner who “pedestrianized” some of world’s major cities, including Moscow and New York City. He incorporated design and planning that removed vehicles from downtown areas and returned public places to pedestrians and cyclists. He is the author of several influential books on planning, including Life Between Buildings; Public Spaces, Public Life; and one of his most recent, Cities For People, which has been published in 31 languages. During a 50-minute talk that was liberally sprinkled with humorous stories from his 60-year career, Gehl explored the evolution of city planning through the 20th century to today. After the Second World War, Gehl said, city planning was dominated by a preoccupation with the automobile and concrete buildings. Planners didn’t consider how people interacted with their surroundings. “The needs of the car became themajor thing,” Gehl said. “I hear the cars in Winnipeg are the most happiest cars in the world because you have three, four, five parking spaces for each car and that’s fantastic. I would love to be a car here.” Gehl was critical of architecture schools and professors who emphasize design and esthetics at the expense of people. “We knew nothing about what effect this had on people and people’s desire to go outside and use public spaces,” he said, telling the audience that he had a professor in architecture school who said, “A good housing area is something which looks good from a freeway. That was my training.” He credited the late city planner Jane Jacobs for sparking a revolution in urban planning by reacquainting planners and architects with the concept of designing streets and buildings for people. The morning session was dominated by advocates in favour of reopening Portage and Main to pedestrians, including architect Brent Bellamy and former Winnipeg mayor Glen Murray. Other speakers talked about suburban and urban development, including Eric Vogan, vice-president at homebuilder Qualico and president of the Urban Development Institute of Manitoba; City of Winnipeg chief planner Braden Smith; Jeannette Montufar, founding partner and CEP of MORR Transportation Consulting; and Hazel Borys, president and CEO of Place Makers, a planning firm with offices in Winnipeg, Calgary and several U.S. cities. Chamber president Loren Remillard said the event was held during the civic election campaign on purpose. “This is the time we should be talking about what kind of city we want to build — not for the next four years, but for the next 40 years,” Remillard said. “Today was all about talking about the big-picture issues. “Winnipeg is no different from any other city,” Remillard said. “Now is the time to ask the question: is Winnipeg for people?” Borys said streets are important, but places and destinations, such as downtown and walkable neighbourhoods, make a community valuable. “They are our cash cow,” Borys said. “I’m not going to be making the argument that we should do away with suburban development — that’s not going to happen in Winnipeg — but I think we need to get clear on the return to the city and how we can level the playing field so that both forms of development are enabled and fully supported.” Borys said urban development projects generate greater value for communities than suburban growth. He pointed out suburban housing costs more than twice as much as the equivalent space in urban areas. “While the suburbs are growing 150 per cent faster than cities in Canada, suburban dwellers pay only half the cost that city dwellers pay for roads” and other services, Borys said. “We simply can’t keep building low return places without having some cash cows downtown and notably distributed through our suburban fabric to up the ante.” aldo.santin(a)freepress.mb.ca -- *Beth McKechnie* | Workplace Commuter Options <http://greenactioncentre.ca/>Green Action Centre <http://www.greenactioncentre.ca/> <http://greenactioncentre.ca/content/ecocentre-directions-and-travel-options/> 3rd floor, 303 Portage Ave | (204) 925-3777 x102 | Find us here <http://greenactioncentre.ca/content/ecocentre-directions-and-travel-options/> Green Action Centre is your green living hub Support our work by becoming a member <http://greenactioncentre.ca/support/become-a-member/>. Donate at CanadaHelps.org <http://canadahelps.org/> <http://www.gomanitoba.ca>

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