- AT-Network - University of Manitoba Mailing Lists

Oregon: Crater Lake National Park Announces Inaugural Vehicle-Free Weekend
by Beth McKechnie 21 Aug '13

21 Aug '13

---------- Forwarded message ---------- From: Terry Zdan <tjzdan50(a)gmail.com> Date: Wed, 21 Aug 2013 10:43:10 -0500 Travel Oregon**** [image: Travel Oregon Breaking News]**** **** **** ** ** *August 20, 2013***** ** ** *Crater Lake National Park Announces Inaugural * *Vehicle-Free Weekend on September 21-22* Crater Lake National Park Superintendent Craig Ackerman announced today the inaugural Vehicle-Free Weekend at Crater Lake to be held this year Sept. 21-22. The park plans to preserve every third weekend in September as an annual opportunity to highlight non-motorized use of the park. **** “In June, Crater Lake National Park, Travel Oregon and Cycle Oregon collaborated to open Crater Lake’s East Rim Drive to non-motorized traffic for a first-time trial,” said Ackerman. “After an outpouring of positive feedback from the many people who participated in this rare opportunity, we decided to make it an annual occurrence.” **** Whether hiking, biking, walking or running, visitors will have the opportunity to enjoy stunning views of Crater Lake, the deepest lake in the United States, from various points around the rim with no vehicle traffic. **** "Crater Lake and scenic cycling opportunities are state treasures that Oregon proudly claims,” said Todd Davidson, CEO of Travel Oregon. “Creating world-class recreation opportunities within Oregon’s unique landscapes is what we do best. I commend Craig and his team for giving Oregonians and visitors yet another opportunity to experience Crater Lake in such a remarkable way.” **** Under the plan, East Rim Drive will be open to non-motorized vehicles only (except for administrative and emergency vehicles) from North Junction around the East Rim of Crater Lake all the way to the intersection at Crater Lake National Park Headquarters and the Steel Visitors Center. Hwy 62 through the south end of the park, West Rim Drive and the North Entrance Road will be open to vehicles. Regular parking areas will be open, but generally fill up quickly. Normal park entrance fees apply. **** Visit the National Park Service’s website<http://e2.ma/click/p3uod/l87a2c/pfsudb>for details on parking, entrance fees and Crater Lake resources. **** *Photo credit: RideCyclingTours.com***** *Upcoming Events* *September 8, 2013* Bounty of the County <http://e2.ma/click/p3uod/l87a2c/l0tudb>**** *September 12-15, 2013 * Japan Association of Travel Agents (JATA)<http://e2.ma/click/p3uod/l87a2c/1suudb> <http://e2.ma/click/p3uod/l87a2c/hlvudb> *September 19-22, 2013* Feast Portland <http://e2.ma/click/p3uod/l87a2c/xdwudb>**** *September 30, 2013* Travel Oregon 101 <http://e2.ma/click/p3uod/l87a2c/d6wudb> **** *October 1, 2013* Oregon <http://e2.ma/click/p3uod/l87a2c/9qyudb>Tourism Commission Meeting<http://e2.ma/click/p3uod/l87a2c/pjzudb> **** *October 2, 2013 * Travel Oregon 101 <http://e2.ma/click/p3uod/l87a2c/5b0udb> <http://e2.ma/click/p3uod/l87a2c/1w1udb> *October 2-4, 2013 * Oregon Main Street Conference <http://e2.ma/click/p3uod/l87a2c/hp2udb> *Oct. 8, 2013-Jan. 28, 2014* Wild Rivers Coast <http://e2.ma/click/p3uod/l87a2c/xh3udb> <http://e2.ma/click/p3uod/l87a2c/da4udb>Rural Tourism Studio<http://e2.ma/click/p3uod/l87a2c/t24udb> **** ** ** *Important Deadlines* *August 30, 2013* Deadline to submit OTPF Project Beneficiary Form<http://e2.ma/click/p3uod/l87a2c/9u5udb>to Jeremys(a)SustainableTravel.org **** *October 7, 2013* Register for October <http://e2.ma/click/p3uod/l87a2c/pn6udb> <http://e2.ma/click/p3uod/l87a2c/5f7udb>Wild Rivers Coast <http://e2.ma/click/p3uod/l87a2c/l87udb> <http://e2.ma/click/p3uod/l87a2c/108udb>Rural Tourism Studio<http://e2.ma/click/p3uod/l87a2c/ht9udb> **** ** ** *Resources* Industry.TravelOregon.com<http://e2.ma/click/p3uod/l87a2c/xlavdb> **** Oregon Travel Barometer <http://e2.ma/click/p3uod/l87a2c/debvdb>**** ** ** *Contact Us <Industry(a)TravelOregon.com?subject=null>* ** ** *TravelOregon.com <http://e2.ma/click/p3uod/l87a2c/t6bvdb>* ** ** *Sign up for our Consumer eNewsletters* Subscribe to our General, Culinary and Outdoors eNewsletters <http://e2.ma/click/p3uod/l87a2c/prdvdb> **** **** **** **** *Share this email with a friend <http://e2.ma/share/outbound/e/p3uod/l87a2c> * The Oregon Tourism Commission aims to improve Oregonians' quality of life by strengthening economic impacts of the state's $9.2 billion tourism industry. Industry.TravelOregon.com <http://e2.ma/click/p3uod/l87a2c/5jevdb> **** **** Become a fan <http://e2.ma/click/p3uod/l87a2c/lcfvdb>**** <http://e2.ma/click/p3uod/l87a2c/14fvdb>**** Follow us <http://e2.ma/click/p3uod/l87a2c/hxgvdb>**** <http://e2.ma/click/p3uod/l87a2c/xphvdb>**** Be LinkedIn <http://e2.ma/click/p3uod/l87a2c/diivdb>**** <http://e2.ma/click/p3uod/l87a2c/tajvdb>**** **** If you're having trouble viewing this email, you may see it online<http://e2.ma/message/p3uod/l87a2c>. **** *Share this:* <http://e2.ma/share/outbound/e/p3uod/l87a2c><http://e2.ma/share/outbound/t/p3uod/l87a2c><http://e2.ma/share/outbound/f/p3uod/l87a2c><http://e2.ma/share/outbound/l/p3uod/l87a2c> **** powered by**** [image: emma] <http://e2.ma/click/p3uod/l87a2c/92jvdb>**** **** -- Terry Zdan 126 Duncan Norrie Drive Wpg MB R3P 2J9 CANADA tjzdan50(a)gmail.com <tjzdan(a)gmasil.com>

1 0

Briefing on the British Government's Ambition for Cycling
by Beth McKechnie 20 Aug '13

20 Aug '13

---------- Forwarded message ---------- From: Terry Zdan <tjzdan50(a)gmail.com> Date: Tue, 20 Aug 2013 09:34:51 -0500 https://www.gov.uk/government/uploads/system/uploads/attachment_data/file/2… long live the queen -- Terry Zdan 126 Duncan Norrie Drive Wpg MB R3P 2J9 CANADA tjzdan50(a)gmail.com <tjzdan(a)gmasil.com>

1 0

Thunder Bay: Stats show bike lanes make streets safer, city says
by Beth McKechnie 20 Aug '13

20 Aug '13

Stats show bike lanes make streets safer, city says Police collision reports show decreases in crashes every time a bike lane is put in, city says CBC News | Posted: Aug 15, 2013 3:46 PM ET http://www.cbc.ca/news/canada/thunder-bay/story/2013/08/15/tby-thunder-bay-… The man in charge of planning bicycle lanes in Thunder Bay says they've resulted in a big drop in cycling collisions. The city’s active transportation coordinator, Adam Krupper, said studies prove the value of bike lanes in Thunder Bay. “The city of Thunder Bay has been using police collision reports to measure changes in collisions before and after bike lanes have been implemented,” he said. ** “What engineering has found is that there has been a 70 per cent decrease in collisions every time a bike lane is put in. These are really important numbers to keep in mind in terms of [questions like] 'Do bike lanes make the roads safer?' Every time a bike lane is put in the road becomes safer." 'A real surprise' Krupper said there's also been a decrease in motorist collisions on streets where bike lanes are installed. The same study found a 22 per cent drop in car accidents. "That's something that was a real surprise to us,” Krupper said. “Engineering didn't expect to see changes in motor vehicle collisions. But it's a very nice surprise to see there's actually been a decrease." Krupper said the decrease is likely because the more narrow car lane makes motorists more cautious. “They're paying a bit more attention,” he said. “We've found that traffic volumes haven't changed when a bike lane is put in. The same number of people are driving, but we believe that those people who are driving are being more cautious." This week the city is painting new lane markings and putting up signs for the newest additions to the network. The streets will include Adelaide, Arundel, High, Keith and Theresa, as well as Leslie Avenue. Beverly Street will be next, after reconstruction of the road has been completed.

1 0

WFP: Bike-boom backlash - European cities getting the gears over too many cyclists (Aug.17'13)
by Beth McKechnie 18 Aug '13

18 Aug '13

[Note: This article from Der Spiegel was published on Saturday, Aug. 17, 2013, in the Winnipeg Free Press but is not yet available on their website. Here it is from the original source -- the content appears the same though unfortunately the final two paragraphs were dropped in the Free Press presumably for space. The Der Spiegel headline was also more positive, "Bike boom: Popularity of Cycling Leads to Overcrowding". Ah, for such problems!] Too Many Bikes? Challenges in Europe's Cycling Boom By Holger Dambeck <http://www.spiegel.de/extra/0,1518,632103,00.html> http://www.spiegel.de/international/zeitgeist/bike-boom-popularity-of-cycli… More bicycles were supposed to make Europe's cities more livable. Instead, the popularity of two-wheeled travel is causing problems in some cities in Holland and Denmark, where traffic jams and parking shortages are common. Still, planners remain optimistic.* * The bike path is completely full -- in pairs or three abreast the cyclists roll past the stoplight at a snail's pace. They pass by biker-to-biker for a good 80 seconds before the gaps between them finally start to widen. The scene at a Copenhagen intersection is captured in a YouTube video<http://www.youtube.com/watch?v=OYajXN4pPHI>, which shows what can happen when a third of a city's population travels every day by bike. Urban planners in Denmark and Holland are well acquainted with problems like these. Cycling has been heavily promoted, and more and more people are taking to the pedal -- but eventually cycling paths, bike racks and other parking areas have begun to run out of space. The bike boom -- long seen as the universal solution to roads jammed with parked cars, dead inner cities and other urban maladies like noise, smog and lack of exercise -- threatens to choke on its own success. Take the example of Groningen, a city in the northern Netherlands. Out of a population of just under 200,000, there are 375,000 bicycles, and 50 percent of all trips are made by bike. "We are very proud of our high share of bicycles, but the success has also caused problems," Jaap Valkema, the city's bicycle commissioner, recently said in a panel discussion at the Velo-City urban cycling conference in Vienna. One must keep in mind, cautioned Valkema, that public opinion can always flip. "We have to take action," he said. *Groningen* * Wants 65 Percent Bike Traffic* Urban planners in Groningen flipped the switch some 35 years ago. That's when they cut off all automotive traffic through the city center. Cycling became the most flexible and popular means of transport. But even if a bike takes up less space than a car, it became difficult to find space to cycle in Groningen's center. To get the chaotic bike parking situation under control, the city has laid out red carpets where bike parking is not permitted. Parking areas are then demarcated in turn. Ten years ago, there were 3,000 bicycles parked in front of the main train station," said Valkema. Today there are 10,000, he added, primarily because of the rising number of students in Groningen. Soon that number could be as high as 15,000 or 17,000. A parking garage has been built at the station to accommodate this flood of bikes. "It may be that we have to start charging for parking," said Valkema, "at least for more than a day." The city wants to increase the share of cycling traffic -- the so-called Modal Split -- to 65 percent by 2030. To achieve this, the city has planned a new parking garage with spaces for 1,200 bikes. In addition, traffic planners want to route car and bike transportation more consistently. Instead of broadening bike paths, they will soon reclassify entire streets as cycling roads. *Cycling Infrastructure Pays Out* Copenhagen is grappling with similar problems. The most heavily frequented bike paths headed to the city center are, at the most, 3-4 meters (10-13 feet) wide. As long as the light is green, a steady stream of cyclists flows by at around 20 kilometers per hour (12 mph). But at some point the light turns red -- and then patience is called for. "Sometimes the bike path is so full that I need two, three traffic light phases before I'm able to cross the intersection," says Niels Torslov, the Danish capital's chief traffic planner. This year alone, the city has invested €22 million ($30 million) to adapt and expand the current infrastructure. "We are focussing on the areas of the cycling network where there are often traffic jams and that are unsafe," says Ayfer Baykal, Copenhagen's deputy mayor for environmental issues and technology. She considers those millions a good investment. "Of course cycling infrastructure costs money, but it is a very effective and affordable way to improve mobility in Copenhagen," she adds. The bicycle boom is causing problems in the German capital<http://www.spiegel.de/international/germany/the-battle-for-germany-s-roads-…>, as well. "There is a lack of space on the roads," says Burkhard Horn, a Berlin traffic planner. "The bike paths are too narrow. Sometimes 30, 40 people will be waiting at a traffic light." There have also been conflicts between fast and slow cyclists, because many bike paths -- especially older ones -- don't offer space for overtaking other bikers. *Anger on the Sidewalk* Horn also worries about increasing conflicts with pedestrians. These also go back to poor planning. Years ago, bike paths were often built into sidewalks -- inevitably bringing pedestrians and cyclists into uncomfortably close vicinity. And on some streets without bike paths, some cyclists prefer riding on the sidewalk rather than the street, because they feel safer there or because the pavement is smoother to ride on. In the bicycle metropolis of Copenhagen, cycling on the sidewalk is, incidentally, absolutely taboo. *[As noted above, these final two paragraphs were not included in the WFP.]* In Berlin, the problem is slowly being resolved: The city is adding cycle lanes to existing road surfaces. But because money is scarce, there won't be a physical separation, such as a curb, as is customary in Denmark and Holland. The price for this is that cars continue to misuse bike lines as parking spaces. But where this journey is headed is well known to Horn, the traffic planner: "We need to reallocate space for bicycles. That is inevitable. The space will be taken from cars."

1 0

WFP column: Vancouver cycles, Winnipeg recycles (Aug.3'13)
by Beth McKechnie 18 Aug '13

18 Aug '13

Vancouver cycles, Winnipeg recycles By: Catherine Mitchell <catherine.mitchell(a)freepress.mb.ca> http://www.winnipegfreepress.com/opinion/columnists/vancouver-cycles-winnip… The acrimony in Vancouver over the development of a new cycling route shows just how much people hate change. Not in Vancouver, in Winnipeg. Vancouverites have just weathered a blistering debate about the value of encouraging commuters to get out of their cars and onto bicycles. The redevelopment of Point Grey Road, from Jericho Park to Hadden Park at the Burrard St. Bridge, will construct separated bike lanes, but also dump cars entirely off a one-kilometre stretch of the route. If you've driven in rush hour in that city, you understand the hard feelings. Closing that one-kilometre chunk of Point Grey will push 10,000 motorists onto other routes. Nevertheless, the project passed city council 7-2 last week. I say good on them. No, inertia is Winnipeg's problem. Compare Vancouver's bold plans to what has happened here, what unfolded in 2010 when city council painted miserly bike lanes along residential roads and plopped in some sorry excuses for traffic circles. The customary high-pitched whine turned into all-out revolt. Lawsuits, even. Living on Grosvenor Avenue, I can tell you the bitterness festers -- I hear the honking horns, and chronic complaints and witness a stubborn refusal to heed the rules of the roundabouts, which remain eyesores on the leafy street. When was the landscaping supposed to be done? Little wonder, then, city council got away with pulling the fast one on the active-transportation strategy -- the $400,000 for a study that was supposed to devise a plan to pull together all the fractured pieces of various bike routes, lanes, paths, trails and boulevards: quietly cancelled by public works. Coun. Jenny Gerbasi stumbled onto the public works decision by chance. Mayor Sam's can-do campaign that got him first elected in 2004 made some of us feel he would bring the spirit that built a ballpark to the grinding gears of a city bureaucracy, pave the potholes and bring Winnipeg into the 21st century for urban design. Meanwhile, Winnipeg's 3.6-kilometre rapid-transit splurge remains a stub of an idea to move bus riders speedily through congested streets. And the $20-million shot in the arm 2011's expansion gave to the active-transportation plan did not, as was hoped, spark real progress toward a safe, dedicated cycling network. I know cyclists who still ride on sidewalks, even where the city has reserved a metre or so of curbside space for them. Painting the blacktop with white bicycle graphics that rapidly wash out doesn't engender a load more goodwill from motorists. The difference, I think, is culture. The automobile has reigned supreme for so long in this city, and too few councillors are up to the heat that will come in challenging inertia. The equivalent here of Vancouver's plan for Grey Point Road would turn one side of Wellington Crescent exclusively over to bicycles, squeezing two-way vehicular traffic to the other side of the boulevard. Imagine the congestion that would erupt on Academy, or Corydon. That would elicit howls of indignation from many that such a plan favoured the well-heeled residents of the crescent and a small percentage of commuters at the expense of ordinary shmucks just trying to get to the office. (That's what they said in Vancouver, too). Maybe a few of those motorists would leave the keys at home, though. A dedicated road is a safer, more efficient ride, and security is pivotal to convincing people to commute by bike. I biked to work once. I can still feel the hair on the back of my neck rising as I picked my way along on Arlington, north of Portage, and up McPhillips. Others with greater dedication to clean living do it, daily (well, OK, maybe not every day of the year). But they are part of a small, tenacious group of warriors. That hardy club isn't going to grow much, I think, until we link a series of routes where bikes are separated from cars, which is probably what the active-transportation strategy would have advised. There are a lot of reasons to envy Vancouverites, but rush-hour traffic isn't one of them. It's congested. You can idle in frustration for a long time, burning gas that costs $1.50 a litre. That, too, is part of the strategy. catherine.mitchell(a)freepress.mb.ca *Republished from the Winnipeg Free Press print edition August 3, 2013 A15*

1 0

Edmonton using unique method to promote bicycle safety
by Dave Elmore 16 Aug '13

16 Aug '13

In an effort to make Edmonton more bike-friendly, the City is getting creative. As part of an education campaign called "Let's Get There Together," three new videos have been unveiled, starring mini Lego figurines. The short videos cover common issues that may arise when cyclists and motorists share the road. Check out this link: http://globalnews.ca/news/783642/city-using-unique-method-to-promote-bicycle -safety-on-edmonton-roads/ Thanks Dave o _ ( \ _ (X)\ /(X)

1 0

Risks of cycling, walking and driving put in context
by Beth McKechnie 16 Aug '13

16 Aug '13

At the risk of overloading everyone on a sunny Friday afternoon (!), I also found this Vancouver Sun piece by Kay Teschke -- lead research investigator on the BICE study<http://cyclingincities.spph.ubc.ca/injuries/the-bice-study/>-- a real eye-opener. happy weekend, Beth * * * * * Risks of cycling, walking and driving put in context Opinion: Constructive discussion needed By Kay Teschke and John Carsley, Special to The Vancouver Sun | July 8, 2013 http://www.vancouversun.com/opinion/op-ed/Risks+cycling+walking+driving+con… We read with interest The Vancouver Sun article “It may be time to start talking about licensing bikes” and the subsequent letters to the editor. We agree that an open and constructive discussion of cycling issues is needed. We are writing to provide a more complete public health context, since there may be misconceptions. We address three issues related to modes of transport: the burden (or number) of injuries; the risk (or rate) of injuries; and other potential risks and benefits of various modes. The burden of deaths and head injuries The editorial suggests that “cycling remains the biggest cause of traumatic brain injury for all other forms of recreational activity among young people.” By this, we presume the authors meant the single most important recreational cause of traumatic head injuries. In Canada, cycling accounts for 10 per cent of head injury hospitalizations in kids. Of course, this includes mountain biking, the most risky cycling activity. We think that cycling as discussed in the article is better compared with other modes of transportation. The most recent B.C. Traffic Accident Reports (2005 to 2007) indicate that, on average each year, there were 31 children (up to age 19) who had head injuries when cycling, 60 when walking, and 703 when in a car, SUV, van or truck. Unfortunately, this data only include crashes with motor vehicles, so it does miss some cycling and walking injuries. Deaths are often considered a better comparison measure, since they almost always involve crashes with motor vehicles, are reliably recorded, and are the most devastating type of injury. So how do deaths compare between modes? British Columbia Motor Vehicle Branch data for the same years indicate there were 10 deaths a year on average (all age groups) when cycling, 70 when walking, and 300 when driving. Thus, bicycling had the lowest “burden” of deaths and head injuries of the three transportation modes. The numbers of deaths and head injuries indicate that all modes of transportation deserve public health attention. Death rates shows cyclists, pedestrians more vulnerable The burden of death and injury reported above does not tell us whether one mode of transportation is safer or riskier than another. For example, more trips are taken by car and more distance travelled. So when deciding what mode of transportation to use, it is important to consider the death rate, not just the raw numbers. A recent analysis compared the fatality rate by mode of travel in B.C. There were 14 deaths per 100 million trips for bicycling, 15 for walking and 10 for driving – remarkably similar. Per 100 million kilometres travelled, there were three deaths for bicycling, seven for walking and one for driving. Using distance rather than trips shows that cyclists and pedestrians are more vulnerable road users. Are these risks high? One way to think about this is the number of trips for one death to happen: one car occupant dies every 10 million trips and one pedestrian or cyclist dies every seven million trips. Other risks and benefitsof transportation modes In addition to injuries, transportation contributes in other ways to the risk of death. These are also vital to consider when choosing a mode of transportation. Motor vehicle travel increases time spent sitting and produces air pollution, and these are associated with increased mortality from chronic diseases. Both walking and bicycling are active modes of travel. The physical activity they entail reduces the risk of developing many chronic diseases, including heart disease, diabetes, certain cancers, and dementia. Many studies have compared these benefits to the injury risks. All have found that the benefits greatly outweigh the risks. The benefits of walking and cycling (lower risk of death from chronic diseases) are 10 to 100 times higher than the risk of death from injuries. This wonderful health benefit of active modes of travel is the reason public health experts around the world and in B.C. want to make it easy for as many people as possible to choose walking or cycling for at least some of their daily trips. A multi-faceted approach modelled on countries that have achieved higher rates of active travel would include, first and foremost, reduced vehicular speed (to lower injuries for all travel modes), protected bicycling infrastructure that makes cycling feel as comfortable as walking on a sidewalk, and education programs in schools to teach cycling and road skills at an early age. An emphasis on encouragement, rather than punishment, seems most appropriate for travel modes that have such large net health benefits. *Dr. Kay Teschke is a professor of the School of Population and Public Health at the University of British Columbia; Dr. John Carsley is the medical health officer for Vancouver Coastal Health Authority.* © Copyright (c) The Vancouver Sun

1 0

What if bike comfort is more important than bike safety?
by Beth McKechnie 16 Aug '13

16 Aug '13

Thanks, Erik, very interesting and apropos to a study I was looking at this morning comparing route safety to route preferences. UBC's BICE study<http://cyclingincities.spph.ubc.ca/injuries/the-bice-study/>by Kay Teschke, Meghan Winters and Mike Brauer "examined the association between *bicyclists’ injuries and the cycling environment *(e.g., route types, intersection types)" in Toronto and Vancouver, and then compared the results with those of an earlier study<http://cyclingincities.spph.ubc.ca/opinion-survey/>of route types that motivate and deter cycling. Here's a snippet of the results: "We found that route infrastructure does affect the risk of cycling injuries. The following features were the *safest*: - cycle tracks (also known as “separated” or “protected” bike lanes) alongside major streets - residential street bike routes with traffic diversion - bike lanes on major streets where there were no parked cars - off-street bike paths - intersections with motor vehicle speeds below 30 km/h - residential street intersections The following infrastructure features had *increased risk*: - streetcar or train tracks - downhill grades - construction - sharrows (shared car / bike lanes) - traffic circles at residential street intersections - arriving at an intersection in the direction opposite to traffic *are safe routes preferred routes?* In our earlier study <http://cyclingincities.spph.ubc.ca/opinion-survey/>of route types that motivate and deter cycling, we found that people preferred to ride on bike-only paths, multi-use paths, residential street bike routes, and cycle tracks. They preferred NOT to ride on major streets. The graph below compares our injury study results on route safety to the results on route preferences. Preferences and safety largely agree. Major streets are less safe and not preferred. Bike-specific routes are safer and preferred. The main disagreement was that multi-use paths are preferred, but were not particularly safe. They could be made safer by making them straighter so sight lines are better and by removing obstacles like bollards." cheers, Beth On Fri, Aug 16, 2013 at 12:29 PM, Erik Dickson <edickson(a)scatliff.ca> wrote: > A very interesting article from this weeks’ Green Lane Project News ( > http://greenlaneproject.org/blog/view/what-if-bike-comfort-is-more-importan…). > For anyone who has ever debated “vehicular cycling” there are several good > points regarding whether the debate over what is safer is really the most > important debate or if we should instead being asking ourselves what is > more comfortable and likely to attract new riders. An interesting further > discussion may be should we always seek the most efficient routes for bike > infrastructure even though longer, parallel routes may have the potential > to be more comfortable. - Erik > > > *What if bike comfort is more important than bike safety?* *By Michael > Andersen, Green Lane Project staff writer* *August 14, 2013* > > <http://www.flickr.com/photos/bikeportland/8884323350/> > > When I'm standing near the edge of a high ledge or cliff, I know, > rationally, that I'm unlikely to fall. I've spent most of my life without > spontaneously tumbling sideways, and standing on the edge of a cliff > doesn't change that. > > I know, statistically speaking, that I am almost completely safe. > > But that doesn't mean I like to stand near the edge of a cliff. > > When I'm in the front seat of a roller coaster, I know, rationally, that > my body is extremely safe. Tens of thousands of thrill-seekers have raised > their hands in the air without being harmed. > > But that doesn't stop me from being scared of raising my hands in the air > in the front seat of a roller coaster. > > <http://www.flickr.com/photos/rk_photos/9331712551/> > > When I'm riding my bike along a five-lane arterial road, I know, > rationally, that the professional truck driver next to me is statistically > unlikely to suddenly swerve to his right, crushing and killing me. > > But that doesn't mean I like to bike on a street like this: > > Last week, I interviewed<http://greenlaneproject.org/blog/view/at-last-feds-move-toward-a-green-ligh…>a man whose main ideas have been rejected by mainstream bike advocates in > the United States: John Forester, founder of the "vehicular cycling" > concept. Because cars and bikes rarely collide when they can see each > other, Forester and his allies argue, people should ride bicycles where > they are most visible: right down the middle of standard traffic lanes. > Protected bike lanes modeled on those in Northern Europe, they argue, move > people on bikes to the side of the roadway where they're harder for people > in cars to see. > > There's something to this argument. If there weren't, it wouldn't have > been nearly so successful in the 1970s and 1980s. To Forester and his > successors, such as Bicycle Quarterly's Jan Heine, peoples' desire to use > protected bike lanes is irrational and therefore unjustifiable<http://janheine.wordpress.com/2013/05/21/separated-cycle-paths-a-summary/> > . > > "Most Americans suffer from bicyclist inferiority complex," Forester told > me. "Most of the things that they like appeal to their phobias." > > There's a standard response to Forester, Heine and others who make this > case against protected bike lanes: that although no intersection is perfect > and a given protected lane might slightly increase the short-term risk of > collision at a given intersection, a city that offers a robust network of > protected lanes will actually become safer in the long run, because more > people will ride bikes<http://en.wikipedia.org/wiki/Safety_in_numbers#Examples_of_substantial_incr…> > . > > This is a pretty strong argument. > > But is it the best one? > > What if Forester, Heine and others are using the wrong metric to measure > the success of a bike lane? What if "safety," as calculated by government > statisticians who sit far away from speeding semi trailers, isn't actually > a bike lane's most precious characteristic? > > What if bike designers, instead of arguing about safety – an argument > that, to be clear, I think protected bike lanes would win – decided that*the most important measure of a good bikeway is whether people tend to like > it?* > > I'm not arguing that safety is unimportant. Obviously nonprofessionals are > imperfect judges of whether a particular lane or intersection is safe, and > cities must work carefully to design good, safe intersections with few > bike-car conflicts. > > But when professionals make safety their only absolute value, they presume > that physical safety is the most important value in people's lives. And > that assumption is demonstrably false. Of course people want safety. But > they want other things, too. > > *A restaurant doesn't measure its success by the percentage of people who > dine there without getting sick.* It measures success by the number of > people who come in the door, how much they pay and how often they return. A > public transit line isn't funded by the federal government based on its > anticipated vehicle failure rate. It's funded based on the number of people > who are expected to use it. > > And as for bike infrastructure, here's the thing: as one study<http://otrec.us/project/33>after another > <http://otrec.us/project/33>has found, people go out of their way to use > bike lanes, especially protected bike lanes<http://dc.streetsblog.org/2013/08/07/study-cyclists-gravitate-toward-street…> > . > > *Bluebonnet Lane in Austin.* > > Surprise! It turns out that, rationally or not, people dislike biking on a > street that constantly reminds them of their own possible demise. > > Even if, rationally, they know they're almost completely safe. > > Here's what a more human-centric way of thinking about bike design would > involve: > > - In every city, making the number of anticipated users the primary > metric for designing a desired bike project. > - In every city, actually taking efforts to measure the usage of > important bike projects. > - Using the phrase "safety and comfort" as a pair of core values in > street design, but not as a pair of synonyms. > > This line of thinking is why, at the Green Lane Project, we use the phrase > "low-stress" to describe the bike networks we value most. We don't talk > about building "safer bike lanes," though ultimately a network of good ones > is safer. > > We simply talk about building "better bike lanes." > > People aren't robots, and they don't change their behavior based on > mathematics. They change their behavior based on feelings. Until bike > advocates and street designers alike understand this, bikes will never > successfully belong. > > *Green lane idea of the day: **Street designers should consider making > short-term safety a baseline requirement of better bike facilities, but not > the sole measure of bike projects' value.** * > > *Cycle track photo from Copenhagen by J.Maus/BikePortland; used with > permission. Cliff photo by Adam Baker. Roller coaster photo by raghavvidya. > * > > Regards, > Erik Dickson > > Suite 1120 – 201 Portage Avenue > > Winnipeg, MB R3B 3K6 > > ph: (204) 927-3444 ext. 242 > fax: (204) 927-3443 > web: www.scatliff.ca > > blog: http://scatliff.tumblr.com > > Please consider our environment before printing this message. > > > > _______________________________________________ > AT-Network mailing list > AT-Network(a)lists.umanitoba.ca > http://lists.umanitoba.ca/mailman/listinfo/at-network > >

1 0

What if bike comfort is more important than bike safety?
by Erik Dickson 16 Aug '13

16 Aug '13

A very interesting article from this weeks' Green Lane Project News (http://greenlaneproject.org/blog/view/what-if-bike-comfort-is-more-importan t-than-bike-safety). For anyone who has ever debated "vehicular cycling" there are several good points regarding whether the debate over what is safer is really the most important debate or if we should instead being asking ourselves what is more comfortable and likely to attract new riders. An interesting further discussion may be should we always seek the most efficient routes for bike infrastructure even though longer, parallel routes may have the potential to be more comfortable. - Erik What if bike comfort is more important than bike safety? By Michael Andersen, Green Lane Project staff writer August 14, 2013 <http://www.flickr.com/photos/bikeportland/8884323350/> When I'm standing near the edge of a high ledge or cliff, I know, rationally, that I'm unlikely to fall. I've spent most of my life without spontaneously tumbling sideways, and standing on the edge of a cliff doesn't change that. I know, statistically speaking, that I am almost completely safe. But that doesn't mean I like to stand near the edge of a cliff. When I'm in the front seat of a roller coaster, I know, rationally, that my body is extremely safe. Tens of thousands of thrill-seekers have raised their hands in the air without being harmed. But that doesn't stop me from being scared of raising my hands in the air in the front seat of a roller coaster. <http://www.flickr.com/photos/rk_photos/9331712551/> When I'm riding my bike along a five-lane arterial road, I know, rationally, that the professional truck driver next to me is statistically unlikely to suddenly swerve to his right, crushing and killing me. But that doesn't mean I like to bike on a street like this: Last week, I interviewed <http://greenlaneproject.org/blog/view/at-last-feds-move-toward-a-green-ligh t-for-separated-bike-lanes> a man whose main ideas have been rejected by mainstream bike advocates in the United States: John Forester, founder of the "vehicular cycling" concept. Because cars and bikes rarely collide when they can see each other, Forester and his allies argue, people should ride bicycles where they are most visible: right down the middle of standard traffic lanes. Protected bike lanes modeled on those in Northern Europe, they argue, move people on bikes to the side of the roadway where they're harder for people in cars to see. There's something to this argument. If there weren't, it wouldn't have been nearly so successful in the 1970s and 1980s. To Forester and his successors, such as Bicycle Quarterly's Jan Heine, peoples' <http://janheine.wordpress.com/2013/05/21/separated-cycle-paths-a-summary/> desire to use protected bike lanes is irrational and therefore unjustifiable. "Most Americans suffer from bicyclist inferiority complex," Forester told me. "Most of the things that they like appeal to their phobias." There's a standard response to Forester, Heine and others who make this case against protected bike lanes: that although no intersection is perfect and a given protected lane might slightly increase the short-term risk of collision at a given intersection, a city that offers a robust network of protected lanes will actually become <http://en.wikipedia.org/wiki/Safety_in_numbers#Examples_of_substantial_incr eases_in_cycling_associated_with_reduction_in_danger> safer in the long run, because more people will ride bikes. This is a pretty strong argument. But is it the best one? What if Forester, Heine and others are using the wrong metric to measure the success of a bike lane? What if "safety," as calculated by government statisticians who sit far away from speeding semi trailers, isn't actually a bike lane's most precious characteristic? What if bike designers, instead of arguing about safety - an argument that, to be clear, I think protected bike lanes would win - decided that the most important measure of a good bikeway is whether people tend to like it? I'm not arguing that safety is unimportant. Obviously nonprofessionals are imperfect judges of whether a particular lane or intersection is safe, and cities must work carefully to design good, safe intersections with few bike-car conflicts. But when professionals make safety their only absolute value, they presume that physical safety is the most important value in people's lives. And that assumption is demonstrably false. Of course people want safety. But they want other things, too. A restaurant doesn't measure its success by the percentage of people who dine there without getting sick. It measures success by the number of people who come in the door, how much they pay and how often they return. A public transit line isn't funded by the federal government based on its anticipated vehicle failure rate. It's funded based on the number of people who are expected to use it. And as for bike infrastructure, here's the thing: as one study <http://otrec.us/project/33> after another <http://otrec.us/project/33> has found, people <http://dc.streetsblog.org/2013/08/07/study-cyclists-gravitate-toward-street s-with-protected-bike-lanes/> go out of their way to use bike lanes, especially protected bike lanes. Bluebonnet Lane in Austin. Surprise! It turns out that, rationally or not, people dislike biking on a street that constantly reminds them of their own possible demise. Even if, rationally, they know they're almost completely safe. Here's what a more human-centric way of thinking about bike design would involve: * In every city, making the number of anticipated users the primary metric for designing a desired bike project. * In every city, actually taking efforts to measure the usage of important bike projects. * Using the phrase "safety and comfort" as a pair of core values in street design, but not as a pair of synonyms. This line of thinking is why, at the Green Lane Project, we use the phrase "low-stress" to describe the bike networks we value most. We don't talk about building "safer bike lanes," though ultimately a network of good ones is safer. We simply talk about building "better bike lanes." People aren't robots, and they don't change their behavior based on mathematics. They change their behavior based on feelings. Until bike advocates and street designers alike understand this, bikes will never successfully belong. Green lane idea of the day: Street designers should consider making short-term safety a baseline requirement of better bike facilities, but not the sole measure of bike projects' value. Cycle track photo from Copenhagen by J.Maus/BikePortland; used with permission. Cliff photo by Adam Baker. Roller coaster photo by raghavvidya. Regards, Erik Dickson Suite 1120 - 201 Portage Avenue Winnipeg, MB R3B 3K6 ph: (204) 927-3444 ext. 242 fax: (204) 927-3443 web: www.scatliff.ca blog: http://scatliff.tumblr.com Please consider our environment before printing this message.

1 0

3 part series on cycling in Denmark
by Dave Elmore 16 Aug '13

16 Aug '13

A bit of a long read but interesting none the less. http://grist.org/cities/an-american-in-denmark-close-encounters-with-europea n-bicycle-culture/ An American in Denmark: Close encounters with European bicycle culture The first thing that struck me, climbing the steps from the train station into the city of Copenhagen on a recent Wednesday morning, was the great abundance of bicycles. The street outside the train station had been converted into a chaotic, open-air bicycle parking lot, with bikes stacked on double-decker racks. Bikes lined every sidewalk, stood two- and three-deep against the old stucco and brick facades, and leaned against every lamp and signpost. The second thing that very nearly struck me was someone riding a bike. I was crossing a square en route to my hotel, lugging my bags, when I heard, behind me, the jolly "jing, jing!" of a bike bell. Back home in Seattle, bike bells are quaint - a pleasant way to give fellow bikers and pedestrians a gentle "heads up - coming through." Not so much in Copenhagen. As the cyclist swerved around me he muttered something about a "bike track." A second bell rang behind me and I realized, suddenly, that I was walking in a bike path that cut through the square. I shuffled as quickly as I could out of the way, realizing that here, a bike bell should be taken as seriously as a car horn. Such was my introduction to Danish bike culture. I was in Copenhagen for four days with a group of travel bloggers, the trip paid for by Denmark's tourism bureau <http://www.visitdenmark.com/denmark/tourist-frontpage> , which is trying to promote Copenhagen as a destination for bike tourism. (I generally avoid such junkets. They make me feel dirty. But this one seemed too good to pass up, and with a little arm-twisting, my editor consented to let me go.) I wasn't the first bleary-eyed American to nearly get mowed down by a bicyclist upon arriving in one of Europe's bike capitals. Pete Jordan describes a similar experience in the opening chapter of his book, In the City of Bikes: The Story of the Amsterdam Cyclist <http://www.powells.com/biblio/1-9780061995200-5?&PID=25450> . Nor was I the first American to be blown away, befuddled, or generally wowed by the number of people who ride bikes in these cities. Jordan (you may know him as Dishwasher Pete <http://en.wikipedia.org/wiki/Dishwasher_Pete> ) reveals that we Yanks have been ogling European bike culture (and the toned legs of European bicyclists) for 100 years or more. But there's no shame in that. The ogling is good here! In a jetlag-induced haze, I spent my first day in Copenhagen wandering the streets, swilling espresso at sidewalk cafes, and checking out the bikes and the people who rode them. I learned a few things in the process. For starters, the bikes: When I think of European bikes, my mind immediately leaps to the Tour de France, which happened to be in progress when I was in Copenhagen - think $10,000 carbon fiber, pedal-powered crotch rockets. But there were no racing bikes here. Instead, the urban peloton lolled along on (mostly) black cruiser bikes decked out with wind-catching fenders over the wheels, plus jaunty wicker or metal baskets up front, utilitarian racks in the back. And while the streets were remarkably free of car traffic (turns out that most of Denmark was on holiday at the time) there was the constant, tinny squeak of a thousand rusty bike chains. I'm not talking about a little russet stain on just a few chains; almost without exception, these chains were absolutely encrusted with rust. Later in the week, when I pointed this out to Mikael Colville-Andersen, the man behind the Copenhagenize <http://www.copenhagenize.com/> and Cycle Chic <http://www.copenhagencyclechic.com/> blogs, he just laughed. "It's a vacuum cleaner," he said of a bike. The implication: A bike is a tool, something that does the job of getting you from one place to the next - not something to pamper and obsess over. Of course, there's another reason that locals allow their bikes to fall into such disrepair: Copenhageners are a trustworthy lot, the guidebooks will tell you - except when it comes to bikes. A shiny, well-tuned ride is apt to become a target for thieves. And if your bike is likely to be ripped off at some point anyway, there's no sense in babying it. (Dishwasher Pete describes Amsterdam's stolen bike economy in great detail in his book, which, if you care at all about bikes, or just want a unique window into European history, is well worth the read.) A wild menagerie of utility bikes also thread through this old city. The most common variation is a three-wheeled cycle with a large box up front - Copenhageners call them Christiania bikes, as many of them are made in Christiania, the city's hippie quarter, where squatters took over an old army barracks in 1971 and never left. These bikes are used to haul all manner of cargo, from flowers to dogs to people. A Christania bike can accommodate a couple of kids - I saw four of them packed into one - and it isn't uncommon to see an adult folded into the bucket, enjoying a ride across town. There are a few high-tech variations on the cargo bike. Colville-Andersen let me take his Danish-designed Bullitt for a test drive later in the week. He also gave me a ride across town in the bucket. But for the most part, when it comes to bikes in Copenhagen, it's function over fashion. (For those of you who love a little bike porn, though, we've put together a slideshow <http://grist.org/slideshow/precious-cargo-these-bikes-carry-just-about-anyt hing-pianos-included/> of images from Colville-Andersen's latest book, Cargo Bike Nation.) Which brings me to the bicyclists - and back to the ogling. Copenhagen's bike riders range from toddlers just finding their legs (wheels?) on pedal-less starter bikes (I didn't see a single tricycle or set of training wheels) to elderly men and women who navigate the city center right along with the city's youthful masses. A great many of the bikers on these streets, though, are tall, blond, and beautiful. I found the homogeneity to be a little disconcerting - since, in my mind, a city's health is measured in large part by its racial diversity. But if there's one place one would expect to find an overwhelming preponderance of Northern Europeans, it's in, well, right ... (Of course, lest you think that race and general tolerance of others is not an issue here, I would call your attention to a certain cartoonist <http://query.nytimes.com/gst/fullpage.html?res=9F04E3D6153EF931A25751C0A960 9C8B63> .) Almost none of the people riding bicycles in Copenhagen had gone out of their way to "dress for biking." Few wore helmets (more on that later), and of the thousands of cyclists I saw in the city, I could count on one hand those who were wearing Spandex. (Ten bucks says they were Americans.) The men rocked jeans or business attire, and many of the women wore skirts - long, short, and almost non-existent. When my wife wondered, via email, what the secret was to riding in a skirt without revealing your delicates to all the world, I put the question to our tour guide, a young Copenhagener named Christina who now lives in New York City. Again, I got laughed at. "Remember," she said, "we're Scandinavian." Translation: Just hike up your skirt and ride, girl! Just as remarkable as the people riding the bikes were the things they did while riding: They talked on cellphones, smoked cigarettes (Copenhageners smoke like chimneys - "but we still live until we're 85, because the biking cancels it out," one local told me), sang, held hands, gesticulated with both hands while cruising along, top speed, talking to a friend on a neighboring bike. And I didn't see a single one of them wipe out. As Colville-Andersen suggested, bicycles sit at the heart of urban living in Copenhagen. These people were as comfortable on their bikes as we are in our cars in the states. But, as I learned later, it hasn't always been that way. As an American on my first visit to Copenhagen a few weeks back, I was whopperjawed <http://grist.org/cities/an-american-in-denmark-close-encounters-with-europe an-bicycle-culture/> by the bicycle traffic on the "bike tracks" that swallow up a lane on each side of many city streets there. Particularly mind-blowing was the cavalcade of bicyclists that charged across a certain bridge just a few hundred feet from my hotel - a bridge that, I later learned from city officials, probably sees more bike traffic than any other in the world. Queen Louise's Bridge (Dronning Louises Bro to the Danes) carries over 40,000 bicycles each day. For perspective, that's more than twice as many people as bike to school or work each day in the entire city of Portland, Ore., which is roughly the same size as Copenhagen. Standing on Queen Louise's Bridge at rush hour, you watch the crush of bike-riding humanity riding past. The riders queue up at the stoplights at either end of the bridge, and woe be to the pedestrian (or driver, for that matter) who gets in their way when that thing turns green. It's such a spectacle that, since the city widened the bike tracks and sidewalks about five years ago, the bridge has become a popular hangout and people-watching spot for young Copenhageners. Some have taken to calling it the "hipster bridge." More than a third of the residents of the Copenhagen metro area - 36 percent, by the city's count - bike to school or work each day. That blows away any city in the U.S.: In Portland, top among U.S. cities, only 6 percent of commuters go by bike. And a whopping 75 percent of Copenhagen cyclists ride year-round, despite the fact that the weather in this city, which is at roughly the same latitude as Juneau, Alaska, was described by almost every local I spoke to as flat-out "shitty" (imagine Seattle, only darker in winter). Copenhageners are proud of their biking habits. "It's like brushing your teeth - it's something everyone does," says Marie Brøndom Bay, a representative of the city's bicycling division. But those numbers have been hard-won. And to Brøndom Bay and other city officials charged with minimizing car traffic and air pollution, and promoting public health, even a third of the populace on bikes is not nearly enough. As in most European cities, cycling was bigger in Copenhagen 100 years ago. The Danish capital hosted the first world road racing championship in 1921. And bikes flourished here during the first and second world wars. But like in other cities on the continent, car culture revved up in the 1960s and swept aside bike usage. By 1970, only about 10 percent of road users were bicyclists. Bikes saw something of a resurgence during oil shortages in the 1970s, when Copenhagen instigated car-free Sundays (Hello Ciclovía <http://en.wikipedia.org/wiki/Ciclovia> !), and riding rose through the 1980, '90s, and early aughts. But the numbers of bikers never returned to anything close to pre-1960s levels. FietsberaadThe number of cyclists riding into Copenhagen during morning peak rush hour, 1950-2005. In recent years, city officials have fought hard just to hold ridership levels steady, and of late, they've had a hard time convincing more residents to ride. One local transportation policy wonk wonders if Copenhagen has hit a "glass ceiling" with cycling. It's a problem: The city council has pledged to make the city CO2 neutral by 2025, and that will require more people to bike. City planners have set out to get fully half of the citizenry to cycle by 2015 - a goal that will require an additional 55,000 people to ride rather than drive. (Encouraging cycling is also a part of official Danish health policy: The city estimates that biking already saves about $300 million annually in health costs.) But numbers have been slow to tick up, despite some remarkably innovative programs designed to boost bicycling - programs that one transportation official describes as "the carrot, the whip, and the tambourine." When officials talk about the carrot, they mainly mean better bike infrastructure. The most obvious part of this is the ubiquitous cycle tracks. Unlike most of the bike lanes in the states, Copenhagen's bike tracks are separated from car traffic by at least a curb, and in many places by a row of parked cars. The city boasts more than 225 miles of cycle tracks, and in recent years has spent considerable resources maintaining and upgrading them. In my experience, cycle tracks were often in better shape than the streets. To encourage more people on the outskirts of the city proper to ride, Copenhagen began construction on a web of "cycle superhighways" connecting outlying areas to the city center. The first one was completed last summer <http://www.nytimes.com/2012/07/18/world/europe/in-denmark-pedaling-to-work- on-a-superhighway.html?pagewanted=all&_r=0> , and connects the city with the suburb of Albertslund. I took a dreamy ride on it one afternoon: Lined with greenery and wide enough for four cyclists riding abreast, it wound through a local university campus and over bike-only bridges spanning busy roads. Where it paralleled roads with cars, it was separated from the traffic by both a curb and a line of parking spaces. Biking here was stress-free - quite a contrast to my route to work in Seattle, which one international bike expert recently called "death-defying <http://seattletimes.com/html/localnews/2021268792_bicyclingpucherxml.html> ." Other carrots include what transportation planners call the "green wave" - traffic lights timed to match the speed of cyclists and thus minimizing waits at red lights. The city also offers tax incentives for residents who commute by bike, and for employers who provide services such as bike parking and showers. There are phone apps for route-finding and reporting trouble spots. And it's easy to mix and match biking with other modes of transport: You can bring your bike on the train at no charge, and taxis are required to have bike racks. The biggest whip that drives people away from cars and onto bikes is probably the sky-high cost of gasoline - a gallon of gas cost about $8.50 when I visited in July. Of course, the 180-percent tax <http://www.copenhagenize.com/2012/10/danish-180-tax-on-cars-is-rather.html> that the Danish government levies on car purchases hurts plenty, too. (Denmark has pledged to wean itself from fossil fuels <http://denmark.dk/en/green-living/strategies-and-policies/independent-from- fossil-fuels-by-2050/> completely by 2050.) But the city has its own whips, first among them being the steady whittling away of car parking in the city center, combined with an increase in the cost of remaining parking spots. Narrowing or eliminating car lanes to make room for more bike tracks - a trend that seems to make Brøndom Bay especially proud - adds further disincentive for drivers. So does turning streets into bike parking lots outside of train stations. And the tambourines? On Queen Louise's Bridge, the city has installed a bike counter that ticks off the number of cyclists that have passed each day, giving riders a sense that they're part of a movement, not just lost in the crowd. At many intersections, the city has installed footrests for cyclists waiting at red lights emblazoned with friendly messages <http://www.copenhagenize.com/2010/01/holding-on-to-cyclists-in-copenhagen.h tml> like, "Hi, cyclist! Rest your foot here ... and thank you for cycling in the city." But the most innovative of all is the "bike butler" program: brightly clad city workers who tidy up the bike parking areas, and will even do minor repairs while the owners of said bikes are away. It's a remarkable collection of policies and incentives - but it's unlikely to be enough to get 50 percent of residents cycle commuting by 2015. Officials are already downplaying those numbers, in fact. The goal, you see, was predicated on another big whip: The government planned to put a "congestion ring <http://cphpost.dk/news/local/congestion-charge-%E2%80%9Cnot-perfect%E2%80%9 D-%E2%80%93-its-coming-anyway> " around the city center, like London's <http://en.wikipedia.org/wiki/London_congestion_charge> , and charge drivers to bring cars into the city. But that was scrapped <http://cphpost.dk/news/politics/congestion-charge-proposal-ends-rubbish-bin > last year in the face of opposition from suburban mayors and residents who learned that they would likely not get the major reductions in train and bus fares into the city that they'd been promised. Still, city officials hold to the official goal, even if it looks increasingly unrealistic. Ultimately, Brøndom Bay explains, the challenge is one of building a bike culture that gets people to change their habits without sacrificing their current lifestyle. For the über-stylish Danes, that might require a reordering of morning priorities: "You need good, close bike infrastructure - and you also need to bring your mascara to work." During my short trip to Denmark last month, I spent a good amount of time on a heavy, black cruiser bike rented from my hotel, exploring the city of Copenhagen and surrounds in search of lessons in bike culture, infrastructure, and policy that I could bring back home to the states. Some of my most productive time, however, was spent out of the saddle sitting at sidewalk cafés, talking to designers, planners, and policy wonks. Also, I spent loads of time drinking copious amounts of beer and/or coffee, and watching the beautiful people pedal by - most of them on "granny bikes" like mine. I spent an entire afternoon at one café with Mikael Colville-Andersen, the CEO of Copenhagenize Design Co <http://www.copenhagenize.com/> . Colville-Andersen makes a living as a provocateur and a preacher, spreading the gospel of biking to cities around the world. He makes a strong case that we should take our streets back from the traffic engineers, and instead design them with people in mind <http://www.youtube.com/watch?v=pX8zZdLw7cs> . He also says Americans need to take bicycling back from the bike tribes - the hipsters, speedsters, and bike messengers - and make them as ordinary as the black granny bikes on Copenhagen's streets. "Subcultures are actually a hindrance to building cycling," Colville-Andersen said. "From an American perspective, I think you need to get the subcultures to shut up." I spent an hour on another afternoon drinking gypsy-brewed beer with Kasey Klimes, an urban data specialist with Gehl Architects <http://www.gehlarchitects.com/> , the firm that New York City Mayor Mike Bloomberg hired to help make his city more bike friendly. Klimes did a study on Queen Louise's Bridge, one of Copenhagen's main bike thoroughfares. After the city doubled the width of the bike tracks on the bridge and made other improvements, bike traffic increased by a third. Car traffic, meanwhile, dropped by half. Forty percent of those drivers found other routes, Klimes found, but 10 percent "just disappeared." Apparently they decided that riding the bus or biking was a better option. And in fact, when asked why they bike rather than drive, the great majority of Copenhageners respond that it's simply the quickest, most convenient way to get around. Health and economic concerns are factors, too. Protecting the environment? Hardly a blip on their radar: (Copenhagen city officials have worked hard to make biking easy. For details on their methods, which one planner described as "the carrot, the whip, and the tambourine," check out part 2 <http://grist.org/cities/spin-cycle-copenhagens-rise-fall-and-rise-again-to- cycling-supremacy/> in this series.) On my last day in Copenhagen, I spent a few hours at yet another sidewalk café, talking with two fellow Americans who are working to get more people riding bicycles back home - and have some significant cash to throw at the problem, thanks to the enlightened self-interest of companies that make and sell bikes. Zach Vanderkooy is the international programs officer for Bikes Belong <http://www.bikesbelong.org/> , a Boulder, Colo.-based nonprofit that gets its funding from U.S. bicycle manufacturers, distributors, and retailers. Randy Neufeld is director of the SRAM Cycling Fund <http://www.sramcyclingfund.org/index.html> , a philanthropic arm of the company that makes Rock Shox and other bike components. Their main focus these days? Make American streets look more like the ones in Copenhagen. Vanderkooy and Neufeld believe that there's a large chunk of the American public that is poised and ready to bike. They cited work by Roger Geller, the bicycle coordinator for the city of Portland, Ore., who argues that fully 60 percent of the city's population is curious about biking, but they don't do it. Why? "It's dangerous." Here's a chart breaking breaking Portland's populace into the bikers, the non-bikers, and the yet-to-be convinced. If you want the thinking behind all this, Geller has written a whole report on the subject <http://www.portlandoregon.gov/transportation/44597?a=237507> [PDF]. The key to moving people from the yellow "interested but concerned" zone to the green "enthused & confident" zone? Get rid of the fear factor, Vanderkooy and Neufeld said. That is, create a cityscape where they feel safe riding a bike. Traffic calming devices, neighborhood greenways, and bike trails all help, Neufeld said. "But the missing tool in the U.S. is protected bike lanes." By "protected," he meant bike lanes that are separated from car traffic by more than a flimsy white line. Here's how they do it in Copenhagen: They've put a line of car parking spaces - and an occasional tree - between the cyclists and the cars. It may seem like a small thing, but it makes an incredible difference. Rather than riding in constant fear of being clipped or flattened by a passing motorist, you're free to tootle along, cigarette in one hand, cellphone in the other. (OK, don't do that - but the Danes do.) Cities from San Francisco to Washington, D.C., have installed protected or separated bike lanes in the past few years. Chicago Mayor Rahm Emanuel has vowed to install 100 miles of them during his four-year term. And Vanderkooy and Neufeld are hoping to make it spread further. Vanderkooy's group, with funding from the SHRAM Cycling Fund, is sponsoring the Green Lane Project <http://greenlaneproject.org/> , a campaign that works with a half-dozen U.S. cities at a time to create protected bike lanes. This is all fine and good, but I had to ask: Is biking in U.S. cities just a fad, fueled by a young generation that can't afford cars? Neufeld, a veteran bicycle activist who founded Chicago's Active Transportation Alliance, doesn't think so. He pointed to "megatrends" like a disinterest in driving among millennials <http://grist.org/transportation/2011-12-27-driving-has-lost-its-cool-for-yo ung-americans/> , the decline in overall driving miles even as the recession has lifted <http://grist.org/news/youngs-kill-car-culture/> , and the rising price of gasoline. Those trends are unlikely to turn around any time soon, he said. "None of this smacks as 'fad' to me." Instead, Neufeld thinks that we're seeing an unprecedented opportunity to change American transportation culture for the better. "This is the big one," he said. "There's never been change at this pace. Bicycling has never been this popular." And for U.S. cities that have embraced bicycling in recent years, it's not really about bikes, Vanderkooy said. "It's about attracting young people and talent to your city. It's about better economic performance, economic health, and public safety. Mayors have begun to embrace biking as purely a rational act, to make their cities competitive." With that, Neufeld looked at his watch, his eyes lighting up like a kid who woke up on Christmas morning and found a shiny new bike under the tree: "You guys want to go watch rush hour on the bridge?" He was talking about Queen Louise's Bridge, of course, that shining, squeaking emblem of Copenhagen's rebirth as a bicycling city. And watch we did, joining the throngs of locals lining the railings. I woke up at 3:30 the next morning, still discombobulated by the time change, and decided to go for a run. The sky was starting to get light as I ran past Queen Louise's Bridge, and the crazy Copenhageners were still at it. Clusters of young people lined the sidewalks, cheering bicyclists as they pedaled past. One group had a portable sound system - in the front of a cargo bike, of course - and was throwing an impromptu dance party. Couples sat on the railing, looking east, waiting for the sunrise. As the sun crested the skyline, a cheer went up, and the people on the bridge slowly collected their things, mounted their bikes, and started home. And so did I - I had an airplane to catch.

1 0

AT Webinar: Getting Better Data for Better Decisions, Wed, Aug 21, 2-3 pm, EcoCentre
by Beth McKechnie 15 Aug '13

15 Aug '13

Green Action Centre and Bike to the Future invite you to join us for a local viewing of the following APBP webinar at the EcoCentre (3rd floor, 303 Portage Ave). This will be followed by group discussion of local applications.* *Detailed description provided below. *Wed, August 21st | 2:00-3:00 p.m.* RSVPs are appreciated but not necessary. Hope to see you then! cheers, Beth (204) 925-3772 * * * * * ** Getting Better Data for Better Decisions: Improving Data Collections and Outcomes Collecting data is of critical importance, but what we do with data is often the key to making a difference. This webinar explores the current state of the practice of bicycle and pedestrian data collection, delivers an overview of research on automated counting technologies, and provides examples of using data to reveal unexpected patterns and connections in facility use. The session includes a preview of the findings of NCHRP 07-19, "Methods and Technologies for Collecting Pedestrian and Bicycle Volume Data,” and thought-provoking case studies from Arlington County, Virginia (a leader in the national effort to develop better methods for collecting and using bicycle and pedestrian counts to understand travel behavior) that highlight the use of data to calculate exposure data for safety projects, argue for speed reduction, negotiate for pedestrian-friendly development, and more. Gather colleagues, clients and decision makers to view this webinar and begin planning your new data collection program. *Presenters*: - Tony Hull, Toole Design Group - David Patton, Arlington County, Virginia - Frank Proulx, SafeTREC, Berkeley

1 0

WFP: Winnipeg's soul got buried - Pedestrian-free iconic intersection cold, uninviting (Aug.14'13)
by Beth McKechnie 15 Aug '13

15 Aug '13

Winnipeg's soul got buried Pedestrian-free iconic intersection cold, uninviting By: Bartley Kives http://www.winnipegfreepress.com/local/winnipegs-soul-got-buried-219526071.… An eight-lane intersection, barred to the public by barricades under a 37-year deal to push pedestrians underground, cannot be considered a "great place" by anyone who loves cities. Great urban spaces are places where human beings congregate. Remove people from the streetscape and all you're left with is concrete and asphalt. That's why there's no shortage of subversive genius behind a bid to designate Portage and Main -- off limits to humans for decades -- the greatest street in the nation, as part of a Great Places in Canada contest run by the Canadian Institute of Planners. Back in the early days of the Bill Norrie administration, Portage and Main was barricaded as part of the deal to build the skyscraper now known as the Commodity Exchange Tower as well as Winnipeg Square, the underground pedestrian mall. Whoever nominated Portage and Main as a 'great place' must have a fantastic sense of humour -- or a knack for inspiring outrage It was 1979, and Winnipeg was starting to suffer severely from a peculiar form of urban psychosis -- a belief in the revitalizing powers of downtown megaprojects. A decade earlier, entire blocks of northeastern downtown were razed to make room for the Manitoba Centennial Centre and the Civic Centre complex. This upgraded Winnipeg's institutional infrastructure, but whittled away at downtown's pedestrian streetscape, as small-scale buildings were replaced by concrete plazas. Unconvinced this was a bad idea, Winnipeg grew addicted to the magical powers of the megaproject. So down went an entire block bounded by Main Street, Portage Avenue, Fort Street and Graham Avenue. In its place, we received a nice skyscraper, a weird underground mall and the roots of a weather-protected walkway system designed to vacuum away what remained of Portage and Main's remaining pedestrians. It's now been 34 years since the barricades went up. Entire generations have been raised knowing that getting across that intersection without heading underground involves defying the edict of Gandalf: "Thou Shalt Not Pass." Portage and Main is no longer a streetscape, at least in the conventional sense. It's simply a multi-lane intersection where traffic signals maximize the movement of motor-vehicle traffic. Sure, there remains an idea of "Portage and Main" as the theoretical centre of the city. But that's a purely abstract sort of place name, used in the same manner international reporters use the term "Moscow" to describe the political machine at the heart of Russia. The real Portage and Main is a cold and uninviting place. At the southwest corner, you face a wall of the Commodity Exchange Tower complex -- Scotiabank windowglass frosted over with a Winnipeg Jets banner. At the southeast corner stands the stately, 100-year-old Bank of Montreal building, whose front entrance is seldom used. At the northeast corner stands the Richardson Building, whose wide and slightly more inviting plaza is adorned with Tree Children, a sculpture by Leo Mol. The office tower now known as 201 Portage Ave. graces the northwest corner, offering only a glass facade toward the actual intersection. On a sunny Tuesday morning in August, only one person stood, sat or walked at any of these four corners. Whoever nominated Portage and Main as a "great place" must have a fantastic sense of humour -- or a knack for inspiring outrage. Shortly before departing office in 2004, former mayor Glen Murray launched a design contest in the hopes of reopening the intersection in some way. A resulting scheme received the nominal support of six out of seven Portage and Main property owners, but died on the vine in 2006. That's when current Mayor Sam Katz declined to endorse a plan to replace the barricades with movable bollards, which would have been opened on evenings and weekends. Under the terms of the original agreement, the intersection is slated to remain closed until 2016. Even if it reopens in 2017, pedestrians trained to treat it like a minefield will not suddenly find themselves attracted to the intersection. Genuine public spaces draw people to them. Portage and Main keeps them away. It would be lovely to live in Winnipeg where "Portage and Main" is an actual place along with an idea. Instead, the streetlights change like clockwork, ushering cars through a city centre that is quite literally without a soul. bartley.kives(a)freepress.mb.ca *Is it time for Winnipeggers to come up into the sunlight? Should Portage and Main be open to pedestrians? Join the conversation in the comments below. [ http://www.winnipegfreepress.com/local/winnipegs-soul-got-buried-219526071.… ] * *Republished from the Winnipeg Free Press print edition August 14, 2013 B1*

2 1

Vote now to reopen Portage & Main to pedestrians!
by Beth McKechnie 14 Aug '13

14 Aug '13

http://globalnews.ca/news/778573/pressure-building-to-reopen-portage-and-ma… Pressure building to reopen Portage and Main to pedestrians [image: Lorraine_personalities 220x260px]<http://globalnews.ca/author/lorraine-nickel/> By Lorraine Nickel <http://globalnews.ca/author/lorraine-nickel/> Reporter/Anchor WINNIPEG — Portage and Main is famous as Canada’s windiest corner and the heart of downtown Winnipeg but for 34 years, something’s been missing. “Portage and Main which was, it still probably is, the symbolic heart of the city has become a place for cars, not a place for people,” said Prof. Richard Milgrom, the head of the department of city planning at the University of Manitoba. For decades, people crossed Portage Avenue and Main Street freely. Then in 1979, the city signed a contract with area businesses that closed the intersection to pedestrians for 40 years and built the underground concourse. The contract expires in six years and key players are talking about plans to reopen the famous intersection to pedestrians. “85 per cent of our BIZ members would like to see Portage and Main reopened. Part of what makes downtown vibrant and excited is the ability for people just to walk around,” said Stefano Grande of the Downtown BIZ. Some city councillors are on board but say discussions haven’t started at city hall yet. “I like the idea of putting people on Portage and Main. You could do it on a gradual basis, like starting at six or on weekends,” said St. Boniface Coun. Dan Vandal. “I would love to have that happen somehow,” said River Heights Coun. John Orlikow. “I know there’s issues down below with some of the shopkeepers.” To take down the barricades, all the property owners on the famous corner must first agree. The Bank of Montreal and Creswin Properties (owners of the office tower at 201 Portage Ave.) want it opened. But the Richardson Centre “wants things to stay the same” and Artis REIT, the owner of the underground shops of Winnipeg Square, said “it’s premature to discuss the idea.” A lot has changed downtown since the 1970s, with the MTS Centre being built, several new condo and apartment developments going up and the Human Rights Museum slated to open next year. “The downtown in the last seven years has become a much more vibrant place,” said Jino Distasio, urban studies professor at the University of Winnipeg. But it’s not that simple, he admits. “There will be some growing pains. It’ll be some frustrated drivers who are going to have to wait on a corner that they’ve been able to speed through.” Former Mayor Glen Murray tried to open the intersection in 2002, asking architects to design a safe pedestrian crossing, but the 40-year agreement derailed those plans. “I’m disappointed it didn’t happen because I think it was critical for the city,” said Murray. “You can’t find a major city in the world anymore that has blocked off a street, never mind its main corner.” So will seeing people crossing Portage and Main remain a distant memory, or is there a new future for this famous intersection? “I think it has to happen if our downtown is going to become a vibrant place, an exciting place,” said Grande. http://globalnews.ca/news/778573/pressure-building-to-reopen-portage-and-ma…

1 0

Bike theft deterrents
by Dave Elmore 13 Aug '13

13 Aug '13

http://www.thestarphoenix.com/news/Slamming+brakes+stolen+bikes/8781652/stor y.html Slamming the brakes on stolen bikes Some cities, and even the University of Saskatchewan's Campus Safety, have experimented with bait bikes, equipped with GPS to track down thieves. (AP file Photo) As bike thefts in Saskatoon skyrocket this summer, some cities across the world are taking a more creative approach to deter cycle thieves. According to Saskatoon police, reports of stolen bicycles jumped 80 per cent this year between June 1 and July 31, compared to the same time frame last year - to 149 from 83. Reported bike thefts during the same two-month period on the University of Saskatchewan campus also doubled - to 10 from five. City police are repeating the usual message, warning bicyclists to always lock up their bikes and make note of their ride's serial number. Fenced areas devoted solely to private bicycle parking can be found scattered throughout the city. Bike lockers can also be rented on the University of Saskatchewan grounds, and Campus Safety has experimented with bait bikes - rides equipped with GPS to track thefts - in the past. Cities around the world have used these same methods to deter bike thieves, but some aren't satisfied with the same old tricks. Researchers at Newcastle University in the U.K. recently targeted thief psychology with a simple poster, staring down potential stealers. The posters, each featuring a pair of watchful eyes and equipped with the warning, 'Cycle Thieves: We are watching you,' were placed around campus, and led to a 62 per cent reduction in bike thefts over two years in areas where posters could be found. "It's amazing that just a picture would have a bigger effect than a camera recording people," Melissa Bateson, an ethology professor at Newcastle University and one of the study's authors, told the Toronto Star in April. Police in Cambridge, Mass. instituted a similar strategy in one of the city's most frequently cycled areas. Two cardboard cut-outs of a Massachusetts transit police officer were placed in the bicycle cages at the Alewife Massachusetts Bay Transportation Authority subway and bus station, where hundreds of people use the racks daily and bikes are frequently stolen. Police only saw one reported bike theft between July 5, when the cut-outs were placed in the cages, and Aug. 4, according to Deputy Chief Robert Lenehan. Last year, six bikes were stolen from the area over the same time period. "All you see is this imposing figure of a police officer," Lenehan told the StarPhoenix. He said the number of reported bike thefts also decreased by 56 per cent in the Alewife station over a oneyear period from July 2012 to July 2013 with the introduction of more patrol officers. He said there is no single best method to reduce bike thefts. "You can never arrest yourself out of a crime problem," Lenehan said. "There is no one magical way out of it. If the cut-out is deterring two or three bike thefts a month, or even two or three bike thefts each quarter, it's still part of the overall approach to try to drive down the crime." MBTA transit police were even able to stop a Craigslist bike thief a few years ago by following him online. The thief was snapping photos of bicycles locked up on the street and posting the photos to Craigslist, a popular classifieds website. When users on the site wanted to buy a bike, the man stole it. "You have to be aware. Every time you think you've locked the doors, you find out there is a window open somewhere," Lenehan said. Thanks Dave o _ ( \ _ (X)\ /(X)

1 0

Flin Flon Reminder - Why not leave the car at home?
by Beth McKechnie 13 Aug '13

13 Aug '13

*From:* Reaney, Vicky (MLG) *Sent:* Tuesday, August 13, 2013 5:06 PM ** ****

1 0

Active Commuting Cuts Risk of Diabetes, High Blood Pressure
by Beth McKechnie 09 Aug '13

09 Aug '13

Ditch the Car: Active Commuting Cuts Risk of Diabetes, High Blood Pressure By Tamarra Kemsley<http://www.natureworldnews.com/reporters/tamarra-kemsley> http://www.natureworldnews.com/articles/3387/20130808/ditch-car-active-comm… By forgoing the car and opting for a more active commute, a person can cut their risk of developing diabetes by as much as 40 percent, a new study [ http://www.ajpmonline.org/webfiles/images/journals/amepre/AMEPRE_3837-stamp…] published in the *American Journal of Preventative Medicine* shows. Led by researchers at Imperial College London and University College London, the report examines how 20,000 people throughout the UK traveled to work and compared this to a number of health indicators, many of which put a person at greater risk for developing type 2 diabetes. In doing so, they found that cycling, walking and using public transport were all associated with a lower risk of being overweight than driving or taking a taxi. Specifically, the data showed that 19 percent of working age adults who used private transportation -- such as cars, motorcycles or taxis -- to get to work were obese, compared to 15 percent of those who walked and 13 percent of those who cycled to work. Meanwhile, people who walked to work were also 17 percent less likely than people who drive to have high blood pressure. All told, cyclists were around half as likely to have diabetes as drivers. Based on these findings, the researchers argue that people can reduce their risk of serious health problems such as heart attacks as well as diabetes by simply avoiding the use of a car. "This study highlights that building physical activity into the daily routine by walking, cycling or using public transport to get to work is good for personal health," said Anthony Laverty, from the School of Public Health at Imperial College London. Though, the researchers note, not everyone has the option to pursue these more active forms of commuting. Public transportation, they found, was used most in London, at 52 percent, compared with just 5 percent in Northern Ireland. "The variations between regions suggest that infrastructure and investment in public transport, walking and cycling can play a large role in encouraging healthy lives, and that encouraging people out of the car can be good for them as well as the environment," Laverty concluded.

1 0

Summer Photo Contest (Please distribute widely)
by Shoni Litinsky 06 Aug '13

06 Aug '13

[image: Inline images 3] Summer is here and with it comes the fun of commuting outdoors! Peg City Car Co-op wants to see photos of your summer commute featuring themes of biking, walking, and busing. It's easy. Check out our Facebook page here <http://a.pgtb.me/7q2dNs> to enter the contest. Enter your photo and get your friends to vote for it. Photos with the most votes will win a MEC gift certificate each week! Enter as many photos as you like to win multiple prizes! Our grand prizes will be awarded to three lucky finalists including: 1. One years worth of Driving Credit with Peg City Car Co-op 2. One $500 Custom Bike from Natural Cycle 3. One Winnipeg Transit Half-Year Bus Pass Grand Prize winners will be chosen by our stellar Jury Panel that boast local artists, Josh Ruth (Art City), Natalie Baird, Lucas Pauls (The Distillery), and Shawna Dempsey. We can't wait to see your snapshots! Peg City Car Co-op -- Emma Bonnemaison *Marketing Coordinator * emma(a)pegcitycarcoop.ca +1.778.891.0337 <http://pegcitycarcoop.ca/> -- *Shoni Litinsky* | Active and Safe Routes to School Green Action Centre <http://greenactioncentre.ca/> 3rd floor, 303 Portage Avenue* | *(204) 925-3773 Green Action Centre is your non-profit hub for greener living. Support our work by becoming a member<http://greenactioncentre.ca/support/memberships/> Find us here<http://greenactioncentre.ca/content/ecocentre-directions-and-travel-options/>

1 0

G&M: Vancouver's bike lanes have made it a city to watch (Aug2'13)
by Beth McKechnie 04 Aug '13

04 Aug '13

Vancouver’s bike lanes have made it a city to watch FRANCES BULA VANCOUVER — Special to The Globe and Mail Published Friday, Aug. 02 2013 http://www.theglobeandmail.com/news/british-columbia/why-vancouvers-bike-la… To many cities, building bike lanes isn’t about serving a small slice of the hipster set. It’s about showing that the city is planning for a different, more sustainable transportation future and serving an increasingly important demographic. City cycling is no fad, say municipal officials and cycling experts around the continent: It’s here to stay and should be embraced. “All of us, in every city around North America, because of demographic forces, are really seeing an increase in cycling,” says Andrew Stober, chief of staff for the mayor’s office on transportation in Philadelphia. “This is not a case of ‘Build it and they will come.’ We are seeing that we need to build something because they’re already here.’” As cities get more dense, more people are coming to the conclusion that a bicycle is often the most efficient and cheapest way to travel within the five-kilometre radius where they increasingly spend most of their time. And businesses, looking around the globe at where to locate, factor in the effort that cities are making to provide for their potential bike-riding employees. Philadelphia recently got shortlisted as a new location for a major brewery’s East Coast base because of its robust bike-route network. As a result, Mr. Stober and many other city officials say they are constantly scanning the horizon to see what other cities are doing. One of the places they always look: Vancouver. Vancouver doesn’t have the biggest cycling network. Montreal has far more concrete barrier-protected lanes; New York has more miles of bike routes overall. It doesn’t have the highest percentage of cycle trips (as opposed to walking, driving and taking transit). Copenhagen, with 40 per cent, and even Berlin, with 15 per cent of trips by bicycle, far outstrip Vancouver, which is currently closing in on 5 per cent. It doesn’t have a bike-share program yet, like other cities aggressively pushing cycling. But Vancouver was one of the first cities in North America to create a low-cost, low-impact network by creating bikeways along residential streets with relatively light traffic volumes – a system that Portland, Ore., copied. That system has helped push cycling trips in some parts of the city – Commercial Drive, Kitsilano – to the 12- to 15-per-cent range. “It really has led the way in North American in local-street bikeways,” says John Pucher, a Rutgers University urban planning professor and author of *City Cycling*. But in the last five years, the city has moved into a tougher phase: increasing barrier-separated lanes and other route improvements that visibly take space away from cars. It’s the kind of cycling infrastructure that Mr. Pucher and other researchers say is the safest and the type most likely to encourage regular people, especially women, to try cycling. Vancouver’s efforts have meant fights with residents, downtown businesses, and political opponents who accuse Mayor Gregor Robertson and his Vision Vancouver councillors of catering to the city’s tiny minority of cyclists. This week, city council’s decision to approve a new section of bikeway alongside some of the city’s most expensive properties – and some of its most vehemently opposed residents – was watched carefully across the continent. “They’re one of the leaders,” says Laura Spanjian, sustainability director for the City of Houston, which has built 300 miles of bikeways recently and introduced a small but enthusiastically welcomed bike-share program this spring. “That huge controversy they had … it’s kind of fantastic for the country. It shows that even when there’s opposition, if you have strong leadership, you can move ahead and show the success later. It helps other cities when you have wins like this.” Vancouver is one of the models for smaller or more car-oriented cities that have decided unilaterally to create a cycling culture. Amsterdam and Copenhagen, the current superstars among cycling cities, are admired, but not always seen as examples that can be emulated. Amsterdam, where 57 per cent of all trips are done by bicycle, has had a strong cycling culture since the bicycle was invented. Its city governments over the years have mostly strengthened that. Copenhagen, which has reached the 40-per-cent mark for cycling trips, made more of a leap, but it had a long history of building separated bike lanes – called “cycle tracks” by the experts – in its central city. As well, like many European cities, its public spaces were never taken over by the car to the extent that North America’s were when cars began fighting for and winning dominance on the roads over pedestrians and streetcars in the 1920s and ’30s. But Vancouver, and other cities like New York, Chicago, Berlin, Seville, Barcelona, Montreal, and Portland that have had to fight to create a cycling culture, are the ones showing the way to cities anxious to transform transportation in their metropolises. Paris and London mayors may have embraced the bicycle, but they didn’t have the problems of New York – taxi drivers, truckers and rich people who fought against bike lanes. With the fierce Transportation Commissioner Janette Sadik-Khan leading the way since 2007, New York has added nearly 350 miles of on-street bike lanes to its city, including 25 miles of protected lanes, for a total of about 850 miles. It has shut down some streets entirely for car-free days on occasion. But not without some serious skirmishing. Wealthy residents in the Park Slope area of Brooklyn sued over one section of proposed bike lane – a case the city won. Complaints were also in full flood for the bike-share system, introduced this spring, from worries that the docking stations were taking up too much sidewalk space to griping about the technical problems with the stations. But something is working. Statistics show the number of bike riders crossing into Manhattan during a average 12-hour period doubled from 16,000 to 32,000 between 2005 and 2012, a number that is likely to be up again once the 2013 numbers are counted. “New York City’s streets are now the safest they’ve been, with the last five years recording the fewest traffic fatalities since records were first kept in 1910,” adds Department of Transportation spokesman Scott Gastel. As Vancouverites were lining up pro and con to argue about the city’s new Seaside Greenway last week, a University of B.C. researcher pointed out that Vancouver – contrary to public opinion – has been rather timid in its push for separated bike lanes. “Since 2009, Vancouver has added six kilometres of separated bike lanes,” Kay Teschk says. “Seville has built 120 kilometres of separated bike lanes in the same five-year period.” Mr. Pucher, of Rutgers University, calls Seville the most dramatic example of a complete turnaround: Before the city started its cycling improvements, only about 0.5 per cent of all trips were made by bicycle. Now, about 6.5 per cent of trips are bike trips, about 85,000 a day. “Seville is the most interesting because it started with zero tradition of daily, utilitarian cycling,” Mr. Pucher says. That was in keeping with elsewhere in Spain, especially cities like Madrid, where a cyclist on a regular street is a rare sight. Some German cities, like Hamburg and Munich, have been good cycling cities for decades. Hamburg had separated bike lanes, complete with little traffic lights that showed green and red bicycles, back in the 1970s. Not Berlin. “Berlin has turned to it partially because of financial issues,” says Ralph Buehler, an urban affairs professor at Virginia Tech and co-author of *City Cycling*. The city was struggling economically after re-unification. “It found out that building bike infrastructure is much cheaper than highway interchanges or even subways.” Mr. Buehler says. Between 1990 and 2008, the number of cycling trips doubled, accounting by the end of that period for 13 per cent of all trips. The figure is now up to 15 per cent (and as high as 25 in some neighbourhoods), as cyclists now have access to about 620 kilometres of bike lanes. Cycling experts gripe about some aspects of the Berlin system – that it’s inconsistent, with riders sometimes in protected bike lanes, sometimes on the sidewalk, and sometimes on roads with arrows. The group Copenhagenize Design, which rates cities on the cycling facilities, also notes that Berlin is still doing contradictory things, like pouring money into projects for cars. *Related stories*: Bike route approved for Vancouver’s western beaches following passionate debate <http://www.theglobeandmail.com/news/british-columbia/vancouver-to-get-bikew…> Vancouver’s bike lanes: Gordon Price on when to ignore the opposition <http://www.theglobeandmail.com/news/british-columbia/vancouvers-bike-lanes-…>

1 0

WFP: A little love at the landfill - WRENCH sets out to salvage 900 discarded bikes (Aug.4'13)
by Beth McKechnie 04 Aug '13

04 Aug '13

A little love AT THE LANDFILL WRENCH sets out to salvage 900 discarded bikes By: Bill Redekop http://www.winnipegfreepress.com/local/a-little-love-at-the-landfill-218259… Pat Krawec once found a $5,000 Italian, handmade bicycle at the Brady Road Landfill, but that's not what drives his passion for repairing and salvaging discarded bikes. "It's just such a waste" said Krawec, executive director of the WRENCH (Winnipeg Repair, Education and Cycling Hub), a local group that is to bicycles what Zen and the Art of Motorcycle Maintenance was to the 1970s. "We're Winnipeggers. We're thrifty. It's a moral outrage. There's still lots of life left in these bikes," said Krawec. WRENCH held its annual version of the push, pull and drag sale on Saturday but at no charge. Volunteers from Winnipeg's half-dozen community bike shops came by to save and strip parts from bicycles that wound up in the Brady Road Landfill. About 900 bikes were being picked over Saturday, including tricycles, kids bikes, 10-speeds, mountain bikes, trick bikes and even exercise bikes. "The amount of used bikes being thrown away is crazy, and it shows no sign of slowing down," said Krawec. The organization puts a positive spin into the old saying "throw a wrench" into something, which usually means bungling things up. Here, WRENCH fixes the situation. But WRENCH has a larger mission than to just repair bikes. It's more like bicycle maintenance as a "solution" to many of society's ills. Bikes are exercise, fresh air, environmentally friendly, and bicycling helps clear your head. Repairing bikes makes for sustainable cycling. The main component to the non-profit WRENCH is to educate the public to do its own bicycle maintenance. It runs programs for everyone from prison inmates to special-needs people to inner-city kids. WRENCH also runs Build-a-Bike programs for schools and community centres. "One reason the programs work so well is that by working on bicycles, you can get outside yourself. People learn to actually fix stuff," said Krawec. It receives donations from some heavy hitters including the Richardson Foundation and Winnipeg Foundation, and government grants from the Neighbourhoods Alive and waste-reduction programs. Volunteer-run community bike shops that WRENCH assists include The Big Dump, The Bike Dungeon and Bike Lab. "Most of these bikes just need a little love," said Robin Ellis, volunteer co-ordinator for WRENCH, surveying the tangle of bikes at the Brady Road Landfill. Bike culture is growing, said Ellis. For example, she plays in a bike polo league. "It's like hockey on bikes with mallets." It's played on indoor rinks, with a street hockey ball and mallets that are typically ski poles with PVC piping taped to the end. If a player puts a foot down, they have to retreat to an area and touch the boards. One might have predicted everyone at WRENCH pedals to work, as staff don't even own cars. "A lot of people who come to our shops depend on bikes for their transportation," Ellis said. More information is at wrench.ca. bill.redekop(a)freepress.mb.ca *Republished from the Winnipeg Free Press print edition August 4, 2013 A4*

1 0

Fwd: Help divert bikes from the landfill at Empty the Fill - THIS SATURDAY!
by Mark Cohoe 31 Jul '13

31 Jul '13

Help divert bikes from our land fills to our community bike shops by volunteering with the WRENCH this weekend! Mark -------- Original Message -------- Subject: Help divert bikes from the landfill at Empty the Fill - THIS SATURDAY! Date: Wed, 31 Jul 2013 15:10:56 -0500 From: Robin Ellis <volunteer(a)thewrench.ca> To: Robin Ellis <wrenchvolunteer(a)gmail.com> Inline image 1 Hey Folks! This Saturday (August 3rd) is the annual massive landfill diversion blitz: EMPTY THE FILL! We will be heading out to the Brady Road Landfill bicycle compound to STRIP, SORT, STACK and SCRAP bikes to fill the racks and shelves of community bike shops in Winnipeg. Come see what's in our waste stream as we turn garbage into the stuff of dreams! We can use as many volunteers as possible, and no prior bicycle knowledge is necessary! It would also be great to get some more folks with vehicles to transport people, parts or bikes. The WRENCH will be providing bike stands and tools, food, water, and shade for everyone who comes to help out. Be sure to sport sturdy closed toed footwear, a hat, sunscreen, rugged clothing, and a water bottle. Rides will be meeting at the bike dump at 10 am on Saturday morning. Feel free to email/call for more info, and please RSVP via email or phone so we know how many people to expect. Thanks! See you then! -- *Robin Ellis*, Volunteer Coordinator The Winnipeg Repair Education and Cycling Hub 1057 Logan Ave. Winnipeg, MB R3E 3N8 www.thewrench.ca <http://www.thewrench.ca/> 204.296.3389

1 0

Fwd: Cognitive performance is better in girls whose walk to school lasts more than 15 minutes
by Jackie Avent (ASRTS) 31 Jul '13

31 Jul '13

Cognitive Performance Is Better in Girls Whose Walk to School Lasts More Than 15 Minutes Published: July 24, 2013 By University of Granada<http://www.sciencenewsline.com/source/University+of+Granada> http://www.sciencenewsline.com/articles/2013072415030021.html *Cognitive performance of adolescent girls who walk to school is better than that of girls who travel by bus or car. Moreover, cognitive performance is also better in girls who take more than 15 minutes than in those who live closer and have a shorter walk to school.* These are some of the conclusions of a study published in *Archives of Pediatrics & Adolescent Medicine*. The results come from findings of the nationwide AVENA (Food and Assessment of the NutritionalStatus of Spanish Adolescents) study, in which the University of Granada has participated together with the Autonomous University of Madrid, University of Zaragoza and the Spanish National Research Council in Madrid. They constitute the first international study that associates mode of commuting to school and cognitive performance. The authors analysed a sample of 1700 boys and girls aged between 13 and 18 years (808 boys and 892 girls) in five Spanish cities (Granada, Madrid, Murcia, Santander and Zaragoza). They studied variables of mode of commuting to school, cognitive performance, anthropometrics—like body mass index and percentage of overweight and obesity—and participants' extracurricular physical activity. They also gathered data on their families' socio-economic status using the mother's level of educational achievement (primary school, secondary school or university) and the type of school (state-funded or private) that participants attended. Information on mode of commuting to school came from a question asking participants how they usually travelled to school and giving the following response options: on foot, by bicycle, car, bus or subway, motorcycle, and others. They were also asked how long the journey to school took them. Cognitive performance was measured by applying the Spanish version of an educational ability test. Participants completed this standardized test that measures intelligence and the individual's basic ability for learning. The test assesses command of language, speed in performing mathematical operations, and reasoning. In adolescence, the plasticity of the brain is greatest. The researchers affirm that, during adolescence, "the plasticity of the brain is greater than at any other time of life, which makes it the opportune period to stimulate cognitive function". However, paradoxically, adolescence is the time of life that sees the greatest decline in physical activity, and this is greater in girls. Therefore, the authors of the study think that "inactive adolescents could be missing out on a very important stimulus to improve their learning and cognitive performance". "Commuting to school on foot is a healthy daily habit, which contributes to keeping the adolescent active during the rest of the day and encourages them to participate in physical and sports activities. This boosts the expenditure of energy and, all in all, leads to a better state of health", say Palma Chillón, researcher in the Department of Physical and Sports Education of the University of Granada, and David Martínez-Gómez, of the Department of Physical and Sports Education and Human Movement (Faculty of Teacher Training and Education) of the Autonomous University of Madrid, who have both participated in the study.

1 0

Fwd: PACM Contract position
by Jackie Avent (ASRTS) 31 Jul '13

31 Jul '13

Forwarded on behalf of PACM: Enclosed is the PACM contract position information. Please circulate to candidates who you feel may be suitable. ** ** ** ** ** Casie Nishi**** Executive Director**** Wellness Institute at Seven Oaks General Hospital **** 1075 Leila Avenue Winnipeg, MB R2P 2W7**** Phone: (204) 632-3901 Fax: (204) 697-2412**** Email: cnishi(a)sogh.mb.ca**** www.wellnessinstitute.ca**** ** ** ** ** ** ** This email and/or any documents in this transmission is intended for the addressee(s) only and may contain legally privileged or confidential information. Any unauthorized use, disclosure, distribution, copying or dissemination is strictly prohibited. If you receive this transmission in error, please notify the sender immediately and return the original. Ce courriel et tout document dans cette transmission est destiné à la personne ou aux personnes à qui il est adressé. Il peut contenir des informations privilégiées ou confidentielles. Toute utilisation, divulgation, distribution, copie, ou diffusion non autorisée est strictement défendue. Si vous n'êtes pas le destinataire de ce message, veuillez en informer l'expéditeur immédiatement et lui remettre l'original.

1 0

News flash for drivers: Cyclists are helping subsidize your ride
by Beth McKechnie 31 Jul '13

31 Jul '13

News flash for drivers: Cyclists are helping subsidize your ride *Local roads and bike lanes are almost exclusively paid for by local property taxes, not fuel taxes* By Peter Ladner Tue Jul 30, 2013 12:01am PST http://www.biv.com/article/20130730/BIV0319/307309939/-1/BIV/news-flash-for… As the “war on bikes” continues in my little corner of our sun-drenched paradise, I’ve been trying to understand the road rage that’s generated every time space for cars is shifted to other uses. Some of it is fear borne out of fertile imaginings of disasters unforeseen by professional traffic engineers. It’s true, the engineers have been wrong before. They initially predicted massive lineups from the east and west to get onto the south end of the Burrard Bridge if a bike lane was put in on the bridge. Those turned out to be only minor delays in one direction at peak travel times. Business organizations recoil at the uncertainties by assuming harm for businesses if a bike lane is put in. Yet in New York City, retail sales along new bike routes jumped by 49% compared with 3% overall. On the Hornby bike route, retail vacancies went down from 10% to 2% after the bike lane was installed. So, yes, businesses along Cornwall should be concerned about a new bike route along York Street – they’ll lose bicycle-riding customers who no longer go by their premises. In a week when the Transport for London reported that 24% of all vehicles in the morning rush in London are now bicycles, many people refuse to believe that cycling is a viable alternative to the automobile, because it wouldn’t work for them. Fine, it doesn’t have to, but it does work for a lot of people – and will work for a lot more when they can do it safely in a protected lane. But the biggest gagging point for many motorists is that they think cyclists are getting a free ride on someone else’s dime. The rude, arrogant and law-breaking attitude of some cyclists only adds to this resentment. Oddly, drivers who endanger lives by breaking the speed limit rarely provoke the same reaction. In fact, the opposite is true. Cyclists subsidize car drivers. Local roads and bike lanes are almost exclusively paid for by local property taxes, not fuel taxes. Yes, some city hall revenue comes from parking fees, but those fees don’t begin to cover the opportunity and maintenance costs of the 30% of the city’s land base that is used for cars, especially for “free” on-street parking. The amount of roadway in Vancouver dedicated to cars is 10 times that dedicated to bicycles, which usually park off-road. Property taxes are paid by everyone who lives in the city, whether they rent or own. Cyclists are more likely to live in the city, since they stay closer to home than motorists who come into Vancouver from all over the region. Cyclists also subsidize motorists when they live in buildings or buy groceries that cost more because of legislated off-street parking spaces they don’t use. City police costs to patrol traffic, enforce drunk driving laws and attend to accidents are paid by cyclists and car drivers alike, even though car drivers use up vastly more of those resources than cyclists. Then there are health-care costs, which everyone pays through provincial income taxes and medical service premiums. Cars are huge health hazards, plain and simple. Pollution from cars generates huge health-care costs – especially diesel cars like my Passat TDI. Accidents and ambulances are an obvious source of those costs, but they only account for 10% of the casualties due to traffic. Three times as many people die from the effects of emissions, and twice as many again die prematurely from lack of exercise and obesity-driven diseases related to time spent driving. Protected green lanes reduce non-fatal cyclist road injuries by 90%, so the return on investment from bike lanes is possibly covered by that health care saving alone. Drivers concerned about unfair tax burdens should welcome more bicycle lanes – especially in pricy waterfront neighbourhoods where the increased property values will lighten the property tax load for everyone else.

1 0

Webinar recording now available: The Latest Spin on University Bike Share Programs
by Beth McKechnie 29 Jul '13

29 Jul '13

In case you missed last week's webinar on University Bike Share Programs, here's a link to the recording along with pdfs of the slides: http://www.bestworkplaces.org/events/best-workplaces-for-commuters-web-conf… I found it particularly interesting that there appears to be a shift in the approach to bike sharing on campuses vs municipal bike share programs. The key difference being that the technology is stored on the bike's rear rack, which means that regular bike racks can be used rather than specialized docking systems. cheers, Beth

1 0

WFP: Long-term planning crucial - Strategic thinking needed with Winnipeg seeing growth (July22'13)
by Beth McKechnie 25 Jul '13

25 Jul '13

Long-term planning crucial Strategic thinking needed with Winnipeg seeing growth ON ARCHITECTUREBy: Brent Bellamy http://www.winnipegfreepress.com/business/long-term-planning-crucial-216396… Winnipeg's population is nearing 800,000 and is growing by more than 10,000 per year. Property values are rising, construction is happening and the economy is prospering. We have an IKEA, a professional hockey team and a half-dozen new towers rising in our skyline. Winnipeg is without question a progressing city -- but is it a progressive one? After decades of stagnation, Winnipeg is beginning to face the challenges that come with more rapid urban growth. The suburbs are sprawling in every direction, traffic levels are increasing and established neighbourhoods are being redeveloped. The city is evolving and we are at the point of having to ask ourselves: What kind of community do we want Winnipeg to become? Old Winnipeg was a special place, filled with dense, tree-lined, walkable neighbourhoods of grid-pattern streets, community clubs and corner stores. Will new Winnipeg have the same character and soul, or will we look back on this growth period as a lost opportunity to progressively shape our future city? Will we have the same pride and foresight as those who planted our characteristic tree canopy a century ago, or will we leave a legacy of ubiquitous suburbs, unmanageable civic finances and crumbling infrastructure? In 2011, city council voted to accept the Our Winnipeg plan and the Complete Communities Direction Strategy into official civic policy as a response to these very questions. These comprehensive planning guidelines are intended to provide a progressive blueprint for the city's economic, social and physical growth over the next 25 years. Our Winnipeg emphasizes creative ways to guide new neighbourhood design and transform existing areas into "complete communities." It focuses on developing mixed-use, mixed-income and mixed-density neighbourhoods that are walkable, safe, beautiful and vibrant. Perhaps, most importantly, it outlines ways to make the city more economically sustainable by curbing the prevailing model of low-density, expansive growth that has already stressed civic budgets to a point where taxes are rising and public services are declining. Our Winnipeg is a long-term plan, but it is not a law. Without aligning its strategies with current zoning bylaws, the document becomes a fanciful vision without any real method of implementation. Earlier this month, city council chose to defer their vote on a series of recommendations from the planning, property and development department that would align several features of Our Winnipeg with zoning bylaws. The recommendations focused on reducing red tape and streamlining the approval process for desirable development. Densification of existing neighbourhoods is seen as a key strategy for making the city more economically sustainable in the long term, but the provision of parking to meet current bylaw standards can be a barrier to infill development on smaller urban sites. The recommendations addressed this issue by reducing minimum parking levels in mature communities, permitting some on-street parking for multi-family developments and allowing car-share and bike programs to offset parking requirements. To promote the subdivision of larger properties, it was recommended that the minimum required lot areas be reduced while allowing properties to be subdivided as long as newly created lots are no smaller than existing ones located within 60 metres on the same street. These modest changes met with apprehension from council, which cited fears of increased street parking and smaller residential properties that might be considered unappealing to community residents. It is human nature to fear change, but councillors who struggle every year to balance civic budgets likely understand our current urban-development model is not economically sustainable. As Winnipeg grows, promoting density is the only way to ensure a healthy and competitive city in the future. To prosper, we will have to embrace the long-term goals outlined in the Our Winnipeg plan by empowering it with a legal backbone. This resistance to long-term planning as a method of guiding change seems to have recently become a trend in Winnipeg. Last year, the Corydon-Osborne Neighbourhood Plan was stopped in its tracks despite the pressing need to address significant changes happening in the area. Promises to restart the process have gone unfulfilled for almost a year. Recently, the City of Winnipeg cancelled its active-transportation study, indicating its $400,000 cost would be better spent on construction. The complex web of bike and pedestrian paths, intertwined with transit and vehicular networks across the city, will now be implemented without a strategic plan to ensure its efficiency and cost-effectiveness. The argument appears to fall flat considering other studies continue, including a $1.2-million plan for the development of the Waverley Street underpass. The lessons of proceeding without planning and public consultation might have been learned when a hotel and water park near The Forks were abruptly proposed, resulting in significant community opposition and the eventual failure of the project. The value of an effective urban plan can be seen as the Winnipeg Blue Bombers implement costly reactive solutions to traffic issues at their new stadium. Winnipeg is at a critical moment in its history. Just as development from the pre-war boom era a century ago continues to inform our city's urban character today, the decisions we make in this growth period will define what kind of city we pass on to future generations. To be a truly progressive city, we must establish long-term goals through comprehensive planning and without fear of change, implement public policy that adheres to plans such as Our Winnipeg and promotes development that effectively realizes the goals they strive to achieve. *Brent Bellamy is senior design architect for Number Ten Architectural Group.* bbellamy(a)numberten.com Republished from the Winnipeg Free Press print edition July 22, 2013 0

1 0

Webinar: The Latest Spin on University Bike Share Programs, Thurs, July 25, 2-3:15
by Beth McKechnie 25 Jul '13

25 Jul '13

Friendly reminder regarding today's FREE webinar on University Bike Share Programs. *PLEASE NOTE the correct local time for the webinar is 2:00-3:15 pm today! * If you like, come join us in the EcoCentre boardroom (303 Portage Ave, third floor) for a group viewing or simply watch from your own desk (no registration required). cheers, Beth ---------- Forwarded message ---------- From: Bond, Julie <bond(a)cutr.usf.edu> Date: Thu, Jul 18, 2013 at 8:15 AM Join us for an intriguing look at three University Bike Share programs during a FREE Best Workplaces for Commuters (BWC) webinar. **** ** ** *Date*: Thursday, July 25, 2013**** *Time: *2:00 - 3:15 pm (Central / local)** ** ** *Join the Session: https://www.livemeeting.com/cc/cutr/join?id=bwcbikeshare&role=attend&pw=web… * * * *Add to your Outlook calendar: https://www.livemeeting.com/cc/cutr/meetingICS?id=bwcbikeshare&role=attend&… * * * *Speakers:* * * *Holly Parker, Director ***** *Sustainable Transportation Systems***** *Yale University***** Still unsatisfied with the existing bikeshare models available at the time, Yale started “Y-Bike,” a departmental bikeshare program in 2008—in which a bicycle was provided to a Yale department for anyone in the department (a small, controlled environment) to use. The expense of the kiosk-based bikeshare system was prohibitive, and it was felt that getting staff members—some of whom hadn’t been on bikes since childhood—to use bikes for travel between campus locations would be a good way to build bike culture. In addition to the over 40 Y-Bikes on campus (and 8,000 collective miles pedaled later), Yale now provides 50 shared-use bicycles to anyone who registers with a valid Yale email address. Listen to how Yale designed this 6-month pilot and how they plan on evaluating it. **** **** *Jim Simon, Sustainability Engagement Coordinator***** *University at Buffalo***** When the community bicycle sharing program closed, a search began for alternatives that would meet the needs of the campus in light of their goal of becoming climate neutral by 2030. Counseled by a report prepared by an undergraduate planning class and examined options that would promote synergy in the community with partners working on providing bike share in their city and region, they engaged in a partnership with a start-up company that offers a GPS-enabled bike that can be located and borrowed using your mobile phone. The technology meets students where they are—on their mobile phones and computers—and is accessible at any time. By becoming the first college or university to partner with this company, they have learned and applied several important lessons about innovation, partnership, and the development of learning opportunities for our students. Participants will learn how being on the leading edge of innovation through embracing new technology can benefit the research, teaching, and public service mission of your university. Additionally, participants will learn how to involve students in campus decision making through classroom learning opportunities and how the immediate risk of working with a start-up organization can lead to rewarding opportunities for collaboration with students, the community, and the campus. **** **** *Joshua Cantor, Director* *Parking and Transportation* *George Mason University* George Mason University’s commitment to reducing its environmental impact and fostering a bicycling community on campus has led to a series of new projects, including a bike path that would stretch from the Fairfax campus to the Vienna-Fairfax-GMU Metro Station and Patriot Bike Share, a bike-sharing program on campus. George Mason’s Office of Sustainability has joined with the local bicycling community to create a series of new initiatives to achieve carbon neutrality by 2015. Chief among them is the Patriot Bike Share program on campus, which allows students to rent bicycles for two hours and return them at one of four locations across campus. The program was started by Tyler Orton, bike program manager for the Office of Sustainability, who brought his idea to the Office of Sustainability and was given $36,000 to invest in the project as part of the office’s new “Patriot Green Fund”. Listen to the challenges and opportunities that existed for this customized bike share solution.**** **** *Moderator:* Julie Bond, Program Manager, Best Workplaces for Commuters**** National Center for Transit Research, University of South Florida**** ** ** A Q and A session will follow the presentations. Visit www.bestworkplaces.org for further information, and learn how you can become a member.**** ** ** If you have questions, please email bond(a)cutr.usf.edu.**** ** ** Best regards,**** ** ** ** ** Julie Bond**** Program Manager, Best Workplaces for Commuters**** National Center for Transit Research**** Center for Urban Transportation Research**** University of South Florida**** 4202 E. Fowler Avenue, CUT100**** Tampa, FL 33620**** Direct Line: 813.974.9799**** [image: cid:image002.png@01CE0EB7.27D18690]**** ** ** ------------------------------

1 0

Bicycles - the new conservative enemy (Macleans.ca)
by Beth McKechnie 24 Jul '13

24 Jul '13

---------- Forwarded message ---------- From: Terry Zdan <tjzdan50(a)gmail.com> Date: Wed, 24 Jul 2013 09:25:52 -0500 http://ca.news.yahoo.com/bicycles--the-new-conservative-enemy-203422964.html Bicycles: the new conservative enemy The rise of bike-sharing programs has created an unlikely new target in the culture wars [image: Maclean's] <http://www.macleans.ca/> By Jaime Weinman | Maclean's – Sat, 20 Jul, 2013 [image: At more than one million rides, Toronto's BIXI service is proving popular with riders but is struggling to cover costs.] <http://ca.news.yahoo.com/photos/more-one-million-rides-torontos-bixi-provin…> CBC/Ivy Cuervo/CBC - At more than one million rides, Toronto's BIXI service is proving popular with riders but is struggling to cover costs. In the 1980s, the conservative humourist P.J. O’Rourke wrote “A Cool and Logical Analysis of the Bicycle Menace<http://www.bikereader.com/contributors/misc/menace.html>.” He was joking. In 2013, *Wall Street Journal* editorial board member Dorothy Rabinowitz said, “the bike lobby is an all-powerful enterprise<http://live.wsj.com/video/opinion-death-by-bicycle/C6D8BBCE-B405-4D3C-A381-…>” and the presence of a bike-sharing program in New York was an example of “the totalitarians running the government of this city.” She wasn’t joking. Rabinowitz’s widely discussed appearance on a Wall Street Journal video, which was picked up by many news outlets and *The Daily Show* (“Slow down, lady, they’re just bikes!” Jon Stewart exclaimed), did more than draw attention to complaints about the effectivness of the Citibike program, New York’s attempt to compete with the bike-sharing in other cities such as Paris and Montreal. It made people aware of just how hostile some conservative commentators are to bikes. Rabinowitz was hardly the first conservative pundit to express scorn for bicycles and the people who ride them. One of the most-publicized recent bike-bashers was Don Cherry, who showed up to meet Toronto Mayor Rob Ford in 2010<http://www2.macleans.ca/2010/12/08/put-that-in-your-pipe-you-left-wing-kook…>wearing a loud pink shirt, explaining: “I’m wearing pink for all the pinkos out there riding bicycles.” Popular southern California radio host John Kobylt, an opponent of plans to build more bike lanes in Los Angeles, recently explained that cyclists are members of “a bizarre cult that worships two-wheel transportation, not a traditional God.” And Rush Limbaugh, the leader in conservative radio punditry, has always been willing to tee off on the pesky pedal-pushers: “Frankly, if the door opens into a bicycle rider, I won’t care,” he once said. “I think they ought to be off the streets and on the sidewalk,” where bike riders aren’t actually allowed. Why would bicycles become a political issue? Partly because things like bike-sharing programs are often placed in opposition to cars and the people who drive them. Lloyd Alter, an adjunct professor at Ryerson University’s school of interior design and the managing editor of *TreeHugger.com<http://www.treehugger.com/> *, says conservatives sometimes associate bikes “with environmentalism and anti-capitalism. Bike riders live in denser places, don’t go to big-box supercentres, lead a suspiciously different lifestyle.” The political splits in cities are often strongest between urban areas and the suburbs or exurbs, and that pits suburb-friendly transportation, mainly cars, against more “urban” vehicles such as bikes and light rail. So just as conservative politicians such as Ford have often won votes for their support of the automobile against non-traditional transportation, conservative pundits often stick up for suburban car drivers in the culture war, and portray bicyclists as elitists. Kobylt, cited by *The Atlantic*’s Conor Friedersdorf as a practitioner of “the paranoid style in bicycle politics,” told his listeners he fears that cyclists are trying to make him feel like, “I’m second class because I drive a car, or I have a commute to work, or I live in a suburban neighbourhood.” Journalist George Will, a prominent opponent of trains, also mocked then-U.S. secretary of transportation Ray LaHood for his support of biking: “Does he think 0.01 per cent of Americans will ever regularly bike to work?” Will sneered. Alter says that, to some pundits, cyclists are “a powerful force trying to squeeze cars off the road,” and “every advance by the cyclists is seen as an attack on the suburban way of life.” But just as there are plenty of liberals who drive SUVs, there are plenty of conservatives who contradict the bike-hating stereotype. Nicole Gelinas, a contributor to the conservative urban policy magazine City Journal, published an article about Citibike that, while critical of the program, also tried to counteract some of the stereotypes about it: “Despite fears to the contrary, especially among the elderly,” she wrote<http://www.city-journal.org/2013/eon0530ng.html>, “bike share won’t harm pedestrians.” Still, as bike-friendly conservative radio host Mitch Berg told the Utne Reader<http://www.utne.com/Politics/Conservative-Cyclists-Republican-Bikes-Transce…>, “people on both sides of the political aisle do ascribe political significance to biking.” Or, as P.J. O’Rourke put it all those years ago, “I don’t like the kind of people who ride bicycles.” -- Terry Zdan 126 Duncan Norrie Drive Wpg MB R3P 2J9 CANADA tjzdan50(a)gmail.com <tjzdan(a)gmasil.com>

1 0

Canstar weeklies: Bike study scrapped (July24'13)
by Beth McKechnie 24 Jul '13

24 Jul '13

Bike study scrapped By: Matt Prepost http://www.winnipegfreepress.com/our-communities/times/Bike-study-scrapped-… Local councillors and bike advocates are cycling different paths when it comes to building an active transportation network in northwest Winnipeg. Earlier this month, the city confirmed it was suspending a $400,000 consulting study to develop a strategy to build future bike and pedestrian paths in the city. Instead, the city says it will spend that money on a handful of projects which are already underway. Mark Cohoe, executive director of Bike Winnipeg, said the decision means the city is continuing to miss the big picture due to the competing interests and ideas of cyclists, residents and politicians, and will miss out on opportunities that could save the public money down the line. "They’re not looking at how individual projects fit into the whole," said Cohoe. "When we don’t have an overall strategy looking at the whole network, it’s hard to figure out what the role of one route would be in the network and what kind of infrastructure would fit that best. "Sometimes it can be a neighbourhood street with a sharrow (a shared or painted lane on the road). But, if it’s going to be a spine in your network, a sharrow won’t cut it." Cohoe has been developing a proposal for a path that would run through the Manitoba Hydro right-of-way that runs alongside McPhillips Street, from the Perimeter Highway to the McPhillips Street Station Casino. The nine-kilometre stretch passes near several shopping destinations, including a Wal-Mart, Safeway and Superstore, and connects into a number of schools. He sees opportunities along the path for community and butterfly gardens and gathering spots for the community. Cohoe led a group of about 10 people through the area in late May as part of the Jane’s Walk event looking at alternatives to cycling along McPhillips. He plans to hold a series of open houses on the project in the fall. "It really could create that situation of giving people the opportunity to take a short trip by bike instead of by car," said Cohoe, who lives in Corydon Village. Area councillors, however, have different ideas. Mynarski Coun. Ross Eadie wants the city to carve up a pathway along the old Winnipeg Beach rail line owned by CP, which runs along the western edge of Riverbend before bisecting the West Kildonan, Garden City and North End communities. Old Kildonan Coun. Devi Sharma wants to see the city complete a trail connection from Kildonan Park under the Chief Peguis Trail and into Rivergrove. And Point Douglas Coun. Mike Pagtakhan said he’d like to see buffered bike lanes, similar to those built along Pembina Highway earlier this year, placed along Main, Arlington and McPhillips streets. "Without a strategy, where do we go first? Where do we spend the money?" said Eadie, who opposed cancelling the contract. "If we’re not going to have a strategy, it’s just going to be randomly picked." Sharma said the city’s public works committee will put the cycling strategy on its agenda when it resumes sitting in September. "There seems to be some agreement to have the study, but how much do we spend on it?" said Sharma, who sits on the committee. Pagtakhan said the city does need an overall strategy for cycling and pedestrians, but should complete its existing list of projects before committing dollars and embarking on a study. "If we were to ask people, would they rather see a study or would they rather see dollars put on building actual active transportation routes, I believe people would want to see tax dollars put on actual routes," he said. Cohoe believes the city can do both. "You can definitely work on projects and plan for the future," he said.

1 0

MUTCD (U.S.) - Bicycle Facilities - what's in, what's not
by Beth McKechnie 23 Jul '13

23 Jul '13

Please see message below from Terry regarding the Manual of Uniform Traffic Control Devices (MUTCD) in the U.S. On a related note, the Transportation Association of Canada (TAC) is updating the Canadian MUTCD<http://www.tac-atc.ca/english/projects/trafficcontrol.cfm>. Looks like it will be a while though, as the analysis of what is needed to be updated is not expected to be completed until spring 2014. cheers, Beth ---------- Forwarded message ---------- From: Terry Zdan <tjzdan50(a)gmail.com> Date: Tue, 23 Jul 2013 12:05:01 -0500 Subject: This is a nice summary of what is in the MUTCD and what is not and the status of some of the "experimental" treatments of late… http://www.fhwa.dot.gov/environment/bicycle_pedestrian/guidance/design_guid… -- Terry Zdan 126 Duncan Norrie Drive Wpg MB R3P 2J9 CANADA tjzdan50(a)gmail.com <tjzdan(a)gmasil.com>

1 0

Bombers Bike Valet and Great News!
by Janice Lukes 19 Jul '13

19 Jul '13

Just following up on all the great media coverage Anders landed with his Biking to the Bombers video - It's a beautiful day for a bike ride - If anyone finds they have some time and would like to help tonight at the bike valet - pick a time slot and sign up here: http://www.doodle.com/iky46pck2fwbn2yk And back to more south end great news: The Bombers transportation team have 'confirmed' they will be expanding the bike valet to accommodate many many more bikes! We did a walk through on Wednesday and they identified an ideal location. Watch for further details in the very near future! Janice Lukes AT rep on the Stadium Partners - Event Day Stadium Advisory Committee

1 0

Webinar: The Latest Spin on University Bike Share Programs, Thurs, July 25, 1-2:15
by Beth McKechnie 18 Jul '13

18 Jul '13

Hello everyone, Please note this FREE webinar (no registration required) on University Bike Share Programs next *Thursday, July 25, 1-2:15 pm*. If you like, come join us in the EcoCentre boardroom (303 Portage Ave, third floor) for a group viewing or simply watch from your own desk. cheers, Beth ---------- Forwarded message ---------- From: Bond, Julie <bond(a)cutr.usf.edu> Date: Thu, Jul 18, 2013 at 8:15 AM Join us for an intriguing look at three University Bike Share programs during a FREE Best Workplaces for Commuters (BWC) webinar. **** ** ** *Date*: Thursday, July 25, 2013**** *Time*:1:00 - 2:15 pm (Central / local)** ** ** *Join the Session: https://www.livemeeting.com/cc/cutr/join?id=bwcbikeshare&role=attend&pw=web… * * * *Add to your Outlook calendar: https://www.livemeeting.com/cc/cutr/meetingICS?id=bwcbikeshare&role=attend&… * * * *Speakers:* * * *Holly Parker, Director ***** *Sustainable Transportation Systems***** *Yale University***** Still unsatisfied with the existing bikeshare models available at the time, Yale started “Y-Bike,” a departmental bikeshare program in 2008—in which a bicycle was provided to a Yale department for anyone in the department (a small, controlled environment) to use. The expense of the kiosk-based bikeshare system was prohibitive, and it was felt that getting staff members—some of whom hadn’t been on bikes since childhood—to use bikes for travel between campus locations would be a good way to build bike culture. In addition to the over 40 Y-Bikes on campus (and 8,000 collective miles pedaled later), Yale now provides 50 shared-use bicycles to anyone who registers with a valid Yale email address. Listen to how Yale designed this 6-month pilot and how they plan on evaluating it. **** **** *Jim Simon, Sustainability Engagement Coordinator***** *University at Buffalo***** When the community bicycle sharing program closed, a search began for alternatives that would meet the needs of the campus in light of their goal of becoming climate neutral by 2030. Counseled by a report prepared by an undergraduate planning class and examined options that would promote synergy in the community with partners working on providing bike share in their city and region, they engaged in a partnership with a start-up company that offers a GPS-enabled bike that can be located and borrowed using your mobile phone. The technology meets students where they are—on their mobile phones and computers—and is accessible at any time. By becoming the first college or university to partner with this company, they have learned and applied several important lessons about innovation, partnership, and the development of learning opportunities for our students. Participants will learn how being on the leading edge of innovation through embracing new technology can benefit the research, teaching, and public service mission of your university. Additionally, participants will learn how to involve students in campus decision making through classroom learning opportunities and how the immediate risk of working with a start-up organization can lead to rewarding opportunities for collaboration with students, the community, and the campus. **** **** *Joshua Cantor, Director* *Parking and Transportation* *George Mason University* George Mason University’s commitment to reducing its environmental impact and fostering a bicycling community on campus has led to a series of new projects, including a bike path that would stretch from the Fairfax campus to the Vienna-Fairfax-GMU Metro Station and Patriot Bike Share, a bike-sharing program on campus. George Mason’s Office of Sustainability has joined with the local bicycling community to create a series of new initiatives to achieve carbon neutrality by 2015. Chief among them is the Patriot Bike Share program on campus, which allows students to rent bicycles for two hours and return them at one of four locations across campus. The program was started by Tyler Orton, bike program manager for the Office of Sustainability, who brought his idea to the Office of Sustainability and was given $36,000 to invest in the project as part of the office’s new “Patriot Green Fund”. Listen to the challenges and opportunities that existed for this customized bike share solution.**** **** *Moderator:* Julie Bond, Program Manager, Best Workplaces for Commuters**** National Center for Transit Research, University of South Florida**** ** ** A Q and A session will follow the presentations. Visit www.bestworkplaces.org for further information, and learn how you can become a member.**** ** ** If you have questions, please email bond(a)cutr.usf.edu.**** ** ** Best regards,**** ** ** ** ** Julie Bond**** Program Manager, Best Workplaces for Commuters**** National Center for Transit Research**** Center for Urban Transportation Research**** University of South Florida**** 4202 E. Fowler Avenue, CUT100**** Tampa, FL 33620**** Direct Line: 813.974.9799**** [image: cid:image002.png@01CE0EB7.27D18690]**** ** ** ------------------------------

1 0

Bike to the Bombers a big hit for cyclists
by Dave Elmore 18 Jul '13

18 Jul '13

http://www.cbc.ca/news/canada/manitoba/story/2013/07/17/mb-bombers-bike-cycl ing-game-stadium-valet-paths-infrastructure.html Bike to the Bombers a big hit for cyclists More than 1,200 football fans biked to CFL team's home opener By Leslie McLaren, CBC News <http://www.cbc.ca/news/credit.html> Anders Swanson made a video of his bike ride to Investors Group Field to share the experience and show how many people like to cycle to events. Anders Swanson made a video of his bike ride to Investors Group Field to share the experience and show how many people like to cycle to events. (CBC) A Winnipeg cycling advocate has made a video called "Bike to the Bombers" after more than 1,000 football fans cycled to the team's home opener June 27, far more than expected. Anders Swanson says he counted 1,222 bikes at the game, overwhelming the free <http://www.cbc.ca/news/canada/manitoba/story/2013/07/17/mb-bombers-bike-cyc ling-game-stadium-valet-paths-infrastructure.html> bike valet at the stadium which has a capacity of about half that. Cyclists had to lock up hundreds of bikes along walkways and fences, wherever they could. "It was just a literal sea of bikes," he said. "Winnipeg looked like Amsterdam for a minute there. I was pleasantly surprised to say the least, so basically I just went around the stadium counting every single bike that I could see locked up to either a fence or in the bike valet." Swanson's video had hundreds of hits after it was published on Tuesday. He said he made it to share the experience, and prove a point - people want to cycle to events. "It was really special for me to show up at the stadium and see just how many people rode their bike," he said. "I don't think anybody expected that there was going to be that many people, to the point where they really just weren't prepared for it." Swanson said the bike valet service, which is free, was fantastic. It just wasn't big enough. He took the trouble to count the total number of bikes because "data is important." "I wanted to be able to show that there was that many people, so that they know what to do for next time, to make sure there was enough people in the bike valet, to make sure there's enough bike racks," he said. "All you have to do is make it really easy and people will do it." Bombers plan to expand bike stands Blue Bombers spokesperson Darren Cameron said it's great to hear that the number of people riding their bikes to games has jumped. He said at the old stadium, usually between 60 and 70 cyclists would show up. He confirms that it was 1,200 at the home opener. "Compared to the old place, it's night and day," he said. "One of the things we asked fans to do was to consider biking to the game, and obviously people have taken advantage of that option which is great. We are looking at possible options to expand but at this point do not have anything set in stone." 10K fans cycling to games a 'possibility' Swanson said cyclists had a very different experience getting to the game than motorists, and he wanted to send fans in cars <http://www.cbc.ca/news/canada/manitoba/story/2013/07/17/mb-bombers-bike-cyc ling-game-stadium-valet-paths-infrastructure.html> and buses a message. "There was a lot of stories about the traffic chaos and people stuck in their cars for hours and waiting for the bus," he said. "I just wanted to show them, 'Hey, just hop on a bicycle and you'll have a smile on your face all the way there and all the way back.'" His video is a fast-paced romp along bike paths but it also shows the number of stop signs and busy crossings cyclists encounter. He said Winnipeg has come a long way, but those disruptions show the big gaps in Winnipeg's cycling infrastructure. "I wanted to show that it wasn't perfect yet. That there's a lot of stops, that there's some big, major intersections to cross." Swanson said well-designed bike paths don't have gaps like that. "A true, proper world-class city that has good bicycle infrastructure means that you get on something (and) you know you can get to wherever you need to go. It doesn't matter whether its Polo Park, Northgate shopping centre or the stadium. You know you can get on. with your kids, and they don't have to be experts. They'll be able to get there." Swanson said while he did see a lot of bikes at the stadium, he noted there were few children's bikes. "Theres a lot of kids that like to go to the Bombers game. I think the true test is whether or not anybody can leave from their home with an eight-year-old kid and get to the Bombers game and feel safe about it." He believes even more people would cycle to the stadium with better infrastructure and a secure place to leave their bikes. "You have to look no further than a soccer game in Germany or a field hockey game in the Netherlands. You can get literally 20 to 30 per cent of the people showing up by bicycle, so that means what, 10,000? It's possible. It's just a matter of a city that takes it seriously. It's not rocket science." He said there's no question Winnipeg can be a world-class cycling city. "We're flat. We're fun. We've got lots of trees covering us. There's a lot of things that are very special actually about Winnipeg. And a lot of people are realizing that and jumping on a bike even though there's a lot of work left to be done," he said.

1 0

Handouts for Today's Webinar: From Paint to Preform: Getting the Most from Pavement Markings
by Bike Winnipeg 17 Jul '13

17 Jul '13

For those who were at today's webinar, or those who missed it but would like to have a peak, handouts can now be downloaded from http://www.apbp.org/?page=Webinar_Downloads -- Mark Cohoe Executive Director Bike Winnipeg (formerly Bike to the Future) http://bikewinnipeg.ca <http://biketothefuture.org>

1 0

Portage Daily Graphic - AT gets a boost
by Beth McKechnie 16 Jul '13

16 Jul '13

Active transportation gets a boost By Svjetlana Mlinarevic<http://www.portagedailygraphic.comportagedailygraphic.com/>, QMI Agency | Sunday, July 14, 2013 3:22:13 CDT PM http://www.portagedailygraphic.com/2013/07/14/active-transportation-gets-a-… During the last City of Portage la Prairie council meeting, councilors approved the construction of a 1,500-metre pathway to be built in the north end, July 8. The limestone cycle/walkway will stretch from Berkley Avenue to 3rd Street NE and then at North Memorial Park from Oak Bay to 6th Avenue. “It’s all part of trying to promote active transportation within Portage la Prairie. Not only to allow communities and members of our community to get out and get active, but it brings people together and it ties in all areas of our community,” said Coun. Diane Stasiuk, who spoke on behalf of transportation committee chair Coun. Brent Froese, as he was not in council. The total cost for construction of the pathway is $17,500; $7,500 for labour and $10,000 for equipment. “The $10,000 is an in-kind donation in terms of, it’s what we call an almost rental, to the citizens to be using our equipment. It’s not really a cost to the city. We’re providing the equipment for the work to be done,” she said. Council has also earmarked $10,000 to hire a consultant to develop an active transportation network strategic plan. The plan is expected to be presented to them on Aug. 12. The city has been looking at active transportation since the last election when the committee first approached them. The plan to connect all areas of the city by a pathway system will take years to compete, which will be done in phases, according to Stasiuk. “It takes time. It takes money,” she said, adding there has not been a discussion yet on an on-road aspect of active transportation, such as a cycling path, but that it was clearly needed. “You see that in more cities – Brandon, Winnipeg – bicycle traffic is becoming more popular and people are commuting to and from work and recreational activities and just getting around town on other forms of transportation. We have to get with the program,” said Stasiuk. When asked if a public transportation system will be developed in Portage, Stasiuk said it was something that council has looked into since the last election. The Portage Community Revitalization Committee, seniors and families have also brought up the issue with councillors, according to Stasiuk. “Perhaps we just need to find better ways of utilizing our existing shuttle and taxi service and not look at a public transportation system, per say. We need to look into that and we need to look at the feasibility of it. The city is not committed to it, but it’s certainly something that has been raised and will likely be raised in the next strategic planning process,” she said. The north end pathway is expected to be completed by July 31. svjetlana.mlinarevic(a)sunmedia.ca Twitter@PDGSvjetlana

1 0

VIDEO - Biking to the Bombers: Downtown to the Stadium
by Anders Swanson 16 Jul '13

16 Jul '13

Hi, You may have heard about all the bikes at the first Bomber game (I counted an astounding 1222 bikes parked around the stadium at game time)....but its another thing to see what that looks like. Consider watching this: http://vimeo.com/activetransportation/ biketothebombers-downtown I took a camera with me that day, and put together a short film with the footage I took. I tossed in a little animated bomber dude on a cycling map to help you keep your bearings - and there's some footage of the bike valet in action. Its only 7m47secs. Turn up the sound. Please feel free to share widely...especially with folks who may be going to the football game this friday. After all, friends don't let friends wait in traffic, do they? Cheers, Anders Swanson @SwansonAnders P.S. ..and if they aren't the type to be arriving early, tell them to bring a lock. ; )

1 0

On-street cycling infrastructure in Toronto and Montreal
by Erik Dickson 12 Jul '13

12 Jul '13

Here's an interesting video from the Toronto Centre for Active Transportation that explores the history, differences in and future of on-street cycling infrastructure in Toronto and Montreal. http://www.youtube.com/watch?v=5bMDXOMrzYw <http://www.youtube.com/watch?v=5bMDXOMrzYw&feature=youtu.be> &feature=youtu.be Also in case you missed the news yesterday, a team from the U of T set a new record last month designing the first working bike-powered helicopter. Their next goal is to design bicycles capable of 120 km an hour! http://www.ctvnews.ca/sci-tech/u-of-t-engineers-make-history-with-first-huma n-powered-helicopter-1.1362742 Happy Friday! Regards, Erik Dickson Suite 1120 - 201 Portage Avenue Winnipeg, MB R3B 3K6 ph: (204) 927-3444 ext. 242 fax: (204) 927-3443 web: www.scatliff.ca blog: http://scatliff.tumblr.com Please consider our environment before printing this message.

1 0

AT Webinar: Getting the Most from Pavement Markings - Wed, July 17th, 2-3pm, EcoCentre
by Jessie Klassen 11 Jul '13

11 Jul '13

Hope everyone is enjoying this sunny summer weather! Bike Winnipeg and Green Action Centre invite you to join us for a local viewing of the following APBP webinar in the EcoCentre boardroom (3rd floor, 303 Portage Ave). This will be followed by group discussion of local applications. RSVPs are appreciated but not necessary. Hope to see you then! Jessie Klassen (204) 925-3772 >From Paint to Preform: Getting the Most from Pavement Markings Wednesday, July 17 | 2:00 to 3:00 p.m. CST Most low-cost retrofits for bicycle and pedestrian improvements involve pavement markings, whether striping a crosswalk or a bike lane or colorizing a conflict zone. This presentation will examine the effectiveness of different pavement marking materials including factors like durability, winter maintenance issues, retro-reflectivity, slip resistance and accessibility with a particular focus on application for innovative markings such as colorized paint and specialized symbols. The session includes an overview of MUTCD guidance on pavement marking materials, a presentation from Los Angeles that discusses an evaluation and comparison of different materials for green lanes, and information from Chicago related to the effect of winter conditions on pavement markings. Presenters are Zaki Mustafa, Executive Officer, Project Delivery, LADOT; Nathan Roseberry, Senior Transportation Engineer, T.Y. Lin; and Bill Schultheiss, Senior Engineer, Toole Design Group.

1 0

RE: [At-network] City halts bike/ped planning
by Janice Lukes 11 Jul '13

11 Jul '13

The leadership decision to halt the $200,000 plan to improve safety and walking conditions for pedestrians and the $200,000 plan to do the same for cyclists - while simply unbelievable - may be more strategic than we see at first glance. The completion of the consultation and release of the final report would occur just months before the 2014 fall civic election. The plans would clearly identify 'Active Transportation Corridors' - specific streets that would receive strategic investments to improve safety for pedestrians and cyclists. Odds are, some folks would not be in agreement with the streets chosen for the 'Corridors' - or perhaps not in agreement with the type of infrastructure required to improve safety for pedestrians and cyclists. If memory serves me correctly from the 2010 election, no candidate wants to be debating pedestrian and cycling infrastructure during an election campaign - therefore better to cancel the planning process now and not have a final report released - just before 2014 election. Is this a strategic move that will benefit AT - or hinder AT. Where are Winnipeggers at on the 'acceptance of AT'? IMO: Discussion = Education = Understanding And will the AT planning process be resurrected post 2014 ? - kind of like a reenactment of the re-emergence that occurred with rapid transit ? - and more cost more than the original $400K? IMO - 'Silly season has started at City Hall' Janice Lukes From: at-network-bounces(a)lists.umanitoba.ca [mailto:at-network-bounces@lists.umanitoba.ca] On Behalf Of Dave Elmore Sent: Wednesday, July 10, 2013 6:06 PM To: at-network(a)lists.umanitoba.ca Subject: [At-network] City haults bike/ped planning http://globalnews.ca/news/705158/city-halts-bike-path-planning/ City scraps bike path study Planning for new bike and pedestrian paths in Winnipeg has reached the end of the line. City officials confirmed Tuesday that a study to develop pedestrian and cycling strategies has been "suspended." Fort Rouge Coun. Jenny Gerbasi says she discovered the change in direction when she asked city staff for an update and received this email from the public works department: "Due to the current and foreseen short to medium term human resource pressures within the Public Works Department, we are suspending the pedestrian and cycling Strategy until further notice. What we have completed to date will serve the citizens of Winnipeg well for many years to come. We look forward to being able to pick up where we left off, sometime in the not too distant future. " Since last December, the city has hired professionals to look at bridging gaps between bike paths across the city along with all other improvements. "The rug has completely been pulled out from under our future transportation network when it comes to walking and cycling," said Gerbasi. "They basically put a stop to all planning." According to Gerbasi, a $400,000 contract to develop pedestrian and cycling routes has been stopped when the work is just starting. The city did not make any officials available for an interview or to answer questions about the change and why it was made. Late in the day Tuesday unnamed officials sent an email with this statement: "The Public Works Department confirms that the only initiative being suspended at this time is a study to develop Pedestrian and Cycling Strategies for Winnipeg. "Currently, there are numerous Active Transportation projects underway in Winnipeg, including as examples, completion of the Disraeli pedestrian and cycling bridge, construction on the west side of the Red River at Fort Garry Bridge (Glengarry Drive to Plaza Drive) and Archibald Street/La Verendrye Street/Mission Street Intersection cyclist enhancements and renewal of paths in Frontenac Park, Chornick Park, Niakawa Trail, Muys Park, Assiniboine Forest." The mayor told Global News the money will go towards building bike paths, not planning them. "There are a lot of people who think we spend too much money on consultants every time the reports come out," said Sam Katz. "What is being suggested is we take the $400,000 and build some active transportation."

1 0

City haults bike/ped planning
by Dave Elmore 10 Jul '13

10 Jul '13

http://globalnews.ca/news/705158/city-halts-bike-path-planning/ City scraps bike path study Planning for new bike and pedestrian paths in Winnipeg has reached the end of the line. City officials confirmed Tuesday that a study to develop pedestrian and cycling strategies has been "suspended." Fort Rouge Coun. Jenny Gerbasi says she discovered the change in direction when she asked city staff for an update and received this email from the public works department: "Due to the current and foreseen short to medium term human resource pressures within the Public Works Department, we are suspending the pedestrian and cycling Strategy until further notice. What we have completed to date will serve the citizens of Winnipeg well for many years to come. We look forward to being able to pick up where we left off, sometime in the not too distant future. " Since last December, the city has hired professionals to look at bridging gaps between bike paths across the city along with all other improvements. "The rug has completely been pulled out from under our future transportation network when it comes to walking and cycling," said Gerbasi. "They basically put a stop to all planning." According to Gerbasi, a $400,000 contract to develop pedestrian and cycling routes has been stopped when the work is just starting. The city did not make any officials available for an interview or to answer questions about the change and why it was made. Late in the day Tuesday unnamed officials sent an email with this statement: "The Public Works Department confirms that the only initiative being suspended at this time is a study to develop Pedestrian and Cycling Strategies for Winnipeg. "Currently, there are numerous Active Transportation projects underway in Winnipeg, including as examples, completion of the Disraeli pedestrian and cycling bridge, construction on the west side of the Red River at Fort Garry Bridge (Glengarry Drive to Plaza Drive) and Archibald Street/La Verendrye Street/Mission Street Intersection cyclist enhancements and renewal of paths in Frontenac Park, Chornick Park, Niakawa Trail, Muys Park, Assiniboine Forest." The mayor told Global News the money will go towards building bike paths, not planning them. "There are a lot of people who think we spend too much money on consultants every time the reports come out," said Sam Katz. "What is being suggested is we take the $400,000 and build some active transportation."

1 0

New report from UBC shows transportation and health closely linked
by Beth McKechnie 09 Jul '13

09 Jul '13

Transit investments lead to healthier people Media Release | July 4, 2013 http://news.ubc.ca/2013/07/04/transit-investments-lead-to-healthier-people/ A new report from the University of British Columbia shows that transportation and health are closely linked and recommends that health outcome be considered in transportation planning. The report, funded by TransLink and Vancouver Coastal Health Authority as part of updates to *Transport 2040*, the regional transportation strategy, presents a range of opportunities for Translink to incorporate health into its planning. “This report documents how prioritizing transit, bike and pedestrian infrastructure will positively impact health,” says the study’s lead author Lawrence Frank, Professor and Director of the Health and Community Design Lab, part of UBC’s School of Population and Public Health<http://www.spph.ubc.ca/>. “It looks at encouraging active transportation, such as walking, cycling and transit, and reducing air pollution and traffic collision risk.” [image: Dr. Lawrence Frank. Photo: Amanda Skuse]<http://news.ubc.ca/wp-content/uploads/2013/07/lawrence-frank-150.jpg> Dr. Lawrence Frank. Photo: Amanda Skuse Previous research by Frank has shown that every hour a person spends in a car each day makes them six per cent more likely to be obese, while each additional kilometre a person walks makes them five per cent less likely to be obese. Sedentary lifestyle is a major cause of many chronic diseases such as obesity, heart disease and some cancers. Many chronic diseases are preventable and active transportation and other sustainable transportation choices offer the possibility of prevention and even treatment through increased physical activity. The costs of these diseases are projected to increase by more than $1.5 billion in B.C. over the next 2 to 3 years. “TransLink’s consideration of the health impacts of transportation systems could help offset the rising costs of health care in the Vancouver area and promote an active lifestyle that will benefit all Canadians,” Frank adds. The full report is available here<http://www.translink.ca/~/media/Documents/plans_and_projects/regional_trans…> .

1 0

Announcing a NEW weekly no-drop Ride exploring our growing AT Network in the south
by Beth McKechnie 08 Jul '13

08 Jul '13

Sorry, I missed getting this out in time for the first ride but there are plenty more in the works. -cheers, Beth ---------- Forwarded message ---------- From: <currieg(a)mymts.net> Date: Sat, Jun 29, 2013 at 3:23 PM Subject: Announcing a NEW weekly no-drop Ride exploring our growing AT Network in the south To: currieg(a)mts.net Hi Folks, Spread the word far and wide, there is a new Group Ride in town. Our Thursday and Friday Road Rides got together and voila! A new ride was born to accommodate all the new riders out there who just want to go slower, see more, talk more and maybe begin an incredible journey. Announcing: *Tuesday evening Bike Path Ride* starting Tuesday July 2nd 2013 will utilize our growing AT Network and will be geared to those who want to ride there bike at a more relaxed pace than our Friday Ride. This will be a fair-weather ride only, so everyone stays dry (we hope). We will gather at Woodcock Cycle, 433 St Marys Rd for a 7 pm departure. Due to the loss in day light we will bump these rides to a 6:30 start in August. For our main ride we will head east on Fifth Ave to Youville and then to Egerton, back onto DesMeurons for a block. We will pick up the bike path at the end of DesMeurons following the Niakwa Trail left over the Seine River and east to Lagimodiere, north to the Bishop Grandin Greenway, West to Dakota to pick up the Dunkirk Multi-use path, North to the Fermor bike path and back to DesMeurons following the same route we took out from the shop. Here is the map link http://www.mapmyride.com/routes/view/225161215 Here are other possible rides to switch things up: The BDI via Bike Path http://www.mapmyride.com/routes/view/235855549 (we may want to schedule this one earlier to leave time for an Ice cream break), Whittier Park via Bike Path http://www.mapmyride.com/routes/view/235866789(we may decide to stop at the forks for some fuel). Seine River Trail bike Path Ride http://www.mapmyride.com/routes/view/235868695 (we will be joined by Dennis from Save the Seine for a guided tour), Fort White Bike path Ride http://www.mapmyride.com/routes/view/236375883(we would meet in the north west corner of the theater parking lot McGillivray and Kenaston) These are 20 km to 25 km routes and I expect we will ride it between 17 and 20 kph +/- depending on the group that night. That should put us back at the shop between 8 and 8:30 for July rides.. This is a no pressure no-drop ride suited to those who wish to get more comfortable riding, want to gradually increase their distance and time in the saddle or just want to ride with others in a casual setting. This ride is good for almost all types of bikes. Having said that, you would not want to show up with your carbon bike and full kit. If you are concerned or have any questions please let me know. The Rides will normally be led by me, I am a Can-Bike instructor which means I am nationally certified to teach folks how to safely cycle with others on and off the roadways. I ride about 6000 km per year and ride all 4 seasons. Please ask me any questions from the mechanics of your bike all the way to winter cycling. As the ride progresses and if the skill of the riders warrants it, we may increase the distance and take in more of what our cycling infrastructure has to offer. For those of you who find that this ride is not enough for you, consider joining our Thursday or Friday no-drop Group rides where the speed is a little faster and the distance depends on you (min 30 km to a max of 70 km) 6 pm to 8:30/9:00pm. To join these rides you must wear a bike helmet The first time you join us you will need to sign a waiver, this protects the validity of our insurance through the Manitoba Cycling Association (MCA) The second and subsequent times you join us you will need a MCA General Membership, this membership is $48 and covers you and Woodcock Cycle Works with insurance for the duration of the season. Bye for now, *Currie Gillespie, CHRP* 204.955.5221 Board of Directors, Manitoba Cycling Association City of Winnipeg Active Transportation Advisory Committee 2011, 2012 Can-Bike National Advisory Council Winnipeg Cycling Map Committee Bike to Work Day Committee Ciclovia Committee "*Every Lane Is A Bike Lane*" - City of Los Angeles

1 0

Peg City Car Co-op Photo Contest - #Bikewalkbus to win!
by Shoni Litinsky 02 Jul '13

02 Jul '13

Hi Everyone! Hope you are all enjoying this delightful weather. I am just writing to announce the launch of our new summer photo contest at Peg City Car Co-op. We want to see your creative photos from your commute which feature themes of biking, walking, and busing in central neighbourhoods of our city. Amazing prizes to be won including: - *$1200* driving credit with Peg City Car Co-op - *$500* Custom bike from Natural Cycle - *$500* worth of transit passes It is easy, follow the links below to see contest details and use the hashtag #bikewalkbus when uploading your photos. Please share widely! View the contest on Facebook here<https://www.facebook.com/pegcitycarcoop/app_492466294176379>to share and sign-up. View our Tweet here <https://twitter.com/pegcitycarcoop> to re-tweet. View our Instagram here <http://instagram.com/pegcitycarcoop> to re-post. [image: Inline images 2] Thanks everyone for helping out and happy summer! -- *Shoni Litinsky* | Active and Safe Routes to School Green Action Centre <http://greenactioncentre.ca/> 3rd floor, 303 Portage Avenue* | *(204) 925-3773 Green Action Centre is your non-profit hub for greener living. Support our work by becoming a member<http://greenactioncentre.ca/support/memberships/> Find us here<http://greenactioncentre.ca/content/ecocentre-directions-and-travel-options/>

1 0

People on bikes need to be smarter - Suzuki
by Dave Elmore 28 Jun '13

28 Jun '13

http://www.huffingtonpost.ca/david-suzuki/cycling-david-suzuki_b_3499256.htm l Cycling Is Smart But Cyclists Need to Get Smarter Bicycles are an increasingly popular, affordable and practical transportation option. Many cities are making life easier for cyclists by building separated lanes, implementing bike-share programs and introducing regulations to reduce conflict between bikes and cars. You can now find bicycle sharing <http://www.earth-policy.org/plan_b_updates/2013/update112> in 500 cities in 49 countries, including Beijing, Montreal, Chicago, Paris and Mexico City. In my home city of Vancouver <http://former.vancouver.ca/ctyclerk/cclerk/20130612/documents/cfsc2presenta tion.pdf> , we're still waiting for a planned sharing program, but cycling is the fastest-growing transportation mode here, jumping by 40 per cent since 2008, from about 47,000 to 67,000 daily trips. This is mainly thanks to an ever-expanding network of bike lanes and routes. The personal and societal benefits of getting out of your car and onto a bike are well-known: better mental and physical fitness and reduced health-care costs, less pollution and greenhouse gas emissions, often speedier commutes and significant cost savings, to name a few. Studies also show the exercise benefits of cycling exceed negative health effects <http://cyclingincities.spph.ubc.ca/air-pollution/> from pollution and injury. Still, despite the many arguments in favour of cycling, increased infrastructure always incites criticism -- most of it unwarranted. And the behaviour of some cyclists doesn't help. Let's consider some claims from opponents. Two main ones are that bicycling initiatives hurt local businesses and impede car traffic. Numerous studies show the opposite is often true: over the long term, business usually improves and car traffic is reduced. When bike lanes do affect car-commuting times, it's often by a small amount. Research by the New York City Department of Transportation <http://www.americabikes.org/nyc_study_finds_protected_bicycle_lanes_boost_l ocal_business> found retail sales increased 49 per cent along Ninth Avenue after a protected bike lane was built, compared to just three per cent for the rest of Manhattan. A Toronto study focused on Bloor West Village <http://www.cleanairpartnership.org/files/BikeLanes_Parking_Business_BloorWe stVillage.pdf> found far more customers arrive by foot, bike or transit than by car and "visit more often and report spending more money than those who drive." As for impacts on car commuting, bike lanes often have a negligible or even positive effect. More people cycling means reduced car traffic - the real cause of gridlock and slowdowns. Not everyone can use a bike and sometimes cycling isn't practical. But as people opt for alternatives to cars, the roads open up for those who must drive. A study by Stantec Consulting Ltd. <http://www.theglobeandmail.com/news/national/british-columbia/mark-hume/van couver-mayor-may-pay-the-political-price-for-bike-lanes/article2115883/> found Vancouver drivers thought it took them five minutes longer to travel along a street with a new bike lane, but it actually took from five seconds less to just a minute and 37 seconds more. Studies around the world also show that bike lanes have significantly reduced accidents <http://www.theglobeandmail.com/news/national/separated-bike-lanes-make-cycl ists-safer-study-says/article4624522/> involving cyclists, as well as the incidence of speeding cars. But if we really want to increase safety for cyclists - and pedestrians and motorists - we all need to take responsibility for our behaviours. People navigating on foot must be aware of surrounding bikes, buses, cars and other people and not wander with their eyes fixed on electronic devices. Car drivers need to follow road rules and be more aware of cyclists and pedestrians. Some cyclists just need to be smarter. A lot of criticism of the growing number of cyclists in cities is valid: too many blast through stop signs, don't give pedestrians the right-of-way, refuse to signal turns, ride against traffic, don't make themselves visible enough and use sidewalks. Many seem to have a sense of entitlement compelling them to ignore laws. It doesn't take much to learn and follow the rules, and investing in proper gear - including lights and reflectors - is absolutely necessary. You'll not only be safer; you'll also be less likely to anger motorists, pedestrians and fellow cyclists. Some jurisdictions have resorted to increased regulations and penalties to make cycling safer and to reduce conflicts between cyclists and drivers. In Chicago <http://grist.org/cities/with-bicycling-on-the-rise-motorists-get-a-new-roun d-of-drivers-ed/> , bike riders face increased fines for disobeying traffic laws, as do motorists who cause bike accidents. The fine for "dooring" a cyclist (opening a vehicle door without looking and hitting a bike) doubled from $500 to $1,000. There's really no doubt: anything that increases bicycle use, from separated lanes to bike-sharing programs, makes cities more liveable and citizens healthier. Cyclists must do their part to build support for initiatives that make cycling easier, safer and more popular. Written with contributions from David Suzuki Foundation Communications Manager Ian Hanington.

1 0

Pembina Buffered Bike Lanes - photos and media release
by Janice Lukes 28 Jun '13

28 Jun '13

Promise - the last of good news in the south end - - - for a while at least ! Today's media gathering on Pembina - (though not sure why they insisted on putting podium in dead centre of access !?!) Something wonderful about 'filing' the media release into the 'Pembina Folder' - done - check - next ! A few of the media stories with video clips - imagine there will be more - The Metro <http://metronews.ca/news/winnipeg/722890/pembina-buffered-bike-lanes-a-winn ipeg-first/> CBC <http://www.cbc.ca/news/canada/manitoba/story/2013/06/28/mb-buffered-cycling -lanes-winnipeg-pembina-highway.html> Chris D clip <http://www.chrisd.ca/2013/06/28/winnipeg-buffered-bike-lanes-cyclists-pembi na-highway-video/> Janice Lukes

1 0

Active Transportation and the Stadium
by Janice Lukes 28 Jun '13

28 Jun '13

Can we handle more good news from the south end? ! Where in the city - at any event - have we ever seen so many bikes 'park' - bravo !! Finally - an active transportation problem that we WANT to experience - for sure it will be fixed - but - how great! Winnipeg Free Press <http://www.winnipegfreepress.com/local/practice-makes-nearly-perfect-213464 411.html> Excerpt: . The problem: Not enough spaces for the number of bikes. . The solution: The number of bike spots has been increased to 650 spots from 400. . Did it work? Not much better than it did the first time. By ~ 7:00 the lower level Bike Valet was full! HUGE THANKS to: . Amanda - Winnipeg Bike Valet coordinator for running such a tight and efficient ship - - probably no longer than a 10 minute wait in either line! . To the many many volunteers that stepped up to ensure a stellar 'bike parking' experience - it's a ton of fun volunteering at these high energy events . Liz Peters / CAA for providing 350 bike lights on short notice - we had a team handing out at the end and all were gone! . St. Norbert BIZ Association for providing two Green Team Staff to help check bikes out . Anders Swanson / Doug Little - for some great photography! NEXT BOMBER GAME - Friday, July 19th! See you there! FEEDBACK: I'm always collecting feedback on how to make the cycling experience to and from the Investors Group Field the best it can be - please email or call if you have any info. Received lots from last two events - and presented at the Stadium Advisory Committee meeting on Wed evening - am VERY optimistic much will be addressed this first year! Have a super and safe long weekend. Janice Lukes jlukes(a)shaw.ca 204 952-4222

1 0

FW: Campaign start
by Dave Elmore 27 Jun '13

27 Jun '13

Watch for these on buses after July 1. Donations from over 50 Winnipeg cyclists and sponsorship from Tire Stewardship Manitoba made is possible for Bike Winnipeg to place these adds on 30 bus campaign for at least four weeks. Those who donated voted overwhelmingly for the "Please don't squeeze" message designed by cycling advocate Anders Swanson. FinalBusAdsm.jpg

1 0

Webinar Handouts - What's in There for Me: Mining National Data for Information on Walking and Cycling
by Mark Cohoe 27 Jun '13

27 Jun '13

Hi, For those who attended last weeks (Wednesday June 19yth) webinar, What's in There for Me: Mining National Data for Information on Walking and Cycling, handouts/slides can be downloaded from the following link. *https://www.filesanywhere.com/fs/v.aspx?v=8b6a678c585f74a9a8aa Mark *

1 0

INVITATION - Announcing the completion of Pembina Buffered Bike Lanes Project
by Janice Lukes 27 Jun '13

27 Jun '13

All cyclists and pedestrians are invited! Announcing the completion of Pembina Buffered Bike Lanes Project DATE: Friday, June 28 TIME: 1:30 p.m LOCATION: In front of CanadInns at 1824 Pembina Hwy - next to the bus stop. The City and Province will be holding a media event to announce the completion of the Pembina Buffered Bike Lanes project. Minister Lemieux and the Mayor Katz will be speaking. Anders Swanson will be event MC. Should make for an interesting Friday afternoon launch to the long weekend ! Janice Lukes

1 0

Montréal Urban Ecology Centre given green light to create Active Neighbourhoods in QC, ON & AB
by Beth McKechnie 27 Jun '13

27 Jun '13

PRESS RELEASE | June 26, 2013 Montréal Urban Ecology Centre given the green light to create a network of Active Neighbourhoods across Canada http://online.wsj.com/article/PR-CO-20130626-907057.html?mod=googlenews_wsj MONTREAL, June 26, 2013 /CNW Telbec/ - The Montréal Urban Ecology Centre<http://www.urbanecology.net/>(MUEC) is known for its ground-breaking expertise in urban planning and active transportation. Public Health Agency of Canada announced (PHAC) that the MUEC has been given the green light to launch the Active Neighbourhoods Canada/Réseau Quartiers verts (ANC/RQV) project. The MUEC is thrilled by this news, which will enable it to implement the ANC/RQV project over a wide territory in twelve communities located in Quebec, Ontario, and Alberta. Over the last four years, the MUEC has developed tools for participatory urban planning which have been made available to municipalities, citizens, and professionals. These tools have contributed to creating a synergy between the public health network and the municipal sector, as well as between citizens and other local stakeholders. "The MUEC has developed a tremendous wealth of expertise in community mobilization for the collaborative creation and design of people-friendly neighbourhoods. This is an incredible opportunity for us to expand our knowledge base and share it. We use innovative tools that encourage dialogue between experts, citizens, and policy makers. In recognizing the MUEC's expertise in this type of project, the Public Health Agency of Canada and the MUEC's partners confirm that our methods are not only sound, but also deserve to be tried elsewhere," says Julie Rocheleau, MUEC General Manager. *Partnerships in Ontario and Alberta* The Sustainable Calgary Society, the Toronto Centre for Active Transportation <http://www.torontocat.ca/> (TCAT) and the MUEC are the partner organizations of the ANC/RQV project. They will identify possible local partnerships in twelve communities, three of which will be located in rural, remote or northern areas. "TCAT is very pleased to be a partner of the Active Neighbourhoods Canada project," says Nancy Smith Lea, TCAT Director. "The project's goals align very closely with our mission, which is to create a better environment for cyclists and pedestrians, and to promote public participation in local decisions regarding the built environment." "The research conducted by the Sustainable Calgary Society has consistently demonstrated that social equity and over-consumption are two of the most challenging issues in Calgary," says Dr. Noel Keough, Chair, Sustainable Calgary Society Board of Directors. "This project allows us to engage Calgarians in finding practical solutions to these problems." The Sustainable Calgary Society <http://sustainablecalgary.org/>, the TCAT and the MUEC have four years to stimulate dialogues and spread best practices in urban planning, public transportation, and citizen participation. These three organizations are well-equipped to identify core groups of active citizens to come together to develop sustainable communities. Challenges will be met thanks to technological innovation and the sharing of expertise, knowledge, and experimentation between citizens, professionals, elected officials, and researchers. *About the MUEC and its urban planning and transportation focus * Over the last five years, the MUEC has been working with Montréal communities to develop a network of Green, Active, and Healthy Neighbourhoods. With the support of the Fonds des saines habitudes de vie (Healthy Lifestyles Foundation) of Québec en Forme, the MUEC has mobilized hundreds of citizens, created forums for information sharing, and established urban planning methods that benefit cyclists and pedestrians. As a result of our efforts and general concern for healthy cities, in 2013 the City of Montréal will invest $10 million in eight green neighbourhoods in five boroughs. SOURCE: MONTREAL URBAN ECOLOGY CENTRE CONTACT: * * *MUEC CEUM * Brigitte Geoffroy 514 282-8378 # 253 Email: Brigitte(a)ecologieurbaine.ca *TCAT * Nancy Smith Lea 416 392-0290 Email : nsmithlea(a)tcat.ca *Sustainable Calgary Society * Ryan Martinson 403 463-7761 Email : ryan.j.martinson(a)gmail.com Copyright CNW Group 2013

1 0

Next Generation Bikeway Design Webinar
by Mark Cohoe 26 Jun '13

26 Jun '13

Hi, For those coming to this afternoons webinar, Next Generation Bikeway Design: Raised cycle tracks, handouts can now be downloaded at http://www.apbp.org/?page=Webinar_Downloads <http://www.apbp.org/link.asp?e=markc@biketothefuture.org&job=952923&ymlink=…>. The webinar will be hosted at the MB-Ecocentre, 3rd floor 303 Portage Avenue. Local viewings of the NACTO webinars are made possible by the generous sponsorship of Freig and Associates. Mark Cohoe Bike Winnipeg *#3, Next Generation Bikeway Design: Raised cycle tracks * Wednesday, June 26 | 2:00 -- 3:15 p.m. CDT While many cities have relied primarily on signs and markings to radically transform their streets, a growing number of bikeways around the country have been improved and made permanent using higher cost materials, curb relocation and complex engineering. This session will look at two facilities that embody long term solutions for city streets. How can cities effectively move the curb without creating drainage problems? What "green" infrastructure solutions can be incorporated into these new bikeways? What are the highest and lowest cost alternatives to these designs? Presenters: Wendy Cawley, Engineer, City of Portland Karen Haley, Executive Director, Indianapolis Cultural Trail Jennifer Tower, Engineer, City of Portland

1 0