- AT-Network - University of Manitoba Mailing Lists

Cinematheque: Marinoni - The Fire in the Frame
by Beth McKechnie 23 Apr '15

23 Apr '15

Marinoni: The Fire In The Frame For cycling fans, his name is nothing less than legendary. In 1964, when he was 25, Giuseppe Marinoni left his native Italy for a bike race. Not only did he get countless Canadians interested in the sport, he went on to become one of the most passionate and trusted bicycle builders in the world. Now 75, the man with “a character of iron and the soul of an angel” is as driven as ever, and plans to break the world record for distance cycled in one hour for his age group, a record held by Eddy Merckx. For 60 days leading up to the event, Tony Girardin documented this intriguing, complete man, who shared not only his own story but those of the people important to him. *Generously sponsored by Natural Cycle* *Now playing at Cinemathque. Check showtimes and buy tickets <https://www.winnipegfilmgroup.com/event/marinoni-the-fire-in-the-frame/2015…>.*

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From: David Wieser
by David Wieser 22 Apr '15

22 Apr '15

Hi at http://vashkot.ru/vacation.php?song=eqp6hfa9m9an7b davidwieser(a)gmail.com Sent from my iPhone

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Jane's Walks strolling into Winnipeg May 2 & 3
by Beth McKechnie 21 Apr '15

21 Apr '15

*** Please share widely – thanks! *** On Saturday May 2 and Sunday May 3, the ninth annual Jane’s Walk is strolling into town. On this weekend, Winnipeggers can choose from a number of guided walks taking place across the city, and presented in an innovative and uniquely neighbourly fashion. Find background on Jane’s Walks <http://greenactioncentre.ca/living-green-living-well/janes-walks-celebrate-…> or go straight to the 2015 Winnipeg listings <http://janeswalk.org/canada/winnipeg/> to plan which walks you’ll take in May 2nd & 3rd. Check back regularly as more walks are being added daily!

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What's our walk-ability? Community discussion April 30th
by Beth McKechnie 20 Apr '15

20 Apr '15

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Complete streets
by Patman, David 20 Apr '15

20 Apr '15

New (April 2015) report - information on evaluating projects. http://www.smartgrowthamerica.org/guides/evaluating-complete-streets-projec… David Patman, P. Eng. Transit Planner Winnipeg Transit | Service Development Division 421 Osborne Street | Winnipeg, Manitoba R3L 2A2 P: 204-986-5737 | dpatman(a)winnipeg.ca<mailto:dpatman@winnipeg.ca>

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Fwd: [transp-tdm] CUTR webcasts now on YouTube
by Beth McKechnie 17 Apr '15

17 Apr '15

Hello everyone, In case you have an hour to fill (cause we all have so much unallocated time), here's a whole list of webinar recordings now available on YouTube that maybe of interest from the Centre for Urban Transportation Research (CUTR) at the University of South Florida. enjoy, Beth ---------- Forwarded message ---------- From: Winters, Phil <winters(a)cutr.usf.edu> Date: Fri, Apr 17, 2015 at 2:47 PM Subject: [transp-tdm] CUTR webcasts now on YouTube To: Transp-tdm <transp-tdm(a)lists.cutr.usf.edu> Okay – we may not rival Netflix but we have moved our 75+ CUTR Webcast recordings to the CUTR YouTube channel! We hope you will visit https://www.youtube.com/user/NCTRCUTR to view these approximately 1-hour webinar recordings. Sorry but popcorn is not included. The full video playlist can be found at https://www.youtube.com/playlist?list=PLD9B44DA087CA569E or check the list below: 1. A Qualitative Analysis of Bus Simulator Training on Transit Incidents 2. A Tool for Assessing the Economic Impacts of Spending on Public Transit 3. Access Management - Best Practices for Local Governments 4. Airport Cooperative Research Program 5. Airport Leadership Development Program 6. Alternative Fuels and Public Transportation Evaluating the Economic Impacts of Transportation 7. An Assessment of Public Transportation Markets Using NHTS Data 8. Attracting and Securing Airline Service 9. Best Practices in Bus Dispatch 10. Bicycle Sharing Program Development 11. Carpooling Without the Car - Walking School Bus and Bicycle Train Program 12. Collaboration between Universities and Cities to Create Sustainable Communities 13. Cost-Benefit Analysis of Rural and Small Urban Transit 14. Developing an Application to Measure Public Involvement 15. Development of Pinellas County Roadway Jurisdiction Policy 16. Evaluating the Impacts of Real-Time Transit Information in Tampa and Atlanta 17. Evaluation of Camera-Based Systems to Reduce Transit Bus Side Collisions 18. Evaluation of Rear-end Collisions and Identification of Possible Solutions 19. Expanding Commuter Options and Reducing GHG Emissions with Workplace Plug-in Vehicle Charging 20. Five Ways to Mitigate Substance Abuse in the Transportation Workplace 21. Flooded Bus Barns and Buckled Rails - Public Transportation and Climate Change Adaptation 22. Freight - Challenging the Role of Public Sector Transportation Officials 23. How to Develop a Transit Development Plan (TDP) and Why? 24. Human Transit - Tools for Clarifying Transit Debates 25. Improving Bus Transit Safety through Rewards and Discipline 26. Internal Trip Capture for Mixed-use Developments 27. Introduction to Airport Economics 28. Investigation of the Feasibility of Toll and Transit Agency Equity Sharing 29. Location Aware Technology 30. Mapping the Structure of Work in Public Transportation 31. Mobility Planning Strategies and Concepts 32. Motorcycle Crash Hot Spot Analysis for Ten High Priority Florida Counties 33. Motorcycle Crash Trends in Florida 34. Motorcycle Violations Checklist 35. Motorcyclist Attitudes and Behaviors in Florida 36. Moving Ahead for Progress in the 21st Century Act (MAP-21) from a Public Transportation Perspective 37. Moving the Bus Safely Back Into Traffic 38. National Transit Livability Performance Measures – Challenges and Opportunities 39. Observational Survey of Motorcyclist Behaviors 40. OneBusAway Multi-region – Rapidly Expanding Mobile Transit Apps to New Cities 41. Open Transit Data - A Developer's Perspective 42. Organizational Structure of MPOs 43. Pedestrian/Bicyclist Warning Devices and Signs at Highway-Rail and Pathway-Rail Grade Crossings 44. Planning for Changing Travel Behavior 45. Potential Impacts of Federal Health Care Reform on Public Transit 46. Practices to Protect Bus Operators from Passenger Assaults 47. Recent Developments in Cost-Effective Multimodal Trip Planners 48. Regional Transit GIS Architecture and Data Model Project 49. Shared Bicycle/Bus Lanes 50. Survive the Ride - Motorcycle Safety 51. Sustainability Metrics & Mapping Tool for Environmental Assessment of Rail Infrastructure in IL 52. TCRP Report: Maintaining Transit Effectiveness Under Tight Fiscal Constraints 53. The American Community Survey (ACS) Statistical Analyzer 54. The Impact of Implementing a Contactless Smart Card System on Miami Dade Transit and its Customers 55. The Implementation and Outcomes of Fare-Free Public Transit 56. The Who and What: Bus Rapid Transit Riders and Systems in the U.S. 57. Toward zero deaths: Who needs to do the heavy lifting? (Motorcycle Crash Trend in Florida) 58. Tracking Costs of Alternatively Fueled Buses in Florida 59. Tracking Costs of Alternatively Fueled Buses in Florida Phase II 60. Transit Boardings Estimation and Simulation Tool (TBEST) 61. Transit GIS Clearinghouse 62. Transit Improvements from the Urban Partnership Agreement Program - What Have We Seen So Far? 63. Transit, Technology, and Public Participation 64. Trends in Travel Behavior 65. Trends in Travel Behavior - Update 66. TriMet’s Customer Service Modules & OTP Analyst Extension using OpenTripPlanner 67. Trip Reduction Impacts for Mobility Management Strategies 68. University Campuses as Leaders in the Shift Away from Driving 69. Using Audience Response to Measure Pedestrian Education Efforts 70. Value Capture Coordination Best Practices and Case Studies for Transit Capital Projects 71. Vehicle Assist and Automation Technologies in Bus Revenue Service 72. Veteran Mobility in Small Urban and Rural Areas 73. Visionary Student Concepts for Florida’s Future Corridors 74. Volunteer Transportation - A Generosity-Based Solution to Our Mobility Challenges 75. Walk Wise - A Grassroots Pedestrian Safety Campaign 76. Web-based Trip Planner Options for Transit Agencies 77. What We Do and Don’t Know About Vehicle Miles of Travel Trends You can also subscribe to the channel. Phil Philip L. Winters Director, TDM Program Center for Urban Transportation Research University of South Florida 4202 E. Fowler Ave., CUT100 Tampa, FL 33620-5375 813.974.9811 813.974.5168 fax winters(a)cutr.usf.edu www.cutr.usf.edu Best Workplaces for Commuters – www.bestworkplaces.org ------------------------------ If you wish to reply to everyone, please add transp-tdm(a)lists.cutr.usf.edu in the "TO" field of your email. Otherwise, only the author of the original message will see your reply. To unsubscribe from a list, send an email message to leave-transp-tdm(a)lists.cutr.usf.edu. To subscribe, please go to www.nctr.usf.edu/clearinghouse/connections.htm TRANSP-TDM listserv is provided as a service to the TDM community by the National TDM and Telework Clearinghouse (www.nctr.usf.edu/clearinghouse). The Clearinghouse is part of the National Center for Transit Research located at the Center for Urban Transportation Research at the University of South Florida. -- *Beth McKechnie* | Workplace Commuter Options <http://greenactioncentre.ca/>Green Action Centre <http://www.greenactioncentre.ca/> <http://greenactioncentre.ca/content/ecocentre-directions-and-travel-options/> 3rd floor, 303 Portage Ave | (204) 925-3772 | Find us here <http://greenactioncentre.ca/content/ecocentre-directions-and-travel-options/> Green Action Centre is your non-profit hub for greener living. Support our work by becoming a member <http://greenactioncentre.ca/support/become-a-member/>. Donate at CanadaHelps.org <http://canadahelps.org/> <http://canadahelps.org/>

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Cycling to school data collection and visualization
by Patman, David 14 Apr '15

14 Apr '15

Neat: http://mobilitylab.org/2015/04/13/school-bicycling-safety-in-alexandria-vir… David Patman, P. Eng. Transit Planner Winnipeg Transit Service Development Division P: 204-986-5737<tel:204-986-5737> dpatman(a)winnipeg.ca<mailto:dpatman@winnipeg.ca> Sent using iPhone

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Children's mobility and independence: North America vs the Netherlands
by Beth McKechnie 14 Apr '15

14 Apr '15

Compelling difference between NA and the Netherlands experience with children and mobility (no surprise, I know!) . While a family in the U.S. has their children apprehended because they were allowed to walk to a park less than 1km from their home, children in Utrecht are taught about cycling, walking and motorized vehicles in a 'traffic garden' (watch 3 min Streetfilms video <https://vimeo.com/31545084>.) A speaker in the Utrecht video notes that it is important because at age 10 or 11, children there will start biking across the city. That's the same age as the older child in the U.S. family that isn't allowed to let their children walk 1km to the park in their own neighbourhood. Sigh. * * * * * 'Free-range' parenting under the gunAgency seizes kids walking home alone By: Amanda Lee Myers http://www.winnipegfreepress.com/world/free-range-parenting-under-the-gun-2… SILVER SPRING, Md. -- Two suburban Washington, D.C., parents are under scrutiny again for letting their six- and 10-year-old children play in a park and walk home alone in a case that has stirred debate about "free-range" parenting and government powers. For the second time in four months, police on Sunday picked up the children of Danielle and Alexander Meitiv as they were walking home alone from a park that's just over a kilometre from their house. This time, instead of bringing the children home, police took them directly to Child Protective Services. "It's beyond ridiculous," Danielle Meitiv said Monday. "The world is safer today, and yet we imprison our children inside and wonder why they're obese and have no focus." The Meitivs, who live 9.6 kilometres from Washington in Silver Spring, Md., believe in "free-range" parenting, which includes allowing their children to play and walk alone in the neighbourhood to teach them self-reliance and responsibility. Child Protective Services first began investigating the couple in December after police stopped the children midway through a 1.6-km walk home from a different park after responding to a call from a concerned citizen. Police drove the children home but called Child Protective Services. The Meitivs were notified in a February letter they had been found responsible for "unsubstantiated neglect," a ruling that's made when there's some information supporting child neglect, seemingly credible reports disagree or there isn't enough information for a conclusion. The Meitivs continued allowing their children some independence until Sunday, when the couple dropped the kids off at a park so they could play after a six-hour drive back from upstate New York, telling them to be home by 6 p.m. Danielle Meitiv said she and her husband began worrying when the kids weren't home by 6:30. Child Protective Services didn't call them until 8 p.m. to say the children were in their custody. Police had picked them up on the walk home after another concerned citizen called. In a news release Monday, the Montgomery County Police Department said the officer who responded to the call saw a homeless man "eyeing" the children. Capt. Paul Starks, a department spokesman, couldn't immediately elaborate on whether the homeless man was considered a serious threat. Starks said the children were turned over to Child Protective Services at the agency's request. The Meitivs were able to get their children back from Child Protective Services around 10:30 p.m. Similar to December's incident, Danielle Meitiv said the couple had to sign a temporary safety plan saying their children would be supervised at all times until a followup visit. "This morning, my daughter wanted to go play in the yard and I couldn't let her out because I was making breakfast," Danielle Meitiv said. "Are they prisoners? She's six and she's not allowed to play in the yard?" The case has drawn international media coverage, and Danielle Meitiv said the couple have heard from people all over the world. The majority have been supportive, Meitiv said, but some have expressed outrage at the couple's parenting style. Starks said police and Child Protective Services were conducting a joint investigation of the Meitivs for possible child-neglect allegations. Once that is finished, a decision will be made about whether any charges will be filed against the couple, he said. Child Protective Services said the agency is prohibited from discussing specific cases. In the meantime, Danielle Meitiv said she won't leave her children unsupervised until she and her husband are cleared. "Child Protective Services has succeeded in making me terrified of letting my children out," she said. "Nothing that has happened so far has convinced me that children don't need independence and freedom, except that they'll be harassed by police and CPS." -- The Associated Press Republished from the Winnipeg Free Press print edition April 14, 2015 A6

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[At-network] AT Webinar: Exploring Vision Zero, Wed, Apr.15th, 2-3pm, EcoCentre
by Beth McKechnie 13 Apr '15

13 Apr '15

Green Action Centre and Bike Winnipeg invite you to join us for a local viewing of the APBP webinar: *Exploring Vision Zero: Legal Rights and Issues for Pedestrians and Cyclists**. * The webinar viewing takes place in the EcoCentre boardroom (3rd floor, 303 Portage Ave) and will be followed by group discussion of local applications. RSVPs appreciated but not necessary. Hope to see you then! cheers, Beth ** * * * ** Exploring Vision Zero: Legal Rights and Issues for Pedestrians and Cyclists *Wednesday, Apr. 15th, 2-3pm, EcoCentre <http://greenactioncentre.ca/content/ecocentre-directions-and-travel-options/> Boardroom* *Key learning objectives*: 1. Understand the background and focus of the Vision Zero concept, and how laws relating to vulnerable road users relate to this concept 2. Identify strategies for implementing a Vision Zero plan 3. Recognize ways to improve laws that protect pedestrians and cyclists *Description:* Traffic laws that ensure the safety and fair treatment of pedestrians and cyclists vary widely from state to state, and within states. Is there a better alternative? Vision Zero uses one simple idea to reframe the issue of legal rights for vulnerable users: all citizens have the right to safe mobility—on a par with the right to clean air or safe drinking water. The Vision Zero approach to mobility prioritizes safety and presumes that traffic fatalities are preventable; the focus is on changing transportation culture. APBP’s next two webinars (April 15 and May 20) explore Vision Zero and how communities have begun to rethink engineering, education and enforcement to promote behavioral change. Presenters will discuss the origins of Vision Zero, the implications of Vision Zero for equity, key factors in implementation, and the roles of advocacy groups and law enforcement. The City of Seattle’s Vision Zero plan provides an example of a plan that integrates policy, regulations, street design and law enforcement to achieve a visionary goal of ending traffic deaths and serious injuries by 2030. The webinar concludes with a discussion of ways to clarify and improve laws and regulations that protect vulnerable road users. *Presenters*: - Dongho Chang, PE, PTOE, City Traffic Engineer, City of Seattle - Arthur Ross, Pedestrian-Bicycle Coordinator, City of Madison - Heather Strassberger, AICP, Project Manager, WalkBoston

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WFP: The sneaky parking-lot plot - Hydro proposal for Notre Dame Avenue ill-conceived (Apr.13'15)
by Beth McKechnie 13 Apr '15

13 Apr '15

The sneaky parking-lot plotHydro proposal for Notre Dame Avenue ill-conceived ON ARCHITECTUREBy: Brent Bellamy http://www.winnipegfreepress.com/business/the-sneaky-parking-lot-plot-29952… IN the past decade, downtown has experienced development and renewal. To keep up with increasing electrical demand and serve this growth, Manitoba Hydro will soon begin construction on a new $62-million substation downtown. It will be located on a large parking lot at the corner of Adelaide Street and Notre Dame Avenue, previously owned by nearby Calvary Temple. As part of the transaction to secure the property, Hydro agreed to replace the church parking by co-ordinating the purchase of an adjacent 40-stall lot with the intent of demolishing four commercial buildings along Notre Dame to make room for another 35 cars. An application to the city for a demolition permit has not yet been submitted, but intentions to do so have been made public. An important obstacle facing this scheme is that demolition to create surface parking as a primary use on a downtown property is no longer permitted. Building demolition is only allowed with proof that an appropriate redevelopment plan is forthcoming. The negative effect surface parking lots have on urban areas is well recognized across North America, and these restrictions in Winnipeg have been put in place to begin the long process of reversing their blight on our city. It is staggering to consider that almost one-quarter of Winnipeg's downtown is devoted to surface parking. The most significant reason they are so detrimental to urban areas is that they degrade the pedestrian experience, which has a cascading effect on the economic and physical health of the city. Unlike suburban businesses that cater to the automobile, commerce downtown relies on a volume of foot traffic for its success. Large swaths of asphalt parking reduce the density of a neighbourhood and in turn the intensity of that pedestrian traffic, hurting the economic vitality of the area. Buildings constructed to the sidewalk improve the pedestrian experience by creating a continuous edge that provides shelter, increased retail density and activity, greater visual interest and connection to interior spaces. This edge encloses the peripheral expanse of a street, which intuitively slows vehicular traffic, heightening pedestrian comfort and security. Surface parking also increases the perception of crime in a downtown. Building density and increased sidewalk traffic is a self-policing deterrent to criminal activity. Crime is attracted to secluded open spaces such as parking lots, and without feeling connected to adjacent buildings as a pedestrian, the perception of safety decreases as one's feeling of isolation increases. Every Winnipeg mayor since Glen Murray has recognized the negative effect of surface parking on downtown and each has campaigned on promises to reduce their numbers. Former mayor Sam Katz referred to them as "magnets for crime" and Mayor Brian Bowman along with Premier Selinger, who himself made anti-parking-lot pledges, recently announced an important new residential grant program that targets development on open lots. For initiatives such as this to be successful long-term, it's crucial we maintain consistent values and uphold these goals and ideals in all instances. The demolition application for the Notre Dame properties will likely make the argument the overall amount of surface parking will not increase because the substation will rise on a lot across the street. This may be technically true, but if impact on the neighbourhood is the measure of a project's value, the parking-lot trade is not an even one. A building is not merely the inverse of a parking lot. The opportunity it provides and its interaction with the street are what create relative value for the neighbourhood. Many people will look at these four buildings and decide they are small, old and of no real worth, but these types of buildings are vital for establishing healthy and economically prosperous urban neighbourhoods. The high rents required to make new construction viable in Winnipeg generally prevent local or small business from affording space in new buildings. Redevelopment of older structures such as these can provide lower-cost opportunities for small-scale commerce, promoting a diversity and entrepreneurship that is the backbone of a neighbourhood's economy. The West End has seen a renaissance, transforming itself into one of the most vibrant and diverse neighbourhoods in the city, fuelled by a proliferation of small, unique, family-owned businesses that have found success in the low-cost model offered by the older buildings in the area. Located on a busy thoroughfare between Central Park and the West End, the Notre Dame buildings are perfectly situated to provide opportunity for the area's population, many of whom are new immigrants or migrants from rural areas searching for an independent livelihood. The restaurants, corner stores, retail shops and services that build a strong, vibrant community can only find a home in these types of small, older structures. With three unique storefronts, low commercial rents and small flexible spaces, the Notre Dame buildings can be a catalyst in furthering the neighbourhood's transformation by enabling this fine-grain commercial growth. Startup companies, arts groups and non-profit incubator organizations have also found success in these types of buildings. Winnipeg's new Innovation Alley, directly adjacent to the Notre Dame properties is a celebrated collection of creative industries that could only have happened in the low-rent spaces of older buildings. Manitoba Hydro is making a significant contribution to downtown Winnipeg by constructing its new substation. Calvary Temple has been an important and positive presence in the city centre for several decades. There is a strong will from both partners to be good neighbours and to do what is best for the community. The Central Park and West End neighbourhoods deserve more than a parking-lot trade and the status quo. They deserve a project that improves the safety, economic opportunity and sense of pride for everyone who lives in those communities. If a provincial Crown corporation is allowed to co-ordinate the creation of a new surface parking lot on one of downtown's main commercial streets, the precedent will be difficult to defend when private building owners hope to follow suit and cash in on the reduced property taxes, low maintenance costs and easy profits surface parking can provide. Reducing the four unassuming buildings on Notre Dame to rubble would represent a lost opportunity to make positive change in a sensitive inner-city neighbourhood. It is not too late to reconsider the need for those 35 parking stalls and find a solution that is a win for Manitoba Hydro, for Calvary Temple and for everyone in the community. Brent Bellamy is senior design architect for Number Ten Architectural Group. bbellamy(a)numberten.com Republished from the Winnipeg Free Press print edition April 13, 2015 B3 -- *Beth McKechnie* | Workplace Commuter Options <http://greenactioncentre.ca/>Green Action Centre <http://www.greenactioncentre.ca/> <http://greenactioncentre.ca/content/ecocentre-directions-and-travel-options/> 3rd floor, 303 Portage Ave | (204) 925-3772 | Find us here <http://greenactioncentre.ca/content/ecocentre-directions-and-travel-options/> Green Action Centre is your non-profit hub for greener living. Support our work by becoming a member <http://greenactioncentre.ca/support/become-a-member/>. Donate at CanadaHelps.org <http://canadahelps.org/> <http://canadahelps.org/>

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Wpg Sun: Portage and Main study moves forward (Apr.10'15)
by Beth McKechnie 12 Apr '15

12 Apr '15

Portage and Main study moves forward By Joyanne Pursaga <http://www.winnipegsun.com/joyannepursaga>, Winnipeg Sun First posted: Friday, April 10, 2015 03:17 PM CDT http://www.winnipegsun.com/2015/04/10/portage-and-main-study-moves-forward A city committee has taken a step to ensure pedestrian access at Portage Avenue and Main Street continues well beyond the occasional hockey celebration. Coun. Jenny Gerbasi (Fort Rouge-East Fort Garry) said the fact fans flocked to the iconic intersection Thursday night to celebrate the Winnipeg Jets' playoff berth highlights its significance. "People went down to Portage and Main to celebrate, which, I think, shows you that even when you close something for 35 years, people will not forget that's a place for people," said Gerbasi. Winnipeg's most famous intersection is closed to foot traffic due to a 40-year agreement with property owners of an underground shopping mall at the site. But that contract expires in 2019 and Mayor Brian Bowman has pledged to re-open the intersection to pedestrians. The downtown development motion would direct city staff to lay out guidelines for a full traffic study and determine any other steps needed to allow the change. It still requires full council approval. The committee also received confidential legal advice on the matter, which didn't appear to impede further work toward the alteration. "We didn't hear anything that would cause us to stop a study," said Coun. Brian Mayes (St. Vital), the committee's chair. Coun. Jeff Browaty (North Kildonan) cast the sole opposing vote to the motion, fearing it would cause traffic woes. "Certain parts of our traffic network, key arterial routes, go through our downtown and I think opening it up to pedestrians would be a detriment to that flow," said Browaty. joyanne.pursaga(a)sunmedia.ca

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Paris wants to become world capital of cycling
by Beth McKechnie 09 Apr '15

09 Apr '15

A little something to drool over – €150 million investment for everything from dedicated bike highways to bike parking and 30km speed limits throughout the city (and only 50km on major roads). While Copenhagen and Amsterdam probably don't have to worry about losing the title of world cycling capital, it should certainly help with the smog problems in Paris. Lots more details on the bike plan provided in this link for French speakers. - cheers, Beth https://wehicles.com/news/un-nouveau-plan-velo-ambitieux-pour-paris-1504034… * * * * * Now Paris Wants to Become the 'World Capital of Cycling' Lower speed limits, subsidies and loads more bike lanes are all forthcoming. Will it be enough? - FEARGUS O'SULLIVAN <http://www.citylab.com/authors/feargus-osullivan/> - @FeargusOSull <https://twitter.com/intent/user?screen_name=FeargusOSull> - Apr 6, 2015 http://www.citylab.com/commute/2015/04/now-paris-wants-to-become-the-world-… Paris is destined to become the “world capital of cycling,” or at least, that's the grand ambition declared recently <http://www.lefigaro.fr/actualite-france/2015/04/03/01016-20150403ARTFIG0027…> by Paris City Hall. While Amsterdam and Copenhagen may not be sweating it just yet, the French capital is indeed taking bicycle transportation more seriously than ever before. To underscore that effort, the city has just announced a €150 million ($164.5 million) program over the next five years that aims to make Paris far easier, safer and more attractive for cyclists. At the heart of the project are plans to double the city's bike lanes. Between now and 2020, Paris will add 80 kilometers (roughly 50 miles) of new, improved routes. The crown jewels of this new network will be a grid of five bike highways <http://s3.lprs1.fr/images/2015/04/01/4657497_f1a04caa-d8a3-11e4-be07-001517…> that will be bi-directional and almost entirely protected from automobile traffic by barriers. Three of the new lanes will be axial—two bisecting the city north to south and one east to west—while a further two will follow the banks of the River Seine as closely as possible. Quite apart from their value for commuters, the tourist potential for these alone is huge. Visitors on rental bikes will soon be able to amble down the Champs-Élysées and along the Seine Quays without braving traffic. The overhaul isn’t just sticking to tourist spots, however. Paris will also focus on overcoming obstacles that hamper cyclists from crossing the *Boulevard Périphérique* beltway. Separating the city core from its suburbs, routes across this barrier will be smoothed, easing the transition through Paris’s traffic-filled, potentially dangerous “city gates <http://en.wikipedia.org/wiki/City_gates_of_Paris>.” And off the express network, things should get easier too. Junctions with traffic lights will be equipped with 7,000 new alternative corner crossings that allow cyclists to turn without waiting for lights to turn green. Where these are not in place, cyclists will benefit from priority at all lights. People who ride bicycles in Paris should also stand to benefit from an ongoing plan to cut the citywide speed limit to 30 kilometers (18 miles) per hour, with only major roads rising to 50 kilometers (30 miles). And finally, when they arrive at their destination, cyclists will have more places to put their bikes, as Paris will fund 10,000 new parking spots for bicycles. Improved infrastructure is great, but it won’t mean much without lots more cyclists to use it. Paris is clearly aware of this. In a bid to coax bike riders onto the road who don’t necessarily want to arrive at their destination sweaty, the city is also providing financial help for electric bike purchases. Parisians can now get reimbursed <http://www.paris.fr/pratique/deplacements-voirie/dossier/velo-a-assistance-…> for 33 percent of the cost of an electric bike, with the upper cap set at €400. These are radical, healthy changes indeed, but they won’t make Paris a cyclist’s paradise overnight. The new plan’s ambitions to get 15 percent of Parisians commuting on bikes by 2020 still sets it target far below matching the 43 percent of Amsterdammers who already do <http://www.citylab.com/commute/2015/02/amsterdam-has-officially-run-out-of-…>. Paris transit and public space secretary Christophe Najdovski acknowledges Paris still has a long climb ahead of it. “It’s a long-haul job,” he says. “The Netherlands has been working on it since the ‘70s. We’ve got a lot of work to do to reach their stage, but we’re optimistic.”

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

08 Apr '15

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

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

08 Apr '15

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

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

08 Apr '15

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

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

07 Apr '15

Interesting article and study on common crash situations, and the idea of adding bicycle detection to cars: *http://www.iihs.org/iihs/sr/statusreport/article/50/3/3 <http://www.iihs.org/iihs/sr/statusreport/article/50/3/3>* ...So far most efforts to improve bicyclist safety have focused on infrastructure. Cities have added bike lanes and cycle tracks and have delineated bike boxes at intersections to give bicyclists their own space to wait for a light to change. In many cases, safety was found to improve after such changes (see "Sharing the road: Communities try new ways to improve bicyclist safety <http://www.iihs.org/iihs/sr/statusreport/article/48/1/1>," Jan. 24, 2013). But even with improved infrastructure, it would be impossible to eliminate all conflicts between vehicles and bicycles. That's why it's important to incorporate bicyclist detection into front crash prevention systems. ... A handful of automakers are already adding bicyclist detection to their crash avoidance systems. Volvo and Subaru say their optional forward collision warning and automatic braking systems recognize bicyclists as well as pedestrians. BMW's Night Vision is designed to detect bicyclists, pedestrians and large animals in the dark and highlight them on a display, issuing an audible warning if necessary. All these systems have certain limitations, and it's not clear what percentage of bike crashes they actually prevent or mitigate. cheers, Beth -- *Beth McKechnie* | Workplace Commuter Options <http://greenactioncentre.ca/>Green Action Centre <http://www.greenactioncentre.ca/> <http://greenactioncentre.ca/content/ecocentre-directions-and-travel-options/> 3rd floor, 303 Portage Ave | (204) 925-3772 | Find us here <http://greenactioncentre.ca/content/ecocentre-directions-and-travel-options/> Green Action Centre is your non-profit hub for greener living. Support our work by becoming a member <http://greenactioncentre.ca/support/become-a-member/>. Donate at CanadaHelps.org <http://canadahelps.org/> <http://canadahelps.org/>

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Peer to peer bike share
by tjzdan50＠gmail.com 06 Apr '15

06 Apr '15

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

01 Apr '15

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

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

01 Apr '15

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

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

28 Mar '15

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

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

28 Mar '15

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

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

27 Mar '15

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

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

24 Mar '15

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

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

24 Mar '15

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

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

22 Mar '15

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

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

18 Mar '15

Hi everyone, Thought others – beyond those who attended today's APBP webinar on Pedestrian and Bicycle Counting Programs – might be interested in the attached slides and additional links and info. cheers, Beth -- *Beth McKechnie* | Workplace Commuter Options <http://greenactioncentre.ca/>Green Action Centre <http://www.greenactioncentre.ca/> <http://greenactioncentre.ca/content/ecocentre-directions-and-travel-options/> 3rd floor, 303 Portage Ave | (204) 925-3772 | Find us here <http://greenactioncentre.ca/content/ecocentre-directions-and-travel-options/> Green Action Centre is your non-profit hub for greener living. Support our work by becoming a member <http://greenactioncentre.ca/support/become-a-member/>. Donate at CanadaHelps.org <http://canadahelps.org/> <http://canadahelps.org/>

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WFP Herald: Browaty stirs up emotions with "bike tunnel" ad (Mar.16'15)
by Beth McKechnie 18 Mar '15

18 Mar '15

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

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

17 Mar '15

*Friendly reminder about tomorrow's webinar...* Green Action Centre and Bike Winnipeg invite you to join us for a local viewing of the following APBP webinar: *Pedestrian and Bicycle Counting Programs. * Interesting to see that the presenters include a couple of Canadians (from Ottawa and Montreal). The webinar viewing takes place in the EcoCentre boardroom (3rd floor, 303 Portage Ave) and will be followed by group discussion of local applications. RSVPs appreciated but not necessary. Hope to see you then! cheers, Beth ** * * * ** Pedestrian and Bicycle Counting Programs *Wednesday, Mar. 18th, 2-3:30pm, EcoCentre <http://greenactioncentre.ca/content/ecocentre-directions-and-travel-options/> Boardroom* Key learning objectives: 1. Review state of the practice for bicycle and pedestrian data collection, with reference to NCHRP Report 797 2. Recognize the elements of effective bicycle and pedestrian counting programs 3. Understand the methodology and policy implications of Ottawa’s bicycle count program 4. Explore the Trail Modeling and Assessment Platform (T-MAP) *Description*: Consistent and standardized data collection techniques are the building blocks for establishing reliable performance measures to document usage, need, and return on investment in bicycle and pedestrian facilities. This 90-minute webinar provides practitioners with a comprehensive introduction to concepts, examples of current practice, and discussion of policy implications of data collection programs. The session agenda includes: - An overview of NCHRP Report 797: Guidebook on Pedestrian and Bicycle Volume Data Collection and the state of the practice - A case study from the City of Ottawa that describes a methodology for measuring trends accurately over the long term and developing correction factors for short-term or seasonal influences - Guidelines for setting up a robust counting program, with reference to the 2013 FHWA Traffic Monitoring Guide; including techniques for estimating Annual Average Daily Bicyclists and Pedestrians (AADB / AADP) - An explanation of the Trail Modeling and Assessment Platform (T-MAP), the Rails-to-Trails Conservancy’s new tool to measure and model trail use for project prioritization and impact assessment. *Presenters*: - Tony Hull - Zlatko Krstlic, P. Eng., Transportation Planner, City of Ottawa - Tracy Hadden Loh, Ph.D., Director of Research, Rails-to-Trails Conservancy - Luis F. Miranda-Moren, Ph.D., Associate Professor, McGill University - Krista Nordback, Ph.D., P.E., Postdoctoral Research Associate, TREC, Portland State University

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

14 Mar '15

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

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

14 Mar '15

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

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

14 Mar '15

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

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

13 Mar '15

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

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

13 Mar '15

Green Action Centre and Bike Winnipeg invite you to join us for a local viewing of the following webinars (details on each follow below): *1) Bicycle Friendly Communities (Tools of Change <http://webinars.cullbridge.com/>) - Tues, Mar 17th, 11am-noon* *2) Pedestrian and Bicycle Counting Programs (APBP <http://www.apbp.org/>) - Wed, Mar 18th, 2-3:30pm* These webinar viewings take place in the *EcoCentre <http://greenactioncentre.ca/content/ecocentre-directions-and-travel-options/>* boardroom (3rd floor, 303 Portage Ave) and will be followed by group discussion of local applications. RSVPs appreciated but not necessary. Hope to see you then! cheers, Beth * * * * * 1) Bicycle Friendly Communities *Tuesday, Mar. 17th, 11am-Noon, EcoCentre <http://greenactioncentre.ca/content/ecocentre-directions-and-travel-options/> Boardroom* The BFC Program is a positive, upstream, results-oriented program designed to get municipal decision makers thinking about how all of their programs around cycling work complementary to one another, and how those programs can be synergistically improved. It provides recognition for the hard work done by municipal staff, the leadership displayed by municipal politicians and the partnerships developed with local cycling organizations. It gives communities that apply both a measure of where they are and a roadmap into the future, using a feedback system that has been developed and refined with input from stakeholders from all areas of transportation issues. *Presented by:* Justin Jones, Manager, Bicycle Friendly Communities, Share the Road Cycling Coalition (Canada), and Bill Nesper, Manager, Bicycle Friendly Communities, League of American Bicyclists (USA) 2) Pedestrian and Bicycle Counting Programs *Wednesday, Mar. 18th, 2-3:30pm, EcoCentre <http://greenactioncentre.ca/content/ecocentre-directions-and-travel-options/> Boardroom* Key learning objectives: 1. Review state of the practice for bicycle and pedestrian data collection, with reference to NCHRP Report 797 2. Recognize the elements of effective bicycle and pedestrian counting programs 3. Understand the methodology and policy implications of Ottawa’s bicycle count program 4. Explore the Trail Modeling and Assessment Platform (T-MAP) *Description*: Consistent and standardized data collection techniques are the building blocks for establishing reliable performance measures to document usage, need, and return on investment in bicycle and pedestrian facilities. This 90-minute webinar provides practitioners with a comprehensive introduction to concepts, examples of current practice, and discussion of policy implications of data collection programs. The session agenda includes: - An overview of NCHRP Report 797: Guidebook on Pedestrian and Bicycle Volume Data Collection and the state of the practice - A case study from the City of Ottawa that describes a methodology for measuring trends accurately over the long term and developing correction factors for short-term or seasonal influences - Guidelines for setting up a robust counting program, with reference to the 2013 FHWA Traffic Monitoring Guide; including techniques for estimating Annual Average Daily Bicyclists and Pedestrians (AADB / AADP) - An explanation of the Trail Modeling and Assessment Platform (T-MAP), the Rails-to-Trails Conservancy’s new tool to measure and model trail use for project prioritization and impact assessment. *Presenters*: - Tony Hull - Zlatko Krstlic, P. Eng., Transportation Planner, City of Ottawa - Tracy Hadden Loh, Ph.D., Director of Research, Rails-to-Trails Conservancy - Luis F. Miranda-Moren, Ph.D., Associate Professor, McGill University - Krista Nordback, Ph.D., P.E., Postdoctoral Research Associate, TREC, Portland State University -- *Beth McKechnie* | Workplace Commuter Options <http://greenactioncentre.ca/>Green Action Centre <http://www.greenactioncentre.ca/> <http://greenactioncentre.ca/content/ecocentre-directions-and-travel-options/> 3rd floor, 303 Portage Ave | (204) 925-3772 | Find us here <http://greenactioncentre.ca/content/ecocentre-directions-and-travel-options/> Green Action Centre is your non-profit hub for greener living. Support our work by becoming a member <http://greenactioncentre.ca/support/become-a-member/>. Donate at CanadaHelps.org <http://canadahelps.org/> <http://canadahelps.org/>

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Survey identifies obstacles for 'interested but concerned' group
by Beth McKechnie 13 Mar '15

13 Mar '15

A new national survey in the US interviewed 9,376 adults who would like to bike more but are being held back for various reasons ("interested but concerned" group). http://www.peopleforbikes.org/blog/entry/here-are-the-first-ever-national-f… Here are 5 highlights (though it's worth checking into the details): 1. One-third of people who want to bike more are dissatisfied with existing bike infrastructure. 2. Bicycle ownership is a major barrier to riding, especially among poorer households. 3. Fear of being personally targeted is a major barrier to riders of colour. 4. The western US is much better at the bike + transit combo. 5. Every single demographic group wants protected bike lanes. Each of these sound pretty applicable to Winnipeg as well. cheers, Beth -- *Beth McKechnie* | Workplace Commuter Options <http://greenactioncentre.ca/>Green Action Centre <http://www.greenactioncentre.ca/> <http://greenactioncentre.ca/content/ecocentre-directions-and-travel-options/> 3rd floor, 303 Portage Ave | (204) 925-3772 | Find us here <http://greenactioncentre.ca/content/ecocentre-directions-and-travel-options/> Green Action Centre is your non-profit hub for greener living. Support our work by becoming a member <http://greenactioncentre.ca/support/become-a-member/>. Donate at CanadaHelps.org <http://canadahelps.org/> <http://canadahelps.org/>

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Five Quick Facts: North East Pioneers Greenway Crossing of the Perimeter to Birds Hill
by Anders Swanson 12 Mar '15

12 Mar '15

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

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

11 Mar '15

Inspiring news from Scotland that expands on snippets we heard before. A worthwhile (and quick) read: http://nextcity.org/daily/entry/slow-speed-limits-cities-edinburgh-20mph cheers, Beth -- *Beth McKechnie* | Workplace Commuter Options <http://greenactioncentre.ca/>Green Action Centre <http://www.greenactioncentre.ca/> <http://greenactioncentre.ca/content/ecocentre-directions-and-travel-options/> 3rd floor, 303 Portage Ave | (204) 925-3772 | Find us here <http://greenactioncentre.ca/content/ecocentre-directions-and-travel-options/> Green Action Centre is your non-profit hub for greener living. Support our work by becoming a member <http://greenactioncentre.ca/support/become-a-member/>. Donate at CanadaHelps.org <http://canadahelps.org/> <http://canadahelps.org/>

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Real estate values 37% higher in walkable urban places
by Beth McKechnie 11 Mar '15

11 Mar '15

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

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

10 Mar '15

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

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

05 Mar '15

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

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

05 Mar '15

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

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Aspiring [teen] urban planner making waves
by Jackie Avent 05 Mar '15

05 Mar '15

Most 15-year-olds don’t spend their spare time studying walkability and public housing. Dylan Gentile is not most 15-year-olds. http://www.citylab.com/politics/2015/03/this-aspiring-urban-planner-is-maki… -- *Jackie Avent* | Active and Safe Routes to School Green Action Centre <http://greenactioncentre.ca/> 3rd floor, 303 Portage Avenue* | *(204) 925-3773 *|* Find us here <http://greenactioncentre.ca/content/ecocentre-directions-and-travel-options/> Green Action Centre is your non-profit hub for greener living. Support our work by becoming a member <http://greenactioncentre.ca/support/become-a-member/>. Donate at CanadaHelps.org <http://canadahelps.org/> <http://canadahelps.org/>

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Concert fundraiser to help build bike cage at WAEC
by Beth McKechnie 04 Mar '15

04 Mar '15

Please share widely...

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

04 Mar '15

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

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

04 Mar '15

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

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

03 Mar '15

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

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

02 Mar '15

Excellent article on how London (England) is investing in cycling improvements in the suburbs: "Cycling is, I think, the secret weapon of suburban sustainable transport," says Transport for London Director of Surface Strategy and Planning Ben Plowden. "It is much more like car travel than transit is." http://www.peopleforbikes.org/blog/entry/outer-london-is-about-to-embrace-t… cheers, Beth -- *Beth McKechnie* | Workplace Commuter Options <http://greenactioncentre.ca/>Green Action Centre <http://www.greenactioncentre.ca/> <http://greenactioncentre.ca/content/ecocentre-directions-and-travel-options/> 3rd floor, 303 Portage Ave | (204) 925-3772 | Find us here <http://greenactioncentre.ca/content/ecocentre-directions-and-travel-options/> Green Action Centre is your non-profit hub for greener living. Support our work by becoming a member <http://greenactioncentre.ca/support/become-a-member/>. Donate at CanadaHelps.org <http://canadahelps.org/> <http://canadahelps.org/>

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Biking Is Safest in Nations With the Most People on Bikes
by Dave Elmore 27 Feb '15

27 Feb '15

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

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

25 Feb '15

This report by 8-80 Cities highlights the health, economic, environmental and social benefits of slower speeds in urban areas and provides international case studies that prove safer streets are possible with the right policies and leadership. The purpose of this report is to advance the discussion and compel all cities to take action to reduce speed limits. http://8-80cities.org/images/res-walking-cycling-articles/livable-streets-3… -- *Jackie Avent* | Active and Safe Routes to School Green Action Centre <http://greenactioncentre.ca/> 3rd floor, 303 Portage Avenue* | *(204) 925-3773 *|* Find us here <http://greenactioncentre.ca/content/ecocentre-directions-and-travel-options/> Green Action Centre is your non-profit hub for greener living. Support our work by becoming a member <http://greenactioncentre.ca/support/become-a-member/>. Donate at CanadaHelps.org <http://canadahelps.org/> <http://canadahelps.org/>

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How a "complete street" works in the real world
by Dave Elmore 24 Feb '15

24 Feb '15

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

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

24 Feb '15

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

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