- AT-Network - University of Manitoba Mailing Lists

Walking to Work: U.S. Cities Map
by Zdan, Terry (MIT) 21 Dec '12

21 Dec '12

Scroll over the dots to see more info. http://www.governing.com/gov-data/transportation-infrastructure/walk-to-wor…

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Cyclist turns New York into giant GPS holiday card
by Zdan, Terry (MIT) 20 Dec '12

20 Dec '12

http://www.cbc.ca/news/yourcommunity/2012/12/cyclist-turns-new-york-into-gi… Season's Greetings Terry Zdan BA MEDes Policy & Service Development Manitoba Infrastructure & Transportation 1520 215 Garry Street Winnipeg MB R3C 3P3 please note this is my only phone C 204 227 3724 E Terry.Zdan(a)gov.mb.ca

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AT Webinar: Wayfinding Options for Cyclists, Wed, Dec.19th, 2:00-3:15 pm, EcoCentre
by Beth McKechnie 19 Dec '12

19 Dec '12

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) followed by group discussion of local applications.* *Detailed description provided below. *Wayfinding Options for Cyclists Wednesday, Dec.19, 2012 | 2:00-3:15 p.m. CST* RSVPs are appreciated but not necessary. Hope to see you then! Sounds like a good one. cheers, Beth 925-3772 * * * * * * * Wayfinding Options for Cyclists Bicycle wayfinding signs are different than other signs placed in the right of way because they are part of a system of sequential destination information; thus, planning, [image: image]placement and maintenance are critical to maintaining the system. This webinar will go beyond the guidance found in the MUTCD and the 2012 AASHTO Bicycle Guide to consider the details of developing and implementing a city-wide bicycle sign system. Planners, engineers, municipal staff and consultants should attend this webinar to gain a better understanding of an increasingly common bicycle facility. The presentation will cover these topics: - The value of providing wayfinding for urban cyclists - Approaches to planning and implementation - Strategies to determine and prioritize signed bicycle routes - Issues of planning, placement and maintenance of signs, including sign design and placement within the right of way that integrates guidelines from the 2009 MUTCD, the 2012 AASHTO Bicycle Guide, and the AASHTO Green Book - Special issues related to trails Examples from Seattle, Baltimore, and other locations will be included. (Note that the APBP webinar on January 16 will address the topic of Best Practices in Pedestrian Wayfinding.) Presenters: - Virginia Coffman, Senior Planner, Toole Design Group - Robert Patten, Senior Planner, Toole Design Group.

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WFP: Traffic woes at schools 'universal complaint' (Dec.18'12)
by Beth McKechnie 19 Dec '12

19 Dec '12

[Hmmm, School Travel Planning anyone?! Bike, walk, anyone? -Beth] Traffic woes at schools 'universal complaint' By: Nick Martin http://www.winnipegfreepress.com/local/traffic-woes-at-schools-universal-co… TRAFFIC can be a nightmare around every school in the Winnipeg School Division. No, not just the speeders who treat a school zone as a freeway -- it's caused primarily by parents dropping off and picking up their kids. There's often nowhere to park, no loop in front of the main doors and nowhere for kids to get in and out of cars easily and safely. "It was a universal complaint about every school," said trustee Mark Wasyliw, but "no two schools are similar." Earlier this year, trustee Mike Babinsky requested a staff report on traffic problems around Meadows West School, near Keewatin Street in northwest Winnipeg. Wasyliw had already heard and seen lots of problems in southern schools, so he got board support to amend Babinsky's request to cover every school in the division. The results were staggering -- not one school reported itself free of traffic problems, said Wasyliw. "This is the No. 1 issue that is universal in every school. "No one realized this is a large and difficult issue," he said. "The transportation department is reviewing it with each and every school." Residents complain about cars parked and stopping all over the area of Kelvin High School, he said. J.B. Mitchell in River Heights is kitty-corner to St. Jean Brebeuf School, a Catholic school, creating double the chaos. At Robert H. Smith School, also in River Heights, residents park on the street, forcing parents to double- and triple-park, often letting their kids out of the car straight into traffic. "Grosvenor's fast," Wasyliw said. "They're (Grosvenor School) worried about putting grades 4 and 5 out as crossing guards." Several schools are asking for adult crossing guards, which adds to the division's budget dilemma, said Wasyliw. "We're looking at possibly doing staggered bell times," to ease congestion, and so buses could pick up and drop off kids for more than one school. Many older schools have no area in which parents can pull in, Wasyliw said. "Bus loops and cutouts, they're 100 grand each. We have 13 schools (that) want them." nick.martin(a)freepress.mb.ca

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

19 Dec '12

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

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

18 Dec '12

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

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

18 Dec '12

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

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

14 Dec '12

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

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

14 Dec '12

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

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

12 Dec '12

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

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

11 Dec '12

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

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

11 Dec '12

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

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

11 Dec '12

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

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

06 Dec '12

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

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

05 Dec '12

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

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

05 Dec '12

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

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

05 Dec '12

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

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

03 Dec '12

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

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

03 Dec '12

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

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

01 Dec '12

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

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

29 Nov '12

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

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

28 Nov '12

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

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

27 Nov '12

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

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

27 Nov '12

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

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

27 Nov '12

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

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

27 Nov '12

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

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

26 Nov '12

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

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

26 Nov '12

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

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

26 Nov '12

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

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Fw: International Transport Forum recommends 12 ways for governments to make roads safer for pedestrians
by Zdan, Terry (MIT) 24 Nov '12

24 Nov '12

________________________________ From: Dr. Lane <dr.lane(a)shaw.ca> To: Zdan, Terry (MIT) Sent: Sat Nov 24 11:20:57 2012 Subject: International Transport Forum recommends 12 ways for governments to make roads safer for pedestrians http://www.greencarcongress.com/2012/11/itf-20121122.html Key recommendations of the report are: 1. Integrate the needs of pedestrians at the earliest stages of urban planning projects and transport investments. 2. Establish clear administrative responsibilities at all levels of government for coordination of initiatives to promote walking. 3. Improve knowledge about walking: Create a standardized methodology for measuring, reporting and monitoring pedestrian mobility. Create national pedestrian observatories and encourage international comparisons. 4. Treat public transport services as an integrated part of the development of new urban areas. This can support a shift towards higher-density, mixed-use walking and transit-oriented urban environments. 5. Give more space to non-motorized traffic in city centres: Provide easy, safe, well-maintained pedestrian access to public transport and city center destinations. Develop car-free areas, discourage over-use of cars in city centres, and prevent parking on pavements and pedestrian crossings. 6. Develop national pedestrian planning guidance for local administrations. Plans should routinely consider the impact of projects on pedestrians and cyclists. They should also include targets for future levels of walking. 7. Encourage employers to create incentives for employees to walk and cycle to work. 8. Adopt a “safe system” approach for the design of walking environments. (The “safe system” approach recognizes that road users make mistakes and requires road design to take account of this to reduce the risk of serious injury). 9. Implement traffic-calming zones and generalize 30 km/h zones (19 mph) in areas with high pedestrian activity. 10. Introduce high-quality road safety education in schools and local community centres. 11. Review current traffic codes to strengthen the legal and financial protection of pedestrians. 12. Commission more research to better understand mobility behavior and trends. http://www.oecdbookshop.org/oecd/display.asp?sf1=identifiers&st1=9789282103… Terry Zdan 126 Duncan Norrie Drive Winnipeg, MB R3P 2J9 204.488.8988

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AT Webinar: Data and Resources to Propel Local Walking Programs and Solutions - Thurs, Nov. 29, 1-2:30, EcoCentre
by Beth McKechnie 23 Nov '12

23 Nov '12

Green Action Centre invites you to join us for a local viewing of the upcoming America Trails webinar at the EcoCentre (3rd floor, 303 Portage Ave) followed by group discussion of local applications.* *Detailed description provided below. *Data and Resources to Propel Local Walking Programs and Solutions Thursday, Nov. 29, 2012 | 1:00 - 2:30 p.m. CST* RSVPs are appreciated but not necessary. Hope to see you then! Please note that this is a free webinar, so you can also register individually if you prefer (https://www1.gotomeeting.com/register/886842880) . cheers, Beth 925-3772 * * * * * * * All Things Walking Webinar Series *Webinar Topic #1: Data and Resources to Propel Local Walking Programs and Solutions* ** ** *Have you wondered how to keep up with all the tools and data available for successful local walking initiatives?* This webinar, the "kickoff" of a new series, will provide you with in-depth information and resources to support your work at the state, tribal and local levels. *Presenters* - Tom Schmid, Sr. Evaluation Specialist, Centers for Disease Control and Prevention (CDC) Physical Activity and Health Branch - Laura MacNeil, Planner II, Sam Schwartz Engineering - Scott Bricker, Executive Director, America Walks *Tom* will talk about how the CDC has a growing interest in promoting walking as a critical intervention to improving public health, their recent Vital Signs<http://r20.rs6.net/tn.jsp?e=001kaXRK9MspmNDCEyxIqMYkILiFxmAMjWzyMnv43jzxwcA…> report that highlights encouraging trends in walking among adults, and exciting work that addresses walking. *Laura,* whose engineering firm partnered with America Walks to develop the new Steps to a Walkable Community Guide<http://r20.rs6.net/tn.jsp?e=001kaXRK9MspmMb-eT7xnBe9FeMvMNQbBQmBlUifO6Xjuh9…>, will talk about the Guide and how to use this book and our "soon-to be-launched" on-line resource to develop strategies toward walkable communities. * * *Scott* will give an overview of how America Walks is working to develop multi-sector partnerships to advance walking initiatives. He'll also talk about our on-line technical resources, community Walking Action Network workshops, and give an update on our national campaign strategy.

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Metro Winnipeg: Winnipeg cyclists not sold on speed limit increases (Nov.20'12)
by Beth McKechnie 22 Nov '12

22 Nov '12

Winnipeg cyclists not sold on speed limit increasesBy Shane Gibson | Metro Winnipeg http://metronews.ca/news/winnipeg/447360/winnipeg-cyclists-not-sold-on-spee… While the province’s Highway Traffic Board considers increasing the speed limit on a number of Winnipeg streets a group of city cyclists who advocate for bike safety say not so fast. Bike to the Future executive director Mark Cohoe told Metro the group would meet Tuesday night to discuss the changes proposed for many four-lane divided streets in Winnipeg. “It’s really seems they haven’t thought about cyclists,” said Cohoe. “They are just thinking about how to get cars moving quicker but they have to put the context of all road users into consideration as well.” The Highway Traffic Board has reviewed all the existing 50-km/h four-lane divided roadways within the city and is considering increasing them to 60-km/h. Board chair Al Rivers explained the idea is to eliminate sections where speed limits suddenly change—which have become popular spots for cops to set up speed traps. “It’s just far too confusing,” said Rivers. “Our job is to make everything as consistent as possible, and when you do that the roadways become safer.” Among the dozens of roadways being considered for increases are University Crescent between Chancellor Matheson Road and Pembina Highway, Broadway between Osborne Street and Main Street and Moray Street between Portage Avenue and Ness Avenue. Cohoe is also worried about pedestrian safety on roadways like Waverly Street between Taylor Avenue and Grant Avenue that have residential houses on both sides. “It seems like they’ve gone with the decision that if a roadway is divided it automatically goes to a higher speed limit, and for some of the areas that doesn’t really make a lot of sense,” he said. The board has three public hearings planned for Nov. 27, Dec. 4, and Dec. 11 to go over the proposed changes with Winnipeggers, and Rivers said it’s too soon to say if or when limits will increase. *A breakdown of streets under consideration for speed limit increases in Winnipeg*: On *November 27/12* the Board will be hearing the following streets: - Dugald Road, between a point 400 metres east and west of Plessis Road; - Grant Avenue, between Kenaston Boulevard and Stafford Street - Pembina Highway, between Ducharme Avenue and the bridge crossing the La Salle River (also under consideration is increasing the speed zone from 60 km/h to 80 km/h between rue des Trappistes to south of Turnbull Drive and increase the 90 km/h to 100 km/h between Turnbull Drive and the City limit); - Waverley Street, between Taylor Avenue and Grant Avenue. On *December 4, 2012* the Board will be hearing the following streets: - Corydon Avenue, between Kelvin Boulevard and Cambridge Street; - Roblin Boulevard, between Haney Street and Wexford Street; - University Crescent, between Chancellor Matheson Road and Pembina Highway. On *December 11, 2012* the Board will be hearing the following streets: - Broadway, between Osborne Street and Main Street; - Memorial Boulevard/Colony Street/Balmoral Street, between Broadway and Qu’Appelle Avenue; - Isabel Street/Salter Street, between William Avenue and Stella Avenue; - Main Street, between Assiniboine Avenue and Manitoba Avenue; - Inkster Boulevard, between Lansdowne Avenue and Main Street; - Moray Street, between Portage Avenue and Ness Avenue; - Wellington Avenue, between the east limit of James Armstrong Richardson International Airport and St. James Street. Additional streets not yet advertised: - Kenaston Boulevard; - Taylor Avenue; - Provencher Boulevard.

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Winnipeg Open House - Manitoba Capital Region Transportation Master Plan
by Janice Lukes 21 Nov '12

21 Nov '12

Just off the phone with Chris Baker, MMM group. Chris is organizing the Manitoba Capital Region Transportation Master Plan consultations <http://www.manitobacapitalregion.ca/downloads/Newsletter-November2012.pdf> . Chris assured me the decision has been made to hold an Open House IN Winnipeg - Date and Location to be announced. Currently the three open houses being held are outside of Winnipeg but due to multiple requests - MMM Group will be holding one in Winnipeg. SEE THE SURVEY posted - please respond - there are multiple active transportation questions: http://www.surveymonkey.com/s/CRTMP located on this website: http://www.wmcrp.com/ thanks Janice Lukes

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Life in the curb lane
by Dave Elmore 21 Nov '12

21 Nov '12

This is a pretty interesting perspective of life on 2 wheels. Can’t agree with the reference to “hugging the curb” but it unfortunately what many cyclists believe to be safe. http://www.winnipegfreepress.com/breakingnews/life-in-the-curb-lane-1798475… Life in the curb lane A grandmother spends a summer as a bike courier -- and lives to tell the tale By: Bev Watson Bev Watson learned an important lesson in her summer of cycling: Bike couriers don't cry. Bev Watson learned an important lesson in her summer of cycling: Bike couriers don't cry. The traffic on St. Mary's Road didn't seem as busy one morning as I neared Fermor Avenue to head back to the Exchange District. I can pedal at a fairly fast clip when my legs feel like it. I was making good time; I could feel the strength in my quadriceps, and I smiled. I was becoming quite proud of the shape my legs were in and how many miles they could take me on my bike. As I cruised along, I became aware of the roar of a loud engine coming up behind me. That sound seems to spark a "spidey-sense" in cyclists; it usually means a large vehicle is approaching, and you automatically double check to make sure you're hugging the curb. Turning my head slightly to the left, I could see out of the corner of my eye a large dump truck gaining on me at a good clip, but he moved to the left lane. Suddenly, a second dump truck was speeding up to pass him in the curb lane; he was at my side in a split second: engine roaring in my ears, wheels up to my shoulder spinning in a blur, passing me by a whisper. I screamed out loud. And then swore. Out loud. It's my third week as a bike courier. I'm 51 years old. And I'm a grandmother. If I could have caught up with that truck driver, who was probably my son's age or younger, he would have had some finger wagging like never before. What if it were his grandmother, I'd say. How would you feel if someone did that to her? I'd ask him. She could be horribly hurt or even dead, all because someone was in a hurry, I'd nag, shaking my finger in his face. I'm sure he would no more than roll his eyes and drive away shaking his head at the crazy old lady. I worked for Natural Cycle Courier for four months this summer. They deliver anywhere in the city, 12 months a year. They use no cars; larger items are towed behind the bike on a trailer. And they're all very young. I swear I have 10 years on their mothers. But they took me on, and I had a summer like no other. My new job as a bike courier opened my eyes to life in the curb lane. I've heard that cyclists are a nuisance. I've heard sneers at their "saving the environment" and their young, granola-thinking attitudes. I've heard comments that they ride bikes because they just can't afford cars. I know otherwise. We're young; we're old. We're rich; we're poor. We're fit; we're fat. We do indeed "save the environment" to some degree every time we don't use a car, but we do own cars. A few of us weave in and out of traffic; most of us follow the rules of the road, and don't like to be lumped into the same group as the weavers. We are horrified when another cyclist -- stranger or not -- is injured or killed on the streets. And we don't like the "you're just asking for it" responses that we hear. The cyclist you see every day throughout the city is a student saving money to get through university. She's a girl who wants to play her part in doing something "green." He's a janitor making a few extra dollars working as a courier. It's a business woman taking a hiatus for a summer to take her mind off things. It's a grandmother wanting to get into better shape. And none of us want to lose our lives for a dump truck in a hurry. In my four months of pedalling, I've been hit by two cars and wiped out three times. I've cut my knee, scraped my legs and bruised my hips. I've been yelled at: "Get on the sidewalk!" "Get off the sidewalk!" "You're in my lane," and "Get your fat ass off the road." I've discovered a real camaraderie between bike couriers and bike commuters alike. "Girl power!" yelled one cyclist with her long thick red hair flowing out from under her helmet. "Good for you!" calls out one man with a salt-and-pepper beard as he pedals along with his own deliveries. We talk about our bikes, we brag of miles travelled, and we share stories of those close calls. I grew to love the painted bike lanes on the downtown one-way streets. There's something about that solid white line embracing that large white bicycle decal that seems to keep vehicles at a safe distance from our handle bars. Diamond lanes create somewhat of a safe haven for us, even though we share the lane with the biggest vehicles out there -- the city buses. Transit drivers may get frustrated with our speed, but most are amazingly patient. Unpainted streets create a different feel for a cyclist; at times we get crowded out for being "in the car's lane." While some drivers give us no space at all and even speed up to pass, others give us such a wide berth that it causes a danger to cars in the neighbouring lanes. Just take your foot off the gas for a few seconds, squeeze to your left, and you'll be on your way, and so will we. I shake my head at the poorly thought out bike lanes over the Main Street Bridge. If I take the bike lanes within the cement barrier, they force me onto the sidewalk with no safe way to get back onto the road. If I stay on the road, drivers yell at me to get on the other side of the barrier. And the positioning of the southbound bike lane? Thousands of cars headed into St. Vital are forced down to one lane due to a barricaded bike lane that I can't get on to or off of when I'm cycling. This makes no sense for cyclists or for motorized vehicles. I've seen it from both sides of the barrier. You quickly learn of roadways in our city that are not bike friendly, or even worse: downright dangerous. St. Anne's Road in South St. Vital has manhole covers in cement four inches higher than the road's surface. At a minimum, that's a horribly bruised crotch. At its worst, it's a deadly wipe-out waiting to happen. In St. James, the streets are roughest right along the curb. Add that to the very narrow lanes in the congested area and the impatience of the drivers, and it becomes one of the most difficult areas for deliveries. Lagimodiere is simply off limits for cyclists. There's nowhere to go; no paved shoulders and no sidewalks as a safe alternative, legal or not. Travelling in gravel does not work. Just ask my front tire. In my desperation to meet a delivery deadline, I tried to travel along the side of Highway 59 when my tire sunk into the dirt and threw me down hard. My helmet-covered head hit the dirt just a few feet from the white lined edge of the road. My leg slammed into the gravel, the bike chain ripped my skin and the handlebars stabbed into my side. I got up, brushed the dirt off my bleeding leg and straightened out my handlebars, while tears welled up in my eyes. I remember thinking "bike couriers don't cry!" So I walked along the gravel with my beat up bike and hurting body; blinking away tears until I reached the next paved intersection. Then I climbed back on my bike, and cycled away. Making my delivery on time. Bev Watson is a 51-year-old grandmother who has recently hung up her helmet and parked her bike for the winter. She is now driving her car to her much safer office job. Republished from the Winnipeg Free Press print edition November 18, 2012 A8

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WFP: 'Painful' limits reviewed - Manitoba Traffic Board slates public hearings on speed zones (Nov.20'12)
by Beth McKechnie 20 Nov '12

20 Nov '12

'Painful' limits reviewed Manitoba Traffic Board slates public hearings on speed zones By: Bill Redekop http://www.winnipegfreepress.com/local/painful-limits-reviewed-180094781.ht… There's a stretch of Pembina Highway just outside St. Norbert where there's nothing but open highway in front of you... and a 60-kilometre-per-hour speed limit. "It's painful" trying to keep to 60 km/h, said Todd Dube of WiseUp Winnipeg, who argues the limit should be 80 km/h. "There are horses on one side, a wide-open field on the other, and it's a divided highway." Dube and other Winnipeggers can have their say next week when the Manitoba Traffic Board opens public hearings on several four-lane divided streets where some people think the speed limits are too low and inconsistent with other speed limits. The Manitoba Traffic Board sets speed limits throughout Manitoba, including Winnipeg. The first public hearing is slated for Nov. 27 at 204-301 Weston St. starting at 10 a.m. Two of the disputed sections are on Pembina Highway in St. Norbert. Officials are studying whether to increase the speed limit from 60 km/h to 80 km/h on the aforementioned stretch from Rue des Trappistes to south of Turnbull Drive. It is also studying raising the speed from 50 to 60 km/h on Pembina Highway from north of Ducharme Avenue to south of the bridge crossing La Salle River. "It's long overdue" on both scores, said Dube. "We get calls from people from out of town and from the U.S. (driving into the city on Highway 75) who just can't believe the City of Winnipeg would allow this." Another generator of speeding tickets to be reviewed is a stretch along Dugald Road east and west of Plessis Road. The four-lane divided highway's speed limit is 70 km/h, then drops suddenly to 50 km/h for just 400 metres, then shoots back to 70 km/h. Police are often seen hiding in a forested yard with a radar gun at the start of the 50 km/h stretch. "That is so egregious. We got a call from an RCMP officer who was so outraged at getting a ticket there that she said she was going to fight it," Dube said. WiseUp considers the stretch along Grant Avenue between Kenaston Boulevard and Stafford Street as the worst area in terms of the high volume of photo-radar tickets it generates. A dispute over the accuracy of a photo-radar mobile unit on Grant near Nathaniel Street launched the anti-photo-radar group. Also being debated next week is increasing the speed limit on Waverley Street between Taylor and Grant avenues to 60 km/h. A proposal is also being made to increase the limit to 100 km/h from 90 km/h between a point 300 metres south of Turnbull Drive and the southern city limit. CAA Manitoba also thinks Winnipeg has some questionable speed limits on some four-lane divided roads. "We think (the review) is a really good thing," said Liz Peters, communications manager for CAA Manitoba. "There are some areas where it's been a long time coming, St. Norbert in particular. But even places like on Kenaston, there isn't much reason why the speed limit couldn't be raised a bit." That would improve traffic flow, she said. At the same time, CAA wonders how higher speed limits will mesh with current attempts to reduce speeds in school zones to 30 km/h. CAA is for some higher speed limits "as long as it's not in conflict with things like schools," Peters said. The review is "not just about motorists. It's pedestrians and cyclists and thinking of kids in school zones, too." The Manitoba Traffic Board will hold a second public hearing on Dec. 4 at the same time and place to discuss proposals to increase the speed limit from 50 to 60 km/h on the following streets: -- Corydon Avenue between Kelvin Boulevard and Cambridge Street. -- Roblin Boulevard between Haney and Wexford streets. -- University Crescent between Chancellor Matheson Road and Pembina Highway. Speed limits on Kenaston Boulevard, Taylor Avenue and Provencher Boulevard are already under review. bill.redekop(a)freepress.mb.ca

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Invest in Less: Peg City Car Co-op new Video!
by Shoni Litinsky 19 Nov '12

19 Nov '12

Are you interested in seeing more sustainable transportation options in Winnipeg? Do you want to see less congestion, fewer cars, less parking pressure and less pollution? We share your vision, and that is why as a group of volunteers, we started Peg City Car Co-op which now has 4 vehicles in three neighbourhoods that meet the needs of more than 100 members. We can create more opportunities for biking, busing, and walking in our city and enable individuals to live car-free or car-light. Over the next* 2 years*, our co-op would like to expand into new neighbourhoods and have* 11 vehicles *that serve the transportation needs of *350 members. * *You can help get us there* **Peg City now has investment shares available for purchase! If you would like to see carsharing grow in Winnipeg, and help us reach our expansion goals, this will make it happen. We have been approved as an eligible enterprise under the Province of Manitoba’s *Community Enterprise Development (CED) Tax Credit Program. *<http://pegcitycarcoop.us2.list-manage2.com/track/click?u=6e29483972e08a58af…> *What does this mean, you ask? Well it means that come tax time, *you will be eligible to claim a tax credit of *30% of the amount of* your investment. This is an opportunity to do good for your community (while getting something in return). How great is that? *Learn about the investment shares, and view our new video: * www.vimeo.com/pegcitycarcoop/invest www.pegictycarcoop.ca/invest Thank you, Shoni Litinsky Board Member, Peg City Car Co-op

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Dr Karen K Lee MD MHsc FRPCPC
by Zdan, Terry (MIT) 19 Nov '12

19 Nov '12

http://www.iuhpe.org/uploaded/Regions/NARO/20110608_Symposium/1_FitCity_KLe… Thank you and regards Terry Zdan BA MEDes Policy & Service Developemnt Manitoba Infrastructure & Transportation 1520 215 Garry Street Winnipeg MB R3C 3P3 P 204 945 7381 C 204 227 3724 E Terrry.Zdan(a)gov.mb.ca

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FW: Pedestrian LOS for Unsignalized Crossings (plus Spreadsheet Tool)
by Zdan, Terry (MIT) 19 Nov '12

19 Nov '12

Tools you can use. This compliments the US 2010 Highway Capacity Manual. From: Parks, Jamie Sent: Friday, November 16, 2012 10:13 AM To: members(a)lists.apbp.org<mailto:members@lists.apbp.org> Subject: Pedestrian LOS for Unsignalized Crossings (plus Spreadsheet Tool) Hi All, Apologies in advance for a long, but hopefully helpful email. Most of you are likely aware of the new multimodal LOS procedures in the 2010 Highway Capacity Manual that produce LOS A-F scores for pedestrians and bicycles along street segments and at signals. Fewer people (or so it seems to me) know that the HCM also has a new method for Pedestrian LOS at Unsignalized Crossings (found in Chapter 19: Two-Way Stop-Controlled Intersections). The method uses traffic volumes, crossing distance, and the likely yielding behavior resulting from any traffic control devices that may be present (e.g., rapid flash beacons) to estimate pedestrian delay which in turn determines the LOS grade. Default yield rates for common treatments are provided based on NCHRP 562 and other research, but can be supplemented/adjusted based on local experience. The intent is to complement the NCHRP 562: Pedestrian Safety at Unsignalized Crossings and FHWA Safety Effects of Marked versus Unmarked Crosswalks studies to (1) provide positive guidance on what treatments are likely to be most effective for a given location and (2) demonstrate the need for/impact of crossing investments using a readily understood metric (i.e., LOS). A quick example of how this works for a road diet and rapid flash beacon applied to a 4-lane undivided highway: Before Conditions: 4-lanes, undivided 44 foot crossing distance 2,000 vehicles per hour 10% yield rate (based on standard marked crosswalk) Results: Delay = 600s, LOS = F Note: actual pedestrians would not wait 10 minutes to cross here. They would likely walk to the nearest signal, pick a small gap in traffic and run, or cross "frogger-style" where they do not wait for the entire roadway is clear to begin crossing. The point is that any of these results are extreme inconveniences to pedestrians, and potential safety hazards. Conversion to 3-lane section with median island: 2-lanes, divided 11 foot crossing distance (x2 for each stage) 1,000 vehicles per hour (x2 for each stage) 10% yield rate Results: Delay = 15s, LOS = C Conversion to 3-lane section with Median Island (plus Rapid Flash Beacon): 2-lanes, divided 11 foot crossing distance (x2 for each stage) 1,000 vehicles per hour (x2 for each stage) 80% yield rate (based on rapid flash beacon research) Results: Delay = 4s, LOS = A The results show dramatic improvements for pedestrians from the road diet, which could be used to justify the expense or demonstrate the benefits of such a conversion (especially useful if the conversion were to degrade auto LOS). Compared to the urban streets Ped LOS, the methodology is easy to apply and generally provides intuitive results (for instance, road diets actually DEGRADE urban streets ped LOS in many cases). Of course I may be biased, since I helped develop the unsignalized methodology! Anyway, the biggest downside to the unsignalized methodology is that is requires a lot of math (probability associated with yielding across multiple lanes, etc.), and it recently came to my attention that unfortunately none of the 2010 HCM software yet includes the methodology. To that end, I have created what I hope is a user-friendly spreadsheet/computational engine to implement the procedures. With this spreadsheet, getting results takes only a couple minutes (I spent 4 minutes putting together the example shown above). I've placed a copy of the spreadsheet on my Dropbox here: https://dl.dropbox.com/u/92064587/Ch19_PedLOS.xlsx. Please take a look, play around with it, and see what you think. I've left everything unprotected so that people can what's going on, check the formulas, and alter it for their purposes, but please use caution not to disrupt the calculations! If you've read this far, thanks for bearing with me. Please feel free to let me know if you have any questions. Best, Jamie Jamie Parks, AICP Complete Streets Program Manager City of Oakland | Public Works Agency | APWA Accredited Agency 250 Frank H Ogawa Plaza, Ste 4314 | Oakland, CA 94612 (510) 238-6613| (443) 235-6873 Mobile Report A Problem | Public Works Agency Call Center | (510) 615-5566 www.oaklandpw.com<http://www2.oaklandnet.com/Government/o/PWA/Connect/ReportaProblem/index.htm> | pwacallcenter(a)oaklandnet.com<mailto:pwacallcenter@oaklandnet.com> | Mobile app: SeeClickFix<http://www.seeclickfix.com/oakland/>

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AT and cardiovascular disease risk factors in US Adults
by Beth McKechnie 19 Nov '12

19 Nov '12

Active Transportation and Cardiovascular Disease Risk Factors in U.S. AdultsGregg L. Furie<http://www.ajpmonline.org/article/S0749-3797%2812%2900602-2/abstract#>, MD, MHS | Mayur M. Desai<http://www.ajpmonline.org/article/S0749-3797%2812%2900602-2/abstract#>, PhD, MPH Download full pdf: http://www.ajpmonline.org/article/S0749-3797%2812%2900602-2/abstract Background Evidence of associations between active transportation (walking and bicycling for transportation) and health outcomes is limited. Better understanding of this relationship would inform efforts to increase physical activity by promoting active transportation. Purpose This study examined associations between active transportation and cardiovascular disease risk factors in U.S. adults. Methods Using the 2007-2008 and 2009-2010 cycles of the National Health and Nutrition Examination Survey (NHANES), adults (N=9933) were classified by level of active transportation. Multivariable linear and logistic regression analyses controlled for sociodemographic characteristics, smoking status, and minutes/week of non-active transportation physical activity. Analyses were conducted in 2011. Results Overall, 76% reported no active transportation. Compared with no active transportation, mean BMI was lower among individuals with low (-0.9, 95% CI= -1.4, -0.5) and high (-1.2, 95% CI= -1.7, -0.8) levels of active transportation. Mean waist circumference was lower in the low (-2.2 cm, 95% CI= -3.2, -1.2) and high (-3.1 cm, 95% CI= -4.3, -1.9) active transportation groups. The odds of hypertension were 24% lower (AOR=0.76, 95% CI=0.61, 0.94) and 31% lower (AOR=0.69, 95% CI=0.58, 0.83) among individuals with low and high levels of active transportation, respectively, compared with no active transportation. High active transportation was associated with 31% lower odds of diabetes (AOR=0.69, 95% CI=0.54, 0.88). Active transportation was not associated with high-density lipoprotein level. Conclusions Active transportation was associated with more-favorable cardiovascular risk factor profiles, providing additional justification for infrastructure and policies that permit and encourage active transportation.

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(no subject)
by Dave Elmore 19 Nov '12

19 Nov '12

http://road.cc/content/news/70705-campaign-launched-nationwide-20mph-speed-l imit-road-safety-week-begins Campaign launched for nationwide 20mph speed limit as Road Safety Week begins Simon_MacMichael <http://road.cc/users/simon-macmichael> , November 19, 2012 <http://road.cc/content/image/834-20mph415x275jpg> http://road.cc/sites/default/files/imagecache/preview_500/images/%5bparent-n ode-gallery-title%5d/20mph_415x275.jpg A number of charities led by Sustrans have joined forces to launch a campaign calling for 20mph to be made the default speed limit on roads in built-up areas. The campaign, GO 20 <http://www.go20.org> , is launched today to coincide with the start of Road Safety Week, which continues until next Sunday 25 November. While some local authorities in England have already introduced 20mph speed limits on all or some of their roads - Oxford and Portsmouth, for instance, have city-wide limits, while Merseyside is introducing it on an area by area basis - Brake and the organisations that have joined it the campaign are calling for such a limit to be introduced nationwide. In the meantime, they are asking more local authorities to implement the speed limit, as well as appealing to motorists to reduce their speed to 20mph when driving near schools, shops and residential areas. A survey of 8,000 schoolchildren aged 7-11 years conducted by Brake, Brain Injury Group and Specavers ahead of Road Safety Week and the launch of GO20 found: Seven in 10 (70%) say they would be able to walk and cycle more if roads in their neighbourhood were less dangerous More than three-quarters (77%) say drivers need to slow down around their home and school Four in 10 (43%) say they have been hit or nearly hit while walking or cycling, and more than half (54%) worry about being hurt by traffic when out and about 72% said they would like to walk and cycle more than they do at present 75% would like more traffic-free cycle paths in their area, while 61% would like more footpaths, pavements and crossings, which they could use to get to school, the park, shops or to see friends 38% said they are not allowed to walk unaccompanied and 47% said they are not allowed to cycle unaccompanied. Brake and the other charities involved in the initiative, which besides Sustrans include Living Streets, the National Heart Forum, 20's Plenty for Us, Campaign to Protect Rural England and Ramblers, say that implementing the lower speed limit would result in: Fewer casualties: at 20, drivers have much more time to react, to help them stop in time if they need to, like if a child runs out. Studies show that when 20 limits replace 30, it means fewer casualties among pedestrians and cyclists. More walking and cycling: danger from traffic is a major barrier in enabling more people to walk and cycle. Town and city-wide 20 limits have resulted in more people walking and cycling. Healthier, happier people: More walking and cycling means healthier people, and more enjoyable outdoors activity for kids and adults. It helps communities interact and be communities. Less pollution: GOing 20 means lower emissions from vehicle journeys. Plus if more people can switch their commute or school run to foot or bike, it means less polluting traffic. Lower costs: Poor health from inactivity costs society dearly. Road casualties cost even more, due to the suffering and burden on health and emergency services. Preventing casualties and improving health means GOing 20 pays for itself many times over. It also helps people save money by choosing the cheapest ways to get about: foot and bike. Julie Townsend, deputy chief executive of Brake, said: "GO 20 is all about enabling people to walk and cycle without fear or threat. "If we are to bring about a 2012 legacy of more active communities, we need to make our streets and communities safer places. "Fleet operators can play an essential role in bringing this about, by ensuring their drivers always put protecting people first, and understand the vital importance of slowing down. "Our main message in Road Safety Week is appealing to drivers to stay well within limits, and slow down to 20 around homes, schools and shops. "It makes roads safer for walking and cycling, and makes little difference to journey times. "It's great so many fleet operators are getting involved and helping to communicate this and other life-saving messages this year. "We urge other employers to register on the Road Safety Week website to get our free guidance on managing driver speed." The campaign will be formally launched at 1030 this morning with a walking and cycling street party at William Tyndale Primary School in the London Borough of Islington, the first in London to introduce a borough-wide 20mph peed limit. Malcolm Shepherd, chief executive of Sustrans, commented: "A 20mph national speed limit would save lives and make our streets better places to socialise, play, walk and cycle. "It would also improve our health, tackling obesity and heart disease as well as reducing the burden on the NHS. "A 20mph limit is already in place in many parts of the country, but a postcode lottery where children are safer in some areas than others is not acceptable. "A new national limit would save money for public health, education and transport budgets, and the Government should now act to lower speeds on streets where we live, work and play." Thanks Dave o _ ( \ _ (X)\ /(X)

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Kickstand SOLD OUT - Invitation: We Ride Here - Public Symposium at the Forks Friday Evening Nov. 23
by Anders Swanson 16 Nov '12

16 Nov '12

[ Although the kickstand Bicycle Policy Training Sessions are now sold out (and then some), we've added an exciting element that is made for to the public. This is a great opportunity for you to meet our out-of-town guests, get involved and celebrate. Space is somewhat limited, so arrive early. Please see the press release and poster attached (with text pasted below). Also, if you are a winter cyclist coming from the south end of the city, and would like to join us for a ride to the forks, there is a group leaving from the U of M's Welcome centre at 5:45. - Anders ] PRESS RELEASE *The World’s Love Affair with The Bicycle Comes to The Forks: European and Canadian Experts Share in Public Forum * Public “We Ride Here” Symposium at The Forks, Friday November 23rd, 7 pm – 9 pm Winnipeg, Manitoba -- Winnipeg is fast becoming one of our country’s bike-friendly cities and that fever is spreading throughout the province to towns like Morden, Thompson and Portage la Prairie. But, what would it take for our province to rival places like Denmark and the Netherlands where it’s ingrained in the culture and the psyche of its people? The “We Ride Here” symposium provides the answers. International cycling and city design gurus from Copenhagenize (Denmark) and Mobycon (Netherlands) are in Winnipeg to deliver a SOLD OUT two-day workshop, KICKSTAND, for professionals and leaders from across the Province. But, when the design workshop ends, participants and presenters will be heading to The Forks to celebrate and share what they’ve learned with the general public. “This is a great opportunity to come out and learn from some of the masters,” says Anders Swanson, local organizing committee chair, “They truly understand what it takes to plan and build a bicycle-friendly community that works for everyone. And, they understand how to do it in all seasons. They’re experts and we can learn so much from them.” “We’re excited by the enthusiasm and energy we’ve encountered in Winnipeg and look forward to contributing to making things happen,” says Angela van der Kloof of Mobycon. “Cycling is a perfect way to get around for children, adults, youngsters, and the elderly. It gives everyone independence, it saves everyone money and it is fun. Streets can be designed in such a way that it is safe for everybody to do so. Elderly people should not have to fear their lives on a bicycle. Children should once again be raised with bicycles and be able to use them all the time.” *The “We Ride Here” public symposium is an evening of culture, film, speeches, exciting announcements, refreshments, door prizes, and one lucky winner will get a grand-prize of a Dutch Van Gogh bike, courtesy of the Honorary Consul of the Netherlands.* “We are looking forward to not only hearing from the experts, but also to hearing ideas from our own community,” says Mark Cohoe, executive director of Bike to the Future. “This is a chance for us all to learn, share, experience and make our cities and towns all that they can be for cyclists of all abilities and interest.” Open to everyone. Capacity is limited to 120 people. Parking for bikes (and cars) is free. -30- The Kickstand Sessions take place Thursday November 22nd & Friday November 23rd @ the University of Manitoba Event Centre. Participants will leave with a stronger understanding of best practice bicycle-related implementations and how to market them, and an opportunity for a continued partnership with both Dutch and Danish experts. Mobycon is Netherlands-based independent research and consulting company with 25 years of experience in traffic, transport and mobility. Mobycon’s multi-disciplinary team consists of traffic planners and engineers, urban and rural planners, economists and human geographers. Copenhagenize is a Denmark-based consulting company specializing in urban cycling and liveable cities. They approach every job from the human perspective - using design, anthropology, sociology and common sense as their points of departure. For more information please contact: Anders Swanson Kickstand liaison in Winnipeg 204-797-1962 andersswanson(a)gmail.com

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AT Webinar: Road Diets and Ped Safety, Tues, Nov. 20, 1:00-2:30 pm, EcoCentre
by Beth McKechnie 15 Nov '12

15 Nov '12

Green Action Centre invites you to join us for a local viewing of the upcoming FWHA / PBIC webinar at the EcoCentre (3rd floor, 303 Portage Ave) followed by group discussion of local applications.* *Detailed description provided below. *Road Diets and Pedestrian Safety** Tuesday, Nov. 20, 2012 | 1:00 - 2:30 p.m. CST* RSVPs are appreciated but not necessary. Hope to see you then! Please note that this is a free webinar, so you can also register individually if you prefer (https://www2.gotomeeting.com/register/893317730<http://cts.vresp.com/c/?UNCHighwaySafetyRese/3084cb0a2d/01de1edd15/cd2d73d7…> ).* * cheers, Beth 925-3772 * * * * * * * FHWA (Federal Highway Administration) and PBIC (Pedestrian and Bicycle Information Center) Announce Webinar on Pedestrian Safety and Road Diets CHAPEL HILL, NC — The Federal Highway Administration (FHWA) and the Pedestrian and Bicycle Information Center (PBIC) announce a free webinar on “road diets,” which are one of the nine proven countermeasures<http://cts.vresp.com/c/?UNCHighwaySafetyRese/3084cb0a2d/01de1edd15/339b6599…>that FHWA is heavily promoting nationally. ** Road diets, or the reallocation of road space through reduction in the number of regular traffic lanes, are of interest to communities that may be seeking to reduce traffic speeds, reduce crashes, improve accessibility for pedestrians and bicyclists, or achieve a number of other benefits. This webinar will present information about the safety benefits of road diets, particularly to pedestrians, and highlight examples of road diet implementation in the United States. Libby Thomas, a researcher at the UNC Highway Safety Research Center, will provide a brief presentation on some of the research findings related to road diets. She will discuss many of the safety benefits of road diets, which have been shown to reduce crashes among all road users. Mike Sallaberry, Transportation Engineer at the San Francisco Municipal Transportation Agency, will discuss the road diet experience in San Francisco, California. San Francisco has implemented more road diet projects within its 47 square miles than any other city in North America. This portion of the presentation will give some brief background on the history of road diets in San Francisco, focusing on how and why they are used. Mike will discuss how road diets have been used to create space for bikeways, pedestrian facilities, and transit, as well as how they are used for traffic calming purposes and to add landscaping and storm water management features to a street. The presentation will touch on some of the benefits of road diets but will focus more on how to get them approved, especially when they are controversial. Gina Coffman, of Toole Design Group, will discuss the road diet experience in Seattle, Washington. The City of Seattle has successfully implemented over 30 road diets. Before and after evaluations have indicated up to 70 percent reduction in injury collisions and 90 percent reduction in aggressive speeders on corridors where such projects have been implemented. Gina’s presentation will explore the history, research, planning and design of road diets, offering tips to build stakeholder support through public process. Seattle case studies will include before and after data showing changes in traffic and bicycle volume, neighborhood diversions, speeding and collisions over the years. The presenters will also participate in a question and answer session to discuss how to address barriers to implementation and answer questions from the attendees. This webinar is one of the free webinars that FHWA offers quarterly as part of its Pedestrian Safety Focus States and Cities initiatives. FHWA's Safety Office is trying to aggressively reduce pedestrian deaths by focusing extra resources on the states and cities with the highest pedestrian fatalities and/or fatality rates. Webinar archives for this series, as well as listings of upcoming sessions, can be found at http://www.walkinginfo.org/training/pbic/pedfocus_webinars.cfm<http://cts.vresp.com/c/?UNCHighwaySafetyRese/3084cb0a2d/01de1edd15/a2c00bae…> .

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Cycling is good for business
by Dave Elmore 15 Nov '12

15 Nov '12

<http://bikeyface.com/> Bikeyface <http://bikeyface.com/2012/11/02/not-cyclists/> NOT-CYCLISTS There has been a move to build more infrastructure for cyclists here. However, with limited space on the road, this comes at a cost. which has local businesses concerned. <http://www.flickr.com/photos/bikeyface/8146881645/> People But there is the issue. How can you tell how you tell a driving customer from a walking customer from a biking customer? Especially when a cyclist is not a "cyclist". <http://www.flickr.com/photos/bikeyface/8146916476/> People .just like a driver is not a "driver." They are both customers. But drivers tend to pass through towns, and those on bike or on foot will spend time at local businesses. And the goal of business is to get more customers, and bike infrastructure will bring more of these not-cyclists down their particular street- with things to do, money to spend, time to stop. <http://www.flickr.com/photos/bikeyface/8146881719/> People Ultimately it's not about biking, but creating a neighborhood where people will stop biking. and stay a while.

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Bike to the Future's Annual General Meeting and Achievements Celebration
by Kevin Miller 14 Nov '12

14 Nov '12

All of Bike to the Future's members and supporters are invited to attend our 2012 Annual General Meeting & Achievements Celebration on Tuesday November 20 from 5:30 to 6:30 at the <http://maps.google.ca/maps?f=q&source=s_q&hl=en&geocode=&q=145+pacific+ winnipeg&sll=49.891235,-97.15369&sspn=30.739621,100.986328&ie=UTF8hq=&hn ear=145+Pacific+Ave,+Winnipeg,+Division+No.+11,+Manitoba&z=16> Sport for Life Centre. Our <http://biketothefuture.org/events/archives/2012/09/19/november-monthly- meeting> November Monthly meeting will commence immediately after the AGM. For AGM details (including the meal menu, the agenda, and the nominated slate of directors), see biketothefuture.org/events/archives/2012/09/19/2012-annual-general-meeti ng-and-achievements-celebration. Kevin Miller Bike to the Future, Secretary <http://biketothefuture.org> biketothefuture.org

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Call for Abstracts: Bicycle Urbanism
by Beth McKechnie 13 Nov '12

13 Nov '12

CALL FOR ABSTRACTS *The International Bicycle Urbanism Symposium will take place at the College of Built Environments, University of Washington, Seattle from June 19-22, 2013.* You are invited to submit abstracts for papers dealings with: Ways that cities can best encourage and accommodate bicycle use 20-30 years in the future Leading research that addresses bicycle use and effects of innovation in infrastructure and programs Best practices and how these can inform long-term planning for bicycle use. Intended participants include planning and design professionals, researchers, bicycle advocates, and public officials. Selected papers will be edited for one or more referred books. A fuller description of the Symposium and its program can be found at www.be.washington.edu/bicycleurbanism. Questions can be addressed at bikeurb(a)uw.edu.

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Transport Canada to look at bike safety benefits of truck side skirts
by Dave Elmore 13 Nov '12

13 Nov '12

http://www.theglobeandmail.com/news/national/transport-canada-to-look-at-bik e-safety-benefits-of-truck-side-skirts/article5040530/ Transport Canada to look at bike safety benefits of truck side skirts Renata D'Aliesio The Globe and Mail Published Wednesday, Nov. 07 2012, 1:14 PM EST Canada's transport regulator is assessing whether aerodynamic side skirts attached to trucks to boost fuel efficiency could also save lives in road crashes by preventing pedestrians and cyclists from falling beneath the bone-crushing big rigs. The question is a key one and adds a new twist to the long-standing debate about whether the country should follow the example of Europe and Japan and require truckers to install side guards, which are heavier than skirts and often a drain on fuel but are specifically designed to protect people. Ontario Chief Coroner Andrew McCallum made the case for these guards this summer and again in September after analyzing the circumstances of 224 cyclist and pedestrian deaths. The coroner pointed to a National Research Council (NRC) report, completed for Transport Canada, that noted cyclist deaths and serious injuries involving the side of trucks dropped substantially in the United Kingdom - deaths by 61 per cent and serious injuries by 13 per cent - after side guards were introduced. Transport Canada, for its part, has continually rejected calls for a side-guard regulation, saying there isn't adequate evidence to suggest the guards would significantly improve safety in Canada. Not long ago, though, the regulator had planned to study side guards as rigorously as it is now examining side skirts, show government documents obtained through access-to-information legislation. Those plans and several draft recommendations were shelved. According to Transport Canada spokeswoman Kelly James, the NRC study "did not provide sufficient justification to warrant further testing." Ontario deputy chief coroner Dan Cass finds the regulator's position on side guards disappointing. Still, Dr. Cass, who led the probe of cycling fatalities, is encouraged that Transport Canada is looking at the possible safety benefits of side skirts. Working with the NRC, Transport Canada plans to start a cold-weather analysis of skirts this fall, a test that is expected to span two winters. "This is an issue that obviously has grabbed a lot of people's attention," Dr. Cass said, adding he would support skirts if they prove as effective as guards. "Anything that's done to try and improve public safety and lessen the likelihood of more cyclists being caught under the rear wheels of trucks . is a positive step in my mind." The contentious side-guard debate flared up last Nov. 7 with the death of Toronto cyclist Jenna Morrison. Ms. Morrison, who was five months pregnant, was on her way to pick up her five-year-old son from school when her bike collided with a truck turning right. Falling beneath the gap between the truck's front and rear wheels, Ms. Morrison was crushed to death. Her family and friends believe a side guard could have made the difference between life and death. They're not alone. Between 2006 and 2010, 18 of the province's 129 cyclist fatalities involved heavy trucks, with half of the victims dragged, pinned or run over by rear wheels after striking a truck's side, the Ontario coroner review revealed in June. Side guards might have prevented these deaths, the coroner concluded. For now, however, Transport Canada has no plans to resurrect its shelved side-guard study. After completing a look at countries that regulate guards, the NRC, a government agency, was planning to do a second phase of study that involved testing the effectiveness of different types of guards, but Transport Canada nixed that review. The NRC had also proposed a series of "next steps" in its phase-one draft. Those recommendations, however, were dropped from the final March, 2010 report after a review by Transport Canada. According to the draft, also obtained through access-to-information legislation, NRC's recommendations included performing crash tests with dummies to determine whether side guards can prevent serious injuries to pedestrians and cyclists and evaluating how the guards perform in heavy snow and ice. Another recommendation proposed the creation of a green trailer program to offset the added weight of the guards. NRC declined to speak about its side-guard research, directing questions to Transport Canada. Ms. James of Transport Canada said the draft recommendations were not included in the final NRC report because "the draft report made it clear to Transport Canada that side guards were not demonstrated to be substantially effective or beneficial." There are other factors at play, too. The regulator is conducting a cost-benefit analysis of requiring side barriers on trucks. It has also raised the side-guard issue with the U.S. National Highway Traffic Safety Administration. With thousands of trucks streaming across the border daily, the two countries have pledged to harmonize their truck regulations. The United States does not require side guards and is not pursuing research or proposing a regulation on this front, Ms. James noted. The Canadian Trucking Alliance, which is opposed to making side guards mandatory, won't comment on Transport Canada's study of side skirts until it is complete. The organization believes other safety measures, such as adding bike lanes and enhancing share-the-road education campaigns, would be more effective than regulating side guards. But for Ron Freeman, a cyclist whose pelvis was crushed by the rear wheels of a furniture-delivery truck, installing side guards is part of the solution. A dozen years after his accident in Toronto, he still wonders whether a guard would have reduced the severity of his injury. He has undergone 10 surgeries and expects he'll need another hip replacement soon. "Had there been a side guard in place on the trailer, I would not have been crushed," Mr. Freeman said. "My life would be different." Bicyclist and pedestrian casualties involving a heavy truck in Canada, 2004-2008 Cyclist fatalities Total: 53 Known side: 6 Possible side: 4 Cyclist injuries Total: 689 Known side: 114 Possible side: 166 Pedestrian fatalities Total: 145 Known side: 7 Possible side: 6 Pedestrian injuries Total: 1,080 Known side: 81 Possible side: 121 Source: Transport Canada

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Manitoba Capital Region Transportation Master Plan Open Houses
by Mark Cohoe 11 Nov '12

11 Nov '12

Hi, Just passing on information on the three scheduled open houses for the Manitoba Capital Region <http://www.manitobacapitalregion.ca/default.asp> Transportation Master Plan. You can view the newsletter for the Transportation Master Plan here <http://www.manitobacapitalregion.ca/downloads/Newsletter-November2012.pdf>. It does seem odd that no open houses have been scheduled in Winnipeg. To me, that indicates that the planners are focusing far more on how to move people living outside of Winnipeg into and out of the city, neglecting the impact that any additional traffic will have on residents of Winnipeg or the potential desire of anyone in Winnipeg without access to a care to visit a destination outside of the city. Location: Selkirk, Manitoba Date: Tuesday, November 20, 2012 Venue: Selkirk Recreational Complex Banquet Hall, 180 Easton Drive Time: 3:30 to 7:30 p.m. Location: Lorette, Manitoba Date: Wednesday, November 21, 2012 Venue: Club Les Bles D'or 1254 Dawson Rd. Time: 3:30 to 7:30 p.m. Location: Headingley, Manitoba Date: Thursday, November 22, 2012 Venue: Headingley Community Centre Auditorium, 5353 Portage Ave. Time: 3:30 to 7:30 p.m. Note . All three events include the same content Mark

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Roundabout and Traffic Calming Circle Video
by Erik Dickson 09 Nov '12

09 Nov '12

Scatliff+Miller+Murray is very pleased to present a new educational video produced for the City of Winnipeg. The 3D animation video provides tips for pedestrians, cyclists and motorists for walking, cycling, and driving at intersections with roundabouts or traffic calming circles. The video is posted on the City's website here: http://winnipeg.ca/publicworks/InformationAndResources/TrafficControl/Rounda bout.asp Please share this video widely with your networks. Feel free to send me any questions, comments or ideas; I'd love to discuss what we can do in future videos for you or your organizations. Have a nice weekend! Kind 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.

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Australian Planning Checklist for Cycling
by Mark Cohoe 09 Nov '12

09 Nov '12

Hi, I just came across this and thought it might be of interest. One of the things about it that I find most interesting is that "the checklist is based on the requirements of the Victorian Planning Provisions and associated engineering design guidelines." I'll have to look that up :) Planning Checklist for Cycling <http://www.bicyclenetwork.com.au/general/bike-futures/94793/> Mark

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Fall 2012 Pedestrian Forum Newsletter
by Zdan, Terry (MIT) 08 Nov '12

08 Nov '12

The most recent edition of the Pedestrian Forum Newsletter<http://safety.fhwa.dot.gov/ped_bike/pedforum/2012/fall/> is now posted. In this edition you will find information on: Update on Efforts in Pedestrian Safety Focus Cities and States Spotlight on Proven Countermeasures: Road Diet<http://safety.fhwa.dot.gov/ped_bike/pedforum/2012/fall/#s1> Road Diet Case Study: Valencia Street, San Francisco<http://safety.fhwa.dot.gov/ped_bike/pedforum/2012/fall/#s2> MAP-21 Provisions for Pedestrians<http://safety.fhwa.dot.gov/ped_bike/pedforum/2012/fall/#s3> Walk Friendly Communities<http://safety.fhwa.dot.gov/ped_bike/pedforum/2012/fall/#s4> Bicycle Road Safety Audits<http://safety.fhwa.dot.gov/ped_bike/pedforum/2012/fall/#s5> Recent NHTSA Publications<http://safety.fhwa.dot.gov/ped_bike/pedforum/2012/fall/#s6> New Tools and Resources from USDOT<http://safety.fhwa.dot.gov/ped_bike/pedforum/2012/fall/#s7> Tamara Redmon Pedestrian Safety Program Manager Federal Highway Administration 1200 New Jersey Avenue, SE Room E71-303 Washington, DC 20590 Phone: 202-366-4077 fax: 202-366-3222 http://safety.fhwa.dot.gov/ped_bike/ To receive updates on our latest program information, please use our e-subscription service. Click on the above weblink, then click on "e-subscribe" in the upper right hand corner. From there, subscribe to the areas you are interested in.

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